The M2 maybe the best M-series BMW ever

Sell the house. Risk everything in Vegas or ask your great auntie for an advance in your inheritance. Do whatever it takes because you don’t want to go to your grave without ever have driven or owned a BMW M2.

The M2 goes back to the days when BMW cared more about driving dynamics than electronic gizmos. The only thing lacking here is the naturally aspirated engine, instead you’ll be greeted by a smooth 3-liter turbocharged six-cylinder pumping out 365hp. Acceleration is wicked fast and it never feels like it’s going to get out of hand thanks to the electronic stability control and the high amount of torque at low revs. This helps the M2 feel very pleasant to drive around town and when you want to put your foot down there’s plenty of oomph to satisfy all.

The steering feedback is the way it should be, communicative which gives plenty of confidence when driving through narrow switchbacks and tight bends. The chassis is what sparks the most confidence because it sticks to each corner as if it is riding on rails. We love the way the M2 feels, it strikes a nice balance between comfort and sporty handling. The ride comfort isn’t overly firm unless you select sport mode, but even in sport mode the ride isn’t overly firm. Road and wind noise is nothing to complain of.

The interior layout feels logical with everything within reach of the driver’s hand. BMW is known for their minimalistic looking dashboard design with an easy to use iDrive interface. We do wish that BMW did spice the interior up a bit more compared to some of its keen rivals. We do love the supportive front seats while those in the rear shouldn’t have too much to complain about, it isn’t the most spacious but it isn’t all that bad either. People who will buy this car won’t really have anyone in the back anyway so there’s no real point in mentioning this. Boot space is decent too considering the small size of the M2.

Our tester car came equipped with power-folding mirrors, Xenon-headlamps, Executive Package which adds rear view parking camera, heated steering wheel, auto high beams and wireless charging for your mobile device with WiFi hotspot. The auto gearbox is optional while the six-speed manual is standard. We weren’t able to find one with the manual gearbox and had the more costly automatic.

We are going to go out on a limb here. The M2 is literally the best M car we’ve driven from BMW. It takes us back to the days of lightweight fun to drive BMWs that could tackle the track with sheer confidence and doesn’t feel like a heavy robot car. You don’t want to go to your grave without ever have driven one.

Likes: Comfortable and easy to live with and is track ready. The turbo engine is smooth and quick. Hands down the best M-series you can buy.

Dislikes: Typical of BMW to be stingy on standard kit and expensive with options.

Toyota Prius V my what?? (Used Review)

The Prius-V adds a splash of interior room and boot space over the standard Prius hatchback. The Prius-V may tick all the right buttons. But is it worth the premium?

Likes: The interior and boot space is roomier than the standard Prius hatch. Still fuel efficient and is a comfortable drive around town.

Dislikes: CVT doesn’t like to be rushed, and when it does it makes the engine whine. Nothing exciting about the looks or the driving experience, not sure the premium is well justified over the standard Prius hatch.

Overall: It’s an appliance with top notch quality and reliability. For some it’s just enough, but for others there are more engaging alternatives that are just as efficient.

Performance: The engine output is modest at best. But for those who want a fuel efficient vehicle they won’t mind. Around town it’s feels at home, it’s smooth and zippy. On the highway if you drive with a spirited right foot the CVT will make the engine whine which makes the Prius-V sound unrested on long journeys.

On the road: It’s not all that engaging to drive but it handles safely and securely. This will be enough for most drivers but others who want a sharper drive will like the Volkswagen Golf wagon more. The ride comfort is smooth except on uneven road surfaces which make the ride really firm.

Equipment: The standard kit will be enough for most buyers unless you have to have extra bits like HID headlights and larger alloy wheels. We highly suggest sticking with the standard form which is good enough with a decent price tag.

Buying & owning: We were on the fence as to whether or not the Prius-V is really worth paying the premium for when the standard Prius hatch is pretty much roomy and well kitted as well. Resale value should be pretty strong because demand for hybrid vehicles is still pretty high. Running costs will be low too especially if you drive it the way it was intended.

Quality & safety: The interior is okay. The plastics used in certain areas look cheap and drab, but they feel sturdy and long lasting. Safety kit is extensive and there’s plenty of it for the money.

Jaguar XF 20d AWD

You've suddenly outgrown your BMW 3-series and well the next step logically would be to climb into the 5-series. However, what if the new promotion allows you to sort of treat yourself to something even nicer. You'd think a nice 7-series would tickle your fancy?

How about a Jaguar XF? You won't regret it one bit.

20d trim comes with or without all-wheel-drive and a decent four-cylinder turbo-diesel engine. 180Hp for many many not sound like much but it is enough for most buyers who desire luxury and also somewhat respectable running costs. The new 2-liter turbocharged four-cylinder producing 247hp is a sweet spot in the range. It has plenty of torque at low revs and feels so much more flexible when you want it the most. What's a Jag without the option of a six-cylinder engine? Well you get two of them to choose from, both 3-liter supercharged with 340hp and 380hp. Our tester car wasn't any of the gasoline engines, we had the diesel engine with all-wheel-drive and a R-Sport package. Exterior styling is great and well the larger alloys seem to compliment the XF style more. Driving the diesel engine in the XF isn't like what you'd expect because we surely expected a smoother engine. It's not all bad just not as smooth as it should be, but at relaxed speeds it's fine. Besides, most people aren't going to flat out flog it at every given opportunity and with the low running costs you get with this car it's a home run. Diesel fueling stations are hard to come by but if you find one and you desire this particular XF we'd say go for it. You won't find a Mercedes E-class diesel until 2018 and you also won't find a 5-series diesel anywhere either. Jaguar pretty much owns this segment.

Long gone are the days when you'd say Jags are for those who are more into luxury and very little sport. The new XF has steering feedback that was sent from the gods and the chassis can pretty much handle every twist and turn tossed at it. You'll appreciate that the diesel engine doesn't have much horsepower because you can really see what the car is capable of achieving without feeling like you're going to overpower each turn and flog it when it isn't needed. 319Lb-ft torque at only 1750rpm is a lot. Road noise is decently suppressed as well as wind noise. The engine does have more clatter than we'd like, but we still would choose this happily over the 2-liter turbo four.

The interior has a minimalistic feel to it. Most would feel there should be buttons where there are none at all and well we are fine with that. It makes you appreciate the space that you have around you and the attention to details is stellar. We just wish that it had a bit more spice to it, more refinement in certain areas where you'll be greeted with cheap plastics. They do feel sturdy and long lasting but for the price that our tester car had we were expecting a bit more. The front seats do offer decent comfort but some may find the seats are a bit narrow and the cabin is also feels narrower than a 5-series. The rear seat can seat four comfortably but a fifth person will find themselves straddling the center transmission hump and sharing out the foot space.

Out tester car came kitted with every single option that you could possibly ask for. Adaptive Xenon-headlamps, lane keep assist, 825 watt sound system and 20-inch alloy wheels. You'll have to pay extra for ventilated leather front seats, upgraded infotainment screen and 360 view camera. These features all came with our tester car and yes while it is nice, many of them we hadn't had the chance to try them due to time. One feature that our tester car didn't come kitted with was the Adaptive Dynamics Package which we did find a bit strange.

The Jaguar XF is a great sedan that you should short list if you aren't impressed with the latest Audi, BMW and Mercedes offerings. Driving dynamics are spot on excellent and you won't regret the diesel engine for it's low running costs. Everyone else will find the 2-liter turbo four offers good flexibility. Power hungry will be very satisfied with the supercharged six-cylinders offered. The only letdown that Jaguar still needs to work on is reliability.

Likes: The XF was sent from the gods. It's dynamically the best sedan we've ever driven. Classic British luxury inside out. Diesel engine has low running costs. There's an XF for everyone.

Dislikes: Jaguar isn't known for having reliable products. Resale value is a bit scary. Be careful with the options as it may induce sticker shock, our tester car certainly did.

