Autocar 10th April 2019

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Est. 1895 | autocar.co.uk | 10 April 2019

But it’s now a Fiesta SUV

NEW JAGUAR XE Why there’s still life in Jag’s saloon range Great to drive, but can it scare BMW?

10 – 17 April 2019

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10 April 2019 | Jeep Wrangler

Now better on (and off) road

Skoda’s cut-price Focus rival

Why the 928 is now a classic

B R I TA I N ’ S N E W F 1 S TA R

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The Touareg.

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compare fuel consumption and CO2 figures with other vehicles tested to the same technical procedures. These figures may not reflect real life driving results, which will depend upon a number of factors including the accessories fitted (post-registration), variations in weather, driving styles and vehicle load. There is a new test used for fuel consumption and CO2 figures (known as WLTP). The CO2 figures shown however, are based on a calculation designed to be equivalent to the outgoing (NEDC) test cycle and will be used to calculate vehicle tax on first registration. For more information, please see www.volkswagen.co.uk/owners/wltp or consult your retailer. Data correct at 03/2019. Figures quoted are for a range of configurations and are subject to change due to ongoing approvals/changes. Please consult your retailer for further information. Official fuel consumption figures for the Touareg model range in mpg (litres/100km): combined 32.8 (8.6) – 34.9 (8.1). Combined CO2 emissions 173 g/km.

THIS WEEK

Issue 6353 | Volume 300 | No 2 ‘It’s done more than a spacecraft on a lunar mission’

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NEWS Puma’s return Ford brings back popular nameplate New baby Lexus Toyota brand to replace CT 200h 4WD thinking AMG’s four-wheel-drive future High on hydrogen Audi revives fuel cell programme Jeep vs Land Rover 4x4 European battle analysed Rule-breaking McLaren Grand Tourer all set to go

8 13 15 17 18 20

TESTED Jaguar XE Is this Coventry’s last-chance saloon?

Mercedes-AMG GT R Pro Flat out at Hockenheim Skoda Scala Focus-baiting Czech family hatchback BMW M850i Continent-crushing convertible rated Jeep Wrangler Overland ROAD TEST

26 31 33 35 36

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FEATURES 44 50 High-mile club The cars going strong at 300k miles 54 Lando Norris We meet Britain’s youngest F1 star 56 Knobbly knees-up Lister’s revived ’50s racer driven 60 Great all-rounders Who is motoring’s Ian Botham?

IT’S A FORD PUMA, BUT NOT AS YOU KNOW IT 8

Swindon’s swansong What went wrong for Honda

OUR CARS Mini 5dr Hatch Will Oxford grad pass with honours? 64 McLaren 720S Our motor puts on a show in Geneva 67 Dacia Duster Conveyance of choice for film-makers

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EVERY WEEK Jesse Crosse Not all CVTs are what they seem Damien Smith It’s crunch time (already) for Vettel Steve Cropley Waiting impatiently for my first EV Subscribe Join our club and get exciting stuff Your views The cheap way to owning great cars Matt Prior All hail the glorious conqueror: the car

19 21 23 24 62 90

LISTER’S REBORN ‘50s TRACK STAR 60

LANDO HOPE… AND GLORY? 56

I’LL NEVER FORGET MY FIRST ALFA ROMEO ❞ – FINDAND I WANT TO FEEL THAT WAY AGAIN OUT WHO STEVE CROPLEY THINKS CAN RETURN THE ITALIAN BRAND TO GREATNESS 23

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DEALS James Ruppert Entering an ultra-low price zone As good as new Got a seven-year Boxster itch?

Spied in the classifieds From Puntos to Maybachs Used buying guide A risk/reward Porsche 928 Road test results Autocar’s gold mine of data New cars A-Z Key car stats, from Abarth to Zenos

PORSCHE’S 928 FROM £3K UP 76

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MERCEDES-AMG GT 4-DOOR vs PORSCHE PANAMERA 44 10 APRIL 2019 AUTOCAR.CO.UK 5

big on value

£1,250 deposit contribution 5.9% APR Representative^ 7 year warranty

the big value crossover 8” colour touchscreen apple carplaytm 17” alloy wheels

Fuel economy and CO2* results for the MG ZS Exclusive. Mpg (l/100km) (combined): 38.6 (7.3) to 41.5 (6.8). *CO2 emissions: 140–145 g/km. Figures shown are for comparability purposes; only compare fuel consumption and CO2 figures with other cars tested to the same technical procedures. These figures may not reflect real life driving results, which will depend upon a number of factors including the accessories fitted (post-registration), variations in weather, driving styles and vehicle load. *There is a new test used for fuel consumption and CO2 figures. The CO2 figures shown however, are based on the outgoing test cycle and will be used to calculate vehicle tax on first registration. Model shown: MG ZS Exclusive with Dynamic Red paint at £16,490 on the road (OTR). OTR price includes VAT where applicable, vehicle first registration fee, delivery, number plates and 12 months’ Vehicle Excise Duty. Prices are correct at time of being published and are subject to change without notice. Please see your local dealer or visit MG.CO.UK for details. Personal Contract Purchase (PCP). At the end of the agreement there are three options: i) Pay the optional final payment to own the vehicle, ii) Return the vehicle, or iii) Replace: Part Exchange the vehicle where equity is available. ˆ£1,250 deposit contribution applies to 4 year 5.9% APR Representative on PCP and is available at participating dealers until 30th June 2019. MG Deposit Contribution only available when vehicle financed through MG Financial Services, CF15 7YT. Subject to status, availability and terms and conditions. Applicants must be 18 or over.

COMMENT

The original car magazine, published since 1895 ‘in the interests of the mechanically propelled road carriage’ EDITORIAL Email autocar@haymarket.com Editor Mark Tisshaw Editorial director, Automotive Jim Holder Editor-in-chief Steve Cropley Managing editor Damien Smith Editor-at-large Matt Prior Deputy editor James Attwood Deputy editor – digital Rachel Burgess Deputy digital editor Tom Morgan Road test editor Matt Saunders Road testers Simon Davis, Richard Lane News editor Lawrence Allan Junior reporter Felix Page Used cars deputy editor Mark Pearson Used cars reporter Max Adams Chief sub-editor Sami Shah Group art editor Stephen Hopkins Art editor Sarah Özgül Designer Rebecca Stevens Prepress manager Darren Jones Senior photographer Luc Lacey Photographer Olgun Kordal Head of video Mitch McCabe Junior videographer Oli Kosbab Video apprentice Tej Bhola SEO manager Jon Cook SEO executive Oliver Hayman Picture editor Ben Summerell-Youde

REBORN PUMA LOOKS LIKE THE RIGHT CAR AT THE RIGHT TIME FOR FORD

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WHEN FORD ANNOUNCED a few months back that it was embarking on a major global restructure, who knew that the firm would decide the way to revitalise its flagging European business was a new Puma?

Of course, this isn’t really a Puma: it’s a Fiesta-based crossover that shares a name with the short-lived Fiesta-based coupé.

You might groan at the arrival of yet another crossover, but it’s a smart move: the Fiesta is Britain’s best-selling car, SUVs are the fastest-growing car segment. Mix the two and you have the recipe for a huge – and muchneeded – sales hit that comes with relatively low development costs.

Ford has taken decisive action in its European restructure, axing a number of unprofitable models and focusing its resources on areas where it is already strong, or where there is room for growth.

It’s not all positive: Ford’s cost-cutting and consolidation will lead to a number of job losses, although the firm will argue such moves are inevitable due to the massive – and expensive – changes the industry is undergoing. Honda’s struggles in Europe (profiled on page 50) show that large car firms can’t assume success. By taking action now, hopefully Ford will reap the rewards later.

James Attwood Deputy editor james.attwood@haymarket.com

@atters_j

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ROUGH DIAMOND

FOUR-DOOR FACE-OFF

HIGH-MILEAGE MOTORING

Can the new Wrangler survive our road test? Find out on p36

Mercedes-AMG and Porsche’s practical super-GTs lock horns, p44

Well-used bargain cars that aren’t past their sell-by date, p54

10 APRIL 2019 AUTOCAR.CO.UK 7

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

Email our news editor lawrence.allan@haymarket.com

Puma reimagined as Fiesta-based small SUV Ford strengthens its SUV line-up with driver-focused compact crossover

F

ord is bringing back the Puma nameplate for the first time since the Fiesta-based coupé that last carried the badge went out of production in 2002.

However, instead of a returning to the dwindling sporting two-door market, the Blue Oval is reviving the badge for a new, Nissan Jukerivalling compact crossover, based on today’s Fiesta and launching later this year. It was spied testing for the first time late last year and was briefly previewed last week in Ford’s

8 AUTOCAR.CO.UK 10 APRIL 2019

‘Go Further’ brand offensive, which gave a glimpse of the new model’s design (far right).

Initially the new car was believed to be a replacement for the Ecosport, another crossover that shares its platform with the Fiesta and which hasn’t had the desired market impact in Europe for the brand. But we now know the Puma will sit alongside the Ecosport as a sportier, more style-oriented alternative.

The move is a significant part of a comprehensive restructure of Ford’s European

operation. Alongside importing further models from the US, the firm intends to boost production of its most popular lines across the continent and invest in models with higher profit potential, such as SUVs and hig` h-end trim variants. By taking the Fiesta’s platform and mechanicals and packaging them in a larger, more SUV-like design in the new Puma, Ford will be able to charge more to increase margins and offset a relatively modest development cost.

The Puma’s exterior design,

Puma nameplate was last seen on the Fiesta-based coupé in 2002

FORD AND THE NAME GAME M AT T P R I O R

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Ford will balance an SUV-like seating position with the desire to retain the Fiesta’s driver focus ❞

One in three car buyers in Europe is choosing an SUV. Unless it’s a Ford, in which case it’s more like one SUV in every five vehicles – and if you’re Ford, that’s an issue. Hence the release of a small SUV that’ll sit halfway between the Ecosport and Kuga. But then there’s the name: Puma. “It’s an evocative name,” says Stuart Rowley, Ford of Europe’s new president. Well, yes, it’s definitely that, Stuart.

Many hold a soft spot in

their hearts for the original Puma coupé. It was of its moment, funky to look at and agile to drive. The new Puma might be some or all of those things.

But is it sacrilegious to re-use the name on what is, in effect, a box-ticking crossover, rather than on a thinking-outside-the-box model? Well, let’s wait until we find out what they’re going to call the electric ‘Mustang-inspired SUV’ and reconvene after that.

IMAGE

as imagined here by Autocar, will be a stark contrast to the boxy and upright look of the Ecosport. There will be a clear visual link to the latest Fiesta, Focus and the recently revealed Kuga, but with a more rounded bonnet, grille and headlight profile. It will have an overall length of around 4200mm, the roofline will be lower than the Ecosport’s and will be wider – a move aimed at retaining more of the Fiesta’s handling characteristics.

The interior, although not yet seen, isn’t likely to stray too far from the template set by the Fiesta and Focus, with

the brand’s dashtop-mounted Sync touchscreen infotainment system and much of the same switchgear. It will also offer a bigger boot, with 456 litres of ‘uncompromised’ luggage capacity claimed. Ford will balance an SUV-like higher seating position with the desire to retain the Fiesta’s driver focus, so the driver will sit lower in the car than they do in the Ecosport.

Ford has also revealed that the new Puma will be offered with a 153bhp mild-hybrid powertrain featuring a 1.0-litre Ecoboost three-cylinder petrol engine and a 48V ◊

Puma SUV will sit above the Ecosport and below the Kuga

10 APRIL 2019 AUTOCAR.CO.UK 9

S PY S H OT

FORD PUMA

THE CH A NGING FACE OF FOR D’S LINE-UP NEW FORDS ARRIVING

The Puma will be lower and wider than the Ecosport ∆ belt-driven starter motor/ generator. That unit is set to roll out across much of Ford’s range but will have its debut in the new crossover. Also expect to see non-hybrid versions of the Ecoboost motor in varying power outputs, although it’s not yet clear whether a diesel option will be offered.

Sources suggest Ford will also offer an ST version as part of its expansion of high-margin variants. That model would be very similar in its mechanical make-up to the Fiesta ST, using the 197bhp 1.5-litre Ecoboost

unit with a torque overboost function. A handling-biased suspension set-up will also complement the Puma’s intended fun-to-drive image.

Stuart Rowley, Ford’s European boss, said the new Puma would “really resonate with compact car customers in Europe” through “progressive and evocative styling”.

The car will be revealed online this summer with production commencing soon after at Ford’s Craiova plant in Romania. First deliveries are expected by the end of the year.

Ford has yet to give any further technical details of the car. The Puma will form part of a five-strong SUV line-up in Europe, topped out by the Explorer large SUV. However, that model will not be coming to the UK, as has been previously speculated, because Ford has since confirmed it will be built in left-hand-drive form only. It is understood that the engineering expense required to convert it to right-hand drive isn’t predicted to be met with enough demand to justify it.

LAWRENCE ALLAN

Puma Ford’s attempt at a youthful, fun-to-drive crossover, the Fiesta-based model will be revealed this summer and arrive in UK dealers before the end of the year.

O L D F O R D S L E AV I N G

FORD’S PREVIOUS PUMA The last time Ford used the Puma name, it applied to a beguiling little Fiesta-based coupé that lasted only five years (1997 to 2002) because the Fiesta Mk4 underpinnings on which it was based went out of currency.

It had a quirky shape but caught on nonetheless, assisted by the fact that Ford plundered the ‘Bullitt’ image of Steve McQueen in a much-discussed TV advertising campaign.

As well as being a brillianthandling and steering car (Ford was already well into its market-changing

‘driving quality’ era), it had a terrific, free-revving little 123bhp 1.7-litre variablecam timing engine, the top end designed and the whole thing assembled by Yamaha, which really understood high-revving engines – as the Puma demonstrated.

Pretty soon, cheaper, lower-powered, insurancebeating 1.4 and 1.6-litre versions were offered, but enthusiasts always lusted most after the 1.7. Though largely reliable, corrosion is the bugbear for them all, which is why they’re increasingly less common

on our roads. Just £1000 will still get you a serviceable example, however.

In 1999, Ford launched the 23% more powerful Racing Puma, with wider tracks and flared wheel arches. It’s a car that still commands respect for its epic handling, if not its ultra-stiff ride. It was expensive, too, at £23k (nearly £40,000 in today’s money), meaning that out of the 1000 originally planned to be built, only 500 left the factory, and many of those were doled out internally to make up the numbers.

STEVE CROPLEY

The Racing Puma: widest version in both senses

10 AUTOCAR.CO.UK 10 APRIL 2019

B-Max Ford’s smallest MPV is also its cleverest, with sliding rear doors and no B-pillar, giving brilliant access to the rear.

But sales have slowed and it has been officially canned.

Ford faces up to the challenge of surviving in Europe AUTOCAR MET WITH Stuart Rowley on his first day as president of Ford of Europe, a role in which he has been tasked with turning round the fortunes of Ford’s European operations, having previously done a similar job in the US. Rowley said the European business, which has posted losses in a dozen of the past 20 years, was due a “fundamental redesign” to turn it around.

Although Ford’s profitable commercial vehicle operation

is one that Rowley says “any company would like to have”, he said the company needed to be more “choiceful” about the passenger cars it offers.

That means offering more SUVs and fewer conventional cars, but also plant closures and job losses.

Already Ford has announced that it has cancelled the third shift at its Saarlouis plant in Germany, where the Focus is made, and canned the B-Max and C-Max MPVs. The Ka+ city car,

NEWS

IMAGE

New Kuga The ever-popular family SUV moves to its third generation, bringing three hybrid powerplants and a new Focus-inspired look.

Explorer The large SUV will be coming to Europe for the first time since the 1990s, with a 444bhp plug-in hybrid option set to be offered. But it’s not destined for the UK.

Mach 1 Described as a ‘performance utility vehicle’, the Mach 1 is a Mustang-inspired electric vehicle with the promise of a 370-mile range. It’s destined to arrive next year.

C-Max After 16 years, the C-Max is being culled. Ford’s exit from the mid-sized MPV class should ring alarm bells for cars like the Renault Scenic.

Grand C-Max Seven-seater C-Max also won’t make it beyond the summer as buyers flock to SUVs. Ford still has the S-Max and Galaxy to cover those who want space above all else, however.

Ka+ Ford’s enlarged city car first arrived in emerging markets and is built in Brazil and India, but it failed to capture the public’s imagination here. Profit margins are slim, too.

a notoriously difficult market segment to return a profit from, will be next, while last week the company announced the closure of three plants in Russia, which have made the Kuga and Ecosport, in turn meaning only the Transit will remain assembled there. The situation in western Europe, with stronger unions, is more difficult, and

Ford of Europe’s Rowley: “We’ve got to be different”

Rowley confirmed Ford is in talks with unions and workers at some European plants, with its plans yet to be announced.

On a more positive note, some of those talks will result in investment to create more profitable models, such as the new Kuga SUV, which Rowley says it’s important to support “while not denying other models” investment to keep them competitive and “not becoming an SUV company”.

The appeal for taller cars is strong, though. The current Kuga sold more units than ever last year, even in its final year of production.

Ford, like many mass-market car makers, has come under competition from all sides: former budget brands are reaching up into its space while premium cars are coming down into it. The result is that “30-40 years ago everybody would have

had a Cortina, now they have an Audi A4”.

But a blurring of those lines means that 70% of Fords are now sold in the highest trim levels and, while Rowley acknowledges Ford is moving into premium space, “we’ve got to be different”, he says, “and give buyers a unique reason to buy our cars”.

Ford of Europe’s former president Steven Armstrong has become its chairman instead, which means that while Rowley will focus on the day-to-day operations of the company, Armstrong will concentrate on longer-term strategy and external tie-ins. These include its joint venture with Volkswagen and the roll-out of electric infrastructure with Ionity, which should result in the building of 400 electric fast-charging stations with 350kW chargers, by the end of next year.

Some of Ford’s European plants face closure

10 APRIL 2019 AUTOCAR.CO.UK 11

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SEARCH GRANDLAND X OFFERS Fuel economy# and CO2* results for the Grandland X range. Combined mpg (l/100km) 37.2 (7.6) – 54.3 (5.3). CO2 emissions: 128 – 111g/km.

Model shown is Grandland X Sport Nav 1.2 (130PS) with Metallic paint, dark-tinted rear windows, Winter Pack and Keyless Entry & Start. Offer subject to availability, on selected models at participating Retailers only. Conditional Sale. Finance subject to status. Ts&Cs apply. Applicants must be 18+. Finance by Vauxhall Finance, CF15 7YT. 24-60 month term available. Offer applies to private individuals, Vauxhall Partners and small businesses 1–24 vehicles. Offer available on orders or registrations from 5 April to 4 July 2019. #Fuel consumption figures are determined according to the WLTP test cycle. *CO2 emissions figures are determined according to the WLTP test cycle however, a Government formula is then applied to translate these figures back to what they would have been under the outgoing NEDC test cycle, which WLTP replaces. The correct tax treatment is then applied. Figures are intended for comparability purposes only. The fuel consumption you achieve under real life driving conditions and CO2 produced will depend upon a number of factors, including the accessories fitted after registration, variations in driving styles, weather conditions and vehicle load. Only compare fuel consumption and CO2 with other vehicles tested using the same technical procedures. For more information contact your local Vauxhall Retailer. Correct at time of going to print.

NEWS

New UX (left) and outgoing CT 200H (above)

New baby Lexus in the works Toyota brand to follow up UX compact SUV with electrified CT 200h replacement

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exus is developing a new entry-level compact model to replace the ageing CT 200h, according to the firm’s European boss.

Plans to release a model that is smaller in size than the new UX SUV were confirmed

by Pascal Ruch at last month’s Geneva motor show, after UK boss Ewan Shepherd first hinted at such a car earlier this year.

Despite being introduced back in 2011, the CT 200h is set to remain on sale for another two years. The new model is therefore expected to arrive in 2021 and will almost certainly

be based on Toyota’s new TNGA platform, which should offer significantly better interior packaging than today’s car.

What’s not clear yet, however, is whether Lexus will retain the CT 200h’s hatchback bodystyle or move to something more crossovershaped. We know it will be offered with some form of electrification, and it’s possible that such a car could be Lexus’s long-awaited first EV. Ruch also claimed that Lexus is well-placed for the upcoming hybrid revolution, while at the same time revealing that petrol-electric models remain

a significant minority of the brand’s global output.

Despite Lexus being known in Europe as a hybrid brand, Ruch said that only 182,000 of its record global 2018 sales of 698,000 vehicles were petrol-electric.

One reason for that was some restrictions on battery supply; another is that the big US market has a Lexus hybrid share of just 10%. The longerterm plan is for Lexus to move to a 50% hybrid production share globally, Ruch added.

Europe is the biggest market for Lexus hybrid models, with petrol-electric cars accounting

for more than 75% of the 76,000 sales. In the UK, Lexus sales are nearly 100% hybrid.

The plan is for European sales to continue five years of growth and expand to 90,000 units in 2019 – assisted by the new UX compact crossover – and then 100,000 units in 2020.

“Europe has a great strategic importance for Lexus because it’s seen as a leading region for technology and design,” Ruch said. “Our hybrid sales are highest in Europe, China and Japan will electrify [internal combustion engines] and the wider US market is really now

starting with hybrids.”

Ruch told Autocar that the Toyota group was leading the European market in terms of fleet CO2 and was “well on the way” to meeting the upcoming 2020/21 EU CO2 regulations.

“We will be focusing on a core strategy of plug-in hybrids, some EVs and, eventually, fuel cell vehicles,” he said.

Indeed, new figures from automotive analyst Jato Dynamics show that the Toyota brand posted a fleet average of 99g/km CO2 in 2018, beaten only by Tesla and Smart (89.9g/km).

HILTON HOLLOWAY

Citroën shifts resources into smartphone connectivity PEUGEOT, CITROEN AND DS will devote far less time and effort working on the user interface systems of future models, focusing instead on the ease of integrating with smartphones.

“We’re not running 100 screens or bigger screens,” Citroën design boss Pierre Leclercq told Autocar. “You will use your phone to start the car and to do everything.

That is the future – it has to

be simple, but it has to be intuitive as well.”

Agreeing that many buyers have been frustrated by clunky native user interface systems, Leclercq said that future Citroëns will be far simpler. “Five years ago, we could not assume everybody would have a smartphone,” he said. “Now, when we design cars, we assume that in a couple of years everybody will own a device like this. Then the

question is: ‘Does it work with my car?’”

Citroën is also set to follow the lead of upmarket manufacturers into smartphone-based car security, moving away from conventional keys, or at least offering the option to unlock and start vehicles with smart devices. “It is all about making things easier; that is the most important thing now,” said Leclercq.

Future systems will be simpler and more intuitive, says Citroën

FIRST LOOK INSIDE MERC’S NEW GLB

FRESH TWIST IN GHOSN ARREST SAGA

Mercedes-Benz has previewed its new GLB small SUV in near-production concept form ahead of a public debut at the Shanghai show next week.

The interior render shows the dash design will be heavily inspired by that of the latest A-Class.

Ex-Nissan boss Carlos Ghosn has been re-arrested by prosecutors in Japan on fresh allegations of financial misconduct. His latest arrest occurred the day after he joined Twitter and posted that he would “tell the truth” in a press conference.

10 APRIL 2019 AUTOCAR.CO.UK 13

NEWS Torque can already be sent to both or either axle on the E63 AMG

CONFIDENTIAL

SOLID-STATE BATTERY technology remains several years away from production reality, according to new Mercedes-Benz CEO Ola Källenius. Speaking to Autocar, he claimed that none of the suppliers developing it “are currently at the stage where we can go out and say ‘please sell me these’”. Källenius reckons we won’t see a solid-state production EV before 2025.

AMG plots all-4WD future Give customers what they are asking for, says boss Tobias Moers

A

ll next-generation Mercedes-AMG models look set to feature fourwheel drive as standard, including the AMG GT supercar, according to AMG boss Tobias Moers. Engine downsizing is also on the cards as MercedesBenz ramps up its brand-wide electrification strategy.

Speaking to Autocar, Moers said in response to the idea of pure rear-wheel drive dying out in future: “Customers have given us the answer, and most want four-wheel drive.

“Back in the days when we had an AMG E-Class as rearwheel drive and with four-wheel drive as an option, over 90% chose 4WD. In the new E63 with drift mode, you have a real

rear-wheel-drive car but with four-wheel drive also.”

When asked if even the AMG GT flagship would adopt such a system, Moers said: “When I ask customers about the GT, they ask me about all-wheel drive. Regarding our competition, this is the downside of the AMG in terms of usability. People in Munich, for example, always, always ask for four-wheel drive – I think it’s for safety and stability.”

The latest E63 AMG uses a clutch-based four-wheel-drive system that’s able to send up to 100% of engine torque to either axle. The E63 S’s Drift mode can disengage the front driveshafts entirely allowing a

Company energy is currently focused on the next SL

traditional rear-drive system, if requested.

Moers confirmed that the trademark AMG V8 would go hybrid in its next generation, stating “we are not going to push the performance output of the V8 in future” beyond the 630bhp it currently offers. To go further, the system will be mated to a plug-in hybrid with an electric rear axle.

Such a system will first debut on a hybrid version of the AMG GT 4-Door, Moers confirmed, setting it up as a rival to the Porsche Panamera S-E Hybrid.

It is due to arrive next year.

Moers also revealed that there will be no more V12 engines in Mercedes-AMG’s range beyond the S65 Final Edition, revealed at the Geneva show: “We’re still responsible for V12s – maybe Maybach is going to use them in the nextgeneration S-Class, but not AMG. Having a high-powered competitive V12 would be a new engine, and in the new times there is no room to do that.”

The impending emissions regulations mean that the future of the V8 in some

smaller variants is under threat, with the next C63 looking more likely to use a downsized turbocharged six-cylinder unit. When asked about that, Moers paused and said: “There is room for speculation there.”

Despite previous plans to revive the SLC as a Porsche Boxster-rivalling sports car, Moers said Mercedes-AMG “is not able to do so”.

“I know companies trying to exercise approachable sports cars in that €40,000 (£34,000) segment – they are not doing so well. It’s a question mark for the future,” he said.

AMG is instead focusing its resources on the nextgeneration SL, which Moers confirmed will be developed by the performance division and share its platform with the next AMG GT. “We are focused on SL for the future,” he said. “Totally different car – It’s a sports car.

The company has been running at full throttle for two years on that programme. It’s a shared platform between GT and SL.” LAWRENCE ALLAN

TOYOTA OPENS EV PATENTS TO RIVALS

MERCEDES-AMG UNLEASHES HOT CLA

Toyota will offer car makers royalty-free use of nearly 24,000 patents it holds for electrified technology to accelerate EV development. It will also offer tech support to firms making EVs with Toyota motors, batteries and control systems.

Mercedes-AMG has revealed the first sporting variant of the new CLA saloon. The CLA 35 4Matic uses the same 302bhp 2.0-litre four-cylinder engine as the A35 hatchback, with a 0-62mph time of 4.9sec. It goes on sale this summer.

THE SKODA CITIGO-E, launching this year as the Czech firm’s first electric model, will feature a range of around 186 miles. That will make the city car, based on the Volkswagen e-Up, “more than competitive in its class”, according to Skoda boss Bernhard Maier.

MORGAN HAS BUILT on only half of the 10-acre site where its Malvern factory is located. This means there’s plenty of room for the new museum, visitor centre, design studio and production increase (from 750 to 1500 units) it has proposed. The plans have received council backing.

WHILE AUDI IS ramping up its hydrogen programme, BMW’s product management boss Peter Henrich doesn’t see fuel cells “lifting off in the near future”, pointing out that infrastructure challenges with hydrogen remain.

Any success fuel cells have is “very much dependent” on the speed of battery development, he added.

10 APRIL 2019 AUTOCAR.CO.UK 15

NEWS

Audi reboots hydrogen drive

Firm ramps up fuel cell efforts with new prototype amid EV development concerns

A

udi is set to intensify its development of hydrogen fuel cell technology.

The decision was made public by Audi chairman Bram Schot. The reasons for it include concerns over the sourcing of natural resources for battery production and doubts over electric cars being able to deliver on ever-more-demanding customer expectations.

As a result, the German car maker will re-establish its h-tron programme in a move planned to make it the centre of competence for hydrogen fuel cell technology within the Volkswagen Group.

“We really want to speed it up,” Schot said. “We are going to put more priority into hydrogen fuel cells – more money, more capacity of

people and more confidence.”

Schot confirmed a new sixth-generation hydrogen fuel cell prototype will be revealed later this year. He added that a limited-volume pilot production Audi FCEV (fuel cell electric vehicle) model could be offered to customers as part of a lease programme by 2021.

It is expected to be produced on a dedicated line at Audi’s Neckarsulm plant in Germany – a site that presently produces the A6, A7 and A8.

A timescale for volume production of Audi FCEV models has yet to be decided, but Schot is confident this could occur during the second half of the next decade.

The new fuel cell technology is developed from a crosslicensing agreement with Hyundai,

which already sells the Nexo SUV. The two car makers announced they were joining forces on FCEV development in June last year.

At the 2016 unveiling of the h-tron fuel cell concept, Audi claimed a range of up to 600km (373 miles). Crucially, it also promised a refuelling time of just four minutes.

The decision to push ahead with fuel cell development comes in the middle of a broader £12 billion offensive in which Audi will launch up to 12 pure-electric battery-driven models by 2025.

Schot, who succeeded Rupert Stadler as Audi chairman in January,

pointed to the scarcity of materials and subsequent doubts over the high-volume supply of batteries as just two concerns facing car makers.

“If this modality is here to stay, then you have to try to find the most effective and efficient way to drive electric,” he said. “And then you come to hydrogen fuel cells.”

The plans to intensify hydrogen development at Audi also centre on attempts to create greater range and lessen the requirement for charging during long journeys and in cold weather.

In an extension of its

previous programme, Audi’s sixth-generation hydrogen fuel cell system incorporates a battery that can be charged via a plug as part of a hybrid system.

Depending on the model, the battery capacity is put at 35-40kWh, significantly less than Audi’s all-electric E-tron, at 95kWh. It is sufficient for up to 93 miles of range alone.

GREG KABLE

Audi’s most recent fuel cell foray was the 2016 h-tron concept

How new Audi boss Bram Schot is shaking things up BRAM SCHOT WAS named Audi boss last June, but has already made his presence felt. He shared his views on several key topics.

On his changes at Audi “I found we had an overloaded cycle plan. The offering was complex. We wanted to have a solution for every customer requirement – we overdid it.

“I saw cars with 2% take rate, so I said: ‘What’s the reason for developing that one?’ It’s just for a little piece of customer segment.

“From 2018 to 2019, I took out 27% range complexity in variants and trims. I will go further than that. Perhaps I could decide to electrify one model and not give them diesel or petrol engines any more.

“I have to invest. Audi has to be prominent and electrification and autonomy has to be financed, so I can’t afford to be everywhere offering manual gearshifts in cars costing £60,000. So I took out a lot of those choices and everybody is coping.”

On electrification “It’s a real challenge to get smaller cars in a lower pricing segment electrified. People are extremely phobic on range – wanting 300 or 400 miles, yet the average person drives 24 miles a day.

Schot is simplifying Audi lines

“What is wrong with a smaller car with different battery options where it really fits the usage of the person?

If you only drive 30 miles a day, then an electric car can be lighter and cheaper.

If you only drive a couple of thousand miles a year, then you don’t want 400kg of battery in the car.”

On shared mobility “In the end, it’s always better to sell cars in shared mobility than no cars. There are some predictions that

70% of the population will be in big cities. It’s impossible that cities can have enough cars to transport all the people. Ultimately, there will be an end to growth in mobility. I’m absolutely sure.

We are not talking three or four years’ time, but if we want to make the planet green and sustainable, then it’s not only about the transport we use or the powertrain we opt for but about travelling less, about changing our behaviour. Do we need transportation? Can we work from home?”

10 APRIL 2019 AUTOCAR.CO.UK 17

Jeep’s rise rattles Land Rover

Sales figure analysis reveals a reversal of fortune in Europe’s off-roader market

T

he balance of power in Europe’s ‘proper’ off-roader market is undergoing a seismic shift, with Jeep models outselling Land Rover for the first time last year.

Traditionally Land Rover has ruled the roost in Europe while Jeep dominates in the US, but the 2018 figures are brutal for Land Rover. Last year it shifted just over 150,000 units across Europe after sales dipped 10%, while Jeep demand shot up 56% to leapfrog Land Rover with sales of 166,500, according to data from industry analysts JATO Dynamics.

Until now Jeep has remained a marginal brand in Europe while its centre of gravity was fixed in the US, but that changed when Fiat took over parent company Chrysler in 2011. The newly created Fiat Chrysler Automobiles (FCA) designed models such as the Renegade specifically for Europe and shifted some manufacturing to an underused Fiat factory in Italy. European sales leapt.

