The interior of Mazda’s first electric vehicle, to be revealed at Tokyo motor show next week, has been designed to “evoke a sense of openness” through empty spaces, said the maker. Mazda said the concept uses empty spaces around the centre console to create a closeness between the driver and passenger seats. It added that interior materials were chosen for comfort and “eco-friendliness”, both of which are intended to make the cabin comfortable. The latest information from Mazda follows confirmation last month that it would launch its first electric car on 23 October. The model, previewed by the e-TPV prototype, is expected to adopt an SUV bodystyle, which can more easily accommodate an underfloor battery pack. It will use a similar set-up to the prototype, which has a 35.5kWh battery and a single electric motor delivering 138bhp and 195lb ft of torque to the the front wheels via a single-speed transmission. The EV is likely to have a range between 120 and 150 miles, similar to the new Mini Electric but significantly less than more obvious rivals, such as the 279-mile Hyundai Kona Electric. It will be able to accept 6.6kW domestic charging and 50kW public rapid charging. Mazda will also introduce a modern version of its famed rotary engine in a range-extender variant of the EV. Two years ago, Mazda boss Mitsuo Hitomi confirmed that, rather than being used in its purest form, a rotary engine will be used as an EV range-extender. He said: “The rotary engine isn’t particularly efficient to use as a range-extender, but when we turn on a rotary, it’s much, much quieter compared to other manufacturers’ range-extenders”. The Japanese firm’s range hasn’t featured a rotary-engined road car since the RX-8 went out of production in 2012, but it did produce a rotary range-extender Mazda 2 prototype – which Autocar drove – back in 2013. It has remained interested in reintroducing the technology to production since. The Mazda RX-Vision Concept, which was shown at the Tokyo motor show in 2015, used such a powertrain. Mazda has eschewed hybrid and electric models in recent years, instead choosing to focus on improving the efficiency of its petrol engines. This year, it introduced spark plug-controlled compression ignition to the latest Mazda 3, with the promise that it will “combine the economy and torque of a diesel engine with the performance and lower emissions of a petrol
Origin: Mazda gives more details on its first EV
Uniti One order books open
Uniti One order books open The efficient city car will seat three and has two battery options Uniti has launched the One, a compact pure-electric car that will arrive next year with a starting price of £15,100. That figure includes the £3,500 UK Plug-in Car Grant, which although it is yet to officially receive, is expected to qualify when Uniti One models hit the road. Offered with a choice of two battery capacities, the Uniti One can cover up to 186 miles on a charge. Recharging can be completed at up to 50 kW DC via the CCS inlet, which will take the One from 20%-80% in seventeen minutes. The 24 kWh pack fitted to that version is an optional extra, while the standard 12 kWh battery provides a range of 93 miles on a charge. The long ranges considering the compact battery sizes are possible because of the lightweight nature of the Uniti One. The Swedish company has prioritised efficiency, and as such, the One weighs just 600kg. Power comes from a single 50 kW motor driving the rear wheels. Non-rapid charging is carried out at up to 7 kW when fitted with the optional on-board fast charger. As you might expect, performance is not a priority, but the One will cover 0-62mph in 9.9 seconds and reaches a top speed of 75mph. Efficiency figures are superb however, with a rating of 8.0 kWh /100km expected once fully homologated. Uniti has selected the Sweden and the UK as the launch markets come the middle of 2020. The ultra-compact model has been designed in Sweden and engineered in Norfolk. Over-the-air updates will see the car improve over time, with new safety features rolled out, and the potential for performance improvements. Potential customers can put a 50% deposit down now, and should they do so before the 30th November, will join the Founders Club. This will see customers receive over-the-air updates free for life, access to events, offers, and services, and a numbered ‘Founder’ plaque on the car.
