All Souls are well equipped. The First Edition came with leather trim, adaptive cruise control, a Harman Kardon hi-fi, a head-up display and LED headlights. Also standard were heated front seats with eight-way electric adjustment for the driver’s seat, a reversing camera, wireless phone charging, Apple CarPlay and Android Auto. 

When the First Edition morphed into the Maxx, the electric driver’s seat adjustment was ditched, but a heated steering wheel and rear parking sensors became standard. 

The Explore continued with the Maxx’s standard equipment, plus electric driver’s seat adjustment; Urban ditched the heated seats and steering wheel, the leather trim and the rear parking sensors.

Prices

Find an early, high-mileage Soul EV and you can pay as little as £10,000 for it if you buy privately, but few of these are available for less than £12,000. This bags a 20-plate First Edition with 30,000 miles on the clock; go for a Maxx instead and you should expect to spend upwards of £14,000, which secures a 22-plate example with 40,000 miles notched up. Spend £16,000, and a 10,000-mile Maxx on a 22-plate can be yours. 

We saw very few Urbans for sale, but we did find a 3,000-mile car on a 24-plate being sold privately for £14,250. The most you’ll pay for a Soul EV is £20,000, which bags a 5,000-mile Explore on a 74-plate. 

The 308 is a light car, though, with the 1.5 BlueHDi 130 Active model weighing in at just 1,204kg. A few years ago, this is the kind of figure we would have associated with a supermini, and shows the lightweight efficiencies of the new PSA Peugeot-Citroen EMP2 platform that the 308 uses.

The styling does make it hard to take full advantage of the car’s slightly more compact size, though: the back window is narrow and the C-pillars thick, and both compromise rear visibility.

Leg room, head room & passenger space

The Peugeot is rather disappointing for passengers in the rear, as a result of its short length and focus on maximising boot space. The rear doors are big enough, but there could be more space between the front and rear seats; climbing aboard can be a bit tricky. Foot space isn’t great, either, and the low-set rear bench only adds to the tight feel inside.

Getting out can be a struggle, too, particularly if you have bigger feet, and this is one of the few family cars in which adults in the rear may be asking those in the front to slide their seats forward. At least headroom isn’t bad – unless you choose the panoramic roof, that is. That’s worth noting if you’re looking at Active models and above, as it’s a temptingly priced £500 option.  

Boot

On paper, the 308 has a very spacious boot, offering 470 litres with the seats up and 1,185 litres once they’re folded. But this is a little misleading, as the shape of the boot doesn’t quite allow owners to make full use of the space. This isn’t the estate-rivalling luggage bay the figures suggest. 

The 308 does offer extra hidden space below the load area, which is handy, but it’s a pity this versatility hasn’t been extended to the interior. The glovebox is tiny and the armrest cubbyhole, normally a useful stowage space, is also cramped.

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If you want to upgrade the sound system, you can select the Harman Kardon option for £820. There’s a Bowers & Wilkins Diamond Surround sound system, although this costs an eye-watering £4,220.

Practicality, comfort and boot space

Given that the BMW 5 Series has grown in nearly every external dimension, it’s no surprise to find its bigger inside. In fact, it now comfortably matches the Audi A6 and Mercedes E-Class for space, and edges ahead of the Jaguar XF.

Boot capacity has increased, too – although close class benchmarking means it offers no real advantage over its immediate rivals in this regard. Yet if buyers want more luggage space, then there’s always the 5 Series Touring estate version.

Access to the cabin is straightforward thanks to wide-opening doors, and once inside there’s bags of head and legroom for rear seat passengers. It’s a similar story up front, where the driver gets a wide range of seat and wheel adjustment.

Like all BMW models, the driver’s seat can be set low, placing you at the heart of the action. The standard seats also offer plenty of support, particularly over long distances. M Sport models get more heavily bolstered sports items, while if you want a heating function for both the front and rear seats you’ll have to tick the optional Comfort Plus Pack.