20d AWD *** (We were finally able to test drive the XF with the 2-liter turbo-diesel engine option. While it was met with divided opinions, the XF 20d AWD certainly isn't a bad option for those who do worry about running costs, or do tons of highway miles. It's not the quickest diesel engine you'll encounter, but it does make a lot of financial sense for us if we were to option for this Jag. It has plenty of torque at low revs which helps it feel light on its toes, and while you'll wake up everyone in your neighborhood just turning on the thing. We love the charm that this car has that other German Rivals seem to lack.) 

(Used) Devon drives to Infiniti and beyond

In your face styling, sports car handling and refinement that can go toe-to-toe with some of the prestige German rivals. The Infiniti FX is one of those 4x4s that really makes you wonder, what is it really made for? Let's find out. 

Likes: In your face styling, powerful range of engines, handles well with decent steering feedback. 

Dislikes: Ride comfort is too firm, interior is on the cramped side and the boot is small. Prices can sky rocket very quickly too. 

Performance: There's two engines offered for the FX. A 3.5-liter six-cylinder with 303hp and a 5-liter eight-cylinder with 390hp. Depending on the depths of your wallet, we'd recommend sticking with the all-wheel-drive six-cylinder engine. It's smooth, flexible and offers decent kit for the money. The eight-cylinder racks in a higher asking price that may seem a bit steep. 

Ride & Handling: The FX can't match the agility of an X5, but it corners really well. Showing good body control and quick steering. Ride comfort is on the firm side. You'll feel way to much surface at all speeds and some bumps sends jolts through out the cabin. 

Refinement: The engines are refined and smooth when traveling at city speeds, extend your foot down on the motorway and you'll be greeted with a lovely snarl from both engines. Wind noise isn't an issue, but with the massive tires you'll hear road noise. If you option for the 21 inch alloys, you'll hear suspension clatter too. 

Behind the wheel: The seats and steering wheel adjust electrically in all version, so you won't have any problem getting comfortable. The multimedia system takes a little getting used to. Visibility at both the front and rear isn't great. The slopping roofline causes blind spots for parking and pulling into merging on to motorways. 

Space & Practicality: The FX is a nicely sized 4x4, so you'd think the cabin would be nice and roomy? Think again! The FX is tight for both front and rear passengers, meaning adults won't be able to spread themselves out. The boot isn't as big as you'd expect, the rear seats fold flat to extend cargo. 

Equipment: The  FX comes well equipped for the money. Push button start, leather appointed interior, Bluetooth connectivity and a rearview parking camera comes standard. Top of the range adds 21 inch alloy wheels, navigation system, heated and cooled leather seats and a quilted leather appointed steering wheel. 

Buying & Owning: Whichever FX you choose, both won't be cheap to buy. Running costs will be high thanks to low fuel economy. However, your investments will be protected thanks to strong resale value and residual value. 

Quality & reliability: Many materials feel posh and high class. Although it can't quite match the prestige of its German rivals. Many of Infiniti mechanical bits are built by Nissan. Which means the FX will be worry free in terms of build quality. 

Safety & Security: Stability control comes across the range to help keep you out of trouble. You'll have to step up to the mid-range and top of the range trim levels to get four-wheel-drive. Front, side and curtain airbags are standard as well as active head restraints. 

The FX offers great road handling and is one cracking car to drive on the motorway. It's quiet, smooth and offers decent pace no matter which engine you choose. However, the interior is cramped and the boot is small. The ride comfort is too firm and the larger alloys generates suspension clatter. If you can ignore a few of these downsides, the FX is a great alternate to the X5 and Volvo XC90.

Devon's Pick: FX37 strikes the perfect balance of performance and equipment. The all-wheel-drive helps aid in traction without sacraficing fuel economy too much. Plus its more affordable than the top of the range. 

Devon M 

Devon test drives Mercedes C-class Sedan (used)

The newest C-class sedan may leave the BMW 3-series shaking in its boots; because the new C-class really is a sedan worthy of being a real alternate to the 3-series sedan.

C300 comes with our favorite engine choice. It’s a 2-liter turbocharged four-cylinder pumping out 241hp and is the most sensible choice for those who want their C-class to have a price tag within reason. C400 4matic trim gets an even more oomph thanks to a 3-liter bi-turbocharged six-cylinder with 329hp. AMG fans can rejoice because there is not only one but two engines you can choose from; and unlike the M3 sedan both are turbocharged eight-cylinder engines. C63 form uses a 4-liter bi-turbocharged eight-cylinder producing 469hp and the C63 S using the same engine pumps up the output to 503hp.

The C-class just doesn’t feel as composed as a 3-series and it isn’t as sharp to drive either. Our tester car came equipped with the air-suspension system which made the ride feel more comfortable and composed in bends and sharp corners. The best of the bunch goes to the AMG forms which seem to be outrageously fast and contagious to push hard the engine note is simply amazing and the steering inputs are communicative. Wind and road noise won’t be much of an issue unless you option for the glass roof and the wind noise won’t be completely shut out and that’s just doesn’t fit the Mercedes caliber of refinement.

Slip behind the driver’s seat and you’ll be greeted with plenty of adjustments and comfort. Headroom and legroom is good while those in the back may suffer a bit in the legroom department. Boot space is decent too for a sedan. Visibility is decent too and the overall infotainment system is pretty much well laid. The infotainment system is best used with the rotary knob located in the center console, it makes things a lot easier to use while on the move but some of the menus are distracting. We still don’t like the single stalk used to control the wiper blades and turn signal.

C300 comes standard with auto headlights, rain-sensing windshield wipers, Bluetooth, LED brake lights and leatherette seating surfaces. C300 trim can be had with a luxury package which adds special alloy wheels, topstitched MB-Tex upper dash trim and a comfort suspension. Sport package adds 18-inch alloys, sport tuned suspension and brushed aluminum pedals. C400 trim comes standard with 4matic all-wheel-drive 18inch alloy wheels, LED headlights and tail lamps with AMG body-kit agility control for the suspension. Both AMG forms add the aggressive AMG styling with AMG crafted interior and performance tuned suspension, steering and an excellent turbocharged eight-cylinder engine.

The C300 and C400 are the only two trims that really do make the most sense. Both are decently priced and offer decent kit for the money, but for those who just have to have an AMG the C63 form is decent but expensive and you’ll get nowhere near the estimated 18city/25hwy even if you are the most careful driver in the world. The C63 S adds more power and bumps up the price tag north of $70k and let’s just face the truth anyone buying an AMG concerned about running costs shouldn’t even consider an AMG at all. Resale value should be good too.

The C-class sedan at times feels like all style and little substance, even if the 3-series isn't as stylish. The 3-series is still more fun to drive and offers the better infotainmet system. It's hard to fault the C-class too because it really is a great overall package but the price tag is steep and well the most fun to drive forms are the ones that you'll pay an arm and a leg to run.

Likes: Stunning looks inside and out. AMG versions are the best forms, but the C300 and C400 are the most sensible.

Dislikes: Not as sharp to drive as a 3-series and it isn't cheap to buy either. Halogen headlamps on standard C300 is just disappointing at this price point.

Devon test drives the Activehybird3 replacement (Updated)

BMW wanted to prove a point when they created the Activehybrid3. They wanted to create the sportiest hybrid you can buy. But it didn't really live up to the hype that BMW hoped it would, so the 330e iPerformance is here to fix that. It's a plug-in hybrid, but does this mean that it loses BMW Core Values?

Performance: The 330e iPerformance comes with a 2-liter turbocharged four-cylinder instead of the 3-liter turbocharged six-cylinder from the previous Activehybrid3. It also pumps out even less horsepower at 248hp and 310lb-ft torque. Flexibility is actually not as bad as you would think since there is diesel like torque at low revs. We really do however miss the powerband that the old Activehybrid3 had. It felt more special than this and wasn't so focused on running costs with the electric only mode and plug-in feature. We understand hybrids and electric cars are the future but the Activehybrid3 was special in its own right and this just doesn't feel that special.

