Company Car & Van February 2018

COMPANY Car and Van The motoring magazine for SME fleets

JEEP Compass enters the compact SUV fray The Golf GTE: Shaken, not stirred SKODA Karoq bounces in

X-Class: The new leader of the pack February 2018

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INSIDE THIS ISSUE

04 08

14 20

Petrol, diesel, hybrid or EV ?

Contents 04 05 08 12 14 17 20 22 24 28 29 32 34 38 39 42 44 45

Volvo XC60

Van Centre Exeter

46 49 52 54

LDV V80

fuelGenie Mercedes-Benz X-Class Suzuki Swift

22 28

SKODA Karoq Mazda CX-5 Range Rover Velar JEEP Compass Alfa Romeo Stelvio Volkswagen Golf GTE BMW 330e Toyota Auris Citroen C4 Cactus Lexus CT Hyundai Ioniq

34 54

Renault Captur Fuso Canter Eco-Hybrid Bristol Street Motors

Volkswagen Crafter Vauxhall Vivaro Ford Transit Custom

FEBRUARY 2018

COMPANY Car and Van

49

The motoring magazine for SME fleets

JEEP Compass enters Compact SUV fray The Golf GTE: Shaken, not stirred

T

he latest figures from the Society of Motor Manufacturers and Traders (SMMT) showed sales of new diesel cars fell 17.1% last year as higher taxes and pollution fears hit demand. However, in the fleet sector this reduction is likely to be much lower, primarily because the average age of most SME fleet cars and vans means that the diesels that they are running are likely to be modern and therefore cleaner than many diesels driven by the general public.

Nonetheless, the fleet market has seen significant growth in hybrid and EV sales as many fleet managers and company car drivers alike see their attraction, both for their business and for their personal taxation payments.

However, Company Car & Van does not believe that the current anti-diesel rhetoric means the end for diesel-powered vehicles. The van and truck world, for example, will not be giving up their diesel engines any time soon and in a likefor-like mpg comparison of a petrol and diesel car, the diesel version still goes further on a tank of fuel than its petrol competitor, even if the gap has closed considerably in recent years.

In this issue we feature an array of cars and CVs powered by petrol, diesel and hybrid engines, proving that there is still a wide choice of power units on offer to the SME fleet manager.

What we do believe, though, is that the UK Government needs to tackle the confusion surrounding the diesel question, and quickly.

How it does this, especially with Brexit looming, could very well make all the difference to both the UK motor industry and to the businesses who rely upon it.

Until then, we are all in a bit of a limbo ... but as the British do so well, we will just have to get on with it!

Andrew Walker, Editor and publisher

Company Car & Van is wholly owned and published by:

SKODA Karoq bounces in

Walker Advertising & Marketing Ltd Ltd, 12 Oakwood Lane, Bowdon, Cheshire WA14 3DL t: 0161 941 4296 / 07734 264735 e: andrewwalker@uwclub.net X-Class: The new leader of the pack February 2018

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Although every effort is made to ensure the accuracy of material contained within this magazine, the publisher can accept no responsibility for omissions or inaccuracies in its editorial or advertising content. The views expressed in this publication are not necessarily those of the publisher. The carriage of adverts in this publication should not necessarily be viewed as an endorsement of the products or services advertised. All articles within this publication are copyright of Walker Advertising & Marketing Ltd. Editorial consent must be obtained before any are reproduced, either in printed form or electronically.

Company Car & Van | February 2018 | 03

On test: VOLVO XC60

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Volvo’s executive SUV is a prime contender

Volvo launched its second generation XC90 a couple of years ago and after showing it at Geneva earlier in 2017, launched the smaller XC60 last year. From launch, a choice of three 2.0-litre, four-cylinder engines are available – the D4 and D5 PowerPulse diesels and the T5 petrol. A T8 Twin Engine petrol-electric plug-in hybrid will be available later in the year and will be a real contender in the company car sector as it will come with just a 9% BIK rate.

All XC60s are all-wheel drive and have an eight-speed automatic gearbox as standard.

The D4 offers 190 hp, combined fuel consumption of up to 55.4 mpg and CO2 emissions from just 133 g/km. The D5 has 235 hp, combined fuel consumption of 51.4 mpg and CO2 emissions of 144 g/km. It also benefits from PowerPulse, which uses compressed air to spin the engine’s two turbos when they would otherwise be dormant, such as during very low engine revs, boosting responsiveness. The T5 offers 254 hp, combined fuel economy of up to 39.2 mpg and CO2 emissions from 164 g/km.

As standard, entry-level Momentum variants come with leather-faced upholstery, LED headlights with active high beam, two-zone climate control with ‘CleanZone’ air-filtration system, heated front seats, a powered tailgate and 18” alloy wheels.

Volvo’s City Safety system is fitted to every XC60. This includes automatic emergency braking with pedestrian, cyclist and large animal detection, and the world-first application of Steer Assist. This feature helps to avoid or limit the severity of collisions at low speeds by assisting with the steering in an emergency, such as when swerving to miss an obstacle.

04 | February 2018 | Company Car & Van

The similarities between the XC60 and larger XC90 are everywhere. You’ll quickly spot the Thor’s Hammer LED daytime running lights, although larger in the XC60, the upright grille, a different one for each specced model in the range, traditional Volvo rear light clusters, which are extended horizontally on XC60... on sight alone, the new XC60 could only be a Volvo.

Four adults will travel in great comfort, but the centre rear seat will fall short for most adults on anything other than a short journey.

CC&V tried out the entry level D4 AWD Momentum, which retails at £37,205. It may be the cheapest way to get into an XC60 but this car is far from cheap. The Momentum, like the more expensive versions, does come incredibly well put together and very well equipped, by way of compensation. It also comes with the lowest emissions in the range emitting 133g/km of CO2 and the best combined fuel economy of 55.4mpg.

What’s it like to drive? On a tour around the Peak District via Snake Pass, even the base model Momentum was fun. Admittedly I did also try the T5 AWD petrol version which was awesome and came finished in Inscription spec. The Twin Engine version, although not cheap, will also be a good fit for some company car drivers and we will be

CC&V VERDICT Better quality than a Range Rover? I kid you not. Rivals the F-Pace and a definite contender

Rating: N N N N

driving it shortly. But for most of us the standard diesel engine will do just fine. It’s quiet in traffic, too, and in Sport Mode will hit 62mph in just 8.4 seconds, so it’s no slouch either. More importantly, the XC60’s cabin cossets the passengers, with way-tocomfortable seats which will make every journey a pleasant one. The cabin is well insulated and road noise is kept to a minimum, which allowed me to enjoy the ‘Gothenburg Symphonic’ setting on the stereo while listening to my favourite 6Music.

An obvious question, for those lucky enough to be targeting the XC60 as their car of choice, is how does it compare to its main rivals the Audi Q5, Discovery Sport, Range Rover Evoque, BMW X3, Mercedes-Benz GLC and Jaguar F-Pace? It’s a hard one to answer as all have their pros and cons.

Perhaps it’s best to compare it only to the new kid on the block, which is the Jag. The Volvo is more luxurious and better built, while feeling more up-market, while the F-Pace is more striking to look at, more exhilarating to drive and offers a bigger boot – 650 litres to 505. Personally, I preferred both to the Audi, Land Rover, Range Rover and Mercedes, with the XC60 also being better built than all of these – yes, better than a Range Rover I kid you not.

What is certainly true is that Volvo’s aim of 10,000 sales per annum for the new model will be comfortably achieved, with many going to company car drivers.

As a family man with a wife, two teenage children and a dog, I would be very, very happy indeed to drive the new XC60 daily.

It should most definitely be on your list of ‘possibles’ when you are looking to replace your current car.

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Plan smart with a fuelGenie card With a push on businesses to work smarter and more efficiently, companies of all sizes will be working hard to plan and budget effectively throughout the year.

For businesses with larger fleets, trying to cut down on costs can seem daunting.

However, fuel card provider fuelGenie says that having a large fleet doesn’t mean you have to take a hit on fuel costs.

According to the RAC, average fuel prices are currently at their highest since late 2014, so it’s now more important than ever to monitor closely your fleet and fuel costs. fuelGenie is the expert when it comes to keeping fuel costs low for SMEs. Here the team shares their top tips on how to maintain a healthy and efficient fleet by managing fuel costs all year round.

• Shop savvy: Pump prices are often one of the biggest challenges facing fleets. While you can’t always predict how prices may change in the future, you can be smart with where you shop. Filling up at supermarket forecourts means you can benefit from fuel which is up to 3ppl cheaper on average.

• Smart systems: In order to obtain an accurate account of mileage and costs, accurate GPS Technology, Telematics or Smartphone Apps can be used to help track the time used for business and private mileage.

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9% more fuel driving at 70mph than you would at 60mph, and up to 15% more fuel than driving at 50mph.

For businesses with larger fleets, vehicles can be on the road the majority of the working week, so consider offering drivers additional training and incentives to encourage efficient driving.

Fuel cards can take the guess work out of controlling costs

Implementing systems like these can help to clamp down on incomplete or late records of journeys as opposed to using a manual system, meaning that Fleet Managers can keep a close eye on expenditure.

• Bad habits: Advising drivers on how they can tailor their driving behaviour can make a huge difference to fuel efficiency. Department for Transport figures state that you will use up to

• Tighten your choice list based on CO2 and MPG: By rewriting your choice list and by only choosing vehicles with low g/km CO2 levels and higher MPG figures, you can make savings in not only fuel but in National Insurance and Benefit in Kind taxation, too.

• Fuel card savings: By signing up to a fuel card like fuelGenie, not only is it free of charge, but also offers endless benefits for business users such as 24/7 reporting, no hidden fees, easy invoicing and access to over 1,350 supermarket forecourts.

Robert Pieczka, managing director of fuelGenie, said: “Fuel prices continue to rise and if they remain at these levels during 2018, fleet managers may be under significant pressure to find ways to reduce fuel costs back to budgeted levels.

“Our top tips aim to help cut down on total fuel costs and for their fleet all year round.”

Company Car & Van | February 2018 | 05

On test: MERCEDES-BENZ X-CLASS

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The new king of the hill Mercedes-Benz X-Class brings a premium touch of quality to the pick-up sector, says Andrew Walker

D

ecember 2017 saw the UK launch of the Mercedes-Benz X-Class.

With annual UK pick-up sales approaching 50,000 units, is it any wonder that Mercedes-Benz wants a piece of the pie, and the X-Class now gives the brand the opportunity to supply existing customers with a pick-up while opening new markets for its dealerships.

Included among these are ‘lifestyle’ pickup owners, a sector Mercedes has been eyeing for some time.

The X-Class shares its underpinnings with the Nissan Navara and it uses the same ladder-frame chassis and multi-link rear suspension that’s a highlight on the Nissan. Having driven the X-Class, it’s clear that Mercedes’ claim to have improved the chassis and suspension on X-Class over Navara has worked, because it has produced the best handling pick-up that CC&V has driven yet, as well as the most refined to drive and ride in.

The new X-Class is being offered in three guises: Pure, Progressive and Power. From

08 | February 2018 | Company Car & Van

launch there are two engines – the X 220d four-cylinder 2.3-litre diesel with turbocharger, offering 163hp (120kW); and the X 250d 4-cylinder 2.3-litre diesel with twin-stage turbocharger offering 190hp (140kW). A third engine, a V6 X 350 d 4MATIC is expected in mid-2018.

All UK models are double cab with 4MATIC selectable all-wheel drive as standard, with double wishbone front suspension and multilink rear suspension.

We drove the top-of-the range Power, which has a 250d 4-cylinder 2.3-litre diesel engine with twin-stage turbocharger offering 190hp and driven by the auto-box. From the outside, the X-Class silhouette does make it look like a Navara. However, the addition of the chrome Mercedes car-style grille, topped off by the three-pointed star, leave you in no doubt that it is a Mercedes product.