Legroom, headroom and passenger space

You’d expect an executive saloon to be roomy and comfortable – and the 5 Series doesn’t disappoint. By stretching the whole car by 36mm, BMW engineers have liberated extra legroom, particularly for those sitting in the back. There’s enough space for even tall passengers to stretch out in comfort, while the rear bench is wide enough for three adults – although the large transmission tunnel means those sitting in the middle don’t have much room for their feet. Up front, the amount of space is equally generous. There’s also a wide range of seat adjustment, particularly for the driver. 

Boot

BMW has boosted the carrying capacity of the 5 Series, but the 10-litre increase to 530 litres isn’t much to write home about. What’s more, it trails the 540-litre figures claimed by the Mercedes E-Class and Jaguar XF.

Go for the 530e or 545e plug-in hybrids however, and you’ll sacrifice 120 litres of space. That’s a fair chunk, although the Mercedes E 350e suffers to a larger extent, losing 140 litres over its conventionally-powered petrol and diesel siblings. 

Still, the load bay is reasonably well shaped in all versions, while the opening is wide. There is a pair of handy cubbies behind each wheel arch, plus some storage beneath the boot floor. The split/fold rear seat further aids versatility.

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We were impressed as soon as we drove the 718 Boxster, and then Porsche introduced a six-cylinder version that was even better. Now the Boxster Mk4 has been axed, but its desirability isn’t diminished, so here’s what you need to know to buy your perfect example.

History

The fourth-generation Boxster was launched in January 2016, two decades after the original model was unveiled. The 296bhp Boxster had a turbocharged 2.0-litre four-cylinder engine, while the 345bhp Boxster S version came with a turbocharged 2.5-litre engine.

Launched in October 2017, the Boxster GTS had a 360bhp 2.5-litre engine, while the 296bhp Boxster T that arrived in December 2018 was a driver-focused entry-level variant that was lighter than standard, sat 20mm lower and was fitted with adaptive dampers.

The Boxster Spyder that was introduced in September 2019 packed a 414bhp 4.0-litre naturally aspirated six-cylinder engine; this same powerplant was fitted to the Boxster GTS 4.0 that was launched in January 2020, in 388bhp form. The Boxster 25 Years that arrived in January 2021 marked a quarter of a century of production and was based on the GTS 4.0; it was limited to 1,250 units worldwide.

On the road

There are many reasons why you want a Boxster, but this is the key one. Any correctly maintained and properly set up Boxster is fabulous to drive, from the weighting and feedback of the controls to the scintillating performance. Ride comfort is amazing considering how sharp the handling is, too.

The six-cylinder engines are smooth and sound superb, while the four-cylinder units are torquey, frugal and lighter. So both engines have their pros and cons and it’s the same for the transmissions; both manuals and autos are ultra-slick, and chosen purely based on personal preference.

Which one should I buy?

Even the slowest Boxster, the 2.0-litre edition, can crack 170mph and do 0-62mph in 5.1 seconds, while the Spyder can do 187mph and 0-62mph in 4.4 seconds. The six-cylinder versions are glorious, but the 2.5-litre S model has the perfect balance of poke and poise, even if it doesn’t sound as lovely as a  4.0-litre edition (for which you’ll pay a very hefty premium).

Japanese car maker Mazda has released the key specs and pricing of the CX-6e SUV, its third EV in the Australian market.

Prices for the CX-6e will start at $53,990 before on-road costs for the entry GT variants, and the top-spec Azami variant comes in at $56,990 before on-roads.

As part of the launch, the first 1,000 customers who ordered the GT variant will automatically be upgraded to the Azami variant, valued at $3,000.

Managing Director of Mazda Australia, Vinesh Bhindi, said the new pre-order campaign follows the popularity of its similar Mazda 6e offer, which saw all 300 units sell out within only two weeks.

CX-6e features a rear-mounted 190 kW motor, powered by a 78 kWh Lithium-Iron-Phosphate (LFP) battery pack. According to the preliminary specifications, this pack can deliver up to 484 km of WLTP range on a single charge and charging it from 30-80% will take around 15 minutes.

Inside, there is a large centre screen, surrounded by 256-colour ambient lighting, that floats above the dashboard.

