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‘I was sitting in my dressing gown with an F1 legend apologising to me’

THIS WEEK

Issue 6463 | Volume 308 | No 8

NEWS

COMMENT

BMW M2 All-new coupé due 2022, plus M240i drive 4 Lamborghini EV Taycan tech twin to follow PHEVs 8 JCB’s zero-CO2 engine New hydrogen piston motor 11 Genesis G70 Shooting Brake New rival for A4 Avant 13 Follow my leader Industry bosses tackle hot topics 14 Key new trends What’s set to rock the car industry? 16

SKIDPAN ALLEY: TORQUE-VECTORING TRUTHS 36

TESTED Alfa Romeo GTAm Light(ish), focused and fabulous 20 Ford S-Max 2.5 FHEV Seven-seater gains a hybrid 25 Land Rover Discovery Sport P300e Updated PHEV 27 Volkswagen Golf 2.0 TDI Estate New room-mate 27 Mini Convertible Cooper S Sport Auto ROAD TEST 28

FEATURES Slide rulers Torque-vectoring heaven on the skidpan 36 For your eyes only Designers pen Bond’s 2030 car 44 Buyer beware Why some write-offs slip the data net 50 Jimmy Broadbent Top sim racer tries real British GT 57

OUR CARS Mercedes-Benz EQC Final verdict on electric SUV Hyundai Kona Electric New arrival via subscription Citroën C5 Aircross Plus Ford Focus ST hot hatch

62 64 65

EVERY WEEK Jesse Crosse New car brain to outsmart a human’s? 15 Jim Holder Why chips with everything is a big issue 17 Steve Cropley Audi TT, 250 SWB and present to self 19 Damien Smith Brit F3 lures first Saudi female racer 52 Subscribe Save money and get exclusive benefits 54 Motorsport round-up F1, BTCC, Formula E, WRC, F3 55 Your Views Autocar Astra turns BTCC car; daft tech 60 Matt Prior For sale: one Lotus Elise production line 82

DEALS James Ruppert Why a small diesel car makes sense 66 As good as new Massive savings on a BMW 7 Series 69 Spied in the classifieds Pocket rockets from £5995 70 Used buying guide Volvo C70, an open and shut case 72 New cars A-Z Key car stats, from Abarth to Zenos 74 Road test index Track down that road test here 81 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

Haymarket is certified by BSI to environmental standard ISO14001 and energy management standard ISO50001

THREE REASONS EVs ARE NOT THE ONLY ANSWER

TROUBLE FINDING AUTOCAR? If you struggle to find a copy of Autocar in your local retailer or area, please send an email to connor.chappell@flgroup.co.uk who will investigate the problem for you.

CARLOS TAVARES is not just a successful car company boss but also one of the industry’s great commentators. Last week, the Stellantis CEO questioned automotive’s all-in approach to EVs, saying governments were simply “surﬁng on public opinion” in legislating in their favour. RISING STARS CREATE 007’S FUTURE CAR 44 His concerns are threefold. First, EV affordability. How, he asked, can the industry “protect freedom of mobility for middle classes who can’t afford a €30,000 (£26,000) EV when today they pay half of that”? “If they can’t afford a new EV, they’ll just keep their older, more polluting car.” Second, making EVs proﬁtably. “If we cannot protect margins, there will be restructuring and there will be UNIQUE STORY OF A FEMALE SAUDI RACER 52 social consequences,” he said. In other words, factory closures and job losses. ` Third, “in one decade, mobility devices will be 300-500kg heavier than today. That will bring to the table the topic of materials. The scarcity of them and renewable ones.” a Tavares’s solution? “We could have been more efficient with multiple technologies, not one. The choice ARE SELF-DRIVING CARS BECOMING AS SMART AS HUMANS, ASKS JESSE CROSSE 15 has not been made by the automotive COVER industry. We should keep that in STORY IMAGE mind for the future.” The horse has already bolted on EVs, but Tavares wants it to be known who left the stable door open.

IT CAN PERFORM A SEXTILLION OPERATIONS PER SECOND – THE SAME AS A HUMAN BRAIN

3()& &HUWLILHG 7KLV SURGXFW LV IURP VXVWDLQDEO\ PDQDJHG IRUHVWV DQG FRQWUROOHG VRXUFHV ZZZ SHIF FR XN

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

INSIDE INFO ON THE NEW BMW M2, DUE 2022 4

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New M2 to be punchier, sharper and sleeker Hot BMW will hit the UK next year with a more powerful six-pot and a wider spread of dynamic ability

he second-generation BMW M2 will have even stronger performance and more versatility than the well-received current model when it reaches UK showrooms by the end of 2022, according to insiders. The new version of M

4 AUTOCAR.CO.UK 19 MAY 2021

division’s smallest model is based on the upcoming third-generation 2 Series Coupé (driven, p7), which has been comprehensively re-engineered with a revised line-up of longitudinally mounted engines, a new eight-speed automatic

gearbox, an updated platform, a significantly stiffer body structure and more advanced electronic architecture. The changes provide the new, G87-generation M2 with much closer engineering ties to other M models than today’s M2 has. M division insiders

say this will enable the new M2 to offer a further step up in performance while helping it to retain a reputation for dynamic excellence through the sharing of key components. An internal source told Autocar: “It’s more powerful, with greater torque, but

sharper, too. It’s still puristic, a driver’s car, but with a broader spread of characteristics, a greater divide between comfort and sport, than what we’ve seen up to now.” Central to the modelspecific changes for the upcoming Porsche Cayman

It’s more powerful but sharper, too. There’s a greater divide between comfort and sport

S PY S H OT

BMW M2

Lower, wider grille has active fins for cooling and heating

IMAGE

GTS rival is the arrival of BMW M’s S58 engine. The twin-turbocharged 3.0-litre six-cylinder unit was introduced on the X3 M and X4 M, and more recently deployed in the new M3 and M4. It will replace the existing M2’s long-running N55 unit,

introduced in 2009, as well as the S55 engine used by the more potent M2 Competition and M2 CS. Key elements of the S58 engine include a newly designed crankcase, a longer stroke, a reworked cylinder head and a more

efficient induction system, which uses two mono-scroll turbochargers in place of the single turbocharger in the engine it replaces. As with the older S55 engine, it also gets a petrol particulate filter. Autocar understands the new inline powerplant, which

will be updated to meet Euro 7 emission regulations during the M2’s planned seven-year life cycle, will be offered in two states of tune in a move mirroring that of the new M3 and M4 – both with a 7200rpm redline – although only the higher-output

Competition car is likely to be available in the UK. Details remain under wraps more than a year before its planned introduction but standard M2 models are expected to receive up to 410bhp, with the successor to today’s M2 Competition set ◊

19 MAY 2021 AUTOCAR.CO.UK 5

New M2 gains a detuned version of the M3/M4’s twin-turbo six Δ to offer up to 430bhp, just 50bhp short of the standard M3 and M4. The rise in power is claimed to be accompanied by a moderate lift in torque. Again, nothing is official but BMW M sources have revealed to Autocar that the new M2 could have as much as 428lb ft – 22lb ft more than the existing M2 Competition and M2 CS. BMW will offer the new M2 with the choice of either a standard six-speed manual or a new eight-speed torqueconverter automatic with steering wheel-mounted shift paddles. The auto replaces the current seven-speed dualclutch item, which will no longer be available on the M2. S PY S H OT

BMW M2

Camo disguises the wider haunches and rear diffuser 6 AUTOCAR.CO.UK 19 MAY 2021

Both the standard and Competition models will have rear-wheel drive with an electronically controlled M differential. Although fourwheel drive is now offered on the car’s M3 and M4 siblings, an xDrive M2 is not planned. The styling of the new M2 is closely related to that of the upcoming M240i xDrive. Distinguishing elements include a new-look front end with a lower and wider kidney grille than that seen on today’s M2 Competition. Set within a deep front bumper, it goes without traditional fixed vertical louvres, adopting electronically operated active elements that open and close

to suit the cooling and heating demands of the new engine. The headlights, LED as standard, also adopt a more angular design and will be offered with optional laser projectors, with dynamic indicators housed within the front lenses. The bonnet adopts a prominent power dome and the wheel arches have been enlarged to accommodate wheels of up to 20in. A more pronounced shoulder line runs back to form wider haunches below the rear side windows. The windscreen and rear window are also more heavily raked than on the first-generation M2, giving it an altogether sleeker appearance. In keeping with more recent M models, the tail-lights have a heavily structured design with OLED graphics while the boot slopes down towards the rear

and receives a larger lip spoiler than today’s model for added downforce. A wider diffuser is also integrated into the bottom of the rear bumper. An optional carbonfibre package will allow prospective customers to specify the new car with various carbonfibre elements, including the roof and door mirrors, although the M2 Competition is set to get a carbonfibre roof as standard. The new coupé has grown in size, albeit only moderately over today’s 4468mm-long, 1984mm-wide and 1410mm-tall M2 Competition. Along with the increase in dimensions, the wheelbase has been extended by 51mm, at 2744mm, and the tracks have been widened at the front and rear. Crucially, the new M2 will match the 50:50 weight distribution of the less powerful M240i. Autocar has been told the

The standard and Competition models will have rear-wheel drive. An xDrive M2 is not planned a

CLAR platform adopted by the new 2 Series provides a 40% increase in body rigidity compared with the structure used by the old model. The new M2 will add further rigidity with its own unique front suspension dome brace strut and a new brace integrated within the rear suspension. Underpinning the new M2 is a heavily reworked MacPherson strut front and multi-link rear suspension. Among the benefits of the new set-up cited by BMW M engineers is its ability to support increased front camber. It will be available with the choice of either liftrelated or variable dampers. In a significant shift in M division operations, the next M2 will be manufactured alongside other 2 Series models at BMW’s newly established factory in San Luis Potosí, Mexico. Today’s M2 is produced exclusively at BMW’s Leipzig plant in Germany. Details about the sourcing of key components, including the S58 engine, have yet to be made official, although insiders suggest it will continue to be manufactured at BMW’s Munich engine plant. GREG KABLE

NEWS OFFICIAL PICTURES

Our drive of new M240i Coupé shows M2’s potential THE FRONT-WHEEL-DRIVE platform and transverse engine layout of the four-door 2 Series Gran Coupé were never a serious consideration for the smaller two-door model. Development of the new coupé was partly carried out in combination with the latest Z4: the two cars share powertrains, integral parts of their CLAR platform and their MacPherson strut front suspension and multi-link rear set-up. “There is a lot that is shared between the two,” says head of driving dynamics Jos van As. “With the 2 Series Coupé, we’ve managed to increase the stiffness of the body by up to 40% over the old model. It makes a big difference, especially to steering precision because you’ve got a more rigid basis for the rack. Changes to the front suspension also allow us to run greater negative camber. You can really feel it.” The UK launch line-up will have the 220i and 220d, as well as the 230i and the M240i xDrive driven here. A midrange 225i is also planned for selected markets, but it remains unclear whether it will be sold here. The rear-wheel-drive 230i receives a 245bhp version of BMW’s B48 turbocharged 2.0-litre four-cylinder petrol engine, but it is the four-wheel-

drive M240i xDrive, with the B58 turbocharged 3.0-litre six-cylinder, that will take performance honours until the full-fat M2 arrives. With 374bhp, it has 19bhp more than its predecessor and just 31bhp less than the outgoing M2 Competition. Inside, the dashboard, instruments, central touchscreen controls and trims are all similar in design to those of the 2 Series Gran Coupé. The driving position is spot on – snug and fittingly low. We’re hardly a mile into our test before the willing nature of the reworked six-cylinder reminds us of its remarkable dual character. Despite the added power, it remains deliciously smooth and tractable. With free-revving qualities and 367lb ft of torque, it provides the new M240i xDrive with the sort of all-round athleticism that four-cylinder performance rivals can’t match. It sounds terrific, too. In this particular prototype, it drives through an updated version of the old model’s eightspeed automatic gearbox. Like the engine, it operates in a tremendously smooth manner. BMW has yet to announce performance claims, but you can expect a 0-62mph time of around 4.5sec and a governed 155mph top speed.

BMW has focused a lot of development time on refining the front suspension with new braces and other measures, many similar to those found on the larger 4 Series. As a result, the handling is even more controlled and entertaining than before. Over challenging roads, the body control is excellent. There’s a typical tautness to the action of the M Sport suspension, but it doesn’t come at the expense of ride quality, which remains nicely compliant. This is largely thanks to the quick-acting optional adaptive dampers.

The ability of the aluminiumintensive suspension to soak up high-frequency bumps is particularly impressive. However, the most noticeable improvement is the steering. It delivers added precision and the weighting is much more consistent off-centre. There is added eagerness to the turn-in, too. The M240i corners in a confident and very neutral manner. Its four-wheel drive system is programmed to send the majority of drive to the rear axle and an electronic differential apportions power

to each rear wheel, but there’s always an excess of grip, allowing high cornering speeds, even in the wet, while ensuring it remains engaging. You can switch between Eco, Comfort and Sport modes, altering the amount of steering assistance, throttle sensitivity, gearbox settings and stiffness of the adaptive dampers. But the M240i xDrive is arguably at its best in Adaptive mode, where its broad set of compelling characteristics marks it out as a candidate for supremacy in this segment.

Kable drives the 2 Series Coupé, its dash hidden 19 MAY 2021 AUTOCAR.CO.UK 7

Stephan Winkelmann ran Lamborghini from 2005 to 2016 and returned last year

IMAGE

Lamborghini EV in the works Firm will go electric this decade with four-seat GT on new Audi-Porsche platform

amborghini will launch its first battery-electric vehicle by the end of the decade, after introducing plug-in hybrid powertrains to all three of its current model lines within the next three years. The Towards Cor Tauri roadmap – referencing the brightest star in the Taurus constellation – involves more than £1.3 billion of investment in PHEV technology in the next four years and is driven by the need to reduce the firm’s environmental impact. But Lamborghini boss Stephan Winkelmann has vowed to “keep the DNA” of the brand and “take it to the next level”. Lamborghini EV to be GT on Porsche-Audi platform Lamborghini’s bosses have

approved an expansion programme for a long-mooted fourth model line for the EV, which Winkelmann confirmed will appear “in the second half of this decade”. Development work on the car has begun, but he said no decision about its final form has been made. “This will be at least a 2+2 or four-seater,” said Winkelmann. “We imagine a two-door car mainly at this moment, but we haven’t yet taken a final decision on the bodystyle or the power output.” Autocar first reported that Lamborghini was likely to base its debut EV on a four-seat grand touring coupé in 2017, with insiders indicating that route is being pursued because it best marries the brand’s sports car heritage with

the current performance of battery-electric vehicles. Winkelmann told Autocar that a final decision on the basic specifications of the EV would be made next year, explaining: “There are two steps. One is the analysis of bodystyle and volumes in this segment, and the other is the match we have with platforms in the Volkswagen Group to find the best solution.” A four-seat grand tourer would also sit in a new market segment for Lamborghini, therefore helping the Italian firm grow its sales volumes. Winkelmann said that it’s too early to talk about sales targets for the new model but suggested: “If we speak about a two-door four-seater, it will be something in between

our current models. It’s not going to be the volumes of a super-sports car, but it’s not going to be the [higher] volumes of the Urus [SUV].” As previously reported, Lamborghini was in line to use the new performance-focused, EV-specific PPE platform developed by Porsche and Audi. However, the timing of the Lamborghini EV’s introduction closer to 2030 means it’s now likely to instead be one of the earliest vehicles to use the forthcoming SSP architecture, which combines elements from the PPE and mainstream MEB platforms. The SSP platform is designed to be hugely adaptable, with scope to accommodate a wide range of electric motors and battery pack sizes.

MERCEDES EQA NOW AVAILABLE AS 4x4

SUBARU ELECTRIC SUV DUE NEXT YEAR

Mercedes-Benz has added four-wheel-drive variants of its electric small SUV. With a second motor at the rear axle, the EQA 300 4Matic and EQA 350 4Matic produce 225bhp and 288bhp respectively, with prices starting from £48,495.

Subaru has called its first electric car the Solterra. Developed in partnership with Toyota and due in 2022, the SUV will be a similar size to the Forester and share the bulk of its make-up with the bZ4X that Toyota revealed in concept form last month.

8 AUTOCAR.CO.UK 19 MAY 2021

The first car based on it will be the result of Audi’s ongoing Artemis project, due in 2026, and it will eventually underpin around 80% of all Volkswagen Group models. In terms of powertrains, the Lamborghini EV is likely to use motors shared with Porsche and Audi, although an intriguing prospect could be a partnership with EV technology specialist and hypercar manufacturer Rimac. Porsche owns a significant stake in the Croatian firm and is currently in talks with it to co-run Bugatti in the future. Those deals are likely to clear the way for Lamborghini and other Volkswagen Group brands to gain increased access to Rimac’s hugely respected EV technology.

NEWS `

A GT best marries the brand’s sports car heritage with the current performance of BEVs a

First Lamborghini EV is expected to be a coupé rather than a supercar

Lamborghini electrification to start with plug-in hybrids Before its all-new EV arrives, Lamborghini will electrify its three existing models in 2023 and 2024, with the arrival of the facelifted Urus SUV and what are expected to be the successors to the V10 Huracán and V12 Aventador supercars. While the Urus will offer various powertrains where regulations allow, the Huracán and Aventador successors are likely to be sold exclusively as plug-in hybrids. Winkelmann refused to go into detail on the exact technical specifications of the powertrains planned for the supercars but promised: “It will underline the CO2 emissions on the one hand and the power output on the other.” He added that the cars will have performance “equal to or even better than today”. Winkelmann confirmed that the Aventador and Huracán successors will use a plug-in hybrid powertrain, rather than the supercapacitor system featured on the new, Aventador-based Sián FKP 37. While Winkelmann said the Sián’s mild-hybrid powertrain is “a good bridge to test the reaction of our customers” to electrification, its limited electric capacity compared with a PHEV means that it wouldn’t meet Lamborghini’s future emissions targets. Instead, the firm is likely to use a system similar to that seen on Ferrari’s SF90 Stradale, with an internal

CAN THIS BE A TRUE LAMBORGHINI? J A M E S AT T W O O D

With an appeal built on the flamboyantly theatrical design and performance of its supercars, it might seem that Lamborghini exists in an exotic world somewhat removed from reality and rationality. But no matter how extravagant its cars, no marque is immune from ‘boring’ practicalities such as complying with increasingly tough emissions regulations. For a company such as Lamborghini, electrification fundamentally changes the performance characteristics of a car. The challenge for the Italians in the coming years will be to produce plugin hybrids and EVs to meet legislative requirements and allow for financial growth, all while maintaining the fundamental DNA that holds such irrational appeal to customers. It will be a question of balance. There are well-

combustion engine powering the rear axle, an electric motor powering the front axle and torque vectoring used to balance the output. Lamborghini said that expanded use of lightweight carbonfibre and other new technologies will be “crucial” in compensating for the extra weight of the PHEV batteries.

known performance benefits to electrification, but they will need to be balanced against the expectations of Lamborghini’s rich history of internal combustion engines. The trick will be finding ways to broaden expectations of what a Lamborghini is without losing that desirable essence. Of course, Sant’Agata has shown recently that it can be done. The Urus is almost everything that a Lamborghini shouldn’t be: a big, heavy SUV, built using a shared platform and powertrain and having a real focus on sales growth. Yet the firm has found a way to make the Urus enough of a Lamborghini for it to find favour with customers. If it can pull off the same trick with electrification, Lamborghini can satisfy its business head and win its customers’ hearts.

Lamborghini will launch a number of specials in the next two years to “celebrate” the combustion engine and “pay homage to the brand’s glorious history and iconic products”. Two V12 models are due this year, one of which is understood to feature electrified supercapacitor technology. JAMES ATTWOOD

Aventador successor, due in 2024, will come exclusively as a PHEV

IMAGE

OPEL UNVEILS MANTA-BASED RETRO EV

UPDATED LOOK, NEW TECH FOR POLO GTI

Opel has revealed the Manta GSe Elektromod as a one-off EV version of its popular 1970s coupé. Equipped with a 31kWh battery and 145bhp motor, the car swaps its grille for an LED screen, and gains LED lights and a modern-spec interior.

Volkswagen has shared the first preview image of its updated Polo GTI. The Ford Fiesta ST rival will gain a sharper design, with an LED strip dominating its front above a revised grille, and an overhauled interior with upgraded infotainment.

19 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

CONFIDENTIAL

CONNECTIVITY IS FAST becoming the biggest buzzword in the automotive industry, and Ford’s head of business operations in that sector, Alex Purdy, has a pleasingly simple way of positioning it: “We believe that data is the new oil, since it’s essential to our electric future and enables this ‘always-on’ relationship with our customers.”

EXCLUSIVE PICTURES

JCB reveals hydrogen engine Diesel derivative is cheaper and easier to make than FCEVs or BEVs

eavy machinery maker JCB has announced a hydrogen-fuelled piston engine that emits no CO2 and which it believes can help the transport industry achieve the UK government’s zeroemissions target quicker than any existing solutions. JCB claims its research shows that the new engine – based on the hardware of JCB’s Dieselmax 448 four-cylinder engine but with substantial modifications at the top end – not only produces no CO2 but also offers important advantages over batteryelectric and hydrogen fuel cell solutions, both of which are considerably more expensive. JCB’s hydrogen engine is naturally aimed at its own off-highway applications but, after successful initial trials in excavators (which put far greater demands on engines than cars and trucks), the company’s engineers

believe they have a technology that can be successfully applied in a much wider range of vehicles. JCB’s chairman, Lord Anthony Bamford, decided to set up a specialist hydrogen engine research team at the company’s Derbyshire R&D centre in July last year after growing increasingly concerned about the impending loss of piston engine expertise and infrastructure and the disbanding of a well-integrated supply chain. He explained: “We’re not arguing for diesel any more; that horse has bolted. Zero carbon emissions must be the target, but we don’t believe that batteries and fuel cells are the only solutions.” Lord Bamford and his engineers believe they have more of a real-world view than most in the industry, because they have in recent years launched a very

JCB chairman Lord Bamford successful range of batteryelectric diggers, plus they have considerable field experience of 20-tonne prototype excavators powered by hydrogen fuel cells. The hydrogen engine’s big advantages, explained JCB innovation chief Tim Burnhope, are that it can be speedily and affordably brought to production, while existing ICE know-how and infrastructure will remain relevant. JCB’s prototype engine has an all-new induction system (lowered compression, new pistons, high-pressure common-rail fuelling and

port injection) but it is designed to match the performance and driving characteristics of existing machines. As for toxic emissions, even the ‘raw’ exhaust from JCB’s experimental hydrogen engine contains less NOx than a diesel, even with the latest after-treatment that cuts diesel pollutants by 98%. Further measures can reduce this to what Burnhope calls “a zero-impact level”, where content is simply too small to measure. The only significant exhaust emission from a JCB hydrogen engine prototype that Autocar observed in action were puffs of steam on start-up. JCB plans additional development of its hydrogen engine but already has its eyes firmly set on production. “Our view is that there must be an opportunity here for people making traditional engines to move to zero CO2 as quickly as possible, using mature technology and an existing supply base,” said Burnhope. “And if you care about climate change, speed is crucial.” STEVE CROPLEY

Zero emissions must be the target, but we don’t believe that batteries and fuel cells are the only solutions JCB has considerable experience with hydrogen-fuelled vehicles

THE GORDON MURRAY Group recently announced that it would invest £300m in R&D and expanding its leadership team, but Murray himself said that this isn’t an indication that he’s planning to step back. “There’s no way I’m retiring, if that’s what you’re asking; I would just get bored,” he said. “But I’ll be 75 soon, so there’s deﬁnitely a bit of succession planning in all this, even if it sounds rather morbid. But the main issue is that as you get bigger, you need good people to help with the growth.”

VOLVO’S TECHNOLOGY chief, Lars Stenqvist, sees plenty more uses for autonomous vehicles than solely as road transport. He said: “We’re already offering solutions in quarries, mines and harbours. You can shut them off and control the environment, so the safety use is much higher.” THE TIMELINE FOR ending the pandemicrelated semiconductor chip shortage that’s continuing to affect car production globally “isn’t good”, according to Stellantis boss Carlos Tavares. He said that he expected his ﬁrm to be better insulated from the crisis but “when we made our own enquiries, we weren’t protected”.

19 MAY 2021 AUTOCAR.CO.UK 11

Our new all-electric range. Plug in, stand out. SEARCH: VAUXHALL ELECTRIC

EV range (WLTP Combined) miles and CO2 results for Mokka-e 136PS (100kW), Vivaro-e Life 136PS (100kW) and Corsa-e 136PS (100kW). Electric range up to 143 – 209 miles.* CO2 0g/km. Corsa-e, Mokka-e and Vivaro-e Life are battery electric vehicles requiring mains electricity for charging. Range data given has been determined according to WLTP test procedure methodology. The figures shown are intended for comparability purposes only and should only be compared other cars tested to the same technical standard. The range you achieve under real world driving conditions will depend upon a number of factors, including but not limited to: the accessories fitted (pre and post registration); charging frequency; personal driving style; vehicle payload and route characteristics; variations in weather; heating/air conditioning; pre-conditioning and battery condition. For more information, contact your local Vauxhall Retailer. *WLTP figure includes 50% payload. EV range assumes that vehicle has been pre-conditioned prior to journey.

NEWS

G70 Shooting Brake shares its dimensions with its saloon sibling

OFFICIAL PICTURES

Genesis lines up A4 Avant rival New G70 Shooting Brake will arrive soon after the Korean brand’s European launch

resh from confirming its imminent expansion into the European market, new premium marque Genesis has unveiled the G70 Shooting Brake, its first model developed specifically for the region. Hyundai’s premium brand will launch in the UK this summer, selling the G80 saloon

and GV80 SUV initially. Those will soon be followed by the smaller GV70 SUV and the G70 in saloon and newly revealed estate form. Genesis Europe boss Dominique Boesch said the firm’s first Europe-specific variant “is a clear statement of our commitment to the region”.

The G70 Shooting Brake draws heavily on the design of its saloon sibling. Genesis says the decision to develop the estate for Europe was made because it is “a bodystyle firmly rooted in European automotive history and favoured by customers in the premium luxury sector”. It will provide

G70 interior shows Genesis’s intention to go after Europe’s upmarket car brands

the Korean brand with a rival to BMW’s 3 Series Touring, the Mercedes-Benz C-Class estate and Audi’s A4 Avant. Save for the extended roofline, the G70 Shooting Brake largely shares its styling with the saloon, with the singlepiece glass hatch extended to meet the ‘floating’ spoiler at the rear of the estate, in an attempt to give it a more “athletic” profile. Genesis’s trademark double-stacked horizontal light clusters feature at the front and rear, as does a prominent shield-shaped front grille and a pair of sizeable exhaust outlets. At 4685mm long, 1400mm tall and with a wheelbase of 2835mm, the G70 Shooting Brake is the same size as the G70 saloon.

