2016 Ford Ranger 2.2 TDCi 160 Limited 2 auto review

Ford’s 4x4 pick-up Ranger gets a fresh look inside and out for 2016; we find out what it is like on the UK's challenging roads

What is it?: 

Ford has had an impressive start to 2016 on the pick-up front, with 1100 Rangers already sold. Those sales could be crucial in order to dominate the pick-up sector, with the Mitsubishi L200 being revamped at the end of last year and Nissan launching the Navara NP300.
But the class is set to be strengthened even further. Toyota unveiled its new Hilux at Geneva and there have been murmurings that Mercedes - among others - are toying with the idea of joining the class. So, Ford had to get this mid-life facelift Ranger right, and the first step was to go through the old model thoroughly, and in doing so, it has enhanced the equipment levels on all four trims.
Range-topping Wildtrak and Limited 2 trims accounted for nearly 95% of the previous Rangers sold. These now get numerous additions, with Ford's Sync 2 infotainment system, reversing camera, traffic sign recognition, adaptive cruise control, collision mitigation system and lane assist being among the technology now available.
Mechanically, Ford has opted for a new electric power steering system, which aids the lane assist and trailer sway control safety functions on the Ranger, while the 2.2 TDCi four-cylinder engine in Limited 2 trim is now available with a six-speed dual-clutch automatic gearbox. It's this model we're driving.

What's it like?: 

On first impressions, the Limited 2 Ranger looks a strong offering. It has a plush, well-appointed interior, with swathes of leather on the seats and a clean but rugged dashboard and centre console.
The driver’s seat is comfortable and electrically adjustable, along with a generous amount of height and reach adjustment for the steering wheel. The double cab provides space in the back for two adults to sit, but probably ideally for only a short whil, because the high floor makes getting comfortable tricky. The rear of the cabin also feels rather more functional in quality than the front.
Pressing the ignition button brings a grumble from the diesel, giving you a brief idea of the no-nonsense torque available. Admittedly, no diesel is outright pleasant-sounding on start-up, and a distinctive clatter remains present even on the move.
However, compared with the Nissan Navara NP300, the Ranger’s engine sounds more refined and less strained throughout its rev range, even with hefty throttle inputs. The auto ’box shifts through its ratios smoothly and is keen to select higher ratios in search of better fuel efficiency at a cruise.
On the road, the Ranger feels one of the more capable and steady pick-ups, with little disturbance entering the cabin from smaller imperfections in the asphalt. That said, when the going gets more rutted and uneven, the reverberations can really unsettle it with its load bay empty.
As for the Ranger's carrying and towing ability (arguably one of the most important figures for buyers), the double cabs are able to haul 1081kg in the back, while the automatic Navara we tried has a slightly lower maximum payload of 1052kg. The braked weight it can drag behind it stands at 3500kg, which matches a Navara's best effort.

Should I buy one?: 

The Ranger is certainly one of the more refined pick-ups available, its 2.2-litre diesel clattering less than a Navara’s oil-burner. But what the Ranger gains in noise suppression, it loses on ride sophistication; the Nissan's five-link suspension set-up ultimately makes it more civilised on the road than the Ford.
Given that the Nissan matches the Ford for hauling and dragging loads, and the majority of pick-ups spend the majority of their time on the road, while we'd suggest there's good reason to investigate both these options, the Navara is ultimately the more rounded choice.

Ford Ranger 2.2 TDCi 160 Limited 2 auto
Location Buckinghamshire; On sale Now; Price £30,449; Engine 4 cyls, 2198cc, diesel; Power 157bhp at 3700rpm; Torque 258lb ft at 1500-2500rpm; Gearbox 6-spd dual-clutch automatic; Kerb weight 2119kg; Top speed 109mph; 0-62mph 12.8sec; Fuel economy 35.3mpg (combined); CO2 209g/km

 Ford Ranger 2.2 TDCi 160 Limited 2 auto Ford Ranger 2.2 TDCi 160 Limited 2 auto Ford Ranger 2.2 TDCi 160 Limited 2 auto

 

2016 Range Rover Evoque Convertible 2.0 Si4 review

We sample the most potent version of the drop-top Evoque, the 237bhp Si4 petrol. Is it more appealing than the diesel?