Last month, The Driven saw an early left-hand-drive version of the car in person at a preview in Melbourne, and one of the standout features was this screen that extends towards the passenger seat, along with the high-quality materials used throughout.

In the spec sheet, Mazda states that the CX-6e includes multiple safety features, including:

• Smart Brake Support for turning across traffic with pedestrian and cyclist detection
• Rear Cross Traffic Alert
• Blind Spot Monitoring
• Emergency Brake Assist
• Lane-Keep Assist
• Driver Monitoring System

Colour-wise, there is a nightfall violet mica as well as metallic paints including Red, Crystal, Machine Grey, Grey, Blue, White, Pearl and Black.

The latest model made its global debut at the Brussels Motor Show this year and, according to the brand, adopts Mazda’s “Future + Soul + Modern” Kodo design concept.

The Mazda CX-6e is manufactured in collaboration with Chongqing Changan Automobile Company, which has multiple brands in China, including the locally available Deepal brand, which is distributed through Inchcape in Australia.

The first Mazda CX-6e deliveries in Australia are expected to start from September.

2026 Mazda CX-6e specs

GT grade, features:

• 26.45-inch central touchscreen display
• 19-inch alloy wheels
• 50-inch active driving display
• 360-degree view monitor with See-Through View
• Advanced keyless entry
• Mazda Radar Cruise Control
• Tri-zone climate control with air purification system (PM2.5 filter)
• Wireless Apple CarPlay® and Android Auto
• Auto-dimming rear-view mirror
• Powered remote tailgate with hands-free function
• Front and rear parking sensors
• Heated and ventilated front seats
• Heated steering wheel
• LED headlamps with signature illumination
• Panoramic glass roof with electric sunshade
• Premium audio system with 23 speakers
• Satellite navigation
• Wireless smartphone charger
• Black Maztex trim

Mazda CX-6e Azami adds:

• Digital exterior mirrors
• Digital interior mirror
• 21-inch alloy wheels

2026 Mazda CX-6e price list

Mazda CX-6e Model Grade	Motor & Battery	Drivetrain	MLP
GT	190kW/78 kWh	RWD	$53,990
Azami	190kW/78 kWh	RWD	$56,990

  

Option Package	Price
Warm Beige Interior Trim (available on both GT and Azami grades)	$1,000

 

The Q4 e-tron is currently the German brands smallest and most affordable EV in their 4 car lineup, sitting beneath the larger Q6 and Q8 e-tron SUVs, and well below the lofty price tag of an e-tron GT. 

However, you wouldn’t call the mid-size SUV small, as it measures only slightly smaller than a Tesla Model Y. Prices starting at $84,900 plus on-road costs, so it is not exactly affordable either for most people. But for those who traditionally buy Audis or other luxury vehicles, I think the Q4 e-tron is worth a look.

Q4 e-tron is built upon the Volkswagen Group’s MEB platform, so it shares underpinnings with several other EVs like the Cupra Born and Tavascan, Skoda Elroq and Enyaq, as well as Volkswagen’s entire range of ID electric vehicles. 

There are 4 variants of the Q4 in total, 2 rear-wheel drive Q4 45 e-trons available in either SUV or Sportback body style which is Audi’s name for a coupé SUV. Above that are 2 all-wheel drive Q4 55 e-trons, giving you more power and interior features included, but less range from the same 82 kWh battery for roughly $20,000 extra.

Interestingly, despite the sloping rear window on Sportback versions, their boot space is listed as 15 L higher than the SUVs at 535 L vs 520 L. There is definitely less rear headroom in the Sportback though, so if you have tall people in the back often the SUV would be a better choice.

Plenty of positives

There are plenty of things to like about the Q4 e-tron, starting with the exterior design. Looks are subjective I know, but the Q4 is a good looking car in my opinion, with sleek lines and interesting design elements. I don’t like the fake grille, but I guess Audi wanted the Q4 to blend in with the rest of their combustion SUV range.