On the road: The 330e we had as a tester car only came with the adaptive M sport suspension which really does improve handling and steering feel. Even with the combined M-sport package with larger alloys we still found the ride comfortable and much more refined than the C-class with AMG package. In the cabin road and wind noise are all well suppressed with a premium feel.

Behind the wheel: There’s plenty of space for the driver and front passenger to get comfortable. Passengers in the rear seat will also find comfort as well. The infotainment system and iDrive are a paradigm of clarity. Everything is easy to use thanks to the redesign of the iDrive system and of course BMW’s minimalistic approach to dashboard layout. The boot is of decent size too even though it is smaller than the standard 3-series.

Equipment: The 330e iPerformance comes standard with LED fog-lights, power-folding/heated exterior mirrors and HiFi 7-speaker sound system. You'll have to pay extra for LED headlights, leather seats and rear-view parking camera. There are cheaper hybrids out there that offer more value for the money, which is one of the many reasons we loved the Activehybrid3, it really didn't have any competition. Even if it was completely and utterly pointless as a hybrid.

Buying & owning: The only reason we really see the 330e making sense is if you are looking for green cred or if you really want a 340 but can’t afford the running costs. It may not have the blistering performance of  the 340 but it is much cheaper to buy and run. Resale value however will be outstanding thanks to the badge.

Quality & Safety: The 330e interior feels classy and well put together. Many of the materials used feel sturdy and long lasting. BMW reliability record has been good but we do however question the long term reliability of the complex hybrid system. When it comes to safety the 330e comes with everything you’d expect a BMW to come with in terms of safety. But for those who may not know, stability control is standard as well as a host of braking technology to help you avoid a collision.

The 330e is one of those cars that only make sense if you are looking for green cred or trying to find a way to reduce your fuel bills without giving up the performance that you crave. It’s a great car to drive but you’ll have to add on the options to make it drive better. Plus it’s close to the entry-level 5-series sedan. If you really want a performance hybrid this is your only option otherwise we highly suggest looking at the 328d or 320i which are both cheaper and just as fuel efficient.

Likes: The most potent hybrid we have ever driven. With the right options it will drive like a dream.

Dislikes: The Activehybrid3 was more charming. The electric-only range is nothing to brag about and neither is the fact that it's sparsely equipped with a price tag near $50k. The 320i and 328d trims still make more sense if you are looking at running costs.

Devon test drives a Jeep Compass (Used)

The one star rating is all you need to know. Look elsewhere!

Performance: Two engines are available with the Compass. Standard 2-liter four-cylinder producing 158hp is best had with a manual gearbox because you’ll really need to work this engine hard. The 2.4-liter four-cylinder producing 172hp is optional but well worth paying extra for. It feels much more up for the job. Even with all-wheel-drive optioned it still doesn’t feel as sluggish as the 2-liter with just front-wheel-drive.

On the road: We haven’t had the chance to take the all-wheel-drive Compass on any off-road terrain. But we were bitterly disappointed with its on road dynamics. The car leans too much into corners and bends and the ride comfort is just too fidgety and unsettled. The 2-liter engine sounds coarse when pushed hard while the 2.4 feels more relaxed at highway speeds. Wind and road noise will be unwelcomed companions on the highway.

Behind the wheel: The elevated driving position is great but we wish the steering wheel adjust for reach instead of height only. Some drivers will struggle to get comfortable. Over the shoulder visibility isn’t great either thanks to thick side pillars. The optional touch-screen infotainment system can be a bit fiddly to operate on the move. There’s plenty of space for four-passengers in the cabin and the boot isn’t massive but it has plenty of handy storage to compensate.

Equipment: Sport trim offers a five-speed manual gearbox, air-con, cd-player and alloy wheels. Latitude trim adds color matched exterior rearview mirrors, sport mesh seats and upgraded sport seats. Top of the range Limited adds projector headlamps, fog lights and a rear back up camera.

Buying & Owning: The Jeep Compass is aimed to undercut cars like the Mitsubishi Outlander Sport, Mazda CX-5 and Volkswagen Tiguan. But we think that you’re better off picking one of those than the Compass. Even if the purchase price is lower, resale value isn’t all that great and running costs are a mere average compared to its rivals and that’s just not good enough reason to want to buy one other than the badge.

Quality & Safety: The cabin doesn’t really feel classy and the plastics used feel cheap. We aren’t sure about reliability either because Jeep has scored low in that department. Six airbags come standard with stability control, anti-lock brakes and all-wheel-drive optional to help keep things under control. Compared to its rivals the Compass scored much lower in crash safety. A engine immobilizer and alarm system keep theft at bay.

If you have to have a Jeep the Cherokee is worth paying the premium for. Even its rivals are worth paying the extra for.

Likes: It's a cheap Jeep with an okay amount of kit standard.

Dislikes: Other than its cheap price, this Jeep is utterly disappointing in everything else.

September 1, 1969 Berkshire UFO incident

The Labor Day 1969 UFO Incident occurred on the night of September 1, 1969 in Berkshire County, Massachusetts when over 250 people reported witnessing a UFO. The incident has been deemed a "significantly historic and true event" by the Great Barrington Historical Society and Massachusetts historians.

The most famous encounter from this incident occurred in Sheffield near Old Covered Bridge. Thomas Reed and his family were crossing the bridge when they saw a disc-shaped object hovering in the air. Reed described the craft as a "white orb" that was "bigger than a football field". They tried escaping the UFO by continuing to drive down Covered Bridge Lane, but the craft followed them. Reed says the car was engulfed in light as they were pulled into the UFO. When Reed took a polygraph test, he was found to be 99.1% truthful. Another alleged off-world incident that happened occurred at Lake Mansfield in Great Barrington. Melanie Kirchdorfer and her family went to the lake when her father backed into the parking lot, and a very bright light engulfed their car. Everyone in the car began to panic. Her father decided to chase the light, despite Melanie begging him not to. She and her sister began to shake in fear. Her sister did not remember anything after that. However, she remembered levitating and then being on a ship. She then remembered being laid out while in it. Tom Warner remembered seeing Melanie to the right of him on the ship. He recalled seeing total fear on her face. However, she did not remember seeing him. She recalled being in a room with several other children. Suddenly, the other children began to disappear, one by one. After that, she woke up at the lake by herself. She then had to walk home. Meanwhile, Tom remembered at the same time being laid down on his back at the other end of his family's property.

A park was founded in 2015 on the banks of the Housatonic River by the town of Sheffield where Thom Reed's off-world incident occurred to commemorate the incident. A 5,000 pound granite monument was placed in the park from 2015 until 2019, when it was replaced by a sign which reads "On behalf of the citizens of Commonwealth of Massachusetts, I am pleased to confer upon you this Governor's citation in recognition of the off-world incident on September 1, 1969, which engaged the Reed family, which has been established. Your dedicated service to this incident was factually upheld, founded, and deemed historically significant and true by means of Massachusetts historians. The records highlighting the historic event are now officially part of the Great Barrington, MA Historical Society's collection and your recent induction into Massachusetts history." The plaque was signed by then-Governor Charlie Baker after a persistent Reed asked the governor's staff to put Baker's signature on it, a Baker spokesman said. The Netflix reboot of Unsolved Mysteries dedicated an entire episode to the incident. The YouTube channel Yes Theory made a documentary about the UFO incident with interviews from people who saw the UFOs. The documentary has over 6 million views as of September 24, 2022."

