Autocar - October 2021

R E V E A L E D T H E L O N G WA I T F O R YO U R N E W CA R FA S T F O R D S

F I R S T F O R N E W S A N D R E V I E W S E V E RY W E E K Est. 1895 | autocar.co.uk | 13 October 2021

MACH-E VS COSSIE

JA PA N ’ S N E X T H E R O E S

NEW MX-5

VERDICTS

All-new BMW i4

An old-school icon that’s shunning EV tech IMAGE

13 – 20 October 2021

Cupra’s new-age hot hatch

DS 4: finally a true Audi rival?

£3.80

All-new Nissan GT-R Why even Ferrari should fear Godzilla’s return New Fabia: first UK test IMAGE

13 October 2021 | Renault Arkana

W H AT T H E FAT H E R O F T H E E L I S E D I D N E X T

U S E D G U I D E : T H E ‘ O T H E R ’ C AT E R H A M

NEW 508 PIONEERING PERFORMANCE AGAIN 360 hp – CO₂ From 42 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 - 42 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.

THIS WEEK

‘For the nose, we scanned the Tamiya toy and turned it into full size’

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Issue 6484 | Volume 310 | No 3

NEWS

COMMENT

Mazda MX-5 Clever tech will keep all-new one petrol 4 Nissan GT-R New-generation Godzilla is on the way 6 New car sales slump Analysis of 34% September fall 8 New Lotus EV chassis Other makers likely to use it 10 UK’s electric car grant How much longer will it last? 12

TESTED

CHIPS ARE DOWN AS A NEW TREND RISES FIRST VERDICT ON BMW’S 536BHP i40 M50 16

BMW i4 M50 M division’s first EV outmuscles M4 Cupra Born Moment of truth for sporty take on ID 3 DS 4 E-Tense 225 Plug-in hybrid rival to A3 and X2 Honda HR-V Hybrid-only for all-new generation Skoda Fabia Polished new supermini tries UK roads Renault Arkana E-Tech Hybrid 145 ROAD TEST

16 20 24 26 28 30

FEATURES Mustang Mach-E vs Sierra Cosworth Fast Ford feud 40 BMW’s design chief Domagoj Dukec on being bold 48 Undercover report Real waiting times for new cars 50 New Tyrrell P34 The US racer who’s had two built 57

ROAD TEST: RENAULT’S NEW HYBRID ARKANA 30

OUR CARS Porsche 718 Boxster GTS Epic European road trip Ford Mondeo Roof box required on hybrid estate

62 65

EVERY WEEK Jesse Crosse Details of Lotus EV platform laid bare Jim Holder China’s EV makers: the next big thing?

Steve Cropley French cars to the fore; cheapo ID 3 Subscribe Save money and get exclusive benefits Damien Smith Evans above: Elfyn leaps to WRC win Motorsport round-up F1, rallycross, DTM, Le Mans Your Views Boxster, digital licences, Citroën Ami Matt Prior Daphne is bound to love a Jazz, right?

11 13 15 38 54 55 60 82

MUSTANG MACH-E vs SIERRA RS COSWORTH 40

DEALS James Ruppert Top French execs for banger money As good as new Audi A7 Sportback, now from £32k Spied in the classifieds Estates special includes M5 Used buying guide Westfield SE: light, fun, cheap New cars A-Z Key car stats, from Abarth to Zenos Road test index Track down that road test here

Autocar, ISSN number 1355-8293 (USPS 25185), is published weekly by Haymarket Media Group, Bridge House, 69 London Road, Twickenham TW1 3SP, United Kingdom. The US annual subscription price is $199.78. Airfreight and mailing in the USA by agent named WN Shipping USA, 156-15, 146th Avenue, 2nd Floor, Jamaica, NY 11434, USA. Periodicals postage paid at Jamaica NY 11431. US Postmaster: Send address changes to Autocar, WN Shipping USA, 156-15, 146th Avenue, 2nd Floor, Jamaica, NY 11434, USA. Subscription records are maintained at Haymarket Media Group, Bridge House, 69 London Road, Twickenham TW1 3SP, United Kingdom. Air Business Ltd is acting as our mailing agent.

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CAR BUYERS AND THE MEDIA ARE NOT EXAGGERATING THE NEW CAR DELIVERY ISSUEa

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

JOHN EVANS GOES MYSTERY SHOPPING TO SEE HOW LONG YOU’LL REALLY WAIT 50

COVER STORY

LAST MONTH’S NEW car sales were the worst recorded for the traditionally bumper month of September since the UK switched to the twonumberplates-a-year system in 1999 (p8). The reason? It’s that shortage of semiconductor computer chips again, which are causing serious ongoing harm to the production of new cars and their availability.

The tip of the iceberg is the Ford Fiesta. For so long Britain’s best-selling car, it didn’t even make the top 10 in September. There is not one Fiesta in stock in the UK, and if you order one now, it’ll arrive after next March.

We reveal other remarkable, long lead times this week (p50). How about 2023 for a new Land Rover Defender?

While you’d expect Fiesta sales to return to normal once the chip crisis is resolved, other sales trends seen in the latest data will be more permanent.

Just one in 10 new cars sold in the UK during September was diesel powered, compared with almost one in seven being purely battery-electric powered. Only five years ago, half of all cars sold here were diesel, and you couldn’t even fill Wembley stadium with the buyers of all electrified vehicle types (hybrids, plug-ins, full EVs).

Now, electrified cars make up the majority of new car sales.

- Whatever the external factors, change is happening faster than ever to the UK’s car parc.

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

Mark Tisshaw Editor ALL-NEW MAZDA MX-5 KEEPS IT OLD-SCHOOL 4

mark.tisshaw@haymarket.com @mtisshaw

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13 OCTOBER 2021 AUTOCAR.CO.UK 3

N E WS G O T A S T O RY ?

Email our news editor felix.page@haymarket.com

Mazda stays true to petrol power with all-new MX-5 Next-gen roadster, due 2024, to be designed around innovative Skyactiv-X engine

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azda’s commitment to internal combustion will extend to the next-generation MX-5, which is set to receive the Japanese manufacturer’s newest and most advanced petrol-engine technology rather than a plug-in hybrid or battery-electric powertrain.

Mazda last year launched its first BEV, the MX-30 crossover, but just a year before that ushered in its innovative Skyactiv-X petrol engine technology, which uses spark-controlled compression ignition (SPCCI) to improve efficiency and performance.

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This could enable some petrol-powered Mazdas to remain on sale as their respective rivals go electric.

The MX-5 in particular is a likely candidate, given that its relatively low sales volumes have a negligible impact on Mazda’s European fleetaverage CO2 emissions.

The manufacturer has previously confirmed that a Skyactiv-X engine will be used only in all-new models that have been designed around it and its associated mild-hybrid hardware.

The first cars to gain a Skyactiv-X engine were the

Mazda’s innovative Skyactiv-X engine uses compression ignition to improve efficiency and performance a 4 AUTOCAR.CO.UK 13 OCTOBER 2021

3 family hatchback and its CX-30 sibling, and Mazda has previewed a new straight six that could appear in the nextgeneration 6 executive car.

Skyactiv-X technology is now offered in various European-market models without a turbocharger (the 3 is available in the US with a 2.5-litre turbo engine), making it highly likely that the MX-5 can stay true to its naturally aspirated roots in its fifth generation.

A small supercharger does feature as part of a Skyactiv-X engine, but only as a means of pressurising the air inside

when it’s running on sparkcontrolled ignition (in so doing avoiding the accelerative lag caused by a turbocharger).

Upgrading to the latest iteration of Mazda’s petrolburning technology could make the next-generation MX-5 a substantially more potent proposition, as the firm claims that the 2.0-litre four-cylinder Skyactiv-X engine produces some

30% more torque than the same-sized Skyactiv-G unit (used by the current, top-rung MX-5). This would take output from 151lb ft to nearer 200lb ft and most likely bring the 0-62mph time below 6.0sec.

The most recent version of

the 3 packs only a touch more power with this unit (184bhp, compared with the 2.0-litre MX-5’s 181bhp), but a low kerb weight and usable performance have always been higher priorities than outright power for Mazda’s roadster.

Notably, Mazda has yet to create a Skyactiv-X engine with a capacity lower than 2.0 litres, raising questions over the future of the entrylevel 1.5-litre MX-5.

Should the model be re-engineered from the ground up to accommodate Skyactiv-X tech, it is doubtful that Mazda would continue to offer any version of the Skyactiv-G engine. As such, it is likely that the next MX-5 will be offered with one powerplant in different states of tune.

A manual gearbox will no doubt remain an option, however, in line with the car’s enthusiast focus.

Although new, cleaner fuel-burning technology could extend the pure-petrol MX-5’s lifespan, the latest Skyactiv-X engines are equipped with a belt-driven mild-hybrid system, which slightly reduces CO2 emissions without incurring

Roadster’s focus on fun handling rather than power won’t change

Skyactiv-X engine should be central to next MX-5 the weight penalty of a more cumbersome electric motor.

Mazda design boss Ikuo Maeda has previously outlined to Autocar the dilemma the firm faces in future-proofing the MX-5: “We want to look at the best powertrain to keep the vehicle lightweight, but because of the diversifying requirements and preference, we need to explore various options.”

Crucially, he added, the next MX-5 must be a car that “people can own without worrying that they aren’t being eco-friendly”.

The packaging constraints

and lightweight focus of a diminutive sports car such as the MX-5 make extensive electrification largely unviable with the technology that’s on offer today.

Even according to Mazda’s philosophy of using exclusively small batteries for EVs in order to minimise emissions from production, an electric MX-5 adopting today’s battery-cell technology would still be a much heavier car than the current model. For context, the MX-30 employs a relatively tiny 35.5kWh battery pack yet still weighs some 500kg more than the current MX-5 convertible.

Outside the engine bay, the MX-5 is tipped to draw on the “less is more” design language previewed by Mazda’s striking Vision Coupé concept, which was revealed two years after today’s MX-5 was launched and has since influenced the looks of the 3, CX-30 and MX-30.

Therefore angular LED headlights and a new-shape front grille are on the cards, although Mazda will no doubt steer away from its overtly aggressive design cues so as not to confuse the MX-5’s accessible positioning.

The overhaul will be

extended to the cabin, where the roadster will be brought into line with its newer contemporaries, benefiting from Mazda’s visibly more upmarket new-age dashboard design, complete with updated infotainment, digital dials and sleeker switchgear.

Official details will be released closer to the model’s unveiling.

Mazda has given no official indication of a launch date.

However, based on the lengthy life cycles of previous MX-5s, it can be expected to go on sale in 2024.

FELIX PAGE

IMAGE M A ZDA R E A DIES ROTA RY R A NGE EXTENDER AND TWO NEW PHEVs

The MX-30 has one of the shortest ranges of any mainstream BEV, but Mazda has vowed to improve usability with the addition of an optional petrol engine to serve as a range extender, as BMW used to do with the i3.

Most notably, the petrol element of the MX-30 REx’s drivetrain will bring back rotary engine technology, which hasn’t been used by any production car since Mazda’s own RX-8 sports coupé, which bowed out in 2012.

Mazda will introduce the new petrol-electric drivetrain early next year,

and it will technically be the first plug-in hybrid offered by the brand in Europe.

A more conventional petrol-engined PHEV powertrain will be offered by the all-new CX-60 crossover and CX-80 seven-seat SUV, which have been confirmed by Mazda for launch in Europe by 2024. This is likely to be based on the system used in strategic partner Toyota’s RAV4 PHEV. The CX-60 and CX-80 will be among the first European-market Mazdas to offer the new Skyactiv-X petrol straight six (as well as a Skyactiv-D diesel).

13 OCTOBER 2021 AUTOCAR.CO.UK 5

Nissan GT-R sticking to its guns Next iteration of supercar will get a new platform but is unlikely to ditch turbo V6

IMAGE

Next GT-R will be “the world’s fastest brick”, said Nissan design boss

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issan’s GT-R supercar is tipped to stick with combustion power as part of a wide-reaching overhaul in the coming years.

The V6-powered coupé has been on sale largely unchanged, save for subtle model year updates and a plethora of special editions (see right), since it arrived 14 years ago. Yet even the introduction of the nextgeneration ‘R36’ model is unlikely to bring much in the way of significant technical overhaul – although the introduction of a new platform could see it adopt a degree of electrification.

Back in 2018, when work on the next GT-R was already under way, Nissan design boss Alfonso Albaisa told Autocar that the ultimate priority is for the R36 to

be “the fastest super-sports car in the world”.

He elaborated that this title could still theoretically be achieved without a hybrid system: “Whether we go to a lot of electrification or none at all, we can achieve a lot power-wise. But we’re definitely making a new platform, and our goal is clear: the GT-R has to be the quickest car of its kind. It has to own the track. And it has to play the advanced technology game. But that doesn’t mean it has to be electric.”

Nissan recently launched its new Z sports coupé in the US, with upgrades over its 370Z predecessor extending to a wide-reaching design overhaul and chassis enhancements, rather than the adoption of any electrified drivetrain elements (it uses a 400bhp twin-

turbocharged 3.0-litre V6).

Whether that will be the case for the more highly strung GT-R remains to be seen, however.

Nissan previously created a hybridised 3.0-litre V6 for use in a short-lived World Endurance Championship prototype in 2015, and if that powertrain were to be carried over to the GT-R, it would allow for a substantially increased total output. Notably, though, that racer was front-driven – an unlikely format for the GT-R. Crucially, the current GT-R remains a competitive performer against even much fresher rivals – including the Porsche 911, which has entered two new generations since its Japanese rival arrived.

Its twin-turbocharged 3.8-litre V6 produces up to 592bhp in its most potent form, sending the hardcore

GT-R Nismo from 0-62mph in around 2.6sec, meaning it remains comfortably one of the quickest-accelerating internalcombustion cars on sale.

Aside from any powertrain tweaks, changes to the GT-R for its sixth generation will no doubt be focused on bringing it into line visually and technically with Nissan’s future line-up.

The 240Z-inspired retro styling of the new Z hints at Nissan’s intention to recognise successful models from its past, and the GT-R’s storied history means a similar tactic could be employed for the R36.

Certainly Albaisa hinted at an old-school angular approach to the design: “It doesn’t care what every other supercar in the world is doing. It simply says: ‘I’m a GT-R, I’m a brick, catch me.’ It’s the world’s fastest brick, really. And

Old-school new 400bhp Z is not offered in Europe

R35 GT-R has been upgraded incrementally since 2007 launch 6 AUTOCAR.CO.UK 13 OCTOBER 2021

when I review sketches for the new car, I say that a lot: ‘Less wing, more brick.’”

Therefore the straightedged silhouette of the R32 GT-R (1989-1994) is likely to have an influence on the R36.

On a less positive note, increasingly stringent European emissions legislation, along with Nissan’s heightened focus on crossovers and EVs in the market, mean the prospect of a UK launch for any new pure-petrol GT-R is unlikely.

The new Z coupé is a US- and Japan-only proposition, with Nissan identifying “a shrinking European sports car market and specific regulations on emissions” as reasons for not following up the 370Z here.

Autocar understands that Nissan has sold just 40 GT-Rs in the UK so far in 2021, but importantly the model’s

NEWS GT-R LM Nismo’s hybrid V6 is an option for the R36

HOW R35 WAS MADE SPECIAL 2009

CONFIDENTIAL SpecV With no rear seats and carbonfibre used liberally inside and out, the trackfocused SpecV was 60kg lighter than the standard car. Just 150 were built.

2013 Ariya could become Nissan’s sportiest offering in Europe Midnight Opal Special Edition Referencing the famous Midnight Purple Skyline GT-Rs, this limited-run model received a unique carbonfibre rear wing and new lightweight forged wheels.

AN ELECTRIC ROLLSRoyce could be louder inside than one of the current V12 cars, because there will be no engine noise to drown out road and wind roar. But CEO Torsten Müller-Ötvös believes “it’s probably not worth” trying to combat this. The Ghost, he said, is already so quiet on the move “that people felt a little disorientated and we needed to bring certain noise levels back in”. “I think we have super experience in understanding how to tackle that,” he added.

2015 development costs have long since been paid off, so low volumes are more sustainable than they would be for something more mainstream.

Even if the GT-R exits Europe, Nissan will remain committed to offering performance versions of its mainstream electric products.

For instance, the all-new Ariya electric SUV, which is due on sale in the UK early next year, is optionally available with an e4orce fourwheel drive system that Nissan calls the “spiritual offspring” of the innovative drivetrain employed by the GT-R. In top-rung Performance guise, this dual-motor

system endows the Ariya with 389bhp and 442lb ft of torque, propelling it from 0-62mph in just 5.1 sec.

The benefits of the system also extend to the Ariya’s dynamic performance, with a regenerative braking function on the rear axle acting to reduce pitch in corners.

FELIX PAGE

45th Anniversary Limited Edition Released to celebrate the 45th anniversary of the original Skyline GT-R’s launch and appropriately finished in Champagne Gold, just five examples made it to the UK.

2018 MORE REBORN SPORTS LEGENDS COMING OUT OF JAPAN Honda Civic Type R Honda recently confirmed that it’s working on a Type R version of the next-generation Civic for launch in 2022.

The hot hatchback’s characteristically outlandish styling cues look to have been largely carried over, including the divisive rear wing, but questions remain over whether its 316bhp turbocharged four-cylinder engine will be retained, upgraded, electrified or replaced entirely.

GT-R50 Originally an Italdesign concept, 50 copies of this radically redesigned GT-R were built on the underpinnings of the GT-R Nismo two years after it was first shown.

2019

Subaru WRX Subaru’s rally-honed sports saloon keeps its boxer engine but moves to a new platform with the promise of improved refinement and handling. It still won’t come to the UK, though.

Toyota GR 86 The successor to the venerable GT86 coupé is inbound, bringing a 2.4-litre atmo boxer engine from Subaru, the option of a manual gearbox and a low kerb weight of just 1270kg.

GT-R 50th Anniversary Edition With revised brakes, reworked suspension and bespoke 20in wheels, this limited edition brought back the famous Bayside Blue paint colour last seen on the R34 (1999-2002).

LAMBORGHINI IS sending off the Aventador with the commemorative Ultimae edition, but CEO Stephan Winkelmann hinted to Autocar that the V10-powered Huracán’s eventual exit might be slightly quieter: “The V12 is so defining for Lamborghini that we received massive requests to do something special at the end of the [Aventador’s] life cycle.

I think this is unique, for sure, and then we will see what we do for other cars.” A hybrid Huracán successor is due in 2024.

DON’T EXPECT POLESTAR to introduce any model smaller than the 2 – for now, at least. Company boss Thomas Ingenlath refused to categorically rule out a compact EV, “because that would be stupid”, but said that it’s an unlikely prospect. He hinted that he could change his mind, however: “Let’s face it: we still have decades to go with Polestar and there might be a point in time when such an object could be very interesting.”

13 OCTOBER 2021 AUTOCAR.CO.UK 7

Forecourts across the UK were quieter but BEV sales rose

Sales slump amid chip crisis Chip shortage blamed for the lowest September new car registrations since 1999

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ew car sales plummeted 34.4% year on year in September – traditionally one of the busiest months for purchases – as the ongoing semiconductor shortage continued to batter the car industry in the wake of the pandemic.

Just 214,312 new cars were registered last month, the lowest September total since the two-plate registration system was introduced in 1999.

It is also 44.7% down on the 10-year average for September.

Even last September’s total – 328,000 new cars registered – was at the time a 21-year low,

brought on by the pandemicinduced dealership and factory shutdowns in 2020.

The most recent setback has been attributed to the shortage of semiconductor chips that has throttled car production globally, leaving many factories idle for months at a time and extending new car lead times by several months (see p50).

Society of Motor Manufacturers and Traders CEO Mike Hawes called the performance “desperately disappointing” but praised the efforts of manufacturers that are “taking every measure possible to maintain deliveries”

and said customers can still “expect attractive offers on a range of new vehicles”.

On a more positive note, the rise in popularity of alternatively fuelled cars continues, with 32,721 battery-electric cars registered in September, just 5850 fewer than in the whole of 2019. It was the best month on record for BEV uptake, lifting their market share to 15.2%.

It was also a relatively strong month for plug-in hybrids, which now claim a 6.4% market share. More than one in five of all cars registered in September was capable of zero emissions.

Hawes said the uptick in electrified car sales is a promising indication of the public’s willingness to shift away from combustion, but he added: “To meet our collective decarbonisation ambitions, we need to ensure all drivers can make the switch – not just those with private driveways – requiring a massive investment in public recharging infrastructure. Charge-point roll-out must keep pace with the acceleration in plug-in vehicle registrations.”

Demand from private car buyers dropped 25.3%, with just 120,560 new cars

purchased by individuals, but it was a 43.1% decline in fleet sales that had the biggest impact on September’s figures.

The news came just days after the SMMT revealed that UK factories built 27% fewer cars in August than in the same month in 2020 and so far this year production lags 32% behind pre-pandemic 2019.

Hawes called the drop in output “extremely worrying both for the sector and its many thousands of workers nationwide”, concerns that will be exacerbated by the new registration figures.

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N E W C A R B E S T-S E L L E R S : H O W T H E T O P 10 L O O K S O FA R T H I S Y E A R 1

2

3

4

5

VA U X H A L L C O R S A

V O L K S WAG E N G O L F

F O R D F I E S TA

FORD PUMA

MERCEDES A- CLASS

32,616

26,606

26,360

26,129

24,944

6

7

8

9

10

V O L K S WA G E N P O L O

K I A S P O R TAG E

T OYO TA YA R I S

BMW 3 SERIES

NISSAN QASHQAI

24,422

24,400

23,969

23,253

22,535

WIRELESS CHARGING TRIAL IN BUCKS

TOYOTA CALLS NEW CITY CAR AYGO X

UK-based EV charging firm Char.gy has partnered Hiyacar for a public trial of wireless EV chargers in Buckinghamshire. Adapted Renault Zoes can be hired and charged using induction tech developed by the University of Warwick.

Toyota’s next A-segment car, to be revealed in November, will be called the Aygo X. Previewed earlier this year in concept form, the new city car will use only combustion engines and feature an SUV-inspired redesign.

8 AUTOCAR.CO.UK 13 OCTOBER 2021

NEWS

High-tech new MG flagship heads to Europe with 285bhp MG HAS EXPANDED its European line-up with the arrival of the Marvel-R, a boldly styled electric crossover with a competitive range, a raft of new interior tech and compelling performance figures.

The brand has not yet committed to a UK launch, but the car will reach European dealerships later this month, priced from the equivalent of £34,000. That positions it as a rival to value-oriented family EVs like the Skoda Enyaq iV and the Kia e-Niro.

It succeeds the HS SUV as the flagship of the MG range, bringing a host of new design cues and technological features that will trickle down to its range-mates (see ZS EV story, right).

The Marvel-R is the largest model in the MG family, at 4674mm long with a wheelbase of 2804mm – a close match for the Hyundai Ioniq 5.

Its 357-litre boot expands to

1396 litres with the rear seats folded down, while rear-driven versions also offer 150 litres of storage space in the ‘frunk’.

Comfort and Luxury variants get a dual-motor, rear-wheeldrive powertrain providing 178bhp and 302lb ft for a 0-62mph time of 7.9sec. The Performance variant adds a motor on the front axle, boosting output to 285bhp and 490lb ft and cutting the 0-62mph time by 3.0sec.

A 70kWh battery pack is fitted as standard to all cars, providing the Marvel-R with a WLTP-certified range of 230-250 miles, depending on drivetrain. It can charge at rates of up to 92kW, meaning it can go from 30% to 80% capacity in 30 minutes. It also offers vehicle-to-load reverse-charging functionality, with a maximum load capacity of 2500W available to power external devices.

The Marvel-R is the first

European-market car to offer MG’s new iSmart infotainment platform, which operates through a 19.4in central touchscreen and a 12.3in digital display. It offers a number of connected features, including live traffic information, weather forecasts and Amazon Music compatibility, and will be kept fresh with over-the-air software updates.

The new system also offers a wi-fi hotspot and smartphone mirroring. A dedicated app can be used to access various car features remotely, allowing users to plan routes, synchronise calendars and manage charging schedules.

The Marvel-R is equipped as standard with a suite of advanced driver aids, dualzone climate control, privacy glass, a panoramic sunroof, part-leather upholstery, a six-way electrically adjustable driver’s seat, LED lights at each end and 18in or 19in wheels.

Marvel-R will be a rival to the e-Niro and Enyaq

OFFICIAL PICTURES

MG FRESHENS UP ZS EV AND 5 ESTATE

Top-spec model uses two motors to make 490lb ft

MG has also extensively updated the popular ZS EV electric crossover, ushering in a new-look front end and a host of technical upgrades. The ZS EV is now available with a ‘Long Range’ battery that nets 273 miles between charges, some 110 more than offered by the current car’s 44.5kWh unit. An entry-level 51kWh version with a 199-mile range will arrive later. Prices should range from around £26,370 to £29,770, but official UK details have yet to be confirmed.

The 5 SW EV estate has been updated at the same time, although more subtly, and joins the ZS EV in receiving MG’s new iSmart operating system. It will go on sale in early 2022 priced from less than £25,500 in Europe.

Piëch Automotive GT starts testing for 2024 launch PIECH AUTOMOTIVE, THE Swiss EV start-up founded by the son of the late Volkswagen Group boss Ferdinand Piëch, has begun testing its debut model, the GT, ahead of a market launch in 2024.

The retro-styled twoseater is a close match for the Porsche 911 in size and stays largely true to the design of the brand’s Mark Zero concept from 2019.

A trio of EV motors – two at the rear and one at the front – produce a combined 600bhp for a 3.0sec 0-62mph time, while a T-shaped battery of undisclosed capacity is good for a claimed 311-mile range.

When it enters production in just over two years’ time, the GT will be built by an established third-party manufacturer, but Piëch has yet to reveal the identity.

GT will be built by a third-party manufacturer

CHEAPEST SANDERO NOW NUDGES £10K

AUDI SHARPENS UP REAR-DRIVE R8

Dacia has axed the Sandero’s entry-level Access trim, which raises the starting price of its supermini by £1850 to £9845. It remains the cheapest car on sale in the UK but is now available in Essential and Comfort trims only.

The rear-drive version of the Audi R8 has gained more power and dynamic tweaks. It’s now called the R8 Performance RWD, packs 562bhp and 406lb ft and is on sale from 21 October in coupé and convertible forms, priced from £126,885.

13 OCTOBER 2021 AUTOCAR.CO.UK 9

Like the 1996 Elise, 2026’s Type 135 will introduce new ideas

Lotus EV platform made for sharing Inspired by Elise’s influence, Lotus aims to cash in on new sports car underpinnings

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otus is confident it can generate revenues from its new bespoke EV hardware, in much the same way the original Elise’s bondedaluminium architecture went on to underpin a raft of sports cars from other manufacturers.

The best-known Elise-based sports cars are the Vauxhall VX220 and Tesla Roadster, but the platform’s chief engineer, Richard Rackham, estimates there have been “probably 10 times as many”, highlighting that use of Lotus’s expertise is wider than broadcast – and underlining just how influential that lightweight structure was.

It’s impressive enough that, adapted for the Exige and Evora, it created a family of Lotus models that kept the firm relevant for the next 25 years.

Now Rackham is working on a new Lotus platform for the electric era that could end up matching the Elise underpinnings for both longevity (if required) and for model proliferation, both within Lotus and outside.

“We’re way ahead of the game now,” he told Autocar. It can be stretched from the size of the Porsche 718 Cayman to the Ferrari SF90 Stradale and will be offered to anyone.

“This platform will underpin many vehicles from different manufacturers,” he confirmed.

This is the E-Sports platform, which we already know will underpin a Lotus sports car from 2026 and an Alpine one from 2025. It’s adaptable enough to fit the batteries either behind the driver to

keep occupants nice and low or under them to expand the cabin, affording a four-seater.

It won’t produce saloons or SUVs, though. That side of the future Lotus range, starting with an electric SUV from next year, will use platforms created by parent company Geely.

Although the electric Lotus sports car is still five years away, Rackham and his team have already designed the most complicated bit: the rear structure that supports the battery box, drive unit (with one or two motors) and suspension.

Lotus claims this structure is 37% lighter than that of the V6-engined Emira. That’s a 1405kg car, nearly twice as heavy as the 731kg Mk1 Elise of 1996, but comparing the weight of the two is pretty meaningless given how much the market and legislation have changed.

The point is that Lotus is innovating again as it looks to convert Geely’s cash into a dynamic electric sports car platform that reduces the impact of heavy batteries as much as possible.

One element remains the

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Lotus is looking to minimise the impact of heavy batteries a

same: the structure is made of aluminium, mainly because it’s light and the parts can be put together without the need for huge investment.

For other car makers, Lotus can supply not just the platform but also the whole electric and electronic architecture, including the infotainment and active safety devices it sources from within Geely. The idea is that the customer designs the body, specifies outputs and for little effort can theoretically start building a car that doesn’t have to be a stripped-out track tool but can be a sophisticated car catering to modern tastes.

“This is an entry ticket into vehicle production,” Rackham said. “It’s a wonderful thing to be able to offer it.”

NICK GIBBS

F IV E SPORT S CA RS TH AT BOR ROW ED F ROM THE LOTUS ELISE

Detroit Electric SP.01 Start-up Detroit Electric revealed its Elise-based SP.01 EV back in 2013. A series of prototypes were built in Leamington Spa, but nothing has been heard from the firm since 2017.

10 AUTOCAR.CO.UK 13 OCTOBER 2021

Dodge Circuit Based on the slow-selling Lotus Europa S, the Circuit was a rear-driven electric sports car with 268bhp and a range of more than 150 miles.

It was set for launch in 2010 but scrapped the year before.

Hennessey Venom GT This ludicrously fast recordbreaker was based on the hardcore Lotus Exige but had one crucial difference: a midmounted twin-turbocharged V8 with as much as 1451bhp.

It cracked 265.6mph in 2016.

Tesla Roadster Tesla’s first model is often seen as an Elise but actually shares only 7% of its parts. Lotus’s bonded-aluminium chassis tech is the true link, although front suspension and body bits were also carried over.

Vauxhall VX220 Vauxhall’s shock two-seat roadster was more than just a reskinned Elise: it had a longer wheelbase, a wider rear track, bigger wheels, added electronics and the engine from the Astra SRi.

NEWS W H AT M A K ES T H E E-SPOR T S SPECI A L? z A new aluminium alloy developed by Brunel University is a major contributor to the weight saving. It’s stronger so can be made thinner. z The Emira’s engine sits on a subframe to isolate vibrations, made of heavier welded steel instead of bonded aluminium because the heat of the engine could melt the glue. However, the electric drive unit of the E-Sports platform is attached directly to the aluminium rear structure by special mounts. z The battery box is designed as part of the structure, saving weight. z Gluing aluminium parts together no longer needs heat to complete the bond, cutting emissions in the manufacturing process.

z Welding aluminium is tricky, because it distorts in the heat, but that issue is reduced with the pulsewelding method, which reduces the number of bonds and rivets needed. z Lifting the drive unit creates space for a large rear diffuser, creating the downforce that would else have to be supplied by a big, drag-inducing wing. z The Elise’s doublewishbone arrangement has been replaced by a multi-link set-up made of lightweight, hollow parts that reduce road noise. z The tyres will now point straight ahead, as there’s no need to angle them for better grip (toe-in), therefore cutting rolling resistance without reducing grip.

A N IN A DV ER T EN T S TA N DA R D-SE T T ER With its stripped-out interior, the Mk1 Elise made a feature of the anodised aluminium used for its structure and in so doing set a new standard.

Anodisation is an electrochemical process that creates a surface that, with a little extra work, can be bonded to another. But it was its decorative function that first attracted Lotus, not its bonding qualities.

“It came about because we wanted to get rid of the interior of the Elise to save weight and cost,” creator Richard Rackham told us.

Anodised aluminium gave it a cool, race car-like look.

Lotus then looked for a glue for bonding anodised aluminium and found one that Ford was using to stick oily steel together. It worked and has now become almost an industry standard, to Rackham’s surprise: “It seems everyone sort of got tunnel vision on something that we went scattergun on.”