Inside, the Q4 cabin looks and feels premium apart from some hard plastic sections in the door panels which seem cheap, detracting from the overall vibe a little. The central touchscreen is angled towards the driver, along with physical buttons below for adjusting climate controls that emit a satisfying click when pressed.

I found the standard leather appointed seats were very comfortable. My father-in-law said he found them particularly good in terms of the seating position at the end of a 3 hour drive through the countryside. The Q4 I drove was fitted with the optional $2,860 comfort package which adds electronic adjustment to both front seats and memory function for the driver.

If you want to upgrade to real Nappa leather seats, you first need to start with the Q4 55 e-tron and add the optional $2,500 S line interior package. As far as I can see these seats still lack ventilation though, a nice feature that comes standard on some cars that are half the price or even less.

When I first got in the Q4 I was disappointed to see it had a start/stop button, although I was pleasantly surprised to find it was completely optional as the car starts up when you touch the brake pedal anyway. The car also turns itself off automatically as you get out which removes another unnecessary step that tends to annoy me in other cars.

Setting off in the Q4 is therefore quick and easy given the optional start button, combined with the fact that settings such as auto hold are retained between drives. You can simply buckle up, press the brake and engage drive. Safety systems were well tuned too, so there is nothing you need to fiddle with each time.

Handling and suspension was another highlight of the Q4 e-tron, no doubt helped by Audi’s vast experience making cars for over 110 years. The Q4 feels sporty and capable, yet was also one of the most comfortable EVs. This was confirmed by every family member who came for a spin, they all commented on the noticeably good ride quality.

The Q4 e-tron handled both high and low speed corners well, feeling planted and confidence inspiring in the bends. On highway stretches it felt as if it would have no trouble at all on German Autobahn travelling much faster than our 110 km/h limits. If I was nitpicking, the takeoff from a standstill when using auto hold can occasionally be jerky.

Acceleration in the single-motor 45 e-tron felt smooth and powerful, on paper it will reach 100 km/h in 6.7 seconds which is spritely enough for most people. For reference the dual-motor 55 e-tron is still heavily rear-biased, as the front motor adds a modest 40 kW / 134 Nm over the 45 e-tron’s outputs (210 kW / 545 Nm), cutting the 0 – 100 km/h acceleration down to 5.4 seconds. 

Sam Parkinson described the tranquility of the Q6 e-tron cabin in his review, and I found the Q4 e-tron to be similar. The only time I noticed significant road noise was on rough sections of bitumen, which was a bit surprising given the tyres fitted were EV specific Hankook ventus S1 evo with decent sidewall heights. 

Efficiency figures for the Q4 e-tron were average for a car this size weighing just over 2 tonnes. Around town I measured 163 Wh/km and on the highway it was not much worse at 170 Wh/km. This results in around 450 km real world highway range on a full charge, compared with 540 km WLTP for the Q4 45 Sportback I was testing.

Not many negatives

Overall, my experience with the Q4 e-tron was mostly positive, but I came across a few areas that could be improved in future iterations of the car. One of these was navigation using the built-in infotainment experience, which felt oldschool and used a text-to-speech system that reminded me of early versions with a stilted, robotic sounding voice.

You can overcome this by using wireless Android Auto or Apple CarPlay, although I also noticed occasional glitches while streaming bluetooth audio and Android Auto sometimes failed to connect. On the positive side, navigation steps from Android Auto showed up on the instrument cluster, not on the head-up display though.

Despite all of the physical buttons on the dash, front seat passengers need to swipe clockwise or anti-clockwise around a fiddly touch-sensitive audio control to adjust the volume. Drivers can use buttons on the steering wheel to adjust volume, although these are also touch-sensitive and can be falsely triggered while cornering.

Rear visibility in the Q4 Sportback version is hampered by the sloping roofline and low mounted spoiler which is visible in the rear-view mirror. Thankfully the 360 degree cameras usually provided a good view of surroundings, except at night time when I found them grainy and blurry.

