The Leon is the fourth piece in the Volkswagen Group family hatch jigsaw, the one with Spanish eyes. It’s the partygoer, although whether you believe it rocks the night away or simply has an early night like its three siblings depends on how seriously you take Seat’s brand positioning. It certainly looks the part, with its sharp creases and flowing lines. Inside, though, it’s a bit more subdued, and the quality of some out-of-the-way trim is average. Fortunately, it comes alive with a broad range of mainstream petrol and diesel engines, while beyond these are sporty 2.0-litre engines producing up to 306bhp and found in the Cupra. The Leon arrived in 2013 atop parent company Volkswagen’s new MQB platform and bristling with driver aids and technology. The headlights were full-LED, at least on higher-spec trims – a first in the family hatch class. Three-door versions were branded SC but here we’re concerned with the more practical five-door. Today, prices start at around £4000 for a 2014-reg 1.6 TDI with 100,000 miles in entry-level S trim. The 103bhp motor is a workmanlike affair but the mid-power 148bhp 2.0 TDI 150 is more satisfying. An 84,000-mile 2015-reg is £7400. For more poke, there’s the 181bhp 2.0 TDI 184. We found a 2014-reg FR Tech Pack with 117,000 miles for £5995. Among the petrols, a 2014-reg 104bhp 1.2 TSI 105 with 80,000 miles is £4250. This engine is adequate for scooting around town but more demanding drivers should aim for the larger 1.4 TSIs with 122bhp and 148bhp outputs. The latter is a more appealing all-rounder than the 148bhp 2.0 TDI and our top choice. S trim’s drab 15in steel wheels do little for the Leon’s party animal image so go for friskier SE (leather-covered steering wheel, 16in alloys and hill hold but standard suspension). FR offers a sportier feel. In addition to sports seats and sports suspension it has Drive Profile, offering steering and throttle modes. The facelift came in 2017, bringing a sharper look, restyled lights and more technology. Seat’s Easy Connect system is standard but you have to go to SE Technology to get an 8.0in screen with DAB radio and satnav, or SE Dynamic Technology to get rear parking sensors, which seems mean. Frustrating, too, because the Leon’s stylish lines come at the expense of rearward visibility. A reversing camera is an option, so look out for cars with one. Meanwhile, the 1.2 TSI was replaced by a three-cylinder, 113bhp 1.0 TSI 115. It’s a sweet unit and one of our favourites. The VW Group’s new and impressive 1.5 EVO engines in 128bhp and 148bhp outputs replaced the 1.4s, while the powerful 178bhp 1.8 TSI was replaced by the 187bhp 2.0 TSI 190 with a DSG dual-clutch automatic gearbox as standard. Paired with Xcellence Technology trim, it’s a million miles from that 1.6 TDI S. Need to know Leons with less than 148bhp have a semi-rigid rear axle that gives a slightly springy ride; more powerful models such as the Cupra have a fully independent set-up. A new Leon, the Mk4, arrives later this year, bearing Seat’s new corporate face. It shares the current car’s MQB platform technology but has a slightly longer wheelbase to give a roomier cabin. There will be no three-door version. Keep your eyes peeled for strong pre-reg deals on run-out examples of the outgoing model. Seat’s approved used scheme offers a 12-month warranty and what it calls a ‘full service history check’. Crucially, the latter only claims to verify any Seat dealer servicing and is not a guarantee of full service history. Our pick Leon 1.4 TSI 150 FR Technology: The 148bhp engine is refined, responsive and economical. Add FR Technology’s 17in alloys, LED headlights, bodykit and sports seats and you have a good-value proposition. A 2017-reg with 24,000 miles is £11,500. Top spec pick Xcellence Technology: Live it up with lashings of chrome, ambient lighting, leather trim, keyless entry and ignition and convenience packs. A 2017 1.4 TSI 125 XT with 23k miles is £11,400 Wild card Leon 1.8 TSI 180 FR: The 180 sits plumb in the middle, offering strong in-gear performance and refined cruising, although it can sound strained at higher revs. A 2016 example with 21,000 miles is £12,500. Ones we found 2013 Seat Leon 1.2 TSI SE, 57,000 miles, £4200 2015 Seat Leon 1.6 TDI SE, 86,000 miles, £5995 2016 Seat Leon 1.4 Eco TSI 150 FR, 65,000 miles, £8040 2018 Seat Leon 1.2 TSI SE DT, 8000 miles,
Origin: Nearly-new buying guide: Seat Leon
buying
Used car buying guide: Ferrari 456
Apologies – we’re a bit late to this V12 gem. In around 2009-10, prices for the 456 fell back to about £40,000 tops, while some cars in poor condition dropped to as low as £25,000. Then from around 2014 they began to rally, only to fall back slightly a couple of years ago. It all means that today you’ll struggle to find a good right-hand-drive 456, or the later 456M, for less than £40,000 while, if you want to sleep soundly in your bed, you’ll need to spend between £58,000 and £65,000 for a proper one with a low mileage and a good service history. That last bit – a good service history – is crucial. Too many 456s have gaps in their histories, a legacy of those rock-bottom prices when many people with shallow pockets but eyes bright with the dream of Ferrari ownership snapped up the cars. Once reality kicked in, the first thing to go was servicing, with the result that lots of cars have patchy histories with few signs of the necessarily regular 6000-mile fettle and 24,000-mile cambelt change. Many have since found good homes and had their service histories patched up. In any case, the model is, despite the litany of checks we advise (see below), a tough and reliable old thing. Indeed, it was Ferrari chief Luca di Montezemolo’s intention