Mk1 Elise’s anodised aluminium structure went down in history

UNDER THE SKIN JESSE CROSSE

THE SCIENCE BEHIND LOTUS’S E-SPORTS ARCHITECTURE

WITH THE NEED to reduce weight on the cheap to offset the weight of EV batteries, the art and science of producing modular aluminium architectures is pretty much in full swing now. But when Lotus announces anything engineeringrelated, the detail involved is likely to be worthy of close scrutiny, and such is the case with its new-age lightweight electric vehicle architecture (see left).

LEVA takes the now familiar modular approach to construction, which allows a toolbox of structural components to be assembled in various configurations to produce different cars. It also follows the most basic of Lotus principles, which is to not duplicate things unnecessarily and to relentlessly chase ways to make things lighter. The battery pack, for example, is housed within the existing structure of the chassis without adding weight by creating a separate container for it.

The project is linked to the E-Sports vehicle platform announced by Lotus in April and is focused on developing highly advanced front and rear subframes.

Lotus collaborated with both Brunel University and Sarginsons Industries on the lightweighting aspects of the project.

While most cars have subframes bolted to unitary-construction bodyshells front and rear, carrying the engine, drivetrain and front and rear suspension, the new subframes aren’t. Instead, they’re riveted and bonded (glued) to the interchangeable main structure. The subframes are made from a low-pressure die-cast aluminium alloy by Sarginsons. Die-casting is an ageold process of injecting liquid metal into a steel mould (die), normally at high pressure.

The low-pressure technique makes the finished piece stronger, and because it happens more slowly, it works better for detailed castings. The chosen aluminium alloy is high in ductility (pliable rather than brittle), so it absorbs crash impact well. It can also be welded easily and the tooling needed to produce the subframe (the dies themselves) is in line with the relatively low volumes that Lotus will produce.

The main structure is predominantly aluminium, but Lotus will always use the most appropriate material for a specific role.

The construction makes use of specialist

Advanced techniques reduce the environmental impact of manufacturing Lotus’s new aluminium architecture.

joining techniques, such as spot curing of adhesives to make it easier to remove the completed chassis from its jig and an advanced welding technique called robotic cold-metal transfer.

The modular nature of the E-Sports architecture makes it simple to vary the battery packaging between an eightor 12-module chest (a rectangular box shape) with vertically stacked modules behind the two seats or an eight-module slab between the axles for 2+2 models.

The powertrain consists of either one or two electronic drive units that combine the motor, electronics and geartrain all into one unit. EDUs have been the subject of considerable investment in the supplier industry and are ideal for use in lowervolume, niche cars.

The central positioning of the battery packs and EDUs pretty much apes the configuration of a regular mid-engined sports car, so the forthcoming Lotus Type 135, the first car to be built on the new architecture, should be one to watch.

SWITCHING THE TORQUE US company ePropelled has come up with a new dynamic torque-switching motor (eDTS) that can reconfigure itself on the fly under software control. Capable of high torque at low speeds without drawing high current, it can also operate at high speed and low torque levels more efficiently than a normal motor. Overall, it can reduce power efficiency by 15%, allowing the use of a smaller and therefore cheaper battery.

13 OCTOBER 2021 AUTOCAR.CO.UK 11

Pulling the plug on plug-in grants Would removing the shrinking subsidy altogether affect the roll-out of electric cars?

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he UK government’s plug-in car grant, which takes £2500 off the cost of eligible new EVs, will remain until at least the 202223 financial year, but what will happen after that is unknown.

The automotive industry has been vocal about it staying in place beyond that date in order to help the UK’s car parc go electric by 2030.

It has been reduced twice since its introduction at £5000 in 2011, while plug-in hybrids had their eligibility rescinded two years ago and an EV price cap was introduced in 2020 and lowered this year.

The fate of the grant – which has to date aided more than 285,000 EV purchases – is just one of a number of uncertainties clouding the future of EVs beyond 2023, including around their taxation.

In a report released in July, the SMMT warned that if the sector doesn’t “transition successfully to a zero-emissions future with ambitious global trading terms”,

12 AUTOCAR.CO.UK 13 OCTOBER 2021

it could lose some 90,000 jobs.

However, the industry body said that if the UK becomes a leader in zero-emissions vehicles, 40,000 new wellpaid and highly skilled jobs could be created by 2030.

In order to encourage more EVs onto the country’s roads, the SMMT called on the government to commission

an independent review to “holistically consider the longterm future of fuel, vehicle and road-based taxes in a decarbonised sector”. It added that if we want people to invest in EVs, “we need to ensure that they will not be surprised by new taxes down the line and that these new taxes don’t undermine the transition to

zero-emissions vehicles”.

The SMMT also wants the government to continue the EV grant beyond its current term and exempt ultra-lowemissions vehicles (ULEVs) from taxation for the next five years. It said that short-term tax exemption, including from VAT, as well as extending consumer and fleet incentives,

would help bridge the gap until ULEVs can reach total cost of ownership parity on their own.

However, according to Ian Fletcher of industry analyst IHS Markit, removing the grant won’t adversely affect EV sales in the future, as manufacturers will be motivated to shift as many EVs as possible in order to cut average emissions and

W H AT A BOUT THE HOME E V CH A RGER GR A NT ?

Along with the plug-in car grant, the government subsidises the cost of domestic EV chargers.

The Electric Vehicle Homecharge Scheme currently provides up to £350 off the cost of buying and installing a home charging point, but from next April the criteria will change, as home owners will no longer be able to access the grant, with the government instead targeting rented and leasehold housing.

According to Charlie Cook, founder of charger comparison website Rightcharge, this has the potential to be a bigger issue than removal of the EV buying grant.

He said: “You often hear people say: ‘If someone is spending £40,000-£60,000 on an EV, why are they complaining about the £700 up-front cost for a charging point?’ But I think that’s a bit misleading, because 80% of new cars these days are

leased. People aren’t spending £40,000-£60,000 on a car; they’re spending £2000 on an upfront deposit and then £500 a month on the lease.”

He also believes that with the removal of the grant for home owners, some would-be EV buyers might be put off making the switch because of the higher up-front cost.

“People are going to be looking at £900-£1000,

which is a really significant amount of money to make the switch, and therefore it’s not an inconsiderate barrier to adoption,” said Cook, adding that his firm is “building a solution that will allow consumers to spread the cost of purchasing the charger”.

NEWS

20%

92,420

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

Number of EVs registered between January and How much higher the August – a 106.7% yearterm of on-year increase average automotive six years) Source: SMMT offering up to industry wage is than £28,000 towards a new EV or £20,000 the overall UK average, of lower total cost to cover the cost of an old one. showing its value to of ownership.”

A Transport Scotland Arguably the spokesman told Autocar: the economy biggest loser if “We’ve provided more than

therefore avoid fines.

Fletcher said: “I think a lot of the manufacturers will find a way, even if it means going to the in-house finance unit, if it means that they don’t have to pay £400 million or whatever the fine is. It’s better for them in the long term that they get these vehicles out there in the marketplace, and they will find a way.

“From a manufacturer perspective, they’re probably not as dependent on subsidies to bring in customers, as a £2500 subsidy is modest. It’s a psychological thing, ultimately.”

The use of finance to ease the high price of EVs appears to be backed by Nissan. Asked if the firm would continue to subsidise the cost of EVs for motorists if the government pulls the grant, a spokesman said: “The strong residualvalue position of the Leaf means Nissan is able to offer very competitive buying terms already on the entire Leaf range, with monthly payments on some grades that are lower than for an equivalent ICE car, and [it has] the added benefit

the grant were to be removed would be the Volkswagen Group. Today, 30 different EVs are eligible for the grant, of which seven come under its banner.

Not that VW seems too worried, as a spokesman explained to Autocar: “Incentives are basically a key tool in promoting electric mobility, specifically in the initial phase, but purchase incentives are in fact only one reason for the current increased uptake in EVs. “The rapidly growing range of models, significantly higher battery range figures and attractive prices of EVs for everyday use are factors of equal importance.”

He added: “CO2 emissions targets set by politicians can only be achieved with electric cars. Conventionally powered vehicles will continue to be around for many years yet.

“However, governments need to take action: generating environmentally friendly electricity and a universal charging infrastructure have to be ensured in order to further increase electric car attractiveness for customers and to guarantee e-mobility’s swift breakthrough.”

Arguably, the Scottish government has done more to help motorists into EVs in recent years than Westminster, through interest-free loan schemes (with a repayment

£100m to help people make the switch to EVs through interest-free loans. Last year, we expanded our Low Carbon Transport Loan to include used vehicles for the first time, so that more people are able to purchase EVs at a greater range of price points.”

He declined to say how long the schemes would be supported, however.

As for Westminster’s view, in July, then transport minister Rachel Maclean hinted to Autocar that the EV grant could disappear entirely over time as well: “I think it’s right to keep on looking at that [the future of the scheme], because ultimately we need to make sure we’re not using government money to help people buy cars who could have afforded them anyway.”

And this month, a Department for Transport spokesman said: “We’ve been clear since 2018 that we intend to reduce the plug-in car grant over time. We want as many people as possible to be able to make the switch to EVs as we look to reduce our carbon emissions, strive towards our net-zero [emissions] ambitions and level up right across the UK.” So it seems that, as is so often the way with national governance, nothing will be set in stone until much closer to the date.

DANIEL PUDDICOMBE

Nissan has been benefiting from the EV grant since 2011

China now literally has more EV firms than it can count

IT’S TELLING THAT no one can put a definite number on how many EV makers there are in China today.

Estimates suggest 300, but such has been the speed and scale of investment as firms pile in to profit from the world’s largest car market’s singular focus on reducing its oil dependency that the scene is changing too fast for onlookers to keep up.

But it’s likely that the boom is peaking, with the state now stepping in.

Last month, Xiao Yaqing, minister for industry and IT, declared: “We have too many EV firms on the market right now. We encourage merger and restructuring efforts in the EV sector.”

Of course, in China, the state gets what it wants – and the share prices of even the top 10 EV makers there by volume wobbled in the wake of those comments.

Sustainability means different things to different people. In China, the focus is on utilising the transport revolution to build EV mega-brands successful at home and – in time – abroad. That they make EVs, one suspects, is more convenient as an opening to exploit than as a means for environmental progress.

Could they succeed? Sure.

Just consider the progress made by Chinese car brands in the past decade, albeit not just with EVs. While there are many varied reasons for their fall from grace, the collapse in the past five years of Hyundai and Kia sales (-60%) and from their 2014

peak Citroën and Peugeot (-93%) highlights both how quickly the market can turn and how, in the mid-market at least, buyers can easily be swayed to domestic makers.

It’s these profits from home market sales that will fund international ambitions.

Who will thrive? China’s car industry is too big and too complex for confident betting, but it’s impossible not to recognise that SAIC (with MG), Great Wall (with Wey), Nio and Geely (with Lynk&Co) are already laying foundations in Europe. Add in ambitious multibilliondollar investments from tech firms such as Xiaomi (China’s Apple) and Zhiji (a joint venture between SAIC and Alibaba) and the number of serious contenders rapidly grows.

It’s a sobering fact that this list alone would add 10-15% more brands to those already here, in a market still considered awash with overproduction and waferthin margins. Can they really gain a foothold when the likes of Honda struggle?

In this context, Xiao’s wish for consolidated megabrands makes perfect sense.

Much will hinge on having a competitive advantage (most likely in connectivity or battery tech) or a price one – something China has long led the world on, albeit with little scrutiny of anything from working conditions to environmental impact.

Diluting its chances of success through excess competition is not on China’s agenda.

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.

13 OCTOBER 2021 AUTOCAR.CO.UK 13

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DS 4 shows signs of a breakthrough for the marque’s aspirations

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Focus sales are down a scary 49% so far this year TUESDAY Plenty of French cars this time, which makes this a good week in my book. Not sure of the origin of my fond lifelong relationship with cars made 20 miles across the water, but it definitely exists.

Even so, it has often struck me that the task confronting the bosses of the DS marque – that of newly dressing a lot of familiar Peugeot and Citroën components to make a convincing new prestige brand – is a bit like pushing water uphill.

Sales have certainly not broken the bank.

However, after a pleasant few hours at a Thameside venue, driving two different new DS 4 models, I believe there are signs of a breakthrough. What has made the difference?

First, the changes (restrained ‘bling’ styling and a very high-quality interior) are all convincingly executed, and second, the prices have been carefully elevated above a Peugeot-Citroën level, rather than employing a hit-and-hope technique.

When the 4 gets going, UK volume should double to 7000-8000 a year, says DS UK’s personable boss, Jules Tilstone. It won’t change the world, he admits, but it does mean 160 new owners a week will help create a critical mass.

WEDNESDAY To Calcot Manor, handily near my place, where the UK arm of the Renault Group was staging one of its regular ‘range days’. Much of the RenaultDacia-Alpine line-up has been refreshed or replaced recently, which made it extra good fun to

a ride a sunny 10 miles on my motorbike to try half a dozen cars. Star of the show was a car whose doors we couldn’t even open – a fully detailed model of the forthcoming all-battery Mégane E-Tech Electric, as shown in Munich recently. It really showed off boss Luca de Meo’s determination to major on bigger cars, which he unashamedly labels more profitable (and they’re easier to build as BEVs because there’s space for the battery).

I drove the Dacia Duster again (so well judged and an honest-to-God bargain) plus the new Captur plug-in hybrid (Renault is brilliant at integrating petrol and electric motors). I just had to have a go in the Alpine A110 Légende GT (so refined, so discreetly quick). But that Mégane was

AND ANOTHER THING… If you write about Jaguar, one problem is you never know quite how old the marque is. Do you count from Sir William Lyons’ sidecars, from the SS Cars era or from the first Jag models? Author Giles Chapman has solved the problem with a magnificent new tome called Jaguar Century, £60 on Amazon.

It is quirky but packed with vital info, like its author.

most definitely the Renault I most look forward to. Formidable opposition for the Golf, Focus and friends just when they don’t need it (see below).

THURSDAY Speaking of the Golf and Focus, I see that cars in this class are well and truly on the back foot as a result of the chip crisis. The Autovista news service says Europe’s C-segment is now fourth for sales volume behind a couple of more profitable SUV sectors, instead of its traditional second place to the supermini cluster. Ford Focus sales are down a distinctly scary 49% for the year to date, which makes this stalwart the biggest loser by a mile. No wonder Ford is betting on electric models as we accelerate towards 2030, and making lots of noise about it.

FRIDAY Looking forward to the arrival next week of the newest and most basic Volkswagen ID 3 – a cheapo, sub-£30k Life model with the smallest battery yet, just 45kWh of usable power. In the ritziest ID 3 Tour, you get 77kWh, but this base model is earmarked for people who’ll use it for short-haul driving.

Yet the journeys need not be all that short.

A bit of figuring shows the benefit of the smaller battery’s lighter weight (it saves 200kg). On the basis of Volkswagen’s claim that the Tour’s 77kWh battery yields a WLTP range of 340 miles, you’d expect the 45kWh battery to give less than 200 miles. Instead, 217 miles is promised – a nice surprise.

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steve.cropley@haymarket.com

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13 OCTOBER 2021 AUTOCAR.CO.UK 15

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 14.9.21, MUNICH, GERMANY ON SALE NOVEMBER PRICE £63,905

BMW i4 M50

Flagship four-door coupé has more muscle than an M4 Competition.

But does M division’s first electric car also have true driver appeal?

16 AUTOCAR.CO.UK 13 OCTOBER 2021

his is it, then. The first-ever electric-powered BMW M model. Given the outstanding pedigree of the German firm’s performance-oriented combustion models down the years, much is riding on the i4 M50.

Based on the upcoming second-generation 4 Series Gran Coupé, alongside which it is produced in Munich, the powerful new four-door saloon joins the i3, iX3 and recently introduced iX in what will become a 12-strong lineup of electric models under BMW’s i sub-brand by the end of 2023.

The £63,905 M50 is one of two initial i4 models planned for sale in the UK from November. Along with the milder, £53,405 rear-wheeldrive eDrive40, it will challenge the Porsche Taycan and Tesla Model S, as well as the upcoming Audi A6 E-tron and Mercedes-Benz EQE, for four-door electric car supremacy.

Like the new iX, the i4 is based on an adapted version of BMW’s CLAR platform. It has been heavily

T

modified to accommodate an electric powertrain, which includes a large battery bolted to the floorpan. This acts as a structural element, providing the body with added stiffness and helping to maintain a 50:50 weight balance.

In its styling, the i4 is close to the look of the concept revealed early last year, with traditional cab-backward proportions and only detailed changes setting it apart from the 4 Series Gran Coupé.

These include a blanked-off grille housing ultrasonic and radar sensors, a uniquely styled front bumper with minimal air ducting and thin LED headlights that form a tapered effect within a bold-looking front end.

Further back, there are new touch-sensitive door grabs, aerodynamically optimised wheels ranging from a standard 17in diameter on the eDrive40 to an optional 20in on the M50, a unique rear bumper housing an i4-specific diffuser and, for the range-topping

M model, a subtle rear spoiler lip.

Dimensionally, the i4 is 76mm longer, 25mm wider and 6mm taller than the current 3 Series saloon, at 4785mm, 1852mm and 1448mm respectively, with a 4mm-longer wheelbase of 2856mm.

Inside, a free-standing curved display houses 12.3in and 14.9in digital screens for the instruments and infotainment system atop a lightly modified dashboard from the 4 Series Gran Coupé. It is all controlled via a new eighthgeneration iDrive system, which supports a new ‘Hey BMW’ voice activation function as well as new customisable features. There is also Apple CarPlay and Android Auto smartphone mirroring and a new over-the-air function that can update software via an embedded 4G SIM card. The air-con controls, meanwhile, are easily accessible via the infotainment system.

The rest is more typical M-car fare. There’s a thick-rim leatherbound multi-function steering ◊

13 OCTOBER 2021 AUTOCAR.CO.UK 17

TESTER’S NOTE The decision to stick with the same platform as the new 4 Series Gran Coupé has clearly limited scope with the aerodynamics, resulting in a drag coefficient that looks quite ordinary next to the electric four-door competition at 0.25. GK

Cabin layout and its controls will be reassuringly familiar to existing BMW owners Δ wheel; the driving position is not quite as low as we’re used to on more sporting BMW models, but the standard front sports seats provide plenty of support and electronic adjustability; and a broad centre tunnel running through the interior forms the basis of a control panel that features a rather conventional gearlever in place of the slider mechanism used by the iX along with driving mode controls and a rotary controller for the iDrive system.

Accommodation up front is quite good, although it’s compromised in the rear by a raised floor, required for the packaging of the battery, and a sloping roofline that robs head room.

Boot space, meanwhile, is put at 470 litres, extending to 1290 litres when the split folding rear seats are stowed. Unlike a Taycan, there is no provision for luggage storage under the bonnet.

An electric motor on the front axle produces 254bhp and 317lb ft and another on the rear generates 308bhp and 269lb ft. Combined, they give 536bhp and 586lb ft, which is 33bhp and 107lb ft more than the latest M4 Competition can deliver. Energy comes from an 80.7kWh lithium ion battery that operates at 400V for a claimed range of 259-324 miles.

There is a familiarity about driving the i4 that will no doubt appeal to

It’s a relaxing cruiser or compellingly quick as the mood takes you 18 AUTOCAR.CO.UK 13 OCTOBER 2021

existing BMW owners. The controls and operation of many interior features are very similar to those of the marque’s combustion models.

The throttle calibration is sweetly balanced, mating excellent pedal weighting with a good degree of sensitivity. In combination with the responsive nature of the electric motors, this makes for engaging properties even at lower speeds in an urban environment in Comfort mode, where the M50 operates almost exclusively in rear-wheel drive using its rear motor alone.

However, it’s at higher speeds on the open road where the i4 really comes alive. Here, the powertrain combines the efforts of both motors to deliver rapid four-wheel-drive performance. Despite the motors being asked to haul well over two tonnes, the i4 proves very rapid when dialled into Boost mode. So configured, it is claimed to crack 0-62mph in just 3.9sec.

This isn’t at quite the same level as the 3.5sec-to-62mph M4 Competition, owing partly to the inertia involved in setting the heavy EV into motion, but it is in line with the 3.8sec time of the Taycan S. Once it is off the line and the electric motors are spinning within the 8000-17,000rpm peak power range, the roll-on acceleration is extremely determined on a loaded throttle.

The decision to use singlespeed gearing has produced great smoothness and linearity. However,

the overall rate of propulsion begins to tail off as your prevailing speed increases above typical motorway limits and rolling resistance and aerodynamic drag build.

The fully variable four-wheel drive system provides outstanding traction in combination with the optional 255/30 R20 Pirelli P Zero tyres fitted to our test car. The newly developed set-up is integrated with the chassis control system and also provides a torque-vectoring function to vary the amount of drive delivered to each rear wheel.

The MacPherson strut front and multi-link rear suspension of other new 4 Series Gran Coupé models is combined here with unique rear air springs, variable damping control and 26mm-wider front and 12mm-wider rear tracks. There are also extra bracing elements within the engine bay and at the rear to help stiffen the body structure. The ride height has increased by 20mm over the ICE version as well.

You don’t get quite the same incisive steering response as in other M models but the handling, most notably the way the M50 controls its weight when hustled through a series of challenging corners, is very good. There is an inherent eagerness to the car’s dynamic properties in Sport mode that should appeal to enthusiast drivers.

The four-wheel drive system is programmed to deliver predominantly rear-wheel-

FIRST DRIVES LOW-SLUNG BAT TERY HAS ITS BENEFITS

` This is an electric car that will appeal to those who delight in driving

a

The packaging of the battery has required significant modifications to the CLAR platform, but with an overall height of just 110mm, the steel casing housing its 324 individual cells is quite low compared with applications developed by rival car makers. As a result, the i4’s centre of gravity is claimed to be 53mm lower than that of the standard 3 Series, despite the EV having greater ground clearance.

The i4 can charge at a maximum rate of 250kW on a DC system or at 11kW on a household mains AC wallbox. The former is claimed to charge the battery in 31 minutes, the latter in more than eight hours in total. In the UK, customers get subscription-free access to Ionity Plus and BP Pulse charging for the first 12 months of ownership.

Drive to each axle and torque vectoring help deliver sure-footed, well-balanced handling drive qualities via the rear motor and you can feel the torquevectoring effect of the electronic rear differential in all-out cornering. But with the front motor also sending drive to the front wheels, any tendency towards oversteer is quickly quelled by the i4’s lightning-fast reaction to wheel slippage.

The result is agreeably neutral characteristics with assured mid-corner purchase and, with all that torque on tap, exceptionally strong drive at the exit.

Our car’s ride was quite firm on the optional tyres. However, the combination of conventional coil springs up front and air springs at

the rear delivers sufficient spring travel and compliance to ensure it is never harsh over broken bitumen or undulating roads in the more forgiving driving modes.

The battery recuperation system, which harvests kinetic energy when you lift off the throttle or apply the brakes, is controllable through two settings via the gearlever. The standard ‘D’ (Drive) mode activates adaptive recuperation that varies between coasting and light braking according to the topography of the road and surrounding traffic, while the ‘B’ (Battery) mode favours even more heavy braking for maximum energy recuperation. A menu

integrated into the infotainment system allows you to alternate between light, medium and high – the last of which provides the basis for one-pedal driving where the i4 pulls up quite smartly all by itself when you lift off.

Brake pedal feel is outstanding by electric car standards, with an impressive balance between regular friction braking and recuperative braking.

The key attractions to the M50 are its strong performance and engaging dynamic ability. It is an electric car that will appeal to those who delight in driving and seek a sense of sportiness, at least when it is running

in Boost mode, where it calls on its combined reserves with four-wheel drive and proves to be very quick and engaging on the right road.

The real achievement is that it manages this while being highly refined and relaxing when you dial up Comfort and glide along at typical motorway speeds in rear-wheel drive exclusively on the power of its rear-mounted motor. This dual character provides the headlining i4 model with broad driving appeal, even if it fails to deliver true five-seat accommodation owing to BMW’s decision not to base it on a dedicated electric car architecture.

GREG KABLE

BMW i4 M50 Dynamics and pace to please driving enthusiasts without compromising typical EV comfort and refinement

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

There’s space for three at a pinch but it’s better treated as a two-seat bench

£63,905 Two synchronous motors 536bhp at 8000-17,000rpm 586lb ft at 0-5000rpm 1-spd automatic 2215kg 3.9sec 140mph 80.7kWh (usable) 259-324 miles 0g/km, 1% Mercedes-Benz EQE, Tesla Model S, Porsche Taycan S

13 OCTOBER 2021 AUTOCAR.CO.UK 19

20 AUTOCAR.CO.UK 13 OCTOBER 2021

FIRST DRIVES

t’s a bit too easy to get chin-scratchy in this business, surrounded as we are by other enthusiasts in the bubble of motoring journalists and manufacturer representatives.

But there does seem to be a theme running through conversations going on at the moment, both inside and outside the bubble, as more and more people end up discussing how to make electric cars both exciting and different.

Everyone is well aware that change is coming but isn’t quite sure how it’s going to manifest itself for the people in this world who love cars.

It’s a real concern, because a lot of manufacturers are proposing platform sharing. The economies of scale make financial sense, and to a certain extent it’s no different to what the Volkswagen Group has been doing for years with ICE cars, but with the company’s new MEB platform and the numbers involved, it takes on a whole new meaning. Some estimates have 50 million EVs being built on the MEB – a vast number. In a world where EVs are arguably more susceptible to being homogeneous white goods, it really is a worry.

In light of all that, step forward the latest to try to persuade us that all will be okay with the strategy: the Cupra Born.

This was originally conceived as the Seat el-Born concept, but as time went on, Volkswagen Group suits decided to launch it as a Cupra. It makes sense: people are prepared to pay more for a Cupra, and with a starting price of around £31,500 for the most basic model (exact prices will be published in December), it isn’t as cheap as customers expect of a Seat.

On paper, things look good.

It’s the Cupra version of the Volkswagen ID 3, so by definition (hopefully) the slightly sportier one with more “emotion”. It’s a “new era” for Cupra and the first all-electric car that it has made.

Based as it is on the MEB platform, it gets a mid-mounted battery pack (housed within an aluminium structure but still weighing a chunky 350-odd kilograms) in three different sizes: 45kWh, 58kWh and 77kWh. These yield ranges of 211 to 336 miles and come with three different power outputs. We tried both the mid- and top-spec 201bhp and 228bhp cars (a temporary power boost mode taking the latter from 201bhp to 228bhp by pressing the accelerator in ‘Cupra’ mode). A 148bhp Born will also be available.

Charging is competitive with rivals, as it can go from 5-80% in 35 minutes from a 125kW DC rapid ◊

TESTED 7.10.21, BARCELONA, SPAIN ON SALE EARLY 2022 PRICE £40,000 (EST)

CUPRA BORN Cupra has endeavoured to make its first electric car more than just a souped-up Volkswagen ID 3. Has it succeeded?

13 OCTOBER 2021 AUTOCAR.CO.UK 21

Δ charger. There’s a range of Cuprabranded home chargers, too, should the corporate symmetry appeal.

Like its ID 3 sibling, the Born is rear-driven, with its single motor sitting above the axle and connected via a single-speed transmission.

There’s an expensive multilink suspension back there and a MacPherson-strut set-up at the front.

Dynamic Chassis Control (DCC) is available as an option on the 228bhp car. Depending on the cost, it could be a good option to add, as it brings an extra edge to the Born’s dynamics.

So far, so very ID 3. The elephant in the room is definitely German.

The Born is fundamentally the same car, so Cupra is working hard to convince people that it has done things differently. Wider tyres will be available (we tried the 215/45 R20 combination, but a 235 width will be offered), while the car sits 15mm lower at the front and 10mm lower at the rear than the ID 3. Progressive steering is standard across the Born range and, on those wider tyres, it’s possible to completely disable the stability control. Game-changers?

Hmm, I’m not convinced.

Looks-wise, there’s definitely a family resemblance. The side profile is where there’s no mistaking the ID 3 base, as the silhouette makes the two cars look more closely related than, say, the Volkswagen Golf and Cupra Leon, no matter how many chunky bumpers and rear wings are added.

Sports seats are standard; materials feel worth the price Although, to be fair, that rear spoiler is apparently functional.

Still, it certainly looks different from the nose. The Cupra lettering in copper is a nice detail and there are other copper highlights sprinkled everywhere. Overall, it’s a decentlooking hatchback to these eyes.

The same copper details appear in the cabin, which is dominated by a 12in touchscreen that also appears in the ID 3, as does the small digital dial display in front of the driver.

It’s a good place to sit. There’s a minimum of shiny piano black plastics (praise be) and plenty of softtouch man-made fabric, including

` It feels expensively damped and well controlled and, crucially, there’s no suspension noise

a

Born is grippy and remains faithfully upright but doesn’t really engage you 22 AUTOCAR.CO.UK 13 OCTOBER 2021

optional Dinamica. Cupra is keen to emphasise that a lot of the material is made from recycled plastic waste from the sea, and what’s more it’s local plastic, being harvested from the Mediterranean.

This isn’t the only element of the car with an environmental bent.

Thanks to a carbon-offsetting programme and the use of renewable energy at the factory, Cupra claims the Born is net carbon-neutral. Other manufacturers, notably Polestar, aren’t convinced of the integrity of carbon-offsetting, but it’s a start.

Rear leg room is impressive, and no wonder, given the 2767mm

wheelbase. That’s fractionally shorter (3mm) than the ID 3’s, but you would never notice from inside, as 6ft-tall adults can comfortably sit in the back. The boot is a generous 385 litres, but there’s nowhere dedicated to storing the charging cables.

There’s no button to start the Born: just your weight on the driving seat is enough. The interior screens don’t load instantaneously, but once they have, it’s a simple twist of the gear selector located up to the right of the instrument binnacle and you’re off.

Step-off from rest is predictably impressive. The 228bhp version of

FIRST DRIVES CUPRA PLANS SUBS AND AGENCY SALES TESTER’S NOTE Forgetful? If so, you will be grateful for the friendly reminder to pocket your mobile phone that pops up on the infotainment touchscreen after you hit Park. PW

Touchscreen is shared with ID 3; manettino-esque buttons hint at sportiness the Born will manage 0-62mph in 6.6sec and even the less powerful model we tried will crack it in 7.3sec.

As ever, the initial sprint as you plant your foot is decent no matter what speed you’re doing but the thrust tails off as acceleration builds.

The ride quality is also worth noting. Our car rode on 20in wheels and low-profile tyres, but you would never know it from the way it flows over Tarmac. It feels expensively damped and well controlled and, crucially, there’s no suspension noise as you glide along – a vital thing in the hushed world of electric driving.

Body roll is kept in check and there’s a decent amount of front-end grip, the Born hanging on gamely through tight corners. It’s only

when you’re really pressing on that the inside rear wheel starts to give up, spinning ever so slightly as the weight and power transfer to the outer tyre.

The sportier settings of the DCC add an edge to the ride, but it never feels overly stiff or out of control.

Overall, then, it’s a very grownup-feeling hatchback.

But if you were hoping that Cupra, being a sporty brand, would have injected some excitement into its rear-driven EV, I’m afraid you will be disappointed. There’s no sense of playfulness from the chassis or steering: both are safe and competent but never add anything extra. And while the Cupra driving mode in the higher-powered car

(accessed via either the touchscreen or a natty-looking copper button on the steering wheel) does add more weight to the helm, it doesn’t transform it. You don’t get any sense of adjustability from either the wheel or the accelerator – a key measure of the way you would judge a more enthusiast-leaning hatchback.

The brakes are the poorest part of the experience. The Born has quite a soft pedal that doesn’t get any meatier no matter how hard you press it. It needs more bite at the top of the pedal. And the stopping itself doesn’t inspire the confidence you would expect, even in maximum regeneration mode.

All of this is largely the same as with the ID 3. There might be slight

Cupra is the latest to join a growing band of manufacturers looking to sell EVs in a different way. It has confirmed that subscription will be offered when the Born goes on sale in the UK next year, although exact prices have yet to be announced.

