Saloon

Munich-based BMW is most famous for its sports saloons, in particular the 3 Series and 5 Series. However, it actually builds almost every type of car imaginable: everything from two-seat convertibles to seven-seat MPVs.

The cheapest model in the BMW range is the 1 Series hatchback, which is a rival to the Audi A3, Mercedes-Benz A-Class and Volkswagen Golf. Meanwhile, at the other extreme is the i8 plug-in hybrid sports car, which costs more than £100,000.

BMW was also quick to capitalise on the rise of the SUV and now has six in its range: the X1, X2, X3, X4, X5 and X6.

All of this makes it one of the big three German prestige brands, along with Audi and Mercedes-Benz.

Alfa Romeo now has one of its strongest-ever model line-ups, after years of living off past glories.

The BMW 3 Series-rivalling Giulia executive saloon is one of the best cars in its class to drive and has performed very well in the annual What Car? Reliability Survey, while the closely related Stelvio competes in the booming SUV class.

Smaller and larger SUVs are planned, as is a two-door coupé version of the Giulia that will take on the Audi A5, BMW 4 Series and Mercedes-Benz C-Class Coupé.

It’s all a long way from the days when Alfa Romeo just had a couple of dated hatchbacks (the Mito and Giulietta) and the niche 4C sports car in its range.

ALFA ROMEO

Giulia Quadrifoglio

The Giulia Quadrifoglio is a fast and utterly rewarding performance saloon and, reliability issues aside, a good used buy

Used Alfa Romeo Giulia Quadrifoglio 2016-present

<h2>What we're looking for:</h2><ul><li>Entertainingly agile handling</li> <li>Eye-widening acceleration</li> <li>Fruity exhaust note</li> <li>Punchy and characterful engine</li> <li>Great driving position</li> <li>Everyday usability</li></ul>

The best performance cars combine sports car-rivalling acceleration with&nbsp;engaging handling. However, they also retain the&nbsp;impressive everyday usability of the conventional saloons and estates on which they're based.

Performance car

According to a number of car enthusiasts, everyone should at some stage own an <a href="https://www.whatcar.com/make/alfa-romeo">Alfa Romeo</a>. To do so over the past few decades would have been an act of supreme faith, as the firm’s cars have often been lacking in the sparkle and the performance that made older Alfas so charismatic. And that’s before you’ve mentioned the spectre of build quality.&nbsp;

Enter this Alfa Romeo Giulia Quadrifoglio. It was so important to the image of Alfa that it was actually launched slightly before the cooking version of the car, the advanced <a href="https://www.whatcar.com/alfa-romeo/giulia/saloon/review/n159">Giulia executive saloon</a>. It&nbsp;was immediately marked out for its light construction, its dynamics, its looks and its potential for low-stress ownership. It took on its mostly German&nbsp;rivals and gave them a tremendous run for their money. Those same enthusiasts wept with joy.&nbsp;

And it was completely justified. Under the bonnet is a 503bhp 2.9-litre twin-turbo V6 engine that was, say the car’s engineers, inspired by a similar unit in a Ferrari. Other features included adaptive dampers that you can stiffen or soften, a rear differential that can send 100 per cent of the drive to either rear wheel, a trick suspension and a host of electronic chassis refinements designed to work together to balance the car when the going gets tough.&nbsp;

New, the Giulia Quadrifoglio cost a little more than a <a href="https://www.whatcar.com/bmw/m4/coupe/review/n17199">BMW M4</a> but slightly less than a <a href="https://www.whatcar.com/mercedes-benz/c-class/coupe/review/n17218">Mercedes-AMG C63</a>, and its standard equipment was up there with both. You’ll get 19in alloy wheels, xenon headlights, leather and Alcantara seats and cruise control.

