Sportscar Guides Director Mark Wibberley is also a part-time motoring journalist and his car reviews are published in a  number of regional UK publications. Some of them may be of interest, though bear in mind they are written to please the dealers, so try reading between the lines… We’ve added our real opinion as a postscript !

Chrysler 300C

Feel a million dollars for £25,750

The publicity says ‘stand out from the crowd’ and you will with the 300C – its undoubtedly got huge presence, but don’t dismiss it as a lumbering American barge. It isn’t – underneath are the underpinnings of the Mercedes E-Class – remember its Daimler-Chrysler now, and much of the Germanic quality has rubbed off on this car.

The list of what you get is endless, and it’s all presented very well inside – it feels more like a European take on an American car than the other way round, with nicely styled and textured trim, easy controls and even the signature Mercedes foot operated hand brake. There’s acres of leather, loads of room and a big deep boot, fully electric and adjustable comfortable seats with memory and clear instruments. It’s an easy car to be in, to relax in, isolated from stress with every comfort you could need for massively less cash than comparable European marques.

The driving experience is one of underlying grunt from the 3.5 litre V6, which provides 250 bhp (the 218 bhp diesel, with 376 ft/lb of torque is the same price, and the 5.7 Hemi V8 with its 340 bhp is £6,500 more). Floor it and you get a satisfying surge of power with aural accompaniment, and handling is surprisingly good – it could never be described as nimble as it weighs 2 tonnes, but the suspension is comfortingly firm, even with my larger Brabus-made StarTech polished alloys. My V6 returns 26 mpg (combined cycle) but 34 mpg on a run.

Its certainly a head turner and having seen the V8 unfairly compared to cars costing twice as much on Top Gear last summer, I had looked forward to the drive. I certainly enjoyed it. Simply, if you compare it to other cars around the same money, you get a hell of a lot of well built car for your money, and why not stand out a bit ?

What we think: Easy to be critical, but lots of presence for the money, good to drive. We like it.

Mazda MX-5 Roadster 

It’s the first week of June. Its scorching, and I’ve got to test drive the new Mazda MX-5. It’s a tough job but someone’s got to do it…

The MX-5 has been around since 1990, and this is Mk 3 – a noticeably more sporting looking roadster than previously, with the trademark power bulge on the bonnet and wheel arches strikingly similar to the RX-8, with which it shares its platform. Gone is the 1.6, with only 1.8 and 2.0 engines now, so it’s much more likely to appeal to the more aggressive, macho drivers who didn’t fancy it previously – it did have a ‘hairdresser’ reputation. There are general refinements all round, like adjustable steering wheel and improved seating, which does hold you in well, so the cabin has a tad more room, though if you’re about 6’2” you’ll really struggle with the roof up.

But its roof down for me – a simple cloth roof with rigid screen, which can be raised or lowered in 5 seconds or so – much faster than metal ones which are all the rage, and taking up less boot space. (Addendum – new folding metal roof now in, with free A/C, takes up no more boot space so why buy the cabriolet?). With the top down you can enjoy a rorty exhaust note which is delightful on the overrun, and sense the acceleration. There is ‘go’ with the ‘show’ – 0-62 in 7.9 seconds and a good surge of overtaking power, which is easily brought to bear through the stubby gearknob and a quick snick round the 6-speed box. It also handles very well, much like the earliest versions, with superb balance, no noticeable scuttle shake, and really precise steering. Its very direct in this way – a turn of the wheel produces instant change of direction, so you have to run in late when cornering sharply. It will hang on with a touch of understeer under pressure, but the limited slip diff on the 2.0 Sport, Bilstein shocks and 50:50 weight distribution prevent anything surprising or untoward.

Thus, it’s a doddle to drive, great fun and surprisingly nippy. Its bang up to date inside without being all luminous plastic and chrome, the leather seats are as good as they look, and options include a/c (I suppose for when its really hot, or just direct it at your feet with the top down) and Bose hi-fi upgrade. This allows you to turn up the volume and enjoy the 6-change CD pack even at high speed, where the temptation is to continue to press on – even at over 70 mph (I wouldn’t want to incriminate myself) there plenty more go available.