It is the interior, however, that takes this pick-up to new heights. The interior design features elements from the latest Mercedes passenger cars, including the computer tablet-style floating display screen at the

centre of the dash, the eight criss-cross air vents and the same instruments, column stalks and steering wheel you’ll find in the Mercedes car range. There are some ‘Nissanesque’ plastics lower down on the dash, but overall, it’s the plushest pick-up yet.

Once comfortably seated you’ll want to explore the gadgets on offer. Dominating the dashboard is the centrally located infotainment system, which is controlled by a touchpad and rotary dial between the seats. There was a temptation to try to touch the screen to alter the functions, as many other cars and CVs feature such screens.

However, in the X-Class you need to utilise the dial, which did take a bit of getting used to. Within 10 minutes I found the controller easy enough to use and my passenger and I both set up our Bluetooth mobiles quickly and easily, while enjoying the best that DAB radio has to offer.

Our test car featured an intuitive SatNav, although if you want this you have to specify it as an option. This comes either as a Garmin system or as Mercedes’ own

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COMAND infotainment set-up; the latter increases the screen size to 8.4”.

Front passengers get loads of head, leg and arm room while in the rear, the bench seat is spacious and here too, head and legroom is good. You will fit three adults in without too much of a squeeze.

On the road, X-Class drives better than any pick-up we’ve tried yet. Not only is the engine quiet, there’s a refinement on offer that eludes most diesel engines, and the 250d is the smoothest we’ve encountered in a pick-up this far.

The front seats are firm as well as comfortable. Power models feature the eightway electrically adjustable seats which are easy to use and allow you to find the perfect driving position quickly.

The 2.3-litre 4-cylinder diesel unit offers 187bhp with 450Nm, which when driven with two adults and unladen was perfectly adequate for our needs. Acceleration from 0-62mph takes 11.8 seconds and top speed is 109mph. When pushed, the engine performed well, with the refinement a real stand out. Only the Amarok’s 3.0-litre unit matches the Mercedes in that department, with the Ranger Wildtrak the next best available.

For a pick-up, handling is impressive, too.

Corners are taken well, with little or no rolling as the X-Class cleverly transfers its weight from right to left and back again.

Continued on page 10

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Company Car & Van | February 2018 | 09

On test: MERCEDES-BENZ X-CLASS

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The new King of the hill Continued from page 9 Even over rough and pot-holed road surfaces, the X-Class is exemplary, somehow banishing the usual bouncy, pitchy, fidgety pick-up ride that comes with its competitors.

Most pick-ups are more comfortable to be in if there’s a load in the rear, but the X-Class doesn’t suffer the same way when unladen, which is high praise indeed.

From a fleet customer perspective, the UK tax system means that double cabs are bought by small businesses as taxefficient company cars, evading the VAT on passenger cars. Therefore, the high price of the X-Class is not as much of an issue, especially to lifestyle business customers.

Having said that, if you want a pick-up to be your workhorse then the likes of the Toyota Hilux and Isuzu D-Max would be better choices and both are cheaper.

Weighing in at between 2,213-2,234kg, the X-Class is the heaviest pick-up on sale and comes with a payload of between 1,066kg and 1,087kg and a towing capacity of 3.5t. The load space is 1,587mm long and 1,569mm wide – 1,215mm wide between the wheel arches. Its weight means that it’s not as economical as the Navara despite being powered by the same engine. The X 250d achieves 35.8mpg on the combined cycle,

CC&V VERDICT A premium product – but also a very practical one.

Best pick-up to drive so far and worthy of your immediate attention

Rating: N N N N N

compared to 40.4mpg in the equivalent Navara, although in a real world test both are more likely to achieve around 30mpg.

CO2 emissions are 200g/km for the X 220d and 207g/km on our test model the X250d, both about par for the sector. Note the X-Class requires the engine additive, Ad-Blue. A 17-litre Adblue tank is fitted, as all models have Selective Catalytic Reduction (SCR) exhaust after-treatment tech to control NOX and particulate emissions.

All X-Class models come with a three-

year unlimited mileage warranty plus free MobiloVan roadside assistance Pick-ups seem to stir emotions in men of a certain age like nothing else. I am forever asked which pick-up is the best – not as a pick-up, but as a driving experience. They want a pick-up for every day use, to go to the shops in, or to take the family out. The answer is most definitely the X-Class, which usurps the VW Amarok at the top-of-thetable. Ford’s Ranger Wildtrak is also worth a mention here, as is the Nissan Navara Tekna.

If you want to drive a pick-up that offers the most car-like features set within a premium package, then it is the X-Class you’ll want to choose. Furthermore, the X-Class also offers a better towing capacity than the Amarok and is a better off-road vehicle than the Amarok as well.

Stars align for Eastgate, Mercedes-Benz and Roanza No fewer than 130 stars are aligned for vehicle rental start-up Eastgate Commercial Ltd, in the shape of a new fleet of Mercedes-Benz vans.

The Wolverhampton-based business is determined to set itself apart from the crowd.

“That means offering only the finest vehicles available on the market, which is why we are a 100% Mercedes-Benz operation,” said Sales Manager Buta Singh, who is running the new venture with his sister Baljit Johal.

“We’re committed to providing our customers with the highest levels of operational efficiency and service. With the support of Mercedes-Benz Vans we’re confident we can exceed their expectations.”

Eastgate Commercial Ltd’s new vans are all long-bodied Vito 109 CDI models, and powered by advanced 88 hp 1.6-litre engines that offer returns of 45.6 mpg in the combined cycle and drive the front wheels.

They are the subject of a contract hire agreement with Daimler Fleet Management UK. Like all Mercedes-Benz vans, Eastgate Commercial Ltd’s vehicles came with threeyear, unlimited mileage warranties, and free MobiloVan 24-hour roadside assistance – in the unlikely event that a vehicle is off the road due to mechanical failure, a replacement will be provided.

“It was the undeniable quality of the vehicles,

10 | February 2018 | Company Car & Van

coupled with the promise of unbeatable customer service from Daimler Fleet Management, that convinced us to go ahead with this venture,” revealed Mr Singh.

Since taking delivery of its first 130 vehicles, Eastgate Commercial Ltd has already placed a second order for a further 100 Vito 111 CDI vans which will be supplied by Liverpool-based dealer Roanza Truck & Van. As part of its drive to support its new customer, Roanza Marketing Manager Gia Foster is helping to manage the company’s website and supplying a range of branded promotional materials.

Buta Singh attended the latest MercedesBenz VanExperience Live showcase at the Millbrook Proving Ground, in Bedfordshire, earlier this year. He met Mercedes-Benz Vans Managing Director Steve Bridge and some of

his senior colleagues, and put down a deposit on a new X-Class, the hotly-anticipated first pick-up to wear a three-pointed star, which has just arrived in the UK. “I outlined our plans to Steve and he was very supportive from the off,” recalled Buta Singh. “He put me in touch with his colleagues at Daimler Fleet Management and I realised that with their help we could quickly establish ourselves as a force to be reckoned with in the rental market.

“We’ve also forged a very encouraging relationship with Roanza Truck & Van – Strategic Account Manager Tom Handford has gone above and beyond the call of duty to really understand our business, and the marketing support provided by Gia’s team is proving invaluable.”

The first 130 vans were allocated to customers prior to arrival – most are now at work with sub-contractors who deliver for home shopping giant Amazon.

The company is already looking forward to the next phase in its development. “We want to grow, but in a controlled and sustainable manner,” continued Buta Singh.

“We have no plans to rival the biggest players in the rental market, of course, but we are aiming to have between 500 and 1,000 vans on the road by 2019.”

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On test: SUZUKI SWIFT

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Swift has it all Want all the kit but don’t want to pay a premium?

Andrew Walker might have found the perfect option...

Offering your customers all the goodies they want has become a prerequisite with modern cars – and no matter the price tag, it seems.

A reflection of this is the brilliant all-new

Suzuki Swift, which does exactly that.

The model tested came with a 1.0 Boosterjet SZ5 engine, with all of the equipment one would associate with a much larger, far more expensive model. Safety features include ABS with EBD Brake Assist, ESP, six airbags, foot protecting brake and clutch pedals, hill hold control and high beam assist. Add in adaptive cruise control, electric front and rear windows, automatic air-con, a 7” colour display allowing access

to DAB, SatNav, Bluetooth with steering mounted controls, headlamp levelling, rear privacy glass, 16” alloys and you have a seriously well appointed car, which at time of writing can be had for just £14,499: that is unbelievably good value for money.

Not only is the Swift well appointed, it’s also great fun to drive. It isn’t especially quick, reaching 62 mph in 10.6 seconds with a top speed of 121 mph. But it’s faster to 62mph than the outgoing model and the top

speed is 18mph better as well, all thanks to the addition on the Swift of Suzuki’s tried and tested Boosterjet petrol engine which also shines at the pumps, offering a combined fuel economy on my test model, of 65.7 mph with CO2 emissions of 97g/km.

As we discovered driving the new model in the Derbyshire Peak District, being small, with the wheels on each corner, it feels faster than this. More importantly, it proved more than a match for the winding switchback roads I encountered. On some of the longer climbs, with two adults on board, we did need to change down from fifth to fourth and even from fourth to third, to keep that excellent engine ticking over and this really was my only criticism of the 1.0-litre engine.

In reality, I’m being pedantic, because of all the superminis I’ve driven lately, including the Ford Ka+, Fiat Panda, Ford Fiesta, VW Polo and the other small Suzuki the Ignis, the Swift is by far the best to drive. It is also the best looking and Ignis accepted, the best priced.

From the outside, the Swift looks similar to the outgoing model. As you get a little closer though it’s clear to see that Suzuki has significantly altered the new car. There’s a new wider and deeper front grille, blacked out A-pillars and front and vertically arranged front and rear lights, which give it a more sporty look. The rear door handles are now pillar mounted, giving an almost coupé look and being 10mm shorter, 15mm lower and with a 20mm longer wheelbase, it sits more squat on the road, with the overall

CC&V VERDICT Impressive all-round package and hard to fault. Great value in what is a very competitive market, allied to good looks and equipment levels. If you’ve never considered a Suzuki before, this one is a certain contender. Bang on the money.

Rating: N N N N effect being to make the Swift appear more aggressive than it’s predecessor.

Despite the reduction in length, those clever Suzuki designers have somehow managed to increase the boot space in the latest model by 20 per cent, with the new volume a much-improved 265 litres, 54v more than the outgoing Swift. Both front seat passengers benefit from good head and legroom, while the rear passengers also have space to relax.

One of the Swift’s other surprises is inside the cabin, where Suzuki has significantly enhanced and improved the build quality of this latest version. White accents and satin chrome, coupled with a basic tone of black, lift the interior closer to that found in its more premium rivals. It also felt more upmarket

than the interiors found in sister models Ignis and Baleno.

From a fleet perspective, the Swift would appeal to anyone downsizing from a Focus or Golf who was looking at a Fiesta, Corsa or Polo. It’s much prettier than any of these and is better value for money. It would also make an exceptionally good second car with similar space inside as the MINI and Audi A1 and it comes with similar eye-catching looks.

Also, Suzuki is taking UK fleet sales more seriously than ever before and has some exciting contract hire and leasing offers not just on the Swift but the entire Suzuki range as a whole, with the Vitara especially appealing.

Suzuki’s new Corporate Sales Manager, Graeme Jenkins, told CC&V, that Suzuki’s aim is to be “Fit for Fleet“ with a target of 10,000 corporate sales in 2017 – 20 per cent of its total sales. The introduction of the new Swift will undoubtedly, make this target easier to achieve.

CC&V factfile Price: £14,499 CO2: 97g/km BIK: 18% Comb mpg: 65.7mpg

Based on Suzuki Swift 1.0 Boosterjet SZ5

On test: SKODA KAROQ

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Karoq has the compact SUV sector in its sights

C

ombining bold looks, exceptional practicality and ŠKODA’s famous value for money, the all-new Karoq redefines standards in the compact SUV sector. The brand’s second-generation compact SUV joins the fastest-growing sector of the new car market and introduces a host of new ideas, advanced powertrains and a further evolution of the brand’s acclaimed crystalline design language.

