Skoda Yeti review

The Skoda Yeti crossover is a member of the fastest-growing niche of vehicles

The Skoda Yeti is a crossover, and therefore a member of the fastest-growing niche of vehicles: one that aims to combine the versatility of a tall hatchback with sufficient off-road ability to meet the needs of 95 per cent of buyers.

Like other recent cars of its ilk, the Yeti is available with petrol or diesel power and front or four-wheel drive. In whatever form you choose it consumes fuel and emits gases at rates little worse than those of a regular hatchback.

Its price, unfortunately, especially in the higher trim levels, is pushing towards the latter - especially as you move up the engine range into the higher-powered 2.0-litre diesels and climb towards the top of the specification list, or begin ticking option boxes.The Yeti is a slightly unusual size, however. At only 4.2 metres long, its blocky proportions and silhouette are somewhere between a Fiat Panda 4x4 and a conventional C-segment soft-roader such as the Volkswagen Tiguan.

Entry-level 1.2 TSI petrol-powered models costs less than an equivalent Octavia hatchback though, so there's the chance that in the right specification the Yeti could make a lot of sense.

Is Skoda in danger of asking too much for its crossover SUV? Read our comprehensive review to find out.

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2014 Nissan Qashqai Review

The 2014 Nissan Qashqai compact crossover is the second generation of the vehicle after 2007 when it first appeared on the market. Design of the new the 2014 Nissan Qashqai based on the Hi-Cross concept,where the vehicle will be much more aggressive look than the current model. Refreshments made​​ minor changes related to specific details so that design changes to modernize the concept and strengthen positions in the competition. Premiere the 2014 Nissan Qashqai expected in Frankfurt this year and sales will start in the first half of next year. The same dimension, highlighted lines and high quality materials guarantee you that this car will suit all your needs.



2014 Nissan Qashqai New Engine

The 2014 Nissan Qashqai will be powered by the new engine 1.2-liter turbo gasoline engine with 115 hp and 190 Nm of torque. This engine is designed to reduce fuel consumption to 5.6 liters and less emission of carbon dioxide that will be less than 120g. Of the next generation of these vehicles will be available to plug in hybrid version. The 2014 Nissan Qashqai will offer engines have1.6 liter diesel engine to be moreeconomical with CO2 emissions of less than 105 g. As with the first generation of buyers will drive versionsare available on all 4 or just the front two wheels. Next-generation Nissan Qashqai comes to new modularplatform that will be shared with other models.



2014 Nissan Qashqai Interior

The 2014 Nissan Qashqai plans to improve the quality of the interior finish. These models are of higher quality and softer materials, the central touchscreen and other devices. The modularity of the seats and their felling to provide maximum usable storage volume reaches 1,500 liters. It will have room for five passengers and has ample space for a comfortable journey. Certainly, the price of the 2014 NissanQashqai be greater than the previous and will move about $ 25,000.

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Mazda CX-5 review

Can efficiency-boosting SkyActiv technology help the Mazda CX-5 raise the compact crossover bar?

Car makers frequently mention the phrase ‘all-new’ when describing their latest model. The reality is that usually much of the mechanicals and switchgear has seen service elsewhere. But when its maker says the Mazda CX-5 is ‘all-new’, it really means it.

It was the first model in Mazda’s range to feature the full suite of SkyActiv technologies – Mazda’s far-reaching attempt to drive up efficiency through the use of lightweight components and efficient powertrains. In 2008, Mazda said it would find a 30 per cent improvement in the average fuel economy of its range by 2015.

That might raise eyebrows among other Japanese car makers who have nailed their colours firmly to the hybrid mast. But on the surface it appearsMazda could be on to something: official figures as low as 119g/km and 61.4mpg on the combined cycle are impressive for anything, never mind a high-riding SUV.The bold and interesting part of a fairly industry-standard plan is that, to begin with, the firm has opted not to leap on the expensive and complicated hybrid bandwagon, but instead refine and gently rethink the conventional internal combustion blueprint.

Those figures are derived from the CX-5’s low-power diesel engine driving the front wheels through a manual gearbox. Compared to that, the rest of the range seems costly to run, although next to its rivals it remains pretty parsimonious.

At the heart of the CX-5 range sits an advanced 2.2-litre diesel engine, which has an exceptionally high compression ratio resulting in improved fuel efficiency and torque. A similarly advanced petrol engine is also offered, but is destined for niche appeal on these shores.

Both engines are mated to either a compact and lightweight six-speed manual gearbox or an efficient auto. Power is transferred to the front or all four wheels, depending on specification.

This review will endeavour to find out if Mazda has succeeded – not only in its self-proclaimed task, but also in delivering a product well rounded enough to thrive in a segment populated by high achievers such as the

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Kia Rio review

Stylish, efficient and fun.

Introduction

The Kia Rio delivers excellent fuel economy, perky performance and a strong warranty for an attractive price with a degree of style. Rio also offers refinement not often found in a subcompact, and it's roomy and comfortable. Completely redesigned for the 2012 model year, Rio is available in two body styles: the four-door Rio sedan and Rio 5-door hatchback. 

For 2013, changes to the Kia Rio are minimal. The 2013 Kia Rio sedan and hatchback get a revised badge on the hood, trunk lid and steering wheel. Steering-wheel mounted paddle shifters now come on the SX model; hatchback EX and SX trims get a standard cargo floor tray and net. Also, an automatic stop/start feature is included with the optional Eco package. 

