Chevrolet Corvette

The Chevrolet Corvette Grand Sport is displayed during the Geneva Motor Show 2016.
(Photo by Harold Cunningham/Getty Images)

Offered in coupe and convertible iterations, the 2016 Chevrolet Corvette is one brilliant performance muscle car with power and luxury looks that can attract anyone.

If one is in for a ride with impressive in performance, reliable breaking system and excellent engine power, the new Chevy Corvette delivers. It has excellent styling inside and out and is offered with two monstrous V8 engine versions. Notable of which is the supercharged V8 that cranks out 650 horsepower that is standard for the Corvette Z06 model.i and Porsche in the dust because of its incredibly low price, Kelly Blue Book reviews.

On driving impression, the 2016 Chevrolet Corvette equals the best known performance ride in the department of braking, steering, cornering and acceleration. The Corvette achieved 0 to 60 mph in 4 seconds, less with highway efficiency rating of 30 MPG. The driver-selectable program available for the Corvette allows five drive mode selection that adjusts exhaust note, throttle response, steering and suspension systems.

"The 2016 Chevrolet Corvette's exceptional performance, style, comfort, and features, as well as its choice of high-power engines and body styles, adds up to an impressive sports car and grand tourer in one-and a car that won't break the bank," according to The Car Connection review.

New for the 2016 Chevrolet Corvette include standard flat-bottom steering wheel and power-cinch feature both for the convertible trunk and coupe hatch. Favorite by test drivers for the new Corvette is the optional eight-speed automatic that provides rapid shifts than other dual-clutch transmissions. Other new options available are Magnetic Ride Control, CarPlay and front curb-view camera parking system.

Dressing the well-appointed interior of the all-new Chevy Corvette is a mixture of carbon fiber, aluminum and leather. Applied to the available suede upgrades plus standard 8-inch color screen centered on the dashboard, two power USB inputs, usable trunk and excellent cargo space, the Corvette's cabin is a terrific place indeed.

On the outside, the new 2016 Corvette has received modern updates from its Ferrari-like front grille, updated round taillights, fabric top for the convertible Stingray version and wider fenders plus other aggressive cues for the Z06 guise.

Other notable standard feature for the 2016 Chevy Corvette comprise of power-adjustable tilt/telescopic steering column, nine-speaker Bose audio, rearview camera, MyLink infotainment unit and keyless entry system with push-button ignition.

Honda Civic‏

“The Honda Civic is a stylish and reliable family hatchback with a distinctive design that makes it a credible alternative to the Ford Focus and Vauxhall Astra.”

MPG, running costs & CO2When the original Honda Civic arrived over 40 years ago, it was one of the first Japanese cars to be taken seriously in Europe and America. Efficient engines, strong build quality and generous equipment meant the Civic quickly became popular with buyers. These traditions have continued through to the latest ninth-generation Civic, which is a reliable, well equipped and stylish family hatchback. Longstanding rivals like the Ford Focus, Volkswagen Golf and Vauxhall Astra mean this is a competitive class, while newer cars like the Hyundai i30, Kia Cee’d, SEAT Leon and Skoda Octavia are also excellent alternatives.

While the Civic may not be a default choice for many buyers, it makes a good case for itself: that hard-won reputation for reliability, together with a stylish interior and distinctive good looks mean the Civic stands out from the crowd and it remains popular with customers.

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Civic buyers have a choice of one diesel and two petrol engines, and we recommend the smooth and quiet 1.6-litre diesel. It returns an impressive 78.5mpg and is road-tax-exempt thanks to low CO2 emissions, yet it's more than capable of keeping pace with traffic, thanks to a 0-62mph time of 10.5 seconds. The diesel Civic is also liable for low 16% Benefit-in-Kind (BiK) tax, making at an attractive choice for company-car drivers.

The 1.4 and 1.8-litre petrol engines make less sense: they’re significantly less efficient and more expensive to tax than the diesel, thanks to relatively high CO2 emissions. While the 1.8-litre petrol is slightly quicker on paper than the diesel, this doesn’t translate to a greater sense of speed in real-world driving.

While the Civic has a modern, stylish interior to go with its angular exterior looks, on the road it's not as sharp to drive as the Focus or Golf. Both of those cars have more accurate steering, while the Civic's soft suspension contributes further to a slightly uninspiring driving experience – although it feels safe and secure on the road.