But any comparisons with Land Rover need to be qualified with a look at the British car

maker’s positioning relative to Jeep. They both lean heavily on off-road heritage – the ‘currency of capability’ as Jeep calls it – but really they’re no longer competitors. Last year the average price of a Jeep sold in Germany, France, Spain, Italy and the UK was £27,176. Land Rover’s average price in the same countries was more than double, at £54,600, JATO’s research shows.

Jeep’s success is largely down to the Renegade and, as

Land Rover joke made a point of last year, the new Compass, a Nissan Qashqai rival. Fewer than 20,000 of Jeep’s sales were taken by the big Grand Cherokee, the Wrangler and the barely registering Cherokee.

Land Rover may have problems, but it sold 25,097 Range Rover Sports alone in Europe and slightly more of the almost-as-expensive Velar.

Jeep is highly dependent on Italy, just as Land Rover is highly dependent on UK sales.

Half of all European Jeeps were sold in Italy last year, while the UK took half of all Land Rover’s European sales. Frankly, we’re just not that into Jeep: only 4% of all Jeeps sold in Europe came to the UK last year.

The Wrangler isn’t a volume seller for Jeep in Europe

The UK takes half of Land Rover’s European

sales

Autonomy could force mass mergers on the car industry THE INVESTMENT NEEDED to develop connected and autonomous vehicles will likely lead to a mass consolidation of car companies globally, according to Aston Martin boss Andy Palmer.

However, Palmer also believes that the six globally recognised luxury car makers – including Aston and with Lagonda set to join in 2022 – will thrive despite the challenges.

Speaking at a Society of Motor Manufacturers and

18 AUTOCAR.CO.UK 10 APRIL 2019

Traders’ (SMMT) conference, Palmer said he believes many existing brands will have to form alliances, merge with or sell to rivals in order to survive.

“We’re all developing similar technology costing billions, and that’s nonsense,” he said. “The business model of spending $1 billion to develop a car and then have to pile it high and sell it cheap – discounting – in order to keep factories turning and maintain economies of scale is broken.”

Today analysts put 14

conglomerates – of around 200 companies globally, selling nearly 100 million cars between them this year – at the heart of the car industry.

These are Ford, PSA Group, Tata, Daimler, Volkswagen Group, Honda, Toyota, GM, BMW, Nissan, FCA Group, Geely, Renault and Hyundai.

However, the rise of Chinese brands that are beginning to take significant sales in their home market – the world’s largest in terms of sales – is set to disrupt that dynamic.

Aston’s Palmer: “The business model is broken”

Jeep might lose out to Land Rover this year after the launch of the new Range Rover Evoque, traditionally the brand’s biggest seller.

“The sustainability of Jeep’s growth depends on how fast the company brings more models,” said Felipe Munoz, global analyst for JATO. “The Compass will not be able to drive the growth by itself.”

Jeep is planning big growth in areas where Land Rover plays, however. The new

NEWS Wrangler has beaten the new Defender to market, and a long-promised large sevenseater Jeep arrives next year.

Last year Jeep also announced a smaller ‘low’ seven-seater targeting the Discovery Sport.

Electrification is a key area, too, with both brands working to comply with tough new CO2 targets. The go-anywhere brand identification starts to fall apart when you’re tied to a plug, something Land Rover highlighted with its April Fool’s press release of the UK’s most remote charging point.

Even so, Jeep is promising four pure EVs by 2022, but not for Europe. Both brands are pushing plug-in hybrids, with Jeep promising eight for Europe by 2022, starting with the Renegade and Compass next year, while Land Rover is extending its PHEV reach to include the Evoque next year.

The two famous off-road brands might have diverged in

2018 SALES IN EUROPE JEEP Compass 74,740 Renegade 73,275 Grand Cherokee 7781 Wrangler 7039 Cherokee 3724 LAND ROVER Evoque 39,931 Discovery Sport 33,664 Range Rover Velar 26,565 Range Rover Sport 25,097 Discovery 13,206 Range Rover 12,307

– cannot accommodate a fully electric powertrain.

The PHEV, due in 12 months, will be powered by a 197bhp three-cylinder petrol engine and a 107bhp electric motor.

Glover described the Evoque PHEV as a “fleet game-changer” for Land Rover, predicting that it will make up a third of sales when it arrives.

Registrations slip as uncertainty reigns NEW CAR REGISTRATIONS in the UK declined by 3.4% year-on-year in March, with ongoing political uncertainty and the continuing slump in demand for diesel offsetting the usual boost in sales from the registration plate change.

Registrations of diesel cars fell 21.4% to 120,677, with

JESSE CROSSE

VARIATIONS ON A THEME: TOYOTA’S LATEST TAKE ON CVT FOR HYBRIDS

recent years, but electrification and the slow death of diesel have created challenges far tougher than those presented by the great outdoors.

NICK GIBBS

NO EVOQUE EV FOR FIVE YEARS A full electric Range Rover Evoque won’t arrive before 2025, as the brand focuses its efforts on hybrid technology in the mid-term.

Jaguar Land Rover’s UK boss Rawdon Glover said there will be a market for “a small to medium-sized electric SUV”, but it won’t arrive before the next generation of entry-level Range Rover.

The second-generation Evoque now accommodates mild-hybrid and plugin hybrid powertrains.

However, it is understood the platform – heavily modified from the previous Evoque

UNDER THE SKIN

petrol cars rising by 5.1% to 312,075 and the demand for alternatively fuelled vehicles (including EVs and hybrids) increasing by 7.6% to 25,302.

Business sector demand was down nearly 45% compared with March last year, likely due to Brexit-related concerns.

A total of 458,054 cars were registered, according to figures from the Society of Motor Manufacturers and Traders.

The Ford Fiesta remains the best-selling car in the UK, with the Vauxhall Corsa back up to second place and the Volkswagen Golf in third.

TOYOTA’S UMPTEENTH incarnation of the Corolla is now on sale, mainly in Hybrid form. It’s billed as having an ‘e-CVT’, which at first had our news antennae all a-quiver.

In fact, e-CVT is simply another marketing moniker for essentially the same hybrid driveline concept Toyota came up with in the 1990s for the first Prius and has stuck with ever since. Originally called the Toyota Hybrid System (THS), it then also became Hybrid Synergy Drive (HSD), giving a nod to the fact that it was also used by Lexus and even sold to a couple of other car makers.

Swapping cogs, gear changing, shifting: whatever your favourite expression, gearboxes and cars go together like sticky toffee pudding and custard – unless it’s a CVT. Some drivers loathe the way a CVT’s soaring engine revs are disconnected from the car’s rate of acceleration – known as the ‘rubber band effect’.

The CVT was made famous by DAF when it launched the first production version, the Variomatic, in 1958. Instead of a complex box of cogs, it consisted of two pulleys of continuously variable diameter, connected by a belt. To give the lowest ratio (like first in a manual), the engine-driven pulley is at its smallest diameter and the second pulley, driving the wheels, at its largest.

As speed increases the engine-driven pulley gets bigger and the drive pulley smaller, increasing the ratio – so the car speeds-up. Controlled not by a computer but by a vacuum, it continuously and automatically adjusts for hills and harder acceleration or cruising. The design has been used by many manufacturers over the years, including Audi, Ford and Fiat.

CVTs are not all alike, though. Although Toyota offers a CVT in the new Corolla (but not in the UK), its hybrid drive e-CVT is nothing like the original Variomatic and there’s no belt. Instead, it consists of two electric motor-generators (MG1 and MG2) connected to a planetary gearbox. The whole caboodle has the engine at one end and the driven wheels at the other.

Planetary gear sets exist aplenty inside conventional automatics. The compact package consists of a sun, planets and an

Toyota’s e-CVT multitasking hybrid drive system is superenclosing ring gear efficient, mechanically and resemble a simple and electronically desk toy of the solar complex, and it fits system. There are into a small, neat only a few components, package.

but making the drive take different routes through the mini solar system allows the two motorgenerators to perform different roles.

MG1 can start the engine and at other times act as a generator to charge the hybrid battery. MG2 can act as a drive motor on its own or with the engine and also a generator to perform a regenerative braking role. MG1 can also apply small amounts of torque to the gear set to control the balance between the engine and electric drive from MG2, and there are many more combinations.

The system allows electric-only drive by decoupling the engine (without the need for a clutch), and it’s small and compact.

So not all CVTs are what they seem. This latest one is clever and mega-efficient, and it’s not surprising the basic idea has endured for more than 20 years.

REVERSE ENGINEERING Bosch’s electronically controlled version of the original CVT remains mechanically simple. Despite CVTs being scorned by some, Dutch rallycross star Jan de Rooy dominated with his DAF 55 and 555s in the 1970s. DAFs were banished to their own category in the annual Dutch backwards racing championship (yes, really, it used to be a thing) because CVTs enabled them to drive as fast in reverse as forwards.

10 APRIL 2019 AUTOCAR.CO.UK 19

McLaren’s new grand tourer will go on sale in the autumn

IMAGE

McLaren promises ‘focused’ GT New grand tourer to be revealed next month as rules force Woking’s hand on plug-ins

M

cLaren will launch a new “rule-breaking” grand tourer in May, and has shown the model in disguise. First detailed at last month’s Geneva motor show with heavy camouflage, the latest images have allowed our designer to render an undisguised image of the car.

The as-yet-unnamed model is expected to be powered by McLaren’s 3.8-litre twinturbocharged V8 engine, with more power than the 562bhp 570GT. Speaking at last month’s Geneva show, McLaren CEO Mike Flewitt said the car will be “more differentiated” than the 570GT was compared with the 570S, with a “more dedicated focus

The new model will have more power than the 570GT 20 AUTOCAR.CO.UK 10 APRIL 2019

on the characteristics you want in a GT”. The first customer cars will arrive this autumn with an expected price of around £145,000.

Flewitt previously hinted that the new GT could be the first of several more practical but still performance-focused models. It’s the fourth car to reach production under the Woking brand’s Track25 business plan, out of a total of 18 new models due by 2025.

Flewitt also claimed that the brand remains on course to have part-electrified models on sale before Aston Martin (see separate story, right).

“Aston are talking about competing with us, but there isn’t anything near the road

yet,” Flewitt said. He confirmed that the first hybrid McLaren, the replacement for the Sports Series that is due next year, will send both petrol and electric power through the rear wheels only, while an all-wheel-drive hybrid system is being considered for higherperformance models. McLaren is also believed to be switching

to a weight-saving, smallercapacity V6 to combine with electric power.

The forthcoming Sports Series replacement is also expected to come with a charging port. “Plug-ins have to be part of the equation,” Flewitt said. “We’ve got to be honest: we’ve been driven to this by emissions regulations.”

While it won’t be possible to fully cancel out the weight penalty of a hybrid system, Flewitt hopes to minimise it.

“I’ve always said my ambition was to launch the hybrid at the same weight as the outgoing car,” he said. “We’re not going to hit that, but we’re going to be within 30-40kg.”

MIKE DUFF

ASTON GOES IT ALONE WITH V6 HYBRID Aston Martin’s recent announcement that it will move aggressively into the mid-engined sports car market also confirmed that it will develop its own V6 hybrid powertrain. But why not make use of its existing relationship with Daimler instead?

“I wanted an engine that reflects the brand, one that needs to sound and feel like an Aston,” CEO Andy Palmer said. “It’s not so easy if you’re not in control of everything.”

Palmer also confirmed that the V6 layout has been chosen to help with packaging the electrical side, and also that the powertrain is likely to find its way into the brand’s future front-engined models.

But the engine shouldn’t be seen as a replacement for the AMG-sourced V8; instead Palmer says it’s “an addition”.

In contrast to McLaren’s plans (see main story, above), Palmer says there won’t be a plug-in hybrid unless

Aston’s V6 will find its way into front-engined cars

legislation forces Aston’s hand. “To me, it’s perverse to have all the costs and weight of the electric motor and battery as well as the petrol engine,” said Palmer. “And, generally speaking, the petrol engine sounds terrible.”

NEWS Production version of Skoda’s Vision iV arrives next year

Damien Smith R AC I N G L I N E S Hamilton offers kind words to Leclerc after Bahrain drama

SKODA’S FORTHCOMING range of electric vehicles will retain a front grille but be distinguished from internal combustion-engined models by a bold, full-width lighting strip, according to company boss Bernhard Maier.

The design was previewed by the Vision iV SUV shown at the recent Geneva motor show and will be retained for the production version due next year. That car will be Skoda’s first model built on the Volkswagen Group’s MEB electric platform.

Maier said the production design will feature a single LED light strip that links the headlights and splits the grille into upper and lower sections.

“This is the new expressive crystalline design language,” said Maier. “Glass working has been a Czech specialism for centuries, so this is something that is authentic.” The lighting strip will be made of Plexiglass to save weight.

Another changed styling feature of the Vision iV production car will be the adoption of a conventional grille. The concept featured a ‘phantom’ grille but, despite no longer being needed for engine cooling, the slatted grille will remain, with Maier citing feedback from customers who said they liked the design.

The production Vision iV will also be sold with a choice of three battery packs and two motor configurations. This is in line with other VW Group electric cars being built on MEB, such as the forthcoming Volkswagen ID hatch.

Battery packs of 49, 60 and 82kWh will be introduced over the vehicle’s life, with the

biggest battery offering a 300mile WLTP range. The model will launch with the 49kWh battery and one other, but which has yet to be decided.

As standard, the Vision iV will be rear-wheel drive with a single motor, but higher-spec models will be offered with a front-mounted motor providing all-wheel drive.

Maier says the two-motor version is “more agile” than the single-motor model. To keep costs down, the Vision iV won’t feature a reduction gearbox, which could increase top speed. “That’s why we limit it to 112mph. Not having a separate gearbox will be very good for the vehicle cost,” said Maier.

JULIAN RENDELL

Skoda boss Maier: “This is something that is authentic”

SKODA BOSS BERNHARD MAIER ON… Using the iV badge for electric cars “All our electric and electrified vehicles will get the suffix iV, including the Kodiaq and Superb plug-in hybrid. It is not easy to find the right label for new technology.

There are already a lot of names used by the competition.”

The final name for the Vision iV “The name is not quite clear. We are still working on that. We have some real interesting ones, which

perfectly fit our overall nomenclature.”

Launching 10 EVs by 2022 “Our basket is full of arrows.

I hope all will hit the spot. We have a total of 30 new models by 2022. This is a truly amazing product offensive.”

The possibility of a hot Kamiq vRS crossover “We haven’t decided. There could be an opportunity but we have to decide on the most important priority.

As things stand, we cannot produce enough cars.”

too obvious to a shaken Mercedes in Bahrain.

Leclerc’s quality and some great racing all the way down the field were a shot in the arm for F1, not least for Liberty Media.

The promoter is banking on new aero rules shaking up F1 this year by making the cars easier to race. It’s early days, but after a typical procession in Australia, the signs were promising in Bahrain. Shanghai and its 1.2km-long back straight should give us more indication how effective those changes have been.

For multiple reasons, then, it’s a big race, but for no one more than Sebastian Vettel. The four-time champ was already under pressure after his poor 2018 season, then in Bahrain he suffered the double-whammy of being outperformed by his young upstart team-mate (already!) and the gutwrench of another clanger.

His spin as Hamilton passed him was plain embarrassing.

Vettel, for his own peace of mind as much as his reputation, needs to strike back in China. Unless form takes another unexpected swing, Ferrari will likely give him a winning car on Sunday. He must make the most of it. If he doesn’t, his own personal nightmare in the other one probably will.

❝

Strange as it feels to write, Leclerc is surely the favourite for China ❞ GET IN TOUCH

✉ damien.smith@haymarket.com 10 APRIL 2019 AUTOCAR.CO.UK 21

LAT

‘Expressive’ new look for Vision iV

AS LEWIS HAMILTON offered Charles Leclerc words of genuine consolation after the Bahrain Grand Prix, he might well have seen something of his younger self in the 21-year-old.

Lewis was a year older back in 2007 when he burst into Formula 1 in a competitive McLaren that instantly made him a title contender. It had been decades since a rookie made such an impact. In contrast, Leclerc is in his second season, but his first in a leading car – and a Ferrari, no less. And much like Hamilton 12 years ago, his performance has shot him directly into that rarefied status as an immediate – and very real – title threat.

We thought he was good and Bahrain confirmed it, because Leclerc had that race nailed – until a loss of power handed it to a humbled Hamilton.

But this weekend in Shanghai the pain of that loss will dissipate into memory if Leclerc scores his first grand prix win, as well he might. Strange as it feels to write of one so fresh, the Monegasque is surely the favourite as F1 heads to China, to a circuit that should play to Ferrari’s power advantage hidden by the red herring of Melbourne, but all

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2019. 2. 14. 오전 10:17

COMMENT

Steve Cropley MY WEEK IN CARS

Gregor Marshall , his dad’s Old Nail and road Firenza at Goodwood

SUNDAY

Remember Gerry Marshall, one of Britain’s greatest entertainers behind the wheel of a racing saloon? He drove lots of Vauxhalls, and won plenty in Old Nail, the Droop Snoot Firenza HP you see above left. That’s his son Gregor, also a racer, with the famous car and a restored road Firenza on Goodwood’s famous starting grid.

Marshall and Old Nail were arguably Britain’s most successful car-driver combination ever, scoring an amazing 66 race wins from 101 starts.

By the time you read this, Bonhams auctioneers will have sent Old Nail to a new owner via their Goodwood Members’ Meeting sale, at a £90k-£130k guide price. To mark the moment, Vauxhall – perennially proud of their rich racing history – loaned Gregor their own Droop Snoot for the weekend. Loyalty only goes so far, though. Gregor raced a Ford Capri.

TUESDAY

My admiration for Li Shufu and his Geely group grows stronger with news of its planned co-operation with Daimler to rejuvenate Smart as a China-centric EV microcar brand. As well as sending a still-promising marque (born in 1982 as the Swatch car) towards a happy future, the deal shrewdly moves Geely closer to the epicentre of Daimler affairs. It also breeds speculation (mine) about what Geely should tackle next.

Having bought Volvo, Proton, Lotus, London Taxi (LEVC) and founded Lynk&Co – and used a special brand of self-effacing yet sure-footed management to develop them all – you could argue that Geely has every automotive base covered. But I’d like to propose one more: Alfa Romeo. I know this serial underperformer has been hatching decent cars lately, and that removing it from the heart of Fiat Chrysler Automobiles would probably create too much

❝

Loyalty only goes so far.

Gregor raced a Ford Capri ❞ upheaval to contemplate, but I still can’t help visualising the Alfa range after the same sort of thoughtful but radical development Volvo has had. We might start seeing Alfa ‘jewels’ again. I’ll never forget my first Alfa, a step-nose 1600 GTV

by Bertone, and I want to feel that way again.

THURSDAY

Now it can be told: late last year, the Steering Committee and I were on the point of buying our first-ever electric car, a Hyundai Kona Electric, when our bank account was scammed. Dosh we’d carefully amassed for the purchase disappeared (happily temporarily), but the upshot was that in several weeks’ kerfuffle, we lost our place in the queue. Now we contemplate a year’s delay, longer than I’ve ever waited for anything. And it doesn’t do my humour any good knowing the impatience

AND ANOTHER THING… Every couple of weeks I rediscover a secret of inner happiness: having my car valeted by people who care.

Here’s the Jag XE’s magnificent Caesium Blue hue being liberated once again by local experts – for just £20.

Dacia Duster: who needs a Range Rover? of buyers like myself is sending prices of hen’steeth used examples into the stratosphere.

FRIDAY

An enjoyable 200 miles overnight to Gloucestershire and return in our 114bhp Dacia Duster Comfort Blue diesel long-termer, one of those machines we confirmed car lovers don’t necessarily desire but enjoy as soon as we try.

There are two especially likeable elements of this car. One is its remarkable size-for-price trade-off means it can’t be pigeonholed with 15 other class contenders: a nice change. The other is that it’s a surprisingly brilliant and refined performer. My theory is that even the cheapest of today’s cars can achieve superb standards, but the winners in one area can be indifferent in others. What the Duster does superbly is to trade absolute, solid-gold best in any one discipline for a strong 85% in everything needed to make a dependable, easy-driving, unobtrusive, refined and enjoyable companion. Found myself rolling briskly and happily along in my £16,000-withoptions Duster, not envying surrounding souls in £80,000 Range Rover Sports at all.

GET IN TOUCH

✉ steve.cropley@haymarket.com

@StvCr

10 APRIL 2019 AUTOCAR.CO.UK 23

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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

JAGUAR XE TESTED 3.4.19, GR ASSE, FR ANCE ON SALE NOW PRICE £41,005

Refreshed compact executive saloon looks to restore faith in Jaguar’s assault on a class dominated by Germany’s premium-badged big-hitters

26 AUTOCAR.CO.UK 10 APRIL 2019

J

aguar is a car maker so instinctively associated with saloons that it’s near impossible to imagine a future for the firm without them – and yet I bet there are plenty of product strategists at the company’s UK headquarters who are being paid to do exactly that.

Right now, Jaguar’s more traditional executive four-doors just aren’t doing enough business, and with pressure mounting on the firm to cut costs and only to back winners, the worry must be that the current XE, XF and XJ may never hit the sales heights necessary for all of them to be worth a place in a rationalised, revitalised range of future models.

And so for the maker of the original XJ and MkII of the 1960s, both celebrated, formative, worldclass four-doors of their day, the great modern saloon-car gamble by which it dared to square up to its German opponents is looking increasingly at risk of being declared a dead loss. When the XE was launched in 2015, it was notable that chief among the saloons whose sales it stole were those of its bigger brother, the XF.

Global production of XF and XE both only narrowly made it beyond 30,000 units last year, while the XJ barely managed 5000 sales. None of it makes heartening reading.

So what new success can Gaydon’s 2020-model-year XE bring to the table, to prove perhaps that the company’s confident swing at the compact executive saloon market wasn’t a misguided one? Well, to be fair, it needn’t sell like a Mercedes-Benz C-Class (nearly 400,000 units in 2018, since we’re counting). Another couple of 50,000-unit years, however unlikely that outcome may look now, would probably earn the XE a reprieve from the chop. And perhaps with that kind of achievable success in mind, this mid-life update for the car looks like a carefully considered one.

The most important constituent part of that update may yet prove to be a revised, 178bhp 2.0-litre Ingenium diesel engine with European ‘RDE2’ diesel NOx emissions certification, which means that – for a while, at least – the all-important oil-burning XE will dodge the 4% company car tax penalty generally imposed on ◊

10 APRIL 2019 AUTOCAR.CO.UK 27

TESTER’S NOTE If you’re thinking you’ve seen the XE’s steering wheel before, it’s because it’s shared with the I-Pace electric SUV. It’s nicely dished, and the ‘hidden until lit’ switchgear on the spokes was a particular highlight for this tester. MS

Four-wheel drive’s reduction in on-limit balance is a fair swap for the additional sure-footedness it brings ∆ diesel fleet cars and which its rivals currently all fall foul of.

Styling changes to the exterior are limited to headlights and bumpers.

That’s because it’s the XE’s interior that has occupied the lion’s share of Jaguar’s facelift budget and attention – and rightly so, since it was probably the pre-facelift car’s biggest weakness. The new XE gets more soft-touch materials, more expensive veneers, a new centre console design, a new steering wheel, a digital instrument binnacle and, as an option, a double-deck ‘Touch

Pro Duo’ infotainment set-up closely related to the one already found in the I-Pace and in the Range Rover Velar and Evoque.

It has all made a significant difference to the XE’s sense of ambient perceived quality, technological sophistication and luxuriousness, without making enough of a difference to attract worried looks from the class’s governing German oligopoly. The XE’s cabin is now one ridden of almost all of its cheaper materials, and not without a few tactile,

Straight-line performance is good, if a little blunted by the XE’s 1690kg kerb weight 28 AUTOCAR.CO.UK 10 APRIL 2019

expensive ingredients such as aluminium shift paddles, ‘metalised’ indicator stalks or the F-Typesourced gear selector lever. It’s not a car that stands out for its interior classiness in the way that an Audi A4 or Mercedes C-Class does, but neither is it any longer a car, like the Alfa Romeo Giulia, that you’d criticise for seeming low-rent. It has progressed.

Another key part of Jaguar’s interior rethink was a redesign of the door panels, done in order to create some extra lateral space in a cabin that has always needed every extra

inch it can get. The effort has yielded some success in as much as your elbows and knees don’t feel so closely confined as once they did. Head room is still tight up front, though, and the back seats remain usable only for smaller adults and children.

Jaguar has cut down on the number of engines in the XE range: where there used to be six, for now there are three – and there’s nothing larger than two litres and four cylinders to be seen. The XE was made available to us exclusively in range-topping ‘P300’ 296bhp 2.0-litre four-wheel-drive petrol guise for our initial test drive.

And as it turns out, it’s a car that is significantly different from the supercharged, rear-driven, sixcylinder XE S that marked out the highest rung of the XE hierarchy a few years ago and which helped earn the Jaguar such praise from keen drivers.

There’s a purposeful growl but little richness or smoothness apparent from that four-pot engine when you extend it. The car’s outright performance level is strong, but not outstandingly so. I would guess that a BMW 330i, some 40bhp down on the XE on paper, is just as fast on the road, and an Alfa Giulia Veloce perhaps a shade quicker. Both rivals are, after all, notably lighter.

But it’s actually the XE’s fourwheel-drive, eight-speed automatic

FIRST DRIVES

❝

The XE remains a really absorbing car to drive on a twisty stretch of road

❞ Interior trim and equipment upgrades make up the bulk of the XE’s refresh transmission that’s the bigger obstacle to your enjoyment of the driving experience than that engine.

The gearbox can be a little bit slow to shift in manual mode and also indecisive and given to hunt when left to select gears by itself. Moreover, it seems to impart a slightly treacly sense of drag to the car’s every response to a demand for greater speed, as if unnecessary force was being wound into the driveline somewhere, never to quite make it out onto the road. It’s a sense that the XE’s real-world fuel economy would

tend to confirm: over several trips, all of which included both quicker driving and slower, we failed to see better than 25mpg returned.

It’s a good job, therefore, that the XE’s four-wheel drive leaves the car’s calling card – its fluent, balanced, entertaining handling – unharmed.

Even allowing for the shortcomings and limitations of the powertrain, this remains a really absorbing car to drive on a twisty stretch of road.

It feels a touch heavier, softer and less naturally agile than an Alfa Giulia, but it has more supple, tactile

and progressive-handling so you can place it more instinctively. Jaguar’s four-wheel drive might make for a less sweet on-the-limit handling balance than the XE S once had, but I dare say most drivers would accept that as a trade for the added traction and security it brings. All up, much as we’ll admit to being disappointed by the XE’s range-topping powertrain for a few reasons, the versions of the car more likely to be on the average customer’s shopping list should be better-placed to impress than they used to be. Added to that, the XE’s

suitability for lifting the mood of your everyday motoring, while still not without caveat, ought to be stronger.

On this evidence there’s good reason to hope for that – but we’ll see.

A lot will depend on that revised diesel engine, on which we look forward to reporting when we can.

Until then, much as life will be tougher for this car than it ever used to be, it seems all may not be lost for Jaguar’s junior executive saloon.

Here’s to holding your nerve.

MATT SAUNDERS

@thedarkstormy1

JAGUAR XE P300 R-DYNAMIC S An engine other than the four-pot petrol range-topper might clinch it for this improved compact exec

AAABC Price Engine

Eight-speed automatic transmission feels like it’s working against the car at times

£41,005 4 cyls in line, 1997cc, turbocharged, petrol Power 296bhp at 5500rpm Torque 295lb ft at 1500-4500rpm Gearbox 8-spd automatic Kerb weight 1690kg 0-62mph 5.7sec Top speed 155mph Economy 30.5-33.6mpg (WLTP combined) CO2, tax band WLTP figures tbc RIVALS BMW 330i M Sport, Alfa Romeo Giulia Veloce

10 APRIL 2019 AUTOCAR.CO.UK 29

FIRST DRIVES TESTER’S NOTE The entire instrument cluster glows red in your peripheral vision as the engine nears its redline, so you know exactly when you need to shift up. DP

TESTED 2.4.19, HOCKENHEIM, GERMANY ON SALE NOW

MERCEDES-AMG GT R PRO Proof that you don’t need more power to make a performance car faster

T

he new Mercedes-AMG GT R Pro has no more power than its GT R predecessor and the same Michelin Cup 2 tyres, yet is around seven seconds faster around the Nürburgring Nordschleife.

It registered a time of 7min 4.6sec late last year. How? It’s all down to revised aero and suspension, and a modest weight saving.

The prominent front splitter, dive planes ahead of the front wheels, Porsche 911 GT3 RS-style vents in the wheel arches, a bigger rear wing, a Gurney flap and various other wings and flicks reduce aerodynamic lift, keeping the car pressed into the track. The new coilovers are manually adjustable – for high- and low-speed compression at the front, plus rebound at both ends – as is the ride height. The anti-roll bars are adjustable, too (the bar at the front is made of carbonfibre to trim 3.3kg), while the upper rear wishbones are now attached to the body by uniball bearings that have zero play in them.

There’s more, such as a carbonfibre

sheer panel attached to the underside that increases the body’s torsional rigidity by as much as 8%. Dynamic engine and transmission mounts have been retuned. Bucket seats remove another 3.6kg between them, while the wheels and ceramic brakes are all lightweight items. Those weight-saving measures remove something like 40kg, although the standard-fit AMG Track package adds in a roll-cage, fire extinguisher and four-point harnesses, so the actual saving is closer to 25kg.

The drivetrain is unchanged from the GT R. The 4.0-litre twin-turbo V8 still develops 577bhp and 516lb ft of torque. Drive goes to the rear via the transaxle that houses a seven-speed dual-clutch transmission.

On track it feels taut, responsive, agile and exceptionally controlled.

Quite how that uncompromising chassis set-up will deal with a bumpy public highway is unknown, because for now we’ve only tried the car on Hockenheim’s flat and smooth grand prix circuit.

What’s curious about the GT R is that it’s firm and unyielding on the road, but then just a little loosely controlled and hesitant on track. This new Pro model addresses almost every one of the on-track criticisms we’ve levelled at the GT R because it feels so at home on a circuit.

The steering is light but intuitive, while the brakes don’t seem to fade at all. What counts against the GT R Pro is its sheer size, because the front axle feels so far ahead of you and the car’s nose in another county altogether.

It’s wide as well, all of which means there’s a significant familiarisation period while you learn where the car’s extremities are. And despite the Pro’s weight-saving measures, 1650kg is still a significant amount of mass for a track-day machine.

It is an absorbing and thrilling track car, though. Being able to fiddle with its chassis settings adds another dimension to a track day and allows you to play out your race engineer fantasies. It isn’t a particularly difficult car to drive quickly, nor

is it intimidating. All that results from an overcooked corner entry is predictable and safe front-axle push. There is good traction as well, although with so much power it is easily overcome. The multi-stage traction control that first appeared on the GT R is present here, too.

The whole drivetrain is excellent, the soundtrack thunderous. There’s no doubt the GT R Pro is a far more adept track car than the GT R – it couldn’t be anything else with all that motorsport-derived hardware – but at £188,345 you’ll be paying a premium of more than £40,000 for it.

Of the 750 that will be built, around 80 will come to the UK. Here’s hoping every one of them is used as its maker intended.

DAN PROSSER

@thedanprosser

MERCEDES-AMG GT R PRO Motorsport-inspired suspension and aero make it easily the sharpest and most rewarding AMG GT on track

AAAAB

Pro has the same 4.0-litre V8 as previous GT R, but performs better on track

Price £188,345 Engine V8, 3982cc, twin-turbo, petrol Power 577bhp at 6250rpm Torque 516lb ft at 2100-5500rpm Gearbox 7-spd dual-clutch automatic Kerb weight 1650kg 0-62mph 3.6sec Top speed 198mph Economy 22.8mpg CO2, tax band WLTP figures tbc RIVALS Porsche 911 GT3 RS, McLaren 600LT

10 APRIL 2019 AUTOCAR.CO.UK 31

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FIRST DRIVES TESTER’S NOTE For the Scala, Skoda’s helpful ‘Simply Clever’ gadgets include a washer-fluid filler cap that folds out into a funnel. You still get the ice-scraper in the fuel-filler cap, too, and the ticket-holder on the A-pillar. RL

TESTED 2.4.19, CROATIA ON SALE NOW

SKODA SCALA Czech brand pitches back into Focus and Golf territory with a true contender

T

he Scala is a big play from Skoda: a Focus-sized, Golf-shaped family hatchback that slots slapbang into the two-box mould of Europe’s most popular segment.

The brand has been here before, but the old Rapid was achingly bland, and rather than borrowing the Volkswagen Group’s MQB platform, its underpinnings were shared with the Fabia, with the same basic torsion beam rear axle. The Scala now benefits from the more sophisticated MQB, though because Skoda equips only its more powerful models with expensive multi-link rear suspension, there’s still a good ol’ torsion beam at the back. A mistake? We’ll see.