To drive, this Alfa is right up there with the best. The engine is a delight, with an instantaneous response to the throttle and a huge surge of power. It sends that shove through an eight-speed automatic gearbox, and the Quadrifoglio can cover the 0 to 62mph sprint in just 3.9sec and go on to a top speed of 191mph. There are four varying driving modes you can choose from: Race, Dynamic, Natural and Advanced Efficiency.&nbsp;

All that clever chassis electronics help it corner wonderfully, too. It feels light and nimble, with super-quick steering and plenty of grip. It feels delightful, with handling that is multi-adjustable and supremely entertaining. It rides well, too, with a suppleness rare in cars of this performance.&nbsp;

The driving position is excellent, too, low down and with everything well-positioned around the driver. The seats are supportive and have a good range of adjustment, as does the steering wheel. The dashboard and surrounding areas are logically laid out, and the dials are clear and easy to read. The infotainment system is controlled by a rotary controller and relayed through an 8.8in colour display that appears as if from nowhere behind a smoked screen. There's built-in sat-nav and <a href="https://www.whatcar.com/advice/owning/what-is-apple-carplay/n1193">Apple CarPlay/Android Auto</a> smartphone mirroring.

Rear-seat space is good, if not outstanding. There’s enough leg room for taller passengers, although head room isn’t overly generous. The boot’s a good size too, bigger than most of its rivals, but the rear seats don’t fold to enable a greater carrying capacity.&nbsp;

A facelift in 2020 enhanced the interior further, bringing even more generous lashings of carbonfibre, a higher-quality flat bottomed steering wheel and a matching leather wrapped gear selector; as well as detail touches like an Italian flag motif at the base of the gear shifter to remind you of the reputation for luxurious craftsmanship that Alfa Romeo’s home nation has always enjoyed – if not always where building saloon cars is concerned. Best of all, though, the ergonomic and quality quibbles that blighted earlier Giulias were addressed. For example, the rotary infotainment controller, which felt a little loose, now has a solid click.&nbsp;

In 2021 a lightweight and 533bhp GTA version, and a stripped-out GTAm, was added to the range, in a limited edition that soon sold out.&nbsp;

If you're interested in buying a <a href="https://www.whatcar.com/used-cars/alfa-romeo/giulia?used=true&amp;nearlynew=true&amp;postCode=tw1%203sp">used Alfa Romeo Giulia Quadrifoglio</a>, or any of the other cars listed here, head over to our used car classifieds site <a href="https://www.whatcar.com/used-cars">here.</a>&nbsp;

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Alfa Romeo Giulia Quadrifoglio Saloon

The BMW M3 is one of the most thrilling performance cars you can buy, and it's a good used buy too.

Used BMW M3 2014-2018

Years ago, you knew where you stood with <a href="https://www.whatcar.com/make/bmw">BMWs</a>. If you wanted an extremely competent <a href="https://www.whatcar.com/category/executive">compact executive saloon</a> you bought a <a href="https://www.whatcar.com/bmw/3-series/saloon/used-review/n801">3 Series</a>. If you wanted that, but wanted to show the world at large what a sporting person you were, you bought the <a href="https://www.whatcar.com/bmw/3-series/coupe/used-review/n255">two-door coupe</a> version. If you really wanted the world to know how gifted you were behind the wheel, you bought an M3, the original versions of which were two-door only, but which by 1994 had become available as a practical four-door saloon too. Practical it might have been, but no one would ever think it dull, with its fat tyres and huge wheels and bulging arches.

A few years ago, though, BMW changed course, and if you wanted a two-door M3 in cut-short coupe form, you had to buy what was now called <a href="https://www.whatcar.com/bmw/4-series/coupe/used-review/n847">the 4 Series</a> - in full-on, mega-power form it was called the M4. If you wanted your super-sporting M3 as a four-door, though, it soldiered on as the M3. In practice there was little to choose between the two, other than the number of doors, with both sharing the same engine and chassis components and set-ups.

Alas, the demands of new emissions legislation put paid to the M3 in 2018, four years after its UK launch, although the more popular M4 carried on a little longer. With the <a href="https://www.whatcar.com/bmw/3-series/saloon/used-review/n20393">latest-generation 3 Series</a>, however, in 2019, BMW reintroduced the M3.

However, anyone looking for a seriously quick and astonishingly capable sporting saloon on the used market should look no further than the M3. Under its purposeful bonnet is a fire-breathing twin-turbocharged 425bhp inline six-cylinder engine, and from new there was the choice of six-speed manual or seven-speed dual-clutch automatic gearbox, the latter of which offers lightning-quick changes and is the quicker car on paper, too: the 0 to 62mph sprint can be dispatched in a mere 4.3 seconds. Opt for a car that came fitted with the Competition Pack and you'll get 20in alloys, track specific springs, dampers and anti-roll bars, a black chrome quad exhaust system and an improved audio system.