that it should be. He figured that building a reliable and practical supercar to be driven rather than locked away, as is the fate of most Ferraris, would be his brand’s best advertisement. The car was launched in 1992 as the 456GT and wasn’t replaced until 2003. In between times – 1998 – it was facelifted when it became the 456M, for Modificata. Whether GT or M, the 5.5-litre front-mounted V12 produces the same 436bhp, driving the rear wheels through a six-speed manual gearbox that went from being a dog-leg gate to a more usable H-pattern in around 1995. Alternatively, from 1996 there was a four-speed torque-converter automatic. Naturally, the former attracts a premium, but the automatic is reliable and a good fit if you just want to cruise effortlessly from country to country. Not that the 456 can’t lift its skirts. In fact, for a time it was the fastest four-seater car in the world, with a top speed of 188mph. Four-seater? Well, two-plus-two, really, but there’s just enough space for a couple of adults in the back. Switchable suspension, in combination with a self-levelling rear set-up, is standard and, in Normal mode at least, very comfortable, but it all needs checking, as we explain. It’s linked to the brakes and problems there can cause the suspension to default to hard. With the facelift, the 456M became a little quieter and more refined. Production ended with the 456M GT Scaglietti, also known as the Schumacher Edition. You’ll pay a fortune for one of those, but with luck you should find a perfectly good standard 456GT or 456M for around £50,000. Hurry before prices move. An expert’s view Martin Rowles, director, Rardley Motors: “The 456 is a usable everyday supercar. We have some through our workshop with over 100,000 miles on them. Increasingly, though, it’s seen as an investment and quite a few sit in garages never turning a wheel. Often it’s these that give trouble. Saying that, I reckon 30% are ‘Friday cars’ – it doesn’t matter how well they’ve been serviced, they’ll always have a problem. When checking one, establish what was done and when. The air-con service, valve clearances and brake fluid change are vital jobs but often ignored. My favourite is the manual. This, together with a low mileage, can mean a price difference of around £10k over an auto with a higher mileage.” Buyer beware ■ Engine: Valve clearances need checking every 32,000 miles. The hoses in the engine’s V may need replacing. Check for cracks in the aluminium around the exhaust manifold. The fuel pump mount in the fuel tank can break up, blocking the pump. ■ Gearbox: On manuals, check the oil cooler and pipes in the rear bumper for corrosion. On automatics, listen for drivetrain noise caused by worn spider gears. ■ Suspension: Check the switchable suspension’s actuators. Test the diaphragms in the self-levelling rear suspension hydraulic accumulators by inserting a screwdriver where the hose enters. If it goes in too far, there’s a problem (a split diaphragm causes the shock to become locked and burst). Check for cracked bushes and rusty wishbones. ■ Brakes: A faulty brake pressure switch that puts the suspension in anti-dive mode can cause the suspension to go hard. Check brake fluid has been changed – it can crystallise, blocking the pipes. ■ Body: Look for rusty sills behind the rear wheels. A new bonnet is £10,000. Check window gaps – failing glass mounts are a problem. Replacement front fogs for early cars are no longer available. Check delamination of rear screen and that the headlights pop up. ■ Interior: The leather trim on the dash and parcel shelf shrinks, and the rubberised coating on the ashtray, dash vents and switchgear goes tacky.
Origin: Used car buying guide: Ferrari 456
Nearly-new buying guide: Audi A4
There’s been an Audi A4 saloon since 1994. We’re now on the fifth generation, which was launched in 2015 when it was billed as the most efficient, refined and high-tech one of all. No surprise there, but it takes nothing away from the fact that each generation of A4 has played its part in establishing the model as a serious player in the family saloon class. Among the current A4’s many attractions are a level of build quality that on occasion eludes its rivals. It has a clean and unostentatious appearance that buyers find appealing. And rather than excelling in one or two areas, it’s satisfying across most. It replaced the fourth-gen model that ran from 2008-15. Their registration years aside, you may struggle to tell the two apart. Our tip is to look for the kick in the baseline of the later car’s headlights. Fortunately, under the skin, the game had moved on rather more. For example, thanks to its new, aluminium-rich platform, the later model is 120kg lighter than its predecessor, despite being larger. It’s also better to drive, more luxurious and features more technology. At launch and later in 2016 there was the usual fleet-friendly mix of punchy 2.0-litre diesels, one of them, the 148bhp Ultra, being capable of a then-claimed 74.3mpg. But there was also a 148bhp 1.4 TFSI petrol as well as a 187bhp 2.0 TFSI. All bar the 1.4 were available with optional seven-speed S tronic dual-clutch automatic gearboxes. Today, on the used market, the numbers of manual and auto ’boxes are evenly split, but there are around 50% more diesel-powered A4s than there are petrols. Higher up the range were quattro versions of a more powerful 2.0 TFSI making 249bhp, a 3.0 TDI V6 with 215bhp and another making 268bhp, this time with a Tiptronic gearbox. Of all the versions, the humble 148bhp 1.4 TFSI represents real value for money, but don’t look for a 2019 car – last year it was dropped and replaced by a 148bhp 2.0 TSI. Meanwhile, there