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Unbox yourself

All-new Mokka Electric. Petrol. Diesel. SEARCH NEW MOKKA

Fuel economy and CO2# results for the All-new Mokka range: Combined mpg (l/100km): 47.1 (6.0) – 65.7 (4.3). CO2 emissions: 137 – 114g/km. WLTP figures shown are for comparison purposes and should only be compared to the fuel consumption and CO2 values of other cars tested to the same technical standard. The fuel consumption achieved, and CO2 produced, in real-world conditions will depend upon a number of factors including, but not limited to: the accessories fitted (pre- and post-registration), variations in weather, driving styles and vehicle load. For more information, contact your local Vauxhall Retailer.

THIS WEEK

‘His jump was epic. All four wheels and the suspension were ripped off’

Issue 6464 | Volume 308 | No 9

NEWS

COMMENT

Ford’s VW-based SUV Compact EV to join Mach-E 4 Cupra Born Sporty sibling to VW ID 3 makes debut 6 Porsche Cayenne Hardcore 631bhp Coupé coming 8 Two new Skoda EVs Enyaq coupé, smaller crossover 11 Volvo targets recycling Bold carbon-cutting plans 12 Clean Air Zone Will it squeeze small van firms out? 14

FORD-VW DEAL IS GOOD FOR THEM – AND BUYERS FIRST DRIVE VERDICT ON MASERATI’S MC20 18

TESTED Maserati MC20 Supercar to worry Ferrari, McLaren 18 Aston Martin Victor One-off £4m gem with 836bhp 24 Aston Martin V12 Speedster Limited-run chop-top 25 McLaren Elva New Ultimate Series roadster rated 26 Fiat 500 Electric Small on range. Big on character? 27 Citroën C4 Puretech 130 Auto ROAD TEST 28

FEATURES Hybrid heroes Honda Insight, Toyota Prius, VW XL1 36 Tobias Moers Exclusive interview with Aston’s CEO 44 Tales from Longcross As seen on TV and in this mag 48 Christian Horner Red Bull F1 boss on engine venture 55

WHAT CEO MOERS HAS PLANNED FOR ASTON 44

OUR CARS BMW 128ti Front-drive hot hatch opens its account 60 Volvo XC60 Value of subscription service is showing 61 BMW M440i Up early for a weekend blast. Worth it? 63 Skoda Octavia vRS Plus Ford Tourneo eight-seater 65

EVERY WEEK Jesse Crosse Bike gears inspire radical shift for EVs 13 Jim Holder Why demand is so strong for used cars 15 Steve Cropley Bloodhound in ‘storage’; Ford Ranger 17 Damien Smith Catie Munnings, Extreme E, Senegal 50 Motorsport round-up Formula 1, WRC, Indycar, WEC 51 Your Views Secret Aston V8, options advice, Ioniq 5 58 Subscribe Save money and get exclusive benefits 62 Matt Prior Give us this day our daily electric vehicle 82

ROAD TEST: WORTH SWITCHING OVER TO C4? 28

DEALS James Ruppert Comfy compact cars, from just £1k As good as new Smart way to buy a Suzuki Vitara Spied in the classifieds £21k Evo VI, £16k 911 Targa Used buying guide Cheapest VW Golf GTI you’ll find New cars A-Z Key car stats, from Abarth to Zenos Road test index Track down that road test here

Autocar, ISSN number 1355-8293 (USPS 25185), is published weekly by Haymarket Media Group, Bridge House, 69 London Road, Twickenham TW1 3SP, United Kingdom. The US annual subscription price is $199.78. Airfreight and mailing in the USA by agent named WN Shipping USA, 156-15, 146th Avenue, 2nd Floor, Jamaica, NY 11434, USA. Periodicals postage paid at Jamaica NY 11431. US Postmaster: Send address changes to Autocar, WN Shipping USA, 156-15, 146th Avenue, 2nd Floor, Jamaica, NY 11434, USA. Subscription records are maintained at Haymarket Media Group, Bridge House, 69 London Road, Twickenham TW1 3SP, United Kingdom. Air Business Ltd is acting as our mailing agent. Autocar is published by Haymarket Automotive, Bridge House, 69 London Road, Twickenham, Middlesex, TW1 3SP, UK, haymarketgroup.com Tel +44 (0)20 8267 5000 Autocar magazine is also published in China, Greece, India, Indonesia, Japan, Korea, Malaysia, Philippines and Thailand. Autocar is a member of the Independent Press Standards Organisation (IPSO). We abide by the Editors’ Code of Practice and are committed to upholding the highest standards of journalism. If you think we haven’t met those standards and want to make a complaint, contact autocar@haymarket.com. For more information, contact IPSO on 0300 123 2220 or visit www.ipso.co.uk

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THE BIGGEST MOTIVATION TO DO SOMETHING IS TO BE TOLD THAT YOU CAN’Ta

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CHRISTIAN HORNER ON WHY HIS RED BULL F1 TEAM IS BECOMING AN ENGINE MAKER 55

COVER STORY

TO BE CLEAR, the Ford that stars on our cover this week won’t actually be the new Focus – not least because it’s an electric SUV rather than a family hatch. But we’ve labelled it the ‘new Focus’ to highlight how significant it is for the Blue Oval, as a mass-market EV targeted right at one of the fastest-growing segments. What’s particularly notable is that Ford is building such a crucial car using a platform and powertrains produced by one of its biggest rivals, in the form of Volkswagen’s MEB platform. That would have been unthinkable not that long ago, but Ford and VW have realised the benefits of joining forces in the face of an increasingly disparate car market with increasingly disparate technology. With multiple powertrains, vehicle types and requirements, even the biggest car firms risk being stretched thin. By working together, Ford gains access to a proven EV platform. In return, Ford will build the nextgen Transporter and Amarok for VW. Given the long history of the Transporter, that’s perhaps an even more shocking move. But these decisions make perfect sense given the economies of scale. And with each firm focused on its strengths, it should lead to better vehicles / for buyers to pick from – even if they are a little less distinct.

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Autocar is a member of the organising committee of Car Of The Year caroftheyear.org

FORD’S NEW 2023 EV, WITH HELP FROM VW 4

James Attwood Executive editor

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Ford’s first VW-based EV to be US-flavoured crossover Junior sibling to the Mach-E will combine ID 4 tech with US-led looks for 2022 debut

he landmark car-making tie-up between Ford and Volkswagen will begin to bear fruit in 2023, when the US manufacturer kick-starts its bold European EV offensive with a locally produced and regionally focused crossover to sit beneath the Mustang Mach-E. Arriving in line with the Blue Oval’s ambition to fully electrify its European range by 2030, the crossover will be the first EV built at Ford’s $1 billion (£708m) Electrification Centre in Cologne, Germany. It is set to

4 AUTOCAR.CO.UK 26 MAY 2021

be produced initially alongside the Fiesta supermini, which is scheduled to end its current life cycle in 2024 or 2025. The new crossover will be the first Ford to use the Volkswagen Group’s MEB EV platform, as part of a long-term strategic partnership between the two firms that will also result in Ford building commercial vehicles for the German brand. More specifically, the new Ford will share the

bulk of its underpinnings with Volkswagen’s ID 4 crossover, rather than its shorter ID 3 hatchback, which paves the way for a line-up comprising a wide variety of battery

New Ford will share tech with the ID 4

capacities, power outputs and driveline layouts. The Ford crossover, which is set for a reveal in the first half of 2022 before its 2023 market introduction, will adopt a similar low-slung, two-box

silhouette to its Zwickau-built sibling. As such, it is tipped to make a significant departure in its design from the flagship Mach-E, with straighter and more prominent body creases among its defining features. Ford of Europe boss Stuart Rowley revealed recently that he will leverage Ford’s American heritage as a point of differentiation from rival firms, which is likely to influence the styling of the new EV. “Ford is the only

Fiesta will be built alongside the new EV

Ford plans to deliver more than 600,000 MEB-platformed EVs between 2023 and 2029

FORD ELECTRIFIES F-150 WITH LIGHTNING All-electric F-150 makes 775lb ft and can tow 4.5 tonnes

FORD HAS REVEALED its most important EV yet: the F-150 Lightning pick-up truck, a battery-powered version of North America’s best-selling vehicle. Reviving a name that was previously used for sporty versions of the F-Series truck, the EV features a dual-motor, four-wheel-drive powertrain that produces 563bhp and 775lb ft – the most torque yet offered on an F-150 – for a 0-60mph sprint time in the mid-foursecond range. After a headline-grabbing drive in a prototype before the unveiling, US president Joe Biden said: “This sucker’s quick.” Two batteries are available, offering between 230 and 300 miles of range on the American EPA test

Evos crossover will influence the design of the new EV’s cabin

American brand in Europe now and that’s a unique position that we can build on. A lot of people are attracted to some of those characteristics and only Ford can bring products like that to the market,” he said, hinting that core USmarket models like the new Bronco and Explorer SUVs could be used as the basis for European models, in much the same way as the Mach-E draws on elements of the Mustang. Ford has still yet to confirm whether it will use a historically significant name for the new

model, as it has done with the Puma, Mach-E and Bronco. Autocar understands a final decision has yet to be made, but a revival of the Mondeo badge is highly unlikely. It’s also understood that any performance variants, twinned with the new ID 4 GTX, won’t use Ford’s long-running ST or RS monikers, given the cultural weight they hold, particularly in European countries. Inside, the new Ford will take heavy influence from the recently revealed Chinesemarket Evos crossover, which

had previously been thought to succeed the Mondeo in Europe. Notably, that car features a 1.1-metre, 4K infotainment display across the top of its dashboard, rather than a more conventional integrated item or even the Mach-E’s tabletstyle touchscreen, with most physical controls removed. Ford is embarking on a wide-reaching transformation of its in-vehicle connectivity offering, with strategic partner Google providing its expertise in artificial intelligence, data and machine learning.

From 2023, all Ford vehicles will be fitted with an Android-based infotainment system, and the Cologne-built crossover is likely to be among the first to feature this. In terms of powertrains, the new Ford is set to follow the ID 4 in offering both rearand four-wheel-drive formats, with power output ranging from 146bhp to 201bhp in the standard model. The line-up could then be topped by a 295bhp sports model, possibly badged GT, as with the most powerful version of the Mach-E. A 52kWh lithium ion battery will provide around 213 miles of range as standard and offer charging rates of up to 100kW, while the optional 77kWh battery will extend the range to more than 300 miles and raise charging capacity to 125kW. Ford plans to deliver more than 600,000 MEBplatformed electric cars between 2023 and 2029 and it has made no secret of the potential for a second or even third Volkswagenbased electric Ford.

cycle, while 150kW charging capacity gives it a 15-80% charge time of 41 minutes. Crucially, Ford promises comparable utility to petrol variants of the F-150, with a payload of up to 2000lb (907kg), a 400-litre ‘frunk’ where the engine would usually be, a towing capacity of around 10,000lb (4.5 tonnes) and a sub-$40,000 (£28,400) starting price. The F-150 Lightning won’t be sold in Europe, where Ford’s biggest pick-up is the Raptor. The next iteration of that model, due in 2022, will be built in South Africa alongside a new Volkswagen Amarok in return for Ford’s MEB platform use. Ford will also build an electric version of Volkswagen’s Transporter van at its Transit factory in Turkey.

Volkswagen Group boss Herbert Diess has previously suggested that a second car could “almost double” the supply of MEB components to Ford, suggesting a retained focus on mass-market appeal and accessibility. There has been no indication of which Volkswagen Group model a follow-up Ford EV would be twinned with, but given Ford’s well-documented focus on expanding its SUV range, a likely candidate would be the affordable Volkswagen urban crossover that’s due around 2025, potentially as a replacement for the Fiesta. However, Rowley has been quick to point out that “Ford has and will have its own global battery-electric platforms and we will use some of those in Europe also”, suggesting MEBbased cars will make up only a part of its EV line-up here. Rowley acknowledged Volkswagen’s comparative strength in the mid-sized car segment as a key motivation for the partnership. FELIX PAGE

26 MAY 2021 AUTOCAR.CO.UK 5

Touch controls keep the look minimalist inside the cabin

OFFICIAL PICTURES

Cupra Born is ‘game-changer’

Spanish brand claims its first EV will blaze a trail as a sporty, compact electric car

he Cupra Born has been revealed in production form. It will be available with between 150bhp and 231bhp and offer a range of up to 335 miles. Previously known as the El-Born, the Spanish marque’s first electric car is based on the MEB platform of its Volkswagen Group parent. The Born will go into production in September at the group’s Zwickau factory in Germany. It is technically identical and closely related visually to the Volkswagen ID 3 but brings its own “stimulating design and instantaneous performance”, according to Cupra, along with a distinctive “dynamic character”. The Born is the first fully electric model to join the brand’s line-up and follows the introduction of plug-in hybrid powertrain options for the Leon and Formentor. Its powertrain comprises

a rear-mounted permanent magnet synchronous motor (rated at up to 16,000rpm) paired with a single-speed transmission and differential. Customers will be able to choose from four lithium ion battery pack and motor combinations. A 45kWh, 150bhp model with up to 211 miles of range marks the entry point, with a 58kWh, 204bhp model positioned just above returning 260 miles of range. As with the ID 3, a 77kWh battery is specified on toprung variants, offering an official range of 335 miles. The most powerful versions use a 231bhp motor that sends the hatchback from rest to 62mph in 6.6sec. Cupra claims the largest battery can gain 62 miles of range in seven minutes using a 125kW charger, while a 5-80% charge from a 125kW fast charger takes 35 minutes. A

bespoke, Cupra-branded domestic wallbox is also available for home charging and can be controlled using the firm’s new Easy Charging smartphone app. The Born has almost the same dimensions as the MEB-based ID 3, at 4322mm long, 1809mm wide and 1537mm tall, with a wheelbase of 2767mm. However, it is marked out as the more overtly performanceoriented model by its sharp LED headlights and pointed front end, which Cupra likens to the nose of a shark. “The Cupra Born’s design

is multi-faceted,” said Cupra design director Jorge Díez. “It sharpens the Cupra look while at the same time incorporating the modernity of its advanced electric powertrain. It delivers a strong Cupra character that expresses agility and performance with its mix of flowing surfaces and technical details.” The car also receives bespoke wider tyres – 215mm as standard but available in 235mm guise – for enhanced grip and stability. They’re fitted to alloy wheels ranging in diameter from 18in to 20in. A 12.0in infotainment

Born is virtually the same size as VW ID 3

LEXUS LINES UP FIRST PHEV AND NEW EV

GOODWOOD DEBUT FOR LOTUS EMIRA

Lexus will launch its first plug-in hybrid later this year and a bespoke EV in 2022. Details are unconfirmed, but a PHEV version of the Toyota RAV4-related next NX is likely, while the EV will take cues from the new LF-Z Electrified concept.

Lotus will reveal the Emira, its final purely combustion-engined model, at this year’s Goodwood Festival of Speed. The British brand will also be the subject of the annual event’s traditional central sculpture.

6 AUTOCAR.CO.UK 26 MAY 2021

touchscreen will be fitted as standard to all Borns, with an augmented reality head-up display, fully digital gauge cluster and touch-sensitive icons controlling the major convenience functions. Apple CarPlay and Android Auto are also included, with the Cupra Connect app used as a hub for all connectivity functions. Cupra says that much of the Born’s interior is produced using materials that reduce the car’s environmental impact. For instance, the bucket seats are made from Seaqual yarn, consisting of upcycled marine plastics, and recycled Dinamica microfibre is used as an option for the door panels and seats. Several active safety systems are standard, with predictive adaptive cruise control, travel assist, traffic sign recognition, emergency assist and pre-crash assist all part of the package. Additional tech, such as high-beam assistance, a top-

NEWS VW PREVIEWS HOT ID 3 WITH DRIFT MODE Volkswagen looks to be advancing plans for its own hot version of the ID 3, releasing early details of the performance-oriented ID X concept. Weighing 200kg less than the standard ID 3 and packing significantly more power, at 329bhp, it uses a four-wheel drive system from the ID 4 GTX, can crack 0-62mph in 5.3sec and has a Drift mode like the new Golf R. It’s not destined for production but gives clues as to how Volkswagen’s R division could upgrade the brand’s electric hatchback.

view camera and intelligent parking assist, are optional. Cupra expects the Born to stand out from rivals because of its credentials as a small performance EV. “The Cupra Born proves that electrification and performance are a perfect match. It’s a game-changer in the market,” said Werner Tietz, executive vicepresident of research and development at Cupra and Seat. He also noted that the Born will be “contributing to the reduction in CO2 without any compromises”. UK prices are expected to be announced in the final quarter of 2021, before deliveries start in early 2022. Expect a slight premium over the ID 3, with a starting price of just under £35,000 to ensure lower-spec models qualify for the government’s electric car grant. JACK WARRICK

New M4 Convertible has 503bhp, 479lb ft and four-wheel drive

Lighter new drop-top M4 packs more punch BMW’S M LINE-UP continues to swell following the introduction of the new M4 Competition Convertible M xDrive, which is lighter and more powerful than its predecessor and has an extra driven axle. Based on the recently revealed M4 Competition M xDrive, the new M model swaps the previous-generation convertible’s folding hard top for a fabric roof, which is said to weigh around 40% less. As on the standard 4 Series Convertible, it can be opened or closed in 18 seconds at vehicle

speeds of up to 31mph, and it minimises heat loss and cabin noise with the use of a glass rear window and panel bow structural elements. The M4 Convertible is priced from £81,915, a £3600 premium over the four-wheeldrive coupé, and will enter production at the same time in July. BMW has no plans to introduce a cheaper rear-driven version. It will share its 503bhp, 479lb ft 3.0-litre straight-six engine with the hard-top and is only 0.2sec slower in the

0-62mph sprint, at 3.7sec. The top speed is limited to 155mph. The convertible seats four, with a standard-fit Air Collar system directing warm air to passengers’ necks and heads to maximise comfort

On sale this year, from £81,915

when the roof is down. BMW says the fabric roof liberates 80 litres more boot space when stowed compared with its metal predecessor, giving the car a roof-down luggage capacity of 300 litres. Electrically adjustable, heated sports seats come as standard, although the coupé’s optional carbonfibre bucket seats are available, too. The convertible also gets three-zone automatic climate control, LED interior lighting and a Harman Kardon sound system as standard.

Stellantis teams up with electronics giant STELLANTIS HAS partnered Taiwanese electronics giant Foxconn to form Mobile Drive, a 50:50 joint venture in which the two firms will collaborate on infotainment and in-vehicle connectivity offerings. The resulting infotainment systems will be “seamlessly connected inside and outside the vehicles in which they’re installed”. They will also provide new revenue streams for Stellantis and Foxconn by offering instant over-the-air upgrades and optional vehicle features throughout the vehicle’s life cycle. All Stellantis brands will use Mobile Drive systems

in their production vehicles, although it remains unclear which will be first. Stellantis software boss Yves Bonnefont declined to give further details but said:

“We’ve identified a precise project and have started work almost immediately. Speed is of the essence.” Foxconn previously worked with Fiat Chrysler

Future Stellantis cars will feature Foxconn infotainment tech

GOVERNMENT EV STRATEGY UNDER FIRE

RENAULT ARKANA ON SALE FROM £25K

A group of MPs has criticised the UK government for having “no clear published plan” for phasing out ICE cars from 2030. The Public Accounts Committee cited a weak charging network and lack of financial incentives for EVs as main hurdles.

Renault’s new Arkana coupé-SUV is now on sale in the UK, priced from £25,300. It’s available with a 138bhp 1.3-litre mild-hybrid turbo petrol engine and a 143bhp E-Tech hybrid system that mates a 1.6-litre petrol engine with two electric motors.

Automobiles (now part of Stellantis) to create the radical Airflow Vision concept, a futuristic MPV that previewed the technological evolution of the brand’s production cars. There has been no hint that the joint venture will seek to launch its own cars, but indications that the Mobile Drive systems will enhance the user experience for autonomous-capable vehicles suggest the partnership could extend to touchscreen and cockpit designs. Foxconn will also bid to supply infotainment systems and related hardware to any other “interested” third parties.

26 MAY 2021 AUTOCAR.CO.UK 7

IMAGE Hot Cayenne Coupé will look focused and outpunch the RS Q8

Fiery Cayenne guns for Urus New performance flagship to get 631bhp, aero tweaks and sharpened dynamics

orsche is aiming a new, more powerful, top-end version of its Cayenne Turbo squarely at the most potent super-SUVs on sale, including the Lamborghini Urus and Bentley Bentayga Speed. The heavily upgraded model is the most powerful purecombustion Cayenne yet, producing up to 631bhp from a tweaked version of Porsche’s twin-turbocharged 4.0-litre V8 petrol engine. It will be revealed as a member of the updated Cayenne line-up at the end of June ahead of planned UK deliveries later this year. The as yet unnamed new variant will be sold exclusively in the rakish-roofed Cayenne

8 AUTOCAR.CO.UK 26 MAY 2021

Coupé bodystyle in a move aimed at ensuring it offers the best possible combination of performance and dynamics. The standard Turbo model will remain on sale. “There are advantages in choosing the Coupé,” Rico Löscher, the engineer in charge of the new variant’s development, told Autocar during a recent prototype drive of the new model in Germany (see right). “It is lighter and has a slightly lower centre of gravity than the SUV. Our intention is to deliver not only the most powerful but the sportiest Cayenne to date.” Bespoke features for the range-topper include a sophisticated, carbonfibre-

intense active aerodynamic package, claimed to provide greater downforce as well as more efficient engine bay and brake cooling. There is also a reworked front bumper, which has a more pronounced lip spoiler and larger air ducts than those of the standard facelifted Cayenne, seen recently in prototype form. Meanwhile, the roof spoiler gains additions

at each side and the rear wing, which deploys from the trailing edge of the tailgate at speed, has been visibly upsized. A new rear diffuser houses a pair of substantial, centrally mounted exhaust outlets. The newcomer uses various parts from the Lightweight Sport package offered as optional equipment on the standard Cayenne Turbo Coupé, including a contoured

It is said to have established a 0-62mph time inside the official 3.6sec of the Urus in recent testing a

carbonfibre roof panel. Porsche has yet to confirm a kerb weight, although it is claimed to undercut the 2200kg of the standard model. The Cayenne Coupé Turbo’s powerplant is boosted by 89bhp to 631bhp. This is 39bhp more than the same twin-turbocharged 4.0-litre V8 produces in the Audi RS Q8, and just 10bhp less than it does in the Urus – one of the most powerful and fastest SUVs on sale today. Torque has also increased by 60lb ft to 626lb ft. By comparison, the 2535kg Cayenne Turbo S E-Hybrid’s combination of a twin-turbo 4.0-litre V8 petrol engine and electric motor delivers 671bhp. Details of the engine

NEWS W E D R I V E T H E N E W H O T C AY E N N E C O U P E

modifications have yet to be revealed, although Autocar can confirm that it gets a titanium exhaust system and new engine management software among its bespoke upgrades. In line with the added performance, Porsche has revised the software for the eight-speed torque-converter gearbox and four-wheel drive system, which receives a more rear-biased apportioning of power. The electronic differential is also altered to provide enhanced torque vectoring and greater lock-up. “The idea behind the new model is to mate added performance potential with the heightened engagement and overall dynamic ability of the Cayenne GTS,” said Löscher. No performance claims have been made at this stage, although the upgraded Cayenne Turbo Coupé is said to have established a 0-62mph time inside the official 3.8sec of the RS Q8 and 3.6sec of the

Urus during recent testing. The new performance model rides on standard-fit 22in forged aluminium wheels, shod with 285/35 ZR22 front and 315/30 ZR22 rear tyres – the largest Porsche has offered as standard on the Cayenne. The greater offset of the new wheels marginally increases the track widths at each end, while allowing for an increase in negative camber on the front axle. The adaptive air suspension has been lowered slightly and the damper rates made firmer. Further dynamic changes are focused on the tuning of the electrohydraulic active roll stabilisation system and steering – the latter incorporating Porsche’s Power Steering Plus rear-wheel steering system. The brakes, meanwhile, adopt the same ceramic-composite discs and calipers available as an option on the standard model. GREG KABLE

The reworked roof spoiler and 22in Neodyme wheels are clues to the new Cayenne Coupé variant’s performance potential, but the changes inside are more subtle. There is new Alcantara trim with contrasting stitching, sports seats and a thicker-rimmed sports steering wheel with a Sport Response button that allows you to select the various driving modes. Most notably, the three-seat rear bench has been replaced by a pair of individual chairs. The remarkable thing about the uprated Cayenne is just how unremarkable it feels in everyday traffic in Comfort mode, given that you expect an SUV that has been honed to run records at the Nürburgring to be hardcore at all times. The adaptive air suspension features dampers that are 15% firmer than those of today’s model and, yes, there is a purposefulness to the way it rides, but there’s precious little else that would convince you it couldn’t be used every day. On more open roads, it’s the twin-turbocharged 4.0-litre petrol engine that comes under focus. There’s a wonderful tractive nature to the reworked V8. Power delivery is smooth and, despite the added turbocharger boost pressure, comes without any discernible lag. With a fleeting nudge of the throttle pedal, you’re already well on the way to triple figures. It’s further up the rev range, though, where the detailed changes to the engine really make their presence felt. The mid-range punch is ferocious, firing the four-seater along with all the intensity of a much

Prototype camo hides Alcantaraheavy interior smaller, lighter supercar on a wide open throttle. It pulls harder, and with added enthusiasm, than the 542bhp version of the same engine in today’s Turbo model. The wind buffeting is quite extreme at high speed, but increased downforce and enhanced airflow courtesy of the larger rear spoiler and diffuser promote outstanding straight-line stability. The experience is enhanced, too, by the titanium exhaust’s soundtrack, a deep growl that grows harder in intensity and volume all the way to the 7000rpm redline. The carbon-ceramic brakes are brilliantly effective at hauling the big SUV down from big speeds. There’s some initial vagueness at the top of the pedal’s travel until proper heat is built into the discs, whereupon the new Porsche stops as securely as any 2100kg-odd SUV has any right to. The aluminium-intensive suspension set-up, providing up to six different ride heights, is controlled via what Porsche calls a ‘4D Chassis Control’ system, which includes electromechanical anti-roll bars and rear-wheel

steering as standard – the same set-up used on the Audi RS Q8 and Lamborghini Urus, with its own dedicated 48V electric system. The first thing you notice on a winding road is the added response. Regardless of the drive mode – and there is quite an array of them – the new king-of-the-hill Cayenne feels more urgent than any existing iteration of Porsche’s largest car. There’s added heft to the weighting of the electromechanical steering and it feels more responsive than the standard Cayenne Coupé Turbo’s. There is not a lot of feedback through the thick-rimmed steering wheel, but there’s plenty of bite at the front end and tangibly sharper turn-in as you commit to a corner. It’s the rear-wheel steering that continues to define the handling, though. Modified to provide a greater degree of rear steering angle, it quickly rotates the rear to quell any understeer on challenging roads and give outstandingly neutral cornering qualities. The new Porsche changes direction beautifully and without drama. GK

Our convoy of cars was part of the final shakedown testing

26 MAY 2021 AUTOCAR.CO.UK 9

NEW 508 PIONEERING PERFORMANCE AGAIN 360 hp – CO₂ From 46 g/km* – All Wheel Drive

Official Fuel Consumption in MPG (l/100km) and CO₂ emissions (g/km) for the new 508 PEUGEOT SPORT ENGINEERED range are: Combined N/A – 138.9 (0.0 - 2.0) and CO₂ 0 - 46 g/km.

The fuel consumption or electric range achieved, and CO₂ produced, in real world conditions will depend upon a number of factors including, but not limited to: the accessories fitted (pre and post registration); the starting charge of the battery (PHEV only); variations in weather; driving styles and vehicle load. The plug-in hybrid range requires mains electricity for charging. The WLTP (Worldwide Harmonised Light Vehicles Test Procedure) is used to measure fuel consumption, electric range and CO₂ figures. Figures shown are for comparison purposes and should only be compared to the fuel consumption, electric range and CO₂ values of other cars tested to the same technical standard. The figures displayed for the plug-in hybrid range were obtained using a combination of battery power and fuel. *Figures shown are for the new 508 PEUGEOT SPORT ENGINEERED. Information correct at time of going to print. Visit peugeot.co.uk for further details.

NEWS

Skoda plans next two EVs Coupé version of Enyaq iV SUV will precede a compact crossover

CONFIDENTIAL

A HUGE UPTICK in new car registrations post-lockdown can’t be attributed solely to pent-up demand, according to Stellantis CEO Carlos Tavares. “Lockdowns have given clear evidence to citizens of the value of mobility and being free to move,” he said. “The best way to protect freedom of mobility is to own a car – a positive outcome.”

Electric crossover will share much with VW ID 3 SKODA WILL EXPAND its electric car line-up in the next few years with a coupé version of the Enyaq iV SUV and a new smaller model that’s set to take the form of a crossover. The Czech firm recently launched the Enyaq as its first bespoke EV on the Volkswagen Group’s MEB platform. While virtually identical in size and specification to the Volkswagen ID 4, the Enyaq features a stretched wheelbase and a boot 42 litres larger, at 585 litres. Skoda design chief Oliver Stefani said that focus on luggage space reflects the popularity of the Octavia and Superb estates, adding that it will remain a design priority for the firm’s future electric cars. “Spaciousness is very important for us,” Stefani told Autocar. “It’s functionality. People love it, and it’s not

something we want to give up. Every brand must play its roles. “The big loading area and boot is something you find on the Enyaq. And compared with other partners who share the [MEB] platform, it has the longest rear overhang. “We’re 100% convinced that even with a big boot, we can make a nice, attractive car.” The Enyaq coupé has already been seen testing ahead of its

planned arrival next year. It’s expected to be followed by a smaller MEB-based car that will be close in dimensions to the Volkswagen ID 3. As with that hatchback, the new Skoda will offer only rear-wheel drive but three battery pack capacities and two power outputs. With Skoda focusing on interior space, it is expected that the car’s dimensions

New Enyaq iV variant is more focused on style

will be stretched, giving it more of a crossover form to maximise interior capacity without dramatically increasing the footprint. Stefani also hinted that future electric Skodas will feature a more “emotional” design that builds on the Enyaq while moving further away from its combustion-engined range. “The Enyaq is clearly related to our ICE cars, because it’s the only EV we have and we wanted to make it a member of the family,” said Stefani. “Once we have more electric cars, we will develop the idea of these electric cars much further. “We don’t know exactly where to go, but we aren’t standing still. We will make them more modern and more appropriate to the market and customer expectations, but they must always be a Skoda.” JAMES ATTWOOD

Genesis saloon and SUV cost £37k and £57k AHEAD OF ITS European arrival this summer, Hyundaiowned luxury brand Genesis has priced up the first cars it will send to the region: the G80 saloon and GV80 SUV. On sale from £37,460 and £56,715, the pair will soon be followed into dealerships by the smaller G70 saloon, GV70 SUV and Europespecific G70 Shooting Brake. The G80 is available with either a 199bhp 2.2-litre diesel engine driving its rear axle or a 296bhp 2.5-litre turbo petrol engine driving

all four wheels, each sending their reserves via an eightspeed automatic gearbox. The G80 Electrified is due to follow shortly after, with a 365bhp four-wheel-drive electric powertrain and an NEDC range of 311 miles. The four-wheel-drive-only GV80, which comes with either five or seven seats, also offers the 2.5-litre turbo petrol engine, as well as a 3.0-litre diesel. As expected, neither car will offer the petrol V6 that Genesis sells in other markets.

GV80 is aimed at BMW X5 and G80 at BMW 5 Series

FORD OF EUROPE boss Stuart Rowley has said the ﬁrm will start to build on its American heritage with future UK models (p4), but don’t expect the best-selling F-150 pick-up to appear in dealerships here. “That’s a tough ask,” said Rowley. “Just the physical size of those products could be a challenge on British roads.”

RENAULT BOSS LUCA de Meo was surprised at the reaction to his ﬁrm’s decision to impose a 180kph (112mph) limit on its future vehicles. “The reaction was bigger than expected, because when you go at 180kph, you normally get a ﬁne,” he said. “The big decision we made was to sell cars with contextual adaptive cruise control to respect the speed limit by default. We decided the car should respect the rules and then the customer can take responsibility.” NOT EVEN THE priciest cars on the market can avoid the ongoing computer chip supply shortage. MercedesBenz CEO Ola Källenius highlighted the “ironic” situation of a “£100,000 S-Class” being held up by a part that “costs cents”. “If they double, triple or quadruple the price of that, it almost doesn’t matter,” he said.

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All manner of parts can be remade, including EV batteries and motors

Volvo ramps up recycling drive Ambitious plan to cut costs and CO2 could also pave way for second-life EV batteries

olvo Cars is planning a 2.5 million-tonne reduction in its annual carbon emissions by reusing and remanufacturing components on a large scale. The process, which it calls a “circular business principle”, will include recycling key materials such as steel and aluminium, remanufacturing complex components like gearboxes and reconditioning individual parts. Volvo remanufactured some 40,000 parts last year, saving 3000 tonnes of

CO2 , and recycled 95% of its production waste (including 176,000 tonnes of steel) to save 640,000 tonnes of CO2 . Volvo is also collaborating with battery reuse specialist Battery Loop to investigate the potential for a second life for high-voltage EV and hybrid batteries, all with the intention of becoming a ‘fully circular business’ – using entirely recycled parts – by 2040. Mechanical components included in the company’s reconditioning programme include brake calipers, electric

sustainability, said: “There are major sustainability benefits of doing this. If you compare a new part with a remanufactured part, you save about 85% of the CO2 . There are major benefits in terms

rear axles, compressors, generators, suspension and chassis parts and EV traction motors, as well as engine blocks and cylinder heads. Anders Kärrberg, Volvo Cars’ head of strategy and

A circular economy will be good for the environment, but we see a business opportunity in it as well a

of reducing consumption of the virgin material, too.” Kärrberg explained that parts such as calipers could be remanufactured three or four times, extending their life to 20 years before being superseded during the evolution of design. He said: “We’re on the track of doubling the consumption of metals and minerals in the next 40 years, and we’re generating more and more waste. This is simply not sustainable. It’s not just that we’re generating waste materials: we’re also generating a lot of CO2.

Mercedes details new SL shell Hydrogen Vauxhall Vivaro due in 2023 WITH JUST MONTHS to go until it unwraps the seventhgeneration SL Roadster, Mercedes-AMG has revealed new details of the Porsche 911 rival’s bespoke bodyshell. Completely unrelated to the structures that underpin the old SL and current AMG GT, the 270kg shell blends an aluminium spaceframe with a “self-supporting structure”. Mercedes claims the development process was particularly challenging, as the new SL features a 2+2 seating arrangement and will accommodate a wider variety of powertrain options. It says that its priorities were to “present the driving performance characteristic of the brand with a focus

12 AUTOCAR.CO.UK 26 MAY 2021

on lateral and longitudinal dynamics, as well as to meet the high expectations in terms of comfort and safety”. A mixture of aluminium, steel, magnesium and fibre composites was selected for the best balance of lightness

New underpinnings will be used by SL before Mk2 GT

and rigidity, resulting in the new SL being 18% stiffer than its predecessor. Mercedes also claims that transverse rigidity is up to 50% better than in the AMG GT Roadster and longitudinal rigidity is improved by 40%.

VAUXHALL WILL BRING hydrogen fuel cell technology to the UK with a new variant of its Vivaro van, offering up to 249 miles of range and the same load capacity as equivalent petrol, diesel and battery-electric models. The latest addition to Vauxhall’s commercial vehicle family will be sold in left-hand-drive markets by German sister brand Opel from the end of this year before making its UK debut in 2023. The Vivaro-e Hydrogen mates a 45kW fuel cell with three 700bar hydrogen tanks (which can be filled in just three minutes) and uses the same

front-mounted 134bhp electric motor as the Vivaro-e BEV. A 10.5kWh lithium ion battery, which is charged by regenerative braking, is also installed to offer 31 miles’ worth of propulsion. Vauxhall managing director Paul Willcox said: “VauxhallOpel has more than 20 years of experience in developing hydrogen fuel technology, which offers zero emissions in use, a long driving range and ultra-fast refuelling. “We’re already in contact with UK fleet operators that want to go the extra mile on sustainability, and we look forward to bringing Vivaro-e Hydrogen to the UK soon.”

NEWS “In order to reach the Paris Agreement and reduce CO2 , we have to do more recycling and remanufacturing. This is why companies like Volvo are in for a fundamental change. “A circular economy will be important, but we do see a business opportunity in this and financial benefits in more efficient use of materials and remanufacturing. It’s good for the environment, but it’s good for business as well.” Giving high-voltage batteries a second life once their capacity has reduced too far through age and use for them to satisfactorily power an EV is widely regarded throughout the car industry as being a sound method of reducing the environmental impact of battery production. Volvo’s director of traction battery development, Ulrik Persson, believes doing so could extend the life of an EV battery to as much as two decades or even more. Pure EV batteries are worked hard through the aggressive cycling they undergo. He said: “Fast charging is an example of aggressive cycling, as is high-speed motorway driving, where you run the power through the battery system very quickly during charge and discharge.” Second-life applications can be far less aggressive, with much gentler demands being made on the batteries for stationary applications, such as grid balancing – the storing in batteries of surplus electricity that’s generated off peak, to be fed into the

grid during peak periods at a battery-friendly rate. Using old EV batteries for grid balancing is a valuable addition to sustainable energy generation from wind turbines and solar panels, which may harvest large amounts of energy when demand is low. “Battery systems need to be dimensioned to each application,” said Persson. The battery capacity used in a particular application will determine how deep or shallow the cycling is. Too much is wasteful; too little will result in deep cycling. As long as the battery system isn’t deeply discharged, and instead just part of the available capacity is used, Persson believes the prospect for extended life is good. He said: “The design life for our battery systems is 15 years. I think the life of the battery could be extended for an additional five or maybe 10 years if the battery is used in the correct way. Time will tell and other factors will play a part. The battery degrades not only from cycling but also ageing and temperature.” Once batteries do reach the end of their life, the aim is to retrieve and recycle as many materials as possible. “To achieve the circular economy, we must treat all ingoing materials as precious, and we’re participating in extensive research into hydrometallurgical extraction of the battery materials at Chalmers University in Gothenburg,” said Persson. JESSE CROSSE

Despite the bulkier powertrain, space isn’t compromised

The FCEV is the same size as its combustion and BEV siblings, offering the choice of a standard 4.95m or long 5.30m wheelbase, while payload capacity increases to 1100kg. Cargo volume remains the same, at up to 6.1 cubic metres. The Vivaro-e Hydrogen will be produced at Vauxhall-Opel’s

research and development base in Rüsselsheim, Germany, becoming the Stellantis-owned brands’ first production FCEV. Ex-owner General Motors brought its experimental Hydro Gen 4 system to the UK for demonstration purposes a decade ago, but it never found its way into a production car.

UNDER THE SKIN JESSE CROSSE

THE INGENIOUS EV GEAR-CHANGER THAT COULD BE A GAME-CHANGER

RARELY DO WE come across something in the car world that hasn’t been thought of before, but the Ingear multi-speed transmission design from Canadian firm Inmotive is nothing short of genius. Chief technical officer and keen cyclist Anthony Wong began pondering the derailleur gears on his bike and wondered how it would be if, rather than shifting the chain across the gears in that noisy and clunky way, he could think of a way to move the gears beneath the chain. The result is a prototype transmission for EVs that is expected to match the efficiency of a single-speed helical gearset when it reaches production. Inmotive claims a 7-15% improvement in an EV’s range using Ingear and an improvement of 15% in acceleration. Ingear isn’t a CVT and it doesn’t need any clutches or synchromesh. All of that is replaced by an extremely robust BorgWarner Morse Hy-Vo silent chain, which is not only quiet but also capable of handling high torque. Single-speed EVs normally have a first-stage reduction gear and a secondstage reduction gear, then a differential like any other car transmitting torque to the wheels. The Ingear system replaces the second reduction gear and surrounds the differential so no extra space is needed. The chain transmits torque from a drive sprocket to a driven sprocket and it’s in the driven sprocket that the magic happens. A third sprocket is used as an idler so that the chain forms a triangle. The driven sprocket is in two parts – a larger, low-gear sprocket and, inside that, a smaller, highgear sprocket. The low-gear sprocket is made in retractable segments that can move sideways, one by one, clear of the chain’s path. As each segment moves away, the chain transfers seamlessly and in a split second to the smaller sprocket, engaging high gear. As that happens, both the high and low gear engage with the chain for a couple of milliseconds so there’s no interruption of torque, in the same way as a dual-clutch gearbox or CVT but simpler and more efficient. As the shift takes place, the main traction motor has to significantly reduce or increase speed so its controller uses positive or negative ‘torque fill’ to ensure the transition is completely smooth. That

Inmotive’s new two-speed EV transmission is more effective than a conventional singlespeed unit.

said, the system can do Sport and Comfort modes, depending on how the software is configured. In reality, the shift is completed in milliseconds and less than one rotation of the road wheels. Wong first made a model in a spare bedroom using a small CNC machine bought on eBay. A full prototype was expected to shift at up to 300rpm, with things like wind turbines in mind, but in fact made 1200rpm. The early attempts took the drive through an off-the-shelf carbonfibre-toothed belt but proved that the tensioning system worked and that shifting was completely reliable. Chief engineer on the project Jarek Lutoslawski realised the design would need to be simplified to make it feasible and cost effective for the car industry to produce. That would mean losing half the components of the early versions without compromising functions. In high volume, it is expected the latest, simplified design would cost car manufacturers less than £108 per unit. The unit can be scaled to fit different-sized vehicles and is installed in a Kia Soul EV for evaluation.

CONTI GETS ITS BIG BRAKE The Bentley Continental GT Speed Coupé and Convertible have the largest brakes of any car in the world, at 440mm. The 10-pot calipers with carbon-ceramic discs weigh 33kg less than a conventional iron disc system and stop the car in 60m from 80mph. Fade is minimal, with 10 consecutive stops adding only 1.1m to the braking distance. The brakes are the result of a tieup between Bentley, Brembo and Akebono.

26 MAY 2021 AUTOCAR.CO.UK 13

Clean Air Zone roll-out troubles van operators Industry calls on government to do more to help commercial fleets make switch to electric propulsion

ritain’s first Clean Air Zone (CAZ) went live in Bath on 15 March, Birmingham’s is set to be enforced from 1 June and London’s controversial Ultra Low Emission Zone (ULEZ) will expand vastly to cover an area bordered by the North Circular and South Circular roads from 25 October. While such zones will undoubtedly help to lower pollution levels within towns and cities by discouraging non-compliant vehicles from entering highly populated central areas, there is a price to be paid. In Birmingham, for instance, non-compliant vans will be charged £8 per day. While larger van fleets are likely to be prepared for the introduction of CAZs, Paul Hollick, chairman of the Association of Fleet Professionals, told Autocar that he’s concerned about a lack of awareness elsewhere. He said: “Fleets of five to 45 vehicles won’t have a dedicated fleet manager, won’t be a

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member of the AFP and won’t read the fleet press, and then it will just hit them because it isn’t widely known about what’s going on in the normal press. Small and medium-size enterprises are ill-educated about this topic, and it will sneak up and bite them.” Figures aren’t readily available for the total number of vans that will be affected by the introduction of CAZs, but it’s likely to be substantial on a national level. According to Birmingham City Council, around 60% of the 200,000 vehicles that pass through the city centre daily don’t meet the required emissions standards of Euro 6 for diesels and Euro 4 for petrol cars and vans, while the Mayor of London’s office estimates that around 35,000 light commercial vehicles will be affected by the expansion of the ULEZ every day. “The biggest impact will be the expansion of the ULEZ. Everyone is bracing themselves for when it goes live in October,

because it has big ramifications for national fleets,” said Hollick, as he hit out at the siloed approach from legislators. “We would much rather have a national scheme, rather than localised schemes with different variants. “Auto-pay is a concern for us: we need a way for fleets to be able to pay automatically. As the number of cities that are doing CAZs rises, that becomes more and more complicated for us to be able to manage. “At the moment, it’s manageable and we know where everything is. But it would be better if it were steered nationally, rather than locally, because that creates distortion, particularly around fleet businesses, as everyone forgets about fleets.” Bradford, Bristol, Gateshead, Newcastle upon Tyne, North Tyneside and Portsmouth are all due to introduce CAZs this year, with Manchester expected to start a scheme in 2022. What can van operators do to avoid being charged? The

VA N S M O N I T O R C I T I E S ’ A I R Q U A L I T Y DPD’s social responsibility boss, Olly Craughan, told Autocar that the firm has fitted to 350 of its vans (in cities including Birmingham, Cardiff, Glasgow, London and Manchester) air quality sensors that report data on particulate matter every 12 seconds. “That information is being shared with authorities so they can monitor air quality,”

Craughan explained. “This isn’t a revenue generator for DPD; we’re providing it for free. And we’re also sharing the data with academic institutions. “Normally, air quality sensors are fixed, whereas with a vehicle it casts the net wider, so you’re able to provide a fuller picture of the impact of CAZs and locate emissions hotspots.”

DPD is giving vans pollution monitors and buying more EVs

NEWS W H AT A BOUT HGV F LEE T OPER ATORS? If the situation sounds bleak for vans, it’s even worse for heavy goods vehicles. While electric vans are slowly coming to market, the lorry sector is somewhat further behind, and the fines associated with entering CAZs are a lot higher, at £100 per day. Frustration is growing among lorry operators, who believe they are being unfairly targeted. One industry source said that as most councils’ bin lorries don’t meet the required

35,000 Number of vans estimated to be affected by the expansion of London’s ULEZ each day

£8

obvious solution would be to procure new vans, but if that isn’t possible, Hollick suggested reviewing allocations: “If there’s an impact, a lot of fleets are looking at moving around the fleet. I know that sounds bad, but why pick up additional costs in Birmingham when you’ve got compliant vans in Winchester? Why not switch them across to reduce your overall cost base?” This view was echoed by Olly Craughan, head of corporate social responsibility for courier DPD. He told Autocar that if there are non-compliant vans, they will be moved out and replaced with those that won’t incur charges. Craughan believes that electric vans “are the future” for DPD: he expects 1700 of them to be on its fleet by the end of 2021, up from 730 at the start of the year. However,

Daily fee that non-compliant vans will have to pay to enter Birmingham’s CAZ from 1 June

Clean Air Zones aim to encourage uptake of low-emission vehicles

standards, emissions fines effectively just go from one area of a council to another. They added that lorries tend to deliver items to multiple locations in a day, meaning owners could rack up fines into the thousands per lorry per week.

he acknowledged that the firm is in the fortunate position of having money and resources to throw at the problem, and he called on the government to do more to help smaller couriers. “There will be smaller fleets that aren’t able to invest the kind of money we are,” he said, “and it will be so important for the mass take-up of EVs that the cost comes down, or the government needs to do more to the grant system. In March, the grant was cut from £8000 to £3000 for electric vans weighing less than 2500kg, and Craughan said: “Taking away money from the grant isn’t incentivising people to take the plunge into the electric van market. “If everyone does something, that’s better than one or two people doing everything, and that’s where the direction of the subsidy needs to go. “More needs to be done, and that potentially means the government taxing diesels [more] to help provide more subsidies for smaller firms.” DANIEL PUDDICOMBE

Jim Holder I N S I D E I N F O R M AT I O N

Demand for used and nearly new cars is continuing to soar IF A FLAME was lit under the used car market by the easing of the first lockdown a year ago, an inferno is now raging. High demand and a shortage of supply have prompted an average rise in prices of almost 10% year on year – and in exceptional cases, typically for desirable SUVs, rises of close to 20%. Demand is being driven chiefly by two factors, one of which is gradually losing momentum, while the other is gaining it fast enough that the trend looks set to push on until at least 2021’s end. The former factor is, of course, Covid-19. The desire to avoid public transport combined with a widespread effort to save money in this economically uncertain time are driving prices up. The latter is the supply shortage of new cars as a result of the semi-conductor chips crisis. Some buyers are abandoning waiting times of up to 26 weeks for a new car by buying a nearly new one. Complicating the issue for used car retailers (the largest of which usually stock around 15,000 cars) is that the profiles of those fuelling the boom haven’t often overlapped. It’s always a juggling act, but the typical desire for cheaper cars from most of those avoiding public transport is at odds with the bigger spending of buyers who just want to jump the new-car queues. As the ongoing slew of strong results from dealer groups further highlight,

there’s a lot resting on getting that stock portfolio right, because that’s where most of the profits are coming from right now. It’s a fast-changing world to operate in, too. When the first lockdown began, it was feared that the used cars on the forecourts would simply depreciate over time, losing dealers huge sums. It was a doomsday scenario that never came true, and now they have a very different issue of maintaining flow. Few people are going to get their violins out for car dealers, but it’s not easy money, as the higher selling prices reflect higher buying prices. While you can bet that any decent business will be laser-focused on growing margins in a hot market (and anecdotal evidence of haggling now being a waste of time is rife), there are concerns about when the market will retract. Buying too much stock at too high prices risks you getting caught out. And then there’s the worry of being able to buy at all. Stock is typically replenished by a cycle of lease returns from private, fleet and rental outlets, but lockdown slowed the former and sometimes virtually froze the latter. Meanwhile, the backlog of nearly new cars will only last so long. By the time the boom inevitably fizzles out, they had better hope that the new car market is in better shape to take up some of the slack.

Autocar Business is our industry-focused brand, delving deeper into the business of the automotive world. Sign up for our regular bulletin at autocar.co.uk/business-signup.

26 MAY 2021 AUTOCAR.CO.UK 15

COMMENT

Steve Cropley MY WEEK IN CARS

Ford Ranger Raptor is a superb combination of utility and enjoyment

MONDAY

I couldn’t resist another week at the wheel of a Ranger Raptor. This is easily the most fun among block-of-ﬂats pick-ups, because Ford has very deliberately turned its utility truck into an enthusiast’s car by reﬁning its dynamics and giving it the wildest wheels and suspension going. Like most of its peers, the Raptor is stable and sturdy, with a comfortably bulletproof cabin and an unusual sense of wellbeing. But the major surprises are good handling, greater damping and accurate steering (I positively enjoy holding it close to Cotswolds walls in tight going). Even its £48k price seems less daft when you drive it. True, the diesel engine sounds like a vacuum cleaner and even 370lb ft doesn’t make this truck fast. But how great it is to roll along at 70mph with the engine at 1600rpm in 10th gear and the whole thing generating amazingly little road and wind noise, while being ever ready for waist-deep mud. People bang on about the impracticality of the Raptor’s size, but what they forget is that it’s purely a hobby car. Nobody condemns the Caterham Seven for letting in the rain, do they?

TUESDAY

This computer chip shortage is getting serious for car makers and buyers alike. Among volume brands, the only one that sounds like it can cope is Toyota, and the view of sundry wise pundits seems to be that “this thing won’t be solved in the short term”. All of which means that if you want a new car, you had better buy it now and be ﬂexible enough to buy a demonstrator or from stock. This doesn’t faze me and the Steering Committee: we’ve never waited for a car in our lives. Don’t pay too much, though. The sales message is rapidly changing from “buy this one and we

We might soon return to paying extra for cars we really want a will make it worth your while” to “we can deliver now, but obviously there will be a charge”. In the past year or two, there has been a fashion for believing that we live in an era of no-haggle pricing. But I reckon that we might soon be back to paying premiums for the cars we really want.

WEDNESDAY

I’m so glad to hear that Bloodhound LSR, the supersonic land speed record car that has stalled for want of sustaining cash, has found a new home alongside its predecessors, Thrust II and Thrust SSC, at the Coventry Transport Museum. It’s a relief: the last time the project approached a ﬁnancial precipice, the car came within a day or two of being cut for scrap, before being rescued

AND ANOTHER THING… This excellent book by Steven Parissien never fails me when I need things putting into context. I reckon it’s because Parissien is a cultural and an architectural historian, not just a car man. Published in 2013, it’s one of a couple of dozen volumes that I keep close.