There is only the one trim level, and it’s handsomely equipped. Standard equipment includes dual-zone climate control, electric heated memory seats, a DAB radio, sat-nav, Bluetooth and USB connectivity. In fact, most of what you need, and a lot of what you want, is included as standard in the M3.

On the road, that powerful engine translates into some stunning performance figures, as mentioned, and its response to the pedal makes it truly exhilarating to drive. It sounds great, too, from the outside, even if it is rather rough-sounding from the inside. You’ll have no qualms when it comes to cornering, too, with immense levels of grip, terrifically enjoyable handling and super-responsive and well-weighted steering. The M3 is an agile and adjustable delight to drive, with a suspension that can be made firmer when you’re driving harder, and very little body lean in corners. The flip-side is the BMW’s ride is firm, but it’s also tolerable for a car of its ability. There’s lots of road noise at motorway speeds, however, so long drives can become a little tiring.

Inside the low-set driving position is spot-on, and there’s plenty of adjustment. The figure-hugging seats hold you in place, and all-round visibility is good. All of this, together with good materials, fine detailing and precise, slick controls, gives the car a suitably premium feel. The M3 is not as flashy as some of its alternatives but many drivers will prefer its more restrained look and feel. It also comes with BMW’s excellent iDrive infotainment system. It’s linked to an 8.8in colour screen and is controlled via a handy rotary dial down by the gearstick. It’s simple to use and easy to look at because the screen is mounted high up on the dash. The standard-fit BMW Professional Media Pack also gives you access to a greater number of online services and an upgraded sat-nav.

There’s plenty of space, too, at least up front. Taller passengers in the rear behind a tall driver might be short of leg room, but on the whole this is a roomy four-door car capable of carrying four in comfort. The boot is the same size as the standard car’s, so can easily manage the sort of luggage you might need for a family holiday. &nbsp;&nbsp;

If you're interested in buying a <a href="https://www.whatcar.com/used-cars/bmw/m3?used=true&amp;nearlynew=true&amp;postCode=tw1%203sp">used BMW M3</a>, or any of the other cars mentioned here, check out our used car classifieds site <a href="https://www.whatcar.com/used-cars">here.</a>

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&nbsp;

BMW M3 Saloon

Coupe

The first-generation M4 is supercar-fast and every bit as good&nbsp;to drive as the four-door M3, but it’s a little less practical.

Used BMW M4 2014-2020

Don’t be confused by <a href="https://www.whatcar.com/make/bmw">BMW</a> nomenclature.

So, basically, the <a href="https://www.whatcar.com/bmw/m3/saloon/used-review/n18202">M3</a> was a <a href="https://www.whatcar.com/category/coupe">two-door coupe</a> and <a href="https://www.whatcar.com/category/executive">four-door saloon</a>, a high-performance version of the firm’s hugely successful <a href="https://www.whatcar.com/bmw/3-series/saloon/used-review/n801">3 Series</a> compact executive car. It went through many generations and many differing styles and it even reached V8-engined status in an earlier version. However, for these&nbsp;models, introduced in 2014 and on sale until 2020, BMW decided to call the two-door 3 Series the 4 Series, so if you wanted a four-door sports car version you bought what was still called the M3, but if you wanted a two-door coupe you bought an M4.

Simple, right? Underneath its swoopier bodyshell the M4 shares engine and chassis components and set-ups with the M3, so they are truly sisters under the skin. Motive force is provided by a purposeful and fire-breathing twin-turbocharged 425bhp inline six-cylinder engine, and from new there was the choice of six-speed manual or seven-speed dual-clutch automatic gearboxes, the latter of which offers lightning-quick changes and is the quicker car on paper, too: the 0 to 62mph sprint can be dispatched in a mere 4.1 seconds. There is, of course, an array of technical trickery, including adaptive dampers, heavily revised aluminium suspension, and an electronically controlled limited-slip differential.