The Rio four-door sedan and Rio 5-door hatchback share styling influences but not all details; with different grilles, tails and side scallops they look more like siblings than twins. Compared with other subcompacts, the Kia Rio models are wider, have a longer wheelbase, shorter overall length and lower roofline; only Nissan's Versa is considerably bigger outside. 

Kia Rio mechanicals go a step better than basic econo-car. Its 1.6-liter engine uses direct injection to aid power and fuel economy, resulting in the best horsepower in the segment and fuel economy highway ratings in the 40-mpg range. The optional Idle Stop and Go system found on the Eco package, typically reserved for more expensive cars, automatically turns the engine off and on at long stops, saving more fuel for urban drivers and reducing emissions. 

Rio's all-disc brakes are uncommon in this bracket, as are its available 17-inch wheels. Suspension is conventional in design, delivering a ride suitable for long commutes and behavior suitable for the class. 

Cabins are nicely put together. They're easy to live with and not overwrought with gimmicky styling. Everything is easy to operate and anyone can quickly master the controls. Kia's reputation for value is carried on by standard features such as air conditioning and power-heated mirrors. Mid-line Rio models have Bluetooth as standard. Upgrades include navigation, Kia's UVO infotainment system by Microsoft, rear camera, leather upholstery and heated front seats. 

Both sedan and hatchback models offer useful space; we favor the hatch for its added load flexibility and maneuverability. Rio seats are comfortable. And there's good cubby storage in the center console and side door pockets. Interior room stacks up well against competitors, but while Rio is best in terms of front legroom, it suffers from cramped legroom in the rear. 

On the road, the Rio is smooth and feels refined for the class. The ride is taut without being firm, the feeling one of stability and not punishment. 

The 2013 Kia Rio is a considered a subcompact car and competes against the Ford Fiesta, Chevrolet Sonic, Hyundai Accent, Nissan Versa, Honda Fit, and Toyota Yaris. 

Lineup

The 2013 Kia Rio is offered as a five-door hatchback and a four-door sedan. All Rio models come with a 1.6-liter four-cylinder engine. 

Rio LX ($13,600) and Rio 5-door LX ($13,800) are equipped with a 6-speed manual gearbox or optional 6-speed automatic ($1,100). LX models come with cloth upholstery, air conditioning, wind-up windows and manual door locks, heated power mirrors, tilt steering, variable intermittent wipers, six-way manual driver seat, split folding rear seat, AM/FM/CD/MP3/AUX/USB stereo with steering wheel controls and 15-inch steel wheels. Rio 5-door hatchbacks include rear wipe/wash. 

Rio EX ($16,500) and Rio 5-door EX ($16,700) come with the 6-speed automatic. Rio EX models upgrade with power windows and locks, tilt/telescoping steering wheel, Bluetooth, sliding center console armrest, front tweeters, metallic cabin trim with faux leather door panels, power-folding mirrors, cruise control, and chrome trim. Optional is a Convenience package ($1,150) adds a leather-wrapped steering wheel, additional interior lighting, upgraded audio system with UVO-by-Microsoft rear camera, side mirrors with integrated turn signals, automatic headlamps, fog lamps and 15-inch alloy wheels. The Eco Package ($400) includes automatic stop/start, which turns the engine off when stopped to save fuel. 

Rio SX ($17,700) and Rio 5-door SX ($17,900) are offered with the automatic transmission only and come with everything found on the EX plus a leather-wrapped steering wheel and shifter, dual exhaust outlets, sports suspension calibration, 205/45R17 tires on alloy wheels, larger front brakes, projector headlamps, LED tail and front running lamps, fog lamps, painted center dash, alloy pedal covers, and UVO entertainment with rear camera. A premium package ($2,300) adds leather upholstery, heated front seats, pushbutton start/smart key, LED map lights, UVO navigation and moonroof. 

Safety features, all standard, include front airbags, front side-impact airbags, side curtain airbags, electronic stability control and hill-start assist. 

Walkaround

Family resemblances are apparent with the Kia Rio. Certain styling cues are shared with the current-generation Optima midsize sedan, which underwent an extreme makeover from dowdy to dapper in its last redesign. Rio's looks aren't groundbreaking, but they are as contemporary as anything in the class. 

Rio sedan and hatchback models share front doors and basic structures but surface cosmetics keep them separate. The sedan mirrors the Optima more, with the pinched center top grille and full-width lower air intake. The hatchback has a much smaller upper grille, almost like an engine air intake rather than cooling, and a deeper lower grille segmented in three sections where the angled side sections meet the flat center. Sedan and hatch models use different headlamp housings, and the SX version of each also gets unique lights, including LED daytime running lights. On both body styles the front wheels are well outboard of the headlights, adding a lower, more aggressive look; it's not mean, nor as comic-like as some small cars. 

A pronounced wedge profile in side view shares a deep front door window, and ahead of the mirror, a small triangular piece of fixed glass that's quite useful for driver vision. The top crease of the scallop in the door panels echoes the windshield pillar line and fairs rearward, on the sedan leading directly to the top of the taillight. Combined with the slender roof pillar and minimal painted surfaces above the lamps, the sedan has an elegant, light, tailored look, disguising the substantial trunk height. 

On the hatch the roofline tapers down, pinching the rear windows, one reason the Rio hatch does not have more rear-seat headroom than the sedan. The short rear panels wrap around into the hatch, the lights protruding slightly (but still well inside the bumper) for better all-around viewing and staying cleaner in bad weather. On SX models, the taillights have LED elements. 

