The new Audi A3, Mercedes A-Class and Volvo V40 arrive this autumn, with each aimed at buyers looking for a compact hatchback with a classy badge. The V40 is available to order now, the A3 goes on sale on May 28, while the A-Class opens its order books in August. Deliveries of all three start in September.
We've already driven the new Audi A3, which goes on sale as a 3dr. A five-door Sportback model is due in spring 2013.
The new A-Class is a sleek, conventional hatchback in the BMW 1 Series mould - unlike the current model, which is a compact, upright hatchback with an MPV-style interior. We've tested some of the A-Class's new engines at an exclusive preview, but full spec details are yet to be confirmed.
The new Volvo V40 replaces two models ? the S40 saloon and V50 estate. Just like the A-Class, the V40 is aimed squarely at premium compact hatchback rivals such as the VW Golf and Alfa Romeo Giulietta. You can read our review of the new V40 next week.
Here's our guide to how the three new models compare.
2012 Audi A3, Mercedes A-Class and Volvo V40: dimensions
A new Renault concept car has been revealed in a leaked online image.
What appears to be an official shot shows a sports car strongly influenced by the Dezir concept car car that was unveiled in 2010.
The new concept car has 'Alpine' badging beneath a large Renault logo. Alpine is a Renault-owned sports car manufacturer that hasn't produced a new Alpine model since 1994.
Renault insiders have previously told us that the next Clio will be influenced by some of the Dezir's design details and also hinted that the Alpine brand could be revived.
Rumours suggest the new concept car has been built to commemorate the 50th anniversary of the Alpine A110, and that more details are expected to be released this Friday.
The Renault Zoe is no ordinary electric car. At heart it?s a conventional five-door supermini, but one that manages to combine its real-world appeal with funky, futuristic styling.
What's so 'real world' about it? Well, it's affordable ? just £13,650 for the entry-level model ? and thanks to the under-slung battery, it has a proper boot.
Renault has high hopes for the Zoe, but we want to know what you think.
If you fancy being whisked off to Paris for the day ? on Wednesday, June 6 ? to see Renault's new Nissan Leaf rival, get in touch now.
Contact us at the email address below, with the following details:
•Your name •Your age •Your occupation •The car you currently drive •Your mobile phone number •Where you?ll be travelling from •Why you?re keen to preview the Renault Zoe
The Morgan Plus 8 will be familiar to most, because the overall shape has barely changed since the original version was launched in 1968.
Under the skin, however, this latest Plus 8 is built on the same chassis as the £100,000 Morgan Aero supercar, while power comes from a V8 engine that?s a version of the one found in the previous-generation BMW 550i.
What?s the 2012 Morgan Plus 8 like to drive? Unlike most new cars, the Plus 8 has few electronic safety aids. Power steering and anti-lock brakes aside, you?re on your own.
Despite the powerful engine and rear-wheel-drive configuration, the Plus 8 never feels as though it's going to bite ? as instinct suggests it might with 390bhp on tap and no stability control to rein it in.
Part of the reassurance comes from the steering, which is sharp and precise.
This sharpness is further aided by firm suspension, which keeps everything stable, although it does make the ride jittery on poor surfaces.
The Plus 8's look has changed little since its 1968 launch
Another disappointment is the sluggish automatic gearbox, which feels more suited to a relaxed cruiser than a sports car. However, slide the lever into manual override and it feels usefully sportier. The barking blips of the throttle that come with downshifts are a delight to hear.
At idle, or at work, the V8 engine provides a growling soundtrack that never becomes irritating.
What?s the 2012 Morgan Plus 8 like inside? There's no clock in the Plus 8, and that's no real surprise for a cabin that looks much like time forgot.
The only nod to modern life ? a CD-player ? is tucked away almost out of sight. Elsewhere on the dashboard, the speedometer and rev counter are centrally mounted, while most of the other functions are controlled with a row of small buttons lower down.
There's no clock in the cabin that time forgot
The hood feels solid and is easy enough to flip up if it starts to rain, but you might get wet while securing the fastenings.
Day trips are the realistic limit of the Plus 8, considering that there?s no boot, and you?ll be left wedging luggage behind the seats and in the passenger footwell.
Should I buy one? Don?t be fooled by the Plus 8's classic looks; the new engine and chassis mean it handles extremely well ? better than the more expensive Aero, in fact.
There are, however, a few drawbacks; most notably the £82,500 price. Anyone paying this might then frown at the interior finish, which is not up to the standard found in similarly priced rivals.
What other £85,000 cars won?t provide as readily is the special feeling that comes with owning, driving and looking at the Plus 8.