There is only the one trim level, and it’s handsomely equipped. Standard equipment includes dual-zone climate control, electric heated memory seats, a DAB radio, sat-nav, Bluetooth and USB connectivity. In fact, most of what you need, and a lot of what you want, is included as standard in the M4. Opt for a car that came fitted with the Competition Pack and you'll get 20in alloys, track specific springs, dampers and anti-roll bars, a black chrome quad exhaust system and an improved audio system.

On the road, it’s an absolute peach, like the M3. Despite that glorious engine up front, the M4 has a perfect 50/50 weight distribution and drives the rear wheels. Power is plentiful: response is almost instantaneous, despite the turbocharged nature of the unit, and it’s a ridiculously fast car that has no problem storming up to its limited top speed of 155mph. &nbsp;&nbsp;&nbsp;&nbsp;

It sounds great, too, at least from the outside - it can sound rather rough-sounding from the inside. You’ll have no qualms when it comes to cornering, too, with immense levels of grip, terrifically enjoyable handling and super-responsive and well-weighted steering. The M4 is an agile and adjustable delight to drive, with a suspension that can be made firmer when you’re driving harder, and very little body lean in corners. The flip-side is the BMW’s ride is firm, but it’s also tolerable for a car of its ability. There’s lots of road noise at motorway speeds, however, so long drives can become a little tiring. 
 
Inside the low-set driving position is spot-on, and there’s plenty of adjustment. The figure-hugging seats hold you in place, and all-round visibility is good. All of this, together with good materials, fine detailing and precise, slick controls, gives the car a suitably premium feel. The M4 is not as flashy as some of its alternatives but many drivers will prefer its more restrained look and feel. It also comes with BMW’s excellent iDrive infotainment system. It’s linked to an 8.8in colour screen and is controlled via a handy rotary dial down by the gearstick. It’s simple to use and easy to look at because the screen is mounted high up on the dash. The standard-fit BMW Professional Media Pack also gives you access to a greater number of online services and an upgraded sat-nav.

Space inside is good up front, and the rear seats in the M4 are far from being a token gesture towards practicality. Even six-feet-tall passengers will be able to clamber in easily enough, thanks to the wide doors and front seats that slide far forward and out of the way.

Once inside, there's a surprising amount of leg room, but the sloping roof means your passengers will have to slouch to stop their heads from brushing the ceiling. There’s only room for two in the back – with the space between them given over to an armrest.

If you're interested in buying a <a href="https://www.whatcar.com/used-cars/bmw/m4?used=true&amp;nearlynew=true&amp;postCode=tw1%203sp">used BMW M4</a>, check out our used car classifieds site <a href="https://www.whatcar.com/used-cars">here.</a>&nbsp;

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&nbsp;

BMW M4 Coupe

The BMW M5 is a humdinger of a sports saloon and a towering achievement, with huge speed and a luxurious interior

Used BMW M5 2011-2016

If you’re in the market for an uber-fast saloon that’ll handle racetracks and the school run with equal aplomb, one that’ll fill your neighbour's eye and dismiss a trans-continental family holiday with nonchalant ease then feast your eyes on the BMW M5.

Since 1984 the German firm has been churning out these brilliantly souped-up versions of its premium saloon, in varying generations that have ranged from the subtle to the explosive, with V10 engines under the bonnet and, in its latest guise, four-wheel drive.

This generation, launched in 2011 and replaced in 2016 and known in-house by the rather unglamorous moniker F10, made do with a V8 and rear-wheel drive, but within those limitations produced a car of remarkable agility and supreme desirability. Under the bonnet, you’ll find an all-aluminium 4.4-litre twin-turbocharged V8 engine good for a whopping 552bhp, making it at the time the most powerful of all M5s. However, if that were to be not enough for that trans-continental bash, or urban commute, you could upgrade to a Competition Pack version that produced even more: 565bhp. Or, you could have a limited-edition Competition Edition that was good for an even more thrilling 592bhp.

There’s only the one trim level but that is comprehensively equipped and luxuriosly appointed, with evidence of some real quality in its furnishings. Kit-wise, the M5 gets 19in alloys, blue brake calipers, cruise control, a quad-exhaust system, a glass sunroof, and adaptive xenon headlights, while interior goodies include a 10in screen iDrive infotainment system with a DAB radio, sat-nav, a Merino leather interior, sports seats and a head-up display too.