Bloodhound now waits in a museum for its next rich backer at the last minute by benefactor Ian Warhurst. He subsequently took it to South Africa for a successful 628mph shakedown, but he has reached his limit and so is now stepping back. Bloodhound’s head of engineering operations, Stuart Edmondson, has taken over and says the search for backers goes on. There’s talk of several high-net-worth individuals entering the frame but nothing concrete yet. Still, project insiders insist that there are grounds for optimism.

FRIDAY

Our meeting with Aston Martin boss Tobias Moers (see p44) took a fascinating turn when we started discussing the future role of low- or zero-carbon fuels for cars with piston engines. I fully expected Moers to embrace them as a handy (and great-sounding) alternative to batteries and electric motors; rival supercar makers certainly have done. But according to him, we have to be “really careful” about embracing synthetic fuels as an automotive solution. It’s not obvious that it will be 100% carbon-free, he said, and in any case, using agricultural land to make fuel in an era of rising population is far from ideal. Besides, if there’s going to be synthetic fuel, he pointed out, the aircraft industry will need it more.

GET IN TOUCH

steve.cropley@haymarket.com

@stvcr

26 MAY 2021 AUTOCAR.CO.UK 17

F I R ST D R I V E S N E W C A R S T E ST E D A N D R AT E D

TESTED 18.5.21, MODENA, ITALY ON SALE JUNE PRICE £187,230

MASERATI MC20 Given another chance at success, Maserati has decided to build a rear-driven sports coupé and create for it an all-new, high-tech V6

18 AUTOCAR.CO.UK 26 MAY 2021

26 MAY 2021 AUTOCAR.CO.UK 19

aserati knows that it can’t mess this one up. There’s just too much at stake. The MC20 is described as the start of a whole new era for the fabled Italian marque; the performance figurehead for a wave of new cars that are intended to lead it into a more prosperous future and cement its standing among some very creditable competition. The importance attached to the MC20 – Maserati’s first in-house-developed mid-engined car in a generation – is reflected in the way it was developed. It isn’t a Maserati in the traditional sense. Rather, it was engineered using new digital processes that enabled the two-seater to go from conception to production in just two years. They’re borrowed largely from motorsport, ensuring rapid prototyping through a combination of computer-aided simulation and conventional road testing. “When we started the project, we decided to go a different way to that used in the past,” says MC20 vehicle line boss Federico Landini. “A lot of the development has been carried out digitally with new partners, many from motorsport. It didn’t just involve

the car but a new engine as well. The processes involved have been key to allowing us to deliver the car on time in a period that has otherwise been very challenging.” It’s a fresh start for Maserati, then, but the MC20 name adheres to convention first established at the start of this century. MC stands for Maserati Corsa (Italian for racing), with the numeral designating the year that it was revealed to the public. Priced at £187,230, it is aimed at some mid-engined rivals with very strong credentials, among them the V8 Ferrari F8 Tributo, V10 Lamborghini Huracán and V6 McLaren Artura. Production has just started in Modena and UK deliveries are expected this summer. Maserati is looking at annual volumes of around 1500 MC20s, split between the road-going model driven here and upcoming racing versions. The idea is to leverage the brand’s standing within the ranks of the supercar and motorsport elite for the more volume-focused Ghibli and Quattroporte saloons and Levante SUV, in the process establishing for itself a more engineering-led and sporting image.

MC20 tucks into corners neatly and generates lots of traction for a rapid exit 20 AUTOCAR.CO.UK 26 MAY 2021

Storage space certainly isn’t a strong point

FIRST DRIVES

Interior is pleasingly focused and feels of high quality The basis for the new car is an advanced carbonfibre monocoque. It’s designed to underpin both petrol and electric powertrains, with substantial aluminium subframes at either end. The structure is claimed to be the most rigid that Maserati has put into production so far, exceeding even the high engineering standards of the ultra-low-volume, Ferrari Enzo-based MC12 of 2004. It’s relatively light, too, helping the MC20 to achieve a kerb weight of 1475kg. The body is made predominantly from carbonfibre and carbonfibrereinforced plastic. It’s one of those cars that you have to see up close to fully appreciate the various nuances with its styling, which takes certain cues from Maserati’s past, including its low-set grille and chromed trident. The car’s upper section is quite sculptural, but it’s the lower part that more effectively influences the performance. It’s very technical, with various measures aimed at ensuring efficient cooling and downforce without the help of any active aerodynamic devices. There’s a highly functional look to elements such as the turned-up corners of the front splitter; vertical fins integrated within the leading parts of the doors; structured nature of the sills; vents with the top of the rear haunches; and full-width rear diffuser. It’s also fully panelled underneath, with vortex generators and vertical fins to manage airflow. The MC20 isn’t a big car: being 4669mm long, 1965mm wide and

` The driving position is superb, placing you low and with excellent forward visibility

1221mm tall makes it 58mm longer, 14mm narrower and 15mm taller than the F8. It rides on a 2700mm wheelbase, with tracks of 1681mm at the front and 1649mm at the rear. Its butterfly doors open forward and high on substantial hinges, revealing quite a large aperture and an easily negotiated door sill. Tuck yourself inside and you find a relatively simple but tremendously effective cabin finished mostly in dark hues. The design doesn’t aim for glitz. Rather, it’s fittingly minimalist, with two high-resolution displays for the digital instruments and infotainment system along with the absolute minimum of switchgear on the slim transmission tunnel. The carbonfibre-backed Sabelt seats adjust electrically. They’re racegrade in purpose, with substantial bolstering and great lateral support. The driving position is superb, placing you low and with excellent

forward visibility, while the digital rear-view mirror projects real-time video footage sent from a camera mounted on the bootlid. This car isn’t big on luggage space, though: it has just a shallow, 100-litre compartment at the rear and a 50-litre recess up front. A press of the steering-wheelmounted starter button brings the MC20 to life with a mild crackle of exhaust. Gear selection is via a button on the centre console: D gives you automatic, M gives you manual. To appreciate just how seriously Maserati is taking its return to the mid-engine supercar ranks, look no further than the MC20’s engine. Known as the Nettuno, the twinturbocharged 3.0-litre V6 is all new. It wasn’t adapted from any existing unit but developed from the ground up around a 90deg architecture that’s set to play a big role in Maserati’s new road cars and underpin its return to racing. Forget any link with Ferrari: the engineering all took place at the new Maserati Engine Lab in Modena. There’s impressive breeding to its specification, with quad camshafts, variable valve timing, two IHI-sourced turbochargers, Bosch-developed direct injection, twin-spark cylinder heads, patented pre-chamber ignition tech from Formula 1 and dry-sump lubrication. Although an electric MC20 is in a pipeline that ends at 2023, you won’t find any electrification measures here beyond the operation of the turbocharger’s wastegates. ◊

26 MAY 2021 AUTOCAR.CO.UK 21

Maintaining a rich tradition for delivering engines with high specific outputs, Maserati claims 207bhp per litre, giving the MC20 a total of 621bhp at 7500rpm. Torque peaks at 538lb ft between 3000rpm and 5500rpm. It’s all sent to the rear wheels via an eight-speed dual-clutch automatic gearbox produced by US firm Tremec (the same unit used by the latest Chevrolet Corvette), with steering-mounted shift paddles and a mechanical limited-slip differential. There are four driving modes (GT, Sport, Corsa and Wet), which are all accessed via a rotary controller. Be in no doubt: this is a truly special engine, equally rewarding below 4000rpm in GT mode, where it relies on the heady torque loading to provide wonderfully flexible cruising properties, as it is chasing the 8000rpm redline when you’re hard on it in Sport mode. The advanced ignition system ensures outstanding response and great elasticity right across the rev range. There’s broad and instant thrust when you demand it, and it builds quickly and with great force in lower gears, providing the MC20 with explosive midrange acceleration together with outstanding top-end qualities. The delivery is linear and, as with the best engines, it becomes more determined the harder you work it. It’s a shame that the gearbox doesn’t always match the V6 for outright effectiveness, though. The speed of its upshifts is excellent, whether on part-throttle or under full load. However, it sometimes lacks smoothness, occasionally resulting in an odd moment of hesitation on downshifts in automatic mode. It’s a small criticism, but discerning customers will notice.

Another moot point is the sound that the engine makes. It’s authentic enough, unlike some rivals’, but lacks the sheer excitement evident in other aspects of the MC20. Given how good the car is in other areas, you expect it to deliver a spine-tingling aural experience, especially on the overrun. But while it’s melodic at times in Sport mode, it could do with some additional sound tuning to fully underline its intent. There’s a raspy timbre to the exhaust, and you get a whoosh from the turbochargers and some faint wastegate whistle when you’re pushing it, but it lacks the aural specialness of some rivals. Not that this is reflected in the straight-line performance, which is top-shelf by any standard. The MC20 is one of very few rear-wheel-drive cars with a sub-3.0sec 0-62mph time. It’s brutally fast off the line when you use its launch control, and the heroics of its engine combined with huge levels of traction ensure that it doesn’t let up until you’re well into threedigit speeds. Maserati claims that it can hit 124mph in less than 9.0sec and the top speed is 203mph – just 2mph off the V12-propelled MC12’s. The MC20 is obviously fast when you want it to be, but it’s arguably at its best when you dial it back a bit. There’s so much torque that you can ride the mid-range in taller gears and still wonder at the strength of the performance. A timely downchange and short stab of the throttle are all you need to overtake a line of cars in GT mode. Focused as it is, it still manages to deliver a broad appeal. Maserati says that it developed the MC20 as much for everyday driving as track days, and the ride certainly reflects this. I discovered this on some awfully rough roads through the hillsides and villages to the south

Butterfly doors add to the theatre and make for easy entry and egress 22 AUTOCAR.CO.UK 26 MAY 2021

TESTER’S NOTE Maserati enlisted the help of Dallara for the MC20, as it did with the MC12. The famed Italian motorsport company designed the car’s monocoque, carbonfibre structure and aerodynamics. GK

Acceleration is brutal, equalling V8-powered Ferrari F8 Tributo from 0-62mph of Modena, the firm’s home town. There are two levels of damper stiffness for each of the driving modes. It isn’t exactly smooth, but there is an impressive degree of suppleness in its more forgiving settings. Small-bump compliance is particularly impressive, as is the isolation of shock over larger bumps. The tuning of the double-wishbone suspension (both front and rear) is outstanding, providing a deft blend of compliance and control. It’s the steering, though, that really stands out. The electromechanical system, with 2.2 turns lock to lock, is extraordinarily good. There’s an easy lightness to its operation and, free of drive forces as it is, it remains wonderfully consistent and very pure in feel. There’s genuine feedback, allowing you to feel the suspension load up and keeping you well aware of the limits of adhesion in corners. The overall involvement is quite something; it’s easy to establish a flow. There’s very little dive under braking and only a slight amount of body movement on turn-in. The centre of gravity feels very low and with it the inertia too. The delicacy of the steering allows you to place

FIRST DRIVES

` It communicates its actions remarkably well, progressive and reliable in a way that makes it quite playful

a the car well, and it’s all supported by a grippy rear end that provides great traction in corner-exit acceleration. It’s on a circuit, though, that the MC20 really comes together. There’s clearly greater intent to the characteristics of the steering, throttle, gearbox and damping in Corsa mode. But importantly, the MC20 retains the approachability that makes it such a fine car on the road. The standard 245/35 ZR20 front and 305/30 ZR20 rear tyres have been developed specifically for this car in partnership with Bridgestone, and they provide great purchase on smoother road surfaces. There’s a touch of understeer in higher-speed corners when you’re really pushing, but you can carry a lot of speed to the apex and adjust your line easily. It’s tremendously responsive on the throttle, and it tucks in and rotates its rear with great clarity. It communicates its actions remarkably well, progressive and reliable in a way that makes it quite playful, which is something that I never thought I would say of a 621bhp supercar. The brakes are quite something, too. They combine 330mm front

and 350mm rear carbon-ceramic discs with six-piston and four-piston calipers respectively. The pedal feels a bit firm at first, but they deliver massive stopping power once you’ve got some heat into them. They’re not on-off, either: there’s quite a bit of modulation in the pedal, which is appreciated in everyday driving. Maserati’s return to the supercar

ranks is a rousing triumph. After a period when its future looked tied to a range of volume-market saloons and an SUV, it has silenced its many critics with a supercar that perfectly encapsulates the flashes of brilliance in its illustrious past, establishing a new level of performance for it and taking it into direct competition with Ferrari, Lamborghini and McLaren

for mid-engined supercar supremacy. The MC20 is world-class: thrilling, engaging, fast and, to these eyes at least, rather special to look at. It’s the perfect foundation for Maserati to build on as it seeks to fulfil its potential under the wing of its new parent firm, Stellantis. Let’s hope it’s not a one-off burst of brilliance. GREG KABLE

MASERATI MC20 A triumphant return for Maserati. Thrilling, engaging and fast yet also wonderfully approachable

AAAAB Price Engine

All-new Nettuno engine employs whole host of high-tech features

£187,230 V6, 3000cc, twinturbocharged, petrol Power 621bhp at 7500rpm Torque 538lb ft at 3000-5500rpm Gearbox 8-spd dual-clutch automatic Kerb weight 1475kg 0-62mph 2.9sec Top speed 203mph Economy 24.6mpg CO2, tax band 262g/km, 37% RIVALS Ferrari F8 Tributo, McLaren Artura

26 MAY 2021 AUTOCAR.CO.UK 23

` It’s so immediate, it’s so well

TESTER’S NOTE Despite being a one-off, the Victor has been through a whole durability cycle and noise-testing procedure to ensure it will be practical to use on the road. AF

tied down and it provides feel that you don’t find in modern cars

TESTED 19.5.21, SILVERSTONE ON SALE NA

ASTON MARTIN VICTOR How about a front-engined, rear-driven two-seat coupé with an 836bhp atmo V12? t’s something I expect most of us have done from time to time: sat down and specified our perfect car. And mine would of course be a front-engined, two-seat coupé powered by an enormous, highly tuned but normally aspirated V12 engine, driving through a manual gearbox to the rear wheels alone. Sadly, in these days of flappy paddled, four-wheel-drive, turbo-

hybrid machines, no one makes cars like that any more. Unless, that is, you ask very nicely. Then, and on the offchance that you have something like £4 million to spare, you might be able to persuade somebody to create one, just for you. Which is exactly what the Belgian owner of this one-off Aston Martin Victor did. It was made possible because Aston happened to have a prototype

Styling is inspired by 1977 Vantage; engine comes from 2009 One-77 24 AUTOCAR.CO.UK 26 MAY 2021

tub from the 2009 One-77 still in store. Its 7.3-litre V12 was sent back to Cosworth with a brief to turn it up to the max; and thus an already hairraising 750bhp at 7500rpm became 836bhp at nearer 9000rpm. Its fully rose-jointed pushrod suspension comes from the Vulcan track hypercar, modified so that its geometry and ride height allow it to be road-legal. It has Vulcan carbon-

ceramic brakes, too, with modified pads to ensure they work from cold. While the glasshouse is One-77, the body is all carbonfibre and designed to evoke the spirit of the great V8 Vantage of 1977-1989. However, the car that it reminds me of most is an Aston that started life as a 1970 DBS, began racing in 1974 and went on to compete in wildly modified form at Le Mans in 1977 and 1979, where it earned the name Muncher, due to its exceptional appetite for brake pads. When I put this to Aston’s Amerpal Singh, who was in charge of engineering the Victor, he replied: “You know about the Muncher? That’s what we called this car all the way through its development!” It’s fair to say that Silverstone’s little Stowe Circuit doesn’t provide the wide open spaces in which the Victor would most easily show its strengths, even if it were dry, which it most certainly isn’t. Even so, one can still get a feel for things here and, settling down into the Victor, it all feels remarkably right. The cockpit is unique and beautiful, with the instrument display borrowed from the Valkyrie. We’re ready to go. Carefully. The driver before me spun it twice, doubtless due to the

FIRST DRIVES TESTED 19.5.21, SILVERSTONE ON SALE NOW

ASTON V12 SPEEDSTER DBS and Vantage have a roofless baby Aircraft-style steering wheel gets plenty of use on track

M Back end is keen to rotate, but it’s easy to control your slides failure of its Michelin Cup 2 tyres to interact with the wet surface, and I will share with you that I did exit turn one at something of an unorthodox angle. But thereafter, it was sublime. With all the rubber removed from the suspension, the immediacy of its response reminded me more of a race car than something that can be used on the road. And as the surface dried until it was merely damp, so I could get a little heat into the Michelins, I could start to use the car properly. The noise is frankly ridiculous, in richness, complexity and, most of all, volume. It’s not like hearing some old symphonic Ferrari V12: it’s much more aggressive than that. To my ear, it’s most like the engine that Jaguar used to win the Le Mans 24 Hours in 1988 and 1990; and as that was a 7.0-litre V12, I don’t suppose there’s anything too surprising in that. The Victor is much less of a handful to drive than I expected. Because it’s so immediate, it’s so well tied down and it provides feel that you don’t find in modern cars (road or race), you always know where you are with it. It’s easy to overwhelm the grip of its street tyres and it’s set up to understeer (a bit too much, being honest), but you can always call on that mighty old V12. A quick stab of throttle removes grip from

one end and restores it at the other; and while the back moves fast, it’s so predictable that you can skid it about like an 800bhp Caterham. Almost. When we were done, three feelings followed me out of the circuit. First, the Victor is one of the most enjoyable cars I’ve ever driven. Second, how easy it would be to create a more affordable supercar conceived on the same purist principles. And third, how sad it is that the likelihood of someone doing so is effectively zero. ANDREW FRANKEL

ASTON MARTIN VICTOR The most thrilling and purest driving experience. A lesson that ‘progress’ doesn’t always go the right direction

AAAAA

Price Engine Power Torque Gearbox Kerb weight 0-62mph Top speed Economy CO2, tax band RIVALS

£4,000,000 (est) V12, 7312cc, petrol 836bhp at 9000rpm 601lb ft 6-spd manual 1600kg (est) 3.1sec (est) More than 200mph (est) na na Ferrari 812 Competizione, Lamborghini Aventador SVJ

ax Hoffman is to blame for this. The man who imported Porsches into America in the 1950s advised the factory that what was needed over there was a stripped-out, cut-down version of the 356 looking as racy as possible. In that moment, both the name and the cult of the Speedster were born. The roofless supercar speedster concept is more recent, dating back to the Mercedes SLR McLaren Stirling Moss of 2009, but the V12 Speedster is Aston’s first – unless you count the 2013 CC100 concept from which much of its style is clearly derived. It costs £765,000, just 88 will be built and a ‘handful’ remain available well over a year after its announcement. The Speedster doesn’t just have presence; it’s beautiful, too. The whole thing is stunning, but it’s the details that you really pick up on: the carbonfibre wing vents, embroidered headrests, inner door skins that are a work of art and clear panels in the double-bubble rear deck. Mechanically, this is what you get after a DBS Superleggera and a Vantage emerge from behind the bike sheds looking slightly smug. It owes most of its structure aft of the A-pillar to the Vantage, while forward of that point is pure DBS, including its twinturbo V12. The DBS also donates its suspension and carbon-ceramic brakes – but not its gearbox, because that’s back in the Vantage section. This is significant, because the Vantage’s ’box isn’t strong enough to handle the DBS’s monster torque, so while the Speedster has 690bhp (versus 715bhp for the DBS), torque is down by more than 100lb ft. Don’t let those looks seduce you into thinking this is some kind of superlight, track-hardened tearaway. The Speedster retains GT suspension settings, is still pretty heavy despite its carbonfibre body and is fitted with all modern conveniences. Apart from a roof and a windscreen, of course. To drive, it’s very much a cruiser. Disappointed? Me too, slightly. It

rides well, but you notice the missing torque. Its steering feels less accurate than that of the DBS, likely because the structure is heavier and less stiff. There’s little about its dynamic makeup that makes you want to throw it around; it’s just not that kind of car. Which, actually, is fine once you’ve realised. But you can’t hear the V12 at speed, which is a badly missed trick. This just isn’t a raw driving machine, not least because it gets pretty blustery inside even at 70mph. I can see the sort of person who buys one: they love the aesthetic and might already own a DBS and some supercars. It would come out rarely, but for a certain sort of trip it would be perfect. I’m just not that person, nor would I be if I could afford it. If you are and you can, fair play to you. ANDREW FRANKEL

ASTON MARTIN V12 SPEEDSTER Great for slowly wafting about, but the driving experience fails to deliver on the promise of those looks

AAABC Price Engine

£765,000 V12, 5204cc, twinturbocharged, petrol Power 690bhp Torque 601lb ft Gearbox 8-spd automatic Kerb weight 1740kg (est) 0-62mph 3.5sec Top speed 186mph Economy na CO2, tax band na RIVALS McLaren Elva, Ferrari Monza SP2

26 MAY 2021 AUTOCAR.CO.UK 25

TESTED 20.5.21, SUSSEX ON SALE NOW

McLAREN ELVA

Latest Ultimate Series model is open-top speedster with same V8 as the Senna t has to be said that there are some hurdles to clear here; a few things to get your head around first. The Elva costs £1,425,000. They were going to build 399, until they announced it would actually be only 249. Until it was reduced to be 149. And they’re still not all sold. You might have a mental image of the person who would choose to buy a McLaren without a roof or windscreen and even suspect his or her motives for doing so: is it a car to drive or just to be seen in? And I understand all that. But on that last point, I can help, having now driven one on mercifully quiet Sussex roads and then around the Goodwood race track. Whatever else you might think about the Elva and whether some or more of its owners choose to or not, it’s a car for driving first, second, third and fourth. I hadn’t taken this for granted. The new Aston Martin V12 Speedster (see p25), lovely and lovelier to regard though it is, isn’t a car for balls-tothe-wall driving. The Elva, by dint of being not just the most powerful nonhybrid McLaren but also the lightest of all since the F1, is a car that more than makes good on the promise of its appearance. However mad it looks, it’s madder even than that. It’s not a car for the self-conscious. McLaren supplies each Elva with a pair of bespoke, aerodynamically sculpted helmets, but I preferred to wear the bulletproof (yes, literally) sunglasses that come with it too.

TESTER’S NOTE The AAMS turns off in Track mode because, above 125mph, the ball of air it produces becomes so big that it actually causes more turbulence in the cockpit. AF

Acceleration is truly something to behold; there’s space to stand up for a graceful exit To operate, the Elva is much like any other McLaren, save that the chassis and powertrain modes are now on rocker switches a finger’s stretch from the steering wheel. Trundling through the suburbs enjoying the excellent ride quality, there’s plenty of time to consider the Active Air Management System (AAMS) that flips up in front of you. To call it a wind deflector is to sell it stupidly short. Air sucked in through the front of the car is turned through 130deg inside the car, then spat out of a vent on the bonnet, creating an enormous ball of air travelling in the wrong direction, which then punches the main air flow upward, forcing it up and over your head. You only have to raise an arm into that elevated flow to realise the job it’s doing. But here’s the thing: it’s still not a windscreen, nor even close. But thanks to a few US states in which you can’t sell a car without a screen,

one is now a no-cost option that I would take in a heartbeat. When the roads clear and you let loose, the sensation of speed as the Elva accelerates might be the greatest I’ve experienced in a road car. More power and less weight than the McLaren Senna combined with exposure to the elements provides a unique sensory experience. But to use it properly, you need a track. Although I was told that the Elva is track-capable but not track-optimised like the Senna, I actually preferred it. Because it has relatively little downforce, you don’t get the sense ever present in the Senna that the limitations of its street tyres are holding it back. It just joyously attacks the circuit, sounding better than any McLaren since the F1 as it does so. There’s a playfulness, a wonderful balance and that sense of it being hardwired into your thoughts

that you get only with really light, beautifully set up cars. And it makes straights simply vanish – even at Goodwood, where the main one is quite long. Emerge from Lavant, let it rip, gear, gear, pause, gear, BRAKE! It feels like that. It might not sound that vast a compliment to pay a car costing this much, but its feel is that of the bestsorted Caterham Seven you could imagine, turned up until the dial comes off in your hand. And I know some will now ask why one wouldn’t then save £1.4 million by buying a Caterham, or an Ariel Atom, or any other similarly impractical sports car. But to those who do buy an Elva for its look, its exclusivity and its name, the answer is that it’s not a calculation it would occur to them to make. I know some will still sneer at its impracticality and price and jump to probably accurate conclusions about its abbreviated production run, and I get that. But it would be a shame were that to obscure what is also the truth about the Elva, and an important one at that: this is the most fun car that McLaren Automotive has produced in its 10 years to date – which, for the maker of the Senna, P1 and all those LTs, is quite a back catalogue to beat. ANDREW FRANKEL

McLAREN ELVA Hideously impractical and expensive but one of the most rewarding and hardcore driving machines ever built

AAAAB Price Engine

£1,425,000 V8, 3994cc, twinturbocharged, petrol Power 804bhp at 7500rpm Torque 590lb ft at 5500rpm Gearbox 7-spd dual-clutch automatic Kerb weight 1269kg 0-62mph 2.8sec Top speed 203mph Economy na CO2, tax band na RIVALS Aston Martin V12 Speedster, Ferrari Monza SP2

26 AUTOCAR.CO.UK 26 MAY 2021

FIRST DRIVES

TESTER’S NOTE Don’t fret if you’re worried about the electric door opening on the new 500. There’s a mechanical release on each door as well. PW

TESTED 20.5.21, CAMBRIDGESHIRE ON SALE NOW

FIAT 500 ELECTRIC How does the new-era Italian city car fare on UK roads in entry-level, £20k spec? n an era when you can get illuminated belt buckles on a car (take a bow, the Mercedes-Benz S-Class), the new Fiat 500 electric does without a radio. Let that sink in for a moment. In Action trim, the base level admittedly, you have to plug your phone in to listen to any music. Fiat isn’t the first to tap into this, but for a car so focused on style and youthful appeal, it says something of where we might be heading in the future. This is the entry-level new 500 Electric, with a 94bhp single electric motor powering the front wheels. There is a floor-mounted 23.8kWh battery, giving a total range of 118 miles, 0-62mph in 9.5sec and a top speed of 84mph. Charge times are from as little as 30 minutes, if you hook up to a 50kW DC charger, while a 7kW home charger will do it in six hours. There are three drive modes to choose from, all operated by a simple toggle switch. Normal does what it implies, as does Range, and Sherpa is a get-you-home-at-all-costs mode, trimming top speed to eke out the maximum range.

There is also a 42kWh version, which gives a total range of 199 miles (driven, 2 December 2020). For the time being, the car has a platform available on only the electric 500, but you get the feeling that it won’t be long before Stellantis looks to get it working across more cars and brands under its corporate umbrella. Interestingly, the combustionpowered 500, based on the old 500 but now with mild-hybrid options, will continue to be sold. Fiat hasn’t put an end date on that car yet. The interior is a lesson in simplicity, especially in Action spec. The single rounded dial keeps information to a bare minimum – speed, energy flow, range – and the radio/sat-nav is your phone, complete with dashboard-mounted cradle. Thankfully, there are still physical buttons. The ‘radio’ volume is a rotary knob down by your knee and the air-con controls all lie midway up the dash. It goes to show that switches don’t necessarily create a messy interior. In a very Fiat sign-off, there are some nice interior design touches, such as the Turin skyline silhouetted

on the dash cubby, and the old Fiat 500 outline sketch within the door handles. A bit clichéd, perhaps, but the pièce de résistance lies in the first 12mph of any journey. The car plays some classical music, audible to both the cabin occupants and pedestrians – Amarcord by Nino Rota, for the classicists among you. A nice thought, but quite what it will sound like on a wet day in Tyneside is anyone’s guess. Still, it’s a point of difference and one that does genuinely make you smile. As does the rest of the car. With just 94bhp, this is no pocket rocket, but it’s a light-hearted car to drive. The body roll is well controlled, so you can fling it through corners much faster than you’d expect. The steering is entirely dead but it’s precise and doesn’t suffer any kickback through mid-corner bumps. Obviously, a B-road thrashing isn’t the point of the 500 Electric. But it’s nice to know that if you do get a section of open road, it can be a rewarding car. The actual point of the 500 Electric is short, urban hops, and for that it’s perfect. Equally, though,

if your commute includes a section of motorway, the 500 Electric is up to the task. Despite the 84mph top speed, it’s perfectly capable of zipping along at 70mph. What impressed was how well damped it was: the suspension is well set up for UK roads. The damping and suspension control is generally very good, absorbing most imperfections easily and generally flowing across the Tarmac smoothly. As ever, a verdict comes down to what you need your vehicle for. If you need to do more miles, then this version isn’t for you. But as a short-hop commuter car, there are few better options. To me, it feels like this is the perfect application for an electric car – small, (relatively) lightweight and usable. PIERS WARD

@piers_ward

FIAT 500 ELECTRIC ACTION Base-level car doesn’t redefine the sector, but it’s a welcome addition nonetheless. Especially at this price

AAAAC Price Engine Power Torque Gearbox Kerb weight 0-62mph Top speed Battery

It’s a fun, dynamically sorted car and the cabin mixes design flair with easy usability; note phone cradle instead of radio

£20,495 (after gov’t grant) AC synchronous motor 94bhp 162lb ft 1-spd automatic 1255kg 9.5sec 84mph 23.8kWh (gross), 21.3kWh (usable), lithium ion Range 118 miles CO2, tax band 0g/km, 1% RIVALS Honda E 100kW, Mini Electric

26 MAY 2021 AUTOCAR.CO.UK 27

ROAD TEST

PHOTOGRAPHY OLGUN KORDAL

No 5525

Citroën C4

French ﬁrm’s new, comfort-ﬁrst family hatchback has echoes of a 1970s great M O D E L T E S T E D P U R E T E C H 130 S H I N E P L U S AU T O Price £26,605

Power 129bhp

28 AUTOCAR.CO.UK 26 MAY 2021

Torque 169lb ft

0-60mph 9.5sec

30-70mph in fourth na

Fuel economy 40.9mpg

CO2 emissions 131g/km

70-0mph 45.4m

ROAD TEST fter a short hiatus, the Citroën C4 is back. The third modern midsized family hatchback with that particular model identity, this car is claimed to pick up on the long tradition of innovation in the hatchback segment by the French marque. So is it really that innovative? You’ll need a pretty long memory to recall a genuinely groundbreaking Citroën family hatchback. It’s 50 years since the critically acclaimed GS won European Car of the Year in 1971, a gong that Citroën has won only twice since. The BX, ZX and Xsara that came later had plenty of fans throughout the following decades, but it’s definitely the aura of the GS that Citroën is now referencing with a new C4 that puts comfort and efficiency first. This is a car that has been inspired by its customers, says Citroën. An amalgam of typical hatchback and compact SUV design, it’s claimed to have a bold, high-rising but tapering outline; a roomy, versatile and relaxing interior; and plenty of options for individual customer configurability. It sounds very much like a smart, affordable, alternative family car perfectly fine-tuned for our current market tastes. As such, you can buy this car as an all-electric ë-C4 (with up to 217 miles of range) or with a petrol or diesel engine, as with several of the C4’s Stellantis group relatives. But from its outward appearance to its interior, and even its suspension specification, this car sets out to go its own way and offers things that rivals don’t. Read on to find out exactly how far that may take it in a family hatchback market bursting at the seams with box-fresh models.

DESIGN AND ENGINEERING

AAAAC

We like z It proves that alternative needn’t mean weird; it can be real-world z It’s well priced and pretty well equipped

We don’t like z Greater passenger accommodation would better complete the pragmatic positioning z Ride isn’t comfortable enough to justify other dynamic compromises

Citroën isn’t short of iconic cars on which it might base a modern ‘retro’ car design, but resisting the impulse as it has for so long is a real compliment to the leadership of its design team. And it continues to resist. This car isn’t some doe-eyed pastiche of a 1970s classic, but rather something genuinely interesting and unusual in a fairly homogenised hatchback class. It’s alternative but cohesive; rich in visual intrigue, but not fussy or overwrought. A raised ride height, high bonnet and beltlines and plenty of chunky plastic cladding around the wheel arches and sills give the C4 much of the presence of a compact SUV. It has the large, bold features to match: the big Y-shaped headlights, for example, and the scallops in the bonnet. If the frontal styling looks odd to begin with, that could be because Citroën has been opting, for a while, to construct the ‘faces’ of its cars from their slim grille and LED daytimerunning light strips rather than from their headlights (which so typically stand in for the eyes of any car). The C4’s headlights sit low and look a little awkward at first, but as you get

Range at a glance ENGINES

POWER

1.2T 100 Sense 99bhp 1.5 BlueHDI Sense 108bhp 1.2T 130 Sense Plus 129bhp 1.5 BlueHDI Sense Plus auto 129bhp 1.2T 155 Shine auto 153bhp ë-C4 Sense Plus 134bhp *After £2500 government grant

FROM

£21,010 £22,760 £23,010 £26,060 £26,410 £30,895*

TRANSMISSIONS 6-spd manual 8-spd automatic (standard 1.5 BlueHDI 130, 1.2T 155; £1400 option 1.2T 130) 1-spd automatic (standard ë-C4)

z This narrow-section 18in alloy wheel ‘Aeroblade’ design features on all combustion-engined C4s, the gaps between the spokes being filled in with plastic inserts that look a bit cheap. If they’re so aerodynamic, why not fit them to the ë-C4 as well?

The C4 comes with a choice of four trim levels and six engines (if you count the battery-electric ë-C4 among the latter), with automatic transmission either standard fit or optional on four out of the six. Entry-level Sense models get digital instruments and a 10.0in infotainment system with smartphone mirroring. From there on up, there are Sense Plus, Shine and Shine Plus versions.

used to them, you ascribe them less prominence. At the rear, meanwhile, the long aerodynamic-looking roof and the angular spoiler are redolent of the Robert Opron-designed GS, but not in a forced or contrived way. The C4 uses a mix of the relatively simple and the new in its chassis and suspension. It is based on Stellantis’s Common Module Platform. It’s typically used for slightly smaller, B-segment cars – but then the C4 Cactus before it did the same thing, no doubt achieving a little cost-saving and better economies of scale for its maker. In this case, adoption of that platform has also allowed for there to be an all-electric version. (Had Citroën chosen the more expensive Efficient Modular Platform of the C4 Picasso and C5 Aircross instead, it would have been limited to a plug-in hybrid.) The decision has little impact on mechanical layout or suspension configuration: combustion-engined C4s use front-, transverse-mounted three- and four-cylinder powerplants that drive the front wheels, and they have strut-type suspension at the front and a torsion beam at the rear, just as they otherwise probably would. But the detail of the car’s rolling chassis specification is where it diverts from the hatchback norm. The car runs long enough springs to provide more than ◊

z Car’s face comprises a slim doublechevron grille that extends into Y-shaped daytime-running lights. The big headlights have a decidedly secondary prominence in defining the car’s visual identity.

z Scalloping is used in places to visually break up the bodywork surfaces, most notably on the bonnet, whose symmetrical design makes it look a little less as if it had been sat on by some large herbivore.

z C4’s various rhomboid details are the first styling nods to the 1971 Citroën GS; and this long sloping bootlid, with the spoiler on its trailing edge, is the second. Aerodynamic, too. We liked it.

The 1970s GS is the C4’s spiritual forebear 26 MAY 2021 AUTOCAR.CO.UK 29

Weights and measures

4 10

x ma

68 0m m

m 0m

3801280 litres

Kerb weight: 1278kg 2670mm

880mm

1525mm

990m m

920m m

max

DIMENSIONS

810mm

4360mm

z Seats are medium high, quite broad and fairly soft but lack much lateral support. Driving position is a bit short on range for telescoping steering column adjustment.

PA R K I N G Typical garage height

Typical parking space width (2400mm)

2105mm

Typical leg room 680mm

z Sloping roofline makes second-row head room a little tight for taller adults. Our test car had USB 2.0 and USB-C charging ports back here, but only one of each.

2035mm (with mirrors) 3590mm

W H E E L A N D P E DA L ALI G N M E NT The pedal positioning is fine, although the slightly raised position of the brake relative to the accelerator may irk some. The steering column is a little short of telescopic adjustment.

20mm 150mm Width 1000-1190mm

Height 520-730mm

H E AD LI G HTS LED headlights with static cornering function are standard, with auto highbeam functionality added with mid-spec Shine trim. Summer conditions afforded no opportunity to test them.

Δ 150mm of ground clearance (a lot for a standard hatchback) and to make room for 18in wheels that are standard across the range and wrapped with unconventionally sized 195-section, 60-profile tyres, which have been chosen with efficiency and ride comfort in mind. Meanwhile, Citroën’s Progressive Hydraulic Cushion fluid-filled suspension mountings feature on the compression and rebound ‘ends’ of the front struts, and on the compression side of those at the rear. Combustion engine choice extends from 99bhp up to 153bhp turbocharged 1.2-litre three-pot petrols and includes 109bhp and 129bhp 1.5-litre four-pot diesels. Our test car was a mid-range 129bhp

30 AUTOCAR.CO.UK 26 MAY 2021

Length 720-1570mm

Centre

1.2-litre Puretech turbo petrol with an eight-speed automatic gearbox.

INTERIOR

AAABC

Citroën’s comfort-led positioning of this car makes for a medium-high driving position, and a slightly flat but broad seat that’s claimed to offer more foam padding than is typical of a regular hatchback. It’s only moderately comfortable, though, and, as well as broad, it’s quite flat: easy to slide onto but with limited lateral support. It’s a little short in the cushion, too, and lacks cushion-angle adjustment or much in the way of lumbar support. (A more adjustable seat is offered as an option.) Available space around the driver

z Boot is only averagely sized for the hatchback class. Adjustable floor height, ski hatch and 60:40 (rather than 40:60) split seats are all welcome.

is about average. Citroën claims class-leading rear knee room, but we suspect this must be qualified with the front seats slid all the way forwards because, with the driver’s seat set for a typical adult, secondrow accommodation levels are only average, with rear head room actually being a little bit mean for full-sized adults. Boot space below the parcel shelf is 380 litres: another quite average showing. This is, of course, a pretty compact car for the European C-segment, but it’s unlikely to be one you’ll be drawn to for its practicality. The instrument and infotainment layout is unconventional, but it doesn’t lack clarity and it isn’t made hard to interact with. Ahead

of the driver is a smallish digital instrument screen that provides a very simple digital speedometer but little else at much scale. (One display mode dials up a rev counter of a sort, but it’s only small.) Our test car’s head-up display, projected on a separate pop-up screen rather than the windscreen, adds some useful extra information, but options to configure both displays are limited. To the left of the primary controls is a good-sized infotainment system with some physical controls to aid usability. There are also tactile and materially appealing physical controls for heating and ventilation. The car’s standard on material fit and finish is a bit mixed and the cabin isn’t free from harder, rougher ◊

ROAD TEST

z C4’s centre stack makes quite a classy first impression and includes physical heating and ventilation controls with an inviting metallic feel.

z Storage options here are well thought out. Grippy pad in the main cubby hinges up to reveal a deeper tray. Wireless charging pad above it is for Shine Plus only.

z Smart Pad Support system consists of a holder and a storage drawer for your tablet PC, and a cradle ahead of the front passenger to lock it into.

Multimedia system

AAABC

All C4s come with digital instruments and a 10.0in touchscreen infotainment system that brings with it smartphone mirroring for Apple and Android phones via a wired USB-C link. All models but the entry grade also come with a head-up display, an extra USB charging port and a factory navigation system whose data services come subject to subscription. Our test car’s rangetopping trim includes Citroën’s eight-speaker audio system (up from six as standard) and extra USB charging ports for back-seat passengers. Citroën’s touchscreen set-up has a physical volume knob and a home button, which make it usable enough at a basic level, but it could do with a few more because finding some functions can be distracting. The factory navigation mapping is simple but clear, its directions are easy to follow and you can set destinations in spoken fashion at the first time of asking.

26 MAY 2021 AUTOCAR.CO.UK 31

` When you consider what it comes with, it offers plenty for the money

Δ mouldings. The use of chrome effectively conjures a little bit of an upmarket air, though. The cabin also offers some really useful storage spaces and solutions, such as the Smart Pad Support system. This is a sliding storage tray for a full-sized tablet PC that slides out from the dashboard in front of the front passenger. It contains a case that slots into a cradle immediately above the tray, which has inserts to suit any number of touchscreen devices, as well as a covering screen filter that prevents the device from distracting the driver.

PERFORMANCE

AAABC

You might not expect a car as compact as the C4 to have much of the laid-back, long-striding rolling character of a classic big Citroën, but even when armed with only a mid-range 1.2-litre petrol engine,

it manages some. The eight-speed automatic gearbox feels like it’s geared just a little on the long side, to the benefit of cruising economy and refinement rather than acceleration and responsiveness. Even so, the car makes respectable progress thanks to the 169lb ft of torque that the engine provides. While there are clearly faster hatchbacks your money could buy, this one avoids feeling slow. It does so, at least, provided you avoid using Eco driving mode, which dulls the engine response quite markedly and also makes it very reluctant to downshift at all, and very keen to shift up. The mode is useful only if you want to explore the outer limits of the car’s potential for economy on a long, quiet cruise. We selected it during our touring economy testing (indicative of a UK-typical 70mph motorway cruise) and we were impressed with the 56.4mpg that resulted.

But the penalties that it imposes on drivability will mean most drivers avoid it in daily running. In Normal and Sport modes, the gearbox shifts a lot more intuitively. There’s no kickdown switch at the bottom end of the accelerator pedal’s travel – and, just as we discovered recently in the related Vauxhall Mokka, there’s no way to select a gear manually and to be sure that the car will hold that gear under maximum load, which is an annoyance at times. Thankfully, it doesn’t hunt around too much for a ratio when you apply some power. Shifts come slightly lazily and not always as smoothly as they probably should, but decisively enough. And just as in other applications, the little Puretech turbo engine works away industriously and affably. It’s a little ill-mannered when cold and also when revving hard, but it settles down nicely when cruising.

H A N D L I N G A N D S TA B I L I T Y

AABCC

The C4 can be a curious and quite strange car to drive, or a more competent and inoffensive one, depending on where it’s operating. In an attempt to make it easy to operate around town and to engineer in some extra-relaxing urban comfort, Citroën has tuned the power steering (quite gently geared anyway, at 2.8 turns between locks, and commanding a 10.9m turning circle, which is pretty large for a smallish car) to feel really light around town and at low speed. It requires very little physical effort when manoeuvring, but also gives you very little to push against when you’re sweeping around a traffic island or changing lanes on the gyratory, making the car feel unusually flighty. It’s all the harder to become used to because above 30mph much of the

z Enthusiasts should look away now: the C4 is dynamically happiest on a B-road at a temperate 45-55mph amble, where its steering and suspension seem to respond best.

32 AUTOCAR.CO.UK 26 MAY 2021

ROAD TEST Assisted driving notes AAACC Citroën’s trim name for the basic C4 – Sense – hasn’t been chosen by chance. Active safety is intended to be one of this car’s key differentiators, and even entry-level cars get a radar-based autonomous emergency braking (AEB) system, a speed limit recognition system and a driver monitoring system. If you want a fully up-to-date camera-based AEB system that will work at night and detect cyclists and pedestrians, though, you will need a Shine-spec car; while Citroën’s Highway Driver Assist system (which combines adaptive cruise with a lane-keeping aid) is the preserve of range-topping Shine Plus. Highway Driver Assist is a bit flaky, dropping in and out with inconsistent lane markings; and since it requires only a dead hand on the wheel to work and doesn’t always keep you engaged on the motorway, that can be problematic. The speed limit recognition system shows the current limit in the head-up display but won’t adjust the car’s speed automatically.

weight that the steering has been missing duly materialises. At an unhurried 45-55mph cross-country potter, the car is much easier to place. It can roll and loll a little on a B-road even at this speed, but it generally goes where you expect it to and keeps control of its body. Go faster and the car’s gathering long-wave body movement gets unsettling; and it clearly doesn’t have the dynamic versatility of the class’s really well-rounded dynamic operators. Choose your speed carefully and, out of town at least, the C4 can be agreeable enough, then. It doesn’t respond receptively to being hurried, and those relatively skinny tyres don’t produce much outright lateral grip when you do, although the car’s electronic stability control acts pretty subtly, and effectively, to counteract understeer when it inevitably presents, so the C4 remains stable in most circumstances. But it’s not a

A U T O M AT I C E M E R G E N CY BRAKING z Does the system seem prone to false activation? ✗ z Can it be deactivated? ✓ z Does it have pedestrian/cyclist detection? ✓ L A N E K E E P I N G A S S I S TA N C E z Is the system tuned to keep the driver engaged at all times? ✗ z Is it adjustable for sensitivity? ✗ z Does it allow you to drive around a pothole/obstacle within your lane easily and without deactivation? ✓ INTELLIGENT CRUISE CONTROL z Can the system consistently recognise and automatically adopt motorway gantry-signed variable speed limits? ✗ z Does it prevent undertaking? ✓ z Does it have effective audible or visual alerts, or steering intervention, to prevent changing lanes into the path of an overtaking car? ✓

car to easily take to, to gel with, or to enjoy driving in anything more than a fairly disinterested way.

C O M F O R T A N D I S O L AT I O N

AAABC

Much of the success of this car’s positioning rests on its refinement; and it is a quiet-operating car in objectively measurable terms, when the surface is smooth. Tested in comparable conditions, our test car proved 1dB quieter than an equivalent Volkswagen Golf 1.5 e-TSI at both 30mph and 50mph, and 2dB quieter at idle and 70mph. Those skinny wheels and tyres and the hydraulic mountings in the suspension will have made sizeable contributions to that, as will the aerodynamic body design. The car doesn’t feel particularly calm or especially comfortable in subjective terms, though. There’s an agreeable lope and float about the

ride over longer-wave undulations taken at just the right speed (namely, that 45-55mph cross-country gait). But there’s not quite enough rubber-footed isolation about the secondary ride to complement that sense of glide to really set this car’s ride up for glowing praise. The axles clump and reverberate a little over sharp ridges and drain covers in a way you just don’t expect them to with that suspension specification, while at greater speeds body control can deteriorate to a point where you certainly wouldn’t call what results comfortable.

BUYING AND OWNING

AAAAC

The C4 offers pretty obvious value for money as a family hatchback. The entry-level 99bhp Sense version is more than £1000 cheaper than a bottom-end Ford Focus and is cheaper than an equivalent Renault

Mégane by a similar margin. One or two rivals are cheaper still, but when you consider that this car comes with 18in wheels, a widescreen infotainment system, a basic autonomous emergency braking system and curtain airbags for both rows of passengers, it offers plenty for the money. Our test car was £1000 to £2500 cheaper than most of its upper-trim-level rivals when corrected for equipment, if not for power output. This car’s potential for better than 55mpg on longer runs might well appeal to some and, thanks to the generous-for-a-hatchback 50-litre tank, it would make for a range of more than 600 miles between fills. Insurance won’t be particularly cheap by volume-selling hatchback class standards, though, starting at a group 13 classification (some rivals go below group 10) and rising to group 22 for high-end trims. ◊

AC C E L E R AT I O N Citroën C4 Puretech 130 Shine Plus Auto (11deg C, dry) Standing quarter mile 17.3sec at 82.4mph, standing km 31.4sec at 105.3mph, 30-70mph 9.2sec, 30-70mph in fourth na 30mph

3.4s

40mph

60mph

50mph

5.0s

70mph

9.5s

7.1s

80mph

12.5s

100mph

90mph

16.3s

10s

110mph

37.6s

27.0s

20.9s 20s

30s

BMW 118i M Sport Auto (2019, 14deg C, dry) Standing quarter mile 16.7sec at 85.1mph, standing km 30.3sec at 107.3mph, 30-70mph 7.9sec, 30-70mph in fourth 11.5sec 30mph 40mph

3.0s 4.3s

50mph

6.0s

60mph

8.2s

70mph

10.9s

80mph

100mph

90mph

14.3s

10s

110mph

33.1s

24.2s

18.7s

20s

30s

B R A K I N G 60-0mph: 2.71sec Citroën C4 Puretech 130 Shine Plus Auto (11deg C, dry) 30mph-0

50mph-0

8.3m 0

70mph-0

22.6m 10m

20m

45.4m 30m

40m

BMW 118i M Sport Auto (2019, 14deg C, dry) 30mph-0

50mph-0

8.6m 0

70mph-0

23.8m 10m

20m

46.6m 30m

40m

26 MAY 2021 AUTOCAR.CO.UK 33

Data log CITROEN C4 PURETECH 13 0 S H I N E P L U S AU T O On-the-road price Price as tested Value after 3yrs/36k miles Contract hire pcm Cost per mile Insurance

£26,605 £27,200 £11,300 na na 20/£595

TYPICAL PCP QUOTE

50 litres

3 years/36,000 miles, 15% deposit £383 Citroën will contribute £800 to your personal finance deal on a C4 at the moment, and the 2.9% APR interest rate it’s offering isn’t bad value. Drive another discount out of your local dealer and you could probably secure a nicely specced car for under £350 a month.

EQUIPMENT CHECKLIST T E C H N I C A L L AYO U T Adoption of the CMP platform typically reserved for superminis (which delivers the C4’s battery-electric derivative) means a torsion beam rear suspension configuration, as well as a class-typical front, transverse engine/front-wheel drive architecture. Hydraulic suspension mountings feature on both axles. Weight distribution of our test car was 62:38, front to rear.

ENGINE

POWER & TORQUE

Installation

£150

200

ECONOMY 200

169lb ft at 1750-2500rpm 129bhp at 5500rpm

150

Power output (bhp)

£545 £50 £800 £100 £300

Front, transverse, front-wheel drive Type 3 cyls in line, 1199cc, turbocharged, petrol Made of Aluminium block and head Bore/stroke 75.0mm/90.5mm Compression ratio 10.5:1 Valve gear 4 per cyl Power 129bhp at 5500rpm Torque 169lb ft at 1750-2500rpm Redline 6000rpm Power to weight 101bhp per tonne Torque to weight 132lb ft per tonne Specific output 108bhp per litre

150

100

0 0

Engine (rpm) 2000 4000 6000

8000

TEST MPG

Track Touring Average

19.0mpg 56.4mpg 40.9mpg

CLAIMED

Low Mid High Extra high Combined

39.8mpg 49.2mpg 59.1mpg 49.2mpg 50.2mpg

Tank size Test range

50 litres 450 miles

Torque (lb ft)

18in ‘Aeroblade’ alloy wheels Front, side and curtain airbags Keyless entry and start 10.0in touchscreen infotainment system with Apple and Android smartphone mirroring, voice recognition, Bluetooth and USB-C connectivity, eight speakers Wireless smartphone charging (Qi) Heated leather-effect front seats Adaptive cruise control Reversing camera LED headlights with auto high beam Citroën Smart Pad Support cradle Metallic paint, Cumulus Grey Heated steering wheel Sunroof Smart Pad insert, iPad/Galaxy tablet ConnectedCam integrated dashcam Four-way electric driver’s seat with extra adjustment and massage function Options in bold fitted to test car = Standard na = not available

E M I S S I O N S & TA X CO2 emissions Tax at 20/40% pcm

131g/km £129/£257

C H A S S I S & B O DY

TRANSMISSION

BRAKES

SAFET Y

Construction Weight/as tested Drag coefficient Wheels Tyres

Type 8-spd automatic Ratios/mph per 1000rpm 1st 5.07/4.9 2nd 2.97/8.4 3rd 1.95/12.8 4th 1.47/17.0 5th 1.23/20.3 6th 1.00/25.0 7th 0.81/30.8 8th 0.67/37.3 Final drive ratio 3.24:1

Front 302mm ventilated discs Rear 249mm solid discs Anti-lock Standard, with brake assist Handbrake type Electronic, switch Handbrake location Left of centre console

ABS, ESP, HSA, AEB, FCW, Speed Limit Recognition, LDW Euro NCAP crash rating Not tested

SUSPENSION Front MacPherson struts, coil springs, hydraulic mounts, anti-roll bar Rear Torsion beam, coil springs, hydraulic mounts

AC C E L E R AT I O N MPH 0-30 0-40 0-50 0-60 0-70 0-80 0-90 0-100 0-110 0-120 0-130 0-140 0-150 0-160

TIME (sec) 3.4 5.0 7.1 9.5 12.5 16.3 20.9 27.0 37.6 – – – – –

AC C E L E R AT I O N IN KICKDOWN mph 20-40 30-50 40-60 50-70 60-80 70-90 80-100 90-110 100-120 120-140 140-160 160-180 180-200

TIME (sec) 3.1 3.7 4.5 5.5 6.8 8.5 10.8 16.6 – – – – –

THE SMALL PRINT Power-to-weight and torque-to-weight figures are calculated using manufacturer’s claimed kerb weight. © 2021, Haymarket Media Group Ltd. Test results may not be reproduced without editor’s written permission. For information on the C4, contact Citroën UK Customer Services, Pinley House, 2 Sunbeam Way, Coventry, CV3 1ND (0800 093 9393, citroen.co.uk). Cost-per-mile figures calculated over three years/36,000 miles, including depreciation and maintenance but not insurance; Lex Autolease (0800 389 3690). Insurance quote covers 35-year-old professional male with clean licence and full no-claims bonus living in Swindon; quote from Liverpool Victoria (0800 066 5161, lv.com). Contract hire figure based on a three-year lease/36,000-mile contract including maintenance; Wessex Fleet Solutions (01722 322888).

