GreenFleet 105: SUV Focus Supplement

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ISSUE 105

SUV FOCUS Featuring the rise of the SUV, forthcoming SUVs to look out for, and road test special BMW X5 xDrive40e iPerformance Jeep Renegade Limited MultiJet II 120 Lexus RX 450h Luxury Mitsubishi Outlander PHEV Peugeot 3008 GT-Line BlueHDi 120 SEAT Ateca SE 1.0 TSI Ecomotive Toyota C-HR Hybrid

SUVs Written by Ajay M Natteri, research analyst at Frost & Sullivan for automotive and transportation

The rise of SUVs in Europe A few years ago, SUVs were unpopular due to their high fuel consumption, heavier bodies and larger displacement engines. But with the introduction of small SUVs and crossovers, modern SUVs are more agile and efficient, causing their popularity to surge. Ajay Natteri from Frost & Sullivan reports on this trend

The European automotive market is predominantly populated with small and compact hatchbacks such as the Volkswagen Golf, primarily due to small narrow roads and high fuel prices. However, in the last five years, contrary to industry expectations, sport utility vehicle (SUV) sales have skyrocketed across Europe, within EU15, EU11 and EFTA countries.

Recent growth in SUV sales SUVs have become available across multiple segments: sub-compact, compact, mid-size and large, in both premium and non-premium brands. The market size of the SUV segment has increased from 15.3 per cent in 2012 to 25.6 per cent in 2016 across Europe.

Non-premium brands contribute to over 72 per cent of the overall SUV sales.

Small, compact and mid-size SUV segments

2

The all-electric Jaguar I-Pace is expected around 2020

contribute to over 71 per cent of the total SUV sales and 18 per cent of all vehicles sold in Europe. For example, the Nissan Qashqai, a non-premium compact vehicle has been the best-selling SUV in Europe since 2012 with over 200,000 vehicles being sold each year. Closely following Qashqai is the Renault Captur, also a non-premium small SUV which has been extremely successful amongst European customers since its launch in 2013.

Selling over 215,000 units in 2016, Captur has the second largest market share among SUVs in Europe at 5.5 per cent, trailing Qashqai by 0.52 percentage points.

Driving forces behind SUV sales Customers are drawn towards compact SUVs as they offer an optimum mix of extra cabin space with compact overall

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size that allows for easy parking and driving, even on narrow roads.

A recent study by Ford concluded that in addition to this, millennials and young mothers prefer SUVs for the raised and perceived comfortable driving position. They are also perceived as safer vehicles to travel due to the increased height and size, thereby making them popular choices for families.

The rugged design of some SUVs is also one of the key reasons why they appeal to customers, especially millennials.

With regards to prices of these vehicles, the gap between a small SUV and its related hatchback is getting narrower. For example, the Dynamique Nav S variant of the Renault Captur SUV is priced at £17,995 in the UK. This is only £1,440 more than the Dynamique Nav S variant of the Renault Clio that it is based on.

SUVs

For this additional £1,440, the Captur offers higher ground clearance, taller seating position, and spacious and practical cabin.

Furthermore, easy financing options and availability of several models across a wide price and size range is expected to boost sales.

Fuel efficiency and reliability A major reason why SUVs were unpopular before was due to their high fuel consumption, heavier bodies and larger displacement engines. However, almost all small SUVs and crossovers share powertrain systems with their sedan or hatchback counterparts.

Newly developed smaller engines with turbochargers are also being offered on SUVs thereby increasing their fuel economy and making SUVs desirable.

The effect of competition is expected to reflect in the increase of technology, comfort features and price of SUVs. Even though OEMs have brought in more compact SUVs into their fleets, they are still equipping them with four and all-wheel drive systems to allow for off-road capability.

The modern versions of these systems are all electronically controlled and are able to perform reliably and efficiently in a variety of conditions. Brands are also offering longer warranty periods, like KIA’s seven-year or 100,000 mile warranty to ensure peace-of-mind for customers.

The Renault Captur is the second biggest-selling SUV in Europe, selling 215,000 units in 2016

An electric version of BMW’s X3 will be a baby brother to the X5 xDrive40e

Choice of SUVs The demand for sub‑compact and compact SUVs has translated into multiple model options being made available in these segments. There are over 60 non-premium SUV In the rs, Audi has experimented with both models in the European all‑electric and hydrogen-powered SUVs a e y e market, including eight v fi last new cars that were industry o t y r a r based on hatchbacks introduced in 2016. cont ions, is a popular product Five new premium xpectat vehicle e strategy. Modular SUVs were added y it il platforms also offer to the existing 39 sport ut s have OEMs the flexibility models in that segment. sale s s d acro e t to introduce multiple Twenty-one out of e k c o skyr urope SUVs based on one the 60 non-premium E platform. Marquees under SUV models fall under each OEM are likely to offer the sub‑compact segment, the same size vehicle differing while the 28 of the remaining on only features and price to cater to fall under the compact segment. different customers. By 2022, five million SUVs Vehicles in niche segments, for are expected to be sold in Europe, posing a example between the compact and threat to segments such as MPVs and sedans. mid-size SUV segment, are expected to Frost & Sullivan predicts that the SUV market debut by 2020. Audi will have a Q4, will grow at a compound annual growth rate roughly 179.0 inches in length to be of 5.1 per cent between 2017 and 2023. positioned between Q3 (172.8 inches) To promote fully‑electric vehicles, and Q5 (182.6 inches). governments offer huge discounts over Overall, the SUV options currently available internal combustion engine (ICE)-powered cover a vast price band from about €9,500 counterparts. In recent times, countries to over €160,000. This varied choice in such as the Netherlands have ended prices and models offer several options for tax breaks for hybrid company cars shifting customers with varied purchasing powers. focus to pure electric vehicles. European nations are intent on promoting 100 per Growth of SUVs in Europe cent electric vehicle mobility by 2025.

OEMs are working towards capitalising on the This, coupled with the popularity of SUVs, growing demand of SUVs in the region. With creates a fertile environment for e-SUVs. over 10 new name-plate models and model Volvo’s recent announcement of stopping refresh expected by 2018, the SUV market is petrol and diesel‑only models is an expected to become more competitive. indication that customers want to purchase Introduction of small and compact SUVs

As SUVs clean up their act, Volvo’s recent announcement to electrify every model in its range looks well-timed

mild hybrids, plug-in and fully electric variants of existing models. Furthermore, around seven battery electric SUVs are expected by 2020, including Jaguar I-Pace, Audi Q7 e-tron and BMW X3 electric.

Conclusion The combination of practicality, reliability, driving comfort and affordability that modern SUVs offer has been the secret to their recent success.

The sheer number of SUV options available in terms of both size and price has garnered interest among all customers’ segments including business fleets. Some businesses use vehicles as a “working tool”; for example, roadside assistance services choose SUVs as they offer good fuel economy, the extra space to carry equipment and off-road capabilities to traverse varied road conditions. Customers who lease vehicle from their company prefer SUVs as they serve dual purpose, serving as both a daily office driver, but can also accommodate family members for weekend trips as well.

Overall, with several new SUV models expected to be introduced by 2020, including electric and hybrid electric SUVs, the future for these vehicles in Europe look extremely promising. L FURTHER INFORMATION www.frost.com

Volume 105 | GREENFLEET MAGAZINE

3

Forthcoming SUVs

Charge of the crossover brigade: forthcoming SUVs

Writtern by Richard Gooding

Family and fleet-friendly with increasing style and practicality: unlike the cars themselves, the all-conquering SUV sector shows no sign of getting smaller. Here are ten forthcoming SUVs to watch

Jaguar e-Pace – medium SUV The E-Pace is Jaguar’s second SUV after the larger and well‑received F-Pace went on sale in 2016. Like its bigger brother, the new E-Pace offers seating for five, and ‘sports car design and dynamics’, according to the British firm. The E-Pace also follows in the wheel tracks of the i-Pace all-electric SUV, which is yet to go on sale. Unlike that car, the E-Pace is powered by the latest ‘Ingenium’ diesel and petrol engines, with power outputs ranging from 148 to 297bhp, and CO2 emissions from 124 to 181g/km. Front-wheel drive versions of the new baby Jaguar SUV which wear 17-inch wheels and are fitted with the 148bhp diesel engine have a claimed economy figure of 60.1mpg. All-wheel drive versions are also available, as are six‑speed manual and nine-speed automatic gearboxes. All engines are EU6 compliant, while AdBlue systems also feature on diesel models. Order books are open now, and prices start at £28,500.

