Used car buying guide: Alfa Romeo Spider

Alfa Romeo Spider

Front-drive Spider is fun to drive when you’re in the mood

This one won’t bite: it’s a friendly, head-turning Alfa Romeo in agile Twin Spark or mellifluous V6 guises. Reliability is decent, and prices start at £1000

The nation’s classifieds may be gripped by classic car fever, a condition that drives prices of even the worst old tat through the roof, but there are one or two models about which the claim ‘future classic’ doesn’t seem too far-fetched. The Alfa Romeo Spider of 1995-2006 is one.

There are only around 1000 examples of the 916-series Spider remaining, most of them 2.0 Twin Sparks of 1999 to 2005 vintage. (The 3.0 and 3.2 24-valve V6 cars are rare birds.) Prices range from £1000 to £5000 but around £3500 is enough for a decent car. There’s a coupé version, too, called the GTV. It’s less numerous but you’ve a better chance of finding a V6 example.

See Alfa Romeo Spider for sale on PistonHeads

Both versions were styled by Pininfarina and both have aged exceptionally well. Beauty is in the eye of the beholder but most observers reckon the Spider has the edge over the GTV. Crucially, both have galvanised bodies with extensive use of plastic, especially at the front. Corrosion is rare and any that you do see is likely to be the result of poor accident repairs.

They were launched in 1995 and based on a modified Fiat Tipo chassis with MacPherson-strut front suspension. Fear not: a multi-link suspension set-up at the rear, super- quick steering and a stiffened body mean they’re huge fun to drive.

The Spider, the focus of this guide, is powered by a 150bhp 2.0-litre four-cylinder Twin Spark engine, so called because it has two spark plugs per pot. Remember that when you’re budgeting for the 60,000-mile service. Power goes to the front wheels through a five-speed manual gearbox. There is no auto option.

In 2001, it was joined by a 220bhp 24-valve 3.0-litre V6, this time with a six-speed gearbox. This was subsequently replaced in 2004 by a 240bhp 3.2. The latter is one of the best engines Alfa has made: smooth, torquey and blessed with a spine-tingling exhaust note at full tilt.

It’s also free of the tensioner issues that bothered the Twin Spark and forced Alfa to slash that engine’s belt change interval from 72,000 to 36,000 miles. That said, the TS is a strong, responsive and smooth engine. Do your checks and you should have nothing to fear.

The Spider was facelifted in 1998 (new centre console, small tweaks to the TS engine), but these cars are now very rare, most scrapped due to low values and high maintenance costs. Another facelift in 2003 was bolder (a new nose and that 3.2 V6). Production ended the following year.

Trim levels were standard, Turismo, Lusso and Lusso Final Edition. Most surviving cars appear to have the all-important leather trim. A silver Spider with contrasting red leather looks sensational. You may see some right-hand-drive Japanese imports on your travels. They’re pricey but generally in better condition than UK cars. Find a good Spider Twin Spark, beat the seller down by muttering something about the tensioner and bag a future classic.

How to get one in your garage: 

An expert’s view: JAMIE PORTER, ALFA WORKSHOP – “The Spider is a great sports car: pointy and agile in Twin Spark form, beautiful-sounding and effortless in V6. The V6 is heavier and not as responsive as the TS, but is my favourite. A shame they’re so rare. A late-plate 3.2 is a real collector’s item. Saying that, I see all 916-series values going through the roof. Early cars are getting rusty around the rear arches and jacking points, and some parts are hard to source. Spare hood release motors, for example, are non-existent, so make sure the hood works.”

Buyer beware…

ENGINE – Check the oil level because it likes a drink. Oil pumps are prone to failure. Timingbeltshouldbechangedevery 36,000 miles on the 2.0 TS, every 60,000 on the V6. A rattle could be the cam variator. Low power may be the mass airflow sensor. Check condition of V6’s oil cooler pipes. Hunting at tickover is a failed idle control motor.

TRANSMISSION – Clutch and gearbox are reliable but a high biting point means the clutch is givingup. Check smooth changes; a notchy fifth could be a loose nut.

SUSPENSION – Check for excessive wear on the inner edges of the front tyres, possibly caused by worn front lower wishbones. Rear suspension can be troublesome, one problem being on the 2.0 TS where steel inserts in the bushes rub against the aluminium subframe. In rare cases, the subframe may need replacing.