Interestingly, it will also offer the car through dealers on an agency model. This is designed to give far more cost certainty to manufacturers, dealers and customers: no discounts will be available, because customers buy direct from Cupra. The dealer just takes a fee for selling the car.

Cupra UK managing director Richard Harrison admits the firm is still working through the details.

He said: “It’s clearly part of our strategy and we’re in discussions with our retailers at the moment about how we bring that to life in practice.

But our retailers are a core part of our strategy and will remain so, because having excellent retail physical facilities and the real human touch is really important to Cupra.”

differences in the steering, but it would take a back-to-back test to reveal those. And that’s where the Born comes unstuck. It’s claiming to be the “emotional” one, but the driving experience can’t back up the jazzier looks and it doesn’t feel vastly different to its ID 3 sibling.

Does that make it a bad car?

Certainly not. But does that give any reason to buy the Born over the ID 3? That’s where it gets more awkward for Cupra. Doubtless the platform will save the Volkswagen Group’s bacon, but at what cost to individual character?

PIERS WARD

@piers_ward

CUPRA BORN E-BOOST Doesn’t feel as sporty as Cupra claims but still manages to be a comfy and refined family car

AAAAC Price Engine

Acceleration is truly rapid, although it tails off at higher speeds

£40,000 (est) Permanent magnet synchronous motor Power 228bhp at 5300-7000rpm Torque 229lb ft at 0-5000rpm Gearbox 1-spd reduction gear Kerb weight 1749kg 0-62mph 6.6sec Top speed 99mph Battery 62/58kWh (total/usable) Range 261 miles CO2, tax band 0g/km, 1% RIVALS Volkswagen ID 3, Hyundai Kona Electric

13 OCTOBER 2021 AUTOCAR.CO.UK 23

TESTER’S NOTE DS 4 upper-echelon models are equipped with Active Scan suspension, which uses a camera to look down the road for surface irregularities and configures the suspension to suit.

But on test, we noticed only a slight difference between cars with the system, and without. SC

TESTED 5.10.21, BERKSHIRE ON SALE JANUARY

DS 4 E-TENSE 225 Lavish rival to Germany’s compact elite could be a game-changer for its maker he DS marque’s expansion in the UK has so far been more leisurely than relentless, mostly because the cars offered haven’t been in the main premium userchooser battlegrounds. But the arrival of the new DS 4, a genuine rival for both the Audi A3 and BMW X2, puts Stellantis’s ‘savoir faire’ marque on course to double the size of its UK foothold and eclipse brands like Jaguar and Lexus for outright sales volume.

For a brand whose annual sales will run to 4000-odd units after deliveries begin at the turn of the year, the 4 comes with a plethora of models – trim levels (in ascending order) with exotic names such as Bastille, Trocadero, Rivoli and the range-topping La Première. All are surprisingly well equipped, featuring things like standard automatic transmissions, flush door handles and LED matrix headlights.

There are also three body looks – a chrome-heavy standard offering just called DS, a DS Performance Line with sporty black wheels (and

T

24 AUTOCAR.CO.UK 13 OCTOBER 2021

the shiny body bits in black) and a DS Cross, which has the same suspension and ride height as the others but the prominent skidplates and roof bars of a crossover to take the fight to the likes of the BMW X2.

DS is determined to cover every base.

There are also five powertrains

(three petrol, one diesel and one petrol plug-in hybrid) distributed across the model line-up and even those that don’t plug in are electrified in the sense that they use integrated starter-generators to augment their off-the-mark efficiency.

It’s all a bit bewildering at first,

Upmarket aspirations are apparent wherever you look inside

especially if you’re not holding a brochure, but potential 4 customers (who can order cars now and get them from January) can be pretty sure there’s a model that targets them directly. We tested two versions, the Puretech 130 and the E-Tense 225 PHEV, majoring on the second not least because DS’s people say it will be the popular one in the UK. DS 4 interiors are elaborate, with unique switchgear in knurled bright metal attractively arrayed across a dashboard that cleverly disguises its air vents. There’s lots of emphasis on screens – a large central unit that can handle swipe gestures, a smaller screen below it that can provide a variety of configurable shortcuts, a comprehensive display ahead of the steering wheel plus one of the best head-up displays we’ve encountered – but it’s intuitive and clear.

The overall effect is of cut-above luxury, yet even the priciest 4, the La Première E-Tense 225, costs a reasonable-sounding £43,695.

The entry-level Bastille seems very affordable at £25,350, given the

FIRST DRIVES

DS 4 is quiet, refined and endowed with a soft ride and sufficient, easy-progress torque

Material finish, screen-rich dashboard and distinctive switchgear lift the 4’s cabin ambience

` The DS 4 feels like the launch with which this young brand gets serious

a

imposing figure it cuts on a suburban driveway. It’s evident that DS sees this first true mainstream model as its way of establishing a foothold in prime markets (such as the UK’s) rather than of earning early profits – although UK managing director Jules Tilstone assures us that the marque is already returning positive earnings to the Stellantis core.

Our main test car was a Rivoli E-Tense 225, which, like the rest of them, is based on a developed version of Stellantis’s latest (lighter and stiffer) medium-to-large EMP2 platform. Surprisingly, this one has a torsion-beam semi-independent rear suspension rather than the fully independent multi-link set-up of more expensive DS models. Still, our car was nicely made, with fine panel fit and impressive trim details,

including hand-finishing of its stitched leather seats and steering wheel. The designers’ desire is that this cabin should offer comfort, convenience and decor beyond the mainstream, and they’ve achieved it.

On the road, the 4 is a quiet and refined proposition. The electric propulsion appears to last the promised 30 miles, if you drive normally. The engine stays acceptably quiet when it intervenes, either because the battery range is exhausted or because you’ve selected the Sport drive mode, although there are some vibrations through the pedals that we could have done without. The car will cover 0-62mph in under eight seconds, can hit 145mph on an autobahn and always feels potent, not least because the electric motor part of its powertrain

adds to its alertness. Passing torque is plentiful. In fact, the only PHEV drawback we could find was a slightly uncertain brake feel (the familiar PHEV problem of combining regenerative and friction braking) but it was a foible, not a problem.

The ride quality is fundamentally soft and quiet, although there’s a predictable hint of rear axle wind-up over really complicated bump combinations such as railway crossings. The steering is fairly light but firms up in Sport, which thus became our setting of choice on test. We tried cars on both 19in and optional 20in wheels and preferred the former, because there was notably less bump-thump yet no reduction in visual impact.

In sum, the 4 feels like the launch with which this young brand gets serious. The car does have a unique persona, looking and feeling like nothing else from its family stable.

And it doesn’t look German. Given the depth of its equipment, it also seems good value. Most importantly for a marque that wants to establish itself on style, it is impressive and good-looking inside and out. DS’s

people want to sell their car as a refreshing change from the sameagain Germans. Potential buyers who try one will see their point.

STEVE CROPLEY

@stvcr

DS 4 E-TENSE 225 RIVOLI With the DS 4, Stellantis’s newest premium brand gets serious about chasing the likes of Audi and BMW

AAAAC Price Engine

£40,100 4 cyls, 1598cc, turbo, petrol, plus electric motor Power 178bhp at 6000rpm (petrol), 107bhp (electric) Torque 221lb ft at 3000rpm (petrol), 236lb ft (electric) Gearbox 8-spd automatic Kerb weight 1653kg 0-62mph 7.7sec Top speed 145mph Battery 12.4kWh Electric range 35-39 miles Economy 183-232mpg CO2, tax band 27-35g/km, 11% RIVALS Audi A3, BMW X2

13 OCTOBER 2021 AUTOCAR.CO.UK 25

TESTED 6.10.21, FR ANKFURT, GERMANY ON SALE L ATE 2021

HONDA HR-V Small crossover’s third generation goes hybrid only and gets a dose of sophistication

onda’s press blurb for the new generation of its HR-V reads as though the company has been paying attention to reviewers’ and customers’ clamour for cars that don’t hit you over the head with technology. It makes much of its ‘Man-Maximum, MachineMinimum’ design principle, which sounds like a bad Google translation, but it is supposedly the “belief that the purpose of technology and design is to serve the needs of the driver and passengers”. Amen to that.

It doesn’t mean that this is some sort of back-to-basics Suzuki Jimny competitor, though. For starters, the new HR-V is hybrid only, like its Jazz hatchback sibling. It uses essentially the same set-up, but with a bigger battery and 21bhp more to cope with the heavier, taller body. That means a 1.5-litre Atkinson-cycle four-cylinder

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26 AUTOCAR.CO.UK 13 OCTOBER 2021

petrol engine, and two electric motors giving a combined output of 129bhp and 187lb ft.

As in the Jazz and the CR-V hybrid, the engine usually just drives a generator to keep the battery topped up while the electric motors drive the wheels, but when full power is needed, it can drive the wheels directly through a single-speed ’box.

The system will switch off the electric motors when cruising, because an engine is more efficient at high speed.

Inside, there is plenty of tech, too.

A 9.0in touchscreen and 7.0in digital gauge cluster are standard, and the suite of active safety systems now has all the features expected in a modern car. Even the air vents are clever. Yes, the air vents. In addition to the usual centre and corner air outlets, there are L-shaped vents at the edges of the dashboard, which can generate a curtain of air to insulate the cabin from the hot or cold windows and create a vortex in the cabin that provides air flow without blasting air directly at the occupants’ faces.

` It’s remarkably refined, with minimal noise intrusion during cruising and town driving

a

Honda’s ‘Magic Seats’ make a return, too, in the HR-V. As the fuel tank is under the front seats, which are 10mm higher than in the outgoing model, the rear seat cushions can be flipped back to create a tall load space that easily houses something like a bicycle. The rear seats have been moved 30mm further aft to create very generous leg room, although that does come at the expense of boot space, which measures just 319 litres.

The HR-V hasn’t really grown, but it was already a deceptively large car, more comparable in length to the Renault Arkana and Toyota C-HR than to the Captur or Yaris Cross, and wider than all of them, which helps the spacious feel.

With Honda having thrown the digital kitchen sink at the new HR-V, how much of that ‘Man-Maximum, Machine-Minimum’ rings true?

FIRST DRIVES

TESTER’S NOTE The HR-V pulls the London cab trick of pushing the rear seats back a long way. Great for leg room, not so much for boot space. IV

Ergonomics are excellent, although perceived quality is patchy A fair bit, actually, because it’s an intuitive, undemanding car to drive.

Although the driving position feels perched rather than commanding and the roof feels closer than in other crossovers, it’s otherwise sound and the seats are particularly supportive.

There are buttons for all the major controls: the climate, media volume and even the lane departure warning.

You don’t necessarily need to turn it off, because it worked unintrusively on admittedly clearly delineated German roads. The adaptive cruise is a little slow to start accelerating, though. The infotainment system, too, is not the quickest to respond, but it’s unproblematic to use.

The rest of the interior is a mix of some particularly pleasing and some particularly disappointing materials.

The seat fabric, steering wheel, buttons, armrests and synthetic leather inserts on the dashboard feel great, but the gearknob is a rough rubber and the rest of the dash, especially the top, is coarse and feels straight out of a cheap 1980s car.

On the road, the HR-V is remarkably refined, with minimal noise intrusion during cruising or town driving and one of the more supple rides in the class. With that pliancy comes some body roll, but the

mildly gloopy steering manages a modicum of communication and the grip reserves are ample.

The above-average cruising refinement sadly draws into sharp focus the one big annoyance about the HR-V. Under anything more than light acceleration, you have to endure the mooing from the hybrid system that can’t make up its mind whether it wants to mimic a CVT or a multispeed gearbox. The engine revs soar quickly and often, making quite a din and sending some light vibrations through the steering wheel. The raw performance and the indicated 45mpg are fine, but the engine sound is pretty tiresome.

There’s a lot to like about the new hybrid-only HR-V. The chassis is well resolved for the class, the technology won’t make you want to take a hammer to it, the interior is appealing despite the perceived quality niggles and it provides great versatility, albeit with disappointing boot space. It’s broadly aligned on price with the Arkana E-Tech and 1.8 C-HR, although that does make it expensive compared with non-hybrid rivals. Man-Maximum, MachineMinimum? Sure, if only the machine could shut up a bit more.

ILLYA VERPRAET

HONDA HR-V i-MMT ADVANCE eCVT There’s new-found style inside and out and good ergonomics but the hybrid powertrain is tiresome

AAABC Price Engine

The flip side of the supple ride is some body roll but the car grips well

£29,210 4 cyls, 1498cc, petrol, plus two electric motors Power 129bhp at 6000-6400rpm Torque 187lb ft Gearbox 1-spd automatic Kerb weight 1380kg 0-62mph 10.7sec Top speed 106mph Economy 52.0mpg CO2, tax band 122g/km, 28% RIVALS Renault Arkana E-Tech, Toyota C-HR, Volkswagen T-Roc

13 OCTOBER 2021 AUTOCAR.CO.UK 27

TESTER’S NOTE For the second Fabia in a row, there will be no hot vRS version, although a lightly tinselled Monte Carlo model is due to arrive later this year. JD

TESTED 7.10.21, BEDFORDSHIRE ON SALE L ATE 2021

SKODA FABIA 1.0 TSI 110 Fourth iteration of sensible supermini arrives in Britain in high-end specification urprising Skoda’ was for a long time the Czech manufacturer’s alliterative strapline, but in all honesty ‘sensible Skoda’ would have been more fitting. And that’s not meant as damning with faint praise because, over the decades, Skoda has carved an enviable and profitable niche delivering cars that appeal to the head over the heart, serving up greater space, more thoughtful touches and unrivalled value for money next to the competition.

It’s clearly a winning formula that the firm doesn’t intend to deviate from with this fourth-generation Fabia, which, with 4.5 million sales and counting, is Skoda’s second-mostsuccessful model after the Octavia.

We’ve already had a brief taster of the supermini (now Skoda’s smallest offering, after the lamentable demise of the Citigo) in Poland, and now it’s time to subject it to more challenging UK roads. But first a quick recap.

All new from the wheels up, the Fabia sits on the MQB A0 platform, which also underpins the latest Audi A1 Sportback, Seat Ibiza and

‘S

28 AUTOCAR.CO.UK 13 OCTOBER 2021

Volkswagen Polo. Not only is it stiffer and stronger than its predecessor, but it has also let Skoda make its baby even bigger, at just over four metres long and nearly 1.8 metres wide.

In fact, with these dimensions, it’s arguable whether it’s even a

supermini any more – something that’s further highlighted by a boot capacity that, at 380 litres, is five litres up on that of the Ford Focus.

Still, the Fabia looks smart enough in a slightly upright and unfussy way.

There’s a hint of Vauxhall Corsa in its

The ride is impressively sorted, but unfortunately the powertrain isn’t

side profile, but in all other respects it’s clearly a careful evolution.

Our left-hooker was nominally in SE L trim but had the aerodynamic 17in alloy wheels (the Fabia’s drag coefficient is an impressive 0.28) in place of the standard 16in rims.

FIRST DRIVES

Fabia doesn’t care for fun but nevertheless allows high cross-country pace

Materials feel premium; touchscreen is intuitive

` Rolling refinement is remarkably good and it rides typically broken British asphalt well

a

The biggest changes are reserved for the interior, which is not only roomier (tall adults won’t feel shortchanged in the rear) and packed with even more storage (the combined capacity of the various cubbies and compartments is an impressive 100 litres) but also feels as posh as some of its four-ring-bearing relations.

Material quality is high, while the design of the dashboard is classily understated, with its slick digital dials, handily sited and easy-touse infotainment touchscreen and metal-finished switchgear.

Other grown-up features include air vents for those in the back, several USB-C ports and a spot-on driving position. In this trim, there’s also a standard kit list as long as both your arms and quite a bit of your left leg.

This upper-class aura continues on the move, where it’s clear that Skoda has prioritised comfort and quietness, which is no bad thing.

Rolling refinement is remarkably good, the suspension issuing only a muffled thump over the severest bumps, while road and wind roar are only noticeable at higher speeds.

It rides typically broken British asphalt well, the softish suspension keeping everything on an even keel with just the merest hint of relaxing float over bigger undulations.

The upshot of this suppleness is some roll in corners, but the damping control is tight enough that the movement is always well controlled.

The steering is light and lifeless, but it’s quick and the Fabia clings on gamely, carving satisfyingly precise

lines through bends, taking on a nicely balanced four-square stance.

It can’t raise smiles and spirits like the Ford Fiesta, but it’s a polished performer that lets you cover ground at a serious lick when you need to.

If there’s a disappointment, it’s our car’s combination of a 109bhp turbocharged 1.0-litre triple and a seven-speed dual-clutch gearbox.

When mooching it’s fine, the engine is nicely isolated and the DSG shuffles its ratios with syrupy smoothness. Yet it has also clearly been WLTP-trained to hold onto the highest gear possible for the longest time feasible, which combines with the TSI’s low-rev torpor (peak torque comes 400rpm later than in the 94bhp car) for sluggish response.

Sport driving mode sharpens things up a little, and once you wind it up, the TSI goes reasonably hard.

But around town, it lacks the vim and vigour that you would expect of a car that surely will spend more of its time within city limits than without. The six-speed manual is a better bet.

Yet there’s still much to recommend the Fabia, especially if you think of it not as a supermini but

as a cut-price family car. It has space, comfort and refinement on its side, plus it handles with satisfying poise, while even at the £20,330 asked for this flagship SE L, it’s still decent value, especially compared with those larger rivals. It’s a thoroughly sensible choice, then, and we mean that in the best possible way.

JAMES DISDALE

SKODA FABIA 1.0 TSI SE L DSG Lacks the dynamic sparkle of the best, but remains the smart choice if you want a small car that does it all

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

£20,330 3 cyls, 999cc, turbo, petrol 109bhp at 5500rpm 148lb ft at 2000-3000rpm 7-spd dual-clutch automatic 1112kg 9.9sec 127mph 47.1-50.4mpg 128-137g/km, 29-31% Ford Fiesta, Vauxhall Corsa, Volkswagen Polo

13 OCTOBER 2021 AUTOCAR.CO.UK 29

ROAD TEST

PHOTOGRAPHY OLGUN KORDAL

No 5545

Renault Arkana It may look like a replacement for the ageing Kadjar, but all is not what it seems M O D E L T E S T E D E-T E C H H Y B R I D 14 5 S - E D I T I O N Price £28,600

Power 141bhp

30 AUTOCAR.CO.UK 13 OCTOBER 2021

Torque na

0-60mph 11.0sec

30-70mph in fourth na

Fuel economy 50.8mpg

CO2 emissions 108g/km

70-0mph 56.9m

ROAD TEST he one sure-fire way to create a best-in-class car is to invent a whole new class of car altogether.

The original Mercedes CLS did it as a four-door coupé; the Nissan Juke did it as a B-segment SUV; and those are just two obvious examples. Now, if you’re looking for a crossover-coupé with a slice of added desirability that’s bigger than the B-segment but not quite big enough for the C-segment, along comes the Renault Arkana.

Few people will define their next smaller family car in quite such specific terms, of course, and if you’re not that fussed about the Arkana’s sloping-roof SUV styling, you have many alternatives to choose from.

Cars like the aforementioned Nissan Juke and Renault’s own Captur will be cheaper, but they give up some interior room. Up the budget by a few thousand pounds and you can get into a more upmarket SUV like a Hyundai Tucson or Nissan Qashqai.

To find out whether it represents a new ideal compromise of outright size and interior space for the crossover breed, or is just a muddle of disparate cues and influences, the Arkana now undergoes our full road test. At the same time, we find out whether the E-Tech hybrid powertrain works as well as a full hybrid as it did in plug-in hybrid form in the Mégane we tested last month.

T

DESIGN AND ENGINEERING

AAAAC

We like z Lots of space for the money z Cruising manners

We don’t like z Cabin quality is below Renault’s other recent efforts z E-Tech system works better as a plug-in hybrid

The Arkana may have a familiar Renault family face but its side profile is less recognisable and distinctive.

As more than one tester observed, there are clear hints of BMW X4 to its looks from certain angles.

Its origin story only adds to the confusion. Renault has sold an Arkana model in Russia since 2019, and while that car looks very similar on the outside to the one we get, its more Dacia-grade interior betrays the fact that it was based on the older Dacia Duster platform.

‘Our’ Arkana is in fact a stretched Captur underneath. And as a result of its more modern platform and fresher component set, the European Arkana should ride and handle with reasonable sophistication. It uses a torsion beam rear axle just as the current Captur and Clio do, which might discourage some, but that fact doesn’t prevent those sibling cars from competing dynamically at the top of their respective classes.

Given the Arkana’s relationship with the smaller Captur, you might expect it to be built alongside its sibling model in Valladolid, Spain.

However, it is instead manufactured

by Renault-Samsung in Busan, South Korea, where it has been marketed as the Samsung XM3 since last year.

In case you’re wondering, Samsung Motors did indeed start out as the automotive division of the electronics giant, which still holds shares in the motor company, but most of the firm was acquired by Renault only a few years after being created.

Range at a glance ENGINES

POWER

FROM

1.3 TCe 140 E-Tech 145

138bhp 141bhp

£25,300 £26,300

TRANSMISSIONS 7-spd dual-clutch automatic (1.3 TCe) 4-spd automatic (E-Tech) Renault says the Arkana is its first car with an all-hybrid line-up. While the E-Tech reviewed here is very much a hybrid, the 1.3 TCe has been a staple of Renault’s engine line-ups for years. In the Arkana, it benefits from some mild-hybrid assistance and is exclusively available with an EDC dual-clutch automatic. Both versions can be had in one of three trims: Iconic, S-Edition and RS Line.

The engine line-up also deviates from that of its platform relation, with just two powertrains on offer.

The 138bhp 1.3-litre turbocharged four-cylinder petrol engine is a familiar unit from other Renault and Mercedes models, but it has mildhybrid assistance in the Arkana. The emphasis here is on mild, though, as it is only a 12V system that powers the ancillaries when the engine is off.

Our road test car is the E-Tech Hybrid 145, which uses a fullhybrid version of Renault’s latest electrified powertrain. A naturally aspirated 1.6-litre four-cylinder engine is paired with one big electric motor, one smaller unit acting as a starter-generator and a four-speed unsynchronised gearbox without a conventional clutch.

The engine is put into neutral in order to be decoupled from the rest of drivetrain, so the car always sets off on electric power. To ensure there is enough battery to do so, the engine can run the generator while in neutral. Meanwhile, to make gearchanges possible, the gearbox has dog clutches instead of synchromesh, while the electric starter-generator can speed up, slow down and otherwise align the crankshaft in order to match revs and allow the gears to engage smoothly.

Renault’s full-hybrid E-Tech has a less powerful main electric drive motor than its plug-in hybrid version (48bhp versus 64bhp) and a 1.2kWh drive battery instead of 9.8kWh.

z We’re not convinced that the omission of the rear wiper is a worthwhile tradeoff for unspoilt lines. The tailgate is a big piece of metal to lift up but reveals a practical load space.

z Arkana rides on the platform of the smaller Captur and has the Renault family face but is much longer and gets a sloping coupé-like roofline.

z Renault says that one of the benefits of the E-Tech hybrid system is its compactness, but the Arkana’s engine bay looks quite tightly packaged, with the 1.6-litre petrol and the hybrid electronics squeezed in there.

INTERIOR

AAABC

The Arkana’s association with the Captur is most apparent inside, ◊

z Black roof is a £300 option, but the C-pillar is always body coloured, so the effect is much less dramatic than some of the two-tone paint options on other cars that create a ‘floating’ roof look.

Smaller Captur donates much to Arkana 13 OCTOBER 2021 AUTOCAR.CO.UK 31

Weights and measures 0.30

77 5m m

4801263 litres

Kerb weight: 1435kg 2720mm

878mm

1576mm

10

ax mm m 65

890m m

1025m mm

ax

DIMENSIONS

970mm

4568mm

z Seats lack adjustment for cushion angle and length as well as lumbar support but prove quite supportive, as there’s enough lumbar support and padding to begin with.

PA R K I N G Typical garage height

Typical parking space width (2400mm)

2160mm

2070mm (with mirrors)

Typical leg room 775mm

z Rear leg room is particularly generous, whichever segment you compare it with.

Head room less so. Materials for the door cards are similar to those in the front.

3600mm

W H E E L A N D P E DA L ALI G N M E NT There is nothing unusual about the pedal alignment and there is a reasonable amount of adjustment in the driving position, but some cars provide even more.

35mm 155mm Width 1000-1020mm

Height 420-620mm

H E AD LI G HTS LED headlights provide plenty of power, but the auto dipping can be hit and miss. Matrix headlights are unavailable, which isn’t out of the ordinary for the class.

Δ where the dashboard looks very similar. However, even in the midspec S-Edition of our test car, the Arkana loses some of the quirky features that make the Captur stand out. Instead of the soft-touch inserts in the dashboard, it gets a taller trim panel that looks like engine-turned aluminium at a glance but is just glossy plastic. The Arkana doesn’t have the Captur’s floating centre console, either, even though its autoonly gearbox layout doesn’t need the space underneath for a gear linkage.

There’s some evidence of costcutting around the interior, too. For example, the gear selector’s ‘PRNDB’ icons aren’t backlit, which means you occasionally find yourself in the wrong gear when driving after

32 AUTOCAR.CO.UK 13 OCTOBER 2021

Length 980-1750mm

10mm Centre

dark. Some areas, such as the centre armrest cubby, feel particularly cheap. Most of the touchpoints are covered in leather, though, and the design is contemporary, making the Arkana’s perceived quality at least respectable by crossover standards.

Even so, you don’t expect a car that’s bigger and more expensive than the Captur to feel like a step down in quality, however slight.

At least it is a good deal more spacious. The cabin doesn’t feel much wider than a Captur’s, but rear leg room is generous even by the standards of bigger crossover SUVs, with the Arkana offering more than both the Qashqai and the Tucson.

The abundance of space continues in the boot, which not only has a

z A very square shape and generous dimensions make the Arkana particularly practical, but the slope of the tailgate limits the height of any potential cargo.

square shape and a flat floor with a low loading lip, but is also very roomy, easily beating some mid-sized SUVs for length and width. Outright boot volume is about the same as that of a Qashqai, and although the load space isn’t as high as in other SUVs, forgoing the optional spacesaver spare wheel that our test car had will liberate extra storage under the floor.

The sloping tailgate eats into rear head room a bit, but its steepest drop starts just behind the rear headrests, so head room is not a big issue. That roofline does make rear visibility quite poor, though: the rear headrests easily block most of your view through the rear-view mirror when they’re up. To make matters worse, Renault has also decided not to give

the Arkana a rear wiper, so rainwater can just sit on the rear screen.

PERFORMANCE

AAACC

We found plenty to like about Renault’s E-Tech system as a plugin hybrid in the Mégane (road test, 29 September), but even though it’s largely the same system in the fullhybrid Arkana, it doesn’t work quite as well. The engine is the same 93bhp 1.6-litre atmospheric unit, but the electric motor has 18bhp less. You might imagine that 150kg of less mass than the Mégane PHEV would more than make up for that shortfall in the Arkana’s case, but in practice the crossover is considerably slower.

On a damp track, it managed a ◊

ROAD TEST

z Letters next to the gear selector look like they should light up, but they don’t. Occasionally, you find yourself in neutral when you wanted reverse or drive.

z Colour for the mood lighting can be changed in the settings. ‘Engine-turned’ dashboard trim is plastic but pleasing enough to look at, if not to touch.

z Physical heating and ventilation controls work great, but those blank switches are a missed opportunity for some infotainment shortcuts.

Multimedia system

AAABC

The cheapest Arkana, in Iconic trim, comes with a 7.0in touchscreen and Renault’s latest Easy Link system, as well as wired Android Auto and Apple CarPlay. RS Line and S-Edition trims, like our test car, get a 9.3in display. Renault has never been a leader in in-car digital tech, but once you get used to some of the latest system’s quirks, it works quite well.

The volume is adjusted by touchscreen buttons so, as a driver, you default to the media stalk behind the steering wheel that has been common on Renaults since the 1990s. Some more physical shortcut buttons would have been welcome, but you can switch between smartphone mirroring and the native interface on the fly by using a button that pops up on top of the main screen.

There are plenty of device charging ports, with a 12V socket and two USB-A ports in front, and two more in the back. There is no option for wireless charging, though.

13 OCTOBER 2021 AUTOCAR.CO.UK 33

` When pushed, the Arkana displays livelier handling than many of its peers

a

Δ 0-62mph time of 11.6sec, which is 0.8sec off the quoted figure. That’s not desperately slow, but nevertheless disappointing given the power-toweight ratio. It’s a good second off the Mégane’s time, too, and you can feel the compromise on performance in day-to-day usage.

When merging onto a motorway or exiting a busy junction, the Arkana’s petrol engine is quite likely to pipe up. The car also tends to hold onto lower gear ratios for longer when accelerating, which doesn’t do much for the car’s refinement.

During more gentle motoring, though, you appreciate how smoothly the powertrain switches between electric power, petrol power and using the engine as a generator – to the point that you generally don’t know what’s going on under the bonnet. Indeed, it has no rev counter or any way to control the gears

manually. Particularly in town, there is plenty of electrically assisted punch available, while on the open road power usually feels at least sufficient in normal everyday driving.

As with many full hybrids, there is an EV driving mode button, but with a 1.2kWh battery it doesn’t get you very far. Nor is the Arkana remotely quick or even easily drivable with just 48bhp in zero-emissions mode. It’s much better to leave the systems to work out where and when to shut off the engine. There’s also a ‘B’ mode on the gear selector, which ups the regenerative braking, but it stops short of enabling one-pedal driving.

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

AAAAC

No one expects a crossover hatch to be an engaging driver’s car, but Renault has imbued the Arkana with a certain handling precision and balance, and

a general sense of responsiveness.

The steering is appropriately geared, at 2.6 turns lock to lock, has a natural if relatively light weight and responds in a linear fashion. The 215-section Kumho tyres provide decent grip and the car is agile enough for you to navigate through town or steer down a twisty B-road with confidence.

When pushed on the Millbrook Hill Route, the Arkana displayed livelier handling than many of its peers, arcing occasionally into the beginnings of lift-off oversteer in slippery test conditions. The car’s attitude is safely but somewhat clumsily reined in by the stability control system, of course, and most drivers will never notice the tendency in any case. However, much as it might give an unwary driver a scare if they misjudge a motorway offramp, the car’s apparent sense of chassis balance and its preference

for understated poise over benign numbness is pleasing to find.

Pulling to a stop on a damp surface, the Arkana performed better than the Kia Niro Hybrid and Tucson Hybrid, taking just 56.7m to come to a halt from 70mph, and 3.07sec to stop from 60mph. It did so perfectly undramatically, too.

Moreover, the unnervingly soft and long-travel, drive-by-wire brake pedal we found in the Mégane E-Tech is not an issue on the Arkana. Instead, it feels firm and reassuring enough and it’s easier to modulate, allowing you to come to a stop smoothly.

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

AAAAC

Any car with a high centre of gravity and a modicum of driver appeal needs fairly stiffly tuned suspension and the Arkana is no exception. It doesn’t ride bumps with the same

z Arkana offers a keener driver more dynamic appeal on a sinuous B-road than many of its rivals can muster but its cruising comfort and urban agility will be greater draws.

34 AUTOCAR.CO.UK 13 OCTOBER 2021

ROAD TEST Assisted driving notes AAAAC Most of the active safety features that we’re starting to expect, even on cheaper cars, are available on the Arkana, although some are optional extras. All models get autonomous emergency braking and lane departure warning with lane keeping assistance, but adaptive cruise control is standard on only S-Edition and RS Line and it lacks stop and go functionality and lane centring unless you cough up an extra £350.

Our car only had adaptive cruise control, which governed the speed predictably and smoothly, and didn’t get caught out by vehicles in adjacent lanes. Traffic sign recognition, which clocks prevailing posted speed limits, is included, but it doesn’t interact with the cruise control.

The lane departure warning can be set to one of three sensitivities and activates only above 44mph, which makes it unobtrusive in daily use. If that is still too much, there is a physical button to turn it off.