The engine line-up comprises a selection of the VW Group’s transversely mounted TDI and TSI units. Some have three cylinders, but it’s the four-cylinder 1.5-litre TSI, which has a healthy 148bhp, we’ve driven here. A 1.0-litre engine that runs natural gas will also debut at the end of 2019, though whether it will be offered in the UK is unknown. As for a vRS version, that looks unlikely.

Slide aboard and there are plenty

of reminders that these cars are built to a cost. The window switches are old stock from the VW parts bin, and there’s a degree of play in the buttons on the transmission tunnel. You also get an old-school manual handbrake and almost every surface below chest height is made of the scratchy, textured plastic that’s been chased out of most posher cousins.

Not that any of this is a dealbreaker. For the money – just £16,595 for the entry-level 1.0 S – it’s a nice cabin, with a thoughtful design and very strong ergonomics. The dashboard mirrors the Scala’s rakish face, and our test car’s red pinstripes give the place a lift. The driving position is good and visibility is excellent thanks to substantial C-pillar cut-outs. The optional 9.2in central display is mounted usefully high – in line with the optional digital instrument binnacle. In short, it’s spacious, comfortable, unpretentious – and very Skoda.

Exceptionally spacious, in fact, partly because of its long wheelbase for this class – 10cm longer than a Golf. You’ll get a six-foot passenger

All models tout Porsche-style ‘SKODA’ across the bootlid. Interior is unpretentious

sitting behind a similarly tall driver without issue, and rear head room is unusually generous. The boot is cavernous, too – class-leadingly so, at 467 litres with the rear seats up – with a low lip and square sides.

Like the interior, the driving experience is unpretentious. Don’t expect much in the way of weight or feel through the controls, but the dual-clutch gearbox is predictably slick. You get a slight rattle on ignition, but progress is easy-going and impressively refined.

However, on sensibly sized 17in wheels, our test car was serene enough on smooth dual carriageways, but poorer surfaces saw the ride become conspicuously choppy. At times it can feel like something from the class below, in fact, which is interesting because this version of the MQB – dubbed A0, the development of which is now led by Skoda – is the same used for the Seat Ibiza and VW T-Roc. As an aside, MQB also allows Skoda to fit a range of assistance systems, including lane keeping and a blind-spot detection programme that can spot overtaking

cars as much as 70 metres away.

Ultimately, if you’re willing to trade some refinement and rather a lot more handling ability for excellent value and utilitarian charm, then the Scala holds considerable appeal.

The most basic model is relatively well equipped, spacious like no other car in this class and even brings a bit of Audi to the exterior design, if you appreciate that sort of thing.

As a tool, you’ll like it.

Those on the fence might want to hold fire until we’ve driven the Scala in the UK, though. The car’s ride quality and isolation don’t live up to similarly sized models found elsewhere in the VW Group stable, which is something British roads may exacerbate.

RICHARD LANE

@_rlane_

SKODA SCALA 1.5 TSI SE L Champions Skoda’s principal values in convincing fashion, but even in top spec lacks dynamic finesse

AAAAC Price Engine

£23,055 4 cyls in line, 1498cc, turbocharged, petrol Power 148bhp at 5000-6000rpm Torque 184lb ft at 1500-3500rpm Gearbox 8-spd automatic Kerb weight 1190kg 0-62mph 8.2sec Top speed 136mph Economy WLTP figures tbc CO2, tax band WLTP figures tbc RIVALS Ford Focus, Kia Ceed, Seat Leon

10 APRIL 2019 AUTOCAR.CO.UK 33

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CORVETTE GRAND SPORT V8 Ian Allan Motors has negotiated a great deal for all those looking to own the last of the true V8 cars from Chevrolet.

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FIRST DRIVES TESTED 20.3.19, PORTUGAL ON SALE NOW

BMW M850i

Sports coupé-cum-tourer takes well to convertible duties VOLKSWAGEN GOLF GTI TCR Price £34,135 On sale Now What’s new? Race-series ‘inspired’ Golf GTI arrives in the UK. Bit more power and focus

W

hen BMW announced the return of the 8 Series in 2018, a Riviera-spec flagship convertible was always on the cards. After all, dynamism broadly comparable to that of a Porsche 911, only with levels of space and opulence closer to Mercedes’ formidable twodoor S-Class, should appeal just as much in open-air form as it does with a fixed roof. Perhaps more so.

The £107,000 M850i xDrive tested here represents one half of the initial line-up – the other being an 840d xDrive with BMW’s super-smooth, economical 3.0-litre straight-six turbodiesel, though an M-badged derivative with more than 600bhp is expected. Both drivelines are carried over wholesale from the coupé, meaning this M850i gets a tractable 4.4-litre twin-turbo V8 packing 523bhp/553lb ft. Explosive potency

ensues, and despite a hydraulic roof mechanism and additional bracing that see kerb weight rise from 1890kg to 2015kg, the convertible gives very little away to the coupé in terms of straight-line speed, adding just 0.2sec to the 3.7sec 0-62mph time.

On the road, the car’s handling gives similarly little away to the coupé, favouring the same surefooted stability over the easy-going adjustability you’ll find in an Aston Martin DB11 Volante. In fact, with the roof down (allow 15 seconds) and the elegant rear deck exposed, cabin turbulence is decently quelled and, out among the elements, the artificial steering feel seems less bothersome.

Elsewhere, the ride is firm but pliant, the body extremely well controlled and there’s so much traction, you can indulge the car’s natural balance and confidently carry big apex speeds.

Push too hard and you’ll invite understeer perhaps sooner than in the coupé, as the weight tells, though it’s hard to imagine many of these cars being used for much other than GT duties. And duly, with the roof in place, this is a well-isolated, cosseting cruiser we’d steer from Portsmouth to Portofino without hesitation.

As with most convertibles, you’ll sacrifice some practicality – at 350 litres, boot space is 70 litres down on the coupé – while in this case paying roughly £7000 more for the privilege.

But in many ways the drop-top 8 Series does have more to recommend it than the coupé, not least because the car’s benign dynamics better suit the more laid-back cabrio brief.

With a continent-crushing range, the diesel could be the star of the line-up.

RICHARD LANE

@_rlane_

BMW M850i xDRIVE CONVERTIBLE Stunning pace, usability and versatility, but the 8 Series drop-top lacks an element of romance

AAAAC Price Engine

Crystal gearlever lends the otherwise understated cabin a flamboyant touch

£107,100 V8, 4395cc, twin-turbocharged, petrol Power 523bhp at 5500-6000rpm Torque 553lb ft at 1800-4600rpm Gearbox 8-spd automatic Kerb weight 2015kg 0-62mph 3.9sec Top speed 155mph (governed) Economy 26.2-26.6mpg CO2, tax band WLTP figures tbc RIVALS Mercedes S560 Cabriolet, Aston Martin DB11 Volante

ALL DRIVES SO far have suggested that it’s a shame the Volkswagen Golf GTI TCR, a run-out special edition inspired by the TCR race series, is missing some of the hardcore nerve that made the old Clubsport S such a brilliant driver’s car.

Maybe. But maybe not. On British roads, where the TCR has just landed, I’m disinclined to dismiss it quite so readily. That it’s set up for the road rather than the ’Ring means that it’s terrifically damped, and while the extra power is neither here nor there in a straight line, it does mean there’s a little more adjustability to cornering, and the odd tug at the steering brings that to life. So it’s all rather interesting, and better than a regular GTI, no question. Better than the rest? Comparison soon. MP

AAAAC

SEAT TARRACO 2.0 TDI 150 SE TECH Price £30,820 On sale Now What’s new? Arrives in UK with a refined diesel motor, but ride quality is a bit questionable

LIKE ANY CAR manufacturer keen on the idea of making a profit these days, Seat hasn’t dillied or dallied in its efforts to bring a full family of SUV-shaped models to market. The Tarraco is the newest sibling, joining the smaller Arona and Ateca as a seven-seat flagship model.

A 2.0-litre 148bhp diesel engine lends the front-driven SUV reasonable pace and impressive refinement, but a ride that’s prone to animation and feels rigid around town mars an otherwise reasonably sweet dynamic package.

Still, a spacious, well-finished interior and strong standard equipment will no doubt help shift the Tarraco off dealer forecourts. SD

AAABC R E AD MOR E ONLINE

autocar.co.uk 10 APRIL 2019 AUTOCAR.CO.UK 35

ROAD TEST

PHOTOGRAPHY MAX EDLESTON, WILL WILLIAMS

No 5417

Jeep Wrangler

Original military-chic civilian off-roader enters a fourth Wrangler-badged generation M O D E L T E S T E D 2 . 2 M U LT I J E T- I I OV E R L A N D Price £48,365

Power 197bhp

36 AUTOCAR.CO.UK 10 APRIL 2019

Torque 332lb ft

0-60mph 9.0sec

30-70mph in fourth 9.8sec

Fuel economy 29.0mpg

CO2 emissions 202g/km

70-0mph 53.1m

ROAD TEST he Jeep story began 79 years ago. At around the time Enzo Ferrari and Alfa Romeo conclusively parted ways, the United States Department of War sought to commission the design of a rugged reconnaissance vehicle for duties in febrile Europe. Out of more than 130, just two companies, Willys-Overland and Bantam, stepped up, and it was the latter’s BRC 40 that formed the basis of not only a bona fide military icon but also, with the advent of the CJ-1 just four years later, an enduring post-war civilian sales success.

The JL is the fourth generation of this remarkable machine since the ‘Wrangler’ name was first applied to the recipe in 1986, and it is the subject of this week’s road test. In the time it has taken the model to make it across the Atlantic and into British dealerships, more than 240,000 have already been sold in North America, making it the most popular Wrangler to date and something of a global commercial powerhouse for its Fiat Chrysler Automobiles parent company. Early indications are that Jeep’s improvements to the cabin ambience and more frugal engine line-up are largely to thank for this, though there is one other factor that can’t be overlooked: brand.

To succeed, any new Wrangler needs to radiate its Rubicon Trail-conquering capabilities at a standstill, which is why Jeep has altered the model’s aesthetic only tentatively. And yet with the JL more than any previous generation, the real challenge has been not only to maintain and enhance this aura but also make the car a far more amenable daily companion. Indeed, solid axles and a flip-down windscreen might please Wrangler aficionados, but for wider sales success in Europe, Jeep will need to have squared such serious attributes with hitherto absent road manners and an interior one could happily live with. Time to find out whether it has succeeded.

T

DESIGN AND ENGINEERING

AAAAB

We like  Awesome off-road ability, even in mid-range form  Usable family-sized interior

We don’t like  Still notable compromises to on-road ride and handling  Now priced like a fashionable lifestyle vehicle

The JL-generation Wrangler comes in three flavours ranging from the suburban-spec Sahara to the slightly higher-riding, wilderness-prepared Rubicon with its switchable front anti-roll bar, heavy-duty alternator, 32in BF Goodrich Mud-Terrain tyres, locking differentials and the ability to take a winch without the need for modifications. Few owners will ever require that level of hardware, though beneath the lightly revised bodywork – whose aluminium doors are removable – each Wrangler retains its reassuringly rugged ladder-frame chassis, solid axles and two-speed transfer case, with 2.72:1 low-range transfer gearing intended for rock crawling (which goes out as short as 4:1 in the Rubicon). To save fuel, the driveline can be switched to rear drive at speeds of up to 45mph.

Our test car, in Europe-only Overland trim, is equipped with

Range at a glance ENGINES

POWER

FROM

2.0 GME 2.2 M’Jet-II

268bhp 197bhp

£44,865 £44,865

TRANSMISSIONS 8-spd automatic Two engine choices are available to power the Wrangler: a 197bhp diesel and a 268bhp petrol. The two-door model will likely appeal to those after a more classic Wrangler look, while four-doors offer improved practicality and a longer wheelbase.

Three trim levels are offered in the UK: the entry-level Sahara; the more luxurious Overland; and Rubicon, the most off-road-focused variant.

Various roof styles are available for open-air motoring, including a three-piece removable roof.

Jeep’s new 2143cc turbocharged fourcylinder MultiJet-II diesel engine, which is mated to an eight-speed automatic gearbox (no manuals are available in the UK). With 197bhp, it gives plenty away to the 268bhp 2.0-litre petrol engine also offered on these shores (some other markets get a 3.6-litre petrol V6), but makes up for it with superior torque, with 332lb ft available from 2000rpm. Unlike the Rubicon, the Overland wears a hybrid off-road tyre, although both have full-time mechanical four-wheel drive. Both derivatives also use rigid axles manufactured by US specialist Dana, although the Rubicon gets more heavy-duty ones with locking differentials. In the Overland, the rear axle packs a limited-slip differential.

Suspension is by coil springs and passive dampers, while the electrohydraulically assisted recirculating-ball steering is geared to a high and suitably forgiving ratio of 16.2:1. On the underside of the chassis are no fewer than four skidplates, which protect the fuel tank, transfer case and gearbox oil-pan. Rubicon models get further protection in the form of heavy-gauge tubular rock-rails to bear the brunt of boulder strikes.

In terms of length and width, the four-door Wrangler sits between BMW’s X3 and X5 SUV models, though is taller than both, with 242mm of ground clearance being among the best of any massproduction vehicle. Approach, departure and breakover angles of 35.4deg, 30.7deg and 20.0deg respectively further distance the Wrangler four-door from lesser pretenders, though these numbers ◊

CJ-1’s seven-slot grille remains to this day

 JL-generation Wrangler receives plenty of time-honoured Jeep styling cues, including the seven-slot grille, which pays tribute to the original CJ model. It’s flanked by circular headlights, which take the form of LEDs if you opt for Overland specification.

 ‘Freedom top’ roof has front panels that can be removed in a few seconds, and can also be removed entirely for a true open-air driving experience. Integral roll-cage includes seatbelt fittings.

 Overland pack takes the styling up a notch compared with the entry-level Sahara, adding distinct 18in wheels, and a body-coloured grille, wheel arches and spare-tyre cover. Note also the silver door mirrors (pictured, left).

 Door hinges are aluminium, and the design allows these panels to be removed quickly and easily. The windscreen can now also be dropped flat with the removal of just four bolts – a far less laborious process than previously.

10 APRIL 2019 AUTOCAR.CO.UK 37

Weights and measures 980m

980m m

0.45

m

max

DIMENSIONS

74 5m m

m

5481059 litres

Kerb weight: 2044kg 3008mm

1132mm

1838mm

mm

0 105

ax

742mm

 Space up front a bit more limited than the SUV class norm, but still sufficient for a 6ft 4in driver. Places to hold on not in short supply.

4882mm

Typical parking space width (2400mm)

1970mm tall, 1070mm wide (split tailgate)

Typical garage height

PA R K I N G

1975mm (with mirrors)

Typical leg room 745mm

 Back seats are bit hard, flat and short in the cushion, but there’s space enough for adults and comfort enough for reasonably pleasant longer trips.

3335mm

W H E E L A N D P E DA L ALI G N M E NT Pedal alignment is fine, but the lack of a perch for your left foot is a bit of a bugbear.

Wheel adjusts well enough for rake and reach.

35mm 80mm Width 1025mm

H E AD LI G HTS Automatic LED headlights come as standard on Wrangler Overland models.

While dipped beam spread is commendable, we weren’t able to test high beam effectiveness.

∆ are greater still for the shorterwheelbase two-door Wrangler, and particularly in Rubicon specification.

INTERIOR

AAABC The packaging of the Wrangler’s cabin feels slightly tighter than that of the average medium-sized SUV, and the front seats in particular a size more snug. The car’s door apertures are smaller than you might expect and its sills higher and more obstructive; and once you’re in the car’s highly set driving seat, you’ll find a little bit less maximum leg room and footwell space than the class norm. None of the aforementioned limitations proved problematic even for the tallest of our testers, though; the trick is

38 AUTOCAR.CO.UK 10 APRIL 2019

Height 900-1010mm

Centre

remembering that this is anything but the average medium-sized SUV – which, for various reasons, isn’t remotely hard to do.

To begin with, how many cars of this kind allow you to fold the windscreen down flat? In the Wrangler, it’s the job of five minutes with a multi-tool – and likewise is the removal of any one or all four of the passenger doors. The car comes with what Jeep calls a ‘freedom top’ in body colour, which is a threepiece modular hard-top that can be removed completely. It can also be ordered with a powered soft-top roof or a manually folding ‘sunrider’ soft-top roof – both of which make the car quicker and easier to convert for open-air motoring.

For outright habitability on less

Length 950-1800mm

 Both two-door and four-door Wranglers get folding back seats, but split-folding only with four-door. Boot width cut into a bit by subwoofer: standard fit, annoyingly.

adventurous days, the car hits a decidedly better standard for comfort, perceived quality and convenience than any Wrangler has before – although nowhere is it likely to be honestly mistaken for one of the SUV class’s premium-branded options. The cabin’s leathers are pleasant enough and its moulded plastics, though harder and more shiny than is typical of the class, feel robust and are inoffensive to the touch. The feel of the car’s FCA parts bin switchgear is predictably plain and a little bit cheap, but by and large controls are laid out sensibly and easy to use. Second-row occupant space is fit for adults and is broadly competitive, while the back seats fold flat to provide for good outright cargo capacity. In four-seat mode, the

Wrangler four-door has 548 litres of luggage space – generous enough, even if the side-hinged tailgate through which the boot is accessed makes it a mistake to reverse-park too close to walls or other cars.

PERFORMANCE

AAAAC For true off-roaders like the Wrangler, ‘good performance’ means something different to what it does for mainstream SUVs. In the midst of a boulder field, healthy torque and a linear throttle are of far greater importance than the aural refinement and crisp gearchanges Mercedes might strive for with the similarly sized but road-biased GLC. Equally, if the Wrangler’s popularity is to grow, Jeep can’t afford to imagine that ◊

ROAD TEST

 You can shift between 2WD and 4WD modes on the move. Locking front and rear diffs and disconnecting roll bars are controlled close by in the Rubicon version.

 Overland Wranglers get this none-too-convincing ‘leather-wrapped’ dash foil. It’s available in a colourful shade of red, or in grey or silver, on other trim levels.

 The passenger doors don’t have sliding hinges like most but use these fabric straps as retainers in order to make them easier to remove.

Multimedia system

AAACC

The Wrangler uses FCA’s fourth-generation UConnect infotainment system. It has an 8.4in centrally mounted touchscreen, which does offer smartphone mirroring for Apple and Android handsets but also comes with factory navigation and a user-configurable home menu screen that allows you to bundle together the functions you use most.

The car’s factory navigation system is fairly average, but its best feature is that it relays turn instructions on a 7in display within the instrument binnacle. European live traffic data is included.

Within the wider infotainment system, there’s an unresponsiveness about getting from one screen to the next that often means you can prod a fingertip twice or three times in the time it takes to get where you intended. At least Jeep’s line of menu short-cuts at the base of the screen minimises the pain a bit.

Jeep’s eight-speaker, 552-watt Alpine audio system is the only one offered in the car and sounds respectable, though not overly powerful, at open-air beach party volume.

10 APRIL 2019 AUTOCAR.CO.UK 39

❝ This is a car you can never

really get much respite from driving when at the wheel

❞

∆ on-road drivability and refinement are unimportant – and, in fact, FCA’s 2.2-litre MultiJet-II turbodiesel does well enough on all counts. The new eight-speed automatic gearbox must take much of the credit for this. For hardware designed to cope reliably with the stresses and strains of contorting dirt trails in California’s High Sierra, it is surprisingly smooth and well-mannered on the road, and contributes to the Wrangler’s appeal as an everyday vehicle.

Granted, during normal driving it has a proclivity to shift lazily into the highest possible ratio, but in the absence of a Sport driving mode, using manual mode to keep the engine in its 2000-3000rpm sweet spot is no chore.

With a recorded 0-60mph time of 9.0sec, the diesel Wrangler has a very respectable outright performance level; the considerably more powerful and larger-engined Land Rover

Discovery TDV6 we timed in 2017 only managed the trip in 8.7sec.

In-gear performance is decently stout and makes for fairly effortless progress, the drag from 40mph to 60mph in fifth gear taking 5.0sec – within a second of the Discovery.

Indeed, the Jeep gets its power down cleanly and, in everyday driving, its considerable torque output does enough to disguise a kerb weight measured at over 2.1 tonnes.

On the move, variable-geometry turbocharging reduces turbo lag and, along with this engine’s inherent smoothness, the experience is far less agricultural and more car-like than you might expect given the Wrangler’s true purpose. The car’s refinement is heightened if you shift the transfer case into ‘2H’ – for twowheel-drive high range – because this disconnects the front driveshafts, noticeably reducing the inertia of unnecessary mechanical drag.

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

AAABC The Jeep Wrangler might very well be the defining ‘go-anywhere’ vehicle.

As you’d expect, the hardware that imparts its legendary off-road ability does make for a few compromises on the road – and, though they might be slightly less noticeable than on previous versions of the car, they are nonetheless still present and noticeable enough that they might put off anyone who imagines that this car might look like a wilderness man but somehow handle like an Audi Q5.

At 3.3 turns lock to lock, the recirculating ball steering rack feels remarkably slow when manoeuvring.

Changing direction at speed takes a fair amount of forethought and a degree of manual exertion, too, on a steering system that demands you put effort in to turn into a bend and guide the car straight again.

This slower steering set-up might suggest the Wrangler should feel like a reasonably stable car at speed, and it does most of the time – although its sheer size and slab-sided, boxy shape make it vulnerable to wind buffeting at motorway speed. Between one thing and another, then, keeping the Wrangler tracking straight and true on the road is a process requiring plenty of concentration and regular line correction; or, to put it another way, this is a car you can never really get much respite from driving when at the wheel.

Through bends, the Wrangler’s handling manners are entirely predictable: it’s a large car that feels its height and weight; pitches in with plenty of body roll; and has limited front-end grip with which to prevent its bluff nose from wandering progressively into understeer if you hurry it along.

But nearly all of these criticisms

 As a car built for hard work off the road, the Wrangler itself can be hard work on it – our Overland’s slow steering and large footprint brought into sharp focus through bends

40 AUTOCAR.CO.UK 10 APRIL 2019

ROAD TEST Off-road notes Even if you don’t buy the Wrangler in go-absolutely-anywhere trim, it’s a remarkably capable off-roader. In any guise, it beats a Mercedes G-Class and a Toyota Land Cruiser for maximum wading depth and ground clearance, and across the board on clearance angles. A Land Rover Discovery will ford through deeper water and has more ground clearance, but even that can’t match the Jeep’s approach and departure angles.

We didn’t get to test the car at its most rugged (only Rubicon trim gets BF Goodrich Mud-Terrain knobbly tyres, the ultra-low-range ’box, heavy-duty axles, locking front/rear diffs and disconnecting front anti-roll bar), yet were seriously impressed with its capacity to climb steep slopes, crawl over rocks and find traction on slippery surfaces. An accelerator and torque converter automatic ’box brilliantly tuned for ultra-low-speed control, and some effective traction control electronics, make it go places you’d swear a car simply couldn’t.

are the result of mechanical specification and tuning that lends the Jeep its unflappable off-road ability. The boxy shape provides great visibility; the slow steering means you won’t injure your wrists when clambering over boulders and can make finer course adjustments easily; and those Bridgestone Dueler H/T tyres, while not full-fat offroading rubber, will get you further from the Tarmac than the standard tyres you’d find on the likes of a normal medium-sized SUV.

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

AAABC The Wrangler rides with a kind of comfort and civility that, while a way from matching what you’ll find in a more typical mid-sized 4x4, could easily see it pass muster as an everyday-use family vehicle.

The suspension cushions bigger lumps and bumps in reasonably

30.7º

20.0º

35.4º

Ground clearance: 242mm

Wade depth: 760mm

while road roar and wind noise are a near constant aural accompaniment to a long-distance cruise. The latter is the more noticeable, though, largely due to the lack of any substantial sound deadening in the removable roof panels and cabin sealing, which, in general, must necessarily be less effective than in the average SUV. Our decibel meter measured cabin noise at 70dB at a 70mph cruise.

By comparison, the Land Rover Discovery TDV6 tested in 2017 returned a reading of 67dB, while the now discontinued Defender (arguably the Wrangler’s closest conceptual rival) recorded 73dB.

well-damped fashion, and while rebound is less cleverly controlled, the car still doesn’t jounce or float too significantly over crests.

Patchier surfaces inevitably shine a spotlight on the propensity of the chassis for animation, but while the busyness and distant lumpiness of the movements of the axles are persistent presences within the car’s driving experience, they never really become overbearing or dominating factors. Where the Wrangler is at it unhappiest, however, is on particularly uneven stretches of country B-road, where non-uniform undulations and inputs that work one side of its axles more than the other bring the worst out of its ride. Here, head-toss is particularly prevalent, though still well short of motionsickness-inducing severity.

Elsewhere, the 2.2-litre diesel engine has a tendency to make its voice heard when working hard,

BUYING AND OWNING

AAABC In decades past, Jeep Wranglers looked like surprisingly good value – but anyone expecting similar of this version is in for a shock. At its least expensive, a two-door Wrangler can

be had, with either a petrol or a diesel engine, for a whisker under £45,000. A fully loaded Rubicon-spec four-door with a powered soft-top will be a near-£52,000 car before owners busy themselves with the Mopar catalogue.

Conveniently for Jeep, it remains hard to argue that the Wrangler is particularly bad value since so few rivals match its dual-purpose capability. Entry-level Sahara trim includes LED headlights, an 8.4in infotainment set-up with both factory navigation and smartphone mirroring, and a premium audio system. It’s not what you’d call generous for the price – but then the car still wears a sense of spartan functionality predictably well. Our 2.2-litre diesel four-door test car returned a touring fuel economy result of 37.6mpg, which is no embarrassment at all for an SUV of its size and brief. ◊

AC C E L E R AT I O N Jeep Wrangler 2.2 MultiJet-II Overland (9deg C, dry) Standing quarter mile 16.9sec at 82.0mph, standing km 31.2sec at 101.4mph, 30-70mph 9.1sec, 30-70mph in fourth 9.8sec 30mph

40mph

50mph

60mph

2.9s

4.5s

6.5s

9.0s

0

70mph

80mph

12.0s

100mph

90mph

16.0s

29.9s

20.9s

10s

20s

30s

Land Rover Discovery TDV6 HSE (10deg C, dry) Standing quarter mile 16.8sec at 83.2mph, standing km 31.0sec at 103.8mph, 30-70mph 8.8sec, 30-70mph in fourth na 30mph

40mph

50mph

60mph

3.0s

4.5s

6.3s

8.7s

0

70mph

11.7s

80mph

100mph

90mph

15.4s

27.7s

20.6s

10s

20s

B R A K I N G 60-0mph: 2.37sec Jeep Wrangler 2.2 MultiJet-II Overland (9deg C, dry) 30mph-0

50mph-0

9.6m 0

70mph-0

26.6m 10m

20m

53.1m 30m

40m

50m

Land Rover Discovery TDV6 HSE (10deg C, dry) 30mph-0

50mph-0

10.0m 0

10m

70mph-0

27.5m 20m

53.9m 30m

40m

50m

10 APRIL 2019 AUTOCAR.CO.UK 41

Data log JEEP WRANGLER 2.2 M U LT I J E T- I I OV E R L A N D On-the-road price Price as tested Value after 3yrs/36k miles Contract hire pcm Cost per mile Insurance

£48,365 £49,140 £22,075 £827.99 98.94p 39D/£983

81 litres

TYPICAL PCP QUOTE Three years/36,000 miles £659 You can put a Wrangler Overland on your drive for a shade under £660 per month, after a £10,000 deposit. The optional final balloon payment comes to £19,841 at the end of the contract.

Representative APR stands at 5.3%.

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

The JL-generation Wrangler is underpinned by a heavy-duty ladder-frame chassis, on which sits its boxy body. A four-cylinder, 2.2-litre diesel engine is mounted up front and sends its power to all four wheels via an eight-speed auto ’box. The Wrangler employs a five-link suspension configuration, with rigid axles and coil springs. The Jeep came in at 2122kg on our scales, with weight split 52:48.

ENGINE

POWER & TORQUE

ECONOMY

Installation

400

332lb ft at 2000-2500rpm

Track Touring Average

21.6mpg 37.6mpg 29.0mpg

CLAIMED

Urban Highway Combined

29.1 mpg 43.5 mpg 36.7 mpg

Tank size Test range

81 litres 517 miles

350

300

300

250

197bhp at 3500rpm

200

250 200

150

150

100

100

50

0

TEST MPG 400

350

Power output (bhp)

Front, transverse, four-wheel drive Type 4 cyls, 2143cc, turbocharged, diesel Made of Aluminium alloy block and head Bore/stroke 83.8mm/99.0mm Compression ratio 15.5:1 Valve gear 4 per cyl Power 197bhp at 3500rpm Torque 332lb ft at 2000-2500rpm Redline 4800rpm Power to weight 96bhp per tonne Torque to weight 162lb ft per tonne Specific output 92bhp per litre

Engine (rpm) 2000 4000

0

Torque (lb ft)

18in alloy wheels Full-time 4WD system Body-coloured spare wheel cover Front and rear park assist Reversing camera LED headlights LED tail-lights Blind-spot monitoring Keyless go Automatic headlights Three-piece modular hard-top Leather upholstery Heated front seats Auto-dimming rear-view mirror Cruise control Automatic dual-zone climate control 7in TFT instrument cluster 8.4in touchscreen infotainment including sat-nav, DAB, voice command, Apple CarPlay, Android Auto, Bluetooth Granite Crystal metallic paint £775 Options in bold fitted to test car = Standard na = not available

50

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

0

CO2 emissions Tax at 20/40% pcm

6000

202g/km (NEDC cor’d) £298/£597

C H A S S I S & B O DY

TRANSMISSION

BRAKES

SAFET Y

Construction Weight/as tested Drag coefficient Wheels Tyres

Type 8-spd automatic Ratios/mph per 1000rpm 1st 4.71/5.4 2nd 3.14/8.1 3rd 2.11/12.1 4th 1.67/15.3 5th 1.29/19.9 6th 1.00/25.6 7th 0.84/30.5 8th 0.67/38.3 Final drive ratio 3.73:1

Front 330mm ventilated discs Rear 342mm solid discs Anti-lock Standard Handbrake type Manual, lever Handbrake location Centre console

ABS, ESC, HBA, EBD Euro NCAP crash rating 1 star (Wrangler Sahara 4dr Unlimited, 2018) Adult occupant 50%, child occupant 69%, pedestrian 49%, safety assist 32%

SUSPENSION

STEERING

CABIN NOISE

Type

Front Multi-link, coil springs, rigid axle Rear Multi-link, coil springs, rigid axle

Turns lock to lock Turning circle

AC C E L E R AT I O N

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

MPH 0-30 0-40 0-50 0-60 0-70 0-80 0-90 0-100 0-110 0-120 0-130 0-140 0-150 0-160

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

TIME (sec) 2.9 4.5 6.5 9.0 12.0 16.0 20.9 29.9 -

2nd -

3rd 3.2 3.4 -

4th 4.4 3.8 4.4 6.0 -

5th 5.1 5.0 5.6 7.1 10.5 -

6th 8.9 6.9 6.7 7.5 9.4 14.5 -

7th 8th - - 10.8 9.1 9.7 12.2 - - - - - - - -

THE SMALL PRINT Power-to-weight and torque-to-weight figures are calculated using manufacturer’s claimed kerb weight. © 2019, Haymarket Media Group Ltd. Test results may not be reproduced without editor’s written permission. For information on the Wrangler, contact Jeep UK, part of Fiat Chrysler Automobiles UK, 240 Bath Road, Slough, SL1 4DX (00800 0426 5337, jeep.co.uk). Cost-per-mile figures calculated over three years/36,000 miles, including depreciation and maintenance but not insurance; Lex Autolease (0800 389 3690). Insurance quote covers 35-year-old professional male with clean licence and full no-claims bonus living in Swindon; quote from Liverpool Victoria (0800 066 5161, lv.com). Contract hire figure based on a three-year lease/36,000-mile contract including maintenance; Wessex Fleet Solutions (01722 322888).

42 AUTOCAR.CO.UK 10 APRIL 2019

Electromechanical, recirculating ball 3.3 12.3m

MAX SPEEDS IN GEAR

1 2 3 4 5 6 7 8

26mph 4800rpm 39mph 4800rpm 58mph 4800rpm 74mph 4800rpm 95mph 4800rpm 112mph 4382rpm 112mph 3676rpm 112mph* 2923rpm * claimed

RPM in 8th at 70/80mph = 1827/2088

Idle 46dB Max rpm in 4th gear 72dB 30mph 60dB 50mph 65dB 70mph 70dB

R E S I D UA L S 60 50

Land Rover Discovery Sport 2.0 TD4 HSE Dynamic Lux Toyota Land Cruiser 2.8 D-4D Icon 5dr Auto 7-seat

40 Value (£1000s)

Spare

Body on frame 2044kg/2122kg 0.45 7.5Jx18in 255/70 R18 113T, Bridgestone Dueler H/T Full-size spare

30 20 10 0 New

Jeep Wrangler 2.2 MultiJet-II Overland 4dr

1 year

2 years

3 years

4 years

 Wrangler trails behind conventional Toyota and Land Rover for retained value. Not a woeful effort, mind.

