Coupe

To many, McLaren will always be best known for its motorsport activities, but it also has a growing range of high-performance cars designed to challenge the likes of Ferrari and Porsche.

Most McLaren models share two key components: a central tub made out of carbonfibre and a powerful V8 petrol engine. And with cars ranging from the entry-level 540C to the hardcore (but still road legal) Senna, McLaren cars rival everything from the Jaguar F-Type to the Porsche 911 and Ferrari’s 488 Pista.

MCLAREN

Saloon

Saloon (2016 - 2023)

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, while the closely related Stelvio and smaller Tonale both competes in the booming SUV class.

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

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

Saloon (2015 - 2018)

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 small coupés 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 X7 luxury SUV, which can easily cost more than £100,000.

BMW was also quick to capitalise on the rise of the SUV and now has more than ten in its range, covering petrol, diesel, electric and plug-in hybrid power options.

All of this makes it one of the big three German prestige brands, along with Audi and Mercedes-Benz. 
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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 M8&nbsp;grand tourer, which costs more than £120,000.

BMW was also quick to capitalise on the rise of the SUV and now has ten in its range: the X1, X2, X3, X4, X5, X6, X7 and XM, plus the electric iX3 and iX.

All of this makes it one of the big three German prestige brands, along with Audi and Mercedes-Benz.

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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BMW M3 Saloon

Coupe (2020 - 2024)

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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BMW M4 Coupe

Saloon (2013 - 2016)

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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BMW M5 Saloon

Astonishingly fast and surprisingly comfortable, the McLaren MP4-12C is a technical masterpiece – even if its precision sometimes borders on clinical.

Used McLaren MP4-12C 2011-2014

McLaren, so long synonymous with Formula One racing, branched out with the McLaren MP4-12C back in 2011, launching under the newly formed McLaren Automotive brand.

It was the first of a range of high-performance <a href="https://www.whatcar.com/make/mclaren">McLaren car models</a> planned by the UK motorsport company, based in Woking, Surrey. Production was reasonably short, as is often the case with high-end supercars, with the MP4-12C being built between 2011 and 2014. It was replaced by the <a href="https://www.whatcar.com/mclaren/650/sports/review/n17154">McLaren 650S</a>, which was a heavily revised version of the MP4-12C. There’s also a <a href="https://www.whatcar.com/best/convertibles/n17007">convertible</a> version, called the MP4-12C Spider.

At the time of its launch, the MP4-12C (later renamed to McLaren 12C) was an arch-rival for the <a href="https://www.whatcar.com/make/ferrari">Ferrari 458 Italia</a>. The two cars offer slightly different takes on the mid-engined <a href="https://www.whatcar.com/best/performance-cars/n23035">performance car</a> formula, as we’ll elaborate in this review.&nbsp;

Engines and performance: The 12C is powered by a mid-mounted 3.8-litre twin-turbocharged V8 engine, which produces 592bhp and 442lb ft of torque. It was a brand new engine at the time, driving the rear wheels via a seven-speed twin-clutch paddle shift gearbox.&nbsp;

Performance is shattering. Whether you're getting away from the mark or cruising along in a relatively high gear, burying the throttle brings a vicious surge of acceleration that few <a href="https://www.whatcar.com/best/performance-cars/n23035">performance cars</a> at any price (458 included) can match. Officially, 0-62mph takes 3.1sec, which is a touch faster than the 458 Italia (3.3sec).

There's no let-up until the rev-limiter intervenes at a giddy 8500rpm, where one metallic click of the upshift paddle brings an impressively smooth and quick gearchange, sending you on your way again with even more jaw-dropping velocity.&nbsp;

The gearbox itself is a dual-clutch <a href="https://www.whatcar.com/news/which-cars-come-with-a-manual-gearbox/n26678">manual gearbox</a> with a pre-cog function. A gentle tap on one of the paddles primes the next gear for an instant shift when the paddle is pulled more firmly.

Ride and handling: The 12C is an extremely high-tech car for its age. It has a one-piece carbon-fibre chassis that manages to be both strong and light, while the suspension uses adaptive dampers and complex hydraulics to provide control rather than a conventional anti-roll bar.

The chassis control system includes three handling modes and hydraulic inter-connectors on each axle in place of the usual anti-roll bar. These give the two-fold advantage of curtailing body roll in hard cornering while allowing each wheel to function independently in a straight line for a better ride.

As you’d expect, you can carry an insane amount of pace through bends in the 12C. Most of this is down to the car's immense grip, which keeps it glued to the road at seemingly unthinkable cornering speeds. The body stays almost totally flat, yet there's enough compliance to prevent the car from feeling skittish or nervous.

Brake-steer, an idea borrowed from F1, helps the car tuck into corners, while the air brake is a movable wing that moves the centre of aerodynamic pressure rearwards when deployed for greater downforce.