are lots of keenly priced 148bhp 2.0 TDI Ultras and not all of them at silly mileages. If you have a caravan or boat to tow, choose one of the powerful quattro diesels. In 2017 the 349bhp S4 surfaced. The quattro system keeps it planted but a BMW 340i is a more engaging car. The range was updated early this year with all engines, bar the new S4 3.0 TDI, now being 2.0-litre affairs. Other changes included updated infotainment and Audi’s Virtual Cockpit made standard. Throughout, SE has been the gateway trim, and given the A4’s modest abilities, pretty much the only one you need thanks to its xenon headlights, sound-deadening windscreen, parking sensors, tri-zone climate control and a well-equipped infotainment system. Sport adds a few more luxuries, but sporty, body-kitted S line serves only to remind you that you should have got that 3 Series M Sport. Need to know Regular A4s have an optional seven-speed S tronic dual-clutch automatic gearbox, while the most powerful diesel, and the sporty S4 and RS4 models, have an eightspeed Tiptronic torque converter ’box. Both offer manual override. Audi’s double-digit power rating-based model naming was rolled out last year. It addresses the fact that modern engine capacities are no longer indicative of power output. Across Audi’s range there are at least nine numbers, with regular A4s tagged either 35 (145-159hp), 40 (165-198hp) or 45 (223-244hp). Audi’s approved used scheme says only, somewhat ambiguously, that it will endeavour to provide a service history certificate at time of vehicle handover. Make sure you know the car’s history before you purchase it. Our pick A4 2.0 TDI 190PS SE: The high-power 2.0-litre diesel engine is smooth and refined; it’s lusty, too, with 295lb ft available. It’s a Euro 6 engine, of course, so no worries there. SE trim is great value. A4 1.4 TFSI 150 Sport: Not the swiftest A4 but plenty fast enough, plus it’s refined, comfortable and economical with it. Standard equipment includes 17in alloys, extendable squab sports seats and an upgraded sound system. Ones we found 2015 2.0 TDI 150 Ultra SE, 117,000 miles, £9750 2016 1.4 TFSI Sport, 60,000 miles, £10,295 2017 2.0 TDI Ultra Sport S tronic, 56,000 miles, £13,990 2018 2.0 TFSI SE S tronic, 19,000 miles,
Origin: Nearly-new buying guide: Audi A4
Nearly-new buying guide: Skoda Octavia
As a used car, the Octavia hatchback lives up to Skoda’s reputation as a great-value brand. Prices of new ones have been creeping up of late but used examples are much more realistically priced. How about £9490 for a 2016/65- reg 1.4 TSI SE L with 49,000 miles? It has one previous owner and full Skoda service history. Features include a sat-nav, electric windows all round, climate control, leather and suede seats and parking sensors. And that’s before we start talking about the massive, 590-litre boot (1580 litres with the back seats folded) and generous cabin space that come as standard with every Octavia hatchback. The current model was launched in 2013 in five-door hatchback and estate forms. It didn’t look radically different from the version it replaced but it was larger and lighter, some achievement for a car whose predecessor already dwarfed its class rivals. Four engines – two petrols, two diesels – power the regular versions. The 1.6 and 2.0 oil-burners were the most popular. The 1.6 is a little slow and has only a five-speed gearbox, which is why we’d plump for the lustier, six-speed 2.0. A 2014/14-reg 2.0 TDI SE with 60,000 miles costs £7500. Meanwhile, don’t pass on the 138bhp 1.4 TSI petrol. It’s a smooth unit and perfect for average-mileage drivers. More press-on types can choose from a couple of sporty vRS versions: a 217bhp 2.0 TSI (0-62mph in 6.8sec) and a 181bhp 2.0 TDI (8.1sec). Both make entertaining, value-for-money holdalls, with a 2014-reg TSI at 50,000 miles costing £10,500. The TSI’s power rose to 227bhp in 2016 and then to 242bhp in 2017. In 2016, the 1.2 TSI engine was replaced by the 113bhp 1.0 TSI. The seven-speed DSG automatic version is more economical than the manual largely because it shifts gears earlier than is sometimes comfortable. Still, if your idea of motoring is wafting about in a large, practical and understated motor of indisputable quality, it’s worth choosing. Prices start at £9300 for a 20,000-miler. The following year (2017) was facelift time, when the Octavia received a new nose with a larger grille and quad headlights. Inside, the infotainment screen grew to 9.2in on selected trims and the Columbus system, standard on the top-spec model, now boasted a wi-fi hotspot. Across the range, every trim could now claim alloy wheels, touchscreen systems, phone connectivity, air-con and a post-collision braking system. The new, more efficient 148bhp 1.5 TSI petrol engine also appeared at this time. From launch to the present day, trims have remained largely the same, with only Elegance getting the heave-ho. They’re underpinned by S, SE, SE L and Laurin Klement. From time to time, SE has been boosted by special versions called SE Sport, SE Business and SE Technology that bring lots of extra kit for next to no additional charge. They’re worth seeking out. Need to know The Octavia GreenLine of 2014, powered by a 1.6 TDI CR 110 diesel engine, has an official economy figure of 88.3mpg in part thanks to its low-rolling-resistance tyres and the stop/start system standard on all Octavias. However, in reality, expect around 55mpg. From 2017, Dynamic Chassis Control was offered as an option on all engines over 148bhp (badged 150 and upwards). It offers Normal, Comfort and Sport modes but don’t pay a premium for it since the standard set-up is perfectly good. Depending on trim, all Octavias came with elements of the Simply Clever range, comprising an ice scraper, a warning vest holder, a rubbish bin and a multimedia holder. It’s worth checking they’re present and not simply missing… Our pick Octavia 1.4 TSI 150 SE L: High-mileage drivers will want one of the diesels but all others should make a beeline for this mid-power 1.4 that blends strong performance with decent economy and impressive refinement. Wild card Octavia 1.0 TSI 115 S: They look mismatched but the 1.0-litre engine makes a good fist of hauling the Octavia. It’s a perky motor capable of 0-62mph in 9.9sec on its way to 125mph. Expect 40mpg. Ones we found 2015 1.6 TDI S 5dr, 104,000 miles, £4740 2016 1.2 TSI 110 5dr, 43,000 miles, £7990 2017 1.4 TSI SE DSG 5dr, 50,000 miles, £9890 2018 1.0 TSI SE 5dr, 18,000 miles,