Genesis says it offers more capacity than the four-door, which has a 330-litre boot, although the firm has yet to give any details other than that it has maximised luggage space by moving the bootlid hinges forward. Genesis has also yet to reveal which powertrains will be available for the G70 Shooting Brake, although it is likely to be a 252bhp 2.0-litre turbocharged petrol fourcylinder or a 199bhp 2.2-litre diesel, as offered on the G70 in other markets, both with either rear- or four-wheel drive. In other markets, the G70 saloon gets a 3.3-litre twin-turbocharged petrol V6, although that is less likely to be sold in Europe. JAMES ATTWOOD

‘Unavoidable delays’ push back Ineos Grenadier THE LAUNCH OF the Ineos Grenadier, the rugged new off-roader being developed by Sir Jim Ratcliffe’s firm, has been delayed until next year. The 4x4 was due to be launched towards the end of this year, but Ineos Automotive has now pushed back the start of production to July 2022, citing “unavoidable delays” last year. A prototype version of the Grenadier was first shown in public in September last year and the machine is currently undergoing testing and development work. The

firm has agreed a deal with BMW for a supply of 3.0-litre turbocharged straight-six petrol and diesel engines. Ratcliffe recently drove the Grenadier on an off-road test course in Austria close to the base of engineering partner Magna Steyr, which is leading the development programme. Following the test, Ratcliffe said: “There is still work to do, but I am confident that the Grenadier will do the job we have developed it for.” Ineos now says it has “intensified” its engineering programme with a second

phase of more than 130 prototypes, which, the firm claims, will complete around 1.1 million miles of testing worldwide. Prototype versions have previously run in Sweden and future tests are due to take place in America’s Death Valley and the Middle East. The Grenadier is due to be produced in Hambach, France, at the former Smart factory that Ineos purchased from Mercedes-Benz late last year. The firm had previously planned to assemble the car at a new facility built in Wales.

Testing of the Grenadier has now intensified

19 MAY 2021 AUTOCAR.CO.UK 13

Tavares sets out future vision CEO of Stellantis, formed from the PSA-FCA merger, talks EVs, Vauxhall, Alfa and more Tavares favours a multi-tech approach to reducing emissions

Ellesmere Port talks with UK government have been “productive”

he boss of newly formed car giant Stellantis has suggested that all-out electrification may not be the best way of lowering the automotive industry’s emissions. Speaking at the Financial Times’ Future of the Car summit, Carlos Tavares said: “The scientific decision on the choice of this technology hasn’t been made by the automotive industry. I think we could have been more efficient

with multiple technologies, not one single technology.” He went on to question the true environmental benefit of EVs compared with combustion cars: “When you look at carbon emissions, we should look at life-cycle emissions for the masses. If we make future mobility [specifically electric cars] only affordable for wealthy people, we will have a fleet of older cars that will continue to emit.” Tavares added that he is

Alfa, like all Stellantis brands, is assured 10 years of investment 14 AUTOCAR.CO.UK 19 MAY 2021

committed to bringing in EVs as required by legislation, but even more so on reducing emissions. He argued that governments mandating purely on tailpipe emissions are ignoring the wider issue and driving up the cost of vehicles for consumers. “In one decade, mobility devices will be 300-500kg heavier than today,” he said. “That will bring to the table the topic of materials. The scarcity of them and renewable ones.” Tavares expects Stellantis’s manufacturing footprint in Europe to stay the same after the switch to electrification – but failure in this area would lead to “social consequences”, likely to include redundancies. “If we can’t protect margins on each EV we sell versus today, there will be consequences,” he said. “If we can’t protect margins, there will be restructuring and there will be social consequences.”

Manufacturing Tavares said he expects “a certain amount of approvals will be given by the UK administration” to protect the future of Vauxhall’s Ellesmere Port plant, adding that the firm is “waiting for approval from the UK administration” to allow investment in the Cheshire site. “Discussions [have been] extremely positive and productive with the UK government,” he said. Tavares added that he expects those guarantees to safeguard the plant to come. However, he said: “We need to get approvals from all administrations that eventually will have to support this convergence. It’s a question for societies and democracies. There’s so much scrutiny, checking, paperwork, so much lack of trust that we need to wait for these approvals to happen.” “On Ellesmere Port, we’re moving in the right direction,” Tavares said later, “but can’t proceed until we have agreements from relevant authorities that have power to say ‘yes’ or ‘no’. That’s the reality of the legal framing.” Stellantis brands Turning to his plans for Stellantis’s 14 car brands, Tavares pledged 10 years of investment and backing for each to succeed, including Alfa Romeo. Former Peugeot boss Jean-Philippe Imparato has

moved across to lead Alfa, and Tavares said of the Italian firm: “We will do what needs to be done to be highly profitable with the right technology.” The brand’s 10-year plan has still to be decided but Tavares said it will inevitably involve electrification, with a continued focus on driving dynamics. “It will move to the electrification world,” said Tavares, “but doing that in a dynamic way, with a passionate, successful CEO from Peugeot. Imparato is an Italian citizen and is driving the brand with passion and vision for what needs to be done.” On what Alfa must do to improve, Tavares said: “We need to improve the way we talk to potential customers. There is a disconnect with products, history and who we’re talking to. We need to fix the distribution and understand to whom we’re talking and which brand promise we’re talking to them about. It will take some time to get it right.” Tavares named Alfa as one of three premium brands in Stellantis, alongside Lancia and DS, each with their own challenges around building from scratch or returning to past glories. All Stellantis brands, including Lancia and DS, will be given “a window of 10 years” of support and funding to develop a “core model strategy”. “If they succeed, great,” Tavares said. MARK TISSHAW

If we can’t protect margins on each EV we sell versus today, there will be consequences a

NEWS MORE LEADERS’ VIEWS FROM FT SUMMIT

Ola Källenius, Mercedes-Benz CEO Mercedes’ chief vowed his firm will continue producing combustion engines while they remain commercially viable but will be ready to switch to pure electrification as soon as it makes sense. “On the journey to zeroemission,” he said, “we will come to a point where the scaling changes, where electric drive becomes our dominant drive, and eventually you actually lose the scale on combustion. “It is good, then, that from an asset point of view, the cash investment lies in the past. You can, in an economical way, use those assets as long as the market carries it and it makes sense.” In line with that commitment, Mercedes has not “artificially picked a point” for a full transition to electrification, but Källenius promised: “When that point comes, we will be ready and we will not hesitate for nostalgic reasons to switch over to the new technology 100%.” Stuart Rowley, Ford of Europe president Ford’s Europe boss called on the UK government to outline a plan to prepare the country for the 2030 combustion ban, ahead of the UN’s Climate Change Conference (COP26) in November. Rowley said that a government-backed plan is required both to encourage consumers to switch to EVs and to ensure the necessary infrastructure is put in place. “It has to be led at the ministerial level,” he argued, “but it needs to involve local

governments as well as national, utility providers and industry participants. We think we should have that in place prior to COP26.” On Ford’s electrification goals, he hinted that the firm could build multiple EVs based on the Volkswagen Group’s MEB platform – in line with the two companies’ wide-reaching partnership. “Our alliance isn’t meant to be capped or defined, and we’re going to look for opportunities to work together for mutual benefit where it makes sense for both companies,” he said. “I’ve got a point of view [on future plans]. We haven’t shared that, but there could be a lot of opportunities with commercial vehicles, the MEB platform and in other areas.”

Luca de Meo, Renault Group CEO The head of the Renault Group voiced a commitment to develop Alpine into an EVonly brand – but is exercising caution due to his experience of splitting Cupra from Seat. He was quick to downplay suggestions that Alpine will become a ‘premium’ marque: “I don’t like to use the word premium at Renault because I’ve been working for a premium brand, and I know how difficult it is to create a premium brand from scratch. It’s not only about doing good cars. It’s about everything: technology, distribution, reputation in different segments, residual values etc. “We will turn Alpine into a pure-electric brand to demonstrate that emotional electric cars are possible. And if you’re able to do emotional cars, then people are normally ready to pay. “We will use platforms we have in-house, because we can stretch to an adequate level of performance for a certain level of credibility. And when we don’t have a platform, we might work on partnerships like the one we have with Lotus for the successor to the A110.”

UNDER THE SKIN JESSE CROSSE

THE NEW BRAIN FOR SELF-DRIVING CARS THAT’S AS QUICK AS YOURS

IT HAS THE uninspiring looks of a run-of-the-mill computer circuit board, but this chunk of electronics measuring just 24cm long, 14cm wide and 5cm tall is smarter than it looks. It can perform a sextillion computing operations per second (about the same as the human brain) and provide the intelligence for level two to level ﬁve autonomous vehicles. ZF Friedrichshafen, the giant supplier best known for its gearboxes, revealed the next generation of its Pro AI – which is due to reach production in 2024 – at the Shanghai motor show last month. Billed as the world’s most powerful automotive-grade supercomputer, the Pro AI can be used in any vehicle in a number of different roles, from advanced architectures appearing in conventional cars to providing the intelligence needed for self-driving. The rapidly growing number of features and functions on modern cars have to be controlled, and so far that has been done through multiple electronic control units (ECUs) spread around the car, the number increasing as each new feature is added. The new approach is to divide the car into domains and zones, the zones providing power and data connections to sensors and equipment, with just a simple connection between the domain controllers and the zone controllers. The supplier Aptiv, which is currently developing smart vehicle architectures, reckons this will reduce the weight of wiring in cars by 20%. The Pro AI is an example of the emerging breed of on-board supercomputers that can be used as either a domain controller or a zone controller but also as a central controller. It’s not a closed shop, either, so it can run either ZF’s own software or third-party software. It can ‘fuse’ all sensor data from radar, lidar, cameras and audio to create a picture of the surrounding environment, in a sense, enabling it to build up a kind of situational awareness. It’s also optimised for the deep-learning processes that are the building blocks for advanced safety features and autonomous driving. For example, it can forward sensor data to a storage system, making it easier to train the computer’s artiﬁcial intelligence. Does that make it as smart as a human brain, then? Not quite yet, perhaps. It may

ZF’s new autonomy-enabling on-board supercomputer is 66% faster than its predecessor yet uses 70% less power.

have a similar computational speed (although estimates of what an adult human brain can achieve are indeed just estimates), but it can’t build itself and it can’t program itself from scratch, either. The human brain can also rewire or reconﬁgure itself through neuroplasticity: the ability to move functions to another area if it suffers an injury. Furthermore, the human brain has the ability to physically change its structure by reconnecting neurons as a result of learning. While computer scientists, among them researchers at IBM, are working hard at trying to emulate what’s also known as this brain plasticity in computer AI, it’s as yet unclear how far a computer will be able to adapt and reorganise itself in the real world without some kind of human intervention. To drive a vehicle on a public road as efﬁciently and safely as an experienced human driver, a computer will need to have experience without gaining it, which isn’t quite the same thing.

BREMBO SPRINGS INTO ACTION Amid so much technical sophistication aimed at reducing the carbon footprint of cars, sometimes something as simple as a spring can be all it takes to make a difference. Disc brakes create friction and waste energy if the brake pads continue to bind slightly on the disc even when the brakes are off. Brembo’s new Enesys spring ensures that they don’t, reducing fuel use and thus also CO2 emissions for a few pence.

19 MAY 2021 AUTOCAR.CO.UK 15

Online sales will rise but showrooms will remain a necessity

A return to business as usual? The switch to electric is overshadowing other big changes on the automotive horizon

he automotive industry is emerging from the pandemic reshaped by the events of the past year. Will things slowly return to normal or – like the switch to electric – is the rate of change only going to accelerate? We’ve asked key industry figures how current trends are informing the direction of travel. ONLINE SALES It’s no surprise that new companies such as Cazoo and Cinch have appeared and announced that online sales are booming and are here to stay. One firm that launched during the height of the pandemic is Carzam. Its CEO, Kirk O’Callaghan, believes the future of online car buying looks strong, with sales having increased even after showrooms reopened on 12 April. “The pandemic has

16 AUTOCAR.CO.UK 19 MAY 2021

accelerated a change in customer behaviour,” he said. “When customers understand the benefits of buying a car online and how they can purchase with safety and confidence, they do so.” For car manufacturers and consumers alike, it’s fortunate timing that the technology was on hand to allow car buying to continue during the lockdown. “More than a year into the

0.003% The share of Vertu dealer group’s 2020 sales that were purely online

pandemic, we’ve seen some major trends gather pace in the new car market, most obviously in the enforced reliance on online sales,” said Mike Hawes, the CEO of the Society of Motor Manufacturers and Traders. “The success of click-andcollect services has provided a lifeline for the sector by sustaining sales through much of the outbreak.” As ever, it isn’t a case of one or the other: customers are using hybrid methods to shop for their next car. For many, then, at least part of the buying experience will continue to be at a physical dealership. Hawes said: “The recent reopening of showrooms could not come soon enough, and as much as digital car buying has been proven to work, it can’t replace the excitement of choosing and test driving a new car in person.” Some operations are even investing in new facilities.

Porsche GB told Autocar that investment by its retail partners in Porsche Centre development will continue in 2021 and 2022. It said this underlines its commitment to physical retail showrooms and follows three new Porsche Centres opening in 2020. The same is true of large dealer groups, with Vertu Motors CEO Robert Forrester finding the use of e-commerce to be very low. According to Forrester, people are going online for initial viewing and video chats, but most are then visiting the physical dealership to see the actual car and complete the deal. That’s reflected in the figures: Vertu sold 130,000

cars through its dealerships in 2020, but just 428 of them in purely online transactions. As a further indicator of where Vertu sees the market heading, the firm is investing in new showrooms. “The death of the dealership is an easy story to write, but I’m not sure it’s true,” said Forrester. THE DIRECTION OF DESIGN Design is likely to become increasingly important for car makers. In a world where EVs will deliver similar powertrain characteristics, brands will need to distinguish themselves from others by creating cars that look different. It’s no coincidence that as Jaguar Land Rover embarks on its

With an industry in flux, the role of the state is becoming as important as consumers in driving trends a

NEWS

120,000 Number of EVs Renault aims to recycle every year

makers] are in a state of panic a little bit,” he said. “Most of them are trying to really justify their presence in the market through design. If they sell the car and it looks the way it is and it sells well, they will continue with it. They won’t rein it back in. [They’re hoping] we will, as a general public, eventually get used to it, accept it and see it as the modern way to treat design.” Stephenson admits there have been design trends that have broken with tradition but said the conservative styling Tesla implements shows that car makers don’t need to take a radical approach, especially with EVs. However, the hottest design trends, said Stephenson, will be inside the cars. Personalisation used to be about seat covers and stereos, but now technology allows owners to create their own interior ambience, including specific lighting, sounds and heating settings. Some fear that car interiors could become too complex, but Uday Senapati, executive director of corporate and product strategy at Lotus, believes the key is to include all the technology without losing the design simplicity, pointing to the firm’s new Evija electric hypercar as an example. “You’ve got to have voice

130,000

How many litres of synthetic fuel the Porsche Carrera Cup will use in 2022

Reimagine strategy, Gerry McGovern (now chief creative officer) is front and centre of where the firm sees itself. Equally, Polestar has won plaudits for its laser-locked focus on clean design and purity of corporate message, managing to separate itself from sister company Volvo, a brand already acknowledged as being clear on what it is. And Polestar’s CEO? Designer Thomas Ingenlath. Not that standing out should be confused with courting controversy: you only have to look at BMW for proof of where that gets you. Frank Stephenson, creator of the modern Mini and Ferrari F430, told Autocar that he hopes the ideas around radical and polarising design will subside and said it’s being driven by marketing departments. “It’s almost like they [car

control, gesture control, eye tracking – all of which are trends that are coming out in technology,” he said. “The packaging will bring some compromises, but we would still like to focus on simplicity.” CORPORATE SOCIAL RESPONSIBILITY Senapati said that Lotus and others have started taking corporate social responsibility more seriously since they saw customers buying into brands such as Tesla for what he calls “more conscious reasons”. That view is shared by Bentley CEO Adrian Hallmark. “Across the world, our customers are telling us that they want sustainability at the core of our business and we are committed to lead in the luxury sector,” he said. “We’re reinventing every aspect of our operations towards a carbon-neutral future, with only battery-electric vehicles by 2030. They [customers] are also looking for deep and meaningful relationships with socially acceptable brands, sometimes prioritising experiences over goods and more purchasing online.” Sustainability also extends to the increasing research into low-carbon fuels. Porsche announced earlier this year that it is moving ahead with development of synthetic fuels. Further investments are planned by fuel companies, as well as by manufacturers such as Audi, BMW and Mazda. It’s unlikely that synthetics will stop the rise of EVs, but the UK government is looking at ways to incorporate them into a wider strategy of reducing harmful emissions. What’s clear is that, with an industry in flux, the role of the state is becoming as important as the role of consumers in shaping how it looks in the future, particularly in areas such as safety, efficiency, advanced driver assistance systems and sustainability. MARK SMYTH

Some recent BMWs have illustrated a trend for polarising design

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

Shortage of chips is hitting car makers especially hard

WHAT DO POWER steering, brake sensors, parking cameras, infotainment systems and more have in common? Semi-conductors, or computer chips – and they’ve been in the news a lot in recent months. They’re one of the reasons why many new cars aren’t available until September, as a global bun fight rages over a limited supply, with just two makers of the very highest-quality chips existing in the world and supply of the bulk of goodenough chips bottle-necking around four manufacturers. For car makers, it’s another kick below the belt. It’s born of the pandemic, with car manufacturers working to ‘just in time’ principles and balancing complex supply chains reacting to shutdowns by cancelling orders, only to find the slack their actions created at hard-pressed chip makers sold on to booming phone and gaming firms. The affected car makers – which fit between 50 and 1000 chips to each car, depending on its complexity – are aggrieved. They had long-standing contracts that were suspended through force majeure. But what they failed to predict was that global demand for chips would, despite everything, grow 15% last year. The chip makers therefore say the car industry must get back in line, although that’s not helped by the fact

that they’re relatively small customers, accounting for less than 10% of the collective £250 billion of global chip sales each year. The scale of the issue is becoming evident: Ford has revealed it will make 1.1 million fewer cars this year as a result of the challenge, and reports are coming in of some new cars having bells-and-whistles digital dashboards de-specced on all but the highest-end models. While car makers say the issue will run to the autumn, chip makers say building a new production line takes 40-100 weeks. As furlough schemes round the world run down, the knock-on effects of running factories that can’t complete cars must be increasingly alarming. Reports suggest many car makers are prioritising their most proﬁtable (SUVs in general) and greenest (electric and hybrid) models. The trouble is, our research suggests that a hybrid uses up to 10 times more chips than a base petrol model. To some degree, retailers can ride the storm, buoyed by a move to nearly new and used sales. For car makers, the headaches keep coming – and this one could rival the pandemic for its global impact. Customers, meanwhile, must decide how patient they’re willing to be. Eager buyers need to move fast – but with supply low and demand strong, don’t expect to haggle.

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.

19 MAY 2021 AUTOCAR.CO.UK 17

COMMENT

Steve Cropley MY WEEK IN CARS

GTO Engineering Squalo is one of three 250 SWB-inspired UK cars

MONDAY When Enzo Ferrari launched the 250 Short Wheelbase in 1959, he can’t have known what legendary status it would have achieved 62 years later. Nowadays, apart from the originals worth £8 million, there are three other cars inspired by the 250 SWB, all made in this country. Berkshire-based GTO Engineering does two, the 250 SWB Revival, which has a lesser 250 model underneath, and the all-new Squalo that uses GTO’s own bits, albeit Ferrari inspired. Now Northants engineering consultancy RML has moved into the 250 SWB arena, too, planning 30 lookalikes based on the 550 Maranello at £1 million-plus each. These and the profusion of ‘continuation’ or ‘nut and bolt’ models that currently reprise icons from Alvis, Aston Martin, AC, Healey, Porsche and Jaguar suddenly look to me like a desperate reaction to the onrush of electriﬁcation. I was thinking the other day that they must also cause distress to modern car designers, for whom the task of doing something to match the magniﬁcently unconstrained icons of yesteryear must be tough.

TUESDAY It’s so fascinating, watching cars age. There’s a village near us where the Steering Committee and I go for a coffee, and we often walk past a neat 04-plate 3.2 Audi TT quattro. No idea of the mileage, but it looks healthy and modern, on new wheels. Point is, I find it far more desirable now than I did back in the day and don’t know why. Perhaps it’s because this model was more different from its peers than versions that came later. The online classifieds have four like it as I write: three at £4000 with 100,000 miles; one with half the miles at twice the price. The sight of this car makes me think (for a minute) that I should park my ever-present desire for new cars and fish in this enticing pool.

Such cars must cause distress to modern designers WEDNESDAY

Great to hear from Gordon Murray that new life beckons for iStream, his brilliantly simple way of giving a car a rigid, space-efﬁcient chassis while avoiding what he scathingly dismisses as the “stamped steel” structures beloved of big industry. Before the pandemic, the major manufacturers in his sights couldn’t bring themselves to abandon their love of the 100-tonne press. But times have changed, says the inventor. There are now many more start-up EV companies with fresh names and ideas, open to a process that’s highly ﬂexible and requires low investment. Onward…

THURSDAY Wondering whether autonomous cars will work for you? To help ﬁnd the answers, we’ve invited a

AND ANOTHER THING… Post-lockdown present to self is this 1913 350cc Douglas, alleged to have been a practice bike for a pre-WW1 TT rider. It’s crude (heart-in-mouth brakes, two-speed ’box, no clutch) but effective. Oh yes, and it delivers exactly half the fuel consumption of the Ford Mondeo Hybrid I drove last week.

Has the original TT got better with age? couple of big-time experts in the ﬁeld – Matthew Avery from Thatcham and Jürgen Müller from Bosch – to lead our Autocar Business Live webinar on 26 May at 2.30pm. Joining details can be found at tiny.cc/pcgxtz. We’re calling it ‘The truth about autonomous cars’, which, I admit, sounds a shade overconﬁdent. Why not come and see if we can deliver?

FRIDAY An absorbing morning at JCB’s Derbyshire engine plant at the invitation of its chairman, Lord Anthony Bamford. He was keen to show me (and you; see news story on p11) an experimental zero-CO2 piston engine that his brilliant engineers have built to run on hydrogen. An ideas man all his life, Lord Bamford has become increasingly concerned that we’re about to chuck away a century of engine knowledge because we’re “mesmerised by Musk”. It’s a thoroughly convincing project, about which you’ll hear much more. On the way home, I found myself wondering whether, if I were sitting atop a massively successful private company whose half-century of progress I’d built myself, I’d still be fretting about changing the world the way Lord B does. Guess the restlessness got him there in the ﬁrst place.

GET IN TOUCH

steve.cropley@haymarket.com

@stvcr

19 MAY 2021 AUTOCAR.CO.UK 19

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 11.5.21, BALOCCO, ITALY ON SALE SUMMER PRICE £156,000

ALFA ROMEO GTAm Turin turned its superb Giulia into a Ferrari-blooded AMG-beater, the Quadrifoglio. Now it has taken it a step further – and then another

20 AUTOCAR.CO.UK 19 MAY 2021

he new GTA is the most powerful road car Alfa Romeo has made and, at a projected £152,000 – or an even steeper £156,000 for the stripped-out, track-focused GTAm tested here – its most expensive, too. Production is limited to just 500 of both, so don’t expect to see many about. Which is a shame, because it’s arguably Alfa Romeo’s finest road car to date: an exclusive and very special performance saloon that proves Turin can still turn out world-beaters if its accountants permit, despite dwindling sales from a threadbare model line-up. The GTA’s starting point is the brilliant Giulia Quadrifoglio, but the modifications run deep. In fact, the extent of them is glaringly obvious from the very moment that you first clap eyes on it. For starters, the GTA receives a comprehensively reworked aerodynamic package with lots of new carbonfibre parts, giving it a highly functional, race-car-like look that screams ‘performance’ louder than rivals from Audi Sport, BMW M and Mercedes-AMG.

Then there’s an intricate and rather expensive-looking front splitter that adjusts by 40mm, a heavily reworked front bumper, an altered grille, larger air ducts behind the front wheel arches, beefed-up door sills, new rearwheel-arch flares, a sizeable bootdeck spoiler and a revised diffuser. A series of tests in the Alfa Romeo Formula 1 team’s wind tunnel during development also led to the GTA receiving trick underbody fins to help accelerate air underneath it towards the rear. The result? An additional 300kg of downforce over the Quadrifoglio, according to its chief development engineer. It’s not all about pure downforce, either. Alfa says many of the new GTA’s exterior parts are aimed at providing more air to an upgraded cooling system, which is claimed to have a 10% increase in capacity compared with the Quadrifoglio’s. A new GTA wouldn’t be true to its name (an Italian initialism for ‘lightened grand touring’) without some exotic weight-saving measures, and indeed they’re ◊

19 MAY 2021 AUTOCAR.CO.UK 21

TESTER’S NOTE As well as making use of the Alfa Romeo F1 team’s wind tunnel, the GTA’s engineers also had its racers, Kimi Räikkönen and Antonio Giovinazzi, sorting the chassis in the final phases of development. GK

` It connects with you to a stronger degree than any previous Alfa or, dare I say it, any four-door rival

Despite even better handling, its ride is more mature than the Quadrifoglio’s Δ present in abundance here. Along with most of the additional body parts, the bonnet, front wings and roof are all made of carbonfibre. The overall saving isn’t quite as significant as you might expect, at 100kg. But still, at 1580kg, the GTA is lighter than the Audi RS5 Sportback (by 142kg), BMW M3 Competition (by 170kg) and Mercedes-AMG C63 S 4Matic+ saloon (also by 170kg). The GTAm takes the savings a step further with lightweight plastic rear door panels, polycarbonate rear windows, Sabelt carbonfibre-shell front seats, nylon door pulls in place

of the standard handles and the removal of the rear bench. Even with the addition of a rear roll-cage, these measures trim off a further 40kg. The GTA and GTAm use the same Ferrari-designed 2.9-litre twin-turbo V6 as the Quadrifoglio. Power is up by 30bhp to 533bhp through the adoption of new conrods, additional oil injectors, a revised oil cooler, tweaks to the software controlling the turbochargers and, most obvious of all, an Akrapovic titanium exhaust system that features twin centrally mounted tailpipes. Torque, however, remains the same, at 443lb ft.