Radisson Blu Plaza Hotel, Oslo

Radisson Blu Plaza Hotel, Oslo, formerly Radisson SAS Plaza Hotel, Oslo, known locally as Oslo Plaza, is situated in Oslo city centre. At 117 metres (384 ft) tall, it is Norway's second tallest building. The building was designed by the architectural firm White.se and completed in 1989. The hotel was officially opened on March 14, 1990, by King Olav V of Norway. In 1992, a footbridge was built between the hotel and the Oslo Spektrum arena. The hotel was remodeled in 2012. The hotel has 37 floors and 678 rooms. There are a total of 1,500 beds, 140 business rooms and 20 suites. The tower's foundations are concrete, and it has reflective glass facades. The uppermost floors are tapered with a steep diagonal roof on one side, leading to a sharp ridge. It also has an external glass elevator, which travels up to the bar/restaurant at the top. A lower block, three floors tall, contains the entrance, a lobby, restaurants and conference rooms. On the thirty-third and thirty-fourth floors (the top of the building), there is a swimming pool and a sauna.

The Oslo Plaza hotel is known for the mysterious death of an unidentified woman in 1995. On June 3, 1995, the body of a woman was found inside room 2805. She checked into the hotel with the false name of "Jennifer Fairgate", but she misspelled the last name as "Fergate" twice on hotel paperwork. On these forms, it appeared that a man by the name of Lois Fairgate checked in with her. Unfortunately, it's unclear of his involvement, identity, or location at the time of her death or during her stay. She provided a fake address for a small village in Belgium (the village of Verlaine). Her death was ruled a suicide with a Browning 9mm pistol found in her hand. However, the lack of gunshot residue and blood on her hand raised questions about the cause of death. No identification was found in the hotel room and the pistol's serial number was scratched off. Many theories suggest that Fairgate was a covert operative and she was involved with some sort of intelligence agency. Removing tags from clothing, removing serial numbers from weapons, and a false identity are all common practices of intelligence agents. An autopsy determined that the woman was around 30 years old (she lied about her age, claiming that she was 21), stood 5 ft 3 in (1.60 m), weighed 147 lb (67 kg), and had blue eyes with short, black hair. She had extensive dental work done that was done in gold and porcelain indicating a wealthy background. Her belongings contained expensive clothes with all but one of the brand tags removed. She also only packed clothing for her upper body, and no pants or skirts were found among her belongings. She was last seen alive the previous day when she ordered room service at 8:06 PM. Kristin Andersen delivered the food to the woman and noticed the room she was staying was "almost sterile". She gave her a tip of 50-kroner (US$5.51) before Andersen left. This meal is significant because the autopsy found undigested food in her stomach, suggesting she died the day she ordered the meal, not the day after like investigators originally thought. In November 2016, her body was exhumed to try to collect a DNA profile. In June 2017, a DNA profile was successfully extracted from her body. The unusual circumstances of her death were covered on the second volume of Season 1 of Netflix's Unsolved Mysteries, which premiered in October 2020.

Infiniti Q60 Convertible (look-back)

Audi A5, BMW 4-series and Lexus IS all offer a convertible that suits just about everyone’s taste. So why would anyone choose the Infiniti Q60? Let’s find out.

Performance: There’s only one engine offered with the Q60 convertible and that’s a brisk 3.7-liter six-cylinder producing 325hp. Both a seven-speed automatic and six-speed manual gearbox are offered. If you want to get the most engaging driving experience the manual gearbox is the way to go. The auto gearbox really isn’t the smoothest shifting gearbox out there.

On the road: The only thing positive we can say about the Q60 is the steering is direct and takes you around corners and bends with confidence. Everything else however isn’t as great. The body flexes and shivers over rough surfaces. Even with the top down things are far worst. Hit a bump and you’ll get a serious whack in the backside. Wind noise isn’t much of an issue on the highway, but road noise will be heard on some surfaces. The six-cylinder is smooth until you press hard and hear a lovely V6 howl.

Behind the wheel: The dashboard isn’t a paradigm of clarity. But it is somewhat easy to navigate through. There’s plenty of adjustment in the steering wheel and driver’s seat. Rear seat comfort is actually pretty good. It’s even better than some 2+2 coupes. With the roof down the boot space disappears completely thanks to the folding metal roof.

Equipment: Q60 comes with 18-inch alloy wheels, keyless start, and rear-view parking camera and 7-inch color info display. You’ll have to step up to the Q60S to get a six-speed manual gearbox, sport-tuned steering, 19-inch alloy wheels and Bose 13-speaker open air sound system.

Buying & owning: Standard kit is very generous which may explain the car’s hefty price. Since the Q60 only comes with a six-cylinder which isn’t all that fuel efficient. Running costs will be high. Resale value should be decent though.

Quality & safety: The interior has a very nice solid feel to it. Some may feel that the use of Nissan switchgear and buttons cheapen the quality a little. Other than that it’s a very nice and appealing design. Infiniti has decent reliability as well. Six airbags are standard as well as anti-roll-over hoops that pop out in the event of a rollover. Stability control, anti-lock brakes and traction control all come standard. There’s a theft deterrent system to keep thieves at bay.

The Q60 convertible is a good choice if you just have to have an Infiniti. There’s decent kit and the engine is smooth around town and on the highway. But there are just too many negatives to consider. The ride comfort isn’t as composed as its keen rivals and running costs will be high. We highly suggest looking at its rivals first.

Likes: It’s an interesting and good looking alternative to the mainstream. Packed with equipment that somewhat offsets the steep hefty price.

Dislikes: If only it was a good to drive as it is to look at. Running costs will be high. It’s pricey to buy too. The ride comfort isn’t as composed as its keen rivals.

Devon’s choice: It’s hard recommending one with such a steep price and absurd running costs. But if your mind is set on having one, the Q60 base is the only way to go.

Devon test drives a Mercedes C-class coupe (Used)

The Mercedes C-class coupe pins itself against the Audi A5 and BMW 4-series. In coupe form the C-class looks sleeker and much more aggressive. But does it have what it takes to compete with two very competitive keen rivals?

Performance: The standard 1.8-liter turbo four-cylinder producing 201hp will satisfy most buyers. But those who really want that six-cylinder experience will be much more satisfied with the 3.5-liter six-cylinder which pumps out 302hp. Top of the range AMG has a 451hp 6.3-liter eight-cylinder which is wicked fast. Pick of the range is the standard C250 which is all you’ll ever really need. Running costs are decent and the starting price is decent as well.

On the road: The C-class comes standard with a sports suspension. With the 17-inch alloy wheels on the C250 things are somewhat bearable. However things are a lot worst if you get the 18-inch alloy wheels or choose the higher trims with larger alloys. The ride is just too firm and is fidgety over anything but the smoothest of surfaces. Handling however is the tradeoff. It’s pretty good with decent body control. The steering lacks the sharpness the 4-series has. Interior quality doesn’t even feel up to par with its rivals. There’s just too much wind and road noise that enters the cabin. This is disappointing because the C-class has such a prestigious badge.

Behind the wheel: Just like the C-class sedan the C-class coupe inherits several of its annoyances. There are too many menus to scroll through with the infotainment system which can become distracting if you want to use it while on the go. Entry into the rear is easy thanks to the front seat which automatically moves forward which helps get in out the back more dignified. The slopping roofline however does hinder rearward visibility and headroom. But the boot is a decent size.

Equipment: Dual zone climate control, Attention assist, LED daytime running lamps and 17-inch alloy wheels come standard. You’ll have to step up to C350 to get 18-inch alloy wheels, eco start/stop system and heated front seats. Top of the AMG trim adds get body-kit, sports suspension with bi-xenon headlamps.

Buying & owning: The C-class is priced about average with its keen rivals from Audi and BMW. The badge really does help save resale value. Running costs will be okay if you stick with the four-cylinder or six-cylinder. The AMG trim pushes running cost and purchase price very high.

Quality & Safety: Much of the materials used in the C-class just don’t feel as classy as in the A5 or 4-series. The design is rather bland. But it does feel sturdy and long lasting. Plus on the upside many C-class owners haven’t really complained too much about it in terms of reliability. Stability control with pre-crash bracing system is standard. There’s also a special system which warns driver of fatigue. Plus there’s lane departure warning which prevents you from wandering out of your lane on the highway.