Throw in the quick, consistent reactions you get from the steering, brakes and throttle, and the 12C feels utterly composed and predictable, no matter how fast you're going.

You'd expect the ride to be rock-hard, right? Wrong. Put the suspension in the most comfortable of its three modes (Normal, Sport and Race), and the 12C is surprisingly usable on craggy UK roads. Bumps are dealt with smoothly at all speeds, and the ride is always beautifully controlled. It’s more comfortable than the 458.&nbsp;

Refinement isn't bad, either. Sure, the engine sounds great under hard acceleration, but the noise melts away when you're cruising, and wind and road noise are also well suppressed.

Engineering and background: The fundamental principle behind the MP4-12C, as with an F1 car, is efficiency. Primarily, that means lightness, since a light car needs less power to make it go and smaller brakes to stop it, and is more agile when it needs to change direction.

The car's dry weight (minus fluids and passengers) is around 1300kg. It will accelerate from 0-125mph in less than 10 seconds and come to a complete stop again in less than five seconds. Its carbon dioxide emissions are below 300g/km, which is low for a performance car of this era.

To keep the weight down, the car is built around an 80kg, one-piece carbonfibre passenger compartment called a monocell, on to which an aluminium crash structure is attached at the front and an aluminium fuel tank, engine cradle and suspension pick-up points at the rear. It's the same principle used for F1 cars.

That means the non-structural body panels can be made of light material and shaped purely for aesthetics and aerodynamics. A flat underbody and a large rear diffuser employ F1 know-how to help suck the car to the road.

The use of a lithium-ion battery saves 10 kilos and hexagonal, instead of round, wiring saves another four kilos. Even the company logo is embedded into the cross-car strengthening beam rather than embossed on it to save a couple of grams.

Interior and practicality: Even by modern standards, the Alcantara and carbon-fibre-trimmed interior looks smart and feels solid, even if it doesn't quite have the flair of the 458 Italia. Still, there's enough space to keep you and your lucky passenger comfortable, and the figure-hugging seats are truly supportive. They're a pain to adjust, though, because the under-seat electric controls are hard to find and even harder to use.

However, play around for a while, and you'll find a great driving position with superb forward visibility. Granted, the 12C doesn't provide such a clear rear view, but not many supercars do. The boot's no bigger than the average supercar's, either, giving you just 144 litres of storage under the bonnet.

Trims and equipment: There are no trim levels for the MP4-12C as such, but all cars come with alloy wheels (19in front and 20in rear), bi-xenon headlights, cruise control, manually adjustable seats (with electric height adjustment for the driver), Alcantara headlining, part-leather upholstery, a 7.0in portrait-orientated touchscreen, an AM/FM radio, iPod connectivity, Bluetooth and a four-speaker Meridian sound system.&nbsp;

What you’ll want to keep an eye on is options, because these vary between cars. These include a full leather interior, carbon fibre seatbacks, electric and heated memory seats, an upgraded Meridian sound system, front and rear parking sensors, carbon ceramic brakes, lightweight forged alloy wheels and a sports exhaust, among many others.

"I was shocked by how comfortable the MP4-12C was when I&nbsp;drove it. The suspension is&nbsp;on the&nbsp;firm side,&nbsp;but it doesn't crash or&nbsp;bang over bumps like most supercars do. Visibility is excellent, too, making it a surprisingly easy car to drive."&nbsp;– <a href="https://www.whatcar.com/authors/mark-pearson/n1035">Mark Pearson, Used Cars Editor</a>

If you're interested in buying a <a href="https://www.whatcar.com/used-cars/mclaren/12c">used McLaren MP4-12C</a> or any of the cars we've mentioned, head over to our <a href="https://www.whatcar.com/used-cars">Used Cars For Sale</a> pages to find lots of cars listed at a great price.

McLaren MP4 Coupe

Saloon (2021 - )

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 Tesla 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 the most comfortable for a long motorway journey. 
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Mercedes-Benz

C Class

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

With its thunderous V8 and precise handling, the C63 sits beautifully between the brutish muscle car and delicate sports car

Used Mercedes-AMG C63 2015-2021

Eight cylinders arranged in a V formation, who knew it'd make such an enthralling combination? Well, Mercedes certainly did upon creating the first C63 AMG back in 2008, but the brand (along with the rest of the world) seems to have&nbsp;now moved along:&nbsp;the new&nbsp;<a href="https://www.whatcar.com/mercedes-benz/c-class/saloon/review/n17218">Mercedes-AMG C63</a>&nbsp;has a four-cylinder, <a href="https://www.whatcar.com/mercedes-benz/c-class/saloon/review/n17218">plug-in hybrid (PHEV)</a> setup.&nbsp;

So, unless the world changes its mind, this 2015-2021 model&nbsp;could be the very last V8-powered C63. If that's the case, you're looking at a surefire future classic.&nbsp;

Engines &amp; Performance:&nbsp;The V8 in question is a turbocharged 4.0-litre unit bearing 469bhp in its standard form, rising to 503bhp in S guise. In its latter guise, the C63 can accelerate from 0-60mph in just 4.0sec, but the standard C63 isn't far behind, plus both versions&nbsp;sound&nbsp;suitably muscular and raucous.