What we think: Hard to shed the image but a fine handling little sports car, if a tad pricey now.

New Honda Civic

As the favourite Honda of the more mature generation in its previous guise, the new, boldly, even futuristically designed new Civic has dramatically broadened its appeal. It’s bright, modern, stylishly erm...styled, with a coupe look accentuated by disguised rear door handles, accented with chrome trim on my Sport model, and a distinctive wide, clear strip of lights on the nose. I have to say I was impressed – it was fun to drive, comfortable, well appointed and easy to find my way about inside.

The driving position is instantly comfortable, and you see in front of you a deeply inset array of digital instruments – in the normal place, rev counter, fuel and temperature displays, and various trip settings such as distance to empty, economy both instant real time and on the journey. Inset into the dash far ahead of you is the digital speedo, audio readout and sat nav, which keeps your eyes forward looking, on the road ahead, lit by Xenon headlights. Audio is securely built in, many of the controls operable from the steering wheel, itself a radical, 3 spoke affair, and starting is by F1 style push button. It’s all wrapped in flowing curves of solid, pleasantly textured neutrally toned trim, and all controls are at hand and the previous dash-mounted gear knob has been discontinued, with it now in the normal place. It’s also easy to find 3rd from 6th, something you can’t always say of other cars. There’s a superb 3-D picture of all this in the sales brochure, which is a work of art itself.

There’s loads of space too – flexibility is the name of the game, with space under the rear seats, which fold up or down, deep boot with large under floor tray and lots of height – it does feel roomy inside, and seats are firm yet snug for the twisty bits.

The choice of engines is huge, with the most satisfying units being either the 1.8i VTEC petrol or my 2.2i-CTDI – the latter provides swift acceleration, hitting 60 in 8.6 seconds on the back of 251 lb-ft of torque – the petrol is actually a tad slower and you get around 10mpg more and a more sporting drive, with a great surge for overtaking, from the diesel. The range starts at £12,685 on the road; mine was a very reasonable £16,600, the same as the equivalent petrol car. What’s interesting is that buyers are still the core Honda buyers, with interest also from much younger folks – this car really does cut a dash and the Civic is now ‘cool’ in my view.

What we think: A real looker, well equipped, Sport is a trim-only designation, but the rear spoiler mid-screen really hampers rear visibility. At last may find wider favour.

New Jaguar XK

Well, I thought the previous XK8 was a looker, but the new XK not only looks better, it sounds and goes better too. Plus I do think its more roomy – some created by reshaping the dash, and adding the glass hatch-style rear with its sweeping haunches, and some by the fact that it’s a slightly bigger car. Plus it’s loaded with every conceivable bit of luxury and electronics – truly a flagship car.

Such is the demand for it that in its first 2 days at Marshalls this car did 55 test drives – not many miles to appreciate the growl of the 4.2 litre V8 when hard revved, the seamless auto change or to experiment with the paddle gearbox. Thus, it can be grand tourer or a full sports car – I just loved it, putting a huge grin on my face and allowing me to get to places quicker – as I say to my father in law, life is too short to drive slowly… It handles beautifully too, soaking up rural road potholes cheaper cars thud over, gripping damp tarmac with huge 20” alloys and powering round bends with cavalier disregard for the laws of physics. Or you can cruise along the A1, and burble through town in a car that’s so new you’ll receive the full gamut of stares –admiring youths, nostalgic pensioners and lascivious businessmen.

The design provides strong echoes of the E-Type, notably the grille, with designer Ian Callum taking styling clues from the Spitfire formerly built at Jaguars Castle Bromwich factory. See this in the chrome strip around the windows, based on a Spitfires wing profile and the cooling vents behind the front wheel arch. 