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Compared to the Focus, as well as other rivals like the Astra and i30, the Civic seems expensive. In fact, even the classy Golf has a lower starting price. Honda makes up for this somewhat with generous equipment: all Civics come with climate control, LED daytime running lights, alloy wheels, DAB digital radio, Bluetooth phone connectivity and electric windows. If you specify Honda's reasonably priced sat-nav system, you’ll have all the kit you should need.

If you’re after sportier looks, the Civic Sport trim adds an aggressive bodykit and rear spoiler, large black alloy wheels and tinted electric windows. It certainly looks the part – and it's significantly cheaper than the high-performance Type R (which we've reviewed separately) – although its performance is respectable rather than astounding. It represents the entry point into the Civic range, though, so buyers won't feel short-changed if they go for this model.

In terms of safety, the Civic makes a good case for itself thanks to a five-star result in Euro NCAP crash-tests. Honda fits the usual complement of airbags, as well as traction control, stability control and anti-lock brakes, plus a tyre-pressure warning system and ISOFIX child-seat mounts. An autonomous active city braking system – which applies the brakes automatically if it senses a potential low-speed collision – adds further reassurance.

The Civic should also be reliable: while Honda as a brand fared only average in our 2015 Driver Power customer satisfaction survey, the Civic's 41st position (out of 200 cars) indicates it's a dependable car, with owners praising its practicality and running costs.

 4.4 / 5

Honda Civic diesel is very economical, but petrol models are outclassed by newer rivals

Engines, drive & performance

 3.5 / 5

The diesel Honda Civic offers the best blend of performance and economy

Interior & comfort

 3.6 / 5

Interior quality in the Honda Civic is better than most rivals, but it still falls short of the Volkswagen Golf

Practicality & boot space

 4.3 / 5

A huge boot and innovative seat-folding system make the Honda Civic very practical

Reliability & safety

 4.5 / 5

The new Honda Civic keeps the old model’s excellent reliability record

What do you think of YOUR car? Tell Auto Express in their Driver Power Survey

What the others say

 3.5 / 5

based on 4 reviews

Auto Express

 3 / 5

"The 2015 Civic offers lots of equipment and some efficient engines to rival the Ford Focus and VW Golf."

Honest John

 4 / 5

"The Civic offers good ride comfort, a quality feel and some great engines. However, it doesn't feel as much of a driver's car as the previous Civic."

Telegraph

 7 / 10

"Rivals such as the Audi A3 and VW Golf are quieter, more comfortable and generally easier to live with."

Top Gear

 7 / 10

"The Civic is now more grown up and better overall, but the character's still lacking."

Read more: Honda Civic hatchback review | Carbuyer http://www.carbuyer.co.uk/reviews/honda/civic/hatchback/review#ixzz4AqpB4iXD
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Chevrolet Camaro

Reintroduced on the previous-generation (fifth-generation) Camaro after more than a decade away, the 1LE package incorporates a track-ready suspension setup, wider wheels and sticky summer tires, mild aerodynamic add-ons, and extra cooling for the engine and driveline. Previously, it was offered only on the V-8–powered SS model. The new 1LE package has been democratized, for it will be an option on V-6 Camaros, too. (Will the upcoming turbo-four-powered Camaro also be let into the Hall of 1LE? We’re told Chevy is considering the idea.) While this technically means there are two 1LE kits, one for the V-8 and one for the V-6, both are similarly tuned to deliver serious on-track performance for not a lot of money.

For the V-6 . . .

The 1LE packages are specific to each engine, owing to those engines’ distinctly different weights. For six-cylinder 1LEs, the package is essentially the FE3 suspension from a stock, V-8 Camaro SS with a few tuning tweaks. This includes the dampers, rear subframe mounts, ball-jointed toe links, and anti-roll bars.

The tighter suspension works in concert with staggered-width 20-inch forged-aluminum wheels and 245/40 front and 275/35 rear Goodyear Eagle F1 Asymmetric 3 run-flat summer tires to deliver a claimed 0.97 g of lateral grip. (Quick note: This figure is subject to the testing methods and the diameter of the skidpad used to measure it; we evaluate lateral grip on a 300-foot skidpad, where a stock V-6 Camaro recorded an impressive 0.91 g.) Other mechanical enhancements for the V-6 1LE include enhanced cooling (engine, transmission, and differential oils), Brembo four-piston front brake calipers, a limited-slip diff, the dual-mode exhaust that’s optional on regular Camaros, and the SS model’s fuel-delivery system that better handles higher cornering forces. A satin-black vinyl wrap for the hood and the side mirrors, a chin splitter and rear lip spoiler, and a suede-wrapped steering wheel and shift knob round out the modifications.