Positioned below the Kodiaq in ŠKODA’s emerging SUV range, the Karoq offers exceptional practicality for families on the move. Thanks to its generous wheelbase of 2,638mm, passengers enjoy plenty of legroom, while the innovative Varioflex seating system (standard on SE L and Edition models, optional on SE) allows owners to adapt the rear of the car to meet their exact needs.

The VarioFlex system consists of three separate rear seats that can be individually adjusted or completely removed to create a maximum load volume of 1,810 litres.

The Karoq also takes ŠKODA’s design language into new territory. Sporting a

Key points • Choose from four engines – two TSI petrol units with outputs of 115PS and 150PS and two TDI diesels also with power outputs of 115PS and 150PS. • Euro NCAP awarded the occupant protection of adult passengers an excellent 93%, along with a five star rating.

• Standard safety systems include Front Assist with City Emergency Brake, electronic Tyre Pressure Monitoring, seven airbags, ESC, Multi-Collision Brake and XDS+ 14 | February 2018 | Company Car & Van

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number of styling features first introduced on the Kodiaq, the Karoq stands out from the crowd thanks to its perfect proportions and beautifully executed details.

And, as with all ŠKODAs, form always matches function. The striking front end, for example, houses new LED headlights with adaptive front light system on SE L and Edition models, along with a wide radiator grille that invisibly incorporates the front assist radar system.

Powered for modern motoring Karoq customers can choose from four engine options – two TSI petrol units with outputs of 115PS and 150 PS and two TDI diesels also with power outputs of 115PS and 150PS. All four are available with a seven-speed DSG transmission as an option, with the most powerful diesel model – the 2.0 TDI 150PS, equipped with four-wheel drive as standard.

As customers have come to expect, the Karoq’s engines combine performance with exceptional efficiency. The most economical engine available – the 1.6 TDI 115PS – returns up to 64.2 mpg on the combined cycle, while CO2 emissions for the Karoq range start from 117g/km (1.6 TDI 115PS DSG).

The Karoq also introduces new levels of connectivity to owners thanks to its range of feature-packed infotainment systems. All models are equipped with Smartlink+ and a touchscreen display system as standard, with

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SE L and Edition offering units with satellite navigation. Range-topping Edition models are fitted with Columbus systems featuring a 9.2” touchscreen display with Gesture control.

All models can be specified with ŠKODA Connect - a suite of advanced features that seamlessly integrate mobile online services, navigation, information and entertainment. ŠKODA Connect can also be used remotely and delivers exceptional levels of assistance for drivers.

The Karoq is available in three core trim levels; SE, SE L and Edition – with each grade offering exceptional levels of equipment. Standard features fitted across the range include alloy wheels, privacy glass, LED rear lights, dual-zone climate control, front assist, pedestrian monitor and driver fatigue sensor.

An additional SE Technology trim designed to meet the demands of business and fleet

customers is also available.

Designed for success The all-new Karoq marks a further evolution of ŠKODA’s acclaimed crystalline design language. New from the ground up, the Karoq has been designed without compromise and cleverly combines familiar design cues with a host of striking new details.

From first glance, the family connection with the Kodiaq is immediately noticeable.

Although different in size, the Karoq shares its robust yet elegant proportions with its seven-seater sibling, and enjoys powerful road presence.

The new Karoq is 4,382mm long, 1,841mm wide and 1,603 m high (1,607mm for 4x4 models) - making it longer, wider and lower than the Yeti.

Continued on page 16

Company Car & Van | February 2018 | 15

On test: SKODA KAROQ

Continued from page 15 Like all great design, the KAROQ seamlessly blends complex shapes and sub-assemblies into one coherent form. The front end incorporates a number of striking elements that are now familiar components of the Ĺ KODA design language. For example, the dual slat radiator grille flows neatly into the crystalline headlight units, while the secondary light apertures below have a smooth curve that contrasts perfectly with the crisp edges of the bumper creases.

The KAROQ arrives in the UK with four engine options; two petrol and two diesels with outputs ranging from 115 to 150PS. All four powertrains use turbocharged, direct injection engines and offer Stop-Start technology as well as brake energy recovery as standard. All are available with a choice of a 6-speed manual transmission or a 7-speed DSG, while the 2.0 TDI 150PS engine is additionally equipped with a 4x4 transmission as standard.

1.0 TSI 115PS: The entry-level threecylinder petrol unit offered in the KAROQ punches well above its weight and combines lively performance with impressive economy.

Available with SE and SE L trim levels, the 1.0 TSI can return up to 43.3mpg on the combined cycle (SE DSG model) and can sprint to 62mph in just 10.3 seconds (SE Manual). Despite its size, the 1.0 TSI delivers a strong torque output of 200Nm. CO2

16 | February 2018 | Company Car & Van

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outputs for this highly advanced engine start from 118g/km (SE DSG).

1.5 TSI 150PS is the most advanced petrol engine ever offered by Ĺ KODA, the 1.5 TSI unit delivers state-of-the-art technology at every level. Available across all three core trim grades, the 1.5 TSI returns up to 52.3mpg on the combined cycle (SE manual) and has CO2 outputs from 123g/km (SE manual). In terms of performance, it can go from 0-62mph in 8.4 seconds (SE manual) and delivers 250Nm of torque between 1,500-3,500rpm.

1.6 TDI 115PS generates 115 PS and 250 Nm of torque between 1,500-3,200rpm, the entry-level diesel offering is the most fuel efficient engine in the KAROQ range. This

four-cylinder, 16-valve unit is packed with fuel-saving technology, along with precise emission controls. In terms of economy, it can return up to 65.7mpg on the combined cycle (SE DSG) and has CO2 emissions from just 117g/km (SE DSG). Despite its frugal nature, the 1.6 TDI 115PS is an agile performer and can reach 62mph from rest in 10.7 seconds (SE manual).

The range-topping 2.0TDI 150PS delivers strong performance on every level. This engine can propel the KAROQ from 0-62mph in as little as 8.7 seconds (SE manual) and has CO2 outputs from 131g/km (SE manual).

Confirming this unit as a great all-rounder, the 2.0 TDI 150PS can return up to 62.8mpg on the combined cycle (SE manual).

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SKYACTIV gives CX5 the edge Update gives fresh impetus to popular SUV, says Andrew Walker When it was launched back in 2012 the Mazda CX5 received a London Olympiads’ worth of praise as it hit the ground running, with Mazda’s new SKYACTIV technology to the fore.

Fast forward to 2017 and Mazda has given the CX-5 an overhaul, partly to keep up with the competition and partly because the crossover sector has become incredibly important.

Mazda has kept the new model range simple.

Two specs, SE-L Nav or Sport Nav, powered by either one petrol, a 165PS 2WD manual, or two diesels the 150PS available in 2WD and All wheel-drive as manual or auto and a larger 175PS with AWD only. Prices range from £23,695 for the petrol 2WD SE-L Nav up to £33,195 for the range topping 175PS AWD diesel Sport Nav auto.

Company Car and Van drove both the petrol and the 150PS diesel versions, with both benefitting from the enhancements that Mazda has made to the new model.

There’s an all-new interior featuring higher quality plastics and soft-touch leather, a new steering wheel, a re-jigged centre console plus wood and metal interior panelling. The old CX-5 was good looking, but the upgrades to the new model make it look even better! The exterior has been sharpened with sleeker sides, a lower roofline, slim-line front and rear lights and an uncluttered front end, which really shows off the new CX-5’s design while remaining loyal to Mazda’s design ethos.

Enter and the internal proportions are impressive. There’s loads of headroom all around and plenty of room for three averaged-sized adults in the back. The boot itself has 506-litre volume with the seats in place and loaded to the roof with the seats down there’s a huge 1,620 litres of luggage space.

We tested the new CX-5 in the Highlands of Scotland, which meant plenty of single lane driving across the Cairngorms, as well as some busier A roads between Inverness and Aberdeen. Sitting in the driver’s seat as we made our way through Aviemore it felt a good place to be. The CX-5 still handles well, perhaps enhanced by a chassis that has more than 50 per cent new components. The development of the all-new Mazda CX-5 has seen Mazda’s engineers work to deliver an SUV that takes the Jinba Ittai car-and-driveras-one design and engineering philosophy to the next level. This includes enhancements to the responsiveness and controllability through of the all-new SKYACTIV-BODY and SKYACTIVwww.companycarandvan.co.uk

CHASSIS, complimented by the introduction of G-Vectoring Control (GVC), the first of Mazda’s SKYACTIV-VEHICLE DYNAMIC technologies.

While the new CX-5 looks and feels better, the petrol engine lacks any mid-range pulling power. If you are looking to drive through hilly areas or to tow, the petrol engine may not be right for you. The petrol unit comes with a top speed of 125 mph and a 0-62 mph time of 10.2 seconds. Emissions are high at 149g/km and the claimed economy for the combined cycle is 44.1 mpg; we averaged 40.1 mpg.

We also drove the identically specced, 2.2 SKYACTIV 2WD diesel Sport Nav 150PS manual, which handles just as well as the petrol model but offers far better mid-range power, especially useful as we drove past the Queen’s house at Balmoral and in the real world, for overtaking on the motorway. It’s quicker,

CC&V VERDICT The new CX-5 proves that you can have an SUV that is actually good to drive, with spot-on economy, and still make it look special

Rating: N N N N 0-62mph in 9.4 seconds with a top speed of 127mph, offers better emissions, 132g/km and returns better combined fuel economy as well, at 50.4mpg. We averaged 43.2 mpg – all of which made it my favourite of the two we tested.

Company Car & Van | February 2018 | 17

On test: RANGE ROVER VELAR

Velar: it’s the latest word in gorgeous Andrew Walker enjoys being cossetted in the welcoming arms of the new Range Rover

R

ange Rover has had a very successful few years. The Range Rover Sport is still the go-to large SUV, while the baby Range Rover Evoque, launched in 2011, has been bought by over 600,000 customers.

Plainly, the Range Rover product sells.

However, there was a fairly sizeable gap, both from a size and cost perspective, between the Evoque and Sport, and in late 2017 Range Rover launched the Velar to fill this space – and a more attractive car CC&V has not driven for quite some time.

Land Rover has produced luxury SUVs for sometime now, but while the Velar looks and feels very much like a Range Rover, it is perhaps the first model to bear the Range Rover mantle but with style first and function second. That’s not to say the 4WD Velar isn’t a capable off-roader, but the Velar is an on-road car first, to appeal to soft-road customers who want to pilot a luxury SUV. From the outside, the Velar looks stunning.

It manages the clever trick of looking gorgeous while simultaneously looking like it can handle the great outdoors if required.

With prices starting at just under £45,000, the Velar also looks good value for money, but as with all of the Range Rover range, by the time you have added to your shopping trolley the goodies you’d expect on a car like this, you’ll be looking at a cost in excess of £60,000.

Land Rover offers the Velar with a large range of engines and specs. There’s a 2.0-litre diesel with 180bhp and 240bhp outputs, a 2.0-litre petrol with 250bhp and 300bhp, plus there are two V6 engines as well, a 300bhp diesel and a petrol supercharged version offering 380bhp.

However, the entry level Velar is only available with the 180bhp turbodiesel.

As with the Sport and Evoque, there is a basic Velar model available, a no-frills option that’s followed by the S, SE and HSE. Each offers slightly more in the way of goodies and extras, increasing in price in roughly £5,000 steps: Velar, £44,830; S, £50,420; SE, £56,060; and HSE £62,560. You can also choose an R Dynamic, from £52,840, or if

20 | February 2018 | Company Car & Van

you really just have it all, the range-topping First Edition at an eye-watering £83,350.

From the outside the Velar offers a sleek, almost coupé-like look, with a lower rear end and a large screen rake, giving it a much smoother profile than any other Range Rover or Land Rover model. Everything sits flush on the outside with no side steps or chrome add-ons. Even the door handles sit flush, popping out when you click the key fob.