Interior controls are via a very simple touch screen, with the more frequently used a/c, seat, window and stereo controls as physical buttons – which keeps your eyes on the road. Needless to say everything is of top quality, with the seats (and their central leather strip echoing Jaguars racing heritage) more supportive than previous Jaguars. Legroom is aplenty, though this definitely is a 2+2, and headroom is improved – there just seemed more space. The rear hatch area provides as much luggage space as you’d reasonably need, and forms the sublime swooping roofline and distinctive rear profile – in my view, the rear three-quarter is its best side, simply delightful, curvaceous and a statement of its intent. For this is undoubtedly a Jaguar to be proud of – whereas the XK8 was lovely, I’d be very happy with a new XK on my drive.
P.S. There’s a convertible too, with the XKR due out at the end of 2006  – 100 extra horses in prospect.

What we think: Just fantastic. Buy one !

BMW 1-series

So, you’d like a new BMW on your drive, one that’s crafted with near pathological devotion to the eradication of squeaks, is powered as proper cars should be by the rear wheels and is styled with the new wave of sharp, even clinical, ‘edge’ design? And with the 3-series Compact gone, felt that the £21,390 for a base 3-series was out of your budget? Well, those thoughtful Bavarians have come up with the high profile 1 series, their smallest car since the 700 of the 1960s, yet one that allowed me plenty of room (head, knee and leg), and in diesel form well over 40mpg (even the way I drive..)

£15,995 buys you the entry level 116i, though until 31 December 2006 you will receive the superior trimmed 116iES, saving £825 – in fact all models come with cost-free upgrades from base spec to ES, or ES to SE or Sport, saving as much as £1125. And there’s finance available with payments from £99 amonth over 2 years. Before you all rush to drive the cars, those with burly families and heaps of luggage will find the space of the car a challenge, but that’s the same for any car of this size. You’ll not get a cup holder either – I know its petty, but we seem to have passed the days of more cupholders than passengers to the other extreme.

What you’re buying is German engineering excellence in a small car package, with solid, quality materials and switchgear which feel right, seamlessly put together. Nothing wobbles, shakes, isn’t honed by men in white coats, and you get a car with presence, that even looks like a 3-series from the front, but is clearly not one from the back. Something different, from BMW – an oxymoron perhaps, as we’re so used to minor tweaks of a successful formula. Of course what you won’t see is the safety built in, the sophisticated electronics like Dynamic Stability Control brought in from more expensive cars, and unless you throw it around a bit – and it can definitely take it, its predictability and composure on the road. And good brakes too.

I tested the 120d diesel, which is almost instantly responsive, pulling hard and smooth, the choice for higher mileage drivers. Petrol versions are cheaper to buy, but you’ll have to do your own maths. Supply is actually fewer than you may think, so they won’t be as common as ordinary small family hatches and are, at the end of the day, BMWs.

What we think: Rubbish. Overpriced, underspecced, a BMW for those too daft or image conscious to buy a nearly new 3-series. Diesel engine is good, but nothing else. Rear space appalling.

Mercedes A-Class

From the start this car impresses as a class act. Superb stylish interior with quality materials assembled with tiny tolerances, a slightly elevated driving position with fully adjustable steering wheel and seats to ensure the perfect driving position. Add an excellent ride and sure handling and you feel you’re in a car that’s a cut above the opposition. There’s loads of space for 2 oversize adults in the front too, with plenty of head and legroom, plus a spacious rear, with fold down seats to expand the tall boot space.

The chassis is beautifully balanced with a tiny hint of understeer if you push it to the limit (tested by circumnavigating a roundabout ( or rotary) four times – I may have looked indecisive but was loving it!) and the suspension is sure and positive over a variety of surfaces. My car was the 3-door 1500cc petrol, one of 6 petrol and diesel units, and good for overtaking, town work and cruising up the A1, returning 45.6mpg on the combined cycle. Five-door is also available. I must add that visibility is excellent too – other cars often have thick pillars which hinder sight lines, but not at the expense of safety, with an array of passive and active safety features such as ESP and brake assist too.

Standard equipment levels in my Elegance spec, up from the Classic and similar to Avantgarde includes everything you’d expect from the larger saloons – too long to list here.

All the controls are positive, with a comforting solid feel which gives the impression they won’t fall off – the new Mercedes focus on quality does appear to be working here. They’re also close at hand – steering wheel mounted buttons for audio channel, volume, integrated phone and information display, mirrors and windows on the door, which are trimmed in a style you’d expect of a somewhat larger Mercedes. And the essence of the car is just that – it’s the quality of small car you’d expect Mercedes to build. The range starts at £13,655 OTR so the premium over more mundane fare is worthwhile considering.