The hatchback's rear window is close to horizontal at the top edge, fitted with a small spoiler, and close to a semicircular arc along the bottom edge, reminiscent of the grinning grille on some Mazdas. A dark close-out panel sweeps up from behind the rear wheels serves to visually lower and widen both models. And on both cars the license plate is in this recess, not the hatch or trunk lid, so you never hear it rattle. With trunk or hatch open some portion of the taillights and low-mount reflectors remain visible to improve night-loading safety. 

Compared with the Ford Fiesta, Chevrolet Sonic, Honda Fit, and Toyota Yaris, the Rio has a longer wheelbase but shorter overall length, and it's wider and lower than most. Extra wheelbase helps ride quality and stability, but a longer wheelbase with a shorter overall length also means shorter overhangs front and rear. All these dimension play into how the Rio comes across a bit sportier than most other subcompacts. The other aspect is that few competitors offer big 17-inch wheels. 

Interior

The Kia Rio EX interior has a pleasant appearance with soft-touch dash and door panels you don't get on some cars a class higher, matte-silver trim, a lacquer-black finish to the ventilation control panel, and with substantial push switches along the lower edge. While it doesn't scream luxury, it doesn't scream economy car, either. 

Cloth upholstery feels smooth and breathable to the touch; we never slid around or got stuck to it in muggy weather. The driver's seat offers height adjustment and all but the base model have a tilt and telescoping steering column to find a proper driving position. The front bucket seats have enough lateral retention for spirited driving and support sufficient for one-hour drives. Some long-legged types noted short seat cushions but found the cabin roomier than expected. 

Rear-seat space is small, yet comparable to others in the class and is fine for kids or petite adults. Duck your head for entry if you're more than 5-foot, 9-inches and skip the back seats entirely if you're more than 6 feet tall. We did stuff most of a 6-foot, 3-inch tester in, but getting his second size-12 foot inside was mildly problematic. 

A 13-button steering wheel (on the Rio EX) groups controls for audio, cruise, trip computer, and phone on four spokes, with standard stalk controls on both sides. The three-cylinder instrument panel provides the usual info, including an engine temperature gauge many manufacturers have relegated to warning lights. Crisp white-on-black lighting with red needles and central display ensures readability day or night. The traditional key was welcome, though at least once we had trouble pulling it back out of the ignition. 

Audio inputs and power points are ahead of the shifter, the control panel top center. Our co-pilot had some issues requesting tracks by name through Bluetooth, but noted this problem has occurred before with the device out of its home continent. All the hard- and soft-key controls functioned as we hoped, as did the ventilation system. The automatic shifter has manual up/down on the driver's side where it belongs. 

Cubby storage up front is good, with a variety of sizes and shapes; the glovebox is big and the box next to the radio will not hold many smartphones. Amenities include exterior temperature indication, map lights, and covered (but not lighted) visor vanity mirrors on both sides. 

Cargo space is reasonably good at 15 cubic feet with all seats in place, and a roomy 49.8 cubes with the split rear seats folded flat. But to do the latter, you might need to temporarily move the front seats forward so the rear headrests can drop clear. The cars we drove had no spare tire, but there appears to be room for one if you don't want run-flat tires. 

Relative to others in the class, the Rio has competitive seating dimensions and cargo capacity, trading the most generous front legroom for tightest rear legroom. It's important to note that standardized measures of trunk space vary by sedans and hatchbacks, so comparing sedans and hatchbacks using the cargo numbers can be misleading. 

Driving Impression

The Kia Rio is fun to drive, with a willing engine, 6-speed transmissions, and capable if unsophisticated suspension. It conveys willing, youthful energy. 

A 1.6-liter four-cylinder engine is the only one offered. It employs direct fuel injection, first used on a street car more than 50 years ago and still reserved primarily for more expensive cars. This yields good power and fuel economy. The Rio's 138 horsepower is better than anything in the class except the Chevrolet Sonic with the same rating. Peak torque is 123 pound-feet at a fairly high 4850 rpm, but again this has most of the class covered, except for the Sonic's optional turbocharged 1.4-liter at 148 pound-feet. 

The Rio needs to be revved for maximum power, but so do most gasoline engines. This one is smooth so it doesn't really matter if you want to push hard because it adds only a bit of busy noise, absent the vibration or harshness. And with the most power and among the lightest weight in the segment, the Rio accelerates comparably well. 

Fuel economy is another good story for the Rio. EPA numbers are 30/40 mpg City/Highway, which are unmatched by the Fiat 500, Honda Fit, Toyota Yaris, Ford Fiesta, Nissan Versa, or Chevrolet Sonic, though a couple of them can match the Rio automatic's EPA Combined rating of 33 mpg. Even the special fuel-economy models that account for a small fraction of sales don't rate 30 mpg City with an automatic. (Keep in mind these are EPA estimates and driving style makes far greater differences.)

While Rio's direct injection helps fuel economy, so do 6-speed transmissions where competitors often use 4- or 5-speeds. More gears allows better acceleration, lower highway engine speed, or both, hence better performance and fuel economy in the same car. 

An optional Eco Package on the Rio EX features an automatic stop/start feature, dubbed Idle Stop and Go (ISG). Often found only on more expensive cars, this system switches the engine off at stops and restarts it when time to go, saving gas in urban situations and adding one mile per gallon to the city rating. ISG requires nothing of the driver: No switches to activate, no shifting into neutral, no special pedal techniques. As the car stops with the brake pedal depressed the car disengages transmission from engine and switches it off. As you lift your foot off the brake pedal the car restarts and you drive off as normal. 

The automatic stop/start system on the Eco package works just as it should, and helps save fuel if your daily commute involves lots of stop-and-go traffic. On a hot, humid day with AC on, we averaged near 35 mpg, not bad in light of the circumstances. 