34 AUTOCAR.CO.UK 26 MAY 2021

CABIN NOISE STEERING Type Electromechanical, rack and pinion Turns lock to lock 2.8 Turning circle 10.9m

MAX SPEEDS IN GEAR

1 2 3 4 5 6 7 8

30mph 6000rpm 50mph 6000rpm 77mph 6000rpm 102mph 6000rpm 122mph 6000rpm 130mph 5204rpm 130mph 4215rpm 130mph* 3487rpm * claimed

RPM in 8th at 70/80mph = 1878/2146

Idle 40dB Max rpm in 4th gear 78dB 30mph 59dB 50mph 63dB 70mph 66dB

R E S I D UA L S 30 25

Kia Ceed 1.5 T-GDi GT-Line DCT

20 Value (£1000s)

Spare

Steel monocoque 1278kg/1320kg na 6.5Jx18in 195/60 R18 96H, Michelin e-Primacy None (mobility kit)

Citroën C4 Puretech 130 Shine Plus Auto

15 10 5

Ford Focus 1.0 Ecoboost 125 Titanium X Edition Auto

0 New

1 year

2 years

3 years

4 years

z Residuals are no selling point but not awful: CAP expects C4 to get parity with a Kia Ceed and to shade a Ford Focus.

R OA D T E S T N o 5 525

Read all of our road tests autocar.co.uk

ROAD TEST Testers’ notes MATT SAUNDERS The way that backlighting is used to make the C4’s instrument screen appear to float in front of the fascia is strangely attractive. It’s only a little touch, but it makes a big difference because you look at it so often. RICHARD LANE I’d like to think there are route nationale roads in wide-openspace France that the C4’s suspension works on really well, but it might be wishful thinking. On craggier and less gently undulating UK B-roads, you have to adopt a gentle pace to get a flavour of it, and it’s not much of a reward. Shame.

VERDICT

AAACC

Has rational and irrational appeal but lacks a fine-tuned execution Spec advice itroën’s third-generation modern C4 is a car in which the sensible is blended with the unusual in several intriguing ways. Although it’s not a particularly practical mid-sized hatchback in outright terms, it is quite well priced and well equipped and has some useful features that promise to make it agreeable to live with. There’s a certain relaxing, efficient, long-striding classic Citroën vibe about the car’s character, too, but here, the real pity is that the C4 doesn’t better deliver on its potential. Although reﬁned in quite particular ways and circumstances, the car’s comfort and isolation levels disappoint at other times; and so many of the tactics that Citroën uses in an attempt to make it more easy to drive just make it less dynamically versatile and intuitive in a broader sense. The car’s value positioning and its alternative but pragmatic take on modern, safety- and convenience-ﬁrst family motoring ought to make it stand out from rivals as plainly as the imaginative styling. It may not leave interested drivers wanting more, but we can’t help wondering, with more careful dynamic tuning, what might have been.

R OA D TEST R I VA L S

Have a Puretech 130 auto in Sense Plus trim, which has all the equipment you really need. It’ll look really fresh in Caramel Brown metallic (£545) and be yours for less than £25k before haggling.

Jobs for the facelift z Keep on tuning that ride. It ought to be really comfortable – and quieter – over a broader range of speeds and surfaces. z Better reconcile the steering effort levels across low- and highspeed ranges. z Some extra shape may actually make the front seats more comfortable.

Verdicts on every new car, p74

VOLKSWAGEN GOLF 1.5 E-TSI STYLE DSG Mix of space, easy performance and drivability, comfort, tech and desirability is unbeatable. AAAAC

FORD FOCUS 1.0 ECOBOOST 125 TITANIUM X EDITION AUTO Has the class sewn up for driver appeal. Roomy, well equipped. No mild-hybrid auto, though. AAAAC

SKODA OCTAVIA 1.5 TSI E-TEC SE L DSG Super-practical, comfortable Skoda is the class’s standout metal-for-the-money act. AAABC

MAZDA 3 2.0 E-SKYACTIV G GT SPORT More effete and handsome than the hatchback norm. Refined, classy inside, handles sweetly. AAABC

KIA CEED 1.5 T-GDi GT-LINE DCT Has come a long way from its bargain-bucket days. Looks good, drives well, offers plenty. AAABC

Price Power, torque 0-62mph, top speed CO2, economy

£27,440 128bhp, 148lb ft 9.4sec, 132mph 127g/km, 50.5mpg

£26,345 123bhp, 148lb ft 11.1sec, 121mph 139g/km, 46.3mpg

£27,365 148bhp, 184lb ft 8.5sec, 143mph 121g/km, 53.2mpg

£27,345 121bhp, 157lb ft 10.8sec, 122mph 127g/km, 46.3mpg

£25,325 158bhp, 187lb ft 8.3sec, 130mph na

26 MAY 2021 AUTOCAR.CO.UK 35

GOING THE EXTRA MILE

Toyota’s uber-efficient petrol-electric pioneer was a technical tour de force. Richard Lane hails the Mk1 Prius and two other hypermiling hybrid heroes PHOTOGRAPHY OLGUN KORDAL

36 AUTOCAR.CO.UK 26 MAY 2021

PIONEERING HYBRIDS COMPARISON hen Ferdinand Piëch drove from Wolfsburg to Hamburg one April morning back in 2002, he did only what so many business types in the region still do every day. The normality of his 140-mile journey was reinforced by the weather (cold, rainy) and his old-school attire (flat cap, checked scarf). He didn’t listen to the radio, because there wasn’t one. With just 8.5bhp at his disposal, neither did he do much overtaking. Bobbing along in the autobahn flow, Piëch simply drove his car for three hours in order to get from company headquarters to an important shareholder event. All quite typical, for a certain sort.

Except, of course, there was nothing typical about this particular journey. Sixty-five years old and soon obliged to retire, as per corporate policy, Piëch was the brilliant but often callous chairman of the supervisory board for Volkswagen. The event was the 42nd annual general meeting of this ambitious company. And between setting off and reaching the five-star Hotel Vier Jahreszeiten, the ‘car’ drip-fed just 2.1 litres of diesel into its toastersized 299cc engine for an average consumption of 317mpg – or less than one litre per 100km. It was the one-litre barrier that meant everything to Piëch and became an absurdly expensive

obsession for Volkswagen over the next decade. How could it achieve such economy in something fully homologated for road use? How, in other words, could it achieve it with something that didn’t rely on a Spitfire seating arrangement, that wasn’t so flimsy that it weighed just 290kg and that didn’t look like somebody had cack-handedly force-fed liquorice into an oversized sausage stuffer? The answer was the XL1, which even today, nine years after it was unveiled in Qatar, of all places, drops jaws like the top-secret black pudding Piëch burst out of that spring morning. With it, VW had essentially pushed the nuclear

button in the war for fuel-efficiency bragging rights. The XL1 was an ecological cousin to the boundarysmashing Bugatti Veyron, which had also been developed on Piëch’s watch, and took on the supercar’s philosophy, only applying it in another way. It cost £98,515 when it went on sale in 2014 and is without question the wildest ‘people’s car’ ever to wear numberplates. Here’s what it took: a full carbonfibre-reinforced plastic (CFRP) monocoque, magnesiumalloy wheels, carbon-ceramic brake discs, a titanium exhaust, polycarbonate Lamborghini Countach-style windows (with manual winders), CFRP-shell seats ◊

26 MAY 2021 AUTOCAR.CO.UK 37

Δ by Sparco, unassisted steering, a dual-clutch gearbox (with a bespoke magnesium casing), a flat underfloor and an engine set amidships. Even the delicate anti-roll bars were CFRP. If the 795kg XL1 had been a supercar, it would have been an unambiguously hardcore one. Tiny, too: the body is narrower than today’s Renault Clio and its highest point sits closer to the road than the airbox of an Ariel Atom. In fairness, the slimline release levers for the gullwing doors really are supercar-spec – borrowed from Lamborghini, which was yet another Piëch conquest, although acquired for Audi, not VW. Lastly, there was a tiny electric motor to help the 800cc two-cylinder turbodiesel along and give the XL1 around 50km of electric driving range. The result? A 313mpg hyper-hybrid. Around the same time that Piëch could have been mistaken for a farmer who had commandeered extraterrestrial transport, Toyota and Honda were plotting what to do next. Both had been in the economy game for several years, Toyota having invented the mass-market petrolelectric hybrid car as we know it and Honda then demonstrating just what hybrid technology was capable of when paired with innovations in low drag and lightweighting. Boy, had it been tough. Starting in 1994, at the behest of top-level Toyota executives determined to offer a true “21st-century car’ with twice the frugality of the contemporary Corolla saloon, the Prius project wasn’t simply uncharted in engineering terms but totally blind. “When it comes to developing ordinary passenger cars, many experienced, senior staff are too eager to offer advice… and stop younger engineers from doing something new,” Takeshi Uchiyamada told Nikkei Asia in 2015. “But with hybrid technology, nobody

knew what to do, so they couldn’t interfere. There was a lot of pressure, but that helped raise our morale.” What they devised was a system that used two electric motors: one to bolster engine output and act as a generator during braking, another to convert engine drive in electrical energy, govern the CVT and function as a starter motor, all marshalled by planetary gears in a power splitter, with engine speed controlled via the CVT. Considering the demonic level of complexity involved, the cheerful, almost child-like ‘Hybrid System’ graphic on the engine cover could reasonably be construed as expertlevel trolling by the marketing team.

Tapered body helps XL1 slip through the air like almost no other car

Mid-engined XL1 is one-fifth CFRP

Prius has a complex bi-motor set-up

Three-pot Insight touts VTEC and IMA

` In the right conditions, Insight owners can claw more than 650 miles from the 40-litre fuel tank a

Prius can’t get near Insight’s 83.1mpg – or its driving dynamics 38 AUTOCAR.CO.UK 26 MAY 2021

The scale of the task was hard to comprehend. Chief engineer Uchiyamada explained in the same interview that when work started, even the nickel-hydride battery cells could offer only half the required power output and had a defect rate “100 times [the] acceptable level”. And then, in 1995, perhaps unaware of the toll this project was taking on its staff, Toyota’s board moved the Prius launch date forward one year, to 1997 – a sick joke, because at this point, all that the engineers had to offer was a solitary prototype that had refused to move for 49 days. On day 50, the wind changed and the thing travelled 500 metres (then gave up), but the ‘Just in time for the 21st century’ tagline wasn’t mere advertising fluff. It was the sweat-drenched truth.

PIONEERING HYBRIDS COMPARISON

And the little Honda? It splits the difference between the XL1 and the Prius, if not in price (these cars can be bought cheaply today) then in concept. Sweet, isn’t The XL1’s side cameras aren’t the most intu itive it? And were it not for the presence of the XL1, this car would be the one reeling in eyeballs, not least because dwelling reference, Mercedes’ new electric on the artless lines of the Prius for too flagship, the mammoth EQS, now long isn’t actually very good for you. holds the production car record, with On the Insight, you will find those an effort of 0.19, although it’s far headline-making rear spats, the easier to get good aero on larger cars. 14in aluminium-alloy flying-saucer Dwell on the efficiency-or-bust wheels, an elegant glass tailgate two-seater for a moment longer and that forms an integral part of the you will begin to appreciate the scope Kamm tail and the pursed-lips grille, of the glasshouse, which gives the all of which contribute to the low interior an airy atmosphere more drag coefficient of 0.25, versus an soothing than that of the XL1. And ultra-low 0.18 figure for the XL1.For also, because of the tapered rear

bodywork, what could be categorised as box arches. Then there’s what you don’t see. It may be an econo-special, but the aluminium-bodied Insight is endowed with a 6000rpm VTEC engine, albeit one of just 995cc and three cylinders. The hybrid bit is the Integrated Control Assist (IMA), which takes the form of a 6cm-thick electric motor that slots between the engine and the bespoke five-speed gearbox, essentially forming the flywheel. Unlike the Prius and XL1, the Honda can’t move under the 25lb ft of its electric motor alone. The motor only assists, working most effectively in the lower portion of the rev range, where it acts like an

incredibly fast-spooling and very small turbocharger. The motor is not the only advanced part of this powertrain. The engine’s intake manifold and valve cover are made of plastic resin and the oil pan uses lightweight magnesium, which has the additional benefit of stiffening the block. An unusually strong air-fuel swirl created in the combustion chambers also allows this engine to run leaner than Mo Farah in gold-medal form and helped the Insight to an official 83.1mpg – at a time when Ford’s less potent 1.3-litre Fiesta managed half that. Top speed was pegged at 112mph, but the car was theoretically geared for 176mph, which along with the 835kg kerb weight (1100kg for the Fiesta) and slippery aero explains ◊

26 MAY 2021 AUTOCAR.CO.UK 39

` It isn’t fast and throttle response is imprecise, but there’s something of the Lotus Elise about the way it moves a

Of all the XL1 statistics, one best demonstrates just how effective the combination of extreme low weight and drag can be: just 8bhp is required to sustain a 62mph cruise. A modern mid-sized saloon would require around 35bhp to do the same.

Δ why, in the right conditions, owners can claw more than 650 miles from the 40-litre fuel tank. Or London to Berlin non-stop. Piëch would have been delighted at that, especially as the Insight had an entirely hospitable cabin, with all the mod-cons that you would have expected in 1999. Seeing all three cars together makes you contemplate just how much R&D spend it’s possible to cram into one New Forest car park. As our Matt Prior puts it, these cars were the future once, and that isn’t exactly an inexpensive genre with a guaranteed return on investment. It’s at this point we would usually ask the question: ‘Which one of these machines makes most sense?’ But the answer is obvious. The legacy of the idealistic Prius may today be tainted

40 AUTOCAR.CO.UK 26 MAY 2021

by the manner in which 99% of people today experience the car (summoned with ambivalence via smartphone, exhibiting questionable cabin aroma and with the crusty ride quality that speaks of Toyota was keen to show off Prius’s clev er tech shot dampers), but Toyota has sold more than six million examples across four generations and more than 70 million greenwashing. Only 250 were made, hybrids in total. When the Europeans and VW kept 20% of those for itself. were plugging diesel, Toyota went All said and done, the Insight and XL1 hybrid – and woah how that paid off. are footnotes in automotive history, By comparison, the Insight found while the Prius wrote its own chapter. 16,000 buyers before its successor Besides, an early Prius isn’t the caved in to commercial pressures and complete charm vacuum its exterior copied the four-door Prius template. suggests. The 1.5-litre Atkinson-cycle As for the XL1, it was only ever an engine in this 80,000-miler is loud engineering vanity project that, post- and hoarse, especially when held Dieselgate, whiffs ever so slightly of at 4000rpm during acceleration,

which happens in order to maximise efficiency while the CVT is left to adapt and increase road speed. The vast steering wheel (helm, really) is also unresponsive for too long after you decide its services are required, and the ride quality is, I’m afraid to say, very much Uber-spec. But the thickly padded velour chairs, which feel perched compared with those in the Insight and positively aerial after the buckets in the XL1, are superbly comfy. The Gameboy-like readout is delightful, the visibility panoramic and the whole thing generally infused with an easiness that appeals. Toyota was keenly aware of Japan’s ageing population when the Prius project

PIONEERING HYBRIDS COMPARISON XL1’s body is almost entirely smooth; note also the lack of a grille

W H AT I T ’ S L I K E L I V I N G W I T H A N X L1 Describing Jim Magill as the car world’s answer to Indiana Jones would be an exaggeration, although not an outrageous one. Twitter’s resident Panda supremo (the cars, not the bears) dedicates a portion of his time to securing rare-groove models for an American museum, which is how he came to ‘own’ an XL1 and use it as his daily driver for three months in 2018 – beginning with an epic trip home from Germany to Belfast, via Gdansk. It was in Poland that Magill first experienced the weapons-grade attention an XL1 commands. “I was coming into Warsaw with a guy in a Nissan Qashqai beside me, taking pictures,” he says, at that point barely into his stint as a hardcore hypermiler. “He didn’t realise there was a broken-down car half in the lane ahead of him and piled right into the back of it, firing French and Japanese plastic against the side of the XL1.” Cue an intense bodywork inspection at the next available opportunity. The tiny VW’s ability to hold the curiosity of anyone in the immediate vicinity never waned, but where it dramatically differed from supercars was in the nature of that curiosity, which was only ever positive. Less encouraging for anyone

entertaining the idea of buying an XL1 is the inconvenience of ownership. “It felt a bit like co-owning the car with VW,” says Magill, alluding as much to the short (but expensive) 3000-mile service intervals as to the fact that parts numbers for even trivial items such as the oil filter were kept secret from regular dealerships, obliging owners to do everything through the one dedicated service centre, in Milton Keynes. “It was like a prototype that had been let loose and that was never really yours.” The Michelin tyres are especially pricey, at around £800, and Magill can’t resist pointing out that at least with the Bugatti Veyron, also famous for its ludicrously dear rubber, “you’d feel you were getting some value for money”. Fair point. Electrical glitches and warning signs weren’t unusual, either, which was stressful, and the battery for the 12V circuit – a puny Ducati unit – would go flat easily. Magill says: “You’re buying a very nice ornament for your garage, not something you can drive [all the time]. You’re buying something people will go buck-mad for at car shows. A little bit more soundproofing, the ability to charge up from public fast chargers... that would have made it more usable.”

XL1 cabin is very tightly packaged, with Up-sourced dials; Prius cockpit is expansive

was born, and that comes through in the driving experience. This car makes an art form of pottering. More enduringly, when you consider that those innovative Toyota engineers were, by their own admission, still ironing out kinks in their Gordian driveline right up to the moment it went into production, the operation is slick. Amazingly slick, actually. The gear selector looks and feels like a railroad-switch lever, but yank the Prius into drive and it casts off under electric power and thereafter balances its energy sources with decent finesse. One of the motors will also recoup energy while coasting, but there’s no regenerative effect triggered by pushing the brake pedal like on modern hybrids. It means that ◊

Insight’s interior is bright and comfy; you could tour in this 26 MAY 2021 AUTOCAR.CO.UK 41

In profile, XL1 is the most ambitious in its aero, but the Insight isn’t too far behind

Insight seems a small car until you put it next to the truly tiny XL1 Δ pedal works uncorrupted and actually feels fantastic: precise and performance-car firm. Surprising. If that’s the only morsel of Prius that can be considered even vaguely sporting, the XL1 is quite different. In fact, it’s so inherently sports car ‘optimised’ that VW built a prototype with wider tracks, tyres that weren’t 115-section low-friction specials and the 187bhp V-Twin from a Ducati Panigale. That would have been good fun. As it is, the diesel-hybrid XL1, all 69bhp of it, is still in many ways deeply satisfying to drive. The ride is robust but the damping fluent at speed, and the combination of double wishbones at the front and that natural steering makes the car an excellent communicator. It isn’t fast and, even with 25bhp of electric power to call on, throttle response is imprecise, but there’s something of the Lotus Elise about the way it moves. In contrast to the effortless way in which it goes down a road, the driver gets a bit of a workout. The theoretical 313mpg economy potential comes at a price, though.

In true mid-engined fashion, the driving position in the XL1 is fiercely low-slung but with slightly offset pedals, on account of the wheel wells. The Insight goes without an adjustable steering column but has the sweeter driving environment overall.

The rigidity of the XL1’s monocoque and lack of soundproofing (the interior, with its wood-pulp dash, weighs just 80kg) means there’s copious road roar, even if the car slips through the air itself almost silently. The two-pot diesel – essentially an aluminium 1.6-litre TDI from the Polo halved – doesn’t transmit much vibration but has all the acoustic refinement of a marine two-stroker. The wow factor of the rear-view cameras and their beer-mat displays also fades, leaving you with a car that has worse rearward visibility than the Lamborghini Aventador SVJ. The almost weightless gullwing doors are excellent theatre, but opening them up, vaulting the beautiful but broad carbonfibre sills and gently lowering yourself into the cramped cockpit becomes tiring. The need to carry around the suitcase-sized charger inverter robs the XL1 of what would otherwise be Porsche 911-beating

Prius is the softest of the three cars in dynamic terms

boot space. Special? Hugely, but not exactly usable. The Insight is more ordinary than the XL1. Perhaps unjustly, there’s just less pioneering spirit about the place, and this starts with the footprint. The Honda’s is neatly tapered to achieve an aerodynamic teardrop shape, but it’s subtle. On the XL1, the effect is so extreme that for a brief moment when Prior drives it over a crest behind me, I can see in the rearview mirror of the Insight clear daylight between the front and rear wheels on either side of the VW. It’s quite shocking. But if the Insight’s packaging is the more ordinary, the driving position is similarly hunkered down, and not unlike that of the S2000 built alongside it (and the NSX) in Tochigi.

42 AUTOCAR.CO.UK 26 MAY 2021

PIONEERING HYBRIDS COMPARISON Price new Price used Engine Power Torque Gearbox Kerb weight 0-62mph Top speed Economy CO2

Toyota Prius

Volkswagen XL1

Honda Insight

£16,440 (2002) £2000-£6000 4 cyls in line, 1496cc, petrol, plus electric motor 100bhp at 4000rpm (combined) na CVT automatic 1240kg 13.4sec 99mph 57.6mpg (NEDC) 114g/km (NEDC)

£98,515 (2014) £80,000 2 cyls in line, 830cc, turbo, diesel, plus electric motor 69bhp at 4000rpm (combined) 103lb ft at 2000rpm (combined) 7-spd dual-clutch automatic 795kg 12.7sec 99mph 313mpg (NEDC) 21g/km (NEDC)

£15,960 (2002) £3500-£9000 3 cyls in line, 995cc, petrol, plus electric motor 76bhp at 5700rpm (combined) 83lb ft at 1500rpm (combined) 5-spd manual 835kg 12.3sec (est) 112mph 83.1mpg (NEDC) 80g/km (NEDC)

On the move, the Honda is anything more exotic than almost as easy-going as the aluminium leads you into Toyota but possesses much XL1 territory. In the era of of the dialled-in nature of crossover mania, a slippery Insight’s famous dash still looks superb, even now the XL1: sensitive steering, two-seater bodyshell would audible suspension clinks, also be less saleable than it plenty of handling balance, was two decades ago, when plus the appeal of three pedals economical but with enough Toyota proved that even if and a snickety gearshift. Throttle duality in its engineering to be you create something genuinely response is also on par with that of a surprisingly good to drive when mould-breaking, you still need modern Mazda MX-5 and therefore the mood takes you. Lightweight to package it very conservatively. completely wipes the floor with but done realistically. Is it, in short, And looking forward? What’s the others. Good old Honda. the template that manufacturers intriguing is that history could be in Dodgy ride quality, mind. should be returning to today, rather the process of gently repeating itself. Is the Insight therefore the sweet than opting for 1500kg electric Where VW was once obsessed with spot here? Clever with the physics superminis? I think so, but as an diesel, today it’s betting the farm but not so clever that it’s outright owner, maybe I would say that. on electric cars, led by group CEO unapproachable. Sophisticated but In any case, the idea wouldn’t fly. Herbert Diess, the self-styled Elon not to the extent that it prices out Safety requirements would lay waste Musk of Wolfsburg. Same ethos, 95% of customers. Spectacularly to the flyweight chassis and using different medium. Honda continues

to experiment, occasionally delivering clean-sheet wonders such as the refreshing E electric city car, although in general innovates with little of the conviction it had around the time of the millennium. Don’t expect it to change the face of the industry. As for Toyota, it remains lukewarm on electric cars, mostly selling hybrids made to the same recipe set out by the original Prius. However, for some time, and somewhat against the grain, it has also taken hydrogen very seriously, chipping away at the technology to the extent that if society reaches any form of pivot point, it will be ready. The Mirai, it’s called – an outwardly ordinary but inwardly extraordinary saloon. Sound familiar? L

26 MAY 2021 AUTOCAR.CO.UK 43

I’l let the cars do the talking

Tobias Moers has quietly been overhauling “a company in trouble” since taking over at Gaydon. A year on, it’s ready to unleash a new generation of Astons. By Steve Cropley PHOTOGRAPHY OLGUN KORDAL

obias Moers may seem like the new boss at Aston Martin, but it’s more than a year since he was hired and 10 months since he first moved into the CEO’s office. The combined effects of the pandemic and Moers’ preference for delivering results rather than soundbites mean he has been pretty much unreachable – until now. However, as soon as he starts talking about progress, you can see why he has been keeping a low profile. There has been much urgent stuff to get on with, and most of it under the eagle eye of the stock exchange (Aston’s share price is still 10% of its flotation level) and of his take-noprisoners chairman, Lawrence Stroll, the Canadian fashion mogul who personally owns the Aston-badged

Moers has made sweeping changes at Aston’s Gaydon HQ since joining last year 44 AUTOCAR.CO.UK 26 MAY 2021

Formula 1 team. Much better, under such circumstances, to underpromise and overdeliver. Moers has carefully chosen the date of this meeting at Gaydon with me and editor Mark Tisshaw. In a couple of days, he explains, he will be able to give bullish details of Aston’s first-quarter trading (see box, p46). Everything is percolating. Surplus sports cars in the pipeline have been cleared, senior management is now peppered with competent people who Moers trusts, Gaydon’s production system has been heavily reorganised and a new model development plan is on the way to implementation. Moers has chosen a ground-floor meeting room inside the Gaydon HQ for our chat, rather than the ritzier and more personal corner office once occupied by Andy Palmer and Ulrich

Bez before him. The casually dressed German, 55, cuts an austere and slightly reluctant figure; his manner makes it clear he prefers not to have visitors clocking how his desk and office are curated. Even the rather hurried way his matt-grey Vantage is parked in the CEO’s generous parking space outside indicates that he prefers work to window dressing. We’ve both interviewed Moers in his previous gig as head of Daimler’s thriving AMG arm (he had spent his entire career there, rising through the ranks). We’re aware that he’s hearteningly passionate about great cars, but that he also takes time to warm up. So we start in an obvious place: has he been to Aston before, what did he expect to find and what was his early experience? Refreshingly, he answers straightforwardly, neither referring directly to previous management nor sparing anyone’s blushes. He visited a couple of times years ago, he says. Nothing significant. When he arrived in August last year, he found “a company in trouble”. Immediate impressions were that it needed to be more efficient, in particular needing to be “sorted out” on the manufacturing side and requiring more engineering power. The bodyin-white manufacture (“the IP of the company”) was handled really well, he says, although he was puzzled about previous decisions to create a unique electrical architecture for the cars (“maybe they underestimated the challenge”). On the positive side, he drove all of Aston’s cars and decided they were okay (“they had everything; just needed to

New F1 link has shone a spotlight on Aston

unleash a bit more”). In the first two months at Gaydon, he devised an immediate action plan called Project Horizon, then took two more months to reorganise things and start improving efficiencies. That entailed completing the selloff of cars in stock, moving Gaydon front-engined sports car production onto one line (in preparation for the forthcoming mid-engined Vanquish and Valhalla to occupy the other) and greatly reducing component stocks beside the active line (a big saving in working capital). He also closed a 90,000-square-foot site at nearby Wellesbourne previously earmarked for the Valkyrie hypercar, ◊

TOBIAS MOERS ON…

TOBIAS MOERS INTERVIEW

TH E N E W VANTAG E F 1 E D ITI O N “It brings that car to its full potential. It has a similar output to the standard car, but it’s nearly 15 seconds faster around the Nordschleife. We did that by refining details, by using my own experience with transaxle cars and the experience of others within the company.”

R EO RGAN I S I N G PRO D U C TI O N LI N ES AT GAYD O N “If you’re making 12 to 15 cars a day and you have 400 in the process, it’s too many. We changed to one production line for our three front-engined cars, with 23 assembly stations instead of 70. Our quality is now much better.”

B U I LD I N G TH E B R A N D “We have a bit of time [before the arrival of the Vanquish and Valhalla] to build the brand. Aston stands for beauty, but maybe we lean too much on that. We’re a performance brand and a luxury brand as well. That gives us opportunities in the future, more than some Italian competitors.”

US I N G TH E F 1 CO N N EC TI O N “We’re taking the most we can from it. The main benefit is awareness: we have 80 million people engaging with our brands over a weekend. For us, it’s perfect. We have a full works team, but because it’s owned by Lawrence Stroll, our costs are lower than last year.”

FUTU RE L AGON DAS “Aston aligning with F1 should make our image a bit sportier. I saw this happen with Mercedes. That should leave room for a more luxurious brand like Lagonda. I like this idea, but it’s not yet developed and isn’t a priority.”

TH E HYB R I D E R A “It’s an important step, even if it’s not going to last. Customers get access to electrification, keep their freedom, can have a high power output yet the fuel consumption falls. By 2030, 95% of our cars will be fully electrified or hybrid. The last 5% will be track-only; maybe that will be a new form of luxury.”

MAKI N G A G R E AT ASTO N MARTI N CAR “For me, precision is very important. Precise steering, controlled body movement, less oscillation at the back. You need to be able to slide the car under perfect control, without being an F1 driver. Above all, you have to deliver what you promise – and we will.”

TH E G E R MAN VI E W O F A STO N “Everybody who knows Aston likes it, but we need to build our performance image the way we have with the Vantage F1 Edition. With a 7min 30sec lap of the Nordschleife, we’re now in the ballpark. It’s something we can do with the other cars as well.”

26 MAY 2021 AUTOCAR.CO.UK 45

Δ because that project could also models between now and 2023,” he move to Gaydon in time for first says. The new chain of command deliveries later this year. is classically organised: the CEO He also ditched Aston’s plan for presents model plans to the board, a unique new V6, because he felt it who approve them or not. Stroll is simply didn’t justify the expense. “active on the marketing side”, which “What I found was a concept engine is where he has special expertise, but not yet capable of meeting Euro 7 leaves car stuff to Moers. standards and needing another huge The identity of the forthcoming investment,” he says. “I would prefer 10-plus models isn’t entirely clear, but to put my money into things like an it’s likely Moers counts the first as the electrified front axle for the Valhalla, recently revealed Vantage F1 Edition, or batteries, or into extending our so named without Bernie Ecclestonemodel portfolio.” So future internalera costs because Stroll is part of F1’s combustion Astons will use mostly inner sanctum. Then there are three AMG power. Does this mean the versions of the V12 Valkyrie (road firm under Moers will stray too and track cars this year, drophead close to AMG, if so many new-wave in 2022), two extra iterations of engines come from Affalterbach? the DBX SUV (entry model soon, The new CEO says his board has go-faster version in 2022), plus considered this and they don’t believe updates of the existing DB11, Vantage there’s a problem. They’re great and DBS Superleggera. That’s nine products, and in any case, the new cars, but Moers has already revealed powertrains will need many changes that the latter front-engined trio will to suit mid-engined cars. Besides, “broaden their ranges”. It’s not hard it’s software that nowadays controls to imagine F1 editions of the DB11 the behaviour of engines, not the and DBS waiting in the wings. oily bits, and one huge advantage of Looking beyond that, the refreshed Aston’s recently enhanced Daimler trio will last another three or four link (the world’s oldest car company years to about 2025, then they will now owns 20%) is that it becomes a be replaced and those replacements ‘white box’ customer with access to will be electrified. It’s not clear yet all the inner software secrets. whether that means by batteryPreviously, it was a ‘black box’ electric or plug-in hybrid designs, customer, needing to graft its but probably a mix of both. own software onto untouchable What about Lagonda? As far as components arriving from Germany, Moers is concerned, for the time which is one reason why the DB11’s being it’s a goner. “We have taken V12 has never had perfect lowend engine responses. That’s one foible that’s rapidly being improved, says Moers. On model planning, Moers claims not even to have read former boss Palmer’s ‘seven models in seven years’ strategy, concentrating instead on writing his own. “We will do more than 10 new Moers had a 26-year AMG engineering car eer A hotter DBX and an entry model are due to launch next year

Moers is planning more than 10 new models by 2023

` Aston stands for beauty, but maybe we lean too much on that. We’re a performance brand as well a

Valhalla and Vanquish hybrids will spearhead Aston’s new-era line-up

HOW IS ASTON P E R F O R M I N G? According to commentators, Aston Martin Lagonda did considerably better than expected in the first quarter of the financial year just ended, notching sales worth £244 million – 55% of them DBX SUVs – against analysts’ earlier estimates of £200m. Revenue increased more than 150%. “On both our short- and medium-term targets, we remain more confident every day,” Lawrence Stroll told Bloomberg, describing the latest result as “very indicative of what’s to come”. The AML share price, which plummeted rapidly from a 2018 issue level of £19 to less than £1, has nearly doubled in a year.

46 AUTOCAR.CO.UK 26 MAY 2021

TOBIAS MOERS INTERVIEW DBS Superleggera, a five-star road test car, is in line for an update

T H E T R U T H A B O U T T H E A M G ‘ WA L KO U T ’ Tobias Moers is well aware of stories rife in Germany (and published in Autocar) that his decision to change jobs began with a board meeting walkout after he was confronted by a need to change MercedesAMG’s multi-cylinder engines – the bellowing behemoths he had been engineering over a 26-year career – for electrified four-pot powertrains. He denies the stories flatly. “The push to change to electrified

it aside to define it properly,” although Moers still hasn’t met he explains. “Lagonda was a the car’s original inspiration, name used for everything – Red Bull F1 designer Adrian extra luxury, electrification, Newey. It’s a bit more awkward different body formats. The use now, because Red Bull and h quis Van old lace of Lagonda as a pure-electric Aston are F1 rivals, although rep Mid-engined supercar will marque was just wrong. It Moers says the two parties dilutes the main brand.” are working together “in As our discussion proceeds, a good way”. we’re frequently tongue-tied by the surprisingly helpful about the size The plan is to make 150 road-going disparate names of Aston models of the Aston he envisages. He’s Valkyries and 25 track-only editions, that defy both logic and our powers targeting 10,000 cars per year once and Moers shows every sign that he of pronunciation. Naming is a thorny the mid-engined Vanquish and will be pleased when the last of them Aston subject that has been tackled Valhalla models get to market and has reached its owner. He has driven by at least half a dozen previous is confident about selling at decent the car and likes it (“it’s exactly the bosses, but Moers refuses to join margins. This hoped-for volume car you should buy if you want an the debate. “It’s not on my priority breaks down roughly into 4000 active F1 car for the road”), but he’s list,” he says. “DB11 will be DB11. front-engined sports cars, 2000 midunforgiving about the many delays in Don’t ask me if I like these names. engined cars and 4000 DBX SUVs. a complex programme. “There have Maybe there will be an opportunity Aston’s management reckons to be been a lot of excuses,” he says quietly. to change them in future, but for turning profits by around 2025. After When we ask if he would consider now we keep them.” serial delays, production of the £2.2 another F1-inspired car, there’s a long Looking forward, Moers is million Valkyrie is about to begin, pause. “I’ve done it twice now,” he

four-cylinder engines came from me,” he says. “There was no walkout. I wanted the plan because I believed in it. I took this job [at Aston Martin] because Lawrence Stroll reached out to me at the beginning of last year and I thought ‘yes, Aston Martin deserves to be better’. And there was a personal element, too. I had had 26 years with a big company: was there a chance for another challenge?”

says, alluding to previous unspecified battles with Mercedes’ Project One hypercar programme. “I need a deep breath to think about that one…” We’re running out of time. Aston bosses usually say the James Bond question is the first one they’re asked in interviews, but we’ve been talking for 45 minutes and not yet faced it. So will the 007 association continue? “It’s an important legacy,” Moers says carefully, “but it’s just one of many things that makes Aston Martin special.” Then, when he perceives that we might feel this answer reveals a lack of enthusiasm, he warms up. “Yes, I think the 007 association will continue.” Does he actually like it? “Sure, it’s a cool story, and a piece of our history we should maintain. Others have tried to take it, but no one has managed to push Aston away.” L

26 MAY 2021 AUTOCAR.CO.UK 47

SEEN IT ALL BEFORE Colin Goodwin is forever recognising the same few bits of road on TV, but many more interesting things than ﬁ lming take place at Longcross Studios…

t’s a tense moment: Keeley Hawes’ character in Finding Alice is parked up in a car, having a heart to heart with her on-screen daughter. Unfortunately, the tension of the scene is broken by yours truly suddenly exclaiming: “See that tree there? That’s where Sutcliffe spun a 16-valve Volkswagen Golf GTI backwards and ended up with a plug of wood rammed up its exhaust pipe.” My family are getting hacked off with this. The trouble is, more and more driving scenes in TV dramas and films are being shot at Longcross Studios in Chobham, Surrey, using sections of the test track that hold many memories. Scenes from James Bond films, Broadchurch and many others have all used bits of track very familiar to anyone in our business.

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I can’t help this enthusiasm, because Longcross has been part of my life right from short trousers. It was purpose built during the war as an extension of the Fighting Vehicles Proving Establishment at nearby Farnborough. The facility underwent many changes of acronym until it became the Military Vehicles and Engineering Establishment in 1970. I remember seeing what must have been Chieftain tanks running with rubber blocks on their tracks (to protect the asphalt) on local roads. The original Mini was launched at Longcross in 1959, but the first time I remember seeing it used as a venue for a magazine test was in the late 1970s, when Superbike magazine organised a twin test between Derek

The facility consists of an outer circuit with varying degrees of bank in its corners and a pair of dangerously long straights. It’s lined with trees on the outside and much of Sir Alec Issigonis the inside – apart from where hosted Mini press you drive next to a golf course. launch at Chobham Where Read and Bell did their scariest driving and riding is called the Snake, which cuts Bell in an Aston Martin V8 Vantage off a chunk of the circuit. It’s where and nine-time world motorcycle Sutters, as many had before and have champion Phil Read on a Honda done since, went off into the woods. CBX. It was only after my first Chobham certainly isn’t a place for visit to Chobham (we never call motorcycles. Around the time of that it Longcross) that I realised how Superbike mag piece, journalist Alan ballsy Read must have been. Aspel (brother of Michael) was killed The track at Chobham isn’t for on a motorcycle test day at the track. the nervous of disposition, and while There have been several fatalities I won’t say that I treated the place in cars over the years, too, each with the utmost respect in my youth, a tragic warning that this place I did rein in my usual exuberance. needs to be treated with caution.

LONGCROSS STUDIOS RETROSPECTIVE

Cross the M3 and you’re soon onto a two-mile track

Rather safer play areas are a long straight that we could use for 0-60mph measurements, a nice swooping corner that’s great for photography and three tank ramps. Safer, but nothing that wouldn’t cause a modern risk assessor to scream in panic. There wasn’t any of that in the 1990s, which for us was Chobham’s heyday, when you could turn up to find Gordon Murray giving a prototype McLaren F1 some gravy. You simply signed in at the control tower and were left to get on with it. The tank ramps weren’t much good for any scientific testing or data gathering but were just the job for a jumping photo. One tester was struggling to ‘get air’ in a Porsche Cayenne Turbo S, but fortunately Sutcliffe was on hand to offer advice. “You need to go faster up the ramps,” he suggested. So our Simon Hucknall duly drove back down the ramp and disappeared off around the corner at the bottom behind some trees. A minute or so later, he reappeared at huge speed, which he maintained unabated up the ramp. His jump was epic: high enough to clear a man of average height, but unfortunately also long enough to make braking for the short concrete wall ahead of him impossible. All four wheels and the suspension were ripped off. Went the day badly, as we say in the trade. Also at Chobham is a large skidpan that, one day while having a cuppa between sliding BMW M3s for the camera, we decided would make a perfect venue for a drifting

competition. I had seen such an event in Japan shown on an early episode of Jeremy Clarkson-era Top Gear and well before drifting as a sport arrived on our shores. What became the annual Autocar Sideways Challenge was held for quite a few years at Chobham and featured an amazing line-up of contestants. A very young Lewis Hamilton first sat behind the wheel of a road car at the event and predictably did well. Rally star Richard Burns, who was at the top of his game at the time, struggled a bit. And 1979 Formula 1 champion Jody Scheckter found it impossible, although I suggested to him that, considering I had once seen him drift a McLaren M23 at 150mph at Silverstone, he shouldn’t feel too bad. Naturally, before inviting such important and prestigious guests, we carried out a risk assessment. We were happy that the huge concrete inspection ramps just a few metres off the skidpan would be more than adequate to add a bit of danger that would focus our competitors’ minds. The greatest drifters, we soon discovered, were Lotus chassis engineers. Unlike with drifting today, we used standard cars and tyres and the in-car judge, who was usually me, scored the driver on smoothness: essentially how little he had to steer or pump the throttle. Eventually we moved the contest to race circuits, but the purity was lost. My favourite Chobham memory? There are many to choose from, but it has to be entering the Snake in a Ferrari 250 GTO with a lot of opposite lock applied, putting a pair of golfers off their putts as a few million quid’s worth of screaming V12 sports car smoked past. I haven’t been to Chobham for a few years now, because the opportunity never arises. No matter: I get to regularly relive memories of the place from the comfort of my armchair in front of the telly. L

C H O B H A M M E M O RY M AT T S A U N D E R S There once was a roosting Millennium Falcon at Chobham, because the producers of the latest Star Wars films used it as a shoot venue. But when I think of the place, I recall so many hairy cornering photos; some I’ve watched others drive for and some I’ve done myself. David Vivian once managed to get a mad, bikeengined Smart Fortwo so far over onto two wheels that Terry Grant would have been impressed. He was quite the whiter shade of pale afterwards. P I E R S WA R D Being on work experience, I was only meant to be at Chobham to help clean wheels. The car (a Daewoo Matiz) and the task (taking some shots for a first drive) were normal, but the end result was anything but. As road tester Coram Williams reversed the tiny hatchback for the final shot, he swung it hard in the lock and the thing simply gave up all pretence at stability, flipped and landed on its side. I quickly stopped wringing out sponges and dragged him, coated in shards of glass, from the wreck. Life lessons of a different kind that week. STEVE CROPLEY I may be ancient, but not even I was present at Chobham when Sir Alec Issigonis launched the Mini to the London motoring writers in 1959. However, I certainly wish that I had been, and I’ve stood plenty of times exactly where Issigonis is depicted in the famous photograph you see on the left. The bridge over what later became the M3 was different then, but until recently, when they filled the site with film sets, the buildings and layout were remarkably similar. M AT T P R I O R My dad did a few Chobham shifts when working for the MoD, so I love mooching around its history: abandoned tank ramps, wading ditch, old railway station and more. It’s also where I learned how to slide cars, which is, honestly, an important bit of testing. It’s handy that the superb Old School Café is just around the corner, too.

The first Porsche Cayenne in the UK met its end in our hands on tank ramp; McLaren F1 designer Gordon Murray developed it on track; skidpan hosted all-star drift contests 26 MAY 2021 AUTOCAR.CO.UK 49

Eight pages of news, insight and opinion from the world of motor racing

M OTO R S P O RT

50 AUTOCAR.CO.UK XX MONTH 2016

Damien Smith R AC I N G L I N E S

Kent native Munnings contests Extreme E for Andretti team

DIVING INTO THE OCEAN

Catie Munnings prepares for Extreme E’s Ocean X Prix in Senegal rom the billowing desert sands of Saudi Arabia, Extreme E returns this weekend for its second event, dubbed the Ocean X Prix, thanks to its beach location at Lac Rose, near Dakar in Senegal. Nico Rosberg’s RXR team scored a dominant win first time out in Saudi as Swedish rallycross hero Johan Kristoffersson and Australian rally ace Molly Taylor made the most of their clear view running up front to win both their semifinal and the X Prix itself. Behind them, British rally driver Catie Munnings was another to emerge from the desert with her reputation enhanced as she and Andretti United partner Timmy Hansen overcame a puncture in qualifying to win the second semi and finish runner-up in the final. Off-road terrain is nothing new for the 23-year-old: she has been rallying from a young age and has two years behind her competing at a

high level in the European Rally Championship. All that experience proved handy in the desert around Al-’Ula, when she inherited a right-rear puncture from Hansen as she started her qualifying lap, keeping her cool and completing the 5.5mile course despite the fat Continental coming off its rim. But racing side by side – which admittedly wasn’t possible, due to the desert dust – is all new to her. Which is where Hansen’s vast experience comes in. M I X I N G W I T H R OYA LT Y

I catch up with Munnings just after she has passed through security at Stockholm airport early on a Monday morning, as she travels home from a handy

training exercise ahead of the Senegal round. She has spent the weekend at a RallyX Nordic event in Höljes, near the Norwegian border, gaining her first experience of the sport at the invitation of her illustrious team-mate. Hansen is rallycross royalty in these parts: a former world champion and the son of legendary 14-time European champion Kenneth Hansen. “I was driving a LifeLive TN cross car: a rear-wheeldrive, 750cc buggy,” she explains. “They look like angry wasps! The Hansens import them and are helping to develop them. I was happy, because I equalled Timmy’s result from last year. The locals are totally dialled into it; you can’t get near them and it’s very competitive.”

It will be slower than in Saudi, but there should be more action with more options for different lines a

Much like Extreme E, this was a whole new world that she found herself thrown into. “It was a completely different buggy for me to drive, and I haven’t done any side-by-side racing, so that was a massive step as well,” she says. “That was the most exciting part. Even if I lost the first corner, it was such an adrenaline buzz being among it all, and now I’m looking forward to doing it in an Extreme E car.” But it’s just as well for her that she has had some time to recover. “Timmy told me you have to prepare your arms, because there’s no power steering in these things, so I didn’t want to complain about it,” she says. “But it was really heavy. I could barely turn it; I had to yank it round. Then they realised at the end of the first day that it was actually broken…” GOING MAINSTREAM

Munnings and Hansen had been confident coming into the first Extreme E round on the back of a decent test

MOTORSPORT Senegal will present a rather different challenge to Saudi

N E WS R O U N D - U P Red Bull Ring will host Styrian GP on 27 June, Austrian GP on 4 July

in December. But with such a step into the unknown for all nine teams competing in the inaugural season of the electric SUV series, she was “over the moon” for Andretti United to come away from Saudi with second place. A former children’s TV presenter, Munnings was never likely to be overawed by the wide exposure that Extreme E attracted in the UK (thanks to its blanket coverage across ITV, the BBC, BT Sport and Sky Sports). However, she’s well aware of the opportunity Extreme E presents, and not only for her personally. “It’s amazing coverage for an off-road sport,” she says. “We had prime-time TV on Easter Sunday. What I noticed is that I’ve driven with loads of punctures on rally stages, but this time I had great feedback from a mainstream audience who hadn’t seen that before. Rally coverage is niche, so for the sport to have that exposure to an audience more used to circuit racing is cool. I’m excited to be a part of it. “I signed up before all the high-calibre top drivers did; I was in right at the beginning. To see them coming in was cool and quite intimidating at the same time. But as Timmy says, everyone has got a steering wheel and two pedals, and we know how to handle that.”

S E N EGAL WI LL B ITE

Munnings and Hansen face a complete reset for Senegal, as do all their rivals, because one of the key aspects of Extreme E is that teams face each event essentially blind. They’re given only a cursory amount of information about the beach-based course they will race on this weekend. So what do you know, Catie? “That there are going to be loads of mosquitoes and we’ve been told to have lots of jabs!” she replies. “We’re starting on the beach, so hopefully the sand will be heavier and we won’t get so much dust. Apparently it goes into a bit more of a narrow, twisty gravel track, compared with what we saw in Saudi. So I guess it will be slower, but there should be more racing action with more options for different lines. It won’t be so fast and wide open. “But we’ve had no info – no diagrams or photos. I don’t think we’re in the rainy season, but it will be pretty humid and hot.” “That’s what we love about Extreme E: it’s not sterile at all,” she adds. “After a few years in the same championship, you have certain manufacturers winning and drivers who have the upper hand because they’ve been there for years. This is anyone’s game. It’s exciting.”

Turkey’s F1 race shown red flag The Turkish Grand Prix has been dropped from this year’s Formula 1 calendar – just three weeks after being added. The race at Istanbul Park, which was revived amid the pandemic disruption in 2020, was this year brought in to replace the cancelled Canadian GP. Travel restrictions newly imposed on Turkey by several countries have now scuppered it. To keep the season at 23 rounds, the Red Bull Ring in Austria will now hold two races for the second year in a row.

McLaren will bridge the Gulf only once McLaren says the special Gulf Oil-inspired livery it ran in last weekend’s Monaco Grand Prix will remain a one-off. The Woking F1 squad had to seek special dispensation from the sport’s bosses to make the change. Meanwhile, Lando Norris has signed a multi-year deal to stay with the team.

Glickenhaus names WEC hypercar trio

Munnings and Hansen finished second in Al-’Ula

Gulf Oil livery run by McLaren F1 team last weekend won’t be reprised

Hyundai hybrid rally car has its first test

Indycar Series skips Toronto street race

Hyundai has tested the new i20 N challenger that it has built for the World Rally Championship’s new hybrid Rally1 regulations, which will come in from 2022. The hardcore machine is based on the new i20 N hot supermini, and the initial testing was undertaken near Hyundai Motorsport’s base in France.

The Indycar Series won’t race around the streets of Toronto this year, as it didn’t in 2020, due to the Covid-19 situation in Canada. The series’ bosses are hoping to source a replacement event for the race, possibly by holding a double-header at one of the 10 already scheduled remaining meetings.

New Rally1-spec cars will use 134bhp spec electrical element

Ryan Briscoe, Romain Dumas and Richard Westbrook will drive the new Scuderia Cameron Glickenhaus SCG 007 hypercar on its FIA World Endurance Championship debut in Portimão, Portugal, on 13 June, in preparation for the Le Mans 24 Hours in August. The US manufacturer will field a sole LMH contender, before adding a second car later in the year.

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BEHIND THE SCENES

E S TA B L I S H E D 1 8 9 5

Grosjean was caught by VeeKay in Indiana poli

s GP

Tarred by association 14 October 1971 After a two-year wait, fans will once more be able to attend the Indy 500

Indycar set for super season

Five winners in five, talented rookies and the Indy 500. Get watching

he ending may not have been perfect, but there’s no doubt Romain Grosjean produced one of the feelgood stories of the year in the recent Indianapolis Grand Prix. Less than six months after suffering burns to his hands in a terrifying Formula 1 crash, the Frenchman qualified on pole for only his third Indycar race and then led for more than half of it, ultimately finishing second to a charging Rinus VeeKay. After a decade of toiling in F1’s midfield, Grosjean seemed rejuvenated by a battle for first. And given the events in Bahrain last year, we suspect most onlookers were cheering for him. Certainly, it created plenty of attention for the Indycar Series heading into the Indy 500 showpiece this weekend. Unfortunately, Grosjean won’t be contesting that race,

GETTY IMAGES

HOW IT WORKS

as he’s tackling only the road course events on the schedule. That’s also the case with fellow rookie – or seven-time Nascar champion – Jimmie Johnson. The two drivers capable of drawing attention to a series that both needs and deserves more attention will be missing its marquee event of the year. There’s no Fernando Alonso this year, either. But there are still plenty of storylines that will make the Indy 500 worth watching. For a start, the Indycar Series is wide open, with five winners from the first five races. And most of those winners represent a new generation of hugely talented racers. VeeKay is just 20, plus Álex Palou (24), Colton Herta (21) and Patricio O’Ward (22) have also won races and shown both superb race craft and laudable commitment.