Origin: Uniti One order books open
Citroen boss: comfort and creativity remain core values
While many have been celebrating Citroën’s past, CEO Linda Jackson’s head is firmly rooted in the future. Her firm is now five years into a strategy of reinvigoration, repositioning and consolidation – this plan is not only about model renewal but customer service and the buying experience. Highlights from the first two phases have included the renewal of the C3 supermini, currently a European bestseller, and the launch of the C3 and C5 Aircrosses that now give Citroën a solid foothold in the SUV arena. The third phase will see the launch next year of a new C-segment hatchback, and a big saloon part-signalled by the CXperience concept, which Jackson says “is our inspiration”. The product plan, she says, “is based on two key elements. One is to have a design that stands out a little bit, so it’s immediately recognisable as a Citroën, and the other is comfort. Comfort with a very modern approach, not just about suspension, not just seat technology, but also connectivity, simpler dashboards, not so much clutter, air quality, storage space, modularity.” On the customer side, there’s now scope to rent Citroëns from your dealer, a My Citroën app to track your car and book it a service, and Maison Citroën, which introduces “much warmer, more convivial areas” to the showroom. There has been fresh marketing impetus too. “Last year that strategy delivered 1.1 million sales worldwide and in Europe, which is the first region where we’ve implemented all of those things, it gave us an increase in sales since 2013 of 28%,” says Jackson. “That means we’re approaching the objective of getting a 5% market share in Europe. We’re well on track.” Better still, “this is a very profitable growth”. “What we need to do now is take that recipe and install it across all the regions of the world,” Jackson adds, “and also go into new markets like India.” India will be a target not only for growth, but from 2021 the origin of “a new range of cost-efficient products which will be specifically created for international markets”. The project is called C-Cubed because it consists of “three words: cool, comfortable and clever, the last of these being about clever and fresh ways of reducing cost and showroom prices. The project is “also about clever design, and thinking about what goes into the vehicle”, she says. “Cars in Europe often have so much technology that people don’t use half of it. It’s working out what’s important for the customer.” That includes electrified cars, too. “Every model that we launch from next year will have a petrol and diesel and either a full-electric or plug-in hybrid until 2025 when 100% of our vehicles will become electrified,” Jackson says. These models should strengthen Citroën’s hand in the UK, where the brand’s share is not as high as it has been. Jackson says that “the past couple of years have been very competitive. You can always have market share by buying it. That’s not our philosophy. We’ve moved the PSA Group from a near-death situation in 2013 to an extremely profitable business now. And that is about choosing where you compete. You have to build a sound business, and we have to accept that we do that slowly.” Slowly, but if the 19_19 and Ami One concepts are indicators, at times rather
Origin: Citroen boss: comfort and creativity remain core values
Racing Corvette C8.R’s flat-plane-crank V8 will also power street-legal ‘Vette
Chevy has been pumping up the metaphorical tires of its newest racing Corvette, the C8.R, which it recently surprise-revealed alongside the 2020 Convertible Stingray.The engine powering the C8.R is an all-new naturally aspirated V8 with dual overhead cams and a wild flat-plane crankshaft. And due to IMSA and FIA rules, it’s limited to 5.5 litres of displacement, which is room enough to push out around 500 horsepower, 480 lb.-ft. of torque and a helluva growl. But the real news wrapped up in the announcement, the detail that’s going to make at least 300 people very excited, according to Jalopnik, is that the brand will also plunk the naturally aspirated power plant into a road-going version of the car.A Chevy rep confirmed with the publication that the engine will make its way into a future road-ready model — FIA rules demand that 300 of the engines must be made for the road-ready version. And bless the FIA for that! Because without the racing regs in the way, there’s no reason the street car shouldn’t expand displacement and access even more power. Chevrolet hasn’t disclosed which car will receive the built-for-track engine, other than to say it will be “a future production-based engine,” but the Z06 nameplate is already well-known as a performance Corvette trim, so that’s definitely not off the
Origin: Racing Corvette C8.R’s flat-plane-crank V8 will also power street-legal ‘Vette
Uniti One electric car will start from £15,100