Perhaps unsurprisingly, the C63 (in fact, every generation) has an <a href="https://www.whatcar.com/best/automatic-cars/n26377">automatic gearbox</a> – Mercedes-AMG isn't big on manual gearboxes, unlike the rival <a href="https://www.whatcar.com/bmw/m3/saloon/review/n135">BMW M3</a>&nbsp;which has been available with one in the past. Fortunately, the C63's seven-speed 'box suits the car well, responding swiftly to your inputs and shifting quickly.&nbsp;

Ride &amp; Handling: Particularly in Comfort mode, the C63 makes for a smooth – albeit still a tad firm – and relaxing ride, but of course, that's probably not the reason you'd buy a sports saloon. No, you want entertaining handling and, yes, the C63 has that covered. Its steering is sharp and well weighted, plus there's plenty of grip and composure to lean on.&nbsp;

Still, it's not entirely pinned down&nbsp;– and we mean that in a good way. The C63 has a playful edge to it (although best to find a private track to fully exploit that). It's a predictable edge, too, so you always feel in control – a tad more than you do in the <a href="https://www.whatcar.com/bmw/m3/saloon/used-review/n18202">2014-2018 BMW M3</a>, actually.&nbsp;

Interior &amp; Practicality: Like the larger and more expensive <a href="https://www.whatcar.com/mercedes-benz/s-class/saloon/review/n17355">Mercedes&nbsp;S-Class</a>, the C-Class has a very classy-looking interior. Most of the materials feel very premium, but it's not quite as impeccably put-together as it might look.&nbsp;The <a href="https://www.whatcar.com/audi/rs4/estate/review/n189">Audi RS4 Avant</a> features better build quality.&nbsp;

Still, there should be no complaints from anyone up front because there is plenty of space, lots of storage areas and tons of adjustment in the seats and steering wheel to find a comfortable position. Rear leg room is decent too and even the tallest of folks shouldn't find their heads brushing the ceiling. The same can't be said of the boot which is smaller than rivals, has a restrictive opening and is of an odd shape that makes packing for a road trip quite tricky.

Trims &amp; Equipment:&nbsp;The standard C63 comes with&nbsp;Nappa leather upholstery, while the range-topping C63 S adds 19in alloy wheels, grey seatbelts and AMG performance seats.

The S also swaps the standard car's limited-slip differential (LSD) for a more advanced, electronically controlled one for increased traction and grip at the rear.&nbsp;

Interested in buying a used&nbsp;<a href="https://www.whatcar.com/mercedes-benz/c-class/saloon/review/n17218">Mercedes-AMG C63</a>? Visit our&nbsp;<a href="https://www.whatcar.com/used-cars">Used Cars For Sale</a>&nbsp;pages to find lots of cars listed at great prices.

Mercedes C63 Saloon

Saloon (2020 - 2023)

E Class

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.

Page 1&nbsp;of 5

Mercedes E-Class Saloon

Coupe (2008 - 2012)

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, joined by its fellow British-built relatives in the Juke small SUV and Leaf electric car.

Indeed, the original Leaf was the world’s best-selling EV, so Nissan knows a thing or two about electric cars.

The trio is joined by two more SUVs: the all-electric Ariya and the seven-seat X-Trail. But it’s not all about SUVs, though, because there’s also the Micra – a small electric car based on the brilliant Renault 5.

Nissan

GT-R

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

<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 2009-2022

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. Still, 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 low price.

Engines &amp; Performance: 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.

Trims &amp; equipment: 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 did grow to be.

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.

Ride &amp; handling: 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 a 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.

Interior &amp; practicality: 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.

"It might have had the vibe of a high-level computer game, but the GT-R was a true supercar, with levels of cornering grip so high I thought my brain would come out of my ear." - <a href="https://www.whatcar.com/authors/mark-pearson/n1035">Mark Pearson, used cars editor</a>

Shop for a used Nissan GT-R, or any of the other cars mentioned here, in our online classfieds site <a href="https://www.whatcar.com/used-cars">here</a>.&nbsp;

&nbsp;

Nissan GT-R Coupe

Saloon (2000 - 2008)

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 Crosstrek is a more conventional family SUV. The Solterra is the firm’s first electric SUV, and it is closely related to the Toyota bZ4X.

However, Subaru continues to ensure its models are four-wheel drive, and all are far more&nbsp;competent off-road than you might expect.

Subaru

Impreza

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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