Both transmissions are easy to operate. The automatic has been programmed for economy so you have to be forceful with the gas pedal to effect a downshift when speed is needed, or you can shift manually; it will hold the gear selected even if you mat the accelerator in sixth gear. The manual offers light throws and clutch action, not as precise as a Fit perhaps but we never got the wrong gear. Throttle activation has been tamed relative most recent Kia models, so it doesn't jump forward with just a minor touch on the pedal. Rio now has hill start assist to keep it from rolling backward on uphill starts. 

On the road, the Rio feels quite comfortable, though the road surface determines how much noise seeps in from the rear tires. The ride is taut without being firm, the feeling one of stability and not punishment. Wind noise is not an issue, at least up to Interstate speeds, and the 6-speeds allow relatively low engine speeds for most highways so there's no mechanical noise. 

Economy cars aren't designed for top handling marks but frequently make plausibly entertaining drives because they weigh less. With just 2500 pounds to control, the Rio has low mass on its side; it changes direction with minimal effort and no drama. The electric-assist steering is vague on center (many are) but does offer up some feel at speed. 

The Rio SX, top of the line in luxury and sportiness, adds bigger front brakes, slightly firmer suspension settings and 17-inch wheels for a minor improvement in responsiveness at a minor cost in ride quality. We imagine the majority of SX buyers go there for the features but some will find the ride/handling balance skewed more to their liking and pay the features-heavy price premium to get it. 

Summary

The Kia Rio is a good choice among subcompacts because it does everything well. It gets excellent fuel economy, it's enjoyable to drive, it's roomy and comfortable. We especially like the Rio 5 hatchback for its convenience. 

NewCarTestDrive.com correspondent G.R. Whale reported from Seoul, South Korea; Laura Burstein reported from Los Angeles. 

Model Lineup

Kia Rio LX 4-door ($13,600); Rio EX 4-door ($16,500); Rio SX 4-door ($17,700); Rio 5-door LX ($13,800); Rio 5-door EX ($16,700); Rio 5-door SX ($17,900). 

Assembled In

Gwangmyeong, South Korea. 

Options As Tested

Eco package ($400); includes automatic stop/start feature. 

Model Tested

Kia Rio 5-door EX ($16,700). 

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Kia Sportage review

The Kia Sportage is more SUV than hatch, with family appeal and value to commend it

The Kia Sportage is the Korean firm's offering in the SUV/hatchback crossover market. You can question the purpose of this segment but you can't doubt its success. Any major car manufacturer worth its salt wants a slice of the sales action in this increasingly lucrative class.

This is the third-generation Kia Sportage. The first one, a basic SUV based on Mazda mechanicals, appeared in the UK in 1995 in five-door form only and remained on sale until 2004, by which time Kia was ensconced within Hyundai.


Second-generation Sportages were based on the same platform as the Hyundai Tucson, and this version was introduced in late 2010 as part of a raft of sharp-looking new models penned by German designer Peter Schreyer.

For a vehicle with such clear SUV DNA, you might wonder where the 'crossover' element comes from. Indeed, the Kia Sportage is actually a well-priced compact soft-roader, but it has been given the attention-seeking looks and marketing blurb to move it into the same territory as the Nissan Qashqai, Volkswagen Tiguan, Ford Kuga and Skoda Yeti.

The engine line-up consists of 1.6 and a 2.0-litre petrols and diesels of 1.7 and 2.0-litre capacity, with the latter powerplant available in two states of tune.

Lower-powered engines come with Kia's ISG (Intelligent Stop and Go) stop-start system, while the brace of 2.0-litre units get four-wheel drive. Automatic transmissions are available as an option with the 2.0-litre engines.

Trim levels are simple: 1, 2, 3 and 3 Sat Nav on the two-wheel-drive cars and KX-2, KX-3, KX-3 Sat Nav and range-topping KX-4 on the all-wheel-drive models.

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Audi A3 review

Stepping from an old A3 to a new one is like going to the supermarket and discovering your favourite brand of washing powder has been ‘reformulated.’ First you wonder why they’ve felt the need to change a formula with which you were already entirely happy. Then you look a little closer and discover the product and its packaging appear to have changed hardly at all and you wonder some more.

But then you read the small print and discover the new product has been built up around an entirely new formula that despite all appearances to the contrary, bears no relation whatever to what you’ve been using for years.

Chances are you’d need to be an existing owner before you’d be likely to spot the differences between old and new. But make no mistake: the differences are real and, for the dynamically underachieving A3, game changing.It’s because within the VW group that owns Audi, there exists a culture of never, ever making radical changes to known winners. You can see it all the way from the Porsche Boxster to the Volkswagen Golf, but most of all you can see it in the A3, which has dominated its class since launch.

In fact all has changed – there’s a new platform and every engine is either new or substantially renewed. It’s this change without appearing to change that Audi hopes will provide the right blend of technical improvement with design reassurance to keep the new A3 on top throughout its third generation.

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Ford Focus review

When the Ford Focus was launched in 1998, it became the class leader instantly and, in its first two generations, we can count on the fingers of one hand the number of months we haven't considered it as the leader in its segment.

Rivals have come and gone with varying degrees of anonymity and success – Fiat Bravos, Renault Méganes, Honda Civics, Alfa Romeo 147s, Toyota Corollas and Aurises – and nothing, except the Volkswagen Golf, has come close to making the Focus anything other than the most easily recommendable medium-sized family car.Today there are fewer differences than ever between Focuses made for different markets under the global 'One Ford' plan, so this is not just a Euro-centric car.