2021 W Series championship

W Series, the all-female Formula 3 championship, will return in June, following a Covid-induced hiatus last year after its inaugural season. And this time, it has upgraded from the DTM support bill to a slot at eight Formula 1 events, starting at the Styrian Grand Prix in Austria in a month’s time. The series was founded to “create a pathway” for female drivers with ambitions to reach the top tiers of motorsport. Its 20 racers line up in centrally run and identically specced Tatuus T-318 single-seaters, each now in a more distinctive livery to help us spot who is who. Reigning champion Jamie Chadwick is back to take on her closest rival from 2019, Beitske Visser. Other drivers include Brits Alice Powell (who won the final race of 2019 at Brands Hatch), Abbie Eaton, Jessica Hawkins and Sarah Moore.

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It’s not all about youth, though. The other winner was 40-year-old Scott Dixon, who now has 51 race wins and six titles to his name. The Kiwi is chasing history, as he’s only one win away from matching the legendary Mario Andretti for second on the all-time wins list and one championship shy of AJ Foyt’s record seven. The reigning champion can also expect a strong fight from double title winner and 2020 runner-up Josef Newgarden. There’s plenty of other veteran talent, too: this Indy 500 will include nine former winners, the most since 1992. Hélio Castroneves is back to bid for a record-equalling fourth win, while Juan Pablo Montoya returns to McLaren (or at least its satellite Arrows McLaren SP Indycar squad) to chase a third victory. And of course there’s

last year’s winner, Takuma Sato, who has won two of the previous four Indy 500s. Also don’t forget Brit Jack Harvey, who has truly looked capable of winning this year, nor Scott McLaughlin, who is proving that form in Australian Supercars can somehow translate to single-seaters. And beyond that, well, it’s the Indy 500. This year’s race will be the 105th running of an event known as the greatest spectacle in racing for a reason. After last year’s event ran behind closed doors, there will be a limited number of fans in attendance this weekend, plus plenty of pomp, pageantry, spectacle and tradition, from the pre-race anthem to the winner’s post-race bottle of milk. Even without Grosjean, it deserves our attention. JAMES ATTWOOD

MOTORSPORT GREATS ROGER PENSKE

To misquote those old Remington shaver ads, Roger Penske liked the Indianapolis Motor Speedway so much that he bought it. ‘The Captain’ has a record 18 Indy 500 victories under his name and since 2019 has owned the 2.5-mile oval track. He also assumed control of the Indycar Series, and it says much that his rivals agree both deals were the best things to happen to US single-seater racing in decades. Penske started as a driver but soon switched to team patronage and has since won in almost every code of motorsport. The big one that’s missing? Le Mans – which he intends to set right through his new LMDh alliance with Porsche. At 84, he will be the guest of honour at the Festival of Speed in July – his first visit to Goodwood since he raced in the 1963 Tourist Trophy.

MANY OF THE most loved old motorsport liveries are those dictated by tobacco firms. Think John Player Special and Marlboro in Formula 1; Camel on the Paris to Dakar; Silk Cut at Le Mans; and Rothmans in rallying. In fact, the shift from national colours to ‘liveries’ began in the 1960s due to Gold Leaf. The medical community had started to establish a link between smoking and lung cancer as early as the 1950s, but it was still very much a happy habit in the 1970s for around half of British adults. In 1971, National Sports Council chief Sir Roger Bannister said he wanted to see tobacco ads banned at sport events. They had been barred from British TV for six years already. “He’s presumably forgetting the support that tobacco firms have given to his old sport of athletics or, like some of our ex-grand prix drivers, is sour at the wealth the current stars are getting from sponsorship,” our Eoin Young suggested. While a ban looked not at all likely, he added that “we’ve known government departments do even dumber things than strangle golden geese”. However, the tobacco industry itself wasn’t shy to admit it associated itself with motorsport due to its glamorous image as much as its global reach. In the end, Bannister got his way, but not until 2003 for all sports in the UK and until 2006 for FIAsanctioned motorsport – at a time when many of the biggest F1 teams were still bankrolled by fags. No more tobacco logos, then – but one might ask: what is Mission Winnow or A Better Tomorrow?

MOTORSPORT

“It’s a ballsy decision, but that’s Red Bull” When Honda said it was leaving F1, what was Red Bull to do? Buy the engine rights and set up a powertrains ﬁrm, of course, boss Christian Horner tells Damien Smith hristian Horner is a tricky only one option – and it required first a deep customer. He says so himself. breath, then an Austrian mountain of euros. “We’re very demanding,” admits Red Bull Powertrains has been conceived the Red Bull Formula 1 team out of pure necessity. Horner and enigmatic principal with a steely smile. Red Bull owner Dietrich Mateschitz were left “We pay our bills on time, we demand the with no choice but to make the energy drinks best and that sits uncomfortably sometimes.” giant’s biggest F1 commitment since it bought All things considered, it’s just as well that the recalcitrant Jaguar team in 2004. Its fully the second-fastest team on the F1 grid won’t be fledged independent power unit division will, paying through the nose for off-the-peg hybrid from 2022, supply both Red Bull Racing and power units from bitter rival Mercedes-AMG sister team Scuderia AlphaTauri, in the best next year, never mind from Renault, with traditions of Cosworth from F1’s distant past. which it had such a brittle partnership that But in this modern age, against the might ended in 2018. But in the wake of Honda of Mercedes-AMG High Performance pulling the plug on its factory Powertrains, which has dominated Christian supply at the end of this season the hybrid era since its inception Horner is an (its third F1 withdrawal in the in 2014, Red Bull has set itself ex-racing driver who past 30 years), Horner needed a daunting undertaking. At the made it to Formula 3000 something to drop into the same time, it might just be the before switching his talents back of his cars. Ferrari best move it has ever made. to team leadership. He ran was out of the question, “As you say, circumstances family-owned Arden, which won apparently, so that left have prevailed that forced us

into a decision of whether to go back into a world of customer engines, having enjoyed a great relationship with Honda for the past couple of years,” says Horner. “Having sampled what that [manufacturer partnership] feels like and what it’s capable of, it left a question: do we go back ◊

RED BULL

a couple of F3000 titles, before he was recruited by Red Bull for its first F1 season in 2005.

Keynes site Horner (left) inspects progress at Milton

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Δ to being a customer and the compromise that imposes, or do we take this opportunity to fully integrate the power unit into the technical team, on site in Milton Keynes, and become the only team other than Ferrari to have everything under one roof? It was a hell of a ballsy decision to go for it, but that’s Red Bull.” The all-under-one-roof line is something of a new mantra for Horner, although both Mercedes and Alpine (née Renault) also benefit from chassis and engine integration. The difference, as Horner emphasises, is that Mercedes-AMG HPP is based in Brixworth, Northamptonshire, while the race team is 27 miles away in Brackley; and Renault Sport’s engine facility is situated in Viry-Châtillon, outside Paris, while the race squad is on the other side of the Channel in Enstone, Oxfordshire. Like Ferrari’s in Maranello, Red Bull’s chassis and engine departments will exist on one campus. “We’re fully into the construction phase,” explains

W H AT E L S E M I G H T R E D B U L L D O? Formula 1 remains the focus, but Red Bull relishes the chance to widen its scope. Off the back of completing the Aston Martin Valkyrie project, Red Bull Advanced Technologies – essentially the chassis division – has already committed to a new collaboration with sports car specialist Oreca to develop a prototype chassis for a hydrogen-powered class that’s due to take its bow at Le Mans in 2024. It’s surely not a leap to imagine Red Bull Powertrains eventually developing its own means of propulsion for that chassis one day. F1 team boss Christian Horner’s response to that query offers another fascinating scenario. “This project opens up all kinds of possibilities to us and if we were ever to look at an evolution of a car under our own name, then we have both chassis and engine capabilities,” he says. A fully Red Bull-branded hypercar for the road and the track? Now there’s a thought.

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Horner. “We’re adapting one of the units we have on the 30-acre site in Milton Keynes. We should be commissioned and operational by the end of April next year. It’s a massive undertaking, but I believe we will hit those timescales.” Until then, Honda’s racing division, based at a separate site in Milton Keynes, will facilitate Red Bull’s needs through a transition period. The Japanese firm’s withdrawal, as it chases a carbon-neutrality target by 2050, will be much less abrupt than the last F1 bombshell it dropped in 2008 on, somewhat ironically, its works team. That morphed into Brawn GP and sensationally won both world titles with Mercedes customer power in its only season of existence, before being bought by… Mercedes. Back then, Honda bequeathed an alleged £100 million war chest to give Brawn a fighting chance in 2009. This time, its legacy to Red Bull will be ownership of all that it has built up

to become a potent race-winning entity in the hybrid era. Red Bull will at least be well armed as it takes this step into the murky realms of engine making – and the regulations are on its side, too. “Fundamental to our decision was getting a freeze on the current power unit, which we achieved in February, with the support of the FIA,”

enerators F1 units combine V6, turbo and two motor-g

MOTORSPORT explains Horner. “That gives us a softer landing, and Honda has been extremely helpful, allowing us to use its intellectual property moving forward. And then, of course, we’re building a team to focus very much on the new engine regulations for 2025 or 2026 [whenever they’re introduced]. That’s why we’ve been focused on attracting a group of talent into the business to take on this project.” This is where the commitment and the intrigue really lie. This isn’t a short-term fix: such a level of investment, Horner insists, means the firm is fully committed to building, supplying and servicing an all-new F1 engine from the middle of the decade, and it’s recruiting from the best in order to do so. Horner’s Mercedes contemporary, Toto Wolff, might well call it poaching. First, it was announced that Ben Hodgkinson is leaving Brixworth to become technical director at Red Bull Powertrains, then news followed that five more senior Mercedes staff will also head to the other side of the M1.

Horner’s first major achievement at Red Bull was luring design genius Adrian Newey from McLaren. Newey enjoys But what a compliment the distraction of non-F1 that such talent should leave projects, but will the chance to the security of a major car lead a fully integrated manufacturer for a start-up chassis-powertrain team run by the producer of a sugary give him new drink… “When you put it like that, motivation? thanks very much!” replies Horner.

Midlands native Horner has run Red Bull team since 2005 26 MAY 2021 AUTOCAR.CO.UK 55

GETTY IMAGES / RED BULL

` We’re building a team to focus very much on the new engine regulations for 2025 or 2026 a

“You sound like Lewis Hamilton” – referring to a barb that the racing knight made many years ago, when Red Bull won four consecutive world titles with Sebastian Vettel. “It’s a leap of faith, but it’s an exciting one,” Horner continues. “I think people have seen how and what Red Bull has done in motorsport and the commitment it has. It’s based in the UK, it’s 30 miles from Brixworth, they don’t need to move house or move their children from school and it’s a chance to be involved in something from scratch.” It also helps that Red Bull is embarking on this project as its annual F1 spend has been slashed by the imposition of a new cost cap. From this year, F1 teams are limited to $145m (£103m) per season on running costs, with a sliding scale reducing that by $5m (£3.5m) for each of the following two seasons. The Red Bull Powertrains division’s significant set-up costs aren’t included in this cap (just as well), but Horner is pleased that progress is being made towards a separate restriction on engine spend, which currently isn’t capped. “Obviously we’re going to have an expensive couple of years as we gear up, but then there are powertrain budget caps being discussed that are extremely realistic to be introduced in the next couple of years,” he says. “We’re talking about around the ¤50m (£43m) mark on research and development, which, suddenly from where budgets have been, makes it entirely feasible.” ◊

Red Bull’s Italian team, AlphaTauri (left),

will also use Milton Keynes’s engines from

2022

Will the new power unit division be enough to keep Renault enabled wins but felt wronged Max Verstappen at Red Bull and away from Mercedes? “He’s What does Horner need really excited about the project, from the 2025/26 engine sees the investment going in and rules if Red Bull is to have knows things happen in cycles,” any hope of taking on and answers Horner. “Mercedes have beating Mercedes? “I want a had a tremendous run, but at 5.0-litre V12 with screaming some point that cycle will high revs,” he quips, “but I don’t come to an end.” think we’re going to get that. It

will be an evolution of the existing regulations. We aren’t dictated to by the OEMs that it has to be this or that; we want what’s right for the sport. We would like it to sound good and it needs to tick boxes environmentally and efficiency-wise, so I assume it will be a derivative of what we currently have.” It has already been suggested, by Wolff among others, that the Volkswagen Group has a keen eye on Red Bull’s plans. Red Bull-Porsche, anyone? “We’re open to working with any OEM or technical entity,” bats back Horner. But would and should Porsche accept a badging deal with a UK-based independent powertrain supplier? That, insists Horner, is what’s on the table. “We’re extremely

U N L I K E LY F O R M U L A 1 E N G I N E S U P P L I E R S

COVE NTRY CLI MA X This maker of fire pumps and forklifts powered the majority of grand prix winners throughout the 1960s. It took F1 titles with Jack Brabham and Cooper (1959 and 1960), then Jim Clark and Lotus (1963 and 1965).

56 AUTOCAR.CO.UK 26 MAY 2021

WES L AKE In 1966, Dan Gurney commissioned this Sussex-based cylinder head specialist to build a new 3.0-litre V12 engine to power his beautiful Eagle grand prix car. The Weslake engine scored a single but memorable win at the 1967 Belgian GP.

TECH N I QU ES D’AVANT GARD E McLaren’s Ron Dennis convinced TAG boss Mansour Ojjeh to fund a turbo engine to solve his power shortfall. Three titles followed for Niki Lauda (1984) and Alain Prost (1985 and 1986). The TAG V6 was a Porsche in disguise.

YAMAHA Best known for musical instruments and motorbikes, Yamaha had a tough time in F1 in the late 1980s and ’90s. Damon Hill was a lap off winning the ’97 Hungarian GP, only for his ArrowsYamaha to suffer a hydraulics failure.

MOTORSPORT THERE’S PRECEDENT FOR T H I S : T H E M U G E N S T O RY

keen to have the engine fully integrated into the chassis side of the business, hence this investment,” he emphasises. “It would be very much getting involved with our entity rather than doing something different.” F1 has been controlled by manufacturer spending power for far too long. The cost cap should help address that and could in theory revive grand prix racing’s old indie spirit. The powertrain division also potentially increases Red Bull’s influence. “For us, it really does fill a gap that has always been missing and had been our Achilles heel until Honda came along: that we haven’t had control of our own destiny,” says Horner. “We’re tremendously useful to [F1 commercial rights holder] Liberty Media and F1, because we could gear up to supply other teams if required, as manufacturers tend to come and go. To have an independent engine builder like Red Bull Powertrains is attractive to Liberty.”

Red Bull has 460,000sq ft ‘campus’ in Buc kinghamshire

Perhaps also to a manufacturer or individual that might want to buy a proven turnkey F1 operation, if Mateschitz were ever moved to sell. “Red Bull has two grand prix teams and a circuit [in Spielberg, Austria] and is involved in all the junior categories and all major forms of motorsport around the globe,” Horner points out. “I don’t think there’s a company that has committed more

to the sport, including OEMs, than Red Bull.” As for his own commitment, at 47, Horner has lots of time to achieve more, with or away from Red Bull. He has led the team dexterously since 2005 – a long time. “I’m enjoying the challenge and I’m fully motivated,” he insists. “Starting a new entity like this is exciting. For me, [F1] is a people sport, and it’s about bringing in the right people to create a team, as we’ve done on the chassis side. Now the challenge is to do it on the powertrain side too. In true Red Bull fashion, the biggest motivation to do something is to be told you can’t.” But is he sure Red Bull isn’t biting off more than it can chew? “We need a competitive engine, and this is the best route,” he says. “Mercedes wouldn’t supply one and Renault didn’t want to supply one, so it didn’t leave us with a lot of choice. We’ve got to get on with it and make Toto rue that decision. Maybe one day he will need an engine from us!” L

26 MAY 2021 AUTOCAR.CO.UK 57

GETTY IMAGES / RED BULL

Red Bull won’t be the first private firm to run Honda-based engines in Formula 1. Japanese race team and tuner Mugen had an eight-year stint as an F1 supplier, winning three races. When Honda was looking for someone to prepare its second-string V10s for Tyrrell in 1991, Mugen was the natural choice, as it was formed in 1973 by Hirotoshi Honda, the son of Honda’s founder. The following year, Footwork was supplied with now Mugen-badged V10s. Honda quit F1 at the end of 1992, but Mugen continued. After a spell with Lotus, it switched to Ligier for 1995, powering Olivier Panis to his shock victory at Monaco the following year. In 1998, it moved to Jordan and scored a stunning victory through Damon Hill, and then Heinz-Harald Frentzen won two races in 1999. Honda returned to F1 in 2000 with BAR, and Mugen helped it prepare for its return. Mugen provided engines to Jordan for one final year, before the team switched to full Honda units.

YO U R V I E WS WRITE TO

autocar@haymarket.com Light right foot

LETTER OF THE WEEK

You highlighted that the stop-start feature never worked in your Mazda CX-30 (Our Cars, 14 April). I was delighted to find that this feature on my Mazda 2 can be controlled simply by the amount of pressure applied to the brake when you’re stopped. If held lightly on the brake, this system won’t cut in. In my opinion, until these stop-start systems can react instantly and not delay a getaway, they’re simply dangerous. Being able to control this feature simply by your foot is genius on the part of Mazda.

Alan couldn’t find an X6 with 19in alloys

A game of inches

Mark Gold Via email

Farther, not faster

Every time you report on a new electric car, they seem to get faster. Do I really need 0-62mph in less than 7.0sec in my SUV when I’m off to the supermarket or picking up the kids from school? Surely a tweak to the programme controlling the motor – for instance, to deliver a 0-62mph in 10.0sec and maybe even a max speed of 90mph (given that the limit in this country is 70mph) – would be an idea. I presume this would also help extend range – a huge benefit. Perhaps this is one of the ways that manufacturers try to make their car stand out, because all these SUVs do look a bit the same. So come on, manufacturers: we need range, not racing cars. Iain Anderson Darlington, County Durham

Plain and simple

Congratulations to Hyundai for the bold styling of the Ioniq 5, which mixes historical references with a modern, architectural modelling to the surfaces on the flank and around the nose. However, the steering wheel looks like it has come out of a 1990s American minivan. Your piece on wacky steering wheels (21 April) was amusing, but Hyundai seems to have forgotten that the thing that you hold all the time (hopefully) while you’re driving is the single most important piece of interior design in a car. Mike Montuschi Via email

Kent had a great innings

I’m surprised that none of your writers chose the Ford Kent as their favourite engine (‘Writer’s block’, 5 May). Introduced in 997cc form in the Anglia 105E in 1959 (pre-Crossflow and not known as the Kent until 1967), it was a giant leap forward from the 1172cc side valve that preceded it in small Fords such as the Anglia and Prefect. It had an unusually wide bore (80.9mm) for a 1.0-litre engine, which allowed good breathing with large valves and permitted high revving with its short-throw crankshaft. This engine remained in production until 2002 under various guises, including the Valencia. It grew in capacity to 1601cc while still retaining the original bore size. The five-main-bearing block (116E) version was the basis of the Lotus-Ford Twin Cam engine used in the Elan and Cortina. The 105E/116E also served as the basis for Cosworth’s first engines, from the MkI through to the SCA and MAE. These were very popular and successful in Formula Junior, Formula 3 and Formula 2 in the early 1960s. For the new F2 of 1967, Cosworth introduced the FVA, which was also based on the 116E cylinder block. As well as being the totally dominant engine for this revised formula, its cylinder head was a test bed for the subsequent DFV design that would dominate Formula 1 for many years. From the FVA was created the BDA, which still used the 116E block for the first three years of its existence. This had a very successful competition career in Escort RS 1600s. Finally, let’s not forget Formula Ford, the single-seater category that used the Cortina GT (Kent) engine from its commencement in 1967. Andrew Bodman Bugbrooke, Northamptonshire

Watt, no cable?

Ioniq 5’s plain wheel disappointed Mike 58 AUTOCAR.CO.UK 26 MAY 2021

WIN Letter of the week wins this ValetPRO exterior protection and maintenance kit worth £48

It’s time to change our seven-year-old Range Rover Sport, which we’ve had from new. We decided to go for the Velar P400e as another step towards electrification (our other car is a BMW i3). We like a well-specced car and accept that options are expensive these days, but what we weren’t expecting was to pay £300 for a home charging cable, which appears to be

the standard for JLR plug-in hybrids. When home charging is currently the only practical option for many, surely a home charging cable should be standard, not an option? Steven Woolgar Via email

The option you’ve seen is a cable with a domestic three-pin plug. All Jaguar and Land Rover PHEVs come with a CCS cable for EV wallbox use – KC

Barely a review goes by these days without a comment about optional larger wheels degrading the ride comfort. My wife wished to buy a X6 but, searching all of BMW UK’s new and nearly new stock, we couldn’t find a single example out of around 140 that had 19in or even 20in alloys; all had the 21in or 22in options. They do look fabulous, and I’m sure BMW does this deliberately to enhance the appeal of its models, but it’s not necessarily supplying what potential customers want nor what will make them happy with their car in the long run. That’s not to mention tyre prices of more than £400 versus maybe £150. (We didn’t particularly need or want a new build with a 14-week lead time, either.) BMW and other makers that do the same, please take note. Alan McRobb Glasgow

Off and away

In response to Arthur Smith’s BMW 4 Series test drive experience (28 April), I can confirm, having just bought a 430i, that you can switch off the lane-keeping aid. Unfortunately, you have to do so every time you start the car, but BMW is aware of this complaint and has told me a software update is expected soon. The car is superb, so go out and buy one. Tim Sayer Via email

LETTERS I love Disco

G R E AT R E A S O N S T O B U Y

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EDITORIAL Email autocar@haymarket.com Editor Mark Tisshaw Editorial director, Automotive Jim Holder Editor-in-chief Steve Cropley Executive editors James Attwood, Rachel Burgess Associate editor Piers Ward Managing editor Sami Shah Editor-at-large Matt Prior Deputy digital editor Tom Morgan Road test editor Matt Saunders Road tester Richard Lane News editor Felix Page Staff writer Jack Warrick Junior reporter Will Trinkwon Used cars editor Mark Pearson Chief sub-editor Kris Culmer Group art editor Stephen Hopkins Art editor Sarah Özgül Designer Rebecca Stevens Prepress manager Darren Jones Senior photographer Luc Lacey Photographer Olgun Kordal Junior photographer Max Edleston Videographer Tej Bhola SEO manager Jon Cook Picture editor Ben Summerell-Youde

Dave Taylor Bury, Lancashire

Sneak preview

Your feature on engine progress (‘The power and the glory’, 21 April) prompted memories of meeting Tadek Marek in 1967, a year before he retired. I was a first-year engineering undergraduate at Surrey University, and we invited the famous Aston Martin engine designer to come and give us a talk. It was fascinating, to say the least. When asked for his two favourite non-Aston Martin engines, he was quick with the reply: Ferrari’s Colombo 3.0-litre V12 and, to our amazement, Ford’s 1172cc side valve. He explained that he had many years ago built himself a special with this engine. Being a thorough chap, he had duly fitted an oil-pressure gauge, but this didn’t register. After a thorough investigation, he diagnosed that there was nothing wrong with the gauge – just zero oil pressure! So he dispensed with the gauge thereafter. At the end of the evening, two of us escorted him to the car park to say goodbye. Smiling, he asked if we would like to see under the bonnet of his DB5, on the condition that we kept what we saw a secret for the time being. This was his test bed for the not yet announced V8. There it was: four twin-choke Webers and 5.3 litres in a decent state of tune, no doubt. With a grin, he told us that his commute from home to the factory ought to use the M1 but, given the 70mph limit, he found he could get there quicker on the A5! The speed with which he disappeared left us in no doubt that he wasn’t kidding.

Ferrari Roma vs Aston Martin DB11 and Bentley Continental GT Does the best grand tourer in the world come from Maranello, Gaydon or Crewe? DRIVEN

DRIVEN

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Tadek Marek’s V8 was used by Aston from 1969 to 2000

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26 MAY 2021 AUTOCAR.CO.UK 59

CONTENTS SUBJECT TO CHANGE

I offer a counterpoint to Ed Gibson’s view on the Discovery (21 April): it’s one of the best-looking Land Rovers. It has character and presence and is bold in a sea of copycat designs. For me, the Range Rover Sport is the firm’s weakest design currently: it’s very derivative, badly proportioned (from the back especially) and lacks any standout features. That it sells well and is great to drive just shows the herd mentality that most buyers gravitate to. Give me individuality and quirkiness every time.

O U R CA RS F E AT U R E D T H I S W E E K

BMW 128ti

BMW M440i

FORD FOCUS ST

HYUNDAI KONA ELECTRIC

MAZDA MX-30

FORD TOURNEO CUSTOM

SKODA OCTAVIA vRS

Early indications are that its real character is far more nuanced than its appearance suggests a

BMW 128ti

Is the first front-wheel-drive hot hatch from Munich better than the Ford Focus ST? FIRST REPORT WHY WE ’ R E RU N N I N G IT To see if the first of a kind for BMW can tackle established rivals as a car not just to drive but also to live with

ell, this is interesting. There I was enjoying life with the Ford Focus ST far more than I had expected when the opportunity to swap it for this BMW 128ti dropped into my lap. What to do? On the one hand, I couldn’t really see me having much more fun in the less powerful, heavier and inevitably slower BMW, but on the other, the Ford had been with me since last summer, and the opportunity to chop it in for such a close rival and interesting newcomer to the class seemed too good to miss. Of course, the BMW would be

60 AUTOCAR.CO.UK 26 MAY 2021

much more expensive – except it isn’t. It’s about £500 cheaper than the Ford, or make that £2000 once you’ve optioned a two-pedal transmission, which the BMW gets as standard. Nor is the BMW poorly equipped; in fact, its standard specification is pretty close to that of the Ford. But the real interest is that the 128ti exists at all. There has never been a sporting front-wheeldrive BMW before. Indeed, I can recall being told at the time of the launch of the original 130i why front-wheel drive didn’t work for such applications, citing the usual arguments about weight distribution and traction. But that was 16 years ago, when the world was a very different place. And here we are. This car itself will look familiar to frequent readers, as it’s precisely the same 128ti that was used for our UK

first drive. It arrived in Alpine White paint, with 4000 miles on the clock and a sensibly limited option count. More than half of that cost was accounted for by the Technology Pack, whose useful components include LED headlights with automatic dipping, a head-up display and a wireless phone charging tray. Otherwise, it has a heated steering wheel (which is great), tinted glass (which is not) and a Harman Kardon surround-sound system (which, given how lame was the sound of the last standard BMW stereo that I used, is probably very welcome). All in and on the road, this is a £35,480 car, which doesn’t sound bad value to me for a well-equipped, sporty BMW with more than 260bhp. What do I like most about it so far? Certainly not its looks, which are absolutely not helped by the paint.

Actually, when it comes to grillebased crimes against eyesight, the 128ti is nothing like as guilty an offender as certain other modern BMWs, but I would so much rather it were a grey, blue or, in fact, almost

SECOND OPINION I’m intrigued to find out how Andrew feels about this car after living with one for a bit, especially since his last long-termer was a Ford Focus ST: the very car that, for me, comprehensively outpointed the 128ti in a group test exercise a few months ago. Even then, though, I could see that the BMW’s premiumbrand allures and automatic gearbox might make it preferable to the Ford for some, as a daily grinder. Time for some daily grinding, then. MS

VOLVO XC60 Care by Volvo subscription service starts to show its value straight away MILEAGE 911 WHY WE ’ R E RU N N I N G IT To find out if this plug-in hybrid SUV can eclipse its higher-profile donor model

Interior is subtly classy and happily hasn’t a touchscreen

any other colour. No, currently what I’m fondest of is the ti badging. Well, perhaps not the red side decals, but definitely the spirit behind them. I like that it’s not pretending to be any kind of M car, because it really isn’t, at least not in that rather brutal way most M cars have become these days. Despite appearances, it’s actually quite subtle under the skin. I prefer its specification to that of the M135i from which it’s derived, the 40bhp drop in power from the same engine offset in substantial part by the 80kg reduction in weight. These days, a 260bhp car simply doesn’t need four-wheel drive. I like, too, that the Torsen differential has been reprogrammed, the suspension geometry altered, the steering slowed and structural stiffening sent rearward to help rebalance the car. Together, these thoughtful moves imply a car developed to have an identity of its own, and to be anything other than a standard 1 Series turned up to 11 or, indeed, an M135i turned down to nine. And that’s exactly the brief fulfilled by the original Turismo Internazionale BMWs. And yes, these include both the E36 and E46 3 Series-based Compact ti models, but also the first to carry the acronym: the 2002ti of 1968.

If BMW is being smart, what it should now do is a still more sporting version retaining front-wheel drive but adding M135i engine tuning, uprated suspension and tii badging. This would recall the fabulous 1971 2002tii, the first modern small and truly sporting BMW. But I digress. The next few months will reveal exactly where this car sits in the firmament. And I think there’s a real opportunity for it to fill the space vacated by the current Volkswagen Golf GTI in its (in my view) misguided attempt to become more sporting. There is and has always been a decent space in this class for a car that doesn’t do the obvious thing and go after the boy-racer market. Something more considered: good to drive, of course, but that actually works just as well when the roads aren’t empty and fast – which, let’s face it, is most of the time. Early indications are that, despite the 128ti looking like another me-too hot hatch, its real character is far more nuanced than its appearance suggests. Priced to excite, it has been given a real opportunity to make a proper impact on its class, particularly as the Golf GTI has so considerately stepped aside for it. Time alone will tell if BMW’s many modifications have provided it with the means to make the most of that chance. But on first acquaintance, I would say it’s looking that way, and I look forward to finding out for sure over the weeks and months to come.

t’s the little things: the phone call and the email a few days after delivery to check how I was getting on with the car and the rather smart reusable water bottle that arrived in the post. All three are received from the Care by Volvo team after you take delivery of your new subscription car, and they’ve come my way since my introductory XC60 report (12 May). However small they may be when weighed up next to a £914 monthly bill, they’re things that make you feel good – not like you’re just another step towards a monthly sales target. As it turned out, I did have a couple of teething problems: my XC60 was supplied without a fast charger, as only three-pin plugs came as standard on pre-facelift plug-in hybrids. Facelifted cars announced since we placed our order get a fast cable, and Care by Volvo was happy to provide me with one to allow for home charging from my wallbox, rather than drive everywhere solely on petrol power with an empty battery.

LOVE IT E LEC TR I C POWE R It still feels a novelty driving around as silently and smoothly in something as big as this.

LOATHE IT PE TRO L POWE R It’s a shame the electric-only range is only 20 miles, as the engine isn’t particularly refined or powerful when the battery runs out.

Also, my phone was struggling to synchronise with the car and the Volvo On Call app that allows you to do things like preset the air-con, but all that is now working. With those issues straightened out, I’m already close to 1000 miles on the odometer in just a few short weeks. Having spent most of the past year in a tiny Honda E, it was a strange feeling getting used to such a big car again. And the XC60 is just that: such a big car, particularly its width. I never quite got used to how wide the 1827mm BMW 3 Series saloon I ran a year ago was, and the XC60 is wider still, at 1902mm. The XC90 would surely feel enormous. Luckily, the XC60’s lofty driving position gives a commanding view of the road and makes it easier to place the car than it might be, and manoeuvring is helped no end by the halo-view camera that shows your surroundings from the top down. It’s a reminder of just how well equipped this XC60 is in Inscription Pro trim, a point made by reader and fellow Care by Volvo customer Brian Robertson, who rightly notes that the value of these options is rarely recognised when it comes to depreciation in a PCP finance deal. There’s another tick in the subscription service’s box. MARK TISSHAW

TEST DATA VO LVO XC60 T8 RECHARG E I N SCR I P TI O N PRO AWD Price £60,115 Price as tested £914 per month Faults None Expenses None Economy 42.0mpg Last seen 12.5.21

OWN ONE? SHARE YOUR EXPERIENCE mark.tisshaw@haymarket.com Top-down camera makes it far easier to park a large car

ANDREW FRANKEL

TEST DATA B M W 12 8 t i Price new £32,780 Price as tested £35,480 Options Technology Pack £1500, heated steering wheel £150, tinted glass £300, Harman Kardon surround stereo £750 Faults None Expenses None Economy 38.8mpg

OWN ONE? SHARE YOUR EXPERIENCE autocar@haymarket.com 26 MAY 2021 AUTOCAR.CO.UK 61

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OUR CARS

BMW M440i

Crucial to any coupé’s appeal is being engaging on a good road, and this one sure is MILEAGE 4083 WHY WE ’ R E RU N N I N G IT To see if a coupé still has a place on today’s SUV-filled roads

t’s admittedly not an acronym that’s likely to catch on any time soon, but lately I’ve been enjoying a spot of wembing in the M440i. Weekend early-morning blasting, in case you were wondering. With lockdown easing, it has been possible to finally enjoy the M440i more as it was intended, with a couple of visits to grandparents who happily live at the end of some great roads in Lincolnshire. It has given me a chance to really examine the M440i and, without getting too chinscratchy about it, to look at whether its poorer fuel economy and higher cost versus the 420d make sense. Previously, I had always been convinced that, worthy as BMW’s four-cylinder diesel engine was,

LOVE IT CLI CKET Y CLI CK Its mixture of touch-sensitive icons and physical buttons make iDrive one of the best infotainment systems around.

LOATHE IT S LI D I N G I N Chunky side bolsters and metal rivets on jeans mean I’ve managed to scratch the leather on the driver’s seat.

Cornering attitude is splendid; modes thankfully have buttons if it were my own money, I would somehow try to stretch to a six-pot, either petrol or diesel. But the 420d I ran before this M440i made me question that notion. I couldn’t see where I would really need the extra punch, as it coped with every sort of journey that was thrown its way. But then a wemb in the M440i changed my mind again. There was no single element of the way it dealt with that flowing back road that stood out, but it was a physical release to enjoy a drive as much as I did that morning. The road was clear, the sight lines long, the weather right and the BMW spot on. It was honestly as good as I’ve felt about a trip in ages. Why was I happier in the M440i? The freer-revving straight six definitely helped, as did the way the car feels slightly less nose-heavy than the 420d. That’s probably entirely psychological, but the M440i does

seem to bite into apexes with slightly sharper teeth. Its weight transfer is glorious, with balanced body roll to make it feel interesting but with the sort of grip that inspires confidence. Thus it flowed through those corners, with enough noise and interaction to create a memory and without me doing silly speeds. The eight-speed torque-convertor gearbox is also better in the M440i. In the 420d, it quite often left me stranded as I approached a roundabout on a trailing throttle, hovering between cogs. Its meshing with this powertrain is much slicker. BMW gives you myriad driving modes to choose from, but they’re largely irrelevant to the experience. The M440i is good without the need to switch from Comfort to Sport. I rarely do, instead driving according to the road and the car,

without trying to mess around to make either fit to me (if that doesn’t sound too pompous). Part of the problem is there are simply too many options to choose from: it’s like a Heinz 57 Varieties menu. There are four modes in total: Comfort, Eco Pro (far too hairshirty), Sport and Adaptive. Sport has three sub-menus, running to Sport, Sport Plus and Individual. Within the latter, you can control everything from the damping to the steering, while Adaptive proactively puts itself in what it considers the best mode according to information from the sat-nav as well as how you’re driving. To be fair to BMW, it’s easy to flick through these modes, as there’s a set of individual rubberised buttons by the gear selector. Even diving into the sub-menu for Sport requires just a couple of stabs of the same button. But I rarely switch. The car defaults to Comfort every time you start it up, and the other settings aren’t significantly different enough to warrant faffing around with them. It’s a minor blot, and one that certainly didn’t spoil my wemb. PIERS WARD

TEST DATA B MW M4 40 i xD R IVE CO U PE Price £54,645 Price as tested £62,995 Faults None Expenses None Economy 31.4mpg Last seen 12.5.21

OWN ONE? SHARE YOUR EXPERIENCE piers.ward@haymarket.com 26 MAY 2021 AUTOCAR.CO.UK 63

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OUR CARS

SKODA OCTAVIA vRS ESTATE Petrol, diesel or plug-in hybrid? We weigh up the vRS options

MILEAGE 2634 WHY WE ’ R E RU N N I N G IT To explore breadth of oil-burners and how Octavia stacks up as a family car

THE DIESEL OCTAVIA vRS makes plenty of sense if you want to balance frugality with performance, but how does it compare with the petrol vRS? The petrol starts at £31,850 for a six-speed manual, but if you look at

like-for-like (with a DSG gearbox, because the diesel isn’t available with a manual), there’s only a fiver between them: the petrol costs from £33,530 and the diesel from £33,535. If performance statistics are your thing, the petrol will undoubtedly be your preference: it can achieve 0-62mph in 6.7sec and a top speed of 155mph, versus the diesel’s 7.4sec and 152mph, while producing 242bhp to the diesel’s 197bhp.

The payoff is, naturally, fuel economy and CO2 emissions. The diesel promises a return of 55.9mpg and 132g/km, unsurprisingly making it more virtuous than the petrol, which gets 40.2mpg and 159g/km. And so far, that MPG figure hasn’t been far off in reality. Then there’s the wild card: the new vRS iV plug-in hybrid. It has the same 242bhp as the petrol but is slightly slower in the benchmark sprint, at 7.3sec, but it promises an incredible 233.3mpg and 27g/km of CO2. It costs £36,875, which is a decent chunk more than the petrol or diesel, but is a lot more tempting if you’re leasing. Monthly lease costs for the diesel and plug-in hybrid are on a par. RACHEL BURGESS

Hyundai Kona Electric MILEAGE 468

LAST SEEN 19.5.21

Instavolt is the latest charging service to join the Onto subscription fold, bringing free access to 470 more rapid units (rated between 50kW and 150kW). All the energy comes from renewable resources and the arrival hasn’t bumped up Onto’s monthly bill. It does mean another card to carry, though, and both the Kona’s visors are already filled with my BP and Shell ones. TM

TEST DATA S KO DA OC TAVIA vRS ESTATE 2 .0 TD I Price £33,535 Price as tested £34,515 Faults None Expenses None Economy 51.0mpg Last seen 5.5.21

Diesel costs virtually the same as more potent petrol

OWN ONE? SHARE YOUR EXPERIENCE rachel.burgess@haymarket.com

FORD TOURNEO CUSTOM Smooth and silent: two words you rarely use to describe a van MILEAGE 2153

Plug in at motorway services and it will go at six miles a minute

WHY WE ’ R E RU N N I N G IT To find out if PHEV power and eight seats give van greater lifestyle appeal

I KNOW THIS Tourneo’s rangeextender powertrain uses only the electric motor to propel its wheels, but I’m still impressed by just how smoothly it pulls away from rest. A lot of plug-in hybrids have such weak motors that the petrol engine almost always kicks in to assist with standing starts, but this big, heavy people-mover can do it silently. The generator only kicks in afterwards, even with the battery practically depleted. With no lag, pulling away is also far less clunky than what you might expect from similar-size vehicles. The energy regeneration always seems to keep a little charge available, even if the car hasn’t been plugged into the mains, and it gains electric miles fairly quickly when you’re coasting down hills. Still, the 33-mile electric-only range can disappear with equal ease, at which point you’re looking

Ford Focus ST MILEAGE 8993

LAST SEEN 19.5.21

Unlike with the GR Yaris, which I had a brief drive in this week, it doesn’t seem to be possible to disable the rev-matching function in the Focus ST’s sportier driving modes. The Toyota has a dedicated button on the transmission tunnel for when you want to do it yourself. Happily, Ford’s system works so well that I doubt I would switch it off even if I could. TM

Mazda MX-30 MILEAGE 650 at almost three hours on a Type 2 charger or more than four from a three-pin domestic socket. That rather limits your options for plugging in on the go, making the Tourneo best suited for local journeys. I recently charged at a service station, where the machine had a 48-minute limit for customers, so I recovered a measly eight miles. LUC LACEY

TEST DATA FO R D TOU R N EO CUSTO M 1.0 ECO BOOST PH E V TITAN I U M Price £62,224 Price as tested £63,610 Faults None Expenses None Economy 25.8mpg Last seen 5.5.21

OWN ONE? SHARE YOUR EXPERIENCE luc.lacey@haymarket.com

LAST SEEN 12.5.21

You can draw several similarities between the MX-30 and BMW i3, but it’s the rear-hinged back doors that most remind me of Munich’s first EV. I can’t deny their stage presence, but that often plays second fiddle to irritation when I’m parked in a tight space and want to put something on the back seats, requiring me to jam myself between both doors. FP

26 MAY 2021 AUTOCAR.CO.UK 65

What to buy, where to buy it and how much to pay

USED CARS W H A T WS TE ALMO T B O U G HE E K THIS W

MERCEDES - BENZ SLK 230 The SLK may be a Marmite car, but with sunnier days beckoning, you can’t blame us for trying to find a roadster. This 1997 model has 105,000 miles, comes with a full service history and is being advertised for £2495, which is about where good ones begin. We would definitely check the body for any rust or filler and ensure that it has a fresh MOT.

James Ruppert THE HIGH PRIEST OF BANGERNOMICS

A Jazz will get you there comfortably, if not very quickly

SMALL COMFORTS A reader asks which compact cars are the cosiest recurring question over the years isn’t about top speeds, cubic capacity or stopping distances but to do with seats – not the number of them, but how comfortable they are. Back when I worked for oldfashioned national newspapers, this was essentially a daily enquiry. Getting comfy in a car, as you will know, is a process of trial and error. It can take a lifetime, but a quick fix is always to buy a pricey ultra-adjustable orthopaedic aftermarket job. Spending a grand on a Recaro is usually cheaper than buying a whole motor. Reader Trish recently asked me for a smallish comfortable car, but I’m not sure that one really exists. By their very nature, small cars are there to do a rudimentary job with the minimum of fuss. Comfortable cars are usually big cars that cost a bit when new. So apart from recommending the switcheroo in her hatchback, where would any recommendations take us? One route is a well-built German. The Audi A1 and BMW 1 Series aren’t necessarily those with the smoothest rides; and anyway, as much as I like a 1er, the rather more unconventional BMW i3, which will drive smoothly with no drama, might make sense. I would go for the range-extender version to negate any range anxiety. They can cost a bit, but there are lots of examples around. I found a 2013 i3, which even had heated seats and only 45,000 miles, up for £10,999.

Otherwise, it’s the compact SUV and crossover crowd, which seems to offer the most options, provided they don’t have stupidly low-profile tyres. The original Citroën DS had a wonderful ride, but that doesn’t mean modern DS-badged cars feel like magic carpets. Even so, I’ve always liked the DS4, a fat hatchback that’s reasonable value nowadays. I found a 2015 1.2 Puretech at £5999 with just 35,000 miles, a couple of previous owners and a decent service history.

We old people set a splendid example by all buying the Jazz a

Then there’s the splendid example that old people like me set by buying the Honda Jazz en masse. I’m sure that it has quite a bit to do with utter reliability, which is of course the best reason to buy any used motor. Getting in and out of any Jazz is a doddle, and mostly they go everywhere at nowhere near warp speed. You can get a oneowner 2007 1.4 i-DSE for a cheap £995, which should be great, but a 2016 1.3 EX with 31,000 miles and air conditioning is probably the better buy for Trish. At the end of the day, a comfortable small car is an entirely subjective purchase that takes a lot of real-world research. Often, though, it’s newer, lower-mileage, looked-after used motors that are the comfiest, mostly because they will be less hassle.

i3 doesn’t have a great ride but is mostly pleasant

TA L E S F R O M R U P P E R T ’ S GA R AG E

MILE AGE 60,000

KIA OPTIMA 2.4 GDi AUTO If you’ve ever wondered what happened to the Yank Tanks, well, they were effectively replaced by Korean large saloons. The Chevrolet Caprice and Ford Crown Victoria have left the minds (if not the hearts) of many Americans in favour of the Kia Optima. This one is US spec: left-hand drive with a slushbox. You will pleased to hear that it isn’t mine but has been borrowed by a resident of the Ruppert ranch as a brief stopgap. It’s a 2015 example that has racked up 60,000 miles and was up for sale at $8000 (about £5700). It’s a comfortable enough bus with acres of room inside, so it’s really not hard to see the appeal.

READERS’ QUESTIONS

Prices appear to QUESTION have increased substantially across the used car market. Are dealers trying to recover revenue lost in lockdown? Des Browning, via email A report by a leading used car classified website claims forecourt ANSWER prices rose 7.1% year on year in April. However, rather than dealers trying to recover revenue lost in the pandemic, it blames the trend on rising dealer confidence and the demand and supply imbalance affecting the market. As we reported in April, market experts expect things to ease as we approach autumn and for prices to settle down. So wait a bit – or, if you must buy now, make sure you get the going rate for your part-exchange. JE

READER’S RIDE

I’ve visited all the QUESTION major car museums and now want to discover some lesser-known ones. Can you suggest any? Colin Dexter, Norwich

Saab 9-5 Estate Douglas nominates the 2002–2009 Saab 9-5 2.0t and 2.3t as the best Bangernomics cars right now. He says: “I’m on my third, a useful estate. Pictured is my old 2.3t at 245,000 virtually trouble-free, hugely comfy miles. These are robust, properly engineered cars with

SEND YOUR USED CAR TALES TO

enough Saab in them to be charismatic, reliable and respectable. Four-pot balancer-shaft petrols are best, but the 1.9 diesel is also frugal and staunch. Regular oil changes for the auto ’box and sump cleans are crucial. Only the neglected rust, so spray WD-40 underneath.”

I hope your old MGB is reliable, Colin, because the less well-known ANSWER museums we’ve found are quite far away. There’s the CM Booth Collection for Morgan fans in Kent, Moretonhampstead Motor Museum in Devon, the Atwell-Wilson Motor Museum in Wiltshire and the Anglesey Transport Museum. Scotland has the Moray Motor Museum in Elgin and Northern Ireland the Abingdon Collection in Omagh. JE

james@bangernomics.com AND READERS' QUESTIONS TO autocar@haymarket.com 26 MAY 2021 AUTOCAR.CO.UK 67

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68 AUTOCAR.CO.UK 26 MAY 2021

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SUMMER SALE

M28 PEG S29 PEM K24 PEN L24 PEP N27 PEP L24 PER P2I PES D93 PET A5 PGC OPEN: MON-FRI 9AM-7PM, SAT 9AM-5PM, SUN I0AM-5PM K26 PJB K28 PJD K29 PJH K26 PJM K26 PJW M24 PLE PMW All registrations are offered on a first come, first served basis. All are subject to VAT and the £80 Dept. for Transport transfer fee. Prices may fluctuate. N6 P5 PNK K27 POL See website for full terms. We have been trading for over 45 years. THOUSANDS MORE AVAILABLE. 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K28 SKY K27 SLR M29 SLW K25 SMA K24 SMB K29 SMD K2I SME K28 SMH K23 SMP K3I SMS K26 SMT K23 SOF L29 SOF P23 SON L3I SON K26 SOP K23 SPA L25 SPA K23 SPB P23 SPC K30 SPH K23 SPR K24 SPS P2I SRB L24 SRM K27 SRW R23 SSA N25 SSA K2I SSO N23 SSS L24 SSS K26 SSS P25 SSY L26 STA R28 STA L26 STO K3I STO K3I STR L2I STS M2I STS L2I STV R33 STV P22 STY L27 STY S99 STY R25 SUL L23 SUM K28 SUM AI8 SUN D88 SUN M2I SUS L26 SUS PI4 SUT L24 SUT K23 TAB R2I TAC GI5 TAD HI8 TAF M27 TAG R27 TAG P24 TAJ L27 TAJ M28 TAJ N28 TAL L23 TAN M29 TAN M29 TAP L23 TAR R23 TAR K24 TAS K2I TAT P24 TAT L28 TAT K28 TCH N2I TEC

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USED CARS

AS GOOD AS NEW

SUZUKI VITARA There’s so much to like about the current-shape model. John Evans is your guide NEED TO KNOW Diesel engine was dropped with the Vitara’s 2019 facelift. On Allgrip models, check the underside for grounding. Allgrip has four driving modes but automatic is best because it shuffles drive between the wheels as required. Hill descent control is a useful off-road feature. Be careful not to exceed the Vitara’s modest towing limits. When launched in 2015, the Vitara scored the full five stars in its Euro NCAP crash tests. An automatic gearbox is available with most engines. Diesel timing belt change falls every five years and is expensive.

OUR TOP SPEC amounted to just two units. The 1.4 Boosterjet remained but was now available with two-wheel drive as well as in cheaper trims. Today, you can get into, for example, a 2019-reg two-wheel-drive SZ-T with 20,000 miles for £11,999. This compares with £15,800 for the equivalent Allgrip SZ5, the only trim offered with the four-wheel drive system and 1.4 engine combined. The second engine in the post-2019 line-up is a three-cylinder 1.0-litre Boosterjet. This turbo petrol has a modest 109bhp but is actually quite sprightly and will return around 43mpg at a squeeze. A 2019-reg SZ-T with 15,000 miles is £12,000. Allgrip four-wheel drive was available from launch on the 1.6-litre engines and the 1.4 Boosterjet. More recently, it became standard on the 1.4 Boosterjet MHEV (mildhybrid electric vehicle), launched in 2020. The system can shuffle drive between the wheels automatically or,

off-roader. That said, two-wheel-drive versions can make light off-roading skirmishes without complaint. Even in cheapest SZ4 trim, the Vitara is well equipped. Alloy wheels, roof rails, a DAB radio, 60:40 rear seats, air-con and front and rear electric windows all feature. It’s followed by SZ-T, which, in turn, is followed by SZ5. This trim has useful features such as LED headlights, parking sensors and radar brake support. The range tops out with S, which, among other things, has Allgrip and hill descent control. The 2019 facelift brought some soft-touch plastics to the dashboard but the Vitara is a rung or two below rivals for interior ambience. Don’t mistake this for poor quality: the Vitara is a rugged and reliable SUV – as well as capable, well equipped, good value and easy to own.

SKODA OCTAVIA 1.0 TSI SE ESTATE £1080 deposit, £180 per month, 48 months, 8000 miles per year Skoda knows what estate buyers want and gives it to them in spades with the Octavia wagon. For example, with the rear seats folded, the boot measures a generous 1700 litres. The space is long, tall and nicely squared off, too.

FORD FOCUS 1.0 ECOBOOST 125 ZETEC EDITION ESTATE £1532 deposit, £255 per month, 48 months, 8000 miles per year With the back seats out the way, there’s 1620 litres of load space here. Filling it is made easier thanks to the floor-level loading sill and the compartment’s squared-off design. There’s also a handy vertical divider to separate loads.

VOLKSWAGEN GOLF 1.0 E-TSI LIFE DSG ESTATE £1292 deposit, £215 per month, 48 months, 8000 miles per year The Golf ties with the Focus for seatsdown boot space but throws a heightadjustable boot floor into the mix that allows you to create two compartments. In its highest position, it also makes a level floor from folded seats to load sill.

SUZUKI V I TA R A 1 . 6 This engine was dropped from the range with the 2019 facelift. It’s an old unit so not the cleanest or most economical but it’s smooth and eager. It’s also great value for money.