Volvo XC60 – medium SUV The Volvo XC60 builds on the style and desirability offered by its larger XC90 sibling, and replaces the first-generation XC60 which has been on sale for nine years and accounts for around 30 per cent of Volvo’s global sales. at the top of the XC60 tree is the award‑winning T8 Twin Engine plug-in hybrid powertrain, also seen in the XC90. With 407bhp, acceleration from 0-62mph takes just 5.3 seconds. The Swedish company’s 190bhp D4 diesel engine will also feature in the new XC6 range, as will the 235bhp D5 with ‘PowerPulse’ technology. The petrol-powered T5 will deliver 254bhp, while the T6 with both turbo and superchargers is capable of 320bhp, but won’t be sold in the UK.

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SEAT Arona – small SUV The SEAT Arona is the second SUV in the Spanish company’s portfolio. Launched after the sales success of the larger Ateca, the Arona is SEAT’s answer to the Citroën C3 Aircross, the Hyundai Kona and the Kia Stonic.

Based on the same ‘MQB A0’ platform as the new Ibiza, the Arona takes the style of the Ateca and shrinks it down to a smaller package. It’s no less practical, though, with 400 litres of luggage space and seating for five.

Just like the Ateca and upcoming Škoda Karoq, the Arona features efficient petrol TSI and diesel TDI engines, including a three-cylinder 1.0-litre model with 93bhp, as well as a more powerful 113bhp version. A 1.5-litre engine with cylinder deactivation also features, as do a pair of 1.6 diesels. SEAT’s ‘Drive Profile’ system offers ‘Normal’, ‘Sport’, ‘Eco’ and ‘Individual’ settings, while the latest on-board technology includes smartphone mirroring and LED interior and exterior lighting.

Hyundai Kona – small SUV The Hyundai Kona is ‘a true SUV with four-wheel drive, and the latest powertrains’, claims the South Korean company.

New‑generation diesel technology and turbocharged petrol engines feature in the small SUV’s range. Slotting in below the established Tucson and Santa Fe, the small car-sized Kona may be the smallest of the three, but is certainly the most distinctive. The Kona has a two‑tone roof, something which is fast becoming a ‘must-have’ feature in the sector, while a choice of 10 exterior colours offer a wealth of individual combinations.

Twin-stack headlamps and plastic body cladding are also arresting visual features. Inside, an optional eight-inch infotainment system offers Apple CarPlay and Android Auto. Hyundai has sold more than 1.4 million SUVs in Europe since the introduction of the Santa Fe in 2001, and it hopes the Kona will add to that impressive tally.

Forthcoming SUVs

Volkswagen T-Roc – medium SUV Based on the Volkswagen Golf, the T-Roc will share styling cues with the latest sixth-generation Polo and new Tiguan. Expected to debut at the Frankfurt motor show in September, the new car will take on established rivals such as the SEAT Ateca and the recently refreshed Nissan Qashqai. As well as brighter and funkier interior styling than current Volkswagen models, the T-Roc will add more flair to the SUV sector.

A raft of petrol and diesel engines will power the new German arrival, with a small-capacity turbocharged petrol engine expected to provide an economical highlight, as it does in its Spanish SEAT cousin. A 1.5-litre engine with cylinder deactivation is also expected to star, while a brace of more traditional diesel units will also feature.

DSG semi‑automatic gearboxes will also be offered as well as four-wheel drive on larger-engined models.

Vauxhall Grandland X – large SUV The 4,477mm-long Vauxhall Grandland X takes it place alongside the Mokka X and recently-introduced Crossland X and completes the British car manufacturer’s range of SUVs. The largest of the trio, the Grandland X will go on sale in early 2018, after a debut at the Frankfurt motor show in September. Vauxhall claims generous cabin and luggage space (512 litres) for five people, while Grip Control enhances traction on rough surfaces. Safety technologies including automatic emergency braking, pedestrian detection and drowsiness alert systems, as well as adaptive LED headlamps will also feature. An optional two-tone finish, with the roof in contrasting black, will add an extra touch of personalisation.

Nissan Qashqai – medium SUV The Nissan Qashqai established a new crossover SUV sector when it was launched in 2006. Updated for 2017 with lightly refreshed styling featuring Nissan’s new ‘V-Motion’ front grille, the latest version of the Japanese crossover has higher-quality interior fittings and new ‘monoform’ seats for added comfort. Emissions start at a fleet‑friendly 99g/km for the dCi 110 diesel-engined version, which also has a combined cycle fuel consumption of 74.3mpg. A higher output 127bhp diesel engine and a pair of petrol models with 113 and 160bhp complete the range. On sale now, prices start at £19,295.

Škoda Karoq – medium SUV A replacement for the much-loved and slightly oddball Yeti, the new Škoda Karoq shares many similar features to the SEAT Ateca launched in 2016. Sitting under the larger Kodiaq in Škoda’s SUV range, the Karoq features two petrol and three diesel models, ranging in power from 113 to 187bhp. All the engines feature direct injection, as well as stop-start and brake energy recovery technology. The top-line and lowest‑emission 2.0 TDI comes as standard with four-wheel drive, a 7-speed DSG semi‑automatic gearbox and 115g/km, while the 1.5-litre TSI petrol engine has cylinder deactivation technology. A new digital instrument display is offered for the first time, while the Karoq will go on sale in the second half of 2017. More SUVs will follow.

Citroën C3 Aircross – small SUV French carmaker Citroën says that the new C3 Aircross compact SUV has a ‘fresh and assertive’ personality. While we can’t vouch for that, it does have the funky new style embodied by the company on the award-winning C4 Cactus and C3 supermini and an array of driver assistance systems to ensure it can tackle the rough stuff. Grip Control®, Hill Descent Assist, a colour head-up display and smartphone wireless charging are among the technological highlights, while personalisation is strong, too, with up to 90 exterior colour combinations.

PureTech petrol and BlueHDI diesel engines power the French newcomer which goes on sale in the UK on 1 November.

Kia Stonic – small SUV South Korean carmaker Kia claims that the ‘B-SUV’ segment for supermini-sized crossovers currently accounts for 1.1 million new car sales in Europe each year – around seven per cent of the market – and is forecast to expand to more than two million annual sales by 2020. To capture some of those sales, it has launched the new Stonic crossover. Like the Citroën C3 Aircross, personalisation is key: the car’s ‘targa’-style roof features a two-tone paint finish, while the Stonic will be available with up to 20 two-tone colour combinations – and five distinctive colours for the roof.

On sale in Q3 2017, a range of lightweight turbocharged petrol and diesel engines power the Stonic, each paired with a manual transmission. A 1.0-litre T-GDI 117bhp engine starts the range, while a 1.6-litre diesel unit will offer the lowest emissions and highest efficiency.

5

ALL-NEW

PEUGEOT 3008 SUV

CAR OF THE YEAR 2017

UP TO 70.6 MPG*

CO2 FROM 103 g/km*

BIK FROM 22%*

FIND OUT MORE AT BUSINESS.PEUGEOT.CO.UK OR CALL THE PEUGEOT FLEET LINE ON 0800 285 1705**

ALL-NEW PEUGEOT 3008 SUV

EXPERIENCE

Official Fuel Consumption in MPG (l/100km) and CO 2 emissions (g/km) for the all-new PEUGEOT 3008 SUV Range are: Urban 37.2 - 67.3 (7.6-4.2), Extra Urban 55.4 - 80.7 (5.1-3.5), Combined 47.1 - 70.6 (6.0-4.0) and CO 2 136-103 (g/km). MPG figures are achieved under official

EU test conditions, intended as a guide for comparative purposes only, and may not reflect actual on the road driving conditions. Model shown is all-new PEUGEOT 3008 SUV GT Line 1.2L PureTech 130 S&S 6-speed manual with optional aluminium longitudinal roof bars (£120) and optional Sunset Copper metallic paint (£525). *MPG,CO 2 and BIK figures quoted are for the all-new PEUGEOT 3008 SUV 1.6L BlueHDi 100 S&S 5-speed manual. BIK for 2017-2018 tax year at 20% tax rate. Information correct at time of going to print. **Calls to 0800 numbers are free of charge from all consumer landlines and mobile phones. If you are calling from a business phone, you should check with your provider whether there will be a charge for calling an 0800 number.