Origin: Nearly-new buying guide: Skoda Octavia
Used car buying guide: Bentley Turbo R
A Bentley Turbo R looks like 2.5 tonnes of expensive trouble you’d be mad to consider buying except that, bought well, you’re looking at an investment whose running costs aren’t as painful as you might think. How about £420 for the 6000-mile service, £800 for the 12,000 and £1280 for the 24,000? Much more than a Ford Focus admittedly, but the R is a special car and a complicated beast that needs the regular attention of an expert technician. “If it’s been well maintained, costs aren’t too bad at all,” says Adrian Worth of Prestige Services Leeds, a Bentley specialist. “It’s when people bring us something that’s been neglected. In that event, getting an R up to scratch is expensive.” He’s thinking of the kind of Turbo R that, at best, has endured a succession of minor services. Owners might think that at least they’re giving it regular doses of fresh engine oil but Worth is more concerned about things such as the gearbox filter that has been sitting there for mile after mile, clogging up and starving the unit of oil. “In that case, you’re looking at a gearbox overhaul,” he says. Which is all a way of saying only buy a Turbo R that has a full service history, as in all minor, intermediate and major services, or that has had a major overhaul by specialists. Such cars do exist. We found a 1997 Turbo R that, prior to purchase, had had its leather and bodywork restored by a specialist, and under its present owner’s care, its suspension, braking and cooling systems overhauled. It’s for sale at £15,950. For your money, you get a classic, handbuilt, performance saloon trimmed with the finest materials and powered by a turbocharged 6.75-litre V8 producing 296bhp for 0-62mph in around 7.0sec. Subsequent versions developed even more power – the limited-edition Turbo S 385bhp, the even rarer RT 400bhp and, in 1998, a year before production ended, 420bhp in ultra-exclusive RT Mulliner form. The Turbo R was launched in 1985 as a successor to the Mulsanne Turbo. (We found a mint, low-mileage 1984-reg with full service history, previously owned by a rock star, advertised for just £9995.) Alas, it was a bit of a pudding: quick but too soft. The R – it stands for roadholding – fixed that by adopting the Mulsanne’s optional suspension pack and much stiffer anti-roll bars, and wearing low-profile tyres. And so was born the most comfortable but brutish conveyance this side of the Flying Scotsman. Key events include the adoption of antilock brakes and fuel injection in late 1986, and the move to a four-speed GM auto gearbox from the same company’s long-running three-speed 400 in late 1991. A facelifted version with a new fuel injection system was launched in 1995, and after 1996, it was available in only long-wheelbase form. Find a good one and, fingers crossed, it won’t be as expensive to run as perhaps you first imagined. An expert’s view Adrian Worth, director, Prestige Services Leeds: “I joined Appleyard Rippon, a Bentley agent, in Leeds, as a technician in 1974 and left 20 years later to start my own business, with a partner, maintaining Bentleys and Rolls-Royces. I’ve worked on lots of Turbo Rs over the years. Like all prestige cars, they need to be serviced regularly by people who know what they’re doing and what to look for. Preventative maintenance is key to controlling running costs. Never buy one with anything less than full specialist or main dealer history. I’d avoid the early and troublesome carburettor engine.” Buyer beware ■ Engine: Early carburettor models can have failed carburettor gaskets. Post-1996 cars can suffer failure of their rubber head gaskets. Noisy tappets should be replaced with original Rolls-Royce parts. ■ Cooling system: Check the viscous cooling fan works by running the engine to temperature and then switching it off. If it runs on, it should be replaced. Most serious engine problems can be attributed to a failed cooling system. ■ Transmission: Generally reliable. Make sure the filter has been changed regularly. ■ Suspension and brakes: Steering and front suspension are prone to worn dampers, bushes, ball joints and track rod arms. The rear is a self-levelling system using gas springs mounted on top of hydraulic dampers, whose pressure is varied automatically. Over time, the gas in the springs leaks out, making the suspension hard. The height control valves for the hydraulic dampers can fail. If the brake pressure warning illuminates when you depress the brake pedal, the accumulators may be leaking. ■ Body: Doors, bonnet and boot are aluminium and rust can form around handles and badges. Later cars had rubber gaskets separating these steel parts from the aluminium. Check the rubber bumpers aren’t swollen. Replacement sections can be pricey. Also look for body filler. ■ Interior: Ensure everything works, including the air-con. Even simple electrical components cost a fortune. Also worth knowing The Rolls-Royce and Bentley Specialists