Inside, it’s a step up for the brand. The high-build quality you’d expect from a Range Rover is there in abundance, as is the soft touch, plastic, wood and leather that it’s all lovingly finished in. It all fits together perfectly.

What stands out, though, is the all-new glass cockpit system which shifts the focus more onto the Velar’s displays and controls. It’s as if Apple co-founder Steve Jobs had some influence on its design and it is a lovely space to be in.

The Velar features the latest Jaguar Land Rover infotainment systems, with the new Touch Pro Duo system the highlight. Twin 10” touchscreens stack on top of each other in the centre console and dashboard, while the addition of 21st century digital dials mean that the Velar’s interior is more modern than anything seen in a Range Rover product before.

The fact that it doesn’t feature a low-ratiogear-box, nor the extra weight associated with anti-roll bars you’ll find on the Sport, and it uses the mostly aluminium platform from sister model F-Pace, shows that the Velar is most definitely aimed at competing with the likes of the Porsche Macan, Jaguar F-Pace, Audi Q5 and BMW X3. Having said all that, there is no front-wheel drive version offered.

Even the entry-level diesel is 4WD only.

We tested the D240 HSE, which came sumptuously equipped. Finished in silver with a cream and black interior, everything you’d expect to find on a Range Rover was present, including 20-way electrically adjustable seats finished in softer leather, leather on the dashboard and doors, adaptive cruise control and park assist.

Powered by JLR’s own 2.0-litre, 237bhp four-cylinder twin-turbo Ingenium diesel

CC&V factfile Price: £64,160 CO2: 154 g/km BIK: 32% Comb mpg: 49.7 Based on Velar HSE D240 Auto Key details: Range starts from £44,830 for the D180 AWD Auto – fewer goodies but same qualities engine, this version is the most likely best seller for fleets and offers a claimed combined mpg of 48.7 mpg, emissions of 154g/km, a top speed of 125 mph and a rapid 0-60 mph time o just 6.8 seconds.

Sitting up front allows a good view of the road ahead. There’s plenty of head and leg room for both front passenger, although if you climb in the rear, the sloping roof which gives the Velar such a striking look eats into headroom and anyone over six foot may struggle not to rub the roof with their head.

While the ride on standard steel springs is harsher than on any other Range Rover, the Velar still feels more comfortable and refined than the F-Pace. This likely improves with the more expensive V6 models, as they come with air suspension as standard. Our test model featured 21” alloys, which rode quite well over my neighbourhood’s pot-holed roads. Smaller wheels would fair better.

As a driver’s car the Velar manages the Range Rover trick of almost wafting

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CC&V VERDICT Simply gorgeous. Fills a major void in JLR range and will prove as popular as Evoque

Rating: N N N N

magic-carpet-like over the road ahead, with only the odd bump interrupting your progress.

The standard 8-speed ZF auto box fits well in the set up, but for those who want a bit more oomph, the D240 engine will feel distinctly unexciting.

By far the highlight of being in the Velar, is the opportunity to enjoy its supercool interior.

It’s decidedly minimalist as well as cleverly designed with a focus on technology, although surprisingly, there’s no Apple Car Play or Android Auto, which is a real oversight. The digi dials look splendid, the double screens on the centre console and binnacle look fab too, and they both work brilliantly. My only criticism is that the screens and some of the function buttons do tend to show fingerprints. These include a 12.3” display, plus Land Rover’s new Touch Pro Duo System which consists of a 10” touchscreen in the middle of the dash. When you get in and touch the starter button, the screen tilts forwards up to 30 degrees. Below this sits a 10” display where the buttons would normally be located. Just keep a lint cloth handy to wipe away the smudges.

Cabin storage includes a large glovebox and a usefully sized cubby under the central

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armrest, and there are a couple of nicely designed storage spaces behind the dash touchscreen and the cupholder in the centre console that are hidden from view, until the Land Rover badge near the gearknob is pressed. Nice! The boot is also a good size, offering 673 litres with the five seats up and 1,731 litres with the rear bench seats down.

Unsurprisingly, the Walker family didn’t complain once on any journey we took in the Velar. After all, it looks gorgeous and is incredibly comfortable it be in. The up-to-date tech appealed to my 17-year-old son, who spends more time looking at his iPhone

screen than at the rest of the world. The Velars multi-screens had him distracted from his mobile for most of the time. This is a car to make oldies feel young and keep youngsters engaged, while cossetting both age groups in equal measure.

In conclusion, the Velar is my new favourite Land Rover product. Looks and functionality on the road are my prerequisites when it comes to picking a vehicle and the Velar is hard to beat. Expensive it may be, but you get what you pay for and the Velar looks so good that neither its price nor lack of rear passenger space spoiled it for me.

Company Car & Van | February 2018 | 21

REVIEW: JEEP COMPASS

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Compass points Jeep in right direction

22 | February 2018 | Company Car & Van

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J

eep’s new SUV, the 4x4 Compass, offers an unmatched combination of best-in-class 4x4 off-road capability, contemporary and authentic Jeep design, excellent on-road driving dynamics, open-air freedom and a full array of advanced user-friendly connectivity and safety technologies.

The new vehicle represents a key addition to the Jeep portfolio as it allows the brand to tackle the growing compact SUV segment, which is expected to achieve more than two million sales a year by 2020 in Europe.

In the UK, the all-new Compass offers two petrol and three diesel engines for a total of six different powertrain combinations and four different configurations: Sport, Longitude, Limited – the top-of-the-range trim in terms of refinement, standard technological contents and equipment – and Trailhawk, offering best-in-class Trail Rated 4x4 capability.

The new model will provide a compelling proposition to customers, by combining the legendary Jeep off-road capability with a distinctive design and a variety of userfriendly technologies that ensure a safe, comfortable and connected everyday driving experience.

It’s an all-new vehicle that features a distinctive, contemporary design aesthetic, with a wide stance and exceptional glass-towheel proportions. It is immediately recognisable as a Jeep thanks to characteristic traditional design cues, such as the seven-slot grille and the trapezoidal wheel arches. Jeep designers gave the legendary

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seven-slot grille a fresh look by setting each of the individual chrome slots in a Gloss Black field, while a fast, dramatic roofline and muscular fender flares create a stunning profile.

The all-new Jeep Compass interior design features refined materials and technical details. The trapezoidal centre stack bezel is a characteristic Jeep design cue and sports colour and finish that complement the interior choice.

The centre stack houses the 5.0 or 8.4-inch touchscreen displays of the Uconnect system. The centre console neatly integrates the functional features of the Jeep Compass, including gear-shift selection, Selec-Terrain controls, electronic parking brake, engine stop-start (ESS) controls, climate and volume control knobs, and easily-accessible media charging and connectivity ports.

The driver’s instrument cluster is thoughtfully designed and features a 3.5- or 7-inch LED driver information display. The full-colour 7-inch screen displays information that the driver may configure for easier access while driving and will be standard on Limited and Trailhawk models.

Best-in-class off-road capability with two leading 4x4 systems Best-in-class off-road capability comes courtesy of two advanced, intelligent full-time 4x4 systems: the Jeep Active Drive and the Jeep Active Drive Low, the latter with 20:1 crawl ratio, each of which can send 100 percent of available torque to any one wheel

when needed. Both Jeep Active Drive and Active Drive Low 4x4 systems include the Jeep Selec-Terrain system, providing up to five modes (Auto, Snow, Sand and Mud modes, plus exclusive Rock mode on the Trailhawk model) for the best four-wheel-drive performance on any surface – on- or off-road – and in any weather condition.

Engine line-up In the UK, the Compass range is powered by two petrol and three diesel engines, all delivering exceptional performance. The petrol engine offering includes a 1.4-litre MultiAir2 Turbo engine with Stop&Start delivering 140 hp at 5,000 rpm and 230 Nm of torque at 1,750 rpm in combination with the six-speed manual gearbox and 4x2 configuration, and the 1.4-litre MultiAir2 Turbo engine producing 170 hp at 5,500 rpm and torque of 250 Nm at 2,500 rpm, paired to the nine-speed auto and 4x4 configuration.

The diesel engine range comprises the efficient 1.6-litre MultiJet II with Stop&Start delivering 120 hp at 3,750 rpm and 320 Nm of torque at 1,750 rpm, paired to the six-speed manual gearbox and 4x2 configuration, and the 2.0-litre MultiJet II with Stop&Start delivering 140 horsepower at 3,750 rpm –with the six-speed manual transmission and 350 Nm of torque at 1,750 rpm and comes with the 4x4 configuration.

A higher output version of the 2.0-litre MultiJet II with Stop&Start – delivering 170 hp – completes the diesel offer available on the all-new Compass.

Company Car & Van | February 2018 | 23

On test: ALFA STELVIO

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Oh Stelvio, you’re keeping the Alfa flame burning bright Love the way Alfas look? Well, here’s a practical SUV from the same stable – and it’s a stunner, says Andrew Walker A week behind the wheel of the latest Euro SUV, the Alfa Romeo Stelvio, made me grateful the company has broadened its product range to include an SUV. The range consists of the Stelvio, Stelvio Super and Stelvio Tecnica, with a choice of a 280hp 2.0-litre Turbocharged petrol or a 210hp 2.2-litre Diesel engine, both combined with an 8-speed automatic transmission and Q4 all-wheel drive.

The premium SUV sector now contains a plethora of choices, from the Teutonic trio of BMW X3, Audi Q5 and Mercedes-Benz GLC to the Jaguar F-Pace, so the Stelvio has a tough task on its hands. It’s a given that being an Alfa it will look good, but in a market that’s more crowded than ever, this new Alfa has to offer more than just good looks.

Unsurprisingly, the Stelvio is extremely attractive, with some of the exterior style of the Porsche Macan. The Alfa V-shaped grille dominates the front of the car with the now ubiquitous off-set number plate adding extra kudos. Wrap around headlights and two deep set air-intakes with in-set fog lights finish off the look. The rear is more sanguine, but still manages to be more pleasing than anything else in the sector.

Inside, the cabin is a mix of that found in the Giulia, with a touch of the Levante by Maserati. The seats sit 190mm higher than in

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the Giulia and the extra space means that all the switchgear falls easily to hand. Even the door pockets feel of better quality than in the Giulia and overall there’s a nice mix of metal and soft-touch plastic finishes to run your fingers along. It all works well, but just isn’t what I had expected from a £40,000 car.

Both front seat passengers get plenty of leg and head room, while in the rear two adults will fit in comfortably, although if your front passengers are tall, there won’t be an awful lot of space for your legs. Seat adjustment is good and I found the driver’s seat both supportive as well as comfortable.

There’s also plenty of storage space.

Many customers actually buy an SUV because they want a decent boot and easy access to it as well. They’ll be happy with the Stelvio, because it offers easy access to the boot, coupled with a decent load area.

At 525 litres Stelvio has a slightly smaller boot than its closest rivals, but there’s no lip to overcome when loading or unloading, the boot floor is flat and the space on offer is almost uniformly square shaped and practical.

I tested the 2.2 turbo diesel 210bhp Q4 AWD Super, which comes with exciting performance, going from 0-62mph in just 6.6 seconds. This rapid movement is partly due to the Stelvio being just 1660kg, around 120kg lighter than its competition.

As with my own Giulietta, Alfa’s DNA is on offer, which allowed me to adjust the Stelvio’s driving experience to Dynamic, which increased throttle response as well as the broad grin permanently fixed my face. Our

test car was fitted with the Q4 all-wheel drive system, which can send up to 50 per cent of torque to the front wheels – yet engineers say it’ll never need to on dry surfaces. Amazingly, during my test period it didn’t rain once so I didn’t get the opportunity to test the system out on any wet roads. Whether you can seriously off-road in the Stelvio or not I couldn’t say, but I believe it’s best suited to tarmac, where it never fails to satisfy.