That said, as is usual for a European Focus, the car is available with myriad engine choices, including Ford’s excellent Ecoboost technology, most notably through a highly-efficient 1.0-litre turbocharged petrol unit. Trims include the usual names, including popular Edge, Zetec, Titanium and Titanium X levels.

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Volkswagen Golf review

The Golf, then. One of the few cars that can simply be itself, and one of the few that defines a genre. It’s not ‘Hyundai/Ford/BMW/whoever’s new Golf rival’; instead, it simply is what it is: the epitome of the small family car and the one by which others are judged.

It's now in Mk7 form, a Golf underpinned by a platform that carries great responsibility for the Volkswagen Group. Dozens of cars within the group will be based on this architecture, throughout the group's brands.

Just as well, then, that this Golf leapt to the top of its class when it was launched in 2012. Since then the range has been expanded greatly, to encompass everything from a 1.2-litre petrol turbo, through to the fast GTI hot hatchback.

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Mercedes-Benz CLA verdict

In terms of cabin ambience and space, its interior lags behind the best you’d expect at this level. Likewise in performance, ride, handling and, dare we say it, appearance.

Despite its faults, the Mercedes-Benz CLA is a car that offers visual appeal in spades, but is far more attainable than the CLS which inspired it. Love the looks, and you’ll love the car.There are bits to like about the CLA. It’s an honest car to drive, for example, and it steers consistently. In fact, there’s a slightly old-fashioned feel to the way the CLA goes down the road that really isn’t unpleasant.

The thing is, sitting as it does on the far side of £30,000 – or vastly more once you’d popped some decent options aboard – there are classy, sophisticated alternatives from inside and outside Stuttgart that don’t leave you with an old-fashioned product.

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Audi A3 1.6 TDI Ultra

Audi launched its new production model, the A3 1.6 TDI Ultra. The new model called Ultra, becouse it is the Audi’s most fuel-efficient car currently on sale. The ‘Ultra’ designation stands for the brand’s commitment to sustainability. Audi A3 1.6 TDI Ultra powered by a 109hp 1.6-liter diesel engine, an average fuel consumption of just 3.2 liters/100 km (73.5 US mpg).

Fitted with a 50-liter (13.21 US gallons) fuel tank, the A3 1.6 TDI Ultra has a driving range of more than 1,500 km (932 miles). Its dynamic performance is decent, with a 200 km/h (124 mph) top speed and a sprint from 0 to 100 km/h (62 mph) in 10.5 seconds.

So what???s new and interesting for fuel efficient? Ok, the A3 1.6 TDI Ultra weighs 1,205 kg (2,656 lbs) thanks to the lightweight materials and aerodynamics due lower ground clearance and the addition of S line side sills.

Fuel economy is also helped by the optimized rolling resistance tires as well as the longer final drive ratio. Available as either a three-door or a five-door Sportback version, the A3 1.6 TDI will arrive in German dealerships in September, with the starting price set at €25,200 ($33,440).

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Toyota RAV4 EV first drive review

All-electric sports-utility vehicle holds appeal for early adopters, but it's only on sale in the state of California

What is it?

Although Toyota has committed to hybrid power trains in a big way, it is also dipping its toe into the battery-powered electric vehicle market. The Toyota RAV4 EV is the Japanese manufacturer's all-electric SUV, developed in conjunction with electric vehicle specialist Tesla Motors.

The RAV4 EV is currently only on sale in urban areas of California, where it is in line with the state's strict clean vehicle laws and qualifies for tax breaks and financial incentives.

Akio Toyoda, president and chief executive of Toyota, put forward the prospect of a collaboration with Elon Musk's Tesla back in 2010.

Underpinned by a Tesla-designed battery and electric powertrain, the front-wheel-drive RAV4 EV developed from a pipe dream to a reality in just 22 months.

The SUV was first revealed in 2012 and has since gone on sale in modest numbers. Output will be restricted to 2600 examples for the first three years of production.

What is it like?

It feels quick enough to be a fun drive, and not as cumbersome as you might fear, probably because the instant slug of torque that's on tap whenever you accelerate belies the extra weight of all that battery technology the RAV4 EV lugs around.

The vehicle is quiet, but not completely noiseless, with a distinct whine as its noise signature. There's not much wind noise owning to the fact that the RAV4 EV, with a drag coefficient of 0.30, is even more slippery than aconventional RAV4.

One drawback is that the hushed nature of the vehicle's powertrain highlights noisy road surfaces, such as those we experienced on our test drive in Michigan.

In its wisdom, Toyota has fitted a button that switches the RAV4 EV into so-called 'Sport' mode. Press it, and the instrument dials behind the steering wheel glow devilishly red instead of calming blue and an extra dollop of power is unleashed.

The SUV gathers pace quickly, reaching 60mph in just 7.0 seconds on its way to a top speed of 100mph. However, such wanton disregard for power consumption scuppers any hope you might have of matching Toyota's claimed maximum range of 103 miles.

In truth, though, the RAV4 EV is more intended for urban cruising. The steering feels very light and is fairly direct, lending itself well to city driving.

Under braking you're reminded that you're carrying an extra 200kg or so compared to a regular RAV4. The battery pack has been mounted low in the middle of the vehicle to make the centre of gravity as low as possible.

The driver has a full range of EV instrumentation to play with, including a three-mode climate control system that can tease out more battery life in its most frugal setting.

An eco cluster includes the power meter, driving range, battery gauge, speedometer, shift indicator and multi-information display. Information such as driving range, trip efficiency and one of those pretty but pointless trees showing how much CO2 your vehicle hasn't emitted can be called up on the multi-information display.