In terms of packaging, Audi has not taken full advantage of the dedicated MEB EV platform, leaving room to add more space and storage if they make a refreshed version of the Q4. For example, there is a slight hump in the middle of the rear floor, no frunk under the bonnet and the interior doesn’t feel as spacious as it could be for a vehicle of this size.

Lastly, the Q4 charge port is located on the rear drivers side which is not the best if you rely on kerbside charging, particularly on narrow inner city streets. This also means you end up blocking a stall when using Tesla’s older Supercharger sites that aren’t fitted with the most recent V4 hardware and longer charge cables.

Conclusion

I really enjoyed driving the Q4 e-tron, particularly how quick and easy it was to set off each time and how well it drove in any circumstance. At the end of the week, I would have been quite happy to keep on driving it around, which is not something I can say about all of the cars I get to test drive.

The Audi Q4 e-tron is certainly not for the budget conscious buyer, with driveaway prices starting from close to $95,000 without any options ticked. However, if you are someone who buys Audis or luxury cars in general, I think the Q4 is a great entry point into an EV.

Audi will need to up their game soon to remain competitive in this segment though, as BMW’s ‘Neue Klasse’ vehicles like the new iX3 set a high benchmark for luxury electric vehicles both in terms of key specifications and value for money.

Table of key specifications for Audi Q4 e-tron

Variant	Audi Q4 e-tron 45 Sportback
Starting price	$86,500, plus on-road costs
Paint colours	8 exterior colours: Pebble grey – included Glacier white, metallic – $1,755 Typhoon grey, metallic – $1,755 Mythos black, metallic – $1,755 Geyser blue, metallic – $1,755 Navarra blue, metallic – $1,755 Floret silver, metallic – $1,755 Aurora violet, metallic – $2,255
Battery size	82 kWh gross, 77 kWh usable
Battery chemistry and manufacturer	Nickel Manganese Cobalt (NMC), LG or CATL
Range	540 km WLTP
Driven wheels	Rear-wheel drive
Power / Torque	210 kW / 545 Nm
Maximum charging speed	11 kW AC, 175 kW DC
Charging time	7 kW AC (0 – 100 %) – 11 hours 11 kW AC (0 – 100 %) – 8 hours 175 kW DC (10 – 80 %) – 28 minutes
Bidirectional charging	No
Exterior dimensions	Length: 4,591 mm Width: 1,865 mm Width including mirrors: 2,108 mm Height: 1,602 mm Wheelbase: 2,764 mm Ground clearance: 135 mm
Kerb mass	2,145 kg
Storage space	Frunk: N/A Boot, rear seats up: 535 L Boot rear seats folded: 1,460 L
Service interval	24 months / 30,000 km

If you want a car with a similarly roomy cabin, you’ll need an executive saloon or estate, such as an Audi A6/A7, a BMW 5 Series or a Mercedes E-Class – all of which cost much more to buy, and their running costs are likely to be far higher, too. The alternative is to opt for an MPV instead, such as the Ford Galaxy, SEAT Alhambra or Volkswagen Sharan, all of which are ultra-practical, great value and decent to drive.

What to look out for

Dials

From October 2018, digital instrumentation could replace the standard analogue dash dials. This ‘Virtual Cockpit’ option cost £450-£550.

Wheels

Superbs in S trim have 16-inch wheels, SE brings 17-inch items, and SE L Executive/L&K get 18-inch rims. Smaller wheels improve ride comfort.

Towing

All Superb variants are capable of towing between 1,500-2,000kg, apart from four-wheel-drive models, which can pull 2,200kg.

Engines

Only the 148bhp 1.4 TSI and 1.5 TSI engines have Active Cylinder Technology. This shuts down two cylinders during light engine loads to save fuel.

Interior

The Superb’s cabin is really strong, and undoubtedly one of the highlights of the car. It has huge amounts of space and a user-friendly dash, offers lots of equipment, and gives good all-round visibility, while the car as a whole is built to a very high standard.

Entry-level Superbs don’t feel quite as special and feature a fair few blanking plates around the gearlever, for example, but as you move up the range, the materials used are much improved (such as leather/Alcantara upholstery), while the infotainment screens grow in size and improve in functionality. Boot space is deeply impressive, at 625/1,725 litres for the hatch (rear seats up/down); the estate is even better at 660/1,950 litres.