On the road, the M5’s engine is a wonderfully rorty unit and with it the car goes like the clappers, with 0 to 62mph coming up in 4.3 seconds and even 0 to 100mph achievable in under 9 seconds. The seven-speed, dual-clutch M DCT transmission is the M5’s next greatest success story. It endows the car with relaxed usability to match its superb at-pace precision. Approach a corner and its indomitability is reinforced by responsive steering, high grip levels and tremendously adaptable handling that is both secure and deeply rewarding. The M5’s multi-mode suspension settings allow you to switch between the magnificently firm and the reasonably comfortable while never detracting from the car’s fluid approach to cornering, or its high-speed potential when belting through them. The flip-side is a stiff ride in the sportier modes and a firm ride in the easier ones, although it could never be called uncomfortable.

Inside is a high-class interior of material richness and soft-touch materials that offers a superb driving position, adjustable electrically through the chubby wheel and supportive sports seat, and plenty of space both up front and in the rear. There’s even a handsomely sized boot, large enough for a huge weekly shop or to be stuffed with all the family’s luggage en route to your rented gite, far down in the south of France. &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;

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&nbsp;

BMW M5 Saloon

Mercedes’ line-up is vast – ranging from the A-Class family hatchback through to staple saloons such as the C-Class and E-Class, and onwards towards multiple SUVs, luxury saloons and even sports cars. Coupés and convertibles are thrown into the mix as well.

As one of the ‘big three’ German brands, Mercedes most often finds itself competing with Audi and BMW but more recently has found itself fending off Jaguar and Volvo, too.

Mercedes models are known for comfort. One example of this is the E-Class, because while the Audi A6 has a plusher interior and the BMW 5 Series handles better, the E-Class is probably the most comfortable for a long motorway journey.

MERCEDES-BENZ

E CLASS

Few are as brutally fast and exciting as the Mercedes-AMG E63, yet also so spacious.

Used Mercedes-AMG E63 2017-2022

Weight is the enemy of agility – if you disagree, try running an obstacle course while carrying&nbsp;a backpack full of bricks. That being said, the folks who created the <a href="https://www.whatcar.com/mercedes-benz/e-class/saloon/review/n17226">Mercedes-AMG E63</a>&nbsp;have greatly engineered away&nbsp;this problem, because&nbsp;this nearly two-tonne <a href="https://www.whatcar.com/best/performance-cars/n23035">performance car</a>&nbsp;is sharper than it has any right to be.&nbsp;

The E63's four-wheel-drive system certainly helps. In the AMG S model, it allows for&nbsp;0-60mph in just 3.3sec, not to mention&nbsp;it helps the car corner ferociously. You can disengage the four-wheel drive&nbsp;and make the E63 real-wheel drive, but even if you keep the four-wheel drive on (and&nbsp;switch the stability control to&nbsp;Sport)&nbsp;you'll still feel a good chunk of the power being&nbsp;sent to the rear wheels.

That makes&nbsp;the E63 feel&nbsp;so much more playful than the rather point-and-squirt <a href="https://www.whatcar.com/audi/rs6/estate/review/n17185">Audi RS6</a>. It's not snappy, though, and&nbsp;if you drive it smoothly it feels agile and balanced in bends, although it’s not quite as precise as the <a href="https://www.whatcar.com/bmw/m5/saloon/review/n184">BMW M5</a> or <a href="https://www.whatcar.com/porsche/panamera/hatchback/review/n17212">Porsche Panamera</a>.

Even so, we prefer the E63's steering. It's relatively heavy compared with the standard&nbsp;<a href="https://www.whatcar.com/mercedes-benz/e-class/saloon/review/n17174">Mercedes E-Class</a>, but that heft and the little sensations you get buzzing the wheel rim&nbsp;add a bit more involvement. It breeds real confidence, too.&nbsp;

Your engine is a 563bhp 4.0-litre V8 in the regular E63 AMG and a&nbsp;603bhp one in the E63 AMG S. No matter which variant you choose, it makes a hell of a noise. It barks and burbles like a muscle car&nbsp;and it really sets the tone for the rest of the driving experience being mad and fun.&nbsp;

So, perhaps needless to say, this isn't the most relaxing car of its type. The ride isn't hard, but it is quite a bit firmer than an RS6's, even in its softest setting, so it thumps a bit more across patched-up town roads&nbsp;in much the same way that the M5 will. The difference is that the E63's suspension is noisier than the M5's, twanging&nbsp;over sharp edges. As you move to faster roads, the ride settles down appreciably.