OUR PICK

S U Z U K I V I TA R A 1 . 4 B O O S T E RJ E T WILD ALLGRIP S CAR D The sporty member of the Vitara family is fun to drive and well equipped. Thanks to the turbo, in-gear performance is reasonably strong. A 2017-reg example with 50,000 miles is around £11,000.

ONES WE FOUND 2015 Vitara 1.6 SZ-T, 82,000 miles, £6495 2017 Vitara 1.6 SZ-T DDiS, 30,000 miles, £10,200 2018 Vitara 1.4 Boosterjet SZ5 Allgrip, 32,000 miles, £15,300 2019 Vitara 1.0 Boosterjet SZ4, 20,000 miles, £9995

TOYOTA COROLL A 1.8 V V T- i HYBRID ICON TOURING SPORT £1273 deposit, £212 per month, 36 months, 8000 miles per year With 1606 litres of seats-flat space, it’s just pipped by the Focus and Golf. But the area is equally well shaped and the adjustable floor increases loading options. Note that 2.0-litre models have slightly less load space.

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he Vitara under the spotlight here is the fourth-generation model launched in 2015. It’s another well-rounded effort from Suzuki that offers more than its unpretentious styling and reasonable pricing suggest. It’s an SUV, of course, but one that justifies the term by being both a competent sports and a convincing utility vehicle in one. From launch, buyers could choose a 1.6-litre petrol or a 1.6-litre diesel, each with 118bhp. The petrol is smooth and eager and the diesel economical but a bit gruff. They were dropped in the 2019 facelift but the petrol, especially, is good value. Also available from launch was the 1.4-litre Boosterjet, a more modern petrol unit that produces 138bhp and, being turbocharged, is stronger from low revs than the naturally aspirated 1.6 petrol. However, it can be thirsty when pushed hard and early ones are expensive because they’re all fourwheel drive and in top-level S trim. After the facelift, the engine range

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SZ-T This second and most popular trim builds on the in extremis, can be already well-equipped SZ4 locked in four-wheel with smart 17in alloy wheels drive, turning the and a 7.0in infotainment Vitara into a credible system.

BUY THEM BEFORE WE DO

LESSER OF T WO EVOs

Mitsubishi Lancer Evolution VI £20,995 he Lancer Evolution VI Tommi Mäkinen Edition with just 10,000 miles that made £100,000 at an auction of Mitsubishi UK’s heritage fleet recently has set us thinking about cheaper, regular versions. For instance, we’ve found a 1999 Evo VI with 60,000 miles advertised for £20,995. Unfortunately, it has been boosted to 440bhp, and anything more than 400bhp is ill-

BRIGHT LIT TLE SPARK

advised (factory output was 276bhp). At least the seller swears the car has a full service history. Fresh synthetic oil is essential every 4500 miles and a new cambelt every 40,000 or five years, so we would be keen to see evidence of these jobs. We would want to know who uprated the engine, too. The seller also claims the body is free of rust, which is reassuring, as Evos tend to suffer it around the fuel filler, around the rear arches and on

Suzuki Swift Sport 1.4 Boosterjet £11,489 The atmo Swift Sport was something of a modern classic, and perhaps one day the turbo one will be too, but for now we’re just pleased it’s such good value. This 31,000-mile 2018 car at a Suzuki dealer is £11,489, but leggier ones go as low as £9500 at indies.

ALL BIG BAR THE PRICE 70 AUTOCAR.CO.UK 26 MAY 2021

the rear chassis legs. Incredibly, the turbo’s wastegate can also suffer. On our test drive, we would listen for noisy tappets after the engine has warmed up and for a gearbox whine possibly caused by worn input-shaft bearings or a worn transfer box. And don’t forget to listen and feel for worn droplinks, springs and dampers. Perhaps the best thing to do would be to take your newly purchased Evo to a Mitsubishi service centre that’s

equipped with a Mut-II diagnostic computer, which will be able to interrogate its ECU for recent events. This car’s price looks about right, but before bumping elbows we would check out the few unmodified Evo VIs currently for sale at around the same money. Alternatively, there’s a 2000 Tommi Mäkinen with 51,000 miles going for £37,495. Compared with £100,000, that seems a bargain. JOHN EVANS

Porsche 911 Targa

BASK IN GLORIOUS NOISE

£15,950 A full Porsche service history, says the seller of this 116,000-mile 2002 911 Targa. It’s a claim that commands attention, since many older Porsches have slipped out of main or specialist networks. Targa cars used to be less enticing but are now quite desirable.

Audi RS7 Sportback

TVR Chimaera 4.0

£32,790

£13,995

This five-door RS7 cost £90,000 new, but here it is, seven years and 50,000 miles later, for a third of that. It shares its 552bhp 4.0-litre V8 and four-wheel drive with the RS6 Avant. Its big (21in) alloys don’t promise the smoothest ride but look the business.

Never take a TVR at face value, but this 1994 Chimaera appears to be more than just a pretty face. A 82,000-miler, it has had its chassis outriggers, suspension wishbones and dash overhauled and received a new starter motor and brake calipers.

WILD CARD

USED CARS AU C T I O N WAT C H

CLASH OF THE CLASSIFIEDS U S E D C A R D E S K D O E S B AT T L E BRIEF

I’m running for mayor. Can I have a campaign car for £10,000?

Audi A8 3.0 TDI £8500

LEXUS LS 400 Those who were around when the original Lexus was launched in 1990 will recall a classy motor more than ready to take on BMW and Mercedes-Benz. Fast forward 30 years and the few examples running today are leggy and careworn. It’s why it was so good to see this mint 1997 example at auction recently and be reminded just what an accomplished limousine the LS was. With a little over 7000 miles on the clock and looking as fresh as the day it left the factory, this oneowner car made £18,950, or just five times what you would pay for a 200,000-miler out of the classifieds.

FUTURE CLASSIC

Lexus LS 600h £9490 FELIX PAGE Why would you choose anywhere other than the back seat of this Audi A8 as your campaign headquarters? That punchy yet frugal diesel is great for inter-constituency cruising, there’s about 400 yards of leg room, its subtle spec is suitably stately and – uniquely – it comes without tinted rear windows, which shows how transparent a candidate you are… or something. MAX ADAMS Er, I believe that voters are interested in the green angle nowadays, and a big diesel gives off all the wrong fumes. My Lexus LS 600h petrol-electric hybrid is much more on message. And it has more rear amenities, including cooled seats, so James can keep his cool when dealing with the press. FP Yes, nothing screams ‘woke’ like rocking up to open a new wind farm in your 5.0-litre V8 Lexus (let’s ignore the prime minister’s supercharged V8 Jaguar XJ for a minute). I would expect 50mpg out of my A8 on a run, so fuel costs won’t dent James’s campaign budget. MA Is that estimate from first-hand experience? I don’t believe owners (or potential voters) will agree with such lofty figures. Besides, mine will be wafting to a stop on electricity, which is exactly the right message. FP Well, one thing I do know is that a leader should look the part, and even with 30,000 more miles on the clock, my Audi is in a far better state than your rather tired Lexus. Can I count on your vote, James? VERDICT

BMW 130i M Sport LE 3dr £8750 LE means launch edition here, but it could also be short for the colour of the seats: lemon. Just 160 examples of this special 130i M Sport, launched back in 2007 to help the then new three-door variant of the 1 Series hatchback get noticed, were offered in the UK. In addition to those electrically powered, Boston Ice Lemon-coloured seats, the LE received unique alloy wheels, xenon headlights, parking sensors, upgraded infotainment and chrome strips. Our find is a 2007 example with 84,000 miles and a full BMW service history.

I like the LS, but I’ve heard that power corrupts, so I’ll have the more sedate A8. JAMES RUPPERT

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HOW TO BUY A

VW GOLF GTI MK3

WELCOME TO THE CHEAP SEATS

You won’t find a cheaper route into Golf GTI ownership than a Mk3 – and there are still plenty around priced from £1000 up. John Evans tells you what to look out for ur quick survey of three leading used car classified sites finds that the most expensive Mk1 and Mk2 Golf GTIs are being advertised for up to £24,000. In contrast, the most expensive Mk3, a 2.0-litre 16v Japanese import with 36,000 miles, is £8995, and most cars of this generation are around £1500. What’s the Mk3’s problem? After all, it’s a Golf GTI and it’s almost 30 years old (launched in 1992, replaced by the Mk4 in 1997). Ergo, it’s a modern classic for which people should be queuing around the block. Unfortunately, almost from launch, the Mk3 was dismissed as the unsuccessful follow-up to its brilliant predecessors. Heavy, underpowered and dull, said the

72 AUTOCAR.CO.UK 26 MAY 2021

critics. Its cause wasn’t helped by the arrival, towards the end of its life, by sharper rivals such as the Peugeot 306 GTi-6. Launched in 1996, this model was powered by a 2.0-litre engine producing 165bhp compared with the Golf 2.0 GTI 16v’s 148bhp. What’s more, it had a close-ratio six-speed gearbox, whereas the Golf had only five gears. In short, the 306 GTi-6 appeared to have caught the Golf GTI napping. GTi-6 survivors are rare today, but there are plenty of Golf GTI Mk3s in a range of conditions and at reasonable prices. Happily, the model appears to have dodged the curse of the modern classic and its inflated price, which is why now is a good time to ignore the naysayers and discover the Golf GTI Mk3 for yourself.

Its story begins in 1992 with the launch of the 2.0-litre 8v model. With just 113bhp to its name, it took a lazy 9.6sec to do 0-62mph. On a more positive note, standard equipment included alloy wheels, a colourcoded grille, black wheel-arch spats, a rear spoiler and twin tailpipes. Inside were sports seats, split folding rear seats, power windows and a height-adjustable sports steering wheel. At least in the showroom, the new model was everything a GTI buyer could wish for, but away from the potted palms there were grumblings about its lack of fizz. Accordingly, Volkswagen added the 148bhp 2.0-litre 16v engine to the line-up the following year. This brought the GTI’s 0-62mph sprint down to a sportier eight seconds. In

addition to its discreet ‘16v’ badge, the new model had traction control, a bee-sting aerial and a brake wear indicator. This was more like it. In 1996, the GTI’s 20th anniversary was celebrated with the launch of a couple of limited-edition versions: the Anniversary and Colour Concept with Recaro seats coloured to match the body. The following year, the eight-valve engine was dropped from the range. Today, eight-valve Mk3s dominate the small ads. Of course, the 16v is the better car and the one to have, but at this distance we’d argue that condition should be your guiding star. After all, you want to be ready when the market turns and finally decides that, you know what, maybe the Mk3 wasn’t so bad after all.

USED CARS H O W T O G E T O N E I N YO U R GA R AG E

If your buy looks like this, it’s been well looked after

1090kg Kerb weight of the Mk3 Golf GTI, which is 183kg heavier than the Mk2.

suspension turrets. The doors are heavy so check they’re not sagging on their hinges.

ANDREW FERGUSON “I’ve owned my Mk3 eight-valve for a few years and get the feeling interest is rising in the model. It’s why I’ve dry-stored it for the past couple of years, bringing it out only occasionally for a drive and to keep everything moving. It’s a reliable car but I’ve spent around £800 on it in the past three years, either getting it through MOTs or just keeping it sweet. With 113bhp, it’s definitely no Porsche but its appeal lies not in its performance, or lack of it, but in the feel of the controls and in the way it steers and handles. Being a Golf, it always polishes up well and the interior is smart and tough. It just gets better with age.”

Also worth knowing

Buyer beware…

How much to spend

Q E N G I N E Check the oil level and for emulsified oil and water around the filler neck. Be sure to start the engine from cold and check any tappet noises fade out as the temperature rises. Make sure the exhaust isn’t blowing. Wayward idling on a 148bhp model is likely to be a fault with the idle stabilisation valve.

£1000 - £1499 Mainly 113bhp eight-valve cars with high mileages and in need of serious TLC.

Q G E A R B O X Listen for worn bearings (common) and noisy synchros. Also for a click when engaging reverse, which, if left, can become an annoying crunch. Check the clutch bite point and that it isn’t slipping because a faulty self-adjusting cable can cause premature wear.

Q I N T E R I O R Be sure it all works, including electric windows (the regulators fail), and all the check lights glow on start-up.

Don’t sweat about parts availability. Pretty much everything is available from suppliers such as Volkswagen Classic Parts and Heritage Parts Centre. So you’ve little to fear from buying a modified Mk3 (at a knockdown price) and returning it to its original state, which is the market’s preference.

£1500 - £1999 More 113bhp cars in better condition and some project 148bhp cars. £2 0 0 0 - £2 9 9 9 Nicer 148bhp cars with fresh MOTs. Take your pick of tidy 113bhp cars. £3 0 0 0 - £ 4 9 9 9 The finest 113bhp cars, plus some good 148bhp cars. £5 0 0 0 - £ 8 0 0 0 The best 148bhp cars but be careful: this money will buy a very nice Mk5.

Q S U S P E N S I O N A fresh MOT should reveal any serious problems with bushes, dampers and springs. Suspension struts often fail at around 80,000 miles. If the rear end feels lively in corners, suspect worn rear axle bushes.

That little red 16v badge means it’s the one to have

Happily, it appears to have dodged the curse of the modern classic and its inflated price a

Q B R A K E S Check the discs for scoring and pads for depth. Ensure the ABS check light goes out after you start the engine. A seized handbrake is common, especially on a car that has been left standing for extended periods. Q B O DY Look for rust around the windscreen, tailgate, sills, rear door hinge faces, front wings, wheel arches and

One we found V W G O L F G T I 2 . 0 1 6V 5 D R , 1 9 9 7/ R , 122 K M I L E S , £2 5 0 0 This ‘barn find’ GTI has a fresh MOT and has been treated to a long list of new parts, including a cambelt and auxiliary belts, radiator, air-con radiator, rear window regulator, plugs and filters and a tail-light seal. Comes with spare brake discs and, strangely, spare seats.

26 MAY 2021 AUTOCAR.CO.UK 73

Thanks to Heritage VW (heritagepartscentre.com) and VW Owners Club (volkswagenownersclub.com)

An owner’s view

ECONOMY EXPLAINED 2.9 BiTurbo Quadrifoglio

Between the various figures produced on the old-style NEDC, transitional NEDC Correlated and new-style WLTP laboratory emissions and fuel economy tests, it has become tricky to compare manufacturers’ claimed efficiency on the latest new cars. When you see a fuel economy and CO2 figure reference elsewhere, it’s often without explanation. So, to provide as fair and clear a basis for comparison as possible, you’ll only ever read WLTP combined fuel economy and CO2 figures in Autocar’s first drive reviews, features and comparison tests – and on these data pages. Those are the aggregated results of four lab tests carried out across as many different cruising speed ranges – although they’re sometimes expressed as a range rather than as one specific figure to show the different results recorded by the heaviest and lightest available examples of the car in question (depending on optional equipment). In road tests, you’ll also see our own independently produced real-world fuel economy test results for comparison with the lab test claims. We produce an average, track and touring figure for each car we test, as often as possible on a brim-to-brim test basis. While ‘average’ represents the overall economy returned by a new car over a full road test and ‘track’ is relevant only to intensive performance testing (the length and conditions of which can vary slightly), ‘touring’ gives the best guide of the kind of economy you might see from a car at a steady 70mph motorway cruise. We do real-world efficiency and range testing on electric cars, too, expressing the former in terms of miles per kilowatt hour, as manufacturers do increasingly widely by convention. S TA R R AT I N G S E X P L A I N E D

BCCCC ACCCC

irredeemably flawed. Appalling. Massively significant failings. Very poor. Fails to meet any accepted class boundaries. Poor. Within acceptable class boundaries in a few areas. Still not recommendable. Off the pace. Below average in nearly all areas. Acceptable. About average in key areas, but disappoints. Competent. Above average in some areas, average in others. Outstanding in none. Good. Competitive in key areas. Very good. Very competitive in key areas, competitive in secondary respects. Excellent. Near class-leading in key areas and in some ways outstanding. Brilliant, unsurpassed. All but flawless.

503

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191

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3.9

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28.5

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(g O2

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230

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(g O2

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2.2 Turbo Diesel 190 187 2.2 Turbo Diesel 190 Q4 AWD 187 2.2 Turbo Diesel 210 Q4 AWD 207 2.0 Turbo 200 Q4 AWD 197 2.0 Turbo 280 Q4 AWD 276 2.9 BiTurbo Quadrifoglio 503

130 130 134 134 143 197

7.6 7.6 6.6 7.2 5.7 3.8

45.6 43.5 42.8 30.1 30.4 24.6

159 169-170 168 206-209 208 261

2.0 45 TFSI quattro 3.0 30 TDI 2.0 35 TDI 2.0 40 TDI quattro 3.0 S4 TDI

242 132 148 187 342

155 133 136 146 155

5.6 9.5 8.9 7.4 4.8

A4 Avant 5dr estate £32,235–£83,170

34.9-35.3 50.4-55.4 50.4-55.4 50.4-54.3 40.4-40.9

181-184 133-146 133-146 137-148 181-183

AAAAC

Classy and demure estate lacks the dynamic sparkle of rivals. B3 4dr saloon/5dr touring £66,665–£68,165 AAAAA LxWxH 4725x1842x1434 Kerb weight 1370kg Buchloe’s take on 3 Series makes a case for being all the car you 2.0 35 TFSI 148 136 8.9 39.8-44.8 143-162 could ever need. LxWxH 4620x1811x1430 Kerb weight 1865kg 2.0 40 TFSI 187 148 7.5 39.8-43.5 147-162 ALPINA

3.0 BiTurbo

462

186-188 3.8-3.9

25.9

247

2.0 45 TFSI quattro 242 3.0 V6 TFSI RS4 Avant 448 B5 4dr saloon/5dr touring £95,000–£97,500 AAAAC 2.0 30 TDI 132 Is it the best alternative to an M5? Yes, at least from a practicality 2.0 35 TDI 148 viewpoint. LxWxH 4956x1868x1466 Kerb weight 2015kg 2.0 40 TDI quattro 187 4.4 V8 BiTurbo 599 200-205 3.5-3.7 23.5 272 3.0 50 TDI Allroad quattro 282 3.0 S4 TDI quattro 342 B7 4dr saloon £121,850 AAAAC A 7 Series with a power boost gives BMW a worthy challenger to A5 2dr coupé £37,900–£87,725

the AMG S-Classes. LxWxH 5250x1902x1491 Kerb weight 2060kg 4.4 V8 BiTurbo

599

205

4.2

24.4

264 AAAAC

D5 S 4dr saloon £64,355

The excellent 5 Series receives some Alpina tweaking to make it a brilliant cruiser. LxWxH 4956x1868x1466 Kerb weight 1870kg 3.0 BiTurbo

345

171

4.9

38.2

192 AAAAC

XD3 5dr SUV £57,925

Pleasant BMW SUV impressively enhanced with the usual Alpina toolkit. LxWxH 4732x1897x2015 Kerb weight 2015kg 3.0 BiTurbo

330

158

4.9

31.4

328

ALPINE

AAAAA

A110 2dr coupé £48,990–£59,740

A much, much greater car and achievement than the sum of its parts suggests. LxWxH 4180x1980x1252 Kerb weight 1080kg 1.8 Turbo 1.8 Turbo S

248 288

155 162

4.5 4.4

39.2 38.7

162 163

ARIEL

AAAAB

Atom 0dr open £39,950

Simple, purist concept remains but everything else has changed… for the better. LxWxH 3520x1880x1122 Kerb weight 595kg 320

162

2.8

NA AAAAA

Nomad 0dr open £38,000

Well inside the top 10 list of our favourite cars. A revelation and a riot to drive. LxWxH 3215x1850x1425 Kerb weight 670kg

AAAAC 3.0 TFSIe quattro 4.0 S8 quattro 3.0 50 TDI quattro 3.0 50 TDI quattro LWB

A4 4dr saloon £30,835–£58,025

High quality and competent but leaves the dynamic finesse to its Stelvio 5dr SUV £41,255–£73,995 AAAAB rivals. LxWxH 4726x1842x1427 Kerb weight 1320kg Alfa’s first SUV is a solid effort. Choosing the petrol version gives it 2.0 35 TFSI 148 139 8.6 40.9-46.3 140-157 charisma. LxWxH 4687x1903x1671 Kerb weight 1604kg 2.0 40 TFSI 187 155 7.3 40.9-44.8 143-187

2.0 turbo

CCCCC Inherently dangerous/unsafe. Tragically,

h r (b

155 6.0 155 4.1 131 9.8 132 9.2 143-144 7.6-7.9 155 5.3 155 4.9

33.6-34.4 28.1-28.2 49.6-54.3 49.6-54.3 47.9-52.3 38.2 39.2-39.8

187-191 220-226 137-150 137-150 141-154 194 186-189

h r (b

449 571 282 282

e pe

155 155 155 155

0-6

2 0/6

4.9 3.8 5.9 5.9

h Ec

y e) o m ang o n MPG/r (

(g/

)

CO 2

100.9-113.0 57-64 24.1-24.4 263-265 38.7-40.9 180-192 38.2-40.4 182-193 AAAAB

E-tron 5dr SUV £60,600–£93,500

A rounded, uber-luxurious addition to the premium EV niche. LxWxH 4901x1935x1629 Kerb weight 2490kg 50 quattro 71kWh 55 quattro 95kWh S quattro 95kWh

308 403 503

118 124 130

6.8 5.4 4.5

190 237 223

0 0 0 AAAAB

E-tron Sportback 5dr SUV £69,100–£95,100

Quick and classy EV builds on the solid foundations of its more upright sibling. LxWxH 4901x1935x1616 Kerb weight 2480kg 50 quattro 71kWH 55 quattro 95kWh S quattro 95kWh

308 403 503

118 124 130

6.8 5.7 4.5

192 242 224

0 0 0 AAAAC

Q2 5dr SUV £23,640–£45,635

Audi’s smallest SUV is a decent stepping stone from the A3 to the Q range. LxWxH 4191x1794x1508 Kerb weight 1205kg

1.0 30 TFSI 114 122 10.3 44.8-47.1 135-143 1.5 35 TFSI 148 131 8.5 42.2-44.8 142-151 187 141 6.5 34.0-34.9 184-187 AAAAC 2.0 40 TFSI quattro 298 155 4.8 32.8-33.2 192-195 Refreshed coupé gets a sharper look and a refreshed interior. Still 2.0 SQ2 TFSI mundane to drive. LxWxH 4673x1846x1371 Kerb weight 1390kg 1.6 30 TDI 114 122 10.5 47.1-49.6 150-158 148 131 8.1 45.6-47.9 155-163 2.0 35 TFSI 148 140 8.9 41.5-45.6 141-154 2.0 35 TDI quattro 2.0 40 TFSI 187 150 7.2 41.5-47.1 141-154 2.0 45 TFSI quattro 242 155 4.8 34.9-38.8 180-184 Q3 5dr SUV £30,310–£61,585 AAABC 2.9 V6 TFSI RS5 quattro 443 155 3.9 29.4-30.4 211-218 Typically refined and competent but feels more like an A3 than an 2.0 35 TDI 163 162 8.2 51.4-55.4 133-144 Audi SUV. LxWxH 4388x1831x1608 Kerb weight 1385kg 2.0 40 TDI quattro 187 146 7.4 50.4-54.3 135-146 1.5 35 TFSI 148 128-131 9.2-9.6 38.7-42.2 153-166 3.0 V6 S4 TDI quattro 345 155 4.8 40.4-40.9 180-184 2.0 40 TFSI quattro 187 136 7.4 31.0-32.5 197-207 2.0 45 TFSI quattro 227 144 6.3 31.0-31.7 201-205 A5 Sportback 5dr coupé £37,900–£87,725 AAAAC 2.5 RS Q3 quattro 396 155 4.5 27.7-28.8 222-230 Refined, good-looking four-door coupé is sadly short on charm and 2.0 35 TDI 148 128 9.2 47.9-49.6 150-154 finesse. LxWxH 4733x1843x1386 Kerb weight 1425kg 2.0 35 TDI quattro 148 131 9.3 39.2-40.9 182-188 2.0 35 TFSI 148 139 9.1 40.9-44.8 144-158 2.0 40 TDI quattro 188 137 8.0 37.7-40.4 84-195 2.0 40 TFSI 187 150 7.5 40.9-44.8 143-158 2.0 45 TFSI quattro 242 155 5.8 34.4-35.3 183-187 Q3 Sportback 5dr SUV £33,035–£62,735 AAABC 2.9 V6 TFSI RS5 Quattro 448 155 3.9 28.8-29.7 215-222 A more sporting take on the compact SUV, with similarly stable 2.0 35 TDI 148 135 9.1 50.4-54.3 135-147 handling. LxWxH 4500x1856x1567 Kerb weight 1460kg 2.0 40 TDI quattro 187 146 7.6 49.6-54.3 137-149 1.5 35 TFSI 148 126 9.6 39.2-41.5 154–163 3.0 S5 TDI quattro 345 155 4.9 39.8-40.4 183-187 2.0 40 TFSI quattro 188 136 7.4 30.7-32.1 199-208 2.0 45 TFSI quattro 227 144 6.5 31.4-32.1 200-208 A5 Cabriolet 2dr open £42,015–£64,055 AAAAC 2.5 RS Q3 quattro 396 155 4.5 27.7-28.5 223-231 More practical than smaller options. Lower-powered, steel-sprung 2.0 35 TDI 148 126 9.3 48.7-51.4 145–152 trim is best. LxWxH 4673x1846x1383 Kerb weight 1600kg 2.0 35 TDI quattro 148 126 9.3 40.4-44.8 166-183 2.0 35 TFSI 150 136 9.8 38.7-40.4 160-165 2.0 40 TDI quattro 188 134 8.3 38.2-39.8 185-195 2.0 40 TFSI 187 150 7.9 38.7-40.4 160-165 2.0 45 TFSI quattro 242 155 6.5 32.8-33.2 192-196 Q5 5dr SUV £43,950–£71,750 AAAAC 2.0 40 TDI quattro 187 145 8.0 47.1-48.7 152-157 Appealing combination of Audi allure, affordable SUV practicality

and attractiveness. LxWxH 4663x1893x1659 Kerb weight 1720kg

AAAAC 2.0 45 TFSI quattro 242 147 6.4 31.0-33.6 191-206 Supremely well-constructed but a bit soulless to drive. A smart 2.0 50 TFSIe quattro 249 148 6.1 128.4 49 ASTON MARTIN office on wheels. LxWxH 4939x1886x1457 Kerb weight 1645kg 2.0 55 TFSIe quattro 363 148 5.3 108.6 56 ABCCC Vantage 2dr coupé/2dr open £122,805–£127,005 AAAAB 2.0 45 TFSI quattro 242 155 6.0 35.3-37.2 172-182 2.0 40 TDI quattro 187 136 8.1 41.5-44.8 165-179 The faster, cleverer, more hardcore entry-level Aston tops its 2.0 50 TFSIe quattro 299 152 5.5 166.0-177.0 36-38 3.0 SQ5 TDI quattro 344 155 5.1 32.8-34.4 216-224 class. LxWxH 4465x1942x1273 Kerb weight 1630kg 3.0 55 TFSI quattro 335 155 5.1 32.8-34.9 184-196 4.0 V8 503 190-195 3.6-3.8 11.6 236 2.0 40 TDI 201 152 8.1 47.9-51.4 145-155 Q5 Sportback 5dr SUV £44,145–£72,180 AAABC AACCC 2.0 40 TDI quattro 201 153 7.6 45.6-47.9 155-163 Reduced accommodation and practicality, but still a refined and solid steer. LxWxH 4689x1893x1660 Kerb weight 2010-2150kg DB11 2dr coupé/2dr open £152,805–£165,130 AAAAA 2.0 45 TDI quattro Allroad 228 155 6.7 38.2 193 The stunning replacement for the already seductive DB9 is tyre3.0 50 TDI quattro 282 155 5.5 38.7-40.4 183-191 2.0 45 TFSI quattro 263 149 6.1 31.7-33.6 192-202 AABCC shreddingly good. LxWxH 4739x2060x1279 Kerb weight 1875kg 3.0 S6 TDI quattro 344 155 5.0 36.2 203-205 2.0 50 TFSIe quattro 297 148 6.1 176.6-188.3 36-38 4.0 V8 503 187 4.0 10.8 230 2.0 55 TFSIe quattro 364 148 5.3 156.9-166.2 41-42 AAACC 5.2 V12 AMR 630 208 3.7 13.4 265 A6 Avant 5dr estate £40,620–£112,840 AAAAC 2.0 40 TDI quattro 201 137 7.6 42.2-44.8 166-176 A capable and high-tech throwback that’s a timely reminder of 3.0 SQ5 TDI quattro 336 155 5.1 33.2-34.4 216-222 DBS Superleggera 2dr coupé/open £231,730–£249,730 AAAAA what Audi does best. LxWxH 4939x1886x1467 Kerb weight 1710kg Effortlessly fast, intoxicating to drive: the big Aston is better than 2.0 45 TFSI quattro 242 155 6.2 34-36.2 177-189 Q7 5dr SUV £56,935–£96,880 AAAAC AAABC ever. LxWxH 4712x2146x1280 Kerb weight 1693kg 3.0 55 TFSI quattro 335 155 5.3 31.7-34.0 189-201 Unengaging to drive and light on feel, but the cabin is both huge AAAAC 5.2 V12 715 211 3.7 13.5 306 4.0 RS6 quattro 596 174 3.6 22.2-22.8 281-289 and classy. LxWxH 5052x1968x1740 Kerb weight 2060kg 2.0 40 TDI 201 149 8.3 45.6-49.6 150-162 3.0 V6 55 TFSI quattro 338 155 5.9 25.4-27.4 233-253 DBX 5dr SUV £160,230 AAAAB 2.0 40 TDI quattro 201 150 7.8 44.1-46.3 159-167 3.0 V6 55 TFSIe quattro 376 149 5.9 TBC TBC Doesn’t try to be the biggest, fastest SUV, and may be all the more 3.0 50 TDI quattro 282 155 5.7 38.2-39.8 187-195 4.0 SQ7 quattro 435 155 4.1 29.4-30.1 245-251 AAAAB appealing for it. LxWxH 5039x1998x1680 Kerb weight 2245kg 3.0 S6 TDI quattro 344 155 5.1 35.3 209 3.0 V6 45 TDI quattro 228 142 7.3 32.1-34.0 217-230 4.0 V8 550 181 4.5 19.7 269 3.0 V6 50 TDI quattro 282 152 6.3 32.1-34.0 217-230 AAAAA A7 Sportback 5dr coupé £48,085–£115,990 AAABC AU D I Easy on the eye and to live with, but let down by stolid dynamics. Q8 5dr SUV £70,800–£123,100 AAAAC A1 Sportback 5dr hatch £18,920–£31,760 AAABC LxWxH 4969x1908x1422 Kerb weight 1880kg Striking and effective coupé-SUV range-topper leaves us wanting ABARTH Quite pricey, but a rounded car with plenty of rational appeal. 2.0 45 TFSI quattro 242 155 6.2 35.3-36.2 177-183 more. LxWxH 4986x1995x1705 Kerb weight 2145kg 595 3dr hatch/2dr open £17,310–£28,440 AAABC LxWxH 4029x1746x1418 Kerb weight 1105kg 2.0 50 TFSIe quattro 299 155 6.3 134.5-141.2 46-47 3.0 V6 55 TFSI quattro 335 155 5.9 25.9-26.4 243-248 The Fiat 500’s Abarth makeover makes it a true pocket rocket. 1.0 25 TFSI 94 118 10.8 48.7-50.4 128-133 3.0 55 TFSI quattro 335 155 5.3 32.1-34.0 189-199 4.0 SQ8 quattro 503 155 4.1 31.0-31.7 234-239 LxWxH 3657x1627x1485 Kerb weight 1070kg 1.0 30 TFSI 114 126 9.5 46.3-51.4 124-139 4.0 RS7 quattro 596 174 3.6 22.2-23.0 280-287 4.0 V8 RS Q8 quattro 592 155 3.8 20.2-20.5 314-318 1.4 T-jet 145 143 130 7.8 38.7-39.2 162-164 1.5 35 TFSI 148 137 7.7 44.1-44.8 142-145 2.0 40 TDI 201 152 8.3 47.9-49.6 150-156 3.0 V6 50 TDI quattro 282 152 6.3 32.8-33.2 222-226 1.4 T-jet 165 Turismo 162 135 7.3 37.7-38.2 161-166 2.0 40 TFSI 197 146 6.5 40.4 158 2.0 40 TDI quattro 201 155 7.0 45.6-47.1 158-163 1.4 T-jet 180 Competizione 177 140 6.9 36.7 171 3.0 50 TDI quattro 282 155 5.7 38.2-39.8 186-193 TT 2dr coupé £34,770–£66,080 AAAAC 1.4 T-jet 180 Essesse 177 140 6.7 36.7 171 A3 Sportback 5dr hatch £23,300–£50,310 AAAAC 3.0 S7 TDI quattro 344 155 5.1 35.3-35.8 205-208 Still serves up plenty of pace, style and usability for the money. It’s 2.4 K24 i-VTEC

235

125

3.4

All the above but with the added convenience of a usefully larger

AAABC boot. LxWxH 4313x1785x1426 Kerb weight 1180kg A convincing track-day 500 with decent dynamic ability, but overly 1.0 30 TFSI 114 128 9.9 48.7-52.3 124-132 firm ride spoils it. LxWxH 3657x1627x1485 Kerb weight 1045kg 1.5 35 TFSI 148 137 8.2 44.8-48.7 132-142 1.4 T-jet 180 Rivale 177 140 6.7 36.2-36.7 171 2.0 TFSI RS3 quattro 394 155 4.1 29.7 214-216 1.6 30 TDI 114 126 10.4 61.4-68.7 111-119 A L FA R O M E O 1.5 35 TDI 148 135 8.1 56.5-61.4 119-131 Giulietta 5dr hatch £22,495–£23,370 AAACC Long in the tooth but still seductive, shame it’s not rounded or A3 Saloon 4dr saloon £25,265–£51,310 AAAAC

695 3dr hatch/2dr open £30,650

lavish enough. LxWxH 4351x1798x1465 Kerb weight 1305kg 1.4 TB 120 1.6 JTDM-2 120

118 148

121 121

9.4 10.0

38.2 49.6

168-172 144-148

Undercuts the case to own an A4. Upmarket interior and good to drive. LxWxH 4458x1796x1416 Kerb weight 1240kg

1.0 30 TFSI 1.5 35 TFSI Giulia 4dr saloon £34,995–£67,995 AAAAB 2.0 TFSI RS3 quattro Handsome and special dynamically but lacks finesse and comes 1.6 30 TDI as an auto only. LxWxH 4643x1860x1436 Kerb weight 1429kg 1.5 35 TDI 2.0 Turbo Petrol 200 197 146 6.6 36.2 176-184 2.0 Turbo Petrol 280 276 149 5.7 33.6 195 2.2 Turbo Diesel 160 158 137 8.2 53.3 135 2.2 Turbo Diesel 190 187 143 7.1 52.3 143

74 AUTOCAR.CO.UK 26 MAY 2021

114 148 394 114 144

131 139 155 131 150

9.9 8.2 4.1 10.4 8.4

50.4-52.3 46.3-48.7 29.7-30.1 64.2-67.3 57.6-61.4

123-128 132-139 213-214 137-143 120-127

A6 4dr saloon £38,520–£79,375

better to drive, too. LxWxH 4191x1966x1376 Kerb weight 1365kg

AAAAC 2.0 40 TFSI Technical tour de force benefits from Audi’s knack of making very 2.0 45 TFSI good limousines. LxWxH 5172x1945x1473 Kerb weight 1920kg 2.0 45 TFSI quattro 3.0 55 TFSI quattro 335 155 5.6 28.2-29.4 217-228 2.0 50 TFSI quattro TTS 3.0 55 TFSI quattro LWB 335 155 5.7 28.2-29.1 219-228 2.5 TT RS quattro

A8 4dr saloon £73,330–£117,310

194 242 242 302 395

155 155 155 155 155

6.6 5.8-5.9 5.2 4.5 3.7

40.4-41.5 38.7-39.2 34.9-35.8 34.9-35.3 30.7

154-158 162-167 180-184 180-183 208-210

AAAAC

TT Roadster 2dr open £34,320–£67,830

Plenty of pace and driver reward, along with prestige and designicon style. LxWxH 4191x1966x1355 Kerb weight 1455kg 2.0 40 TFSI 2.0 45 TFSI 2.0 45 TFSI quattro 2.0 50 TFSI quattro TTS 2.5 TT RS quattro

194 242 242 302 395

155 155 155 155 155

6.9 6.0-6.1 5.5 4.8 3.9

39.2-40.4 37.2-38.2 33.6-34.4 34.0-34.4 29.7-30.1

159-163 168-172 185-190 185-188 214-215

N E W CAR PR I CES Po

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305

170

2.8

BENTLEY

AAAAC

Continental GT 2dr coupé £160,130–£209,230

Refined and improved in every area, making the Conti a superb grand tourer. LxWxH 4850x1966x1405 Kerb weight 2244kg 4.0 V8 6.0 W12

542 626

198 207

3.9 3.6

23.9 20.8

268 308 AAAAB

Continental GTC 2dr open £175,930–£224,630

Immensely capable and refined open-top cruiser with effortless performance. LxWxH 4850x2187x1399 Kerb weight 2414kg 4.0 V8 6.0 W12

542 626

198 207

4.0 3.7

23.3 20.2

275 336 AAAAB

Flying Spur 4dr saloon £156,130–£215,430

New from the ground up, with the looks and technology of a class winner. LxWxH 5316x1879x1483 Kerb weight 2437kg 6.0 W12

632

207

3.8

19.1

337 AAAAB

Bentayga 5dr SUV £151,830–£183,650

Crewe’s first attempt at an SUV remains ahead of most luxury rivals. LxWxH 5140x1998x1742 Kerb weight 2505kg 4.0 V8

542

171

4.5

21.7

302

0-6

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1.2 PureTech 1.2 PureTech 130 1.2 PureTech 155 1.5 BlueHDi X1 5dr SUV £29,930–£40,580 AAAAC 1.5 BlueHDi 130 Pick of the premium bunch but a tad unrefined and has ordinary ë-C4 50kWh

9.5-9.8 7.8 11.8 9.6 8.2 8.0

42.2-42.8 40.4-40.9 55.4-56.5 53.3-54.3 51.4-52.3 49.6

152 181 181 254 288 288 369 503 148 187 187 263 263 338

138 146 142 155 143 143 155 155 132 146 144 155 155 155

8.4 7.1 7.6 5.8 5.9 5.9 4.4 3.9 8.3-8.4 6.8-7.1 6.9 5.5 5.1 4.6

44.1 145-146 44.1 144-146 41.5-42.2 153-154 40.9-42.8 150-156 188.3-201.8 37-38 TBC TBC 34.9 185 28.2 229 52.6-62.8 117-129 56.5-60.1 124-131 54.3-56.5 130-136 47.1-49.6 150-156 47.1 157-158 46.3 160

420i 181 146 8.2-8.4 34.0-35.8 181-183 AAAAB 430i 248 155 6.3-6.4 32.8-35.3 183 May not drive like a traditional BMW but delivers on upmarket hatch 440i 321 155 5.4 29.7-30.4 194 values. LxWxH 4319x1799x1434 Kerb weight 1365kg M4 Competition 444 155 4.3-4.5 26.9-28.0 229 118i 138 132 8.5 46.3-47.1 130-134 420d 187 146 8.1-8.2 44.1-46.3 160 128ti 261 155 6.1 40.9 157 430d 254 155 5.9 39.2-39.8 180 M135i xDrive 302 155 4.8 36.2 177 435d xDrive 308 155 5.2 37.7-38.2 189 116d 114 TBC 10.1-10.3 60.1-62.8 119-123 118d 148 134 8.4-8.5 58.9-60.1 123-127 4 Series Gran Coupé 4dr coupé £36,660–£49,440 AAAAC 120d 187 144 7.3 55.4-57.6 129-133 Essentially a prettier 3 Series. Good, but not better than the 120d xDrive 187 TBC 7.0 52.3-53.3 139-142 regular saloon. LxWxH 4640x1825x1404 Kerb weight 1520kg 420i 181 146 7.5-7.7 34.9-37.1 172-173 2 Series 2dr coupé £27,105–£75,355 AAAAB 420i xDrive 181 144 7.8-8.1 25.8-33.2 182-183 A proper compact coupé now. Could be better equipped, however. 430i 248 155 5.9 34.4-37.2 174 LxWxH 4432x1774x1418 Kerb weight 1420kg 440i 321 155 5.1 30.7-31.7 188 218i 134 130 8.8-8.9 37.2-38.2 168-172 420d 187 146 7.4-7.6 46.3-51.4 151-152 220i 181 143 7.2 37.2-37.7 170-174 420d xDrive 187 144 7.5 43.5-46.3 160 M240i 335 155 4.6-4.8 32.5 197 430d 254 155 5.6 40.9-41.5 174 M2 Competition 404 155 4.2-4.4 28.5 225 430d xDrive 254 155 5.3 38.2-39.2 185 M2 CS 448 174 4.0 28.5 226 435d xDrive 308 155 4.8 39.2-39.8 183

1 Series 5dr hatch £25,360–£37,685

115 124 109

11.3 10.4 12.8

AAABC

51.5 47.3 62.7

141-143 150 126-128 AAACC

Interesting to look at but soft and unrewarding to drive. Electric ë-C4 is better. LxWxH 4355x1800x1525 Kerb weight 1247kg

handling. LxWxH 4439x1821x1598 Kerb weight 1395kg sDrive18i sDrive20i xDrive20i xDrive25e sDrive18d xDrive18d xDrive20d

138 189 189 218 148 148 187

127 138 TBC 120 126 126 136

9.7 7.4 7.7 6.9 9.3-9.4 9.3-9.4 7.8

42.8 149-150 40.9 156-157 38.2-38.7 166-167 134.5-148.7 50-51 55.4 133-134 50.4-51.4 145-146 49.6 148-149

99 128 153 108 129 134

TBC TBC TBC TBC TBC 93

TBC TBC TBC TBC TBC 9.7

TBC 54.7 TBC TBC 64.9 227

Grand C4 Spacetourer 5dr MPV £26,225–£32,320

122 120 133 114-115 119 0 AAAAC

Alternative MPV offers something fresh, comfy, spacious and quietly upmarket. LxWxH 4602x1826x1638 Kerb weight 1297kg 1.2 PureTech 130 1.5 BlueHDi 130 2.0 BlueHDi 160

126 126 158

125-128 10.8 130 11.3 130 9.2

46.9 60.1 47.0

143-145 136-137 160-161

C5 Aircross 5dr SUV £24,350–£35,850 AAABC AAAAC Smooth-riding SUV has an easy-going nature, but not the most

X2 5dr SUV £30,910–£46,775

dynamic. LxWxH 4500x1859x1670 Kerb weight 1530kg Proves crossovers aren’t always worse than the hatchbacks on which they’re based. LxWxH 4360x1824x1526 Kerb weight 1460kg 1.2 PureTech 130 129 117 10.5 44.2 1.6 PureTech 225 PHEV 1.5 BlueHDI 130 2.0 BlueHDI 180

223 129 174

140 117 131

TBC 10.4 9.4

184.0 57.3 47.3

149-151 50 138-139 163-165

AAAAB

Berlingo 5dr MPV £21,875–£28,880

Boxy, slightly quirky and immensely practical van-based car returns to top form. LxWxH 4403x1921x1849 Kerb weight 1398kg 1.2 PureTech 110 1.5 BlueHDI 100 1.5 BlueHDI 130

108 101 128

109 109 116

11.5 12.3 10.3

42.0-43.5 154-160 55.6 141-148 54.2 144-149

CUPRA

AAABC

Leon 5dr hatch £34,495–£36,225

PHEV powertrain is effective but makes for a confused take on the hot hatch formula. LxWxH 4398x1799x1467 Kerb weight 1596kg 1.4 eHybrid

241

140

6.7

TBC

TBC AAABC

Leon Estate 5dr hatch £34,495–£36,225

More practical version of the most potent Leon blows as hot and cold as the hatch. LxWxH 4657x1799x1463 Kerb weight TBC 1.4 eHybrid

241

140

TBC

TBC AAABC

Ateca 5dr hatch £39,050

First model from Seat’s stand-alone performance brand has decent pace and precision. LxWxH 4376x1841x1615 Kerb weight 1615kg 2.0 TSI 300

296

153

5.2

32.5

197 AAAAC

Formentor 5dr SUV £27,395–£43,840

Bespoke SUV delivers a well-rounded, sure-footed and rewarding X5 5dr SUV £60,710–£113,045 AAAAC drive. LxWxH 4450x1839x1511 Kerb weight 1569kg More capable, convenient, refined and classy SUV that’s a more 1.5 TSI 150 148 127 8.9 43.5-44.8 143-148 satisfying drive. LxWxH 4922x2004x1745 Kerb weight 2110kg 2.0 TSI 310 310 155 4.9 32.8-33.2 193-194 xDrive40i xDrive45e M50i X5M Competition xDrive30d xDrive40d

335 282 523 623 261 340

155 155 155 155 130 152

5.5 5.6 4.3 3.8 6.8 5.5

27.7-28.2 227-231 188.3-235.4 31 27.3 276 22.1 304 41.5-42.2 175-179 38.7-39.2 192-196

X6 5dr SUV £62,410–£115,745

The world’s first off-road coupé, but appearances make it difficult to love. LxWxH 4909x1989x1702 Kerb weight 2065kg xDrive40i M50i X6M Competition xDrive30d xDrive40d

338 523 623 254 340

155 155 155 143 154

5.5 4.3 3.8 6.7 5.5

DACIA

28.0-28.5 23.5 22.4 42.2-42.8 38.7-39.8

225-230 272 287 172-176 187-191

AAABC

Sandero 5dr hatch £7995–£11,995

A clever budget prospect but its limitations are unavoidable, even after a facelift. LxWxH 4088x1848x1499 Kerb weight 1009kg

1.0 SCe 75 1.0 TCe AAABC 1.0 TCe Bi-Fuel

66 90 99

98 111 114

16.7 11.7 11.6

TBC TBC TBC

120 120 123 AAABC

Sandero Stepway 5dr hatch £10,995–£13,795

A more expensive and slightly more rugged cheap car – but still limited. LxWxH 4099x1848x1535 Kerb weight 1040kg 1.0 TCe 1.0 TCe 100 Bi-Fuel

88 99

107 109

12 11.9

TBC TBC

127 130-131

Logan MCV 5dr estate £10,745–£12,105 AAACC AAAAC Lacks its stablemates’ charms but retains their cheapness.