Overall: The C-class coupe is a great alternate to the Audi A5 and BMW 4-series. However don’t expect too much of a discount and you’ll have to pay for some options that you’ll find standard on the 4-series. Also the quality isn’t even up to par with Mercedes standards. Picking a C-class is clearly for those who want the Mercedes Badge. However those who know Mercedes quality will be disappointed.

Likes: C-class AMG body-kit and alloys really do make it look classy. AMG is wicked fast.

Dislikes: The C-class with AMG package may look good but isn’t great to drive and is punishing to live with. Quality isn’t up to the typical Mercedes standards.

Devon’s Choice: The C250 is the only one that makes the most sense if you are trying to walk away with the most reasonably priced C-class coupe. The C350 has more oomph while the C63 AMG is wicket fast. However both are fitted with 18-inch alloys and sport suspension combination. This makes the ride comfort punishing to live with and makes it hard for us to recommend them.

Pathological drives a Jeep Wrangler

Rugged go anywhere off-road capability is what you’re going to get with the Jeep Wrangler. But if you want on-road refinement also you’d best look elsewhere. Here’s why:

The standard and sole engine offered in the Wrangler is a 3.6-liter six-cylinder pumping out 280hp. Standard six-speed manual gearbox is the way to go with this configuration as the five-speed auto gearbox just doesn’t seem as refined. We however did get the opportunity to test drive both and well we’d prefer the manual gearbox as it helped us get out of a lot of sticky situations when we decided to get a little adventurous and go off-roading for the first time. It doesn’t seem as sophisticated as the Range Rover that we got to drive on some light off-road trails, but at the same time we weren’t as worried about scratching or dinging up the Wrangler as we were with the Land Rover. After all, the price gap between the two is pretty significant and the rep from the dealership was encouraging us to push the Wrangler as hard as we could on the off-road course.

The Wrangler really does handle off-roading well. It really does have the traction and versatility that you’d expect from a Jeep. We really did enjoy ourselves as we climbed some muddy hills and also a few steep inclines. This vehicle really will put a smile on your face even if you aren’t a fan of Jeep products. However, things change dramatically when you take the Wrangler on-road. It just doesn’t feel as refined as you’d hoped it would. There is far too much wind and road noise that enters the cabin, and the fact that you have to deal with a ride that never feels settled at any given speed. The 3.6 is flexible and has plenty of pull where it matters most, but if you opt for the auto gearbox it just doesn’t live up to the potential and it’s a shame because we love this 3.6 engine.

The interior is more focused towards individuals that enjoy off-roading and will use the proper gear while off-roading. While it’s not the best of the best but we do appreciate the simplicity of the infotainment system and many of the controls. The quality however is iffy in some parts but it is far from a deal breaker for those who really do want this vehicle. Our tester was the three-door version while the five-door (Limited) can be had if you do want the comfort and convenience of two extra doors for the rear seats. The boot space isn’t anything to brag about and well the removable top helps make the Wrangler completely airy but you’d have to have somewhere to store it, and if you get caught in the rain the interior is fully water resistant and you can also drain out the water below the front seats.

There are literally fourteen versions of the Wrangler to choose from. We had the Sport 4x4 trim which came with a hard top headliner, LED lighting package, connectivity package, leather wrapped steering wheel, chrome/leather wrapped shift knob. We were baffled at the cost of our Wrangler as it was literally almost $19,000 more expensive than the actual sticker price. It may seem like an interesting proposition for those who are Wrangler fans, but we certainly wouldn’t pay this premium for one.

The Wrangler is one of those vehicles you’d have to really want one to exploit it for what it is capable of and that’s off-road prowl. On-road dynamics just plain suck and well we’d say it’s worth waiting for the redesigned 2018 model which is supposed to be much more refined.

Likes: Go anywhere capability with an interior that’s water resistant. It was a hoot to drive off-road.

Dislikes: Refinement where it matters is not there and we still aren’t sure about FCA reliability record.

Our pick: We’d stick with the Sport 4x4 trim for those who just want a Wrangler. Everyone else will most likely pick one of the higher trims or special editions to stand out. We personally wouldn’t go any higher than the Rubicon trim because the rest of them get mighty expensive the higher you climb.

Devon test drives a Volvo wagon (used)

It was a sad day when Volvo decided the only wagon it was going to offer here in the U.S. was the XC70 which was more of a crossover rather than a wagon. Now those days are long gone and the new V60 is here. Can Volvo bring the popularity back of the wagon?

There are three engines to choose from. Drive-E trim uses a 2-liter turbocharged four-cylinder producing 240hp. T5 AWD gets a 2.5-liter turbocharged five-cylinder producing 250hp while top of the range T6 uses a 3-liter turbocharged six-cylinder producing 325hp. Pick of the range is the T5 AWD. All-wheel-drive is standard and it's not really that much more than the T5 Drive-E trim. Plus it's still less expensive than the 3-series touring.

Sadly the V60 just isn't as much fun to drive as a 3-series touring. Body control and handling are good but not great. The ride can be firm a bit on some road surfaces, but this is far from annoying. We strongly suggest avoiding the top of the range T6 trim with sports suspension. It really does make the V60 feel more sporty but the ride comfort is way too firm. Steering is often vague and leaves us wanting a little more especially in corners where we find ourselves re-adjusting. Wind and road noise won't be an issue with the V60. It's quiet and smooth even on the highway. The turbo engines are smooth at relaxed speeds around town and on the highway.

Volvo knows a thing or two about interior decor. The floating center console is classy and well designed. Plus all the controls are logically laid out and very user friendly. The seats offer plenty of support and comfort with plenty of adjustment for the steering wheel. Some could say Volvo seats are the best in the industry. Passengers in the rear will have plenty of space too. Although the middleman will find it rather cramped for foot space due to the large transmission tunnel. The boot space is decent too but trades space for style.

At least all V60s come a nice array of standard kit. Alloy-wheels, cruise control, climate control and Bluetooth are standard. Automatic headlights and wipers are standard as well. You'll have to step up the the top of the range trim which adds body-kit unique exterior styling and interior treatment. You'll find yourself wondering is the V60 worth paying for when you can buy cheaper crossovers? The answer is simple, if you want something more engaging to drive and really don't want to pay the running costs associate with most crossovers. The V60 is the way to go plus resale value should be decent too as Volvo has been on an upswing in popularity.

It's classy and well crafted. Plus it's the best form of a Volvo you can buy. The Volvo V60 has it all. It may not be as engaging to drive as the 3-series touring but it really does offer a convincing case. It's cheaper, offers more kit and arguably the better buy. Volvo does know a thing or two about wagons and it's great to see the wagon is back in the U.S.

Likes: Array of turbo engines to choose from. Safety is top priority. Swedish excellence inside and out.

Dislikes: Steering feedback is on the numb side.

Devon's Choice: The T5 AWD is the best pick. The standard all-wheel-drive and turbocharged five-cylinder offer an compelling reason to consider this. Plus its price makes it hard for us not to pick this one.

Devon is confused with the 4-series gran coupe (used)

The 4-series Gran Coupe is proof that there is a niche within a niche, and people are willing to pay the premium to be different.

The familiar 2-liter turbocharged four-cylinder and 3-liter turbocharged six-cylinder engines are offered in the 4-series gran coupe. However, the designations have changed to 430 and 440. The 430 trim turbocharged four-cylinder gets bumped up to 248hp while the 440’s turbocharged six-cylinder gets pumped up to 330hp. Pick of the range still remains the 430 trim. It remains the better value of the 4-series range and offers the better powertrain combo. The six-cylinder is lovely but the premium makes it hard to justify unless you have to have it and are willing to pay for it.

There really isn’t much of a distinction between 4-series gran coupe and a standard 3-series sedan. Both manage to combine excellent handling, communicative steering and ride comfort that can give even the more expensive 5-series a run for its money. However, this is partially due to the adaptive M suspension that our tester car came equipped with. We have yet to test drive a BMW on standard suspension and some will note that it is bitterly disappointing. Refinement is what you’d expect from a BMW. The engine stop/start technology is a sore spot for us. It sends shutters through the cabin when the engine is reactivated.