Weight reduction is evident everywhere; rear doors open to only a roll-cage 22 AUTOCAR.CO.UK 19 MAY 2021

Drive is sent to the rear wheels via a ZF-produced eight-speed automatic gearbox and an electronically controlled differential, both of which receive model-specific mapping. Further changes are focused on the chassis. It receives tracks that are 25mm wider at the front and 50mm wider at the rear, new mapping for the electromechanical steering, lowered double-wishbone front and multi-link rear suspension, firmer springs and dampers, beefed-up antiroll bars and other detailed changes. Bespoke 20in forged alloy wheels with centre-locking nuts wear Michelin Pilot Sport Cup 2 tyres that are 265/30 ZR20 up front and 285/30 ZR20 at the rear. Does all of this upgrading bear out on the move? Undoubtedly it does: the GTAm is brilliantly involving. It delivers a vastly different experience to the Quadrifoglio, engaging you in a way that few cars at any price manage. But while it majors on performance, it doesn’t demand compromises in the way that some high-powered competitors do. Rather, it’s a car that could confidently be used every day. It certainly feels right from the heavily contoured driver’s seat. The interior comes from the Quadrifoglio but gains a liberal layer of Alcantara across the dashboard, headlining and other parts of the cabin, among other small alterations.

The start button is integrated into the steering wheel, like in a Ferrari. Press it and you will soon discover arguably the best performance saloon on sale right now. The changes to the engine aren’t extensive enough to alter its intrinsic character in any great way. However, they provide the GTAm with a more energetic feel. It always feels quicker than the Quadrifoglio when given room to move out on the open road. Mild mannered and perhaps a little disappointing at low revs in more relaxed driving modes, the V6’s torque builds rapidly to provide the GTAm with enough mid-range punch that it won’t be left behind by larger-capacity rivals when hooked up in its more sporting settings. It doesn’t shy away from hard work, either. Keep your foot planted and the longitudinally mounted motor smoothly extends to its 7200rpm cut-out with great enthusiasm. The silken and speedy operation of the torque-converter gearbox contributes as much to the performance as the engine, thanks to crisp upshifts and determined downshifts interspersed with rev-matching blips of the throttle. It’s just a pity that the metal shift paddles, fixed to the steering column rather than to the steering wheel, are so clumsy. They’re simply too large, often inhibiting your operation of the stalks for the indicators and wipers.

FIRST DRIVES

Cabin is truly superb. It even features physical controls for the infotainment At 3.6sec, the GTAm is 0.3sec faster from rest to 62mph than the Quadrifoglio. Top speed is dependent on the setting of the adjustable rear wing. Alfa claims that, with the least downforce dialled in, it won’t max out until it hits 191mph. Even more memorable than the sprint speed is the sound delivered by the exhaust. Raspy at lower revs, it builds in volume and character, eventually emitting a full-blooded growl at the business end of the dial. You also get some rather entertaining pops and crackles on the overrun in the more sporting driving modes.

Flashy, fast and loud it may be, but the root of the GTAm’s driving appeal lays in the response and overall consistency of its handling. There’s a lovely fluid feel and true engagement to its dynamic qualities, whether you’re tooling around town or charging along deserted back roads. It connects with you to a stronger degree than any previous Alfa or, dare I say it, any four-door rival, building your confidence with each mile. It’s not demanding when pushed hard, either. Instead, it rises to the occasion with a stunning

combination of sharpness and precision from the steering and the sheer composure of the chassis, which makes it highly predictable as you work your way towards the limits. There is a small degree of body roll on turn-in as weight transfers to the outside wheel, but the car telegraphs any movement well, with a highly progressive action quickly checked by superbly matched damping. Despite strong front-end grip, the GTAm ultimately understeers when you carry too much speed into tighter corners, but it’s wonderfully adjustable and accommodating on

the throttle. A sharp lift instantly tightens the line without any whiteknuckle excitement from the rear end. Switching off the electronic stability control opens up a whole new dimension to the handling, with lurid oversteer on offer if you’re willing to chase it on a race circuit. The brakes are no less impressive. The standard-fit carbon-ceramic Brembo system mates 390mm discs with six-pot calipers up front and 360mm discs with four-pot calipers at the rear. There’s some initial slack at the top of the pedal before they really begin to bite, but once they do, the GTAm wipes off speed with all the intent of a proper race car. As a reflection of the car’s abilities, Alfa says that the GTA has lapped its 3.6-mile Balocco test track 4.07sec faster than the Quadrifoglio. However, the real achievement is Alfa’s success at matching the heightened handling to a level of ride that offers genuine compliance. One look at the GTAm’s tyres – essentially semi-slicks developed for the track – suggests a far less comfortable driving experience than that provided by the Quadrifoglio. However, there’s evidence that the GTAm actually delivers a more controlled ride than its standard sibling over certain roads. There’s some harshness over smaller highfrequency bumps at lower speeds, but it copes exceptionally well with larger potholes at speed. The only real shortcoming is that it can’t hide road roar, which tends to build quite appreciably on less than smooth surfaces. It’s not often that Alfa takes on the might of Audi, BMW and Mercedes with its own style of performance car. In this case, we’re delighted it has, because the GTA is a car to savour. It builds handsomely on the already-fantastic Quadrifoglio with a dramatic appearance, greater performance, a terrific exhaust note and wonderfully engaging handling – all in combination with the sort of ride quality that allows you to use it every day. It’s the most thrilling Alfa road car in years. GREG KABLE

ALFA ROMEO GTAm With invigorating performance and an incredibly engaging chassis, this looks like being the best of the breed

AAAAA Price Engine

GTAm-specific seats get carbonfibre bases and six-point harnesses

£156,000 V6, 2891cc, twinturbocharged, petrol Power 533bhp at 6500rpm Torque 443lb ft at 2500rpm Gearbox 8-spd automatic Kerb weight 1580kg 0-62mph 3.6sec Top speed 191mph Economy 26.2mpg CO2, tax band 244g/km, 37% RIVALS Audi RS5 Sportback, BMW M3, Mercedes-AMG C63 S

19 MAY 2021 AUTOCAR.CO.UK 23

FIRST DRIVES

TESTER’S NOTE Next to today’s invasion of gigantic SUVs, it’s amazing how road-hugging the S-Max is in real life. Even someone of average height can see over the top of it. PW

TESTED 6.5.21, NORTHAMPTONSHIRE ON SALE NOW

FORD S-MAX 2.5 DURATEC FHEV Seven-seater swings lower than SUV chariots and now has a hybrid powertrain t’s an MPV! Although Ford won’t thank you for calling it one. It prefers to label the S-Max as a ‘sports activity vehicle’, on account of the Galaxy fulfilling the people-mover role. But still, a car that seats seven that’s not an SUV: that’s reason enough to get excited. Now offered with a traditional, rather than plug-in, hybrid, the S-Max produces 187bhp and 148lb ft from the combined Atkinson-cycle petrol engine and AC synchronous motor, channelling the power through a CVT gearbox to the front wheels. These are hardly revelatory figures so it’s not surprising to see the 9.9sec 0-62mph time, given the car’s near 2.0-tonne kerb weight. But this car isn’t about outright pace. It’s more about the potential tax savings the hybrid offers. At 43.5mpg, fuel economy is similar to the diesel S-Max’s, but the CO2 is a handy couple of tax brackets lower (depending on engine). That’s where this hybrid starts to make sense. If you’re wondering why Ford

hasn’t bothered with a plug-in hybrid option, given the extra tax savings it would offer, look towards the S-Max’s sibling, the Galaxy. Most Galaxy customers are taxi drivers and Ford reasons they don’t want to be sat idle while the PHEV charges, so no plug-in for the big MPV means no plug-in for the sleeker SAV. Inside, it’s business as usual, with slightly dated infotainment graphics but an enormous and practical interior. Ford has carefully rerouted the exhaust around the hybrid’s additional battery pack, so the boot space (maxed out at 2020 litres and comparable to something as vast as a Land Rover Discovery) is the same as in the ICE car. All the seats fold flat easily, and even with seven in place the boot is still a decent size, certainly large enough for a reasonable supermarket shop. Push the dash-mounted starter button and the S-Max starts on electric only, but as ever with a ‘selfcharging’ hybrid, the petrol engine

kicks in pretty soon afterwards. Electric-only is really only possible for manoeuvring around a car park, but the transition to ICE is smooth. The performance figures aren’t exactly… ahem… electric and the S-Max is happier keeping up with the flow of traffic rather than setting its own agenda at the head of the queue. The kickdown is quick and it’ll happily accelerate from 50mph to 70mph with a reasonable burst, but this is no hot MPV. Apart from anything else, any overtaking requests call the CVT gearbox into action, and that’s not something you want to be doing frequently. Like all such systems, it makes the engine drone annoyingly if you’re trying to push on, but it’s fine for pottering. All of which means the S-Max’s trump card remains as it ever was: its dynamic abilities. The ride quality is the standout, with the sort of controlled damping that beautifully rounds off bumps’ edges. Sharp lumps, longer undulations, even

cross-axle lumps taken at speed – the S-Max absorbs them all with the sort of control that doesn’t come easily to taller-sprung SUVs. We sadly lost former Ford engineering guru Richard Parry-Jones recently, but his spirit lives on here: it’s a fine accomplishment. Ford has doggedly stuck with this sector despite most rivals quitting. By adding a hybrid option, the S-Max becomes even more of a one-car niche: neither the BMW 2 Series Gran Tourer nor the Volkswagen Sharan offers it. If that gives the S-Max a reason to survive for longer, that’s no bad thing in our book. PIERS WARD

@piers_ward

FORD S-MAX 2.5 DURATEC FHEV ST-LINE Diesel S-Max remains the more sensible choice, but this hybrid offers useful CO2 savings

AAAAC Price Engine

Dynamic ability remains a core strength and the cabin is roomy, if a little dated in places

£38,640 4 cyls, 2488cc, petrol, plus electric motor Power 187bhp at 5500rpm Torque 148lb ft Gearbox CVT Kerb weight 1947kg 0-62mph 9.9sec Top speed 115mph Economy 43.5mpg CO2, tax band 148g/km, 34% RIVALS BMW 220i M Sport Gran Tourer, Volkswagen Sharan 1.4 TSI SE Nav

19 MAY 2021 AUTOCAR.CO.UK 25

C I S U M L A E R E R O M T ? Y A WAN D K R O W R U O Y N I

NO REPEAT E E T N A R A GU YOU WON’T HEAR THE SAME SONG TWICE, 9AM-5PM WEEKDAYS DIGITAL RADIO, APP & SMART SPEAKER

FIRST DRIVES TESTED 10.5.21, SURREY ON SALE NOW

LAND ROVER DISCOVERY SPORT P300E Plug-in hybrid gains useful infotainment upgrades as part of its refresh here was little call for Land Rover to bring the well-received Discovery Sport P300e in for an early refresh, but still it has done, so here we are, reacquainting ourselves with the latest addition to Whitley’s electrified family. The PHEV’s new Ingenium 1.5-litre turbo triple is paired with an electric motor on the rear axle for combined outputs of 305bhp and 398lb ft, and there’s a 15kWh battery pack for a claimed EV range of 43 miles. It’s a very easy powertrain to get on with. The charmingly thrummy combustion element is more than gutsy enough in its own right and quiet at a cruise, its electric team-mate having whisked you out of the cul-de-sac and through the suburbs before passing the baton once up to speed. That EV range, segment leading though it may be, is the reason you can spec a P300e with only five seats. The EV components are under the boot floor and there simply isn’t room for even a diddly third row. But one lofty passenger called the back bench one of the roomiest rear seats

LAND ROVER DISCOVERY SPORT P300E R-DYNAMIC HSE Upgraded infotainment improves what was already an extremely well-rounded plug-in proposition

AAAAC

Price Engine

he’d ever sat in, so unless you have a particularly sizeable brood, the compromise on utility is minimal. Indeed, the cabin in its entirety is a remarkably comfortable and convincingly premium proposition. The slick touch-panel control stack still feels brand new, and all materials feel what you might call ‘reassuringly expensive’ (as they should on this £53,565 R-Dynamic car), which brings us to the main change for 2021. Land Rover’s new Pivi Pro infotainment system is now standard

fitment from Urban Edition upwards, bringing quicker start-up times, over-the-air update functionality, real-time sat-nav and a customisable home screen that gives quick access to your most commonly used functions. It’s a well-rounded and stylishly rendered platform that is intuitive to use. You can pinch, swipe and shout at it like you would with your smartphone and you gel with it within minutes, rather than days. That infotainment system, combined with a whisper-quiet and well-cushioned chassis, low running

£53,565 3 cyls, 1498cc, turbo, petrol, plus 48V ISG and electric motor Power 305bhp Torque 398lb ft Gearbox 8-spd automatic Kerb weight 1850kg 0-62mph 6.6sec Top speed 130mph Battery 15kWh, lithium ion Economy 143.3-175.5mpg Electric range 43 miles CO2, tax band 36-44g/km, 7% RIVALS BMW X3 xDrive30e, Volvo XC60 T6 Recharge

costs and weighty steering, solidifies the P300e as a front-runner in the burgeoning plug-in hybrid SUV class. FELIX PAGE

TESTED 13.5.21, WARWICKSHIRE ON SALE NOW

VOLKSWAGEN GOLF ESTATE Latest version of family car is now available with extra 231 litres of boot space he Golf Estate is one of those cars that people forget exists. Only when the R version brings the almost irresistible reality of an extra-spacious but still manageably sized hatch with 300bhp and fourwheel drive do most remember it. The larger Passat Estate is much more popular, and while you can find alternatives in the Golf’s class (Ford, Seat, Skoda and Toyota all make one), premium offerings are non-existent.

So what does the Golf Estate buyer get that the Golf hatchback owner does not? Much more boot space, of course: 611 litres compared with 380. That beats the Focus (575 litres) and the Corolla (598) but not the Leon (620) or the cavernous Octavia (640), which precisely matches the capacity of the Mercedes-Benz E-Class. The Golf Estate also has a heightadjustable boot floor, which can be lined up with the low, fairly flat lip

for easy loading, and under that floor you will find extra space in the vacant spare-wheel well. The rear seatbacks then fold almost perfectly flat via pulls near the tailgate, swelling the cargo bay to more than 1640 litres. You might not need to go that far, though. With the longer rear, the ski hatch means this car could genuinely take a set of Matti Nykänen’s planks (if you could tolerate having their tips hovering over the DSG gear selector). Elsewhere, it’s standard Golf. The cabin is pleasant, barring the poor touchscreen infotainment system, and the driving experience is inoffensive but some way short of the quietly satisfying feel of the Focus. Unless you go for the four-wheeldrive, raised-up Alltrack, the most powerful engines are the 1.5-litre turbo petrol and 2.0-litre diesel tested here (both make 148bhp). And if it’s long-distance economy and load carrying you seek, the 60mpgrated diesel is still the way to go. It remains a forgettable car, the Golf Estate, but owners will find it to be a versatile and, in fairness, reasonably luxurious tool.

Touch controls are a let-down

VW GOLF ESTATE 2.0 TDI 150 STYLE DSG Spacious estate costs less than £1500 more than the regular Golf, but broadens its remit considerably

AAAAC Price Engine

£29,600 4 cyls in line, 1968cc, turbocharged, diesel Power 148bhp at 3500-4000rpm Torque 266lb ft at 1600-2750rpm Gearbox 7-spd dual-clutch automatic Kerb weight 1520kg 0-62mph 8.7sec Top speed 139mph Economy 60.0mpg CO2, tax band 124g/km, 28% RIVALS Ford Focus Estate, Toyota Corolla Touring Sports

RICHARD LANE

19 MAY 2021 AUTOCAR.CO.UK 27

ROAD TEST

PHOTOGRAPHY OLGUN KORDAL

No 5524

Mini Convertible Second nip and tuck for third-generation Mini brings new tech and a sleeker look M O D E L T E S T E D C O O P E R S S P O R T AU T O M AT I C Price £29,225

Power 176bhp

28 AUTOCAR.CO.UK 19 MAY 2021

Torque 207lb ft

0-60mph 6.7sec

30-70mph in fourth 9.0sec

Fuel economy 39.1mpg

CO2 emissions 143g/km

70-0mph 50.1m

ROAD TEST ver almost exactly 20 years of production, we have seen approaching three full model generations of the modern-era, BMW Group Mini. There will be one more full model generation of the Mini along in another couple of years, as part of which petrol options will be sold alongside the electric versions that already account for one in five cars built at the firm’s UK production base in Cowley. After that, Mini will be a fully electric car brand. As for now, it has given what is effectively the Mk3 modern Mini a second major mid-life facelift. Mini’s three- and five-door hatchbacks (the all-electric threedoor model included) have received refreshed styling inside and out; new equipment, in-car technology and driver assistance systems; new colour treatments and wheel designs; and a handful of mechanical updates aimed at keeping the car compliant with European emissions laws, and at refining its dynamic character. The Mini Convertible gets the same updates. The continued existence of this cloth-topped derivative (the one UK-market ‘little Mini’ not built over here, but rather under contract by the VDL Group in the Netherlands) is proof of how exhaustively the brand has explored any potentially productive market niche over the past two decades. The better part of a decade ago, this car would have had convertible rivals from Peugeot, Citroën, Renault, Vauxhall, Nissan, Daihatsu and Fiat, but very few now survive. Why, then, has Mini’s take on downsized cloth-top motoring so successfully stood the test of time? Let’s try to find out.

DESIGN AND ENGINEERING

AAAAC

We like z Still a really simple, effective driver’s car, even as a convertible z Powertrain has punch, efficiency and a little combustive charm

We don’t like z The price, after the de rigueur options, might smart a bit z Rearward visibility isn’t great roof down, and it’s poor roof up

Those who have carefully followed the evolution of the currentgeneration Mini since its launch in 2014 will have noted the changes that, over both major updates and minor model-year tweaks, have led the car most of the way to this point. Many of them were wrought on the car some time ago. The car’s first mid-life facelift, announced in late 2017, brought its Union flag motif rear lights, and the replacement of its optional sixspeed torque-converter gearbox with a seven-speed dual-clutch unit. More quietly towards the end of 2020, peak power for the 2.0-litre turbocharged petrol engine of the Cooper S dropped a little from 189bhp to 176bhp (which is where it remains). Peak torque wasn’t affected and, according to Mini, neither was driving performance. The latest version of that engine is Euro 6d emissions compliant and comes with a petrol particulate trap; and it’s a Cooper S Convertible, with a dualclutch automatic gearbox, that’s now in our road test cross hairs. The car’s styling revisions, its designers claim, feed into a sleeker

Range at a glance ENGINES

POWER

1.5 Cooper Classic Convertible 134bhp 2.0 Cooper S Classic Convertible 176bhp 2.0 John Cooper Works Convertible 228bhp

FROM

£21,500 £25,275 £30,700

TRANSMISSIONS 6-spd manual 7-spd dual-clutch automatic (£1400 option) 8-spd automatic (JCW only, £1700 option) Mini UK’s range of convertibles omits the entry-level, 101bhp One-spec engine on offer in other markets, and yet the sub-£22k entry price for the Cooper model still looks temptingly affordable. The car comes in Classic, Sport and Exclusive trims, with John Cooper Works models topping the range. Extended black body trim and JCW bodykit are features of Sport cars only.

and more ‘reductionist’ appearance. As approaches go, that may sound suspiciously on-trend, but it’s intended to lend the Mini Mk3 a more refined and sophisticated visual character as it negotiates its later years. The grille and front bumper have been redesigned, the former swelling to stretch all the way from the bonnet to near ground level and incorporating the lower air intakes. The latter, meanwhile, casts off entirely the Mini’s old positioning of lights at the lateral extremes of its width. Some subtly recontoured wheel arches, new front-wing indicator repeater units, new wheel designs and new door mirrors complete the look at the front. At the rear, the Mini gets what its maker claims is the slimmest rear foglight you’ll find anywhere in automotive industry production (it’s integrated into the rear bumper panel just above the central exhausts). For now, Mini’s core models come in 101bhp One, 134bhp Cooper, 176bhp Cooper S, 181bhp Mini Electric and 228bhp John Cooper Works forms. There are three-door hatchback, five-door hatchback and two-door Convertible bodies – although if you want to select from all five of the aforementioned powerplants, you’ll need to stick with the three-door shell (Mini does offer an entry-level One Convertible but ◊

z Mini adopted gloss black body trim, in place of chrome, as an option three years ago. Now it’s standard fit on midspec cars. There’s a lot of it, and some testers weren’t sold on much of it – not least the all-black Mini badge.

z Another standard feature of Sportspec cars is Mini’s John Cooper Works aerodynamic bodystyling, which adds bigger air scoops and a large rear diffuser. Fair enough, if you like it – but should the car really be badged a JCW?

z These black 17in alloys were standard on our test car. A shinier 18in alternative is offered, but only in tandem with a run-flat tyre. Exclusive-spec cars offer a wider choice of rim designs of both 17in and 18in.

z Roof can be half-opened almost as a stand-in sunroof, then folds away automatically and neatly in several stacked pieces. The mechanism takes about 15 seconds to cycle and works with the car moving at up to 18mph.

Mini Convertible was introduced in 2004 19 MAY 2021 AUTOCAR.CO.UK 29

Weights and measures

62 0m m

x ma mm 0 9 10

160215 litres

Kerb weight: 1325kg 2495mm

771mm

1415mm

980m

0.36

940m m

m ma

DIMENSIONS

610mm

3876mm

z Front seats offer a low, straight-legged driving position but plenty of adjustability and great support. Rearward visibility is quite compromised with the roof in place.

PA R K I N G Typical garage height

Typical parking space width (2400mm)

1960mm

Typical leg room 620mm

z Rear bench is a narrow two-seater, and suitable for children only. It will take a couple of child seats, and it’s much easier to fit them with the roof down.

1950mm (with mirrors) 3780mm

W H E E L A N D P E DA L ALI G N M E NT Pedals are a good size, well located, comfortable to use and grippy under foot. The breadth of the brake pedal makes it easy to reach with either foot.

40mm 170mm Width 720-850mm

H E AD LI G HTS

Height 400-600mm

LED headlights are standard, with matrix adaptive beam functionality an option (not fitted). There was plenty of outright brightness, and a well-set dip level.

Δ not in the UK, while the Mini Electric powertrain is reserved for the three-door car always and everywhere). All versions of the car are front-wheel drive, and all retain the steel monocoque chassis and fully independent suspension arrangements they had previously. The one departure is a new passive, frequency-selective damping system that was fitted as standard to our mid-level Sport-spec Cooper S test car. These replace the Mini’s old optional Dynamic Damper Control electronic adaptive dampers and, through a simpler secondary bypass valve, are intended to allow closer body control over smoother surfaces without risking unyieldingness at other times.

30 AUTOCAR.CO.UK 19 MAY 2021

Centre

INTERIOR

AAAAC

A great many Mini owners can probably count on their fingers the number of times the back seats of their cars have been sat in. But in a convertible market in which those seats are very often so small as to be rendered unusable, having a pair of rear chairs for occasional use, or even on which to throw a couple of soft bags, could make a big difference. The Mini Convertible doesn’t really get close to matching the carrying space or versatility of even the three-door version – but, thanks to rear seatbacks that fold and a clever (if slightly fiddly) expanding load bay opening, it does allow you to access and use what space it affords

Length 500-1200mm

z Boot is small – 215 litres with the roof up and partition set high. Expanding the access hatch is fiddly, but it will admit bulkier items if you fold the back seats.

very obligingly. The boot opening drops down like a tailgate rather than swinging upwards, while the trailing edge of the car’s cloth hood can be unlatched and then propped up on its handles to make for an access space that’s just about big enough to admit buggies and flight cases. The rear bench is narrower than it would be in a regular Mini. Two kids in child seats fill it with absolutely no room to spare, but they will be comfortable enough and adequately sheltered from the wind on shorter, slower trips so long as you’re prepared to offer them a little communal leg room from the forward quarters. Up front, the Mini’s cabin shows evidence of change mostly in what is immediately ahead of the driver: a new nappa leather steering wheel

gets redesigned button consoles on its lateral spokes, while behind that our test car featured a new set of digital instruments and a popup head-up display. The rim of the wheel seems a bit overly girthy for a car of this size, but it’s pleasant to the touch. The simplified design of the new button consoles make for intuitive operation, meanwhile, and because the buttons themselves are flush-fitting, you can feed the wheel through your hands without fear of catching one by mistake. The driving position is first rate: low, well supported and surprisingly roomy, but also adjustable for those who don’t want to be quite so recumbent. Our test car’s JCW sports seats were comfortable despite their slightly racy appearance. ◊

ROAD TEST

z Mini has introduced piano black trim where once the dashboard had a metallic look. New outer air vents have a darker, more sophisticated appearance.

z Digital instrument display from the Mini Electric has been repurposed as an option on the wider model range. Hierarchy of the layout is a bit odd, but it’s clear.

z New steering wheel has these sleeker-looking, flush-fitting button consoles on its spokes instead of the old prouder-sitting buttons.

Multimedia system

AAABC

There’s good and bad news to report here. The good is that no Mini comes without a touchscreen infotainment system, nor without a separate rotary input device for those who don’t like finger smudges. It’s a new system with a rethought menu architecture whose home screen can be customised to your own liking, and it’s responsive and clear. The bad news is that you have to pay extra for smartphone mirroring, and that Mini only supports Apple CarPlay (although networked services are available for other handsets via a USB connection and the Mini Connected app). The same option pack that gets you CarPlay support also gets you factory nav anyway – and if you want wireless device charging as well, you’ll need to go the whole hog with the Navigation Plus package (£2400). The car’s factory navigation system is very good, and can be voice-programmed consistently easily; and the Harman Kardon premium audio system (another £600) is equally impressive. But, for the money, so should they be.

19 MAY 2021 AUTOCAR.CO.UK 31

There is a reassuring sense of togetherness about the way it moves

Forward visibility is great despite sitting so low, but it’s compromised to the rear, and especially so with the roof in place: emerging safely from offset-angled junctions can make for a lot of neck-craning.

PERFORMANCE

AAAAB

Over the years, many manufacturers have avoided putting powerful engines into convertibles like this for fear, you suspect, of the failings in chassis integrity and handling sophistication that those units might lay bare. Those that have taken the risk have often had their boldness undermined by the spiralling weight of reinforced body structures. Well, the Cooper S Convertible does not feel like an undernourished car, nor a particularly heavy or structurally compromised one. Given that it is not even the most powerful

version of the car you can buy, that says plenty about Mini’s philosophy on how much fun can be had at the wheel of a tin-opened hatchback. The short answer is ‘plenty’. This car doesn’t have the urgency, integrity, punch, body control or handling tenacity of an equivalent £30,000 hot hatch, and neither would we expect it to. Up to reasonably high effort levels and lateral loads, however, it’s impressive how keenly and robustly it takes to exercise. The 6.7sec needed to hit 60mph from rest tallies exactly with Mini’s 6.9sec claim for 0-62mph. The dual-clutch Sport DTC gearbox is governed by electronic launch control if you leave the traction control electronics in Dynamic mode and, though it keeps both revs and wheel speed under a pretty tight rein to prevent the car’s clutches from overheating, it produced near-perfect

standing starts time after time in testing. Turn the electronics off and the car has the torque to spin up its 17in front wheels fairly freely in the dry once drive is fully engaged, and yet the delivery of that torque to the road doesn’t feel as rushed or brusque as it can in some dual-clutch ’boxes when they’re working hard, which bodes well for controllability in slippery conditions. Meanwhile, the car’s 30-70mph acceleration through the gears is, at 5.8sec, only a tenth slower than that of a Ford Fiesta ST. The Mini doesn’t have the potent feel of the Ford through the higher intermediate gears, when you may wonder if it could do with a little more torque; and it can sound a bit digitally synthesised with the roof in place. The latter issue, at least, is easily fixed, and you get a pleasing amount of turbo whistle and flutter from the exhaust when the roof is down.