HOOD – Check it works, and is free of tears and leaks. The power hood is computer- controlled and any issues should be indicated by a light next to the control switch. Check hydraulic rams for leaks.

BODY – Rust shouldn’t be an issue on later cars but any you find could be a poor repair.

INTERIOR – On start-up, check ABS, airbag and engine management lights go out. An inactive air-con system may need a new radiator (expensive). Annoying squeaks may be the locating pins for the hood. A dab of grease should cure it.

Also worth knowing:

Alfa provides original and refurbished parts for older cars, which can help keep running costs down. The Classic Line scheme is for Alfas over five years old and provides filters, belts, brake pads and so on. Meanwhile, the Refurbished Parts scheme supplies cheaper remanufactured parts.

How much to spend:

£1200-£1995 – Later (2002 and on) 2.0 TS cars in need of attention rising to £1995 for a 116k-mile 02-reg with recent new parts.

£2000-£2995 – Sub-100k-mile early cars in fair condition, rising to a nice 02-reg TS with 60k miles for £2995.

£3000-£3995 – Plenty of choice including an 02 TS with 60k miles for £3500, an 05 2.0 JTS with 80k for £3695 and a mint 02 TS with 80k and full history for £3995.

£4000-PLUS – A Japanese right-hand-drive 01-reg 2.0 TS import with 42k miles for £4750, and a nice 04 TS with 75k miles and full service history for £4995.

One we found:

ALFA SPIDER 2.0 TS, 2002/ 51-REG, 60K MILES, £2995 This has its two keys, partial service history and ‘warranted’ low mileage, but not so low that you’d worry about cold, short-journey issues. Leather interior has polished up well and the bolsters appear to be free of cracking. Still has ‘Spider’-embossed mats too. 

John Evans 

Read more 

Alfa Romeo Giulia review 

Alfa Romeo Stelvio review 

Alfa Romeo Giulietta review 



Source: Autocar Online

2018 Peugeot 508 revealed ahead of Geneva motor show

2018 Peugeot 508

Front-end styling is more aggressive than the outgoing 508

222bhp flagship sits a top a more petrol-friendly range, as Peugeot battles SUVs with a fastback saloon

Peugeot has switched the 508 from saloon to a fastback bodystyle for its second generation, as the segment battles growing SUV sales.

The new 508 gets a new 5-door body style, as well as styling derived from the Instinct shooting brake concept, revealed at last year’s Geneva motor show.

A rear light bar with LED lights is taken straight from the Instinct concept, and front-end styling draws from the car’s more aggressive look than the outgoing 508.

The 508, formerly a staid-looking four-door saloon, is now a now a much more stylish bustle-backed five-door with frameless doors and “sharp and sculpted” lines. It is around 6cm lower than most rivals in its class, and looks low and sleek even though it is about 8cm shorter overall.

The range is topped by a 222bhp Puretech petrol-engined variant, although six petrol and diesel engines are available from launch, with the entry-level car getting a 1.5-litre 128bhp BlueHDi unit – the only 508 available with a manual gearbox. 2.0-litre 158bhp and 178bhp BlueHDi diesels also feature, as does a 2.0-litre 178bhp Puretech petrol.

The 508 is expected to get a plug-in hybrid variant post-launch, with the powertrain taken straight from the 5008 plug-in, due later this year.

Other tech highlights include a raft of driver assistance systems, as well as an infra-red camera integrated into the car’s pedestrian detection system to aid in detecting pedestrians at night. Inside, the 508 gets Peugeot’s second-generation i-Cockpit system, with a 10in central touchscreen and 12.3in TFT display replacing conventional dials behind  the steering wheel.

Where the previous 508 sales were almost exclusively diesel, Peugeot expects a higher petrol bias for the new car around a 68/32 split in favour of diesel is expected by the brand.

The 508’s renewal is something of a surprise move by Peugeot – the saloon market continues to dwindle due to the market moving to SUVs, while sales of the 508 have never topped the 140,0000 sold in France in 2010. Sales have fallen steadily since then, with 82,000 sold in the car’s home market last year.

With a renewed focus on design and a fresh body style, the 508 marks the beginning of a reaffirmation of PSA’s support of larger saloons, with sister brand Citroën working on a ‘luxurious’ saloon for launch in 2019 or 2020.