This new version is noticeably larger than the previous one, which seems less spacious, less settled on the road and refined in comparison. It’s certainly moved on substantially – even 15 minutes in the outgoing model clearly shows improvements in handling, comfort and particularly trim. A slight gripe is that the multi function instrument stalk was obscured for me by the 3 point steering wheel, but with use I expect you’d learn which way to twist for wipers etc. All in all a very good car.

What we think: As we wrote, in this size, very good car, if quality and relaibility is what it should be.

Volvo XC-90 – for life ! 

In years gone by, you bought a Volvo because you needed to shift stuff and wanted a big safe car above any considerations of luxury or style. Model choice was limited, all regarded as worthy but dull. How times change !

The new Volvos are more stylish, well built, highly specified with a positive image and strong demand. The XC-90 characterises this metamorphosis – long waiting lists and premiums on list price when it was launched have given way to strong residual values and purchasers trading in surprising cars to have one. Who would have thought Porsche Boxster and Audi convertible owners would buy a large, spacious and comfortable car like this? Plus of course the obvious refugees from large family cars, though the need to seat 7 and shift wardrobes is not an obligatory part of ownership. But the capability helps.

I tested the top spec Executive model with the most popular engine, the 163bhp D5, now replaced by the 185bhp version with a very welcome increase in torque to 400Nm. Overall it’s quiet, refined and very well put together, with all the toys, including a fridge under the armrest, and the same SatNav as the Aston Martin DB9. Seats are good with superb soft leather, a smooth auto gearbox, though I preferred manual in town, and good visibility. Everything works with a satisfying, perfectly damped click and the seats are very neat – the rearmost pair fold flat to form part of the load bay floor with the base sliding behind it, under the floor. Increasing the load bay takes seconds – and does it take some stuff ! With cubby holes all round and no boot lip you can make the most of the space.

Two screens for DVD playback in the front headrests keep passengers amused, with remote headphones and personal controls each side, and loads of leg and headroom.  On good roads cruising is effortless, winding roads produce less roll than you may think (but less fuel economy, though 26mpg urban is bearable), and rutted farm tracks including 5 burly farmers, are handled with ease.  Turbocharged petrol and a 2.4 diesel power is also available. The final word goes to a friend who loves his XC-90 of 4 months – ‘it suits us down to the ground - with my office in Milton Keynes and 2 smalls children to consider it gives us the space and flexibility to get on with life’. Just like it says in the adverts!

What we think: Still the class leader, which says it all.

Honda FRV

This Honda is a more compact offering than full size people carriers (deservingly called ‘vans’ in the US as that’s what they are), the one advertised with the coconuts and dog.  Bizarre ads, but a clever car, distinctively offering 6 seats in two rows rather than the usual 7 in three. More in common with the Civic and HR-V than the excellent Accord and 4x4 CR-V, it provides flexibility with the usual folding rear seats, but an ISOFIX sliding central front seat where you can safely seat. Thus, you can feed and entertain whilst on the move, though the middle rear seat is also wide enough for an adult to join 2 kids or two other adults in the back.

The car is thus a tad wider than average, and provides plenty of storage due to the gearknob being dash mounted (6 speed in the 2.0 Sport) with all the controls close at hand, and cruise and stereo on the steering wheel. There are ample drinks holders, optional tray tables and wireless DVD player in the back

‘like a plane’ said our junior tester, and plenty of safety systems such as airbags, stability and brake assist and impact protection. The list of additional features is too long to list – even security includes immobiliser, deadlocks, integrated stereo, lockable glovebox and tonneau cover – with well designed cars like this you get an impressive arrays of features for modest outlay.