As with all AMG saloons and hatchbacks, the E63&nbsp;stays largely true to its Mercedes&nbsp;roots on the inside. The AMG-inspired elements are mostly decorative – a few carbon-fibre touches here and contrast seat stitching there. The trim upgrades, including the leather-wrapped dashboard, look high-end, and subjectively the E63 has more wow factor inside than the&nbsp;RS6. It's not quite as substantial when you go prodding around as the RS6 and&nbsp;M5, though.&nbsp;

Soft Nappa leather also extends to the seats, and in the front, those are heavily bolstered sports seats. They come with full electric adjustment, including lumbar adjustment and a basic massaging facility. The driver’s seat is comfortable over long distances but not as figure-hugging through corners as the ones you get in the M5 and&nbsp;RS6.&nbsp;

There's slightly more leg room in the back than in its two main rivals – the M5 and RS6. It's worth noting that the E63 estate has a bit more head room than the saloon, but even the latter is fine unless you're very tall.

The size of the boot rather depends on whether you're looking at the saloon or estate. The former has roughly the same space as the&nbsp;M5 saloon&nbsp;and will fit up to eight carry-on cases. The estate can manage a serious load of up to 10 cases below the tonneau cover, which is one more than the RS6 (also an estate) can swallow.

The E63 was facelifted for 2021&nbsp;and, at the same time, the non-S model was dropped from sale in the UK. Along with some styling changes and tech updates, lots of small tweaks were made to make under the skin the E63 a little more comfortable.&nbsp;

If you're interested in finding a&nbsp;used&nbsp;<a href="https://www.whatcar.com/mercedes-benz/e-class/saloon/review/n17226">Mercedes-AMG E63</a>&nbsp;or any of the other cars mentioned here, head over to our&nbsp;<a href="https://www.whatcar.com/used-cars">Used Cars For Sale</a>&nbsp;pages to find lots of cars listed at&nbsp;great prices.

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Mercedes E-Class Saloon

Nissan turned up early to the SUV party, with its Qashqai paving the way for the countless models we see today. The Qashqai continues to sell in big numbers in the UK, too, and was also our overall Car of the Year in 2014.

Don’t think Nissan is just about SUVs, though. As well as the Qashqai, the smaller Juke and the larger X-Trail, the Japanese brand has the Micra hatchback, GT-R sports car and Navara pick-up truck.

Nissan was also one of the first big car makers to launch a fully electric car, with its latest Leaf being one of the best on the market.

Despite being based in Japan, Nissan has long committed to building cars in the UK, making several of its best-selling models at a huge factory in Sunderland.

NISSAN

GT-R

<h4 dir="ltr">The Nissan GT-R is an immensely fast and surprisingly practical supercar, even if it is a little short on desirability</h4>

Used Nissan GT-R 2009-present

Many years ago, if you were interested in going fast in a car that had so much high-tech hardware under its purposeful skin that it looked like it might explode, you went automatically to a purveyor of a difficult-to-come-by car called the Nissan Skyline GTR. In its many variants, it offered enormous speed and terrific cornering power at a price that undercut the finest offerings from Germany and Italy by a country mile, but its relative rarity in the UK was due to the import restrictions that meant most of these cars were personally imported.

The spiritual successor to these cars was the plain old Nissan GT-R, and when it was launched in this country in 2009 it was freely available to all and sundry from your local Nissan dealer. Like the previous car, it offered sublime speed and phenomenal performance at a relatively cheap price.

It might not have looked as graceful as those European rivals, but under the skin it was dauntingly clever. A 3.8-litre twin-turbo V6 engine gave, initially, 478bhp, and though this four-wheel drive car with a dual-clutch automatic gearbox was no lightweight it could still rocket from 0 to 60mph in around 3.0 seconds, and top out at around 196mph. In 2010, the power figure was upped to an impressive 523bhp, and in 2012 to a whopping 545bhp. A special Nismo edition upped that even further to 592bhp. Later editions of the standard car are good for a more-than-satisfactory 562bhp.