Road Test

ROAD TEST

Peugeot 3008 GT-Line BlueHDi 120

Written by Richard Gooding

cruiser on the motorway. The company’s much-vaunted ‘i-Cockpit’ layout with a smaller steering wheel and instruments presented higher works well, and you soon get used to the slightly odd wheel‑instrument relationship. It soon Engine of the Year Awards becomes second nature and Fitted 1.0‑litre to 1.4-litre category doesn’t feel uncomfortable. for the second year The small steering wheel with th running, it’s the BlueHDi makes the car feel e BlueHD EU6‑compatible diesel more agile and nimble i 1 diesel e 20 engine on test here. than perhaps an SUV In the 3008 range, has a right to, and the the Peu ngine, geot 30 the BlueHDi 120 is steering itself has some 08 GT‑Line the mid-range engine weight to it and isn’t which features the too light, which means emissio has ns of fuel‑efficient diesel you can place the car 104g/k technology, smaller accurately. For an SUV, the m 100bhp and larger 3008 handles well, out of 150bhp variants below and town and in it, too, with only above it in the 3008 line-up. more severe undulations and road With 221lb ft/300Nm of torque produced imperfections throwing it off course. from 1,750rpm, the 3008 GT-Line BlueHDi Going back to the looks, the 3008 looks 120 gets to 62mph from rest in 11.2 seconds, undoubtedly smart and modern and many and goes on to a maximum speed of people who were introduced to the car didn’t 117mph. It feels spritely, too, and its 1,300kg think it looked obviously like a Peugeot. weight belies its chunky appearance. It Sharing many design cues with its smaller pulls well though its six-speed manual 2008 sibling – the 3008 is based on the gearbox which is precise and easy to use, Volkswagen Golf-sized 308, the 2008 is though when at slow speeds you have based on the 208 supermini – the 3008 to drop down to first gear to get a clean GT‑Line features silver-finished roof rails, getaway, otherwise the car stalls. That’s 18-inch ‘Detroit’ two-tone diamond-cut alloy a common issue on many new diesel cars, wheels, and satin copper ‘GT-Line’ emblem. though, and isn’t isolated to the 3008.

Nice design touches include where the roof As befits its premium aspirations, the rails meet rear pillar and the gentle sculpting mid‑size Peugeot SUV is a comfortable of the doors and bonnet. E

Peugeot has re-invented its people-carrying 3008 model, turning it from MPV to SUV. More stylish than before and with more upmarket aspirations, how does it face up to its new competition?

What is it?

Arriving on the UK market in January this year, the Peugeot 3008 is one of the newest SUVs to be launched. Carrying the name of its predecessor, that’s about the only two things the cars have in common. The first-generation Peugeot 3008 was more of an MPV rather than an SUV, so the French company has radically re-invented its mid-size people‑carrying offering and taken advantage of the growing SUV sector with the new car.

Gone are the ungainly looks of the original 3008, replaced with a much more interesting shape, with more than a handful of daring design details. While the shape is familiar to SUV drivers, the new 3008 is one of the most radical Peugeots of recent times, and also puts in a bid to be one of the most prestigious, too, thanks to its more premium pricing structure.

The car has also won critical praise, being crowned the European Car of the Year 2017, an award decided by the 58 members of the European motoring press from 22 countries.

How does it drive?

The Peugeot 3008 is powered by a range of PSA Group latest-generation PureTech petrol and BlueHDi diesel engines. While the turbocharged 1.2-litre three-cylinder PureTech unit has won the International

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7

Road Test

Peugeot 3008 GT‑Line BlueHDi 120 ENGINE:

Peugeot has re-invigorated its 3008 with a greater dose of style this time around

1,560cc, four-cylinder turbodiesel

CO2:

104g/km

NOx:

36mg/km

MPG (combined):

70.6

GF MPG (combined):

51.9

VED:

£140 first-year, £140 thereafter

BIK:

22%

PRICE (OTR):

£28,205 (inc VAT, £29,720 as tested)

 The interior of the 3008 is where the car plays its quality card. Sumptuous, with a nice mix of ‘Brumeo’ fabric on the door panels and dashboard, blue mood lighting in the roof and doors adds even more of a premium feel.

The sports seats are comfortable, and there is plenty of room in the back, too, while the 591-litre boot is colossal for the 3008’s size.

The ‘i-Cockpit’ also extends to the centre console which sweeps around the driver and houses alloy-effect toggle switches for the functions on the 8.0-inch colour touchscreen infotainment system. Similar to those on the DS 5, the piano key-like buttons really look and feel the part and are a surprising feature. The actual touchscreen system is the same as in other modern PSA Group cars and works in the same way. It doesn’t have the most logical menu, but the display is better than some of its rivals and doesn’t look dated either. We do worry about the heater controls being all on-board the touchscreen system though, and would prefer them to be more readily accessible for ease of use.

The 12.3-inch head-up 100 per cent digital instrument display is impressively easy to use. Very crisp and clear, it wows with its changeable and configurable displays. ‘Dials’, ‘Navigation’, ‘Driving’ or ‘Personal’ modes can be chosen, and relay appropriate information back depending on which mode is selected.

8

‘Piano key’ toggle switches have a quality look and feel

New 3008’s interior is a premium‑feeling place to be

How economical is it?

Peugeot claims that the latest generation BlueHDi engines ‘deliver a driving experience rich in power and performance but with exceptional fuel economy and CO2 emissions’. The official claimed combined cycle fuel economy figure of 70.6mpg.

Over our longer than usual 492-mile test, we achieved an average of 51.9mpg.

All BlueHDi engines feature Selective Catalytic Reduction (SCR) and Particle Filtration processes, and Peugeot states that a three-stage cleansing process targets pollutants, removing hydrocarbons and carbon monoxide, reducing nitrogen oxides by up to 90 per cent and eliminating 99.9 per cent of particulates. All Peugeot 3008s have Stop & Start technology which cuts the engine when the car is at a standstill.

the £23,525 Active BlueHDi 100 S&S 6-speed manual. The Allure trim starts at £24,295, while the higher-specification GT-Line such as our test car costs from £26,195. Our mid‑trim BlueHDi 120 car is priced at £28,025, while the options of ‘Nero Black’ metallic paint (£525) and an electric panoramic glass sunroof (£990) nudged the price up to £29,720. The range-topping GT trim is only available with the highest output 180bhp BlueHDi diesel engine, and costs £33,695.

GT-Line specification is well-equipped, though. Mistral ‘Imila’ leather effect seat trim, a wireless smartphone charging plate, full LED headlamps and fog lights, LED sequential scrolling front indicators and door mirror-mounted LED ‘Peugeot’ approach lights all feature as standard.

There’s also the ‘i-Cockpit Amplify’ system which allows the choice of two configurable interior ambiences: ‘Boost’ and ‘Relax’.

Safety systems are high on the 3008 GT-Line’s agenda, too, with automatic emergency braking, blind spot detection, distance alert, lane departure, and self‑levelling headlamps all fitted.

For comparison, a similar-size and output SEAT Ateca (see pages 52-53 for our road test of the 1.0-litre TSI petrol model) SE Technology costs £24,330 but has slightly less kit (move up to the £28,410 FR for a similar level of equipment and more power), while a Volkswagen Tiguan SE Navigation is listed at £28,865, but again has more power from the same 2.0-litre TDI engine as the SEAT. A Ford Kuga Titanium X TDCi 120 meanwhile is £29,045 but isn’t as sumptuous as the 3008, while the recently-updated Nissan Qashqai is priced from £27,780 in Tekna 1.5 dCi 110 guise, rising to £29,030 for the 1.6 dCi 130-engined version.