R OA D T E S T N o 5 417

Read all of our road tests autocar.co.uk

ROAD TEST Testers’ notes RICHARD LANE Having driven the Rubicon Trail itself, I can tell you serious off-road hobbyists will want the switchable locking diffs you get on the Wrangler Rubicon. It’s also the most overblown model in the range visually, and that’s a big part of the Wrangler appeal.

AAAAC

SIMON DAVIS Who says driving big cars in London is stressful?

Other motorists were surprisingly willing to move over when they saw the Wrangler coming at them down a narrow street, I found. And plenty will be used like that.

Jeep’s off-road icon is now more competent on it

Spec advice

VERDICT

hat the latest Wrangler remains one of the toughest, most capable off-roaders in the business comes as little surprise. Jeep knows what it needs to provide to retain the 4x4’s passionate cult following. Image is crucial, but ultimately it’s incredible go-anywhere ability that represents the cornerstone of its appeal.

Even in Overland spec, the new JL model packs plenty of both. But as impressive as its skills off the beaten track undoubtedly are, it’s the gains made in everyday usability that will do the most to broaden the car’s reach. The cabin is now roomier and finished to a higher standard. And while it doesn’t ride or handle with the sort of sophistication that would make it a viable alternative to a conventional SUV, you could easily forgive that given what it can do when the nearest Tarmac is more than a few miles away.

Of course, off-roading aficionados will be best-served by the fully fledged Wrangler Rubicon. But for those after a more liveable Wrangler suited to everyday use almost as well as muddy weekend green-laning excursions, the Overland will take some beating.

This is certainly the most rugged dual-purpose 4x4 you can buy – and it’s among the best.

T

R OA D TEST R I VA L S Verdicts on every new car, p82 Price Power/torque 0-62mph/top speed CO2, economy

1

LAND ROVER DISCOVERY TD4 SE A formidable off-roader, but still incredibly easy to live with every day. Comes with seven seats as standard, too.

AAAAB £54,305 237bhp/317lb ft 8.7sec/121mph WLTP figures tbc, 30.0-33.6mpg

2

JEEP WRANGLER 2.2 MULTIJET-II OVERLAND Wrangler Overland likely the superior 4x4, but lacks the Disco’s all-round polish when you’re not green-laning.

AAAAC £48,365 197bhp/332lb ft 9.6sec/112mph WLTP figures tbc, 36.7mpg

3

TOYOTA LAND CRUISER 2.8 ICON 7-SEAT Land Cruiser hasn’t earned its reputation for no reason. Highly capable off-road, and nigh-on invincible. Showing its age now.

AAAAC £49,240 175bhp/331lb ft 12.7sec/108mph 245-271g/km, 27.4-31.7mpg

4

MERCEDES-BENZ G350D Diesel power suits the G-Class to a tee. Luxurious, but rugged, and all the more authentic for it. Seriously pricey in this company, mind.

AAAAC £91,215 282bhp/443lb ft 7.4sec/124mph 287-295g/km, 25.7mpg

Overland trim would suit a daily-use car, but we’d go the whole hog on a Rubicon two-door diesel in a bright optional colour like Hellayella (£675). All the hardcore off-road kit is standard: roof bars (£481) and a kayak carrier (£175) are obligatory extras.

Jobs for the facelift  A perch for your left foot would be nice.  A one-star Euro NCAP safety rating just isn’t good enough when a Merc G-Class can get five stars. Sort it out.  Improve the on-road ride, but still on the same heavy-duty mechanicals.

5

MITSUBISHI SHOGUN SPORT 4 Lacks the premium appeal of its rivals, but the Japanese adventurer is still commendably capable off the Tarmac. Shame it’s not quite as capable on it.

AAACC £39,775 179bhp/317lb ft 11.0sec/112mph WLTP figures tbc

10 APRIL 2019 AUTOCAR.CO.UK 43

FOURS TO THE FLOOR

These four-door, four-seater super-GTs from Porsche and Mercedes-AMG set a rocking beat for all-round brilliance. Andrew Frankel drives them PHOTOGRAPHY OLGUN KORDAL

SUPER-GTs COMPARISON he pitch is simple: these are the cars that do everything, the Gary Sobers, Kapil Devs and Freddie Flintoffs of the automotive world.

Go extraordinarily fast? It’s a given.

Make you appear suitably plutocratic wherever you turn up? Natch. Keep you endlessly entertained on any empty road? Just look at them. Carry you, your family and your luggage in hushed comfort and true luxury any damn place you want to go?

I’m surprised you had to ask.

But a pitch is one thing, reality quite another. We can see why you might think (and their creators suggest) that if any car can come close to being all things to all people,

T

a Porsche Panamera or MercedesAMG GT 4-Door might fit the bill better than any other. But the question here is not just to decide which gets closest, but whether either – or indeed any car – can be truly satisfactory in such disparate regards. Trying to be all things to all owners is the brief from hell, and as sure a recipe as exists for ending up with egg on you face.

Press fleet availability means the Porsche and Mercedes seen here are close but not direct rivals, although today this actually helps because it allows us to answer another question, of which more in a minute.

One thing both cars absolutely share besides their monstrously powerful twin-turbo V8 engines is

stupidly long names. The Porsche is a Panamera Turbo S E-Hybrid Sport Turismo, the Benz an even more befuddling Mercedes-AMG GT 63 4MATIC+ 4-Door Coupé. But there are clues in these titles: the Porsche is the full-fat Panamera in both the literal and figurative senses of the word – ‘Hybrid’ signifying a 671bhp, electrically boosted power output and a staggering kerb weight of 2400kg, exactly 300kg more than the same car without the hybrid system.

That 2100kg, incidentally, is the same weight claimed for the AMG. An ‘S’ model not being available, this poor thing has to slum it with merely 577bhp, not the 631bhp that would otherwise have been at our disposal.

Yet even in such denuded form, it ◊

More luxurious AMG has an expanse of screens dominating its dash ∆ still posts a fractionally quicker 0-62mph time and a marginally higher top speed than the Porsche, as if such issues really matter. Any car weighing more than two tonnes that will nevertheless hit 62mph in three and a half seconds or less really is astoundingly fast.

Before options, Porsche will charge you £139,297 for the Panamera, over £20,000 more than it wants for the non-hybridised version of the same car, which is a scant 0.3sec slower than the hybrid’s 3.5sec to 62mph.

So you’re really going to want what the hybrid brings that the regular Turbo doesn’t, including throughthe-floor CO2 figures with associated tax breaks, a claimed 31 miles of all-electric running (nearer to 20 in

46 AUTOCAR.CO.UK 10 APRIL 2019

normal use) and possible congestion charge exemptions and so on.

The Benz is less expensive at £121,350, although if you wanted to go the whole hog and get the 631bhp S, with its active engine mounts, rear electronic differential and assorted luxury additions, that

knocks the price up to £135,550 and the 0-62mph time down by 0.2sec to a McLaren F1-matching 3.2sec.

Finally, both cars are available with a choice of two or three rear seats.

We start in the Panamera. You sit snug and low in a superb driving position which tells you that, for

Both cars will seat four adults with ease, but the Porsche (right) is roomier in the back

all its heft and gadgets, Porsche still wants you to think of this as a sports car. TFT screens bound the horizons, bewildering you with the information assault they mount.

There’s some learning to do here, but once done it’s surprisingly intuitive, even if it still takes twice the time to perform certain simple tasks than it would with buttons and switches.

If anything, the AMG is more sumptuous still. Its interior is more stylised (your eyes are drawn to those gorgeous turbine air vents), although its feel is more applied than designed in, as the Porsche’s is. You sit a little higher in seats that are a little firmer.

Here, too, are endless expanses of screens, which are more attractive to me than those in the Porsche and

SUPER-GTs COMPARISON BMW M5 COMPETITION So here’s a question: why would you spend another £25,000 even buying the Benz (let alone the Porsche) when a BMW M5 Competition is just as quick, lighter still and has a bigger boot than either?

Style is clearly a factor: the AMG and Panamera don’t look like close relatives of everyday family saloons (even if, beneath the skin, the Merc has significant amounts of E-Class architecture). Their interiors are more luxurious, their sense of occasion more palpable.

But out there on the road? Well, the BMW is not short of pace, it too has four-wheel drive and, like the AMG, can even be rear-drive only for the pleasure of the drift merchants.

And yet I couldn’t get it configured the way I wanted for that road, the damping proving too soft in Comfort but too busy in Sport, let alone Sport

Plus, and I expect that’s down to the Competition suspension mods. I’m sure they work brilliantly on the track to which no one will ever take theirs, but they are far less convincing on roads such as this.

In the end, the M5 Competition poses some good questions of these two but fails to make them look like expensive indulgences by comparison. Had we a standard – and less expensive – M5 with us, those questions might have been not only interesting but likely properly awkward, too.

You sit lower in the Porsche, giving it a more sporty feel

more configurable but less easy to use, especially via a control pad rather than a wheel. The amount of available information is huge, surely more than any owner could need or want. If you ever wish to reconnect with your inner Luddite, there is no shortage of opportunity in either car.

In the back there is no contest: the Porsche is just better. Indeed, having a BMW M5 along for the ride allowed the Panamera to show there is The little or nothing to lose in either Panamera’s leg or headroom to a large powertrain may be executive saloon. Four six94bhp more powerful, footers would be happy to but thanks to its mass travel unlimited distances the car’s power-toin here. The Mercedes is not weight ratio is a mere cramped in the back, indeed 5bhp per tonne its rear quarters are ◊ stronger.

10 APRIL 2019 AUTOCAR.CO.UK 47

∆ probably more in line with what you might expect from a car calling itself a four-door coupé, but there’s a little less room everywhere and if the person in the front seat has his or her seat as low as possible, it will be hard to slide your feet underneath.

The cars’ respective shapes suggest the Porsche would have the bigger boot, too, and it does, although by less than I had expected: 520 litres versus 460 for the Merc.

The drive over to the mountain road in the Porsche is informative. It rides well and, as importantly, like a Porsche: firm but never harsh. Out here, running with the traffic on all manner of roads save urban, it’s doubtful the hybrid is doing anything for the fuel consumption. I reckon it would be an unusually careful longdistance driver who got a genuine 25mpg from it. The lighter, less powerful Mercedes would do better, but not by much.

And then we’re at our desired location, into Sport Plus mode and away. As we all know, weight is the enemy of all automotive engineering but there is a still a sense of occasion and a certain undeniable majesty to see how the powertrain picks up two and half tonnes of Panamera and Frankel combined, and flings us forward. First time out, I defy you not to laugh. There’s so much torque everywhere that the eight-speed dual-clutch transmission seems almost redundant.

Yet everywhere you go, that mass goes too, and you are aware of it all the time. It numbs the steering in corners and challenges the dampers over crests. Grip is provided by four stupendously large contact patches, but this is not a car for chucking or even gently lobbing into corners. It needs to be guided, managed on a

The Panamera is a plug in but it can also use its engine to charge the battery, which will be useful when approaching zero-emissions zones.

The Mercedes’ 4.0 V8 produces 577bhp

Hybrid Porsche has 671bhp at its disposal slow in, fast out basis, which makes it sound like a 911. But it’s not: on that road there were times it felt a little cumbersome and heavily reliant on its dustbin-lid brakes, whose incredible stopping power was in no way matched by its poor pedal feel.

What, then, to expect of the Mercedes? Given how AMG has laboured to find the handling sweet spot in the more comfortable versions of its far lighter, more sporting and bespoke two-seat GT Coupé, possibly not that much. And yet, in reality, the car confounds expectations.

First, even before you get to the corners, it’s even quicker than the Porsche. The difference is not great, but it’s there. It sounds better, too, at least inside. Outside I’m told the Panamera was in spectacular voice with its optional sports exhausts, but inside the AMG’s soundtrack is sharper and more exciting. And if its

Despite their size and weight, both cars are undeniably rapid

nine-speed gearbox – an automatic rather than a dual-clutch but with a wet clutch in place of a torque converter – is any slower than the Porsche’s ZF unit, I couldn’t spot it.

But the real difference comes in the corners. I’m sure the Porsche’s case would have been improved had it been fitted with optional four-wheel steering (on the AMG it’s standard in the UK), but I can’t see it clawing back more than a little of the ground it loses here. The Mercedes feels better in every regard: more intimate, communicative and entertaining, while inspiring more confidence.

And in cars this fast, vast and heavy, confidence is crucial. So accurate is its steering, so keen is its nose to sniff out an apex, so fluent is its damping,

48 AUTOCAR.CO.UK 10 APRIL 2019

SUPER-GTs COMPARISON

❝ The Mercedes inspires more confidence, and in cars this vast and heavy, confidence is crucial ❞

at times you could mistake it for a genuine sports car, which seems a ludicrous thing to write about a fourdoor car weighing so much. But I can report only as I find.

The drive home gave time to ponder its other appeals. Is it as quiet and comfortable as the Porsche?

Probably a touch noisier despite the Panamera’s fatter footprints, but maybe a tad more compliant with the dampers in their softest settings. But it doesn’t matter because both are unreasonably good in both regards.

There is, then, a clear case for either car, and what’s curious is how each now trespasses on the other’s traditional territory. You’d expect a Mercedes to have more room for people and luggage and offer the

better ergonomics, but it doesn’t.

Likewise, you’d expect the Porsche to be the obvious driver’s choice, but it’s not. I expect the Panamera’s case would have been better served by the cheaper, lighter, barely slower standard Turbo, but enough to vanquish the Mercedes? I wouldn’t rule it out, but it is a little hard to see.

Don’t let that detract from what AMG has achieved here: unless tax concessions and practicality are numbers one and two on your priority list (and you’re prepared to pay a substantial sum for them), the Mercedes is the better car. To answer the question posed at the start, it is an immense all-rounder, superb in many regards, deficient in none. In short, it is a clear and worthy winner. L

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

Porsche Panamera Turbo S E-Hybrid Sport Turismo

Mercedes-AMG GT 63 4Matic+ 4-Door Coupé

Pulverisingly powerful, but unless the finance makes sense, the hybrid takes away more than it adds AAAAC £139,297 V8, 3996cc, turbocharged, petrol, plus electric motor 671bhp at 6000rpm 626lb ft at 1960rpm 8-spd dual-clutch automatic 2400kg 3.5sec 192mph 76.3mpg (WLTP) 76g/km (NEDC equivalent), 19%

Outstandingly accomplished.

Not flawless but fast, fluent, fun and the greatest car of its kind currently on sale AAAAB £121,350 V8, 3982cc, turbocharged, petrol 577bhp at 5500rpm 590lb ft at 2500rpm 9-spd automatic 2100kg 3.4sec 193mph 22.6mpg (WLTP) 256g/km (NEDC equivalent), 37%

10 APRIL 2019 AUTOCAR.CO.UK 49

The Swindon factory closure: how Honda got Europe so wrong The decision to imminently shut Honda’s UK production plant is the result of a deep-rooted decline in European sales, reports Julian Rendell he tale of Honda’s rise and fall in the UK and Europe is a chastening one. At one time, the firm was viewed as a genuine alternative to BMW, led by engineers making cars with cuttingedge petrol engines and sharp design.

In the 1970s sales success with the Civic in the US was pioneering, while a joint venture with Rover in the 1980s broke new strategic ground.

So when the Swindon plant opened in 1992 with the capacity to build 150,000 cars a year, just as Europe’s single market was launched, Honda looked set to conquer the continent.

Yet 27 years on, the relationship with Europe has soured: sales are in the doldrums, with just 150,000 cars shifted last year, and the £2 billion Swindon factory will close in 2021.

Civic production will also stop at its Turkish plant, although “business operations” will be maintained.

So how did it all come to this?

T

Sales

REMEMBER HOW WELL-loved Honda was in the late 1980s and early 1990s? There was the amazing NSX sportscar, the McLaren-Hondas that won everything in Formula 1 thanks to their turbo V6 and normally aspirated V12 engines, and the joint venture with Rover, all contributing to a solid toehold in Europe.

Back in 1990 Honda was selling 155,000 cars in Europe, compared with Nissan’s 371,000, Toyota’s 340,000 and Hyundai’s 18,000. After opening in 1992 with the Accord, the Swindon factory steadily boosted sales, rising to 225,000 in 1998.

These were not easy years, however. BMW acquired Rover, rivals such as Hyundai were moving faster and Honda’s own diesel engine was a decade from production. In the meantime, it bought in its oil-burners from Rover.

A real turning point was 2000 – the year Hyundai sold more cars in Europe than Honda.

Honda didn’t have its own diesel engine until 2003 – the inevitably brilliantly engineered i-CDTI. But by then its Korean competitor was selling 100,000 cars per year more, while Nissan and Toyota were smashing the market.

Sales of diesels and rising rd Acco the was don Swin at line First off the demand for SUVs did lift Honda to its European sales

50 AUTOCAR.CO.UK 10 APRIL 2019

peak of 313,000 units in 2007 – just before the collapse of Lehman Brothers. The manufacturer’s response to the financial crash was, reasonably, defensive. One former insider said: “Honda is fiercely independent and the management refused any idea of bail-outs. But it raised the issue of how vulnerable the company was to a shock. So instead, they pulled back and shut the second production line at Swindon.”

Knocking Swindon back to a maximum of 150,000 units was never

Swindon is now set to close in 2021, with the loss of 3500 jobs

going to end well. “The minimum efficient volume is around 250k,” says David Bailey, a professor of industrial strategy at Aston Business School.

Ever since, European sales have been on a steady – some insiders say ‘managed’ – decline, levelling out at 140,000-150,000 units in 2017/18 – pretty much where Honda’s European sales started in 1990. In fact, when Swindon was at the height of its powers, and as the second plant was opened in 2001, Honda was discussing whether to aggressively

HONDA’S UK EXIT ANALYSIS The Civic Type R hot hatch is one of a few models in Honda’s limited UK line-up

target 150,000 units per year in the UK alone. But management baulked and the moment to create an impregnable sales base for Swindon passed by without being seized.

❝ Honda has

misjudged the European market and they simply don’t have the volume to justify production here

❞

model range has diminished, limited in the UK to four volume models: the Jazz, Civic, HR-V and CR-V, plus the NSX super-sportscar and the Civic Type R hot hatch.

Honda Motor Europe senior vicepresident Tom Gardner contends the brand has performed well: “Honda has maintained consistent UK market share over the past five years, in excess of 2%, highlighting strong brand presence in the UK, with a committed dealer network offering outstanding customer satisfaction.”

However, insiders and experts identify weak product planning as one of Honda’s missteps. Among them are the Pilot 5+2 SUV not making it to the UK in 2002, the on/ off Civic Tourer estate, the niche model strategy, on/off hybrids and being slow to market with diesel at a time when it was a must-have in every manufacturer’s armoury.

Another example is when, having built a customer base for the Stream and its FR-V successor, Honda pulled out of the MPV market without ◊

H O W H O N DA’ S E U R O P E A N S A L E S C O M PA R E W I T H R I VA L S 1000

800 European sales (000s)

F1 success once bolstered Honda’s imag e

Insiders believe UK sales could be stronger, but senior management has repeatedly turned down requests to supply more right-hand-drive cars.

“Honda refused to chase daily rental and fleet sales, so that cuts you out of a large part of the UK market, where rivals like Hyundai are selling a lot of cars,” says one source.

UK sales peaked at 106,000 in 2007 but have subsided back to around 53,000. Consequently the

Source: JATO Honda Hyundai Nissan Toyota

600

400

200 0 ’90 ’91 ’92 ’93 ’94 ’95 ’96 ’97 ’98 ’99 ’00 ’01 ’02 ’03 ’04 ’05 ’06 ’07 ’08 ’09 ’10 ’11 ’12 ’13 ’14 ’15 ’16 ’17 ’18 10 APRIL 2019 AUTOCAR.CO.UK 51

HR-V: outsold four to one by the Nissan Juke

Jazz: one of only four mainstream UK models

CR-V: shaded by the RAV4 and Qashqai

NSX: Honda’s ‘halo’ sports model won’t save the brand in Europe

Gardner: “Ongoing investment”

∆ a replacement, deserting the loyal customers the two models had won.

“Fundamentally, Honda has misjudged the European market, and they simply don’t have the volume to justify production here,” says Bailey.

Management

TALKING TO FORMER Honda employees, there is a feeling that a switch was flicked around the time of the 2008 financial crisis. “Honda lost its spark. The model range definitely lost its spark,” says one former executive who spoke to Autocar on condition of anonymity. “The product line wasn’t as exciting and the commitment wasn’t the same.”

Another insider identifies a senior

52 AUTOCAR.CO.UK 10 APRIL 2019

management team with a focus more on the home market in recent years and reduced interest in Europe. “The new generation seem more nationally focused,” says the former exec. “The post-World War II generation who were around in 1992, and who looked to Europe, are gone. The new people are less interested in Europe.”

Bailey believes Honda’s management has been patient but ultimately too many setbacks forced it to act. “Swindon has been at 60% capacity since 2008,” he says. “But too much has changed: an about-turn on diesel and Brexit have been gamechangers for industrial strategy.”

Back in the 1980s, Honda was headed by Nobuhiko Kawamoto, widely considered the most charismatic Japanese car company leader of the past 30 years. Perhaps it is no coincidence that Honda’s golden period of the modern era was under his stewardship. But who can blame the current management for acting?

Europe has been reduced to Honda’s 10th-biggest global car market, behind even Indonesia. And Hyundai now sells nearly four times Honda’s volume in Europe.

Despite these obstacles, Gardner says Honda remains fully committed to the UK and Europe: “Europe is the most competitive region in the

❝ Not even experts in their field can identify Honda’s head of design

❞

world, with the tightest regulations and the most demanding customers, and Honda continues to invest in its automobile line-up for the region.”

Product line-up

ASK ANY CAR enthusiast and there is deep affection for Honda’s back catalogue of innovative models, especially those using high-revving VTEC petrol engines. The company even matched Toyota with hybrid developments in the mid-1990s.

But it’s hard not to conclude that it has failed to build a consistent and coherent – and European-friendly – product range. Strong sales in the US, for example, mean some models have to be focused on that market.

It has also chopped and changed its ‘image cars’ (see panel, below right), in contrast to rivals that have nurtured theirs, while potentially significant developments such as the IMA hybrid haven’t made the hopedfor sales breakthroughs.

Honda was once at the cutting edge of hybrid development with the Gen 1 Insight IMA in the mid-1990s, created by engineers redeployed from F1. Yet the five-door model, an obvious volume-seller, didn’t appear until 2009, a decade behind the Prius. The Insight was dropped in 2014, just as the politics of air quality was emerging. “Honda had an early lead in hybrid technology, let it go and Toyota has romped all over them,” says Peter Wells, a professor at Cardiff Business School.

Globally, the CR-V and HR-V SUVs

IMA hybrid was always in Toyota’s shadow

HONDA’S UK EXIT ANALYSIS H O N DA v s T OYO TA : E U R O P E A N M O D E L S A L E S C O M PA R E D 160 160000

Source: JATO Honda CR-V Toyota RAV4 Honda Civic hatchback Toyota Corolla/Auris

European sales (000s)

120 120000

80 80000

40 40000

0

0

'90 '91 ’90 ’91

'92 '93 '94 '95 '96 '97 '98 '99 '00 ’92 ’93 ’94 ’95 ’96 ’97 ’98 ’99 ’00

'01 ’01

'02 '03 '04 '05 '06 '07 '08 '09 ’02 ’03 ’04 ’05 ’06 ’07 ’08 ’09

have been huge hits for Honda, and both are among the world’s top 10 sellers. The CR-V broke new ground in 1997 with its carlike driving manners, boosted at the time by shared knowledge of Land Rover’s Freelander plans.

In fact, some insiders rate the CR-V as Honda’s UK shining light ahead of the Civic.

Prius beat 5dr Insight to the hybrid punc h But it was Nissan’s overwhelmingly successful Qashqai that was to become the eluded them. “There have been some compact SUV standard bearer, its fantastic cars, but they haven’t been 2007 launch leading to huge sales numbers. “The Qashqai soon became used as a jumping point to the volume sellers,” says Dale Harrow, head of a reference model and has allowed car design at the Royal College of Art. Nissan to take sales away from its Harrow questions whether Japanese rivals,” says Felipe Nunoz, a Honda has ever really pinned down global analyst at Jato Dynamics. critical details, such as the front-end European CR-V sales peaked with graphic of its cars, and suggests that 76,000 units in the Qashqai’s launch some models, like the HR-V, remain year, a time when the Toyota RAV4 “apologetic and plain vanilla”. Yet the sold 99,000. By 2017 CR-V sales latest Civic is a riot of shapes, vents fell by more than half to 34,000, and styling lines – seemingly built by compared with 71,000 RAV4s, while a different company. the HR-V sells around a quarter of A fundamental issue that Honda the Nissan Juke’s UK volume. has struggled to fix is aligning its brand image across Europe, with UNDOUBTEDLY HONDA’S BACK owners who are typically older in the catalogue is graced by handsome and UK than they are in places such as great-looking cars, but consistency Germany and Eastern Europe. of style and brand, especially in the That makes car design volume-selling models, has somehow challenging, but it is not helped by

Design

'10 ’10

’11'11

Honda’s refusal, according to one insider, to work around a typical “European buyer”.

Instead, the firm allows each country or region autonomy.

Honda is famously engineering-led and maintains it “will continue its approach of delivering products of high quality that resonate with its very loyal European customer base”. But not even experts in their field can identify the head of design at Honda, if one exists.

Instead, the power in its product development process is vested in an engineer or LPL (large project leader), who is tasked with bringing individual models to market but not under the watchful eye of a head of design empowered to oversee rangewide design discipline.

Harrow believes there is “still the feel of a company where designers are dressing the engineering”. The company does have a European design studio in Germany, but it has never had the profile of Nissan’s London studio, for example.

There’s a stark contrast with Kia and Hyundai, too. The Korean brands recruited two senior European designers, Peter Schreyer (formerly of Audi) and Thomas Bürkle (ex-BMW), to run a

'12 ’12

'13 ’13

'14 ’14

'15 ’15

'16 ’16

'17 ’17

'18 ’18

design studio in Germany to create European-flavour cars. The reward has been hot-selling models such as the Tucson and Santa Fe. Employing European designers has brought coherence to the Korean brands’ range – something they didn’t possess when Honda was outselling them 10 to one nearly 30 years ago. “Honda hasn’t appointed an overseas design boss,” says Harrow. “I think that shows a lack of value in design at the top level.”

The future

A GOVERNMENT-LED task force is trying to save as much of Swindon and its infrastructure as possible. It’s the least the 3500-strong workforce deserves. Meanwhile, Honda focuses on an electric future and is targeting 2025 as the date by which all of its new cars will be electrified.

Gardner says: “This ambition will place Europe at the forefront of the company’s accelerating electrification efforts, and will require major, ongoing investment into the region.”

Sadly these electrified Hondas will be built in Japan and exported to the UK and Europe. How well they sell here may in part depend on Honda’s ability to learn the lessons and fix the failures of years past. L

CR-X: Gen 1 1983-87, Gen 2 1987-91, Gen 3 1992-98 Great-looking front-wheeldrive coupé broke new ground with handling and fuel economy, but Gen 3 lost direction in a styling cul-desac. Contrast with Mazda’s nurturing of the MX-5.

Europe (000s)

T H E H O N DA S T H AT L O S T T H E I R WAY

Insight: Gen 1 1999-2006, Gen 2 2009-14 F1 engineers were redeployed to develop the Insight IMA hybrid as a tech demonstrator.

Launch was one year after the Prius, but the IMA struggled against diesel and sales of the Gen 2 Insight stumbled.

‘90 ‘91 ‘92 ‘93

Honda Pilot: Stream: Gen 1 2000–06, Gen 1 2002-2008 Gen 2 2006-2014 A huge success in North Honda’s 5+2 Stream carved America, the 5+2 Pilot could a niche for a compact lowhave carved a strong niche for roofed MPV and pre-dated Honda in Europe just as SUV the Ford S-Max by six years.

Established Honda in the MPV sales were developing. UK dealers cried out for it, but it market, which the brand then Europe. following ‘94exited ‘95 ‘96 ‘97 ‘98the‘99FR-V. ‘00 ‘01 ‘02 was ‘03 denied ‘04 ‘05to‘06 ‘07 ‘08 ‘09 ‘10

FR-V: 2004-2009 Inspired by the Fiat Multipla, the three-abreast FR-V MPV replaced the Stream in Europe. Like its predecessor it built a loyal customer base, but Honda pulled out of the segment altogether following the 2008 ‘11 ‘12 ‘13financial ‘14 ‘15 crash.

‘16 ‘17 ‘18

10 APRIL 2019 AUTOCAR.CO.UK 53

A MONDEO FOR LUNAR-TICS You’d have to be mad to buy this car that’s logged the equivalent miles for a journey to the moon – wouldn’t you? As John Evans reports, not necessarily so…

PHOTOGRAPHY MAX EDLESTON enerally speaking, a spaceship destined for the moon is a tiny capsule stuck on the end of a huge, pointy rocket somewhere in sunny Florida.

But the spaceship we’re looking at is a family hatchback at a used car dealer in West Drayton, off the M4.

In fact, it’s a 10-year-old Ford Mondeo 2.3 Ghia X auto that has done 293,000 miles, or a bit more than a spacecraft does on a lunar mission. It’s for sale at Trade Price Motors, a large used car lot at the end of an industrial estate.

Be honest – would you buy such a motor? For most of us, 60,000 miles is the cut-off. Any higher and we start to worry about component life and reselling the thing. The idea of buying one that’s done 100,000 is a stretch, but one with 293,000 miles?

Pigs might fly – to the moon.

“Sixty thousand miles is most car buyers’ first sticking point,” agrees

G

54 AUTOCAR.CO.UK 10 APRIL 2019

Mark Bulmer, senior valuations editor at Cap HPI. “Then it’s 100,000, but anything over 150,000 miles and condition is everything, to the extent that the price difference between a car with 200,000 miles and another with 300,000 is negligible.

“This is because modern cars can take high mileage. In fact, doing lots of miles is better for a car than doing too few when the oil doesn’t get hot enough to circulate properly. Rust used to be the big killer, but now that car makers have fixed that problem, if a high-mileage car has been serviced regularly, it’ll be fine to buy.”

On the strength of TPM’s Mondeo space capsule, Bulmer may have a point. Incredibly, its slotted alloy wheels, shod with matching, premium Goodyear rubber, are pristine. Its paint is original and its body is free of dents and scratches.

Inside, its cabin looks as if it’s been lifted from a 3000-mile car rather than one that has done 100 times

that. The ‘walnut’ trim gleams and the black leather seats look as fresh as the day they were fitted. Only the part-wood and leather steering wheel looks faded and is beginning to peel.

Time to fire it up. Being a Ghia X, the Mondeo has keyless ignition, so I press the start button. The 2.3-litre engine settles to a quiet tickover.

During a rare break in the passing traffic, I pop open the bonnet to listen more closely, expecting to hear the shuffle-shuffle of the auxiliary belt

❝ Modern cars can

take high mileage.

It’ll be fine to buy

❞

as, for the umpteenth time, it follows its tortuous path. Nothing – not even a squeak. The engine is dry but not corroded. The battery terminals have fresh grease on them.

It’s disappointing to see there are only nine stamps in the book (all Ford main dealer), but because service histories can get a little hazy at spaceship mileages, I’m willing to believe it’s an incomplete record.

It’s got to be worth a run up the road. I select Drive and squeeze the throttle. The big Mondeo rolls across TPM’s granite chippings and potholes incredibly smoothly.

I expected to feel some looseness in the suspension and steering rack bushes, but everything feels tight.

Out on the road, it picks up speed smoothly. The traffic clears, so I knock the gearshift into Sport and try a few downchanges. The transmission responds without fuss, although the petrol engine feels lethargic, as I’d expect with just

THE HIGH-MILE CLUB BUYING GUIDE BULMER’S BUYING GUIDE High mileage doesn’t have to be high risk if you follow these golden rules, says Mark Bulmer, senior valuations editor at Cap HPI. Beware warning lights Air-bag and braking systems problems can be very expensive.

Buy it with a year’s MOT Insist the car has a new MOT since that way you know it’s safe and there are no big bills awaiting you.

Check its MOT history Visit gov.uk/check-mot-history to find out what MOT advisories the vehicle has had. From these you’ll know how well the vehicle has, or has not, been maintained.

You’ll also be able to check if the vehicle is subject to any outstanding safety recalls.