Blindspot warning is also included on S-Edition and worked well.

serenity as more typical crossover SUVs. Again, it finds itself caught somewhat between two classes: compared with some smaller crossovers, its comfort levels seem absolutely fine; but compared with more polished, rounded and grownup cars like the Qashqai and Toyota C-HR, its ride seems a little animated and, at times, a bit noisy and crashy.

The Arkana won’t remind you of the days of so many smooth-riding mainstream French cars, then, but at least Renault still does an admirable job with its noise insulation. As you might expect, the car is particularly quiet at town speeds since it can switch to EV mode and cut out engine noise. But at higher cruising speeds, when the engine has to help out, it remains a fairly hushed car to drive.

Even at maximum acceleration at 90mph, cabin noise is a few decibels below that of rivals. That said, when

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

high; but the roof is relatively low.

Unless you’re 6ft 7in, it’s unlikely to be a problem, but it does give the Arkana a less spacious feel than you might expect from a relatively tall car.

it’s working at high revs for anything above moderate acceleration, the engine noise does put a dent in the car’s overall subjective refinement, even if the impact doesn’t show up too much in our objective cabin noise measurements.

The seats also help to make the Arkana a pleasant long-distance cruiser. Although they are upholstered in a fairly ordinary black cloth, and they lack adjustable lumbar support, cushion angle or cushion length, they prove quite comfortable thanks to soft padding.

The driving position and range of adjustment for the steering column are fine, but the car doesn’t go the extra mile and offer the wide range of configurability that some Volkswagen Group rivals do.

One slightly unusual design decision is that even in its lowest position, the driver’s seat is set fairly

BUYING AND OWNING

AAAAC

During its time with us, the Arkana returned 50.8mpg in mixed use.

That’s 10mpg better than a Captur with the 1.3 TCe – an engine that’s also available in the Arkana – but only marginally better than we got from the cheaper and faster but smaller Niro Hybrid. The Arkana has its drive battery under the boot floor, so it retains a 50-litre tank, which gives it a healthy range of 550 miles.

Consistent with its design makeup, the Arkana finds itself between two segments on price, too. In midspec S-Edition trim, like our test car, it starts at £28,600. That’s about

£3000 more than hybrid versions of B-segment crossovers like the Toyota Yaris Cross and Captur E-Tech, and about £3000 less than C-segment hybrid SUVs such as the Tucson.

If you can compromise on fuel economy, similar money to the Arkana will buy a well-equipped conventional petrol version of those larger SUVs, which should also deliver a more authoritative driving experience. These price differences are reflected in relative personal finance rates as well.

There is a lot of indirect competition for the Arkana, then, but few rivals offer quite the same blend of space, value and fuel efficiency – except for a diesel-powered alternative, that is. Although 50mpg is impressive, the shrinking number of diesel alternatives will also achieve it for similar money, and with less mechanical complexity. ◊

AC C E L E R AT I O N Renault Arkana E-Tech Hybrid 145 S-Edition (15deg C, damp) Standing quarter mile 18.3sec at 76.7mph, standing km 34.0sec at 91.2mph, 30-70mph 10.1sec, 30-70mph in fourth na 30mph

40mph

4.2s

60mph

50mph

6.1s

70mph

11.0s

8.4s

0

80mph

14.3s

90mph

20.5s

10s

31.6s

20s

30s

Kia Niro Hybrid 2 (2016, 16deg C, slightly damp) Standing quarter mile 17.5sec at 80.4mph, standing km 31.8sec at 102.2mph, 30-70mph 9.4sec, 30-70mph in fourth 13.6sec 30mph

3.5s

40mph

50mph

5.0s

7.2s

60mph

70mph

9.7s

0

80mph

13.0s

90mph

17.3s

10s

22.5s 20s

B R A K I N G 60-0mph: 3.07sec Renault Arkana E-Tech Hybrid 145 S-Edition (15deg C, damp) 30mph-0

50mph-0

10.3m 0

10m

70mph-0

28.0m 20m

56.9m 30m

40m

50m

Kia Niro Hybrid 2 (2016, 16deg C, slightly damp) 30mph-0

50mph-0

11.0m 0

10m

70mph-0

30.7m 20m

30m

59.6m 40m

50m

13 OCTOBER 2021 AUTOCAR.CO.UK 35

Data log R E N AU LT A R K A N A E -T E C H H Y B R I D 14 5 S-EDITION On-the-road price Price as tested Value after 3yrs/36k miles Contract hire pcm Cost per mile Insurance

£28,600 £29,800 £13,800 na 43 pence 16/£522 1.2kWh

50 litres

T YPICAL PCP QUOTE 3 years/30,000 miles, 15% deposit £360 With a £4330 deposit, to which the dealer will add £1000, our test car will cost a quite reasonable £360 a month, with an APR of 4.9%. Renault is currently offering a 0% APR deal as well.

EQUIPMENT CHECKLIST T E C H N I C A L L AYO U T The Arkana uses the same platform as the smaller Captur, the CMF-B, but stretched and slightly widened. That means struts at the front and a torsion beam at the rear.

The 1.2kWh battery is located under the boot floor. The Arkana always drives the front wheels through a four-speed clutchless gearbox.

£650 £300 £250 £250 £1000 £1000 £350

C H A S S I S & B O DY Construction Weight/as tested Drag coefficient Wheels Tyres Spare

Steel monocoque 1435kg/na 0.30 8.0Jx18in 215/55 R18 95H, Kumho Ecsta HS51 None (mobility kit or optional spacesaver)

ENGINE

ECONOMY

Installation

TEST MPG

Track Touring Average

22.7mpg 58.3mpg 50.8mpg

CLAIMED

Combined

58.9mpg

Tank size Test range

50 litres 559 miles

Front, transverse, front-wheel drive Type 4 cyls in line, 1598cc, petrol Made of Aluminium block and head Bore/stroke 78.0mm/83.6mm Compression ratio 10.8:1 Valve gear 4 per cyl Power 93bhp Torque 109lb ft Hybrid assist 48bhp permanent magnet synchronous motor, plus 20bhp ISG Drive battery 1.2kWh (usable), 230V, lithium ion Total system power 141bhp Total system torque na Power to weight 98bhp per tonne Torque to weight na

TRANSMISSION Type 4-spd automatic clutchless unsynchronised Ratios/mph per 1000rpm Electric: 1st 2.26/7.3 2nd 0.87/18.9 Petrol: 1st 2.20/7.5 2nd 1.27/13.0 3rd 0.77/21.3 4th 0.58/28.5

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

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

TIME (sec) 4.2 6.1 8.4 11.0 14.3 20.5 31.6 – – – – – – –

AC C E L E R AT I O N IN KICKDOWN MPH 20-40 30-50 40-60 50-70 60-80 70-90 80-100 90-110 100-120 110-130 120-140 130-150 140-160

TIME (sec) 3.6 4.3 5.0 5.8 9.5 17.4 – – – – – – –

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 Arkana, contact Renault UK, The Rivers Office Park, Denham Way, Maple Cross, Rickmansworth WD3 9YS (0344 335 0000, renault.co.uk). Costper-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).

36 AUTOCAR.CO.UK 13 OCTOBER 2021

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

108g/km £127/£254

BRAKES

SAFET Y

Front 296mm ventilated discs Rear 260mm solid discs Anti-lock Standard, with brake assist Handbrake type Automatic Handbrake location Middle of centre console

ABS, ESP, driver fatigue alert, lane keep assist, blindspot warning, six airbags, AEB Euro NCAP crash rating 5 stars (2019) Adult occupant 96% Child occupant 83% Pedestrian protection 75% Safety assist 74%

STEERING

CABIN NOISE

Type Electromechanical, rack and pinion Turns lock to lock 2.6 Turning circle 11.2m

Idle na Max power at 90mph 70dBA 30mph 56dBA 50mph 62dBA 70mph 67dBA

MAX SPEEDS IN GEAR 1 37mph 5000rpm

R E S I D UA L S 40

Hyundai Tucson Hybrid SE Connect 30

2 65mph 5000rpm 3 107mph 5000rpm 3756rpm 4 107mph* * claimed RPM in 4th at 70/80mph = 2459/2811

Value (£1000s)

18in alloy wheels 9.3in touchscreen with navigation and smartphone mirroring 7.0in digital gauge cluster Front and rear parking sensors and reversing camera Keyless entry Adaptive cruise control Blindspot monitoring Traffic sign recognition Lane keep assist, cross-traffic alert Front, side and curtain airbags Electrically heated and folding mirrors Heated windscreen Leather steering wheel Zanzibar Blue metallic paint Black roof Spacesaver spare wheel Heated seats and steering wheel Heated leather seats Opening sunroof Lane centring and stop-and-go Options in bold fitted to test car = Standard na = not available

Renault Arkana E-Tech 145 S-Edition 20

10

Kia Niro Hybrid Connect 0 New

1 year

2 years

3 years

4 years

z Arkana E-Tech should hold its value relatively well. It’s tipped to be better than the Kia and similar to the Hyundai.

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

Read all of our road tests autocar.co.uk

ROAD TEST Testers’ notes ILLYA VERPRAET Even when the adaptive cruise control is off, the driver’s display will show how close you are to the vehicle in front, expressed in seconds.

Let’s hope it makes some serial tailgaters realise how close they are to causing a motorway pile-up.

MATT SAUNDERS The Arkana tries so hard to stand out with its pseudo-BMW X4 styling but ends up looking quite ordinary to my eyes. It isn’t as practical, but for looks alone I’ll take a Toyota C-HR, please.

VERDICT

AAABC

Showy styling clothes an eminently sensible but unspectacular car Spec advice t first glance, the Arkana seems like an only partially successful attempt at making a trendy crossover-coupé – because, in its design, interior quality levels and performance, the car fails to particularly stand out.

It possesses reasonably pointy handling for a high-riding, versatility-minded car, but it sacrifices some ride comfort in the process. Its infotainment is decent yet nothing more, and its equipment specification reserves some useful safety features for pricier trims only.

But with the Arkana, Renault is doing something that Skoda has been specialising in for years: taking a platform from one class and building a car around it that offers usable space that’s competitive for the one above, as well as a fairly attractive price.

Judged in that light, the Arkana looks a little more attractive, with generous luggage space and rear seat room, good long-distance comfort and impressive economy achieved using an innovative and fairly slick hybrid system. Ironically, considering its design positioning, the Arkana makes better sense as a rational purchase than an emotional one, but it’s much more of a muddle than a landmark moment.

A

R OA D TEST R I VA L S Verdicts on every new car, p74 Price Power, torque 0-62mph, top speed CO2, economy

1

TOYOTA C-HR 1.8 HYBRID DESIGN The Arkana’s closest notional rival has it beaten for style and dynamic polish, if not quite for space.

AAAAC £30,390 120bhp, na 11.0sec, 105mph 111g/km, 53.2-57.6mpg

2

SEAT ATECA 1.5 TSI SE TECHNOLOGY DSG Not a hybrid, but it is a class above the Renault for the same money and will give a more natural driving experience.

AAAAC £29,215 148bhp, 184lb ft 8.6sec, 123mph 154g/km, 41.7mpg

3

RENAULT ARKANA E-TECH HYBRID 145 S-EDITION Lots of space and quirky styling for the price, and a hybrid system that works well, but it could do with more power.

AAABC £28,600 141bhp, na 10.8sec, 107mph 109g/km, 58.9mpg

4

SKODA KAROQ 2.0 TDI 150PS SE L Diesel may not be fashionable any more, but it’s effective at delivering economy and torque.

Karoq is about to be facelifted.

AAABC £29,900 148bhp, 251lb ft 8.8sec, 129mph 135g/km, 55.0mpg

Mid-spec S-Edition is the one to go for, because it gets a bigger screen and some additional safety features and lets you add individual options à la carte, unlike Iconic. RS Line adds some of those options as standard, as well as sportier styling.

Jobs for the facelift z Liven up the interior, with a more interesting dashboard and more pleasing materials. z Fit a wiper to the rear windscreen. z Go for a more powerful electric motor for better all-round drivability.

5

KIA NIRO HYBRID CONNECT Clever packaging, keen pricing, decent economy and performance that’s stronger than the official claim all appeal, but ride and handling let it down.

AAACC £25,995 139bhp, 196lb ft 10.4sec, 101mph 101g/km, 58.9mpg

13 OCTOBER 2021 AUTOCAR.CO.UK 37

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TRUE BLUE

One such car arrived in 1986, but how about in 2021?

Jesse Crosse compares two rather different fast Fords, the Sierra RS Cosworth and Mustang Mach-E PHOTOGRAPHY MAX EDLESTON

40 AUTOCAR.CO.UK 13 OCTOBER 2021

FAST FORDS COMPARISON

13 OCTOBER 2021 AUTOCAR.CO.UK 41

Ford’s EV is a Mustang by name and in some ways by nature hat could a 1980s fast Ford and its 2021 all-electric descendant possibly have in common? Are they chalk and cheese or two peas in a pod? In 1986, 35 years ago, Ford launched the Sierra RS Cosworth, then its fastest production road car to date, with a top speed close to 150mph. This year marked the launch of the Mach-E, its first proper EV, so the opportunity to get the two together and ponder how much things have changed is too good to miss.

This Sierra was a homologation special designed to form the basis for an International Group A racing car.

Five thousand was the number that manufacturers were required to put on public sale with fundamentally the same mechanicals that they would need on the track. The main reason for producing it was to win the FIA Touring Car Championship (now the European Touring Car Championship), and it did that with flying colours.

My example is the last known remaining car from the fleet of 10 run by Ford’s press garage in Brentford and wears its original aluminium plates, carrying only the registration number and the Blue Oval. The actual car I ran for 12 months on long-term test from 1986 to 1987, it spent around 25 years in Australia in private ownership, and

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What could be more 2021 than a 15.5in touchscreen?

42 AUTOCAR.CO.UK 13 OCTOBER 2021

when it appeared again in the UK, I was able to buy it and return it to original specification.

While the Mustang Mach-E is entirely different and with a different purpose, it’s still very much a performance Ford. This one is the four-wheel-drive Extended Range version, powered by an electric motor on each axle. Like all EVs, it’s at the cutting edge of technology, whereas even back in the day, the Sierra wasn’t. Its 2.0-litre 16-valve Ford Cosworth YBB engine was essentially an up-to-date version of the famous 1970s BDA engine with the addition of a turbocharger.

So let’s cut to the chase. How do these cars illustrate the change in trends over the past 35 years? All cars inevitably reflect the culture in a car company and the character of the people who created them. In that respect, the apple hasn’t fallen far from the tree. The Sierra was developed at Ford Special Vehicle Engineering at the Dunton Technical Centre in Essex. The Mach-E is the product of the newly formed Ford Team Edison working out of an old factory in Corktown, Detroit.

Ford chose anti-hype in its advertising for the Sierra, letting the visual drama of the winged beast do the talking. A doublepage spread carried a moody studio image of a Moonstone Blue car like this one over the understated headline ‘Sierra by Cosworth out of ◊

FAST FORDS COMPARISON

` The Sierra RS Cosworth was Ford’s fastest road car to date, with a top speed of 149mph a The Sierra’s five-speed BorgWarner T5 gearbox, imported from American Mustangs to handle the engine’s torque, needed modifying during development to handle the higher revs.

The lightweight Cossie steers and handles beautifully

13 OCTOBER 2021 AUTOCAR.CO.UK 43

` The Mach-E’s motors make 346bhp and 427lb ft – both figures unthinkable in 1986 a

Δ Special Vehicle Engineering’. With the Mach-E, Ford has upped the ante a bit but still kept it tastefully reined in. ‘Electric. And untamed’ reads one headline and ‘The future of exhilaration’ another.

Naturally, the two are technically worlds apart. The dual motors of this Mach-E are fed by a lithium ion battery pack containing 376 cells with 88kWh of usable energy. Peak power is 346bhp and torque 427lb ft – both figures unthinkable in 1986. But equally unthinkable back in the day was the idea of a 2.0-litre European production Ford making 201bhp at 6000rpm and 203lb ft of torque – twice that of the basic 2.0 Sierra with the potential for twice that again.

The Sierra can get to 60mph in 6.1sec and has a top speed of 149mph. The Mach-E can sprint to 62mph in 5.1sec and has a top speed electronically governed at 112mph.

But here’s the thing: although classed as a medium to large D-segment car in its day, the Sierra feels tiny by comparison and weighs a delightful 1205kg. At 2182kg, the Mach-E weighs just 23kg shy of a tonne more.

Infotainment? The Sierra has a stereo on which you could listen to Sade, Alison Moyet or whoever else took your fancy in the 1980s.

Despite a 145bhp deficit, the Sierra has a powerto-weight advantage 44 AUTOCAR.CO.UK 13 OCTOBER 2021

The sound quality depends on how bumpy the road is and the age of the cassette. There’s FM radio, too – as long as you remember to pull up the chrome aerial from the rear wing.

In contrast, the Mach-E has Ford’s latest Sync 3 system, which presents 80 vehicle settings via a giant touchscreen. Even standard sound systems today are better than the most expensive aftermarket ones back in the Sierra’s day. Apple CarPlay and Android Auto allow you to morph a mobile phone onto the dashboard, whereas a ‘briefcase’ mobile phone in 1986 would occupy most of the passenger compartment and just about make a call if you were lucky.

The Sierra’s interior is famously old-school Ford in that, apart from the bespoke Recaro seats, it’s cheaply made to look as good as possible. Since then, materials and manufacturing technologies have moved on, Ford has raised its game a long way and the Mach-E is lusciously finished inside.

Long-distance travel is no problem in the air-conditioned luxury of the Mach-E, while the only chance of staying cool in the Sierra is a sunroof, air vents and open windows. The Mach-E may be an SUV and the Sierra a mere family hatchback, but ◊

FAST FORDS COMPARISON

The Mach-E has three selectable driving modes (Whisper, Active and Untamed) while Sierra drivers had to make do with one.

Massive spoiler was needed to keep the RS in check at 150mph Cosworth demands more respect than 4WD Mach-E in wet

F O R D ’ S H I G H - P E R F O R M A N C E E Vs It looks like Ford has plenty of ideas for upholding its Performance heritage in the future. For example, the Mustang Cobra Jet 1400 dragster has the power of more than three Mustang V8s and recently turned in an 8.27sec quarter mile (that’s 168mph) in testing before making its public debut at the NHRA US Nationals. It’s powered by four integrated inverter motors spinning at up to 10,000rpm, each making 469bhp, giving it a total of 1502bhp at the wheels.

Furthermore, the Mustang Mach-E 1400 is a prototype drift car from Ford Performance and RTR Vehicles that gets 1400bhp from no fewer than seven electric motors. Its rear wing outdoes the Sierra RS Cosworth’s by some margin, producing 1043kg of downforce at 160mph. The drivetrain is adjustable for front-rear balance and the drift car suspension set-up is fully adjustable. Also demonstrated at the Nationals, it covered the quarter mile in a not too shabby 10.78sec (that’s 134mph).

13 OCTOBER 2021 AUTOCAR.CO.UK 45

The Mustang Mach-E has unique settings for its shock absorbers, springs, anti-roll bars, steering and powertrain to suit twisty, narrower European roads and higher speed limits.

Cassette tapes were the height of in-car entertainment in ’86

Sync 3 system enables you to listen to anything Δ both have five seats and the luggage compartments aren’t dissimilar at 385 litres for the old car and 420 litres for the new one. Park the two side by side and the trend towards bigger and heavier cars since the 1980s is obvious to see. Which brings us to the driving experience.

The Sierra is smooth and easy to drive and, thanks to its light weight, its handling and agility through the switchback turns of the Scottish Borders set my heart fluttering with delight.

The steering is analogue and the change of direction predictable and linear, with natural feedback through the hydraulic power-steering rack.

The Mach-E’s steering feels digital and synthetic by comparison – sharp and almost over-responsive. There’s a sense of piloting by wire rather than being directly connected to the road.

Even though its weight is masked by clever engineering and technology, the Mach-E feels colossal. Admittedly, Ford has done an impressive job of keeping the weight down: even with its large battery, this car weighs only marginally more than some ICE SUVs of a similar size. But while the Sierra sails over crests and effortlessly changes direction,

Width and weight make a big difference on roads like these 46 AUTOCAR.CO.UK 13 OCTOBER 2021

the Mach-E feels less poised on these twisting, undulating roads.

The early turbocharger technology and electric drive share something in common, though. The instantaneous torque from the EV’s powerful electric motors continues to spool out endlessly, and although the Ford Cosworth engine needs to get above 3000rpm to really get going, when it does, that slingshot feeling is similar.

Driving these two cars back to back gives me the sense that over the past 35 years, mainstream manufacturers across the board have taken both forward and backwards steps. Cars could be smaller and lighter yet remain safe and spacious and be more involving to drive as a consequence. Too much connectivity to the outside world is distracting and lane-keeping assistance systems are annoying and hit-and-miss, but adaptive cruise control makes motorway driving less tiresome and the sophistication of modern infotainment and sat-nav systems is a huge bonus.

Despite the past few decades of evolution, perhaps the perfect car has yet to be made. A Sierra-sized electric Mustang Fastback GT to partner the SUV would be something else, wouldn’t it? L

` It’s smooth, easy to drive and its handling and agility set my heart fluttering with delight a

FAST FORDS COMPARISON O L D , N E W, B O R R O W E D A N D B L U E The Ford Cosworth RS Sierra was powered by a blend of old and new technology. Its YBB engine was the chance result of Cosworth boss Keith Duckworth producing a naturally aspirated 16-valve, twin-cam head for a version of the cooking Pinto’s 2.0-litre block to tempt Ford. It did indeed do so, but Ford wanted it turbocharged.

Hints of the Sierra’s true homologation-special status include the wheel arches, which are too wide and have too big a curvature for the 15in-by-7in wheels. This was no error: they were designed to accommodate wheel sizes of up to 17in-by-10in on the Group A racing cars.

The huge wing is no boy-racer addition, either.

In prototype testing, the Sierra bodyshell produced dangerous levels of lift at high speed; the huge wing neutralised that and added 20kg downforce to boot.

Ford Sierra RS Cosworth Price new Engine

£15,950 (1986) 4 cyls in line, 1993cc, turbocharged, petrol 201bhp Power 203lb ft Torque 5-spd manual Gearbox 1205kg Kerb weight 6.1sec (0-60mph) 0-62mph 149mph Top speed Economy/range 29mpg 230g/km (est), na CO2, tax band

Ford Mustang Mach-E Extended Range AWD £57,030 Two electric motors 346bhp 427lb ft 1-spd reduction gear 2182kg 5.1sec 112mph 335 miles 0g/km, 1%

13 OCTOBER 2021 AUTOCAR.CO.UK 47

Drawing fire Domagoj Dukec has come under attack for his reinvention of BMW’s design, but he will keep fighting for his ideas in the electric era, he tells James Attwood t’s very authentic for BMW to do bold statements,” Domagoj “ Dukec says with the confident grin of someone who knows that he isn’t dealing in hyperbole.

In this case, we’re talking about the i Vision Circular, the radical concept car that showcases how BMW will apply ‘circular economy’ principles to future production machines. But the head of BMW Design could also be talking about much of his recent work, from the ever-growing range of SUVs to the ever-growing kidney grilles.

While it’s often divisive, Dukec has chosen to go for bold over bland. And that philosophy should stand BMW in good stead as the car industry undergoes a generational transformation through electrification, digitalisation and sustainability. For a car designer, that must be a huge but very exciting challenge.

“You can’t choose in which epoch you’re a designer, but it’s very interesting to be one in a time when the car industry is facing such major challenges, where you don’t even know if it will survive,” says Dukec. “You can use your creativity to offer more, to offer new experiences of mobility.”

The changes in the car industry go beyond the switch to EVs, which BMW has embraced with the likes of the iX3 and i4. Those cars are essentially electric versions of combustion-engined BMW models; for the third phase of its electrification

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` We must be bold and meaningful. Everybody knows how to make a car attractive, but if it’s not meaningful, it’s empty a

strategy from 2025, BMW is taking a “radically new” approach, including a commitment to sustainability, new software and a new flexible platform that can underpin a huge range of cars.

Company boss Oliver Zipse has named the new phase of models Neue Klasse (new class), reviving the name of the hugely popular line of 1960s models that transformed the fortunes of the Munich firm. As you might have read in last week’s Autocar, the range will encompass all of BMW’s models, including an equivalent of the 3 Series.

Before you get too excited about retro designs, Dukec insists that the only backward-looking thing about the Neue Klasse is the title. “We don’t make a homage to Neue Klasse,” he says.“But we’re a company who defined a new [market] segment and new product that was very relevant in the 1960s, combining elegance and dynamism in a way nobody else had before.”

While BMW has yet to preview any of its new Neue Klasse designs, the i Vision Circular that was revealed at the Munich motor show recently does hint at the philosophy that will underpin it. It put a major focus on sustainability, using entirely recycled or recyclable materials and reducing styling elements such as chrome details.

Domagoj Dukec says that those principles will Dukec started be applied to BMW’s future models. his design career at “Neue Klasse will stand for the Volkswagen Group electrification, digitalisation and before a spell working for Citroën. The Germansustainability,” he explains. “We’re born Croat, 46, has asking: ‘How can we make a car been at BMW that’s sustainable and intelligent and since 2010. do more with less?’ This is something

Dukec stands firmly behind his divisive kidney grille designs 48 AUTOCAR.CO.UK 13 OCTOBER 2021

that’s very authentic to BMW. “As designers, it’s about rethinking and reducing. It’s how we treat materials – not using chrome, creating materials to use less leather. For us, electrification alone isn’t the sustainable path it is for others. They think they make electric cars and there, work done. But the problem is bigger.”

Dukec says that his design team has embraced the challenge of making more sustainable cars with conviction because “they’re completely convinced that this is the right thing” to do.

He adds: “Designers are very responsible in their private lives, so they were always fighting, going: ‘I’m working in the car industry producing cars but at home I’m eating no meat.’ So our differentiator is to make a green car that isn’t greenwashing. We really believe luxury for our customers will be that they want consumption that’s really sustainable.”

DOMAGOJ DUKEC INTERVIEW

THE ORIGINAL NEUE KLASSE In the early 1960s, BMW was struggling badly with an uneven mix of outdated luxury cars and unfashionable motorcycle-engined miniature machines. It therefore inaugurated the Neue Klasse to develop a competitive car in the 1.5 to 2.0-litre class.

The first fruit of this labour was the 1500, a three-box saloon that went into production in 1962. It was followed by a range of other cars that quickly won over buyers and returned BMW to profitability.

Beyond the significance to the firm’s finances, designer Wilhelm Hofmeister’s work introduced a number of signature design cues, including the angled C-pillar design that now bears his name.

This original Neue Klasse era continued until 1977.

The challenge for Dukec is to find materials and design processes that allow for future BMW models to be as bold and meaningful in terms of construction as they are in terms of styling.

“We must be bold and meaningful,” he says. “You can do bold through many tricks.

Everybody knows how to make a car attractive, but if it’s not meaningful, it’s empty.”

The i Vision Circular also hints at how the shape of cars could change to meet new use cases in the future. Will Neue Klasse cars still be similar shapes to today’s BMWs? “There’s a reason why BMW, the Neue Klasse, is a very typical three-box silhouette. That’s the case for every car we’re doing today. The 2 Series Coupé is the best example: we have a rear-wheeldrive proportion but we treat it as a three-box.

There are no other cars like it in the segment.

“So the three-box is something we strongly believe in, and in the Neue Klasse there will be some products [like this]. But of course we also do SUVs, and there is a need for SUVs in the future.

i Vision Circular points to a sustainable fut ure

“The silhouette in the future will be something like the kidney grille today, where we make sure it’s the original but not retro. It has to be BMW.” So while BMW’s future design will change radically, there will still be room for the kidney grilles, the Hofmeister kinks and other iconic elements. They will just be interpreted differently.

“In the past few years, there has been a lot of discussion about our kidney,” says Dukec, “but it’s important we bring future customer generations and fans together. Fans aren’t always customers, but we want customers to become fans.

“You can’t just design to keep your icons

alive: you have to create new ones. Why is the Neue Klasse iconic? Why do people love the Hofmeister kink? Because they were innovative.

“We’re very concerned about this, but it’s something you can’t always explain to fans.

They love what they see and they want to have it forever – but you can create new icons when you do something that has never been done before.

The i3 is an icon. Iconic is not always beautiful, it’s about something new. People ask when we will do a new M1, but doing that wouldn’t be very innovative; it would just be making something that was at one time something strong.”

That philosophy is best seen in Dukec’s oftcriticised kidneys. On EVs such as the i4 and iX, the grille has been turned into a panel housing the various sensors and systems today’s cars require.

“It means the icon becomes intelligent, so it becomes more meaningful,” says Dukec.

More meaningful – but still bold. And so while BMW’s design will change significantly in the future, that approach won’t be changing at all. L

13 OCTOBER 2021 AUTOCAR.CO.UK 49

A pandemic, logistical issues, soaring demand – and now a chip shortage.

Just how long will you have to wait for a new car?

With dealers carrying only minimal stock, customers are having to wait up to a year for delivery of a new build, discovers John Evans

CAR DELIVERY TIMES INVESTIGATION

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6 -9 M f you want a new Audi A3, you will be waiting until 2022 – and right now, dealers can’t say exactly when in the year. At least their opposites at Jaguar know precisely how long you will have to wait for a new I-Pace: 12 months.

New car delivery times are a familiar issue at the moment, with their roots in the Covid-19 pandemic; a global semiconductor shortage as manufacturers divert supplies to consumer electronics; a winter storm in Texas; runaway consumer demand; reductions in passenger flights (they carry a lot of cargo); and container ship challenges (the Ever Given that blocked the Suez Canal in March seriously disrupted schedules).

We’re talking about delivery times again because occasionally a reader contacts us in a stew about them, reminding us once again that big economic stories have a human dimension.

“I ordered a new Mazda CX-5 2.5 GT Sport AWD six weeks ago, with a confirmed delivery date of 28 October,” wrote Terry Osborn. “Then, recently, the dealership rang to tell me my order had been cancelled by Mazda but that I could instead have the updated version that would arrive next March.

Although they would sell me it for the same price, they couldn’t say how it would differ from the car I ordered. For this reason, I cancelled my order.”

A Mazda spokesman told Autocar: “This month, we shifted our CX-5 production to the new model.

We prioritised existing customer orders for the current model, but a small number of customers were impacted, and we advised dealers to offer them a switch to the new model. The number of CX-5 orders affected is around 80 cars.”

Pleasingly, Terry’s story has a happy ending, since he has managed to purchase a new Volvo XC40 for delivery in mid-October. “I got a terrific deal and also made a profit on my part-exchange, an Audi S3 – only the second car I’ve achieved that with,” he told us later.

This sudden improvement in Terry’s fortunes prompted us to do a quick ring-around of local

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Terry Osborn faced long wait for a new Mazda CX-5 (left)

dealers to find out if car buyers and the media are exaggerating the problem of delivery delays a little bit. The bad news is that, for the most part, they aren’t (see box, p53). The good news is that, like Terry, you might find the occasional unsold new car looking for a home.

In just one mid-size town, we stumbled across a few precious unsold motors, as well as some new ones that could be delivered in the next month or so. Confirming this impression, our trade sources report that dealer stocks do exist but vary hugely in number across the country, and not all specifications are represented. Not surprisingly, large dealer groups offer the best pickings across most brands. Otherwise, if it’s not in stock, dealers were clear that even if you will take the entry-level version in doom blue, you will still have to join the queue.

At manufacturer level, the picture is, naturally, equally mixed. For example, trade sources report ◊

13 OCTOBER 2021 AUTOCAR.CO.UK 51

BMW

S O M E M O D EL S IN S TO C K

WHAT ABOUT DISCOUNTS?