What's it like?: 

As you would hope, the Si4 feels much more sprightly than the diesel-powered Evoque Convertible. With a 0-62mph time of 8.6sec, it’s not rapid, but you won’t find yourself being outdragged by humdrum hatchbacks.
After a slight pause from the nine-speed automatic gearbox, the Si4 pulls well enough from low speeds, as long as you’re prepared to rev the engine. It may be more powerful than the TD4, but it’s down on torque by more than 60Ib ft.
You therefore find the gearbox kicking down more frequently, making for less relaxed progress. While the engine’s tone isn’t unpleasant, it’s not tuneful either. It is still an improvement on the sometimes clattery TD4 motor at high revs, though.
Still, the Evoque Convertible isn’t the kind of thing you’d choose to fling down a decent stretch of road. It may be stiffly sprung and steer fairly accurately, but there’s little joy to be had from wringing its neck in a point-to-point blast.
If you do push on, you really start to feel the mass of the car. A brisk downhill run on a twisty mountain road will soon get the smell of toasty brakes in the air, while fast direction changes can sometimes feel a little ponderous.
Like the diesel, the Evoque Convertible is much happier cruising than charging. Dial back the pace and you start to appreciate the panoramic views offered by the open top that are enhanced by the tall driving position.
It’s at this point that you’d probably wish the suspension was more compliant; it doesn’t take a particularly rough road to have the occupants jostled around. On these surfaces, you might also notice the odd tremor through the structure. It’s certainly not floppy, but it’s certainly not as stiff as solid-roofed Evoques.
As for the interior, adults can squeeze into the rear seats, but only if someone short in stature is up front. Put even a reasonably tall person behind the wheel and leg room all but disappears, although head room isn’t too bad with the hood up.
Even if you do get four adults inside, you won’t have room for much of their luggage. The boot is much smaller than in the fixed-head models, although you do get a ski flap for longer items.

What is it?: 

As with the fixed-head Range Rover Evoque, Land Rover is offering the drop-top version of its smallest SUV with the option of a 2.0-litre turbocharged petrol engine. Called the Si4, it develops 237bhp to give performance that is significantly better than even the highest-output diesel.
Not only is it quicker, but opting for the petrol motor also saves you 31kg. While that may seem a reasonable amount, it’s a drop in the ocean when you consider the kerb weight is still a hefty 1936kg. Astonishingly, there are variants of the Defender that weigh less.
The reason for the massive increase in weight compared with the tin-top Evoque is all to do with rigidity. There are significant amounts of additional bracing that have been added to the car’s structure, enough for it to be able to cope with the kind of tortuous off-road action Range Rovers are famous for.
Like the diesel version, you can only get the petrol-powered Evoque Convertible in the luxurious HSE Dynamic and HSE Dynamic Lux variants. That means the Si4 costs a hefty £52,400, £700 more than the TD4. Is it worth the premium?

Should I buy one?: 

If you look at the Evoque Convertible objectively, it’s difficult to make a case for it. At more than £52,000, it’s expensive, not overly practical and, in Si4 guise, thirsty. More than the diesel version, you’ll have to be driving very sedately to get anywhere near the official economy figures.
However, those who are in the market for one aren’t likely to be particularly objective. The head-turning looks and draw of alfresco motoring from a lofty perch will no doubt seal the deal. The fact that it combines its high-quality interior and retractable roof with genuine off-road ability also makes it a pretty unique proposition.
If you are one of those people, we’d recommend saving some cash and going for the diesel. It may not be quite as refined, but the additional torque makes for much more relaxed cruising and far fewer trips to the pumps.