The car’s platform remains the same – the PSA EMP2 platform which underpins many of the company’s models, including the 3008 and 5008 SUVs, Vauxhall Grandland X, DS 7 Crossback and Citroën Picasso MPVs.

The fastback rear is also a departure from its conventional saloon predecessor, and increases boot capacity from 473 litres to 485.

UK specs are long from being confirmed, but a price increase of around £800 across the board will keep the 508’s pricing competitive with rivals, although some trims will increase by less or more than this. Orders will open later this year, with first deliveries tipped to take place before 2019.

Read more 

Peugeot 5008 review 

Peugeot 3008 review

Peugeot 308 GTi review



Source: Autocar Online

Lister Storm successor is coming, hints British company's chief

Lister Storm II

Lawrence Whittaker, boss of the revived Lister Motor Company, has revealed a sketch of the British manufacturer’s planned McLaren rival, the Storm II

Lister Motor Company chief Lawrence Whittaker has made public the sports car company’s plan to revive the iconic Storm model name on its planned hypercar.

The Cambridge-based company has restarted car production in recent years with a track-only recreation of its most revered car, the Lister Jaguar ‘Knobbly’ D-Type, followed by the Thunder, a 208mph road-going sports car based on the Jaguar F-Type.   

Since the revival of the Lister Motor Company in 2014, Whittaker has made no secret of his ambition to build a hypercar that could take on the likes of Pagani, McLaren and Koenigsegg.

Now it appears those plans are moving forward. Strong early interest in the Knobbly recreation and the new Thunder have bolstered Lister’s ambitions for the future, and on Wednesday evening the company CEO posted a sketch of a sleek two-door sports car on social media with the accompanying words: “A glimpse into the future of Lister… the Storm II”.

Autocar has previously reported on Whittaker’s eagerness to develop an all-new Lister model. The firm has sought investors to buy into the development of the car, which could be powered by a Jaguar-derived supercharged 7.8-litre V12 engine developing around 1000bhp.

The Storm II would target a 0-60mph time below three seconds and a top speed of more than 250mph. Both road-going and racing variants of the new model will be made, but production will likely be very limited, perhaps to as few as six cars annually, and it could carry a £2m price tag.

The original Storm was developed in the mid-1990s by a previous incarnation of the Lister company. It used powered by a 7.0-litre V12 Jaguar engine and for many years was regarded as the fastest four-seat grand tourer on sale. Race versions competed in endurance racing between 1995 and 2005.



Source: Autocar Online

Ford chief Raj Nair ousted after reports of 'inappropriate behaviour'

Raj Nair

Raj Nair has been ousted from his role at Ford North America

Raj Nair has been removed from his post as president of Ford North America with immediate effect following an internal investigation

Raj Nair, president of Ford North America, has been ousted from his position following a company investigation into “reports of inappropriate behaviour”.

Nair, who has been president of Ford North America since 1 June 2017, has been with the organisation since 1987, in the past holding several key roles such as head of global product development and chief technical officer. 

The internal investigation found that the 53-year-old had exhibited “certain behaviour… inconsistent with the company’s code of conduct” and he has been removed from his post with immediate effect.

Steve Cropley meets Ford’s Raj Nair – interview from 2013

Ford president and chief executive Jim Hackett said: “We made this decision after a thorough review and careful consideration. Ford is deeply committed to providing and nurturing a safe and respectful culture and we expect our leaders to fully uphold these values.”

Nair said: “I sincerely regret that there have been instances where I have not exhibited leadership behaviours consistent with the principles that the Company and I have always espoused. I continue to have the utmost faith in the people of Ford Motor Company and wish them continued success in the future.”

Nair started out as a body and assembly operations launch engineer and held various positions on more than 11 vehicle programs in 13 assembly plants. During the 1990s he was heavily involved in the launch of the 1996 Fiesta, and then became responsible for all Ford of Europe launches including the Focus, Transit and Mondeo.

More recently, Nair was instrumental in the development of the current Ford GT and the manufacturer’s return to endurance racing competition. Earlier this month Nair was presented with his own 2018 GT road car. 

Ford said it will make an announcement concerning Nair’s replacement in the near future.

Read more

Analysis: Ford’s master plan to rebuild its business (from June 2017)

Steve Cropley meets Ford’s Raj Nair – interview from 2013



Source: Autocar Online

Bentley Bentayga V8 2018 review

Bentley Bentayga V8

The hugely capable high-end SUV is now available with a V8 engine. Does a smaller engine makes it an even more compelling luxury offering?