Service history Always good to see and remember to check the invoices for materials used and if any further work was suggested.

You’d never know how far this car has travelled in its life

Fly me to the moon… in a Ford Mondeo 159bhp to give. My old 2007 Mondeo 2.0 diesel auto was much gutsier.

The steering wheel is dead straight, the brakes pull up powerfully and the engine temperature is good. Back at Trade Price Motors, I check the dual zone climate control, tyre pressure monitoring system and parking sensors. They all work.

Kashif ‘Sam’ Sheikh, the dealership’s general manager, rushes over for my verdict. As we coo over its condition, he says he’s putting up its price – from £1250 to £2495: “The boss was giving it away.”

Bulmer isn’t surprised by the Mondeo’s condition. He says most Fords take high mileage exceptionally well. Not only those

Odometer becomes a badge of honour

Sam Sheikh: “To you, John,

it’s more”

but Mercedes, Volvos and most Japanese and Korean cars also.

Even, he says, old Land Rover Discoverys. He should know about those since he’s Cap HPI’s valuations expert on SUVs. One of his favourites is the Toyota Land Cruiser.

“They just keep rolling,” he says.

“Mileages over 100,000 are common.

In fact, in the past week alone we’ve seen four with well over that figure.”

It gives me an idea…

From West Drayton I nip part-way around the M25 to West Byfleet, to meet dealer Russell Baker of Baker Brothers. He’s selling something that I reckon Bulmer, a former Land Cruiser owner, would approve of. It’s a 2000 V-reg Colorado 3.0 TD – with 270,000 miles. “We’re big fans of high-mileage Land Cruisers,” says Baker. “They’re top value and take everything in their stride.”

His Colorado has good provenance and a great service history. It had one lady owner from 2002 to 2017. She did 200,000 miles in it and had it serviced on the button by a main Toyota dealer.

Russell Baker and the 270,000-mile Toyota Land Cruiser

HPI check Many high-mileage cars have a chequered past. Research it.

It’s in excellent condition, inside and out. The engine looks great. Its two batteries are still wrapped in their smart, black jackets.

Baker himself runs around in a Mk5 Volkswagen Golf diesel that has done 288,000 miles. He bought it with 194,000. “It’s only had a new turbo and still does 60mpg on a good run,” he says, proudly.

He also has a 2015 VW Amarok that’s done 150,000 and two 2016-reg VW mini buses, each with 260,000 miles. “Unfortunately, 100,000 miles is still a problem for many car buyers, but the fact is most cars will do 500,000 miles no problem.

“Few owners and good service history are things to look for but condition is everything. If it looks good, it probably is.” L

H I G H - M I L E AG E C H A M P I O N? It’s only four years old but we found a 2015/65 Toyota Aygo 1.0 VVT-i X-Play that has done 260,000 miles with its one owner from new and has a full service history. “They were all motorway miles and it drives like new,” says the seller. The owner works in social services, and the car has spent its life shuttling people the length and breadth of the country.

We arranged to view it, but during the intervening weekend it was sold for £3490.

10 APRIL 2019 AUTOCAR.CO.UK 55

‘You get used to it, but even now it feels quick’ You’d hardly know it, but Lando Norris is still getting to grips with an F1 car. James Attwood meets the 19-year-old rookie following his impressive debut PORTRAITS MAX EDLESTON

ando Norris isn’t like most teenagers.

Ask him a question and you’ll receive a thought-out, considered answer, delivered with an eloquence that belies his age – until you get the 19-year-old onto the right topic, that is. Ask him to recall the first time he drove a Formula 1 car and his eyes light up with glee.

“It’s mind-blowing,” he says. “You see it on TV, but it always looks so easy. People just do not realise how hard it is, how quickly things come at you. You just don’t feel like you’ll stop accelerating, you’re going ‘woooah, this doesn’t stop’. Then suddenly you have this massive brake, and

LAT

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Jenson Button arrived in F1 aged just 20 56 AUTOCAR.CO.UK 10 APRIL 2019

the car stops suddenly. Your mind has to take a second to keep up with what’s just happened, then you turn, accelerate and it all happens again. It’s quite insane.”

Norris, of course, isn’t like most teenagers. Most teenagers can only dream of driving an F1 car. Norris gets to race one – for the storied McLaren team.

When he started the Australian Grand Prix, Norris became the fourthyoungest driver to take Norris has gone from part in an F1 race and Australian GP TV the youngest-ever Brit, viewer to competitor breaking the record set by the then-20-year-old Jenson Button in 2000.

Not that Somersetborn Norris is bothered by that bit of races and championships.”

British F1 history. “It’s not something Still, Norris admits his rapid rise I’ve tended to think about, it’s just is a touch surreal. “It’s not long ago something that comes with it,” he I was getting up at stupid o’clock to says, with a nonchalant shrug that watch the Australian Grand Prix, suggests racing in F1 at the age of thinking ‘one day I want to do that’,” 19 is barely noteworthy. “It’s an he says. “Then you think how far achievement, and I’ve got to be proud away it is – and suddenly, I’m here. At of it. But my aim is not to be the the same time, I think of it gradually. youngest British F1 driver: it’s to win I’ve taken my time to go through ◊

LANDO NORRIS INTERVIEW

Norris might drive for McLaren but he doesn’t own a 720S – yet. Instead he drives a Volkswagen Polo. “I don’t even know what type,” he admits, “although it’s definitely not a GTI.” He’s planning to get a Renault soon, though – “probably a Mégane RS or a Clio RS.”

Norris scored his first F1 points with a fine sixth place in Bahrain 10 APRIL 2019 AUTOCAR.CO.UK 57

∆ karting and the junior categories.”

‘Gradually’ is a relative concept here. Norris started karting in 2008, with his career culminating when he won the world championship in 2014.

That year he also made his car-racing debut in the Ginetta Junior series.

Norris switched to single-seaters in 2015, racing in MSA Formula (now Formula 4). He won the title.

The following year he raced in two pan-European Formula Renault 2.0 championships and the New Zealand-based Toyota Racing Series.

He won all three titles.

In 2017 Norris stepped up to the Formula 3 European Championship.

He won that title too.

Last season, Norris jumped into Formula 2. He won his first race but finished second to fellow grand prix rookie George Russell in the final standings. That one still rankles a bit.

“It didn’t quite go as well as I wanted it to,” says Norris, with a pained look that suggests he’d spent the year toiling deep in the pack rather than finishing as runner-up in F1’s top feeder category against a field of grand prix aspirants.

“I’m annoyed, because I’d loved to have won it, and have it on my

record. But I’ve got to realise I made mistakes that cost a win, or a podium, or a bunch of points. But I know the areas I made mistakes in, and I’ve got to make sure they don’t happen again. I still enjoyed it, and that’s the main thing.”

The fact Norris found himself so high up the single-seater ladder before encountering some adversity – a relative term, in this instance – is incredible. Norris insists there’s no secret. “I’ve always been able to have good people around me who have put me in the right direction and with the right team,” he says. “I’ve been fortunate to do quite a bit of testing as well: even if I haven’t been able to test in the car we wanted to race in the next year, I’ve been able to drive something similar.”

It’s worth acknowledging that Norris’s ability to race with some of the best teams – including junior single-seater powerhouses Carlin and Josef Kaufmann Racing – and conduct plentiful testing is aided by family wealth. But while you can find many well-funded drivers plying their trade on F1’s nursery slopes, you won’t find many with Norris’s stellar track record. These days, most junior categories have restrictive regulations that help ensure a level playing field. You don’t win as much as Norris has without

Norris sampled Ginettas in 2014 then took the MSA Formula title in 2015 F2 beckoned in 2018, and with it a season-long battle with George Russell

incredible natural talent.

It was that natural talent that brought Norris to the attention of McLaren, who signed him as a junior driver in February 2017.

That deal, he says, was the first time he really began to believe he could reach F1. “I never knew,” he says. “Even in F2, I never went ‘I’ve got this, 100%, I can do this’. You always have a bit of doubt. But the biggest thing was joining McLaren, and my first test in Hungary.” Which brings us back to where we started, in August 2017, when a then-17-year-old Norris had his first McLaren outing at the Hungaroring.

Norris says the step from F2 to F1

He won races in Formula 2 but not the title

58 AUTOCAR.CO.UK 10 APRIL 2019

LANDO NORRIS INTERVIEW F 1 ’ S T E E N AG E TA L E N T S Lando Norris was 19 years, four months and four days old when he started the Australian Grand Prix, becoming the 12th teenager to start a Formula 1 race. Those 11 other drivers provide Norris with some promising examples – and cautionary tales.

The most notable are four-time champion Sebastian Vettel (19 years, 11 months and 14 days old when he made his debut) and double champ Fernando Alonso (19y7m3d) – the man Norris has replaced at McLaren.

In 2015, Max Verstappen (17y5m13d) became the youngest driver yet to start an F1 race.

He took the first of his five wins (so far) in Spain in 2016, aged 18 years, 7 months and 15 days.

The Dutchman helped spark a youth movement, with two more teenage debutants – Lance Stroll (18y4m25d) and Daniil Kvyat (19y10m18d) – competing this year. Esteban Ocon (19y11m11d) is now reserve driver at Mercedes.

But for every Verstappen or Vettel, there’s an Esteban Tuero (19y10m14d), last seen in Argentinian touring cars, or Jaime Alguersuari (19y4m3d), now enjoying life as a DJ. There are also cases of unfulfilled potential. Chris Amon (19y10m20d) started 96 races and is regarded as one of the greatest drivers never to win one. Ricardo Rodriguez (19y6m27d) showed much promise on his debut in 1961, but the Mexican was killed in a non-championship race in 1962, before he had a chance to realise his prodigious talent.

Alonso (centre) first raced in F1 aged 19

spend a second year honing his skills in the category. Instead, with Fernando Alonso moving on and the team deciding not to retain Stoffel Vandoorne, the talent Norris had demonstrated persuaded the team to give him a race seat. He rewarded that faith in Australia, qualifying eighth – ahead of experienced team-mate Carlos Sainz – and battling for points before finishing 12th. Then second time out, in Bahrain, Norris scored his first F1 points, rising from ninth on the grid

❝ Each race is going to be different. It’s about knowing what you can achieve ❞

to finish strongly in sixth – McLaren’s best result in more than a year.

Remarkable.

Still, he admits that expectations have to be tempered in F1 despite the impressive start to his career at the top of the sport. “I’m not going to win,” he says of this year. “It is something I’ve had to, not adjust to, but realise. I have new targets.

“I’ll still win races – not in terms of finishing first, but in terms of winning our targets. A win for us, after realising what we can do, could be finishing in the top six. Each race is going to be different; it’s about knowing what you can achieve in every one. In the past few years, a win for me has been first place, but it’s also been about achieving everything I could from a race. A win is not just a position, it’s about how you achieve a goal.”

There have been plentiful comparisons between Norris and the last British rookie to race for McLaren, a certain Lewis Hamilton.

It’s an uneven parallel: when

Norris had a strong race in Melbourne, ending in 12th place Hamilton had his F1 debut in 2007 McLaren was one of the sport’s powerhouses, but it has spent the past few years in the doldrums.

Thankfully, the signs are that McLaren has made a step forward this year, and Norris can set his goals on regular points finishes.

A better comparison for Norris as a McLaren rookie would be Vandoorne.

He arrived at the team in 2017 as a hotly tipped prospect but was unable to show his skills in the machinery given to him. He’s now racing in Formula E. “The guys at McLaren are working very hard to not allow that to happen again,” says Norris. “They know what I can do, and I know what they can do. It’s not going to be overnight that we’re amazing, it’ll take a few years.

Hopefully I’m still with McLaren then to go and do better things.”

Norris has time on his side, thanks to his dizzying rise. And his distinctly non-teenage maturity will stand him in good stead. “I still need to work hard and improve as a driver,” he says. “I’m not good enough to go out and do everything perfectly. I’m not the best I’m going to be right now.” L

10 APRIL 2019 AUTOCAR.CO.UK 59

LAT

was “massive, the biggest between any category by far”. It’s one he handled well, though: he ended up second-quickest on that first day.

And, with further test runs, he began to adjust to the speed.

“It still felt very quick at the end of that test,” he says. “Then you have a couple of weeks off, and in the next test it feels a bit more normal, you don’t feel you’re hanging on quite so much. Your mind just gets used to it.

But even now, it still feels quick.”

With one season of F2 banked and given his young age, Norris might have expected McLaren to suggest he

Norris’s first motorsport passion was motorcycle racing and his hero is Valentino Rossi. He considered picking Rossi’s race number of 46 this year, but didn’t want to copy so chose 4 instead.

Fun with knobs on

The Lister ‘Knobbly’ was born for racing in the 1950s. Now new versions are replicating their glory on the road, as Andrew Frankel discovers PHOTOGRAPHY ROBERT W COOPER

here are no shortage of ways to blow £300,000 on a pure automotive indulgence. You could go mad on carbonfibre options and get a McLaren 720S up to that mark pretty quickly, while a relatively modestly specced Ferrari 812 Superfast or Lamborghini Aventador will soon lighten your pocket by the requisite amount. Or you could buy a brand-new Lister.

You might know Lister from reading about its super-hot Jaguar F-Pace and F-Type-based LFP and LFT, the supercar it intends to make, or even the Lister Storms from a generation back. But the Listers that

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60 AUTOCAR.CO.UK 10 APRIL 2019

made the company’s name were gorgeous 1950s sports racing cars, culminating in a Jaguar-powered beast known as the ‘Knobbly’ for its voluptuous bodywork. And while it was built by a tiny company using a proprietary powertrain, the Knobbly was so fast it was fully competitive with the best factory opposition from the likes of Aston Martin and Ferrari.

For a while now, the Lister Motor Company has been constructing a new series of Knobblys that are not replicas, recreations or even tool-room copies, but genuine continuation cars, right down to the fact that their tubular steel chassis are built using the same jig on which all the 1950s cars were created. But

until now, all have been built for racing alone. No longer: in response to customer demand, Lister has adapted the car to be eligible for Individual Vehicle Approval, so can be licensed and driven on the road.

Which I have now done.

The good news is the IVA approval makes no difference whatever to the way the car goes and almost none to the way it looks. Fuel and oil filler caps are below the bodyline, some sharp edges in the cabin are removed, as are the three-eared wheel spinners (though there is nothing to stop you putting them back), and that’s about it. You still get a 340bhp Crosthwaite & Gardiner 3.8-litre twin-cam Jaguar race

engine in a car weighing 900kg.

Which provides a power-to-weight ratio rather better than that of a brand-new Porsche 911 GT3 RS. At first I don’t want to drive it but just soak up its appearance and engineering instead. Its wafer-thin aluminium body is simply gorgeous, the quality of its simple chassis just outstanding. They’re such sticklers for accuracy, it still has points ignition and a dynamo instead of an alternator. It may have been built in the 21st century, but the look, sound and feel is identical to the cars raced

by Stirling Moss and Archie Scott Brown, the great 1950s driver who made Lister’s name.

The cockpit is tight but, if you’re a

LISTER ‘KNOBBLY’ FIRST DRIVE

Side exhausts, classic dials and that wonderful 3.8-litre Jaguar twin-cam completes a perfect 1950s time warp the roads clear. Happily, I do not to operate within a delicious window have long to wait. ranging from essentially neutral to It offers total sensory immersion mild oversteer. The brakes, devoid of at the first proper press of the pedal: servo assistance, have the best pedal you hear the engine snarl, see the feel of any car with a numberplate I horizon leap towards you, feel the car have driven. If it has a problem, it’s lunge forward and smell incinerated that it’s almost impossible to drive hydrocarbons. The four-speed ’box slowly. It’s tractable and tolerant is slow but accurate, the engine enough, but you can think only of flexible below 3000rpm but really the adventure you’re missing, like only on song thereafter. But when going on safari and never leaving it’s pulling hard – well, you’d never your room. What’s more, because it is credit a 60-year-old design with narrow and light, you can use it with performance like this. confidence on the public roads for It handles beautifully, too. The grip which it was never designed, far more levels of its old-school Dunlop racing so than, say, an Aventador. crossplies are easily exceeded but, But, to be honest, I’d use mine on unlike a modern slick or track-day the track, the only place where you tyre, they’re designed to work can be flat out all the time, and with a slip angle, which is that’s the only way it wants Archie why old racing cars are to be driven.

Scott Brown always seen drifting.

The continuation did not let profound On the road, it is set up Knobblys are proving physical disability not to understeer but quite popular and I can

Jaguar’s twin-cam engine powered five Le Mans winners, came in six different sizes and was in production from 1949 to 1992.

see why: when you consider 400 hours goes into hand-beating the body alone and the literal millions charged by the likes of Jaguar and Aston Martin for their continuation cars, £300,000 for a Knobbly sounds like a bargain, and that’s before you’ve driven one. After that, it looks more like a steal.

One reason the waiting list for one currently stands at 18 months. L

LISTER ‘KNOBBLY’ Engine Power Torque Gearbox Kerb weight 0-62mph Top speed

6 cyls, 3781cc, petrol 340bhp at 6200rpm 340lb ft at 4500rpm (est) 4-spd manual, rear-wheel drive 900kg 4.0sec (est) 180mph (est)

prevent him becoming one of the fastest of his age. He died racing a Knobbly at Spa in 1958.

Wood-rim wheel and pedals can be personali sed

Lister customer, they will position the pedals and steering wheel where you like. Fed by three twin-choke Weber carburettors, the engine blasts into life at first twist of the key and settles into a gruff, rough idle.

We set off, me noting how soft it seems and how good the ride is despite its race suspension, wondering how it will feel when

Perfectly sized for the road, but most suited to the track 10 APRIL 2019 AUTOCAR.CO.UK 61

YO U R V I E WS WRITE TO

autocar@haymarket.com Halos to slip

LETTER OF THE WEEK

I was reading your article about the proposed 400bhp Volkswagen Golf R Plus (News, 27 March), then listened to the news channels alerting us to the EU ambition to ensure that all new cars, post-2022, are fitted with speed-limiting devices to comply with speed limits. One does wonder at the future of such high-powered vehicles in that likely environment and who, if anyone, would spend their hard-earned euros on such a vehicle.

One also wonders why, with such legislation likely to come into force, manufacturers are still investing significant funds into the development of such ‘halo’ vehicles and what sort of new car market such legislation might produce.

Golf R Plus: is 400bhp too much grunt? worldwide car company producing a people’s car limited to these speeds.

We need to prepare to overthrow these proposed new laws.

Alyn Scott Via email

Pat on the back

John Britt Sandway, Kent

A threat to sales

The announcement that the EU plans to mandate speed-limiting devices to all new cars from May 2022 leaves one wondering what this will do to new car sales, already in a slump.

I can’t see too many takers for a 2022 Jaguar, for example, when one could choose a second-hand 2021 model without this technology.

I imagine many owners will hang onto their current vehicles for much longer, which also won’t be good for CO2 reduction, considering the rapid development of electric powertrains.

Governments across the EU could mandate retro-fitting these devices to existing cars, to reduce the new car disadvantage, but they are unlikely to be compatible with older vehicles and, anyway, who would pay for it?

The problem is that speed limits across Europe and the UK have been slashed in recent years, to levels that, in many instances, motorists feel are over the top and unfair, which is why there will be considerable resistance to this move. Governments might need to review them.

As a suggestion, in the UK, why don’t we allow an additional 10mph on any limit above 40mph for anyone who has passed an advanced test and drives a low-CO2 vehicle (below

Speed limiters could limit car sales too 62 AUTOCAR.CO.UK 10 APRIL 2019

Depreciation appreciation

WIN

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

Loved reading your recent article on cars that have virtually no depreciation (‘Cars that will cost you nothing to own’, 27 March). It’s exactly what I’ve been doing for the past five years.

As a car lover, it depressed me that I drove a van all week and the family car was an Audi Q3 (hardly inspirational!). So I persuaded the other half that we should get a “fun car” that hopefully wouldn’t cost a lot. It started with a Mk1 MX-5 bought for £2250 and sold for £2500 18 months later. It was replaced by a Lotus Elise, bought for £12,500 and sold two years later for £12,250. Then followed a Mini GP2, bought for £17,500 and sold for the same 18 months later, to a dealer who then had it advertised at £19,995. Last summer I bought a two-year-old Golf Clubsport S and so far I don’t think it’s dropped (or maybe by a fraction).

Sure, there’s been the odd bill, MOT, insurance etc. But as long as you look after them, these ‘enthusiast cars’ really are motoring bargains.

Ben Turner Via email

120g/km, for example) with their device adjusted accordingly? This could dramatically increase driver skills and lower emissions in one hit, as well as mitigating against a drop in new cars sales.

Philip Bassett Bracknell

Deadly stroke

So on this morning’s news, we hear that our masters in Brussels have passed legislation that all new cars from 2022 must be fitted with speed restrictors. At a stroke, they have destroyed the whole of the European car manufacturers’ competitive advantage: performance and road handling. And from here on, it is a race to the bottom where the successful car will be a

Please can I congratulate the whole Autocar team on its reporting recently. Unprecedented times in the automotive industry and Autocar has adapted and stepped up to the plate.

I liked the scoop on BMW looking at Swindon (27 March) and the excellently written piece by Jesse Crosse on torque vectoring, and a general move in recent times to stay relevant to reporting on the monumental changes manufacturers face. Autocar is still giving a balanced appraisal of powertrain solutions and possible future manufacturing mergers and synergies.

I’ve been reading since 1992 (every copy until last year, up in the loft). I now read digitally so I can read anywhere (and keep the house upright).

Please keep up the good work, making complicated modern engineering stuff easy to read, and continue to adapt yourselves to keep it exciting and relevant.

Andy Lever Manchester

modern-day Trabant, probably of Far Eastern manufacture.

John Impey Via email

Talk about a revolution

Has anyone thought about the effect on the car industry from the proposed new EU law coming in 2022 requiring all cars to be fitted with speed limiters? I make some predictions, as follows.

Ninety per cent of car makers will go bankrupt overnight. BMW, Porsche and Jaguar won’t be able to sell their cars since a Skoda Citigo will have the same performance.

Autocar and all car magazines will close. Who would want to read about cars that are all the same?

There would only need to be one

Wait for an Alpine A110 facelift – or buy this 718 Cayman instead

LETTERS

Attack the Defender

Another spy shot of the new Defender at the Nürburgring (27 March) and what does it remind you of? Answer: the best-looking 4x4 by far sadly replaced by the worst-looking one.

The Discovery 5 is ugly, tall and badly proportioned, whereas the Disco 4 was the perfect embodiment of rugged solidity and practicality.

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

NEXT WEEK’S ISSUE O N S A L E 17 A P R I L

Chris Taylor Via email

C O M PA R I S O N

Keep Fiat independent

David McNeill Via email

Just buy a Cayman

In his eulogy to the Alpine A110 that he so much admires (‘Rhapsody in blue’, 27 March), Andrew Frankel mentioned how he would improve it: more power, a manual ’box option, better seats, a limited-slip differential, better sat-nav and radio, and prettier bodywork, among other things. He can save himself the wait for those improvements simply by going to his nearest official Porsche Centre and buying for the same price a bog-standard manual 718 Cayman or, better still, saving some money by buying a late used manual 981 Cayman or Cayman S with their much sweeter six-pot engines.

Anthony Snook Petworth, Sussex

New Range Rover Evoque vs rivals The new Evoque is much improved, but is it good enough for class honours? A Lexus UX, Volvo XC40 and Audi Q3 stand in its way I N V E S T I G AT I O N

F E AT U R E

WLTP: the ultimate guide

World’s most comfortable cars

Here’s what the new fuel economy Andrew Frankel puts on his slippers and emissions figures really mean and goes in search of some R&R EVERY WEEK R OA D T E S T

FIRST DRIVE

USED BUYING GUIDE

Jaguar XF Sportbrake

Mercedes-Benz CLA

TVR Griffith

Jaguar’s 5 Series Touring rival gets our full eight-page treatment

The baby CLS is all new, with even sharper looks. We find out how it drives

Brave? Foolish? Not a bit of it. Here’s why you should buy this TVR classic

SUBSCRIBE

autocar.co.uk/subscribe or see p24 10 APRIL 2019 AUTOCAR.CO.UK 63

CONTENTS SUBJECT TO CHANGE

It would be sad if Fiat Chrysler Automobiles were to be the subject of an acquisition by or merger with the PSA Group (or anyone else) while celebrating its 120th year. I can’t imagine Italian Sergio Marchionne would have allowed it. During his time as CEO, there was often talk of mergers with the likes of General Motors and takeovers of all or parts of the Fiat Group by Volkswagen.

But it never came to that. Instead, Marchionne seems to have fought hard and bided his time until Fiat were the ones in a position to acquire Chrysler. Is Brit Mike Manley controlling the Italian Fiat rather too like a remainer leading Brexit? I do hope Manley is made of sterner stuff – otherwise, the abiding legacy of his tenure could be the destruction of the independent Italian car industry.

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

AUDI A6 AVANT

DACIA DUSTER

McLAREN 720S

MERCEDES A-CLASS

MG ZS

MINI 5DR HATCH

MINI 5dr HATCH

We took the Oxford factory tour, and came away with a new addition to our fleet FIRST REPORT WHY WE ’ R E RU N N I N G IT To discover if the spirit of the iconic 3dr Mini lives on in the 5dr hatch, while also providing a dose of practicality

hen Mini introduced its 5dr hatch in 2013, it had wised up to a growing trend: the general demise of three-door hatches in favour of five doors. The Mini, of course, is a special case given the iconic status of the 3dr hatch, and so the two run happily alongside each other in the line-up. Currently, the UK mix is 55/45 in favour of the 3dr.

Both of these models have the added novelty of being made in the UK. Given that more than 85% of

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cars sold in Britain are imported, running one that’s made, more or less, down the road gave us the perfect opportunity to do the unusual and pick up our finished car, a Mini 5dr Hatch Cooper S Sport, from the factory in which it was built.

Your average Mini buyer wouldn’t be so lucky: there’s no special treatment for Mini owners at the brand’s Cowley plant in Oxford, but anyone can do a tour for £19 a pop – and, indeed, they do. Last year, 25,000 visitors took the factory tour.

Our Mini is a 5dr Cooper S in Starlight Blue with black contrast. It took between 26 to 28 hours to build, typical of every Mini at the plant, which is the equivalent size of 94 football pitches. Around 1000 cars are made here every day.

On all parts of the production line, 5dr siblings to our car sit alongside the three-door hatch and Clubman, in any order. They are mostly 3dr Minis, which make up 50% of the numbers at Cowley, followed by the Clubman at 30%, then the 5dr at 20%.

From later this year, the electric Mini will be built here, too.

In the early stages of our tour, we pass the stage where cars are stamped with a vehicle identification number. One is done every 60 seconds. I discover that the VIN of our long-termer was stamped at 3.22pm on 9 November 2018. (Yes, we took a long time to pick up the car.)

Further down the line, we watch a host of robots in action fitting sections of the body. Production manager Alex McKenzie tells me

there are 19 cameras aimed at each door, measuring accuracy to a tolerance equal to half the width of a human hair.

He adds that the chrome headlights and bar are the hardest parts to achieve a high quality fit. “It is mainly things that are distinctive to the Mini that are difficult. We’ve got really tight tolerances for such an iconic car,” McKenzie says. “The Clubman is the hardest of the three models built here because it has more panels. But they are difficult cars to build generally when you consider what a small package they are.”

Almost two-thirds of finished cars depart on two daily trains that run through the site, while the rest go by transporter. Ours is the exception. We take some photographs of the car in

Burgess gets the factory low-down from Alex McKenzie

❝

Of course, we’ve gone for the most fun model, the range-topping Cooper S ❞

Five-door promises to be more practical than other Minis, but will it be as fun?

SECOND OPINION A practical Mini? Three words that, written down, don’t make much sense, but which the evidence suggests is possible, because five doors and compact packaging mean this really is a car a young family could realistically live with. I only wish that the multitude of buttons and dials weren’t such an assault on the senses, as they make it feel cluttered, even if it isn’t. JH

Of course, we’ve gone for the most fun model, the range-topping Cooper S, which accounts for one-fifth of 5dr hatch sales in the UK. The Cooper S uses a 189bhp 2.0-litre fourcylinder engine that delivers 207lb ft of torque and achieves 0-62mph in 6.9sec – 1.4sec faster than the mid-range Cooper.

Late last year, Mini We went for a head-up overhauled its trim display, black interior structure to make it more trim… and Classic Rock straightforward for buyers.

There are now three levels: Classic, Sport and Exclusive. the heart of the site, which dates back We’ve opted for Sport, which adds to 1913, before getting on our way. a series of John Cooper Works We’ve run a Clubman in the past features, including a bodykit, sports couple of years, but this is our first suspension and bucket seats. long-term test of the 5dr model. We There are three equipment packs want to gauge the practicality of the available on all Minis, covering 5dr hatch, which is 16cm longer than driving assistance systems, comfort its 3dr counterpart and with 30% and navigation. We have the more luggage space. Would we buy Navigation Plus Pack (£2000) and this or an Audi A1 Sportback?

Comfort Pack (£900). Navigation Our test car is the facelifted model, Plus includes sat-nav, Bluetooth, reallaunched early last year. The best time traffic information and a host way to tell the difference from the of connectivity services such as overprevious car are the rear lights, which the-air updates. The Comfort Pack now feature a Union Flag design. features rear parking sensors, front

heated seats, an armrest and more.

After those packs, we’ve gone for the adaptive suspension (£600), black interior trim (£160), head-up display (£500) and Starlight Blue exterior paint (£525). That all adds up to a not-insubstantial price of £28,050.

Going from my most recent long-termer, a Volvo XC40, to a Mini 5dr Cooper S was a stark contrast. The XC40’s purpose is to be comfortable and practical, whereas the Cooper S hankers after a dose of that, plus a little extra.

It’s early days, but already the Mini’s sporty handling has put a smile on my face. But will it stay there?

RACHEL BURGESS

TEST DATA MINI 5DR COOPER S SPORT Price new £23,895 Price as tested £28,050 Options Navigation Plus Pack £2000, Comfort Pack £900, adaptive suspension £600, black interior trim £160, head-up display £500, Starlight Blue exterior paint £525 Economy 36.3mpg Faults None Expenses None

OWN ONE? SHARE YOUR EXPERIENCE rachel.burgess@haymarket.com 10 APRIL 2019 AUTOCAR.CO.UK 65

£ 2 MILLIO0 N Over

APPR OVED

OUR CARS

McLAREN 720S

A lone road trip to Geneva in one tasty gulp? It doesn’t get any better MILEAGE 4294 WHY WE ’ R E RU N N I N G IT We know the 720S is one of the world’s greatest driving machines. But is it an equally rewarding car with which to live?

s it turns out, I live precisely 750 miles away from the centre of Geneva, otherwise known as a nice leg stretch for a car like the McLaren 720S. Most years, I fly out to attend the motor show held there. But not this time.

There was no question of doing it over two days or having anyone beside me. There is probably nothing I like more than big, single-stint drives done solo. Indeed, I find I become more selfish the better the mode of transport. It’s hard to tell colleagues they can’t cadge a free lift when you’ve got three spare passenger seats, but somewhat easier when there’s just one and probably not enough space for two people and all their show-going luggage.

Telling them you’re leaving at 3am

A

LOVE IT G R E AT ALL- ROU N D E R I’ve driven it on mountains, motorways and lanes, in sun and snow, and not yet found an environment it doesn’t suit.

LOATHE IT S H O RT O F A G E AR I’d not change the seven it has, but a long eighth would be good to save fuel on long runs, extend the range and improve refinement, too.

Swiss border and mountains reached in one happy sitting helps too. Which, of course, you can do if you drive alone, just as you can listen to what you like, when you like and at whatever volume. No one is ever going to utter those most awful words: ‘Could we just pop into the next services for a quick coffee?’

So I did indeed leave at 3am, and by 3pm was parked up in Geneva simply staggered by how good the 720S had been over the intervening 12 hours.

The single most important point to grasp is how easy this car is to live with. On motorways it rides beautifully, the engine quiet enough, the visibility around it quite outstanding. Boring but important things like the Bluetooth, ventilation, heated seats and touchscreen all work well, even if the nav graphics are somewhat state of the ark. The instruments are superb, but actually I usually rotated the main screen downwards, leaving just the strip rev counter and digital speed read-out.

Over very long distances, it’s more

relaxing on the eyes than all that usually needless information.

The other thing you can do if you’re on your own is go over rather than around the mountains. So instead of driving down to Mâcon and turning left, I headed south-east from Dijon to Dole and into the Jura. It was a Sunday, the roads were deserted and I think it’s safe to say the 720S had been fully exercised by the time we got to Geneva.

On that last leg, it was not what it did that was so impressive, but rather what it did in the context of its earlier behaviour over the motorway that placed it on a level no other supercar I know has reached.