The infotainment system with iDrive interface has been vastly improved and is much easier to use. The controls and dials are logically laid out and of course BMW always sticks to the minimalistic approach for its dash design. The front seats offer plenty of support and adjustment while those in the back may suffer a little in terms of head room due to the slopping roof line. The boot offers plenty of space too, thanks to the hatchback design.

The 430 and 440 trims both are about equally equipped with similar features. Xenon headlights, power-folding mirrors, leather trimmed interior and keyless entry/start all are on the standard list. Strange though that you’ll have to pay extra for heated front seats, rearview parking camera and navigation system. There are a lot of cheaper options that offer at least two of these options standard on their base model. We can’t complain too much because the auto-dimming exterior driver’s mirror and auto climate control really do come in handy.

Does being different really matter? Well that all depends. If you’re the type that thinks the 3-series sedan is too mainstream? Then yes it does and this is the perfect option for you. Otherwise the 3-series sedan is more sensible and the 3-series touring combines both with more utility.

Likes: Turbo engines both offer decent flexibility and running costs; sleek coupe-like profile and the versatility of a hatchback all in one.

Dislikes: 3-series sedan is cheaper and the 3-series touring is more practical.

Devon’s choice: 430 trims both make the most sense. If you live in a snowy area the all-wheel-drive will make be appealing. Otherwise the rear-wheel-drive and turbocharged four-cylinder combo makes for one sweet deal. Plus it’s decently equipped and price as long as you steer clear of the options list.

Refreshingly Non-German (used)

The Volvo V90 may be a special order wagon, but it certainly is one of those wagons that if you can get your hands on it. It’s certainly worth every penny.

The standard T5 engine is the only engine that wasn’t available on the dealer lot we found the V90. It was the T6 AWD in Inscription Trim which is both our favorite trim and has our favorite engine. The 2-liter turbocharged & supercharged four-cylinder offers the punch you’d expect from an engine producing 315hp and the torque at low revs so it’s easy to drive around town. What we like the most is that it doesn’t feel out of its depth when you do put your foot down, however we do have to bash the auto gearbox for its somewhat slow responses when upshifting and downshifting. This is far from annoying or a deal breaker.

On the road the V90 is just as comfortable as the S90 and we love the distinct driving characteristics that are associated with it. The steering weighs up nicely and doesn’t feel overly heavy and the handling is more secure than agile, and we are fine with this. It’s refreshingly Non-German and in a segment where everyone is trying to be like BMW we appreciate this, a hell of a lot. The V90 doesn’t feel like a large wagon especially around town. The long hood does feel daunting at first, but after a while you’ll get used to it quite easily. Wind and road noise are very well suppressed.

The interior is another area where Volvo has made huge leaps of improvement in. The infotainment system is easy to navigate through and the overall quality of the materials used feel top-notch and high quality. The front seats shine in terms of comfort and adjustability; it’s quite easy to find an ideal driving position. The rear seat does offer decent space for two, while three maybe pushing it due to the overly large transmission tunnel. The boot space is very generous and is even more generous with the rear seat folded down.

We’re only going to focus on our tester car which came fitted with almost every single option on the options list. It certainly made the V90 induce sticker shock but we understand that this is a vehicle trying to compete with the Mercedes E-class Estate. Full-LED headlights, perforated leather seats, navigation system and a full panoramic sunroof were fitted as well as 20-inch alloy wheels and a four-wheel air suspension. Our favorite option is the Bowers and Wilkins premium sound system provides the most amazing sound quality we have ever heard next to B&O that was fitted on our Audi A6 Allroad. The price of admission is pretty steep we’ll admit that, but compared to its only real rival the E-class Estate we love the V90 a hell of a lot more.

We’re going to keep it short. The V90 is a classy wagon that’s refreshingly Non-German and that should be all the reason to consider one. However, keep in mind that this is a special order wagon or find one that’s available on a dealer lot and we warn you that won’t be as easy.

Likes: Refreshingly Non-German driving dynamics and interior décor; it’s roomy for four and well it’s a wagon with turbo engine and all-wheel-drive.

Dislikes: It’s special order only.

Our pick: We haven’t had the opportunity to drive the T5 FWD, but if it’s anything like the S90 we’d avoid it. The T6 AWD is the sweet spot in the range and offers the flexibility you’d want with the low running costs that are within reason and logic.   We heard there is a Polestar which has 325hp, but when we talked to Volvo they told us that it's even harder to come by than the T5 FWD.

A compact crossover with 'zoom-zoom' appeal (used)

The compact crossover segment is booming, and the number of offerings is staggering. Safe to say however, the Mazda CX3 is the more fun to drive of the bunch. But it does come with a few compromises.

The sole engine powering the CX3 is a 2-liter four-cylinder pumping out a hearty 146hp. It doesn’t feel out of its depth around town and certainly does have a fun loving character about it when you do venture onto the highway. It feels quicker than some of its keen rivals and while some offer turbocharged engines, the CX3 never feels dull to drive. Steering feedback is communicative and the suspension is set towards agility which in return makes the CX3 feel more of a doddle to drive around town and on twisty narrow roads. However, that fantastic handling does come at a cost. The ride comfort is a tad too firm for our tastes but you’ll forgive the CX3 as the fun to drive nature is there and it makes you forget immediately that this is a compact crossover. It’s more like a Mazda 3 hatch on stilts.

It’s quite easy to drive the CX3 around town. The steering like we said before weighs up nicely where it matters the most. Visibility all-round is pretty good too, but the rear windscreen can be tricky to see out of in certain driving scenarios. The driving position is spot on good, you can see all the corners of the vehicle and it shouldn’t be too hard to park it either, thanks to its dinky dimensions. The whole appeal of the compact crossover is to be able to see over the traffic ahead and feel like you’re in charge of the road. You won’t really get that feeling in the CX3, but it certainly is more comfortable than many of its keen rivals when it comes to driving it as a daily commuter car.

The interior of the CX3 is class-leading. The controls and dials don’t feel fiddly to use and the overall fit and finish is top-notch. The front seats offers plenty of comfort and adjustability, however those in the second row may feel a little shortchanged on legroom. The boot space isn’t class leading either, but then again many rivals are in the same ball park so we can’t really gripe about that too much.

Standard Sport trim gets 16-inch alloy wheels, Bluetooth connectivity for mobile device, auto-off halogen headlights and a 7-inch full-color touch screen display. You’ll have to step up to the Touring Trim to get automatic climate control, rearview parking camera and 18-inch alloy wheels. Top of the range Grand Touring adds LED headlights, LED tail lights and Bose audio system. Our tester car was the top of the range Grand Touring which had all the bells and whistles standard. We certainly wouldn’t pay this much for one as the price tag crept rather close to $33k. We’d go for the mid-range Touring Trim which offers decent amount of kit for the money without being overly pricey.

The CX3 is stylish, easy to live with and has low running costs to match. You’d think that you’ve hit the trifecta when it comes to a compact crossover. However, the rear seat is a tad cramped for legroom and the boot space isn’t all that generous. If you can ignore these few little faults the CX3 is the perfect crossover in a sea of options out there. It’s worthy of the shortlist.

Likes: It’s the most driver focused of its segment. The CX3 is easy to live with and has low running costs with an attractive starting price.

Dislikes: We would list them but they’re just nitpicks.

Our pick: Go right for the Sport or Touring trims. You won’t regret either of them, if you can pocket the extra money opt for the all-wheel-drive system.

We test drive the Rogue Sport (used)

If you heard the name Rogue Sport you’d immediately think it were a turbo version of the Rogue. However, it’s more of a little brother to the Rogue. Competing with crossovers like the Honda HR-V and Mitsubishi Outlander Sport. Does the Rogue Sport offering a compelling reason to sway buyers away from some of the class best?