We think the Plus 8's better to drive than its 100K Aero Coupe sibling
The Morgan Aero Coupe is a different sort of Morgan. While most of the firm?s cars are scruff-of-the-neck roadsters with more than a hint of nostalgia, the Aero is a modern supercar (albeit with striking old-school styling) designed for practicality and long-distance touring.
What?s the 2012 Morgan Aero Coupe like to drive? The Aero Coupe certainly has supercar performance. Power comes from a BMW-sourced 4.8-litre V8 that produces 372bhp and 370lb ft of torque, and because the car is made mainly from aluminium, it?s extremely light.
That combination makes for some pretty staggering acceleration. The engine is keen to pull throughout the rev range, and when you?re generous with the revs, the thrust you feel gets properly savage. The 0-62mph dash takes just 4.5 seconds, and the Aero Coupe can go on to a top speed of 170mph.
Acceleration is staggering: 0-62mph in 4.5 seconds
The automatic gearbox struggles to keep up, though, because it?s irritatingly reluctant to kick down. You?re better off using the manual override, which allows you to swap gears by pulling the selector backwards and forwards. When you do this, the gearchanges are impressively brisk.
They have nothing on the noise the engine makes, though. Fire it up, and there?s a delightful bass-heavy gurgle. Put your foot down and the gurgle turns into a mind-blowing throaty howl. You?ve never heard anything like it.
The engine sounds great, but the noise becomes tiring at speed
The trouble is, the noise of the engine also has much to do with why the Aero can?t cut it as the luxurious long-distance tourer it?s designed to be.
The volume doesn?t drop enough when you?re up to cruising speed, so on a long journey, the noise becomes irritating rather than awe-inspiring. Despite the volume, it can?t drown out the road noise generated by the fat tyres, or the sound of the wind whistling around the seals of the ill-fitting windows.
Long bonnet houses BMW-sourced V8 engine
The Aero Coupe isn?t comfortable enough for a touring supercar, either. The ride is too harsh at low speeds, and while things improve when you?re going faster, it can?t match the comfort or high-speed stability of similarly priced rivals.
The Aero does feel very light-footed for such a big car, and there?s lots of grip to play with. However, the steering undermines confidence because its initial reactions are irritatingly slow, and the inconsistent weighting and shortage of self-centring action means you often find yourself heaving away at the wheel.
Unresponsive steering is disappointing
What?s the 2012 Morgan Aero Coupe like inside? The retro theme continues in the cabin, where there's a simple, no-frills dashboard layout. However, while simple design usually means good ergonomics, it doesn?t in the Aero Coupe. Some of the dials and controls are tucked away behind the steering wheel, meaning you can?t see them without craning your neck.
The steering wheel itself moves for reach and rake (although not by enough to let you see the obscured dials), but the driver?s seat moves back and forth only. Even the backrest angle is fixed, never mind the height of the seat. That means some drivers could struggle to find a comfortable driving position.
Interior looks cheap and there's a shortage of seat adjustment
That?s if they can get in at all. Space isn?t a problem in either of the two seats, but actually climbing into the car takes a certain amount of contortionism due to the low roof, wide sills and narrow footwells.
Once you?re in, you might regret making the effort. The interior is good for a Morgan, with double-stitched leather and chrome detailing, but some parts look unforgivably cheap. Much of the switchgear is a mish-mash of old Ford and BMW parts, the windows don?t line up properly and the doors are reluctant to shut without a slam. In short, the Aero Coupe is way behind the best supercars for luxury and build quality.
You?re not compensated with stacks of luxury kit, either. Your money gets you air-conditioning, remote locking and a CD player with USB input, but that?s about it.
Safety kit is in similarly short supply; there?s no stability control to help you tame the considerable power, and Morgan fits only two airbags.
Should I buy one? There are certain things you can forgive a car purely because it?s a Morgan. The low-volume manufacturer is bound to be a little way behind the big boys on build quality, and with style taking precedence over substance, it?s easy to understand why the ergonomics are a little shaky.
In fact, the Aero Coupe?s super-rich buyers will probably forgive the car just about anything due to the way it looks and sounds. It?s the ultimate way to show off.
For us, though, the Aero Coupe has too many fundamental flaws, especially when it costs just £50 shy of a hundred grand. Granted, that?ll probably be a drop in the well for the people who buy it, but we can think of many other supercars at similar money that?ll give you good looks and a good soundtrack, plus plenty more besides.
The 2012 Lexus RX450h is on sale now, with prices starting from £44,495.
The updated RX450h is a rival for the BMW X5 and Mercedes-Benz M-Class and has been refreshed with styling changes, more standard equipment, and a new F-Sport model.
Lexus's luxury hybrid SUV gets the company's new 'spindle'-shaped grille, while the rear is updated with redesigned tail lamps.
The interior has been revised with a new steering wheel and switchgear design. Operation of the Remote Touch controller has been tweaked, too, so that it now works more like a computer mouse.