Sure, there are a number of fast cars that would dismiss the motorway section of such a trip with equal contempt, and perhaps there are a handful that would have proven no less mesmerising over the mountain passes. But both? I don’t think so.

It was also the journey on which I

stopped being kind to its still fresh motor and asked it to start earning its keep. Such is its strength that straights don’t really exist when you’re using it properly. You see the straight, hit the accelerator, pull a paddle, mutter an expletive and brake for the corner at the end.

That’s it.

A couple of years back, I did the same trip in a 650S and, while I really enjoyed it, I wasn’t sad to hop out at the end. I was tired and I ached a little, as you might expect after so long alone in the saddle. But it just doesn’t happen in the 720S. It’s the one car I’ve done a big distance in of late where I didn’t want the journey to end, not even after 750 miles.

Happily for me, I got to do it all over again three days later on the way home. Except this time I did the mountains in the middle of the night, an experience that will live on in my mind long after the 720S has gone to find a new owner.

In the meantime, it’s going to shed its winter rubber and slip on some summer shoes. More of which next time.

ANDREW FRANKEL

TEST DATA M cL AR E N 720S LUXU RY S PECI FI CATI O N Price £224,990 Price as tested £246,580 Faults Headlights stopped seeing around corners on one journey Expenses None Economy 27.2mpg Last seen 2.4.19

OWN ONE? SHARE YOUR EXPERIENCE autocar@haymarket.com 10 APRIL 2019 AUTOCAR.CO.UK 67

LI8 ABS £750 53 ABT £I400 GI9 ABY £950 5900 AC £2900 CI8 ACE £950 M2I ACE £950 M24 ACE £850 S33 ACE £750 M24 ACY £I300 M26 ACY £750 L6 ADA £850 C6 ADC £750 MII ADE £750 RI0 ADM £750 Y6 ADS £I200 M2I ADY £750 DI AGD £950 AI AHH £I400 T59 AJB £850 M24 AJW £750 P9 ALF £850 G777 ALF £750 S90 ALY £I300 P2I AMA £750 E20 AMB £750 P28 AMG £750 N24 AMY £I300 W444 AMY £750 H23 ANA £850 P27 ANA £750 M25 AND £750 CI5 ANG £I600 N2I ANG £I500 P25 ANG £I400 W444 ANG £750 PI5 ANN £I400 BI7 ANN £I600 R2I ANN £I800 S27 ANN £I500 EII5 ANN £750 774 ANN £3400 GI5 ANS £850 M2I ANY £750 508I AP £I400 APL 3Y £850 MI APR £950 M2I ARA £750 M2I ARC £I200 C9 ARN £I400 P2I ART £750 H888 ART £850 LI0 ARY £850 DI4 ARY £II00 EI4 ARY £750 M2I ARY £850 M23 ARY £750 M28 ARY £850 M2I ATH £950 N2I ATT £750 2440 AW £2200 E3 AWB £750

40 AX £3600 T30 BAS £750 H4 BAX £750 M8 BAX £850 TI2 BBY £I500 N2I BBY £850 P5 BEE £II00 BEK 2A £2500 M4 BEK £I300 BEK 4A £3300 23 BEN £6I00 M23 BEN £I300 N27 BEN £I500 P27 BEN £I400 NI5 BEV £I300 R23 BEV £I200 R27 BEV £II00 X444 BEV £850 BF 5870 £I200 BIL 578 £I500 600 BJ £3200 BL 632 £3600 E2 BMW £I700 N90 BMW £750 43 BO £4900 5555 BO £3300 N2I BOB £I400 P2I BOB £I400 P23 BOB £I300 P24 BOB £I200 H9 BON £750 P2I BOX £850 P24 BOX £750 R6 BRY £II00 LI0 BRY £750 C4 BUD £I300 D6 BUG £950 J2 BUL £I400 M24 BUT £850 M28 BUT £750 I985 CA £2300 CAK 8E £I500 CAR 8R £2I00 M2I CAS £850 M3I CAS £750 P23 CAT £950 D24 CAT £I200 P24 CAT £II00 M28 CAT £II00 CAT 55Y £I500 X2 CAV £850 N2I CCO £750 3677 CD £I900 E2 CEE £950 M3I CER £750 M28 CEY £950 786 CF £3900 AI CHH £I500 M3I CHL £850 M24 CJB £750 N7 CLK £850

W8 CLK £750 R99 CMC £750 B6 CMS £750 D6 COB £950 G8 COL £I800 N2I COL £I900 N23 COL £I200 K54 COL £850 M2I COM £I600 M24 COM £I300 M32I COM £750 M2I COS £II00 N2I COS £I300 M28 COS £750 N3I COS £I200 NI2I COS £750 KI3 COX £850 9055 CR £I400 739 CUE £850 I953 CW £2900 36 CY £3400 K5 DAF £750 DAL 9E £2700 M3I DAS £750 N23 DAV £850 M66 DAV £750 N2I DAY £750 2904 DD £I500 P23 DEB £I400 M24 DEB £I500 DEE 2A £3I00 A8 DEE £2I00 L9 DEE £I800 M2I DEE £I600 N2I DEE £I500 M24 DEE £I400 N24 DEE £950 P99 DEE £850 M29 DEL £850 DEN I4 £5500 JI8 DEN £I200 N23 DEN £I200 P24 DEN £II00 A77 DEN £I900 SI23 DEN £950 DES 2M £I400 X9 DES £II00 MI5 DES £850 5I6 DES £I700 P700 DES £750 I33 DFD £I500 I02 DJ £3900 JII DJS £950 N2I DJS £750 I98 DK £3600 KI2 DOC £850 PI2 DOC £750 M23 DOM £750 SIII DON £I600 J400 DON £850 S4 DOR £950

OPEN: MON-FRI 9AM-7PM, SAT 9AM-5PM, SUN I0AM-5PM

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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 40 years. Write: P.O.Box 100, Devizes, Wiltshire, SN10 4TE DI DOT £2300 SI4 DOT £750 686 DOT £I300 994 DOT £II00 2500 DR £2900 M3I DRW £750 DS 9896 £I500 DSK 560 £850 F6 DUG £II00 L22 DUG £750 DUG 77Y £I200 DUG 409 £2I00 B8 EAK £950 A4 EAM £950 N2I EAN £750 S5I5 EAN £I700 EAR 8L £2900 4II EC £3300 I988 EC £2400 EC 826I £I600 EDE IN £2900 N3I EEL £750 87 EG £3500 II22 EG £I800 258I EL £I200 5656 EL £I400 N2I ELE £II00 N3I ELE £I300 ELE I50 £I700 ELL 6A £4I00 M2I ELS £950 M23 ELS £750 M2I EMA £I300 M24 EMA £II00 M26 EMA £850 ER 342 £2500 926 ERC £950 N4 ERN £950 P2I ERN £750 MI2I ERS £850 ES 9767 £2300 EVA 3N £2900 458 EVA £2I00 AI6 EVE £I300 N2I EVE £I400 N3I EVE £II00 M77 EVE £750

234 EVE £2300 87 EW £5I00 557 EW £4I00 FAY 7X £I500 8I8 FAY £I600 555 FB £3500 5I5 FCG £750 M23 FEE £750 FEL 3T £850 FG 4447 £850 23 FO £4500 G25 FOX £850 P40 FOX £750 2II FR £2800 FRA 2N £3700 23 FY £4300 MI2I GAN £750 GAR 795Y £950 F99 GAV £750 T5 GCB £850 I990 GD £2300 E5 GEF £I300 T9 GEF £II00 HI0 GEF £I400 M2I GEL £850 M3I GEL £750 GEM 9A £4300 M23 GEM £850 N23 GEM £750 R2I GER £950 9I GF £5300 M8 GGS £3I00 M28 GGS £II00 M23 GGY £850 M28 GGY £850

AI6 GRA £II00 J60 GRA £II00 I8 GU £3700 TI3 GUY £950 54 GY £3I00 GYL 8S £2500 HAL 77E £950 JO04 HAN £950 BII HAN £2I00 M23 HAN £850 RI5 HAR £2500 555 HAS £2600 HAW 7Y £I200 M2I HAY £850 97 HE £3900 D2 HEL £850 HES 3Y £950 HNE IIY £850 26 HO £4300 P2I HOG £750 I30 HPB £950 375 HS £2900 4444 HS £2400 67 HT £3800 444 HT £3300 I6 HU £3900 HUG 2H £4800 374 HUL £II00 89 HW £5I00 3I3 HYN £750 N23 JAC £I400 C4 JAG £I900 JAK 2Y £4900 P27 JAK £I300 L600 JAK £850

E7I JAN £I300 B92 JAN £II00 KI JAP £I500 RI2I JAS £750 P23 JAY £950 M24 JAY £950 M28 JDM £750 3333 JE £2700 JE 7I37 £2200 M24 JED £750 JEF 2F £2800 40 JEF £3800 J77 JEF £850 N24 JEM £750 M27 JEM £850 M27 JEN £I500 N27 JEN £I600 P2 JER £I200 A6 JER £I300 R6 JER £I200 C77 JES £950 P2 JGW £750 AI4 JKO £850 P2I JLS £750 I02 JN £3300 L3 JOC £850 JOD 30Y £2500 PI0 JOE £I400 JON 2A £5700 JON 2D £4500 JON 2J £4500 NI4 JON £I500 N2I JON £I500 R23 JON £I500 N24 JON £I400

!!

P23 LEE £I500 N24 LEE £I300 N26 LEE £I200 YI LEN £I600 LEN 6P £I400 LEN 6X £2300 LEN 8A £2900 A9 LEN £2I00 BI2 LEN £I400 N24 LEN £I300 LEN 26 £3300 R55 LEN £750 MI23 LER £850 P5 LES £I400 M8 LES £2I00 AI6 LES £850 N2I LES £I500 M32I LES £I500 M2I LET £750 M24 LET £750 M28 LEX £750 782I LJ £I500 I5I LL £3700 LLJ 287 £750 M3I LLL £750 M3I LLR £950 CI6 LLS £950 M24 LLS £850 N24 LLS £750 M23 LLY £750 N24 LLY £850 N28 LLY £750 WI4 LMA £850 P24 LMR £750 37 LO £4300

LUC 4IW £I300 4II LY £2700 N23 LYN £I400 LYN 65D £I600 K66 LYN £I500 MAC I3Y £2800 M23 MAC £I700 P23 MAC £I600 V25 MAC £I300 R29 MAC £I600 E847 MAC £750 P2I MAD £850 P23 MAD £750 M27 MAD £950 M70 MAG £950 VI2I MAG £850 J9 MAK £I200 MAL IIW £I300 N2I MAL £II00 N23 MAL £850 MAR 8Y £5I00 M2I MAR £I500 C24 MAR £I300 S54 MAR £I300 M28 MAS £750 P23 MAT £I300 M24 MAT £I500 N27 MAT £I200 PI2I MAT £750 PI23 MAT £850 S29 MAX £I300 P3I MAX £II00 R24 MAY £750 P6 MCS £I500 R2I MCS £750

SIMILAR REGISTRATIONS WANTED

FOR IMMEDIATE PURCHASE GIL 6364 GIL 8I3I 888 GJ 2000 GJ 68 GN 858 GOB

£750 £750 £3400 £2400 £3900 £950

JAN IIM HI6 JAN CI9 JAN R2I JAN N24 JAN JAN 5IW

N27 JON JON 4IR R28 JOY 243 JOY JRC 6N JUD 5E

£2700 £I200 £I700 £I600 £I500 £I900

£I300 £2700 £850 £I700 £950 £5I00

N2I LAR M3I LAR R26 LAW J5 LCM A45 LEA N23 LEE

£750 £850 £950 £850 £850 £I400

N24 LOR M2I LOS M3I LOS K44 LOU M8 LSA M32I LSA

£950 £950 £850 £I400 £950 £750

Y9 MDH £750 G23 MEG £I200 N23 MEG £II00 M28 MEG £I300 M26 MEL £I400 A92 MEL £950

PI2I MEL £750 P3I MER £I200 N2I MES £950 SI5 MJG £750 N2 MJP £950 LIII MJS £750 6344 MK £I300 M2I MMA £750 M24 MMA £950 M2I MMM £750 L8 MMS £850 M2I MMS £750 T74 MMY £I500 E8 MOL £I300 M25 MON £750 MON 66A £I800 N2I MOR £750 M3I MOS £750 EI MPB £950 P8 MRB £I400 N8 MRH £750 MRP 403 £I700 777I MT £2200 N7 NAD £950 H8 NAM £2800 R6 NAP £850 NAS 2H £3700 JO08 NAS £I300 NAT 8N £3800 M26 NAT £850 857 ND £I500 N28 NDY £750 57 NE £4I00 F9 NES £950 W88 NES £950 A2 NET £3500 74 NET £2800 J888 NET £I600 DI NEV £I700 B8 NEV £I200 I955 NJ £I800 M2I NKY £850 M3I NKY £750 M2I NNY £2I00 M28 NNY £950 M29 NNY £750 M3I NNY £I900

REN 1 POA

5 XH

Email alspeed@live.co.uk

250m

6 TY

Mus55a

1 VDN

£14,995

£16,995

£36,995

£13,995

Coming Soon

1 AYK

1 HXA £7,995

1£7,995 YYG

FXN 1

3 aku

111 OV

101 AE £5,995

50 EU

XAM 1S

£5,995 (Baku)

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2£3,995 CNH

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Example lik e M6 or 4A Urgent priv ate sellers please call! !!

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555 SU £3200 A7 SUE £3500 EI4 SUE £I800 N2I SUE £I800 N24 SUE £I600 SUE 50M £2300 SUE 79W £2500 SUE 422R £I300 SUE 675W£I400 SUN 9H £I500 AI8 SUN £950 CI SUS £I500 D4 TAF £I300 N2I TAS £I300 N3I TAS £II00 J55 TAY £850 N55 TED £850 R5 TEE £II00 £950 K5 TEL M24 TES £950 S2 TEW £I900 M24 TEW £II00 F4I THE £3900 444 THY £850 TL 9I92 £I600 M23 TOM £I600 P23 TOM £I500 M2I TON £850 P28 TON £850 796 TOO £I300 9575 TR £I700 TRO 2Y £2400 N2I TTS £850 34 TY £4I00 300 TY £3200 75 UE £3500 UPR I49 £750 57 URY £850 8888 US £3400 I09 UTO £750 GI9 VAL £I300 D800 VAL £850 3970 VB £850 KI2 VEN £950 5920 VF £850 VPM 347 £850 26 VV £4I00 VXA 98 £950 300 VYH £850 J9 WAG £950 WAL IIL £950 WAR 3D £3700 N3 WEL £I200 WJD 693 £850 WR I84 £3200 WRX 207 £I600 70 WS £4300 700 WT £3200 N9 WYN £850 YJO 92 £750 550 YUH £950

FOR CASH

Dealers in quirky cars and great plates at realistic prices

•

RFK 329 £850 9000 RJ £2200 RLC 755 £I400 M24 RLY £850 KI8 ROB £I600 N2I ROB £I500 N23 ROB £I400 L333 ROB £I200 ROC 9K £I800 ROD 5Y £3I00 ROD IIR £I900 286 ROD £I600 K9 ROE £I300 N4 RON £I900 G6 RON £I900 R2I RON £I500 E34 RON £II00 RON 47A £3700 J66 RON £I400 E2 ROS £I900 ROS 9A £2900 S50 ROS £2900 R65 ROS £II00 T2 ROY £I900 MI0 ROY £I400 TI6 ROY £I200 S24 ROY £I300 N999 ROY £950 M23 RRY £I200 G322 RRY £I800 M28 RSH £850 M28 RTY £I500 6I06 RU £I200 N2I RUS £950 M29 RUS £850 SAD I8E £3600 LI0 SAL £I400 N2I SAL £I300 X54I SAL £950 M26 SAM £I800 SAM 45N £3500 D5I5 SAM £I400 R45 SAN £I700 H9 SAR £I500 N33 SAR £850 SBU 468 £750 LI2 SES £850 SH 2408 £3900 M24 SHA £I300 N24 SHA £II00 N24 SHE £I200 LI SOF £II00 M2I SOM £850 M3I SOM £II00 204 STD £850 M2I STU £I500 M23 STU £I300 M24 STU £I400 MI55 STU £950 M3I STY £850 53 SU £4900

REWARD I NEED A 2 CHARAC TER PLATE

We only sell plates we own. Good old fashion service. Been in the business 25 years.

Tel 07961 808069 Premium Selection

T5 JUN £850 S30 KAR £750 M2I KAS £950 N2I KAS £750 KAT I7N £I900 W8 KAY £I500 LI4 KAY £850 M2I KAY £I600 N3I KAY £850 5329 KB £I800 NI9 KEE £750 N2I KEE £850 N2I KEL £950 KEN 4Y £3300 KEN I7P £I400 X23 KEN £I300 X99 KEN £I400 M32I KEN £750 GI4 KES £950 KES 444A £I300 M23 KEV £950 NI2I KEY £850 6I KN £4400 693I KO £I300 6588 KR £950 20 KU £3200 528 KUP £750 DI3 LAB £850 LAM IY £4500 LAM 6Y £3700 R2I LAN £750 N24 LAN £850 LAR 2F £I300 LAR 3Y £3I00 M2I LAR £950

SILVERSPEED

XAM 1S £1,295

Elite Registrations

M2I NOR £850 M24 NOR £850 OLL 77Y £I900 D9 OLY £I500 M2I OON £750 599 OS £2900 OSM 957 £I200 OWD 250 £750 PAG 63E £850 E8 PAM £I800 SI0 PAM £I300 SII PAM £I600 VI3 PAM £750 Y29 PAM £750 PAM 539 £2300 PAN 66I £I500 J5 PAS £I300 PAT 3T £2900 PAT 4IK £I900 D89 PAT £950 A98 PAT £II00 PAU 6L £6900 PAU I6A £4700 PAU I8A £4900 PAU I44A £3I00 PEG IY £2700 PEP 624 £I400 2686 PH £I400 4498 PH £I500 N6 PJH £I300 30 PJH £4700 88 PJH £4900 PM 3282 £3700 POW IIL £3300 9900 PP £2400 564 PPL £850 837 PT £3300 I7 PU £2900 3733 PU £I300 6546 PW £I800 W3 RAE £950 RAG 5Y £2800 P2I RAJ £950 P23 RAJ £850 RAM 2A £I900 M2I RAM £950 NI RAS £I500 VI4 RAY £I400 R27 RAY £I500 Y200 RAY £950 RAY 57IM £950 RB 6542 £2500 84 RE £4900 E40 RED £850 REE 5A £3500 A25 REG £950 P7 REN £850 M2I REN £II00 REW 945 £I200 REX IC £I700 D7 REX £850

25 O sold for £518,000* 250 L sold for £130,328* *info from Dvla sale prices

(CNH pair £14,995)

YOU63F

44 xam

92 VAN

444XAA

UMA1A

8 VJY

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44 OAY

66 NRY

111 0YF

22 VSY

(Yousef) £5,995

£3,995

£3,695

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(Henry) £1,695

£1,695

£1,395

88 YHB £1,295

VET 1D

10 YV

4 NJY

5 GKY

8 XEU

6 UYG

GAD1X

60 XKY

37 DCY

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600 VUY

33 gky

£4,995

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41 HU

8 OXV

3 OJX

TOP1K

7 HXY

80XON

111 UVY

80 XYX

50 xes

30 VYP

88 LXK

V1 JCE

£4,995

£3,995

£3,495

£2,995

£2,695

(Boxon) £2,695

(Luvie) £1,995

£1,895

£1,695

£1,595

£1,395

£1,295

807OX

YOU 55

4 LXA

YOU1G

747 oye

OOX1E

P7 EYA

200 OEX

88 HXE

66 oXV

88 UXY

77 UXY

(Botox) £4,995

£3,995

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(Playa) £1,995

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Mercedes 300SL

Mercedes 300SL

1987 Auto leather 1 owner since 1991 106k miles rare with air con and full history amazing value £18,995

1989 Auto virtually 1 owner just had a major spend to make it beautiful 133k miles simply stunning full history rear seats £22,995

68 AUTOCAR.CO.UK 10 MARCH 2019

Mini Goodwood by Rolls Royce

2012 1 of 1000 made cost new @£45k 12k Miles RR diamond Black with RR Cornsilk soft hide fsh best value car £18,995

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OUR CARS

Mercedes-Benz A250 MILEAGE 3002

DACIA DUSTER “Of course we can explain the person in the boot, officer” MILEAGE 3210 WHY WE ’ R E RU N N I N G IT Can new Duster offer a few little luxuries to overtake more expensive rivals while still being a practical workhorse?

’m thinking of buying one for my wife. What’s it like?” asked the security guard. I was entering our habitual proving grounds for a day of filming some super-GTs for an upcoming Autocar YouTube feature.

I’ve been surprised how much attention the Duster has received from the general public. That’s to say this wasn’t the first time I’ve been accosted by Joe Public asking for a bite-sized review when in the company of some premium metal that itself gets totally ignored.

I guess that’s testament to both the accessibility of the car and the marketing campaign that has backed up Dacia’s launch of its facelifted SUV. What they’re really asking me is: ‘Can it really be that cheap and simultaneously any good whatsoever?’

Well, my answer to the security guard went as follows: “Apart from giving me a bit of a sore elbow from the scratchy plastics on the door, it

“

I

LOVE IT N O M I SS I N G S E ATB E LTS …

The lever to fold the rear seats holds the seatbelt in position whether they are up or down.

LOATHE IT …O R AD B LU E I N FO R MATI O N The on-board computer ought to give more detail on AdBlue levels and range.

A comfortable place to shoot film does represent great value. It’s as practical as it gets for the money, but make sure you test drive the diesel as well as the petrol, as the gearbox and fuel economy are quite different.”

It has far more merit than that, though. The driving experience itself doesn’t feel particularly cheap. The steering accuracy in the pre-facelift car perhaps gave away its price tag, but this facet has been greatly improved with this generation.

And the practicality that I told the security guard of was on full show at the time. We had loaded up tripods and camera cases and sliders and spare clothing and traffic cones and three lattes and you get the picture.

Later that day, we even put a videographer in the boot. Autocar film-maker Oli Kosbab noted the comfort levels when we did some car-to-car filming in the controlled environment that we work in. For us videographers, what we call ‘tracking shots’ are always a good ride test.

As Oli was sat in the boot, tripod in hand, he commented on how few vibrations came through the camera compared with a lot of cars. My money is on our Duster’s abundantly side-walled tyres having a major role

in that. In the tighter corners, the car does pitch a little on its suspension, but you’d have to be filming out the back of it for that to be a problem. Additionally, the large load lip and multiple harness points make it a safe place in which to be filming one car from the boot of another.

On a separate note, to follow up on my 20 March report, the car is now once again free of warning lights. The Duster had a temperature sensor fail, and warned me to ‘check injection’ as I was cruising down the M3 in the remaining 50mph zone. Both Dacia Assist and the dealership I took the Duster to said that as the warning light was orange, not red, it would be okay to continue driving the car for a while if proceeding with caution.

This was fortunate as the group that runs some of my nearest Dacia dealerships was busy with new F registrations and wouldn’t have been able to see the car for 12 days.

The sensor was cleaned and returned, but here’s hoping the rest of my tenancy is engine-managementlight-free after the previous diesel emissions system sensor failure, which has also now been righted.

MITCH McCABE

TEST DATA DACIA D USTE R B LU E D CI 115 CO M FO RT 4X2 Price £15,395 Price as tested £16,040 Faults Emissions system sensor, temperature sensor Expenses None Economy 51.7mpg Last seen 20.3.19

OWN ONE? SHARE YOUR EXPERIENCE mitch.mccabe@haymarket.com

LAST SEEN 27.3.19

As you approach a junction, a roundabout or a turn-off, the A250’s augmented-reality sat-nav screen switches to a live video display of the road ahead. Over the top of that are big arrows pointing where you need to go. Particularly handy if you’re driving somewhere unfamiliar.

The £495 Augmented Navigation Package also recognises traffic lights and displays them on the screen. MT

Audi A6 Avant MILEAGE 4158

LAST SEEN 27.3.19

Each time I return to this car, it strikes me just how long it looks.

At 4939mm, there’s an overhang in most car park spaces. Yet remarkably, negotiating tight multi-storeys and busy streets in town is no sweat. This is a big car, but even without four-wheel steering and at 2110mm wide, it’s agile and easy to place on the road. DS

MG ZS MILEAGE 4107

LAST SEEN 20.3.19

The MG’s 8in infotainment wins big points for ease of use. The graphics are sharp, Apple CarPlay means I can play music straight from my phone, while access to Google Maps and Waze is handy for getting to shoots in those more remote parts of Britain. A programmable shortcut button on the steering wheel is a neat touch, too. OK

10 APRIL 2019 AUTOCAR.CO.UK 69

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

USED CARS W H A T WS TE ALMO T BOUGH K T H IS W E E

VO LVO 850 ESTATE Few cars are as shabby chic as an old Volvo estate. The 850 (1991-’97) still looks fresh, too, while the 2.5, five-pot petrol engine is a lusty old thing. This example is a 1997/P SE auto with 155,000 miles and, according to the seller, no mechanical issues. It costs £495. Throw in a year’s MOT and it’s a deal.

James Ruppert THE HIGH PRIEST OF BANGERNOMICS A petrol auto Merc R-Class will get you into London’s ULEZ

TAKEN TO THE CLEANERS

Ultra-low-emission zones are changing how we choose cars ell, this is becoming something of a regular occurrence: the ULEZ (Ultra-Low-Emission Zone) question. Promise I won’t make a habit of this, but it isn’t just London which is affected. There’s heaps wrong with the scheme, not least that some include motorbikes, but I’m not here to write about those. Indeed, I am here to write about something pretty awful. Let’s see what the reader’s question actually was.

“I am looking for a petrol-engined automatic car that’s ULEZ compliant and can fit three full-size car seats across the back. Budget up to £8000.

Priorities are safety, comfort, reliability and some driver appeal.

And it can’t look as ugly as a Seat Alhambra. Please help.”

Not quite sure what their problem with an Alhambra might be, although I accept that unless you have a big brood or are in the private hire game, MPVs are universally grim to look at and drive. Never mind, let’s waste a few hours of life on the ULEZ checker with real registration numbers. What emerges is a handful of models that gives a buyer some sort of choice.

Yep, Fords Galaxy and S-Max, the go-to MPVs of London’s leading minicabbers, are the obvious answer.

Actually, the S-Max does look slightly interesting and is quite nice to drive.

A 2.0 Ecoboost Titanium would seem to be the perfect family mover.

I did find a privately owned 2011 with 61,000 miles, and all for £7200.

W

Add a lot more miles – 100,000plus – but sold from a dealer with a warranty and an absolutely loaded specification plus an added X in the name, and it raises the buying bar to £7450. Unsurprisingly, there don’t seem to be many recent petrol auto Galaxys, so we can leave those there.

I did stumble across a Mercedes Viano at one point, but that was snapped up very quickly. The R-Class 350 is probably the most prestigious and blingy model you can buy; a

❝

Sensational news: the Nissan Elgrand is ULEZ-exempt ❞

Ford S-Max is nice to drive despite its inherent MPV-ness

2009 example with just over 60,000 miles at £7995 would seem to be less offensive than an Alhambra.

The more you look at the R, the more likeable it becomes, and an automatic petrol one is relatively affordable.

When searching for petrol MPVs you inevitably fall down the grey import wormhole and find yourself looking at the chrome overload that is the Nissan Elgrand. The 2006 example I saw with just over 40,000 miles with no less than eight seats costs just £7000. The sensational news is that it is ULEZ-exempt. What a wonderful way to look down on the other City dwellers who have to take the bus or get on their bike.

All this is rather depressing, and depressingly necessary. It’s not the future, either: this is the very real present where we have to check what we are actually allowed to drive.

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

MILE AGE 47,795

VOLKSWAGEN GOLF Well, this will be interesting: the nipper’s Gordon the Golf is due its first MOT in a few days. One of the tyres is more than an advisory and there’s been another pheasant strike, which has cracked the offside bumper and pushed it beyond the lip, to the extent that we have to stage an intervention to pull it square again. So what is the youngster going to drive to work while the Golf is in for work? Well, there are BMWs, Minis and Land Rovers available. But what’s the insurance on a V8 for a 21-year-old? More details on that soon.

BA N G E R PE D I A

READERS’ QUESTIONS

I’ve just bought a QUESTION 500-mile ex-dealer demonstrator. On the test drive I asked the salesman if it had been run in. He said new cars don’t need to be. Was he right?

Paul Goodall, Scarborough

We’re told new car mechanicals are so much better machined these ANSWER days and modern oils more efficient that running in isn’t necessary, but keeping the revs down in the first 1000 miles can’t be a bad thing. It’s unlikely a dealer demo will have been treated in such a way, but if you’re really worried have the oil changed on your car at around 1000 miles to rid it of any metal particles, should they exist, and then think no more about it. JE

I need to find my QUESTION young daughter a car that is small, economical and reliable.

What do you advise?

Susan Hurst, via email

C is for Chrysler PT Cruiser This is a 1930s gangster-style family MPV that drives like a hatchback and has plenty of standard kit. Not much else is going for it because it’s no people-carrier, taking just five on board – and don’t even try to get the seats out. Mind you, the boot is big and they remain

SEND YOUR USED CAR TALES TO

really rather cheap. At some point they might become rare and ironically interesting. For now, though, this is a cheap set of fairly ugly wheels. You’re better off with the 2.0-litre petrol rather than the 2.2 CRD. Manual is more fun than the grim automatic, but who cares?

Our sister magazine What Car? runs a reliability survey each year. Last ANSWER year the winner was the current Toyota Yaris, a small hatchback that would suit your daughter perfectly.

Prices start at £3500 for early ones from 2011.

The 1.33 VVT petrol engine is good for 45mpg; the 1.4D-4D diesel does 55mpg. The Yaris scored 100% in the survey but only four out of 10 owners cited reliability as its best feature, which makes you wonder what the other six liked more. JE

✉ james@bangernomics.com AND READERS' QUESTIONS TO ✉ autocar@haymarket.com 10 APRIL 2019 AUTOCAR.CO.UK 71

AS GOOD AS NEW

PORSCHE BOXSTER (981)

Previous-generation Boxster values are holding strong. Dan Prosser knows why aving been unveiled The 981 Boxster was a bigger car at the Geneva show in than the 987 it replaced, but it was 2012, the 981-generation also lighter and more powerful.

Porsche Boxster reached While it is undoubtedly true that the its seventh birthday just last month. earlier cars with their hydraulically Ordinarily you would expect a car of assisted steering were more tactile, that age to be worth only a fraction this newer model has a far more of what it cost to buy new, perhaps as modern cabin, much more muscular little as one-third. But were that true styling and, in the way its suspension of Porsche’s mid-engined roadster combines body control with ride there’d be 62-plate Boxsters kicking comfort and bump absorption, one of about on the used market with the best real-world sports car chassis £12,500 price tags. If that were the of recent memory. case, Porsche would probably never Apart from being such a joy to sell a brand new sports car again… drive, the Boxster has resolutely The 981 has held its value better held its value, it seems, because the than just about any other comparable model that replaced it in 2016 just performance car. The cheapest hasn’t been met with the same level examples offered for private sale of demand. Its turbocharged four go for around £23,000, cylinder is nothing like as but if you want a sonorous as the 981’s Porsche Approved tuneful normally car with a two-year aspirated flat six, and manufacturer many buyers have PO RSCH E TO RQ U E warranty, you’ll elected not VEC TO R I N G have to budget to upgrade.

If you can find a car with it, it’s an for £28,000.

For the full option worth having. It includes The 981 Boxster interactive sports a mechanical limited-slip arrived in the UK car experience you’ll differential and improves the during the summer probably want the driving experience even of 2012, the entry-level manual transmission, further. version costing from in which case your £37,589 and the higheroptions will be somewhat powered Boxster S £45,384. While limited. So many new buyers those original buyers will be very ticked the PDK box on the options pleased with how well their car has list that finding a manual car today held onto its value, the rest of us will is anything but straightforward. find it a touch regrettable. After all, Porsche’s approved used stock even after seven years the bargainshowed only four such examples basement 981 Boxster doesn’t seem offered for sale for less than £35,000 much closer now than it was back at the time of writing, although it in 2012. There is another way of should be said the PDK dual-clutch looking at it, however. These cars are automatic ’box is actually very good depreciating more slowly now than in its own way. And if the basic 981 they’ve ever done, so if you were to Boxster with 261bhp is simply far stick £28,000 into one today, you’d too underpowered? You’ll want to get most of that back two or three spend upwards of £34,000 on the years down the line.

311bhp Boxster S.

H

TOP SPEC PICK

The chassis is ideally honed for real-world use

L U X U RY S U Vs B E S T L E A S E D E A L S

AU D I Q8 50 TD I S LI N E £792 per month, £4752 deposit, 48 months, 10,000 miles per year Audi’s range-topping SUV looks more arresting than the Q7 thanks to that coupé-like roofline, but the Q8’s exceptional ride quality and superb interior are far better reasons to like it.