The styling is very leading edge, and our privacy glass gave it a cool look, coupled with the sharply designed lights, sills and front profile. MPVs no longer have to (though some do) look like converted vans and those such as this, designed for the job, offer many advantageous features if you need to carry kids, luggage and some credibility. The main plusses for drivers are the usual Honda attributes – tremendous 2.0 i-VTEC engine, offering 33.6mpg on the combined cycle, and a diesel version this year, with excellent interior materials well put together. It’s comfortable, roomy and straightforward. Information is provided for instance on temperature, mpg, distance to empty via two displays. You get the impression too that it will stand the demands of hordes of kids abusing it. For the wallet, the range starts at £14,750, with servicing intervals an impressive 12,500 miles. As tested: 2.0 I-VTEC Sport Manual, £16,400 OTR, plus extras (park assist, tinted windows, rear DVD).

What we think: Clever, lots of nice touches but forgot the basics – handling dreadful with awful body roll which makes passengers feel uneasy. I won’t be buying one.

Jaguar S-Type

‘Grace, pace and space’ – the traditional slogan for Jaguar cars. Now this S-Type is up against the handling, build quality and engineering of class-leading German cars such as the BMW 5 series – which was until recently top of the pile. So how does the S-Type, with its retro styling and Jags first big diesel engine stack up ?
The first thing that’s apparent is its graceful lines – elegant, stylish and eye catching, with smart 17” Pirelli P Zero-clad alloys. This also applies to the flawless interior - this being the Sport model, smart aluminium/Kevlar replaces walnut trim and a choice of 6 speed electronic auto or manual gearboxes does give a sporty feel. Touch the ‘Sport’ button for keener throttle response and you definitely get ‘pace’ – the twin turbos produce a smooth stream of power from the new 2.7 diesel engine, taking you to 60mph from rest in 8 seconds – impressive for such a heavy car. Torque delivery is a massive 435Nm, yet apply this at the wrong time on a slippery road and the traction control saves any embarrassment. And it improves still further, with ride quality enhanced as speed rises, handling roundabouts and undulating A-roads very confidently, with firmness achieved from the suspension and chassis without throwing passengers about. The ride quality is without a doubt superb.

Don’t let the styling fool you into thinking there’s laggardly uptake of the latest safety aids and electronics either – the standard fit Adaptive Restraint Technology System brings airbags, pre-tensioners and energy absorbent seating into play depending on the severity of impacts, within the rigid safety cell. Its deep comfortable seats, fully adjustable and sumptuous full leather provide limousine comfort. I particularly liked not thinking about lights or handbrake, both automatically applied, and memory seats, again standard. Rear park control is now available on many cars, and recent personal experience makes this a must have in my opinion.

So, ‘space’. There’s obviously more than the smaller X-Type and less than the XJ, which will share this engine when it appears in autumn 2006, with absolutely loads of headroom and leg room in the front. The design of the interior is quite ‘wrap around’ so you do very much sit ‘in’ the car, cosseted and held securely in this case by the side bolsters. We found it highly comfortable, with just about adequate boot space and thoroughly enjoyed the experience – it felt ‘special’. If you’re a company car driver, it has low emissions of 189g/km and 39.8mpg – better overall than either the BMW 530d or Mercedes E320. And if you like a more involving drive and hadn’t considered Jaguar before, I suggest you do so now. 

What we think: Shamelessly retro styled, smaller inside than you think and boot is too small. Great to drive, I liked it, but perhaps I’m not old enough yet ?

Lexus IS250

Lexus was created to provide European standards of design and luxury with Japanese efficiency, advanced electronics and reliability. Its cars are certainly renowned for reliability – winners of the JD Power Customer Satisfaction Survey since 2001, and recently winners again of the UK Top Gear survey. But do they have soul, character and that indefinable element of class?

Having never driven one, and starting with the showroom experience, which was immaculate, welcoming and very modern, I was shown around the car. It certainly is a good looking motor, with presence and lots of pleasing design details, though not aggressive, so you’ll be let out at junctions. Inside, its simply beautiful – superb leather everywhere, top notch trim all perfectly fitting and stacked with features. The electronics are easy to use, and include rear park camera, in-dash multi-DVD player, voice activation (which works), heated and cooled 8-way electric front seats, auto windows all round (check how many cars only provide them for just the driver) and keyless entry and starting. You also get auto lights and wipers, powered rear sunshade, adaptive cruise control, real wood trim, beautifully crafted and matching, and that indefinable feeling of care and thought going into every last detail.