X7 5dr SUV £77,670–£95,745

BMW’s largest SUV yet crowns the line-up, but faces strong

AAAAB competition. LxWxH 5151x2000x1805 Kerb weight 2395kg Better than its 1 Series forebear but lacks truly distinguishing The perfect compromise between the comfy E-Class and dynamic xDrive40i 338 155 6.1 28.7 249-250 premium qualities. LxWxH 4432x1774x1413 Kerb weight 1440kg XF, and then some. LxWxH 4936x2126x1479 Kerb weight 1530kg M50i 523 155 4.7 22.1 290 218i 134 130 9.4-9.6 35.3-36.2 177-181 520i 181 146 7.8 44.8-45.6 142-145 xDrive40d 340 152 6.1 36.2 203-204 220i 181 143 7.7 34.9-35.8 180-184 530e 288 146 5.9 117.7-128.4 32-43 M240i 335 155 4.7-4.9 31.4 204 530e xDrive 288 146 5.9 TBC TBC i3 5dr hatch £39,690–£42,220 AAAAB M550i xDrive 528 155 3.8 25.9 247 Our favourite high-end small car happens to be an EV, and it could change motoring. LxWxH 3999x1775x1578 Kerb weight 1245kg 2 Series Gran Coupé 4dr saloon £26,780–£38,525 AAACC M5 Competition 616 155 3.3 25.4 252 Blends 1 Series platform with rakish looks, but lacks the coupé’s 520d 187 147 7.5 57.6-58.9 126-129 120Ah 167 93 7.3 181 0 driver appeal. LxWxH 4526x1800x1420 Kerb weight 1350kg 520d xDrive 187 144 7.6 54.3-55.4 132-135 120Ah S 180 99 6.9 175 0 218i 138 134 8.7 46.3-47.1 136-138 530d xDrive 261 155 5.4 51.4-52.3 143-145 M235i xDrive 302 155 4.9 37.2 172 iX3 5dr SUV £58,850–£61,850 AAAAC 218d 148 138 8.6 58.9-60.1 123-125 5 Series Touring 5dr estate £41,845–£62,455 AAAAB All-electric SUV is brisk, agile, refined and versatile. LxWxH 4584x1852x1640 Kerb weight 2185kg 220d 188 148 7.5 56.5-57.6 129-131 The excellent 5 Series made in more practical form. The 520d is still the best. LxWxH 4942x2126x1498 Kerb weight 1630kg 80kWh 282 112 6.8 TBC 0 2 Series Active Tourer 5dr hatch £27,040–£38,775 AAAAC 520i 181 139 8.2 40.4-42.2 152-160 BMW’s FWD hatch is a proper contender but not as practical as 540i xDrive 335 155 5.1 34.9-35.8 179-185 Z4 2dr coupé £38,745–£51,270 AAAAC some of its rivals. LxWxH 4342x1800x1555 Kerb weight 1360kg 520d 187 147 7.8 52.3-55.4 134-142 Better to drive than ever but makes a better open-top cruiser than 218i 134 127 9.3 44.1-44.8 143-145 520d xDrive 187 144 7.9 49.6-52.3 140-148 a true sports car. LxWxH 4689x1942x1293 Kerb weight 1485kg 220i 181 142 7.4 42.2 151-153 530d 261 155 5.8 47.9 154 sDrive20i 195 155 6.6 39.8-40.4 160-161 225xe 248 125 6.7 88.3-100.9 44 530d xDrive 261 155 5.6 46.3-47.9 160 sDrive30i 255 155 5.4 39.8 161-162 216d 114 121 11.1 58.9 125-126 sDrive M40i 338 155 4.6 35.8 181 218d 148 129 9.0-9.1 56.5 130-132 7 Series 4dr saloon £71,725–£90,465 AAAAC C AT E R H A M 220d 187 141 7.6 54.3 136-137 Rules on in-car entertainment and diesel sophistication; otherwise 220d xDrive 187 138 7.5 51.4 144-145 too bland. LxWxH 5098x1902x1478 Kerb weight 1755kg Seven 2dr open £26,490–£53,885 AAAAB 740i 338 155 5.5 34-35.8 180-190 The 360 is the sweet spot, giving the Seven just the right hit of 750i xDrive 527 155 4.0 26.4 243-245 performance. LxWxH 3100x1575x1090 Kerb weight 490kg 745e 283 155 5.1-5.2 104.6-141.2 46 1.6 Sigma Ti-VCT 270 135 122 5.0 NA NA 730d 261 155 6.1 49.6-51.4 144-148 1.6 Sigma Ti-VCT 310 152 127 4.9 NA NA 730d xDrive 261 155 5.8 47.1-47.9 155-158 2.0 Duratec 360 180 130 4.8 NA NA 740d xDrive 315 155 5.2 46.3-47.1 158-159 2.0 Duratec 420 210 136 3.8 NA NA 2.0 Supercharged 620S 310 145 3.4 NA NA 8 Series 2dr coupé/2dr open £74,640–£133,380 AAAAC 2.0 Supercharged 620R 310 155 2.8 NA NA

5 Series 4dr saloon £39,270–£102,325

107 127 96

C4 5dr hatchback £20,990–£34,330

AAAAB sDrive18i 138 127 9.6 42.8-43.5 148-150 Towering everyday appeal. Arguably the best all-rounder sensible sDrive20i 189 141 7.7 40.9-41.5 154-156 money can buy. LxWxH 4620x1811x1430 Kerb weight 1565kg xDrive20i 189 TBC 7.6 38.7-39.2 164-166 318i 152 137 8.7 42.2 152-153 xDrive25e 220 121 6.8 156.9 40-41 320i 181 143 7.5 42.2 152-153 M35i 302 155 4.9 34.4 187 330i 254 155 5.9 39.2-40.9 156-163 sDrive18d 148 129 9.3-9.8 55.4 132-134 330e 292 143 5.9 176.6-201.8 32-37 xDrive18d 148 128 9.2 50.4-51.4 144-146 330e xDrive 292 140 5.9 156.9-176.6 37-42 xDrive20d 185 137 7.7 49.6-50.4 147-149 M340i xDrive 371 155 4.5 33.6 191 318d 148 133 8.8 57.6-58.9 126-127 X3 5dr SUV £42,115–£80,225 AAAAC 320d 188 142 7.1-7.9 54.3-57.6 115-121 Continues where the last one left off. Dynamically good and more 320d xDrive 188 142 7.4 51.4-54.3 136-143 luxurious inside. LxWxH 4708x1891x1676 Kerb weight 1750kg 330d 263 140 5.6 45.6-47.1 158-163 xDrive20i 181 134 8.3 35.3-35.8 179-181 330d xDrive 261 155 5.4 43.5-44.8 166-171 xDrive30e 288 130 6.1 134.5 51-54 M340d xDrive 340 155 4.8 44.8 165 xDrive M40i 355 155 4.8 31.4 204 X3M Competition 503 155 4.1 24.8 261 187 132 8.0 47.1-47.9 154-156 4 Series 2dr coupé £40,060–£76,055 AAAAC xDrive20d xDrive30d 261 149 5.8 45.6 161-163 A talented GT and brilliant B-road steer that’s very well equipped. LxWxH 4768x1852x1383 Kerb weight 1475kg xDrive M40d 321 155 4.9 43.5 171 420i 181 149 7.5 42.2-44.1 146-151 430i 254 155 5.8 40.4-42.2 153-159 X4 5dr SUV £45,775–£83,145 AAABC M440i xDrive 369 155 4.5 36.7 175 Downsized X6 is respectable enough if not lovable, but the X3 is a better option. LxWxH 4671x1881x1624 Kerb weight 1735kg M4 Competition 503 155 3.9 28.2 228 420d 187 143 7.1 58.9-61.4 121-126 xDrive M40i 336 155 4.9 31.7 203 420d xDrive 187 148 7.4 55.4-57.6 129-135 X4M Competiton 503 155 4.1 24.8 259 xDrive20d 187 131 8.0 47.1-47.9 161-165 4 Series Convertible 2dr open £45,785–£54,005 AAAAC xDrive30d 254 145 5.8 45.6-46.3 159-163 Previous-gen grand tourer with the ability to remove the roof has xDrive M40d 322 155 4.9 43.5 169

3 Series Touring 5dr estate £33,415–£52,375

) y e) km o m ang (g/ o n MPG/r CO 2 (

C3 Aircross 5dr hatchback £17,015–£22,145

AAAAA

127 137 119 127 138 135

real talent. LxWxH 4640x1825x1384 Kerb weight 1700kg

2 Series Convertible 2dr open £30,675–£45,385

h r (b

1.2 PureTech 110 1.2 PureTech 130 1.5 BlueHDi 100

134 181 114 148 187 187

BMW

AAABC

)

150-152 157-158 132-133 137-138 143-144 150

318i AAAAC 320i Usable but no less involving or dramatic for it. V10 is deliciously 320i xDrive brutal. LxWxH 4426x1940x1240 Kerb weight 1590kg 330i 5.2 V10 RWD 538 201 3.7 22.2 288 330e 5.2 V10 FSI quattro 567 201 3.4 21.9 294 330e xDrive 5.2 V10 Performance q’tro 610 205 3.1 21.7 295-296 M340i xDrive M3 Competition R8 Spyder 2dr open £126,015–£165,720 AAAAC 318d Taking the roof off the R8 enhances the drama tenfold. 320d LxWxH 4426x1940x1245 Kerb weight 1680kg 320d xDrive 5.2 V10 RWD 538 200 3.8 20.9 307 330d 5.2 V10 quattro 567 200 3.5 20.5 313 330d xDrive 5.2 V10 Performance q’tro 610 204 3.2 20.3 315 M340d xDrive

2.5 VVT

218i 220i 216d 218d 220d 220d xDrive

R8 2dr coupé £117,325–£157,030

AAAAB

Funky-looking C3 gets a jacked-up, rugged SUV look. LxWxH 4155x1765x1637 Kerb weight 1088kg

Latest 3 Series has a growth spurt, but size is no obstacle for an engaging drive. LxWxH 4709x1827x1442 Kerb weight 1450kg

An F-22 Raptor for the road, only significantly better built. LxWxH 3952x1836x1110 Kerb weight 580kg

d ee

Brings a proper premium MPV to the table. Third-row seats aren’t adult-sized, though. LxWxH 4556x1800x1608 Kerb weight 1475kg

3 Series 4dr saloon £31,590–£74,755

Mono 0dr open £165,125

AAAAB

2 Series Gran Tourer 5dr MPV £28,955–£39,475

BAC

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LxWxH 4501x1733x15212 Kerb weight 980kg 0.9 TCe 90 1.0 TCe 100 Bi-Fuel

89 99

109 114

11.1 11.6

47.1-47.9 131 46.2 116

Logan MCV Stepway 5dr estate £12,945–£13,745

AAABC

Given a rugged makeover but still lacks charm. Extremely practical, though. LxWxH 4528x1761x1559 Kerb weight 1090kg 0.9 TCe 90 1.0 TCe 100 Bi-Fuel

89 99

104 108

12.4 TBC

44.3 TBC

138-139 134 AAABC

Duster 5dr SUV £11,245–£20,145

A value champion. If cheap family transport is what you require, the Duster delivers. LxWxH 4341x1804x1633 Kerb weight 1147kg 1.0 TCe 90 1.3 TCe 130 1.3 TCe 150 1.0 TCe 100 Bi-Fuel 1.5 dCi 115 1.5 dCi 115 4x4

89 128 148 99 113 113

103 120 125 106 113 108

13.5 10.6 9.7 14.4 10.3 12.1

46.3 45.6 44.8 TBC 57.7 51.4

139 141 143 146 128 143

AAABC

3 Crossback 5dr SUV £22,955–£38,600

First foray into compact SUVs comfortably competes with more established rivals. LxWxH 4118x1802x1534 Kerb weight 1205kg 1.2 PureTech 100 1.2 PureTech 130 1.2 PureTech 155 1.5 BlueHDI 100 50kWh E-Tense

98 128 153 98 132

112 124 129 112 93

10.9 9.2 8.2 11.4 8.7

80.4 47.1 46.6-52.0 62.7 191-206

127 141 127-143 123 0

AAABC

7 Crossback 5dr SUV £32,370–£46,550

DS’s first premium SUV certainly has the right price tag, equipment and appeal. LxWxH 4570x1895x1620 Kerb weight 1420kg

1.2 PureTech 130 129 122 10.2 42.2-46.0 143-152 1.6 PureTech 180 178 137 8.9 42.2 152 CITROEN 1.6 E-Tense 295 149 5.9 176.6-201.8 32-40 840i 335 155 5.0 33.2-33.6 193-194 C1 3dr hatch/5dr hatch £10,330–£14,300 AAABC 1.5 BlueHDi 130 TBC 121 11.7 54.1-55.3 143 M850i xDrive 523 155 3.7 24.8-25.2 255-260 Slightly cheaper than its Toyota sibling but less visually charming. 2.0 BlueHDi 180 EAT8 171 134 9.9 48.2 162-69 M8 Competition 623 155 3.2-3.3 25.2-25.4 252-254 LxWxH 3455x1615x1460 Kerb weight 855kg FERRARI 840d xDrive 316 155 4.9 40.4 183-184 1.0 VTI 72 71 99 12.6 58.9 109-110 Portofino 2dr open £166,295 AAAAC 8 Series Gran Coupé 4dr saloon £72,575–£123,880 AAAAC C3 5dr hatchback £13,995–£20,590 AAABC The entry-level Ferrari has the power, the looks and the touring

Has dynamism to spare but not quite the breadth of ability of the best sporting GTs. LxWxH 4843x1902x1341 Kerb weight 1830kg

Four-door grand tourer offers greater practicality than its two-door Funky, fresh look gives a lease of life, shame that underneath isn’t siblings. LxWxH 5072x1932x1397 Kerb weight 1800kg the same. LxWxH 3996x1749x1474 Kerb weight 976kg 840i M850i xDrive M8 Competition 840d xDrive

335 523 623 316

155 155 155 155

5.2 3.9 3.2 5.1

33.2 24.6 25.4 39.8

194 260 254 187

1.2 PureTech 82 1.2 PureTech 110 1.5 BlueHDi 100

79 107 96

107 117 115

12.8 9.3 10.6

51.3 52.3 67.0

ability. LxWxH 4586x1938x1318 Kerb weight 1664kg 3.9T V8

591

199

3.5

14.7-28.0 230-436

130-131 129-131 117-118

26 MAY 2021 AUTOCAR.CO.UK 75

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AAAAC

S-Max 5dr MPV £31,320–£42,985

199

3.4

The last hurrah for the pure internal combustion V8-powered mid-engined Ferrari. LxWxH 4611x1979x1206 Kerb weight 1435kg 3.9T V8 Tributo

710

211

2.9

21.9

292 AAAAB

GTC4 Lusso 2dr coupé £200,300–£240,537

Another four-wheel-drive grand tourer Ferrari that is more usable than the FF. LxWxH 4922x1980x1383 Kerb weight 1865kg 3.9T V8 6.3 V12

592 670

198 208

3.5 3.4

13.5-25.2 253-477 9.9-21.0 308-648 AAAAA

812 Superfast 2dr open £263,098

More powerful than the F12, but with better road manners making it the star of the range. LxWxH 4657x1971x1276 Kerb weight 1630kg 6.5 V12

777

211

2.9

11.2-20.0 320-572 AAAAA

SF90 Stradale 2dr coupé £400,000

Plug-in hybrid doesn’t do things conventionally. A 986bhp technical masterpiece. LxWxH 4710x1972x1186 Kerb weight 1570kg 4.0T V8

986

211

2.5

TBC

F I AT

AAABC

500 3dr hatch/2dr open £13,260–£32,995

Super-desirable, super-cute city car. Pleasant, if not involving to drive. LxWxH 3571x1627x1488 Kerb weight 865kg 1.2 69hp 1.0 Mild Hybrid Electric 21.3kWh Electric 37.8kWh

68 69 TBC 116

99 104 TBC 116

12.9 13.8 TBC 9.0

500L 5dr MPV £18,030–£21,330

123 129 128

10.3 9.5 9.8

47.1 43.5 40.9

159-160 170-171 181 AAABC

148 188 188

122-123 10.9 129-131 9.6-9.8 128 10.6

46.3 43.5 40.4

Ecosport 5dr SUV £20,845–£22,045

160 171 184

103-111 13.4

500X 5dr hatch £19,460–£26,060

47.1 53.3 TBC 199

136-141 119-121 0 0

118 148

117 124

10.9 9.1

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98 118 74 83

42.2-45.6 142-153 40.9-42.2 152-153

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113-117 118 99 106

10.8-11.4 10.2 13.6 12.8

47.9-49.6 47.1 47.9 45.6-47.9

129-134 137 134 134-141

AAABC

i30 5dr hatch £20,705–£25,545

As good as we’ve come to expect from Hyundai, but not one inch better. LxWxH 4340x1795x1455 Kerb weight 1194kg 118 130 155 118

11.1 8.6 6.1 11.0-11.2

45.6 42.2-46.3 34.0 58.9-60.1

121-122 142 188 121-122

AAAAC

E-Pace 5dr SUV £30,490–£49,965

Jaguar’s second SUV looks enticing, but can it make an impact like the F-Pace’s? LxWxH 4411x1984x1649 Kerb weight 1775kg

2.0 P200 AWD 198 134 7.7 30.1 213 2.0 P250 AWD 245 143 6.6 29.8 215 1.0T Ecoboost 140 138 115 10.2 47.1 136 1.5 T-GDI 157 130 8.6 49.6-52.3 141-151 2.0 P300 AWD 295 151 5.9 28.3 226 1.5 TDCi EcoBlue 100 99 105 13.6 56.5 128 2.0 T-GDI 275 N Performance 272 155 6.1 34.0 188 1.5 P300e 305 134 6.5 TBC TBC 1.5 TDCi EcoBlue 125 123 113 10.7 53.3 139 2.0 D150 148 124 9.5 42.7 174 i30 Tourer 5dr estate £21,455–£26,295 AAABC 2.0 D150 AWD 148 120 9.9-10.1 36.5-41.8 177-188 Puma 5dr SUV £23,640–£30,415 AAAAC Another solid car. Good value and practical but lacks excitement. 2.0 D180 AWD 177 127-128 8.7-9.4 39.5-41.2 180-188 Compact crossover finally has a class leader capable of appealing LxWxH 4585x1795x1465 Kerb weight 1245kg 2.0 D240 AWD 236 139 7.0 37.1 200 to petrolheads. LxWxH 4186x1805x1554 Kerb weight 1280kg 1.0 T-GDi 120 118 117 11.4 47.9-49.6 130-139 1.0T Ecoboost 125 123 119 10.0 46.3 138 1.6 CRDi 136 134 123 10.9 56.5-57.6 126-127 F-Pace 5dr SUV £40,860–£77,595 AAAAC 1.0T Ecoboost MHEV 125 123 119 9.8 50.4 127 Credible first SUV effort is as refined and dynamic as a Jaguar 1.0T Ecoboost MHEV 155 153 124 8.9 50.4 127 Ioniq 5dr hatch £23,840–£35,950 AAABC should be. LxWxH 4731x2071x1666 Kerb weight 1690kg First attempt at electrification for the masses is a good effort. 2.0 P250 AWD 246 135 7.3 30.4 214-220 Kuga 5dr SUV £26,765–£38,425 AAAAC LxWxH 4470x1820x1450 Kerb weight 1370kg 3.0 P400 AWD 394 155 5.4 28.8 222-230 All-new version of popular SUV mixes dynamism with practicality 1.6 Hybrid 141 139 115 10.8-11.1 61.4-62.8 102 2.0 P400e AWD 398 149 5.3 TBC TBC and refinement. LxWxH 4614x1883x1678 Kerb weight 1698kg 1.6 Plug-in Hybrid 141 139 110 10.8 256.8 26 5.0 V8 SVR 550 AWD 548 178 4.0 23.1 275 1.5T Ecoboost 120 117 115 11.6 42.2 152 Electric 132 110 10.6 194 0 2.0 D165 AWD 163 121 9.9 45.4 165-171 1.5T Ecoboost 150 148 121 9.7 41.5-42.8 151 2.0 D200 AWD 197 130 8.0 45.4 165-171 2.5 Ecoboost PHEV 223 125 9.2 201.8 32 Kona 5dr hatch £21,060–£41,250 AAAAC 3.0 D300 AWD 296 143 6.4 38.1 195-202 1.5T EcoBlue 120 118 112 11.7 55.4 134 Hyundai’s first crossover is the perfect blend of practicality, value and style. LxWxH 4165x1800x1550 Kerb weight 1233kg 2.0T EcoBlue 150 MHEV 148 121 9.6 56.5 132 I-Pace 5dr SUV £64,495–£74,995 AAAAB 2.0T EcoBlue 190 188 129 8.7 47.9 159 1.0 T-GDi 120 2WD 118 112 12.0 44.1-44.8 142-147 Fast, refined and the first of its kind from a European manufacturer. LxWxH 4682x1895x1558 Kerb weight 2133kg 1.6 T-GDi 177PS 4WD 175 127 7.9 34.0-33.6 189 Mustang Mach-E 4dr crossover £40,350–£58,080 AAAAC 1.6 GDi Hybrid 2WD 134 119 10.2 52.3 114-123 EV400 398 124 4.5 292 0 Electric 39kWh 134 96 9.6 180 0 Likeable, practical high-rise EV has only a badge in common with JEEP its coupé namesake. LxWxH 4712x1881x1597 Kerb weight 1993kg Electric 64kWh 201 104 7.6 280 0 68kWh 265 111 6.1 248 0 Compass 5dr SUV £27,100–£37,755 AAACC 68kWh AWD 265 111 5.6 273 0 Nexo 5dr SUV £69,495 AAABC Wants to be a catch-all crossover but is beaten by more road88kWh 290 111 6.2 379 0 Impressive effort that heads in the right direction for fuel cell cars. focused rivals. LxWxH 4394x2033x1629 Kerb weight 1430kg LxWxH 4670x2060x1640 Kerb weight 1814kg 88kWh AWD 346 111 5.1 235 0 1.4 Multiair II 140 138 119 9.9 37.7 172 95kW fuel cell 161 130 9.6 42.0mpkg 0 1.4 Multiair II 170 4WD 167 124 9.5 32.5 209 Mustang 2dr coupé/open £44,185–£55,185 AAAAC 1.6d MultiJet II 120 118 115 11.0 47.9 157 American muscle built for the UK, in coupé and convertible forms. Tucson 5dr SUV £28,495–£34,455 AAABC 2.0d MultiJet II 170 4WD 167 122 9.5 38.2 191

AAACC What’s not to like? LxWxH 4784x1916x1381 Kerb weight 1653kg 5.0 V8 444 155 4.8 23.5-23.9 268-274 5.0 V8 Bullitt 453 163 4.6 23.9 270 38.7-39.8 166-170 GT 2dr coupé £420,000 AAAAC AAABC The GT is back as a race car for the road. Compelling if not perfect.

Familiar styling works rather well as a crossover. Drives okay, too. LxWxH 4248x1796x1600 Kerb weight TBC 1.0 Firefly Turbo 120hp 1.3 Firefly Turbo 150hp

0-6

m /62

i20 5dr hatch £18,605–£22,105

1.0 T-GDi 120 118 1.5 T-GDi 157 2.0 T-GDi 275 N Performance 272 AAACC 1.6 CRDi 115 113

A costly option but has some style to fill out some of its missing substance. LxWxH TBC Kerb weight TBC 1.4 95hp

)

Facelifted version of the pumped-up Fiesta is okay, but developingworld roots show. LxWxH 4096x1765x1653 Kerb weight 1280kg i30 Fastback 4dr saloon £20,710–£30,310 AAABC 14.7-28.0 230-436 1.0T Ecoboost 100 98 105 11.9 48.7 133 Combines good looks with sensible practicalities and dynamic charm. LxWxH 4455x1795x1425 Kerb weight 1287kg 1.0T Ecoboost 125 123 111 11.0-11.6 47.1 135 AAAAA

F8 Tributo 2dr coupé/open £203,476

1.0 T-GDI 100 1.0 T-GDI 120 1.2 MPI 75 1.2 MPI 84

148 188 188

Gorgeous coupé is a proper grand tourer with a focus on usability. LxWxH 4656x1974x1301 Kerb weight 1570kg 612

2.0 TDCi EcoBlue 150 2.0 TDCi EcoBlue 190 2.0 TDCi EcoBlue 190 AWD

3.9T V8

d ee

Combines decent performance with good practicality and running costs. LxWxH 4035x1734x1474 Kerb weight 980kg

Huge seven-seat MPV. Easy to place on the road but not cheap to buy. LxWxH 4848x1916x1747 Kerb weight 1708kg

AAAAB

Better to drive and better looking than most but not quite the class leader it was. LxWxH 4976x1916x1655 Kerb weight 1645kg

Galaxy 5dr MPV £33,720–£42,985

Roma 2dr coupé £175,000

h r (b

LxWxH 4808x1928x1692 Kerb weight 1912kg 3.5 V6 Ecoboost

650

216

3.0

TBC

Ranger 4dr pick-up £24,369–£47,889

Classy, roomy cabin and predictable handling. A very competitive SUV. LxWxH 4475x1850x1650 Kerb weight 1379kg

1.6 GDi 132PS 1.6 T-GDi 177PS 1.6 CRDi 115PS 1.6 CRDi 136PS 2.0 CRDi 185PS

130 175 113 134 182

113 125-126 109 114-116 125

11.5 8.9-9.2 13.7 10.6-12.0 9.5

35.3 34.9-36.2 48.7-49.6 45.6-47.1 40.9

178-180 173-185 135-137 146-153 172-180

TBC

Santa Fe 5dr SUV £39,420–£44,465 AAABC AAAAC Another big Korean SUV with lots of space for not a lot of cash.

Slick and comfy. LxWxH 4700x1880x1675 Kerb weight 1939kg Capable pick-up becomes off-road monster in Raptor spec but Panda 5dr hatch £12,025–£18,125 AAABC loses VAT incentives. LxWxH 5277x1977x1703 Kerb weight 1866kg 2.2 CRDi 200 AWD 197 127 9.4-9.5 38.7-40.4 179-191 Hasn’t kept pace with its rivals, but sells robust, practical charm 2.0 EcoBlue 130 128 106 13.5 42.8 173 JAGUAR better than most. LxWxH 3653x1643x1551 Kerb weight 940kg 2.0 EcoBlue 170 158 109 11.8 40.4-43.5 184-207 1.2 69hp 0.9 Twinair 85 1.0 Mild Hybrid

68 83 69

96-102 14.2-14.5 44.1 132 103-110 11.2-12.1 37.2 166-168 96 14.7 50.4-52.3 126-132

2.0 EcoBlue 213 3.2 Duratorq TDCI 200

210 197

106 109

10.5 10.6

30.7 201-233 32.1-36.2 221-231

XE 4dr saloon £29,635–£40,140

1.4 95 1.4 T-Jet 120 1.6 Multijet II 120

93 118 118

115 124 124

1.8 Zetec

135

125

TBC

XF 4dr saloon £33,925–£44,760

AAAAB

AAABC

Renegade 5dr SUV £23,400–£36,500

Middling compact crossover with chunky looks but no obvious charm. LxWxH 4236x1805x1667 Kerb weight 1346kg 1.0 GSE T3 120 1.3 GSE T4 150 1.3 Turbo 4xe 1.3 Turbo 4xe Trailhawk

118 148 188 238

115 122 113 124

11.2 9.4 7.5 7.1

38.2 151 38.2-39.8 151 122.8-134.5 42-49 117.7-128.4 51-53 AAAAC

Wrangler 2dr/4dr SUV £41,525–£51,850

Heavy-duty off-roader goes anywhere but lacks on-road manners. LxWxH 4223x1873x1840 Kerb weight 1827kg 2.0 GME 2.2d MultiJet II 200 4WD

265 197

110 114

7.3-7.6 9.5

25.4-26.4 248-254 28.8-30.4 243-247

KIA Tops the pile thanks to outstanding driver appeal. Poised and engaging but refined. LxWxH 4678x1850x1416 Kerb weight 1450kg Picanto 5dr hatch £10,995–£15,795 AAACC G I N E T TA 2.0 P250 246 150 6.7 34-35.5 179-187 Nice drive and cabin but now overshadowed by rivals. Tipo 5dr hatch £17,690–£21,985 AAABC G40 Club Car 2dr coupé £35,000 (+champ pack) AAABC 2.0 P300 AWD 296 155 5.9 30.8-32.4 197-207 LxWxH 3595x1406x1485 Kerb weight 935kg A ’90s reboot that has been on a diet. Decent to drive and ample A balanced, affordable and fine-looking track-day car. Some of the 2.0 D200 198 146 7.3 54.0-57.7 128-137 1.0 MPi 65 100 13.8 49.6-50.4 117-122 interior space. LxWxH 4368x1792x1495 Kerb weight 1195kg finish isn’t quite up to snuff. LxWxH TBC Kerb weight 840kg 1.25 MPi 82 100-107 11.6-13.2 42.2-49.6 128-131

12.1 36.2-36.7 TBC 9.6 39.2 162-167 9.8-10.2 53.3 132

AAAAB 1.0 T-GDi

Outstandingly broad-batted dynamically, plus a pleasant cabin. LxWxH 4954x1880x1457 Kerb weight 1545kg

H O N DA

AAABC 2.0 P250 246 155 6.9 33.0-34.9 183-193 Tipo Station Wagon 5dr estate £16,990–£22,945 AAABC Eminently likeable, with good dynamics but a limited range and 2.0 P300 AWD 296 155 6.1 31.2-32.8 194-204 Estate version is more practical, which mixes well with its driving ambitious price. LxWxH 3894x1752x1512 Kerb weight 1520kg 2.0 D200 198 146 7.6 52.8-56.5 131-140 characteristics. LxWxH 4571x1792x1514 Kerb weight 1205kg 100kW 136 90 9.0 137 0 2.0 D200 AWD 198 143 7.8 48.9-51.3 128-137 1.4 95 93 115 12.3 41.5 158 113kW 154 90 8.3 136 0 1.4 T-Jet 120 118 124 9.8 39.2 162 XF Sportbrake 5dr estate £37,735–£46,610 AAAAB 1.6 Multijet II 120 118 124 10.1-10.4 52.3 134 Jazz 5dr hatch £18,985–£23,385 AAAAC Superb XF is now available in the more practical Sportbrake form.

E 5dr hatch £30,160–£32,160

Not the most compact or vivacious but has decent handling and is cleverly packaged. LxWxH 4044x1694x1526 Kerb weight 1300kg

FORD

AAAAB 1.5 i-MMD

Fiesta 3dr/5dr hatch £16,640–£26,700

109

108

9.4-9.9

62.8

It’s a win-win. LxWxH 4955x1880x1494 Kerb weight 1660kg

2.0 P250 2.0 P300 AWD 2.0 D200 AAAAC 2.0 D200 AWD

246 296 198 198

5.0 P450 AAABC 5.0 P575

444 518

102-110

150 155 143 143

7.1 6.2 7.8 8.0

32-33.7 29.9-31.2 50.7-53.7 47.0-49.1

189-199 204-213 138-146 151-157

112

10.1

48.7

128-129 AAABC

Rio 5dr hatch £13,645–£20,145

Looks great and is well-priced, but nowhere near its European rivals. LxWxH 4065x1725x1445 Kerb weight 1155kg 1.25 MPi 1.0 T-GDi 99 1.0 T-GDi 118

82 98 116

107 115 118

12.5 10.3 9.8

45.6-46.3 132-139 48.7 132-134 44.8-47.1 139 AAAAC

Ceed 5dr hatch £19,700–£29,020

Third-generation hatchback can now compete for class honours. LxWxH 4310x1800x1447 Kerb weight 1315kg 1.0 T-GDi 118 1.5 T-GDi 158 1.6 T-GDi 201 1.6 CRDi 134

116 156 198 132

116 128-130 142 122

10.9 8.6-8.9 7.5 10.2

47.9-50.4 43.5-46.3 38.2 57.6

122-126 129-135 153 120

1.0 T-GDi 118 1.5 T-GDi 158 1.6 CRDi 134 AAAAB 1.6 GDi PHEV

116 156 132 137

118 128-130 122 106

10.9 8.6-8.9 10.2 10.5

47.1 43.5-46.3 57.6 118.3-217.2

121-127 131 121 33

Dynamically superb and continues the Fiesta legacy. No longer the class leader, though. LxWxH 4040x1735x1476 Kerb weight 1113kg

Civic 5dr hatch £21,530–£39,995

1.1 75 1.0 Ecoboost 95 1.0 Ecoboost MHEV 125 1.0 Ecoboost MHEV 155 1.5T Ecoboost 200 ST

A fresh look while remaining practical, refined and upmarket. Lacks some dynamism. LxWxH 4518x1799x1434 Kerb weight 1275kg F-Type 2dr coupé £54,510–£97,315 AAAAB 1.0 VTEC Turbo 126 124 125-126 10.2-11.2 47.9 124-141 A full-blooded assault on Porsche’s backyard, with noise, power Ceed Sportswagon 5dr estate £20,400–£30,540 AAAAC and beauty. LxWxH 4482x1923x1311 Kerb weight 1525kg 1.5 VTEC Turbo 182 179 125-136 8.2-8.5 46.3 137 All of the above, but with cavernous, more practical load space. LxWxH 4600x1800x1465 Kerb weight 1389kg 2.0 VTEC Turbo Type R 315 169 5.8 33.2 191-193 2.0 P300 296 155 5.7 29.9 215

73 93 123 153 197

103 105-113 126 136 144

14.5 10.6-13.8 9.4 8.9 6.5

53.3 55.4 56.5 55.4 42.8

121 116-120 96-121 104-123 149 AAAAB

Focus 5dr hatch £22,210–£33,260

HR-V 5dr SUV £20,735–£28,420

Better to drive and look at than before, and impressively good value. LxWxH 4378x1825x1471 Kerb weight 1369kg

Cleverly packaged and comfortable. Bland performance and forgettable, though. LxWxH 4294x1772x1605 Kerb weight 1241kg

1.0 Ecoboost 125 1.0 Ecoboost MHEV 125 1.0 Ecoboost MHEV 155 2.3T Ecoboost 280 ST 1.5 EcoBlue 120 2.0 EcoBlue 150 2.0 EcoBlue 190 ST

1.5 i-VTEC 130 1.5 i-VTEC Turbo 182 1.6 i-DTEC

123 123 152 276 118 148 188

124 124 129-131 155 117-122 127-130 137

10.0 10.0-10.3 9.2-9.5 5.7 10.0-10.8 8.5-9.1 7.6

55.4 55.4 55.4 34.3 62.8 60.1 50.4

116 116 116 187 119-127 125 148

128 180 120

116-119 10.2-11.4 42.2 148-153 134 7.8 47.1-47.9 151 119 10.0 54.3-56.5 132-136

Tardis-like SUV stalwart has lots of space for five and a big boot. LxWxH 4605x1820x1685 Kerb weight 1515kg

1.5 i-VTEC 130 128 119 10.2-10.7 TBC 148-153 AAABC 1.5 i-VTEC 182 179 134 7.8 TBC 151 Almost as good to drive as the hatch, but a Skoda Octavia will 1.6 i-VDEC 182 118 134 10.0-10.5 TBC 132-136 carry more. LxWxH 4669x1825x1481 Kerb weight 1485kg 2.0 i-MMD hybrid 181 112 9.2 38.2 162 1.0T Ecoboost 125 123 123 10.3 55.4 116 1.0 Ecoboost MHEV 125 123 120-123 10.3-10.6 55.4 98-116 NSX 2dr coupé £149,975 AAAAB 1.0 Ecoboost MHEV 155 152 127-130 9.4-9.7 55.4 116 Honda’s supercar given a modern reboot, and it’s some piece of engineering. LxWxH 4487x1939x1204 Kerb weight 1725kg 2.3T Ecoboost 280 ST 276 155 5.8-6.0 35.3 183 1.5 EcoBlue 120 118 118-120 10.3-11.1 62.8 119 3.5 V6 hybrid 573 191 2.9 26.4 242 1.5 EcoBlue 150 148 127-129 8.7-9.3 60.1 125 HYU N DAI 2.0 EcoBlue 190 ST 188 137 7.7 50.4 148 i10 5dr hatch £12,820–£15,620 AAAAC Mondeo 5dr hatch/4dr saloon £25,565–£35,720 AAAAC Prioritises maturity over fun, resulting in a car that is practical and

Focus Estate 5dr estate £23,370–£34,660

Does what great Fords do, by over-delivering on practicality, handling and value. LxWxH 4871x1852x1482 Kerb weight 1455kg 2.0 TiVCT hybrid 187 2.0 TDCi EcoBlue 150 2.0 TDCi EcoBlue 190 2.0 TDCi EcoBlue 190 AWD

184 148 188 188

116 131-133 138 137

9.2 10.7-10.9 8.9 9.1

50.4 52.3-56.5 51.4 47.9-48.7

134-142 136-146 145-148 155-158

well-priced. LxWxH 3665x1660x1500 Kerb weight 933kg

1.0 MPi 1.0 T-GDI 1.2 MPi

67 99 84

97 115 106

14.6 10.5 12.6

53.3 52.3 51.4

114-120 123 124

4.6 3.7

F-Type Convertible 2dr open £59,990–£102,405

26.0-26.8 239-246 26.4 243

Costs serious money, but you get a serious car with a likeable wild side. LxWxH 4482x1923x1308 Kerb weight 1545kg

2.0 P300 5.0 P450 AAAAC 5.0 P575

CR-V 5dr SUV £30,810–£39,770

177 186

296 444 518

155 177 186

5.7 4.6 3.7

29.6 217 26.0-26.6 241-247 26.4 243

Alluring and interesting, but not quite as special to drive as it looks. LxWxH 4605x1800x1422 Kerb weight 1405kg 1.4 T-GDi 138 1.5 T-GDi 158 1.6 T-GDi 201 1.6 CRDi 134

136 156 198 132

127-130 128-130 140 124

8.8-9.1 8.6-8.9 7.2 9.8-10.0

42.8-45.6 43.5-46.3 39.3 54.3-56.5

141-146 131-136 163 131

AAABC

Xceed 5dr hatch £21,050–£34,905

Crossover-styled hatch that drives well, but lacks practicality and polish. LxWxH 4395x1826x1483 Kerb weight 1332kg 1.0 T-GDi 118 1.4 T-GDi 138 1.5 T-GDi 158 1.5 CRDi 134 1.6 GDi PHEV

116 136 156 132 137

115 124 TBC 122 99

10.9 9.1 TBC 10.2 10.6

45.6 42.8 TBC 53.3 TBC

140-146 150-151 142-143 133 TBC AAAAC

Soul EV 5dr hatch £37,545

Electric-only hatch with looks that divide opinion, but competitive range. LxWxH 4220x1825x1605 Kerb weight 1757kg 64kWh

201

104

7.6

280

0 AAABC

Stinger 4dr saloon £41,145

Sleek coupé-shaped saloon has the appeal and dynamics to rival Europe’s best. LxWxH 4830x1870x1400 Kerb weight 1717kg 3.3 V6 T-GDi

76 AUTOCAR.CO.UK 26 MAY 2021

AAABC

Proceed 5dr hatch £24,335–£29,835

360

168

4.7

27.7

233

N E W CAR PR I CES Po

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AAABC

Niro 5dr SUV £25,150–£39,395

h r (b

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0-6

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Refined and dynamically satisfying in a saloon bodystyle. LxWxH 4460x1795x1440 Kerb weight 1405kg

1.6 GDi Hybrid 1.6 GDi Hybrid PHEV 39kWh e-Niro 64kWh e-Niro

2.0 e-Skyactiv-X 186

101 107 96 104

11.1 10.4 9.5 7.5

TBC TBC TBC 282

110-120 TBC 0 0

Kia’s first crossover is striking and reasonably good considering the value. LxWxH 4140x1760x1520 Kerb weight 1160kg 1.0 T-GDi

116

115

9.9

46.3-47.1 137 AAABC

Sportage 5dr SUV £23,795–£33,680

Good ride, handling and usability. Looks good and is decent value. LxWxH 4480x1855x1635 Kerb weight 1454kg 1.6 GDi 1.6 T-GDi 1.6 T-GDi AWD 1.6 CRDi 134 48V AWD

128 172 172 132

113 127 125-126 112

11.1 8.9 8.8-9.2 11.6

34.9-35.7 34.4-34.9 31.7-32.5 42.8-43.5

177-184 183-184 192-201 141-161

134

(g O2

) /km

8.1

TBC

AAAAC

X-Bow 0dr open £57,345–£70,717

Eccentric looks and sharp handling but expensive. LxWxH 3738x1915x1202 Kerb weight 847kg 2.0 R 2.0 GT

290 280

143 143

3.9 4.1

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AAABC

A-Class Saloon 4dr saloon £26,190–£45,420

Larger, more grown-up A-Class adds premium touch to smallest Merc saloon. LxWxH 4549x1796x1446 Kerb weight 1465kg

114-117

Attractively styled but only average to drive.

AAAAB LxWxH 4805x1840x1480 Kerb weight 1465kg The country bumpkin given elocution lessons without losing its 2.0 Skyactiv-G 143 128 10.0 TBC 155 rugged capabilities. LxWxH 4956x2073x1888 Kerb weight 2115kg 2.0 Skyactiv-G 163 133 9.4 TBC 155 2.0 P300 296 125 7.3 24.9-25.1 254-256 2.0 Skyactiv-G GT 191 139 8.1 TBC 172 3.0 P360 355 130 6.5 26.0-26.4 241-245 3.0 D250 246 120 8.1 33.4-33.7 220-222 CX-30 5dr SUV £22,930–£30,490 AAAAC 3.0 D300 296 130 6.8 33.2-33.5 221-223 Dynamic qualities, a classy interior and a handsome look set it

Discovery 5dr SUV £53,090–£68,050

apart from rivals. LxWxH 4395x1795x1540 Kerb weight 1334kg AAAAC LEXUS Kia moves upmarket with a smart, well-priced and nicely appointed 2.0 e-Skyactiv-G 120 116 10.6 TBC 134 seven-seater. LxWxH 4780x1890x1685 Kerb weight 1932kg CT 5dr hatch £26,275–£33,275 AAAAC 2.0 e-Skyactiv-X 186 183 127 8.3 TBC 127 1.6 T-GDi HEV 223 119 8.7 38.2-40.9 158-168 Hybrid-only hatch has a poky cabin and mismatched character traits. LxWxH 4350x1765x1445 Kerb weight 1465kg 2.2 CRDi 197 127 9.1 42.2 176 CX-5 5dr SUV £27,230–£37,185 AAAAC 1.8 VVT-i CT200h 134 112 10.3 53.2-54.3 118-119 Offers powerful diesel engines and strong performance, plus a KTM welcoming interior. LxWxH 4550x1840x1675 Kerb weight 1575kg

Sorento 5dr SUV £38,845–£48,895

h r (b

1.3 A180 134 134 8.9 42.8-48.7 133-137 1.3 A200 161 143 8.3 48.7 133-137 6 4dr saloon £24,975–£32,355 AAABC 2.0 A250 221 155 6.3 42.2 154-156 A compelling mix of size, economy and performance. Interior is a 2.0 A250e 215 149 6.7 256.8 25 let-down. LxWxH 4870x1840x1450 Kerb weight 1465kg 2.0 AMG A35 4Matic 302 155 4.8 32.9-36.7 177-187 2.0 Skyactiv-G 143 129 9.9 TBC 152 1.5 A180d 114 128 10.2 56.5-64.2 126-129 2.0 Skyactiv-G 163 134 9.4 TBC 152 2.0 A200d 148 141 8.2 58.9 127-131 2.0 Skyactiv-G GT 191 142 8.1 TBC 167 CLA Coupé 4dr saloon £31,690–£59,110 AAAAC 6 Tourer 5dr estate £25,975–£33,685 AAABC May use A-Class underpinnings, but engineered to be much

AAABC

Stonic 5dr SUV £18,445–£22,505

183

)

AAAAC

3 saloon 4dr saloon £24,800–£28,900

Kia’s first full hybrid is a solid attempt but lacks the refinement of better rivals. LxWxH 4355x1805x1545 Kerb weight 1500kg 137 137 132 198

e ng

AAABC 2.0 165

ES 4dr saloon £35,210–£45,690

Gatecrashes the German-controlled saloon market in a way the GS 2.5 194 could never manage. LxWxH 4975x1865x1445 Kerb weight 1680kg 2.2d 150 2.5 VVT-i ES300h

218

112

8.9

53.2

119 AAABC

LS 4dr saloon £76,910–£102,925

2.2d 184

162 191 148 181

125 121 127 129

10.3 9.2 9.9 9.3

TBC TBC TBC TBC

152-154 182 151-154 175 AAAAC

MX-30 5dr SUV £28,545–£32,845

Luxury saloon gets more tech and opulence but is let down by its Classy and affordable all-electric crossover marred only by its limited range. LxWxH 4395x1795x1555 Kerb weight 1645kg Huracán 2dr coupé/open £167,110–£220,847 AAAAC hybrid powertrain. LxWxH 5235x1900x1460 Kerb weight 2270kg Junior Lambo mixes usability and drama skilfully, in both coupé 3.5 V6 VVT-i LS500h 348 155 5.4 30.7-36.6 175-208 35.5kWh 143 87 9.7 124 0 and Spyder forms. LxWxH 4459x1924x1165 Kerb weight 1389kg LAMBORGHINI

sportier to drive. LxWxH 4688x1830x1444 Kerb weight 1490kg 1.3 CLA 180 1.3 CLA 200 1.3 CLA 250e 2.0 CLA 250 2.0 AMG CLA 35 4Matic 2.0 AMG CLA 45 S 4Matic+ 2.0 CLA 220d

133 161 215 222 302 415 185

134 142 149 155 155 168 152

9.0 8.2 6.8 6.3 4.9 4.0 7.1

47.9 42.8-47.9 TBC 38.7-42.2 34.9-37.2 33.2 53.3-57.7

CLA Shooting Brake 5dr estate £32,690–£60,110

138-140 138-140 TBC 154-155 177-187 200-202 132

AAABC

The most practical of the A-Class range, but it suffers for its challenging styling. LxWxH 4688x1830x1447 Kerb weight 1430kg 1.3 CLA 180 1.3 CLA 200 2.0 CLA 250 1.3 CLA 250e 2.0 AMG CLA 35 4Matic 2.0 AMG CLA 45 S 4Matic+ 2.0 CLA 220d

133 161 222 215 302 415 185

130 140 155 146 155 168 147

9.2 8.4 6.4 6.9 4.9 4.0 7.2

35.8-40.9 35.3-40.9 37.7-40.9 TBC 36.2 32.8 43.5-48.7

140-141 141-142 157-159 TBC 183-191 203-205 135-136

AAABC

B-Class 5dr hatch £28,045–£38,245

A slightly odd prospect, but practical and classy nonetheless. LxWxH 4393x1786x1557 Kerb weight 1395kg

1.3 B180 134 132 9.0 45.6 140-142 1.3 B200 159 139 8.2 46.3 140-142 5.2 V10 Evo RWD 608 202 3.3 20.5 330-335 RC 2dr coupé £40,245–£79,940 AAABC MX-5 2dr open £23,800–£29,995 AAAAA 2.0 B250 161 139 8.2 40.4 159 5.2 V10 Evo 631 201 2.9 20.3 332-338 An also-ran, but the V8 RC F packs plenty of character and handles Brilliantly packaged, priced and perfectly poised but more vibrant 1.3 B250e 215 146 6.8 TBC TBC well enough. LxWxH 4695x1840x1395 Kerb weight 1736kg than the original. LxWxH 3915x1735x1225 Kerb weight 1050kg 1.5 B180d 114 124 9.8 61.4 137-138 2.0 B200d 148 136 8.3 57.7 134-144 Aventador 2dr coupé/open £274,036–£482,412 AAAAC 5.0 V8 RC F 470 168 4.5 23.9 268 1.5 Skyactiv-G 132 129 127 8.3 44.1 142 2.0 B220d 187 145 7.2 56.5 136-137 Big, hairy V12 has astonishing visuals and performance. Handling 2.0 Skyactiv-G 184 181 136 6.5 40.4 153 could be sweeter. LxWxH 4797x2030x1136 Kerb weight 1575kg LC 2dr coupé/open £80,100–£90,950 AAAAC 6.5 V12 S 730 217 2.9 15.4 499 Superb-looking coupé shows flickers of what made the LFA great. MX-5 RF 2dr open £24,050–£30,155 AAAAA C-Class 4dr saloon £34,670–£80,017 AAAAC LxWxH 4770x1920x1345 Kerb weight 1935kg 6.5 V12 SVJ 759 217 2.8 15.8 486 Remains perfectly poised and vibrant, even with a folding metal Merc ramps up the richness, but the engines and dynamics aren’t roof. LxWxH 3915x1735x1230 Kerb weight 1090kg refined enough. LxWxH 4686x1810x1442 Kerb weight 1450kg 5.0 V8 LC500 457 168 4.7 34.8 184 Urus 5dr SUV £174,641 AAAAC 3.5 V6 LC500h 354 155 5.0 24.3 262 1.5 Skyactiv-G 132 129 126 8.6 44.1 142 1.5 C200 181 149 7.7 37.7-43.5 153-171 Lambo’s second SUV is more alluring and aims to use the V8’s 2.0 Skyactiv-G 184 181 124-126 7.9-8.7 37.7-40.4 155 2.0 C300 254 155 6.0 35.3-39.8 162-171 power better. LxWxH 5112x2016x1638 Kerb weight 2200kg NX 5dr SUV £36,070–£47,820 AAACC 2.0 C300e 315 155 5.4 TBC TBC McLAREN 4.0 V8 631 189 3.6 22.2 325 Some good ideas, but dramatically off the pace to drive. 3.0 V6 AMG C43 4Matic 385 155 4.7 28.0-29.4 221-225 LxWxH 4630x1845x1645 Kerb weight 1905kg 540C 2dr coupé £137,230 AAAAC 4.0 V8 AMG C63 S 503 180 4.0 25.5-25.9 245-247 L AN D ROVE R 2.5 VVT-i NX300h 4WD 194 112 9.2 37.1-39.7 161-173 The affordable end of McLaren’s spectrum isn’t any less enthralling 2.0 C220d 191 149 6.9 45.6-53.3 131-145 to drive. LxWxH 4530x2095x1202 Kerb weight 1449kg Defender 90 5dr SUV £43,625–£98,505 AAAAB 2.0 C300d 241 155 5.9 43.5-49.6 145-157 Breadth of capability matches that of the five-door, with even RX 5dr SUV £51,575–£63,275 AAABC 3.8 V8 533 199 3.5 23.2 276 2.0 C300de 302 155 5.6 235.4 32

more kerb appeal. LxWxH 4583x2008x1974 Kerb weight 2190kg

2.0 P300 3.0 P400 5.0 P525 3.0 D200 3.0 D250 3.0 D300

298 398 518 198 246 296

119 119 119 109 117 119

7.1 6.0 5.2 9.8 8.0 6.7

24.6 25.6 TBC 32.8 32.8 32.7

259-260 256 TBC 226 226-227 226

Low flexibility, but hybrid option makes a degree of economic sense. LxWxH 4890x1895x1690 Kerb weight 2100kg

570S 2dr coupé/open £150,905–£166,665

3.5 V6 RX450h

Blisteringly fast and exciting supercar slayer with hugely appealing Decent practicality and fantastic interior. It’s a shame that it’s only handling. LxWxH 4530x2095x1202 Kerb weight 1440kg ordinary to drive. LxWxH 4702x1810x1457 Kerb weight 1495kg

308

124

7.7

34.4

185

AAABC 3.8 V8

UX 5dr SUV £35,635–£43,900

Refreshingly different premium SUV is a credible, if not classleading, alternative. LxWxH 4495x1840x1520 Kerb weight 1620kg

2.0 250h AAAAB 2.0 250h E4 Promises, and delivers, unrivalled off-road performance with 300e 150kWh

Defender 110 5dr SUV £45,315–£101,150

181 181 201

110 110 100

8.5 8.7 7.5

50.4 47.0 TBC

126 136 TBC

on-road niceties. LxWxH 5018x2008x1967 Kerb weight 2209kg 2.0 P300 2.0 P400e 5.0 P525 3.0 D200 3.0 D250 3.0 D300

298 398 518 198 246 296

119 119 119 109 117 119

8.1 5.6 5.2 10.3 8.3 7.0

24.2 TBC TBC 32.2 32.2 32.2

263 TBC TBC 230 230 230

LOTUS

A delicate, vivid and unfettered drive; if you want a daily driver, shop elsewhere. LxWxH 3824x1719x1117 Kerb weight 830kg 217 242

204

3.1

23.2

145 151

4.2 3.8

36.7 36.2

179 177

C-Class Estate 5dr estate £37,520–£81,217

276

1.5 C200 2.0 C300 600LT 2dr coupé/open £187,730–£203,730 AAAAA 2.0 C300e Lighter, faster and more athletic than the 570S. McLaren at its very 3.0 V6 AMG C43 4Matic best. LxWxH 4604x2095x1191 Kerb weight 1356kg 4.0 V8 AMG C63 S 3.8 V8 592 204 2.9 23.2 276-277 2.0 C220d 2.0 C300d 720S 2dr coupé/open £216,905–£249,220 AAAAA 2.0 C300de

AAAAC The start of an era for McLaren and what a way to begin it is.