Fledgling Swedish electric car company Uniti has opened an online customisation portal for the Uniti One affordable electric car. The British-engineered compact EV will arrive in Sweden and the UK first in mid-2020, with a choice of battery capacities and prices starting from £15,100 including government grant. Entry-grade 12kWh models will be capable of 93 miles between charges, while the optional 24kWh battery pack iextends that range to 186 miles. The larger battery can be charged from 20% to 80% in seventeen minutes on a 50kW CCS charger, while the 12kWh model takes just nine. A 67bhp electric motor drives the rear wheels only, reaching 31mph in a claimed 4.1 seconds and 62mph in 9.9. Top speed is 75mph, with separate City and Boost drive modes to alternate between efficiency and sharpened response. The three-seat EV, which weighs as little as 600kg, has a central driving position and room for two rear passengers. The steering wheel is flanked by two touchscreens, which are powered by Google’s Android Automotive software, and control the majority of the car’s functions. Drive, Neutral and Reverse gears are selected with individual buttons mounted on the dashboard. There is no key: the car is locked and started using a secure smartphone app. An electrochromic sunroof, which can be adjusted from transparent to fully opaque, comes as standard, and automatically darkens when parked to keep the cabin cool. Other equipment includes rear LED lighting and LED daytime running lights, with full LED headlights an option. The One has 155 litres of luggage space, which can be extended to 760 litres when the rear seats are folded flat. The car can be ordered in a choice of Scandium, Graphite and Titanium colours. Customers placing their order before December 2019 will earn membership to Uniti’s ‘Founders Club’, which includes free softwre upgrades for the life of the car. Uniti is based in Sweden, but has a development, engineering and production hub in Norfolk. “The UK’s approach to vehicle production, with its focus on light-weighting and innovation in advanced materials, is an ideal model for electric car production globally,” Uniti CEO Lewis Horne said. Uniti has ambitions to become a “major player” in the British EV market over the next few years and plans to establish a London office that will ensure the necessary capital is raised to meet its tight time goals. The announcement came at a tough time for the British car industry, with the uncertainty surrounding Brexit leading other manufacturers to look farther afield for their production facilities. Jaguar already builds the I-Pace electric SUV in Austria, and Nissan weighing up the possibility of moving production of the new Juke abroad. Uniti has worked with several companies, including energy supplier E.ON, which is offering its customers five years’ worth of free energy to charge a Uniti at home. The brand claims that the One will produce 75% less CO2 over its lifetime – from manufacturing to disposal – than a conventional vehicle. Horne described the car’s structure as “scalable”, with two, four and five-seat variants planned for production. Uniti aims to supply each market from within that market, using automated production centres and digital twinning technology supplied by Siemens. This would allow assembly line schematics to be shared anywhere in the world, to set up plants with enough capacity to fulfil the production demand of a particular market. The entire production line would be automated, with staff mainly focused on quality control at the end of the process. The proposed system would provide a more environmentally friendly alternative to the traditional manufacturing process, which relies heavily on transportation networks to distribute cars from a single central production facility. While originally conceived as a quadricycle, the One is now classed as an M1 passenger car, and must pass safety tests. The company is working with Millbrook proving ground on virtual crash testing, in an effort to further reduce environmental impact. Currently there are several tests that can’t be simulated, and legislation would need to be changed before they could replace traditional crash tests. Following the UK’s example, future proposed sites include Mexico, Australia, the US, India, Dubai and Georgia. Each will be operated on a franchise model. “The automotive world has always used franchise models, in the form of dealerships,” Sally Provoltsky, Uniti’s vehicle development director, explained. “Uniti is an unbranded box, and we know all markets are different, so we can adapt to them instead of forcing everyone to conform.” The autonomous-capable car has been made with lightness as a priority. Horne explained that the One’s design is centred on maximising battery performance. The company began taking €149 deposits last year, with 3000 orders placed ahead of the car’s official debut. The first customers will be offered the
Origin: Uniti One electric car will start from £15,100
SUV Review: 2019 Cadillac XT5