Its class shows when you examine the care with which even minor engine bay fixings are specified and finished. Due to extensive sound deadening, covers over the engine and many hours in a wind tunnel it’s extremely quiet on the move too, responsive and extremely solid – try a few quick bends and heavy braking and you’ll feel secure. It’s not light, but with the 204bhp 2.5 petrol engine it reaches 60 in 8.4 seconds and is thus noticeably quicker than its predecessor, and returned 28mpg over my 200 mile test.

Rear headroom and legroom is fine provided you’re under 6ft, but boot space is lacking due to intruding rear suspension and a high lip, and carpets could be richer. The only other gripe is that the mirror adjustment is too far away, but with 3 pre-sets for both front seats, this is a once-only minor inconvenience. In terms of options, its so highly specified that its hard to add much – I had the sublime Mark Levinson audio upgrade, with crystal clear sound even at unholy volume which includes the reverse camera, though beeping ‘park assist’ is standard anyway.

Starting at £22,400 OTR, my SE-L would be £29,000 without the extras, which added around £3,000. Obviously if you’re spending this kind of money you want something special. Lexus has that - it was definitely one car I didn’t want to give back and its clear now what Lexus is all about.

What we think: Liked this, excellent car, I’d buy one but need a larger model as boot poor.

Range Rover Sport   

This is the hot car at the moment (written May 2005) and millions saw it on Top Gear chased by a tank. It will no doubt sell to the upmarket 4x4 market just for the fact its new and different, but the bigger question is – what is it ?

Land Rover have the new Discovery and the market leading Range Rover, and this sits in the middle – sort of. It shares running gear and, in diesel form, the engine with the Discovery, including its hugely impressive off road ability, which I tested some months back. Its trim is more Range Rover and its fully laden with modern comforts, but the trade-off is in size – smaller than the Range Rover, notably in height, ostensibly to aid handling but not so good if you’re tall, and seating. So, no 7 seats like the other two, less boot space but a more nimble car with better handling, giving you more confidence in cornering. The flagship 4.2 supercharged Jaguar XKR engine is no doubt what creates the appeal, but ¾ of the cars will be diesel – a willing engine which delivers surges of power but would struggle to be called sporty. The alternative is the 4.4 V8 petrol, only 1 second slower to 60 than the supercharged version, marginally more frugal (though about half the economy of the diesel), around £6k more than the diesel, but £9k less than the 4.2.

The target is clearly the big German 4x4s, especially the X5 which it scores notable plusses over – already a substantial portion of the advance ‘sight unseen’ orders for the Range Rover Sport are leaving the X5, but I don’t think many Cayenne owners will migrate to the diesel. What they will find is a well screwed together car with deeply impressive brakes, proper off road credentials, high driving position and a solid feel to everything you touch. Sat nav come as standard in the HSE, but all cars have the same safety/security features, excellent air suspension, electric seats and optional DVD screens and integrated telephony. In all, everything you’d possibly want on a luxury car which nonetheless starts at £34,995 – my TDV6 HSE was £43,995 and included both front and rear park control.

So, to summarise, a crossover car really between the Range Rover and Discovery, with elements of both, which looks like the former, priced little more than the latter (in TDV6 form only £2k more than the equivalent Discovery) which will widen Land Rover appeal to younger urban image conscious 4x4 buyers.

What we think: If it’s a ‘Sport’ why buy the diesel unless you want to pose – buy the V8 or Supercharged. Headroom lacking. If you want diesel, buy a Disco.

Saab 9-3 and Sportwagen

You may have seen the ads – a drivers car pitched at the BMWs, with a powerful and economical 150bhp turbo diesel engine, yet still with that Saab individualism for the owner who wants to say ‘I’m a little different and appreciate good design’. Its Saabs’ first diesel, so worth checking out.