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Δ that Jaguar Land Rover is fast running out of our sources say, the company is keen to increase Naturally, the discounts are available on build capacity, with Defender ordering for 2022 its EV and hybrid registrations to avoid in-stock cars are lower than they were before the builds now closed. Mercedes-Benz is believed emissions-based fines. delivery crisis; but unless the car in question is a soughtto be suspending factory orders on some Regarding the volume brands, Citroën, Fiat, after model, they’re by no means impossible to achieve, models too. Audi isn’t building any cars Nissan, Renault and Vauxhall appear to have especially when negotiated in person at the dealership. for stock and has average delivery times shorter factory-order lead times (three to four Our trade source reports that the size of the discounts of six to nine months. On some models, months at most). The picture is even better being offered varies between dealers. Some are operating Volkswagen is quoting delivery times for Hyundai and Kia, whose build times a tight sales process that will severely test consumers’ haggling extending into October 2022 – that’s right, are down to weeks rather than months, a resolve, while others are keen simply to get deals done. In general, 12 months away. They include the Golf situation that helped Kia post its best-ever Hyundai and Kia have better stock levels and new supplies GTI and R, Touareg and ID 4, and selected September for new car sales, and its thirdcoming within weeks, rather than months. As a result, R-Line Golfs, Tiguans and Tourans. highest monthly sales of all time in the UK. discounts on their models remain above average.

However, our sources say that BMW can Having waited for their cars, buyers Whether the car is from stock or a factory order, our deliver slightly quicker (subject to model and might also have to accept lower equipment source’s advice is to hold out for the same discount: specification) and Volvo can build and deliver levels, according to Jay Nagley of Redspy, an “Many dealers have a very short-term view and unless a car in around three months. Hybrids are more automotive consultancy. “Car makers aren’t stock is super-desirable, they will be inclined to likely to be delivered in this time frame because, only cutting production, they’re also reducing sell it for as much as they can get away with equipment levels,” he says. “However, this is very and hope something else turns up much swimming against the tide. The move to that they can sell.”

EVs means more chips are required. Research firm A C L S ID Tech Ex reckons an EV has 2.3 times as many DE chips as a petrol-engined car.”

Long waiting times are bad news for car enthusiasts and people who just fancy a change of HS T N car, but imagine if you’re a company fleet manager O M having to explain to disgruntled employees that

Car makers can’t get hold of enough computer chips

52 AUTOCAR.CO.UK 13 OCTOBER 2021

CAR DELIVERY TIMES INVESTIGATION I A SAN C A

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We told some local dealers that we would like a new car for December and could be flexible on colour and specification.

Here’s what they told us.

Audi “Being flexible on colour and specification won’t make a difference to new A3 delivery times. The earliest delivery will be 2022, but I’m not exactly sure when in the year. There’s nothing available from stock.”

Our trade source adds that the A5, A6 and A7 are more widely available from stock.

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Ford “You won’t get a new Fiesta 1.0 Ecoboost ST-Line Edition to your specification until March. There’s no unsold Fiesta stock across the UK, either, so we can’t do a trade with another dealer.”

Our trade source adds that one major Ford dealer group has just 80 cars in group stock, compared with 450 normally.

Jaguar “The I-Pace and XE are on 12 months’ delivery. The only way to get a new car is to pay a deposit and stand in line.”

Mazda “MX-5 delivery is hard to predict – maybe early next year, but we have no date. There’s nothing in stock. As for the CX-5, if people don’t order now, they won’t be around when the updated model lands in March.”

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Mercedes-Benz

“It’s a six-month wait on the Sandero, and everything is a factory order. The whole network is the same, so there’s no point trying elsewhere.”

“The A-Class is on eight- to 10-month factory order, but we can supply a limited number of pre-order models now for delivery in late November.”

Fiat

Mini

“We’ve a good selection of 500s to choose from in stock now.”

Our trade source confirms that one major dealer group is pre-registering 70- and

“You can have a Mini hatchback delivered from mid-January in any specification or colour of your choice. We have no stock from which to supply now.”

Our trade source confirms that Mini stock is extremely limited across the country.

Renault “We have unsold Clios and there are 1000 more arriving in the UK in November. They haven’t been built to order and are for general sale.”

Suzuki “I have 10 assorted new cars in stock, so if you can be flexible on specification and colour, we can supply. Otherwise, you will have to wait until next year.”

Toyota “There are no stocks of new Corollas, so we can’t help.

Instead, I can get you a new one for January delivery. If you will consider used, we can supply right now.”

Vauxhall “If you can be flexible on colour, we can get you a new Corsa 1.2 SRi now. Alternatively, you can have any Corsa you want from October. The Corsa-e SRi is also available in limited numbers from stock, and we will have more colours from November.”

Volkswagen “We can do a new ID 3 for March delivery or a Golf 1.5 TSI Life DSG immediately. Volkswagen [UK] head office has released some from its employee allocation and directed them to retail.”

` Research firm IHS Markit has slashed its vehicle production forecast for 2021 by 6.2%, or 5.02 million cars and trucks

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they can’t have the EVs they’ve been promised and which would reduce their benefit-in-kind tax liability to 1%. “People get really grumpy,” says Paul Hollick, chairman of the Association of Fleet Professionals. “Many fleets that ordered electric cars aren’t able to get them so are having to extend their existing vehicle leases, meaning employees are paying more tax.

“Fleet managers would like to help by sourcing whatever is available, but they can’t compromise on safety or residual values. They also can’t have one employee on the same pay grade getting something different or better than their colleague; it creates equality and HR problems. The industry needs vehicles in the right colours and the right specifications and from the right brands.”

Other people suffering are car rental customers.

One chap we spoke to had just booked a Fiat Panda hire car for his annual week-long visit to Italy at Christmas. He was quoted £1200 rather than the usual rate of £400. “I want to rent it, not buy it,” he told the booking clerk. Rates are high because at the height of the pandemic, rental firms found themselves with too much stock, so de-fleeted. Now demand has returned but they find themselves at the back of the queue as manufacturers favour the higher margins they earn supplying the retail and corporate sectors. Talking of margins, one main dealer told us that he no longer supplies Motability, the charity that provides new cars to people qualifying for the mobility allowance, because the profit margin is too low. “I only have a few new cars so am turning down Motability deals, on which typically I make £400, in favour of retail deals, on which I can make £2000,” he said.

IHS Markit, a research company, has slashed its vehicle production forecast for 2021 by 6.2%, or 5.02 million cars and trucks, and lowered its projection for next year by 9.3%, or 8.45 million.

So no, car buyers and the media certainly aren’t exaggerating the new car delivery issue. It’s real, and it’s not about to get better any time soon. L

“The 1 Series is on factory order only for March delivery, although that’s a rough estimate. We used to swap between other dealers to get the cars we need but, because we have limited stock, we can’t any longer.”

Our trade source adds that 3 Series and 4 Series are more widely available from stock.

71-reg petrol-engined 500s for immediate sale.

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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

Evans beat Tänak by 14.1sec to slash Ogier’s overall points lead

ELFYN EVANS’ FLYING FINNISH Perfect win in Finland was a special achievement for Welsh rally hero olin McRae and Richard Burns?

They didn’t manage it. Kris Meeke was the first, in 2016.

Now Elfyn Evans has joined him as the only other British driver in 70 years to have won Rally Finland, following a magnificent performance that has reignited his World Rally Championship bid ahead of the penultimate round this weekend in Spain.

Rally Finland, formerly the 1000 Lakes, is one of rallying’s ‘majors’ beside the Monte Carlo Rally, the Safari and Rally GB. In the old days, only Finns and the odd Swede tended to win it, until Carlos Sainz Sr broke the hegemony in 1990. Since then, the French have tasted success thanks to Didier Auriol and the two Sébastiens, Loeb and Ogier, while neighbouring Estonians Markko Märtin and more recently Ott Tänak – winner in 2018 and 2019 – have conquered the fast gravel roads too.

Now Evans has followed in Meeke’s wheel tracks, in a performance that ranks as

C

high as anything achieved by a British sportsperson in any field of play this year – but because the general media ignores rallying most of the time, the Welshman won’t receive the wider recognition he thoroughly deserves.

G O O D E VA N S , H E ’ S FA S T

Evans is modest to a fault and only when pushed did he admit his drive “probably ranks the highest” in his career, although the first of his five WRC victories is likely to always be the most special, coming as it did on home soil in Wales on Rally GB in 2017. But winning in Finland? It’s the one all rally drivers crave, on the fastest and most challenging gravel stages in the world. This year had added jeopardy too.

For the first time, Finland welcomed the WRC not in

its traditional summer slot but on a cold, dry autumn weekend, to allow fans back now pandemic restrictions have been lifted. The views were stunning as the forests dazzled in myriad shades of green and gold, the later date also opening up the prospect of stages running into darkness for the first time.

The event was cancelled last year because of Covid, so anticipation was already high. Night stages and the use of some unfamiliar roads from the distant past shot excitement into the stratosphere.

It was on the classic Oittila stage at the end of the first day where Evans began to show his hand. The on-board footage was mesmerising (Daniel Ricciardo described it on social media as “bloody awesome”) as the bright

`

His performance ranks as high as anything achieved by a British sportsperson this year a

lights of Evans’ Gazoo Racing Toyota Yaris blazed a narrow trail through trees shrouded in total darkness.

Rally people don’t tend to gush, especially when they are Scandinavian, but Toyota’s team boss said enough to show how impressed he was. “Elfyn found another gear in the Oittila darkness and since then we were in a much better zone,” said Jari-Matti Latvala, himself a three-time Rally Finland winner.

“He can be really proud of what he did here.”

A clean sweep of all four stages on Saturday morning was the bedrock of victory.

Tänak was the only driver who could live with him and hit back with a hat-trick of stage wins in the afternoon, but Evans responded on the penultimate test, then they were in a dead heat on the last one. On the final day, Evans blitzed three of the four remaining stages, choosing to keep his foot in to score maximum bonus points on the Power Stage finale, such was his soaring confidence.

Tänak and Hyundai had no

MOTORSPORT

N E WS R O U N D - U P

Scott Martin (l) sat alongside Evans in the winning Yaris answer, defeated by 14.1sec.

What was Tänak missing from his previous two victorious visits? “Speed,” he deadpanned. “I had about 14 seconds of speed missing.

That’s what it takes.” Ask an Estonian a silly question…

OGIER STILL T H E FAV O U R I T E

As Evans flew, team-mate Ogier put in a muted showing by his high standards, finishing a distant fifth.

He didn’t even score a bonus point on the Power Stage when his Yaris faltered, leading to a 20-point swing at the top of the championship. Evans is the only driver who can stop Ogier claiming an eighth WRC crown, but the gap is still 24 points with just two rallies to go – and both are on asphalt, the surface on which the maestro is most at home.

When asked whether he believed he still had a shot at the crown, Evans said: “I don’t believe. I don’t think too much about it, to be honest. After the Acropolis Rally [where Ogier finished third and Evans only sixth], it was a mathematical chance for me and now it’s slightly more realistic. It would only take Séb to have one retirement and it’s all open.

But I don’t wish that and all we can worry about is our performance on the next two rallies.”

A first WRC title might remain out of reach, a year on from the Welshman’s near miss at the 2020 Monza finale. Never mind: he’ll always have Rally Finland 2021. But what a pity one of those final rounds isn’t Rally GB, a glaring omission from the WRC this year.

Taking on and perhaps beating Ogier to a world crown in Wales? Just imagine what we’re missing.

END OF AN ERA

There was also a tinge of sadness on Rally Finland because it marked the final gravel event for the current generation of high-tech World Rally Cars. The Rally1 hybrids that replace them next year have more power, but the complexity has been stripped out in the interests of cost reduction and the drivers will miss the level of sophistication they enjoy today.

Gus Greensmith, sixth on Rally Finland in his M-Sport Fiesta, said: “These cars are pretty special. The new cars are also exciting but as a driver I don’t think it gets much better than what we are driving now.”

It’s beyond time for the WRC to embrace hybrids and cut costs in our fast-evolving world. But change is never easy, especially it seems when the drivers don’t think it will be for the better.

Evans is just the second Brit to win Finland’s WRC event

More F1 weekends will feature sprint qualifying in 2022

Formula 1 bosses set to expand sprint format Formula 1 boss Stefano Domenicali has said the 2022 calendar is on course to feature a record-breaking 23 races – but will finish in mid-November to avoid clashing with football’s World Cup. Domenicali told Sky Sports that sprint qualifying races could feature at around “one-third” of the events.

Hockenheim drama for van der Linde Audi’s Kelvin van der Linde encountered mixed fortunes in the DTM double-header at Hockenheim recently. The South African won the first race to claim a share of the points lead with Ferrari’s Liam Lawson. But van der Linde could manage only 10th place in race two after a series of incidents, including a clash with Lawson, who finished second to bolster his title bid. Mercedes’ Lucas Auer won the race.

Van der Linde won at Hockenheim but lost ground to Lawson switch to electric power. All machines next year will use a 670bhp e-motor that can be retrofitted into existing cars or placed in new ones. Series bosses have yet to name the teams that have signed up.

Alpine in Hypercar bid Alpine will compete in the World Endurance Championship with an LMDh Hypercar duo from 2024. It will base the project on an Oreca chassis and has made a four-year commitment to the category. It joins Audi,

BMW, Cadillac and Porsche in committing to the LMDh rules.

Ogier eyes Le Mans Seven-time World Rally champion Sébastien Ogier will test Toyota’s GR010 Hybrid Le Mans Hypercar later this year with a view to a future in endurance racing. He will step away from full-time WRC competition after this year and has hinted he could compete in lower-level endurance racing to build experience ahead of a future Le Mans 24 Hours bid.

Breen bags Ford drive Craig Breen will lead M-Sport Ford’s World Rally Championship bid with the new Puma Rally1 next year. The Irishman has so far contested part-time with Hyundai. He will be replaced by Oliver Solberg.

Rallycross expects full grid for EV era World Rallycross Championship bosses say they have secured a full 14-car grid for next season, when the championship will

Ogier will turn his attention to Le Manswinning LMH hypercar 13 OCTOBER 2021 AUTOCAR.CO.UK 55

This year’s RX2e cars showcase 2022 formula

BEHIND THE SCENES

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

Alfa’s secret weapon 12 April 1963

Why WRX is turning electric Following industry’s biggest trend could at last popularise rallycross

T

he World Rallycross Championship (WRX) has long felt it should be more popular than it is. It has everything you could want from a modern motorsport series, with fast, powerful and spectacular cars having short, sharp and action-packed races.

It is quite literally made-forTV racing (the first event was staged in 1967 for ITV’s World of Sport) and has enjoyed some notable highs, such as in the late 1980s when it became home to Group B cars after they were banned from the World Rally Championship (WRC).

In 2014, big sports promoter IMG bought the rights and set up the FIA World Rallycross Championship. That global title helped draw in the likes of former WRC champion Petter

HOW IT WORKS

Solberg, but IMG couldn’t build on some early success to really grow an audience outside the committed fan base.

The does-what-it-says-onthe-tin Rallycross Promoter company (run by the same Red Bull-backed group that promotes the WRC) has taken over the rights to the WRX for this year, and in doing so taken on the challenge of making rallycross as popular as pretty much everyone who has seen it agrees it should be. And the plan to do that is to embrace the biggest trend in the car industry right now: EVs. This year’s WRX features an RX2e support category for EVs, and from next year the top RX1 division will go electric.

Austrian company Kreisel Electric has been contracted to

The Power Stage in WRC rallies

The hard graft in winning a rally is often put in long before the final special stage, which can lead to anti-climax. That’s where the Power Stage injects extra excitement. Run as a regular feature at the end of World Rally Championship events since 2011, it offers drivers a chance to earn bonus championship points no matter which overall position they hold. A 5-4-3-2-1 points system for the five fastest Power Stage finishers gives everyone motivation to push to the end. But it can create a dilemma: should the rally leader play it safe and settle for the 25 points for victory or risk all and keep pushing for the bonus? That’s what capped the sublime performance of Elfyn Evans on Rally Finland. He chose to push, drove perfectly and beat Ott Tänak by 1.6sec to earn a maximum 30-point score. If he had crashed, imagine the regret. But what if he had backed off and lost the title by five points? ‘Maximum attack’ is the mantra rally drivers live by.

56 AUTOCAR.CO.UK 13 OCTOBER 2021

provide spec 680bhp, 649lb ft electric powertrains for every competitor (they can be retrofitted into existing cars).

GCK Energy is responsible for charging, conducted via a number of portable 900kWh containers that will be replenished at the French firm’s base between events.

The output of the WRX’s new electric motor is closely matched to the existing Supercar regulations, so the cars should be just as fast and fierce as now. And the heat race format of rallycross is ideal for an electric championship, because it allows ample time for charging. It should help to attract new sponsors and public interest, too.

There are risks, of course, and it will be a shame to lose

the awesome sound of an on-song rallycross engine.

But for a championship and a category that feels like it has untapped potential, it’s a bold move that could pay off.

And it’s a hugely significant move for motorsport more widely, because while there’s a growing number of electric championships (such as Formula E, Extreme E and Pure ETCR), all were created as EV categories. The WRX is the first FIA series to switch from ICE to EV power: there’s no hedging with hybrids or synthetic fuels here.

If the future really is to be electric, the WRX has given itself a useful head start. Now it needs to capitalise on its potential – at long last.

JAMES ATTWOOD

MOTORSPORT GREATS MARCUS GRONHOLM

Two drivers share the record for the most Rally Finland wins (seven): the late, great Hannu Mikkola, and Marcus Gronhölm, who won 30 of his 153 rallies at the top level and was one of the few drivers to push Sébastien Loeb during the Frenchman’s long domination. Champion in a 206 in 2000 and 2002, Finn Gronhölm spent six years with Peugeot before it withdrew from the WRC. He then switched to Ford in 2006 and won the Monte Carlo Rally first time out. In his swansong season the following year, Gronhölm pushed Loeb all the way, beating him by a closest-ever record of just 0.3sec in New Zealand before announcing his retirement while still at the top of his game. Second place on Rally GB at the climax of that season thwarted him from retiring as a three-time world champion.

IN MAY 1962, an Alfa Romeo grand prix car that had been secretly designed in 1940 was finally revealed to the public in a special exhibition.

Alfa had intended the Tipo 512 for the voiturette (sub-1500cc) category, after its Tipo 158 had been outclassed by MercedesBenz’s new W165 in the 1939 Tripoli Grand Prix.

We explained in 1963: “Under technical director Wilfredo Ricart, Gioachino Colombo laid out a new horizontally opposed 12-cylinder rear-engined machine. It was the first such engine in car history.

“It weighed 204kg – less than the straight eight it was intended to replace. It had the same compression ratio of 6.6:1 and its twinstage supercharger system supplied a boost of 32psi.

At the hoped-for speed of 9000rpm, it made 370hp.

“In layout, the 512 was obviously inspired by Auto Union, with one fuel tank between engine and driver.

This preserves constant weight distribution but pushes the driver very far forward and produces bad handling characteristics.”

Also like an Auto Union, it had a tubular ladder-frame chassis and its gearbox aft of the rear axle; and firsts for an Alfa included purewishbone front suspension, de Dion rear suspension with Watt’s linkage and trileading-shoe drum brakes.

The 512 was extensively tested at Monza in 1943 and then walled up in a cheese factory to survive the war.

Without the Germans on the scene, Alfa dominated grand prix racing post-war with the 158, so the 512 never had to be dusted off.

However, Colombo used its flat 12 as the basis for his legendary Ferrari V12 and Ricart copied its rear layout in Pegaso’s Z-102 sports car.

MOTORSPORT

Of the seven original Tyrrell P34s, the prototype lives in a German museum; two were destroyed in period; Pierluigi Martini owns two; Richard Mille owns chassis six; and model maker Tamiya has one in Japan.

“We don’t take no for an answer” emember that old Remington shaver advert? “I was so impressed, I bought the company!” Speak to Jonathan Holtzman, a real-estate developer from Michigan, and a similar spirit of unabashed American capitalism springs to mind. The Formula 1 enthusiast wanted to buy a 1976 Tyrrell P34 with the specific intention of racing it in historic events, but nobody would sell him one. Did that stop him? Nope. Instead, he made his own. “You know us Americans,” he chuckles. “We don’t take no for an answer.”

Now, originality is a hot potato in the oldcar world, and the R-word (replica) is often considered a dirty one. Prove that your historic racing car is genuine and its worth shoots up.

Prove that it was raced by a driver of historical significance and the price increases again. Then prove that it actually won an international race of note such as a grand prix and, well, kerching!

R

And woe betide anyone who attempts to pass off a car as something that it isn’t. That’s criminal, figuratively and literally. But that’s not Holtzman.

He is entirely open about what he has done and in fact is keen to shout from the rooftops that he has created something new that looks like something

Jonathan Holtzman is often to be seen at historic meets

old. But what he refutes is that his new P34s (there are two of them) are replicas; he says that they’re continuations, and that distinction is significant.

The P34 is much more than a curio. Designer Derek Gardner first conceived the idea in 1968 while working at Harry Ferguson Research, which specialised in four-wheel drive. But by the time he convinced Ken Tyrrell to commit to the concept for a revolutionary F1 car, 4WD was out of the picture. Instead, beyond traction benefits, it was said that the four small-diameter (10in) wheels shrouded behind the bluff nose offered a reduction in aerodynamic lift and drag.

That didn’t wash with future Ferrari world champion Jody Scheckter, who raced for Tyrrell at the time (see box, p59), but it didn’t stop him winning the 1976 Swedish Grand Prix at Anderstorp in one, finishing the season third behind James Hunt and Niki Lauda and with team-mate Patrick Depailler carrying ◊

13 OCTOBER 2021 AUTOCAR.CO.UK 57

JAKOB EBREY

When historic racing fan Jonathan Holtzman couldn’t buy a Tyrrell six-wheeler, he assembled a team of experts to build a pair of new ones. Damien Smith meets them

P34 is powered by the legendary Cosworth DFV V8

` We thought it’d be great to have two racing, not in a collection or museum a

Make sure you fit all of the wheels…

GETTY IMAGES

Scheckter won 1976 Swedish GP, the P34’s first and only victory

Δ Tyrrell to third in the teams’ table. Although its merits remain disputed, the P34 was successful, then – but much less so in its second season, when Goodyear’s tyre development dried up. That’s why the 1976 spec is more valuable, plus it’s rarer: active F1 teams give no thought to future values, so Tyrrell converted existing cars for the 1977 season.

The owner who wouldn’t sell his original car is, somewhat bizarrely, former Minardi F1 driver and BMW Le Mans winner Pierluigi Martini, who owns not one but two P34s. “I’ve never met Martini, but I offered him $2.5 million [£1.86m] for one of his 1977 cars – and he said no,” says Holtzman. “But I’m really glad that he turned me down, because I would have paid that much for a 1977 and no one would ever see a 1976 race again.”

That’s when Alistair Bennett, son of 1970s F1 privateer entrant Colin and boss of Warringtonbased CGA Engineering, had an idea. “I said that I’d tried to buy one but couldn’t,” says Holtzman.

58 AUTOCAR.CO.UK 13 OCTOBER 2021

“Alistair said: ‘We could make one.’ Where we differ on memory is I think he said ‘let’s make two’ and he thinks I said it. Whatever, I said ‘okay’. The reason for two is that’s how they race cars, two on a team. We thought it would be great to have two on a race track, not in a collection or museum.”

The first challenge was to convince the Tyrrell family to grant them a licence to ensure the car could be officially classed as a Tyrrell.

James Hanson of historic racing car specialist Speedmaster handled the negotiations with Bob Tyrrell, son of late team founder Ken. “We had never considered such a thing,” says Tyrrell. “We thought long and hard and insisted that they be known as continuations and have their own chassis numbers but ultimately decided that it would be a shame if a six-wheeler never raced again. It’s arguably the most famous F1 car.

That’s why we agreed to license two more.”

That licence is key to the differentiation between ‘continuation’ and ‘replica’. CGA now had access to the 230 original design drawings still possessed

by the Tyrrell family. Master draughtsman John Gentry, who joined Tyrrell in late 1977, came in as a consultant and oversaw the work of Bennett and CGA’s computer-aided design (CAD) magician, Simon Harris. Another specialist company, Hall & Hall, allowed CGA access to 1977 chassis six (owned by Swiss watchmaker Richard Mille) for disassembly and parts scanning. It must have been like doing a convoluted 3D jigsaw puzzle, but only once you had made each piece yourself.

There was also an unexpected other source of detail. “We could never find a drawing of the nose and seat,” says Holtzman. “So we took the little Tamiya toy, scanned it and turned it into full size.”

“The tricky bit has been the engineering and construction of the chassis,” says Bennett. “The rear end is relatively easy. But much of P34 ahead of its rear bulkhead is bespoke. The front uprights are a case in point: half upright, half caliper, a strange arrangement, squeezed into a small space.

Thankfully, we had a drawing that married up with the CAD, but it was still a load of machining.”

MOTORSPORT

Jody Scheckter left Tyrrell and the P34 at the end of 1976 and was replaced by Ronnie Peterson.

Scheckter joined the new Wolf team – and won in its debut race. Only Brawn GP has equalled that feat, with Jenson Button in 2009.

Q & A : J O DY S C H E C K T E R The South African had little time for the sixwheeled Tyrrell P34.

He tells Autocar why.

What did you think when designer Derek Gardner told you what he had planned?

“Hmm… Well, they kept it away from us for a while. I don’t remember when I first learned about it. It didn’t make a lot of sense to me, and as we carried on, it still didn’t.”

The small frontal area was supposed to reduce aerodynamic drag, wasn’t it?

“That’s correct. I’m not an aerodynamicist, but the back was still the same size. Was it a little bit more efficient? Possibly, but possibly not. It was also supposed to brake much better, which in theory was probably right. When the road was flat and straight, that was fine.

But as soon as you turned in at a corner, one of the little wheels lifted up and you had to take your foot off the brake. The advantage wasn’t there.”

Continuation P34 competed in recent Silverstone Classic Particular attention was also paid to the choice of materials: as much as possible, CGA kept to period, such as using pre-impregnated glassfibre for the nose rather than modern carbonfibre.

And period-specification Cosworth DFV V8 engines were supplied by Geoff Richardson Engineering. Sure, modern machining technology made some tasks easier, but the project still ran late by six months – just as it did for Tyrrell back in 1975-1976, in fact.

One of the continuation cars starred at July’s Goodwood Festival of Speed, partaking in a parade of original Tyrrells. Holtzman has also raced at Brands Hatch and in the Silverstone Classic and is heading to big historic meetings in Spain and Portugal this autumn. He says the reaction has been largely positive, especially as values of original cars continue to rise and Aston Martin and Jaguar are signing off new old models from their back catalogues. And Hall & Hall gave its BRM V16 continuation a UK debut at the Goodwood Revival last month.

“There’s a genuine curiosity,” says Holtzman.

“I’m not interested in forcing the idea; I’m merely saying ‘think of it on a simple level’. Original cars are so expensive that people are going to be scared to drive them, so give credit to the originals which are worth more; recognise continuations which aren’t worth as much but are perfect in the way they are made; and then recognise replicas, which don’t cost as much.”

Tyrrell made seven P34s, but only five survive.

Scheckter owns chassis eight, which Holtzman labels a hybrid, somewhere between continuation and replica, which is why his cars are chassis nine and 10. Scheckter invited Holtzman and his P34 to his Carfest event, was apparently impressed and even offered a few invaluable set-up tips.

So what’s it like to drive? “We originally tested at Pembrey in Wales, which is a flat track, and the car was very fast and competitive right out of the box,” says Holtzman. “What we noticed is when a track has topography, like at Brands Hatch, it picks up the inside front wheels. But you don’t

So you had doubts from the start?

“Yes. When we tested, the teams tried to prove it was better regardless of whether it was or not. On the positive side, it was fun to drive. You could do anything with it.”

But it was successful, wasn’t it?

“Much more than I remembered, actually.

I had a look at it a few years ago and didn’t realise. I knew I had won in it at Anderstorp, but it broke a lot. I remember going to Zandvoort and just thinking the whole time: ‘Is it going to break?’ In Austria, one of the front wheels broke and I had a massive crash. In practice in Sweden, one wheel broke off.

They had to reset the alignment and cambers nearly all the time, because it was flexing so much.”

There’s a funny story about that lost wheel in Sweden, isn’t there?

“I drove back and parked up in the pits.

Derek sat on the car and asked: ‘How’s it handling?’ I said ‘it’s got a bit of understeer’ and started laughing.

He hadn’t noticed that a wheel was missing!

The mechanics thought someone had taken it off.”

really notice under braking or turning the difference between four or two front wheels.

“The real success is the straight-line aerodynamics. If I’m behind another car, I gain very quickly or pull away from someone behind.

That’s where the superiority was in period, too.”

So he has his P34 (the other one is to be sold).

He also owns a 1981 Lotus 87B, with which Colin Chapman rivalled McLaren in pioneering the use of carbonfibre in F1, and a 1989 Ferrari 640, John Barnard’s masterpiece that introduced paddleshift semi-auto gearboxes. You can see the pattern.

What other innovative F1 cars does Holtzman wish to collect? “I want to have a discussion with Bernie Ecclestone, because I would like to make two Brabham fan cars! Who wouldn’t want to see that?” Gordon Murray’s 1978 Brabham BT46B, also a winner at Anderstorp in its one and only race before it was withdrawn by team boss Ecclestone because he knew it was too quick? Good luck negotiating that licence… Even Holtzman might have to take no for an answer on that one. L

13 OCTOBER 2021 AUTOCAR.CO.UK 59

YO U R V I E WS WRITE TO

autocar@haymarket.com Tailored differentials Richard Lane’s comments on high gearing in the Porsche 718 Boxster GTS’s manual gearbox struck a chord with me (Our Cars, 15 September).

This problem isn’t new and was one faced by Jaguar when it launched the E-Type back in March 1961 (it had only a four-speed gearbox but was capable of 150mph). Its solution was simple and straightforward.

Depending on the market for which a car was destined, it would be fitted with one of three rear differential ratios: 3.54:1, 3.31:1 or 3.07:1.

For countries with low speed limits, such as the US, cars got the 3.54 differential (where 3.54 turns of the propshaft resulted in one turn of the rear wheels). This lower gearing gave faster acceleration but not too high a level of revs for cruising at the low national speed limit.

For markets where there were far higher limits or none at all, such as Europe, the 3.07 ratio provided higher-speed cruising capability.

The difference in real life was useful. In the US, 3000rpm would equate to around 65mph; whereas in Germany, it would equate to around 75mph. The effect was replicated through the gears, given the ratio change was in the rear differential and not the gearbox.

Sadly, the need for harmonisation and real-world emission testing is likely to restrict this type of useful market-driven customisation these days. Perhaps this is a case of where ‘progress’ has gone backwards.

LETTER OF THE WEEK

Cycle commuter Gareth fancies an Ami

Phil Kenworthy Via email

Following Steve Cropley’s Alpine A110 versus Porsche 718 Boxster conundrum (My Week in Cars, 15 September), I write to persuade the case for Stuttgart, despite what a fine car Dieppe undoubtedly makes. As the owner of a 981-generation Boxster S, I echo Steve’s points on the quality, practicality and performance on offer. Mine is a 3.4-litre manual, so I can also add to the list the visceral joy of the non-turbo flat six and physical gearchange involvement.

A recent trip to Arran demonstrated the broadbattedness of the car from motorway and A-road to the wonderful String Road on the island itself.

Having previously owned a 911, the Boxster is more of a sports car. As Autocar concluded in its road test back in 2012, it’s “one of the rare few: a car that scintillates and makes sense at the same time”. Plus ça change!

definitely will be. Rush-hour traffic doesn’t move at anywhere near the speed limit. I don’t want a petrol car, due to the smell, the environmental factor and the inconvenience of driving somewhere to refuel. Offer me a phone that runs for twice as long but needs me to go to a petrol station to recharge it and I wouldn’t take it.

The used EV market around this price point [£6000] isn’t great. I could pick up a 2011-2013 24kWh Nissan Leaf and it would have benefits like carrying more passengers or luggage plus going on the motorway. The downsides are it doesn’t have much range over the Ami, due to battery degradation, and costs more to fuel.

It most likely wouldn’t be as cheap to insure or repair either. A 22kWh Renault Zoe could work, but they have battery lease bills for hundreds to low thousands of pounds per year (or you can pay extra to buy that out).