What does it cost?

The Peugeot 3008 range starts with the Active 1.2-litre PureTech 130 S&S 6-speed manual at £22,495. The cheapest diesel is

How much does it cost to tax?

With impressively-low CO2 emissions of just 104g/km, the Peugeot 3008 GT-Line BlueHDi 120 costs £140 in Vehicle Excise Duty for

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Fuel consumption is just one read‑out on the 12.3-inch ‘i-Cockpit’ digital display

the first year in accordance with the revised rates which came into force in April 2017.

For subsequent years, the rate is the same.

The cleanest 3008 is the Active BlueHDi 100 S&S at 103g/km, but this slots into the same £140 first and subsequent-year rate bracket.

The most expensive 129g/km 1.6-litre THP 165 petrol-engined 3008 costs £160 in the first year, slipping to £140 thereafter. When it comes to BIK rates, the GT-Line BlueHDi 120 sits in the 22 per cent band.

Why does my fleet need one?

Handsomely stylish, well-built and moderately economical, there are many things to like about the Peugeot 3008 GT-Line BlueHDi 120.

The French SUV impresses with its fit, finish, and tech count, while its on-road manners lend more of a feel akin to its mid‑sized hatchback relative. It’s not as enjoyable to drive as its SEAT Ateca rival, but its tidy handling does bring some enjoyment.

Despite its pumped-up looks, there is no four-wheel drive version for now, and Peugeot has deigned not to replace the previous 3008’s diesel-electric Hybrid4 powertrain, but a petrol‑electric plug-in hybrid may arrive in 2019.

To sum up then, the 3008 GT-Line fufills its premium aspirations well, should please with its high level of standard equipment, and is a decent drive, all with an added dose of stylish economy and practicality. L FURTHER INFORMATION www.peugeot.co.uk

Mitsubishi Outlander PHEV

Mitsubishi Outlander PHEV The Mitsubishi Outlander PHEV was the first plug-in hybrid SUV in the UK, but not resting on its laurels, the Japanese manufacturer has updated the car for 2017

How does it drive?

Powered by a 119bhp 2.0-litre four‑cylinder petrol engine allied to two 60kW electric motors – one front, one rear – combined system output of the hybrid Mitsubishi is 200bhp. A torque output of 244lb ft/330Nm sees the Outlander PHEV get from 0 to 62mph in 11.0 seconds, while the big Mitsubishi can travel up to 74mph in all‑electric mode.

One development for 2017 is an ‘EV Priority’ mode which allows the PHEV SUV to run on all‑electric power without the engine starting, provided there is sufficient charge in the 12kWh battery pack. Before, the engine would cut in a little too early on accelerative bursts. There’s also an electronic parking brake, too, in addition to an ‘Auto Hold’ function, which holds the car in traffic the same way as a conventional handbrake.

We ran an Outlander PHEV for six months in 2016, and found it to marry the best of both the EV and hybrid worlds. If you’re not yet ready to take the full EV route, the Outlander PHEV offers added security thanks to its petrol engine, while also allowing the full EV experience when the situation dictates.

We mainly used the Outlander PHEV

as a petrol-powered car on long journeys and motorways, with the EV mode saved for weaving silently through city streets. A ‘Save’ function holds the battery charge for exactly this reason, while a ‘Charge’ mode activates an on-board generator which feeds electricity gained through motive power from the engine and stores it in the drive battery.

A trio of driving modes ensure the driver gets the best performance and efficiency out of the hybrid Outlander. ‘EV Drive’ mode lets the two electric motors power the car and is the greenest, zero‑emission way to drive it. In ‘Series Hybrid’ mode, the petrol engine operates as a generator and supplies electricity to the pair of motors, and is used when the battery’s charge falls below a predetermined level or when more performance is needed.

At high speeds, the car switches into ‘Parallel Hybrid’ mode, with the petrol engine providing almost all of the motive power, only assisted by the electric motors when required. A highly-effective regenerative braking system offers six strengths, while Mitsubishi’s twin-motor 4WD system offers both two and four-wheel drive options.

Another 2017 introduction are new dampers and rear suspension bushes, which make the car even more refined, and as before, it feels quite light on its feet with a comfortable ride. Thanks to updates, charging now takes five hours on a domestic socket, while a 16A public charger will refill the car in around 3.5 hours. New rapid charging technology also refills the Mitsubishi PHEV to 80 per cent capacity in just 25 minutes.

How economical is it?

Mitsubishi quotes a combined cycle fuel economy figure of 166mpg, and during our short and long-term tests, we managed to

ENGINE:

1,998cc four-cylinder petrol with 2 x 60kW electric motors and 12kWh battery

CO2:

41g/km

RANGE

33 miles (electric only), 542 miles (hybrid mode)

MPG (combined):

166

GF MPG (combined):

178

VED:

£0 first-year, £130-£440 thereafter

BIK:

Written by Richard Gooding

What is it?

The Mitsubishi Outlander PHEV is well‑known to GreenFleet readers. Launched in May 2014, the plug-in hybrid SUV was the first of its kind in the UK. It led to the Japanese carmaker being named the GreenFleet PHEV Manufacturer of the Year in 2014, and go on to win the GreenFleet Outstanding Achievement prize in 2015.

A plug-in hybrid SUV with a 33-mile all‑electric range, the Outlander PHEV was refreshed with minor updates for 2017.

Road Test

ROAD TEST

9%

PRICE (OTR):

From £34,305 (inc VAT, before £2,500 government Plug-in Car Grant)

beat this figure on a regular basis, provided we plugged the car in whenever we could.

What does it cost?

The Mitsubishi Outlander PHEV starts from £34,305 for the entry-level Kotu version, rising to £46,505 for the range-topping 5HS. A £2,500 price deduction is also offered by the government’s Plug-in Car Grant.

How much does it cost to tax?

Now with CO2 emissions of 41g/km, the Outlander PHEV qualifies for £0 first‑year rate VED, rising to £130 per year if the car’s list price is under £40,000. Higher-spec 4HS, 5H and 5HS versions which are over £40,000, though, now cost £440 per year.

Why does my fleet need one?

As with the pre-update car, provided it is used in the right way, the Mitsubishi Outlander PHEV offers excellent economy, as well as the other benefits of its low and zero-emission powertrain. Its tax incentives may now be slightly eroded, but its driving experience and technology are better than ever. L FURTHER INFORMATION www.mitsubishi-cars.co.uk

The UK’s first plug-in hybrid SUV, the Outlander PHEV has a 33-mile electric range with CO2 emissions of 41g/km

Volume 105 | GREENFLEET MAGAZINE

9

Road Test

ROAD TEST

Jeep Renegade Limited 1.6 MultiJet II 120

Written by Richard Gooding

The Renegade is Jeep’s first model built outside the US. Big on style and choice, the baby Jeep faces tough rivals in the fiercely‑ fought compact crossover market What is it? well as in Brazil and China. The first Jeep Now seen as more luxurious vehicles, model to be exclusively produced outside of Jeep pioneered the four-wheel drive SUV North America, front as well as part-time and movement with the original prototype full‑time four-wheel drivetrains are available.

Bantam BRC Willys Jeep in 1941. Although There are four engines – two petrol and two just for military use, civilian Jeeps (CJs) first diesel with outputs from 110 to 170bhp appeared in 1945, and in the intervening – to choose from, too, as well as manual 70 years have become more refined. Arguably and nine-speed automatic transmissions. most famous for the Wrangler and Cherokee In addition to offering a smaller than models of the mid-1980s, the Renegade may have been traditional Jeep footprint, name has been around since 1970, and now the Renegade also uses style as part of its it returns on a car more akin to those smaller weaponry to capture younger buyers to the off-road Jeeps with which the company brand. It’s boxy yet chiselled, chunky yet funky, started its ascent to four-wheel drive glory. and from the front end at least, unmistakably The new Renegade is a compact crossover a Jeep. The traditional slatted grille and round which is related to the Fiat 500X, the two headlamps of that original Willys Jeep have cars sharing components as both the Italian been updated for the 21st century and when and US companies are part of the picked out in a contrasting colour, the Fiat Chrysler Automobiles small crossover displays a large group, established in clue to its parentage. With its d e Select 2014. Launched the square-cut body lines and same year, the latest plastic-cladded wheel arches, Jeep dels o Renegade is built in the baby off-roader carries m e d a Italy alongside the its high-riding looks well.