And for the V-8 . . .

With no Camaro model above the SS to borrow suspension components from—at least presently—the SS 1LE introduces the all-new FE4 suspension to the latest Camaro family. (We suspect that, as on the previous-generation Camaro, there will be some overlap between the SS 1LE’s chassis and that of the supercharged Camaro ZL1; expect to see FE4 components on that model when it debuts.) Chevrolet cites “specific tuning” for the SS 1LE’s standard magnetorheological dampers, as well as for the springs and anti-roll bars. The V-8’s setup is augmented by even more aggressive tires, in this case Goodyear rubber with Corvette-like section widths of 285/30 up front and 305/20 in back.

Brembo front brakes incorporate larger aluminum-hat rotors and six-piston monoblock calipers, while the rear end is beefed up by an electronically controlled limited-slip differential similar to that used in the Corvette. Standard Camaro SS models already ship with engine, differential, and transmission oil coolers, so those items aren’t specific to the 1LE package but are useful nonetheless. The SS 1LE also comes standard with a dual-mode exhaust, a satin-black hood and side mirrors, a front splitter and rear lip spoiler, and a microsuede-wrapped steering wheel and shift knob. Also included are a pair of deeply bolstered Recaro bucket seats—which are optional on the V-6 1LE—covered in a grippy cloth with microsuede inserts. The nifty Performance Data Recorder feature, essentially a dash cam with lap-time analysis software that first debuted on the Corvette, is optional on both 1LEs.

Power Corrupts, or Does It?

Astute readers may have noticed that we’ve not mentioned a single horsepower or torque figure for either 1LE. That’s no accident. As before, the 1LE package is strictly a chassis upgrade, and ordering it changes nothing about the Camaro’s six- and eight-cylinder engines. As such, the V-6 1LE packs the same 335-hp 3.6-liter V-6 as other six-cylinder Camaros, while the SS 1LE uses the familiar fire-breathing 455-hp 6.2-liter V-8 as its eight-cylinder Camaro brethren. The 1LE package does, however, restrict buyers to the six-speed manual transmission—correctly, in our estimation. In our testing, the stick-shift Camaro V-6 streaks to 60 mph in 5.4 seconds, and the Camaro V-8 (with the quicker automatic) does the deed in 3.9 ticks.

Adding the 1LE’s extra helping of grip and track-readiness to that sort of acceleration capability sounds great to us, although determining a favorite between the two 1LEs may prove exceptionally difficult. Already, the lithe V-6 Camaro strikes us as the sports car of the family, with the brutal V-8 model doing its best impression of a Corvette with a virtually useless back seat. Both are phenomenal to drive, and we suspect the 1LE packages will amplify each version’s personality.

The packages, which are available on the 1LT or 2LT six-cylinder cars and the 1SS V-8, are expected to be fairly inexpensive. The last Camaro’s kit cost just $3500 and transformed the Camaro SS into a laser-guided track missile. Now, with the package available on the 1LT V-6 (which starts at $26,695), it might be possible to snag a 1LE for about $30,000. If that’s not reason enough to drop the “V-8 or die!” line, we suggest you go test-drive a six-cylinder Camaro right now. We’ll try not to say we told you so.

Jaguar F-Type

Whichever version of the Jaguar F-Type Convertible you choose, you're guaranteed an exhilarating driving experience. Plus, most people will agree that the F-Type is one of the most beautifully styled open-top sports cars around – which makes it a satisfying choice for posers and performance enthusiasts alike.

The entry-level F-Type is more expensive than its Porsche BoxsterS arch rival, however, so we reckon the higher-spec F-Types offer the best value for money.

Although the Jaguar F-Type four-wheel-drive models cost nearly £5,000 more than rear-wheel-drive cars, they deliver an even more thrilling (and safer) driving experience, and we’d say they’re well worth the extra cash.