It’s between a heavily used Leaf and a new Ami for me, but that’s a tough decision. If I needed more seats or the Leaf were a newer 30kWh with twice the Ami’s range and a battery warranty, it would be the one to go for, but those are £10,000-plus.

Depressing and dangerous

Tom Hardcastle Via email

Gareth Via autocar.co.uk

With regards to the recent letters from Christopher Monkhouse (15 September) and Colin Charlesworth (6 October), just recently I was forced to find a replacement for my beloved 20-year-old Toyota Corolla and discovered that dark interiors, privacy glass and screens obscuring the windscreen are becoming the norm. Why? Surely being able to see clearly out of one’s car is an essential safety requirement and driving in

Nothing beats a Boxster S

Join the ABD gloom is not only depressing but unsafe too? Surely not all drivers believe that black is easy to clean, want or need to stop prying eyes from seeing their possessions or children, or want to provide the perfect environment for in-car entertainment; but surely all of us need to be able to see the other vehicles and pedestrians around us?

I was desperate to buy another Toyota, but their new cars follow this pattern. Sitting in the new Yaris, for example, felt like being trapped in a small dark box!

Kate Kenney York

Physical attraction Kate’s old Corolla felt light and breezy 60 AUTOCAR.CO.UK 13 OCTOBER 2021

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

So, the DVLA wants to do away with physical driving licences. I have no issue with the concept of a

digital driving licence, but I have reservations about both security and reliability. Physical licences aren’t perfect either (I could forget my wallet or be mugged), but a flat phone battery or a software glitch is more likely than me losing my wallet.

Perhaps having both is the ideal.

We’ve seen the chaos when mobile banking fails, but if you have cash or a card as back-up, it’s an inconvenience rather than a serious problem.

The Alliance of British Drivers (ABD) is challenging the DVLA’s plan to reprieve drivers with “health

Will Via autocar.co.uk

Why I’d buy an Ami Some other readers are questioning who in the UK would buy a Citroën Ami. I’ve registered my interest. I cycle about 12 miles a day to commute from city outskirts to city centre, and bicycle speeds are fine, so 28mph

Jaguar XE P300 has a couple of problems to overcome…

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

NEXT WEEK’S ISSUE ON SALE 20 OCTOB E R 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-Freelander Road test editor Matt Saunders Road testers Richard Lane, Illya Verpraet News editor Felix Page Staff writer Jack Warrick Editorial apprentice Jack Harrison Used cars editor Mark Pearson Chief sub-editor Kris Culmer Group art editor Stephen Hopkins Art editor Sarah Özgül Senior designer Rebecca Stevens Prepress manager Darren Jones Senior photographer Luc Lacey Photographer Max Edleston Videographers Tej Bhola, Mina Fakhouri SEO manager Jon Cook Picture editor Ben Summerell-Youde

RC Towell Poynton, Cheshire

Americans for EVs I’ve been reading car magazines since 1980 or so but have never been compelled to write in until now. Peter Windsor’s letter about being “forced” to buy an EV (22 September) made me embarrassed to be American. All I can say is: ‘Dude, really?’ If this guy had his way, we would still be riding covered wagons, because no one is going to tell him what he can and can’t drive down the I-95! Please, Autocar readers, know that not all Americans are so obstinate. Most of us like the concept of cleaner air and moving away from fossil fuels!

Michael Dionissiou Via email

It just doesn’t add up Interesting comparative test between the Audi S3 Saloon, BMW M235i Gran Coupé and Jaguar XE P300 (‘Bringing up the rear’, 22 September). That the XE’s dynamic prowess is superior was never in doubt, as you’ve pointed out over the years, and while looks are a personal thing, I agree that it looks great too.

The problem it faces, however, is residual values. Given that most of these cars will be bought on down payments and monthly instalments, I fear the fact the XE will cost about £100 per month more than the S3 and £150 more than the M235i presents Jaguar a significant uphill battle.

Is it because a Jaguar is yesterday’s car? I owned a beautiful XJ some years ago and loved it but haven’t felt the urge to buy one since. Something radical is needed, and soon.

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

How far has the humble hatchback come?

It’s 52 years since Fiat set the template for the front-driven family hatch. The 128 meets today’s VW Golf to check progress F E AT U R E

FIRST DRIVE

EDITORIAL CONTRIBUTORS European editor Greg Kable Used car correspondent James Ruppert Senior contributing writer Andrew Frankel Senior contributing editor Richard Bremner Contributing editor Mike Duff Motorsport editor Damien Smith Senior consulting editor Tom Evans Special correspondents Mauro Calo, Jesse Crosse, James Disdale, John Evans, Colin Goodwin, Hilton Holloway, Julian Rendell, Richard Webber Special contributors Max Adams, John Bradshaw, Alastair Clements, Claire Evans, Kiall Garrett, Giles Harper, Simon Hucknall, Steve Huntingford, Jack Johnson, Peter Liddiard, Darren Moss, Allan Muir, Will Nightingale, Doug Revolta, Louis Shaw, Will Williams, Neil Winn, Oliver Young MEDIA ENQUIRIES Tel +44 (0)20 8541 3434 Contact Natasha Perry (natasha@performancecomms.com) SUBSCRIPTIONS Tel 0344 848 8816 Overseas +44 (0)1604 251450 Email subscriptions.team@haymarket.com

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JCB has set up its own engineering school for 13- to 18-year-olds.

Colin Goodwin pops in

Is this SUV as impressive as its Model 3 saloon sibling?

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Matt Prior delivers the first verdict

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CONTENTS SUBJECT TO CHANGE

conditions”. Said conditions are undefined and therefore open to manipulation. Some older drivers could be forced off the road and onto public transport – not a happy thought or, in some areas, impossible.

The Department for Transport states that drivers aged 17-24 have twice as many incidents involving serious injuries or deaths as 85-year-olds by a billion miles driven.

I exhort all Autocar readers to join the ABD, as the only body left to support drivers in the UK.

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

BMW 128ti

CUPRA FORMENTOR

FORD MONDEO ESTATE

KIA SORENTO

PORSCHE 718 BOXSTER GTS

PORSCHE 718 BOXSTER GTS The best way to really get to know a long-termer? On an epic continental road trip MILEAGE 5458 WHY WE ’ R E RU N N I N G IT To find out if this hot-rod Boxster can sustain its appeal with day-to-day use

uite an accumulation of miles this month, with the GTS wending its way down to Lucca in Italy then bombing it back home via Munich. I try to do at least one epic trip in any long-termer, not just because I love this sort of thing but also because there’s nothing else like it for shaking out the little problems and irritations to which no car, however expensive and carefully developed, is immune. Ideally, we’d road test every car with this level of

Q

62 AUTOCAR.CO.UK 13 OCTOBER 2021

intensity, but it’s simply not possible.

So how did the GTS fare over 2700 miles? For a two-seater with a soft folding roof, ludicrously well.

As with most Porsches, road roar gets raucous in the UK, but the motorways in continental Europe are silky by comparison, so straight away one of my biggest reservations about touring in the GTS 4.0 evaporated.

Conversation was easy and, with its gentle mid-engined spring rates, the

car’s high-speed gait was as sweet as ever. The Alcantara-trimmed cabin is of a good size, too, so you never feel cramped. All big plus points.

Okay, at speed you have to contend with the slight rustle from where the windows meet the roof (which you wouldn’t in the Cayman GTS), but it’s a minor gripe. For an excursion ideally suited to something like the Aston Martin DB11 or Bentley Continental GT, this ‘junior’

`

For an excursion better suited to something like an Aston DB11, the GTS 4.0 was a natural a

Porsche was an unexpected natural.

Part of its effortlessness is down to the engine. While the flat-four Boxster 2.5 is perhaps a sweeter proposition on B-roads (it has more accessible torque), those turbo units drone at a cruise. The flat six in the GTS is smoother and richer at an easy 3000rpm waft and overtakes in sixth come just like that. So much cubic capacity gives the Boxster an enjoyably thickset character at speed, and the thing just devours miles.

Having moaned about the overly long gear ratios in an earlier report, this trip also gave me the chance to experience what we’re missing.

North of Garmisch-Partenkirchen in Bavaria, there’s a section of A-road that opens up straight into

Colour aside, the Boxster GTS blends in reasonably well – for a 4.0-litre roadste r

GTS met an Aventurine Green 992 at Folkestone. Which Porsche would be more enjoyable abroad?

Boxster has a good 150 litres of space up front, plus 125 at the back derestricted autobahn. It’s an unusual bit of road layout and it meant the engine could fully unfurl its fangs, wailing up to the 7800rpm redline in second… third… fourth… and very nearly fifth, with more than 160mph on the analogue dials. I suspect not many owners will ever get the opportunity to do that, but I can confirm that when you let it rip, the GTS 4.0 is an animal and truly vocal.

LOVE IT S MALL CAR , LO N G LEGS I’m not sure how often the cylinder deactivation works at high speed, but the GTS manages 33mpg while cruising. That is 400-plus miles of range with the 65-litre tank.

LOATHE IT TO P - E N D PIT TE R - PAT TE R GT-division engines get less sound insulation than regular Porsche engines, and at low speeds you can hear the cylinder banks switching, which all sounds a bit agricultural.

On the flip side, the not-that-tight switchbacks of the Col du MontCenis, which takes you over and around the Mont Blanc Tunnel, meant dropping all the way down to first gear to work the chassis, and for all those times when you’re not on an empty autobahn, second gear in general remains frustratingly long.

Boy, the GTS is good when you get it going, though. For me, it has an almost perfect amount of castor effect and weight in the steering, and is so progressive at the rear axle.

It’s also responsive to the throttle, tucking its nose in even with only marginal lifts of the accelerator pedal. This car can cruise, but it can also entertain. It has true duality.

Luggage space? Again, very good.

There were two of us, each with 18 days’ worth of clobber. She had the boot, I had the frunk, and neither of us had to compromise much on what we were bringing along. Duffel bags work better than hard cases, but you’d be amazed just how much you can cram inside the Boxster, even if cabin storage is limited and

the cupholders – an ingenious idea poorly executed – are far too stiffly sprung (sorry) and easily spill coffee.

Another issue is the infotainment.

I like the discreet dimensions of the screen, but the software is old and sometimes slow and there’s no Android Auto compatibility (yawn).

The GTS strikes back with its dainty exterior dimensions, which meant it was no problem in medieval towns where any 992-generation 911 would have felt very tubby indeed.

I also like the GTS 4.0’s understated brand of specialness.

You want to enjoy these kinds of cars on road trips, but what you don’t want is to have the experience dominated by their presence.

Turning up in anything too flash risks scorn from the locals, and I can’t be bothered with everyone at the adjacent café scrutinising my parking technique. The GTS strikes a good balance in this respect and mostly blends in. It’s just a Boxster, after all, and only the cognoscenti will see the decals and the unique exhaust and know it’s probably

knocking on the door of £80,000.

In the past, I’ve been lucky enough to make similar trips in an Alpina B4 S and Toyota’s 3.0-litre GR Supra.

How does the Boxster compare with those machines, which are far more natural GTs on paper? Well, it gives up very, very little to either in terms of ride comfort, even if it lacks the indulgent ambience of the Alpina and the long-bonneted snugness of the Supra. It thrashes both for engagement, too. And there really is nothing quite like having the roof off while you’re rolling through rural Piedmont in the early-evening sun.

RICHARD LANE

TEST DATA PORSCHE 718 B OX S T E R G T S 4 . 0 Price new £66,340 Price as tested £75,860 Faults None Expenses Engine oil £12 Economy 29.5mpg Last seen 6.10.21

OWN ONE? SHARE YOUR EXPERIENCE richard.lane@haymarket.com 13 OCTOBER 2021 AUTOCAR.CO.UK 63

OUR CARS

Cupra Formentor MILEAGE 5105

FORD MONDEO ESTATE How does this family hauler do when more than fully laden?

LAST SEEN 29.9.21

Adopting the Formentor had me a bit worried, if only for that photographer cliché: will it hold all my stuff? The visual promise that crossovers give of extra room over hatchbacks is often not kept, and I was stepping out of a Ford Tourneo that could swallow all my outdoorsy gear, too. The car’s roof rails might yet come in handy, but for now I’ve been using straps to attach things like surfboards. LL

MILEAGE 3365 WHY WE ’ R E RU N N I N G IT To see if the Ford stalwart is still fit for purpose in its final year of production

hen designing a new hybrid car on a clean sheet of paper, it’s easy to plan out the packaging to ensure that its occupants realise that the drivetrain is such only when it makes the transition from the seamless waft of electric power to the grumble of internal combustion.

When you’re trying to make a hybrid from a car that was never meant to be one in the first place, however, the engineers will always face the quartinto-a-pint-pot challenge of trying to find somewhere for a drive battery.

In the case of the Ford Mondeo Estate, they decided, sensibly enough, to put it in the boot.

Unfortunately, however, rather than find space for them under the boot floor, they’re perched on top of it, with a false floor above.

I realise that this particular drum is one that I’ve banged before, but it warrants repeating, because it’s such a dominant feature of the car.

W

LOVE IT S IT TI N G PR E T T Y The seats that come with my car’s ST-Line trim are fantastic: stylish and supportive when you’re driving hard yet also squishily comfy.

LOATHE IT L ACK O F LE VE R AG E Bearing in mind how often the back bench has to be dropped for extra storage space, the lack of a remote release in the boot is frustrating.

Roof box made room for two happy hounds And the resulting compromise was highlighted once again recently when we were heading off for a family narrowboating holiday, complete with our two dogs and a week’s worth of clothing and rations.

The hounds and their beds pretty much filled the 403-litre boot, so if we were to take more than a single change of undies each, we had no option but to fit a roof box. The good news was that the factory roof bars for the Mondeo are a doddle to fit, with a neat miniature torque wrench preventing clumsy over-tightening of the fittings, and we had soon added an extra couple of hundred litres of storage space over our heads.

There was further good news to be found on the cross-country route we took from the motorway to our rendezvous in Trowbridge. The extra weight the car was carrying made the ride, which can get a bit jittery around town, settle even more; and through the twistier sections, the car felt just as secure as when unladen.

With its feelsome and accurate steering and surprising agility for quite a big car, the Mondeo still offers plenty of driver reward on a sinuous, undulating route. It’s just a

There’s no rev counter nor manual shift function, reinforcing further the impression that, for all the sporting pretence of the ST-Line trim, this car’s focus is firmly on efficiency rather than entertainment.

Nonetheless, at least that excellent chassis means that once up to speed, you can enjoy the challenge of trying to hold on to it as frugally as possible, by carrying momentum through corners and using downhill stretches to keep the batteries topped up, ready to deploy on the inclines.

The result of all that was a pretty impressive 45mpg average, in spite of the extra weight and drag courtesy of that lump on the roof. Still, I can’t help thinking that a 2.0-litre diesel would have bettered that figure and offered a more potent punch.

ALASTAIR CLEMENTS

TEST DATA FO R D M O N D EO ESTATE 2 .0 HYB R I D ST- LI N E E D ITI O N Price £31,690 Price as tested £32,840 Faults None Expenses None Economy 45.0mpg Last seen 22.9.21

OWN ONE? SHARE YOUR EXPERIENCE alastair.clements@haymarket.com

over side mirrors. This isn’t helped by the Sorento being parked near a yew hedge and in the shade. It does have heated mirrors, but only when you turn on the rear heated screen do they come alive. Not the most logical step. PW

BMW 128ti MILEAGE 11,888

LAST SEEN 8.9.21

My 128ti has cloned and repainted itself. Actually, BMW clocked that it had gone over the 10,000 miles at which it needed to be defleeted so swapped it. The new one, although slightly older, has done about a third of the miles. The low-rev body boom is still there but reduced and it feels perhaps a touch tighter in turns. Or I might just be dreaming it. AF

13 OCTOBER 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

L AN D ROVE R D E FE N D E R Your head might be turned by the previous Land Rover Defender, especially if you’ve not quite adjusted to its recent revamp. This one, a 90, has received a Discovery 200 TDI engine conversion and is said to be mechanically sound following significant maintenance performed by its previous owner.

The asking price is £6750.

James Ruppert THE HIGH PRIEST OF BANGERNOMICS

You can take off in a decent-spec Peugeot 605 for less than £2000

FRENCH POLISH A top-end barge from Citroën, Peugeot or Renault, anyone? ig French cars. I’m not talking about adapted vans or even the wonderful old-model Renault Espace, but those great big saloons and hatches designed to shame the boring Germans. Are they worth a go? Well, it is worth daring to be different, even if you do have to be prepared for the worst.

My local garage used to be a Citroën main agent, who had to explain to owners of old high-spec XMs that it was a £30k car when brand new so fixing them isn’t necessarily cheap.

Remember that.

Sticking with Citroën, the obvious choice is the C6. You might be superscared of one, like me, but there are some big-mileage examples up for grabs, which I always find very reassuring. So let’s go for a cheap and cheerful one with a whopping 188,000 miles on the clock: a 2006 2.7 HDi V6 Exclusive that’s up for £2795. There’s lots to go wrong, but it is with a dealer, who is obliged to make sure that it all works.

Otherwise, there’s another Exclusive but from 2009 with a full service history and a barely believable 35,000 miles – for a fairly whopping £8995. It’s worth it, though, because we will never see its like again. Sadly.

We can always go old-school if we don’t want to take too much of a chance. The Peugeot 605 is a straightforward and stylish way to travel, but they’re becoming increasingly difficult to find. Still, you won’t have to pay much and they

B

will mostly be HDis. I saw a great 2002 SE-spec automatic with leather and everything, 109,000 miles and three previous owners at a dealer. The asking price was a very reasonable £1900 and it looked dead smart.

Just for fun, I went on one of those European websites where they have about one picture and barely any details and just expect you to turn up and buy. I was extremely tempted to get on a ferry to Belgium, where a

`

It’s worth daring to be different, but prepare for the worst a We like the look of a £2500 V6 Safrane auto from 1998

magnificent 605 V6 manual petrol lived. It had covered a kilometreconverted 93,000 miles and was up for the euro equivalent of £1287.

When it comes to Renault, the Vel Satis and Avantime are the two oddities that always spring to mind, but the firm’s last proper traditional barge was the Safrane. These seem to be almost obsolete. You can find some real cheapies, but I rather liked a 1998 2.5 V6 automatic with just 42,000 miles and a seemingly optimistic £2500 asking price. Another option is to hop over the Channel, where the choice of left-hooker Safranes is far bigger. What I really loved was a 1994 Biturbo in the Netherlands, a properly rare super-saloon as only 806 were built. So the almost £16k asking was probably fairly reasonable for that particular big French car.

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

READERS’ QUESTIONS

MILE AGE 85,555

BMW 320 I did the decent thing and went online to print off my MOT and look at the recent history. Oh, yes, and make a note of the advisories, if any. Well, it is an old motor, but actually the garage fixed all the outstanding bits, such as the ball joint. However, there was a report on the front jacking points last time and I know they are still a bit crumbly. I’m not quite sure how far to go with the old girl. Meanwhile, I booked the Flying Pig in for an MOT and a once-over but the garage’s new mechanic had heart failure when I said it was a Cayenne. Essentially, doesn’t he know who I am? Apparently not.

BANGE RPE DIA

Winter tyres are designed to be used when ambient temperatures ANSWER are below 7deg C and roads are slippery. Although there is no legal requirement to fit winter tyres, they’re a useful purchase because they feature a tread pattern that has more grooves, or sipes, which displace water better and help the tyre to bite into snow and ice. Check prices carefully, though, because they can vary enormously, depending on which brand you choose. JW

I’m interested in QUESTION switching to an electric van but will my 35-mile commute prove to be a step too far for today’s offering?

Dave Jacobs, via email

A is for Dodge Avenger The Avenger was around briefly from 2007 to 2009.

It looks a bit like an undercover cop car, but this is just another version of the Chrysler Sebring, with a VW diesel engine to keep Europeans happy. Well, it did at the time. There’s lots of room inside as well as a split

SEND YOUR USED CAR TALES TO

fold rear seat and fold-flat front seat, which is very handy. You’ll find few around but not much seems to go wrong – just the usual wear and tear items. As well as the diesel, there are a couple of petrols: a 2.0 and 2.4.

A 2009 2.0 CRD SXT with 130,000 miles is £3500.

Electric vans are growing in popularity and many do have ANSWER usable daily range figures.

Volkswagen’s ABT e-Transporter offers 82 miles of range but Citroën’s e-Berlingo has an official 171-mile range.

Nissan’s e-NV200 is claimed to have a maximum of 187 miles. A good pick could be the Vauxhall Vivaro-e, for a maximum range of 205 miles, or 143 miles with the entry-level battery. JW

james@bangernomics.com AND READERS' QUESTIONS TO autocar@haymarket.com 13 OCTOBER 2021 AUTOCAR.CO.UK 67

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All registrations are offered on a first come, first served basis. All are subject to VAT and the £80 Dept. for Transport transfer fee. Prices may fluctuate. See website for full terms. We have been trading for over 45 years. THOUSANDS MORE AVAILABLE. Write: P.O.Box 100, Devizes, SN10 4TE S50 JAY £I700 JAZ 882 £I500 JAZ 4769 £650 P7 JBH £950 JBZ 224 £650 KI JCA £950 K26 JCS £650 K24 JED £650 R2I JEF £850 K24 JEF £750 Y2 JEL £750 KII JEL £650 CI5 JEL £750 K24 JEM £850 KI23 JEM £650 KI5 JEN £2400 K24 JEN £I600 SI60 JEN £750 R20 JES £I200 R77 JET £850 AII JGH £750 N9 JGW £850 JIB 735 £850 JIL 442 £950 X2I JJW £750 D3 JKE £750 AI0 JLG £650 N2 JMA £850 K32I JMC £650 K26 JME £650 K26 JMG £650 E8 JML £II00 PI0 JMW £650

W3I KAR £650 KI23 KAR £650 N2I KAS £950 P23 KAS £650 S40 KAS £850 E5 KAW £650 P2I KAY £I500 K23 KAY £I600 2398 KB £I600 564 KC £5500 FI KEE £2500 K2I KEE £750 P4 KEG £850 K23 KEL £I400 T32I KEN £950 K2I KER £750 N2I KER £650 K26 KEV £I400 WI23 KEV £I300 KHD 924 £750 HII KJW £650 AI5 KMC £750 D2 KMP £750 A3 KSB £II00 CI KSW £650 K23 LAM £650 K28 LAN £650 LAR 3Y £2700 C8 LAS £2I00 N2I LAS £650 M3I LAS £750 VI3 LAW £850 K24 LAW £950

DI8 LEN £II00 L2I LEN £II00 N24 LEN £850 V29 LEN £650 LEN 457 £I900 N500 LEN £650 RII LEO £850 K24 LEO £650 R30 LEO £650 L2I LES £2300 LES 82X £I600 X300 LES £I200 M32I LES £I200 K23 LET £650 G8 LEV £850 LEZ II5 £850 269I LG £I400 LIL 662 £850 CI6 LLS £650 JI LOS £2200 M2I LOS £750 K23 LUC £650 T29 LUC £650 A27 LUK £650 PI LUM £3I00 K3I LUM £650 700 LXG £950 HI4 LYD £II00 L22 LYD £II00 L2I LYN £I500 K26 LYN £I300 B767 LYN £750 324 LZ £2300

T600 MAL £850 K29 MAR £950 KI2I MAR £750 RI2I MAR £750 L27 MAS £750 R32I MAS £650 K26 MAT £I300 PI2I MAT £850 496 MAU £950 K24 MAX £I500 L26 MAX £I400 S29 MAX £I500 K24 MAY £650 R24 MAY £850 MI2I MAY £750 MAZ 766 £I300 K26 MCB £650 S40 MCC £650 P24 MCF £650 AI6 MCH £850 K4 MCN £I200 K27 MCN £650 M27 MCN £650 TII MCP £750 KI0 MCS £750 KI MCW £2I00 HI0 MEE £650 K27 MEE £650 S40 MEL £I900 R44 MEL £2300 PI2I MEL £850 K50 MER £750 A8 MGF £750

REGISTRATIONS URGENTLY WANTED FOR IMMEDIATE PURCHASE L43 GER £650 RI00 GER £2200 M28 GGS £750 GIL 339 £I300 GIL 7647 £650 E4 GJD £I500 R2 GLH £650 GM 5979 £3I00 M24 GOR £750 K24 GUS £650 K24 GUY £950

HI6 JAN K28 JAN E427 JAN CI6 JAR M28 JAR EI9 JAS K27 JAS N27 JAS E399 JAS K27 JAW K24 JAX

£I600 £I500 £650 £650 £650 £I400 £I300 £I200 £850 £650 £650

2947 JN JN 2957 K23 JOE K23 JON K27 JOS V66 JOY X77 JOY X300 JOY L26 JSB 85 JYD N23 KAR

£I600 £I900 £I500 £I500 £650 £950 £II00 £650 £650 £I600 £650

L3I LAW £950 R700 LAW £750 LAZ 887 £750 K32I LEA £750 AI0 LEC £I500 K25 LEE £I700 KI23 LEE £I600 B2 LEG £950 YI LEN £I800 LEN 6P £I700 BI2 LEN £II00

J200 MAB £650 N23 MAC £I600 K28 MAD £950 P777 MAD £850 NI8 MAG £950 K24 MAK £650 MAL IW £3900 MAL 5W £2700 L2I MAL £I500 N23 MAL £850 K28 MAL £I400

thd2 thd3 £POA

BARGAIN BUCKET

S12 MAA £1495

AAZ 550 (Ferrari 550) £995

F8AYL £995

J1 DRX £1295

RFO 447 URGENTLY RO51GAY £1495 WANTED £795 Great short 500 OYS reg plates for KUI 166 £1595 cash finders

Tel: 01380 818181 elitereg.co.uk F3 HAL £I500 W5 HAL £I500 DI2 HAL £850 I39 HAL £2I00 E4 HAM £I700 K24 HAM £650 JO04 HAN £650 P2I HAT £650 HAZ 557 £I500 HEC I36 £I200 HES 76I £I200 J50 HEV £650 HEW 265 £I600 HIL 445 £I300 HIL 5I82 £650 F7 HOB £850 L2I HOB £650 R99 HOB £650 R3I HOG £750 K25 HOL £750 HSK 606 £850 X22 HUD £650 P70 HUD £650 HUG 2H £4500 HUG 88H £I500 544 HUL £I200 K2I JAB £750 K27 JAC £I300 J700 JAD £650 N30 JAG £I300 K2I JAK £I500 P27 JAK £I400 JAK 4I2N £I400

777 UEX £1395

OPEN: MON-FRI 9AM-7PM, SAT 9AM-5PM, SUN I0AM-5PM

FIL III3 £750 FIL 2737 £650 TI8 FLY £650 K2I FLY £750 5229 FM £I500 K2I FOX £I400 P26 FOX £I400 AI2 FRY £950 R26 FRY £650 J888 FRY £750 FSU 605 £850 L2I FUN £650 K23 GAB £650 L2I GAR £850 V60 GAS £850 GAZ 772 £I400 694 GBM £950 I964 GD £2800 K23 GED £650 B2 GEF £950 E5 GEF £950 A6 GEF £I300 T9 GEF £850 HI0 GEF £750 GI2 GEF £650 GEF 807 £2600 M2I GEL £650 K27 GEM £II00 KI2I GEM £950 B6 GEN £750 K24 GEO £650 D5 GER £950 MII GER £750

£1495

333 UXX 747 OYE £1495

Elite Registrations M2I DUG £650 J90 EAN £I800 JI00 EAN £950 EAR 8L £3200 M2I EAR £650 K7 EDG £650 N2I EEL £750 LII EGS £750 3097 EH £I500 I EKX £9I00 559I EL £I400 K24 ELA £650 N3I ELE £650 K25 ELL £750 N40 ELL £850 K27 ELY £750 ELZ 922 £850 K32I EMA £650 43 EMC £2400 HI8 ERB £I400 V27 ERN £I200 K25 ERR £850 KI2I ERR £650 K3I ERY £650 N28 ESS £650 LI EST £I400 B5 ESY £2200 P5 ETA £I500 L9 ETH £I200 M26 ETH £650 K32I ETH £I300 675 ETM £950 53I EUY £650 P60 EVA £850 K28 EVE £I300 LI00 EVE £650 545 EVE £2500 K23 EVO £650 X7 EVS £I400 EWB 42 £2500 HI5 FAR £650 6235 FD £I400 L2I FEE £750 M23 FEE £650 FEL 3T £850 P2I FEN £650 FF 7I94 £I400 FIB 446 £750 FIL 47I £I200

£1495

YOU 55 HOO600H 333 OXU PUN 682 £4995

£2995

1998 AM 993 JAY

£9,995

5543 MH £2300 MIJ 273 £950 MIL 955 £I500 MJ 6708 £2800 K24 MJB £850 KI23 MJC £650 EI9 MJH £850 K23 MJR £650 L8 MLP £750 R23 MLS £650 302 MMC£2700

L8 MMS £950 M2I MMS £650 KI23 MMS £750 MNK 303 £I400 T9 MOC £II00 FI9 MOG £750 K27 MOG £650 K24 MON £750 N2I MOR £650 X4 MPP £650 Y3 MRR £650 MTP 299 £I400 RI3 MUL £750 K28 MUL £650 P2I MUR £750 A8 NAC £I400 394 NAL £2I00 BI5 NAM £750 K27 NAN £750 B6 NAR £850 F2 NET £I300 N24 NET £750 NI4 NEV £750 K2I NEY £750 NFD 937 £750 L24 NNS £I200 L24 NNY £750 K27 NNY £750 K2I NSY £950 K23 NTH £750 J333 OAN £850 OIL 334 £950 L2I OLY £850 M5 PAM £I800 E8 PAM £I700 CI0 PAM £I400 K99 PAM £I200 PAM 656R £850 DI6 PAT £I500 CI8 PAT £I300 D48 PAT £I300 PAT 95W £I600 PBN 426 £650 T3 PCS £850 K24 PEN £750 DII PEP £850 A9 PET £II00 PET 404 £2I00 9469 PF £I900

reward if you know anyone selling!!!