Reneg top/Start small Fiat crossover, as Nice touches include the use S e’

o Driv and ‘Ec g systems rin monito improve to y econom

10

‘X’-shaped rear light lenses and the smattering of ‘hidden’ Jeep grille motif logos in the cabin.

The Limited model tested here sits just under the top-of-the-range Trailhawk, although all models receive the same, ruggedly‑styled interior. Full of ‘military’-style design touches, it’s certainly a different place to be, and while possibly too garish for some, cars with the contrasting ‘Bark Brown’ and ‘Ski Grey’ leather really look the part. Yes, the ‘Since 1941’ embossed panel above the radio is possibly a heritage touch too far, but overall, the individualism of the Renegade is appealing.

How does it drive?

Built alongside and sharing proven mechanical parts with the Fiat 500X, the Jeep Renegade shares its Italian cousin’s engines. The car we tested was a 120bhp 1.6 MultiJet II diesel-engined model coupled with a six‑speed manual gearbox. Torque of 236lb ft (320Nm) is developed from as low as 1,750rpm, and the car feels spritely enough for everyday use and keeps up well with motorway traffic. The 1,404kg

for which the Jeep brand is known. Both systems are married to Jeep’s ‘Selec‑Terrain’ traction control system, which has four or five modes for varying surfaces.

How economical is it?

The 1.6 MultiJet II diesel is the most economical and cleanest engine in the Renegade range. Our test car’s engine was Euro 5+ standard, but FCA Group has recently revised the complete range of units and it now qualifies as Euro 6. As a result, CO2 emissions fall from the 120g/km of the Euro 5+ engine to 115g/km for the Euro 6 unit. Quoted economy is improved, too, up from the 61.4mpg of our test car to 64.2mpg of 2016 models. Over our 410-mile test, we averaged 53.0mpg in the real world, which is 86 per cent of the quoted figure – a commendable result. Another benefit of the newer technology is a sizeable reduction in NOx emissions from 0.168g/km to 0.025g/km. This version of the car also features Stop/Start and ‘Eco Drive’ monitoring systems to further improve economy.

What does it cost?

The Renegade Limited 1.6 MultiJet II 120 costs £24,855 on the road, with our test car weighing in £28,305 once selected options were fitted. Metallic paint costs £700, while our car also featured upgraded two-tone alloy wheels for an extra £300 and an electric panoramic sunroof at a hefty £1,200.

Optional packs range from £475 to £750.

Equipment on the Renegade Limited is high, though, with cruise control, dual-zone climate control, heated front seats and steering wheel, leather upholstery, a seven-inch TFT instrument display, ‘Uconnect’ 6.5-inch colour touchscreen infotainment system (with satellite navigation and Bluetooth), and steering wheel controls. Safety kit includes forward collision and lane departure warning systems as standard, as well as rear parking sensors, electronic stability control, anti-roll mitigation, and traction control.

The Renegade range starts at £18,250 for the 1.6 E-torQ 110bhp Sport and rises to £29,810 asked for the 2.0 MultiJet II 170bhp Trailhawk. A trio of special editions are also offered. Fiat’s 500X twin starts at £15,430 in ‘City Look’ trim – the ‘Off-Road Look’ Cross Plus model with the same 1.6-litre MultiJet II 120 engine as the Jeep retails at £21,235 on the road, but interestingly is rated at 109g/km, 6g/km lower than the Renegade. The small Jeep faces myriad rivals in its competitive sector including the Mazda CX-3, the perennially popular Nissan Juke, the premium Mini Countryman, as well as the Skoda Yeti, Suzuki Vitara and Vauxhall Mokka. However, Jeep claims that in Limited 1.6 MultiJet II 120 form (as tested here) the Renegade has the most kit and is cheaper than its key rivals.

While the standard three-year/60,000‑mile warranty could be longer, this can be upgraded at extra cost to seven years and 100,000 miles. Servicing intervals are every 12,500 miles, but thanks to that commonality of parts shared with the Fiat 500X, maintenance shouldn’t be on the prohibitive side.

ENGINE:

1,598cc, four-cylinder turbodiesel

CO2:

Road Test

Renegade Limited 4x2 does the 0-62mph benchmark in 10.2 seconds, while top speed is 111mph, no doubt due to the bluff looks denting the car’s aerodynamic efficiency. The boxy shape may also contribute to the wind noise on the move, which trumps road noise from the standard 18-inch alloy wheels and 225/55 R18 tyres. Otherwise, the small Jeep is a very refined cruiser, although there is no denying what is powering the car at idle.

Over 100kg lighter than its four-wheel drive siblings, the front-wheel drive Renegade grips well, and corners flatly for a small SUV. A firm ride deflects road imperfections well enough and the baby Jeep feels comfortable on the move. As with many modern cars, steering feedback is at a minimum, although you can place the car well enough. While it aids the Renegade’s practicality, the square silhouette does have its limitations out in the open: the rear pillars are very thick and close following traffic can be shielded from view. The optional blind spot monitoring system which comes as part of the £750 ‘Parking Pack’ also includes parking sensors and a rear-view camera.

Although our test car was resolutely two‑wheel drive, the two four-wheel drive systems available on the Renegade deliver both part and full-time 4WD traction. ‘Jeep Active Drive’ is optional on all models and automatically engages all four wheels when traction is lost. At other times, the car runs in two-wheel drive mode with the rear axle disconnected, increasing fuel efficiency. ‘Jeep Active Drive Low’ is a full-time 4x4 mode, which is coupled to an active on-demand clutch to provide increased traction on all surfaces and provide off-road capability

Jeep Renegade Limited 1.6 MultiJet II 120

115g/km

NOx:

0.025g/km

MPG (combined):

64.2

GF MPG (combined):

53.0

VED:

£160 first-year, £140 thereafter

BIK:

25%

PRICE (OTR):

£24,855 (inc VAT, £28,305 as tested)

How much does it cost to tax?

As tested, the Jeep Renegade Limited 1.6 MultiJet II 120 costs £160 during the first year of ownership and £140 thereafter at current rates. Benefit in Kind is 25 per cent. Top models fitted with the 160g/km 2.0 MultiJet II Diesel 4WD powertrain will pay a sizeable £500 per year in VED for the first year, and £140 thereafter, as well as 34 per cent BIK. It’s a shame the Euro 6 version of the 1.6 MultiJet II diesel engine isn’t rated at just 1g/km lower, though: BIK falls by one per cent.

Why does my fleet need one?

The Renegade shrinks the traditional Jeep footprint down to a size which hasn’t been seen for quite some time. With commendable economy, stylish looks, a comfortable and striking interior, the baby Jeep is an interesting addition to the small crossover sector.

The small SUV has done much to boost the US company’s sales in the UK, too – in April it was the brand’s best-selling model – and there are myriad models from which business users can choose. If rugged off‑road looks appeal, there’s a lot to like about the Renegade, but opt for a sensibly-priced mid‑range, two-wheel drive car as tested here for optimum economy and tax costs. L FURTHER INFORMATION www.jeep.co.uk

Volume 105 | GREENFLEET MAGAZINE

11

Road Test

ROAD TEST

Toyota C-HR Hybrid

Written by Richard Gooding

The Toyota C-HR brings daring style and the company’s familiar hybrid technology to the small crossover market, as well as Lexus-like luxury

12

GreenFleet readers will be more interested What is it? in the hybrid model which is forecasted to ‘C-HR’ stands for ‘Coupé High Rider’ and take 75 per cent of C-HR sales in the UK. gives a clue to the main difference Toyota’s All hybrid C-HRs are front‑wheel drive only. latest model has over the competition.