The sport tagline seems to be just added to spice the name up because the Rogue Sport really isn’t ‘sporty’ in the nearest form. The 2-liter four-cylinder is the sole engine for this vehicle and it only pumps out 141hp. The running costs are very low on this vehicle which should appeal to those who want a crossover but don’t want to break the bank. We just wish that Nissan offered the turbo engine from the Juke in the top of the range trim for those who may want the extra flexibility and well to be honest give the Rogue Sport a reason to call it a Rogue Sport. The engine isn’t bad at all, when you are driving at relaxed speeds and around town there’s plenty of pep in acceleration. It does feel a little sluggish on faster paced roads but it’s class average in horsepower figures and well if you want more power you’ll either have to get the Juke or step up to the more expensive Rogue.

Driving the Rogue Sport is sort of like every other compact crossover. It doesn’t feel as sharp to drive as the Mazda CX-3 and it certainly isn’t as agile either. It is very comfortable as a daily commuter car and we really love the crossover seating position. Visibility outward and around is good and the overall driving experience is more on the blah side, it does feel livelier than the Rogue but that’s mainly because of the size difference. It’s dinky dimensions makes squeezing around tight urban streets a breeze, however nothing beats the conventional hatchback. The driver’ seat and front passenger seats are very comfortable and offer decent support, while those in the second row will find both legroom and headroom is decent as well. The boot is about class average as well, it’s not the best but it does the job good enough.

Standard S trim gets rearview monitor, advanced drive-assist display and Bluetooth for your mobile device. You’ll have to step up to the SV trim to get 17-inch alloy wheels, push button ignition switch, power outside mirrors with LED turn signals and electrically operated driver’s seat with lumbar support. Top of the range SV trim gets 19-inch alloy wheels, navigation system, leather seats and Around View camera with moving object detection. All-wheel-drive is optional on all trims.

The Nissan Rogue Sport isn’t sporty but it does offer a very compelling package. It offers decent kit for the money and is very stylish, we just wish that Nissan induced more fun into the driving experience and also added the turbo engine from the Juke to standout more from the herd. It’s a great crossover with low running costs and should satisfy those who want a crossover but don’t want to break the bank.

Likes: A crossover that’s easy to park and live with in tight urban areas. Plus it has low running costs and decent standard kit; stylish inside out with a decent sized boot.

Dislikes: It’s not sporty and the engine feels anemic.

Devon’s Pick: The SV trim offers the best value for the money here. You can skip the all-wheel-drive as it’s not needed here, unless you just have to have the extra traction.

 If we could change anything: The Rogue Sport is already a decent crossover worthy of being shortlisted, however we wish that we could replace the engine in the SL with the 1.6 turbo from the Juke. Nissan would dominate the small crossover segment as it would be the only option for a turbo engine at a low price point. We know that the Juke exists but why not add an option for those who don’t like the way the Juke looks but still wants a fun to drive crossover that’s flexible and lives up to the ‘Rogue Sport’ name.

Jaguar

1937 – SS Jaguar 2½ Liter Sedan
The Jaguar name was introduced based on the stylish Sedan models, which featured four doors for the first time. The thought was that the cars were revolutionized so the company name should be also.



1948 – XK120
Designed by founder Sir William Lyons, the Jaguar XK120 was an instant sensation. Reaching speeds of 133 mph, the XK120 became the world’s fastest production car.



1951 – C-Type
The beautiful, sleek C-Type was inspired by the principles of aerodynamics. Originally named the XK120C, the C-Type boasted a 25% reduction in weight from the XK120, and was declared a success at its debut in Le Mans by placing 1st in the coveted 24-hour race.



1954 – D-Type
One of the first vehicles to feature a monocoque body structure, the Jaguar D-Type is considered one of the most beautiful cars in racing history. With a unique stable wing designed by Malcolm Sayers, the D-Type took home first place at Le Mans 3 years in a row, most notably in 1957 when it won five of the top six places, including 1st, 2nd and 3rd.



1961 – E-Type
Considered one of the most beautiful cars of all time, the iconic E-Type caused a sensation when introduced at the Geneva Motor Show. Touted by Enzo Ferrari as "the most beautiful car ever made," the sleek design exudes timeless elegance, strength and beauty.

Devon test drives a Volvo S80 (Used)

You’ll be surprised that there are buyers who don’t want an Audi A6, BMW 5-series and Mercedes E-class. For those buyers the Volvo S80, even though it will eventually get replaced by the S90, still is a good option for anyone that wants Scandinavian Luxury at an even more discounted price.

The sole engine option for the S80 is a 2-liter turbocharged four-cylinder pumping out 240hp. It’s one of the smoothest turbocharged four-cylinders we have ever tested and it feels just enough for the S80. The engine never feels short on puff around town and on the highway. You can only have the S80 with front-wheel-drive and with this engine that’s enough. Anything more than that to the front wheels is just down right insane.

The Volvo S80 isn’t even close to be as sharp to drive as a BMW 5-series, but most buyers of the S80 aren’t picking it because of that. They want a smooth and comfortable ride and that’s what they are going to get here. Steering feedback is numb at best and the overall handling is more like ‘safe’ if anything. It doesn’t encourage you to push it hard through corners and bends because well let’s face the facts here. This platform is nearly twelve years old. But not everyone wants a rock hard suspension, and for those you either choose the Mercedes E-class or this.

There really isn’t much wind or road noise to complain of. The turbo engine sounds rather course under heavy acceleration but it is far from a deal breaker. There is no manual gearbox option, but most buyers in this segment don’t really care for one either.

Volvo has always been a paradigm of clarity when it comes to their dashboard layouts; all the controls are within easy reach of the driver’s hand. The seats are all day comfy and offer plenty of support. Rear passengers will find comfort as well. Plus the S80 is one of the few sedans in this segment to have split folding rear seats standard and a boot that’s generous on space.  

All S80s come standard with keyless entry, Bluetooth connectivity, leather seats and rain sensing windshield wipers. You’ll have to step up to the Platinum trim to get Xenon headlamps with auto high beam control, collision warning with full auto brake and adaptive cruise control with lane departure warning. We think that it’s best to just spring the extra money for this package because it has many of the modern safety technology and yet still manages to be cheaper than all three German Rivals.

The S80 maybe on its way out the door but that doesn’t mean you can’t pick up one with a deep discount. This maybe one of the few reasons people will still flock to dealers to buy one. However, in our opinion this is the most understated Volvo ever, and for those few individuals that do buy one this is a real gem.

Wait for the S90 if you desire all-wheel-drive or more powerful engine option.

Likes: Most understated Volvo ever. Turbocharged engine offers good flexibility and decent running costs. Comfortable front seats and ride comfort.

Dislikes: Starting to show its age.

Devon’s choice: Platinum package is the only way to go with the S80. It may costs more but it is worth it.

A Miata with a folding metal roof

The Mazda Miata RF takes the same formula as the Miata (roadster form) but adds the luxury of a folding metal roof. Does this mean that it’s the best Miata you can buy?

The Miata RF uses the same engine as the roadster, a 2-liter four-cylinder pumping out 155hp. We’ve said this with the roadster and we’re going to say it with the RF as well. It may not sound like much but trust us the Miata RF is still lightweight and can get from 0-60mph in 6.1 seconds which is only 0.3 seconds slower than the roadster. We found it to be impressive regardless of the extra weight of the folding metal roof adds on. What we found even more impressive is that despite not having tons of torque available at low revs, the engine still revs sweetly and really does shine through when driving in tight corners and bends. It helps give you more confidence where it matters the most, you can’t get this type of thrill from Audi, BMW or Mercedes.

Driving the Miata is a unique driving experience in which we will never forget. The steering feedback is so linear and responsive that it can make many expensive options look overpriced. The chassis is the sweet spot on the Miata, we were able to sling it into corners and bends with pure confidence and with the amount of horsepower the engine produced it didn’t feel underpowered. Some will say that a turbo engine would be nice but we say the turbo engine is best ditched because this engine is just silky smooth and revs so sweetly. There is some wind noise that intrudes into the cabin as well as some road noise but it is far from a deal breaker.