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

AAAAC

While the greater size and weight of Mini’s bigger models can undermine ‘go-kart handling’ claims, the smaller ones (even those missing a roof) still stand up to scrutiny remarkably well. While wheels bigger than our standard 17s are available, that you can only have them in tandem with run-flat tyres (which have never worked well on Minis) would have been enough to convince us to stick with the smaller rims in any case. By and large, our test car’s relatively agile, grippy, flat and generally engaging handling rewarded that instinct. Up to the sort of eight-tenths effort level you would rarely exceed on the road, it felt direct and precise, and changed direction with plenty of zip and balance. There is a little more body roll than you

z You feel like you’re driving a Mini first and a convertible second, the dynamic compromises common to the category really only being revealed beyond eight-tenths.

32 AUTOCAR.CO.UK 19 MAY 2021

ROAD TEST Track notes There is adhesion, body control and handling poise about the Mini Cooper S Convertible when it takes to a circuit, although not an unburstable amount of any of them, so if you are looking for the last word in fun that the car may supply, you are more likely to find a bit of body roll and scrabbling, untidy understeer. Stay within the car’s comfort zone, though, and it can carry more than enough speed to entertain you, and will handle keenly and with a lively, moderately adjustable sense of front-driven, on- and off-throttle balance, too. The front axle grips pretty keenly to turn in, and stays stuck even as the car begins to roll, until you get more ambitious with your entry speed. The rear one follows it closely, but is gently sensitive to mid-corner weight transfer. The car’s stability control is fully switchable, and its chassis is certainly stable enough that you can disable the former in plenty of confidence.

would get in an equivalent Cooper S hatchback, but it mostly only materialises when you’re pushing the car beyond the point that even a keen driver would on the road. Those conventional tyres no doubt do a little to soften the ride, which we’ll come to shortly, but on this car they probably make a greater improvement to the connected feel of the steering. While the stiff sidewalls of run-flats tend to numb the steering of these cars just off-centre, making it hard to feel for that critical moment when the front sidewalls are taking some lateral strain, our Mini had more progressive initial steering response and took a cornering line as instinctively as you would hope.

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

AAABC

Sportier Minis were always firm-riding cars, but while this one

z You’ll pick up the apex of T2 easily, provided you don’t charge in too quickly.

z In manual mode, gearbox will hold a higher selected gear on the steeper climbs even at T4 full power – as you’d want it to. Mid-range torque could be a bit stronger.

z Transmission bumps around T1 kick up much more of a thwack when you hit them with the loaded side of the axles, but they don’t destabilise the car. T7 T5

FINISH conforms to type, it isn’t punishingly firm or hyperactive, nor is it so rigidly suspended as to challenge the integrity of the chassis, or to make any noticeable body flex or scuttle shake present. The car can be driven pretty briskly along uneven country roads with the roof down. While it maintains Mini’s trademark level, road-hugging body control fairly well, you won’t notice the rear-view mirror wobbling over bumps, nor the car’s rear headrests wobbling away to their own beat within it. There is a reassuring sense of togetherness about the way the car moves that isn’t common to all compact convertibles. Sharper bumps hit on the loaded side of the axles when cornering hard will thump through into the cabin a bit; likewise transverse ridges crossed when the car is pitching forwards under braking. But those

START are the only occasions when the ride becomes in any way harsh or skittish, and it doesn’t happen often. The cabin’s slightly noisier than that of a regular Mini when cruising, albeit only by a decibel at 70mph compared with the Cooper S hatchback we tested back in 2014. Drop the roof, put the wind deflector in place across the back seats, raise the side windows and you’ll find the car is a wind-rustled but pretty well-sheltered place in which to travel, even at motorway speeds.

BUYING AND OWNING

AAAAC

Anyone who remembers buying a Mini a decade or more ago will probably be quite pleased at how much more simple the car’s ordering process has become. Once you’ve decided on the engine and trim level, there are some optional

equipment packages that are more helpfully named than they used to be (Comfort, Navigation Plus etc). You can still pay a monthly sum to cover servicing costs, although Mini’s warranty is capped at three years. Our mid-level Cooper S Sport model came with leather sports seats, a JCW bodykit and an 8.8in infotainment system with some connected services as standard. If you want factory navigation or Apple CarPlay, though, it costs extra – and other smartphone mirroring systems aren’t supported. On a premiumbrand car, it could certainly do a little better there, although judged in broader focus, the car’s overall value for money and residual values are both fairly convincing. Our car demonstrated itself capable of closing in on 50mpg – very impressive for something with such a decent turn of pace. ◊

AC C E L E R AT I O N Mini Convertible Cooper S Sport Automatic (11deg C, dry) Standing quarter mile 15.3sec at 95.2mph, standing km 27.6sec at 119.9mph, 30-70mph 5.8sec, 30-70mph in fourth 9.0sec 30mph 40mph

50mph

2.8s

5.2s

3.9s

60mph

6.7s

70mph

8.6s

80mph

100mph

90mph

10.8s

16.9s

13.6s

10s

110mph

120mph

21.2s

27.3s

20s

Abarth 124 Spider (2017, 6deg C, dry) Standing quarter mile 15.2sec at 91.9mph, standing km 27.9sec at 116.4mph, 30-70mph 6.5sec, 30-70mph in fourth 8.3sec 30mph

40mph

50mph

2.3s

3.5s

4.8s

60mph

6.8s

70mph

80mph

8.8s

100mph

90mph

11.6s

110mph

18.6s

14.6s

10s

120mph

24.0s

30.7s

20s

30s

B R A K I N G 60-0mph: 2.95sec Mini Convertible Cooper S Sport Automatic (11deg C, dry) 30mph-0

50mph-0

9.5m 0

70mph-0

25.8m 10m

20m

50.1m 30m

40m

50m

Abarth 124 Spider (2017, 6deg C, dry) 30mph-0

50mph-0

8.8m 0

70mph-0

24.7m 10m

20m

49.1m 30m

40m

19 MAY 2021 AUTOCAR.CO.UK 33

Data log MINI CONVERTIBLE COOPER S SPORT AU T O M AT I C On-the-road price Price as tested Value after 3yrs/36k miles Contract hire pcm Cost per mile Insurance

£29,225 £35,850 £12,625 na na 31/ £835 44 litres

TYPICAL PCP QUOTE Three years/36k miles, 10% deposit £397.61 The Mini Select personal finance scheme is a typical PCP arrangement. It currently has an interest rate of 3.9% APR, and Mini will contribute £1250 to your initial deposit. This quote is for a standard car without an auto ’box.

EQUIPMENT CHECKLIST 17in ‘track spoke’ alloy wheels Front and side airbags Active roll-over protection Wind deflector John Cooper Works bodystyling John Cooper Works sports seats Cruise control with brake function 8.8in infotainment system Navigation Plus Pack (head-up display, Apple CarPlay preparation, Mini Connected XL, digital instruments, wireless charging £2400 Comfort Plus Pack (electric folding door mirrors, rear-view camera, front centre armrest, heated front seats, front and rear parking sensors) £1400 Driving Assistant Pack (active cruise control) £800 Heated steering wheel £250 Mini Yours Union Jack soft top £650 Harman Kardon premium audio £600 Island Blue paint £525 Options in bold fitted to test car = Standard na = not available

T E C H N I C A L L AYO U T

C H A S S I S & B O DY

TRANSMISSION

BRAKES

SAFET Y

Construction Weight/as tested Drag coefficient Wheels Tyres

Type 7-spd dual-clutch automatic Ratios/mph per 1000rpm 1st 4.15/5.0 2nd 2.45/8.5 3rd 1.56/13.3 4th 1.09/19.1 5th 0.84/24.7 6th 0.68/30.5 7th 0.55/37.8 Final drive ratio 3.47:1

Front 307mm ventilated discs Rear 259mm solid discs Anti-lock Standard, with brake assist Handbrake type Electric, switch Handbrake location Middle of centre console

DSC, ABS, EBD, Brake Assist Euro NCAP crash rating Not tested

ENGINE

ECONOMY

Installation

TEST MPG

Track Touring Average

19.0mpg 49.8mpg 39.1mpg

CLAIMED

Low Mid High Extra high Combined

32.5-32.8mpg 45.6-47.1mpg 52.3-54.3mpg 42.8-45.6mpg 44.1-45.6mpg

Tank size Test range

44 litres 378 miles

Front, transverse, front-wheel drive Type 4 cyls in line, 1998cc, turbocharged, petrol Made of Aluminium block and head Bore/stroke 82.0mm/94.6mm Compression ratio 11.0:1 Valve gear 4 per cyl Power 176bhp at 5000-5500rpm Torque 207lb ft at 1350-4200rpm Redline 6000rpm Power to weight 133bhp per tonne Torque to weight 156lb ft per tonne Specific output 88bhp per litre

CO2 emissions Tax at 20/40% pcm

SUSPENSION

AC C E L E R AT I O N

AC C E L E R AT I O N I N G E A R

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

mph 20-40 30-50 40-60 50-70 60-80 70-90 80-100 90-110 100-120 110-130 120-140 130-150 140-160

2nd 2.1 2.3 – – – – – – – – – – –

3rd 3.2 3.1 3.1 3.4 4.1 – – – – – – – –

4th – 4.4 4.6 4.7 4.9 5.2 6.0 7.7 10.4 – – – –

5th – 6.1 5.8 6.2 6.5 7.0 7.7 8.7 10.7 – – – –

6th – – 7.9 8.5 9.4 10.5 12.1 – – – – – –

7th – – – 11.5 13.2 15.8 – – – – – – –

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 Mini Convertible, contact Mini Support Centre, Summit One, Summit Avenue, Farnborough, Hampshire, GU14 0FB (01252 920800, mini.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 19 MAY 2021

143g/km £156/£312

CABIN NOISE STEERING

Front MacPherson struts, coil springs, anti-roll bar Rear Multi-link, coil springs, anti-roll bar

TIME (sec) 2.8 3.9 5.2 6.7 8.6 10.8 13.6 16.9 21.2 27.3 – – – –

E M I S S I O N S & TA X

Type Electromechanical, rack and pinion Turns lock to lock 2.5 Turning circle 10.8m

MAX SPEEDS IN GEAR

1 2 3 4 5 6 7

30mph 6000rpm 51mph 6000rpm 80mph 6000rpm 114mph 6000rpm 143mph 5783rpm 143mph 4681rpm 143mph* 3786rpm * claimed

RPM in 7th at 70/80mph = 1853/2118

Idle 42dB Max revs in 4th gear 81dB 30mph 59dB 50mph 65dB 70mph 70dB

R E S I D UA L S 35 30

Mini Convertible Cooper S Sport Automatic

25 Value (£1000s)

Spare

Steel monocoque 1325kg/1356kg 0.36 7.0Jx17in 205/45 R17 88W, Goodyear Eagle F1 Asymmetric 3 None (mobility kit)

Four-cylinder turbocharged petrol engine is installed transversely in the front of the car, and drives the front wheels through a seven-speed dual-clutch automatic gearbox. Suspension is all-independent, via struts at the front and multiple links at the rear. The Convertible is a claimed 100kg heavier than the equivalent three-door hatchback, with weight on the scales split 61:39, front to rear.

Mazda MX-5 2.0 Sport Tech

20 15 10 5 0 New

Abarth 595C 1.4T 180 Competizione Automatic 1 year

2 years

3 years

4 years

z Residual values, while a far cry from the pillar of strength they once were for Mini, remain a relative selling point.

R OA D T E S T N o 5 52 4

Read all of our road tests autocar.co.uk

ROAD TEST Testers’ notes MATT SAUNDERS I tend to sit as low as I can in most Minis, but the Convertible is the one exception, because raising your backside off the deck by a couple of inches allows you a better rear-mirror view over that furled-up cloth roof. RICHARD LANE As good as our test car’s gearbox was, I’d still choose a manual rather than dualclutch automatic in such a simple driver’s car as this. I imagine plenty of owners will feel differently, though, and Mini’s certainly offering them something very slick.

VERDICT

AAAAC

Spec advice

The core Mini has still got it – even in convertible form he retreat of so many of the Mini Convertible’s affordable, cloth-topped cabriolet rivals may be a sign of troubled times for the car industry – but, in truth, the exodus from this market niche started some time ago. When times are tight, there is always so much less appetite for good-time cars like this. However, it is also hard for any manufacturer to develop a really desirable and dynamically convincing open-top conversion of any mainstream model, and harder still to ﬁnd the production capacity to make it, and then to sell it proﬁtably. Most have given up trying. That Mini is still doing all of the above so successfully is testament to the thoroughness of its engineering prowess, the strength of its brand and the intuitive understanding it has of its customers. It has updated its core models with a laudable lightness of touch here, but has prepared them to remain both competitive and utterly distinctive for some time yet. A zippy, alert-feeling, intelligently equipped three-door Cooper S has long been Autocar’s nominated sweet spot in the Mini range, but here’s proof that a cabrio can be just as sweet in its own summer-enriching, life-affirming way.

R OA D TEST R I VA L S

A Cooper S is definitely the right engine for this car, and Sport trim gives you the uprated damper that makes it handle. Stick with a manual ’box and 17in wheels. Add the Comfort (£700) and Navigation (£1100) packs.

Jobs for the facelift z Give buyers of Sportspec cars the option to avoid all the piano black exterior trim. It’s divisive. z Bundle in the Navigation Pack offering as standard equipment. You shouldn’t have to pay extra for Apple CarPlay. z Find a way to tease onpaper power back to pre2020 levels, so nobody feels short-changed.

Verdicts on every new car, p74

MAZDA MX-5 2.0 SPORT TECH Still unmatched for simple, openair driving engagement, and still compelling value. Not as usable as the Mini, but more absorbing.

MINI CONVERTIBLE COOPER S SPORT AUTOMATIC Great fun when the sun’s out. Shows very few signs of compromise in other areas.

AUDI TT ROADSTER 40 TFSI S TRONIC SPORT A hefty chunk pricier than the Mini, but polished and desirable. Consider if budget allows.

ABARTH 595C COMPETIZIONE MTA AUTO Has even more cutesy charm than the Mini, but isn’t nearly as dynamically ‘together’.

VOLKSWAGEN T-ROC CABRIOLET 1.5 TSI DESIGN DSG A shade more practicality than the Mini. Miles off the pace for desirability and driver appeal.

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

AAAAB £28,670 181bhp, 151lb ft 6.5sec, 136mph 155g/km, 40.9mpg

AAAAC £29,225 176bhp, 207lb ft 6.9sec, 143mph 143g/km, 44.1-45.6mpg

AAAAC £34,970 194bhp, 236lb ft 6.9sec, 151mph 157g/km, 40.9mpg

AAABC £27,075 177bhp, 184lb ft 6.7sec, 140mph 163g/km, 39.2mpg

AAACC £31,010 148bhp, 184lb ft 9.6sec, 127mph 153g/km, 41.9mpg

19 MAY 2021 AUTOCAR.CO.UK 35

E D I L S D LAN Y R O T C E V

4W D s y’ da to s le ab en at th gy lo no ch te Torque vectoring is a fascinating heads e an L rd ha ic R . rs ca ts or sp er op pr e hot hatches to power oversteer lik and outcomes ds ho et m s ou ri va e th e at ig st ve in to n to a sk idpa PHOTOGRA PH Y LUC LACEY

36 AUTOCAR.CO.UK 19 MAY 2021

TORQUE VECTORING INSIGHT

s ever, the headlines mislead. Pointlessly powerful mega-EVs and SUVs propelled by supercar-grade engines aren’t the only ‘exciting’ things happening on planet car in 2021. At best they’re ephemeral (and at worst absurd), and more heartening, worthwhile signs of this industry’s ability to elevate its game can be found closer to home. Possibly as close as your own driveway. We’re talking about hot hatches. Specifically, the more sophisticated ones, with four-wheel drive and doit-all remits. These are the machines currently leading the genre down an

unexpected path that starts with a signpost that dryly reads ‘active rearaxle torque vectoring’ but ends up in a paradoxical realm where family hatchbacks can do power oversteer. Brewing over the past half-decade and now found on several big players, torque-vectoring technology in this humble bit of the market is a genuine double-take development. The Audi RS6 and its ilk will inevitably become quicker, you can bet that Rolls-Royce will somehow make the Phantom yet more soporific and the next Land Rover Defender will probably be able to wade the Mariana Trench. But a Volkswagen Golf that can do the full Ari Vatanen? Hold the front page.

It’s why we’ve gathered a trio of these torque-vectoring hot hatches (plus one very special Japanese guest) at Thruxton Circuit’s skidpan. We want to explore how the tail-happy drivelines work and see whether the effects are as convincing as the fevered marketing bumf makes out. Time on both dry roads and slick-wet track ought to clear things up. As for why hot hatch vendors are pursuing torque vectoring, the more you think about it, the more sense it makes. The super-saloon power wars were fierce (20 years ago, BMW’s M5 made 400bhp; the current one touts more than 600bhp), but they were mere skirmishes compared with ◊

19 MAY 2021 AUTOCAR.CO.UK 37

A45 prizes neutrality but can be provoked to spectacular effect

Mighty 345bhp Mk3 Ford Focus RS is genesis for torque-vectoring 4WD hot hatches Δ what has unfolded in the hot hatch playpen. Consider this: in 2002, the 212bhp of the Mk1 Ford Focus RS was deemed borderline unhinged, but the Mercedes-AMG A45 S we have here makes no less than 416bhp. That’s more than the Porsche 911 Turbo touted back when the Ford was new. With horsepower levels becoming so high as to seem academic and emissions rules making it harder to claw redundant performance from downsized four-pot turbo engines, the industry’s solution has been to move the emphasis away from speed and towards handling. It looks like an intelligent solution, too. Nobody needs a sub-4.0sec sprint time from their hatchback, but some rear-led flare in the handling department? Torque vectoring in road cars can be traced back to the 1990s. It’s the ability to manipulate the flow of torque so that individual wheels experience different levels of drive depending on the situation. So much like any old limited-slip differential? Well, yes, but with far more flexibility. While LSDs can split torque between two wheels, their behaviour is natural: drive is directed towards the wheel with more grip, and then only to a predetermined and limited extent. Active (rather than brakebased) vectoring systems can go to much greater extremes. They act pre-emptively rather than reactively, and they can induce behaviours that aren’t necessarily organic to the car but enhance the dynamic package. On these new-wave 4WD hot hatches, the tech is found at the back of the car. It allows them to proactively sling available rear-axle torque to either side, in some cases with up to 100% delivered to one wheel. It’s that potential that leads us to the most salient point in all of this: if the outside rear wheel can be supplied with considerably more drive than any other wheel during cornering, you have the foundation for rear-biased handling traits – something of a magic trick for transverse-engined hatchbacks. As for the how, the manufacturers have several techniques to play with, most of which are in attendance here.

38 AUTOCAR.CO.UK 19 MAY 2021

In strict terms, the A45 and Golf R can deliver only half of the engine’s torque to the rear axle (assuming both axles have similar grip levels). They can do so because rear-axle torque is then almost fully biased to the outside rear wheel.

Golf R’s Drift mode primes its rear for slip

Focus can send most torque to one wheel We have the new Golf R (with the £2000 Performance Pack), the canard-adorned A45 S, the Toyota GR Yaris (with the £3500 Circuit Pack) and, although it’s no longer on sale, the Mk3 Focus RS. Because it would be rude not to invite the beefcake Ford that kick-started the trend. This quartet differs dramatically in price, power and character, but they all share that ability to deliver more torque to the rear axle than the front axle. Or, at least, to fool the synapses in your backside into believing that is what’s happening. The system in the Golf R works like this. Torque flows through the gearbox and into an open differential on the front axle. From that sprouts an output shaft that runs to the rear axle. Previously on the Golf R, that shaft fed into a clutch pack that, once engaged, allowed 50% of total engine torque to drive the rear axle through another open differential, with the torque split equally between the wheels. The Mk7’s ‘Gen 5’ Haldex clutch pack worked rapidly, too, being electronically governed and preloaded with hydraulic pressure. However, in the Mk8, there’s no clutch pack before the back axle. The propshaft that unifies each end of the car instead takes drive into the ◊

GR Yaris engineers were inspired by old Subaru Impreza WRX – and you can feel that

TORQUE VECTORING INSIGHT

` They can deliver more torque to the rear than the front – or at least fool the synapses in your backside into believing so a

V E C T O R I N G F R O M 19 9 6 T O T O DAY Torque vectoring is one of those technologies that sidled into the motoring vocabulary almost unnoticed and now, well, any car with an ounce or two of grunt is likely to have it in some form or another. It’s arrived partly through design and partly by accident, and there are a number of ways of achieving the same result, some more complicated than others. At the beginning, it was by design. Mitsubishi used a combination of a conventional differential, an additional gearset and clutch packs in the Mk4 Lancer Evolution’s rear axle to push more torque to one wheel or the other. The first BMW X6 used a similar idea but executed in a different way with two planetary gearsets, two clutch packs and a differential gear. It was the

brainchild of GKN, based on a concept by Prodrive and executed by ZF. The common thread with these is a conventional differential in the mix to allow drive to both wheels while allowing the outside wheel to rotate faster than the inside wheel. For torque to be increased to one wheel on the same axle in preference to the other, the extra gearsets are added to ‘overspeed’ the outside wheel in a corner and ease the car into oversteer. The GKN system does this by using the clutches to divert torque via one of the planetary gearsets rather than directly to the wheel. The only other way is to allow the differential to brake one wheel to force torque to the other (vectoring by braking).

So far so good, but then came the CO2 panic. Manufacturers scrambled to achieve any fractional increase in efficiency, and part-time four-wheel drive was one way of doing that. Then GKN realised that two clutch packs in the rear axle slipped under electronic control could do the same job, plus it would let the rear wheels be disconnected to cut fuel consumption or vector torque one way simply by slipping just one of the clutches.

The Twinster concept was applied first in the Ford Focus RS, and then a version was used by Land Rover in the Evoque. Labelled Active Driveline, it went a step further with a simple clutch at the front to disconnect the entire rear driveline behind the engine and save another increment of fuel. So much for vectoring across the axle, but what about front-rear torque split? A 50:50 split is achieved by adding a clutch in the centre and slipping it a little. Increasing it to the rear is done by overspeeding the rear axle in relation to the front, with a fractionally higher gear ratio. If the gearing is set to achieve, say, 30% front and 70% rear by default, 60:40 can also be achieved just by letting the centre clutch slip a little. JC

19 MAY 2021 AUTOCAR.CO.UK 39

` The sweet spot is where the car rotates just a touch, to the extent that the driver can feel it but onlookers can’t see it a

D R I V E L I N E S C O M PA R E D V O L K S WAG E N G O L F R

MERCEDES -AMG A45 S

Up to 50% torque

Can bias 100:0

Golf R uses rear clutch packs to siphon precise amounts of torque to each wheel Bevel gears Torsen diff

40 AUTOCAR.CO.UK 19 MAY 2021

Open diff

Up to 50% torque

Can bias 100:0

A45 also uses Magna system but with more clutch plates, due to its huge output

TORQUE VECTORING INSIGHT GR Yaris can’t vector, strictly speaking, but still can get sideways

FORD FOCUS RS

Δ rear axle via a pair of simple bevel gears; and it’s the electromechanical clutch packs that sit either side of those bevel gears that control and manipulate the amount of torque that ends up at each wheel. If the left-hand pack is completely open and the right-pack fully engaged, as is sometimes the case in Drift mode, all available torque (again, only up to half of what the engine is making) will surge to the right-hand wheel – and vice versa. But any ratio is possible, because that’s what clutchbased vectoring permits. It’s up to the development engineers to devise how the torque splitter should behave, depending not only on driving mode but, within that broad parameter, also the throttle position, steering angle, cornering g-forces, what the electronic stability programme (ESP) is saying… and on it goes. “Drift mode is an over-the-top application,” says Jonas Thielebein, the engineer who oversaw the Mk8 Golf R project, “because normally you don’t want your car to slip.” He says the sweet spot is generally to have a less extreme calibration, where the car rotates just a touch, to the extent that the driver can feel it but onlookers can’t actually see it. “That’s the way to drive fast, and that’s what we try to do,” he says, before explaining that if you do ever explore the car’s Drift mode, one of the rear clutch packs really does remain “nearly permanently open”. Volkswagen developed this system with Magna – the engineering jack of all trades that contract-builds the Mercedes-Benz G-Class and Jaguar I-Pace. Magna is also behind the A45’s hardware, which is in broad terms identical to that of the Golf R, albeit with more clutch plates, to cope with the hand-built engine’s huge output. According to Lars Henzler, a long-standing AMG man who worked on the SLS, the system ate up two years of application work, with the goal being intuitive response and stability, given the performance potential. “We want a very neutral car,” he says, explaining that AMG doesn’t exaggerate Try

too greatly the level of the torque discharged into the outside wheel. ‘‘Even in Drift mode, it makes no sense to move absolutely all the torque to the outer wheel, because the car becomes too aggressive to drive.” He’s alluding to the other side of the vectoring equation: while you can bias the outside rear wheel for oversteer, during cornering you can also accelerate the inside rear wheel for precise yaw damping without having to rely on the ESP. Far from it being a gimmick, Henzler believes that this technology is a potent tool for refining a transverse-engined hatch’s handling balance and upping both pace and driver confidence. The pioneering Focus RS, which landed three years before the A45 and five before the Golf R, works in much the same way. GKN’s Twinster module siphons torque using clutch packs either side of the rear bevel gears, with one key difference: the rear axle is geared to ‘overspeed’ compared with the front, by roughly 2%. It can therefore deliver not 50% but up to 70% of the available drive to the back axle, all of which can then be channelled to the outside wheel. Yes, it’s a brilliantly ambitious set-up. Finally, the GR Yaris. Frankly, it has more in common with 1990s Group A rally cars than any of the others, and it doesn’t in strict terms have the ability to vector torque. In Circuit Pack form, instead of open diffs at each end, the little Toyota uses traditional, ‘passive’ torquesensing diffs, which bias torque to the wheel with most grip, once the other loses traction. However, as with the Ford, the rear axle is geared to overspeed relative to the front, meaning that when the Haldexstyle clutch pack that sits along ◊

active rear-axle torque vectoring in cha rades

T OYO TA G R YA R I S

Up to 70% torque

Can bias 100:0

Ford pioneered vectoring in hot hatches in 2015 with GKN’s hydraulic clutch packs