Prices

Check out the latest used prices for the Skoda Superb on our Find a Car service or use our free car valuation tool for prices on a specific car. 

Running costs

Fixed servicing is every year/9,300 miles, alternating from minor to major, at £185 and £245. Or the alternative variable regime can see up to two years between services, but each is a major.

The Nissan Qashqai is comfortable and versatile, the Kia Sportage and Hyundai Tucson are great value and reliable, while the sharply styled Mazda CX-5 has a premium cabin and excellent dynamics. None of these cars comes as a hybrid; if this is important to you take a closer look at the Lexus UX, which is closely related to the C-HR.

What to look for

Towing

The 1.2T in manual form can tow 1,300kg; 1.2T autos can pull 1,100kg, but the 1.8 and 2.0 Hybrid models can haul just 725kg.

Gearbox

Very few C-HRs are fitted with a manual gearbox, so it’s CVT mostly. It’s not the slickest transmission, so make sure you’re happy with it.

Safety kit

Entry-level Icon cars have no blind-spot monitoring or rear cross-traffic alert; until the 2019 facelift lane-departure warning was an option.

Cracks

The most popular thread on the UK C-HR owners’ forum is about cracked windscreens, with damage in the top right corner of the glass the most likely area.

Common faults

Some owners complain of wind noise from ineffective window and door seals, plus nav glitches. Shorter kids may find the back-door handles tricky to reach, and the cabin is gloomy once they’re in there.

Interior

The C-HR’s dashboard is far from bland, but it’s not over-designed. Indeed, it’s very user-friendly, with a decent blend of physical and touchscreen controls. The cabin is also very well made, with plenty of premium materials and more space than you might expect. There’s room for five adults if they’re not too big, and boot space is okay, at 377 litres with the rear seats in place, or 1,164 litres with them folded; many rivals are better, but these figures ensure a decent level of practicality.

Running costs

All C-HRs need to be serviced every 10,000 miles or 12 months, with maintenance alternating between minor and major. No fresh cambelts are required because the engines are chain-driven. The battery warranty will run for up to 15 years, plus if you’re hit with an unexpectedly large bill, some dealers offer up to six months’ interest-free credit to pay. An array of service plans is available, which don’t save you cash, but let you to pay on a monthly basis.

Recalls

The C-HR has been recalled six times so far, all of them between December 2017 and November 2019. The first campaign was launched because the hybrid powertrain hadn’t been bolted together properly and could work loose; the second came in January 2018, because some cars were fitted with fuel tanks that could leak.

This guide will walk you through the different models, what it’s like to own one, key problem areas to inspect, and how the market looks today so you can buy with your eyes open–not just your heart.

Brief History: The Last Analog V12 Bruiser

Production:

• 1990-2001Engine:

• 5.7-6.0-liter naturally aspirated V12Layout:

• Mid-engine, rear-wheel drive (later models added AWD)Power:

• Roughly 485-575+ hp depending on modelThe Diablo replaced the Countach and carried Lamborghini through the 1990s, evolving from a raw, slightly crude supercar into a more refined, faster and better-built machine after Audi took control in the late ’90s.

Early cars are the most “period correct” — wild, loud, less polished. Late 6.0 VT cars are the most usable and best built, but also the most expensive.

Model Overview: Variants and What Makes Them Special

Diablo (Early Cars – 1990-1993)

~485 hp 5.7L V12

• Rear-wheel drive, manual only

• Pop-up headlights on early models, pure 90s wedge styling

• No ABS, minimal driver aids

• Who it suits:

Purists who want the rawest Diablo experience and don’t mind slightly more ‘kit-car’ build quality and heavier controls.Buyer notes:

Early cars can feel more fragile and less refined. A great example with sorted mechanicals and good history is far better than a cheap project.Diablo VT (1993-late 90s)

Adds

• viscous AWD (hence VT) for better tractionMore civilized road manners and improved cooling