Following the launch of W12 petrol and V8 diesel engines, this is the third and perhaps the most convincing powerplant to feature in Bentley’s monumentally capable Bentayga SUV.It’s a 4.0-litre, 90-degree V8 with its two twin-scroll turbochargers sitting within the vee of the cylinders. You’ll find it also in the Porsche Cayenne Turbo, and it’s destined to serve in the second-generation Continental GT, which arrives imminently.  And so to the numbers. Peak power is 542bhp, which is some 68bhp down on the 6.0-litre W12 and is delivered 1000rpm later into the rev-range, at 6000rpm. Torque, meanwhile, is 569lb ft, which is a serious hit by anyone’s standards except, maybe, owners of the W12, who enjoy almost 100lb ft more.This Bentley is outgunned by its bigger brother then, though it recovers some ground in the admittedly less exciting world of fuel efficiency claims. With the help of stop-start and cylinder deactivation technology that turns V8 into V4 when you’re stroking the throttle ever so gently, it manages a combined 24.8mpg to the W12’s 21.6mpg. The diesel puts both to shame, with 35.8mpg.  There’s the weight advantage too, of course. Except that’s not actually true in this case. The W12 boasts a design of such architectural economy that it’s only 25kg or so heavier than the V8, despite its extra four cylinders. As such, this junior Bentayga enjoys only a slight advantage on the scales, tipping them at 2388kg.It means the V8 hits 60mph almost half a second after the W12, taking 4.4sec, and will bludgeon its way to 180mph – 12mph shy of you know what. But let’s not get lose perspective here, because both sets of figures denote quite obscene pace for what are, first and foremost, high-rise exponents of ultimate luxury.Crewe has also taken the opportunity to introduce some new options to the Bentayga. You can now get the car with carbon-ceramic brakes, for example, which at 440mm on the front axle are vast – 20mm greater than those found on a Bugatti Chiron, and the vastest of any production car, says Bentley. You can also have the calipers painted red, which isn’t allowed on the W12.Spotting the difference between the two models on the road would be difficult, were it not for the fact that most V8 Bentaygas will feature gloss black exterior trim instead of chrome. It’s just more sporty that way, apparently. There’s also a new two-tone alloy wheel design in the size most W12 owners have opted for – the maximum 22 inches – and redesigned exhaust tips, which make two appear like four.

Source: Autocar Online

Opinion: why Porsche's diesel decision was well-timed

Porsche is axing diesel from its current lineup. Hilton Holloway explains why that was a shrewd move, and why it may not be permanent

Porsche’s decision to end production of the remaining diesel-powered models in its range was well-timed.

At the end of this week Germany’s top court will decide whether it is legal for pre-Euro 6 diesel vehicles to be banned by city councils. Both Stuttgart (Porsche’s home city) and Leipzig want to stop older diesel vehicles entering the city limits. If the court gives the policy the green light, the repercussions could be huge.

Last summer, Porsche bosses said that they would consider killing diesel altogether at the end of next year. Bringing the decision forward is not just because of the impact of the court case, it’s also likely to be a consequence of the new round of economy and pollution testing regimes (known as RDE and WLTP) which arrive this autumn.

Older-generation diesel engines could struggle to meet the new tests. Much better to shelve diesel until a new-generation of super-clean diesels arrive within the VW Group and Porsche can consider afresh re-launching diesel models.

But Porsche’s diesel decision might also have been influenced by the fact the Tesla Model S outsold the Mercedes S-Class in Western Europe last year. Certainly, that was helped by big Tesla sales in Norway, but it’s been some time since analysts declared that ‘premium’ values were now indivisible from ‘greenness’. In plain English, the sort of customers that buy the most expensive premium cars expect a vehicle to be genuinely environmentally-friendly.

As Porsche has hinted, you can’t rule out a future diesel Porsche. After all, the next-gen big diesel engines could have mild-hybrid assistance to help further reduce pollution.

But engineering sources have also told Autocar, that future diesels are also likely to have their rampant performance reigned in because hard acceleration is a direct cause of high NoX emissions. And who could imagine a gently-accelerating diesel Porsche?