Up to 70% torque

Can bias 70:30

GR Yaris can bias its torque by 30:70, front to rear, but can’t vector side to side

19 MAY 2021 AUTOCAR.CO.UK 41

Δ the propshaft is fully engaged and the axles are locked tightly together, you have a 30:70 front-to-rear torque bias. The result is an oversteer handling balance, and one that should in theory feel entirely natural. And so to the big question: are these systems worth the trouble? It’s a subtly different question to: ‘Do they actually work?’ To that, the answer is they absolutely do. On the Thruxton skidpan, which is so slippery that it essentially rules out weight transfer in the process of initiating oversteer and thus isolates the driveline, the A45 and Golf R understeer momentarily then flick their snubby tails out as the outside rear wheel is overloaded. You’re required to turn back into the slide often to feed the slip angle (as you would in

an old Mitsubishi Lancer Evolution or Subaru Impreza WRX) and yaw moments are just that: moments. You can’t develop or shape slides, à la BMW M2, although nobody would expect that. Yet there it is: genuine power oversteer. The Focus RS is the same, albeit a little snatchier when it lets go, and interesting to note is that the GR Yaris is by far the most resistant to provocation. Its more mechanically organic set-up craves grip and neutrality, and the lack of programmable clutch packs means engineers can’t simply command it to showboat on a whim. It’s a hardnosed homologation operator.

rea Golf R propshaft heads directly into the

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

Of course, what happens on the road matters more. Much more. Here the vectoring effects are less obvious but all the more satisfying. It’s what Thielebein was getting at: that it’s more important for these systems to enhance and enliven the car’s handling balance within the limit of grip, and in an everyday setting, than perform silly tricks on track. Duly, the Golf R will at times tighten its line under throttle, as if it’s possessed some demonically tight LSD in the back axle, only without the spikiness at all other times. It’s artificial, but a good imitation and pretty enjoyable. Meanwhile, the A45 prizes composure, mainly because it needs to, and its engineers have clearly tuned the rear axle to help deliver unflappable neutrality.

r axle

Toyota GR Yaris Circuit Pack

Ford Focus RS

Mercedes-AMG A45 S 4Matic+

Volkswagen Golf R Performance Pack

£33,495 3 cyls in line, 1618cc, turbocharged, petrol 257bhp at 6500rpm 266lb ft at 3000-4600rpm 6-spd manual 1310kg 5.5sec 143mph 34.3mpg 186g/km, 37%

£32,795 (2018) 4 cyls in line, 2261cc, turbocharged, petrol 345bhp at 6000rpm 347lb ft at 2000-4500rpm 6-spd manual 1526kg 4.7sec 165mph 36.7mpg (NEDC) 175g/km (NEDC), 37%

£55,235 4 cyls in line, 1991cc, turbocharged, petrol 416bhp at 6750rpm 369lb ft at 5000-5250rpm 8-spd dual-clutch automatic 1560kg 3.9sec 168mph 31.0mpg 192g/km, 37%

£41,295 4 cyls in line, 1984cc, turbocharged, petrol 316bhp at 5200-6600rpm 310lb ft at 2100-5350rpm 7-spd dual-clutch automatic 1476kg 4.7sec 155mph 36.2mpg 177g/km, 37%

42 AUTOCAR.CO.UK 19 MAY 2021

Naturally, the Focus RS has the wildest temperament. It seems to positively invite instability, possibly because the hydraulic vectoring set-up is slower to react but then does with more vigour, and the tuning is less deft. Back in 2015, this car really was on the frontier. What’s clear is that, despite the similar hardware, there are real differences in application. That’s the most intriguing bit about these clever axles. Their tunability lets the personalities of their engineers come through more. After all, every car is to some extent a reflection of those who built it. So yes, vectoring makes 4WD hot hatches more agile and capable than ever, but it makes them more expressive and interesting, too. In a class predicated on practicality, you really do have to welcome that. L

TORQUE VECTORING INSIGHT WHERE NEXT? TORQUE VECTORING I N T H E E R A O F E L E C T R I F I C AT I O N For hot hatches, the immediate next step with torque-vectoring drivelines is probably to integrate a limited-slip differential into the front axle for even greater all-round dynamism. In broader terms, the frontier for the tech involves the use of electric motors. GKN, which developed the dual-clutch Twinster system in the Ford Focus RS, is already testing an eTwinster. This has a motor that runs through a two-speed gearbox (one gear for low-speed response, another for efficiency at high speed). It’s potentially hugely powerful, gives great performance on ‘split-friction’ surfaces and, as a self-contained

rear-axle package, offers engineers considerable freedom for tuning, yet it’s also comparatively cheap. GKN says that car makers already see the eTwinster as an attractive option for future hybrid hot hatches.

Lane inspects the GR Yaris, noting the chunky clutch pack ahead of the rear axle

19 MAY 2021 AUTOCAR.CO.UK 43

WELCOME TO Q BRANCH Quartermaster Steve Cropley challenged up-and-coming automotive designers to create a Bond car for 2030. Did they pay attention?

44 AUTOCAR.CO.UK 19 MAY 2021

JAMES BOND’S 2030 CAR GALLERY ost film-goers will tell you that James Bond drives an Aston Martin, and he usually does. Over the years, the various owners of the quintessentially British GT marque have been prepared to invest enough in product placement to ensure that the situation has been maintained. However, the harsh truth is that 007’s first car was a 1931 Blower Bentley (vividly described during a high-speed chase in the 1951 novel Casino Royale), and if you take the trouble to search all the books and films, you will find that Bond has driven no fewer than two dozen different vehicles, from Lotuses, Fords and BMWs to a yellow Citroën 2CV and, back in the day, a 1960s Sunbeam Alpine. All of which makes it legitimate to search widely for inspiration about what the secret agent will be driving in a decade’s time – when electrification, autonomy and even an ability to fly will be important in the new age of car manufacture, along with an ongoing desire to utilise new materials and technology and to control pollution. Just one familiar theme must always remain: Bond’s car must continue to be extremely quick, hugely versatile and very, very cool. Understandably, there’s no emerging answer as yet to the burning 2030 question from Eon Productions, which makes the Bond films, so we thought we would tackle the question on their behalf. Such exercises need minds unfettered by the conventions of the past, so we invited a group of postgraduate students from Coventry University’s renowned automotive and transport design course to take part in an Autocar competition, the best results of which we’ve published here. As course director Aysar Ghassan explains, over the years, Coventry has been vital to the careers of dozens of the automotive world’s best car designers – which makes it likely that some of the proposals you see here will be the work of people who design our production cars of tomorrow. We hope so. Getting started on the next Bond car wasn’t easy. Many of Coventry’s 40 postgrad transport design students are from outside the UK, and while the creative process was running, many were locked down at home. We elected to run a competition for all 40, beginning with several remote meetings and leading to a final judging at which we chose a winner, two runners-up and three whose work won commendations. Here’s how it went. ◊

IS IT TOUGH TO BE A C A R D E S I G N E R?

` Electrification, autonomy and even an ability to fly will be important in the new age of car manufacture a

There’s a powerful argument that says car designers will be in strong future demand, because world car production continues to grow rapidly (80 million per year now; 100 million tipped). It’s also well known that as electrification arrives, democratising performance and making cars sound much the same whether expensive or cheap, designers will have to redouble their ingenuity to maintain brand strength, especially of badges like Porsche, Ferrari and Alfa Romeo. But it’s not that simple. As Coventry University’s Aysar Ghassan explains, competition is extremely keen for new design jobs. And Coventry, on a level with half a dozen distinguished institutions around the world, currently has 400 people on its undergraduate course, and 40 chasing postgrad qualifications, like the budding designers whose work you see here. So as befits one of the best jobs in the world, it’s tough to enter. You need lots of talent, a strong work ethic and probably a sprinkle of good luck. Which is fine for future car buyers, because it promises us some wonderful products.

19 MAY 2021 AUTOCAR.CO.UK 45

This is one electric car you can be sure won’t run silently

Prominent face isn’t for show: it concea

ls laser-guided cannons

COMMENDED

LEXUS SF (SUPERFAST) DESIGNER: FRANCIS JOHN

Francis John proposes a plot into which his new-era Lexus supercar fits perfectly. Bond is in Japan chasing down Hideaki Heger, an international criminal intent on infiltrating MI6 with a strain of humanoid robots. Using “futurised” Lexus design cues, this special Superfast coupé is specially built and provided for Bond by a regional ally, Shiro Nagawe. It’s powered by a permanent-magnet

Goldfinger’s Phantom III would struggle to pursue rocket-powered Maserati

46 AUTOCAR.CO.UK 19 MAY 2021

electric motor whose 1200bhp is matched by 1200lb ft of torque. The car’s performance is immense – possibly a mite too great for Kyoto, the ancient Japanese city in which the designer suggests much of the action should take place. Spectacular though it all may sound, John’s best on-paper achievement is to power the car with an ultra-rapid-charging, 1360kWh solid-state battery that he reckons can yield a 600-mile range. Naturally, the armaments and defences smack of

the future: a sentinel-protected, sealed and isolated cabin shields occupants against everything from old-fashioned bullets to biochemical exposure. The Lexus’s primary assault weapon is a pair of laser-guided cannons, but the car can also drop novel pneumatic air canisters the size of cricket balls from a rear compartment. They instantly expand to many times their original size either to create roadblocks for pursuers or to explode under chasing cars and throw them off the road.

JAMES BOND’S 2030 CAR GALLERY

COMMENDED

ASTON MARTIN CONCEPT DESIGNER: TONGLIAN XIA

Here’s a designer deliberately making life hard for himself by bidding to out-design Aston Martin – by far the most frequent provider of Bond cars. But he succeeds admirably. Tonglian Xia presents several alternatives here, the most arresting of which is a blue-sided design with a superb-looking flat-plane surface below the windows that effortlessly assumes a curvature as it runs forward to the front wheel arch. It’s quite different from current Astons, yet the provenance is unmistakable. There’s also a massive, muscular

haunch over the rear wheel – an obvious Aston reference but a copy of nothing. “The side surfacing of the body is deliberately flat ahead of the door shutline,” explains Xia. “To me, it’s inspired by the suits James Bond wears. He’s an English gentleman, so the car needs to be very clean and elegant, too.” One spectacular feature is the confident, egg-crate design of Aston’s grille, whose design takes inspiration from origami, the Japanese art of paper-folding. Again, the Aston reference is fresh but unmistakable.

What about armaments? It has plenty, but its details are secret, and the designer has decided not to reveal exactly how Bond will defend himself in 2030. “He’s a gentleman,” says Xia. “He’s not the type to show off his weaponry.”

Xia’s inspirations were Astons of old, origami and 007’s tuxedos

COMMENDED

MASERATI BOND CONCEPT DESIGNER: TIANYU ZHANG

Now we move to Italy, because designer Tianyu Zhang believes that its capital, Rome, provides some of the world’s most spectacular opportunities for a plot comprising both romantic locations and all-out action. Zhang likes the juxtaposition of Bond’s ultramodern supercar escaping his enemies with the Colosseum in the background. He bases his design on the atmosphere created in the Fast and Furious productions, with a helping of Transformers thrown in, because this car has active body components that can configure it radically for extreme stability at high speed. Maserati is the marque that Zhang has chosen for Bond (the first time Britain’s greatest secret agent has taken the wheel of such a car), because the designer believes it has the right components

of style and cool. The body is ultra low, for spectacularly good stability and aerodynamics, and also to present a small target to pursuers. The Bond Concept’s main form of motive power is battery-electric motors on all wheels, but also there’s a bank of nitrogen-powered rocket boosters in reserve at the rear for when 007 strikes trouble and needs a really rapid getaway.

Slippery design also makes it harder to sho ot at

19 MAY 2021 AUTOCAR.CO.UK 47

RUNNER-UP

ASTON MARTIN OFF-ROADER

DESIGNER: YUTENG MA

Reckon the new DBX is all the offroader Aston Martin needs? Try this all-terrain assault vehicle for 2030 from designer Yuteng Ma, designed to help 007 beat his enemies whatever the road conditions. “Villains always seem to chase James Bond over complex terrain in Land Rovers or other familiar off-roaders,” says Ma. “That inspired me to create a much more dramatic Aston off-roader that can

cope with any surface and leap over any obstacle, from the deserts of the Middle East to the grasslands of Africa.” The Off-Roader is electrically powered, with hydrogen fuel cells on board. There’s a forwardfacing driver’s seat and a rearward-facing seat for operating the car’s variety of weapons. Among them, missiles are hidden in the front bumper, while smoke canisters can be released from the rear to disguise the Off-Roader’s departure route.

RUNNER-UP

GENESIS X 007 D ES I G N E R : TANAY NAN DANWAR

Basing his design on James Bond’s own character (“unpredictable, classy, stealthy”), designer Tanay Nandanwar introduces the 007 franchise to Genesis, a marque new to the UK car market as well. Nandanwar reckons the next Bond movie is likely to be based in South-East Asia, which is his reason for choosing a brand from that region. He believes the class and cost of the cars,

48 AUTOCAR.CO.UK 19 MAY 2021

especially, match Bond’s persona very well. The proportions of the X 007 also reflect the power and dominance of Bond’s character, says the designer. The car is sleek, but its compact proportions imply agility, while the innovative intersecting lines and surfaces on the sides inject a satisfactory helping of complexity and style. In contrast to some other proposals, this one is proposed as capable of autonomous driving (perhaps freeing Bond to engage in other life-

It can cope with sand, snow and even Brit ish roads The armaments seat has a selection of good old-fashioned hand weapons (machine gun, sniper rifle), because when he’s in escape mode and on his own, 007 can simply stick the car in autonomous drive, swap seats to where the weapons are and set about defending himself. We’re keen to see this one in the movies…

Drone escape pod is an intriguing modern take on the ejector seat

preserving activities on the move). The defence-cum-assault weapons are plasma cannons accompanied by electromagneticpulse grenade-launchers. However, this design’s most spectacular feature is a drone-like escape pod carried on exploding mountings that provide occupants with an abrupt means of departure from the bulk of its surface-borne mother vehicle if it were to get into trouble and need to evacuate the scene.

JAMES BOND’S 2030 CAR GALLERY

WINNER

POLESTAR 007 D E S I G N E R : J O A O N E I VA

For proposed 2030 movie action in a snowy region near Sweden’s Kebnekaise mountain, Bond naturally drives a Polestar 007. At least that’s how João Neiva, our winning student designer, sees it. He proposes a coupé that makes good use of Polestar’s distinctive design cues while adding even more geometric surfaces: flat shoulders at the sides plus big front air intakes covered by aggressive-looking, long, straight headlights. The effect is cool and powerful. The name is a bit obvious, but Neiva reckons it matches Polestar’s

own basic nomenclature. This isn’t the most powerful Bond car going (it has one 107bhp electric motor per wheel), but it can definitely fight back, with forward-facing rocket launchers and dual rear-facing “fully integrated” machine guns. The Polestar 007’s game-changer is that it can fly: the individually electrically powered wheels (whose spokes become impeller blades) can be configured horizontally to provide drone-like lift and stability, despite the weight of its ultrarapid-charged 320kWh solid-state battery. Neiva, whose excellent draughtsmanship and bold proposal make the scenario he proposes

Pussy Galore would have been thrilled to pilot this

launched Polestar brand definitely needs the exposure his Bond concept can bring to it – and that his actual vehicle perfectly suits the Swedish location where the major action takes place.

It’s certainly slicker than Scaramanga’s flying AMC Matador

19 MAY 2021 AUTOCAR.CO.UK 49

AN EPIDEMIC OF FALSE NEGATIVES Thousands of used cars are being advertised as never having been written off when the opposite is true, due to inconsistencies within insurance databases. John Evans identifies the flaw in the system and asks how it will be fi xed

loophole in a database used by insurers means that, each year, thousands of people are buying used cars not knowing that they have previously been written off. The Motor Insurance Anti-Fraud Theft Register (MIAFTR) is used by insurers to record the details of cars they have written off and by vehicle-check companies when establishing a used car’s status. However, MIAFTR is a voluntary scheme, and not all of the UK’s 200 insurers have signed up to it, meaning not all write-offs are being recorded. Among those insurers that do subscribe to the database, delays or errors in uploading vehicles can also result in write-offs not being recorded. Cars that are insured third party only or are selfinsured by their owners (organisations including the police and local councils) are also not recorded on MIAFTR. Although insurers must by law notify the DVLA of a write-off, they do so using MIAFTR, which the DVLA uses as its primary source.

AL AN AN D N I CK Y M E AH 2018 Citroën C3 Aircross, 57 miles This almost-new C3 Aircross seemed perfect when Alan and Nicky Meah bought it from their local Citroën dealer in 2018; the Citroën Select approved-used scheme checked it with HPI, which declared it ‘write-off clear’. However, when the couple took their car to a bodyshop for repairs after a parking scrape 12 months later, their confidence in that label evaporated. “The bodyshop could tell from previous repairs that the car had been in a serious crash, consistent with falling nose first from a transporter,” says Nicky. “So I contacted the dealer, who arranged to have it inspected. The report was a whitewash, so we commissioned an independent inspection, which found extensive evidence of poor-quality repairs.” It transpired the dealer had bought it from a site owned by the UK’s largest car salvage dealer. The dealer says the Meahs caused the damage, but the independent report casts serious doubt on this claim. Citroën’s customer care team told them to address their queries to the dealer. With the help of Rejectmycar, a dispute resolution service, the Meahs have rejected the C3 and are seeking a full refund.

50 AUTOCAR.CO.UK 19 MAY 2021

Failings in the scope of the MIAFTR database became clear when, in 2019, Motorcheck, a vehicle check company with access to additional vehicle databases including councils, rental fleets and salvage auctions, investigated every car recorded as being clear on the MIAFTR and found that 12,000 of them – worth a combined £86 million – were recorded as write-offs on its own registers. Many such cars are repaired and advertised for sale to the public, as Adrian Mierzwinski, founder and CEO of Vcheck, another vehicle check company with access to multiple databases, has discovered. “In 2019, we monitored a leading classified website and found that 4000 cars being offered for sale on it were unrecorded write-offs,” he says. “We estimate that each year, 15,000 cars that should have been declared as write-offs go back on the road unrecorded, which is one in 50 of all vehicles written off by insurance companies.” MIAFTR is controlled by the Motor Insurers Bureau (MIB), which admits that the database

doesn’t record every write-off. A spokesman said: “At present, it’s not possible for MIAFTR to be a complete solution, because some vehicles, including self-insured large fleets, currently sit outside insurance processes and therefore won’t be uploaded to it. Like insurers, we’re keen to see changes to policy to help tackle the issue.” Shane Teskey, co-founder of Motorcheck, says there has been much talk of improving the reporting system but little action. “We reckon that at any time, more than 2000 cars advertised for sale with a clean history have serious question marks concerning that history, since the majority have been shown to be undocumented write-offs,” he says. “Everyone is passing the buck, but the problem has become so serious that today, a trader can’t solely rely on a MIAFTR-clear result as a guarantee that the vehicle hasn’t been written off. “When discovered and

700,000

Approximate number of new claims added to MIAFTR every year

Meahs’ nearly new C3 showed signs of major crash damage

UNDISCLOSED WRITE-OFFS INSIGHT

DAN B E N SO N 2018 Mercedes-AMG A45, 1950 miles When Dan Benson saw the low-mileage Mercedes-AMG A45 on the forecourt of a prestige used car dealer in January last year, he was smitten. He bought it, paying £650 per month on a PCP finance agreement. However, some months later, changes arising from the impact of the pandemic meant he no longer needed the car. He tried to sell it, but the process revealed that it had had five previous keepers – a popular way of masking a vehicle’s origins. He contacted Rejectmycar for advice. The firm ran the A45’s details past Motorcheck, which reported that it had been written off after 654 miles, when it had been stolen and driven over the stump of a lamp post. “I was shocked,” says Benson. “I didn’t expect to find that it was a write-off, especially since it was flagged as clear by HPI.” Happily, the dealer took immediate responsibility and gave him a full refund for the car, which will now be registered with the MIAFTR as a write-off.

Joyride had mangled A45, unbeknown to Benson

AMG’s pedigree lured Benson, but it turned out to be an absolute dog brought to the dealer’s attention, evidence of a MIAFTR-clear history check can’t be considered a suitable defence. Saying that a car is clear on a write-off history check isn’t the same as saying that it has never been declared a write-off.” The MIB claims it is working with the insurance industry to improve data quality. The spokesman said: “In November, we introduced a new field to help us measure how quickly the database is being updated by insurers after the salvage category has been applied. The new field will enable us to identify errors and outliers more effectively and work with the industry to address them quickly.” Until write-off reporting methods improve, the consequence of an incomplete and inaccurate MIAFTR database is that people will, unwittingly, continue to buy write-offs they were told were clear by sellers and by some vehicle check companies. People such as Alan and Nicky Meah and Dan Benson (see left and above)… L

W H AT D O E S H P I H AV E T O S AY? Autocar asked HPI to explain why it had incorrectly flagged the Meahs’ Citroën C3 Aircross and Dan Benson’s Mercedes-AMG A45 as ‘write-off clear’. In a statement, it said: “We can’t disclose to you information regarding specific vehicles or VRM [vehicle registration mark] or any investigations relating thereto, due to relevant privacy legislations and the need to protect customer information and certain confidential information. “Alongside every history check provider in the UK, HPI uses the MIAFTR database to retrieve details of vehicles that have been registered as a write-off. In a very small number of cases, there may be a delay in the timing of insurance companies adding this information to MIAFTR. “Where such issues arise, our customers are

protected by a money-back guarantee, providing the customer has chosen the warranty options and adhered to the terms of the warranty.” HPI’s statement lays bare the shortcomings of the MIAFTR database, which expose drivers to the risk of buying an undeclared write-off. The firm’s money-back guarantee provides some comfort but, compared with the consequences of buying a potentially unsafe car, its benefit is questionable. For peace of mind, when you’re buying a used car, and despite its condition status having already been checked by the seller, Autocar’s advice is to confirm the car’s status with vehicle-check companies that use multiple databases in addition to MIAFTR and to make the checks yourself, rather than rely on a third party.

19 MAY 2021 AUTOCAR.CO.UK 51

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

M OTO R S P O RT

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

Juffali will drive for the Douglas team in British F3 this year

A PIONEER AND AN INSPIRATION How Saudi Arabia’s first female racing driver reached British F3 he BRDC British Formula 3 Championship will begin this weekend at Brands Hatch and, as usual, the class is brimming with ambition, expectation and blind hope that this will be another step on the road to a professional life in motorsport. Among the young men is a 29-year-old woman. There’s nothing particularly remarkable about that – except she’s from Saudi Arabia, a place that not only lacks an established motorracing culture but also, far more significantly, banned women from even driving on the road until 2018. That makes Reema Juffali singularly special – and so is the story of how she got here.

BAN DIDN’T STOP HER

“It all started from a young age,” says Juffali. My love for cars was pretty clear. That’s where I was happiest.” But growing up in Jeddah, she

was ostracised from her passion, purely due to her gender. “There was definitely a sense of frustration: ‘I want this, but I can’t have it,’” she says. “I don’t want to give a rosy image. It’s why I appreciate it now.” Saudi Arabia finally lifted its ban on women driving in 2018, a year after Juffali had returned home after seven years of study and work in the US and the UK, during which time she was free to fully explore her love of motorsport. “It wasn’t until I was at university [in Boston, US] and had left Saudi that I was exposed to racing,” she says. “When I was there, I gained an understanding that there was more to it than

just Formula 1 and that men and women could compete at different levels. I thought it was done and dusted as something I couldn’t even think about. Now I saw there was an opportunity for me.” R AC I N G F R O M A S TA N D I N G S TA R T

Beyond the ban in her home country, what’s really impressive about Juffali is how she worked her way into motorsport from a starting point of zero. “I didn’t know anyone who raced,” she says. “It involved a lot of research and asking people questions, and everyone came back with different answers.” The seed properly took root during her time working

I grew up hoping for change, for things to be a little more relaxed. All of a sudden, it has happened a

in London, but it took time to bloom – and no wonder. “I started doing track days and being around the scene,” she says. “That’s when I started looking into getting my race licence. It was a lot simpler than I initially thought. “I decided to gift myself a three-day course at a racing school as an opportunity to figure out how a racing car would feel. But then life happened, and I ended up taking a professional route into finance, doing the nineto-five in London and New York. When I finally moved back to Saudi in 2017, there was still this itching desire to give racing a go. “In the back of my mind, I knew the day would come when I’d be able to drive in Saudi,” she says on the lifting of the ban. “In summer 2017, they announced that it would happen in a year, and when it came it was a momentous occasion. I’d learned to drive abroad, so when I got in a car

MOTORSPORT

N E WS R O U N D - U P

Best race finish so far is fifth in UAE Formula 4 for the first time in Saudi, it didn’t feel so foreign – but it was definitely strange.” Juffali began racing in October 2018, becoming the first Saudi woman to do so, in the UAE-based Toyota Racing Developments 86 Cup. She had returned home to further her career in finance, but “I made this complete shift in my midtwenties and decided to scratch that: I’m not going to sit in an office; I want to get in a racing car”. I N AT T H E D E E P E N D

Lacking karting experience and being far older than her competitors, Juffali took the advice of experienced racing coaches to dive into singleseaters. Her learning curve has been incredibly steep, but after two years in the cut and thrust of Formula 4 she has signed for Douglas Motorsport in British F3. She knows the UK tracks and has been testing through the winter but is sensibly keeping an open mind on Brands this weekend. She’s up against it: racing is super-intense at this level. But just getting on the British F3 grid is an achievement that she’s rightly proud of. Juffali has a long-term dream of racing at Le Mans, but for now she’s focused on the task at hand, sacrificing her home, her career and her

Juffali made her own way into racing with no real guidance

social life to chase something she clearly loves. Big respect. R E AC T I O N B AC K H O M E

It wasn’t her intention, but Juffali is learning to embrace her role as a pioneer and an inspiration for Saudi women: “I didn’t grow up having role models or mentors, but today we see them in all sports and fields. There are women who are taking centre stage and are there to be looked up to. That’s very important, especially in the Middle East. “Saudi was so ready for change, to hear new stories. Motorsport for many is still a scary topic; they don’t understand it yet. There’s an apprehension: ‘Is it not dangerous? Are you sure?’ But the story of being able to race is an inspiration for them. I didn’t realise how personally people would take it. It’s very humbling.” She insists that life is genuinely changing in her homeland: “It definitely is, and so fast that every time I go back I’m surprised by what’s new. It has taken a long time. I grew up hoping for change, for things to be a little more relaxed. And all of a sudden, it has happened in the past three or four years. I knew what it was like before and how much Saudis had in them to give back and be a part of society. Now we’re there, and it’s very exciting.”