Sharing the Prius’ 1.8-litre, 97bhp petrol With a distinctive sloping roofline, the C-HR engine and 53kW/71bhp electric motor, the attempts to bring coupé looks to a segment hybrid powertrain C-HR promises emissions which typically sees more staid ‘box-like’ as low as 86g/km with economy of 74.3mpg. styling. It’s the most daringly‑styled car For efficiency reasons, the hybrid C-HR is in Toyota’s current line-up, and features only available with a CVT automatic gearbox the latest Toyota New Global Architecture which feels strained at higher revs.

(TNGA) platform just like the latest Much better suited to lower Prius (GreenFleet issue 93). It speeds, the new Toyota also has an economical hybrid he T crossover has little body powertrain, which should Toyota has roll, and corners flatly for appeal to fleet managers. id r b an SUV. Nicely‑weighted y H C-HR issions of steering and an How does it drive?

Even though the CO2 em 7g/km and inherent nimbleness make the C-HR C-HR looks as small -8 86g/km re only costs fun to drive. as a Nissan Juke, it is actually as large as a therefo in VED for How Qashqai. Luggage space £90 st year economical is it? of 377 litres is around 60 r fi e th Toyota claims combined litres less than the competition, cycle economy figures of but a well-shaped loading 74.3mpg on C-HR Hybrid models area makes up for this a little. with 17-inch wheels, and 72.4 on cars with The bold interior of the C-HR features 18‑inch rims. Over our 250-mile real‑world a central touchscreen which is angled test route, our 18-inch-wheeled car returned towards the driver, while vivid colour an average economy of 53.2mpg. strips dissect the dashboard. The C-HR also seems to borrow high-quality fittings from What does it cost? its Lexus cousins. It’s a comfortable and The entry-level Icon Hybrid starts at cosseting place in which to sit, the leather £23,685 and includes kit such as automatic trim and gloss plastic on some models headlights and wipers, dual-zone air creating an impression of luxury. conditioning, eight‑inch Toyota Touch 2 A pair of petrol engines are available infotainment system with six speakers, and for the C-HR. A 1.2-litre turbocharged unit keyless entry. Excel C-HR Hybrids cost from develops 114bhp with torque of 136lb ft, and is mated to a six-speed manual gearbox, with the option of a CVT automatic.

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£26,585 and add an eight-inch Toyota Touch 2 with Go infotainment system.

Dynamic trim (£28,085 upwards) benefits include LED lighting, and a bi-tone paint finish with a contrasting black roof.

How much does it cost to tax?

The Toyota C-HR Hybrid has CO2 emissions of 86g/km and 87g/km when fitted with 17 or 18-inch wheels respectively.

Therefore, all versions regardless of trim cost £90 to tax in the first year and £130 thereafter. BIK is 17 per cent.

Why does my fleet need one?

Forty-four per cent of C-HR sales will be to the fleet market, and Toyota forecasts the new car to take 11 per cent of the C-segment crossover market. Low emissions and a decent drive should help Toyota attain the penetration it desires, as the C-HR fires a capable and creative riposte to the established competition. L FURTHER INFORMATION www.toyota.co.uk

Toyota C-HR Hybrid ENGINE:

1,798cc, 97bhp four-cylinder petrol engine, 53kW electric motor, 6.5Ah battery

CO2:

86-87g/km

MPG (combined):

72.4-74.3

VED:

£100 first-year, £130 thereafter

BIK:

17%

PRICE (OTR):

£23,685-£28,085 (inc VAT)

Lexus RX 450h Luxury

Road Test

ROAD TEST

The origins of Lexus’ hybrid reputation started with the second-generation RX. Richard Gooding finds out if the latest version of the big SUV still deserves its economical and premium standing Lexus RX 450h Luxury ENGINE:

CO2:

127g/km

MPG (combined):

51.4

GF MPG (combined):

36.9

VED:

£140 first-year, £440 thereafter

BIK:

24%

PRICE (OTR):

What is it?

Lexus got ahead of the hybrid game before many others, and now offers a petrol-electric version of every model in its range. Rather aptly, Lexus’ hybrid technology debuted on the second-generation RX in 2005, and it’s the fourth-generation model of the Japanese company’s large crossover on test here.

How does it drive?

There’s no doubt about the RX 450h’s looks – they’re very divisive. While its wide chrome‑trimmed front grille may prove a little brash for some, the big Lexus’ style is certainly on the bold side, but it has a premium air, too, befitting its – in Luxury trim – £50,000‑plus price tag. A ‘floating’ roof and muscular wheel arches further add interest to the overall shape, which help to disguise its size.

Make no mistake, at almost five metres long and over 1.5 metres tall, this is a big car.

But with a big car comes enlarged practicality. The luxuriously-trimmed cabin has acres of space and plentiful rear legroom, and there’s 453 litres of luggage space with the rear seats up. The cabin is typically Toyota/Lexus, and has everything in easy reach with soft-touch and premium materials in abundance. The only thing that lets it down is the joystick-mouse which controls the infotainment system. A little too sensitive, it’s too easy to navigate to another menu other than that desired, but it gets better to control once you’re used to it.

One of the biggest advantages a hybrid powertrain offers is quietness and hushed refinement. And it’s here the Lexus RX 450h scores over similar-sized diesel-powered rivals. Set off at low speeds and the car is

eerily quiet, but it doesn’t take long before the engine cuts in. It’s noticeable rather than intrusive, though, and under accelerative loads, the car makes a nice muted six‑cylinder ‘woofle’, which is in keeping with its luxurious demeanour. Most of the time, the RX 450h is a more relaxing car to drive than a large diesel-powered rival would be.

The car’s Full Hybrid System powertrain means the electric motors are always on, and the petrol engine will stop and start at any given speed to maintain the best balance between performance and efficiency.

A selectable ‘Eco’ mode helps economy by cutting the climate control and levelling out response from the throttle, while the ‘EV’ mode runs the car in zero-emission, electric‑only mode for as long as conditions allow.

Sadly, the eCVT gearbox doesn’t match the premium image, and sounds strained when the car is ploughing on. A switchable ‘Sport’ mode holds onto gears for even longer, but even when the car is in standard mode, though, the performance is quite prodigious, the full system output of 313bhp pushing the car along effortlessly quickly.

Despite its size, the RX 450h betrays its dimensions and with light steering, it doesn’t feel like a big SUV. Body roll is well-contained while grip from its ‘E-Four’ all-wheel drive system is plentiful.

How economical is it?

Lexus quotes an official 51.4mpg on the combined cycle for its big SUV. And while we didn’t get near to that figure out in the real world, the high of 40.3mpg we achieved is impressive for a car which weighs 2,715kg.

Our average fuel return over 316 miles was

Written by Richard Gooding

3,456cc, six-cylinder V6 petrol, 123kW and 50kW electric motors

£51,645 (inc VAT, £52,290 as tested)

36.9mpg. But even with regular use of the ‘EV’ mode around urban areas or when stuck in traffic, if motorway miles are a priority, a traditional diesel-engined SUV would make for a more economical companion.

What does it cost?

The Luxury model tested here costs £51,645 ‘on the road’, and looks and feels generally very premium. The RX range starts with the £41,940 200t S, powered by a 238bhp 2.0‑litre petrol engine, while the hybrid models begin with the £48,645 450h SE, and are topped off with the £59,645 450h Premier.

How much does it cost to tax?

With emissions of 127g/km, first-year rate tax for the RX 450h Luxury is £150. However, as the car’s list price is over £40,000, it attracts the ‘Premium Rate’ tax supplement of £310 added to the ‘Standard Rate’ of £130 from the second year for five years thereafter. That results in a very hefty £440 annual VED cost.

Why does my fleet need one?