Elise 2dr open £41,245–£49,145 1.8 VVT-i 220 1.8 VVT-i 246

562

AAAAA

LxWxH 4543x2059x1196 Kerb weight 1419kg 4.0 V8

GT 2dr coupé £165,230

710

212

2.9

23.2

276

181 258 316 385 503 192 241 302

198 248 298 298 201

134 143 150 132 120

8.0 7.0 6.3 6.4 8.5

Range Rover Velar 5dr SUV £46,110–£71,020

31.7 201 31.6 201 31.3 203 166.2-193.5 33-38 43.8 169 AAAAC

The most car-like Landie ever doesn’t disappoint. Expensive, though. LxWxH 4804x1930x1685 Kerb weight 1829kg 2.0 P250 3.0 P400 2.0 P400e 2.0 D200 3.0 D300 MHEV

248 394 398 201 296

135 155 149 130 143

7.5 5.5 5.4 8.2 6.5

Range Rover Sport 5dr SUV £65,295–£114,915

27.8-29.2 27.3-28.0 TBC 41.6 36.1-37.2

217-229 227-230 TBC 168-178 199-205

AAAAB

Bigger and better; a cut-price Range Rover rather than a jumped-up Discovery. LxWxH 4850x2073x1780 Kerb weight 2111kg 2.0 P300 2.0 P400e PHEV 3.0 P400 5.0 V8 P525 5.0 V8 P575 SVR 3.0 D300

298 401 398 522 572 298

125 137 140 155 176 130

7.3 6.7 6.2 5.3 4.5 7.3

26.1 75.3-86.9 27.4 18.9-20.2 19.6 34.1

245 69 234 315 331 220-247

AAAAB

Range Rover 5dr SUV £83,465–£179,715

Wherever you are, the Rangie envelops you in a lavish, invincible sense of occasion. LxWxH 4999x2220x1835 Kerb weight 2249kg 3.0 P400 2.0 P400e 5.0 V8 P525 5.0 V8 P565 SVAD 3.0 D300 3.0 D350

398 399 522 562 298 348

140 137 155 155 130 140

6.3 6.8 5.4 5.4 7.4 7.1

Discovery Sport 5dr SUV £36,765–£51,630

26.1-26.7 75.7-85.1 19.7-20.0 18.9 33.0 30.5-30.9

240 75 318-322 342 228-238 240-256

2.0 P200 2.0 P250 2.0 P290 1.5 P300e 2.0 D165 2.0 D200

198 247 288 298 162 201

129 140 144 130 112 117

9.2 8.1 7.5 6.6 10.6 8.9

30.1 211 30.1 211 29.7 214 143.4-158.6 40-44 41.5 179 41.5 179

36.7-40.9 34.5-38.7 176.6 27.4-28.8 24.8-25.5 44.8-51.4 42.8-47.9 217.3

164-176 166-181 35 226-230 251-253 147-149 149-168 34

AAAAC

Outgoing two-door keeps a nice balance of style, usability and driver reward. LxWxH 4696x1810x1405 Kerb weight 1505kg

AAAAB 1.5 C200 2.0 C300 3.0 V6 AMG C43 4Matic 4.0 V8 AMG C63 S 2.0 C220d AAAAB 2.0 C300d 4Matic

181 258 385 503 192 241

149 155 155 180 149 155

7.9 6.1 4.7 3.9 7.0 6.0

37.7-42.2 35.8-39.8 28.0-29.4 25.0-25.5 46.3-52.3 42.8-48.7

155-156 161-175 221-225 250 133-145 151-164

225-230 765LT 2dr coupé £252,230 230 Longtail treatment puts a deliciously sharp edge on the 720S. LxWxH 4600x2161x1159 Kerb weight 1419kg 230 C-Class Cabriolet 2dr open £43,680–£87,430 AAAAC 4.0 V8 755 205 2.8 23.0 280 Take all the good bits about the coupé and add the ability to take the roof off. Bingo. LxWxH 4686x1810x1409 Kerb weight 1645kg Evora 2dr coupé £88,225–£95,725 AAAAC Dynamically it puts nearly everything else in the shade. Shame Senna 2dr coupé £750,000 AAAAA 1.5 C200 181 146 7.9 36.2-40.4 167-168 about the interior. LxWxH 4084x1802x1129 Kerb weight 1395kg Astounding circuit performance made superbly accessible. 2.0 C300 258 155 6.3 34.0-37.7 173-184 LxWxH 4744x2155x1229 Kerb weight 1309kg 3.5 V6 VVT-i 410 404 174-190 4.1-4.2 25.7-26.7 248 3.0 V6 AMG C43 4Matic 385 155 4.8 27.4-28.5 229-231 4.0 V8 789 208 2.8 22.7 280 4.0 V8 AMG C63 S 503 174 4.1 24.4-24.8 258 M A S E R AT I 2.0 C220d 191 145 7.5 44.8-49.6 141-153 MERCEDES-BENZ Ghibli 4dr saloon £58,220–£103,590 AAACC 2.0 C300d 242 155 6.3 42.2-47.1 153-167 Maser’s compact exec has the allure but lacks power and is poorly A-Class 5dr hatch £24,095–£57,195 AAAAC finished in places. LxWxH 4971x1945x1461 Kerb weight 1810kg A little bit of luxury in a desirable, hatchback-sized package. CLS Coupé 4dr saloon £58,935–£78,700 AAAAC LxWxH 4419x1992x1440 Kerb weight 1445kg 2.0 Hybrid 325 158 5.7 33.2 192 Retains the sleek coupé style and has more tech – without losing 3.0 V6 345 166 5.5 25.2 254 1.3 A180 134 134 9.2 47.9 134-138 its allure. LxWxH 4996x1896x1436 Kerb weight 1935kg 3.0 V6 S 424 178 4.9 25.0 254 1.3 A200 161 140 8.2 47.9 135-145 3.0 V6 AMG CLS 53 4Matic+ 429 155 4.5 TBC 216 3.8 V8 572 203 4.3 23.0 279 2.0 A250 221 155 6.2 41.5 155-165 3.0 CLS 300d 4Matic 261 155 6.4 TBC 168 2.0 A250e 215 146 6.6 256.8 25 3.0 CLS 400d 4Matic 325 155 5.0 TBC 191 Quattroporte 4dr saloon £81,285–£126,890 AAACC 2.0 AMG A35 4Matic 302 155 4.7 33.6-35.8 184-193 Now a full-sized executive limo, with some added flair. Off the pace 2.0 AMG A45 S 4Matic+ AAAAC 415 168 3.9 33.6 204-207 E-Class 4dr saloon £39,745–£99,495 in several key areas. LxWxH 5262x1948x1481 Kerb weight 1860kg 1.5 A180d 114 126 10.0 62.8 127-130 A wee bit pricey, and less sporting than its rivals, but still comfy 3.0 V6 345 168 5.5 25.0 257 2.0 A200d 148 137 8.1 58.9 129-139 and luxurious. LxWxH 4940x1852x1452 Kerb weight 1680kg 3.0 V6 S 424 179 5.0 24.8 257 2.0 E200 194 149 7.4 38.2 165-166 2.0 A220d 187 146 7.0 57.6 141 3.8 V8 572 203 4.5 23.2 277 3.0 E450 363 155 5.0 31.7 204 2.0 E300e 315 155 5.8 188.3 41 Levante 4dr SUV £64,635–£124,940 AAACC 3.0 AMG E53 4Matic+ 429 155 4.5 30.4 212-215 Italian flair and good looks in abundance, but diesel not as 4.0 V8 AMG E63 S 4Matic+ 603 155 3.4 22.8-23.7 277 sonorous as petrols. LxWxH 5003x1968x1679 Kerb weight 2109kg 2.0 E220d 191 146 7.4 53.3 139-157 3.0 V6 339 156 6.0 22.6 283 2.0 E300d 261 155 6.3 47.9 153-167 3.0 V6 S 424 164 5.2 22.4 286 3.0 V6 E400d 325 155 5.1 42.2 176-188 3.8 V8 GTS 526 180 4.3 17.9 357 2.0 E300de 302 149 5.9 217.3 39 3.8 V8 Trofeo 572 186 4.1 17.8 359 E-Class Estate 5dr estate £41,680–£101,495 AAAAC 3.5 V6 VVT-i 350 3.5 V6 VVT-i 410 3.5 V6 VVT-i 430

345 407 428

162-170 3.8-3.9 180 3.4 180 3.2

28.2 28.7 27.7

MAZDA

AAAAC

2 5dr hatch £15,940–£20,995

AAAAB Grown up, well made and drives with charm and vigour; engines

Seven seats, at home on road and off road, plus new-found desirability. LxWxH 4599x2069x1724 Kerb weight 1732kg

7.9 6.0 5.7 4.8 4.1 7.0 6.0 5.7

C-Class Coupé 2dr coupé £40,105–£84,600

Woking’s most user-friendly car to date is still a McLaren first and Range Rover Evoque 5dr SUV £36,850–£55,580 AAAAC Exige 2dr coupé/open £61,925–£102,925 AAAAB foremost. LxWxH 4683x2095x1213 Kerb weight 1339kg Refined, luxurious baby Range Rover has matured for its second Sharp, uncompromising track car. Unforgiving on the road. 4.0 V8 612 204 3.2 23.7 270 generation. LxWxH 4371x1996x1649 Kerb weight 1891kg LxWxH 4084x1802x1129 Kerb weight 1125kg 2.0 P200 2.0 P250 2.0 P300 1.5 P300e 2.0 D200

146 155 155 155 174 145 155 155

AAAAC

aren’t brilliant. LxWxH 4060x1695x1515 Kerb weight 1141kg 1.5 Skyactiv-G 75 1.5 Skyactiv-G 90

74 88

106 12.1 49.6 110-114 9.4-12.0 49.6

121 120 AAAAC

3 5dr hatch £21,800–£28,900

Pleasing dynamism teamed with good practicality and punchy diesel engines. LxWxH 4460x1795x1435 Kerb weight 1411kg 2.0 e-Skyactiv-G 2.0 e-Skyactiv-X 186

120 183

122 134

10.4 8.1

TBC TBC

Far more practical than its rivals, but pricier and less sporty than those closest to it. LxWxH 4933x1852x1475 Kerb weight 1780kg 2.0 E200 3.0 V6 AMG E53 4Matic+ 4.0 V8 AMG E63 S 4Matic+ 2.0 E220d 3.0 E300d 3.0 V6 E400d 4Matic 2.0 E300de

197 429 603 191 242 325 302

144 155 180 142 155 155 146

7.7 4.6 3.5 7.8 6.6 5.3 6.0

31.0-35.3 29.7 22.6-23.3 50.4 40.4-46.3 40.9 188.3

173-174 216-219 282 148-161 156-159 181-192 41

124-127 118-121

26 MAY 2021 AUTOCAR.CO.UK 77

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GLE Coupé 5dr SUV £72,725–£130,250

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Morgan’s four-cylinder lifeblood model gets 21st-century underpinnings. LxWxH 3830x1500x1250 Kerb weight 1013kg

3.0 GLE 400d 4Matic 3.0 AMG GLE 53 4Matic 4.0 AMG GLE 63 S 4Matic

2.0

149 155 174

5.7 5.3 3.8

33.6 25.7 TBC

219 244 280

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AAABC

Plus Four 2dr open £62,995

May not be your idea of a desirable luxury car, but it’s certainly an effective one. LxWxH 4946x2014x1716 Kerb weight 2295kg 327 432 603

(g O2

) /km

255

149

5.1

38.8

165 AAABC

Plus Six 2dr open £82,920–£90,590

Feels like progress in lots of ways, but not yet the driver’s car it G-Class 5dr SUV £101,495–£171,645 AAABC might be. LxWxH 3890x1756x1220 Kerb weight 1075kg Massively expensive and compromised, but with character in 3.0 335 166 4.2 38.2 180 abundance. LxWxH 4866x1984x1969 Kerb weight 2550kg 3.0 GLE 400d 4Matic 4.0 V8 AMG G63 4Matic

325 578

130 137

6.4 4.5

TBC 281-282 18.6-18.8 373

NISSAN

AAAAC

Micra 5dr hatch £13,995–£20,145

Refreshed look and better handling makes it an enticing choice. GLS 5dr SUV £75,610–£128,285 AAABC Has its flaws, though. LxWxH 3991x1743x1455 Kerb weight 1490kg E-Class Coupé 2dr coupé £45,520–£70,200 AAAAC The replacement for the massive GL can still seat seven in 1.0 IG-T 100 91 111 11.8 50.4 123-129 3008 5dr SUV £27,160–£47,210 AAAAC comfort. LxWxH 5216x2030x1823 Kerb weight 2415kg Big, laid-back four-seat tourer. Borrows looks from the ravishing 1.0 IG-T 100 98 114 10.9 50.4 126 Cleverly packaged Peugeot offers just enough SUV DNA to make S-Class Coupé. LxWxH 4846x1860x1431 Kerb weight 1685kg the difference. LxWxH 4447x2098x1624 Kerb weight 1250kg 3.0 GLS 400d 4Matic 327 148 6.3 32.8 227 1.0 DiG-T 117 115 121 9.9 47.9 133 2.0 E300 3.0 E450 4Matic 3.0 AMG E53 4Matic+ 2.0 E220d 3.0 E300d 4Matic 3.0 V6 E400d 4Matic

237 362 429 189 242 325

155 155 155 145 155 155

6.4 5.0 4.4 7.6 6.4 5.3

31.0 29.1-31.4 30.1-31.4 43.5-50.4 42.2-47.9 TBC

1.2 PureTech 130 126 117 10.5-10.8 37.2 146-149 AAAAC 1.6 PureTech 180 178 136 8.0 39.6 165-167 3 5dr hatch £12,195–£13,495 AAABC Better looks, better value and better range from this second-gen 1.6 Hybrid 223 146 5.9 157.2-222.3 29 Neatly tuned and nice sporty styling. Breaks the mould for budget electric hatch. LxWxH 4387x1768x1520 Kerb weight 1245kg 1.6 Hybrid4 298 149 5.9 166.2-235.1 36 superminis. LxWxH 4018x1729x1507 Kerb weight 1125kg 40kWh 147 90 7.9 168 0 1.5 BlueHDi 130 126 119 9.5 55.1 137-139 1.5 VTi-Tech 104 108 10.9 42.3 152 62kWh 214 98 6.9-7.3 239 0 5008 5dr SUV £29,585–£40,905 AAAAC AAAAC 5 SW EV 5dr estate £27,495–£29,995 AAABC Juke 5dr hatch £18,595–£25,095 AAABC Less MPV, more SUV, and shares its siblings’ good looks. Competent

E-Class Cabriolet 2dr open £50,485–£73,750

180-182 201 212-215 154-155 166-167 189

Leaf 5dr hatch £29,845–£37,710

Refined and sophisticated four-seater in the same mould as the S-Class Cabriolet. LxWxH 4846x1860x1429 Kerb weight 1780kg

Segment-first electric estate could be all the real-world EV you need. LxWxH 4544x1729x1509 Kerb weight 1532kg

High-riding, funky hatch is a compelling package. High CO 2 figures, though. LxWxH 4135x1765x1565 Kerb weight 1605kg

2.0 E300 3.0 E450 4Matic 3.0 AMG E53 4Matic 2.0 E220d 3.0 E300d 3.0 V6 E400d 4Matic

53kWh

1.0 DiG-T 117

237 362 429 189 242 325

155 155 155 147 155 155

6.6 5.8 4.5 7.8 6.6 5.4

30.0 28.8-30.7 29.7-30.7 42.8-48.7 40.9-46.3 TBC

189-190 208 217-219 162-163 172 193

AAAAA

S-Class 4dr saloon £78,705–£104,245

Mercedes has given the S-Class a refresh and an added boost of tech. LxWxH 5141x1905x1498 Kerb weight 1970kg 3.0 V6 S500 L 2.9 S350d 2.9 S400d

429 282 325

155 155 155

4.9 6.4 5.4

154

115

7.7

214

0 AAACC

HS 5dr SUV £20,995–£32,495

AAABC

SLC 2dr open £37,130–£54,101

112

10.4

46.3

Qashqai 5dr SUV £23,550–£30,070

1.2 PureTech 130 1.6 PureTech 180 1.5 BlueHDi 130 AAAAB 2.0 BlueHDi 180 135-142

Goes big on metal for the money but covers its budget roots with mixed success. LxWxH 4574x1876x1664 Kerb weight 1489kg

The defining modern crossover. The Mk2 is better in all areas, hence its popularity. LxWxH 4394x1806x1590 Kerb weight 1331kg

1.5 T-GDI 1.5 T-GDI PHEV

1.3 DiG-T 140 1.3 DiG-T 160

162 254

118 118

9.9 7.1

36.2-37.2 168 TBC TBC AAACC

ZS 5dr SUV £15,495–£30,995

Much improved on previous MGs, but still lacks the sophistication 32.5-34.9 184-202 of its closest rivals. LxWxH 4314x1809x1611 Kerb weight 1190kg

39.8-42.8 173-190 38.2-38.7 192-196

113

1.5 VTi-Tech 1.0T GDi 44.5kWh EV

104 109 141

109 112 87

10.9 12.4 8.5

41.5 38.6 163

155 166 0

138 156

120 10.5 123-124 8.9-9.9

42.1-45.0 143-153 42.9-43.9 146-152

155

4.7

AAAAC

GT-R 2dr coupé £86,095–£102,095

31.7-32.5 199

AMG GT 4-Door Coupé 4dr saloon £141,785–£146,785 AAAAB Four-door, four-wheel-drive GT is confusing to contemplate but impressive to drive. LxWxH 5054x1953x1447 Kerb weight 2100kg 4.0 V8 GT63 S 4Matic+

630

196

3.2

21.4-22.1 294-298

Compact SUV marks the entry point to Mercedes’ all-electric EQ range. LxWxH 4463x1834x1624 Kerb weight 2040kg 187

1.5 One 1.5 Cooper 2.0 Cooper S

101 134 175

119 129 146

10.6 8.4 6.9

49.6 130 48.7-49.6 131-132 44.1-45.6 141-146

8.9

TBC

LxWxH 3821x1727x1415 Kerb weight 1280kg 1.5 Cooper 2.0 Cooper S 2.0 John Cooper Works

134 175 227

128 143 150

8.8 7.2 6.6

46.3 42.2 39.2

138-139 151 165

10.4-10.9 8.3 10.7 9.1

46.0 39.6 57.3 47.3

150-153 168-170 139-142 164-166

P O L E S TA R

AAAAC

Limited-run sports GT delivers petrol-electric performance and Swedish styling. LxWxH 4586x2023x1352 Kerb weight 2345kg

78kWh

596

155

4.2

353.1

1.0 72

100

13.0

1.2 PureTech 75 1.2 PureTech 100 1.2 PureTech 130 50kWh e-208 1.5 BlueHDi 100

72 98 128 136 99

106 117 129 93 117

14.9 9.9 8.7 8.1 10.2

58.9 53.0 51.9 194-217 70

124 124-126 128 0 109-110

127

4.2

292

PORSCHE

AAAAB

Our idea of drop-top heaven. Exceptional to drive, whether cruising or hurrying. LxWxH 4379x1801x1280 Kerb weight 1335kg 2.0 2.0 T 2.5 S 4.0 GTS

290 296 339 396

170 170 177 182

4.9-5.1 4.7-5.3 4.4-4.6 4.5

32.5 32.5 29.1 25.9

198 199 229 247 AAAAA

718 Cayman 2dr coupé £46,150–£77,685

Scalpel-blade incisiveness, supreme balance and outstanding driver involvement. LxWxH 4379x1801x1295 Kerb weight 1335kg

2.0 2.0 T 58.9 110 2.5 S 4.0 GTS AAABC 4.0 GT4

LxWxH 3475x1615x1460 Kerb weight 1065kg

402

718 Boxster 2dr open £48,010–£68,245

Sister car to the Aygo – and a distant second to most city car rivals. LxWxH 3475x1615x1460 Kerb weight 840kg

208 3dr/5dr hatch £17,575–£33,975 AAABC A big improvement for Peugeot, if not for the supermini class.

Convertible 2dr open £20,830–£29,960

AAAAC A fun open-top car but compromised on practicality and dynamics.

EQA 5dr SUV £43,495–£44,995 67kWh 190

rivals. LxWxH 3982x1727x1425 Kerb weight 1240kg

117 135 119 131

There aren’t many cheaper ways of owning an SUV. Has a better range of engines, too. LxWxH 4640x1820x1710 Kerb weight 1505kg 2 5dr hatch £49,900 AAAAC 1.3 DiG-T 160 158 123 11.5 37.8-38.5 166-173 High-rise saloon takes the EV off in a development direction all of 1.7 dCi 150 148 121 10.7 44.5-47.5 155-171 its own. LxWxH 4607x1859x1478 Kerb weight 2048kg

NOBLE 1.5 One 101 121 10.1-10.2 49.6 130 1.5 Cooper 134 130 7.8-7.9 48.7-49.6 130-132 M600 2dr coupé £248,000–£287,600 AAABC AMG GT 2dr coupé/open £108,320–£377,050 AAAAC 2.0 Cooper S 189 145-146 6.7-6.8 44.1 145 Deliciously natural and involving; a bit ergonomically flawed. LxWxH TBC Kerb weight 1198kg Million-dollar looks and a railgun V8, but extremely firm chassis 2.0 John Cooper Works 227 152 6.1-6.3 39.8 160 affects its usability. LxWxH 4544x1939x1287 Kerb weight 1615kg 2.0 John Cooper Works GP 302 164 5.2 4.4 V8 662 225 3.0 NA NA 34 189 4.0 V8 GT 522 193-194 3.7-3.8 21.9-22.1 289-290 P E U G E O T 4.0 V8 GT R 577 198 3.6 22.1 289 5dr Hatch 5dr hatch £17,140–£24,850 AAAAB 4.0 V8 GT Black Series 718 202 3.2 TBC 292 Mini charm in a more usable package, but still not as practical as 108 3dr/5dr hatch £12,785–£15,790 AAABC

356

126 178 129 175

1 2dr coupé £140,000

AAABC 2.0 plug-in hybrid

X-Trail 5dr SUV £26,835–£34,745

MINI Another small convertible exhibiting all the charm that a Mercedes Monstrously fast Nissan has been tweaked and sharpened. Still a should. LxWxH 4143x1810x1301 Kerb weight 1435kg 3dr Hatch 3dr hatch £16,400–£35,215 AAAAB blunt object, though. LxWxH 4710x1895x1370 Kerb weight 1725kg 2.0 SLC 200 178 147-149 6.9-7.0 40.4 167 Three-pot engines and cleverly designed interior make the Mini a 3.8 V6 562 196 2.9 20.2 316 superb choice. LxWxH 3821x1727x1414 Kerb weight 1190kg 2.0 SLC 300 237 155 5.8 35.3-37.2 178

3.0 V6 AMG SLC 43

to drive, too. LxWxH 4641x1844x1640 Kerb weight 1511kg

290 296 339 396 414

170 170 177 182 188

4.9-5.1 4.9-5.3 4.4-4.6 4.5 4.4

32.8 35.5 29.1 25.9 25.7

197 198 228 247 251 AAAAB

911 2dr coupé £84,700–£158,200

Wider, eighth-generation 911 is still eminently fast, and capable at all speeds. LxWxH 4519x1852x1300 Kerb weight 1565kg

3.0 Carrera 380 182 4.0 27.4 233 3.0 Carrera 4 380 180 4.0 26.9 238 3.0 Carrera S 444 191 3.5 27.4 234 EQC 5dr SUV £65,720–£74,610 AAAAB 3.0 Carrera 4S 444 190 3.4 26.9 239 Brisk, tidy-handling electric SUV has everything needed to do well Clubman 5dr hatch £22,395–£36,100 AAAAC on UK roads. LxWxH 4762x1884x1624 Kerb weight 2495kg 380 179 4.4 26.9 239 Cheery and alternative Mini ‘six-door’ takes the brand into new 308 5dr hatch £21,310–£31,985 AAAAB 3.0 Targa territory. LxWxH 4253x1800x1441 Kerb weight 1375kg 3.0 Targa S 444 189 3.8 26.4 244 80kWh 400 4Matic 402 112 5.1 232-259 0 Classy all-round appeal makes it a serious contender, but rear 503 199 3.4 21.7-21.9 283-304 1.5 Cooper 134 128 9.2 47.1 136-137 space is a little tight. LxWxH 4253x1804x1457 Kerb weight 1190kg 4.0 GT3 3.7 Turbo 572 199 2.8 23.5 271 GLA 5dr SUV £31,785–£65,350 AAABC 2.0 Cooper S 175 142 7.3 42.2 152-153 1.2 PureTech 110 107 117 11.1 51.5 132 641 205 2.7 23.5 271 Not the most practical crossover but good looking and very decent 2.0 John Cooper Works All4 302 155 4.9 38.2 169 1.2 PureTech 130 126 128-129 9.1-9.6 48.5-51.9 132-135 3.7 Turbo S to drive. LxWxH 4417x1804x1494 Kerb weight 1395kg 1.6 Puretech 260 GTI 258 155 6.0 37.8 169 1.6 GLA 180 120 124 8.7-9.0 35.3-40.4 151-155 Countryman 5dr hatch £24,495–£37,650 AAABC 1.5 BlueHDi 130 126 127 9.8 62.1-62.7 120-121 911 Cabriolet 2dr open £94,500–£167,357 AAAAC 1.6 GLA 200 152 134 8.1-8.4 34.9-39.8 151-155 Bigger than before, but still more funky than useful. Still not all that Fewer compromises than ever, if rewarding only at full attack. pretty, either. LxWxH 4299x2005x1557 Kerb weight 1440kg 1.3 GLA 250e 135 137 7.1 TBC TBC 308 SW 5dr estate £22,260–£29,530 AAAAC LxWxH 4519x1852x1297 Kerb weight 1585kg 2.0 GLA 250 4Matic 204 143 6.6 32.5-35.8 172-174 1.5 Cooper 136 124 9.7 44.8 143 Estate bodystyle enjoys the classy appeal of the hatchback. 3.0 Carrera 380 180 4.2 27.2 236 2.0 GLA 200d 150 127 8.6-8.9 TBC 140-150 1.5 Cooper All4 136 122 10.3 40.9 157-158 LxWxH 4585x1563x1472 Kerb weight 1190kg 3.0 Carrera 4S 444 188 3.6 26.6 241 2.0 GLA 220d 188 136 7.3 TBC 141-149 1.5 Cooper S E All4 PHEV 217 122 6.8 156.9 41 1.2 PureTech 110 107 117 11.6 51.5 134 3.7 Turbo 572 199 2.9 23.3 275 2.0 AMG GLA 35 4Matic 302 155 5.2 TBC 186-198 2.0 Cooper S 192 140 7.5-7.6 42.2-42.8 151-152 1.2 PureTech 130 126 127 9.5-10.0 48.5-51.9 134-140 3.7 Turbo S 641 205 2.8 23.3 275 2.0 AMG GLA 45 S 4Matic+ 415 155 4.3 TBC 215-224 2.0 Cooper S All4 192 138 7.6 40.4 158-159 1.5 BlueHDi 100 99 111 12.3 54.9-63.8 115 2.0 John Cooper Works All4 302 155 5.1 37.2 174 1.5 BlueHDi 130 126 126 10.0 62.1-62.7 122-125 Panamera 4dr saloon £71,765–£140,200 AAAAA GLB 5dr SUV £36,905–£51,635 AAABC 2.0 Cooper D 150 129 9.1 56.5-57.6 129-130 Revamped big saloon is an absolute belter, making it almost the Boxy SUV mixes rough-and-tumble styling cues and seven-seat 2.0 Cooper D All4 150 127 9.0 52.3 142-143 508 4dr saloon £27,460–£40,910 AAAAC perfect grand tourer. LxWxH 5049x1937x1423 Kerb weight 1815kg versatility. LxWxH 4634x1834x1659 Kerb weight 2085kg Stylish and likeable but lacking the polish of more premium rivals. 2.9 V6 325 168 5.6 27.7 232 1.3 GLB 200 160 129 9.1 40.4 160-165 Electric 3dr hatch £28,100–£37,000 AAAAC LxWxH 4750x1859x1430 Kerb weight 1535kg 2.9 V6 4 325 167 5.3 27.2 235 2.0 AMG GLB 35 302 155 5.2 32.5 198 Won’t break records on range or usability, but has plenty of zip and 1.2 PureTech 130 126 127 8.1 49.1 129 2.9 V6 4S 434 183 4.3 27.4 234 2.0 GLB 200d 148 127 9.0 47.9 149-156 driver appeal. LxWxH 3850x1727x1414 Kerb weight 1440kg 1.6 PureTech 180 178 143 7.9 44.0 146-147 2.9 V6 4 E-Hybrid 456 174 4.4 78.5-85.6 60 2.0 GLB 220d 188 135 7.6 47.9 156-158 33kWh 180 93 7.3 144 0 1.6 PureTech 225 223 155 7.1 42.2 156 2.9 V6 4S E-Hybrid 552 185 3.7 78.5-85.6 60 1.6 Hybrid 223 155 8.3 166.0-235.0 27-38 4.0 V8 GTS 473 186 3.9 23.3 275 MITSUBISHI GLC 5dr SUV £44,530–£93,330 AAAAC 1.5 BlueHDi 130 126 126 10.0 62.0 124 4.0 V8 Turbo S 621 196 3.1 22.1 289 Not exactly exciting to drive, but does luxury and refinement Mirage 5dr hatch £10,575–£14,060 AAACC 4.0 V8 Turbo S E-Hybrid 690 196 3.2 TBC TBC better than most. LxWxH 4656x1890x1639 Kerb weight 1735kg A straightforward hatchback – but not for the likes of us. 508 SW 5dr estate £29,060–£42,760 AAACC 2.0 GLC 300 4Matic 255 149 6.2 34.4 187-198 LxWxH 3795x1665x1505 Kerb weight 845kg Bodystyle takes the edge off the 508’s style yet doesn’t fully Panamera Sport Turismo 5dr estate £76,942–£142,444 AAAAA address practicality. LxWxH 4778x1859x1420 Kerb weight 1430kg The Panamera in a more practical form, and now it’s a good-looking 3.0 V6 AMG GLC 43 4Matic 388 155 4.9 27.4 233-245 1.2 Mi-VEC 79 107 11.7-12.8 47.9-55.4 113-121 beast. LxWxH 5049x1937x1428 Kerb weight 1880kg 4.0 V8 AMG GLC 63 4Matic+ 462 155 4.0 22.2 289-291 1.2 PureTech 130 126 127 8.3 49.1 129 4.0 V8 AMG GLC 63 S 4Matic+ 502 155 3.8 22.7 294-296 ASX 5dr SUV £21,035–£26,805 AAACC 1.6 PureTech 180 178 140 8.0 44.0 149-150 2.9 V6 4 325 163 5.3 26.4 242 2.0 GLC 220d 4Matic 191 134 7.9 47.9 154-167 Decent engines, but otherwise an unexceptional crossover. 1.6 PureTech 225 223 153 7.4 42.2 158 2.9 V6 4S 434 180 4.3 26.4 242 2.0 GLC 300d 4Matic 242 144 6.5 42.8 178-179 LxWxH 4355x1770x1640 Kerb weight 1260kg 1.6 Hybrid 223 155 8.3 166.0-235.0 27-38 2.9 V6 4 E-Hybrid 456 174 4.4 78.5-85.6 60 2.0 GLC 300de 4Matic 302 143 6.2 TBC TBC 2.0 MI-VEC 2WD 148 118 10.2 37.7 171 1.5 BlueHDi 130 126 129 10.1 62.0 127 2.9 V6 4S E-Hybrid 552 182 3.7 78.5-85.6 60 2.0 MI-VEC 4WD 148 118 12.5 34.4 185 4.0 V8 GTS 473 181 3.9 22.8 280 GLC Coupé 5dr SUV £47,405–£95,155 AAAAC 2008 5dr SUV £21,030–£39,630 AAAAC 4.0 V8 Turbo S 621 196 3.1 21.7 295 A coupé-shaped SUV destined to be outrun by the X4 – unless Eclipse Cross 5dr SUV £22,545–£27,055 AAACC Compact crossover has most rivals licked, but class is still waiting 4.0 V8 Turbo S E-Hybrid 690 196 3.2 TBC TBC

you’re in an AMG. LxWxH 4732x1890x1602 Kerb weight 1785kg 2.0 GLC 300 4Matic 255 3.0 V6 AMG GLC 43 4Matic 388 4.0 V8 AMG GLC 63 4Matic+ 472 4.0 V8 AMG GLC 63 S 4Matic+ 502 2.0 GLC 220d 4Matic 191 2.0 GLC 300d 4Matic 242 2.0 GLC 300de 4Matic 302

149 155 155 155 135 145 143

6.3 4.9 4.0 3.8 7.9 6.6 6.2

32.8 27.7 22.4-23.5 22.1 44.1 40.9 TBC

195-202 232-242 285 290-291 167-173 182-184 TBC

AAAAC

GLE 5dr SUV £62,210–£120,773

The ML replacement isn’t inspiring to drive but does come with a classy interior. LxWxH 4819x2141x1796 Kerb weight 2165kg 2.9 GLE 450 4Matic 362 2.0 GLE 300d 4Matic 242 2.9 GLE 350d 4Matic 268 2.9 GLE 400d 4Matic 328 2.0 GLE 350de 4Matic 317 3.0 V6 AMG GLE 53 4Matic+ 432 4.0 V8 AMG GLE 63 S 4Matic+ 603

155 140 143 152 130 155 155

5.7 7.2 6.6 5.7 6.8 5.3 3.8

32.5 39.2 36.2 35.3 256.8 26.7 TBC

229 198-207 206-214 220 29 246-248 281

Stylish, future-looking mid-sized SUV shows where Mitsubishi’s destiny lies. LxWxH 4695x1810x1710 Kerb weight 1425kg

1.2 PureTech 100 1.2 PureTech 130 1.2 PureTech 155 Outlander 5dr SUV £29,410–£44,225 AAABC 50kWh e-2008 Creditable effort, but still cheap in places: PHEV a boon for fleet 1.5 BlueHDi 1.5 Mi-VEC 2WD

160

127

9.7

36.2-37.7 170-177

users. LxWxH 4695x1810x1710 Kerb weight 1565kg 2.0 Mi-VEC 4WD 2.0 Mi-VEC PHEV

148 200

118 106

13.3 11.0

32.5 139.7

196 46 AAACC

Shogun Sport 5dr SUV £31,880–£33,880

Has a fitness for purpose that could appeal to those who tow or haul big loads. LxWxH 4785x1815x1805 Kerb weight 2100kg 2.4 DI-DC 4WD

179

112

11.0

32.8

227

MORGAN

AAAAA

3 Wheeler 0dr open £40,846–£40,999

The eccentric, characterful and brilliant Morgan is a testament to English creativity. LxWxH 3225x1720x1000 Kerb weight 525kg 2.0 V-twin 82

78 AUTOCAR.CO.UK 26 MAY 2021

for a game-changer. LxWxH 4300x1770x1550 Kerb weight 1205kg

115

6.0

98 128 153 136 98

115 122 129 93 115

10.9 8.9 8.2 8.5 11.4

52.0 50.6 46.6 TBC 62.7

125-127 132 141 0 118-120

AAAAB

Taycan 4dr saloon £83,635–£138,885

First all-electric Porsche shows the rest of the world how it should be done. LxWxH 4963x1966x1381 Kerb weight 2305kg 79kWh 4S 93kWh 4S 93kWh Turbo 93kWh Turbo S

527 563 670 751

155 155 161 161

4.0 4.0 3.2 2.8

252 287 280 256

0 0 0 0

N E W CAR PR I CES Po

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Macan 5dr SUV £48,965–£71,140

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AAAAC

Superb Estate 5dr estate £26,385–£42,780

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AAABC

Swift 5dr hatch £14,999–£22,070

Spookily good handling makes this a sports utility vehicle in the purest sense. LxWxH 4692x1923x1624 Kerb weight 1770kg

Even more commendable than above, primarily thanks to its enormous boot. LxWxH 4856x1864x1477 Kerb weight 1365kg

Given mature looks, more equipment and a hybrid powertrain, but it’s no class leader. LxWxH 3840x1735x1495 Kerb weight 890kg

2.0 3.0 V6 S 3.0 GTS 3.0 V6 Turbo

1.5 TSI 150 2.0 TSI 190 2.0 TSI 280 4x4 1.4 iV PHEV 2.0 TDI 122 2.0 TDI 150 2.0 TDI 150 2.0 TDI 200 2.0 TDI 200 4x4

1.2 Dualjet 83 1.2 Dualjet 83 Allgrip 1.4 Boosterjet Sport

242 349 375 434

139 157 162 167

6.7 5.3 4.9 4.3

27.7 26.4 25.0 24.8

232 243 255 259 AAAAB

Cayenne 5dr SUV £61,380–£126,845

Refreshed look, improved engines and interior, and a better SUV overall. LxWxH 4918x1983x1696 Kerb weight 1985kg 3.0 V6 3.0 V6 E-Hybrid 2.9 V6 S 3.0 V6 GTS 4.0 V8 Turbo 4.0 V8 S E-Hybrid

335 456 428 453 533 671

152 157 164 168 177 183

6.2 5.0 5.2 4.8 3.9 3.8

24.6 60.1-72.4 23.9 21.2 20.9 52.3-58.9

259 74 268 301 305 90

132 143 155 140 124 132-135 133 145 142

9.2 7.7 5.3 7.8 11.1 8.6-8.8 9.2 7.9 7.3

40.9-45.6 141-157 39.8-40.9 162-168 33.2-34.0 188-194 148.7-188.3 33-42 56.5 131-132 54.3-56.5 132-135 53.3-57.7 129-140 49.6-51.4 140-144 47.9 157

AAAAB Skoda’s supermini platform has birthed a practical but predictable

Reinvigorated Ibiza is more mature and takes the class honours from the Fiesta. LxWxH 4059x1780x1444 Kerb weight 1091kg

1.0 MPI 80 AAAAC 1.0 TSI 95 Little different to drive than the standard car but certainly has an 1.0 TSI 115

79 93 113

106 113 121

14.6 10.9 9.3

50.4-52.3 122-128 51.4 124-125 49.6 129-130

3.0 V6 GTS 4.0 V8 Turbo 4.0 V8 S E-Hybrid

108 108 128 148 148 201 113

122 119 129 135 135 137 124

10.9 10.8 9.4 8.7 8.5 7.5 10.2

51.4-52.3 50.4-51.4 49.6-51.4 48.7 47.9 TBC 64.2-65.7

compact crossover. LxWxH 4241x1793x1553 Kerb weight 1251kg 1.0 TSI 95 1.0 TSI 115 1.5 TSI 150

93 112 148

112 120 132

11.1 9.9 8.3

82 82 138

112 106 130

13.1 13.8 9.1

TBC TBC 47.0

111 123 127 AAABC

Swace 5dr estate £27,499–£29,299

Rebadged Toyota Corolla Touring Sports serves is a useful addition to Suzuki’s line-up. LxWxH 4655x1790x1460 Kerb weight 1420kg 1.8 Hybrid

120

112

11.1

TBC

Vitara 5dr SUV £22,249–£27,049 AAABC AAABC Utterly worthy addition to the class drives better than most.

Kamiq 5dr SUV £18,370–£25,350

Ibiza 5dr hatch £16,445–£20,535

Cayenne Coupé 5dr SUV £66,320–£129,445

148 188 276 215 120 148 148 197 197

49.6 129 47.1-49.6 130-136 46.3-47.9 133-139

LxWxH 4175x1775x1610 Kerb weight 1075kg

1.4 Boosterjet 1.4 Boosterjet Allgrip

127 127

118 118

9.5 10.2

TBC TBC

128 140 AAABC

SX4 S-Cross 5dr SUV £21,249–£28,049

A worthy crossover if not a class leader. Refreshed looks give a appeal all of its own. LxWxH 4931x1983x1676 Kerb weight 2030kg Karoq 5dr SUV £23,200–£35,195 AAAAC lease of life. LxWxH 4300x1785x1585 Kerb weight 1160kg 3.0 V6 335 150 6.0 24.4 263 Leon 5dr hatch £20,400–£37,980 AAAAC Yeti replacement may not have its forebear’s quirkiness, but it’s 1.4 Boosterjet 127 118 9.5 TBC 127 3.0 V6 E-Hybrid 456 157 5.1 60.1-72.4 74 A creditable effort and a notable improvement in form, with plenty brilliant otherwise. LxWxH 4382x1841x1603 Kerb weight 1265kg 1.4 Boosterjet Allgrip 127 118 10.2 TBC 139 of niche appeal. LxWxH 4282x1816x1459 Kerb weight 1202kg 2.9 V6 S 428 163 5.0 23.5 271 1.0 TSI 115 113 118 10.6 43.5-45.6 141-147 453 533 671

168 178 183

4.5 3.9 3.8

21.2 302 20.9 307 52.3-58.9 90

1.0 TSI 110 1.0 eTSI 110 1.5 TSI EVO 130 1.5 TSI EVO 150 RADICAL 1.5 eTSI 150 Rapture 0dr open £110,000 AAABC 1.4 eHybrid PHEV Not as well mannered as some lightweights but spectacular in its 2.0 TDI 150

track-day element. LxWxH 4100x1790x1130 Kerb weight 765kg 2.2 Turbo

360

165

3.1

Leon ST 5dr estate £23,065–£37,470

123-126 124-129 124-128 133 130-132 TBC 113-115

1.5 TSI 150 20 TSI 190 4x4 2.0 TDI 150 2.0 TDI 150 4x4

148 188 148 148

126 132 127 121

8.1-8.3 7.3 9.0 8.8

42.8-44.8 33.2 50.4-52.3 42.8

143-149 191 142-148 172-174

AAAAC

Kodiaq 5dr SUV £26,630–£42,175

Skoda’s first seven-seat SUV is a viable alternative to a traditional MPV. LxWxH 4697x1882x1676 Kerb weight 1430kg

AAAAC 1.5 TSI 150 148 123 9.3 37.2-39.2 164-172 2.0 TSI 190 4x4 188 TBC TBC 32.1-32.5 196-200 2.0 TDI 150 148 123 9.8 46.3-47.9 154-161 2.0 TDI 150 4x4 148 120 9.6 44.8-47.9 155-165 2.0 TDI 200 4x4 197 131 7.8 41.5-42.5 175-178 48.7 131-132 SMART TBC TBC EQ Fortwo 3dr hatch/open £21,700–£25,270 AAACC AAAAC Pricey, EV-only two-seater has urban appeal but is short on

AAABC

Across 5dr SUV £45,599

Rebadged Toyota PHEV plunges Suzuki convincingly into several new segments. LxWxH 4635x1855x1690 Kerb weight 1915kg 2.5 PHEV

182

112

6.0

282.4

TESLA

AAAAB

Model S 5dr hatch £79,980–£94,980

Large range makes it not only a standout EV but also the future of luxury motoring. LxWxH 4978x1963x1445 Kerb weight 2108kg

Good-looking and responsive hatchback-turned-estate. RXC GT 2dr open £145,000 AAABC LxWxH 4549x1816x1454 Kerb weight 1236kg Designed for pounding around a track; out of its element on the 1.5 TSI EVO 130 128 130 9.7 49.6-51.4 125-128 road. LxWxH 4300x1960x1127 Kerb weight 1125kg 1.5 TSI EVO 150 148 135 8.9 47.9-48.7 132-133

Long Range Performance

3.5 V6 400 3.5 V6 650

Lowest-price, biggest-volume Tesla yet arrives in the UK after wooing the US. LxWxH 4694x1849x1443 Kerb weight 1726kg

400 650

179 180

2.8 2.7

NA NA

Zany solution to personal mobility is suitably irreverent and impractical. LxWxH 2338x1381x1454 Kerb weight 474kg 50

0 AAABC

Zoe 5dr hatch £29,995–£31,495

A far more practical zero-emission solution. Attractive price, too. LxWxH 4084x1730x1562 Kerb weight 1470kg 50kWh R110 50kWh R135

107 132

135 137

8.7 7.5

AAABC Seat’s second SUV doesn’t disappoint, with it taking charge of the

Twizy 2dr hatch £11,695–£12,395 17

148 201

Arona 5dr SUV £18,605–£24,770

R E N A U LT

MB L7e

1.5 eTSI 150 1.4 eHybrid PHEV

84 87

11.4 9.5

233 232

0 0

Electric Drive

1.0 TSI 95 1.0 TSI 115 1.5 TSI EVO 150

EQ Forfour 5dr hatch £22,295–£23,445

93 113 148

107 113 127

11.2 51.4 124 9.8-10.0 47.9-53.3 121-134 8.3 44.8-45.6 140-143

Seat’s first SUV is very good. So good, in fact, it’s a Qashqai beater. LxWxH 4363x1841x1601 Kerb weight 1280kg

Comfortable, affordable, easy to drive and attractive, but no more Mégane Sport Tourer 5dr estate £22,995–£32,995 AAABC so than its rivals. LxWxH 3997x1732x1467 Kerb weight 1151kg Stylish and refined estate car is still bland like the hatch. Smaller 1.0 MPI 60 58 98 16.6 51.4-52.3 124-127 than its predecessor. LxWxH 4626x1814x1457 Kerb weight 1409kg 1.0 TSI 95 94 114 10.8 50.4-52.3 122-127 138 153 113

127 111 129

9.8 TBC 11.4

47.9 TBC 64.2

132-133 TBC 121

Jacked-up Clio is among the better downsized options. Stylish and fluent-riding. LxWxH 4122x1778x1566 Kerb weight 1184kg 89 138 156

104 122 107

8.7 9.2 10.1

TBC TBC TBC

Kadjar 5dr SUV £24,695–£27,695

133-134 134-135 TBC

1.3 TCe 140

138

124

9.8

45.6

143-147

155

4.6

18.5-18.6 347-348

94 108 148

118 123 137

11.0 10.1 8.2

563

53.3 119-120 51.4-53.3 120-124 50.4-51.4 125-128

113 148 201 242 242 114 148 197 197

129 143 136 139 155 131 143 154 150

10.5-10.8 8.5 7.7 7.3 6.8 10.3 8.7 7.4 6.8

Octavia Estate 5dr estate £22,210–£34,975

155

54.3-56.5 52.3-53.3 TBC TBC 40.9 68.9 64.2-67.3 56.5 51.4

115-117 121-123 TBC TBC 157 109 109-115 130 145

AAAAC

Class-leading amount of space and practicality. Comfortable, too.

LxWxH 5762x2018x1646 Kerb weight 2560kg 5.1-5.2

12.7

53.3-54.3 50.4-52.3 TBC TBC 40.4 67.3 62.8-65.7 55.4 50.4

118-119 123-126 TBC TBC 159 111 112-118 132 147

AAAAC

Another great Czech value option that’s big on quality and space if 18.6-18.8 341-344 not on price. LxWxH 4869x1864x1469 Kerb weight 1340kg

1.5 TSI 150 Cullinan 4dr SUV £268,230–£309,030 AAAAC 2.0 TSI 190 Big, bold new 4x4 begins the next era for the brand, with a model 2.0 TSI 280 4x4 that convinces. LxWxH 5341x2164x1835 Kerb weight 2730kg 1.4 iV PHEV 6.75 TV12 563 155 5.2 17.3-18.1 355-370 2.0 TDI 122 2.0 TDI 150 S E AT 2.0 TDI 200 Mii Electric 5dr hatch £22,800 AAABC 2.0 TDI 200 4x4

148 188 276 215 120 148 197 197

137 148 155 138 129 138 151 148

9.0-9.2 7.7 5.5 7.7 11.0 9.1 7.9 7.2

40.4-44.8 142-157 38.2-39.2 162-168 32.2-34.0 188-193 148.7-188.3 33-42 57.7-58.9 127 54.3-58.9 125-136 51.4-53.3 140-145 47.9 154

3.7 2.3

405 396

Standard Plus Long Range Performance

235 346 449

140 145 162

0 0 AAAAC

5.3 4.2 3.1

267 360 352

0 0 0

Model X 5dr SUV £87,890–£102,980 AAAAB AAACC A genuine luxury seven-seat electric SUV that also has a large

range. LxWxH 5036x2070x1684 Kerb weight 2459kg Long Range Performance

411 596

155 163

4.4 2.6

348 340

0 0

T OYO TA

AAABC

AAACC

Aygo 3dr hatch £12,690–£14,750

Trails the Duster as the best-value small crossover – but not by much. LxWxH 4195x1795x1590 Kerb weight 1270kg

Impactful styling does a lot to recommend it, but not as refined nor as practical as some. LxWxH 3455x1615x1460 Kerb weight 840kg

1.2 128 1.5 163

1.0 VVT-i

126 160

112 112

TBC TBC

Korando 5dr SUV £20,395–£32,445

158 161-164

1.5 GDI-Turbo 1.6 D 2WD 1.6 D 4WD

160 133 133

119 112 112

12.0 12.0 12.0

TBC TBC TBC

13.8

56.5

114

172 159-164 178

Toyotas. LxWxH 3495x1695x1510 Kerb weight 1310kg 1.5 VVT-i Hybrid

114

109

9.7

65.7-68.9 92-98 AAAAA

GR Yaris 5dr hatch £29,995–£33,495

Focused, exhilarating all-wheel-drive hot hatch is the most exciting Toyota in ages. LxWxH 3995x1805x1455 Kerb weight 975kg

AAACC 1.6 AWD

Musso 5dr SUV £25,131–£35,031

Yaris 5dr hatch £19,910–£24,005 AAABC AAACC Stylish interior but ultimately a scaled-down version of bigger

Competitive towing capabilities and generous kit, but still lacks dynamics. LxWxH 4450x1870x1629 Kerb weight 1610kg

253

143

5.5

TBC

186

Practical pick-up has a refined engine and direct steering, but ride needs refinement. LxWxH 5095x1950x1840 Kerb weight 2155kg

C-HR 5dr SUV £26,885–£33,155

2.2d 181

Coupé-shaped crossover certainly turns heads and impresses on the road. LxWxH 4360x1795x1565 Kerb weight 1320kg

178

115-121 12.2

TBC

AAABC 1.8 Hybrid 2.0 Hybrid

Rexton 5dr SUV £29,995–£39,895

A vast improvement. Better on the road but without ditching its argicultural roots. LxWxH 4850x1960x1825 Kerb weight 2102kg 178

115

11.3-11.9 34.0

205-227

119 181

SUBARU

215

11.0 8.2

57.7-58.9 109-110 53.3-54.3 119 AAAAC

No-nonsense crossover doesn’t quite make enough sense. LxWxH 4450x1780x1615 Kerb weight 1355kg 13.9 10.4 10.4

TBC 35.7 35.7

180 180 180

8.3

53.3

120-126 AAAAC

Corolla 5dr hatch £24,480–£30,020 122 180

111 111

10.9 7.9

57.6-62.8 102-112 53.3-57.6 111-120

Corolla Touring Sports 5dr estate £25,750–£31,955

AAAAC

More practical estate bodystyle proves just as capable with hybrid power. LxWxH 4650x1790x1435 Kerb weight 1440kg

1.8 VVT-i Hybrid AAACC 2.0 VVT-i Hybrid

Forester 5dr estate £36,345–£39,335

112

Rebranded hatch has rolling refinement, interior ambience and affable handling. LxWxH 4370x1790x1435 Kerb weight 1340kg

AAACC 1.8 VVT-i Hybrid 2.0 VVT-i Hybrid

XV 5dr SUV £28,335–£33,665

109 120 120

105 112

Camry 4dr saloon £31,635–£32,605

AAACC 2.5 VVT-i Hybrid

112 154 148

AAAAC

Toyota’s biggest global seller returns to UK with ULEZ-friendly hybrid power. LxWxH 4885x1840x1445 Kerb weight 1595kg

Levorg 5dr estate £34,770

1.6i AAAAC 2.0i Does comfort and practicality like no other. Good, frugal engines 2.0i e-Boxer

AAAAB LxWxH 4667x1814x1465 Kerb weight 1247kg Essentially as above, except with a detuned engine and in elegant 1.0 TSI 110 113 125 10.6-10.9 convertible form. LxWxH 5295x1947x1502 Kerb weight 2560kg 1.5 TSI 150 148 139 8.4 6.6 V12 563 155 5.0 16.8-17.4 367-380 1.4 TSI iV PHEV 201 136 7.8 1.4 TSI iV vRS PHEV 242 139 7.3 Ghost 4dr saloon £253,830–£286,230 AAAAC 2.0 TSI vRS 242 155 6.8 ‘A ffordable’ Rolls is a more driver-focused car than the Phantom. 2.0 TDI 116 114 128 10.4 Still hugely special. LxWxH 5399x1948x1550 Kerb weight 2360kg 2.0 TDI 150 148 139 8.8 6.6 V12 563 155 4.9-5.0 18.5-18.6 347-348 2.0 TDI 200 vRS 197 152 7.4 2.0 TDI 200 vRS 4x4 197 147 6.8 Phantom 4dr saloon £367,830–£439,830 AAAAA Phantom takes opulent luxury to a whole new level. Superb 5dr hatch £25,105–£41,500

Dawn 2dr open £286,230–£345,630

6.75 TV12

50.4-52.3 121-126

too. LxWxH 4689x1829x1470 Kerb weight 1225kg

traits make it great. LxWxH 5285x1947x1507 Kerb weight 2360kg 624

10.9

155 162

Model 3 4dr saloon £43,490–£56,490

S S A N G YO N G

Octavia 5dr hatch £21,230–£33,745

AAABC 1.0 TSI 110 Koleos name returns and is a vast improvement on before, but no 1.5 TSI 150 class leader. LxWxH 4672x2063x1678 Kerb weight 1540kg 1.4 TSI iV PHEV 1.7 Blue dCi 150 148 118 11.8 45.6 161-162 1.4 TSI iV vRS PHEV 2.0 Blue dCi 190 188 123 10.1 40.9 181-183 2.0 TSI vRS 2.0 TDI 116 R O L L S - R OYC E 2.0 TDI 150 Wraith 2dr coupé £262,230–£301,710 AAAAB 2.0 TDI 200 vRS An intimate and involving Rolls. Not as grand as some, but other 2.0 TDI 200 vRS 4x4

Koleos 5dr SUV £28,895–£34,295

6.6 V12

115

11.6-11.9 81-84

Impressively practical but only offered with an automatic gearbox Scala 5dr hatch £17,265–£24,410 AAAAC and one trim. LxWxH 4690x1780x1490 Kerb weight 1568kg Undercuts rivals on price and ushers in a sharp new design 2.0i 148 121 11.7 32.6 196 language for Skoda. LxWxH 4362x1793x1471 Kerb weight 1381kg

1.0 TSI 95 1.0 TSI 110 AAAAC 1.5 TSI 150

Fine value, practical, decent to drive and good-looking, but the Qashqai is classier. LxWxH 4449x1836x1607 Kerb weight 1306kg

Tivoli 5dr SUV £14,345–£20,345

AAAAC 2.2d 181

Far more practical, majoring on boot space while doing what a good Skoda should. LxWxH 4262x1732x1467 Kerb weight 1182kg

AAAAC 1.0 TSI 95

Captur 5dr SUV £19,095–£31,495 1.0 TCe 90 1.3 TCe 130 1.6 E-Tech PHEV

Fabia Estate 5dr estate £15,625–£18,825

Four doors give the Smart more mainstream practicality. Still expensive, though. LxWxH 3495x1665x1554 Kerb weight 1200kg

AAAAB Electric Drive

Ateca 5dr SUV £23,670–£35,355

1.0 TSI 110 108 112 11.4 44.1-46.3 139-146 1.5 TSI EVO 150 148 124 8.5 42.2-43.5 149-152 Clio 5dr hatch £15,895–£22,495 AAAAC 2.0 TDI 116 114 115 10.9 54.3-55.4 135-137 Plusher, smoother and much more mature. A car of substance as 2.0 TDI 150 148 126 9.3 55.4-58.9 141-166 well as style. LxWxH 4047x1728x1440 Kerb weight 1148kg 2.0 TDI 150 4Drive 148 122 8.7 47.1-48.7 141-166 1.0 SCe 65 64 TBC TBC TBC 117 1.0 TCe 90 88 TBC TBC TBC 117 Tarraco 5dr SUV £29,140–£40,620 AAAAC 1.0 TCe 100 98 116 11.8 47.9-54.3 119 Seat’s largest SUV brings a hint of youthful exuberance to a practical category. LxWxH 4735x1839x1674 Kerb weight 1845kg 1.6 E-Tech Hybrid 138 112 9.9 65.7 96 1.5 TSI EVO 150 148 124 9.9 38.7-41.5 155-166 Mégane 5dr hatch £21,455–£36,995 AAABC 2.0 TSI 4Drive 190 188 130 8.0 31.0-31.7 201-207 Stylish and refined but bland. Trophy-R hot hatch an altogether 2.0 TDI 150 148 124 10.2 49.6-52.3 144-150 different prospect. LxWxH 4359x1814x1447 Kerb weight 1340kg 2.0 TDI 200 4Drive 197 130 7.8 41.5-42.8 172-178 1.3 TCe 140 138 127 9.5 46.3 133-136 S KO DA 1.8 RS 300 298 162-163 5.4-5.7 34.9 184 1.5 Blue dCi 115 113 118 11.1 62.8 117 Fabia 5dr hatch £14,365–£17,935 AAABC

1.3 TCe 140 1.6 E-Tech PHEV 1.5 Blue dCi 115

performance. LxWxH 2695x1663x1555 Kerb weight 1085kg

class dynamically. LxWxH 4138x1780x1543 Kerb weight 1165kg

411 596

122 180

111 111

11.1 8.1

56.5-62.8 103-113 53.3-56.5 112-121

Solid, spacious and wilfully unsexy. A capable 4x4 nonetheless. LxWxH 4610x1795x1735 Kerb weight 1488kg

RAV4 5dr SUV £30,090–£50,895

2.0i e-Boxer

A solid option but ultimately outgunned by Korean competition. LxWxH 4605x1845x1675 Kerb weight 1605kg

148

117

11.8

Outback 5dr estate £33,770–£36,770 Acceptable in isolation but no class leader. LxWxH 4815x1840x1605 Kerb weight 1612kg 2.5i

172

130

10.2

34.7

185

AABCC 2.5 Hybrid 2.5 Hybrid AWD 2.5 PHEV 33.0 193

The GT86’s half-brother looks great in Subaru blue. Cheaper, too. LxWxH 4240x1775x1320 Kerb weight 1242kg 197

140

7.6

112 112 112

8.4 8.1 6.0

50.4-51.3 126-131 47.9-48.7 131-134 TBC TBC

Land Cruiser 5dr SUV £42,345–£57,490 AAABC AAAAA A real go-anywhere vehicle. Totally rugged and available with

BRZ 2dr coupé £32,020 2.0i

194 194 302

AAACC

33.3

191

seven seats. LxWxH 4335x1885x1875 Kerb weight 2010kg 2.8 D-4D 177

201

109

12.7

29.1-31.0 239-250 AAAAC

GR Supra 2dr coupé £47,395–£54,340

Brings welcome muscle, fun and variety to the affordable sports Ignis 5dr hatch £13,289–£16,769 AAAAC car class. LxWxH 4379x1292x1854 Kerb weight 1541kg Cute and rugged-looking 4x4 city car capable of tackling roads 2.0i 250 155 5.2 TBC 167 bereft of asphalt. LxWxH 3700x1660x1595 Kerb weight 855kg 3.0i 335 155 4.3 34.5 188 SUZUKI

1.2 Dualjet 1.2 Dualjet SHVS 1.2 Dualjet SHVS 4x4

87 87 87

106 106 103

11.8 11.4 11.1

52.9 54.1 48.6

126 117 127

AAAAC

Prius 5dr hatch £24,875–£28,975

Better all round compared with its predecessors. Challenging looks, though. LxWxH 4540x1760x1470 Kerb weight 1375kg 1.8 VVT-i Hybrid

120

112

10.6

58.9-67.3 94-109

Prius Plug-in Hybrid 5dr hatch £32,645–£34,745

AAAAC

Plug-in version is clever and appealing. Seems more comfortable in its skin. LxWxH 4645x1760x1470 Kerb weight 1530kg 1.8 VVT-i Hybrid

120

101

11.1

188.3-217.3 29-35 AAAAC

Mirai 4dr saloon £66,000

Europe’s first ‘ownable’ hydrogen car, even if infrastructure isn’t quite mainstream. LxWxH 4890x1815x1535 Kerb weight 1850kg Hydrogen FCV

152

111

9.6

66.1mpkg 0

Not as desirable or plush as the e-Up but nearly as good to drive. LxWxH 3557x1643x1474 Kerb weight 1160kg 37kWh electric

12.3

162

26 MAY 2021 AUTOCAR.CO.UK 79

N E W CAR PR I CES Po

W H AT ’ S C O M I N G W H E N

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0-6

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0-6

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AAAAC

Passat 4dr saloon £27,085–£39,480

Lands blows on rivals with its smart looks, civilised refinement, quality and usability. LxWxH 4767x2083x1476 Kerb weight 1367kg 1.5 TSI EVO 150 1.4 TSI GTE PHEV 2.0 TDI 122 2.0 TDI 150 2.0 TDI 200

148 215 120 148 197

137 138 127 139 147

8.7 7.4 11.3 8.9 7.4

46.3-47.9 217.3 58.91 58.9-60.1 53.3

139-146 30 125 124-127 138

AAAAC

Passat Estate 5dr estate £29,340–£41,450

All the Passat’s redeeming features in spacious, practical estate form. LxWxH 4767x2083x1516 Kerb weight 1395kg 1.5 TSI EVO 150 1.4 TSI GTE PHEV 2.0 TDI 122 Corsa 3dr/5dr hatch £16,440–£33,045 AAABC 2.0 TDI 150 Refined, stylish and practical, but its engines aren’t so good. 2.0 TDI 200 VA U X H A L L

Genesis GV80

On sale July, price £56,715 Hyundai is launching its luxury brand in the UK with rivals to Audi’s A6 saloon and Q7 SUV. The latter, named the GV80, offers a 274bhp 3.0-litre diesel engine or a 300bhp 2.5-litre turbocharged petrol, both with four-wheel drive and an automatic gearbox as standard, and promises an engaging drive. It comes with five or seven seats. Inside, you will find a touchpad-controlled 14.5in infotainment screen atop the dash and a 12.3in digital instrument display.

