CARS MAGAZINE

The design? In-your-face brash, but apparently that’s what the clientele craves. Marc Bolan would have loved it. The packaging? First Class up front, Business Class in row two and now, with the Bentley Bentayga’s seven-seat option, DC-3 in the back.

Even gregarious soccer moms are better off with the standard five-seater. The price? Don’t let the £135k tag fool you. Our fully equipped test car listed at over £187k…

Bentley sold 5600 Bentaygas in 2016, which was way over target. But now that the initial hype is over, the marque quickly needs fresh product to sustain the momentum. While the V8 diesel should work well in Europe, it won’t even be sold in America, China and Japan.

But there are different derivatives to come, like an extended wheelbase show-off version, a less planet-unfriendly V6 petrol hybrid (not the V8 earmarked for the Panamera), a V8 S entry-level model and a coupe, which has to be prettier than the vehicle pictured here.

The diesel badge on the, er, Diesel is a delete option. While there is a slim chance it may curb vandalism in less affluent neighbourhoods, it sure costs in credibility when the Bentley is parked between Astons and Ferraris in the golf club car park. And it may prompt violence in traditionalists.

Historically, the diesel was a poor man’s engine of course, and a poor fit for WO’s cars. In the case of the Bentayga, however, the singing and dancing V8 pushes the art of engineering even beyond the level of the famous 6.0-litre Audi V12 TDI Ferdinand Piech built before dieselgate

No fewer than three ’chargers accelerate the flow of the mixture. First is an electric compressor which lays on instant take-off torque. Next, a small low-inertia turbo joins the fray with quiet progression between 2200 and 2500rpm, adding twist action by the bagful. From 3500rpm, the third charger kicks butt all the way to the cut-out speed.

Peak torque equals a lofty flatline spanning from 1000 to 3500rpm, where 664lb ft can’t wait to trigger wheelspin meltdown. Although the rev limiter lives high up in the clouds near the 6000rpm mark, visiting it makes no sense at all, unless you insist on sampling 168mph on an empty autobahn.

Via a clever sliding-cam technology applied to the intake and exhaust side, the 4.0-litre V8 meanders continuously between two- and four-valve operation. It’s either minimum consumption or maximum grunt, and it obviously works by magic wand, since it is impossible to decipher the transition. Although the Bentayga V8D weighs about as much as a rhino after drinking his watering hole dry, it can launch itself in a rapid 4.8sec from 0-62mph.

The manufacturer claims an average consumption of 35.8mpg and a range of more than 600 miles, but our Midnight Emerald Shell-o-holic consumed 19.2mpg which can only be blamed in part on the enthusiastic driver. To make the best out of Rudolf Diesel’s invention, it is advisable not to wear lead-soled shoes.

Although it drinks the same juice as a MAN truck or a Mercedes bus, there is no way of telling the combustion method except when pulling up at a filling station. Inside, this diesel-powered cocoon is about as quiet as a pair of noise-cancelling headsets. And as far as the running characteristics go, there are no undue vibrations disturbing the creamy torque delivery.

Thanks to a bunch of mufflers, screens and filters, smelly exhaust gases are not an issue either. Instead, you’re simply taken aback by oodles of prompt and seamless forward thrust. It’s an almost turbine-like urge which can’t wait to introduce you to the horizon, the any-gear-does-it muscle more in line with a continuously variable transmission than a conventional automatic.

With the exception of the available all-season tyres, which spoil the handling because of excessive slip angles and ho-hum wet grip, the 429bhp Bentayga diesel is a thoroughly entertaining all-road express.

It’s less about poise and precision and more about a blend of huge momentum, intuitive controllability, decent deceleration and responsive steering.

Even though the car’s sheer weight and mass are an obvious handicaps when going fast, the handling balance inspires confidence and the prompt feedback establishes reassuring clarity.

Those who find the set-up insufficiently sharp and responsive must wait for the W12 Speed. And despite its dynamic and economic virtues, don’t expect to see a second diesel-engined Bentley anytime soon. Instead, electromobility may soon make this combustion principle obsolete, irrespective of segment.

This is the Bugatti Veyron Vitesse. Or to give it its full name: the Bugatti Veyron 16.4 Grand Sport Vitesse. It’s the ultimate Veyron, mixing the targa-roofed (and reinforced) body of the Grand Sport with the upgraded 1183bhp engine from the world record-breaking Super Sport. It’s yours for £1.6m.

Yes we are. All Veyrons have an 8.0-litre W16 engine with four turbochargers (hence the 16.4 designation) but the Vitesse features the Super Sport’s version, with upgraded intercoolers and four larger turbos. And the increases in power and torque aren’t small: 987bhp and 922lb ft has become 1183bhp and 1106lb ft. What other go-faster variant on the planet has an extra 196bhp? That’s nearly a whole Golf GTI’s worth of extra horsepower!