Hamilton took 100th pole and charged to 98th win in Spain

Hamilton arrives at yet another major milestone Mercedes-AMG racer Sir Lewis Hamilton scored a milestone 100th Formula 1 career pole position at the recent Spanish Grand Prix – and followed it up with his 98th victory after a close fight with Red Bull-Honda title rival Max Verstappen. Only five teams in F1 history have achieved 100 or more poles, and the next-best driver – Michael Schumacher – took only 68.

Cook serves up double BTC Racing Honda Civic Type R driver Josh Cook took a pair of victories in the opening Kwik Fit British Touring Car Championship event of the season at Thruxton. Reigning champion Ash Sutton was spun out at the first turn after putting his Infiniti Q50 on pole but bounced back to win the third race. Ford Focus ST man Jake Hill leads the points after a trio of third-place finishes.

Félix da Costa takes dramatic Monaco win DS driver António Félix da Costa battled past Jaguar’s Mitch Evans on the final lap of a thrilling Formula E race in Monaco to take victory. It was the first time the electric single-seater series had used an expanded layout in the principality that was close in length to the famous F1 circuit.

Formula E gave us a thrilling race on Monte Carlo streets

have signed new multi-year deals to stay at Hyundai. Both will play a role in developing the firm’s new-for-2022 car. Hyundai has also bolstered its backroom staff, signing longtime M-Sport Ford technical chief Christian Loriaux.

WRC to use sustainable fuel in new hybrid cars The WRC will switch to a “100% sustainable” fuel in 2022, when its new hybridised cars are introduced. The fossil-free hydrocarbon-based liquid, which blends synthetic and bio

elements, was developed by Irish company P1 Racing Fuels.

British youngster wins in international F3 Prema driver Olli Caldwell was among the victors in the three FIA Formula 3 Championship races at Circuit de Catalunya. The 18-year-old Brit won the second race after a pair of incidents involving drivers battling for the lead ahead of him. Russian Alex Smolyar won the opening race and Red Bull-backed Norwegian Dennis Hauger dominated the finale.

Cook won two of three races at first BTCC meeting this year

New multi-year deals for Hyundai WRC pair World Rally Championship stars Ott Tänak and Thierry Neuville

19 MAY 2021 AUTOCAR.CO.UK 53

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MOTORSPORT WRC SCENE

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

Grand prix on ice 10 March 1933 Ogier put crash behind him to win for Toyota in Croatia

Even the best have accidents Sébastien Ogier is far from the first rallyist to crash with road traffic

ally stars are essentially driving gods, so it’s a shock whenever they get involved in road accidents, like Zeus coming down from Mount Olympus. Sébastien Ogier reminded us of that when he had a coming together with a BMW at a bus stop in Croatia – before winning the rally a few hours later. This wasn’t the first time that WRC victory was rescued from the jaws of road traffic disaster. Henri Toivonen was leading the 1986 Monte Carlo Rally when he met a Ford Taunus head-on during a road section near Aubenas, sustaining the sort of damage that makes Ogier’s (pictured, above) look like a car-park ding. Back then, service crews could intervene at any point, and Lancia’s mechanics performed a miracle to

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cobble the Delta S4 back together, despite a chassis that was irreversibly bent. The rest was achieved by Toivonen himself, as he not only covered the remaining 31-mile road section fast enough to cancel out the 40 minutes that had been taken up in repairs – just think about that for a moment – but also was quick enough on the following stage to hang onto his overall lead. That was despite him not having had enough time to even change tyres. Similarly, Colin McRae was on course for his first WRC win on the 1992 RAC Rally when he collided with a spectator’s car in Grizedale Forest. From there things unravelled, and he eventually brought his battered Subaru Legacy home in sixth.

BRDC British Formula 3

The top tier of Britain’s national single-seater scene is host to the carbonfibre Tatuus BF3-020 chassis, which is powered by a 230bhp 2.0-litre Mountune Ford engine, driving through a six-speed sequential gearbox on Pirelli tyres. The MSVRrun series features 24 races at eight events, running at Brands Hatch, Silverstone (twice), Donington Park (twice), Snetterton, Oulton Park and Spa-Francorchamps in Belgium. There are three races per weekend. The grid for race one is set from qualifying; race two features a fully reversed grid from the race one finishing order; and race three is set from the drivers’ second-fastest lap times in qualifying. The teams that complete include Britain’s finest single-seater specialists: Carlin, Arden, Fortec and Hitech. The 2021 action will start this weekend at Brands Hatch.

Lancia won despite 40min delay Britain’s round of the world championship actually has an unfortunate history of road-traffic collisions. Armin Schwarz remembers being wiped out by an old lady at a T-junction in 1989, despite the fact that he was driving an Audi 200 Quattro – surely the most barge-like rally car ever made. Sébastien Loeb also had the surreal experience of being crowned world champion on

the 2011 Rally GB despite having been eliminated near Llandovery by a hire car driven by a Spanish spectator who had forgotten which side of the road we keep to. Three years earlier, Loeb took crashing on a road section to a whole new level by colliding with a fellow competitor on the Jordan Rally – embarrassingly, another Citroën. As he was heading out of a stage, he met Conrad Rautenbach heading towards it – and the inevitable happened. And therein lies the irony. The better a driver you are on the stages, the more vulnerable you perhaps become to mishaps in everyday motoring. There’s a lot to be said for a lack of talent. ANTHONY PEACOCK

MOTORSPORT GREATS MICHELE MOUTON Michèle Mouton should be remembered not just as a fast female rally driver but simply as one of the brightest stars of the glorious Group B era. She rose to prominence in the 1970s, diversifying to race in the Le Mans 24 Hours, winning the second-tier class. Mouton joined Audi in 1981, conquering the Sanremo Rally in a Quattro, and reached her pinnacle in 1982, winning in Portugal, Brazil and Greece to finish a close second in the WRC to Walter Röhrl. She won the Pikes Peak hillclimb in 1985, became German Rally champion in 1986 (the first woman to take a major rally title) and, after retiring from driving, founded the Race of Champions. Now 69, the president of the FIA Women In Motorsport Commission is the prime example to all of why gender shouldn’t count in racing.

THE GRAND PRIX circus visited some remarkable venues in its early years, and among the most was Rämen, home of the 1930s Swedish Winter Grand Prix – because it covered 30 miles in thick snow, one of them on a frozen lake. Thirty-two men faced eight laps of the course in 1933, among them some of Scandinavia’s best, in a mix of racing machinery and upgraded road cars. Sweden’s finest prewar driver, Per-Viktor Widengren, led away in his Alfa Romeo 8C Monza, chased by the Bugatti Type 35B of compatriot Karl-Gustav Sundstedt. Half an hour later, the blue Alfa emerged far into the lead to start lap two, having averaged a recordbreaking 56.8mph. The intrigue was to be found behind, as second place changed hands three times in the first six laps. Now Karl Ebb, the preeminent Finn of the era, looked set for silver. But “he tried to suck sugar water from a little bottle, his Mercedes-Benz SSK skidded, crashed into a ditch and shot in among the trees, the driver being knocked out by his wheel”. The dash to the finish was quite the spectacle, with drivers sliding all over the place as their tyre spikes and chains wore. Widengren wisely took things a tad slower, yet still came in four minutes ahead of the next car. “This race stands out above all others as a genuine test of driving skill,” we concluded. The Winter GP went on hiatus until 1936, but the big crowd didn’t return. A 1947 revival in Rommehed was a fiasco, as the ship bringing all but four of the cars didn’t arrive on time.

19 MAY 2021 AUTOCAR.CO.UK 55

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MOTORSPORT

Broadening horizons Before his endurance debut with Praga, Jimmy Broadbent had barely even raced a car – at least not a real one. Kris Culmer meets the internet’s favourite sim racer oungsters today don’t idolise entertainers and sportsmen in the way that previous generations did. The unprecedented expansion of the internet into every aspect of life has given them many more ways to entertain themselves and find their heroes. Car lovers who grew up in the 1980s, for instance, would have to wait to be presented, once a week and for but an hour, Top Gear or World of Sport. People growing up now can effortlessly find practically endless content on any subject that interests them, and at literally any time.

Hundreds of people today make a full-time living by attracting an online audience, and such is their popularity that they’re now making the transition into what one might call reality. Among the most prominent is Olajide ‘KSI’ Olatunji, who has gone from making videos about football video games to smashing the viewing record for a white-collar boxing match and scoring a string of top 40 pop hits. Heck, you can now even go to watch Hashtag United, a football team founded for online exhibition matches, play in England’s ninth tier. The total accessibility of the internet means that fame can be

found from anywhere, which is why the biggest online idol for those of a motorsport persuasion is a 29-yearold from Hastings who broadcasts from a glorified shed in his mum’s garden. “I’ve been playing racing games since I can remember,” Jimmy Broadbent tells us. “Then when I got a job, I discovered that I could spend all my money on toy steering wheels. I bought my first proper set-up in 2012, and it was absolutely my jam.” He soon started uploading footage of his hobby to YouTube. “Back then, it was just really fun to meet other people with the same hobby,” he explains, “because there wasn’t

really anyone to talk to outside online forums.” And after a few years of honing his skills, ‘Sheddie Irvine’ started to live-stream his fun as well. It remained a hobby as his following grew slowly – before exploding. After reaching 10,000 YouTube subscribers in 2017, Broadbent can now count almost 700,000, having welcomed more than half of them since March last year. “People were getting more interested in sim racing even before the pandemic; we saw Formula 1 drivers use simulators, which gave it real credibility,” he says. “Then when Covid hit, it became really popular, because it was ◊

2021 B R I T C A R C A L E N DA R 12 June 3 July 31 July 23 October

` The main thing was getting my head around the fact that I was actually driving a car a

Oulton Park Silverstone Brands Hatch Donington Park

Δ a way for drivers to keep sharp and for people to be entertained.” When anyone can try to become an online star – and oh so many do try – what is it that has made Broadbent the most popular sim racer? Well, he’s a genuine and humble type (“I still feel guilty about getting opportunities just because I’m a YouTuber, when there are people out there who are more talented than me”) and, perhaps even more importantly, he’s naturally funny. We’ve all seen companies try to harness memes (basically in-jokes) in their marketing, but invariably to cringeworthy effect. Authenticity is the key, as Broadbent knows well. “I always just try to be myself and do things that I think are fun,” he says. “It’s not because I’m trying to get a certain demographic to watch.” The memes help to create a sense of community among Broadbent’s viewers, and they range from the truly obscure (saying ‘F’ if something unfortunate happens) to the classic (him being dubbed ‘The Pride of Somalia’ after he pranked esports TV commentators into thinking he really was from the African nation). Highlighting this when Autocar met a press car delivery driver recently, talk of our Broadbent interview was met with a knowing smile and one of his catchphrases: “No punterino!” As Broadbent knows, openness to having a laugh is hugely endearing in an industry that often takes itself too seriously. He points to McLaren F1 duo Lando Norris and Daniel Ricciardo as examples. “They’re among the most popular drivers because they aren’t just drivers: they show distinct personalities,” he says. “And the really fun thing about

sim racing is that you can have that personality while you drive. Fans can watch drivers work things out as they’re going round, and that’s fascinating. I much prefer that to watching a sim broadcast where the visuals and commentators emulate a real-life race – because then why wouldn’t I just watch a real-life race?” It’s exciting for fans when ‘real’ drivers film themselves sim racing, and even more so when they go up against famous sim racers. Last year, Broadbent took on all manner of star names – and even beat some of them. He came fourth, just ahead of Norris, in F1’s Virtual Bahrain Grand Prix; won the iRacing Indianapolis 500; and raced in the Virtual Le Mans 24 Hours, which was won by veteran Porsche factory driver Nick Tandy. “You soon realise that racing drivers are just people: people like us who love racing,” says Broadbent. Even so, he readily admits that he still gets starstruck. “I once overtook Frank Biela in a race, who to me is an icon,” he says. “It was surreal. And I once got hit by Rubens Barrichello!” His best anecdote, though, comes from a legends event last summer. “Do not hit Emerson Fittipaldi,” Broadbent implored himself – seconds before giving the 1970s icon a ‘punterino’ into the gravel. “That night, I got a call from an unknown number,” he says. “It was Emerson: he actually wanted to apologise, because he thought he had been too slow! I was sitting in my dressing gown with an F1 legend apologising to me. It was absolutely crazy. There have been lots of moments like that when I’ve thought, ‘Is this really happening?’, because beneath it all I’m still just a massive racing fan.” Such has been this fan’s rise to prominence, though, that this month he began a campaign in Britcar, the UK’s top endurance championship, with the works team of Czech firm Praga. “Praga’s UK MD called me, and I thought he wanted me to advertise it,” says Broadbent. “When he asked about racing,

H I S (R E A L) C A R S You might expect Broadbent to be content with having digital recreations of pretty much any car imaginable at his disposal, but he’s as much of a petrolhead as any of us. So much so that since the money started to come in, he has bought a squad of Japanese exotica to sit outside his luxoshed before only now investing in a house. “Having been a Gran Turismo guy all my life, I’ve just loved anything JDM,” he enthuses. “I have a couple of cars to leave behind, but they’re dream cars, so I might as well enjoy them while I can.” And enjoy them he definitely will, given that they’re two Mazda MX-5s, a Nissan 350Z, an R32 Nissan Skyline GT-R (which he has had bored out and upgraded to make 560bhp), an R35 GT-R and a Subaru Impreza WRX Type-RA.

I asked if he was winding me up!” Broadbent is by no means the first sim racer to transition to the track. From 2009, Nissan trained several top players of Gran Turismo; and, this year, World’s Fastest Gamer contest winner James Baldwin triumphed on his debut in the British GT Championship. However, Broadbent dubs himself “the first sim racer who got into racing without having been a racer before”. He explains: “I did no racing until I was 26, in a kart race; my first car race was about a month ago, and only in a 130bhp BMW 116i.” Thus he had to take preparation for the Britcar campaign very seriously.

Broadbent co-drives with Jem Hepworth

Praga R1T is a sports car with a Formula Renaultderived turbo engine 58 AUTOCAR.CO.UK 19 MAY 2021

“The main thing is getting myself fit,” he says. “I’ve lost about 10kg. The interesting thing is that my arms are actually okay, because of using a direct-drive gaming wheel, which is so strong.” Indeed, the best of these can generate up to 22lb ft of torque. Broadbent also ramped up his sim efforts, learning the 380bhp Praga R1T and Britcar tracks the way all top drivers do these days. With help from sponsors, he built a rig worth £7000. “We actually made a car from scratch in the sim to try to emulate the Praga as closely as possible using real data, which was really cool,” he enthuses. “It sounds stupid, but the main thing in pre-season testing was just getting my head around the fact that I was actually driving a race car. It was about confidence and trying to overcome that fear. I had to teach my brain that the downforce and brakes actually work. It was like seeing snow

MOTORSPORT

` Playing Fifa doesn’t teach you how to kick a ball, but in sim racing you’re doing things you would in a real car a

for the first time: ‘What the hell is this?’ Also, of course, in sim racing, you don’t feel the g-forces or braking forces, and when you’re shifting through gears, you get these shoves. But I improved my time by about 14 seconds from the first to the last lap, so I was pretty happy with that.” His eight rival pairings in Britcar’s new Praga class (the others host GT3, Cup and GT4 and TCR machinery) include other ‘influencers’. But there are plenty of experienced racers, too – not least Broadbent’s #87 co-driver, Jem Hepworth, who took the title on her debut last year, aged just 19. Has being put with her bestowed on Broadbent fantasies of greatness? If so, he’s too humble to admit it. He says: “I just want to get through the season without making any massive mistakes. I’d like not to be last! I want to be competitive; be at a similar pace to Jem. Wins probably won’t happen,

Broadbent is eager to persuade them. “Sim racing is the main gateway to motorsport now,” he says. “Even for karting at a high level, you need a million The view that Broadbent fans are used to pounds a year. I guarantee you the most naturally talented but I’d love to be sure of podiums. driver in the world has never sat in “I’m just focusing on enjoying it, a racing car, because they’ve never because who the hell gets the chance had the chance. And that’s where sim to go and drive a race car like this? racing comes in, because while it can Not many people, and I’m very lucky be very pricey, it can also be just a to be one of them. So I want to go cheap wheel clamped to a desk. And out there, have fun and hopefully you’re directly doing things that you learn a thing or two along the way.” would be doing in a real car: learning The learning process seems to be steering, throttle application, how going well. At the first meeting, at to control oversteer and understeer. Silverstone, #87 finished both races It’s not like other sports; playing Fifa fourth; and recently at Snetterton, doesn’t teach you how to kick a ball.” they recovered to fifth in the second What’s more, as is being proved race after heavy rain sent Hepworth by every top team spending millions spinning out of the first. of dollars and thousands of hours on Many enthusiasts remain sceptical sims, it’s just as valuable a tool for about sim racing but, unsurprisingly, those who are fortunate enough to

be able to go racing for real. “In 2019, I went to Assen to do a couple of days in a BMW 130i,” Broadbent gives as an example. “The night before, I went and learned them in a sim. So then I knew exactly where everything was, when to brake and what gears I should be in, and my lap time was just a second faster in real life: that’s how close it was. So I had a running start. “Sim racing won’t prepare you for hopping in a race car for the first time and feeling all the g-forces and the fear, but once that novelty subsides, all that stuff is in your head that wouldn’t have been otherwise.” And even if you’re still doubtful, you can’t deny that it’s beneficial for motorsport: whereas Britcar races usually get a few hundred viewers online, Broadbent’s Silverstone debut has drawn 80,000 and counting. There’s that next generation of car enthusiasts we’ve fretted about. L

19 MAY 2021 AUTOCAR.CO.UK 59

PAUL CHERRY / JIMMY BROADBENT

Broadbent finished fourth in both races on Silverstone debut

YO U R V I E WS WRITE TO

autocar@haymarket.com Not what we want While manufacturers claim they’re making cars that drivers want, it seems that Autocar readers don’t agree with some of their so-called advances. This is illustrated clearly by the letters in the 21 April edition. Iain MacDonald hated his car’s touchscreen and highlighted the problems of electronic handbrakes, keyless entry and the lack of spare wheels; Ed Gibson drew attention to the poor design of the Land Rover Discovery 5 resulting in poor sales; Ian Helm asked about a problem with charging EVs; Chris Norrish was saddened by the withdrawal of the Skoda Yeti; and P Bainbridge was unhappy about Volvo not giving prepurchase test drives of its new C40. What’s more, Autocar’s own James Attwood said of his new Volkswagen Golf’s touchscreen and touch controls: “It’s still not as easy to operate while driving as it would be using old-fashioned switchgear.” Amen to that. What’s wrong with old-fashioned if it’s functional and, more importantly, inherently safer? I drive a Volvo V40 that has knob and switches and, like Iain, will avoid any car with only touchscreen controls. Isn’t it about time manufacturers asked us drivers what we want from a car, rather than impose things that they think are improvements and fashionable, particularly if there are issues concerning safety? Or perhaps they should look at the Your Views pages in Autocar more often! Barry Gregson-Allcott Menai Bridge, Anglesey

Enthusiasts like us doubtless have different views to ‘normal’ motorists, many of whom prioritise tech – KC

Let’s be honest I notice that one of the online, bringit-to-your-door used car retailers is claiming that its vehicles are reconditioned. So they’re dismantled, measured and returned to original specification? I don’t think so! Inspected, serviced and valeted would be a more honest description. Angus Shapland Via email

Is Jazz greener than big electric SUV? 60 AUTOCAR.CO.UK 19 MAY 2021

LETTER OF THE WEEK

Previous S3 interior is perfect for Bob

Pay later? No thanks

BTCC racer in the garage

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

You recently asked if anyone had news of the whereabouts of cars previously featured in the magazine. Then, after seeing articles at autocar.co.uk on Barrie ‘Whizzo’ Williams and John Cleland, I thought I would tell you about a car I own that links all three threads. E851 CVS was the pre-production Astra GTE 16v featured in your 4 May 1988 road test, and it was then campaigned as a Group N saloon racer by London Vauxhall dealer Monorep. Its regular driver was Tony Lanfranchi, and in a couple of longer races he shared it with Whizzo. The link to Cleland in the BTCC is that in the preSuper Touring multi-class structure, there had to be a minimum number of cars in each class for full championship points to be scored. To ensure full points for Cleland in the 1989 season, E851 CVS was entered into the final three races, to be driven by Lanfranchi. I bought the car in 1994, with its original Group N-spec Swindon Racing Engines Cosworth red-top engine, then raced it in the 1995 Slick 50 Road Saloon championship, finishing second in my class. It has lived in my garage ever since. It still has the original interior and original exterior paint – in fact, even the original factory numberplates! The ultimate dream is to get it out onto the grid for a something like the Silverstone Classic, but funds haven’t yet permitted.

“Like it or not, this is the future of car buying,” said James Attwood about Volkswagen’s planned new sales model (News, 14 April). How depressing. It’s time that motorists started to push back: first cars got bigger and heavier, so that nobody could use their garage for their car any more; then digital screens took over; and now greed comes to the fore. Upgrades are one thing, but expensive options introduced down the line? No, thank you. I might well have purchased my last new car! In 2018, I purchased an Audi S3 Black Edition with physical controls. Today’s offering is all screens, with very little of any benefit in other areas, so again: no, thank you. I wonder how many others will be more than reluctant to replace. Bob Bull Portishead, Somerset

No burnouts I enjoyed Matt Prior’s Tester’s Notes on tyre wear (21 April). In about 2003, I attended a Drift Day at Silverstone that was organised by Autocar in conjunction with Caterham. I remember Chris Harris saying that one of the reasons Caterhams were being used was because of the relatively low rear tyre wear relative to heavier cars, such as

David Davies Via email

Clean or cleaner?

Too good to be true

BMW claims its new iX electric SUV has just 55% of a similar-sized diesel SUV’s global warming potential over 125,000 miles (News, 17 April). That’s far from zero: I wonder how the iX will compare with the current Honda Jazz hybrid or indeed the 2022 petrol-powered Toyota Aygo reported on the same week? Drivers switching to smaller cars would bring about an immediate reduction in global warming for much less cost.

Great road test as usual (21 April); the new Dacia Sandero is extremely good value for money and deserved its position at number one in the Road Test Rivals panel. Except for one thing: I’m afraid, as a petrolhead, I would have to choose the Suzuki Ignis. I mean, where else can you get 0-62mph in 3.9sec and a 180mph top speed for less than £15,000!?

Mark Facer Christchurch, Dorset

I hate to break this to you, Tony, but we should’ve put 12.7sec and 103mph – KC

Tony Sketcher Via email

There’s nothing quite like an old Alfa, says Paul

LETTERS

Mark Gilbert Portishead, Somerset

Alfa mail As a committed Alfista, I was delighted to learn that Steve Cropley looks back on the Alfasud Ti as vividly and fondly as me (My Week in Cars, 24 March). With the launch of the new BMW M3, I suspect your correspondent who felt so let down by both his Giulia Quadrifoglio and Alfa Romeo dealer (10 March) will replace it with that. Everyone has different priorities and aspirations for their choice of car and, from all the feedback I’ve seen, it’s abundantly clear that any Giulia meets and exceeds expectations. Having had an opportunity to drive a Giulia QV, I can say unreservedly that no other car has felt as captivating, as comfortable or more beguiling (and I’ve driven Bentleys, Ferraris, Jaguars, Porsches, Mercedes and even Ariel Atoms). In decades to come, it will be revered for the timeless purity of styling and perfect blend of performance and engineering, much as the numerous Alfas that I’ve owned are today. How I wish that I still had my 1965 Giulia Sprint GT 1600; Alfasud Sprint Veloce; various other Alfasuds; 1978 Giulietta 1600; 75 2.5 V6 (I couldn’t run to the GTV6 but was instantly hooked on that Busso engine); various 164s V6s, including a QV; 166 3.0 V6; GTV V6; and GT 3.2 V6. While some didn’t fare too well in the eyes of road testers, I enjoyed all of them enormously, and they now have enthusiastic followings. Even the oft-maligned Mito has become sought after (especially the Cloverleaf version, which I now run). So let’s hope that, under Stellantis ownership, Alfa Romeo will give us many more wonderful cars, a better dealership experience and the level of sales that are both deserved and needed for the most iconic yet undervalued brand in years ahead. Paul Carter Taunton, Somerset

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

NEXT WEEK’S ISSUE O N S A L E 26 M AY F E AT U R E

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

The hybrid vanguard The Honda Insight, Toyota Prius and VW XL1 were green pioneers with varying degrees of normality. We reflect on their legacy I NTERVI EW

The original car magazine, published since 1895 ‘in the interests of the mechanically propelled road carriage’

MOTORSPORT

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CONTENTS SUBJECT TO CHANGE

the BMW M3, which went through rubber at a frightening rate. We were able to enjoy a full day’s drifting around a car park with no need to change tyres, as far as I can recall.