I4I9 PG £I400 B4 PGM £750 G2 PGW £850 PJI 88I £650 7235 PL £I900 D4 PML £II00 F8 PMS £950 3036 PP £I900 3382 PP £I800 PPR 2I9 £950 K2I PPS £750 8236 PZ £950 CI RAD £2I00 L2I RAD £750 E3 RAF £I400 P23 RAJ £850 RAO 223 £I600 AI7 RAS £750 BI4 RAV £750 VI4 RAY £I200 K24 RAY £I400 T26 RAY £I500 RAY 40W £I700 RAY 209W £950 RBC 228 £I300 K8 RBY £I800 RCT 85 £2I00 W3 RCW £950 CI RDW £750 RE I896 £I800 N2 REG £I300 C4 REG £I400 LIII REG £850 G9 REM £I300 D7 REX £750 8I79 RH £2300 RKK 408 £950 G7 RKS £950 RL 4807 £I800 748 RME £I800 K2I ROB £I600 KI23 ROB £I500 V700 ROB £I400 ROB 829Y £I200 G5 ROD £I600 SI5 ROD £I200 K55 ROD £II00 JI ROG £3200 ROG 9N £2200 V2I ROG £I400 ROG 22Y £I400 W28 ROG £I300 X88 ROG £I500 X2 RON £2700 H9 RON £2300 DI2 RON £I400 R2I RON £I500 W23 RON £I300 S33 RON £I400 RON 47A £I600 J66 RON £I400 E78 RON £950 S333 RON £850 X400 RON £950

£599

5439 BZ

RON 509M £850 RON 948 £3200 K24 ROS £850 J900 ROS £750 MI0 ROY £I600 SI5 ROY £I700 ROY 60W £I300 S900 ROY £II00 G322 RRY £I500 KI2I RSH £II00 L2 RSM £I300 M29 RUS £850 3497 RW £2200 K29 SAL £I600 L3I SAL £I700 K25 SAM £2300 LI7 SAN £I300 K25 SAN £750 R45 SAN £II00 M55 SAN £I400 J900 SAN £I200 K24 SAW £750 J9 SAX £950 L4 SDB £I200 660 SDV £650 L3I SEL £I400 SI6 SEY £I200 N24 SHE £750 SHZ 755 £650 M92 SJH £750 SJI 933 £750 E7 SLK £I300 I86 SMA £I600 F6 SMM £950 T5 SOL £I200 C3 SON £I500 K28 SON £750 L3I SON £850 E3 SRG £850 K3I SSO £I300 L2I SSS £750 M2 SSW £750 YI3 STU £I500 K24 STU £I700 KI23 STU £I300 D486 STU £750 SUE IC £5500 EI4 SUE £I600 MI00 SUE £I500 SUE 232W£I300 L4 SUM £I200 CI SUS £I200 R6 SUS £950 BI8 TAG £750 W8 TAL £750 K24 TAM £750 PI00 TAM £750 K24 TAN £750 JI TAP £I600 J7 TAP £850 TAZ I66 £750 266I TD £I500 J3 TEB £850 K333 TED £850

£495

TED 879 £2700 W900 TED £850 TEL IY £3300 C9 TEL £I400 LII TEL £I700 TER 643 £2800 E5 TEV £I500 TEZ I66 £850 TEZ 944 £850 9390 TF £I300 B20 THE £750 F4I THE £3400 TIL 244 £750 TJI 977 £850 TJI 997 £750 G7 TMB £950 K28 TOM £I500 M60 TOM £I600 N77 TOM £I700 KI23 TOM £I400 J800 TOM £I500 L27 TON £850 TOT 348 £II00 46I5 TR £I500 TRO 2Y £2800 TSD IS £I400 K28 TTH £850 K28 TTY £I400 TVS II7 £650 K28 TYS £2I00 K3I TYS £750 K3I TYY £750 LI7 ULU £950 577 UTN £750 UZ 3974 £750 KI0 VAL £I400 CI4 VAL £I600 Y33 VAL £II00 T50 VAL £I200 VAL I49 £3300 KI55 VAL £3I00 M666 VAL £750 6648 VB £I300 K32I VEN £750 7432 VF £I200 VGV 904 £750 K3I VOS £750 VSU 734 £750 WI6 WAL £850 WAZ 477 £750 M9 WEB £I900 K2I WEB £750 WIL 557 £I500 WIL 2888 £650 DII WST £II00 7483 WY £950 N9 WYN £850 4956 XJ £II00 XXI 244 £650 YAZ 977 £650 YHM I7I £750 YJY I47 £650 944 YPH £750 K3I YYS £850

USED CARS

AS GOOD AS NEW

AUDI A7 SPORTBACK This is an attractive grand touring coupé yet fit for the family, reports Mark Pearson NEED TO KNOW Go for the 40 TDI if you cover lots of miles, because it offers the best fuel economy, at 48.7mpg. The V6 diesel 45 TDI and 50 TDI claim respectable averages of 39.2mpg and 38.7mpg. Stick with the 45 TFSI petrol and you should see 36.7mpg, but the more potent V6 55 TFSI is a bit thirsty, at 31mpg.

Audi doesn’t have an amazing reliability record, ranking 18th of 30 brands in the latest What Car? Reliability Survey. The A7 didn’t feature, but the subcutaneously similar A5 scored a decent 96%.

BUYER BEWARE ELECTRICS There have been reports of electrical glitches and failures. The infotainment system can freeze and refuse to work, while the central locking, reversing sensors S PO RT and smartphone The base trim level brings all mirroring can shoulder room for the equipment you could ever also cause all occupants. need and is a good compromise issues. There are The interior is if you value comfort. S Line adds isolated reports also beautifully sports suspension and 20in of engine warning assembled and wheels that do nothing for ride lights staying on. adorned with quality, while Vorsprung Some owners have sumptuous is quite costly. complained about finishes throughout. rattles and squeaks However, while it within the cabin. may look like a tech lover’s

OUR TOP SPEC

f you fancy the idea of a rakish coupé but find yourself with a family to cart around, why not check out one of the fastback alternatives? And if you can’t quite stretch to the stunning Audi E-tron GT, why not cast a glance at the Audi A7 Sportback, which was among the first models to show off the swoopy five-door look?

The second-generation A7, launched in 2018, offers two petrol and three diesel engines in turbocharged 2.0-litre four-cylinder and 3.0-litre straight-six forms.

The 2.0-litre units are available with or without Quattro four-wheel drive and get a seven-speed dualclutch automatic gearbox, while the 3.0-litre diesel gets an eight-speed torque converter and Quattro as standard. Mild-hybrid technology that helps to save fuel is reserved for the 55 TFSI petrol and 50 TDI diesel.

The A7 is well equipped, too.

Sport is the base trim and comes with Audi’s Virtual Cockpit digital display, LED lights, leather seats, 19in alloy wheels, front and rear parking sensors and a reversing camera.

S Line is a little bit sportier, with sports suspension, 20in rims, matrix LED headlights and Alcantara trim.

I

50 TDI Unsurprisingly, most OUR PICK used A7s are diesels.

If you can stretch to the most potent one, you won’t regret it. It offers a lot of performance, yet its running costs are similar to those of the lesser 45 TDI. 55 TFSI VO RS PRU N G WILD Why not treat yourself CAR D to the creamy, smooth and superbly punchy (but thirsty) 3.0-litre petrol V6? Vorsprung trim brings air springs and four-wheel steering, doing wonders for agility.

Black Edition replaces all chrome exterior details with black ones.

Top-of-the-range Vorsprung gets 21in alloys, adaptive air suspension, four-wheel steering and an uprated Bang & Olufsen stereo.

The good news is that the A7 is set up to provide safe and predictable handling above all else. Four-wheeldrive models find plenty of traction in even the trickiest of weather conditions, plus there’s enough grip for the A7 to hang onto the apex of a corner with little deviation.

The A7 also does practicality, of course. It has a massive boot with a hatchback opening, which proves particularly useful if you need to transport something large, like a child’s pushchair. The rear seats can be folded down in a 40/20/40 split, increasing versatility yet further.

Passenger accommodation is only an issue if you happen to be over six feet tall and are sitting in the back.

On the whole, there’s lots of leg and

paradise, with conventional buttons swept away in favour of a twin-touchscreen dashboard, this space-age set-up isn’t the most intuitive. The upper screen deals with the infotainment, sat-nav and (Apple CarPlay and Android Auto) smartphone mirroring, while the lower one operates the climate control, heated seats and other minor functions. Unfortunately, you have to look away from the road in order to touch the control icons on either screen, which can be distracting while you’re driving.

Prices for a nearly new A7 start at around £32,000, this getting you into an early 2018 car, probably a 40 TDI diesel in Sport trim. Budget between £35,000 and £40,000 for a 2019 A7 in high-spec trim or a 2020 version in a lesser one, and you will need £45,000 and upwards for a good 2021 car.

ONES WE FOUND 2018 A7 40 TDI S Line, 20,000 miles, £32,000 2019 A7 55 TDI Quattro S Line, 12,000 miles, £37,900 2020 A7 45 TFSI Quattro Black Edition, 8000 miles, £50,000 2021 A7 55 TFSI Quattro Black Edition, 4000 miles, £65,000

ENGINE The 2.0-litre petrol engine has had some issues reported relating to the tensioners and guides in the timing-chain system failing, so it’s worth checking if the A7 you’re looking at has had any work done.

There have also been reports of stop-start system defects, which can delay accelerator response and disable the power steering.

SUS PE N S I O N The nuts on the eccentric bolt on the rear axle’s spring-link control arm have been known to break from stress fatigue.

I NTE R I O R Some owners have complained of a mildly noisy centre differential and some rattles from the trim surrounding the gear selector.

R ECALL S The front passenger airbag might not inflate fully in an accident.

Vehicles might have been fitted with a hinged towing bracket on which the locking mechanism in the hinge module could be faulty.

Moisture might enter the beltdriven starter-alternator, causing problems with starting.

13 OCTOBER 2021 AUTOCAR.CO.UK 69

BUY THEM BEFORE WE DO

CL ASSY AND FULLY LOADED

Mercedes E220 CDI Estate £8800 op-class estate options are innumerable and many of them offer a great deal of value as used cars. The Mercedes-Benz E-Class Estate is this week’s case in point, geared towards making the school run or your daily commute a stressfree and even economical proposition while offering excellent practicality.

The fourth-generation E-Class was launched in 2009 and continues

T

to make its case today to counter the BMW 5 Series Touring and Audi A6 Avant. While those rivals are arguably easier on the eye, the E-Class is still imposing and possesses a fine blend of refinement and versatility. Like the saloon, the estate has a world-class ride and a plush, lounge-like interior.

Mercedes offered a choice of two 2.2-litre four-cylinder diesels at launch, producing 168bhp and 201bhp. A 228bhp hybrid

Skoda Superb Estate

THE NAME SAYS IT ALL

£5699

diesel was an option, along with a powerful 3.0-litre V6 diesel. A few petrol engines were also available, including a 5.5-litre twin-turbo V8 AMG model, but these are expensive to run and used prices remain high.

As 90% of all E-Class sales in the UK were diesel-powered, these dominate the used market. Our choice is the E220 CDI, mated to Mercedes’ seven-speed 7G-Tronic gearbox for a blend of economy and

usable everyday performance. We found a 2014 model in the classifieds for £8800 with choice kit such as nappa leather upholstery, privacy glass, a reversing camera, a speed limiter, 17in alloy wheels and a tyre pressure monitoring system. That’s in addition to Bluetooth, cruise control and heated front seats.

Rarely has the school run been done with such style or in such comfort.

V10 WITH MORE THAN 500BHP

BMW M5 Touring £18,250

The Superb estate is aptly named for its abilities as an all-round workhorse. This one is powered by the Volkswagen Group’s more powerful 2.0-litre turbo diesel and it’s in good working order under the skin after 10 years and 90,000 miles on the road.

SOON TO BE EXTINCT

Ford Mondeo Estate £9480 The Mondeo may be on its way out but that doesn’t mean you have to disregard it as a potential used buy.

This 2016 model has sat-nav, parking sensors, a full service history, two keys and a 2.0-litre diesel, which has covered 118,000 miles.

70 AUTOCAR.CO.UK 13 OCTOBER 2021

JACK WARRICK

Yes, V10 power really can be yours for just a smidge over £18,000.

This example is one of just a few M5 Tourings on the used market and has covered 98,000 miles. It’s a soughtafter model, but make sure you don’t get bitten by those tax payments.

WILD CARD

Volvo 940 Wentworth £4995 The 940 was built to last and this 1993 Wentworth model is now a full-blown classic. It sports its original paintwork and has a new battery, alternator and cambelt, along with a full service history. It’s also winter ready, with a set of Pirelli Snowcontrol 3 tyres.

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

It’s raining outside, so find me a weatherproof car for under £10,000.

MITSUBISHI LANCER EVO IV RS This fourth-generation 1997 Lancer Evolution was imported into the UK in 2020, having spent its life in Japan. It’s driven by a 2.0 turbo engine that puts out 276bhp and 260lb ft. In fact, Mitsubishi rotated the unit 180deg to help eliminate torque steer and improve weight distribution. The RS model certainly kept the Evo’s enviable rally pedigree in tact, with its strengthened chassis and a kerb weight of just 1260kg courtesy of ditching niceties such as the air-con. This one appears to have been looked after supremely well, is largely unmodified and sold recently for £15,250.

FUTURE CLASSIC

Ford Fiesta ST £4450 The Fiesta ST is now a modern-day phenomenon, but it all started with this model, which is a classic in the making. Built from 2005 to 2008, the original ST is driven by a 2.0-litre engine producing 150bhp, with a satisfying 0-62mph time of 7.9sec. Its suspension was lower than the stock Fiesta’s and its springs, dampers and steering were adjusted to produce an impressively agile hot hatch. We found this one-owner ST with a below-average 60,000 miles under its wheels, two keys and white side stripes in the classifieds for £4450.

Subaru Impreza WRX £8995

Fiat Panda Cross £7750 OLIVER YOUNG If it’s weatherproof you’re after, what fits the bill better than this 2007 Impreza WRX? Essentially a roadlegal rally car, it has a 227bhp 2.5-litre boxer engine, all-wheel drive and, drawing on all that WRC heritage, the ability to cope with whatever is thrown at it, come rain or shine, snow or ice.

MARK PEARSON Well, hold on a minute. What I have here is a weatherproof car of the highest order that’s going to be much easier on the pocket than your ageing Subaru. My 2016 Panda Cross tackles the biggest weather issue facing the planet at the moment – increasing sea levels. You see, it has the best wading depth of any car on the market at 780mm (okay, any car other than enormous and expensive Defenders and Discos), so I’ll still be motoring while your low-slung Impreza’s dancing with the fishes.

OY Fine, in the unlikely event of a flood, your wimpy Fiat might trump my mighty Subaru. However, 99% of the time, the WRX is unequivocally superior. What better way of escaping the rain clouds than in my fast, fun and capable Scooby? That 70bhp sorry excuse of a 4x4 will be left toiling far behind.

MP Doesn’t rain lead to rising water levels? I still think your car is but an adolescent’s dream. And I should imagine 99% of the time, your old crate will have broken down.

OY Not every downpour results in a flood, Mark.

And while on the subject of reliability and quality, remind me of the Panda’s Euro NCAP rating?

MP Meh. VERDICT

I’ll take the pocket-sized Fiat, please. JAMES RUPPERT 13 OCTOBER 2021 AUTOCAR.CO.UK 71

HOW TO BUY A

WESTFIELD SE Megabusa and Megablade These Westfields are powered by Suzuki Hayabusa and Honda Fireblade engines.

WESTFIELD HO! If you want adrenaline-rush immediacy and driver reward from £4000 up, head for a Westfield. John Evans tells you how to navigate the many choices and find a good ’un f you want to get back to real driving, buy a Westfield.” Not our words, or indeed Westfield’s, but those of Westfield enthusiast and workshop specialist Mark Glasswell. We’d agree, of course. We’d also say the same about Caterhams, which are more expensive – your money buying an aluminium rather than glassfibre body, a generally better finish, a more track-tuned set-up out of the box and a direct association with the original Lotus Seven. Not that the Westfield is a poor relation, as many owners will attest. In fairness to Glasswell, he’s not dewy eyed about the cars, being equally passionate about Caterhams.

The staple Westfield is the SE. Early ones from the 1980s have a five-link,

“

I

72 AUTOCAR.CO.UK 13 OCTOBER 2021

solid rear axle from the Ford Escort.

It suits track use. Towards the end of the decade, the SEi emerged with an independent set-up at the back featuring double wishbones and an Escort differential in a Westfield housing. It’s better suited to road use.

So-called wide-body versions of both types (they’re also longer) appeared in around 1990. The following year, the narrow body was dropped.

Next came SEiGHT versions powered by a Rover V8. The first cars had an Escort diff but it was deemed too weak for the torque and was replaced by one from the Sierra. Although the SEiGHT is bit nose heavy in corners, the 3.9 V8 is a grunty thing that can power the car around a track on a whisper of throttle. Talking of torque, there

are diesel-powered Westfields, too.

Back to petrols, and early engines included Ford Kents, Pintos and CVHs, as well as very screamy Fiat twin-cams. They were followed by Rover K-series and Vauxhall Red Top twin-cam units, Toyota 1.6 and Honda S2000 engines, and Ford Zetec and Sigma units. Ford Ecoboost engines are popular today.

As for gearboxes, early Westfields are likely to have the four-speed Escort ‘rocket’ gearbox and later ones the Type 9 ’box from the Sierra or its successor, the MT75.

The range of engines and ’boxes makes navigating the world of Westfield far from straightforward.

More of the cars are home-built from kits, too, whereas Caterhams tend to be bought whole, so there are

huge differences in build quality.

For example, one leading owners’ forum features photos of crudely built Westfields, their rear wheels not centralised in the arches – a common fault. A near-perfect relationship of wheels to body, carefully routed pipes, a lovingly trimmed interior, welllubricated suspension, an updated cooling system and a photographic record of the car’s assembly are the hallmarks of a well-built Westie.

Unless you can put your hand through one, don’t fret unduly over panel gaps, especially on early cars.

If you’re on the large side but charmed by a narrow-bodied SE, you might find a change of seat liberates a few extra precious centimetres. It would be a shame to be separated from a Westie by so small a margin.

USED CARS It’s easy to light ’em up in a V8powered Westie

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

MARK GLASSWELL, F O U N D E R , M KG A U T O M O T I V E “I wanted a Lotus Seven when I was 17 and then, when I realised I couldn’t afford one, a Caterham. When I realised I couldn’t afford one of them either, I bought a Westfield in kit form.

That was in 1990 when I was 18 and I still have it. It’s a narrow-body SEi powered by a 2.0-litre Ford Pinto engine that is perfectly adequate for such a lightweight car. I’d still have a Caterham. I love the whole concept and don’t understand the rivalry between Caterham and Westfield owners, but the Westfield is what I could afford and what I’ve become a specialist in. Being more expensive, Caterhams are of a higher quality but a Westfield gives you the same buzz. You get out after a drive and think: ‘I’ve just survived something really special.’”

Buyer beware…

Q E N G I N E There are many types out there so it’s a question of listening for odd noises, looking for leaks and checking the colour of the exhaust smoke. Many later engines have a timing belt so find out when it was last changed.

Q G E A R B OX Ford gearboxes are very oil-grade sensitive but all should be checked for smoothness of operation and oil tightness. Check for clutch slip and that the biting point is to spec.

Q B R A K E S , S T E E R I N G AND SUSPENSION If the suspension hasn’t been refurbished, expect bushes to be tired.

Check for scored and corroded discs and, on rear-drum-brake cars, that the shoes aren’t seized through lack of use. Ask a mate to shake the steering wheel while you check there’s no free play in the top and bottom ball joints.

Low, light and fun, a Westfield is direct in its responses

`

Unless you can put your hand through one, don’t fret unduly over panel gaps

Q B O DY Inspect panels for cracks, stone chips and parking shunts. Mouldings weren’t the best and getting doors and the rear end to line up was fiddly, so don’t expect perfection. However, do expect the rear wheels to sit centrally in their arches. Likewise, windscreen, bonnet and front wheels should line up

properly. Make sure you know what roll hoop it has (see ‘Also worth knowing’).

Q I N T E R I O R A removable steering wheel is good to have. Check the condition of the inertia reel belts or, if fitted, racing harness.

Also worth knowing The standard rollover hoop doesn’t offer the greatest protection. You would be advised to replace it with the far stronger rollover bars offered by the RAC and MSA. Both offer little space between your head and the ground but should save your skull. The RAC bar is effective but enthusiasts claim the MSA X-tube item is stronger.

How much to spend £4000 - £4999 Project SEs and runners needing TLC. £5 0 0 0 - £6 9 9 9 Smarter SEs, most of them private sale. £70 0 0 - £ 8 4 9 9 Some very nice SEs and SEiWs, a few of them dealer cars with warranties.

Great value for money. £ 8 5 0 0 - £9 9 9 9 Proper cars with full-race specs but likely to have been tracked regularly. £10,000 - £15,000 Concours and later cars up to 2015-reg.

One we found WESTFI ELD SE , 1998, 3 5 0 0 M I L E S , £63 5 0 Good toe-in-the-water car for a firsttimer. This privately offered example has a rebuilt Kent crossflow 1.6 engine producing 106bhp, a new clutch, updated cooling system and new electronics. It comes with side doors, aero screen and soft garage cover.

a 13 OCTOBER 2021 AUTOCAR.CO.UK 73

Thanks to Mark Glasswell (mkgautomotive.co.uk/westfield-sportscars)

An expert’s view

Po

ECONOMY EXPLAINED

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S TA R R AT I N G S E X P L A I N E D

irredeemably flawed.

BCCCC Appalling. Massively significant failings.

ACCCC Very poor. Fails to meet any accepted

class boundaries.

ABCCC Poor. Within acceptable class AACCC AABCC AAACC AAABC AAAAC AAAAB AAAAA

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.

)

C

(g O2

) /km

could ever need. LxWxH 4620x1811x1430 Kerb weight 1865kg 3.0 BiTurbo

462

186-188 3.8-3.9

25.9

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 2.0 turbo

320

162

2.8

NA

NA AAAAA

Well inside the top 10 list of our favourite cars. A revelation and a riot to drive. LxWxH 3215x1850x1425 Kerb weight 670kg 2.4 K24 i-VTEC

235

125

3.4

NA

NA

197 276 158 187 503

146 149 137 143 191

6.6 5.7 8.2 7.1 3.9

74 AUTOCAR.CO.UK 13 OCTOBER 2021

176-184 195 135 143 230

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CO 2

148 187 242 448 132 148 187 282 342

136 8.9 148 7.5 155 6.0 155 4.1 131 9.8 132 9.2 143-144 7.6-7.9 155 5.3 155 4.9

39.8-44.8 39.8-43.5 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

143-162 147-162 187-191 220-226 137-150 137-150 141-154 194 186-189

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 A5 2dr coupé £37,900–£87,725 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 Vantage 2dr coupé/2dr open £122,805–£127,005 AAAAB Supremely well constructed but a bit soulless to drive. A smart 2.0 50 TFSIe quattro 249 148 6.1 128.4 49 office on wheels. LxWxH 4939x1886x1457 Kerb weight 1645kg The faster, cleverer, more hardcore entry-level Aston tops its 2.0 55 TFSIe quattro 363 148 5.3 108.6 56 class. LxWxH 4465x1942x1273 Kerb weight 1630kg 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 4.0 V8 503 190-195 3.6-3.8 11.6 236 3.0 55 TFSI quattro 335 155 5.1 32.8-34.9 184-196 201 152 8.1 47.9-51.4 145-155 Q5 Sportback 5dr SUV £44,145–£72,180 DB11 2dr coupé/2dr open £152,805–£165,130 AAAAA 2.0 40 TDI AAABC 2.0 40 TDI quattro 201 153 7.6 45.6-47.9 155-163 Reduced accommodation and practicality, but still a refined and The stunning replacement for the already seductive DB9 is tyreshreddingly good. LxWxH 4739x2060x1279 Kerb weight 1875kg solid steer. LxWxH 4689x1893x1660 Kerb weight 2010-2150kg 2.0 45 TDI quattro Allroad 228 155 6.7 38.2 193 3.0 50 TDI quattro 282 155 5.5 38.7-40.4 183-191 2.0 45 TFSI quattro 4.0 V8 503 187 4.0 10.8 230 263 149 6.1 31.7-33.6 192-202 3.0 S6 TDI quattro 344 155 5.0 36.2 203-205 2.0 50 TFSIe quattro 5.2 V12 AMR 630 208 3.7 13.4 265 297 148 6.1 176.6-188.3 36-38 2.0 55 TFSIe quattro 364 148 5.3 156.9-166.2 41-42 DBS Superleggera 2dr coupé/open £231,730–£249,730 AAAAA A6 Avant 5dr estate £40,620–£112,840 AAAAC 2.0 40 TDI quattro 201 137 7.6 42.2-44.8 166-176 Effortlessly fast, intoxicating to drive: the big Aston is better than 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

ever. LxWxH 4712x2146x1280 Kerb weight 1693kg 5.2 V12

715

211

3.7

what Audi does best. LxWxH 4939x1886x1467 Kerb weight 1710kg

13.5

306

2.0 45 TFSI quattro 3.0 55 TFSI quattro DBX 5dr SUV £160,230 AAAAB 4.0 RS6 quattro Doesn’t try to be the biggest, fastest SUV, and may be all the more 2.0 40 TDI appealing for it. LxWxH 5039x1998x1680 Kerb weight 2245kg 2.0 40 TDI quattro 4.0 V8 550 181 4.5 19.7 269 3.0 50 TDI quattro 3.0 S6 TDI quattro

242 335 596 201 201 282 344

155 155 174 149 150 155 155

6.2 5.3 3.6 8.3 7.8 5.7 5.1

34-36.2 31.7-34.0 22.2-22.8 45.6-49.6 44.1-46.3 38.2-39.8 35.3

177-189 189-201 281-289 150-162 159-167 187-195 209

AU D I

AAABC

A1 Sportback 5dr hatch £18,920–£31,760

A3 Saloon 4dr saloon £25,265–£51,310 AAAAC AAAAB Undercuts the case to own an A4. Upmarket interior and good to

36.2 33.6 53.3 52.3 28.5

mp

A6 4dr saloon £38,520–£79,375

ASTON MARTIN

1.0 25 TFSI 94 118 10.8 48.7-50.4 128-133 AAABC 1.0 30 TFSI 114 126 9.5 46.3-51.4 124-139 The Fiat 500’s Abarth makeover makes it a true pocket rocket.

1.5 35 TFSI 148 137 7.7 44.1-44.8 142-145 LxWxH 3657x1627x1485 Kerb weight 1070kg 2.0 40 TFSI 197 146 6.5 40.4 158 1.4 T-jet 145 143 130 7.8 38.7-39.2 162-164 1.4 T-jet 165 Turismo 162 135 7.3 37.7-38.2 161-166 A3 Sportback 5dr hatch £23,300–£50,310 AAAAC 1.4 T-jet 180 Competizione 177 140 6.9 36.7 171 All the above but with the added convenience of a usefully larger boot. LxWxH 4313x1785x1426 Kerb weight 1180kg 1.4 T-jet 180 Essesse 177 140 6.7 36.7 171 1.0 30 TFSI 114 128 9.9 48.7-52.3 124-132 695 3dr hatch/2dr open £30,650 AAABC 1.5 35 TFSI 148 137 8.2 44.8-48.7 132-142 A convincing track-day 500 with decent dynamic ability, but overly 2.0 TFSI RS3 quattro 394 155 4.1 29.7 214-216 firm ride spoils it. LxWxH 3657x1627x1485 Kerb weight 1045kg 1.6 30 TDI 114 126 10.4 61.4-68.7 111-119 1.4 T-jet 180 Rivale 177 140 6.7 36.2-36.7 171 1.5 35 TDI 148 135 8.1 56.5-61.4 119-131

2.0 Turbo Petrol 200 2.0 Turbo Petrol 280 2.2 Turbo Diesel 160 2.2 Turbo Diesel 190 2.9 BiTurbo Quadrifoglio

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LxWxH 4725x1842x1434 Kerb weight 1370kg

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

595 3dr hatch/2dr open £17,310–£28,440

Handsome and special dynamically but lacks finesse and comes as an auto only. LxWxH 4643x1860x1436 Kerb weight 1429kg

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ABARTH

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AAAAC 3.0 TFSIe quattro 449 155 4.9 100.9-113.0 57-64 4.0 S8 quattro 571 155 3.8 24.1-24.4 263-265 3.0 50 TDI quattro 282 155 5.9 38.7-40.9 180-192 2.2 Turbo Diesel 190 187 130 7.6 45.6 159 2.0 35 TFSI 148 139 8.6 40.9-46.3 140-157 3.0 50 TDI quattro LWB 282 155 5.9 38.2-40.4 182-193 2.2 Turbo Diesel 190 Q4 AWD 187 130 7.6 43.5 169-170 2.0 40 TFSI 187 155 7.3 40.9-44.8 143-187 2.2 Turbo Diesel 210 Q4 AWD 207 134 6.6 42.8 168 2.0 45 TFSI quattro 242 155 5.6 34.9-35.3 181-184 E-tron 5dr SUV £60,600–£93,500 AAAAB 2.0 Turbo 200 Q4 AWD 197 134 7.2 30.1 206-209 3.0 30 TDI 132 133 9.5 50.4-55.4 133-146 A rounded, uber-luxurious addition to the premium EV niche.

2.0 Turbo 280 Q4 AWD 276 143 5.7 30.4 208 2.0 35 TDI 148 136 8.9 50.4-55.4 133-146 LxWxH 4901x1935x1629 Kerb weight 2490kg 2.9 BiTurbo Quadrifoglio 503 197 3.8 24.6 261 2.0 40 TDI quattro 187 146 7.4 50.4-54.3 137-148 50 quattro 71kWh 308 118 6.8 190 0 3.0 S4 TDI 342 155 4.8 40.4-40.9 181-183 55 quattro 95kWh 403 124 5.4 237 0 ALPINA S quattro 95kWh 503 130 4.5 223 0 B3 4dr saloon/5dr touring £66,665–£68,165 AAAAA A4 Avant 5dr estate £32,235–£83,170 AAAAC Buchloe’s take on 3 Series makes a case for being all the car you Classy and demure estate lacks the dynamic sparkle of rivals.

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

Quite pricey, but a rounded car with plenty of rational appeal.

LxWxH 4029x1746x1418 Kerb weight 1105kg

Giulia 4dr saloon £34,995–£67,995

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Alfa’s first SUV is a solid effort. Choosing the petrol version gives it High quality and competent but leaves the dynamic finesse to its charisma. LxWxH 4687x1903x1671 Kerb weight 1604kg rivals. LxWxH 4726x1842x1427 Kerb weight 1320kg

Nomad 0dr open £38,000

CCCCC Inherently dangerous/unsafe. Tragically,

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Stelvio 5dr SUV £41,255–£73,995 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.

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drive. LxWxH 4458x1796x1416 Kerb weight 1240kg 1.0 30 TFSI 1.5 35 TFSI 2.0 TFSI RS3 quattro 1.6 30 TDI 1.5 35 TDI

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

A7 Sportback 5dr coupé £48,085–£115,990

AAABC

Easy on the eye and to live with, but let down by stolid dynamics.

LxWxH 4969x1908x1422 Kerb weight 1880kg 2.0 45 TFSI quattro 2.0 50 TFSIe quattro 3.0 55 TFSI quattro 4.0 RS7 quattro 2.0 40 TDI 2.0 40 TDI quattro 3.0 50 TDI quattro 3.0 S7 TDI quattro

242 299 335 596 201 201 282 344

155 155 155 174 152 155 155 155

6.2 6.3 5.3 3.6 8.3 7.0 5.7 5.1

A8 4dr saloon £73,330–£117,310

35.3-36.2 177-183 134.5-141.2 46-47 32.1-34.0 189-199 22.2-23.0 280-287 47.9-49.6 150-156 45.6-47.1 158-163 38.2-39.8 186-193 35.3-35.8 205-208

Unengaging to drive and light on feel, but the cabin is both huge and classy. LxWxH 5052x1968x1740 Kerb weight 2060kg 3.0 V6 55 TFSI quattro 3.0 V6 55 TFSIe quattro 4.0 SQ7 quattro 3.0 V6 45 TDI quattro 3.0 V6 50 TDI quattro

335 335

155 155

5.6 5.7

338 376 435 228 282

155 149 155 142 152

5.9 5.9 4.1 7.3 6.3

25.4-27.4 TBC 29.4-30.1 32.1-34.0 32.1-34.0

233-253 TBC 245-251 217-230 217-230

AAAAC

Q8 5dr SUV £70,800–£123,100

Striking and effective coupé-SUV range-topper leaves us wanting more. LxWxH 4986x1995x1705 Kerb weight 2145kg 3.0 V6 55 TFSI quattro 4.0 SQ8 quattro 4.0 V8 RS Q8 quattro 3.0 V6 50 TDI quattro

335 503 592 282

155 155 155 152

5.9 4.1 3.8 6.3

25.9-26.4 31.0-31.7 20.2-20.5 32.8-33.2

243-248 234-239 314-318 222-226

AAAAC

TT 2dr coupé £34,770–£66,080

Still serves up plenty of pace, style and usability for the money. It’s better to drive, too. LxWxH 4191x1966x1376 Kerb weight 1365kg

AAAAC 2.0 40 TFSI 2.0 45 TFSI 2.0 45 TFSI quattro 28.2-29.4 217-228 2.0 50 TFSI quattro TTS 28.2-29.1 219-228 2.5 TT RS quattro

Technical tour de force benefits from Audi’s knack of making very good limousines. LxWxH 5172x1945x1473 Kerb weight 1920kg 3.0 55 TFSI quattro 3.0 55 TFSI quattro LWB

AAAAC

Q7 5dr SUV £56,935–£96,880

194 242 242 302 395

155 155 155 155 155

6.6 5.8-5.9 5.2 4.5 3.7

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

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

AAAAC

TT Roadster 2dr open £34,320–£67,830

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

194 242 242 302 395

155 155 155 155 155

6.9 6.0-6.1 5.5 4.8 3.9

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

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

N E W CAR PR I CES Po

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170

2.8

NA

NA

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

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

9.5-9.8 7.8 11.8 9.6 8.2 8.0

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

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

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

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

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

420i 181 146 8.2-8.4 34.0-35.8 181-183 AAAAB 430i 248 155 6.3-6.4 32.8-35.3 183 May not drive like a traditional BMW but delivers on upmarket hatch 440i 321 155 5.4 29.7-30.4 194 values. LxWxH 4319x1799x1434 Kerb weight 1365kg M4 Competition 444 155 4.3-4.5 26.9-28.0 229 118i 138 132 8.5 46.3-47.1 130-134 420d 187 146 8.1-8.2 44.1-46.3 160 128ti 261 155 6.1 40.9 157 430d 254 155 5.9 39.2-39.8 180 M135i xDrive 302 155 4.8 36.2 177 435d xDrive 308 155 5.2 37.7-38.2 189 116d 114 TBC 10.1-10.3 60.1-62.8 119-123 118d 148 134 8.4-8.5 58.9-60.1 123-127 4 Series Gran Coupé 4dr coupé £36,660–£49,440 AAAAC 120d 187 144 7.3 55.4-57.6 129-133 Essentially a prettier 3 Series. Good, but not better than the 120d xDrive 187 TBC 7.0 52.3-53.3 139-142 regular saloon. LxWxH 4640x1825x1404 Kerb weight 1520kg 420i 181 146 7.5-7.7 34.9-37.1 172-173 2 Series 2dr coupé £27,105–£75,355 AAAAB 420i xDrive 181 144 7.8-8.1 25.8-33.2 182-183 A proper compact coupé now. Could be better equipped, though.