A regenerative braking system, developed in cooperation between Toyotaand Tesla, can help to replenish the batteries. Used intelligently, a driver could potentially recoup about 20 extra miles of range per full charge.

Crucially, the load space of the RAV4 isn't compromised by the electrical components. That means there's a 547-litre boot with the rear seats in place, which makes it one of the more practical EVs on the market.

Recharging of the batteries can be completed in approximately six hours at its quickest.

Should I buy one?

It could prove expensive, mainly because you'd have to first relocate to California to do so. Which, on reflection, does hold some appeal.

Like the Prius before it, the RAV4 EV is primarily aimed at far-sighted early adopters and companies that wish to run green vehicles on their fleets.

For most motorists the usual electric vehicle concerns about the lack of flexibility prompted by a limited driving range would still exist, as would the initial outlay.

Using the (very rough) guide of a straight US dollar to UK sterling conversion, the price equates to about £32,000, which is more expensive than the top-ranking four-wheel-drive, 2.2-litre diesel RAV4 we get over here.

However, the Toyota RAV4 EV feels well sorted and robust, and if it was more widely available it is easy to imagine how its high-riding stance and practical load space would find favour with those who have already warmed to alternative vehicles on either side of the Atlantic.

Toyota RAV4 EV

Price $49,800 (approx £31,736); 0-60mph 7.0sec (sport mode); Top speed 85mph (normal mode) 100mph (sport mode); Range 103 miles;CO2 0g/km (local); Kerb weight 1829kg; Drive AC induction electric motor with 41kWh lithium-ion battery; Power 154bhp; Torque 273lb ft (sport mode); Gearbox single-speed automatic

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2014 Subaru Outback Review

The 2014 Subaru Outback is much larger than the original Outback and competes directly with midsize crossovers aimed at families. Although it might not hold the same appeal for the granola crowd as its smaller predecessors.

2014 Subaru Outback Styles

The 2014 Subaru Outback is offered in four trim levels: 2.5i, 2.5i Premium, 2.5i Limited and 3.6R Limited.

2014 Subaru Outback Performance

The all-wheel-drive Subaru Outback is offered with two different engines. The 2.5i models use a 2.5-liter horizontally opposed (“boxer”) four-cylinder that produces 173 horsepower and 174 pound-feet of torque. It comes paired with either a six-speed manual transmission or a CVT. The CVT provides the functionality of an automatic transmission.

EPA fuel economy estimates for the four-cylinder with the CVT are 24 mpg city/30 mpg highway and 26 mpg combined. Models with the six-speed manual return 22/29/24. Both results are pretty good for an all-wheel-drive four-cylinder crossover.

Safety

2014 Outback comes standard with four-wheel antilock disc brakes, stability and traction control, front seat side airbags and side curtain airbags that cover both rows.

Price

The Outback starts at a Manufacturer’s Suggested Retail Price (MSRP) of just over $24,000 for the 2.5i and tops out north of $36,000 for a loaded 3.6R Limited

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Bentley Continental GT V8 S: More powerful and consume less fuel

Owning a maximum capacity greater than 21 horsepower compared to the standard version , but the new Bentley Continental GT V8 S consumes only 10.5 ltr per 100 km fuel .

In Detroit in 2012 , Bentley has officially unveiled Continental GT V8 is equipped with a V8 , 4.0 liter capacity with a maximum capacity of 500 hp and maximum torque of 660 Nm . To date , Bentley complementary S line versions Continental GT V8 .

 It is expected that the new Bentley Continental GT V8 S will be officially unveiled in the upcoming 2013 Frankfurt motor show . Compared to the standard version , the Bentley Continental GT V8 S owns large capacity 21 hp . Themselves maximum torque of Bentley Continental GT V8 S also increased by 20 Nm .
Enhanced strength , Bentley Continental GT V8 S can accelerate from 0-100 km / h in 4.5 seconds and reaches a top speed of 309 km / h . Two corresponding figure of Bentley Continental GT V8 normally stop in 4.8 seconds and 303 km / h . A convertible version of the Bentley Continental GT V8 S as fast with less time to accelerate from 0-100 km / h of 4.7 seconds and a maximum speed of 308 km / h .

Best of all , despite the additional power but the Bentley Continental GT V8 S not consuming more fuel standard version . Specifically, the Bentley Continental GT V8 Coupe S can complete the distance 805 km with a full tank of gas , equivalent to fuel consumption of 10.5 ltr per 100 km . Respective merits of the Bentley Continental GT V8 S Convertible is 10.9 ltr per 100 km .

In addition to the new engine power , Bentley Continental GT V8 S also apply some other changes as long wheelbase , chassis lowered by 10 mm springs front / rear 45 % stiffer and 33 % , the improved damping , electronic balancing system tweaking with solid anti-roll bar helps provide flexible handling feel .

Below are pictures of the Bentley Continental GT V8 S Convertible New:

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BMW i3: four new official videos tell us all about it

One of the most talked-about cars of the summer is definitely the new BMW i3, the first all-electric production car from the German carmaker which is set to open a new era for the much-revered brand. The little i3 is now being exposed in these four new official videos (see the other three after the jump) released by BMW that basically tell us all there is to know about it, and they are indeed pretty interesting.

The BMW i3 features a large number of technological innovations such as a carbon-fibre passenger cell and a chassis made of aluminium, and sets new standards in the field of lightweight construction. With a curb weight of 1,195 kilogrammes, it is lighter than most vehicles in the compact segment, and yet it offers significantly more space for up to four occupants.