72 AUTOCAR.CO.UK 10 APRIL 2019

VO LVO XC90 T5 M O M E NTU M £485 per month, £2907 deposit, 48 months, 10,000 miles per year One of the better luxury SUVs is also among the cheapest to lease. The XC90 offers seven seats on top of attractive styling and mature dynamics.

Its interior is bettered by several rivals, though.

B MW X5 XD R IVE30 D £652 per month, £3910 deposit, 48 months, 10,000 miles per year Sizeable without being the most practical SUV on sale, the X5 is nonetheless recommended thanks to its wellexecuted ride and handling and a luxurious interior.

Make your own mind up on that enormous grille.

USED CARS NEED TO KNOW The 981 Boxster should be serviced every 20,000 miles or two years, whichever comes first.

A minor service is around £500 at a main dealer; the major service is only a little more expensive.

In 2015 Porsche introduced the Boxster Black Edition. Aside from black paintwork and 20in wheels, these models also got an uprated infotainment system, parking sensors at both ends, cruise control, two-zone climate control and a better stereo.

Along with Porsche Torque Vectoring, other options to look for are Porsche Active Suspension Management and the Sport Chrono Package, which includes adaptive transmission mounts.

Uptake was modest, though, so you might have to wait patiently.

PORSCHE B OX S T E R (9 8 1) OUR PICK The faster Boxster S is more desirable in absolute terms, but it costs quite a bit more. The basic Boxster is fast enough and best enjoyed with the superb six-speed manual transmission.

PORSCHE B OX S T E R G T S WILD CARD Cherry-picking all the best performance bits from the options list, such as Sport Chrono, the 2014 GTS was the most involving Boxster of the lot (save for the super-rare Spyder).

You’ll pay for it, though: the earliest cars still command £50k.

ONES WE FOUND

R AN G E ROVE R S PO RT S D4 H S E £675 per month, £4049 deposit, 48 months, 10,000 miles per year Arguably the best luxury SUV on the market, the Range Rover Sport combines a dynamic edge that you don’t get in the full-size Range Rover with high levels of refinement and comfort. Still handsome, too.

M E RCE D ES - B E NZ G LE 250 D 4 MATI C £605 per month, £3628 deposit, 48 months, 10,000 miles per year With the option of seven-seats, the GLE is one of the more usable SUVs out there as well as being one of the best all-rounders. In terms of comfort, luxury and refinement, it stands with the best in class.

R AN G E ROVE R P400 E VOG U E £954 per month, £5722 deposit, 48 months, 10,000 miles per year The Range Rover remains the definitive luxury SUV, but you pay for its presence and grandeur. Masterful off-road and on it, the Range Rover is as luxurious as they come. It has a superb cabin, too.

10 APRIL 2019 AUTOCAR.CO.UK 73

For more lease deals, visit whatcar.com

A Boxster clearly isn’t the most practical option

The 981’s cabin was a step up from earlier Boxsters

2014 Porsche Boxster, 50,000 miles, £27,994 2014 Porsche Boxster, 32,000 miles, £30,799 2013 Porsche Boxster S, 41,000 miles, £33,957 2014 Porsche Boxster S, 35,000 miles, £34,990

BUY THEM BEFORE WE DO

A POTENT ZED WITH CRED

Nissan 350Z £6499 he Nissan 350Z caused a real stir on its launch back in 2003.

Arriving first as a coupé, it was powered by a 276bhp 3.5-litre V6. From 2005, the year the convertible landed, the engine was uprated to 296bhp, although this more powerful motor was a tad troublesome, so in 2007 a revised version, producing 308bhp and codenamed HR, arrived to save the

T

BARGAIN BRITISH DROP-TOP

WILD CARD

74 AUTOCAR.CO.UK 10 APRIL 2019

day. You can spot its presence by a power bulge in the bonnet. By this time, standard equipment included Rays lightweight alloys, bi-xenon headlights and Bluetooth.

We saw a 2008/58-reg HR convertible GT with 65,000 miles and full Nissan history advertised for £6499. Finished in Midnight Blue metallic with black leather it looks a real eyeful. It’s had a lightened flywheel fitted, too, which is no bad

thing since original dual-mass items can fail expensively at 60,000 miles.

If we were serious, we’d check around the oil filler neck for fresh spillages: it’s a sign the engine is using oil, which they can do. We’d peer under the rear end, too, looking for corrosion on the ‘W’ brace.

On the test drive, try to detect play in the diff mounting bushes. The suspension bushes are fragile so we’d expect some looseness and possibly

knocking. Most folk upgrade to tougher poly ones. Our example looks like a cracker, though, and given its history it’d be a surprise if it has subprime tyres, but even so, check it’s wearing OE Bridgestones or similar premium rubber.

After the run let it idle for some time, checking to see if the fan cuts in (they pack up at around 80,000 miles). On a cold day, the hood can take an age to fold away.

MG TF 1.8 Sunstorm

Fiat Punto 1.9 JTD HGT

£1495

£989

MG Fs and TFs are bargains now, like this 50k-mile, one-owner 2004/53reg TF Sunstorm with full history. It’s had a new head gasket and cambelt and a hardtop is included. TFs had coil springs in place of the F’s Hydragas set-up. Check for uneven shutlines.

This rare Punto 1.9 JTD diesel is the sporty HGT. Shame it’s not the 1.8 130bhp petrol HGT, but still, we’ll take its 192lb ft and sub 10-second 0-62mph time. It has full history and, says the seller in time-honoured fashion, ‘looks and drives superb’.

A DIESEL PUNTO WITH SOME PEP

Maybach 62 5.5

BMW 530d SE GT

£47,995

£7799

Optional extras lose value quicker than the car they’re fitted to, so fully loaded used cars, like this 103k-mile 2004/04 Maybach, are a lot of fun.

Its electrically operated partition and panoramic glass roof cost nigh-on £30k new; here they’re thrown in free.

BMW’s now defunct saloon-cumcoupé-cum-SUV oddball never caught on, so it’s now a bargain. This one has done 100,000 miles but it’s got the gung-ho 3.0-litre diesel engine under the bonnet with almost 400lb ft of stump-pulling grunt.

ODDLY APPEALING BEEMER

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

Find me a quick Mini with a reasonable mileage and a solid service history for £6000.

VOLKSWAGEN CORRADO 2.9 VR6 This 1996 Volkswagen Corrado with 113,000 miles and only one owner since being sold as a nearly new ex-demo made £6270 on the block. It had a heated leather interior, refurbished Speedline alloys and a good history. The bid looks a little strong given that it probably needs a thorough overhaul, but good, unmodified Corrados are rare. Tempted? Check the timing chain. They can let go at around 100k and it’s an engine-out job to replace. Headlights are hard to source and the heater matrix can be troublesome (a tell-tale sign is a damp carpet).

GET IT WHILE YOU CAN

Mini Cooper S John Cooper Works £5999 Specialist tuning companies have long been associated with the Mini, but the best known of all is John Cooper, named after the legendary racing ace. This is a fully factory-backed version with the R56-generation Mini and gets engine and exhaust mods that turn the wick up to 208bhp, better brakes and an electronic differential. This 2008 example is slightly under budget and only has 65k miles on it. There are no advisories listed on the MOT check, so it should be in pretty fine order, too. MAX ADAMS

Mini 1.6 Coupé £5937 For some very personal and, I admit, totally irrational reason, I’ve always disliked the BMW Mini. This has nothing to do with my being a huge fan of the Issigonis Mini, by the way, because I wasn’t keen on that either. So before I make myself very unpopular, let me fulfil the brief by offering up this 2012 Coupé version, a car that shares all the normal hatch’s qualities but is at least unusual to look at and quite rare. It’s quick enough, plus it has a low mileage and a full service history. MARK PEARSON VERDICT

Mercedes CLA 180 AMG Line Edition Shooting Brake Price new £28,260. Price now £22,980

It’s change-time for the Mercedes A-Class and its various spin-offs. First to arrive was the hatch and now there’s a new CLA coupé, although you can still get the old one with around £3500 off list price. Later this year the CLA Shooting Brake arrives. Time, then, to ponder a deal on a nearly new current model while they’re being cleared out. We found a zero-mile 2019/68-reg 180 AMG Line Edition for £22,980 – a saving of more than £5000 off list price.

Power aplenty, an electronic diff to keep me out of hedgerows and that evocative JCW association to bore my mates with. Max’s Mini wins.

JOHN EVANS

10 APRIL 2019 AUTOCAR.CO.UK 75

HOW TO BUY A

PORSCHE 928

GROWN INTO ITS LOOKS The once unloved Porsche 928 has now found favour as a relatively modern classic, and prices are on the rise. John Evans investigates t’s 41 years since the first Porsche 928 rolled off the production line in 1978.

More astonishing still, in this age of model cycles barely longer than a weekend, it’s only 24 years since the last one bowed out in 1995. That’s a huge age range to contemplate, but as is always the case when we’re talking about old motors, only one thing really matters when buying a 928: condition.

For years the model languished in motoring’s retirement home, celebrated occasionally but otherwise left to rot. As recently as 2013, decent runners could be picked up for as little as £4750, some dropping as low as £2300. One rare GT manual with a good service history was £8250.

They’re not that cheap today. Cars

I

76 AUTOCAR.CO.UK 10 APRIL 2019

that are decent if care-worn start at around £10,000, while sound 928s begin at £20,000 and those that let you sleep at night cost from £25,000.

With the exception of a few soughtafter manuals, they’re all autos.

The cheapest, straight-sounding manual we found was a 1982 X-reg 928 4.5 with 80,000 miles and full service history, being sold privately for a not unreasonable £21,500.

A later 5.0 GT manual in sound order and with around 100,000 miles was £38,000. The best low-mileage GT manuals go for around £50,000.

Intended to take the place of the 911, sales of which had slumped, the 928 was first powered by a frontmounted, 4.5-litre, fuel-injected V8 producing 237bhp. Drive went to the rear wheels via a five-speed manual

gearbox or optional three-speed auto.

David Hemmings, author of two books on the 928 and currently the 928 register secretary of the Porsche Club, bought one new in 1980 (cost: around £20,000) following a succession of unreliable British sports cars. He subsequently acquired a 1992-reg S4 in 1995 and then in 2018 bought the first manual 928 to arrive in the UK, a 1978 4.5.

“My first 928 impressed me with its looks, solid build quality – it was galvanised and had aluminium panels – and good standard equipment level,” he recalls. “The V8 was great, of course, but it was also reliable, which made a change.”

Today, early 928s are prized for their clean lines and relative simplicity. For the be-spoilered

928 S of 1980 the engine grew to 4.7 litres and produced 296bhp. The 928 S2, essentially a more powerful (306bhp) and updated S, followed it in 1984. The S4 of 1987 upped the ante with a 32-valve 5.0-litre V8 producing 316bhp. The limitededition SE manual arrived in 1988 (it fetches high prices today) followed, a year later, by the equally rare 325bhp GT manual. As the end beckoned, in 1992 the S4 and GT morphed into the GTS, powered by a 5.4-litre V8 producing 345bhp. The last cars left the production line in 1995.

Of the 4500 928s sold in the UK, Hemmings reckons between 2750 and 3000 remain, testament to the appeal and durability of this charismatic GT. Put one on your drive before prices are out of reach.

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

928 interiors get tatty; coveted manuals are rare

Weissach axle

The 928’s unique doublewishbone rear suspension system provides passive rear-wheel steering.

ANDREW MEARNS, FOUNDER, GMUND CARS “I owned a 928 for five years, bought out of the classifieds for £6600 and sold for £20,000. Today you have to be really careful when buying one. I was offered three last year but didn’t bite; I later saw one of them sell at auction for £30,000. I hope the buyer knew it had a knackered gearbox. For years, few people wanted a 928 so they weren’t looked after properly. People pay fortunes for the rare manuals but the dog-leg ’box doesn’t suit righthand drive. Give me an auto any day.”

Buyer beware…

ENGINE Engine smoke when warm hints at worn valve guides and cylinder bores.

Check the oil level and try to gauge oil consumption (500 miles per litre is typical). Lumpy running could be a worn distributor or failed ECU; vibration at idle may be worn engine mounts. Timing belts, tensioners and water pumps should be changed every 60k miles or four years. Check for coolant leaks; Porsche coolant needs changing every four years.

TRANSMISSION Check that the torque tube connecting the gearbox to the diff isn’t putting pressure on the flywheel mounting plate. Examine the underside of the automatic gearbox and torque converter for leaks. Rare manual ’box has a notchy change but too much stiffness can wear out the synchros.

BRAKES, STEERING AND SUSPENSION Check the brake lines and hoses, steering and driveshaft gaiters, and suspension arms and bushes. Clonking could mean worn bushes; a floaty ride suggests worn dampers.

Early cars made 237bhp; the last GTS got 345bhp

❝

Today, early 928s are prized for their clean lines and relative simplicity ❞

B O DY The galvanised 928 has aluminium doors, front wings and bonnet but check for bubbling around windows and the rear hatch, and the underside for corrosion. Tired sunroof and tailgate seals can cause damp carpets.

INTERIOR Check all the electrical systems work.

Where fitted, a failed air-con suggests penny-pinching elsewhere. Expect trim and upholstery to be worn or torn, so factor refurbishment into the price.

Also worth knowing

In the Porsche Classic section of the Services & Accessories menu at porsche.com/uk you’ll find a wealth of information on the 928. There are links, too, to Porsche’s classic parts catalogue that includes the 928 plus the opportunity to tell the company’s product development people about that rare part you require.

How much to spend

£3 0 0 0 - £ 1 5 , 9 9 9 From tatty left-hookers, via a rhd ’82 S auto with 90k miles to a Cat C lhd ’91 S4 auto with 128k for £15,995. £ 1 6 , 0 0 0 - £ 1 9, 9 9 9 Includes a ’91/H S4 with 112,000 miles for £19,900. £2 0 , 0 0 0 - £2 4 , 9 9 9 Includes an ’82/X 928 manual with 80,000 miles for £21,500 and an ’88/F S4 with 75,000 miles for £24,995. £2 5 , 0 0 0 - £2 9, 9 9 9 More S4s, including a ’91/H with 85,000 miles for £27,950. £3 0 , 0 0 0 - £3 9, 9 9 9 Includes a 1991 GT manual with 108,000 miles for £37,995. £40,000 AN D ABOVE More GTs and low-mileage S4s in mint condition.

One we found

P O R S C H E 92 8 S , 1 9 8 0 V - R E G , 8 9 K M I L E S , £ 1 9, 9 6 0 Three previous keepers and with full history and working air-con. Recent timing belt, water pump and distributor cap but otherwise original. A private sale, so ask about oil consumption.

10 APRIL 2019 AUTOCAR.CO.UK 77

Thanks to David Hemmings and Peter Morgan (porscheclubgb.com), Andrew Mearns (gmundcars.com)

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735

24.6.15

ASTON MARTIN Vantage 2dr coupé AAAAB V8 195 3.7 8.3 3.0 10.5 2.7 DB11 2dr coupé AAAAB Launch Edition 200 4.0 8.4 3.0 10.1 2.6 Rapide 4dr saloon AAAAC Rapide S 190 5.3 11.3 4.3 8.3 3.0 DBS Superleggera 2dr coupé AAAAA DBS Superl’era 211 3.7 7.4 2.7 9.5 2.5

503 505 42.6 18/25

1720 23.5.18

600 516 46.2 24/34

1910

550 457 33.6 19/23

1990 20.3.13

715 664 42.7 19/26

1910

21.9.16

21.11.18

AU D I A3 3dr/5dr hatch AAAAC S’back e-tron 138 7.9 20.9 6.6 8.5 3.0 RS3 Saloon 155 4.0 9.9 3.5 9.0 2.7 A4 4dr saloon/5dr estate AAAAC 2.0 TDI S line 147 8.4 22.2 7.3 11.2 3.1 RS4 Avant 155 4.0 9.6 3.5 11.0 3.0 A5 2dr coupé/convertible AAABC S5 155 4.9 11.7 4.4 9.7 3.0 A5 Sportback 4dr saloon AAABC 2.0 TFSI S line 155 5.7 15.1 5.3 17.2 2.5 A6 4dr saloon/5dr estate AAAAC 40 TDI S l’e Avant 149 8.4 22.6 7.5 — 3.1 RS6 Avant 155 3.7 8.7 3.1 12.8 2.4 A7 Sportback 5dr hatch AAABC 50 TDI Sport 155 5.8 14.9 5.3 — 2.8 TT 2dr coupé/convertible AAAAC RS 155 3.6 8.4 3.0 7.8 2.7 Q2 5dr SUV AAAAC 1.4 TFSI Sport 132 8.1 23.9 8.2 9.8 2.7 SQ2 Quattro 155 4.5 11.6 4.1 9.2 2.72 Q5 5dr SUV AAAAC 2.0 TDI S line 135 8.3 26.4 8.5 14.7 3.1 SQ5 Quattro 155 5.5 13.7 5.0 11.1 2.6 Q7 5dr SUV AAAAC 3.0 TDI S line 145 6.2 17.6 6.2 3.8* — SQ7 4.0 TDI 155 5.1 12.6 4.4 7.0 2.9 Q8 5dr SUV AAAAC 50 TDI S Line 152 6.9 19.1 6.6 10.1 2.8 R8 2dr coupé AAAAC V10 Plus 205 3.1 6.7 2.6 5.7 2.8

201 258 30.7 45/49 394 354 33.7 29/35

1540 31.12.14 1515 6.9.17

187 295 37.1 45/50 444 443 38.4 24/37

1940 4.11.15 1790 14.2.18

349 369 40.5 26/33

1615

11.1.17

249 273 42.2 30/41

1535

8.3.17

201 295 51.0 39/50 552 516 40.0 20/28

1710 14.11.18 2010 3.7.13

282 457 49.0 29/53

1880

394 354 35.1

27/37

1440 7.12.16

148 184 29.4 45/56 296 295 33.4 27/35

1265 9.11.16 1530 20.3.19

187 295 42.0 37/43 349 369 45.2 26/32

1770 15.3.17 1870 21.6.17

268 443 47.6 32/36 429 664 47.6 24/38

2245 12.8.15 2330 26.10.16

11.7.18

282 443 44.9 29/40

2285 26.9.18

602 413 26.8 15/23

1555 30.12.15

626 664 52.4 20/26

2244 2.5.18

616 590 44.5 18/26

2475

7.8.13

505 752 44.8 18/21

2745

21.9.11

600 664 48.2 20/25 429 664 48.7 29/39

2440 18.5.16 2499 5.4.17

BMW 1 Series 3dr/5dr hatch AAABC 116d ED Plus 124 10.2 30.0 10.0 17.3 — 114 199 37.7 2 Series 3dr coupé/convertible AAAAB 220d C’vble 140 8.5 24.7 8.4 9.0 2.1 187 295 34.5 M2 155 4.4 10.3 3.6 6.2 2.6 365 343 33.7 2 Series Active Tourer 5dr MPV AAAAC 218d Luxury 129 8.9 26.5 8.7 12.1 3.0 148 243 40.4 3 Series 4dr saloon/5dr estate/5dr hatch AAAAB 320d Sport 146 7.7 20.9 7.6 9.7 2.6 181 280 36.2

TEST DATE

Weight (kg)

Mpg or equivalent; test average/ touring

Mph/1000rpm

Torque (lb ft)

Power (bhp)

Braking 60-0mph

50-70mph

30-70mph

0-100mph

0-60mph

Top speed

330e M Sport 140 6.3 15.7 5.7 6.9 2.9 249 4 Series 2dr coupé AAAAC 435i M Sport 155 5.5 13.2 5.2 6.3 2.7 302 M4 155 4.1 8.8 3.2 6.1 2.4 425 5 Series 4dr saloon/5dr estate AAAAB 520d M Sport 146 7.4 21.3 7.4 14.3 2.7 188 M5 155 3.3 7.5 2.7 8.9 3.1 591 6 Series GT 5dr hatch AAABC 630d xDrv M Spt 155 5.9 15.7 5.4 7.6 2.8 261 7 Series 4dr saloon AAAAC 730Ld 153 6.4 17.1 6.0 8.2 3.1 261 8 Series 2dr coupé AAAAC 840d xDrive 155 5.0 12.8 4.6 8.6 3.05 315 i3 5dr hatch AAAAC 1.3S Range Ext 99 7.7 — 6.6 4.0* 3.0 181 i8 2dr coupé AAAAB i8 155 4.5 10.6 3.7 3.3 2.8 357 X1 5dr SUV AAAAC xDrive20d xLine 136 8.2 24.2 8.0 11.8 2.8 187 X3 5dr SUV AAAAC xDrive20d M Spt 132 8.3 26.6 8.6 17.5 3.3 188 X4 5dr SUV AAABC xDrive30d 145 5.9 16.9 5.8 11.1 2.6 255 X5 5dr SUV AAAAC xDrive30d M Spt 143 6.6 18.9 6.6 15.1 3.36 261 M 155 4.2 9.8 3.5 10.2 2.8 567 X6 5dr SUV AAAAC xDrive35d 147 7.3 21.2 7.1 4.1* 2.6 282

310 40.8 40/47

1660 4.10.17

295 28.2 28/37 406 34.0 29/36

1585 18.9.13 1585 9.7.14

295 42.2 40/52 553 41.1 22/28

1635 31.5.17 1855 18.4.18

457 50.2 40/54

1880

8.11.17

457 50.2 40/49

1795

11.11.15

501 46.5 40/49

1901

16.1.19

199 —

1385 21.2.18

2.6/34†

420 33.3 50/40

1560

295 35.1

43/49

1625 14.10.15

295 41.2

37/49

1825

17.9.14

17.1.18

416 43.7 34/45

1895 27.8.14

457 47.1 35/43 553 42.3 21/26

2279 2.1.19 2350 13.5.15

428 34.0 26/31

2275 11.6.08

C AT E R H A M Seven 2dr roadster AAAAC 160 100 8.4 — 8.7 7.6 4.8 80 79 16.7 620S 145 3.8 9.2 3.2 5.7 2.7 310 219 21.2

39/45 25/29

490 20.11.13 610 9.3.16

CHEVROLET

BENTLEY Continental GT 2dr coupé AAAAB W12 First Edition 207 3.6 8.1 2.9 8.9 2.8 Flying Spur 4dr saloon AAABC W12 200 4.5 10.4 3.6 8.4 3.0 Mulsanne 4dr saloon AAAAC 6.75 V8 184 5.7 13.7 4.8 2.8* 2.6 Bentayga 5dr SUV AAAAA W12 187 4.9 11.6 4.4 8.7 3.0 Diesel 168 5.2 12.6 4.6 7.6 2.9

Make and model

TEST DATE

Weight (kg)

Mpg or equivalent; test average/ touring

Mph/1000rpm

Torque (lb ft)

Power (bhp)

Braking 60-0mph

50-70mph

30-70mph

0-100mph

0-60mph

Top speed

Make and model

A L FA R O M E O

54/60

1395 27.5.15

50/53 31/37

1610 1.4.15 1595 15.6.16

42/56

1450 24.12.14

41/57

1535 22.2.12

Weight (kg)

TEST DATE

Mpg or equivalent; test average/ touring

Mph/1000rpm

Torque (lb ft)

Power (bhp)

Braking 60-0mph

50-70mph

30-70mph

1147

9.8.17 15.8.18

FORD Fiesta 3/5dr hatch AAAAC 1.0T Ecoboost 122 9.6 28.1 9.6 13.2 3.2 123 Fiesta ST 3/5dr hatch AAAAB ST-3 1.5 T Ecb’st 144 6.6 16.2 5.7 6.4 2.7 197 Focus 5dr hatch AAAAB 1.5 Ecob’t 182PS 138 8.9 22.8 7.8 10.0 2.35 180 RS 165 5.3 13.9 5.3 6.9 3.5 345 S-Max 5dr MPV AAAAC 2.0 TDCi T’ium 123 10.5 32.0 10.4 13.9 2.5 148 Grand Tourneo Connect 5dr MPV AAAAC 1.6 TDCi T’ium 103 13.2 — 13.9 19.1 2.9 114 Mondeo 4dr saloon/5dr/estate AAAAC 2.0 TDCi 130 10.0 28.8 9.4 12.7 3.1 148 Mustang 2dr coupé AAAAC 5.0 V8 GT F’back 155 5.2 11.6 4.2 9.4 2.7 410 Bullitt 155 5.2 11.2 4.1 10.7 2.7 453 Ecosport 5dr SUV AABCC 1.5 TDCi 99 14.3 — 15.2 14.4 2.7 89 Kuga 5dr SUV AAAAC 2.0 TDCi 122 10.9 44.2 11.8 7.4 2.6 161 Edge 5dr SUV AAABC 2.0 TDCi 131 9.7 27.6 9.2 5.6* 2.6 207

with an automatic) and demonstrates flexibility.

No one produces as thorough a judgement on a new » FU E L ECO N O MY Figures quoted are the average car as Autocar. As well as acceleration, braking, fuel and touring fuel economy as tested. The touring economy and noise tests, we carry out benchmark figure is representative of a 70mph cruise on a limit-handling tests, setting lap times if appropriate. typical UK motorway. For electric cars, the figures But we don’t just drive at the track, essential as it is for quoted are for the same average and touring test finding the limits of performance. We also drive on a schedules but are expressed in miles per kWh†. wide range of roads. Where we have tested more than one model in a range, the rating is for the range overall. **Denotes mpkg (miles per kilogram) for hydrogenpowered fuel cell vehicles.

Where a model within the range meets our coveted » B R AKI N G 60 - 0 M PH Recorded on a high-grip five-star standard, it is highlighted in yellow. surface at a test track. » 30 -70 M PH Indicates overtaking ability » M PH/1000 R PM Figure is the speed achieved through the gears. in top gear. » 50 -70 M PH Recorded in top gear (*kickdown

Giulia 4dr saloon AAAAB Quadrifoglio 190 4.5 9.2 3.2 10.3 2.57 Stelvio 5dr SUV AAABC 2.2D 210 Milano 134 6.8 20.6 7.0 7.3 3.01 Quadrifoglio 176 4.0 9.4 3.3 5.9 3.31 4C 2dr coupé/convertible AAACC Spider 160 5.1 12.4 4.0 5.8 2.97

0-100mph

Facts, figures, from the best road tests

0-60mph

Make and model

ROAD TEST RESULTS

Top speed

ROAD TEST RESULTS

Camaro 2dr coupé AAAAC 6.2 V8 155 5.6 12.4 4.5 12.2 2.7 426 419 43.3 23/29 Corvette 2dr coupé AAAAC Stingray 181 4.4 9.4 3.3 11.7 2.3 460 465 48.4 22/33

1175 20.6.12 1539 8.10.14

CITROEN C3 5dr hatch AAABC P’tech 110 Flair 117 9.6 36.6 9.4 10.5 C3 Aircross 5dr hatch AAABC P’tech 110 Flair 115 11.5 36.4 10.7 12.3 C4 Cactus 5dr hatch AAACC 1.6 BlueHDi 100 114 11.8 41.2 11.7 7.2 C5 Aircross 5dr SUV AAABC BlueHDi 180 131 9.0 25.6 8.5 —

2.6 109 151

27.0 47/62

1050 28.12.16

3.5 109 151

27.5 35/39

1159

7.3.18 16.7.14

2.9 99

187 36.1

47/62

1225

2.83 174

295 40.1

37/48

1540 13.2.19

CUPRA Ateca 5dr SUV AAABC 2.0 TSI 4Drive 153 4.9 12.3 4.4 9.4 3.03 296 295 33.8 29/37

1615

23.1.19

DACIA Sandero 5dr hatch AAACC 1.2 75 Access 97 15.3 — 17.6 23.0 3.0 74 Duster 5dr hatch AAAAC SCe 115 Comfort 107 13.1 — 12.5 23.9 2.9 113

214 26.0 38/48

1187

177 26.9 30/44 325 27.3 28/37

1417 20.2.19 1599 4.5.16

258 39.5 44/46

1725 26.8.15

236 26.7 40/45

1785

6.8.14

258 38

1597

14.1.15

53/56

391 35.1 19/25 390 37.4 21/33

1720 24.2.16 1782 5.12.18

151

39/48

1384

251 31.6

34/39

1707 13.3.13

332 37

36/39

1949 27.7.16

28

3.9.14

H O N DA Civic 5dr hatch AAAAC 1.5 i-VTEC Turbo 126 7.8 19.3 7.0 8.7 Civic Type R 5dr hatch AAAAB 2.0 Type R GT 169 5.7 12.5 4.4 6.1 Clarity FCV AAAAC Clarity FCV 104 9.0 29.2 8.3 5.3* CR-V 5dr SUV AAABC 1.5T EX CVT AWD 124 9.2 26.1 8.4 5.2* HR-V 5dr SUV AAABC 1.6 i-DTEC SE 119 10.5 34.9 10.4 11.2 NSX 2dr coupé AAAAB NSX 191 3.3 7.3 2.6 4.3

2.7 180 177 26.6 39/49

1357

2.8 316 295 25.4 29/43

1380 25.10.17

2.9 174

221 na

51/72** 1872

19.4.17

12.7.17

3.3 190 179 39.5 32/38

1669

7.11.18

—

1324

16.9.15

118

221 34.4 56/57

2.7 573 476 35.8 25/32

1725 5.10.16

HYU N DAI i10 5dr hatch AAABC 1.0 SE 96 14.7 — 16.2 19.9 i20 5dr hatch AAAAC 1.4 SE 114 12.2 42.4 12.1 17.3 i30 5dr hatch/estate AAABC i30 N 155 6.4 14.8 5.6 6.1 1.4 Premium SE 129 9.5 28.9 9.7 10.9 Kona Electric 5dr SUV AAAAC 64kWh P’m SE 104 6.7 17.4 5.8 3.5* Santa Fe 5dr SUV AAABC 2.2 CRDi P’m SE 127 9.3 26.4 9.8 —

2.9 65

70

20.0 44/51

925

29.1.14

3.0 99

99

21.8

1060

7.1.14

43/54

3.1 271 260 27.4 31/43 2.7 138 178 28.1 39/49 3.1 201 291 —

1478 27.12.17 1423 13.9.17

3.7/4.0† 1734 31.10.18

2.78 197 325 40.2 38/51

2003 6.3.19

INFINITI Q30 5dr hatch AAABC 1.6t Premium 124 9.4 26.4 9.1

15.5 2.85 120 148 31.6

35/39

1436 17.2.16

46.8 19/29 36.2 24/33 33.2 31/44

1655 12.6.13 1594 11.6.14 1640 22.11.17

44.1

1595 2.12.15

JAG UAR F-Type 2dr convertible/3dr coupé AAAAB V8 S Convertible 186 4.0 9.4 3.4 8.0 2.8 488 460 V6 S Coupé 171 4.9 12.1 4.2 12.7 2.7 375 339 2.0 Coupé R-Dy 155 5.8 14.7 5.1 9.5 2.8 296 295 XF 4dr saloon AAAAB R-Sport 2.0 136 9.4 26.1 9.0 16.1 2.9 178 317 XE 4dr saloon AAAAB R-Sport 2.0 147 7.6 19.0 6.9 13.3 2.7 197 206 XJ 4dr saloon AAAAC 3.0d LWB 155 6.3 16.5 6.6 3.6* 2.7 271 443 E-Pace 5dr SUV AAABC D180 AWD SE 127 9.9 30.9 10.5 14 3.6 178 317 F-Pace 5dr SUV AAAAC 2.0d AWD 129 9.2 30.9 9.7 7.4 — 178 317 I-Pace 5dr SUV AAAAB EV400 S 124 4.5 11.0 3.5 2.0 2.8 394 512

47/56

33.8 30/49

1530

1.7.15

43.5 28/36

1960

9.6.10

45.8 36/49

1843

11.4.18

41.3

37/40

1775

11.5.16

—

1.8/2.4† 2133 12.9.18

JEEP Compass 5dr 4x4 AAACC 2.0 M’jet 4x4 L’d 118 11.0 39.0 11.4 Renegade 5dr 4x4 AAABC 2.0 M’jet 4x4 L’d 113 10.8 37.6 11.2 Cherokee 5dr 4x4 AABCC 2.0 140 4x4 Ltd 117 12.3 43.4 13.0 Wrangler 5dr 4x4 AAAAC 2.2 M’Jet-II Ov’d 112 9.0 29.9 9.1