Origin: Used car buying guide: Bentley Turbo R
Nearly-new buying guide: Porsche Macan
When it was launched in 2014, a few miles of sinewy curves and high-speed straights were all most seasoned drivers needed to understand that Porsche’s DNA had been successfully transplanted into the company’s new, mid-size SUV. Today, the classifieds are heavy with used Macans. New, the range opened at £43,000 for the Macan 3.0 V6 S, but today you can bag an early one with 48,000 miles and full Porsche history for £31,000. It’s not a huge saving as used cars go but that’s because the Macan is no ordinary used car. If it were pocket money, there’d be a problem. From new, most Macans were specced to their roofs with optional equipment. Extras worth having include the panoramic sunroof, Bose sound system and air suspension. Another is the Sports Chrono with its Sport Plus mode for an even sportier feel. Because sipping a latté while fantasising about the latest 911 is all part of the ownership experience, many Macans have been serviced on the dot by Porsche dealers. If that aspect of owning a used Macan fills you with dread, there are expert Porsche specialists who serve poorer coffee but charge less for the privilege. If you do desert the official network, make sure the independent you use is a recognised one, to protect the resale value of your car. The 3.0 S, which is powered by a bi-turbo V6 producing 335bhp and is the sweetest model, was joined at launch by the 3.0 S Diesel with 254bhp and a whopping 405lb ft torque. A 2015/15-reg with 65,000 miles and full Porsche service history is just £26,990. If you’re on a budget, you cover a lot of miles or you tow a boat (its braked limit is 2400kg) at weekends, buy it. Next up, the GTS is a kind of half-way house ’twixt S and Turbo, with 355bhp and most of the Turbo trimmings bar the price. Trouble is, it may leave you pining for the Turbo and with a 42,000-mile 2016-reg costing £44,000, it’s not much cheaper, either. No, if it’s performance you want, it has to be the 394bhp 3.6-litre Turbo (from £40,000 for a 50,000-mile 2014 reg). At the other extreme, the orphan in the Macan range ought to be the humble four-cylinder 2.0, also launched in 2014. However, it still manages to put out 233bhp for 0-62mph in 6.9sec, and most examples come laden with extras. A 2015-reg with 50,000 miles is £31,800. The engine went to 248bhp in 2016 (we found a 2016-reg with 20,000 miles for £34,000). If for you it’s all about the badge, the 2.0 litre makes sense. And then in 2018 the range was facelifted, the suspension revised, the diesel dropped and the 2.0-litre petrol re-engineered to produce 242bhp. New, the Macan is still the sharpest SUV in its class but as a used car you can add great value, too. Need to know If the standard Macan Turbo isn’t enough there’s always the Performance Package that brings another 40bhp and 37lb ft torque to the table. The result is 0-62mph in 4.4sec. Think of it as a Turbo S. Prices from £60,000. If you’re tempted by the Macan Diesel S’s claimed economy of between 44.8 and 46.3mpg, bear in mind that sister magazine What Car’s true figure is actually 32.8mpg. That’s still not bad for an SUV of such ability but it will cost you more than you might realise at the pumps. Selecting ‘Terrain level’ on the optional height-adjustable air suspension raises the Macan 40mm above the Normal setting and turns the car into a surprisingly good off-roader, especially in Diesel S specification. Our pick Macan Turbo: A match made in heaven. New, it cost around £65,000 but today prices start at £40,000 for a well-specced 2014/14-reg with 50,000 miles and full Porsche service history. Macan 3.0 S Diesel: A diesel-powered Porsche is a tough concept for some folk to grasp and yes, it lacks the knock-out punch of its petrol brethren. But your wallet will thank you in the long run. Ones we found 2015 Macan 3.0 S Diesel auto, 102,000 miles, £23,500 2016 Macan 3.0 S auto, 49,000 miles, £37,000 2017 Macan 3.0 S auto, 24,000 miles, £43,950 2018 Macan 2.0 auto, 6000 miles,
Origin: Nearly-new buying guide: Porsche Macan
Used car buying guide: Audi S3 Mk1
In today’s world of 375bhp superhatches, it’s tempting to look down on cars such as the 207bhp Audi S3 of 1999 and sniff. Except that back then, the performance reference points were legends such as the 207bhp Volkswagen Golf G60 Limited 1.8 16v Syncro of 1990 and the 212bhp Lancia Delta HF Integrale Evo 2 2.0 16v of 1993. Judged against those heroes, the S3 doesn’t look so bad after all (we’ll ignore the inconvenient presence of the 204bhp VW Golf 2.8 VR6 4Motion, also launched in 1999). It gets better, since while today an 80,000-mile Integrale Evo 2 costs from around £50,000 and, when they come up for sale, a G60 Limited around the same, a tidy S3 of 2002 with the uprated 222bhp engine can be on your driveway for just £2250. It will have done 188,000 miles, though, and to be fair to the G60 and especially the Integrale, it lacks charisma and heritage, not to mention their panache. But for driving enthusiasts on a budget, the S3 is worth more than a sniff. In 1999, it shook up the hot hatch world. Here was an all-wheel-drive, three-door hatch capable of 0-62mph in 6.6sec one moment and bumbling to the shops the next – duties its solid construction suggested it would perform for years to come. Like most Audis then and since, it’s a discreet thing. True, its wheel arches are slightly wider than an A3’s of the time, its bumpers are deeper and it wears a tasty set of 17in Avus six-spoke alloys, but otherwise it hides its light under a bushel. At launch, the S3’s 1.8-litre 