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

BENTLEY BENTAYGA

CITROEN C5 AIRCROSS

FORD FOCUS ST

MERCEDES-BENZ EQC

SUZUKI ACROSS

HYUNDAI KONA ELECTRIC

VOLKSWAGEN GOLF

MERCEDES EQC Did Benz hit the ground running with the first of its EQ family? Here’s our verdict FINAL REPORT

MILEAGE 3756

WHY WE R AN IT It won our electric SUV mega-test but is it a Tesla-beater in everyday life?

he Mercedes-Benz EQC’s Autocar journey started with an extremely complimentary review; moved on to a group test win against the obvious rivals from Audi, Jaguar and Tesla; and then – six months and a host of updates from the opposition later – retained its crown when put under the microscope again, this time on video, by our expert road test team. In the midst of this winning streak, along came KV20 YCE, on paper an electric GLC carrying a near-£75,000 price tag but in reality so much more. I remember its arrival well, because the sun was shining and lockdown was easing. My teenage son had some friends over for a game

62 AUTOCAR.CO.UK 19 MAY 2021

of cricket, and even this hard-toimpress audience stood and nodded approvingly, drawn in by the story of electrification and left gawping by the giant wheels, oversized Mercedes badge and shimmering paint work. What those comparison tests revealed was that the EQC was the best all-rounder in its class, delivering a balance of comfort, capability and – crucially – range that the opposition could pick off in isolation but not in totality. Expressed in negative terms, the Audi is marginally plusher, the Jaguar better to drive and the Tesla boosted immeasurably by its range and access to a charging infrastructure you can rely on. All three, however, have weaknesses that undermine their overall packages. The Mercedes has none. What this longer-term test (supposedly daily, although Tier 4 and National Lockdown 2 put paid to

Few cars can imbue a sense of calm on the school run some of that ambition) layered on top of those winning verdicts was a very real sense of just how special the EQC is. While you can perhaps assume that a family-sized SUV engineered by an established premium brand will have a decent baseline of capability, what you may not get a sense of immediately through snapshot reviews is the almost intangible sense of feeling good that comes with this car. You might argue that at this price it should deliver something extra. I can assure you that this isn’t always the case. It took a few weeks for it to sink in, but the realisation clicked when I walked out the door to do the school run, a five-mile-each-way run on sometimes busy roads, one

afternoon. As I hurried towards the Mercedes, late again, it dawned on me: I was relishing the opportunity to climb into its luxurious embrace, to glide, gently and silently along, and to just unwind a bit. On those terms, think of the EQC less as an expensive family SUV and more as a cut-price luxury car. It’s that special. Now, you might argue that circumstances played a part in my emotions; we’ve all been through the mental mill these past months. But it was notable that the warm, fuzzy feeling never diminished and is still going strong as I wave a teary farewell. The combination of the best of electric travel, packaged in an alluring bodystyle and filled with

TEST DATA

Awkward pedal layout proved a rare demerit

L OV E I T

MERCEDES-BENZ EQC 4 0 0 4 M AT I C A M G L I N E PREMIUM PLUS MILEAGE 676 3756 PRICES List price new £74,610 List price now £74,610 Price as tested £77,200 OPTIONS Driving Assistance Pack £1695, Designo Hyacinth Red metallic paint £895 FUEL CONSUMPTION AND RANGE Official range 232 miles Test average 202 miles Test best 232 miles Test worst 176 miles Battery capacity 80kWh TECH HIGHLIGHTS 0-62mph 5.1sec Top speed 112mph Engine Two AC synchronous electric motors Max power 402bhp Max torque 561lb ft Gearbox 1-spd automatic Boot 500 litres Wheels 21in, alloy Tyres 235/45 R21 (f), 255/40 R21 (r) Kerb weight 2495kg SERVICE AND RUNNING COSTS Contract hire rate £588.56 pcm 0g/km CO2 Service costs None Other costs None Electricity costs £85 Running costs inc. el. £85 Cost per mile 2.8 pence Faults None DEPRECIATION At start At end

Range plunged to a low of 176 miles during the winter

Its rivals have weaknesses that undermine their overall packages. The EQC has none a SECOND OPINION I initially judged the EQC on its awkward design and surprisingly cosy cabin, but it won me over with its capacity to blend class-leading refinement with impressive efficiency and manoeuvrability. Above all, the EQC gives serious reason to be excited about the lower-slung EQS. FP

clever tech and luxurious flourishes, was good for my soul. I discovered – to my surprise, given the paucity of EQCs on the south-west London roads I frequent, yet which seem to carry a disproportionately high number of electric cars – a range of EQC-owning Autocar readers, living everywhere from the tip of Scotland to the edges of the south coast, who had pledged their money and wrote to tell me how delighted they were. Inevitably, though, it wasn’t all joy and sunshine. It would be remiss of me not to mention that the vast majority of my travels were short hops, constricted under the circumstances and rarely causing me to pause for thought on range. However, there were occasional alarm bells, such as the 20-mile

winter’s day run on roads with a top speed of 50mph (so well within the most efficient parameters) that used up more than 70 miles of indicated range, due to our plentiful use of the heated seats and heater systems. Or the 150-mile round trip on a wet and windy day for fish and chips on the Sussex coast (yes, we were desperate for a day out) when the headwind on the way down meant that, despite leaving with 220 miles of range, we restricted ourselves to 60mph just to make sure we could get home without having to stop and go for a quick electron top-up. As always, it’s down to fitness of purpose for your needs, but I’d suggest the 250-ish real-world miles offered by the Kia e-Niro or Hyundai Kona Electric for nigh-on half the price add a disproportionate amount of extra capability. There was reader criticism, too, that a 2.5-tonne SUV could ever be considered environmentally worthy. It’s a moot point that needs grappling with in a world that wants to get people into electric cars. To me, it seems obvious that doing so by selling the drivetrain in the most popular – and naturally fitting, given the battery in the floorpan – bodystyle will fast-track adoption,

90 80 £74,610 70 60 50 40 30 20 10 0 New 1 year

I’m no fan of vast touchscreens, but the EQC’s is visually impressive and mostly easy to navigate.

STYLISH AIR VENTS It’s daft, but I love the coppercoloured design – a nod to electric circuits and the car’s powertrain.

VOICE CONTROL Praise be, one that works. Talking to a car might never feel natural, but it helps if you only have to do it once.

Value (£1000s)

It’s as spacious as a beach hut and far better appointed

DIGITAL DISPLAY

£31,225

L OAT H E I T 2 years

3 years

4 years

PREVIOUS REPORTS 23 Sep 2020, 7 Oct, 28 Oct, 11 Nov, 25 Nov, 23/30 Dec, 20 Jan 2021, 10 Feb, 17 Feb, 10 Mar, 24 Mar, 28 Apr

but to the not-so-friendly reader calling me names on social media, whose underlying point was valid, it was the wrong approach. It’s an interesting debate. There’s just one more caveat. Best of its breed the EQC may be, but even then it’s a moot point as to how far the car moves the game on – something the soon-to-launch EQS saloon rather lays bare. Buy it confident in the knowledge that you’re getting a good car, but don’t lose sight of the fact that it’s just a taster of what the journey to electrification will offer. It’s a great all-rounder, but there will in short order surely also be much better. JIM HOLDER

OWN ONE? SHARE YOUR EXPERIENCE jim.holder@haymarket.com

METALLIC SIDE SILLS They look good until the countryside attached to your clothes rubs against them.

EERIE SILENCE Pedestrians seem to be unusually unaware of when the EQC is passing, which can make town driving tense.

19 MAY 2021 AUTOCAR.CO.UK 63

HYUNDAI KONA ELECTRIC Au revoir DS, annyeong Hyundai: we make a switch to our monthly subscription MILEAGE 221 WHY WE ’ R E RU N N I N G IT To see if app-based subscription services can replace ownership as the future of motoring

wapping between different cars may be an everyday occurrence for Autocar staffers, but it doesn’t happen all that often for most people. Could subscription motoring be a way to expand your horizons and drive lots of different models in quick succession – without having to buy the things outright? Onto’s monthly plan effectively lets subscribers exchange for a different model every 30 days, so long as you don’t mind paying extra if stepping up to a more premium brand, and the £50 handover charge. Before the pandemic, there was an option for in-person return, though it’s unclear if that will be back as lockdown restrictions continue to lift.

LOVE IT N O M O R E CO LD BACKS I D E The Kona Electric gets both heated and ventilated seats – a big step up from the DS.

LOATHE IT BAD TI M I N G We missed out on getting the facelifted version of the new Kona, which has just been added to the Onto fleet.

64 AUTOCAR.CO.UK 19 MAY 2021

Trading away our DS 3 should yield more than 100 extra miles of range For less than the £529 that we were paying for a month of DS 3 Crossback E-Tense ‘ownership’, you could instead run a BMW i3, Peugeot e-208, Renault Zoe, Nissan Leaf or Hyundai Ioniq Electric. That’s some decent variety. Extend your budget to £799 and you can become a Tesla Model 3 driver for a calendar page. We opted to switch into a Hyundai Kona Electric for £559. It’s the pre-facelift model, although by the time you read this, Onto will have upgraded its fleet to the newer, smoother 2021 version, which is available for £589 per month. What does the extra cash buy you? Significantly more range, for a start. The DS’s 50kWh battery pack promises 190 miles, which translates to more like 140 in our experience, and takes a major hit from motorway driving. It’s also wildly inconsistent

with range estimates at times, using significantly more juice than expected for the miles travelled. The Kona’s larger 64kWh battery is rated for 300 miles on the WLTP cycle, and so far seems impressively accurate in its range estimates. When an 80-mile journey uses exactly 80 miles of range, it gives you the confidence to run the battery down that little bit further before seeking out a charging point. It’s efficient, too, so while I don’t plan on making any 300-mile trips in one stint, it’s not far off what you can expect from a fully charged battery. The Kona is considerably more potent, too. Though it weighs 200kg more than the DS, it has a 70bhp advantage that helps it achieve the 0-60mph sprint more than a second faster. In Sport mode, full throttle will easily spin up the front

tyres while driving at town and city speeds – and remember that Onto’s maintenance doesn’t cover premature tyre wear and tear. The handover was all done on my driveway, with an Onto rep delivering the Kona and driving the DS away, after a thorough photography session documented virtually every angle of each car and I had signed for the collection. The Kona also came with a physical key, which was handy, as it took a few hours for it to replace the DS within the smartphone app. A part of me was sad to see the DS leave, as I had grown used to its quirky centre console and funky digital dashboard filled with geometric patterns. The Kona’s semi-analogue cluster simply isn’t as flashy. A more upright driving position suits the Kona because it rides higher than the DS, but I still prefer that car’s low-slung seats. Will that mean I’ll regret the trade? Maybe – but knowing how easy it would be to swap back certainly helps mitigate any renter’s remorse. TOM MORGAN

TEST DATA HYU N DAI KO NA E LEC TRI C 64 K WH PR E M I U M S E Price £37,145 (post-facelift) Price as tested £559 per month Options None Faults None Expenses None Economy 300 miles (WLTP)

OWN ONE? SHARE YOUR EXPERIENCE tom.morgan@haymarket.com

OUR CARS

CITROEN C5 AIRCROSS This PHEV has 222 horses, but it’s better if you hold them MILEAGE 4502 WHY WE ’ R E RU N N I N G IT To see if there’s more to this funky plugin SUV than a tax-friendly CO2 rating

IT WAS ANXIOUSLY that I received our Citroën C5 Aircross long-termer as a parting gift from Simon Davis. You see, a few years ago, I ran a C4 Cactus, and we liked one another no better than Donald Trump and Joe Biden. It was a car predicated on comfort, yet there was no payoff for

its sloppy chassis or hateful manual gearbox. Even its ride wasn’t good. So I was delighted to discover that the C5 Aircross drives far better. And interestingly, not because it just feels like the Peugeot 3008. Actually, it’s what can only be called Citroëny – in a mature way, and with far fewer irritations than the old C4 Cactus. The ride is comfortable, even if it could still do with some finessing over broken surfaces at low speeds, and the body control doesn’t imitate blancmange. The handling is tidy,

The C5 is generally pretty pleasant but dislikes being rushed

too. But it does tell you to chill out. Take a roundabout swiftly and the tyres protest loudly; brake sharply and firmly and you’re made to feel like a kestrel that has spied a vole. This made it very surprising when I floored it for an uphill slip road, as this languid Citroën can go some. The combined 222bhp of its engine and motor feels quite incongruous; I bet the 296bhp four-wheel-drive version of this powertrain offered by Peugeot would feel ridiculous here. Mind you, that’s only after the auto ’box has remembered that, yes, it is indeed a gearbox and so, yes, it should select a gear – a thought process that it has to perform annoyingly often if you’re not inclined to plod around. KRIS CULMER

Bentley Bentayga MILEAGE 2605

LAST SEEN 12.5.21

I’m so glad the sun has finally come out, as it has transformed the way the Bentayga catches light. Even the brilliance of its elegant Silver Frost paint can be lost in dull conditions, but the combination of sunshine and clever sculpting along the side panels make it stand out, size apart, in any crowd. Sadly, such benefits of a brilliant summer are soon to be enjoyed by a new owner. SC

TEST DATA CITRO E N C5 AI RCROSS PH E V PU R E TECH 180 FL AI R PLUS Price £36,845 Price as tested £37,865 Faults None Expenses None Economy 52.5mpg Last seen 5.5.21

OWN ONE? SHARE YOUR EXPERIENCE kris.culmer@haymarket.com

Suzuki Across

FORD FOCUS ST

MILEAGE 8023

Ecoboost rudely awakens our man from his electric dreams MILEAGE 8556

Kona Electric offers similar pace but not the adrenaline rush

WHY WE ’ R E RU N N I N G IT To find out if it’s good enough to be a credible fast Ford hatchback flagship

THE SURPRISE EARLY arrival of the Focus ST’s replacement warranted an impromptu custodian change this week. I’ll leave it to Andrew Frankel to reveal exactly what usurped his Ford in a forthcoming issue, but suffice to say there’s now a brightly coloured hot hatch parked alongside the monthly subscription Hyundai Kona Electric outside my flat. Considering I’ve been running a string of EVs for the past six months, it’s a timely reminder of the appeal of internal combustion – and the perfect example of how a burbling exhaust note can transform how you feel about a car. The Kona with which the Focus ST will be sharing driving duties for the next week is only 0.5sec slower to 60mph. With no clutch to worry about, I suspect it would be quicker to 30mph at a set of traffic lights – but it gets you there in silence, save for the whine from its electric motor.

LAST SEEN 12.5.21

The M1 looked like it was on a rolling boil, but the Across cut through the rain and standing water like a kingfisher. Indeed, my partner slept peacefully the whole way to Birmingham. The rear wiper got a good workout; it did its thing very smoothly and quietly, and the fact that I noticed that reveals a lot about how well the rest of the car did. OK

Volkswagen Golf MILEAGE 1782 The Ford’s 2.3-litre petrol engine is so much more evocative, especially in Sport mode, where it happily sounds like a shooting range on the overrun. Yes, it’s childish, and no, I don’t care. I’m also loving just how low slung Recaro bucket seats can be when there are no batteries to accommodate underneath. TOM MORGAN

TEST DATA FO R D FOCUS ECO BOOST ST Price £32,510 Price as tested £33,660 Faults Bent wheel Expenses Wheel £283, Tyre £263 Economy 32.3mpg Last seen 5.5.21

OWN ONE? SHARE YOUR EXPERIENCE tom.morgan@haymarket.com

LAST SEEN 5.5.21

Murky weather has resulted in the Golf getting mucky, which is really highlighted by its Lime Metallic Yellow paint. Still, I guess spotting where grime builds up – in particular the outside edge of the rear doors – gives an interesting lesson on the aerodynamics of all those creases. Or, in reality, it just means I need to get out my mop and bucket. JA

19 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

B MW 728 i Old Sevens get more interesting with age. Take this E38-gen 728i. With its clean and purposeful lines, it couldn’t be anything but a BMW. Registered in 2000, the 150,000-miler has a solid service history and has been sensibly refurbished (new suspension and brake parts, expansion tank, fan and radiator). Ours for £2395.

James Ruppert THE HIGH PRIEST OF BANGERNOMICS

One seller was asking £6500 for a 2013 Fiesta 1.6 TDCi

NOW WE’RE SUCKING DIESEL Small diesel cars can be astonishingly cheap – to buy and run iesel isn’t everyone’s cup of tea, but it is hard to argue with the benefits when it comes to economy and a long journey to demolish. But what about if you do only short hops? Would you be mad to consider burning oil? Maybe, but I’ve been chatting to a reader who, for all sorts of complicated reasons, has to stick with diesel. Indeed, a decade or so back, I knew someone who always bought basic Ford Fiesta Ds for the local runs. These days, there are DPFs to contend with, but actually teeny diesels are excellent at what they do and, because they may not be ULEZ-friendly, great value. Let’s start with a Fiesta and not the ancient commercial-grade Ds. We can fast forward to quite a groovylooking 2013 1.6 TDCi Zetec with 50k miles, yours for £6500. A three-door with four previous owners, it has low-profile alloy wheels and certainly looks the part, plus it can return well over 70mpg overall, which is remarkably good news. There are cheaper Fiesta-shaped options, of course, and a 2007 1.4 TD Climate Style with five useful doors and 110k miles is still a £30-a-year-road-tax car. Plus it should give you around 60mpg. Oh, yes, and the price is £795 with a fresh MOT and good recent service history. It is almost impossible to go wrong with any Volkswagen and

in particular a Polo. A 2008 1.4 TDI Match with around 130k miles is just £895. The one I saw was a fiveowner five-door, which will do over 60mpg combined. It may seem like a good first car but I have found that youngsters get punished for diesel, so the petrol version is better for a debut driver. Otherwise, what a spare, backup or second car to have.

A 2008 Polo 1.4 TDI Match with around 130k miles is £895 a

When it comes to teeny tiny diesels, it has to be a Smart. They can be loved or loathed, but quite often this is all the runabout that most of us will ever need. Provided the ECU is not on the blink and the history checks out, these are fun little buys. A mega mileage can be a worry, but a 2009 Pulse with five previous owners and less than 50k miles is £1900. Zero road tax is another plus point on these, as is the 80mpg potential. Indeed, the more you look at these micro-diesels, the more you realise that it is all about the low road tax and reassuringly solid MPG. With an Alfa Romeo Mito, a 2010 1.3 JTDm with just over 100k miles adds some proper pint-sized style for £1950. Long live little diesels.

Diesel 2009 Smart with less than 50k miles was £1900

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

by a 2018-plate VW Scirocco 2.0 TSI R-Line DSG with 17,000 miles for £17,750. What should I look for and is it a good deal? QUESTION

MILE AGE 85,337

BMW 320 The Baby Shark has been very busy over the past few weeks. We’ve been doing some long runs for work. There are a few things that need doing before the MOT in June, though. I’m not quite sure whether it should spend some quality time with a specialist or carry on as a keeping-it-real retro runner. The warmer weather is better for starting, but you have to concentrate on keeping up the revs until it is lukewarm and ready to go. I’ll show you some bubbling rust soon and the tyre pressure monitors have given up recently, but I tell you what: the boot is huge. I got a big window in there with room to spare.

Jack Carewe, via email Its fresh looks disguise a car that’s based on the Mk5 Golf, launched as ANSWER long ago as 2003 – so it’s old and feels it. The interior looks old, too, and the doors are awkwardly long. The six-speed DSG is responsive, but to keep it that way it needs its oil changed regularly. On the flip side, the car is built like a tank, is well equipped and has the whiff of a future classic about it. The price looks competitive so take it for a spin. JE

READER’S RIDE

I’m buying a new QUESTION car on a PCP. The salesman says that to get the best price for it at the end of the contract, I must have it serviced by a main agent. Is this true? Monika Nowak, via email

Audi A4 Thanks to Paul and his very interesting short story: “Last summer, my son announced he was moving back to Cheshire from London and would need a car. His maximum budget was £1000. I found him this 2000, 120k-mile Audi A4 1.8 being sold privately. It had had

SEND YOUR USED CAR TALES TO

just two owners (the last for 16 years), a new set of Michelin tyres and 18 stamps in the service book, all for £690. All electrics work perfectly, the air-con is ice cold and it sailed through its MOT. It’s a joy to drive – as smooth and comfortable as many much newer cars.”

Your car should be serviced to secure the best resale price but it ANSWER doesn’t have to be at a main agent. So long as it’s done when required and the correct parts are used, any garage can do the work and the value of your car won’t be affected. However, some premium makes (BMWs, Mercedes etc) are best serviced by a main dealer because future buyers expect it. JE

james@bangernomics.com AND READERS' QUESTIONS TO autocar@haymarket.com 19 MAY 2021 AUTOCAR.CO.UK 67

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USED CARS

AS GOOD AS NEW

BMW 7 SERIES Prices look low now but, as John Evans explains, even lower ones are on the way NEED TO KNOW Since 2019, a proximity disabling system prevents the key’s signal from being boosted by thieves. Until their sixth birthdays, 7 Series registered after 2017 attract a hefty (currently £335) road tax premium. Check a car’s extremities for parking scrapes and that all the electrical features work. Automatic gearbox is standard. iPerformance cars (badged eDrive) have a charging socket on the nearside front wing and can travel for up to 36 miles on electric power alone. Check the year-old 7 Series you’re considering isn’t available new for the same price.

OUR TOP SPEC 7 Series, you’d have to be brave to take on one of the petrol models. The range opens with the 740i, powered by a 321bhp 3.0-litre straightsix engine, followed by the 750i with a 444bhp 4.4-litre V8 and the M760Li xDrive with a 602bhp 6.6-litre V12. They are less common than the diesels but their mileages tend to be much lower. A 2017-reg 740Li with 23,000 miles is £23,500. If you don’t like diesel but the running costs of a luxury petrol car give you nightmares, check out the rare plug-in hybrid 740e. Its 2.0-litre petrol engine and 111bhp electric motor together produce 322bhp and it has four-wheel drive. It returns a claimed 117mpg, although 55mpg in mixed conditions with some pure EV running is more likely. It’s no bargain. The cheapest we found was a 2017-reg 740e Exclusive with a solid 102,000 miles for £21,250. Even in standard trim, a 7 Series is richly appointed, highlights

being an automatic gearbox, powered bootlid opening, softclose doors, memory seats and BMW’s top infotainment system. Options to look out for include the Executive and Rear Seat Comfort packages. Regarding trims, M Sport looks the best and Exclusive is the most luxurious. All versions are available in long- (badged L) and standard-wheelbase form. Four-wheel drive (called xDrive) is standard on the more powerful cars but an unnecessary option on a 730d. The facelift came in 2019. (Spot the huge grille.) The 730d and 740d gained mild-hybrid technology and the 740e was replaced by the 745e, this time with a six-cylinder 3.0-litre engine for a combined 389bhp and an improved electric range of 36 miles. Reliable, handsome, good to drive, spacious and comfortable, a used 7 Series is hard to resist, but given the wide array of options and specs out there, choose carefully.

PEUGEOT E-208 100KW ALLURE 50KWH 5DR £1846 deposit, £308 per month, 48 months, 8000 miles per year If you’re unclear, kW is the motor’s power output and kWh the battery’s capacity. The 208 is one of the bestlooking and most accomplished small EVs. Performance is strong, the ride supple and the range impressive.

M IN I 135KW COOPER S ELECTRIC LEVEL 1 33KWH 3DR £1686 deposit, £281 per month, 48 months, 8000 miles per year The electric Cooper S shares its powertrain with the BMW i3s (right) so is no slouch. It’s grippy and darty, too, and that lease figure is competitive. It’s the journey range where it falls flat, with 100-120 miles being your best hope.

VAUXHALL CORSA- E 100KW SE NAV PREM IUM 50KWH 5DR £2168 deposit, £361 per month, 48 months, 8000 miles per year The e-208’s sibling shares its powertrain so performance and range (around 180 miles) are decent. It’s not as stylish but still attractive. The handling is secure, the ride comfortable and 100kW DC rapid charging compatibility is standard.

B M W 73 0 d Quiet, smooth, flexible and powerful, this diesel engine is all the more amazing for being the entry-level unit. There’s no need to waste your money on the more expensive 740d.

OUR PICK

M 76 0 L i x D R I V E At launch and with WILD 602bhp from its CAR D 6.6-litre V12, this was BMW’s most powerful production model. Air suspension and active steering are standard. The new price is £135,000 but 2018-reg cars can be had from £45,000.

ONES WE FOUND 2015 730d xDrive M Sport, 50,000 miles, £21,995 2017 740d xDrive Exclusive, 51,000 miles, £25,400 2019 740Ld xDrive M Sport, 33,000 miles, £32,500 2020 740i M Sport, 11,000 miles, £44,000

BMW i3s 5KW 42KWH 5DR £1939 deposit, £323 per month, 48 months, 8000 miles per year The i3 is a little old in the tooth as electric cars go but it still impresses with its standout styling, sophisticated interior and refinement. The S model is fun but, given its price, it could use a little more range, which is officially 188 miles.

19 MAY 2021 AUTOCAR.CO.UK 69

For more lease deals, visit whatcar.com

uxury car bargain hunters take note: next year’s all-new BMW 7 Series is sure to have a depressing effect on prices of the outgoing model, launched in 2015. Pre-reg and nearly new cars will suffer most, but the shockwaves will surely be felt among older examples. Even today, four-year-old Sevens, in particular, look cheap. How about £21,000 for a 2017-reg 730d with 36,000 miles? New, it cost £64,000. Powered by a 3.0-litre straight-six diesel producing 261bhp, the 730d is the most plentiful. With 315bhp from the same 3.0-litre diesel engine, the 740d xDrive is quicker but less economical, returning a claimed 39.8mpg compared with the 730d’s 43.5mpg. Both are smooth and whisper quiet. In 2017, they were joined by a third diesel engine in the 725d. The 2.0-litre six-cylinder motor makes just 228bhp. It didn’t sell in any numbers and was axed in 2019. In view of the high running costs associated with cars such as the

BEST LEASE DEALS: SMALL, STYLISH ELECTRIC CARS

M S PO RT This most popular trim choice gives the 7 Series a sportier look, with its 19in alloy wheels, side skirts and more aggressively styled bumpers.

BUY THEM BEFORE WE DO

THE FULL WORKS

Mini John Cooper Works GP £12,995 ook beneath the surface and there are some devilishly interesting hot hatches with classic potential out there. First we have the Mini John Cooper Works GP. Launched in 2012 as the second-generation Mini was being pensioned off, just 2000 examples were made, 459 of them earmarked for the UK. At first glance, it looks like another expensive (£29,000)

MORE POWER TO YOU

limited edition of even more limited interest. But that’s wrong: it has an uprated 215bhp version of the JCW’s 1.6-litre turbocharged engine, sits lower, has adjustable coilover suspension (a first for a production Mini) from Bilstein, more powerful six-piston brakes, bespoke road-legal track-day tyres and an aero bodykit that actually makes a difference. Inside, it has front Recaro seats wrapped in Alcantara and behind

Ford Fiesta ST200 £12,200

them a strut brace in place of a bench. Our find is a 2012 car that has done 64,000 miles. That’s a little higher than average, but at least that means it hasn’t been sitting around. It has only partial service history, although the vendor claims to have recently treated it to uprated brake discs and pads. It’s being privately sold so is cheaper than dealer ones. Even so, the price is low enough for us to want to take it for an extended

100 TO ONE LONG SHOT

Drivers of the standard Fiesta ST could get 197bhp in overboost, but the ST200 made this as standard, with overboost taking it to 212bhp. Combined with a shortened top ratio, it’s of more than passing interest. This 2016 car has done 58,000 miles.

SCOOP THE LOOP

Volkswagen Lupo GTI £5995 The Lupo was a harmless city car, but in GTI form it grew horns. Its 1.6-litre engine made just 125bhp but had only 960kg to lug around, so it was able to outsprint the larger Polo GTI. The seller of this cherished 2001 example with 69,000 miles knows its value.

70 AUTOCAR.CO.UK 19 MAY 2021

test drive and to examine it carefully from head to toe. After all, its trackday tyres and lowerable suspension might well have been used in anger on a track (note: it has had uprated front and rear springs fitted). Never been raced or rallied? Look the seller in the eye as they answer that one. Reassuringly, though, it has had a regular diet of high-quality oil and is claimed to have proved reliable. JOHN EVANS

Toyota Yaris GRMN £17,995 You need to join a queue for a new GR Yaris so, while you’re waiting, why not spend some time with its GRMN predecessor? It’s powered by a 209bhp supercharged 1.8-litre engine and only 100 came to the UK. This is a 2018 car with 11,000 miles.