All models are driven by the ZF eightspeed auto gearbox. My test model claimed combined fuel economy is 58.9mpg with CO2 emissions of 127g/km, both being competitive in this sector. A week in the Stelvio saw us average a pleasing 38.1 mpg, which makes us believe that if you drive carefully and in Normal mode, not Dynamic, 45mpg is achievable.

Never have I smiled so much when driving an SUV and although I don’t want one – it’s too big for my family needs – I can’t wait to see if Alfa, just like everybody else, brings out a slightly smaller version.

CC&V VERDICT Close to perfection. Fierce competition in this sector won’t phase it. Apart from a couple of quality issues, smashing the ball out of the park

Rating: N N N N N www.companycarandvan.co.uk

On test: VW GOLF, BMW 330e

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Golf GTE: shaken, not stirred

A

s the anti-diesel rhetoric grows ever stronger, at Company Car and Van we have seen an increasing interest from readers and website users in hybrids. Toyota and Lexus have been the leaders in this sector for quite some time and over the past three years, Mitsubishi’s Outlander PHEV has also sold in large numbers, both into fleet and retail.

The quiet man of the hybrid group is the Volkswagen Golf GTE which, despite being around for almost three years, has only recently started to sell well. Judging by the number of enquiries from our readers wanting to know more about the GTE, this rise in sales will grow even further.

Based on the GTI/GTD, the Golf GTE features a 1.4-litre, four-cylinder turbo petrol unit, offering the driver 148bhp. The gearbox is a six-speed DSG with a 75kW (101bhp) electric motor located between these. The hybrid drivetrain delivers a peak output of 204PS rather than the combined maximum of 249PS because the power doesn’t converge between petrol and hybrid at quite the same time.

Adding an electric motor adds 173kg to the GTE’s weight compared to the GTI. This extra weight means that it’s slower, taking 7.6 seconds to reach 62mph and although fun to drive, it’s nowhere near as exhilarating as either the GTI or GTD. Of course, that’s the point, because in its electric-only mode, it has a range of 31 miles on a full charge, offers business users a current BIK of just 9% coupled to emissions of just 40g/km and a combined economy of 156.9 mpg.

What’s for certain, though, are two things.

One, it’s the most fun you can have in a plug-in hybrid. Two, achieving the claimed mpg figure is highly unlikely.

Just to confuse things further, company car drivers can now look at another Golf that’s tax-friendly, the e-Golf. New car tax

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bands are pretty confusing, especially when the new e-Golf will actually cost you more per month in tax than the Golf GTE, because it has a higher cost, around £2,000 more to be precise. But both have a BIK of 9% so the GTE would actually work out cheaper.

• Volkswagen Golf GTE: BIK: 20% £46.

40% £92.

• Volkswagen e-Golf: BIK: 20% £48.

40%. £96.

What is apparent from these figures is that either will save you money over a conventional petrol or diesel engine.

Back to the GTE. For those of us lucky enough to have driven a number of hybrid and EV cars, one of the gripes we have often is the number which look like a Gerry Anderson car from old TV sci-fi programme, Space 1999. Toyota and Lexus hybrids and the Mitsubishi Outlander PHEV don’t look any different to the average car we know and love and the GTE benefits from looking like a conventional Golf, too.

My white test car, the GTE Advance, really showed off the neat touches that VW has given it to differentiate it from the GTI and GTD. The main difference is that the GTE is finished with a selection of blue trim on the inside doors and dash. There’s also blue brake callipers and a blue trim on the front grille of the car. Even the tartan seats are in a

CC&V VERDICT Offers food for thought for those looking at cutting costs... your personal mileage will make the final decision between this and several other Golfs

Rating: N N N N

blue check. Otherwise, the dashboard and interior are straight out of a normal Golf, so soft-touch plastics are coupled with excellent build quality across the board.

The controls are standard, too. All are well-placed and intuitive to use. There’s an 8” composition media system, with active info display, as well as easy to use and set up Bluetooth. The real gem though, is the GTE’s 12.3” digital driver’s display, the perfect place to use the SatNav, which is located between the rev counter and speedo dials, right in front of the driver.

Inside the seats are comfortable and supportive, and there’s plenty of leg and headroom to the fore, and adequate space for those under six foot in the rear. It’s five adults at a push, but the centre rear passenger will struggle for somewhere to put their feet, thanks to the large bump in the centre of the rear floor.

Being hybrid, the GTE’s boot is smaller than the standard Golf and you can’t adjust the height of its boot floor like in non-hybrid models. Overall capacity is just 272 litres, when the standard Golf offers 380 litres.

Fold the rear 60:40 seats down and the boot grows to a useful 1,162 litres of space.

Driving the GTE is very enjoyable. The operating modes are E-Mode; GTE mode; Battery Charge and Hybrid Auto. I tried them all though you’ll need a charged battery to try the E Mode. This can be charged with the power leads plugged in overnight at home or you can re-charge the battery in Battery Charge Mode as you drive using the petrol engine. A fully charged battery will, as we found out in town, allow you to drive for about 20 miles before the battery runs out.

This is really useful in slow traffic.

Select GTE Mode and you get a sportier drive. Despite the options on offer, you are most likely to drive in Hybrid Auto, which gives you the best of both worlds.

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330e is a perfect fit with BMW ambition

The Golf GTE recharging The six-speed DSG gearbox is one of the best out there. It’s quiet, simple to use and makes getting stuck in traffic jams far more relaxing than in a manual model. The electric motor really comes into its own when you’re moving under 10mph.

Even the 1.4 petrol engine is quiet and on the motorway driving using adaptive cruise control, the GTE makes for extremely relaxing driving. The only drawback is the vehicle’s weight, which does make the handling on smaller B roads a bit stodgy. Still, it will hit 62mph from a standing start in just 7.6 seconds.

I spent a week driving the GTE and without thinking about how I was driving, managed to average 39.8mpg in Hybrid-Auto mode.

Utilising the EV mode, with it’s 20-mile range, means that it could be argued that almost 60mpg is achievable. Impressive.

Our opinion is that the GTE will work best for those company car drivers who only have a 60-mile daily round trip, or for those who can recharge their GTE while at work, to take advantage of the electric motor and battery.

Anyone travelling longer distances, will benefit from choosing the diesel GTD and that’s despite its higher tax cost.

Overall, I really liked the GTE. It looks great, feels well built, drives well and is also practical. Mrs Walker even commented that she enjoyed driving it, which trust me, is a rare occurrence. As I’ve already stated, the GTE will work for some but not for others.

Low mileage company car drivers will get all of the benefits from the electric range, especially if they re-charge their GTE every day. From a tax perspective, ALL company car drivers will want to drive one, but fleet managers have already worked out that if their employees do a lot of motorway miles, then their company will be hit with a very large petrol bill, which is why they’ll want to push their staff to take the personal tax hit of the diesel GTD. www.companycarandvan.co.uk

Time and public opinion stand still for no manufacturer, and BMW, after something of a sluggish start, has now embraced hybrid tech with a gusto.

It’s been a challenge because for so long its engine philosophy was driven by its EfficientDynamics concept, with ultrafrugal diesel engines allied to stunning transmissions and superb road-holding to create the ultimate in executive motors.

Today, however, there is a new kid on the block: the 330e, which is basically a plug-in hybrid version of the best-selling BMW there is.

It teams a 184bhp 2.0-litre petrol engine with an 87bhp electric motor, a 7.7kWh battery and an electric-only range of 25 miles, all wrapped up in a standard 3 Series chassis. But does it work over a diesel only option?

Your first thought would be no, as the 330e is considerably heavier than its diesel counterpart because of that extra hybrid engine. However, the integration of the hybrid driveline is superb and actually helps deliver more push when required. The steering remains as taut and responsive as ever, and if there is a loss of response from the helm because of that extra weight, it is marginal.

But best of all, it delivers incredibly low consumption from a high performance car, all backed by BMW’s legendary build quality and technological advances.

Indeed, it is this technological lead that is the real star. Thanks to BMW iPerformance technology, the electric motor and petrol engine work in perfect harmony. In addition, it offers optimum traction and agility, and thanks to the enhanced sporty chassis set

up, outstanding dynamics are guaranteed in all driving modes.

The BMW 330e iPerformance Saloon can be recharged directly from the electricity mains, whether at home or at the office/ public recharging points, or on the road. So journeys can be made free of emissions, particularly in urban areas, and fuel consumption is reduced on long distances.

The response of the vehicle is more than electric. When you need extra speed during overtaking manouevres, both motors work together, ensuring safe, dynamic driving.

Used in pure electric mode and charging the car’s battery via mains electricity, it’s possible to achieve extremely low running costs.

There are different driving modes that allow the driver to significantly influence the actual energy consumption. This depends on both the driving mode selected and the driver’s personal behaviour. When the battery is fully charged, you can drive for up to 25 miles without using a single drop of fuel.

In the AUTO eDrive mode, the optimal combination of electric motor and combustion engine enables the focus to be placed on efficiency.

Whether you choose sporting character, refined elegance or M Sport athleticism, each model of the BMW 3 Series iPerformance Saloon is a finely tuned, expertly crafted car offering its own version of pure driving pleasure.

Whichever model you choose will come with BMW Business Navigation, BMW ConnectedDrive Services and three years’ subscription to BMW Online and Real Time Traffic Information as standard.

Company Car & Van | February 2018 | 29

NEW CAR: TOYOTA AURIS

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Toyota makes a new Icon with Auris upgrade for ‘18

T

he British-built Toyota Auris range has been refreshed for 2018 with a tighter focus on its in-demand powertrains and equipment grades. The line-up of hatchback and Touring Sports wagon models now comes with a choice of two powertrains. Leading the way is the 1.8-litre petrol-electric hybrid, currently the choice of almost three-quarters of UK Auris customers.

The second option is the technologically advanced, direct-injection 1.2T turbocharged petrol engine, available with either six-speed manual or continuously variable transmission.

Where equipment specifications are concerned, the Active grade has been discontinued, making Icon an impressive entry point to the line-up. For both hatch and

“Design grade increases the style factor, cruise control boosts the driving and front and rear parking sensors make slow-speed manoeuvres a cinch...”

32 | February 2018 | Company Car & Van

wagon this delivers 16-inch alloys, a reversing camera, front fog lights, power windows, six-speaker audio with DAB, automatic air conditioning and a shark fin antenna, all as standard.

The Toyota Safety Sense package provides a Pre-Collision System, Automatic High Beam, Lane Departure Alert and Road Sign Assist.

Icon Tech models match this specification and add cruise control and Toyota Touch 2 with Go, adding navigation and connectivity functions to the multimedia system.

Design grade increases the style factor

CC&V factfile Price: £20,155 CO2: 112g/km BIK: 21% Comb mpg: 58.9 Key details: Dropping previous entry model means the Icon delivers excellent spec at a decent price

Based on Auris 1.2 Icon

with 17-inch 10-spoke alloy wheels, black side sills, Alcantara upholstery, sports front seats and rear privacy glass, together with cruise control. It also increases the convenience factor with the addition of front and rear parking sensors, an auto-dimming rear-view mirror, auto-folding door mirrors, dusk-sensing headlights and rain-sensing wipers.

At the top of the range, Excel models display numerous advanced technology features, including a more sophisticated Toyota Touch 2 with Go package, which includes voice command and text-to-speech functions and 3D mapping.

Additional features include Intelligent Park Assist, LED headlights, smart entry and push-button start, heated leather seats and dual-zone climate control.

In addition, customers can choose a Design Bitone version of the hatchback which features a two-colour exterior paint finish, combining a black roof, shark fin antenna and spoiler with bodywork in Tokyo Red, Aspen Grey, Pearl White and Manhattan Grey – the latter a new addition to the general colour range as well. In other respects, the equipment specification matches the Design Grade.

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NEW CAR: CITROEN C4 CACTUS

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Prickly by name, comfy by nature The new Citroen C4 Cactus comes with a host of executive-style comfort options and in-car technology

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espite its rather prickly name, the new Citroën C4 Cactus is a comfortable treat for buyers, thanks to its all-new suspension system with Progressive Hydraulic Cushions™ and its Advanced Comfort® seats. Together they help ensure the new model combines the personality of the original C4 Cactus with the class-leading comfort of the regular C4.