Read more

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Porsche Cayenne diesel sales banned in Germany due to suspect emissions software

Porsche boss confirms decision on cutting diesel models is imminent

The death of diesel? Not if commonsense can prevail



Source: Autocar Online

Opinion: why Porsche's ditching of diesel was well-timed

Porsche is axing diesel from its current lineup. Hilton Holloway explains why that was a shrewd move, and why it may not be permanent

Porsche’s decision to end production of the remaining diesel-powered models in its range was well-timed.

At the end of this week Germany’s top court will decide whether it is legal for pre-Euro 6 diesel vehicles to be banned by city councils. Both Stuttgart (Porsche’s home city) and Leipzig want to stop older diesel vehicles entering the city limits. If the court gives the policy the green light, the repercussions could be huge.

Last summer, Porsche bosses said that they would consider killing diesel altogether at the end of next year. Bringing the decision forward is not just because of the impact of the court case, it’s also likely to be a consequence of the new round of economy and pollution testing regimes (known as RDE and WLTP) which arrive this autumn.

Older-generation diesel engines could struggle to meet the new tests. Much better to shelve diesel until a new-generation of super-clean diesels arrive within the VW Group and Porsche can consider afresh re-launching diesel models.

But Porsche’s diesel decision might also have been influenced by the fact the Tesla Model S outsold the Mercedes S-Class in Western Europe last year. Certainly, that was helped by big Tesla sales in Norway, but it’s been some time since analysts declared that ‘premium’ values were now indivisible from ‘greenness’. In plain English, the sort of customers that buy the most expensive premium cars expect a vehicle to be genuinely environmentally-friendly.

As Porsche has hinted, you can’t rule out a future diesel Porsche. After all, the next-gen big diesel engines could have mild-hybrid assistance to help further reduce pollution.

But engineering sources have also told Autocar, that future diesels are also likely to have their rampant performance reigned in because hard acceleration is a direct cause of high NoX emissions. And who could imagine a gently-accelerating diesel Porsche?

Read more

Porsche axes all diesel variants from line-up

Porsche Cayenne diesel sales banned in Germany due to suspect emissions software

Porsche boss confirms decision on cutting diesel models is imminent

The death of diesel? Not if commonsense can prevail



Source: Autocar Online

Rolls-Royce Cullinan to get pop-out seats in lower tailgate

Rolls-Royce Cullinan tests with production bodywork

This is our best look yet at the Rolls-Royce Cullinan

The all-wheel-drive Bentley Bentayga rival, due to arrive this year, will be first Rolls-Royce SUV

The reveal process of the Rolls-Royce Cullinan has begun, as the manufacturer has revealed the car’s pop-out, tailgate-mounted seats and table. 

It’s the latest in a slew of recent developments surrounding the Cullinan – the brand recently confirmed the car’s name earlier this month, while recent spy shots showed the car with as little disguise as we’ve seen, revealing much of the Phantom-like look of the car.

Each of the seats, which are rear-facing and intended for use while the car is not in motion, bears the Rolls-Royce double R logo, and they both fold back into a compartment on the boot floor. 

The Phantom’s influence is clear to see, with a near-identical fascia at the front, and D-shaped taillights at the rear. 

The Bentley Bentayga rival was labeled ‘Project Cullinan’ during its development, although the company maintained it had not decided upon a final model name. 

The name is inspired by the Cullinan Diamond, a 3106-carat jewel extracted from a South African mine in 1905. It was split into nine stones, with the two largest portions used in the British Imperial Crown and the Sovereign’s Sceptre with Cross.

Rolls-Royce boss Torsten Muller-Otvos said the Cullinan name had been “hiding in plain sight”, and added: “It is the most fitting name for our extraordinary new product.”

The Cullinan, which Rolls-Royce refers to as a ‘high-sided vehicle’ rather than an SUV, is likely to use a developed version of the Phantom’s 6.8-litre V12 engine. A plug-in hybrid powertrain could also be offered at a later stage, using technology from parent company the BMW Group. Rolls-Royce has dismissed the idea of a diesel option due to the comparative lack of refinement offered by such units.

The all-wheel-drive machine will also use the same aluminium spaceframe platform, named the ‘Architecture of Luxury’, as the Phantom.

Review: Rolls-Royce Phantom

 

The Cullinan has conducted an extensive testing and development programme, and was last year spotted at the Nürburgring.

Rolls-Royce Phantom – bidding farewell to a luxury legend

The machine’s boxy design takes after Rolls-Royce’s flagship Phantom, as opposed to the smoother-looking Ghost. Spy shots also show that the rear doors of the Cullinan are rear-hinged, as seen on the Ghost and Phantom.