Our Choice: 

Jaguar F-Type S AWD

The Jaguar F-Type Convertible is the spiritual successor to the famous Jaguar E-Type of the sixties. It was revealed in final production trim at the Paris Motor Show in 2012, although Jaguar had already given a clear indication of what to expect by revealing the C-X16 concept coupe in 2011.

Not least to rivals like the Porsche 911 Convertible, Porsche Boxster and Aston Martin V8 Vantage Roadster, which are all in the F-Type’s firing line. Interestingly, at launch the F-Type Convertible was pretty close in pricing and configuration to the Jaguar XK roadster range, although that model has since been discontinued, and the expectation is that the XK will be replaced by a new car that raises its sights towards upmarket rivals like theBentley Continental GT.

The F-Type is built on the latest generation of Jaguar’s all-aluminium platform architecture. It comes with a choice of supercharged V6 and V8 engines, and rear-wheel-drive or all-wheel-drive transmissions, as well as dynamic styling and a luxurious, driver-focused cabin. 

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Buyers can also opt for an F-Type Coupe if they prefer a fixed metal roof, but the Convertible features an electrically operated fabric hood, and when folded, the top section conceals it neatly, so there’s no need for a lifting tonneau cover.

The entry-level F-Type V6 produces 335bhp, while the F-Type S ups this to 375bhp. At the top of the range is the F-Type R, with its roaring V8 that offers a massive 543bhp and 625Nm of torque. Both S and R models feature adaptive dampers for improved handling, plus an active exhaust that produces a spectacular engine note.

When the F-Type was first launched, the only gearbox option was a ZF eight-speed automatic with shift paddles. However, as part of 2015 model year changes to the line-up, a six-speed manual box was introduced on six-cylinder versions. The all-wheel-drive transmission appeared on the options list at the same time.

Engines, performance and drive

4.7

With supercharged engines and a brilliantly engineered chassis, the F-Type has performance to deliver on the promise of its looks

No matter what version of the F-Type you choose, you'll be rewarded with a superb driving experience. Impressively for a convertible, there's very little twisting or vibration through the bodyshell, and body control in corners is excellent. 

Enhancing things further is quick and precise steering, plus strong grip, along with 50:50 weight distribution and rear-wheel drive. It all adds up to an extremely involving and agile car.

All F-Types allow the driver to select Dynamic Mode, which sharpens throttle response, increases steering weight and changes the shift pattern of the smooth eight-speed automatic transmission. The S and R models add adaptive dampers for even better grip and response, and there’s torque vectoring which helps sharpen turn-in during fast cornering. 

The six-speed manual gearbox is a welcome addition for driving purists. It’s a slick-shifting unit, although it’s not quite as finely honed as the manual box offered by rival Porsche – and besides, the auto versions change through the gears faster than you can yourself with the manual, for faster acceleration.

The overall effect is still not quite as poised as a Porsche Boxster, but the F-Type is an amazing car to drive nonetheless. It differs by blending superbly engaging performance with the sort of supple ride that makes cruising a pleasure. German rivals tend to adopt a more firmly sprung approach, which sometimes jars on Britain’s mixed bag of tarmac surfaces.

Four-wheel-drive cars are a real thrill. They feature an active system that generally sends only 30 per cent of torque to the front wheels, but feeds more in as the rear wheels lose traction. You don’t notice the added weight, and most of the time the car feels like it’s rear-wheel drive, but the extra grip and quick-witted all-wheel-drive system adds to the fun, and the levels of grip are phenomenal.

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Engines

All the Jaguar F-Type’s engines are supercharged, and all are familiar from other models in the Jaguar line-up.

It goes without saying that all versions are incredibly fast, but the V6 S and V8 R turn up the drama with a crackling active exhaust system. We think the V6 S is the pick of the line-up for keen drivers: it's almost as fast as the V8 R on typical UK roads, yet it handles just a little better thanks to its lighter, more compact engine.

The entry-level 3.0-litre V6 claims 0-60mph in 5.3 seconds (with an automatic gearbox) or 5.7 seconds (manual), plus a 162mph top speed. Go for the F-Type S, and the uprated engine promises 0-60mph in 4.9 seconds (auto) or 5.5 seconds (manual), along with a 171mph maximum. 

The F-Type R with its 5.0-litre V8 is only available with an automatic gearbox. It dispatches the 0-60mph sprint in 4.2 seconds and hits a top speed of 186mph.