The low weight contributes to the agility and dynamic performance of the BMW i3: the car’selectric drive-train generates output an of 170 horsepower and a peak torque of 250 Nm, which is immediately available from a standing start. The BMW i3 can go from 0 to 60 km/h (37.5 mph) in 3.7 seconds and from 0 to 100 km/h (62 mph) in 7.2 seconds, while top speed is limited at 150 km/h (93 mph). The vehicle achieves a range of 130 to 160 kilometres (80 to 100 miles) but can be provided with an optional range-extender (a two-cylinder petrol engine producing 34 hp) to reach up to 300 km (186 miles) of full autonomy.

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Alfa Romeo Live at 2013 Goodwood Festival of Speed

The 2013 Goodwood Festival of Speed is underway and as the weather’s so good the organisers could not have picked a better weekend to gather together past, present and future cars from the roads and from the race track. This year’s event celebrates the Porsche 911, McLaren’s first 50 years and 45 years of Martini Racing, but visitors have so much more to see.

Alfa Romeo is using this year’s festival to mark its centenary. Most of the attention at the Alfa Pavilion has been reserved for the Alfa Romeo C4. The 240bhp sports car is being put through its paces on the famous hill climb, which officials for the Italian car maker says is “so technical and difficult that it provides a tough test for the concentration and reactions of the best drivers in the world.”

The rear-wheel drive sports car is proving quick and spectacular up the hill and looks great as the centrepiece of the Alfa Pavilion, which it shares with the Alfa Giulietta MultiAir Sportiva and Alfa MiTo TwinAir Sportiva. The Italian marque is showing examples of its historic past at the Cathedral Paddock near Crossroads Corner. Cars like the 1951 Gran Premio Tipo 159 “Alfetta”, the 1750 GT Am from 1970 and the 33 TT 12 from 1975 can be seen for free as Goodwood doesn’t charge an entry price for any of its paddocks.

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Chevrolet Aveo review

The Chevrolet Aveo is a well-executed, competitively priced supermini which majors on refinement rather than driver involvement.

The Chevrolet Aveo can trace its lineage back to the GM-based reskins Daewoo produced in the mid-1990s, including the Lanos with which it is most comparable to.After Daewoo’s collapse and GM’s takeover, the line-up included the Kalos supermini, which was followed in 2007 by a facelifted variant with the historic Chevrolet moniker and the new Aveo name applied. The latest version, the second-generation Aveo, was first shown at the Paris motor show in 2010.We’re still trying to get accustomed to the idea that Chevrolet is making competitive cars for European consumption. Its UK line-up has grown substatially and although the Spark is quite forgettable, the promise of the Captiva and Cruze was followed very convincingly by the Orlando, which garnered itself three and a half road test stars and made some friends at this magazine.So it’s with a high level of interest and not a little expectation that we welcome the Aveo – because it interests us as a Chevrolet, too, and not just because this Korean-built supermini will also form the basis for the next-generaton Vauxhall Corsa.The Aveo, offered as a five-door hatch only in the UK (although a saloon can be had in some markets), is available with 1.2 and 1.4 petrol engines and a 1.3 turbodiesel that, in Eco trim, promises great frugality

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Honda Jazz review

The Honda Jazz is a super-practical supermini that’s a doddle to drive and own, but lacking in excitement

Revolutionary, cutting edge, high performance are words that can’t be attributed to the Honda Jazz.

And yet its continued sales success means that for thousands of buyers, arriving at a destination in an unflustered, undramatic fashion is far more important.

We’re not sure whether the old adage ‘If it ain’t broke don’t fix it’ translates well into Japanese, but Honda’s engineers must have uttered the local equivalent when designing this model.

So while it is almost entirely new, the Honda Jazz's focus remains on practicality and versatility, with tweaks to the exterior dimensions and promised improvements to the dynamic repertoire.

The greatest single change is Honda’s attempt to sharpen the styling to appeal more to younger, more image-conscious buyers.

The Jazz comes with either a 1.2-litre or what Honda calls a 1.4-litre petrol engine (despite it displacing only 1339cc) or as a hybrid. Honda's 1.2-litre model is only available with a five-speed manual, while the 1.4-litre is also offered with an automatic CVT gearbox. The hybrid is auto-only.

Unlike rivals, there’s no eco-diesel model or diesel. Honda prefers to take the hybrid route using much of the mechanicals from the Insight - a 1.3-litre petrol engine working alongside an electric motor through an auto gearbox.

It’s a mild hybrid, though, so it won’t travel on battery power alone, using the extra power to take the strain off the petrol motor or to boost power. Emissions are disappointing, not managing to duck below the 100g/km mark.

By any comparison the Honda Jazz is an expensive small car, especially the hybrid version, but you do get a reasonable kit list and a reputation for reliability that seems well founded judging by its lofty position in customer satisfaction surveys.

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Ford Fiesta review

The astonishing success of the current generation of Ford Fiesta has been based on two convergent facts: first the sixth generation of Fiesta was good enough to lead the class from the moment of its introduction in 2008; second that introduction coincided with global economic meltdown forcing mass downsizing in the European car market.

Suddenly people who’d never even considered a shopping car found themselves eye to eye with the Fiesta. And perhaps to their surprise, they liked what they saw.

At its launch in 2008, this latest incarnation was as distinctive as the previous version was not. It was a genuinely handsome car, but like most modern Fords, ubiquity softened the impact of its design.

It was given a nose job in 2013 as part of a number of visual tweaks, and new engines were introduced to ensure it continued to cut a dash. But while the success of the huge trapedozial grille treatment has been widely debated, the addition of the three-cylinder 1.0-litre Ecoboost engine has been roundly praised.