The car itself is typically conservatively styled, with less of the prominent (read ‘ugly’) nose of previous models, sleeker and refined, well built and probably as durable as they always have been. Its also faster – the previous model ‘had a go’ at me on the A1 but once the turbo kicks in you’re away. That the test car was the Vector Sport may be a factor. It has smart 6-point alloys on lowered suspension, body coloured side skirts, 3-spoke leather steering wheel and metallic paint, therefore making a more purposeful statement.

Inside the attention to style is immediately obvious – soft leather edged sports seats which are very supportive and comfortable and a big distinctive slab dash clearly orientated to the driver. There are 2 information screens making use of the depth of the dash, with an integrated screen for interior function displays in the usual place, and trip, temperature and ‘distance to empty’ and more featured on the smaller screen. There’s integrated telephony too, and a wonderful ‘night panel’ – activate it when driving in the dark and only essential functions are illuminated – usually speedo, but revs when changing gear (6 to choose), fuel level if ¼ full etc. I really liked this original thinking. The handbrake also ‘disappears’ when off, fitting into a slot on in the normal place disguised as a grab handle. There’s also possibly the most extravagantly engineered cup holder ever ! Little touches which make a difference.

So how does it drive? Well, over the A1, country roads and around town, it’s responsive, pulls hard when the turbo spools up and corners relatively flat – its no Porsche obviously, but the sports tweaks on this model are noticeable. If you like a softer ride, there are Linear and Vector models with a range of engines, petrol too, including the 210bhp Aero, and lots of options. Standard features include impressive safety aids such as 4-wheel steer, emergency brake assist and two more elements of computerised trickery to assist braking and cornering, plus ABS. A 5 star EuroNCAP rating is as good as it gets too, and I achieved well over 40mpg despite my ‘enthusiasm’.

Who will it appeal to? Obviously company car buyers wanting a cool alternative, private buyers with an eye to style and not wishing to make a status statement and those who actually give it a test drive. And having written this, I finally check the price - £22,495 OTR – seems fair to me !

What we think: Better than the average repmobile, estate good too, drove well and felt good to be in.

Mercedes SLK

A couple of bright autumnal days offered the chance to find out how Mercedes have positioned the new SLK after the success of the old one. The new car benefits from a manual gearbox from the start – so is it a ‘proper sports car’? It certainly looks it, those razor sharp curves gloriously radiating from the sculpted nose, a beautiful and aggressive profile evident in Mercedes sports cars all the way up to the McLaren SLR supercar. Note the steeply angled windscreen and jewel-like headlamps too.

The six-speed transmission, with short gears held for only a few seconds as the supercharged engine winds up to 6000 rpm, is slick and easy – this is certainly a car anyone can easily drive, and quickly too. It holds the road well, with very little body roll, and remains taut with the top down. There’s slight understeer when you push it hard, and you have to change perhaps a little too often, but this 163bhp 1.8 litre version, the most popular model, pulls very hard in first and second. It sounds quite good too – twin exhausts sing in narrow streets if you keep the revs up, or trail the throttle, though there’s no V8 ‘rumble’.

Inside it’s a class act – integrated sat nav, phone (optional) and full leather sports seats in immaculately presented trim. Feel the dash, door and panel trim – all shut together with engineered efficiency, and I really liked the soft semi-padded dash surround. You sit low in the car, cocooned, and with electric memory seats and steering wheel, it’s all very comfortable. In fact, there’s everything you expect in the cockpit and more. And it swiftly fills with warm air so you can go topless anytime – there’s even a vent in the headrest to keep your neck warm !

And a retractable hardtop to play with as well – a precision job, needing merely a finger and 22 seconds to operate, and which still leaves boot space for 2 or 3 soft bags, makes this a year round roadster. Nice lowish profile tyres on stunning alloys, a tidy engine bay, net-covered cubby holes for storage aplenty and integrated CD multi-changer leave only one question. All in all, superb - a stunner. But how much?

I asked friends for guesses, with ‘£30k+’ being the norm, so the actual £27,470 starting price seems very fair. Personally I’d prefer the 272bhp version for £5k more, but the 1.8s 7.9 seconds to 60 feels quicker when you’re doing it ! Just go steady on the gas after that !

What we think: Really really enjoyed this car, a good alternative to the ubiquitous Boxster, decent value too. Excellent.