If you specify all-wheel drive with either the S or R models, the auto is the only transmission option. 

Interestingly, while the extra weight of the AWD system adds a couple of tenths of a second to the 0-60mph time of the V6 S, the set-up has the opposite effect in the arguably overpowered V8 R; it’s one tenth faster thanks to the extra traction off the line.

MPG, CO2 and running costs

3.5

You get a lot of bang for your buck with an F-Type, but it’s still a major financial commitment

Fuel economy is unlikely to be a big concern for those buyers lucky enough to be considering a Jaguar F-Type. Nonetheless, a stop/start system is standard on every model, and this helps to keep CO2 emissions down to a reasonable 199g/km on the automatic V6 model (or 234g/km for the manual car). Plus, Jaguar claims 34mpg fuel economy for the auto and 29mpg for the manual. 

Our favourite F-Type, the V6 S, promises 203g/km and 33mpg in auto guise – and considering its performance potential, both figures look very impressive. 

The F-Type R weighs in with 255g/km emissions, which put it in tax band L, and has a claimed economy figure of 26mpg. Go for the V8 R with AWD, and as well as paying around an extra £5,000 to buy the car in the first place, you’ll go up a road tax band. That currently means a first year VED charge of £1,100, and £505 annually thereafter. 

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Image 4 of 10

Maintenance costs are likely to be expensive, too. While this is to be expected on a sports car, Jaguar doesn't offer good-value pre-paid servicing packs, unlike some of its rivals, so budget for costly dealer check-ups as the F-Type gets older.

Insurance groups

Insurance premiums for the F-Type are going to hit you hard in the pocket whichever way you look at it, so the question is how they compare to rivals.

Our favourite model, the V6 S, falls into insurance group 50, so it will cost a little more to insure than the Porsche Boxster S, which sits in group 43. Incidentally, the Jaguar is faster, but either way, both cars are likely to cost the average driver more than £1,000 a year to cover.

The V8-engined F-Type R also sits in insurance group 50, which is the same as the Porsche 911 Turbo.

Depreciation

Jaguar cars traditionally suffer from heavy depreciation, but experts estimate that the F-Type will buck this trend. Consistently strong demand means predicted residual values stand at over 50 per cent after three years.

Interior, design and technology

4.9

That stunning bodywork wraps up a cosseting interior, and the F-Type is full of neat and elegant touches

The F-Type looks dramatic enough to be a worthy modern incarnation of the show-stopping Jaguar E-Type. The short tail and slim rear lights hint at its predecessor, but at the same time its lines are finely detailed and completely modern.

The car also looks perfectly in proportion from almost any angle. Desirability is almost as important as performance and handling in this class, and the F-Type has both in abundance. The soft-top is particularly elegant: its tight lines work perfectly with the body design, and it folds down electrically in just 12 seconds.

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The F-Type V6 and V6 S have 18-inch and 19-inch alloy wheels respectively as standard, plus a neat twin central-exit exhaust, while the V8 R looks even bolder, thanks to its larger 20-inch wheels and quad exhausts. Four-wheel-drive cars are marked out by a bigger power bulge on the bonnet and new air vents, while a Sport Design Pack beefs up the styling – it’s standard on the R, and optional on the other models.

Climb inside, and the drama continues. For starters, the pop-out door handles add a sense of occasion; then, when you press the starter button, the air vents rise from the top of the driver-focused dash. The joystick-style gearlever and toggle switches all feel special, while all versions get leather trim as standard. 

Jaguar has taken a leaf out of the Porsche book by putting many of the most desirable features on the options list. Comfort items such as heated seats and a wind deflector will cost you extra.

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Image 9 of 10

Sat-nav, stereo and infotainment

Sat-nav and Bluetooth connectivity are standard on all models, and the revised eight-inch touchscreen system in the F-Type is far better than previous Jaguar efforts – although it’s still not up to BMW and Audi standards of usability. 

Jaguar’s InControl Remote system provides useful added functionality, too, with features that allow you to monitor fuel level, remotely pre-heat or cool the car, or lock and unlock it. Other InControl apps connect your smartphone with the touchscreen so you can access maps, contacts and calendar functions, as well as your music.

The standard Jaguar sound system features six speakers with 180 watts of music, but you can upgrade to two Meridian packages developed for the F-Type, with 10 speakers and 380 watts or 12 speakers and 770 watts respectively. 