2019 Cadillac XT5 Platinum AWDJil McIntosh OVERVIEW Luxury squeezed into a midsize package PROSGood performance, comfortable interior CONSSome very wonky controls VALUE FOR MONEYI’m not feeling the price for this top-line trim WHAT TO CHANGE?The engineer who designed the shifter HOW TO SPEC IT?The $51,295 Luxury trim It feels like its been a while although in reality, its probably only been a couple of hours since Ive gone full-tilt Crazy Old Woman Yelling At Kids To Get Off Her Lawn.But now, Ive got a rant inspired by the 2019 Cadillac XT5. Im old enough to remember when a Cadillac had pretty much the same simple controls as its lesser-priced GM brethren, but they were just better quality and felt nicer in your hand. So I dont understand why a pricier car now needs more complicated controls. This XT5 requires me to awkwardly push an electronic gearshift up and sideways to put it into Reverse (several times, I thought I was about to back up but was still in Neutral), or slide my finger across a piece of glass to turn up the volume, when this smooth-driving vehicle could be even more pleasurable if GM had paid less attention to the gizmos and more to a simpler, distraction-free layout.The automaker has certainly started with a solid base, though. The XT5 rides on a platform that, with a few tweaks to its external dimensions, also underpins the new-for-2019 Chevrolet Blazer, which turned out to be among my favourite recent rides. There are enough distinctions that your friends likely wont make the connection, at least until you open the hatch, where the two share a brilliant cargo management system of a fence that slides fore or aft, or can be removed completely, to corral grocery bags or luggage so they stay where you put them.The Cadillacs powerplant is a 3.6-litre V6, making 310 horsepower and 271 lb.-ft. of torque, and mated to an eight-speed automatic transmission. The more budget-minded can opt for a base front-wheel-drive model, at $41,795. Most will go for all-wheel and there are four trim levels for that, starting at $44,795 and rising rapidly to my top-line tester, the $69,195 Platinum. Even then, there are items available to add, and mine was equipped to a rather jaw-dropping $73,891 before freight and taxes.The all-wheel-drive models can be run in front-wheel alone for fuel savings. When activated, the AWD uses a twin-clutch system that sends power to the rear wheels and then, as needed, distributes it to the right or left wheels to optimize traction. To further keep the XT5 sipping at its tank, the engine has Active Fuel Management, which shuts off two of the cylinders when full power isnt required. In addition, theres an auto-stop system that completely shuts the engine off at idle, such as when youre sitting at a light. All other functions continue to operate, of course. Im not always a fan of these automatic start-stop systems, and while most automakers provide some way to temporarily disable them, the XT5 doesnt allow for it. My cantankerous side yelled at GM to at least give me the option, but then my frugal side noted in my week with the XT5, I came in under the official combined fuel economy rating of 11.2 L/100 kilometres.German sport-utes in this segment are usually tuned for sportier driving and with a firmer ride. Instead, the XT5 is closer to the luxury-forward offerings from Lexus or Infiniti: The XT5 handles itself well around curves, but its primarily about cruising comfort. The cabin has the clich bank-vault silence, and the suspension glides smoothly over bumps. The seats stayed comfortable on a three-hour drive, and theres lots of legroom for the rear chairs, which slide and recline.The exterior styling isnt spectacular, but it comes alive at night with beautiful lighting, including cool little light strips on the door handles. The interior is handsome, especially if you opt for a single colour, as my grey-clad cabin was, rather than the available three-tone scheme that looks too busy. It seems as though once the engineers who designed the shift lever and volume swipe went for lunch, smarter employees jumped in and handled most of the other controls. There are switches for the climate functions, and the infotainment system is relatively intuitive. I was really surprised to see that the height and brightness controls for the head-up display are actual toggles far better than most manufacturers hiding them within layers of computer screens.Theres also a camera rear-view mirror, which broadcasts a digital view instead of a reflection. Its high-definition and covers a wide area, but it does take a while to get used to it, and I found it tough to quickly focus on it. If its not to your liking, it can be switched to operate as a regular mirror.Perceived value is an important consideration. Despite the top-line XT5 Platinums long list of features, it still has a mainstream ambiance to it and I never felt like I was
Origin: SUV Review: 2019 Cadillac XT5
New Porsche Taycan 4S unveiled with £83,000 price
Porsche has made its new Taycan EV much more attainable with the addition of a new 4S trim underneath the existing Turbo and Turbo S. The new model is available to order now from £83,367 (excluding the £3500 government grant) and is expected to arrive for UK deliveries in January alongside the Turbo and Turbo S. While it doesn’t get the 751bhp of the £138,000 Taycan Turbo S, the 4S still puts out 523bhp during overboost in standard form. It also gets a 79.2kWh battery for a WLTP certified range of 252 miles. However, Porsche also offers a Performance Battery Plus option pack, which raises peak power to 563bhp and increases the battery output to 93.4kWh. While the 0-62mph time is unchanged from the standard 4S at 4.0sec, the range is boosted to 287 miles – the highest figure in the current Taycan