WILD CARD

Abarth Punto Evo £9000 A Punto with classic potential? Our find is a 2011-reg with 56,000 miles, plus a perky and flexible 165bhp 1.4-litre Multiair motor. Where this Punto really shines is in its grip, thanks to the understeer-limiting Torque Transfer Control system.

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

Could you find me something multi-coloured for £8000?

TVR SAGARIS The definition of courage is buying a TVR Sagaris for £60,000 in an online auction. Of course, the buyer might have arranged to view the car prior to the sale, but we know enough about this model’s unreliable mechanicals to believe they still had their heart in their mouth when the hammer fell. The Sagaris was the last car TVR produced, but it was one hell of a finale. Prices typically start around £65,000, so this bright-looking example, with its rebuilt (and improved) engine, was, fingers crossed, a bit of a steal. The odometer showed 45,000 miles as proof its previous owner enjoyed it.

FUTURE CLASSIC

Alfa Romeo Giulia Quadrifoglio £36,255 We judged the hot version of the Giulia as one of the most magnificent driver’s saloons in a decade back in 2016. Its 503bhp twin-turbocharged 2.9-litre V6 engine had plenty to do with that, of course, but what really impressed us was its all-round ability. “It’s everything you would want a fast Alfa Romeo to be,” we concluded. Our test car cost at least £61,000 when new, but we’ve found a 2017 example with 36,000 miles for a good deal less. There are others for sale, and we reckon the best will always fetch strong money from the Alfisti.

Honda Beat £6999

Morris Oxford £8000 FELIX PAGE Well, James, you can’t say we make it easy for you. Max looks to have stolen an exhibit from the British Museum, while I’ve kept things funky with this pint-sized 1990s roadster, last seen on these pages over a year ago and still inexplicably for sale. This Honda Beat’s… erm… striking livery lends the 760kg two-seater a welcome degree of extra visibility. MAX ADAMS Beating up my choice already, I see. Who could have a mean thing to say about a lovely pea-over-olive 1959 Morris? Nostalgia is big in the classic car scene, and many of its members will have fond memories of family trips in an Oxford. FP Let’s just hope its chassis isn’t so multi-coloured, eh? You’re right about nostalgia: I can see James haring around in a Beat wearing his Kappa tracksuit with Blur turned all the way up. MA I doubt any of Blur’s albums contain a song that would impress James, whereas my multi-tone Morris will. Plus, it has a patina that denotes the honest originality that all good collectors look for. FP It hardly screams fun, though. Whatever your thoughts on the Honda’s cartoonish livery, you can be sure that it will get the phone cameras snapping on your way down the high street. MA The current owner of this Morris used it as a wedding car, and everyone takes pictures of that sort of thing. Plus, all of that chrome is sure to catch some admiring glances. VERDICT

Colour me sold on that comical Honda. JAMES RUPPERT

19 MAY 2021 AUTOCAR.CO.UK 71

HOW TO BUY A

VOLVO C70 C70’s roll-over protection structure (ROPS) features two pyrotechnically charged pop-up roll hoops.

HANDY DANDY SCANDI Volvo’s C70 is an eye-catching and useful year-round motor with a hard roof that folds neatly away and four usable seats – all from just £1500. John Evans reports oday’s Volvos are a good-looking bunch but previous generations have had their Greta Garbos and Ingrid Bergmans, too. Models such as the C70 of 2006-13. Well, less Greta perhaps and more Benny or Björn… Anyway, the fact remains that the C70 is a handsome car with a clever folding roof that, up or down, is well integrated. It replaced the original C70, launched in 1996. That car came in coupé and convertible guises, whereas its successor is both, plus a full fourseater, too. (It’s based on a stretched version of the Ford Focus platform.) The roof is a three-piece affair designed by Pininfarina. When raised, it stiffens the car’s body considerably. It’s activated by a press

72 AUTOCAR.CO.UK 19 MAY 2021

of a button on the centre console and should take around 30 seconds to do its thing. It looks cool but a downside is that the boot shrinks from 404 to 200 litres when the roof is folded. There are two petrol and four diesel engines in the range. The most exciting is the 2.5-litre five-cylinder 20-valve turbocharged petrol engine in the T5. It’s the same as the one in the Ford Focus ST, albeit detuned to 227bhp. Peak torque of 236lb ft spans 1500rpm to 5000rpm, so it’s flexible, too. Don’t expect fireworks, though. The C70’s 1700kg kerb weight sees to that. The other petrol is a 168bhp non-turbocharged 2.4 five-cylinder. It’s much more plentiful than the T5 and is a sedate and more refined alternative to the many diesels out there. Sadly, it was dropped in 2009.

From launch, two oil-burners were offered: a 134bhp 2.0-litre four-cylinder and a 177bhp 2.4-litre five-cylinder, badged D5. In 2009, the underpowered and unrefined 2.0-litre diesel was replaced by two turbocharged engines of the same capacity but with five cylinders. They are the 148bhp D3 and 174bhp D4. With 295lb ft of torque, the D4 is as muscly as the D5. The diesels are powerful and economical and outnumber the petrols by around three to one but they’re old technology, can suffer DPF problems and aren’t as nice to listen to as the petrols when the roof is down. Most engines are available with a choice of smooth six-speed manual or sluggish five-speed Geartronic automatic gearboxes.

The 2.0-litre diesel engine had Ford’s more impressive six-speed Powershift dual-clutch gearbox. The C70’s interior looks classy but pared down but is actually very well equipped, with climate and cruise control, power windows and highend stereo all standard. The 16in and 17in alloy wheels result in a more comfortable ride than the sportier 18s on top-spec versions and owners have been known to replace their larger alloys with them. Sport trim has electronic stability control, while SE has power seats and SE Lux leather ones. From 2012, LED headlights became standard. Regarding options to look out for, the best is the wind deflector for the rear cabin. Your passengers will thank you as you waft along the Torbay Riviera.

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

An expert’s view GREG CARPENTER, CAR PE NTE RS AUTOCAR E “The Ford C70 I call it. I mean it’s closely related to the Ford Focus CC. The Volvo looks much better, though, and it’s certainly classier. I’d buy a petrol and not one of the diesels. You don’t want to hear a diesel engine chugging away when you’ve got the roof down. The T5 is a very strong engine but you must keep your eye on the belt change intervals. All folding roofs can be a pain from time to time but the C70’s is particularly problematic and can take hours and lots of money to diagnose and fix.”

Buyer beware…

It looks classy with the roof down but check it works okay

Q E N G I N E On T5 engines, check for oil-filler mayonnaise or white smoke, both suggesting split cylinder liners. Check the condition of the ancillary belts and listen for them squeaking, because if one of them fails, it can take out the timing belt and wreck the T5 engine. Diesel engines can suffer fuel pump and injector problems, resulting in poor performance and high fuel consumption. Again on diesels, a high oil level may indicate regen problems with the DPF. On all engines, check fluid levels, service history and, where required, evidence of belt and water pump changes. Q S U S P E N S I O N , B R A K E S AND WHEELS The C70 is a heavy car that punishes the suspension so check that no springs are broken and listen out for rattly drop-links. Expect the dampers to give up at around 90,000 miles. Under braking, if the discs aren’t warped, a distinct wobble through the car is likely to be worn rear bushes in the front wishbones. Q B O DY Examine the boot for signs of water ingress caused by perished roof seals or those around the rear light clusters. Ensure door locks are well lubricated.

The T5 has the same engine as the one in the Ford Focus ST, albeit detuned to 227bhp a

Q H O O D On the test drive, be sure you can tolerate the rattles and squeaks from the roof. Operate it several times, ensuring it works smoothly. Check the

rams for oil leaks and that the seals aren’t perished. Q I N T E R I O R Make sure the air-con blows cold because the condensers can be troublesome. Check the windows work.

Also worth knowing The Volvo Owners’ Club (visit volvoclub.org.uk) is a good source of advice and discounted insurance and servicing. You have to join to enjoy the full experience but browsing the public forums can yield useful information.

How much to spend £ 1 5 0 0 - £2 4 9 9 Choice of early diesels and some 2.4 petrols with high mileages, including a one-owner 2008 D5 auto with 150k miles and full service history for £2395. £2 5 0 0 - £ 4 9 9 9 Mainly 2008-09 diesels with around 80,000 miles. £5 0 0 0 - £74 9 9 Expect 2010-12 diesels with reasonable mileages and in good condition. £75 0 0 - £ 1 0 , 9 9 9 More 2011-2013 D3 and D4 cars here with mileages around 50,000. £ 1 1 , 0 0 0 - £ 13 , 0 0 0 The very best, late, low-mileage cars.

One we found V O LV O C 70 T 5 S E , 2 0 0 8 R EG, 114 K M I LES , £4 495 A two-owner manual car with some Polestar performance tweaks and a full Volvo service history. Its private seller claims it’s fault-free. As an alternative, there’s a 2007-reg T5 auto with 87,000 miles for £3200 but it has five former owners and a faulty roof.

19 MAY 2021 AUTOCAR.CO.UK 73

Thanks to Greg Carpenter (carpenters.co.uk) and Volvo Owners’ Club (volvoclub.org.uk)

Despite a slightly minimalist look, it’s well equipped

For full reviews of every car listed here, visit our website, autocar.co.uk Po

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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230

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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,

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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

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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 AAAAC 2.0 40 TFSI quattro 187 141 6.5 34.0-34.9 184-187 Refreshed coupé gets a sharper look and a refreshed interior. Still 2.0 SQ2 TFSI 298 155 4.8 32.8-33.2 192-195 mundane to drive. LxWxH 4673x1846x1371 Kerb weight 1390kg 1.6 30 TDI 114 122 10.5 47.1-49.6 150-158 2.0 35 TFSI 148 140 8.9 41.5-45.6 141-154 2.0 35 TDI quattro 148 131 8.1 45.6-47.9 155-163 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 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 The faster, cleverer, more hardcore entry-level Aston tops its class. LxWxH 4465x1942x1273 Kerb weight 1630kg 3.0 55 TFSI quattro 335 155 5.1 32.8-34.9 184-196 2.0 40 TDI 201 152 8.1 47.9-51.4 145-155 Q5 Sportback 5dr SUV £44,145–£72,180 4.0 V8 503 190-195 3.6-3.8 11.6 236 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 6.7 38.2 193 DB11 2dr coupé/2dr open £152,805–£165,130 AAAAA 2.0 45 TDI quattro Allroad 228 155 3.0 50 TDI quattro 282 155 5.5 38.7-40.4 183-191 2.0 45 TFSI quattro The stunning replacement for the already seductive DB9 is tyre263 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 19 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

h r (b

d ee

)

0-6

m /62

ph Ec

no (M

my P

a G/r

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(g O2

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h r (b

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0-6

m /62

ph Ec

no (M

my P

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(g O2

) /km

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

m /62

ph Ec

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0-6

2 0/6

h Ec

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 430d xDrive 254 155 5.3 38.2-39.2 185 M2 Competition 404 155 4.2-4.4 28.5 225 435d xDrive 308 155 4.8 39.2-39.8 183 M2 CS 448 174 4.0 28.5 226

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 Continues where the last one left off. Dynamically good and more 320d 188 142 7.1-7.9 54.3-57.6 115-121 320d xDrive 188 142 7.4 51.4-54.3 136-143 luxurious inside. LxWxH 4708x1891x1676 Kerb weight 1750kg 181 134 8.3 35.3-35.8 179-181 330d 263 140 5.6 45.6-47.1 158-163 xDrive20i 288 130 6.1 134.5 51-54 330d xDrive 261 155 5.4 43.5-44.8 166-171 xDrive30e xDrive M40i 355 155 4.8 31.4 204 M340d xDrive 340 155 4.8 44.8 165 X3M Competition 503 155 4.1 24.8 261 4 Series 2dr coupé £40,060–£76,055 AAAAC xDrive20d 187 132 8.0 47.1-47.9 154-156 A talented GT and brilliant B-road steer that’s very well equipped. xDrive30d 261 149 5.8 45.6 161-163 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

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1.2 PureTech 110 1.2 PureTech 130 1.5 BlueHDi 100

134 181 114 148 187 187

BMW

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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

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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

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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

19 MAY 2021 AUTOCAR.CO.UK 75

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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

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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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(g O2

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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 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 2.0T EcoBlue 190 188 129 8.7 47.9 159 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 Likeable, practical high-rise EV has only a badge in common with Electric 39kWh 134 96 9.6 180 0 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

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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

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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

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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

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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

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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 2.0 P300 AWD 296 155 6.1 31.2-32.8 194-204 Tipo Station Wagon 5dr estate £16,990–£22,945 AAABC Eminently likeable, with good dynamics but a limited range and 2.0 D200 198 146 7.6 52.8-56.5 131-140 Estate version is more practical, which mixes well with its driving ambitious price. LxWxH 3894x1752x1512 Kerb weight 1520kg characteristics. LxWxH 4571x1792x1514 Kerb weight 1205kg 2.0 D200 AWD 198 143 7.8 48.9-51.3 128-137 100kW 136 90 9.0 137 0 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 19 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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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

NA NA

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2 0/6

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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 1.5 A180d 114 128 10.2 56.5-64.2 126-129 2.0 Skyactiv-G 143 129 9.9 TBC 152 2.0 A200d 148 141 8.2 58.9 127-131 2.0 Skyactiv-G 163 134 9.4 TBC 152 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 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 B200d 148 136 8.3 57.7 134-144 Big, hairy V12 has astonishing visuals and performance. Handling 2.0 Skyactiv-G 184 181 136 6.5 40.4 153 2.0 B220d 187 145 7.2 56.5 136-137 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+ 415 168 3.9 33.6 204-207 E-Class 4dr saloon £39,745–£99,495 AAAAC 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 A220d 187 146 7.0 57.6 141 2.0 E200 194 149 7.4 38.2 165-166 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

19 MAY 2021 AUTOCAR.CO.UK 77

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AAAAC

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 34 189 4.4 V8 662 225 3.0 NA NA 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 EQC 5dr SUV £65,720–£74,610 AAAAB 3.0 Carrera S 444 191 3.5 27.4 234 Brisk, tidy-handling electric SUV has everything needed to do well Clubman 5dr hatch £22,395–£36,100 AAAAC 3.0 Carrera 4S 444 190 3.4 26.9 239 on UK roads. LxWxH 4762x1884x1624 Kerb weight 2495kg Cheery and alternative Mini ‘six-door’ takes the brand into new 308 5dr hatch £21,310–£31,985 AAAAB 3.0 Targa 380 179 4.4 26.9 239 territory. LxWxH 4253x1800x1441 Kerb weight 1375kg 80kWh 400 4Matic 402 112 5.1 232-259 0 Classy all-round appeal makes it a serious contender, but rear 3.0 Targa S 444 189 3.8 26.4 244 1.5 Cooper 134 128 9.2 47.1 136-137 space is a little tight. LxWxH 4253x1804x1457 Kerb weight 1190kg 4.0 GT3 503 199 3.4 21.7-21.9 283-304 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 3.7 Turbo 572 199 2.8 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 641 205 2.7 23.5 271 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 19 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

Rebranded hatch has rolling refinement, interior ambience and affable handling. LxWxH 4370x1790x1435 Kerb weight 1340kg 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

Corolla 5dr hatch £24,480–£30,020

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

19 MAY 2021 AUTOCAR.CO.UK 79

N E W CAR PR I CES 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

Aston Martin Vantage F1 Edition On sale May, price £142,000 In celebration of its latest Vantage being used as a safety car in Formula 1, Gaydon has created a special edition for the road. The Porsche 911 rival is upgraded with more chassis reinforcement up front, upgraded dampers, stiffer rear springs, tweaked steering and snappier gearshifts, plus an extra 25bhp and a wider peak torque band for its V8. Offered as both a coupé and a soft-top, the F1 Edition is marked out by a downforce-boosting aero package, 21in wheels, a new grille and carbonfibre trim. M AY

Alpina B8, Aston Martin Vantage F1 Edition, Audi E-tron GT, E-tron GT RS, Bentley Bentayga PHEV, Flying Spur PHEV, BMW M5 CS, Cupra Formentor PHEV, Ferrari SF90 Spider, Fiat 500X update, Ford Galaxy Hybrid, S-Max Hybrid, Hyundai i20 N, Santa Fe update, Kia Ceed update, Land Rover Defender V8, Mercedes-AMG GT 73 4-Door Coupé, Mercedes-Benz C-Class, C-Class Estate, Nissan Qashqai, Porsche 911 GT3, Renault Captur PHEV, Skoda Enyaq iV, Tesla Model S Plaid, Toyota Land Cruiser update, RAV4 PHEV, Yaris Cross, Volvo C40 SUMMER

Alfa Romeo Giulia GTA, Giulia GTAm, Alpina B4, Audi Q4 E-tron, Q4 E-tron Sportback, Bentley Flying Spur update, BMW iX3, Citroën C3 Aircross update, DS 4, 4 Crossback, 9, 9 PHEV, Ferrari Portofino M, Genesis G80, GV80, Honda Civic, Hyundai Bayon, i30 N update, Ioniq 5, Kona N, Lexus ES update, Lotus Evija, Maserati MC20, McLaren Artura, Mercedes-AMG One, Mercedes-Benz C-Class PHEV, CLS update, MercedesMaybach 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, Toyota Mirai, Volkswagen Polo GTI update, Tiguan Allspace update

Bayon is crossover relation of new i20 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, xxxxxxxxx Sportage, Mercedes-AMG S63e PHEV, MG electric supermini, 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 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, MercedesBenz EQT, T-Class, Renault Mégane E-Tech, Subaru Solterra, Tesla Model Y, Toyota Aygo X, Volkswagen Golf R Estate, ID 5

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

125 126-134 109-110 0

8.9 7.6 11.5 9.1 7.6

44.8-45.6 201.8 57.6 56.5-57.6 52.3

144-151 33 129 128-132 143

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

Astra Sports Tourer 5dr estate £20,340–£25,125 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

54.3 53.3 54.3 49.6 65.7 55.4-64.2

Insignia Grand Sport 5dr hatch £23,765–£40,925

119 119 119 129 113 116-113

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

AAAAC

Brings extra ride height, all-wheel drive and off-road body cladding. LxWxH 4784x1916x1499 Kerb weight 1792kg 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

The good-looking and tech-filled Insignia makes an attractive proposition. LxWxH 4897x1863x1455 Kerb weight 1714kg

V60 Cross Country 5dr estate £40,600–£40,775

2.0 T5 AAABC 2.0 D4

Arteon 4dr saloon £31,965–£41,980

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

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 197 134 7.5 42.8 172-177 chassis. LxWxH 3718x1876x1120 Kerb weight 725kg Combo Life 5dr MPV £23,010–£25,545 AAABC 2.0 TDI 200 4Motion 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 19 MAY 2021

133 138 123 130-132 145

Good handling and nice engines, but its working-class roots still show through. LxWxH 4370x1809x1485 Kerb weight 1244kg

ID 3 5dr hatch £32,990–£42,290

Electric BMW i4 will rival Tesla Model 3

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 ed

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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 15.5.19 3 Series 320d M Sport AAAAA 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 P’tech 110 Flair AAABC 7.3.18 C5 Aircross BlueHDi 180 AAABC 13.2.19 M A S E R AT I Ghibli Diesel AAABC CUPRA Levante Diesel AAACC Ateca 2.0 TSI 4Drive AAABC 23.1.19 S Granlusso AAABC 3.2.21 Formentor 2.0 TSI VZ2 AAAAB

29.6.16 30.3.11 3.4.13 12.3.14 30.11.16 8.5.19

MAZDA

2 1.5 Skyactiv-G SE AAAAC Sandero Stepway TCe 90 AAAAC 28.4.21 3 2.0 Skyactiv-X AAAAC Duster SCe 115 Comfort AAAAC 22.8.18 MX-5 1.5 SE-L Nav AAAAB MX-30 145PS AAABC DALLARA CX-3 1.5D SE-L Nav AAABC Stradale AAAAB 16.10.19 CX-5 2.2D Sport Nav AAAAC

22.4.15 6.11.19 2.9.15 10.3.21 22.7.15 28.6.17 30.3.16 22.5.19 23.12.20 27.1.21 24.5.17 10.10.18 7.5.14

MERCEDES-AMG

Panda 4x4 Twinair AAAAB 500 Abarth 595 AAAAC Tipo 1.6 Multijet Lounge AABCC

17.4.13 26.2.14 2.11.16

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

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

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

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

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

McLAREN

F I AT

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

DACIA

3 BlueHDi 120 AAABC 23.3.16 570S 3.8 V8 AAAAA 3 Crossback Puretech 155 AAACC 10.7.19 600LT Spider 3.8 V8 AAAAB 7 Crossback Puretech 225 AAABC 19.9.18 620R 3.8 V8 AAAAC GT 4.0 V8 AAABC FERRARI 720S 4.0 V8 AAAAA 488 GTB AAAAA 25.5.16 Senna 4.0 V8 AAAAA 7.8.19 P1 AAAAA 488 Pista AAAAB 25.7.18 812 Superfast AAAAC

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

VAUXHALL CORSA VXR TESTED 4.4.07

Vauxhall needed the Corsa VXR to add a dose of real-world roundedness to the Astra VXR’s hooligan formula. Did it go too far? A nicely integrated bodykit wasn’t subtle but looked good, especially alongside optional 18in wheels. The turbocharged 1598cc engine offered up to 15 seconds of overboost, adding 23lb ft to the normal 169lb ft maximum, which was already enough to trump the Renault Clio 197. Springs, dampers, anti-roll bars and brakes were all beefed up for the lowered VXR and ESP intervention was toned down. Despite longer ratios and some turbo lag, the VXR easily bettered the Clio for in-gear pace. The brakes were strong, if lacking in pedal feel. Variable-ratio steering was helpfully light in town but lacked precision and weighting at pace. Mid-corner balance was good, especially at speed. The ride was surprisingly supple, impressing even on motorway

cruises. In fact, apart from some torque steer, the VXR felt a bit too grown up. Inside, the dashboard, stereo, Recaro seats and roomy rear cabin and boot were pluses. The VXR branding, however, looked naff in places. FOR Quickest in class, equipment, value for money AGAINST Spongy steering and throttle FACTFILE

Price £15,595 Engine 4 cyls in line, 1598cc, turbo, petrol Power 189bhp at 5850rpm Torque 192lb ft at 1980-5800rpm 0-60mph 6.7sec 0-100mph 16.8sec Standing quarter 15.3sec, 95.3mph Top speed 136mph Economy 28.1mpg WHAT HAPPENED NEXT...

Various specials followed, but the 2011 Nürburgring and the run-out 2014 Clubsport, each with 202bhp, are highly soughtafter VXR versions of the Corsa D generation today. The Corsa E VXR raised the ante slightly, to 204bhp, for its 2015-2018 reign. However, today’s Corsa F has no VXR variant and nor are there any signs that one is imminent.

19 MAY 2021 AUTOCAR.CO.UK 81

Matt Prior

E S TA B L I S H E D 1 8 95

TESTER’S NOTES

29 June 1988

Any takers? Lotus is apparently open to selling Elise line otus would consider selling the tooling for the soon-to-be-discontinued Elise, it was reported by Automotive News Europe last week. It seems that as Lotus redevelops Hethel for new models, it hasn’t room to keep the relatively labour-intensive Elise hardware, which spans a couple of large warehouses as a production line, and is apparently open-minded about flogging the car’s tooling – for which there is a precedent. In 1973, it sold the rights to the Lotus Seven to Caterham, which took over manufacture of the little twoseat roadster and quickly reverted the ungainly Series 4 shape to the rather more attractive Series 3. Caterham has gradually been developing its Seven, available fully built or as a kit, but either way true to its original ethos and appearance, ever since. Caterham has had only a few diversions in the intervening 48 years, such as the very pretty 21, unfortunately launched around the same time as the Elise; the SP/300.R, a track car built in conjunction with

Diversification efforts such as 21 have never worked for Caterham

82 AUTOCAR.CO.UK 19 MAY 2021

I’d focus on maintaining, modifying, racing and restoring the Elises already in circulation a Lola; and the abandoned A110 and C120 joint venture with Alpine. Reflecting the times, today there’s a wide-bodied Seven and the CSR, which meets more international legislation, making it easier to export. Otherwise, though, Caterham is as Caterham does. Generally, the Seven is built in small numbers, raced in large numbers and loved, cherished and known in a way that extends far beyond the company’s modest size. Caterham has tried expanding but, in the end, always returns to its core. If you were looking for a template for what should happen to the Elise, would it be similar? It just might be. I don’t know how much Lotus wants for the tooling or rights to production; it’s not like Geely, its owner, particularly needs the money. Equally important, you would think, is that it goes to the right owner with the right plans. I’ve suggested on Twitter going halves with somebody but, alas, so far no co-conspirators. It strikes me that modesty, though, would be key. The car industry is full of ambitious plans that amount to nothing. With lofty goals, Caterham raced in Formula 1 not so long ago, if you remember. And it would be easy for somebody to turn up and say they would like to revitalise the Elise and keep pushing out new variants and

developments of it in decent numbers in an effort to keep it ‘relevant’. Now, it’s worth noting that I can barely run a tap, let alone a car maker. But given what’s going on in the car world, I would start out more circumspect and create a plan that worked primarily around keeping old Elises alive, so it would make money even if it never built a new example. The truth is, there’s little a new Elise offers that a used one doesn’t; Lotus has made quite a lot over the past quarter-century; and they don’t rot. So sure, build a few new cars, but always fewer than people want; and mostly operate on the basis that there’s a vast amount of work to be had maintaining, modifying, racing and restoring the tens of thousands already in circulation. There will come a point cars this pure and light can’t be sold in any number anyway – but never, we hope, a time when people will stop driving them. The Elise has established itself as the greatest sports car of the late internal-combustion era. The next step is to make sure that, in 50 years’ time, it’s still treated that way.

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ENZO FERRARI WAS a famously autocratic leader of his company, so it’s no surprise that we had an internal power struggle to detail as ‘Il Commendatore’ neared his end. Fiat had bought a 50% stake in Ferrari in 1969, and it still held this come 1988, with Enzo holding 40% and his son Piero the last 10%. And to add complexity, Enzo owned the racing arm’s facilities, including its new wind tunnel and Fiorano track. Previously, the two Ferraris and Fiat could cancel out each other’s votes, but now Enzo and Piero had fallen out over the firm’s direction, often giving Fiat the upper hand. Enzo’s dream had always been for his son to take control after he died, but as it transpired, Fiat was given first refusal of his 40% stake. Ferrari thus remained under Fiat control until 2015, when it became independent, with 80% going to FCA investors, 10% to the public.

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