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

7

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

AAABC

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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

ph

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

R8 2dr coupé £117,325–£157,030

AAAAB

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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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AAAAB

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

BAC

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

89 99

109 114

11.1 11.6

47.1-47.9 131 46.2 116

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

AAABC

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

89 99

104 108

12.4 TBC

44.3 TBC

138-139 134 AAABC

Duster 5dr SUV £11,245–£20,145

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

89 128 148 99 113 113

103 120 125 106 113 108

13.5 10.6 9.7 14.4 10.3 12.1

46.3 45.6 44.8 TBC 57.7 51.4

139 141 143 146 128 143

DS

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

13 OCTOBER 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

TBC

F I AT

AAABC

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

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

68 69 TBC 116

99 104 TBC 116

12.9 13.8 TBC 9.0

500L 5dr MPV £18,030–£21,330

123 129 128

10.3 9.5 9.8

47.1 43.5 40.9

159-160 170-171 181 AAABC

148 188 188

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

46.3 43.5 40.4

Ecosport 5dr SUV £20,845–£22,045

160 171 184

93

103-111 13.4

500X 5dr hatch £19,460–£26,060

47.1 53.3 TBC 199

136-141 119-121 0 0

118 148

117 124

10.9 9.1

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98 118 74 83

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

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113-117 118 99 106

10.8-11.4 10.2 13.6 12.8

47.9-49.6 47.1 47.9 45.6-47.9

129-134 137 134 134-141

AAABC

i30 5dr hatch £20,705–£25,545

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

11.1 8.6 6.1 11.0-11.2

45.6 42.2-46.3 34.0 58.9-60.1

121-122 142 188 121-122

AAAAC

E-Pace 5dr SUV £30,490–£49,965

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

2.0 P200 AWD 198 134 7.7 30.1 213 2.0 P250 AWD 245 143 6.6 29.8 215 1.0T Ecoboost 140 138 115 10.2 47.1 136 1.5 T-GDI 157 130 8.6 49.6-52.3 141-151 2.0 P300 AWD 295 151 5.9 28.3 226 1.5 TDCi EcoBlue 100 99 105 13.6 56.5 128 2.0 T-GDI 275 N Performance 272 155 6.1 34.0 188 1.5 P300e 305 134 6.5 TBC TBC 1.5 TDCi EcoBlue 125 123 113 10.7 53.3 139 2.0 D150 148 124 9.5 42.7 174 i30 Tourer 5dr estate £21,455–£26,295 AAABC 2.0 D150 AWD 148 120 9.9-10.1 36.5-41.8 177-188 Puma 5dr SUV £23,640–£30,415 AAAAC Another solid car. Good value and practical but lacks excitement.

2.0 D180 AWD 177 127-128 8.7-9.4 39.5-41.2 180-188 Compact crossover finally has a class leader capable of appealing LxWxH 4585x1795x1465 Kerb weight 1245kg 2.0 D240 AWD 236 139 7.0 37.1 200 to petrolheads. LxWxH 4186x1805x1554 Kerb weight 1280kg 1.0 T-GDi 120 118 117 11.4 47.9-49.6 130-139 1.0T Ecoboost 125 123 119 10.0 46.3 138 1.6 CRDi 136 134 123 10.9 56.5-57.6 126-127 F-Pace 5dr SUV £40,860–£77,595 AAAAC 1.0T Ecoboost MHEV 125 123 119 9.8 50.4 127 Credible first SUV effort is as refined and dynamic as a Jaguar 1.0T Ecoboost MHEV 155 153 124 8.9 50.4 127 Ioniq 5dr hatch £23,840–£35,950 AAABC should be. LxWxH 4731x2071x1666 Kerb weight 1690kg First attempt at electrification for the masses is a good effort.

2.0 P250 AWD 246 135 7.3 30.4 214-220 Kuga 5dr SUV £26,765–£38,425 AAAAC LxWxH 4470x1820x1450 Kerb weight 1370kg 3.0 P400 AWD 394 155 5.4 28.8 222-230 All-new version of popular SUV mixes dynamism with practicality 1.6 Hybrid 141 139 115 10.8-11.1 61.4-62.8 102 2.0 P400e AWD 398 149 5.3 TBC TBC and refinement. LxWxH 4614x1883x1678 Kerb weight 1698kg 1.6 Plug-in Hybrid 141 139 110 10.8 256.8 26 5.0 V8 SVR 550 AWD 548 178 4.0 23.1 275 1.5T Ecoboost 120 117 115 11.6 42.2 152 Electric 132 110 10.6 194 0 2.0 D165 AWD 163 121 9.9 45.4 165-171 1.5T Ecoboost 150 148 121 9.7 41.5-42.8 151 2.0 D200 AWD 197 130 8.0 45.4 165-171 2.5 Ecoboost PHEV 223 125 9.2 201.8 32 Kona 5dr hatch £21,060–£41,250 AAAAC 3.0 D300 AWD 296 143 6.4 38.1 195-202 1.5T EcoBlue 120 118 112 11.7 55.4 134 Hyundai’s first crossover is the perfect blend of practicality, value and style. LxWxH 4165x1800x1550 Kerb weight 1233kg 2.0T EcoBlue 150 MHEV 148 121 9.6 56.5 132 I-Pace 5dr SUV £64,495–£74,995 AAAAB 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

m /62

i20 5dr hatch £18,605–£22,105

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

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

)

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

F8 Tributo 2dr coupé/open £203,476

ph

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

p

(m

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

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

3.9T V8

To

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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

p)

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

Po

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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

NA

XF 4dr saloon £33,925–£44,760

AAAAB

AAABC

Renegade 5dr SUV £23,400–£36,500

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

118 148 188 238

115 122 113 124

11.2 9.4 7.5 7.1

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

Wrangler 2dr/4dr SUV £41,525–£51,850

Heavy-duty off-roader goes anywhere but lacks on-road manners.

LxWxH 4223x1873x1840 Kerb weight 1827kg 2.0 GME 2.2d MultiJet II 200 4WD

265 197

110 114

7.3-7.6 9.5

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

KIA Tops the pile thanks to outstanding driver appeal. Poised and engaging but refined. LxWxH 4678x1850x1416 Kerb weight 1450kg Picanto 5dr hatch £10,995–£15,795 AAACC G I N E T TA 2.0 P250 246 150 6.7 34-35.5 179-187 Nice drive and cabin but now overshadowed by rivals.

Tipo 5dr hatch £17,690–£21,985 AAABC G40 Club Car 2dr coupé £35,000 (+champ pack) AAABC 2.0 P300 AWD 296 155 5.9 30.8-32.4 197-207 LxWxH 3595x1406x1485 Kerb weight 935kg A ’90s reboot that has been on a diet. Decent to drive and ample A balanced, affordable and fine-looking track-day car. Some of the 2.0 D200 198 146 7.3 54.0-57.7 128-137 1.0 MPi 65 100 13.8 49.6-50.4 117-122 interior space. LxWxH 4368x1792x1495 Kerb weight 1195kg finish isn’t quite up to snuff. LxWxH TBC Kerb weight 840kg 1.25 MPi 82 100-107 11.6-13.2 42.2-49.6 128-131

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

NA

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

FO

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

99

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 13 OCTOBER 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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Niro 5dr SUV £25,150–£39,395

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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

C

(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

NA NA

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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

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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

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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

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

7.9 6.0 5.7 4.8 4.1 7.0 6.0 5.7

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

146 155 155 155 174 145 155 155

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

181 258 316 385 503 192 241 302

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

13 OCTOBER 2021 AUTOCAR.CO.UK 77

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GLE Coupé 5dr SUV £72,725–£130,250

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

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

2.0

149 155 174

5.7 5.3 3.8

33.6 25.7 TBC

219 244 280

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AAABC

Plus Four 2dr open £62,995

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

(g O2

) /km

255

149

5.1

38.8

165 AAABC

Plus Six 2dr open £82,920–£90,590

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

325 578

130 137

6.4 4.5

TBC 281-282 18.6-18.8 373

NISSAN

AAAAC

Micra 5dr hatch £13,995–£20,145

Refreshed look and better handling makes it an enticing choice.

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

237 362 429 189 242 325

155 155 155 145 155 155

6.4 5.0 4.4 7.6 6.4 5.3

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

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

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

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

Leaf 5dr hatch £29,845–£37,710

MG

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

99

8.9

TBC

0

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

71

100

13.0

29

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

0

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

Sibling 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 13 OCTOBER 2021

for a game-changer. LxWxH 4300x1770x1550 Kerb weight 1205kg

82

115

6.0

NA

NA

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

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Macan 5dr SUV £48,965–£71,140

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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 as a useful addition to Suzuki’s line-up. LxWxH 4655x1790x1460 Kerb weight 1420kg 1.8 Hybrid

120

112

11.1

TBC

99

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

NA

NA

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

22

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

NA NA

Zany solution to personal mobility is suitably irreverent and impractical. LxWxH 2338x1381x1454 Kerb weight 474kg 50

NA

62

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

81

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

0

Model X 5dr SUV £87,890–£102,980 AAAAB AAACC A genuine luxury seven-seat electric SUV that also has a large

84

0

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

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

71

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

99

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

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

79

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

94

81

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

79

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

81

81

12.3

162

0

13 OCTOBER 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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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 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

Nissan Ariya On sale early 2022, price £40,000 (est) Having succeeded with the Leaf electric family hatchback, Nissan has added an EV to the lucrative family SUV class. Due to rival the Volkswagen ID 4, the strikingly styled Ariya is claimed to combine high levels of technology with exciting handling.

Five versions will be offered, with one or two motors and a 63kWh or 87kWh battery.

Depending on the variant, range is between 223 and 310 miles and power between 215bhp and 302bhp. Inside, you will find a pared-back new design featuring two 12.3in digital displays on the dashboard.

OCTOBER

Abarth 695 Esseesse, Bentley Flying Spur PHEV, BMW X3 update, X3 M update, X4 update, X4 M update, Dacia Duster update, Ferrari Portofino M, Fiat 500X Dolcevita, Genesis G70, G80, GV70, GV80, Hyundai Kona N, Lotus Evija, Mercedes-Benz EQB, EQS, Mercedes-Maybach GLS, S-Class, Morgan Plus 8 GTR, Pininfarina Battista, Porsche 911 GT3 Touring, 911 GTS, Cayenne Turbo GT, Macan update, Rimac Nevera, Seat Arona update, Ibiza update, Tarraco PHEV, Skoda Enyaq iV 80x Sportline, Tesla Model S Plaid, Volkswagen Golf R Estate, Tiguan Allspace update

New NX offers hybrid and plug-in hybrid N OV E M B E R

Audi RS3 Saloon, RS3 Sportback, BMW 4 Series Gran Coupé, i4, iX xDrive50, M4 Cabriolet, Chevrolet Corvette, Citroën ë-Berlingo, DS 4, 4 Cross, 9, 9 PHEV, Ferrari 812 Competizione, 812 Competizione Aperta, 812 GTO, Ford Mustang Mach-E GT, Ranger Raptor Special Edition, Jeep Compass PHEV, Maserati Levante update, Levante Hybrid, Mercedes-AMG GT 4-Door PHEV, S63, SL, Morgan Plus Four CX-T, Peugeot 308, 308 SW, Rifter EV, Porsche 911 Carrera T, Rolls-Royce Ghost Black Badge, Skoda Kodiaq update, Ssangyong Korando e-Motion, Toyota GR 86, Vauxhall Combo-e Life, Grandland update, Volkswagen ID 4 GTX, Polo update, Polo GTI update DECEMBER

Alfa Romeo Giulia update, Stelvio update, Honda HR-V, Jeep Wrangler PHEV, Kia Sportage, Lexus NX, NX PHEV, McLaren Artura, Mercedes-AMG One, S63e PHEV, MG E-Motion, supermini EV, Nissan X-Trail, Porsche Taycan GTS, Renault Kadjar, Skoda Fabia, Vauxhall Astra, Astra PHEV, Astra Sports Tourer

All dates are approximate and subject to change

E A R LY 2 022

Alfa Romeo Tonale, Audi Q6 E-tron, Q9, BMW 2 Series Active Tourer, 2 Series Coupé, iX1, M2 Coupé, X1, Citroën Ami, C5X, Cupra Born, Dacia Jogger, Ferrari 296 GTB, 296 GTS, Ford Fiesta update, Focus update, Genesis G70 EV, G70 Shooting Brake, G80 EV, G90, GV60, GMA T50, Honda Civic, Civic Type R, Hyundai Ioniq 5 N, Ineos Grenadier, Kia EV6, Lamborghini Countach, Urus update, Urus PHEV, Land Rover Defender 130, Range Rover, Range Rover Sport, Lexus EV, Lotus Emira, Maserati Granturismo, Grecale, Mazda CX-5 update, Mercedes-AMG C53, C63e, EQS 53, Mercedes-Benz EQE, EQT, T-Class, Nissan Ariya, Ora Cat, Renault Mégane E-Tech Electric, Subaru Solterra, Tesla Model Y, Toyota Aygo X, bZ4x, Vauxhall Astra-e, Volkswagen Golf R Estate, ID 5, ID 5 GTX, Taigo, Wells Vertige, Wey Coffee 01

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 13 OCTOBER 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

New-look 2 Series Coupé retains RWD

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

NA NA

ROAD TEST ROAD TEST ed

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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

AUDI

22.3.17 A1 Sportback 35 TFSI S line AAABC 2.10.19 18.11.20 A3 Sportback S3 AAABC A L FA R O M E O 18.9.19 A4 S4 TDI AAAAC Giulia Quadrifoglio AAAAB 29.3.17 RS4 Avant AAAAC 14.2.18 3.1.18 A5 S5 AAABC 11.1.17 Stelvio 2.2D 210 Milano AAABC 9.1.19 A5 Sportback 2.0 TFSI S line AAABC 8.3.17 Quadrifoglio AAAAC 27.1.16 A6 40 TDI S line Avant AAAAC 14.11.18 4C Spider AAACC RS6 Avant Carbon Black AAAAC 11.3.20 ALPINA A7 Sportback 50 TDI Sport AAABC 11.7.18 B3 Touring AAAAA 4.11.20 A8 L 60 TFSIe Sport quattro AAABC 17.6.20 22.9.21 TT RS AAAAC 7.12.16 B8 Gran Coupé AAAAC 26.6.19 E-tron 55 quattro AAAAB ALPINE 2.6.21 S quattro AAABC A110 Premiere Edition AAAAA 16.5.18 Q2 1.4 TFSI Sport AAAAC 9.11.16 20.3.19 SQ2 quattro AAAAC ARIEL 7.7.21 Q4 E-tron 40 Sport AAABC Atom 4 AAAAA 9.10.19 Q5 2.0 TDI S line AAAAC 15.3.17 21.6.17 Nomad AAAAA 24.6.15 SQ5 quattro AAABC 26.10.16 Q7 SQ7 4.0 TDI AAAAC ASTON MARTIN 26.9.18 Q8 50 TDI S Line AAAAC Vantage V8 AAAAB 23.5.18 R8 V10 Plus AAAAC 30.12.15 1.9.21 F1 Edition Coupé AAAAC DBS Superleggera AAAAA 21.11.18 B E N T L E Y 28.10.20 Continental GT W12 First Edition AAAAB DBX AAAAB 2.5.18 15.7.20 Flying Spur W12 AAAAB

Bentayga W12 AAAAB

18.5.16

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 M5 CS AAAAA 14.7.21 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 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

CITROEN

KIA Stinger 2.0 T-GDI GT-L S AAABC Rio 1.0 T-GDI 3 Eco AAABC Ceed 1.6 CRDi 115 2 AAABC 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

PEUGEOT 25.4.18 1.3.17 29.8.18 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 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 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

18.10.17 1.10.14 18.2.15 6.2.19 6.6.18

C3 Puretech 110 Flair AAABC 28.12.16 L O T U S 29.6.16 C3 Aircross Puretech 110 AAABC 7.3.18 Elise Cup 250 AAABC 26.5.21 Evora S 2+0 AAAAC 30.3.11 C4 Puretech 130 Auto AAACC C5 Aircross BlueHDi 180 AAABC 13.2.19 Exige Sport 390 Final Edit’n AAAAB 21.7.21

CUPRA Leon 310 VZ3 Estate AAAAC Ateca 2.0 TSI 4Drive AAABC Formentor 2.0 TSI VZ2 AAAAB

DACIA

M A S E R AT I 8.9.21 Ghibli Diesel AAABC 23.1.19 Quattroporte Trofeo AACCC 3.2.21 Levante Diesel AAACC S Granlusso AAABC

12.3.14 4.8.21 30.11.16 8.5.19

Sandero Stepway TCe 90 AAAAC 28.4.21 M A Z D A 22.4.15 Duster SCe 115 Comfort AAAAC 22.8.18 2 1.5 Skyactiv-G SE AAAAC 6.11.19 3 2.0 Skyactiv-X AAAAC DALLARA 2.9.15 MX-5 1.5 SE-L Nav AAAAB Stradale AAAAB 16.10.19 MX-30 145PS AAABC 10.3.21 22.7.15 CX-3 1.5D SE-L Nav AAABC DS 28.6.17 CX-5 2.2D Sport Nav AAAAC 3 Crossback Puretech 155 AAACC 10.7.19 7 Crossback Puretech 225 AAABC 19.9.18 M c L A R E N 570S 3.8 V8 AAAAA 30.3.16 FERRARI 22.5.19 600LT Spider 3.8 V8 AAAAB 488 GTB AAAAA 25.5.16 620R 3.8 V8 AAAAC 23.12.20 7.8.19 GT 4.0 V8 AAABC 27.1.21 488 Pista AAAAB 25.7.18 720S 4.0 V8 AAAAA 812 Superfast AAAAC 24.5.17 10.10.18 Senna 4.0 V8 AAAAA F I AT 7.5.14 P1 AAAAA Panda 4x4 Twinair AAAAB 17.4.13 26.2.14 M E R C E D E S - A M G 500 Abarth 595 AAAAC A-Class A45 S 4Matic+ Plus AAAAB 4.3.20 FORD 3.6.15 C-Class C63 AAAAB Fiesta 1.0T Ecoboost AAAAC 9.8.17 C63 S Coupé AAAAB 24.4.19 15.8.18 CLS 53 4Matic+ AAAAC 17.10.18 ST-3 1.5 T Ecoboost AAAAB 20.2.19 GT S AAAAC 29.7.15 Focus 1.5 Ecoboost 182 AAAAB 11.9.19 R AAAAB 10.5.17 ST AAAAC RS AAAAA 4.5.16 GT 4-Door Coupé 63 4Matic+ AAAAB 13.3.19 S-Max 2.0 TDCi Titanium AAAAC 26.8.15 14.1.15 SLC 43 AAABC 6.7.16 Mondeo 2.0 TDCi AAAAC 13.6.18 Mustang 5.0 V8 GT F’back AAAAC 24.2.16 GLC 63 S 4Matic+ AAABC 5.12.18 GLE 53 4Matic+ AAABC 14.10.20 Bullitt AAAAC Mustang Mach-E Extended Range RWD M E R C E D E S B E N Z AAAAC 23.6.21 3.9.14 A-Class A200 Sport AAAAC 4.7.18 Ecosport 1.5 TDCi AABCC 25.3.20 A250e AMG Line Premium AAACC 5.8.20 Puma 1.0T 125 MHEV AAAAB 24.3.21 B-Class B180 Sport AAAAC 3.4.19 ST AAAAC 21.8.19 Kuga 2.5 PHEV ST-Line AAABC 24.6.20 CLA 250 AAACC 28.8.19 C-Class C220 Bluetec AAAAC 23.7.14 Ranger Raptor AAAAC 14.6.17 E-Class E400 Coupé AAAAC GENESIS 6.10.21 E300 Cabriolet AAABC GV80 3.0D Luxury 5-Seater AAABC15.9.21 S-Class S350 Bluetec AAAAA 16.10.13 16.9.20 GLB 220d 4Matic AAABC HONDA 10.2.16 GLC 250d AAAAC E Advance AAABC 26.8.20 G-Class G350d AMG Line AAAAC 17.7.19 12.2.20 Jazz 1.5 i-MMD Hybrid EX AAABC 7.10.20 GLS 400d AAABC 19.4.17 X-Class X250d 4Matic AAABC 20.6.18 Civic 1.5 i-VTEC Turbo AAAAC 25.10.17 2.0 Type R GT AAAAB M G 12.7.17 Clarity FCV AAAAC 7.11.18 3 1.5 3Form Sport AAABC 25.12.13 CR-V 1.5T EX CVT AWD AAABC 5.10.16 5 SW EV Exclusive AAABC 25.11.20 NSX AAAAB 4.12.19 ZS EV Exclusive AAACC

HYUNDAI

i10 1.2 MPi Premium AAAAC 15.4.20 24.2.21 i20 1.0 T-GDI 100 48V AAABC 25.8.21 N AAAAB 27.12.17 i30 N AAABC 13.9.17 1.4 Premium SE AAABC Kona Electric 64kWh Premium SE AAAAC 31.10.18 Santa Fe 2.2 CRDi P’m SE AAABC 6.3.19 Tucson 1.6 T-GDi Hybrid P’m AAAAC 17.3.21 12.6.19 Nexo AAABC

MINI Mini Cooper S AAAAB Cooper S Works 210 AAAAB Clubman Cooper D AAABC Convertible Cooper S Sport Automatic AAAAC Countryman Cooper D AAABC Plug-in Hybrid AAABC

2.4.14 6.12.17 25.11.15 19.5.21 22.2.17 26.7.17

MITSUBISHI

Eclipse Cross 1.5 First Edition 2WD AAACC JAGUAR 14.3.18 F-Type V8 S Convertible AAAAC 12.6.13 Outlander PHEV GX4hs AAABC 16.4.14 11.6.14 V6 S Coupé AAAAB 22.11.17 M O R G A N 2.0 R-Dynamic Coupé AAAAC 29.4.20 Plus Four AAABC 12.8.20 P575 R AWD Coupé AAAAC 2.12.15 3 Wheeler AAAAA XF 2.0 R-Sport AAAAB 6.6.12 17.4.19 300 R-S Sportbrake AAABC N I S S A N 1.7.15 XE 2.0 R-Sport AAAAB 11.4.18 Micra 0.9 N-Connecta AAAAC 26.4.17 E-Pace D180 AWD SE AAABC 11.5.16 DIG-T 117 N-Sport AAACC 27.3.19 F-Pace 2.0d AWD AAAAC 24.7.19 Juke 1.0 DIG-T 117 AAABC 29.1.20 SVR AAAAB 12.9.18 Qashqai 1.3 DIG-T 158 AAAAC 28.7.21 I-Pace EV400 S AAAAB 13.8.14 X-Trail 1.6 dCi 2WD AAABC JEEP 16.11.16 GT-R Recaro AAAAB Compass 2.0 M’jet 4x4 L’d AAACC 3.10.18 Renegade 4xe Trailhawk AAACC 30.6.21 N O B L E 14.10.09 Wrangler 2.2 M’Jet-II Ov’d AAAAC 10.4.19 M600 AAAAB

SUZUKI

208 e-208 Allure Premium AAAAC 6.5.20 24.10.18 508 GT BlueHDi 180 AAAAC 8.7.20 Hybrid 225 Allure SW AAAAC 5.5.21 PSE Hybrid4 SW AAAAC 30.9.20 2008 e-2008 GT Line AAABC 3008 1.6 BlueHDi GT Line AAABC 18.1.17 5008 2.0 BlueHDi GT Line AAABC 1.11.17

P O L E S TA R 1 AAAAC

PORSCHE 718 Boxster AAAAB Spyder AAAAB Cayman S AAAAB Cayman GTS AAAAB 911 GT2 RS AAAAC Carrera S AAAAB GT3 PDK AAAAB 918 Spyder 4.6 V8 AAAAA Cayenne Turbo AAAAC Turbo S E-Hybrid AAABC Taycan Turbo S AAAAA

R E N A U LT Clio TCe 100 Iconic AAAAB Mégane 1.5 dCi Dyn. S Nav AAACC E-Tech Plug-in Hybrid 160 AAACC RS Trophy-R AAAAC Grand Scénic dCi 130 Nav AAABC Kadjar dCi 115 Dyn. S Nav AAAAC Arkana E-Tech Hybrid 145 AAABC Captur 1.3 TCe 130 EDC AAABC

21.10.20

TESLA Model 3 Standard Range Plus AAAAC4.9.19 20.4.16 Model S P90D AAAAB 15.2.17 Model X 90D AAAAC

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 Design Premium AAAAC C-HR Excel 1.8 Hybrid AAAAC GR Supra Pro AAAAC

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GREATEST ROAD TESTS OF ALL TIME

FERRARI 612 SCAGLIETTI TESTED 25.5.04

V12-powered four-seat motoring from Ferrari took a leap forward with the 612. It was a huge hit dynamically but we lamented its awkward looks.

Using an engine and transaxle derived from the 456 GT, the aluminium-intensive 612 gained 350mm in wheelbase over its predecessor. This was to help mount the engine behind the front axle and create a rearward weight bias. Power jumped by 98bhp and torsional rigidity by 60%. Fussy exterior styling was unconvincing, though.

Phenomenal pace bested that of most supercars, thanks to low gearing and outstanding tractability. The optional robotised manual six-speed reacted on demand yet was smooth in auto mode. The brakes were powerful and fade-free.

Handling was a revelation.

The 612’s agility belied its 1870kg bulk and five-metre length thanks to accurate, sensitive steering, a supple ride and top-class body control with

the adaptive dampers firmed up.

The tail was quick to step out in the wet, though.

The interior was less opulent than you’d expect, and toys were few, but the cabin was roomy enough to be a true four-seater.

FOR Heroic drive, agility, room AGAINST Styling, price, thirst FACTFILE

Price £177,500 Engine V12, 5748cc, petrol Power 540bhp at 7200rpm Torque 434lb ft at 5250rpm 0-60mph 4.4sec 0-100mph 9.7sec Standing quarter 12.6sec, 117mph Top speed 207mph Economy 13.3mpg WHAT HAPPENED NEXT…

The UK’s final manual examples were registered in 2009, but the ‘F1A’ automatic lasted a year longer. Today, there are fewer than 200 examples left on UK roads. Its place as a four-seat V12-powered Ferrari GT was taken in 2011 by the FF, the Modena firm’s first four-wheeldrive production car. The same format was adopted by that car’s successor, the GTC4 Lusso (2016-2020). The Purosangue is currently being lined up to take the GT mantle into a new era.

13 OCTOBER 2021 AUTOCAR.CO.UK 81

Matt Prior

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

TESTER’S NOTES

Winkers mandated 25 May 1956

Honda Jazz makes Prior family friend rather feel her age et me tell you about Daphne. Daphne is a friend of the family.

Retired, healthy and in her seventies, she lives in a small town in the sticks that’s badly served by public transport. Most of her travel is around her town and nearby villages, so she drives, because she’s busy. She organises things, helps people out, takes people in.

She’s well known and totally adored.

She also recently wanted a new car. Now, Daphne knows a lot about a lot of things, but cars aren’t her bag. I’m afraid she’s not an Autocar reader. She knows enough, though, to do what’s sensible. She asked friends, read reviews and eventually asked the local car dealer, and they all said much the same: “Buy something like a Honda Jazz.

You won’t regret it.” She bought something so much like a Jazz, in fact, that she bought a Jazz.

Now, the Jazz is the sort of car that I recommend often for people like

L

What better way to make an entrance at the next church fete?

82 AUTOCAR.CO.UK 13 OCTOBER 2021

`

When Daphne sees the Jazz on her driveway, she thinks: ‘Has it really come to this?’ a Daphne. Actually, it’s the sort of car I also recommend to people who aren’t particularly like Daphne but are enough like her in that they want a dependable, sensible and economical runabout. Something that probably won’t go wrong, that doesn’t burn a lot of fuel and that is compact yet has room for grandchildren, cakes for the church fete or a dachshund. The Jazz is precisely that sort of car.

But there is a problem. Despite being a lovely old lady and a pillar of the community – which, whether Honda likes this or not, is core Jazz demographic – Daphne doesn’t like her new car. “You won’t regret it,” they said, but I’m afraid she does.

It’s not that there’s anything wrong with it. It’s as reliable and sensible as any other newish Honda and Daphne knows that this is exactly what she needs in a car. It’s just that when it comes to walking out of her house in the morning and seeing the Jazz on her driveway, Daphne’s heart sinks and she thinks: “Has it really come to this?”

The Jazz is the sort of car, Daphne thinks, that people buy when they’ve had quite enough excitement for one lifetime. It’s the sort of car that people buy thinking “it will see me out”. She can’t shake the feeling that the Jazz is an old woman’s car. And even though

technically she is one (sorry, Daph), that’s not how she feels.

This is both terrific and terrifying news to me.

It’s terrifying because I recommend cars like the Jazz to people who aren’t interested in cars all the time, and usually when I talk to them again months later, they’re thrilled: it doesn’t go wrong, it gets warm in winter and cool in summer, it’s easy to drive and it’s comfortable. But what if they’re just politely accepting this car-asan-appliance, or if it just reinforces their belief that cars are boring?

And it’s terrific because, honestly, who wants a Jazz? If Daphne’s life was depicted as part of a Hollywood film set in an English country idyll, she would drive along country lanes and pull up outside chocolate-box cottages in a Morris Minor or an old Series Land Rover.

It’s a romantic notion, but not everybody wants the hassle of running a classic car.

I’ve suggested that Daphne head back to the Honda dealership to partexchange her Jazz for a Civic Type R.

GET IN TOUCH

matt.prior@haymarket.com @matty_prior

TRANSPORT MINISTER HAROLD Watkinson announced in 1956 that, after 1958, all new cars would have to be fitted with amber ‘winkers’, replacing our ‘trafficator’ arms.

Autocar commented: “When the winker first appeared, the General Medical Council established quite positively that it wasn’t as efficient as the semaphore, owning to a lag in recognition stemming from two sources: that it was not possible to tell until occulting began whether it was a brake light or a turn signal; and that the brain needed time to work out that a flashing light in a certain position meant that a turn was intended – an interval that was unnecessary with the instinctive pointing of the semaphore.

“Not enough research has gone into indicators. None of the devices in use is perfect – certainly not the waving human arm – and the winker is no more perfect than any of the others.”

G E T M O R E AU T O C A R

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