line-up. The Performance Battery Plus also gets a faster peak charging rate, at 270kW to the base car’s 225kW. Much of the 4S’s technical make-up is the same as pricier Taycans, with two electric motors across both axles for four-wheel drive and a two-speed transmission for acceleration. However, the rear motor is 80mm shorter than it is in the Turbo and Turbo S, while it also receives smaller brakes, down to 360mm and six pistons on the front and 358mm and four pistons at the rear. Exterior styling changes include smaller 19in wheels, red painted calipers and a revised bodykit including a different front apron, side sills and rear diffuser. Dynamic LED lights remain standard fitment. Part-leather is standard, but Porsche also offers a leather-free cabin with recycled materials. As with other Taycans, it comes with three years of access to Ionity’s rapid chargers and the Porsche Charging Service. Customers also receive a driving experience at the brand’s Silverstone Experience
Origin: New Porsche Taycan 4S unveiled with £83,000 price
Porsche Taycan 4S launched
Porsche Taycan 4S launched The new Taycan offers a range of up to 287 miles Porsche has revealed the Taycan 4S, set to join the company’s pure-electric sports saloon range from early next year. The new Taycan 4S produces 390 kW (530hp) in overboost, or up to 420 kW (571hp) when fitted with the optional Performance Battery Plus. In either variant, the 0-62mph time is 4.0 seconds with a top speed of 155mph possible. Range is quoted at up to 287 miles on a single charge with the Performance Battery Plus 93.4 kWh battery fitted – the highest found in the Taycan range. Standard Performance Battery models – 79.2 kWh – get a range of 252 miles. Charging is available at up to 225 kW or 270 kW for the standard and optional battery specifications respectively, via the Taycan 4S’s CCS inlet. All wheel drive is offered thanks to a motor fitted on each axle, with two-speed transmission fitted to the rear axle aiding with efficiency at higher speeds. Prices start at £83,367, and the Performance Battery Plus option adds around £4,600 to the cost of the Taycan 4S. OTR costs exclude any government grants. The £3,500 Plug-in Car Grant would likely be applied to the Taycan 4S, since it meets all the criteria, but it has yet to be approved by OLEV. The new Porsche can be ordered now, with deliveries expected from January 2020.
Origin: Porsche Taycan 4S launched
Why you don’t actually want ethanol in your gas tank
Chris Hadfields 1955 Ford ThunderbirdElliot Alder For those of you looking for safeguards against the ravages of ethanol-blended gasoline, there are a number of precautions you can take. The first is that you can simply avoid it in the first place. According to Dan McTeague, a noted petroleum analyst, Shell and Esso 91 are both ethanol free. All other grades from the companies have some ethanol content, but the mid-grade blend is pure gas, which means it not only corrodes less than ethanol blends, but is less likely to deteriorate when stored. Dont be misled into thinking higher octane gas contains less ethanol. In fact, it has more! The octane rating of pure ethanol is 100, but when its blended with gasoline, it performs as if its 112. In other words, higher-octane blends Petro Canadas 94 and Essos 93 use more ethanol, not less.For those storing their vehicles for the winter, specialty gasoline makers yes, there are boutique gasoline manufacturers! offer ethanol-free formulations specifically tailored for a long shelf life (as much as two years). For those on a budget, a trip down to Canadian Tire for some fuel stabilizer is usually good enough to preserve your pump gas use that Shell and Esso 91 stuff over the winter.A little creativity and common sense can help here. For instance, when I ride my classic 1982 Honda CB1100R frequently, Ill often fill up with Petro Canada 94, which does contain ethanol, for its higher octane, the gas never in carburetor long enough to cause damage. However, whenever I know shes going to be laid up for a while especially over the winter I make sure the last tank I run through her is ethanol-free. That same common sense applies to other vehicles. For instance, the point to the plug-in aspect of the modern PHEV is to actuate the gasoline portion of its drivetrain as infrequently as possible. For particularly careful owners of longer range PHEVs Chevrolets Volt comes to mind that can mean refuelling as infrequently as every three months. It behoves the careful Volt owners, then, to ensure that ethanol isnt gumming-up the cars drivetrain and shop for an ethanol-free pump. Yes, most PHEVs will have corrosion-resistant pipelines, but it never hurts to err on the side of caution.More troublesome for older, carbureted vehicles is that ethanol is 35 per cent oxygen. Burning it can cause an older carbureted engine to run lean combining too much air with too little fuel. In mild cases, said overenthusiastic blending of oxygen can cause older engines to stumble, spit and cough. In a worse case scenario, it can even lead to catastrophic as in big, gaping holes piston failure. For the true gear head, yes, that does mean that the very thing youre trying to prevent the pinging caused but lower octane fuel is exacerbated when you fill up with premium 94 because your hot-rod is now running hotter thanks to a leaner mixture.Yes, its a paradox, but forewarned is