And if you’ve ever even thought about the environment then you’ll feel sorry for Mother Nature’s resources when you see the consumption and emission figures too: 539g/km CO2 and 12.2mpg on the official combined cycle. The Vitesse drinks nothing less than 98 RON too (not that owners will quibble over paying an extra few pence per litre for the super stuff), something nearer the urban 7.6mpg figure is more realistic, and the fuel gauge doesn’t read in quarters, but litres, so you can physically see how quickly that quad turbo engine is gobbling through the tank’s 100 litres of unleaded.

You expect to be utterly overwhelmed by the ferocity of the acceleration, but Nissan GT-Rs, McLaren MP4-12Cs, and over-engined Caterham Sevens and Ariel Atoms prepare you for the initial smack in the back when you accelerate from low speed.

What your brain hasn’t had the chance to acclimatise to is that same rate of acceleration being maintained as the speed piles on. 80mph? No respite, as the seven-speed dual-clutch gearbox shifts seamlessly without pause in power. 100mph? Still no break, and the Vitesse actually feels like it’s accelerating harder – it isn’t, but your head isn’t used to the unrelenting rush. 120mph…

Besides our testing on the road, we also tried the Vitesse on track, and coming off the banking and onto a 2km straight, the Veyron leapt forward from 120mph like most cars do from 0mph. From 125mph to 186mph takes just 8.9 seconds; on the straight we had around 15 seconds of full throttle action, by which point we were well over 200mph. It’s an easy 200mph, a nonchalant nip up to a number that most cars and people will never pass. In the Veyron it’s an utter doddle, a figure that becomes insignificant as the top speed is over 50mph higher.

Nope, the targa top was safely stowed in the back of a VW van for our run. But thanks to a new wind deflector that clips into the windscreen header rail, and another one that attaches to the rear bulkhead and curves forward around the seats, this is the most cossetting convertible in the world. If we weren’t concentrating so hard above 200mph then conversation would have been possible with our passenger.

Unlike other true convertibles, the rear screen and bodywork shelters you from the worst of the wind. But as the W16 engine and its assorted breathing apparatus make so much noise, you never feel like you’re losing out on the open air experience, like you do in, say, a Renault Wind. And that’s the only time a small Twingo-based roadster and a Bugatti have ever been compared.

Pretty amazing, especially in the fact that, width and pricey carbonfibre body aside, it’s easy to pootle around in. And thanks to four-wheel drive, that refined DSG transmission, and lots of trick electronics, all that power and torque is delivered without much fuss and furor too. It’s as easy as a Golf to drive.

But thankfully it doesn’t drive like a Golf. The steering is delicate and accurate, the brakes strong and easy to modulate. It’s not big and blunt, but agile, utterly disguising its two-tonne bulk, the softer springs and upgraded dampers providing a comfortable ride. But don’t think that body control is anything other than excellent. Grip levels are ridiculous too, understeer is the default safety setting for the chassis (rightly so) and every modulation of the throttle is accompanied by that huge engine, its turbos and exhaust hissing and spitting and roaring just over your shoulder. It’s not a spine-tingly V12, but something much deeper, more complex and utterly entrancing.

Meticulously and beautifully built, and able to deliver nearly 1200bhp not just easily but also reliably, the Veyron is like no other car. And with the roof removed, and the wick turned up on that incredible engine, the Vitesse is more emotional and involving than any Veyron that’s gone before. 

At times it can seem as though the whole world has gone crossover crazy. But amid all the high-rise faux-SUVs, not to mention the coupes and hatchbacks, there are still plenty of traditional three-box saloons. Towards the high-performance end of the saloon spectrum there’s been, on and off since 1991, an S4 version of the Audi A4.

This 2017 Audi S4 is lighter and more fuel efficient, but also more powerful, than the previous S4. It also has a relatively subdued look compared to some of the S and RS performance models from Audi’s rich back catalogue.

It’s not cheap, so the question is whether such a traditional style of car – albeit one laden with current technology – still has a place when there are so many alternatives.

Read on for our full Audi S4 review.

The engine is a turbocharged 2995cc petrol V6, replacing the supercharged V6 of the previous S4. It comes with an eight-speed Tiptronic automatic transmission and all-wheel drive. You can switch between four driving modes (Efficiency, Comfort, Auto and Dynamic, plus a customisable fifth set-up), giving differing levels of responsiveness from the engine, steering and gearbox. Dynamic will hold on to low gears for longer as you accelerate, whereas E mode will be up into sixth before you’ve topped 30mph.

The S4 has its own look, albeit relatively subtle: black brake calipers, with an S logo on the fronts; a different grille and side air vents; a rear diffuser and tiny spoiler; and two sets of twinned oval tailpipes. 

We live with the last Audi RS4.

The classy but not flashy interior has different seats to the A4: sportier without being hardcore buckets, they’re heated and electronically adjustable, and nicely finished in nappa leather. There are brushed aluminium inlays, or optional carbonfibre. There are paddles for manual gearshifts, as well as a chunky gearlever that doubles as a wrist rest while you’re fiddling with the MMI dial.

You have a choice about how you control the audio and some of the other comfort and infotainment functions. As well as the MMI dial and the central screen, there are many, many stalks, buttons, switches and dials, most of which double or even treble up. This may seem perverse. But the reality is that these minor controls are so logically grouped that using them is entirely natural. If you guess how to adjust something, you’ll guess right; the manual on many an S4 will go entirely unread.