Range Rover Evoque Convertible HSE Dynamic
Location France; On sale Spring; Price £52,400; Engine 4 cyls, 1999cc, turbo, petrol; Power 237bhp at 5800rpm; Torque 251lb ft at 1750rpm; Gearbox 9-spd automatic; Kerb weight 1936kg; Top speed 130mph; 0-62mph 8.6sec; Economy 32.9mpg (combined); CO2/tax band 201g/km, 35%

Lamborghini Limited Supercar

CAR NEWS INTERNATIONALITY

Lamborghini Limited Supercar 
Lamborghini pulled the wraps off a new 759bhp limited-run supercar at the Geneva motor show this week.

The Centenario is based on the Aventador’s platform, and is Lamborghini’s most potent production supercar ever. It has been created to celebrate 100 years since company founder Ferruccio Lamborghini was born. Just 40 examples will be built, and they’ll cost close to £1.64 million each.

The Centenario pushes the design of the already-striking Aventador to new levels of extreme. It flaunts sharply angled carbonfibre bodywork with deep air intakes and ducts carving across the body, and makes the hardcore Aventador SV look positively tame by comparison.

Lamborghini says that as eye-catching as the Centenario is, its design placed function ahead of form, with downforce a clear priority. Evidence for this comes with an ultra-low nose that houses wide-mouthed intakes and six vertical vanes. At the back, a massive rear diffuser uses six long vanes that stretch from the car’s underside up to its tail-lights. Lamborghini says so much air flows through the Centenario that it has, in effect, a ‘permeable’ body.

To adjust aero performance on the move, there’s also an active rear wing that extends to 150mm and rotates up to 15 degrees depending on the car’s driving mode.

The Centenario has kept some Aventador features, however, with the long swooping roofline perhaps the clearest example. There are also headlights that resemble those of the Huracan and taillights that are clearly inspired by the Y-shaped units of the Asterion concept.

At the heart of the Centenario is the naturally aspirated 6.5-litre V12 from the Aventador. Power has been ramped up to 759bhp, 19bhp more than the Aventador SV, while maximum revs have been raised from 8350rpm to a spine-tingling 8600rpm. It’s Lamborghini’s most powerful production engine ever. This extra power gives the 1520kg car an impressive power-to-weight ratio of 499bhp/ton – 7bhp more than the SV.

Performance is, therefore, somewhat scintillating. The Centenario completes the 0-62mph sprint in 2.8sec, and reaches 186mph in just 23.5sec – 0.5sec faster than the Aventador SV. Top speed is claimed to be more than 217mph.

Stopping power is provided by carbon-ceramic brakes, which Lamborghini claims can bring the Centenario to a halt from 186mph in just 290 metres. They’re located behind a set of forged and milled aluminium wheels wrapped in Pirelli P Zero rubber. The front wheels are 20 inches in diameter, and the rears 21 inches.

The Centenario also makes use of Lamborghini’s latest four-wheel-steering system.
The cabin features panels wrapped in carbonfibre and Alcantara, and a pair of carbonfibre seats. A 10.1in touchscreen dominates the centre console, and features Apple CarPlay as standard. The infotainment system is connected to the internet, so passengers can use social media and email, as well listen to internet radio.

For buyers hoping to venture on track, the system incorporates sophisticated telemetry software, which can record speeds, times and G forces, while two interior cameras can record the overall experience. There’s also space for two helmets in the back.

All of the 20 coupé versions and 20 roadsters have already been sold, and it’s unlikely no two will be the same because the buyers will be able to extensively customise their cars using Lamborghini’s Ad Personam personalisation programme.

Lamborghini CEO Stephan Winkelmann said of the new model: “The Centenario is a car that perfectly combines tradition and innovation. It’s an opportunity for our designers and engineers to transcend some of the constraints of series production to achieve an incomparable result.

“The car has immediately proven itself as a desirable collectors’ car, while demonstrating new Lamborghini technologies. It is the most fitting tribute to Ferruccio Lamborghini in his centenary year.”

Lamborghini says it likes to produce low-volume models such as the Centenario to explore design and technical possibilities. The Centenario joins the Reventón, Sesto Elemento, Aventador J and Veneno in this small line-up of sold-out limited-run cars.

Lamborghini Limited Supercar 

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