Origin: Why you don’t actually want ethanol in your gas tank
Used car buying guide: Mercedes-Benz SL320
Sand L: two letters that tell the world you’ve made it. There have been seven generations of the Mercedes-Benz convertible, each more or less as impressive as the other, but it’s the R129 generation under the spotlight here. The model was in production for a full 12 years from 1989 to 2001, and for drivers of a certain age, it sticks in the memory. Why? Bruno Sacco’s styling for a start, and then there were the engines, the advanced technology and the sheer driving experience that together propelled this legendary car into the modern age. It was a strong seller, with the result that, today, there are a fair number on the market at prices ranging from £3000 for a high-mileage 1997 P-reg SL320 to as much as £40,000 for a 1995 N-reg SL500 with 10,000 miles on the clock. In between is a riot of 280s, 320s and 500s at all ages and mileages, and in all conditions. There’s little rhyme or reason to the pricing so if you’re tempted to buy one, you should look at and try as many as you can. Increasingly, sellers describe the model as a ‘classic’, and one with a low mileage, no faults and in top condition may very well increase in value. However, experts we spoke to warn that rust is now rearing its head – the kind of rust you can’t see without lifting carpets. It was launched in 1989 with an automatic gearbox, gas-filled dampers, a removable hard top, a pop-up rollover bar and kit taken from the S-Class. It’s a heavy thing but the model’s new engines ensured it had sufficient muscle. Depending on the model year, they were a choice of 2.8, 3.0 and 3.2-litre straight sixes producing between 193bhp and 231bhp, the latter in 24-valve, twin-cam form. Then there was a 326bhp 5.0-litre V8 and a mighty 394bhp 6.0-litre V12 (we found a 1999/T-reg SL600 with 74,000 miles and full service history for £21,950). There was also an AMG version with a 6.0-litre engine but this time a lighter V8, producing 381bhp. Of them all, our pick is the dependable 231bhp SL320, a facelifted model from 1996. That said, one to watch is the SL600. The V12 is whisper quiet, although access to it for even minor repairs (the throttle bodies can be troublesome and it can suffer internal corrosion) is difficult and, as such, very expensive. Major milestones in the SL’s life were the move away from the two-tone paint scheme, plus restyled bumpers and the adoption of brake assist in 1996. Then in 1999 the instrument cluster gained chrome rings and the steering wheel a big Mercedes star in its centre. One good option to look out for is folding mirrors, so you can squeeze your SL into the garage more easily. The SL signed off with the SL500 Silver Arrow special edition complete with autographed Stirling Moss portrait. Only 100 were produced. We found a 2001-reg example with 21,000 miles for £43,995. Now that’s one SL that really says you’ve made it. An owner’s view Gordon Bishop: “I bought my 320 in 2000. It was a few months old with about 1500 miles and had been a dealer demonstrator. It’s since racked up almost 120,000 miles and has never failed me. SLs like to be driven; they hate standing around. Despite the mileage, it’s in beautiful condition. The paint is tough and the alloys haven’t corroded like they can on lesser cars. It’s everything I could want in a car: attractive, comfortable, well equipped and built like a tank. It’s always serviced on the button, mostly specialists using Mercedes-trained technicians. I’ve still got the hard top. Luckily, I have the space to store it.” Buyer beware ■ Engine: Experts call it a ‘biodegradable’ wiring loom for the way it disintegrates over time. Misfires are often traced to it. A replacement loom costs from £150 but labour is much more. Water ingress is usually the cause. Leaky head gaskets on early six-cylinder cars and throttle body wiring issues on V8s are also a problem. A rattle at tickover could be the catalytic converter breaking up. ■ Transmission: Gearboxes are generally reliable, the four-speed more than the later five, which can suffer oil contamination. Regular filter changes prevent it, so check they’ve happened. ■ Suspension and brakes: The SL is a heavy car so expect front lower ball joints, top mounts, bushes and springs to show some strain. Check for overworked discs and pads. ■ Electrics: Check the battery is holding its charge. If it’s failing, it can trigger warning lights. Old alarms are known to be a power drain. ■ Body: Specialists are seeing more rusty SLs these days, problem areas being the boot floor and leading edge of the front wings. Check that the powered hood works, because if left unused for some time, the electronic module packs up. On that point, be wary of a car with its hard-top fitted. Interior: Aside from checking the leather is in good condition and that the powered seats do their thing, make sure all the electrical features work. On the test drive, be sure the air-con chills the cabin and that the heater warms it up. Also
Origin: Used car buying guide: Mercedes-Benz SL320
All about car 