Trim-wise, there have been numerous attempts to add a touch of pizazz to the GT-R’s rather ordinary interior over the years. Even the current entry-level GT-R comes with six airbags, keyless start, 20in wheels, LED headlights and parking sensors all round as standard, as well as an infotainment system with 11 speakers, a DAB radio and an SD-based satellite navigation. It’s exactly the kind of generous kit offering commonly used to keep a car like this attractive as it gets a bit long-in-the-tooth, which, despite a couple of facelifts, the GT-R undoubtedly is.

The step-up to mid-level trim actually looks a bit expensive, even if you find a used bargain, given that it only buys Recaro sports seats and a few other bits of cabin trim. The ‘Prestige’ version is offered with extended black, red, ivory or tan leather for a more luxurious flavour, while the ‘Track Edition’ comes with forged wheels, a reinforced body and suspension and a carbonfibre spoiler.

On the road, the GT-R, in whatever version, goes like stink, with loads of drama but not much sophistication. The engine is vocal, very vocal, but lacks the tunefulness of its rivals from Porsche and Ferrari. There’s no arguing with its speed, though - it’s colossal.

Approach a corner and you’ll find the GT-R’s hydraulic power steering makes for plenty of weight and feedback from the car’s helm, while sensible pace to the steering rack makes it easy to place on the road. You can tackle all sorts of roads with confidence and composure, even if the handling isn’t as sweetly balanced or as delicate as that of a Porsche 911. Its ride is, of course, a little rough, and it kicks up a fair amount of road noise, too. The Track editions can be unbearably stiff.

It’s fair to say the interior of earlier cars was a bit of a disappointment, and evidence of the cost-cutting that had to be done to make this car so affordable. The driving position is fine, and multi-adjustable, but the quality of the interior plastics and the layout of the dials and proliferation of buttons was a bit low-rent. Later cars upped the game, with more leather and nicer quality materials, but it still all felt a bit dated. &nbsp;

The GT-R’s infotainment system works through an 8in colour display. Compared with the very best systems it still isn’t very sophisticated-looking, it’s somewhat slow to respond, and it lacks any smartphone mirroring or any app-based functionality. &nbsp;&nbsp;

The rear seats themselves are big enough to admit a young teenager, but nobody bigger. There are Isofix child seat anchorages in the back, making it realistic to carry younger kids and still leave decent room up front.The car’s boot is a good size: wide enough for a set of golf clubs, and deep enough for a couple of soft holdalls.

Page 1 of 5

Nissan GT-R Coupe

Once best known for its flame-spitting, rally-bred Imprezas, Subaru’s focus now is on cars that will appeal to a far wider audience, and especially one that values go-anywhere ability and no-nonsense values above all others.

The result is a mixed bag of offerings, none of which rise beyond being average in their class but most of which have facets that make them stand out from their rivals. Core to its range are the Forester and Outback SUVs, while the Levorg is a more conventional estate.

At other extremes, there’s also the BRZ, an entertaining coupé that is let down by its price and resale values, and of course the Impreza, which comes in a variety of forms, including a hot model.

SUBARU

IMPREZA

The Impreza has heady performance, but it's also reliable and easy (if very expensive) to live with

Used Subaru Impreza Saloon 2002 - 2007

The WRX and STi are full-on performance motors. The car's four-wheel-drive system puts power down cleanly to the road to hurl you towards the horizon, but the steering and handling more than match the power. You'll lose your nerve before you exceed the car's limits.

However, in other ways, the Impreza is no more demanding than any other small saloon or estate. Sure, the ride is sporty-firm, but not harsh, and there's plenty of space for people and their things: it will take the kids to school or rubbish to the dump. Go for the five-door and you even get a big load door and a split/fold rear seat.

A turbo scoop on the bonnet, big rear wing and fat alloys mean it looks every inch a performance hotshot from the outside, but inside there's enough cheap-looking, shiny plastic trim to shame a supermini. The seats are comfy, though.

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