Practicality, comfort and boot space

2

The comfortable cabin makes the F-Type a great choice for long-distance driving. But the tiny boot might put buyers off

You don’t buy a two-seater sports car for its boot space, and the F-Type Convertible has certainly substituted practicality for style.

But while there isn’t lots of space for luggage, the driver and passenger should be very comfortable. Even owners standing well over six feet tall can find a suitable driving position thanks to a full range of adjustment from the comfy yet supportive sports seats and grippy steering wheel. 

You sit low in the car, though, which means the extremities are hard to see during close quarter manoeuvres. Standard rear sensors are parking essentials as it’s quite difficult to judge where that shapely tail ends, and the £255 optional reversing camera is recommended.

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Image 8 of 10

A deep storage bin and twin cup-holders on the centre console provide plenty of room for housing odds and ends on the move. The slim doors feature decent pockets, and the glovebox is a pretty reasonable size, too.

Other practical touches include a soft-top that can be raised or lowered at speeds of up to 30mph, which is very useful in Britain’s changeable climate.

Size

In terms of dimensions, the F-Type sits somewhere between the compact Porsche Boxster and larger Porsche 911. The Jaguar is 4,470mm long, while the two Porsches measure 4,374mm and 4,481mm respectively.

The F-Type is wider than both, though – at 1,923mm, it’s roughly 12cm wider than the Boxster S and Porsche 911 Turbo. Park the cars side-by-side, and the Jaguar’s roof is also a few millimetres higher than both the Porsches’.

Leg room, head room & passenger space

Luggage space is pretty limited, but the cabin itself feels quite roomy, even though it’s snug and enveloping with the roof up. The F-Type is strictly a two-seater, unlike the Porsche 911, which has the advantage of occasional rear seats, and this might put some buyers off the Jaguar.

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Image 10 of 10

Boot

There’s a 196-litre boot, and while the capacity is unaffected by folding the roof, if you add the £255 space-saver spare wheel, it takes up all of the room. The F-Type Coupe is a little more practical in this respect, but more tellingly the Porsche Boxster S offers noticeably more space than the F-Type Convertible. The German car’s rear-engined configuration allows luggage compartments at both ends, for a total of 280 litres.

Reliability and Safety

4.5

It’s reassuringly safe, and early reliability glitches don’t seem to have affected the F-Type’s Driver Power satisfaction ranking

Initial teething troubles with the F-Type seemed to relate to the electronics, but a series of software updates has gradually ironed these out, and you shouldn’t have any problems if you decide to take the plunge.

Jaguar has amassed huge experience building aluminium chassis, and both the V6 and V8 engines incorporate elements from the company's other models so they certainly aren’t unknown quantities.

The first F-Types debuted in the Auto Express Driver Powersatisfaction survey in 2015, and the model ranked a reasonable 34th out of 200 cars. However, when you break down its individual category scores, it only came 72nd for reliability and 51st for build quality – the older Jaguar XK and XKR placed 63rd overall, plus 112th for reliability and 32nd for build quality. Still, the brand scores very highly for customer service, so at least any problems should be dealt with efficiently.

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Image 5 of 10

Safety is clearly at the top of the Jaguar agenda, and as the F-Type only seats two people there's room for a pair of fixed rollover hoops. It's also said to be the most rigid open-top car Jaguar has ever made.

Two-stage stability control is standard across the range, ensuring even inexperienced drivers won't be caught out by the powerful rear-wheel-drive F-Types in adverse conditions. The V6 S adds a mechanical limited-slip differential (LSD) for even better grip, and the V8 S goes one better with an advanced electronically controlled diff. The torque-on-demand four-wheel-drive system on AWD cars works brilliantly to flatter drivers and provide secure access to all that power.

Stopping power isn't a problem, either: the V8 S features the largest brake discs ever fitted to a production Jaguar. As with luxury items, though, some of the advanced active safety kit on the F-Type is optional: this includes the blind-spot warning system and reversing camera.

Warranty

Jaguars come with a three-year, unlimited mileage warranty as standard, but you can pay to extend it for up to five years’ cover. The picture is pretty similar across the board in the premium sector.

Servicing

There are no fixed-price servicing arrangements organised for F-Type owners, so charges are down to your local dealer. Expect premium rates, but they’re likely to be a little more cost-effective than Porsche dealer charges.