It’s not a plush car, but it is comfortable and reasonably quiet, although you get a good dose of engine noise when you first fire it up and again when you up the pace when you exit the 30mph zone

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Passengers have a reasonable amount of room – the saloon shape is kinder than coupe alternatives – and a lot of comfort. The boot offers 480 litres of luggage capacity.

If you’re anything like us, you’ll spend a few days experimenting with the different driving modes but end up leaving it in Dynamic. This is where the Audi S4 is at its most engaging and responsive; it feels like it was created with Dynamic mode in mind, and the others were added to placate back-seat drivers.

In Dynamic, the engine and chassis work together in harmony. You find yourself enjoying driving at high speeds, soundtracked by the urgent V6 gurgle, discovering that the S4 has far more grip and braking ability than you’ll need in everything bar the most extreme circumstances. 

Whether you let the Tiptronic transmission make the changes itself, or you over-ride it, the shifts are quick and rewarding, as you dip back into the S4’s deep reserves of torque.

The most direct rival is the Mercedes-AMG C43 4Matic: another all-wheel-drive V6, with similar power and performance. BMW’s line-up is slightly out of kilter, with the M2 closest on price and power, while the 340i M Sport has a saloon body but is slightly cheaper and less powerful.

The S4 has a familiar Audi feel to the steering and ride – firm, slightly remote, less involving than a good 3-series – which some people dislike, but doesn’t take much getting used to.

It’s when you’re driving faster that you really appreciate the traditional saloon set-up, the all-wheel drive and the firm suspension: you’re sitting close to the road, hugging it hard, with minimal lean through the bends – a timeless pleasure, and one that’s rarely experienced in taller, softer cars. 

The S4 is more than just an A4 with a more powerful engine, tauter steering, upgraded brakes and firmer suspension. It also comes with a lot of equipment that’s on the options list for more modestly priced A4s. You get aluminium-effect door mirrors, chrome trim on the door handles, 18in diamond-cut wheels, different front seats and upholstery, a chunky steering wheel and high-grade audio.

Cost options for the S4 include adaptive dampers, a sports differential, dynamic steering, 19in wheels, a variety of different wheels and steering wheels, and further infotainment upgrades. 

The S4 is not the ultimate anything, but it is a superb all-round package if you’re in the market for a fast, high-quality saloon. It helps you to drive very rapidly, while never giving the feedback and nerve-jangling excitement of a sports car. 

It’s perfectly happy being used for supermarket or school-run duties, but hit the open road and it will up the pace with flair and gusto. It has enough electronic augmentation to look after you, nicely balanced with the raw appeal of a throaty V6. It also feels like it will last for a very long time.

This is the Honda S660, a 21st Century adaptation of the brand’s S600 sports car, first seen in the 1960s. The tiny two-seater roadster will be shown off at the Tokyo motor show in November 2013, but before you get too excited about a Honda roadster revival, we’ve got bad news. Even if the S660 did get green-lighted for series production, Honda UK has confirmed to CAR the S660 ‘is not destined for Britain.’

Looking very similar to 2011’s electric EV-STER concept, the S660 swaps batteries for internal combustion power, and ushers in an interior not pinched from the set of Star Trek, indicating a step closer to showroom-ready condition.

The S660 name refers to the front-mounted engine’s capacity: it’s a 660cc three-cylinder petrol powerplant, boosted by a teeny turbocharger and free of the hybrid nonsense forced upon the slow-selling (and moving) CR-Z coupe. The engine is thought to be mated to a CVT automatic gearbox, though paddleshifters behind the steering wheel allow selection of stepped ‘ratios’, like a proper automatic.

Engine spec sounding familiar? The recently-revealed Caterham Seven 160 uses an identically-sized Suzuki-derived three-pot, which develops 80bhp. The 660cc capacity comes about from Japan’s miniature ‘Kei-car’ regulations, which demand such cars boast no more than 660ccs under their dinky bonnets.

Honda itself hasn’t branded the S660 as a Kei-car, unlike the Beat model launched in the 1990s. Instead, the new concept has been coined an ‘open-top sports-type mini-vehicle’. Way to make a fun car sound boring, Honda.

We’ll get our first look at Honda’s sub-CR-V crossover in production-ready trim. The new car is Honda’s first compact SUV since the HR-V, and will challenge the big-selling Nissan Qashqai and Kia Sportage. The ‘Urban SUV Concept’ was shown in design study form at the 2013 Detroit motor show, but Tokyo will be the production variant’s debut – mercifully sporting a less clunky, but as yet undisclosed name.

As far as high-performance Hondas are concerned, it’s all quiet on the Far Eastern front. While the NSX supercar concept will be doing the show-stand pirouette once more, no updates on the Civic Type-R project are expected at the Tokyo show. However, you can click here to access CAR’s spy shots roundup, tech scoop and watch a video of the new Civic Type-R on its mission to set a new Nurburgring lap record.