• Power stays around 485-530 hp depending on year and market

• Who it suits:

Someone who wants the Diablo look and sound but with a bit more confidence at speed and in less-than-perfect conditions.Buyer notes:

Extra complexity with AWD means more parts to maintain, but many owners find the added stability worth it.Diablo SE30 & SE30 Jota (1993-1995)

Built to celebrate Lamborghini’s 30th anniversary

• Lighter weight, more track-focused, often purple (Viola SE30 is iconic)

• Power bumped (around 525 hp, more with Jota kit)

• Some cars have more aggressive aero, minimal interior comfort

• Who it suits:

Collectors and hardcore enthusiasts who want rarity and motorsport flavor.Buyer notes:

Extremely rare and highly collectible. Prices are often higher than the standard Diablos. Don’t expect “daily usable”; think event or track toy.Diablo SV (Mid-late 90s)

Rear-wheel drive again, slightly lighter, more power (~510+ hp)

• Often features big SV graphics along the sides

• One of the most iconic ‘poster car’ specs

• Who it suits:

Enthusiasts who want the drama of RWD and the look of a full-on 90s supercar, plus a little more performance.Buyer notes:

The SV badge helps desirability. Watch for cars driven hard without proper maintenance–it’s a favorite for spirited driving.Diablo VT Roadster

Who it suits:

Those who want the V12 scream with the sky above.Buyer notes:

Check for roof seal issues, wind noise, and signs of water ingress. Roof panels must fit snugly; poorly adjusted panels can lead to leaks and rattles.Diablo GT

Hardcore, track-focused limited edition

• Wider body, more aggressive aero, lighter weight

• Power around 575+ hp, more extreme suspension

• Who it suits:

Serious collectors. You know what to expect if you are shopping for a GT.Buyer Note Buy the best, original, well-documented example you can possibly afford.

Diablo 6.0 / 6.0 VT (2000-2001)Last and most refined Diablos, built under Audi ownership

Enlarged 6.0L V12, around 550+ hp

• Much improved build quality, interior, and overall polish

• Sharper, cleaner styling with fixed headlights

• Who it suits:

• Buyers who want Diablo presence and sound with the least compromise in usability and reliability.

Buyer notes: Often considered the “one to have” if you want to actually drive the car regularly. Driving Experience: What it’s Like

Size, visibility, and the Diablo’ Rearward visibility is poor, and doors that swing up are dramatic but not exactly subtle.Performance:

Even by modern standards, a healthy Diablo is very fast. Acceleration is brutal, especially in SV/GT/6.0 variants.

• Ergonomics: Seats can be surprisingly comfortable on longer trips, but pedal offset and cabin heat can be annoying. Taller drivers might feel splayed around the wheel.

• Sound: One of the best V12 soundtracks ever made. Many cars are equipped with aftermarket exhaust systems. If you want theatre and mechanical connection, you’ll be in heaven.

• Maintenance and Running CostsOwning a Diablo is not a budget exercise. Even well-sorted cars need consistent attention. Consider

• preventive care instead of reactive repairs. Typical cost considerations:

Annual servicing:

Expect higher-end exotic pricing–fluids, belts, inspections, and small consumables add up quickly.

Clutch: Clutch life depends on use. They can be worn out quickly by aggressive city driving and stop-and go. Tires and brakes: A big, heavy car with performance rubber. Many owners find that tires age before they wear. Always check date codes.

• Cooling system: Radiators, hoses, and fans need to be in top shape. Overheating a V12 is a quick way to ruin your investment.

• Electrical gremlins: Especially on earlier cars, wiring and connectors can corrode or loosen. Window regulators and pop-up headlights (where equipped) need checking.

• A Diablo with excellent service history and recent major work

• is almost always a better buy than a cheaper car with gaps in the paperwork.Common Issues and What to Inspect

• When shopping, bring a specialist if at all possible and insist on a pre-purchase inspection (PPI)

by a shop that truly knows Diablos. Key areas:Engine and DrivetrainService history:

Look for documented major services, including timing components, fluids, and valve adjustments where applicable.