It also features a host of exterior and interior styling, engineering, technology and connectivity updates. There are two core trim levels to choose from – Feel and Flair – plus, for a limited time only, the availability of a Feel Edition model with a PureTech 82 petrol engine. Pricing for the new C-segment hatchback starts from just £17,265 OTR. First deliveries of the new C4 Cactus are expected at the beginning of April.

The Advanced Comfort programme is designed to emphasise a feeling of reassurance, comfort and calm. This fresh new model takes driver and passenger well-being to a new level, setting the standard for comfort through the world premiere of the brand’s Advanced Comfort® seats and the European debut of the eagerlyanticipated new suspension system with Progressive Hydraulic Cushions™.

The new compact hatchback comes with a range of technologies and engines to maximise user comfort. The model has received numerous upgrades with 12 driver assistance systems now on offer, including Active Safety Brake, Grip Control® and Lane

34 | February 2018 | Company Car & Van

Departure Warning. There are also three connectivity technologies; Citroën Connect Nav, Citroën Connect Box with the brand’s Emergency & Assistance system and Mirror Screen functionality, as well as a revised engine line-up with power units now developing up to 130hp.

New C4 Cactus stands out with its unique presence, flowing curves and well-balanced design. Its overall look has been updated to enhance its appeal among C-segment hatchback buyers, while strengthening its powerful and energetic image. The new model boasts an extended range of external personalisation options, with nine body colours – including a new Emerald Blue metallic paint – and four Colour Packs, giving a total of 31 possible combinations.

Nimble and responsive with its compact exterior dimensions (4.17m long, 1.71m wide, and 1.48m high), the C4 Cactus delivers occupant comfort and genuine

versatility in cities, suburbs and out on the open road.

It also packs in all the segment-essential technologies, with 12 driving assistance systems to make every day driving easier and safer: These include Active Safety Brake, which reduces the risk of a collision by braking in place of the driver, Speed Limit Recognition and Recommendation – which recognises speed signs and displays the information on the instrument panel – and a Lane Departure Warning System. This becomes active at speeds of over 37mph (60 km/h) and detects the accidental crossing of continuous or dotted white lines when the indicator has not been used.

The C4 Cactus range is available with three 3-cylinder PureTech petrol engines and the highly efficient BlueHDi 100 S&S diesel, as well as the latest generation EAT6 fully automatic gearbox (see panel).

Citroen C4 Cactus Options Trim Engine Feel Puretech 110 S&S Manual

Puretech 130 S&S 6-Speed Manual

Blue HDi 100 S&S Manual Feel Edition Puretech 82 Manual Flair Puretech 110 S&S Manual

Puretech 110 S&S Eat6 Auto

Puretech 130 S&S 6-Speed Manual

Bluehdi 100 S&S Manual

CO2 (g/km) 104 110 94 108 104 105 110 96

OTR Price £17,965.00 £18,765.00 £18,995.00 £17,265.00 £19,865.00 £21,165.00 £20,665.00 £20,895.00

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REVIEW: LEXUS CT

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Lexus leads with CT, leaving rivals desperate to follow

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lmost seven years on from its launch, the Lexus CT 200h remains a unique player in the luxury car market, a compact, petrol-electric hatchback that delivers premium quality, clever packaging and exceptional fuel and emissions performance.

It’s proved an effective proposition that has captured the attention of motorists worldwide, not least in the UK where it has amassed more than 27,000 sales – more than one-third of the total sold across Europe. Now the model is undergoing its most significant upgrade yet, with new styling inside and out and advanced safety features to re-emphasise its special character and customer appeal.

With this latest update, Lexus has focused on developing the model’s established strengths, maintaining its reputation for userfriendly appeal, efficiency and reliability while clothing the car in a design that projects a more striking image. Safety has also been a prime consideration, with the introduction of the advanced Lexus Safety System+ to the range.

Chika Kato, the model’s Chief Engineer, summed up the impact of the changes: “The CT Hybrid has been refreshed and revitalised by enhancing its progressiveness.

Its updated design is more emotional and sporty, making it the ideal premium hybrid compact car for younger customers who enjoy driving, but care about the environment.”

The car’s new look makes a significantly greater impact, notably with its reworking of the frontal design. The daytime running lights keep their arrowhead pattern, but

38 | February 2018 | Company Car & Van

on the Premier and F Sport Premier Pack models they have been repositioned so to sit above the single-projector bi-LED headlights, creating a continuity of styling with the character lines that flow down each side of the car.

The grille has a sophisticated new mesh pattern made up of individual spindle shapes, and has more prominence thanks to the removal of an integrated bumper

CC&V factfile Price: £23,495 CO2: 88g/km BIK: 17% Comb mpg: 74.3 Key details: Superb hybrid engineering beautifully balances petrol and electric power units to deliver stunning economy Based on CT200h section that used to divide its upper and lower sections. Detailed touches include new metallic grey bezels for the fog lights, set in sharp-edged surrounds.

There are changes at the rear, too, with new Lexus L-shaped taillights that create a wider, sportier look. These are now all-LED units, with the turn indicators moved to the lower edge of the unit, strengthening the overall L-motif. A new tailgate garnish has been added with a strong rearward flare, surrounding the Lexus emblem between the rear glass and the taillights. The lower part

of the rear bumper has been reshaped and given a new metallic silver and black finish.

The rear reflector bezels have a metallic grey finish to match the front fog lights.

Even at first glance it is easy to appreciate the status of the CT’s cabin as among the best in its class, with its high-quality materials, rich surface textures and attractive “form-follows-function” styling philosophy.

The CT 200h Hybrid’s powertrain is unchanged, yet continues to be the leader in its segment in CO2 emissions, with official combined cycle figures from 88g/km (using 16-inch wheels). It also addresses increased customer awareness of air quality issues with low NOx and near-zero particulate emissions. Even though the system has a maximum power output of 134bhp, its official fuel economy figures rival more modest competitors – from 74.3mpg (combined).

This level of performance translates into a competitive cost-of-ownership profile, including first-year Benefit-in-Kind company car tax ratings from 17 per cent.

Lexus has taken the opportunity of the revised CT 200h hybrid’s launch to simplify the model’s grade structure.

The SE grade is presented as an affordable entry point to the line-up, equipped with features such as dual-zone air conditioning, new-design 16-inch alloy wheels, rain-sensing wipers, Drive Mode Select, reversing camera, six speaker audio and seven-inch Lexus Media Display with rotary controller.

Customers can raise the bar with the SE Plus Pack, which adds Lexus Safety System+, 17-inch wheels, rear parking sensors and Lexus Navigation.

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Andrew Walker

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ransport secretary Chris Grayling put the cat among the pigeons in 2016 when he told reporters that drivers considering buying diesel cars should take a “long, hard think” before ordering their next vehicle. It was the start of a period of pressure on diesels, driven by concerns over their nitrogen dioxide (NO2) emissions, and it’s one that shows no sign of letting up any time soon.

Car manufacturers’ responses to this threat come in all shapes and sizes, but Hyundai’s is the IONIQ, which it hopes will be a gamechanger. It is the first model to offer three electrified powertrains on one platform.

Available in Hybrid, Electric and Plug-Invariants, it gives customers unrivalled choice thanks to Hyundai’s completely electrified portfolio.

The IONIQ Hybrid range is also attractively priced, with the SE 1.6 GD costing just £19,995, undercutting the equivalent Prius by almost £4,000. The low price belies its high equipment list, however, which includes standard features such as 15” alloys, DAB with Bluetooth, Cruise Control and Rear Parking Sensors with Rear View Camera. Safety features include Autonomous Emergency Braking (AEB), Lane Keep Assist System (LKAS) and individual Tyre Pressure Monitoring System (TPMS).

Highly aerodynamic, all IONIQ models feature an airflow-optimised fastback body that

slips through the air thanks to a drag coefficient (Cd) of just 0.24. Inside, the IONIQ features the very latest connectivity systems – including Apple CarPlay and wireless phone charging – while safety features include the very last active safety systems.

Thanks to an aluminium bonnet and tailgate, the IONIQ Hybrid is 60kg lighter than the similarly sized i30 hatchback. Compactly packaging the car’s batteries under the rear seats means the IONIQ has a 443-litre boot, some 100 litres bigger than Toyota’s Prius.

I tested the IONIQ PREMIUM SE 1.6 GDI with the addition of 17” wheels. Looks-wise, the IONIQ bears some resemblence to Hyundai’s own i40, with a sloping roof line, high rear end and a low front end. The rear screen is split in two by a dividing bar, which does hinder rear visibility.

Climb aboard and you’ll notice a far more conventional dashboard than in the space-age Prius. The IONIQ’s green credentials are enhanced with some of the plastic panels inside being made from environmentally friendly wood and rock powder.

The quality of the fixtures and fittings, as in all of the latest Hyundais, is pretty good. The digital dials and instrumentation are nicely finished and easy to see. The centrally located 8” touchscreen on my Premium spec test car was very easy to use.

On the road, the IONIQ uses a dual-clutch

Hyundai IONIQ: Motoring’s new hope? www.companycarandvan.co.uk

automatic gear box which means that you get less of the groan when accelerating than with the Toyota Prius CVT box. Handling is acceptable, as is acceleration, at 0-62mph in 10.8 seconds.

The switch between petrol and electric power is smooth and it’s very quiet in hybrid mode.

Driving on wet roads, including the motorway, I found the cabin quite noisy though, with the hatchback design the culprit, as there’s no way of closing off noise from the boot, which is only protected by a thin sliding cover.

IONIQ Hybrid boasts an official combined fuel consumption of 83.1mpg and CO2 emissions of just 79g/km. In my real-world test, in which I covered 300 miles or so, the IONIQ gave me an average economy of 53.2mpg, which is more than a match for most diesels I have driven recently.

Should your fleet look at petrol hybrid? Well, with diesel cars now seemingly being compared to Darth Vader and petrol and petrol-hybrid cars to Luke Skywalker, the addition of the IONIQ to the Hyundai model range has come at just the right time for the Korean brand.

The standard hybrid IONIQ that I drove makes a compelling case for those looking for both low running costs and competitive pricing, and looks to have been launched at exactly the right time.

CC&V VERDICT Three choices – hybrid, electric and plug-in, gives customers unrivalled options

Rating: N N N N

Company Car & Van | February 2018 | 39

NEW CAR: RENAULT CAPTUR

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New auto box captures the best of both worlds

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new engine and transmission combination has been added to the new Renault Captur line-up, adding a dCi 90 engine combined with a six-speed Efficient Dual Clutch (EDC) automatic transmission. This combination provides the driving comfort associated with an automatic transmission, allied to the fuel efficiency and response of a manual gearbox on what is Europe’s best-selling compact crossover. New Captur dCi 90 EDC Automatic is priced from £20,125 on-theroad.

The 1.5-litre dCi 90 EDC is compact, light, smooth and flexible, and has been optimised for the day-to-day conditions experienced by compact crossover owners, thanks to the use of a dual dry clutch combined with electric actuators.

The transmission provides reassuringly smooth, yet fast gear changes, responding instantly to driver demands. The EDC transmission is also available with the TCe 120 engine in the Captur range.

The new Captur dCi 90 EDC has fuel economy of up to 72.4mpg (NEDC combined) and CO2 emissions as low as 101g/km, in Dynamique Nav specification.

The new Captur – a refresh of the successful small crossover originally launched in 2013 – provides a high level of specification in Dynamique Nav form with equipment such as automatic climate control, MediaNav infotainment system with seven-inch touchscreen, zip-removable upholstery, 17-inch alloy wheels, hands-free key card, electrically folding and heated mirrors, cruise control, LED daytime running lights, LED front fog lights and chrome touches to the interior. This engine and transmission option is available with a total of four trim levels and in top-of-the-range Signature S Nav guise offers hands-free parking, leather upholstery with heated front

seats, BOSE® Premium Sound System, 360-degree parking sensors with reverse parking camera and Blind Spot Warning.