If a boldly-styled, spaciously practical and eminently quiet SUV appeals, the RX 450h is a strong contender. A diesel-powered rival may offer greater economy in the right conditions, but the RX 450h’s sophisticated powertrain and projected lower running costs should also reap rewards. The big Lexus is an interesting – if not compelling – large SUV choice, as well as a quietly economical, prestigious, and bold hybrid proposition. L FURTHER INFORMATION www.lexus.co.uk

Volume 105 | GREENFLEET MAGAZINE

13

Road Test

ROAD TEST

BMW X5 xDrive40e iPerformance

Written by Richard Gooding

The BMW X5 xDrive40e iPerformance was the German company’s first plug-in hybrid model.

Richard Gooding examines the company car tax savings and economy the big PHEV SUV offers

What is it?

The X5 xDrive40e iPerformance was the first plug-in hybrid production car from BMW, and was launched in spring 2015 ahead of the PHEV versions of the 2 Series Active Tourer and the evergreen 3 Series executive saloon.

The permanent all-wheel drive SUV combines elements of BMW’s EfficientDynamics eco-technology with a 245bhp/180kW 2.0‑litre four-cylinder twin‑turbo petrol engine and 83kW/113bhp synchronous electric motor. Combined system output is 313bhp/230kW with 332lb ft/450Nm of torque, while the German car maker promises a maximum official 85.6mpg and CO2 emissions of 77-78g/km.

The 96-cell, 9kWh lithium-ion battery is mounted in the luggage area of the X5 xDrive40e and provides energy for the eight‑speed Steptronic gearbox, into which the electric motor is situated, while a separate 12V battery powers the car’s electrical system via an onboard voltage X5 xDrive40e employs a 245bhp/180kW 1,997cc four‑cylinder petrol engine mated to a 113bhp/83kW electric motor

14

transformer. The X5 xDrive40e can be driven up to 75mph in all‑electric mode, while BMW quotes an official 19-mile range. The company says it is the average mileage that 88 per cent of X5 drivers travel. Top speed is a quoted 130mph.

How does it drive?

Unlike its i3 and i8 built‑from-the-ground-up EVs, the X5 xDrive40e is a standard X5 given an electric makeover. Externally, it looks like any other X5, and it’s a similar story inside. As with other versions of the BMW SUV, the plush materials and clear displays point to a premium-priced car, and there are plenty of read-outs to inform the driver of what’s going on with the power sources.

An i8-style ‘floating’ central touchscreen displays the navigation and setting options, as well as informing the driver of which driving mode is selected.

A display ahead of the driver displays the level of recuperation charge, battery status as well

The 5 BMW X was 0e xDrive4 any’s first p the comproduction hybrid r, with ca sions of s i m e CO2 /km 77-78g

DEDICATED TO PROMOTING A CLEANER ENVIRONMENT | www.greenfleet.net

as how much electricity is being used. An ‘eDrive’ button on the high centre console adjusts the car’s hybrid mode. When set to ‘Auto’, the xDrive40e’s engine is boosted by the 184lb ft/250Nm electric motor for higher speeds, the electric motor being employed up to 44mph. The ‘Max’ eDrive setting allows the car to run exclusively on all-electric power.

A ‘Save Battery’ mode allows the battery’s charge state to be held or topped up by energy recuperation should its level be low and is ideal for those smaller city-based journeys where zero local emissions matter most.

Regardless of which setting is chosen, all four wheels are permanently powered by BMW’s xDrive system. A ‘Driving Experience Control’ switch also activates three further vehicle set‑ups: ‘Comfort’, ‘Sport’ and ‘Eco Pro’.

These further modes alter the throttle mapping, steering characteristics and gearbox responses. ‘Eco Pro’, as its name suggests, is the most economical setting, and optimises the most efficient use of the air conditioning system, seat heating function as well as the heated mirrors.

Additionally, when overrunning between 0-100mph, a coasting function shuts off the engine, so the X5 xDrive40e runs using no fuel at all. Both the ‘eDrive’ and ‘Driving Experience Control’ set-ups can be mixed together for a driver’s particular preference. To make the hybrid BMW X5 even more efficient, the standard ‘Professional’ satellite navigation system also features intelligent energy management. BMW’s ‘anticipatory powertrain strategy’ maximises the car’s potential all-electric range by examining the route profile, traffic situation and which drive mode is selected.

As with the Volvo XC90 T8 Twin Engine we’ve also tested (GreenFleet issue 91), the X5 xDrive40e offers plenty of performance from the off. The electric motor has spirited get-up-and-go from standstill thanks to its instant torque – BMW quotes a 0-62mph time of 6.8 seconds.

Refinement is as you’d expect from a BMW, too, the hybrid X5 near-silent when on the move.

How long does it take to charge?

Charging the X5 xDrive40e to 80 per cent from empty takes around 2.5 hours on BMW’s 7kW i wallbox, which is part of the company’s ‘BMW 360º Electric’ concept, which offers connected and assistance services. As with the i3, the ChargeNow service provides free access to a network of selected charging points, while the ParkNow Longterm system allows pre‑booking of a charge point for recharging.

If using a household socket, an additional hour can be added to the wallbox charging time. A remote pre‑conditioning system and a 5-metre domestic charging cable

is standard: a Type 2-ended cable for fast charging costs from around £165.

What does it cost?

Available in SE and M Sport variants, our test car was the top-rung M Sport, which starts at £59,795 ‘on the road’ including VAT. The lower priced SE model costs £55,810, but misses out on the more aggressive styling of the M Sport car.

The plug-in hybrid X5 is £325 cheaper than the similar output £56,135 157g/km, 47.1mpg xDrive40d in SE trim. As with the xDrive40e, an M Sport version is also available at £60,120. Standard equipment is high with adaptive comfort suspension, air conditioning, alloy wheels, automatic headlights and wipers, cruise control, DAB radio, and BMW online services all included.

How much does it cost to tax?

Like its Volvo XC90 T8 Twin Engine rival, the X5 xDrive40e will prove more advantageous when used in urban areas as opposed to stretches of motorway, where the xDrive40d will prove a more cost-effective companion. BMW claims mid-20mpg fuel economy on a long distance, rising by 10 or 20mpg depending on driving style and road conditions.

Like the big Swede, though, the plug-in X5 favours business users, with its BIK rate of 17 per cent. The big BMW PHEV is no longer eligible for the government’s Category 2 or 3 PiCG, but compared to the diesel xDrive40d, the xDrive40e has the potential to offer around 50 per cent benefit in kind tax savings.

The BMW xDrive40e iPerformance was first launched in 2015

ENGINE:

245bhp/180kW 1,997cc four-cylinder petrol with 113bhp/83kW electric motor

CO2:

77-78g/km

RANGE

19 miles (electric only)

MPG (combined): VED:

Road Test

BMW X5 xDrive40e

83.1

£90 first-year, £440 thereafter

BIK:

17%

PRICE (OTR):

From £55,810 (inc VAT)

Should I buy one?

BMW bills the X5 xDrive40e as a ‘no compromise’ version of its all-conquering SUV, but practicality does suffer a little. Unlike the Volvo XC90 T8 Twin Engine, the X5 PHEV seats five thanks to battery intrusion into the luggage area. However, the 500 litres of luggage space is only 70 litres less than a combustion-engined X5, increasing to 1,720 litres when the rear seats are folded.

Overall, the BMW X5 xDrive40e iPerformance offers most of the flexibility that the rest of the range enjoys. With the same comfort, premium quality and technology as other X5s, the hybrid version of BMW’s SUV entices business users with its much more favourable tax costs and low to zero‑emission running, and has very few drawbacks. L FURTHER INFORMATION www.bmw.co.uk BMW’s first plug-in hybrid has an all-electric range of 19 miles

X5 xDrive40e interior is plush, comfortable, well-equipped and has myriad read-outs to monitor the hybrid powertrain

15

Road Test Written by Richard Gooding

ROAD TEST

SEAT Ateca SE 1.0 TSI Ecomotive The SEAT Ateca is the Spanish company’s first crossover in the traditional SUV mould. Has it taken the best elements of the class and added a new Catalonian twist? Richard Gooding samples SEAT’s new high-riding dish What is it?