20-valve turbocharged engine was pegged to 207bhp to avoid embarrassing the newly arrived TT. However, in 2001, with its hand forced by the launch of a new generation of powerful rivals, Audi increased the power to 222bhp, a move that saw the car’s 0-62mph sprint time fall to 6.4sec. Crucially, the engine, now codenamed BAM, gained stronger con rods. The S3 was facelifted the following year, receiving one-piece headlights, revised tail-lights, a new S3 badge and restyled tailgate trim. From launch, the S3’s standard trim included climate control, self-levelling xenon headlights, electric Recaro sports seats and a half-leather finish. Options included larger 18in alloys and a Bose sound system. The S3’s thoroughly sensible-looking and solidly fixed interior has lasted well, although we’ve seen enough worn leather bolsters to know this area of the cabin can be an issue. Today, of course, the only feature that matters is a full service history. The oil and filter should have been changed every 10,000 miles, the Haldex coupling oil every 40,000 and the timing belt, tensioner and water pump, ideally with a metal impeller in place of the plastic one, every 60,000. Don’t be put off by a high mileage or multiple owners (to be expected after 19 years): it’s that service history that matters. And if it comes to it, go for the 222bhp version with its stronger engine. How to get one in your garage An owner’s view Steve Harris: “I saw the S3 and had to have it. It’s a 2002-registered car and the mileage is high at 170,000 but, in the two years I’ve had it, it’s not put a foot wrong. It feels as solid as it must have done when it left the showroom. I reckon this generation of S3 just pre-dated the next level of electronics because I can fix most things on it and, in any case, there are lots of forums offering good technical advice. The only upgrade I’ve made is fitting a Bilstein B12 suspension kit, which I reckon has tightened the handling.” Buyer beware… ■ Engine: Check condition of the breather pipes at the inlet manifold and ideally replace them and the vacuum pipes. Watch for uneven idling or lumpy running, signs the diverter valve, mass airflow meter or ignition coils have failed. If the temp gauge is all over the place, suspect the thermostat or temperature sender. If the low coolant level is indicated on start-up but the reservoir is full, the coolant level sensor in the header tank may have failed. ■ Transmission: Check clutch operation. On high-mileage cars, consider replacing the slave cylinder and clutch, and the flywheel. ■ Suspension and steering: At this age and mileage, budget to replace all the suspension bushes. Check the front and rear anti-roll bar sheaths, which have been known to break. Corrosion can cause springs to break, so inspect them too. ■ Brakes: Check operation of the brake sensor behind the brake pedal and the brake servo pipe, both known trouble spots. ■ Body: Check behind body strips where rust can form. Affected areas include the door bottoms. Easier to spot is rust on the roof rails and gutters. It’s a performance car so check for fresh paint and filler, and that the tyres are worn evenly. ■ Interior: Check if the digital display has lost its pixels (see below), that the air-con blows cold and that the glovebox hinges aren’t broken. Also worth knowing The S3’s stereo and digital instruments can have issues. Among the companies that can help is Cluster Repairs UK
Origin: Used car buying guide: Audi S3 Mk1
Nearly-new buying guide: Ford Mondeo
Before PCPs allowed car buyers to realise their wildest dreams, motors such as the practical, spacious and good-to-drive Mondeo were what families bought and fleet bosses leased. The big Ford is still practical, spacious and good to drive, but times have moved on and it, and other large hatchbacks like it (it’s available in saloon and estate forms, too), are being left on the shelf. That’s good news if you’re a used car buyer, because while other people are paying top dollar for an SUV, the bargain hunter has the pick of Mondeos at lower prices. The model was launched here in 2014, two years after its US unveiling. In the interim, Ford of Europe had been tuning Henry’s world car for our tastes. The chassis might have lost a little engagement but its handling was as fluent as before and its ride and refinement stronger than ever. The cabin had lost none of its famed roominess, either. And then there were the engines: 1.0, 1.5 and 2.0-litre Ecoboost petrols spanning outputs from 123bhp to 237bhp, and 1.5 and 2.0-litre TDCi diesels ranging from 113bhp to 207bhp. Over the years Ford has refined the line-up, among the casualties being the 112bhp 1.6 TDCi, which, in 2015, was replaced by the 118bhp, Euro 6-compliant 1.5 TDCi. The pick of the crop? Depending on your requirements, it’s a toss-up between the 158bhp 1.5 Ecoboost petrol, the 148bhp 2.0 TDCi or a 118bhp 1.5 TDCi. Meanwhile, if you must have an automatic, the Powershift gearbox hurts economy but is a sweet-shifting thing. Only in its interior finish and design does the Mondeo betray its workaday roots. On the upside, infotainment is provided by Ford’s Sync 3 multimedia set-up. It’s not the most responsive but it’s got full phone integration and a digital radio. Every car has its orphan and in the Mondeo’s case it’s Style trim. Actually, it’s a big improvement on Edge, its equivalent in the previous-generation Mondeo, since it has alloy wheels, air-con and, crucially, colour-coded door handles, but the rear windows remain manual only. It’s good value but Zetec, the next trim up, is more plentiful and better equipped, with niceties including dual-zone air-con, rear electric windows and chrome and colour detailing. In 