New RX450h F Sport The new F Sport model costs from £51,995 and gives the RX sharper looks and performance. A more vertical front bumper ? with upper and lower mesh grilles ? gives a more purposeful appearance. There are also 19-inch alloy wheels and F Sport badging.
Inside, the sporty theme is continued with aluminium-effect pedals and trim inserts. Leather upholstery, black roof lining and a bespoke leather-trimmed steering wheel are also included.
The F Sport has chassis and engine tweaks for more sporty dynamics, including a lateral damper system to increase stability, similar to the one in the CT 200h F Sport.
Performance is increased by an additional Sport mode. Selecting this setting modifies the throttle responses and steering settings for faster responses. It also makes the stability control less intrusive, allowing the driver more control.
Lexus has revised equipment levels across the entire RX450h range. The entry-level RX450h SE gets daytime running lights, new leather upholstery and a redesigned steering wheel.
Luxury trim includes dark-finish 19-inch alloys and an upgraded stereo system with DAB radio and a DVD player.
F Sport trim includes a head-up display and LED swivelling headlights.
The range-topping RX450h Premier now gets a sunroof, a head-up display and air suspension as standard.
Alongside the new model and equipment upgrades, Lexus is offering two new accessory packs for the RX450h. The Lifestyle Pack includes front and rear protective plates and roof rails, while the Protection pack provides rubber floor mats, bumper film, mud flaps and a cargo net.
Lexus RX450h prices
RX 450h - £44,495 RX 450h Luxury - £48,495 RX 450h F Sport - £51,995 RX 450h Premier £55,495
Prices for the 2012 Kia Cee'd have been announced, with the entry-level model starting at £14,395.
The all-new Cee'd is closely related to the 2012 Hyundai i30, which went on sale in March. These Korean hatchbacks share much under the skin, but each has its own distinctive look, and their prices and specification differ. Here's our breakdown of each range, to help you choose between the two.
2012 Hyundai i30 and Kia Cee'd: prices Prices for the Hyundai i30 start from £14,500. The cheapest Cee'd is £205 cheaper at £14,395. Both entry-level models have a 98bhp 1.4-litre petrol engine.
The cheapest diesel version of each has an 89bhp 1.4-litre diesel engine. Kia Cee'd diesel models start from £15,695, whereas the cheapest diesel-powered i30 is £16,145.
The most popular engine in each range is likely to be a 1.6-litre diesel. Hyundai offers two versions, with either 109- or 126bhp: both have 192lb ft of torque. Kia offers the 126bhp version only.
In entry-level trim, the Kia Cee'd 1.6 CRDi 126 costs £16,295; £600 less than the 109bhp i30 1.6 CRDi.
Prices for the Kia rise to £23,795 for the 1.6 GDI DCT 4 Tech. The 1.6 CRDi Blue Drive Style Nav tops the i30 range at £20,295.
Hyundai i30 prices 1.4 Classic: £14,500 1.4 CRDi Classic: £16,145 1.6 CRDi 109bhp Blue Drive Classic: £16,895 1.4 Active: £15,600 1.6 auto Active: £17,000 1.4 CRDi: £17,245 1.6 CRDi 109bhp Blue Drive Active: £17,995 1.6 CRDi 109bhp auto Active: £18,800 1.4 Style: £16,600 1.6 CRDi 109bhp Blue Drive Style: £18,995 1.6 CRDi 109bhp auto Style: £19,800 1 .6 CRDi 126bhp Blue Drive Style: £19,295 1.4 Style Nav: £17,600 1.6 CRDi 109bhp Blue Drive Style Nav: £19,995 1.6 CRDi 109bhp auto Style Nav: £20,800 1.6 CRDi 126bhp Blue Drive Style Nav: £20,295
Classic • Air-conditioning • Bluetooth • Steering wheel stereo controls •USB and aux connections • Electric front windows • Electrically adjustable, heated door mirrors
Active • Alloy wheels • Rear parking sensors • Electric rear windows • Extra body-coloured/chrome exterior trim
Style • Dual-zone climate control • Front parking sensors • Automatic headlights and wipers • Electrically folding door mirrors
Style Nav • Touch-screen satellite-navigation system • Rear-view camera
2012 Kia Cee'd trim highlights
1 • Air-conditioning • Bluetooth • Steering wheel stereo controls •USB and aux connections • Electric front windows • Electrically adjustable, heated door mirrors
2 • Alloy wheels • Rear parking sensors • Electric rear windows • Extra chrome exterior trim • Electrically folding door mirrors
3 • Dual-zone climate control • Automatic headlights and wipers • Electric front seat lumbar adjustment • Touch-screen satellite-navigation system • Rear-view camera
The Kia Cee'd was the car that elevated the Korean brand to a new level of desirability the UK. This second-generation model aims to take it to higher still.