Predictably for a car that has become the UK’s top seller, the range is vast, overlapping the smaller Ka at the bottom and the larger Focus at the top.

Aside from the new three-pot Ecoboost engine in two power outputs, powerplants include 1.25, 1.4 and 1.6-litre petrols and 1.4 and 1.6-litre diesels. Trim levels are the familiar Studio, Edge, Zetec and Titanium, all of which are available on the in three and five-door models. There are also the low-CO2 Econetic models to look out for.

Perhaps the Fiesta’s biggest trump card is its big-car feel. At its 2007 launch, no other cooking supermini felt as solid or grown up, and its ride shamed cars from a class or two above. Handling offered a verve that even some hot hatches failed to match.

Years on from the car’s original launch, does the Fiesta still match the best in the supermini class? Read on for the full review to find out.

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Volkswagen Polo review

Maturity, solidity and trusty old conservatism are all things that you'd associate with the Volkswagen Polo. You wouldn’t think virtues like that would sell a supermini – a part of the new car market fuelled by fashionable style and colourful originality.

But they’re exactly the virtues that continue to sell one of the class’ longest established entrants, and make the Polo a permanent feature of both the segment’s top sales ranks and of Autocar’s road test top five.

Now in its fifth generation, the Polo looks more like a shrunken Golf than ever. And that pretty neatly sums up what Volkswagen has tried to offer with this current version: all the positive attributes of the Golf, just in a smaller, more affordable package. The derivative styling and bigger dimensions are designed to make the Polo feel even more mature, while the Scirocco-inspired nose and lights add the merest touch of flair.

With established market presence comes complexity, of course – and the Polo range is more complex than most. Volkswagen offers the car in three- or five-door forms, with a vast array of petrol or diesel engines, which include an ultra-efficient 80+ mpg Bluemotion model and a 178bhp be-spoilered GTI.

Between those two extremes lie normally aspirated 1.2- and 1.4-litre petrols, turbocharged 1.2- and 1.4-litre TSI petrols, and two further turbodiesels offering between 74- and 89bhp.

Trim levels run from S, through Match, SE and SEL, to R-Line and R-Line Style. S models can be (and usually are) specified with air conditioning, when they gain the A/C tag, while the GTI with its standard DSG double clutch auto ‘box is a standalone model.

A fairly recent addition, meanwhile, is the Polo BlueGT – a halfway house warm hatchback combining spritely performance with some of the most competitive fuel economy and emissions in the range.

Along with the more mature styling comes an equally grown-up price tag – this isn’t a budget supermini. While this is also the case for the Ford Fiesta and Vauxhall Corsa, the supermini class is ultra-competitive and the Polo is facing a string of ever-more-credible, cheaper competitors.

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Nissan 370Z Nismo driven

Time to set the record straight: Nismo isn't the equivalent of BMW's M or Audi's RS divisions. Those are the words straight from Nissan's very own mouth. No, the buzzword over there is now "accessible performance", which is why this new 370Z Nismo isn't a fire-spitting, spine-shattering loon. Disappointed?

If such Marketing Newspeak as "accessible performance" chills your enthusiasm, park it for a moment and take in the facts. This new Zed is a tweaked version of Nissan's big-hearted, lovable ol' lug of a sports coupe, showing off a little bit of what Nismo is capable of.

As such, the tweakery begins underneath. The 3.7-litre V6 gets a remapped ECU and a new dual exhaust system, liberating a few extra horses. Power and torque both rise marginally - to 340bhp and 274lb ft, respectively - while the shocks are 23 per cent stiffer at the front and 41 per cent at the back. The front springs are also more rigid - 14 per cent more, in fact - and the whole car sits 10mm lower.

Then you get a new set of 19in lightweight alloys (0.8kg and 0.1kg lighter front and back), coupled to a proper, functional aero bodykit. No trinketry here: the new front splitter, rear diffuser and lovely rear wing help bring about negative lift (which, in Normalspeak, is downforce) for added stability.

A lot of intent, and, in practice, it has made the car... a fraction more agile, a smidgen harder, a whisker sharper. The steering, never the most talkative rim in the world of sports coupes, is nevertheless more responsive, and the ride feels tauter, harder but not painful. The fine damping will no doubt absolve the need for any post-hot-footed-drive surgery.

Saying that, it can still act the nut if you will it hard enough - the uncouth, tail-happy hooligan we've all come to admire is still ingrained within its DNA. Give it a bootful around a corner, and you can indulge in the kind of crass behaviour conservative Britain frowns upon.

The drivetrain is the first of two disappointments, then. The dual exhaust system hasn't extracted a snarling 'midnight racer' soundtrack. In fact, there's no noticeable difference between this and the standard car, meaning the 3.7-litre's lazy drone will frustrate after a while. Plus, we were kind of expecting more, y'know, poweeerrr...

The second is the price. This car costs a not-inconsiderable £36,995. That's £2.7k off a standard Porsche Cayman, and although the comparison is a tad unfair, the pricing pushes the Nismo into dangerous territory. Sure, you get bags of kit - every option is standard on the Nismo Z, including satnav, rear parking and so on - but it's not really worth £10k more than a standard 370Z, and extra kit isn't really what we thought Nismo was all about. "Accessible performance"? A missed opportunity, more like.

Vijay Pattni

THE NUMBERS

3696cc, 6cyl petrol, RWD, 340bhp, 274lb ft 26.7mpg, 248g/km CO2 0-62mph in 5.2secs, 155mph 1607kg £36,995

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