As with the rest of the new Captur range which was introduced in May 2017, the cabin is more refined, benefitting from higher grade plastics, sleek chrome and elegantly subdued colours. The steering wheel also benefits from higher grade materials and, in higher-end versions, comes trimmed with full-grain leather. The gear lever boasts a more modern appearance, while the door panels have been revised to seamlessly incorporate buttons and controls.

The Renault Captur was Europe’s best-selling B-segment SUV in 2016, with

sales of 215,670. Captur was also Renault’s best-selling vehicle in the UK in 2016 with 25,841 sold (figures for 2017 to be released soon). Captur sits alongside the rest of Renault’s crossover line-up of the recentlylaunched Koleos large SUV and the Kadjar family-sized crossover.

The New Renault Captur range is available from £15,615.

Technical data

Dynamique Nav dCi 90 EDC Auto Dynamique S Nav dCi 90 EDC Auto Signature X Nav dCi 90 EDC Auto Signature S Nav dCi 90 EDC Auto

MPG (NEDC)

CO2(g/km) BIK

Ins. Group VED (Yr. 1) Price (OTR)

72.4

101

22%

11E

£120

£20,125

72.4

101

22%

11E

£120

£21,675

70.6

103

22%

11E

£140

£23,295

72.4

101

22%

12E

£120

£24,005

42 | February 2018 | Company Car & Van

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REVIEW: FUSO CANTER ECO-HYBRID

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Eco-benefits seals the deal – at a Canter!

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he EcoHybrid Fuso Canter is true to the manufacturer’s ‘Shaping Future Transportation’ initiative, which seeks to make the zero-emission commercial vehicles of tomorrow, a reality today.

The new EcoHybrid Fuso Canter has a 7.5-tonne gross vehicle weight and is ideally suited to short radius city centre deliveries. It has demonstrated fuel savings of up to 23 per cent on previous models, as well as correspondingly lower CO2 emissions.

The product of many thousands of hours of research and development, the EcoHybrid features a Euro V-compliant 110 kW (150 PS) diesel engine which operates in parallel with a state-of-the-art, slimline, 40 kW electric motor installed between the clutch and Duonic two pedal automated manual transmission.

The new model takes Hybrid technology to another level. Lithium-ion batteries backed by a 10-year manufacturer’s warranty ensure an affordable ‘green’ solution, while service costs are comparable to a standard, diesel-engined Canter, demonstrated by

44 | February 2018 | Company Car & Van

identical repair and maintenance contract prices. Efficiency is boosted by a recuperation system which acts as a re-charging generator, transforming braking and deceleration energy back into useable electricity.

The Fuso has proved superb, meeting customers’ needs and expectations. In real-life conditions, the fuel savings and environmental improvements achieved are extraordinary.

The EcoHybrid, as all Fuso Canter models, is sold and supported by the Mercedes-Benz Commercial Vehicle dealer network. The compact, manoeuvrable and

bodybuilder-friendly chassis cab offers an impressive and class leading payload, even with the EcoHybrid technology on-board.

It’s backed by a three year, all encompassing, unlimited mileage warranty. and offering the same driving characteristics and levels of comfort as a regular Canter, the EcoHybrid is also equipped with the latest DUONIC transmission, the world’s first dual-clutch automatic gearbox for light trucks, and a fuel-saving Engine-Start-Stop system.

The Portuguese Tramagal factory supplies Fuso Canters to more than 30 countries throughout Europe.

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Bristol Street Motors Van Centre Exeter is meeting the needs of the South West Flying under the Bristol Street Motors banner, Van Centre Exeter has grown to become one of the principal van dealerships in the city, as well as across the South West, and has a 100% ‘would recommend’ rating on leading independent car dealer review site, JudgeService.

After opening its doors in 2016, Bristol Street Motors Van Centre Exeter has fast established itself as a master of its own destiny. With two years successful trading already under its belt as a standalone dealership, the decision to open a dedicated used van centre, seven days a week, looks to have been a shrewd move.

Van Centre Exeter has the widest range of commercial vehicles in the area, with vans in all styles and sizes. It offers everything you need from a commercial vehicle dealership, from panel vans and 4x4s, to tippers, low beds and dropsiders.

With more than 40 vehicles on site, and access to new and group stock every day, finding the van you need is never an issue.

Russell Pellatt, branch manager at Bristol Street Motors Van Centre Exeter, explained: “As the only dedicated used van dealer in Exeter, we can offer our customers a wide choice

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and services, to extensive spares and repairs for any make of vehicle, Van Centre Exeter will keep your CVs on the road. It is also an authorised Renault commercial repair centre.

So when your business needs to replace a single small van, or expand with a fleet of larger vehicles, Van Centre Exeter is ready to find the right vehicle for you.

of make, style and model, as well as MOTs, repairs and servicing, all in one place. “ Aftersales services are also a key component to Van Centre Exeter’s success. From a crew of fully trained technicians available for MOTs

For more details contact the dealership at Bristol Street Motors Van Centre Exeter, Unit 15, Trusham Road, Marsh Barton Industrial Estate, Exeter EX2 8QQ Tel: 01392 422 882 Alternatively, see www.bristolstreet.co.uk/find-a-dealer/ van-centre-exeter/

Company Car & Van | February 2018 | 45

On test: LDV V80

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It’s the ‘two-for-one’ van from LDV that delivers really outstanding value, says Andrew Walker

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DV made a significant splash at the 2016 CV Show with a high-profile re-launch that brought a much-loved British name back after an eight-year hiatus.

The old LDV brand had fallen by the wayside back in 2009 when the British company went bust, and the name and assets were sold to SAIC in China. After that everything went quiet, that was until 2016 when the popular Maxus model was brought back, re-badged as the LDV V80.

It’s now on sale again in the UK through importer Harris Group of Dublin.

The V80 is the first van in the UK relaunch.

It also comes in a variety of sizes; SWB, Low Roof ( SLR ), LWB, Medium Roof ( LMR ) and LWB, High Roof (LHR)) Gross weight is either 3,200KG or 3,500KG. Power comes from a 2.5-litre four-cylinder diesel from Italian firm VM Motori. It makes 134bhp, and the engine produces 100KW or 136BHP, with 330Nm of torque. This is mated to a six-speed gearbox that sends drive to the front wheels. If you’re after an alternative option, LDV has an EV80 electric version arriving shortly, with a claimed electric range 120 miles. This will be available in two models: panel van and chassis cab. The latter can be fitted with a range of customerspecific bodies.

Prices for the LDV V80 panel van range from £16,000 to £22,000, which is, to say the least, very competitive. LDV also offers competitive finance, as well as a fiveyear warranty/125,00 miles and roadside assistance as standard.

Equipment is generous, with all models featuring AirCon, cruise control, daytime running lights and Bluetooth. Two standard pallets can be carried in tandem in the load area of all models, with 1380mm between the wheel arches and rear doors that open to 270 degrees. the SWB model offers storage of 6.4m3, the larger LWB medium 10.4m3 and the largest LWB high roof model 11.6m.

Eye-catching prices put LDV V80 back on the CV front line I spent a couple of hours in the LWB medium roof version and I have to say that I was pleasantly surprised. The cabin is perhaps cheaper looking and feeling than obvious rivals such the Peugeot Boxer, Fiat Ducato or Citroen Relay, and is miles behind the new Volkswagen Crafter and MAN TGE. But when the equivalent Relay LWB costs almost double that of the LWB V80, it’s hard not to see some businesses taking on the V80 on the basis of a two-for-one option.

The general ride and handling of the V80 wasn’t bad either. On the motorway noise levels are okay and the engine gives you just

enough to overtake in comfort. I did drive my test van unladen though, so I cannot guarantee that it will be as good when fully laden.

Overall, it does feel inferior to the mainstream models out there both build quality wise and with an old Euro 5 engine, only returned 28.9 mpg for my trip. This is, for example, around 10-12mpg worse than a Ford Transit of similar size. Emissions, too, aren’t anything to shout about at 248g/km.

The fact that there’s a flat rate tax on vans, though, should cancel this one out.

Continued on page 46

CC&V facftfile LDV V80 2.5L MT SL Price: £19,320 CO2: 248g/km Tested fuel economy: 28.9mpg Load length: 2550mm Load width: 1770mm Load height: 1505mm Load volume: 6900 litres Payload: 1204kg

46 | February 2018 | Company Car & Van

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On test: LDV V80/ VW CRAFTER

Continued from page 46 Inside the cabin, the dashboard and instrument layout is both logical and easy to reach. Big, user-friendly buttons are a bonus.

The audio system features FM and AM, while USB and headphone sockets are included.

The main wing mirrors are electrically adjustable via a small switch on the driver’s door by the A-pillar and they’re heated, too.

The seat adjusters for the driver’s seat worked well, but did feel lightweight.

The windscreen gives a clear view ahead and with the large side mirrors, with manually adjustable secondary mirrors below them, you can see well all around as well.

Passenger space means that there’s enough room to sit three abreast in comfort in the cab. The two passengers sit on a fixed bench, with some space underneath the seats for storage. The high-roof model features overhead storage trays. For tea and coffee, you get a twin cup-holder, ashtray – very 1980s! and possibly a signal that this van is built with its homeland market in mind, where smoking is still de rigeur for millions – a 12v socket, glovebox, deep door bins. In addition, and in keeping with much of the competition, a couple of dashtop trays either side of the instruments for your loose ends.

In conclusion, the V80 is not the best van you can buy, nor is it the most technologically advanced van either. What it is, though, is exceptional value for money. If you can handle the fuel economy, high

48 | February 2018 | Company Car & Van

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emissions and acceptable build quality, you can buy or lease a new large van far cheaper from LDV than you could do from anyone else.

Bear in mind that the V80 also comes well equipped, has notable safety features and when compared to the leading vans of just ten years ago, is a pretty good van to be in.

My advice is to test drive one at your local LDV dealership. You may be pleasantly surprised. And don’t forget the EV model and the latest addition to the range, the Mini B 14+1 mini-bus.

CC&V VERDICT A new entry at a budget price. It lacks some of sophistication of its rivals but it features a price tag as much as half that of its rivals. That makes it great value – and it has to be said, it is far better to drive and be driven in than that price tag suggests.

Rating: N N N

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Sprinter, watch your back: the VW Crafter’s on the prowl Andrew Walker finds a rival to the top-dog from Mercedes when he tests the Volkswagen Crafter Trendline CR35 MWB 2.0 TDI 140 PS 6 speed In the battle of the motorway cruisers, the Mercedes-Benz Sprinter has led the way for some time. Despite the Mk1 Volkswagen Crafter being almost identical to its Mercedes sibling it has never enjoyed the same level of popularity, selling just over 8,000 units a year in the UK. The launch of the Mk2 Crafter, then, is an important one for Volkswagen, which is hoping that it will contribute a greater percentage of CV sales. And, choice-wise, it’s off to a good start. The new Crafter comes in front-wheel drive, rear-wheel drive and 4Motion all-wheel-drive with three versions of the same 2.0-litre TDI engine, offering power outputs of 100bhp, 138bhp and 175bhp.

The 100bhp unit delivers torque of 300Nm between 1,400 and 2,250rpm, the 138bhp option has 340Nm from 1,600rpm to 2,250rpm, with the range-topping BiTurbo unit offering 410Nm between 1,500 and 2,000rpm.

It’s also available as single or double cab with varying lengths, with or without conversions solutions, including dropsides and tippers (ex-factory). It also has a maximum gross vehicle weight (GVW) of 5.5 tonnes.

The most popular model in the range will probably be the mid-range Trendline MWB, driven by the 140PS engine and coupled to a 6-speed manual gear box, and this was the model delivered for CC&V to review.