It's closely related to the new Hyundai i30, and shares much of the same technology. That extends to its 126bhp 1.6 diesel engine, which Kia expects will be the most popular in the range. Prices for this model start at £16,295, and rise to £23,595.
What?s the 2012 Kia Cee'd like to drive? This engine deserves to be a popular choice, we'd say. It's not especially strong, but it's usefully flexible and exceptionally refined. There's a gentle thrum under acceleration, but at motorway speed barely a whisper. There's little wind noise, too, and a persistent level of road noise doesn't stop the Cee'd being a quiet cruiser. The handling is good, too, and although the steering a little slow to respond, the Cee'd is more fun to drive than an i30. The ride is firm, but not overly so.
The Kia Cee'd is more fun to drive than the closely related Hyundai i30
What?s the 2012 Kia Cee'd like inside? The Cee'd's cabin is solid, but lower-spec models are noticeably less plush than the pricier ones. Overall, the Hyundai i30's interior has a bit more sparkle and a VW Golf feels like a much more expensive car.
The driving position is good, however, and there's enough space for five to sit in comfort.
Lower-spec models are noticeably less plush inside than pricier variants
Should I buy one? Anyone worried that Kia would see the launch of the new Cee'd as an excuse to bump up prices can rest easy ? value for money remains one of its key strengths. In entry-level 1 trim the 1.6 CRDi costs £16,295: that makes it cheaper ? and more powerful ? than most rivals.
Add in a seven-year warranty and it's a very appealing package. At this price, the Cee'd's strongest competition comes from ? you guessed it ? the Hyundai i30 1.6 CRDi 110 Classic, which offers similar kit, but costs £500 more and has a version of the same engine, with less power (albeit no less torque). For now, it's too close to call. We'll have a definitive answer when we've tested the two cars back-to-back.
Value for money remains one of the Cee'd's key strengths
We put the What Car? fleet through the ultimate test - everyday life.
We?re a varied bunch of people, and drive each other's cars regularly, so we find out what the cars on test are like from a wide range of perspectives.
Each week we update our reports, giving you the insider track on what these cars are like to own.
Simply click on the links below to get the latest on our cars or scroll to the bottom to see video updates of our cars.
The new Golf GTI Cabriolet is the first soft-top version of VW's iconic hot hatch for almost 20 years.
It's instantly recognisable as a GTI, thanks to telephone dial alloy wheels, a deep front air dam and a honeycomb grille with a red surround.
However, like every Golf Cabriolet, it has a fully electric hood that can be lowered in 9.5 seconds while driving at speeds of up to 18mph.
Power comes from the hatchback's 208bhp 2.0-litre turbo engine, and this helps the Cabrio sprint from 0-62mph in 7.3 seconds ? just 0.4 seconds slower than the hatch.
What's the 2012 Golf GTI Cabriolet like to drive? Chopping the roof off a car inevitably compromises rigidity, and you can feel this in the way sharp bumps send shudders through the GTI Cabriolet's body and steering wheel.
The ride is more unsettled than the hatch's over patched-up roads, too. However, it's far from harsh, and the GTI Cabrio still feels poised, alert and grippy.
Well-weighted steering adds to the sense of fun. The performance figures don't do the engine justice, either, because it loves to rev, yet is just as happy when you rely on its strong low- and mid-range torque.
The performance figures don't do the engine justice
Roof-up refinement is equally impressive, but you need to fit the wind deflector when the roof is down, or there's a lot of wind buffeting in the cabin.
A six-speed manual gearbox ? that doesn't like to be rushed ? is standard, while VW's DSG paddle-shift 'box is available as a £1300 option.
Roof-up refinement is impressive; the handling is alert and grippy
What's the 2012 Golf GTI Cabriolet like inside? Alloy pedals, tartan seats and a flat-bottomed steering wheel give the cabin a sporty look, and the dashboard feels classy and is logically arranged.
Drivers of all sizes should be able to get comfortable because there's a huge range of seat and steering wheel adjustment. Rear vision is restricted with the roof up, however, and it can be hard to read the sat-nav screen in bright sunlight.
Two adults can sit in the back without feeling overly cramped. Alternatively, you can drop the rear seats to supplement the boot, which has a modest 250-litre capacity and a small opening.
Should I buy one? If you're in the market for a fast four-seat convertible, the Golf GTI Cabriolet should be at ? or near ? the top of your list.
It's priced to compete with the BMW 125i Convertible and the 2.0 TFSI version of Audi's A3 Cabriolet, yet it feels more special than both.
Just make sure you really want a convertible; the GTI hatch is better to drive and up to £3660 cheaper.
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