LxWxH 4060x1765x1433 Kerb weight 1141kg 1.2 75 1.2 100 1.5 Turbo D 102 50kWh E

72 97 98 132

108 121 117 93

13.2 9.9 10.2 8.1

53.3 48.7-52.3 70.0 209

Astra 5dr hatch £18,890–£26,430

Alfa Romeo Giulia GTA, Giulia GTAm, Alpina B8, Bentley Flying Spur update, Citroën C3 Aircross update, Cupra Formentor PHEV, Ferrari SF90 Spider, Fiat 500X update, Hyundai Bayon, i30 N update, Ioniq 5, Kona N, Land Rover Defender V8, Lexus ES update, Maserati MC20, MercedesAMG GT 73 4-Door Coupé, Mercedes-Benz C-Class, C-Class Estate, CLS update, Nissan Qashqai, Renault Captur PHEV, Skoda Enyaq iV, Tesla Model S Plaid, Toyota Land Cruiser update, Mirai, RAV4 PHEV, Yaris Cross, Volvo C40 Recharge J U LY

Alpina B4, Audi Q4 E-tron, Q4 E-tron Sportback, BMW iX3, DS 4, 4 Crossback, 9, 9 PHEV, Ferrari Portofino M, Genesis G80, GV80, Honda Civic, Lotus Evija, McLaren Artura, Mercedes-AMG One, Mercedes-Maybach GLS, S-Class, Morgan Plus 8 GTR, Nissan Ariya, Pininfarina Battista, Polestar 2 RWD, Porsche 911 GT3 Touring, 911 GTS, Renault Arkana, Rimac C_Two, Seat Arona update, Ibiza update, Tarraco PHEV, Subaru Outback, Volkswagen Polo GTI update, Tiguan Allspace update

Portofino M: more power, chassis gains AU T U M N

Alfa Romeo Giulia update, Tonale, Audi RS3 Saloon, RS3 Sportback, BMW 4 Series Gran Coupé, i4, iX xDrive50, M4 Cabriolet, X3 update, X4 update, Chevrolet Corvette, Citroën ë-Berlingo, Cupra Born, Ferrari 812 Competizione, 812 Competizione Targa, 812 GTO, Jeep Compass PHEV, Renegade update, Maserati Levante update, Levante Hybrid, Mercedes-AMG S63, Mercedes-Benz EQB, EQS, SL, Peugeot 308, 308 SW, Rifter EV, Porsche 911 Carrera T, Macan update, Renault Arkana PHEV, Rolls-Royce Ghost Black Badge, Skoda Kodiaq update, Toyota GR 86, Vauxhall Combo-e Life, Grandland X update, Volkswagen ID 4 GTX, Polo update WINTER

Alfa Romeo Stelvio update, BMW 2 Series Active Tourer, 2 Series Coupé, Honda HR-V, Jeep Wrangler PHEV, Kia EV6, Sportage, Mercedes-AMG S63e PHEV, MG electric supermini, xxxxxxxxx E-Motion, Nissan X-Trail, Porsche Taycan GTS, Renault Kadjar, Skoda Fabia, Vauxhall Astra, Astra Sports Tourer

All dates are approximate and subject to change

E A R LY 2 022

Audi Q6 E-tron, Q9, BMW iX xDrive40, M2 Coupé, Ferrari Purosangue, Fiat 500X Cabriolet, Ford Fiesta update, Focus update, Genesis G70, G70 Electrified, G70 Shooting Brake, GV70, GMA T50, Honda Civic Type R, Hyundai Ioniq 6, Ineos Grenadier, Lamborghini Urus update, Urus PHEV, Land Rover Range Rover, Range Rover Sport, Lexus NX update, Lotus Emira, Maserati Grecale, Mercedes-AMG C53, C63e, Mercedes-Benz EQT, T-Class, Renault Mégane E-Tech Electric, Subaru Solterra, Tesla Model Y, Toyota Aygo X, Volkswagen Golf R Estate, ID 5

1.2 Turbo 110 1.2 Turbo 130 1.2 Turbo 145 1.4 Turbo 145 1.5 Turbo D 105 1.5 Turbo D 122

108 128 143 143 102 118

124 134 137 130 124 127-130

10.2 9.9 9.7 9.3 10.2 9.7-10.2

54.3 54.3 54.3 50.4 65.7 64.2

More composed and practical than the hatchback. LxWxH 4702x1809x1510 Kerb weight 1273kg 1.2 Turbo 110 1.2 Turbo 130 1.2 Turbo 145 1.4 Turbo 145 1.5 Turbo D 105 1.5 Turbo D 122

108 128 142 142 102 118

124 134 137 130 124 130

10.0 9.5 9.0 9.2 10.2 9.8

Insignia Grand Sport 5dr hatch £23,765–£40,925

119 119 119 129 113 116-113

44.8-45.6 201.8 57.6 56.5-57.6 52.3

144-151 33 129 128-132 143

The good-looking and tech-filled Insignia makes an attractive proposition. LxWxH 4897x1863x1455 Kerb weight 1714kg 2.0 Turbo 200 1.5 Turbo D 122 2.0 Turbo D 170

197 120 167

146 127 142

7.2 10.7 8.2

37.7 61.4 61.4

171 121 121

V60 Cross Country 5dr estate £40,600–£40,775

AAAAC

Brings extra ride height, all-wheel drive and off-road body cladding. LxWxH 4784x1916x1499 Kerb weight 1792kg

2.0 T5 AAABC 2.0 D4

Arteon 4dr saloon £31,965–£41,980

248 187

140 130

6.8 8.2

35.8 47.9

180 155

VW’s flagship saloon is well-made and luxurious but rather bland to drive. LxWxH 4862x1871x1450 Kerb weight 1505kg S90 4dr saloon £56,025–£56,875 AAAAC 1.5 TSI 150 148 137 8.9 42.8-44.8 144-151 Volvo’s mid-sized exec majors on comfort, style and cruising 2.0 TSI 190 187 149 7.9 36.2-38.2 168-178 ability. LxWxH 4963x2019x1443 Kerb weight 1665kg

Dull overall, but it’s a capable MPV, well-made and hugely refined. LxWxH 4527x1829x1659 Kerb weight 1436kg 1.5 TSI EVO 150 2.0 TDI 150

148 148

118 11.4 128-129 9.3

39.8-40.9 154-162 50.4-52.3 142-147

and tidy handling. LxWxH 4854x1904x1720 Kerb weight 1703kg 1.4 TSI 150

148

2.0 T8 Recharge PHEV

384

112

5.1

TBC

TBC AAAAC

V90 5dr estate £39,835–£60,405

Luxury estate takes on the 5 Series and the E-Class. Comfy and a good cruiser. LxWxH 4936x2019x1475 Kerb weight 1679kg 2.0 B4 2.0 B5 2.0 B6 2.0 T6 Recharge PHEV 2.0 B4D 2.0 B5D

197 246 297 335 197 232

112 112 112 112 112 112

7.9 6.9 6.2 5.9 8.8 7.1

40.9 36.6-40.4 34.4-36.2 TBC 44.8-49.5 44.8-47.0

158 159-175 178-184 TBC 149-164 156-164

V90 Cross Country 5dr estate £46,985–£53,160 AAAAC AAAAC Volvo’s large comfy estate given a jacked-up, rugged makeover.

Touran 5dr MPV £28,580–£35,495

Sharan 5dr MPV £34,230–£35,595 AAAAB AAAAC Full-sized seven-seater offers versatility, space, VW desirability 122

10.7

37.2

180-189

LxWxH 4936x2019x1543 Kerb weight 1826kg 2.0 T5 AWD 2.0 T6 AWD 2.0 D4 AWD 2.0 D5 AWD

250 310 185 228

140 140 130 140

7.4 6.3 8.8 7.5

32.5 32.5 43.5 40.9

196 196 171 181 AAAAC

XC40 5dr SUV £25,275–£60,005

Volvo’s take on the crossover aims to rival BMW, Mercedes and Audi. LxWxH 4425x1910x1658 Kerb weight 1626kg

1.5 T2 126 112 10.9 40.4 158 AAAAB 1.5 T3 160 112 9.3-9.6 38.7-40.4 158-166 Compact crossover delivers a classy, substantial feel on UK roads. 2.0 B4 197 112 8.4 36.7-39.2 162-176 LxWxH 4108x1760x1584 Kerb weight 1270kg 2.0 B5 246 112 6.9 36.7 174-176 Crossland X 5dr SUV £19,330–£25,235 AAABC 1.0 TSI 95 93 112 11.5 47.9 132-133 1.5 T5 Recharge PHEV 258 112 7.3 117.7-141.1 45-55 Vauxhall’s small SUV is competent enough but lacks any real 1.0 TSI 110 108 117 9.9-10.4 42.8-48.7 132-149 P8 Recharge 78kWh 402 112 4.9 249 0 character. LxWxH 4212x1765x1605 Kerb weight 1245kg 1.5 TSI EVO 150 147 124 8.5 46.3-47.1 136-138 1.2i 83 81 105 14.0 47.1 142 XC60 5dr SUV £40,980–£64,090 AAABC 1.2i Turbo 110 108 117 10.6 47.1 140 T-Roc 5dr SUV/open £21,440–£40,735 AAAAC Looks like a small XC90 and carries on where the old one left off. A 1.2i Turbo 130 128 128 9.1 44.1-48.0 136-146 VW’s junior SUV is beguiling and sophisticated. It drives rather well, good, capable cruiser. LxWxH 4688x1999x1658 Kerb weight 1781kg too. LxWxH 4234x1992x1573 Kerb weight 1270kg 1.5 Turbo D 102 101 111 9.9 61.4 120 2.0 B5D 246 112 6.9 36.7-38.1 168-176 1.5 Turbo D 120 116 114 10.8 55.4 137 1.0 TSI 110 108 115 10.8 43.5-46.3 133-146 2.0 B6D 296 112 6.2 34.0 190 1.5 TSI EVO 150 148 127 8.3-9.6 40.9-47.9 144-158 2.0 T6 Recharge PHEV 335 112 5.9 TBC TBC Mokka 5dr SUV £20,735–£37,970 AAABC 2.0 TSI R 300 4Motion 298 155 4.9 31.7 201 2.0 T8 Recharge PHEV 384 112 5.5 TBC TBC Radically overhauled crossover now comes with the option of 2.0 TDI 115 113 116 10.4 56.5-60.1 137-146 2.0 T8 R’ge Polestar PHEV 399 112 5.4 TBC TBC battery-electric power. LxWxH 4151x1791x1531 Kerb weight 1750kg 2.0 TDI 150 148 124 8.8-10.8 50.4-53.3 140-146 2.0 B4D 194 112 8.3 44.8-45.5 161-166 1.2 100 99 115 10.6 51.4 124 2.0 B5D 232 112 7.1 44.1 167 1.2 130 128 125 9.1 47.1-50.4 126-137 ID 4 5dr SUV £40,800 AAAAC 1.5 Turbo D 110 108 118 10.8 64.2-65.7 114 Impressively refined and versatile SUV marks VW out as a maker of XC90 5dr SUV £55,095–£75,090 AAAAC fine electric cars. LxWxH 4584x1852x1640 Kerb weight 2124kg 50kWh e 134 93 8.7 201 0 Clever packaging, smart styling, good to drive: Volvo’s closest thing to a class leader. LxWxH 4950x2008x1776 Kerb weight 1961kg 82kWh 201 99 8.5 TBC 0 Grandland X 5dr SUV £24,800–£44,370 AAACC 2.0 B5D 246 112 7.7 32.4 198 Does well to disguise its 3008 roots but too bland to stand out in a Tiguan 5dr SUV £24,915–£39,010 AAAAC 2.0 B6D 296 112 6.7 90.7 210 congested segment. LxWxH 4477x1811x1630 Kerb weight 1350kg An improvement on the previous model and will continue to sell by 2.0 T8 Recharge PHEV 384 112 5.8 TBC TBC 1.2 Turbo 130 128 117 10.9-11.1 45.6 141-147 the bucketload. LxWxH 4486x1839x1654 Kerb weight 1490kg 2.0 B5D 232 112 7.6 41.5 178 1.6 Hybrid 223 140 8.6 192.0-210.0 34 1.5 TSI EVO 130 128 119 10.2 44.1-44.8 143-146 VUHL 1.6 Hybrid4 298 146 5.9 204.0-225.0 32 1.5 TSI EVO 150 148 126 9.2-9.3 38.2-42.2 143-168 1.5 Turbo D 130 128 119 10.2 54.3 136 2.0 TDI 150 148 125-127 9.3 47.1-50.4 146-157 05 0dr open £59,995–£89,995 AAAAC 2.0 TDI 150 4Motion 148 124-125 9.3 43.5-45.6 163-171 Mexican track-day special has a pleasingly pragmatic and forgiving Combo Life 5dr MPV £23,010–£25,545 AAABC 2.0 TDI 200 4Motion 197 134 7.5 42.8 172-177 chassis. LxWxH 3718x1876x1120 Kerb weight 725kg Van-based people carrier is usable, spacious and practical, if not 2.0 DOHC Turbo 285 152 3.7 NA NA very pretty to look at. LxWxH 4403x1841x1921 Kerb weight 1430kg Tiguan Allspace 5dr SUV £32,195–£44,385 AAAAC 2.3 DOHC Turbo RR 385 158 2.7 NA NA 1.2 Turbo 110 108 109 11.9 40.9 156 Has all the Tiguan’s sensibility and refinement, now with the bonus WESTFIELD of seven seats. LxWxH 4486x1839x1654 Kerb weight 1490kg 1.2 Turbo 130 128 TBC TBC 40.3 157 1.5 Turbo D 100 99 107 12.7 52.3 142-145 1.5 TSI EVO 150 148 123 9.5-10.0 37.2-39.2 164-176 Sport 2dr coupé £19,950–£35,800 AAAAC 1.5 Turbo D 130 128 115 10.6 51.3 144 2.0 TDI 150 148 126 9.7 44.8-47.1 164-165 Sport Turbo is very quick and fun but not a patch on the 2.0 TDI 150 4Motion 148 123-124 9.8 41.5 177-179 Caterhams. LxWxH TBC Kerb weight TBC V O L K S WA G E N 2.0 TDI 200 4Motion 197 132 TBC 40.4-41.5 176-184 1.6 Sigma 135 TBC TBC NA NA Up 3dr/5dr hatch £12,705–£23,555 AAAAC 1.6 Sigma 155 TBC TBC NA NA It’s no revolution, but VW’s hallmarks are in abundance. Touareg 5dr SUV £45,960–£63,415 AAAAC 2.0 Duratec 200 TBC TBC NA NA LxWxH 3600x1428x1504 Kerb weight 926kg Hints of ritziness and sportiness don’t impinge on this functional 2.0 Ecoboost 252 TBC TBC NA NA luxury SUV’s appeal. LxWxH 4878x2193x1717 Kerb weight 1995kg 1.0 65 64 100 15.6 54.3 119 1.0 115 GTI 113 119 8.8 51.4 125-126 3.0 V6 TSI 340 335 155 5.9 25.2-25.7 249-252 Mega 2dr coupé £16,950 AAABC e-Up 81 80 12.4 159 0 3.0 V6 TDI 231 228 135 7.5 33.6-34.4 214-219 Mega engine makes it rapid, but isn’t as fun as Caterham’s R range. 3.0 V6 TDI 286 282 148 6.1 33.6-34.9 213-219 And you have to build it yourself. LxWxH TBC Kerb weight TBC Polo 5dr hatch £17,125–£20,605 AAAAC 2.0 VTEC S2000 240 TBC TBC NA NA

A thorough going-over makes it more mature, but the Polo is still a bit boring. LxWxH 4053x1946x1461 Kerb weight 1105kg 1.0 80 1.0 TSI 95 1.0 TSI 110

78 93 108

106 116 121

15.4 10.8 9.9

51.4 125 48.7-53.3 120-127 53.3-54.3 118-119

Golf 5dr hatch £23,355–£39,270

Does exactly what everyone expects. Still the king of the family car. LxWxH 4284x1789x1492 Kerb weight 1206kg 1.0 TSI 110 1.5 TSI EVO 130 1.5 TSI EVO 150 1.5 eTSI EVO 150 1.4 TSI PHEV 2.0 TSI GTI 2.0 TSI 300 GTI 2.0 TSI 320 R 4Motion 2.0 TDI 115 2.0 TDI 150 2.0 TDI 200 GTD

108 128 148 148 242 242 296 296 113 148 197

126 130 139 135 140 155 155 155 126 139 152

10.2 9.1 8.9 8.9 6.7 6.4 5.6 4.7 10.2 8.8 7.1

150kW 62kWh 150kW 82kWh

201 201

53.3 51.4-53.3 50.4-51.4 47.9-49.6 TBC 38.2 38.2 36.2 67.3-68.9 64.2 54.3

121 121-124 124-128 129-133 TBC 169 167 177 107-110 116-117 137

AAAAC

99 99

7.3 7.9

T-Cross 5dr SUV £18,360–£27,785

V O LV O

261 336

0 0

AAAAC

S60 4dr saloon £39,680–£51,100

Fresh-faced saloon now sits comfortably among the ranks of its German peers. LxWxH 4761x1916x1437 Kerb weight 1616kg

2.0 B5 2.0 T8 Recharge PHEV AAAAB 2.0 T8 R’ge PHEV Polestar

A very mature electric car whose substance of engineering is central to its appeal. LxWxH 4261x1809x1568 Kerb weight 1730kg

80 AUTOCAR.CO.UK 26 MAY 2021

8.9 7.6 11.5 9.1 7.6

AAAAC 2.0 TDI 150 148 137 9.5 55.4-58.9 126-134 2.0 TDI 200 197 147 7.9 51.4-54.3 137-145 2.0 TDI 200 4Motion 197 145 7.4 46.3 159 119 119 Arteon Shooting Brake 5dr estate £32,765–£42,780 AAABC 121-124 Hybrid option and estate bodystyle’s extra versatility enhance the Arteon’s appeal. LxWxH 4866x1871x1450 Kerb weight 1529kg 129 113 1.5 TSI 150 148 135 8.9 42.2-43.5 145-153 115 2.0 TSI 190 187 145 7.9 35.8-37.2 171-179 2.0 TDI 150 148 135 9.4 54.3-57.6 128-136 AAAAC 2.0 TDI 200 197 145 7.9 50.4-53.3 139-147 2.0 TDI 200 4Motion 197 143 7.4 46.3 161

54.3 53.3 54.3 49.6 65.7 55.4-64.2

ID 3 5dr hatch £32,990–£42,290

Arona gets 4x4-look Xperience spec

133 138 123 130-132 145

Good handling and nice engines, but its working-class roots still show through. LxWxH 4370x1809x1485 Kerb weight 1244kg

Astra Sports Tourer 5dr estate £20,340–£25,125 JUNE

125 126-134 109-110 0

148 215 120 148 197

246 384 399

112 112 112

6.7 4.6 4.4

41.5 153 122.8-176.5 42 104.5 61 AAAAB

V60 5dr estate £34,855–£52,200

Spacious and comfortable, with a characterful, Scandi-cool design. LxWxH 4761x1916x1427 Kerb weight 1729kg 2.0 B3 2.0 B4 2.0 B5 2.0 B6 2.0 T8 R’ge PHEV Polestar 2.0 T6 Recharge PHEV 2.0 B4D

161 197 246 297 399 335 197

112 112 112 112 112 112 112

9.1 8.0 6.8-6.9 6.0 4.9 4.6 7.6

40.9 41.5 37.7-40.4 36.2 TBC TBC 47.0-50.4

155 152 157-170 175 TBC TBC 146-156

ZENOS

AAAAB

E10 0dr coupé £26,995–£39,995

The latest in a long line of mid-engined British marvels. Expect a dedicated following. LxWxH 3800x1870x1130 Kerb weight 700kg 2.0 Ecoboost S 2.3 Ecoboost R

250 350

145 155

4.0 3.0

NA NA

ROAD TEST ROAD TEST pe

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INDEX T

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The best new cars rated as only Autocar knows how A road test in any other magazine might well be a short, subjective summary of a new car produced under almost any circumstances, but the Autocar road test is different. Specific, rigorous and detailed, it’s the closest examination we can give of any new model. It appears over at least eight pages and is close to 50 man-hours in the making every week. Most of what the road test process entails is designed to be strictly repeatable and fair. We benchmark standing-start and in-gear acceleration at a purpose-built test facility every week. We carry out both subjective and objective handling tests on both road and track, on the latter up to and beyond the limit of grip, so as to fully assess stability, drivability and limit handling appeal. And while benchmark lap times are sometimes taken, they’re never an end in themselves. We record and publish stopping distances, too, as well as taking cabin noise measurements at various cruising speeds and benchmarking either indicated or brim-to-brim fuel economy. We independently measure leg room, head room, boot space and certain key exterior vehicle dimensions, and we also weigh every car we test. Just as every new car is different, however, the road test has developed to be versatile enough, week by week, so as to best assess and reflect the suitability of each test subject to its intended purpose. It now includes modular sections describing in detail the limit handling of a new car, or its semi-autonomous assisted driving technologies or its off-road capability. All of this goes to bringing you the most thorough, relevant and fair test of a new car we can produce. The scores reproduced here are the ones we gave the cars at the time so they don’t necessarily represent what those same cars might score today were they rejudged using current class standards. But you can dig deeper into their attributes by using the magazine publication dates listed here to look up an old test in your own collection or on digital platforms such as Readly and Exact Editions, or you can order a back issue by phoning 0344 848 8816. In that vein, it only remains to wish you many happy hours lost in the many numbers of our road test archive and to thank you for reading. Matt Saunders, road test editor ABARTH 124 Spider AAAAC

22.3.17

A L FA R O M E O Giulia Quadrifoglio AAAAB Stelvio 2.2D 210 Milano AAABC Quadrifoglio AAAAC 4C Spider AAACC

29.3.17 3.1.18 9.1.19 27.1.16

ALPINA B3 Touring AAAAA

4.11.20

ALPINE A110 Premiere Edition AAAAA

16.5.18

ARIEL Atom 4 AAAAA Nomad AAAAA

ASTON MARTIN Vantage V8 AAAAB DB11 Launch Edition AAAAB Rapide S AAAAC DBS Superleggera AAAAA DBX AAAAB

9.10.19 24.6.15

BMW 1 Series 118i M Sport AAAAC 30.10.19 2 Series 220d Convertible AAAAC 1.4.15 15.6.16 M2 AAAAB 19.8.20 M2 CS M-DCT AAAAB 218d Active Tourer Luxury AAAAC 24.12.14 218i Gran Coupé M Sport AAACC 8.4.20 3 Series 320d M Sport AAAAA 15.5.19 15.1.20 330d xDrive M Sport AAAAB 1.7.20 330e M Sport AAAAB 6.1.21 4 Series M440i xDrive AAAAC 21.4.21 M4 Competition AAAAB 31.5.17 5 Series 520d M Sport AAAAB 18.4.18 M5 AAAAB 6 Series GT 630d xDrv M Spt AAABC18.11.17 11.11.15 7 Series 730Ld AAAAC 16.1.19 8 Series 840d xDrive AAABC M8 Competition Convertible AAABC5.2.20 3.6.20 M8 Competition Coupé AAABC 21.2.18 i3 1.3S Range Extender AAAAC 17.9.14 i8 AAAAB 14.10.15 X1 xDrive20d xLine AAAAC 25.9.19 X2 M35i AAABC 17.1.18 X3 xDrive20d M Sport AAAAC 13.11.19 X4 M Competition AAACC 2.1.19 X5 xDrive30d M Sport AAAAC X7 xDrive M50i M Perf’nce AAAAC 9.9.20

C AT E R H A M Seven 620S AAAAC

CHEVROLET Corvette StingrayAAAAC

Proceed 1.4 T-GDi AAABC Xceed 1.4 T-GDi AAABC Niro 1.6 GDI DCT 2 AAABC e-Niro First Edition AAAAB Sportage 1.7 CRDi ISG 2 AAABC Sorento 1.6 HEV G-TDi 2 AAABC

27.2.19 20.11.19 31.8.16 1.5.19 2.3.16 20.1.21

LAMBORGHINI Huracán Performante AAAAB Evo RWD Coupé AAAAB Aventador SVJ AAAAC Urus AAAAC

11.10.17 20.5.20 19.6.19 3.7.19

LAND ROVER Defender 110 P400 X AAAAB 13.5.20 Discovery Sport D180 AWD SE AAAAC 8.1.20 Range Rover Evoque P300e AAAAB 10.2.21 12.12.12 Range Rover 4.4 SDV8 AAAAB Range Rover Velar D240 HSE AAABC 30.8.17 Range Rover Sport 3.0 TDV6 AAAAB 2.10.13 SVR AAAAA 15.4.15

LEXUS

LC 500 Sport+ AAAAC NX 300h AAACC RC F AAACC 9.3.16 ES 300h Takumi AAABC LS 500h Premier AWD AAACC

8.10.14

18.10.17 1.10.14 18.2.15 6.2.19 6.6.18

LOTUS

Elise Cup 250 AAABC CITROEN Evora S 2+0 AAAAC C3 Puretech 110 Flair AAABC 28.12.16 Exige S AAAAB C3 Aircross Puretech 110 AAABC 7.3.18 26.5.21 M A S E R AT I C4 Puretech 130 Auto AAACC C5 Aircross BlueHDi 180 AAABC 13.2.19 Ghibli Diesel AAABC Levante Diesel AAACC CUPRA S Granlusso AAABC Ateca 2.0 TSI 4Drive AAABC 23.1.19 3.2.21 M A Z D A Formentor 2.0 TSI VZ2 AAAAB 2 1.5 Skyactiv-G SE AAAAC DACIA 3 2.0 Skyactiv-X AAAAC Sandero Stepway TCe 90 AAAAC 28.4.21 MX-5 1.5 SE-L Nav AAAAB Duster SCe 115 Comfort AAAAC 22.8.18 MX-30 145PS AAABC CX-3 1.5D SE-L Nav AAABC DALLARA CX-5 2.2D Sport Nav AAAAC Stradale AAAAB 16.10.19 3 BlueHDi 120 AAABC 23.3.16 3 Crossback Puretech 155 AAACC 10.7.19 7 Crossback Puretech 225 AAABC 19.9.18

FERRARI 25.5.16 7.8.19 25.7.18

F I AT Panda 4x4 Twinair AAAAB 500 Abarth 595 AAAAC

17.4.13 26.2.14

FORD Fiesta 1.0T Ecoboost AAAAC ST-3 1.5 T Ecoboost AAAAB Focus 1.5 Ecoboost 182 AAAAB ST AAAAC RS AAAAA S-Max 2.0 TDCi Titanium AAAAC Mondeo 2.0 TDCi AAAAC Mustang 5.0 V8 GT F’back AAAAC Bullitt AAAAC Ecosport 1.5 TDCi AABCC Puma 1.0T 125 MHEV AAAAB ST AAAAC Kuga 2.5 PHEV ST-Line AAABC Ranger Raptor AAAAC

HONDA

12.3.14 30.11.16 8.5.19

9.8.17 15.8.18 20.2.19 11.9.19 4.5.16 26.8.15 14.1.15 24.2.16 5.12.18 3.9.14 25.3.20 24.3.21 24.6.20 28.8.19

570S 3.8 V8 AAAAA 600LT Spider 3.8 V8 AAAAB 620R 3.8 V8 AAAAC GT 4.0 V8 AAABC 720S 4.0 V8 AAAAA Senna 4.0 V8 AAAAA P1 AAAAA

30.3.16 22.5.19 23.12.20 27.1.21 24.5.17 10.10.18 7.5.14

MERCEDES-AMG A-Class A45 S 4Matic+ Plus AAAAB 4.3.20 3.6.15 C-Class C63 AAAAB 24.4.19 C63 S Coupé AAAAB 17.10.18 CLS 53 4Matic+ AAAAC 29.7.15 GT S AAAAC 10.5.17 R AAAAB GT 4-Door Coupé 63 4Matic+ AAAAB 13.3.19 6.7.16 SLC 43 AAABC 13.6.18 GLC 63 S 4Matic+ AAABC 14.10.20 GLE 53 4Matic+ AAABC

MERCEDES-BENZ A-Class A200 Sport AAAAC A250e AMG Line Premium AAACC B-Class B180 Sport AAAAC CLA 250 AAACC C-Class C220 Bluetec AAAAC E-Class E400 Coupé AAAAC S-Class S350 Bluetec AAAAA S63 AMG Coupé AAAAC GLB 220d 4Matic AAABC GLC 250d AAAAC G-Class G350d AMG Line AAAAC GLS 400d AAABC X-Class X250d 4Matic AAABC

4.7.18 5.8.20 3.4.19 21.8.19 23.7.14 14.6.17 16.10.13 3.12.14 16.9.20 10.2.16 17.7.19 12.2.20 20.6.18

NOBLE

M600 AAAAB

1 AAAAC

PORSCHE 718 Boxster AAAAB Spyder AAAAB Cayman S AAAAB Cayman GTS AAAAB 911 GT2 RS AAAAC Carrera S AAAAB 918 Spyder 4.6 V8 AAAAA Cayenne Turbo AAAAC Turbo S E-Hybrid AAABC Taycan Turbo S AAAAA

8.6.16 1.4.20 10.8.16 9.5.18 18.7.18 29.5.19 22.10.14 5.9.18 27.5.20 29.7.20

R E N A U LT Zoe Dynamique AAABC 31.7.13 27.11.19 Clio TCe 100 Iconic AAAAB Mégane 1.5 dCi Dyn. S Nav AAACC 17.8.16 23.10.19 RS Trophy-R AAAAC Grand Scénic dCi 130 Dyn. S Nav AAABC 25.1.17 Kadjar dCi 115 Dyn. S Nav AAAAC 21.10.15 Koleos dCi 175 4WD Sig. AAACC 20.8.17 Captur 1.3 TCe 130 S Edition EDC AAABC 18.3.20

R O L L S - R OYC E Phantom AAAAA Ghost AAAAB Wraith AAAAB Dawn AAAAC Cullinan Black Badge AAAAC

4.4.18 13.1.21 21.5.14 1.6.16 19.2.20

Ibiza SE Technology 1.0 TSI AAAAB 19.7.17 2.12.20 Leon eHybrid FR AAABC Arona SE Technology 1.0 TSI AAAAC 15.11.17 19.10.16 Ateca 1.6 TDI SE AAAAB

SMART

14.10.09 25.4.18 1.3.17 P E U G E O T 29.8.18 208 e-208 Allure Premium AAAAC 6.5.20

SKODA Fabia 1.2 TSI 90 SE-L AAAAC Scala 1.5 TSI 150 DSG AAABC Octavia 2.0 TDI 150 SE L First Edition DSG Estate AAAAC 2.0 TDI vRS AAAAC Superb 2.0 TDI SE AAAAB 1.4 TSI iV 218PS SE L AAAAC Karoq 2.0 TDI 150 Scout AAABC Kodiaq 2.0 TDI Edition AAAAC

21.1.15 31.7.19 2.9.20 17.2.21 9.9.15 26.2.20 30.1.19 23.11.16

S S A N G YO N G Tivoli XLV ELX auto AAACC

SUZUKI Swift 1.0 SZ5 AAABC 17.5.17 SX4 S-Cross 1.6 DDiS SZ4 AAABC 30.10.13 28.11.18 Jimny 1.5 SZ5 Allgrip AAABC 29.4.15 Vitara 1.6 SZ5 AAABC Across 2.5 PHEV E-Four CVT AAAAB 7.4.21

TESLA

Model 3 Standard Range Plus AAAAC4.9.19 21.10.20 Model S P90D AAAAB 20.4.16 15.2.17 Model X 90D AAAAC

Forfour Electric Drive Prime Premium AABCC 23.8.17

E Advance AAABC 26.8.20 Jazz 1.5 i-MMD Hybrid EX AAABC 7.10.20 19.4.17 Civic 1.5 i-VTEC Turbo AAAAC 25.10.17 2.0 Type R GT AAAAB 12.7.17 Clarity FCV AAAAC 7.11.18 M G CR-V 1.5T EX CVT AWD AAABC 5.10.16 3 1.5 3Form Sport AAABC 25.12.13 NSX AAAAB 25.11.20 5 SW EV Exclusive AAABC HYUNDAI 4.12.19 ZS EV Exclusive AAACC i10 1.2 MPi Premium AAAAC 15.4.20 24.2.21 M I N I i20 1.0 T-GDI 100 48V AAABC 27.12.17 Mini Cooper S AAAAB 2.4.14 i30 N AAABC 13.9.17 Cooper S Works 210 AAAAB 6.12.17 1.4 Premium SE AAABC 25.11.15 Kona Electric 64kWh Premium SE AAAAC Clubman Cooper D AAABC AUDI 31.10.18 Convertible Cooper S Sport Automatic A1 Sportback 35 TFSI S line AAABC 2.10.19 Santa Fe 2.2 CRDi P’m SE AAABC 6.3.19 AAAAC 19.5.21 18.11.20 Tucson 1.6 T-GDi Hybrid P’m AAAAC 17.3.21 Countryman Cooper D AAABC 22.2.17 A3 Sportback S3 AAABC 6.9.17 Nexo AAABC 12.6.19 Plug-in Hybrid AAABC 26.7.17 RS3 AAAAC 18.9.19 A4 S4 TDI AAAAC MITSUBISHI 14.2.18 J A G U A R RS4 Avant AAAAC 11.1.17 F-Type V8 S Convertible AAAAC 12.6.13 Eclipse Cross 1.5 First Edition 2WD AAACC A5 S5 AAABC 11.6.14 A5 Sportback 2.0 TFSI S line AAABC 8.3.17 V6 S Coupé AAAAB 14.3.18 14.11.18 2.0 R-Dynamic Coupé AAAAC 22.11.17 Outlander PHEV GX4hs AAABC 16.4.14 A6 40 TDI S line Avant AAAAC 29.4.20 RS6 Avant Carbon Black AAAAC 11.3.20 P575 R AWD Coupé AAAAC 2.12.15 M O R G A N A7 Sportback 50 TDI Sport AAABC 11.7.18 XF 2.0 R-Sport AAAAB 17.4.19 Plus Four AAABC 12.8.20 A8 L 60 TFSIe Sport quattro AAABC 17.6.20 300 R-S Sportbrake AAABC 7.12.16 XE 2.0 R-Sport AAAAB 1.7.15 3 Wheeler AAAAA TT RS AAAAC 6.6.12 26.6.19 E-Pace D180 AWD SE AAABC 11.4.18 E-tron 55 quattro AAAAB 9.11.16 F-Pace 2.0d AWD AAAAC 11.5.16 N I S S A N Q2 1.4 TFSI Sport AAAAC 20.3.19 SVR AAAAB 24.7.19 Micra 0.9 N-Connecta AAAAC 26.4.17 SQ2 quattro AAAAC 15.3.17 I-Pace EV400 S AAAAB 12.9.18 DIG-T 117 N-Sport AAACC 27.3.19 Q5 2.0 TDI S line AAAAC 21.6.17 29.1.20 SQ5 quattro AAABC Juke 1.0 DIG-T 117 AAABC 26.10.16 J E E P 19.2.14 Q7 SQ7 4.0 TDI AAAAC Qashqai 1.5 dCi 2WD AAAAB 26.9.18 Compass 2.0 M’jet 4x4 L’d AAACC 3.10.18 X-Trail 1.6 dCi 2WD AAABC 13.8.14 Q8 50 TDI S Line AAAAC 30.12.15 Renegade 2.0 M’jet 4x4 L’d AAABC28.10.15 GT-R Recaro AAAAB 16.11.16 R8 V10 Plus AAAAC Wrangler 2.2 M’Jet-II Ov’d AAAAC 10.4.19

23.5.18 21.9.16 20.3.13 B E N T L E Y KIA 21.11.18 Continental GT W12 First Edition AAAAB 28.10.20 2.5.18 Stinger 2.0 T-GDI GT-L S AAABC 15.7.20 Rio 1.0 T-GDI 3 Eco AAABC Flying Spur W12 AAAAB 18.5.16 Ceed 1.6 CRDi 115 2 AAABC Bentayga W12 AAAAB

P O L E S TA R

15.1.14 24.10.18 8.7.20 5.5.21 30.9.20 18.1.17 1.11.17

S E AT 22.4.15 6.11.19 2.9.15 10.3.21 22.7.15 28.6.17

McLAREN

488 GTB AAAAA 488 Pista AAAAB 812 Superfast AAAAC

29.6.16 30.3.11 3.4.13

308 1.6 e-HDi 115 AAAAC 508 GT BlueHDi 180 AAAAC Hybrid 225 Allure SW AAAAC PSE Hybrid4 SW AAAAC 2008 e-2008 GT Line AAABC 3008 1.6 BlueHDi GT Line AAABC 5008 2.0 BlueHDi GT Line AAABC

14.9.16

SUBARU

T OYO TA Yaris 1.5 Hybrid Design AAAAC GR Yaris Circuit Pack AAAAA Corolla 2.0 Hybrid ST AAAAC GT86 2.0 manual AAAAA Prius Business Edition AAAAC Mirai AAAAC C-HR Excel 1.8 Hybrid AAAAC GR Supra Pro AAAAC

23.9.20 3.3.21 5.6.19 4.7.12 16.3.16 27.4.16 4.1.17 14.8.19

VA U X H A L L Corsa 1.2T 100 auto AAABC 22.1.20 Crossland X 1.2T 130 Elite AAACC 7.6.17 30.9.15 Astra 1.6 CDTi 136 SRi AAAAC 13.4.16 ST CDTi Biturbo SRi 137 AAAAC Combo Life 1.5 TD 100 Energy AAABC27.12.18 Insignia Grand Sport 2.0D SRi VX-Line AAAAC 3.5.17 Insignia Sports Tourer 2.0 Biturbo D GSI AAACC 30.5.18 Mokka 1.2 Turbo 130 auto AAABC 12.5.21 22.4.20 Grandland X Hybrid4 AAACC 10.1.18 VXR8 GTS-R AAAAC

VOLKSWAG EN Up GTI 1.0 TSI 115 AAAAC 21.3.18 31.1.18 Polo 1.0 TSI 95 SE AAAAB 1.8.18 GTI AAAAC Golf 1.5 eTSI 150 Style DSG AAAAB 22.7.20 14.4.21 R AAAAC ID 3 Pro Performance Life AAAAC 31.3.21 T-Roc 2.0 TSI SEL 4Motion AAAAB 24.1.18 Cabriolet 1.5 TSI Evo R-Line DSG AABCC 10.6.20 27.9.17 Arteon 2.0 BiTDI 240 AAABC 4.2.15 Passat 2.0 TDI 190 GT AAAAC 7.9.16 GTE AAAAC 3.2.16 Touran 2.0 TDI 150 SE AAAAC 22.6.16 Tiguan 2.0 TDI 150 SE AAAAB Caravelle 2.0 BiTDI Exec. AAAAC 23.12.15 Touareg 3.0 TDI R-Line Tech AAABC 8.8.18 2.1.20 Grand California 600 AAABC

V O LV O XC40 D4 AWD First Edition AAAAB 7.2.18 24.12.19 S60 T8 Polestar En’d AAABC V60 D4 Momentum Pro AAAAC 27.6.18 5.7.17 XC60 D4 AWD R-Design AAABC 13.7.16 S90 D4 Momentum AAAAC V90 T6 Recharge R-Design AAAAB 11.11.20 17.6.15 XC90 D5 Momentum AAAAC

WESTFIELD Sport 250 AAAAC

29.11.17

ZENOS

XV 2.0i SE Lineartronic AAACC 28.2.18 Levorg GT 1.6i Lineartronic AAACC 13.1.16 E10 S AAAAB

7.10.15

GREATEST ROAD TESTS OF ALL TIME

ASTON MARTIN VANQUISH S TESTED 17.5.05

Faster, more comfy and better to drive than the hairy-chested Vanquish, the upgraded S model was Aston’s most desirable car to date, we reckoned. Numerous engine mods, including new cylinder heads and a revised ECU, brought an extra 60bhp and 25lb ft, and the gearing was lowered. Stiffer springs and dampers accompanied a 5mm drop in ride height, the steering was quickened and the front brakes were beefed up. Exterior changes were barely noticeable. Pace was impressive for a car weighing 1878kg and was delivered with unparalleled character. A much improved sixspeed paddle-operated gearbox allowed the final 1500rpm’s heightened performance to shine. The brakes were effective but prone to fade. A soft set-up emphasised the Vanquish S’s character as comfortable GT rather than cutting-edge sports car, but very few drivers would lament its

lack of focus at the (surprisingly benign) limit. It steered nicely, but wanted for more lock. The thoroughly revised cabin was a success, feeling impossibly expensive and exceptionally well made. Depreciation and economy were worries, though. FOR Sense of occasion, fabulous engine, pace, ride AGAINST Pricey, limited range, brake fade FACTFILE

Price £174,000 Engine V12, 5935cc, petrol Power 520bhp at 7000rpm Torque 425lb ft at 5800rpm 0-60mph 4.8sec 0-100mph 10.1sec Standing quarter 13.1sec, 114.8mph Top speed More than 200mph Economy 13.4mpg WHAT HAPPENED NEXT...

Aston called time on the Vanquish S in 2007 and the DBS picked up the baton the following year. After a hiatus, the Vanquish line returned in 2012 on Aston’s VH Generation III platform and with 565bhp. It gained a droptop Volante in 2013 and a 595bhp Vanquish S in 2017. The second generation was replaced in 2018 by the DBS Superleggera.

26 MAY 2021 AUTOCAR.CO.UK 81

Matt Prior

E S TA B L I S H E D 1 8 95

TESTER’S NOTES

Europe’s largest car plant 22 May 1920

Perhaps EVs don’t need more range – just more chargers ho has the biggest responsibility for making the EV transition happen? That was a multiplechoice question posed to the audience of an online conference I hosted last week, alongside some panellists from the components giant Bosch and an organisation called Automotive EV. I’m told the live online audience comprised professionals from automotive firms, policymakers, government and academia. The four potential answers were: car makers/OEMs; government; corporate fleets; or charging companies/infrastructure providers. The audience just needed to click their thoughts. As they did, more than half of them – 57% – said they thought that the primary responsibility for turning people onto EVs landed with government. Some 25% said it’s on charging companies and infrastructure providers, while only 15% thought car makers should bear the brunt of the effort and just 4% thought it should be down to corporate fleets.

What links the ICE ban to an iced bun? 82 AUTOCAR.CO.UK 26 MAY 2021

57% thought government was responsibile for turning people onto EVs. I was surprised a I don’t know why I was a bit surprised that so many reckon government bears the biggest burden. After all, it’s government policy that’s making the move to zero tailpipe emissions compulsory. From that viewpoint, how can anybody else but those telling you to do something be ultimately responsible for making it happen? (I will come back to that.) A second question asked what the biggest barrier to EV uptake was. Charging availability was identified most (39% of votes), just ahead of price (38%) – although whether that was the price of electricity or the EV was unclear. Range accrued just 14% and choice of products merely 7%. I’m less surprised by some of these answers. Mercedes-Benz alone plans to have nine electric models on sale in the near future. There may be a shortage of semiconductors right now, but there’s no shortage of choice, per se, in the EV market. I’ve heard engineers and managers say charging anxiety has overtaken range anxiety; that the availability of chargers, rather than a failing in the car itself, is now the major worry (although they’re intrinsically linked). These questions, though, remind me of the story (perhaps apocryphal) of a Soviet official visiting the UK mid-to-late last century. On seeing

people freely strolling in and out of London shops, their bags full of easily obtained groceries, he asked his host which government department was responsible for the distribution of bread. Given that it was available so readily, with none of the queues seen in his homeland, it must be a very efficient organisation, he pondered. He was surprised to be told that no such department existed; people wanted bread, so businesses met the demand, and that was the end of it. We’re not really in the same place with EV charging. Not as many of us want it as we do bread (yet) and the supply lines haven’t been established for centuries. But I wonder if we have a similar disconnect to our Soviet friend. Charging away from home isn’t always simple, and it’s easy to look to those mandating EVs and insist they’re involved in making the change happen; to ensure the shelves are full and the queues are short. You can try that. But a typical Western government will shrug its shoulders and tell you that it’s down to private enterprise, mate. We don’t distribute bread.

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matt.prior@haymarket.com @matty_prior

THE SCALE OF the automotive industry today really is quite mind-blowing. The biggest car factory in this part of the world is Volkswagen’s Wolfsburg base, which has some 52,000 staff who work to build 3500 cars every day. An advert in Autocar from Fiat’s UK importer in 1920 really puts into perspective this industry’s incredible growth. It boasted: “100 is the average daily output from the [Corso Dante] Fiat factory [in Turin] under full working conditions. Despite such a vast output, Fiat quality is in no way sacrificed. That is because the Fiat factory is the largest in Europe. It employs 25,000 hands.” Three years later, Fiat added its remarkable Lingotto plant, where 6000 men built 200 cars per day. As for that original plant, part of it survives as Fiat’s superb Centro Storico archive and museum.

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