Read more

Rolls-Royce Phantom – bidding farewell to a luxury legend

All Rolls-Royce reviews on Autocar



Source: Autocar Online

Volvo V60 estate unveiled ahead of Geneva motor show

Volvo V60 estate unveiled ahead of Geneva motor show

Volvo is launching its new V60 estate at next month’s Geneva show

Roomier load-lugger goes up against Audi A4 Avant and BMW 3 Series Touring

Volvo is launching a roomier, higher-technology and much more upmarket replacement for the V60 estate at next month’s Geneva motor show.

Due on roads in September, the new load-lugger shares its SPA (Scalable Product Platform) with Volvo’s current crop of new cars and SUVs, and will be a highly competitive model in a class currently dominated by the Audi A4 Avant and BMW 3 Series Touring.

At 4761mm long, the new V60 is 117mm longer than its XC60 platform twin. It sits on a 2872mm wheelbase that’s 98mm longer than the XC60’s.

These roomy dimensions make the V60 the biggest car in its class. Volvo has increased both passenger and luggage space considerably from the outgoing V60, an eight-year-old design loosely based on a Ford platform that’s more than a decade old.

Luggage volume now stands at 529 litres to the glass line with the rear seats up, 841 litres to the glass line with seats down and 1364 to the roof with seats down. The first figure puts the V60 ahead of the Audi A4, BMW 3-Series and Mercedes-Benz C-Class in this regard – all key rivals with the car’s new £31,810 price point.

Boot volume has been prioritised to satisfy demand from family customers who want plenty of room for parental paraphernalia and lifestyle equipment.

Capacity is said to be class-leading, meaning it is expected to be bigger than the Audi A4 Avant’s 500/1505 litres (with seats up and down).

This priority for boot volume marks a significant design change from the V90, which ceded maximum loading space to the Mercedes-Benz E-Class in favour of limousine levels of rear knee room.

Owners of the existing V60 – itself a dramatic design when it launched in 2010 – will instantly recognise the higher-quality exterior and interior design that follows the principles established with the V90 and XC60.

With time to develop details such as the crisp shoulder and the bigger proportions, the new V60 may well be the best-resolved yet of all Thomas Ingenlath’s attractive creations.

The roofline, for example, inclines with a sportier taper towards the rear hatch, whereas the V90 takes a more parallel line to completion.

More deeply sculpted body sides add drama to a shape that’s otherwise unmistakably modern Volvo.

Inside, the fascia, instrument panel and centre-console touchscreen are pure XC60 and a vast improvement on the outgoing model.

Volvo XC40 gets three-cylinder powertrain; hybrid and EV versions to come

At launch, Volvo will unveil a range of five engines – two diesels, one petrol and two plug-in hybrids.

Four are confirmed for the UK: the D3 and D4 diesels, with expected power outputs of 148bhp and 187bhp respectively; the 242bhp T5 petrol; and a T8 Twin Engine plug-in with 385bhp – that’s 17bhp less than in the XC60.

The 335bhp T6 Twin Engine plug-in will join the UK lineup – a first for Volvo in the UK – later, alongside the T4 petrol. 

Volvo says it has “no current plans” to introduce an entry-level 118bhp D2 diesel, although experience suggests such a model might come in two to three years’ time.

Polestar 1 to go on ‘brand building’ world tour before 2019 launch

The same arsenal of driver assistance systems offered on other Volvo models will be available on the new V60, including City Safe with Autobrake, Pilot Assist semi-autonomous driving at up to 81mph, two collision warning systems and cross-traffic alert.

Reflecting the significant step up in engineering product quality and equipment levels, prices for the new car have risen considerably over the outgoing V60’s £24,145 starting price. Volvo sold around 3000 V60s in the UK last year – 4.3% of the market – although it’s expected that Volvo is aiming for a larger slice of sales with the new model.

Buyers will now require £31,810 for a new V60, but that does at least leave the car competitive against the German competition, and Volvo insists that the V60 will offer more equipment for the money. Expect the price to rise above £55k for the bells-and-whistles T8 plug-in, and deliveries for first cars to come in September

More content:

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Source: Autocar Online

Ferrari and Porsche announce new cars for the wealthy track addict

Read 13 remaining paragraphs | Comments



Source: Ars Technica

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