First things first. The new Crafter looks fantastic and is much more in keeping with the Volkswagen passenger car look, which is not a bad thing. It also has the nicest van interior I have experienced thus far, with a real car-like ambience. The driving position is excellent, with switchgear and steering wheel borrowed from Volkswagen’s car range and the quality of the plastics and finishes rival its cars as well. In cabin storage is generous. There are two door pockets in each door, an array of dash-top cubbies with a USB connection plus two 12-volt power supply points. Add in numerous cup holders, a decent-sized glovebox and, on our test model, the addition of overhead storage above all three front seats, and you have some really useful space.

Equipment levels are excellent. Standard safety kit on all models includes four airbags, ESP stability control, Automatic Post-Collision Braking System and side-wind assist, while Adaptive Cruise Control, Lane Assist and Front-Assist emergency braking are options, www.companycarandvan.co.uk

with all fitted to our Trendline test model.

All engines are 2.0-litre units from VW’s EA 288 family of commercial vehicle units, with low revs pulling power as well as fuel efficiency. All are Euro6 compliant, and feature common-rail injection engines fitted with an advanced SCR catalytic convertor system to clean the exhaust gases. A stopstart system is also fitted as standard, with VW claiming a 15 per cent improvement in fuel economy over the previous Crafter, while Volkswagen claims class-leading aerodynamics of 0.33 Cd. Our 6-speed manual model with the 138bhp engine returns a claimed 38.2mpg on the combined cycle with CO2 emissions of 193g/km. To be fair, neither are earthshattering. Volkswagen has also reduced running costs through extended service intervals compared to the old Crafter. There’s one less oil change needed in the first 200,000km than before, while other measures make servicing more affordable.

Although the MWB Crafter is a large van, it never feels big on the road. Indeed, it drives and handles like a saloon car and is by far the best van in this respect I have ever driven.

This is partly due to the fitting of the electromechanical steering system, a first for the large panel van class which basically adjusts the steering weight according to the van’s speed. The easy to reach six-speed gear stick is neat and slick to work and the overall feeling driving the new Crafter is incredibly relaxing, far more so than in other vans of this size.

Our test model offered a payload of 3.5t, a capacity of 14.4 cubic metres and measures 5,986mm long by 2,427mm wide by 2,590 mm high. The rear doors open up to 270 degrees and the side door has a 1,311mm

opening. Our MWB test model offers space for six Euro pallets, while the load bay itself is lined with rigging tracks giving a host of different options for securing cargo.

Taking advantage of a large van for a week, I used the Crafter to transport a second-hand wardrobe measuring 2m high x 1.5 m wide and it fitted in the back very, very easily.

A wide range of options is also available, designed to tailor the panel van loadbay for different needs. A wooden floor with integrated shelving mounts that allow the installation of existing racking systems is offered, along with an interior roof rack and storage boxes over the wheel arches.

Out on the road, the Crafter really is a joy to drive. Somehow VW has managed to make a large van feel like driving an everyday car, even on smaller, winding roads. The high level of equipment adds to the enjoyment, making long motorway journeys far more comfortable than they should be.

It is pricey, but given the choice of a long day in the Crafter or any of its rivals, the Crafter definitely gets my vote.

CC&V VERDICT So car-like it’s amazing. A great drive and beautifully finished. Far better than its predecessor and a worthy rival to current top dog, the Mercedes-Benz Sprinter

Rating: N N N N N Company Car & Van | February 2018 | 49

On test: VAUXHALL VIVARO

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UK stock and a dash of French flair creates a perfect recipe Andrew Walker takes a turn behind the wheel of the Vauxhall Vivaro L2H1 2900 Panel Van Sportive 1.6 CDTI (140PS) BiTurbo There are plenty of manufacturers who build vehicles in the UK, but there are not many who can claim theirs are wholly ‘British built’, but that’s the story behind the Vauxhall Vivaro, which is manufactured at the company’s plant in Luton.

Before we get too patriotic, because of Vauxhall’s commercial vehicle partnership with Renault, the Vivaro was actually designed across the Channel in France which means that Vauxhall and Renault can pool their resources, allowing them to compete with the likes of the PSA/FIAT alliance on its range of commercial vehicles.

If you’re looking at panel vans and possibly buying a Vivaro, then the model range is refreshingly simple. With two wheelbases and two roof heights, plus a double cab crew van and a platform cab allowing customers to make a choice of modifications, the Vivaro is a really straightforward proposition.

In the flesh, as vans go, it’s actually a good looker, with a bold front grille and large headlights giving the front an aggressive look while the sensibly located rear light clusters high up on the left and right-hand sides of the van will help prevent you from costly repairs if they’re damaged when you bump your Vivaro into something.

A van customer wants the volume in the back of their van and here the Vivaro scores highly as well. For starters, because the width and height dimensions remain unaltered from the previous Vivaro, there is more than a chance that customers’ existing racking can be transferred fairly easily into the new model, which could save customers a lot of money. Vauxhall has increased the load length in the new Vivaro though, which is 1,200 mm up on the previous model. My longer L2 test model was fitted with a ‘load through’ bulkhead, increasing the load length to 3,750mm. If you specify the high-roof model, this increases the 1,387mm load height to 1,898mm.

Getting into the load area is easy and is accomplished via twin rear doors and an additional sliding door at the side. There’s also a full steel bulkhead separating the cargo area from the cab, which keeps both

52 | February 2018 | Company Car & Van

the load at bay and the cab reasonably quiet.

Also, within the rear load space are located 20 lashing eyes spread across the walls and floor, so there’s really no excuse not to secure that load.

Climb aboard and the user-friendly cabin now feels more upmarket and car-like. Driver and front seat passengers get more leg room, as the cab is 116 mm longer than before. The ubiquitous central third seat, like all third seats, is a bit of a squeeze but, on some models, it can be folded down to

CC&V VERDICT Great quality, great practicality and a host of innovative touches that put it right up there with the best in class

Rating: N N N N create a desk with a built-in clipboard and a there’s even space for a laptop. Van drivers love their cubby holes and the Vivaro doesn’t disappoint, with several deep storage bins in the doors.

The controls are clear and very straightforward. A digital speedo in the centre makes keeping within speed limits easier, with the rev counter on the left and the fuel gauge on the right. The heating controls are centrally located and easy to use and to reach.

I managed to connect my iPhone to the Vivaro’s Bluetooth quickly and easily and when I used it found that it worked well.

Thanks to the full bulkhead, the cabin itself was well insulated allowing me to hold a conversation without resorting to shouting.

Having driven the non-BiTurbo Vivaro previously, the BiTurbo with 140PS really makes a difference, especially on the motorway in keeping up with fast moving traffic to overtaking safely and quickly. With a maximum 340Nms of torque @ 1500rpm I really enjoyed driving it.

On simpler roads and around town the Vivaro handled really well, with little or no body roll in the cab. The steering, although light, was also just the right side of responsive. The seats are firm and the gear box and gear change smooth and simple with six gears and an ECO button which when used aids fuel economy, but does take some of the buzz out of acceleration.

Talking of which the claimed combined fuel economy is 46.3 mpg, with emissions of 160g/km. Using the ECO button I averaged 40.6 mpg and without it the economy fell to 37.6 mpg, so this Vivaro is fuel efficient.

Having driven pretty much all of the Vivaro’s direct competition I have to say that overall I though that it was a great performer and a van that I think would be easy to live with.

With entry level Vivaros retailing from £19,140, the range is good value for money, too. I really couldn’t fault the Vivaro.

www.companycarandvan.co.uk

CV NEWS: Ford transit custom

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Custom-built to deliver – again!

Ford’s new Transit Custom delivers a bold design, an all-new interior and enhanced productivity to European businesses

T

he latest version of Ford’s popular Transit Custom builds on the success of the outgoing model, which became the UK’s top-selling van in its segment in 2015 and contributed towards a record sales year for the manufacturer in 2016.

Despite that success, the new model has enjoyed a comprehensive overhaul. At the heart is a Ford’s EcoBlue 2.0-litre diesel engine, but there are a number of other significant new features and capabilities, including a new ECOnetic van variant delivering improved fuel efficiency and 148g/ km CO2 emissions.

Sporting a bold new front-end design with three-bar Transit grille, Ford’s one-tonne van provides drivers with the ideal mobile office environment, featuring a completely new cabin that offers best-in-class stowage, improved comfort and ergonomics, and easy connectivity with SYNC 3 or MyFord Dock options. Further technologies introduced to commercial vehicles for the first time include Intelligent Speed Assist.

“Transit Custom has been a runaway success since it was introduced, and this new version raises the game once more,” said Hans Schep, general manager, Commercial Vehicles, Ford of Europe. “We have listened carefully to our customers, and delivered a one-tonne van that is even more stylish, even more productive, and packed with smart features.”

The new generation Transit Custom sets the scene for Ford’s next major commercial vehicle innovation, with the introduction of the zero-emission capable Plug-in Hybrid (PHEV) derivative scheduled to begin volume production in 2019.

The Transit Custom PHEV utilises an advanced hybrid system that targets a zero-emission range exceeding 30 miles, and features the multi-award-winning Ford EcoBoost 1.0-litre petrol engine as a range extender. The hybrid electric van is currently being trialled by fleet customers in London.

The new Transit Custom is powered by the state-of-the-art Ford EcoBlue diesel engine that was introduced to the range during 2016. With a choice of 105PS, 130PS and 170PS power ratings, the advanced new engine delivers significant cost of ownership and performance benefits compared to the

54 | February 2018 | Company Car & Van

previous 2.2-litre diesel, with fuel-efficiency improved by up to 13 per cent and low-end torque enhanced by 20 per cent.

The updated model also offers a new ECOnetic variant that delivers 148g/km CO2 emissions and return a combined 49.6mpg, a further six per cent improvement over the most efficient current vehicle.

Available for the 300 Series short wheelbase van, the ECOnetic variant features the 105 PS engine with a unique calibration and Auto-Stop-Start, low rolling resistance tyres, Ford’s innovative Acceleration Control feature, and a fixed 62mph speed limiter.

The new Transit Custom continues to offer commercial vehicle operators the same outstanding breadth of capabilities from a vehicle line-up that includes two roof heights, two wheelbase options, a gross vehicle mass range from 2.6 tonnes to 3.4 tonnes offering payloads up to 1450kg, and bodystyles including van, kombi and double-cab-in-van.

The new model maintains the Transit reputation for delivering class-leading carrying ability, with innovative loadspace features such as the load-through hatch in the bulkhead for extra-long items, and the integrated roof rack that can be folded away when not in use.

It also boasts a dynamic and professional new front-end appearance that shares the design DNA as Ford’s latest passenger cars, with a high-mounted trapezoidal grille and dynamic, slim headlamps. The latest lighting technologies are available, with high series models featuring distinctive new signature LED daytime running lights and powerful HID Xenon headlamps.

The cabin interior is completely new, with

an instrument panel based on Ford’s new interior design philosophy – pioneered on the all-new Fiesta – which offers an attractive, user-centric layout that is influenced by consumer interactions with smart devices and tablets.

Based around strong horizontal design elements that emphasise the width of the cabin, the new instrument panel features attractive and hard-wearing materials, and is packed with practical touches designed for drivers who treat the cabin like a mobile office during long working hours in their vehicle.

The new design provides class-leading interior stowage, with up to 25 litres of space offered in the instrument panel alone, including three convenient open bins on its upper surface with space for clipboards or mobile devices, and generous glove box stowage capable of storing hanging A4 files in the lower closed compartment.

Further new practical features include a fold-out cup holder beneath the gear lever, adding to the cup holders and 2-litre bottle holders at each end of the instrument panel.

The door panels have also been completely redesigned for improved stowage and usability, with three large stowage spaces and a practical new grab handle integrated with the decorative door trim.

The new Transit Custom introduces a range of advanced new driver assistance features that share technologies found on Ford’s latest passenger cars, and utilise sophisticated sensors, radars and cameras to provide information about the driving environment around the vehicle.

Among its tech highlights are Intelligent Speed Assistm and Sign Recognition system to detect speed limit signs.

www.companycarandvan.co.uk