2016, it morphed into Zetec Edition with even more kit. It’s all you need really unless Titanium, the third spec, with its leather trim and parking aids, floats your boat. Also in 2016, ST-Line arrived. With lowered sports suspension, a bodykit, privacy glass and 19in alloys, it’s fun but pricey. The facelift came in this year, bringing a revised exterior, improved fit and finish (according to Ford) and new diesel engines. At prices to suit most pockets, the handsome, spacious and dynamically capable Mondeo makes a great used buy and, in this age of SUVs, it reminds us that riding high ain’t all it’s cracked up to be. Need to know The Mondeo HEV was Ford’s first hybrid car. It has a combined output of 185bhp and emits just 99g/km CO2. Prices start at around £10,500 for a 2015/15-reg example with 84,000 miles. If it’s a toss-up between a late 2018 or early 2019 Mondeo, it’s worth knowing that the model was facelifted in March 2019. It gained Ford’s new EcoBlue diesel engine (in 148bhp and 187bhp outputs) and an intelligent speed limiter. Confusingly, Ford operates two used car schemes. Ford Approved Used offers the balance of the new car warranty and a guarantee that the car has a full history. Ford Direct offers a two-year unlimited warranty and the assurance that cars are independently inspected and approved by the RAC. Our pick Mondeo 1.5 158bhp Ecoboost Titanium 5dr: This mid-power Ecoboost engine is punchy, reasonably economical and good value. A 2015/15-reg with 34,000 miles is £11,300 from a Ford dealer Mondeo 1.0 123bhp Ecoboost Zetec 5dr: This entry-level petrol engine struggles to haul the Mondeo and needs a light foot to return anything like its claimed economy. It’s good value, though, with a 35,000-mile 2015/15-reg car costing £9350. Ones we found 2014 Mondeo 1.6 TDCi Style estate, 129,000 miles, £4999 2015 Mondeo 1.5 TDCi Zetec 5dr, 117,000 miles, £6999 2016 Mondeo 2.0 TDCi 150 Zetec 5dr, 62,000 miles, £10,000 2018 Mondeo 1.5 TDCi Titanium estate, 18,000 miles,
Origin: Nearly-new buying guide: Ford Mondeo
Nearly-new buying guide: Vauxhall Corsa
The Corsa was the UK’s fourth-best-selling new car in June, a position it also holds in the current year-to-date rankings. That’s impressive for a car that, under the skin, dates back to 2006, when it was codenamed the Corsa D. The model under the microscope here is the Corsa E, launched in 2014. The change of letter suggests it was a lot more than a makeover. In fact, apart from some additional stiffening and revised locations for the suspension pick-up points, the platform was as before. Where the model’s step up the alphabet was more than justified was in its new engines and revised steering and suspension tailored for British roads but, most noticeable of all, its change of clothes. Apart from the roof, every panel was new. Inside, the car got a new interior featuring soft-touch plastics, better ventilation controls and a smarter music system. All but the most basic models gained Vauxhall’s IntelliLink infotainment system. Back in 2014, you could have your Corsa with a bewildering range of engines: a couple of naturally aspirated 1.2 and 1.4 petrols, a super-smooth 1.0-litre turbocharged triple in 89bhp and 113bhp outputs, a torquey 1.4 turbo in 99bhp and 148bhp flavours and a pair of fleet-friendly, Euro 6-compliant 1.3 CDTi diesels producing 74bhp and 94bhp. At the top of the pile sat the 202bhp 1.6 turbo in the VXR. The triples are worth seeking out but, if you want a little more oomph, choose the 99bhp 1.4 turbo. And then in 2018, they were all replaced by a quartet of Euro 6.2-compliant 1.4 petrol engines producing 74bhp, 89bhp, 99bhp and 148bhp. The 74bhp is plentiful and fine for town but you should hold out for the turbocharged 99bhp unit. The 148bhp engine is brisk but expensive. At launch, there were no fewer than 11 trims, but by 2018, they had fallen back to around nine, which is where they remain. Avoid the most basic and go mid-range, seeking out a combination of alloy wheels, air conditioning and 7.0in touchscreen featuring IntelliLink. On this basis, the Energy trim level gets our vote. Another is Sport, which is based on Energy and adds sports seats and pedals. With their special paint schemes, Red and Black Edition cars are fun and Griffin is good value but isn’t available with the later 99bhp 1.4 turbo engine. Factor in big new car discounts that fuel depreciation and the Corsa is a great used car buy. In fact, it’s a good time to pick up a late-plate model as Vauxhall dealers pre-register stocks to clear the way for the all-new Corsa that’s arriving later this year. For example, you can pick up a 2019/19-reg 1.4i 75PS Design 5dr with zero miles for £11,999, or around £1400 off the best discounted new price. At the other end of the cost spectrum, prices start at around £3500 for a high-mileage 2014 or well-equipped 15-reg Sting 1.4i. Need to know Laugh in the face of icy winter mornings: every Corsa from 2014 on has a heated windscreen. That’s every Corsa, from entry level to top spec. According to Vauxhall, it’s there because that’s what prospective buyers said they wanted. Or maybe it’s because the Corsa D suffered so badly from steamed-up windows? IntelliLink infotainment is standard on all trims bar Life and Sting. Featuring a 7.0in touchscreen and digital radio, Vauxhall’s connectivity system is also an extension of your Apple or Android phone. Although sat-nav is available on many trims, you’re better off using IntelliLink to access your phone’s navigation app. Vauxhall’s OnStar services will cease to be available from 31 December 2020, so don’t buy a Corsa on the strength of it alone. Our pick Corsa 1.4T 100PS Energy Air-con SS: The 99bhp engine is a spirited but refined unit that’s torquey at low revs. Add alloy wheels, IntelliLink and air-con and the model is a well-equipped all-rounder for sensible money Wild card Corsa 1.6T 205PS VXR: Fast, grippy and edgy, the VXR easily justifies its wild card status but also because these very qualities are what keep it in the shadow of the more poised and sophisticated Ford Fiesta ST. Ones we found 2015 Corsa 1.4i Sting 3dr, 103,000 miles, £3695 2016 Corsa 1.2i Design 5dr, 60,000 miles, £5789 2017 Corsa 1.4T 100 SRi 5dr, 40,000 miles, £7500 2018 Corsa 1.0 Energy 3dr, 10,000 miles,