Spanish carmaker SEAT is perhaps best‑known in the UK for making good value small and medium-sized hatchbacks, its Ibiza and Leon models proving its most popular nameplates. Taken under the arm of the Volkswagen Group in 1982, the Martorell‑based company has offered a slightly sporty take on Volkswagen Group products for the past three-and-a-half decades.

The Ateca is SEAT’s first conventional SUV aimed at families who need more space than the Volkswagen Golf-sized Leon can offer. Launched in the second half of 2016, the Ateca’s compact crossover silhouette succeeds the MPV‑based Altea. Produced in Kvasiny in the Czech Republic, the Ateca will soon have a sister

in the new Škoda Karoq, a similar compact SUV based on the same mechanical components as the new SEAT. A range of diesel and petrol engines are available, but the most economical models are the 113bhp Ecomotive versions. Powered by either a 1.0-litre TSI petrol or 1.6-litre diesel engine, the Ateca Ecomotive models are available in S, SE and SE Technology trims and its the popular SE trim we have on test here.

How does it drive?

First off, the Ateca strikes you with its obvious similarity to the Leon. That’s no bad thing, as with its sharp creases and neat, geometric lines, the Ateca immediately appears modern and in line with its siblings.

The roof rails (standard on SE trim and

above) add a dash of SUV-ness, while there’s no mistaking the nature of the car thanks to its elevated ride height and large alloy wheels. The Ateca is cohesive and stylish and doesn’t deserve comparison with its Altea MPV predecessor. Open the door and its a similar story inside: Volkswagen Group build quality is evident everywhere, and the Spanish car almost upstages its more premium German family members when it comes to soft-touch materials.

Borrowing styling touches from the Leon’s cabin, SEAT has created a nice and logically thought-out place to be.

The 8.0-inch colour touchscreen works as seamlessly as it does in its VW Group rivals, too, and is easy to navigate and understand. Thanks to the overall design, visibility is good, too, with no A-pillar blind spots or rear window sight issues.

On the move, the tiny 999cc petrol engine is both impressively refined and flexible. Also found in the Volkswagen Golf and SEAT Leon among others, it’s hard to believe the little unit’s cubic capacity

SEAT Ateca SE 1.0 TSI Ecomotive 115 ENGINE: CO2:

119g/km

NOx:

28mg/km

MPG (combined):

54.3

GF MPG (combined):

47.4

VED:

£160 first-year, £140 thereafter

BIK:

22%

PRICE (OTR):

16

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999cc, turbocharged three-cylinder petrol

£20,490 (inc VAT, £22,890 as tested)

How economical is it?

SEAT quotes a combined cycle fuel economy figure of 54.3mpg. Over a 529-mile test, we achieved 47.4mpg: 87 per cent of the Spanish car’s official return. That a medium‑sized car powered by a 1.0-litre petrol engine – even one with a turbocharger – can be that economical is quite remarkable.

What does it cost?

The SEAT Ateca SE 1.0 TSI Ecomotive costs £20,490 ‘on the road’ (OTR). Standard equipment includes 17-inch ‘Dynamic’ alloy wheels, black roof rails, cruise control, dual‑zone climate control, electric door mirrors, front fog lights, LED tail lights, rear parking sensors, as well as an 8-inch ‘Media System Plus’ infotainment system with proximity sensor and USB/SD connectivity,

voice control and phone mirroring functions.

It’s a good value package, with everything drivers could want in day-to-day situations, but even the options fitted to our test car seem well-priced. The ‘Convenience Pack’ of auto headlights/wipers/rear-view mirror is £175, while lane and high beam assist functions are priced at £305 as part of the ‘Driving Assistance Pack’.

Striking LED headlights which really look the part come in at £820 (with auto adjustment and ‘welcome’ light in the door mirrors), while Keyless Enter and Go includes a ‘connectivity hub’ with wireless phone charger for £505. Finally, the bicolour 17-inch alloy wheels on our car added a further £345, with the ‘Bila White’ non‑metallic paint an additional £250.

Even then, that’s a lot of kit for £22,890.

Elsewhere in the range, the entry-level S 1.0 TSI Ecomotive starts at £18,340, while the cheapest SE Technology car with the same engine is £22,225, and offers aluminium roof rails, DAB, exterior chrome window surrounds, LED headlamps and fog lights, satellite navigation and 18-inch wheels in addition to the similarly-equipped SE. The least pricey Xcellence range-topper is the £25,300 1.4 EcoTSI, which features cylinder deactivation technology to take emissions down to 123g/km. The £31,260 Xcellence 2.0 TDI DSG-auto 4Drive is the ultimate Ateca, and is one of seven versions with four-wheel drive. All others are front-wheel drive only.

As a note, the petrol-powered Nissan Qashqai Acenta 1.2 DIG-T 115 with a similar level of kit to the Ateca costs from £21,680, while the Renault Kadjar Dynamique Nav TCe 130 is priced from £21,575 but both are heavier on emissions, with 129 and 126g/km respectively. The Ateca’s in-house rival, the Volkswagen Tiguan is noticeably more expensive, starting at £23,250 for the 137g/km 1.4 TSI 125 model in lowest form ‘S’ trim.

The £23,685 Toyota C-HR Icon Hybrid beats the SEAT on emissions at 86g/km, but is more expensive and has more divisive looks.

How much does it cost to tax?

With CO2 emissions of 119g/km, the 1.0 TSI Ecomotive is the cleanest petrol-engined Ateca available. It attracts a first-year taxation rate of £160 in the first year, and £140 thereafter, coincidentally the same as the 113g/km 1.6 TDI Ecomotive. All Atecas have energy recovery and stop‑start systems as standard, while SEAT claims that Ecomotive-badged models ‘may also include additional features such as revised gear ratios and low-rolling resistance tyres’. The energy recovery system varies the amount of power absorbed by the alternator, so that when braking, power which is otherwise lost is drawn into the battery and other electrical systems. Therefore, the alternator draws less energy under acceleration, and more power is sent to the wheels, reducing both fuel consumption and CO2 emissions.

Road Test

is that small, such is the turbocharged punch. SEAT quotes a 0-62mph time of 11 seconds and a top speed of 114mph, and although that sounds slow for 2017, it doesn’t feel it with 148lb ft/200Nm of torque available between 2,000 and 3,500rpm.

The standard six-speed gearbox has a short throw and the closely-stacked ratios elicit a sporty feel, somewhat at odds with the car’s ‘economy’ nature, but enjoyable nonetheless. Engine noise very subdued, its typical three-cylinder thrum only being heard on strained accelerative bursts. It still takes some getting used to: it’s only usually small cars, or more recently, medium-sized cars which are traditionally fitted with a power unit this small, not a family-sized SUV! Another bonus of the downsized engine is that it’s not a diesel, with none of the associated harshness and noise.

Stiffer suspension than you might expect means the SEAT SUV handles really nicely, with a level of grip and cornering you wouldn’t expect from a crossover, however compact. Body roll is well-contained and while the well-weighted steering might not harness sports car levels of feedback, its directness means you can place the Ateca accurately on the road. And while it shrinks around you out on the road, it has plenty of practical space, including a family‑friendly 510-litre luggage capacity.

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Why does my fleet need one?

One of SEAT’s recent stars, the multi‑award‑winning Spanish crossover, has garnered praise from all quarters. And deservedly so. Stylish, good value, and economical: in 1.0 TSI Ecomotive guise, the SEAT Ateca has a great deal going for it.

Boosting 2016 sales for the Spanish firm to its best result since 2007, over 24,200 Atecas were sold in Europe in a six-month period, proof that SEAT’s decision to enter the SUV market was a prudent one.

Over 410,200 SEATs found homes last year, and if the company’s new Ibiza and refreshed Leon continue its good-value and great-to-drive offensive – and there are few signs that won’t be the case – then the fleet market will also reap the benefits of the Spanish company’s resurgence. An impressive and great all-rounder, the Ateca shows the start of even greater things to come. L FURTHER INFORMATION www.seat.co.uk

1.0-litre engine is rare for the SUV class

The SEAT Ateca’s cabin runs its Volkswagen Group siblings close for quality and equipment

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