The interior doesn’t feel as cramped as you’d expect a small roadster to feel. The driver and passenger seats both offer plenty of support and adjust ability. You won’t feel snugged inside the cabin with the roof up either, although taller drivers may want to test out headroom with the top up to see if they are still comfortable. Over the shoulder visibility isn’t as good  as the roadster while overall visibility outward to the rear is a little compromised but luckily there is parking sensors to help take the sting out of that. The Miata really isn’t a large car to begin with so you shouldn’t struggle much at all parking it. The infotainment system is actually quite easy to use with many of the menus easy to find but it can be a bit distracting while on the go. Also, the materials used inside of the cabin feel top-notch. Something you would expect from Mazda and after all they do have some of the best interiors for their price range. The boot space is adequate, but let’s face it people aren’t buying this car for practicality.

The standard Club trim comes with LED headlights, leather-wrapped shift knob, sports tuned suspension and power retractable fastback roof. You’ll have to step up to the Grand Touring trim to get auto on/off headlights, automatic climate control and Bose premium audio system. Picking between the two trims depends on the depths of your wallet. The Grand Touring seems pretty pricey on paper but offers the most standard features to back up the higher asking price. The RF isn’t as noisy as the roadster and should appeal to those who may want the added security of a folding metal roof rather than a fabric one. Ditch the automatic and go right for six-speed manual as it’s cheaper and makes the most of the engine’s overall horsepower output.

The Miata is one of those vehicles you have to test drive or own before you go to your grave. It’s really a special vehicle that every driving enthusiasts will love; pure driving pleasure that’s simple and yet elegant. Bravo Mazda!


Likes: It handles like a dream. Engine doesn’t have much oomph but it makes up for that with excellent driving dynamics. Low running costs.

Dislikes: It’s somewhat more compromised than the roadster version.

Our pick: Go right for the Grand Touring trim. The price difference between that and the Club is a mere $1k difference.  You get more standard features and plenty to rave about, as long as you ditch the auto gearbox.

Devon tries to find purpose for the BMW X6 (Used)

Unless you really want the X6 and don’t mind paying the premium for it, the X5 is cheaper and much more practical. Here’s why:

The standard 3-liter turbocharged six-cylinder producing 300hp already provides enough kick in your pants acceleration. So we question if the 4.4-liter turbocharged eight-cylinder producing 400hp is really worth paying the premium for. What separates the X6 from the X5 is the sweet handling and sharp steering. You’ll have to pay for the option to get the X6 to drive the way it should and at this price point it shouldn’t be an option. At least the engines are smooth in operation and are quite lovely to hear when under hard acceleration. Wind and road noise are very well hushed in the cabin.

BMW has a minimalistic approach to their interior designs, and the X6 is no exception. Everything is very easy to locate and everything is within easy reach of the driver’s hand. The new iDrive system is much more user-friendly. Drivers in the front will find comfort very easily while rear passengers may struggle for headroom and legroom. Plus the boot space is just down right disappointing. This is all due to the slopping roofline.

The X6 does come well equipped for the money. Keyless entry is standard, as well as iDrive infotainment system and Xenon Headlamps. Climate control and leather seats are also standard. One annoying thing about BMW is that you’ll have to pay for extra that should be standard. Such as heated front seats, keyless start and rearview parking camera, which you will need because rearward visibility is appalling!

 Buying an X6 isn’t a cheap proposition. But your investments should be well secured as BMW resale value is strong thanks to the badge. Running costs will be high unless you stick with the standard turbocharged six-cylinder which should be somewhat decent. Quality of the interior feels high class and well put together. Reliability should be good as with all BMW vehicles.

The X6 is aimed for those who seek something different. It’s quirky and odd way to be different too. It’s expensive too and you don’t get some premium features that should be standard. Plus you’ll have to pay the money to make it drive and handle the way that it should. Unless you really just have to have an X6 the X5 is cheaper and much more practical than the X6.

Likes: Handles and drives with the right options. It’s different and quirky yet holds its value well. Turbo engines both are powerful. iDrive system has been vastly improved.

Dislikes: Why does being different cost so much? You’ll pay an arm and leg to make the X6 drive the way it should, and some options at this price point shouldn’t be optional. You're better off with an X5.

Devon’s Choice: The standard 3-liter turbocharged six-cylinder is all the engine you will ever need. It’s still expensive but running costs won’t be too bad.

The 3-series Touring is the hidden Gem in BMW's Range (used)

There’s one BMW that really does catch our attention the most and it’s not one of the wicked fast M-cars. It’s the 3-series sports wagon. It’s one of the rarest gems you’ll find in BMW line-up that we think is worth paying the premium for. Even if it means passing up the better X-range of sport utility vehicles; here’s why.

Performance: There are two engines to choose from. The 330i has the 2-liter turbocharged four-cylinder producing 248hp while the 328d has a 2-liter turbo-diesel producing 180hp. If you do tons of highway driving the 328d makes the most sense financially. Otherwise the 330i will suit most buyers.

On the road: We have yet to test drive a BMW with the standard suspension. Our tester car came equipped with the pricey adaptive M Sport Suspension and it really does make the 3-series wagon dreamy to drive. Handling is excellent and steering is responsive with plenty of feedback. The standard xDrive offers traction at the bucket loads. Both engines don’t really sound great at idle. Even the gasoline counterpart sounds like a diesel at idle. Wind and road noise however is well suppressed.

Behind the wheel: There’s plenty of room for the driver to get comfortable. The steering wheel and seat offers plenty of adjustments. Most functions are operated through BMW’s iDrive system which has been vastly improved. It’s much easier to operate and really does beat Mercedes system by a long shot. Passenger space in the rear seat isn’t huge but if you are willing to share the space it is bearable. The boot offers plenty of space but becomes enormous when the rear seats are folded down.

Equipment: Engine stop/start system, auto dimming rearview mirror and electric interior tailgate release all come standard. You’ll have to pay extra for xenon-headlamps, comfort access and the adaptive M Sport Suspension which we think is an option worth having if you want the most engaging driving experience with your 3-series wagon.

Buying & owning: The 3-series wagon is expensive and there’s no hiding that fact. But compared to its rival the Volvo V60, the 3-series offers slightly better fuel economy thanks to the diesel engine and will hold its value well partially thanks to the fact that a 3-series wagon is very hard to find on dealer lots.

Quality & safety: The interior feels very upscale and classy. Much of the materials used feel long lasting and durable. BMW has had a very respectable reliability record with the 3-series. So we see no major issues for it. However we strongly suggest an extended warranty if you are planning to keep the 3-series long after the standard warranty is over. Standard safety kit includes stability control, traction control and anti-lock brakes. Six airbags come standard as well. All 3-series come with theft deterrent system as well as deadlocks to keep theft away. However you want to keep in mind that an alarm system is only offered as an option.

The BMW 3-series wagon is a great alternative to the large range of sport utility vehicles and crossovers out there. If you want an engaging vehicle that’s lighter and much more fun to drive, the 3-series wagon clicks all the right buttons. However you’ll have to pay extra for the adaptive M Sport suspension to make it ride and handle the way it should. You could pick one of the X-range sport utility vehicles, but none of them have the appeal of the 3-series wagon. This is why we think it’s the best of the 3-series range.

Likes: It’s the most practical and stylish 3-series of the range. Turbo-diesel engine option is the way to go.

Dislikes: We have yet to drive a BMW with the standard suspension and from what we’ve heard it’s disappointing; it’s expensive compared to the Volvo V60 the only other real competitor it has.

Devon’s Choice: The 328d makes the most sense because most owners will do tons of highway driving. Thus picking the diesel in this case is a no brainer. Plus it’s much more efficient than the gasoline engine. Only downside is you'll have to pay extra for the adaptive M Sport suspension so it rides and handles the way it should.