Origin: Nearly-new buying guide: Vauxhall Corsa
Used car buying guide: Porsche 968
Back in 1994, Autocar’s test fleet boasted a Porsche 968 Club Sport in its ranks. Shorn of 50kg by the removal of equipment and stiffer than the standard car, it was a sweet-handling device. Some months after it arrived, we had reluctantly to return it. Someone should have made Porsche an offer for it. Today, you’ll be lucky to find a nice Club Sport (CS) for under £30k. In fact, as this was written, one dealer was asking £71,000 for a fully restored 1995 CS with 43,000 miles. Based on its 944 predecessor’s front-engine rear-drive platform, itself derived from the 924, the 968 was launched in 1992. It had started life on the drawing board as a 944 S3 before Porsche decided it had moved so far away from that model that a new name was called for. And so the 968, which shared around 20% of its parts with the 944 S2, was born. It went on sale in 1992 in 2+2 coupé and two-seat convertible forms powered by an all-aluminium 3.0-litre four-cylinder engine driving the rear wheels through a six-speed gearbox. Fitted with Porsche’s new VarioCam variable valve timing and Motronic fuel injection, it produced 237bhp – sufficient for 0-62mph in 6.5sec. The optional, dual-mode Tiptronic gearbox lengthened that to 7.9sec but then the standard 968 was never about straight-line performance. Rather, it was first and foremost a comfortable and engaging GT with, happily, everyday reliability and creature comforts. In contrast, creature comforts were the last thing the Club Sport version could boast of. It arrived in 1993 devoid of electric mirrors and windows, central locking, a hatch release and the two rear seats. Meanwhile, the front chairs were replaced by a pair of lightweight Recaros and it sat 20mm lower. The CS proved its value on the track but not in the showroom, where sales were nothing to write home about. Nonetheless, it had helped identify a strand of customer desirous of a semi-skimmed CS; still low, light and focused and perfect for weekend track days but also comfortable enough for the working week. And so the more popular 968 Sport was born at the end of 1994. Some say this version is the best 968 of all (at least those who can’t afford the CS) but really, almost 25 years since the last one left the factory, the best 968 is any version with a solid service history complete with supporting invoices, no mechanical issues and no rust. Fortunately, there are enough decent-looking 968s costing between £12,000 and £19,000 to rummage among and rising values only mean more will come to market properly refurbished. Relatively few 968s found homes in the UK, and when researching this guide, we encountered many specialists who claimed not to have seen a 968 in their workshop for years. No matter: the model’s scarcity and its reputation among enthusiasts is why, when you find a good one, you should snap it up. How to get one in your garage An expert’s view Mark Peters, Precision Porsche: “One of the first things you should check is the quality of the service history – not how many stamps it has in the book but the detail in the invoices. That’s where you’ll find information not only on oil changes and the grade of lubricants used but also on essentials such as belt and tensioner guide changes. I’d even look for timing chain replacement. Used parts are thin on the ground and that forces owners to buy expensive new ones, so be sure the 968 you buy hasn’t been neglected. For example, brake calipers can corrode, causing the pads to bind. I’ve known owners to file down pads to free them rather than buy new calipers!” Buyer beware… ■ Engine: Check that the water pump, timing belt, balancer shaft belt and timing chain tensioner guides, if not the chain itself, have been changed at four-yearly intervals. Look for oil leaks from the front engine seal and inspect the fuel pipes for rust. Check the electric cooling fan cuts out: the relay is £200. ■ Transmission: Listen for the rear diff pinion bearing whining and feel for it vibrating. Check the clutch since a replacement is expensive. Make sure the Tiptronic has had regular oil changes. Controls such as kickdown switches can play up. ■ Tyres, brakes and suspension: Make sure pads aren’t seized in the calipers and the brake pipes aren’t corroded. Check the condition of the trailing and control arms, and the front wishbone outer ball joints, which can fail frequently. Make sure the shock absorbers are okay since they’re expensive to replace. ■ Body: Remove the undertrays and check for rust. Look for water ingress from the sunroof and tailgate, which can affect an under-seat-mounted ECU. The galvanised body is prone to rust, especially under the rear wheel arches and around the rear trailing arm bodyshell mounts. One we found Porsche 968 Lux Coupé 1993/K-reg, 99,5000 miles, £13,995: Full Porsche service history and free of rust, this 968 has recently been fitted with a new clutch, shock absorbers, brake discs, a cambelt and idlers.
Origin: Used car buying guide: Porsche 968
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