Oil leaks: Some seepage is common for an older Italian V12, but heavy leaks from the rear main, cam covers, or oil cooler lines can be costly.Cooling system:

Check for evidence of overheating–discolored expansion tank, warped or cracked plastic, or coolant smells. Fans should kick on as they should.

• Clutch and gearbox:Clutch take-up should be smooth, without judder or excessive slip.

• Gearbox should engage gears cleanly; any crunching on 2nd or 3rd could mean synchro wear.Listen for whining or clunking noises under load.

• Suspension and BrakesBushings and ball joints:

• Age and weight can wear them out, causing looseness, clunks, or vague steering.

  • Adjustable suspension (if fitted):

  • Some cars have factory adjustable dampers that are expensive to replace. Make sure modes actually work.

  • Brakes:

Check for warped rotors and uneven pad wear. Parts can be costly, so a full brake overhaul is not trivial.

• Body and FrameAccident repairs:

• With low cars and inexperienced drivers, curbed front ends and undertray damage are common. Check for overspray, panel misalignment, and poor fiberglass repairs.Corrosion:

• While body panels are often composite or aluminum, check steel subframes and suspension mounting points for rust, especially in damp climates.Doors and windows:

Scissor doors should align and latch properly; sagging can be a sign of hinge wear or past damage. Windows should go up and down without binding.

• Interior and ElectronicsSticky switches and trim:

• Age and heat can degrade plastics. Not catastrophic, but can be expensive to put right if you care about originality.Instrument cluster and gauges:

• Everything should work. Non-functioning gauges can mean anything from a bad sender to more serious electrical faults.Air conditioning:

Important on a Diablo–the cabin runs hot. Make sure it blows cold and cycles correctly.

• Documentation and ProvenanceA Diablo with strong documentation will always be easier to sell and more confident to own. Ideally you want:

• Original service book

• with stamps and/or detailed invoicesRecords of

major services

(clutch, cooling system work, suspension refreshes, etc. )

• Any documentation for upgrades (exhaust, stereo, cooling mods)

• History of ownership and mileage consistency

• Imported cars or those with unclear titles should be approached carefully. )Mileage discrepanciesNon-original V )

• Mileage discrepanciesNon-original VIN tags or missing build platesModifications: What’s Acceptable and What to Avoid

Some modifications are common and generally accepted:

• Generally acceptable:

• Quality

• aftermarket exhaust

Sensible

cooling upgrades

(better fans, improved radiators)

• Modern stereo head unit

• that doesn’t butcher the dashPeriod-correct wheels or reversible cosmetic tweaksMore concerning:

• Heavy engine tuning from unknown shopsNon-professional body kits or aero modificationsInterior re-trims that look very different from original spec

• Suspension slammed beyond factory settings

Because the Diablo is now collectible, originality and tasteful, reversible changes are your friend. Radically modified cars tend to be harder to sell and can be hiding questionable work.

• Market Outlook and Values (High-Level)

• Exact numbers vary by market, spec, mileage, and condition, but in general:

• Entry point:

• Higher-mileage early Diablos or cars with stories are the cheapest way in, but still not “cheap.”

Middle of the pack:

Nice driver-grade VT, SV, and VT Roadsters with solid history command a premium over base cars.

Top tier:

• SE30, Jota, GT, and clean 6.0 VT examples are at the top of the food chain, especially in great colors with low mileage and strong documentation.Broadly, Diablos have moved from being “used supercars” to

• established collectibles, especially as analog V12 manuals disappear from the modern market. Long-term, well-kept examples look likely to remain desirable.

• Buying Strategy: How to Approach the SearchDecide your goal:

Set a realistic budget:Prioritize condition and history over mileage alone:Use specialists:

Get a PPI from a workshop with proven experience on Diablos.

1. Talk to owners, clubs, and forums to understand real-world running costs.

2. Be patient:

3. A Lamborghini Diablo is not a rational purchase, and that’s exactly the point. It is loud, wide and temperamental. It can be a rewarding experience to find a well maintained example that has proper records, but you must

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