10.9 2.8 138 258 34.2 38/45

1540 3.10.18

10.0 3.5 138 258 34.0 41/53

1502 28.10.15

13.8 2.7 138 258 34.7 39/43

1846 24.6.14

—

2044 10.4.19

2.37 197 332 38.3 29/38

KIA 79

20.3 32/38

941

27.2.13

115

24.0 37/42

1179 22.8.18

DS 3 5dr hatch AAABC BlueHDi 120 118 9.9 32.2 9.4 11.1 3.1 118 210 36.4 59/67 4 Crossback 5dr hatch AAACC BlueHDi 120 117 12.0 48.8 12.3 18.0 2.9 118 221 36.7 49/50 7 Crossback 5dr SUV AAABC Puretech 225 141 8.6 20.2 7.0 15.1 2.9 221 221 34.0 35/45

1150 23.3.16 1290

6.1.16

1425

19.9.18

FERRARI 488 GTB 2dr coupé AAAAA 488 GTB 205 3.0 5.9 2.0 3.7 2.43 661 561 28.9 —/— 812 Superfast 2dr coupé AAAAC F12 Berlinetta 211 3.1 6.2 2.2 4.9 2.6 789 530 30.0 —/24

1525 25.5.16 1630 25.7.18

F I AT Panda 5dr hatch AAAAB 4x4 Twinair 103 14.6 — 15.8 16.0 3.0 84 500 3dr hatch AAAAC Abarth 595 130 7.5 20.1 6.4 7.0 2.8 158 500 Twinair 108 11.7 — 13 15.3 3.3 84 Tipo 5dr hatch AABCC 1.6 M’jet Lounge 124 9.6 31.6 9.8 8.7 2.9 118 124 Spider 2dr roadster AAABC Lusso Plus 134 7.3 20.9 7.1 7.2 2.8 138 Abarth 124 Spider 2dr roadster AAAAC 124 Spider 144 6.8 18.6 6.5 6.5 2.8 168

125 29.3 42/52

Stinger 4dr saloon AAABC 2.0 T-GDI GT-L S 149 7.4 18.2 6.4 10.9 2.9 Rio 5dr hatch AAABC 1.0 T-GDI 3 Eco 115 10.0 37.0 10.5 12.3 3.2 Ceed 5dr hatch AAABC 1.6 CRDi 115 2 119 9.9 30.8 9.6 15.3 2.9 Proceed 5dr shooting brake AAABC 1.4 T-GDi 127 9.5 28.1 8.9 13.2 2.87 Niro 5dr SUV AAABC 1.6 GDI DCT 2 101 9.7 30.0 9.5 12.8 3.5 Sportage 5dr SUV AAABC 1.7 CRDi ISG 2 109 12.1 46.4 13.1 16.8 3.3 Sorento 5dr 4x4 AAABC 2.2 CRDi KX-4 128 9.3 28.6 9.4 5.7* —

244 260 36.7 32/43

1717 25.4.18

99

127 27.1

40/50

1228

113

207 41.4

50/70

1388 29.8.18

138 179 24.1

34/43

1475 27.2.19

139 108/125 31.9

49/50

114

1.3.17

1500 31.8.16

207 34.4 50/51

1500

2.3.16

197 325 35.2 35/39

1953

8.4.15

LAMBORGHINI Huracán 2dr coupé AAAAB Performante 201 2.9 5.9 2.0 4.9 3.0 630 442 24.5 17/22

1382 11.10.17

L AN D ROVE R 107 20.8 37/44

1050 17.4.13

170 23.9 34/39 107 22.9 35/39

1035 26.2.14 1070 24.11.10

236 35.0 49/62

1295

177 24.9 34/38

1050 28.9.16

184 25.2 35/45

1060 22.3.17

2.11.16

Discovery Sport 5dr SUV AAAAB TD6 HSE Luxury 130 8.7 27.7 8.7 8.9 3.4 254 Range Rover 5dr SUV AAAAB 4.4 SDV8 135 7.0 19.0 6.7 3.8* 2.9 334 Range Rover Evoque 5dr SUV AAAAC 2.2 DS4 121 8.4 30.8 9.5 5.7* 3.1 187 Range Rover Velar 5dr SUV AAABC D240 HSE 135 9.3 27.4 9.0 15.7 3.8 237 Range Rover Sport 5dr SUV AAAAB 3.0 TDV6 130 7.8 22.5 7.5 12.2 3.1 255 SVR 162 4.4 10.3 3.8 12.6 2.6 542

443 37.1

26/34

2230 12.4.17

516 41.8

25/35

2625 12.12.12

310 37.3 30/36

1815

369 41.8

33/48

2089 30.8.17

13.7.11

442 43.1 502 41.8

33/42 22/19

2115 2.10.13 2335 15.4.15

10 APRIL 2019 AUTOCAR.CO.UK 79

LEXUS LC 2dr coupé AAAAC LC500 Sport+ 168 5.2 11.3 NX 5dr SUV AAACC 300h 112 9.7 30.4 RC F 2dr coupé AAACC RC F 168 4.8 10.7 ES 4dr saloon AAABC 300h Takumi 112 8.7 21.8 LS 4dr saloon AAACC 500h Prem AWD 155 5.9 15.4

5.6* 2.7 194 na

32/38

1905

24/28

1765 18.2.15

7.6

42/49

4.6* 2.91 215 na

—

1970 18.10.17

3.9 12.9 2.9 471 391 39 —

5.3 12.4 2.8 295 258 36.9 30/42

LOTUS Elise 2dr roadster AAABC Cup 250 154 4.7 11.9 4.5 7.2 2.5 243 184 24.7 27/32 Evora 2dr coupé AAAAC Evora S 2+0 172 4.5 11.3 4.0 6.8 2.4 345 295 34.8 21/26 Exige S 2dr coupé AAAAB Exige S 170 4.1 9.6 3.7 5.5 2.5 345 295 27 21/30

M A S E R AT I Ghibli 4dr saloon AAABC Diesel 155 6.5 17.2 6.0 5.1 2.7 271 443 43.3 31/40 Levante 5dr SUV AAACC Diesel 143 6.8 19.9 6.9 4.3 3.4 271 443 46 26/42

1.10.14

2205 30.11.16

3.1 89

109 27.9 51/55

2.7 173 309 35 3.3 129 111

44/56

24.5 46/49

104 199 34.8 59/60

3.0 148 280 37.0 43/53

McLAREN 570S 2dr coupé AAAAA 3.8 V8 204 3.1 6.4 2.2 720S 2dr coupé AAAAA 4.0 V8 212 2.9 5.6 2.0 Senna 2dr coupé AAAAA 4.0 V8 208 3.1 5.5 1.9 P1 2dr coupé AAAAA P1 217 2.8 5.2 2.2

7.7 2.4 710 568 35.4 19/24 8.0 2.4 789 590 35.7 16/25 6.0 2.3 903 664 36.0 19.6/—

MERCEDES-AMG

20.3 2.9 79

81

42/54

1036 9.10.13

12.7 3.0 115 117 19.5 36/46 7.2 2.5 197 184 23.8 31/39

1230 3.11.10 1295 22.5.13

12.9 2.9 109 192 35.0 49/56

1365 19.2.14

11.2 3.0 128 236 32.8 42/48

1550 13.8.14

5.3 2.7 562 470 28.0 22/31

1752 16.11.16

21.8

M600 2dr coupé AAAAB M600 225 3.5 6.8 2.5 4.7 2.45 650 604 29.9 18/25

1305 14.10.09

9.1 2.9 81 87 21.2 41/45 6.7 2.9 205 221 25.6 41/42

1080 1160

18.7.12 11.2.15

13.9 3.0 114

199 38.5 48/59

1395

15.1.14

10.8 2.6 174

295 43.9 35/52

1535 24.10.18

11.8 3.2 114

199 32.7 49/59

1180

13.2 3.2 118

221 34.6 42/53

1300

11.5 2.7 148 273 37.6 51/60

1490

469 479 38.1 19/25 503 516 35.6 21/27 429 384 43.8 31/39 503 479 34.7 20/29 577 516 30.7 19/23

718 2dr coupé/roadster AAAAB Boxster 171 5.4 12.2 4.3 5.2 1420 24.5.17 Cayman S 177 4.8 10.5 3.9 4.8 Cayman GTS 180 4.8 10.2 3.5 4.7 1345 10.10.18 911 GT2 2dr coupé AAAAC GT2 RS 211 3.0 6.1 2.2 5.6 — 7.5.14 911 2dr coupé AAAAB Carrera S 190 4.5 9.4 3.4 7.3 918 Spyder 2dr coupé AAAAA 4.6 V8 214 2.6 5.3 1.9 2.2 1715 3.6.15 Panamera 4dr saloon AAAAA 177 4.1 10.3 3.8 — 1850 8.2.17 4S Diesel Macan 5dr SUV AAAAB 165 4.7 11.8 4.3 7.9 1980 17.10.18 Turbo Cayenne 5dr SUV AAAAC 177 3.9 9.3 3.3 5.3 1715 29.7.15 Turbo 1555 10.5.17 1440 30.3.16

577 590 42.6 22/30

2.3 874 944 41.2

1740 22.10.14

3.0 416 627 50.7 32/43

2050

2.4 394 406 35.7 22/31

2000 4.6.14

2.8 542 568 44.7 21/31

2250

27

26/33

33.9 47.2 32.1

47/61

35.0 52/69 —

34/38

51.2

8/28

46.0 18/23 45.9 15/27 47.7

19/25

27.2 45/56 35.6 47/54 27.2 28/36

148 243 34.9 51/52

1320 25.11.15

S KO DA

134 162 31.0

1280

MITSUBISHI Eclipse Cross 5dr SUV AAACC 1.5 First Ed 2WD 127 9.0 26.5 8.3 13.8 3.0 161 184 30.9 34/45 Outlander 5dr SUV AAABC PHEV GX4hs 106 10.0 30.5 9.5 6.2 3.0 200 245 — 44/38

Fabia 5dr hatch AAAAC 1.2 TSI 90 SE-L 113 12.6 46 12.5 15.0 3.4 89 Octavia 4dr saloon/5dr estate AAAAC 1480 22.2.17 vRS 245 Estate 155 6.9 16.2 5.8 7.3 2.9 242 1735 26.7.17 Superb 5dr hatch/estate AAAAB 2.0 TDI SE 135 8.8 24.9 8.2 11.2 2.8 148 Karoq 5dr SUV AAABC 2.0 TDI 150 Scout 122 8.9 28.7 9.6 12.8 2.86 148 1455 14.3.18 Kodiaq 5dr SUV AAAAC 2.0 TDI Edition 121 9.5 34.7 10.1 12.2 2.8 148 1810 16.4.14

5.9.18

865 29.10.14 31.7.13

1009 6.3.13 1204 23.10.13 1297

5.11.14

1387

17.8.16

TEST DATE

Weight (kg)

Mpg or equivalent; test average/ touring

Mph/1000rpm

Torque (lb ft)

Power (bhp)

Braking 60-0mph

50-70mph

30-70mph

0-100mph

0-60mph

Top speed

38/47

1629 30.1.19

251 33.5 37/48

1751 23.11.16

118

26.1

45/49

125 26.3 45/56

925

3.0 67

66

835 25.3.15

22.4 54/57

17.5.17

2.9 110

125 26.3 50/55

950

2.6 118

236 35.1

57/67

1290 30.10.13

29/35

1112

4.4 100 95

19.8

—

24.3 49/47

118

115

3.8.16

28.11.18

1075 29.4.15

2.4/3.3† 2200 20.4.16 1.6/2.0† 2508 15.2.17

9.8 2.9 209 184 27.7 27/39

1135 28.3.18

10.6 2.6 197 151

23.5 30/45

1235

6.4* 3.1 121

—

1400 16.3.16

—

53/63

4.7.12

6.5* 3.3 152 247 22.5 44/62** 1400 27.4.16 7.3* 2.7 121

—

—

49/60

1420

4.1.17

85

21.8

39/45

1086

6.2.13

70

20.3 49/55

938

15.7.15

148 34.8 37/42 181 23.8 29/34

1176 19.11.14 1280 6.5.15

170 30.5 40/54

1199

236 33.4 55/58 258 33.7 57/59

1350 30.9.15 1435 13.4.16

7.6.17

184 32.0 45/60

1552 27.12.18

295 36.1

1507

39/51

3.5.17

354 38.6 36/47

1807 30.5.18

546 34.9 20/27

1858

10.1.18

147 24.7 39/54

1070 21.3.18

129 27.1 236 —

1145 1355

43/57 37/47

258 34.4 32/38 258 7.6 44/45 184 28.0 40/52

31.1.18 1.8.18

1402 10.7.13 1599 20.5.15 1324 2.8.17

236 35.6 31/37

1495 24.1.18

369 37.8 38/56

1828 27.9.17

295 37.9 45/52 295 32.3 38/43

1614 1722

4.2.15 7.9.16

251 37.0 54/60

1571

3.2.16

251 40.0 44/52

1683 22.6.16

332 22.7 38/45

2386 23.12.15

442 47.6 37/42

2070

13.7 3.0 188 295 39.8 38/44

1735

7.2.18

9.2 3.0 179 295 39.4 46/59

1580

5.3.14

11.1 2.6 188 295 40.1

40/51

1717

13.7.16

12.7 2.8 188 295 41.0

35/43

1847 27.6.18

8.8.18

V O LV O

251 36.1

3.1/3.9†

2.9 110

Up 3/5dr hatch AAAAC GTI 1.0 TSI 115 122 8.5 25.7 7.8 7.6 2.8 114 Polo 5dr hatch AAAAB 116 10.7 34.4 11.1 12.1 2.8 94 1601 25.1.17 1.0 TSI 95 SE GTI 147 6.7 17.4 5.9 8.6 2.8 197 1380 21.10.15 Golf 3/5dr hatch AAAAB GTI Perf. DSG 155 6.5 16.4 5.9 8.9 2.8 227 1747 20.8.17 GTE 138 7.7 18.2 6.1 7.7 2.5 201 1.5 TSI R-line 134 8.8 22.7 8.1 9.9 2.1 148 T-Roc 5dr SUV AAAAB 2.0 TSI SEL 4Mn 134 6.7 20.2 6.5 13.3 3.2 187 2560 4.4.18 Arteon 5dr hatch AAABC 2.0 BITDI 240 152 6.5 17.7 6.2 8.9 3.3 237 2450 7.7.10 Passat 4dr saloon/5dr estate AAAAC 2.0 TDI 190 GT 144 8.7 23.6 8.1 13.1 3.2 187 2435 21.5.14 GTE 140 7.6 19.0 6.1 7.8 3.3 215 Touran 5dr MPV AAAAC 2560 1.6.16 2.0 TDI 150 SE 128 9.9 29.3 9.7 13.6 3.2 148 Tiguan 5dr SUV AAAAB 2.0 TDI 150 SE 127 10.4 33 9.6 12.4 3.2 148 Caravelle 5dr MPV AAAAC 1047 19.7.17 2.0 BITDI Exec. 126 11.6 36.1 11.7 10.2 3.2 201 Touareg 5dr SUV AAABC 1350 4.9.13 3.0 TDI R-Ln Tch 146 7.2 18.6 6.5 21.5 2.8 282 1441 26.3.14

1505

—

1534 25.6.14

V O L K S WA G E N

251 37.2 47/54

118

5.6.13

9.4 2.8 296 300 27.6 23/31

Adam 3dr hatch AAACC 1.2 Jam Ecoflex 103 14.3 — 15.3 20.8 2.8 68 Viva 5dr hatch AAABC 1.0 SE A/C 106 13.0 — 14.1 19.0 — 74 Corsa 3/5dr hatch AAABC 1.4T SRi VX-Line 115 11.7 45.1 12.1 15.3 2.9 99 VXR 143 7.2 18.3 6.4 7.8 2.4 202 Crossland X 5dr SUV AAACC 1.2T 130 Elite 128 9.8 31.4 10.3 8.9 2.9 128 Astra 5dr hatch/estate AAAAC 1.6 CDTi 136 SRi 127 8.8 25.7 8.8 8.6 2.6 134 ST CDTi B’tbo SRi137 8.4 22.2 7.7 8.1 2.6 158 Combo Life 5dr MPV AAABC 1.5 TD 100 En’gy 109 14.7 — 16.2 14.4 2.8 99 Insignia Grand Sport 4dr saloon AAAAC 2.0D SRi VX-Line140 8.7 23.8 7.9 8.9 2.7 168 Insignia Sports Tourer 5dr estate AAACC GSI 2.0 B’tbo D 144 8.4 23.1 7.7 9.5 2.7 207 VXR8 4dr saloon AAAAC GTS-R 155 4.8 9.6 3.3 6.6 3.1 587

273 29.8 33/39

36.4 50/62

13.1.16

1540

T OYO TA

15.11.17 XC40 5dr SUV AAAAB D4 AWD First Ed. 130 8.5 24.8 8.5 1300 19.10.16 S60 4dr saloon AAAAC D4 SE Nav 143 7.6 20.4 6.9 S90 4dr saloon AAAAC D4 Momentum 140 8.2 22.1 7.9 1200 23.8.17 V60 5dr estate AAAAC D4 M’tum Pro 137 8.9 23.8 8.2 XC60 5dr SUV AAABC D4 AWD R-Des’n 127 8.9 26.2 8.8 1109 21.1.15 XC90 5dr SUV AAAAC D5 Momentum 137 8.3 23.9 8.3 1392 16.8.17

26.2 37/41

SMART

148 243 36.2 42/48 221 284 30.1 42/50

1.2.17

R E N A U LT

23.8 38/47 20.8 32/37

1537

11.0 2.9 145 258 33.0 41/49

TESLA

18.7.18

4.0/3.4† 1468

1451 28.2.18

VA U X H A L L

1535 20.1.16

7.8

34/36

Model S 4dr saloon AAAAB P90D 155 5.2 9.1 3.0 1.9 2.9 525 713 8.5 Model X 5dr SUV AAAAC 90D 155 4.7 13.1 2.8 2.5 2.7 416 487 8.5

1470

20.8 42/52

31/39

21.0 2.6 168 184 31.9

SUZUKI

19.6.13

2.9 414 369 36.4 27/31 28/44

1425 14.9.16

27.0 3.4 154 145 41.5

Swift 5dr hatch AAABC 1.0 SZ5 121 10.5 33.0 10.3 11.8 Celerio 5dr hatch AAABC 1.0 SZ4 96 12.9 — 14.3 25.0 Baleno 5dr hatch AAABC 1.0T B’jet SZ5 124 9.8 29.5 9.7 11.2 SX4 S-Cross 5dr SUV AAABC 1.6 DDiS SZ4 111 10.0 32.6 10.1 8.9 Jimny 3dr SUV AAABC 1.5 SZ5 Allgrip 90 11.9 — 11.6 15.1 Vitara 5dr SUV AAABC 1.6 SZ5 112 9.5 29.8 9.5 15.5

2.6 691 553 32.1

2135 13.3.19

6.4.16

XV 5dr SUV AAACC 2.0i SE L’tronic 120 10.1 27.7 9.0 Levorg 5dr estate AAACC GT 1.6i L’tronic 130 8.4 24.6 7.9 Forester 5dr SUV AAACC 2.0d XC 118 9.9 36.5 10.5 WRX 4dr saloon AAACC STi Type UK 159 5.4 13.3 5.1

1335 1430 1375

19/28

221 33.2 45/58

SUBARU

2.5 296 280 25.8 26/36 2.5 345 310 25.8 28/29 2.5 361 310 25.8 28/39

Forfour Electric Drive 5dr hatch AABCC Prime Premium 81 13.2 — 14.5 10.6 2.8 80

46/53

Tivoli XLV AAACC ELX auto 107 12.0 44.5 12.6 7.9 3.1 113

Yaris 3dr hatchback AAABC GRMN 143 6.4 15.4 5.4 18.1.17 GT86 2dr coupé AAAAA 2.0 manual 140 7.4 18.8 6.8 1.11.17 Prius 5dr hatch AAAAC Business E’tion 112 11.1 32.0 10.7 Mirai 4dr saloon AAAAC Mirai 111 10.1 36.5 10.2 8.6.16 C-HR 5dr SUV AAAAC 10.8.16 Excel 1.8 Hybrid 106 11.6 43.5 11.9 9.5.18

1235 2.4.14 1235 6.12.17

189 221 26.4 35/54 207 221 26.5 31/47

Make and model

TEST DATE

Weight (kg)

Mpg or equivalent; test average/ touring

1068 26.4.17 1105 27.3.19

NOBLE

208 3/5dr hatch AAACC 1050 22.4.15 1.2 VTI Active 109 14.2 — 14.5 GTi 30th 143 6.5 16.1 5.8 1470 4.12.13 308 3/5dr hatch AAAAC 1.6 e-HDi 115 118 10.1 32.6 10.4 1480 23.1.13 508 4dr saloon AAAAC GT Bl’HDi 180 146 8.8 23.4 8.5 1050 2.9.15 2008 5dr SUV AAABC 1.6 e-HDi 117 10.7 37.8 11.5 1275 22.7.15 3008 5dr SUV AAABC 1.6 Bl’HDi GT L’e 117 12.0 44.3 12.1 1594 28.6.17 5008 5dr MPV AAABC 2.0 Bl’HDi GT L’e 129 10.8 28.8 9.7

MINI

80 AUTOCAR.CO.UK 10 APRIL 2019

Mph/1000rpm

Torque (lb ft)

Power (bhp)

103 24.3 45/57 148 31.2 33/55

Twingo 5dr hatch AAABC Dynamique 94 17.6 — 19.1 29.4 2.9 69 67 362 384 40.4 27/33 1595 6.7.16 Zoe 5dr hatch AAABC Dynamique 84 12.3 — 13.9 9.1 2.9 87 162 503 516 43.4 19/26 2020 13.6.18 Clio 5dr hatch AAAAC 0.9 TCE 113 13.4 — 13.9 19.1 2.8 89 100 MERCEDES-BENZ RS 200 Turbo 143 7.4 20.9 6.9 9.1 2.8 197 177 A-Class 5dr hatch AAAAC Mégane 3dr hatch AAAAB A200 Sport 139 8.7 22.4 7.9 — 3.2 161 184 33.6 39/57 1379 4.7.18 275 Trophy-R 158 6.4 14.0 5.0 6.4 3.1 271 266 B-Class 5dr MPV AAAAC New Mégane 5dr hatch AAACC B180 Sport 132 8.4 23.5 8.3 — 2.73 134 148 33.6 33/51 1405 3.4.19 1.5 dCi Dyn. S Nav 116 11.1 35.2 11.1 13.2 2.8 108 192 C-Class 4dr saloon/5dr estate AAAAC Grand Scenic 5dr MPV AAABC C220 Bluetec 145 8.1 22.9 8.1 11.7 2.8 168 295 42.4 41/51 1700 23.7.14 dCi 130 Dyn. S Nav 118 11.4 35.8 11.3 10.2 3.4 129 236 CLA 4dr saloon/5dr estate AAABC Kad jar 5dr SUV AAAAC 220 CDI Sport 143 8.3 23.1 8.0 4.8 2.9 168 258 37.3 44/54 1525 26.6.13 dCi 115 Dyn. S Nav 113 14.5 — 14.6 17.2 2.3 108 192 200 CDI S’t S’Brk 134 10.1 29.7 9.6 11.9 3.4 134 221 33.5 53/59 1555 18.11.15 Koleos 5dr SUV AAACC dCi 175 4WD Sig. 126 9.8 31.3 10.1 14.3 2.9 175 280 E-Class 4dr saloon/5dr estate/2dr convertible/2dr coupé AAAAC E400 Coupé 155 5.6 13.4 4.9 14.8 2.9 328 354 46.7 30/39 1845 14.6.17 R O L L S - R OYC E S-Class 4dr saloon/2dr coupé AAAAA S350 Bluetec 155 7.3 19.0 6.8 3.9* 2.7 255 457 45.6 34/44 1975 16.10.13 Phantom 4dr saloon AAAAA 155 5.5 11.8 4.4 2.5* 2.8 563 664 S63 AMG Coupé 155 4.5 9.6 3.4 6.8 2.7 577 664 42.8 22/25 2070 3.12.14 Phantom Ghost 4dr saloon AAAAC GLA 5dr SUV AAABC GLA220 CDI SE 134 8.1 23.8 7.8 4.7 2.65 168 258 36.4 40/48 1535 14.5.14 Ghost 155 4.9 10.6 3.9 2.3* 2.6 563 575 GLC 5dr SUV AAAAC Wraith 2dr coupé AAAAB GLC250d 143 7.8 23.5 7.8 15.7 3.2 201 369 46.9 39/43 1845 10.2.16 Wraith 155 4.6 10.0 4.5 2.1* 2.9 624 590 GL 5dr SUV AAAAC Dawn 2dr convertible AAAAC 155 5.2 11.6 4.2 2.4* 2.9 563 575 GL350 AMG Sp’t 137 8.3 24.8 8.2 5.0* 2.6 255 457 37.7 28/33 2455 24.7.13 Dawn X-Class 4dr pick-up AAABC S E AT X250d 4Matic 109 11.2 38.9 11.6 — 3.2 187 332 31.3 27/36 2159 20.6.18 Ibiza 5dr hatch AAAAB SL 2dr convertible AAAAC SL500 155 4.3 9.9 3.6 6.5 2.7 429 516 39.6 10/24 1815 8.8.12 SE Tech’y 1.0 TSI 113 10.0 34.1 10.0 10.1 3.0 94 129 Leon 3/5dr hatch AAAAC MG SC 2.0 TDI FR 142 8.0 22.1 7.5 9.6 2.9 181 280 3 5dr hatch AAABC Cupra SC 280 155 5.9 13.6 4.4 7.1 2.7 276 258 1.5 3Form Sp’t 108 11.4 41.5 11.6 19.6 2.8 105 101 22.2 37/41 1150 25.12.13 Arona 5dr SUV AAAAC SE Tech’y 1.0 TSI 107 10.5 — 10.6 11.9 3.1 94 129 GS 5dr SUV AAACC 1.5 TGI Excite 118 8.9 25.5 8.3 12.4 2.8 164 184 29.3 29/38 1395 20.7.16 Ateca 5dr SUV AAAAB 1.6 TDI SE 114 10.5 35.6 9.3 14.0 2.9 114 184 Mini 3dr hatch AAAAB Cooper S 146 6.9 17.1 5.9 6.7 2.5 C’per S Wks 210 146 7.2 16.4 6.0 6.5 3.0 Clubman 5dr hatch AAABC Cooper D 132 8.6 25.9 8.2 10.0 2.9 Convertible 2dr convertible AAAAB Cooper 129 9.2 25.4 8.8 12.4 2.7 Countryman 5dr hatch AAABC Cooper D 129 9.0 26.4 8.4 11.5 2.8 Plug-in Hybrid 123 6.7 24.4 6.2 5.5 3.5

6.6.12

15.6 2.8 89 16.5 3.2 115

PORSCHE

10.2 2.6 562 443 36.5 23/37

C63 4dr saloon AAAAB C63 155 4.4 9.7 3.4 7.5 2.7 C63 S C’vertible 155 4.6 10.2 3.4 7.1 2.7 CLS53 4dr saloon AAAAC CLS53 4Matic+ 155 4.3 10.3 3.7 9.1 2.7 GT 2dr coupé AAAAC S 193 3.6 7.8 2.8 5.5 2.5 R 198 3.6 7.3 2.7 4.6 2.4 GT 4-Door Coupé 4dr coupé AAAAB GT63 4Matic+ 193 3.3 7.7 2.7 10.7 2.8 SLC 2dr convertible AAABC SLC43 155 5.5 12.3 4.2 12.7 3.0 GLC 5dr SUV AAABC GLC63 S 4Mtic+ 155 3.7 8.9 3.2 15.4 2.8

520

PEUGEOT

3.0 148 280 29.7 46/60

—

1230 22.8.12

NISSAN

Micra 5dr hatch AAAAC 1742 6.2.19 0.9 N-Connecta 109 12.1 44.7 11.7 DIG-T 117 N-Sport 121 10.2 28.8 9.4 2380 6.6.18 Note 5dr hatch AAAAC 1.2 Acenta Pr’m 106 12.6 — 13.4 Juke 5dr SUV AAABC Acenta 1.6 111 10.3 41.6 9.9 920 29.6.16 Nismo 1.6 134 6.9 17.2 6.0 Qashqai 5dr SUV AAAAB 113 10.8 39.2 11.1 1430 30.3.11 1.5 dCi 2WD X-Trail 5dr SUV AAABC 117 11.2 39.7 11.7 1176 3.4.13 1.6 dCi 2WD GT-R 2dr coupé AAAAB Recaro 196 3.4 7.8 2.7 1835 12.3.14

S S A N GYO N G

Plus 8 2dr roadster AAACC 4.8 V8 — 4.9 11.1 4.0 8.3 3.2 390 370 36.0 24/32 3 Wheeler 2dr roadster AAAAA 3 Wheeler 115 8.0 29.9 7.7 5.1 3.56 80 103 21.3 30/—

MAZDA 2 5dr hatch AAAAC 1.5 Sky’v-G SE 114 10.4 38.0 7.0 20.2 3 5dr hatch AAAAC 2.2 SE-L 130 9.0 26.6 9.1 9.9 6 4dr saloon/5dr estate AAAAC 2.2 Sport Nav 139 7.9 21.2 7.1 7.9 MX-5 2dr roadster AAAAB 1.5 SE-L Nav 127 8.4 24.8 7.9 14.7 CX-3 5dr SUV AAABC 1.5D SE-L Nav 110 10.3 34.7 10.3 10.3 CX-5 5dr SUV AAAAC 2.2D Sport Nav 127 9.4 26.3 9.1 10.4

Braking 60-0mph

MORGAN

4.2 12.0 3.1 471 398 60.6 27/39 9.1

50-70mph

30-70mph

0-100mph

0-60mph

Top speed

Make and model

TEST DATE

Weight (kg)

Mpg or equivalent; test average/ touring

Mph/1000rpm

Torque (lb ft)

Power (bhp)

Braking 60-0mph

50-70mph

30-70mph

0-100mph

0-60mph

Top speed

Make and model

ROAD TEST RESULTS

1165

14.2 2.8 188 295 38.9 40/49

1836

5.0* —

2009 17.6.15

222 347 33.6 37/39

5.7.17

WESTFIELD

9.9.15

Sport 0dr roadster AAAAC Sport 250 142 3.6 11.1 6.4 4.0 2.7 252 270 22.7 32/42

665 29.11.17

ZENOS E10 0dr roadster AAAAB S 140 4.3 11.2 4.1

5.3 2.9 250 295 33.9 21/23

725

7.10.15

No 1’s

NST 1

91 G

3333 PR

630 UMA

71 BN

19 HE

53 MF

34 RE

30 TA

Names

4 GJS

POI 9

36 V

CB 46

56 HM

56 MK

27 RM

64 TD

AMY 62

1 AFA

OCN 1

AFZ 1

OGU 1

HM 33

93 PPP

WM 6

38 CB

31 JH

73 MK

RG 65

77 TK

BIL 83

1 BMG

1 OLA

HU63 HES

RAJ 96

WC 45

97 CB

53 JB

84 NT

RG 67

88 TK

COX 7B

1 CEO

1 OTK

99 JM

RBW 3

88 X

13 CT

39 JD

86 ON

RG 69

71 TO

DAV 1X

1 CLR

Prestige

JP 11

848 RD

10 XE

68 CT

JH 98

50 OT

RL 70

TP 28

DEB 44S

EVJ 1

V8 AML

14 JO

11 RC

6 XK

CK 20

97 JM

80 OL

54 RL

88 TS

ELS 4A

1 EVY

38 AS

88 K

0017 SPY

20 Y

33 DL

34 JP

67 PC

96 RM

65 TU

F111 ASH

1 EW

BN 6

K4 AHN

6S

2x2’s

DM 38

45 KR

53 PD

39 RN

61 TH

GEM 4X

1 EXS

B 22

LYR 11K

999 SK

AB 44

42 DM

KS 17

PR 37

59 RS

73 TL

7 JOY

TK 25

K1 RRK

F1

CF 26

8 LB

SCT 71

AH 33

47 DM

26 LD

60 PS

93 RW

FSO 1

CC 373

7 MB

SDS 10

AH 66

26 DY

11 LE

15 PY

12 RV

57 UD

LEX 31X

GRF 1

D 73

12 MCJ

T1 MMY

49 AS

38 DW

47 LW

15 PU

38 SA

49 WB

LOU 13S

1 HKV

34 DER

4 NDY

TBZ 77

78 AS

DW 50

62 LW

29 PW

32 SM

70 WN

A1 UKY

1 HMH

10 EMS

NT 2

TK 25

62 AY

73 DS

92 LW

86 RB

86 SN

41 WR

R11 KYX

1 HYP

1 EXS

OR 6

898 TR

BD 24

52 EA

69 MC

32 RB

31 SO

22 WL

SKY 7V

1 MB

FA15 ALL

11 OU

TU 16

30 BV

84 GT

46 MC

68 RD

39 SR

15 XV

TES 5S

1 MUU

2 FMW

16 PR

1 UA

56 BJ

84 GS

MC 64

92 RD

51 SW

30 YR

VAN 11A

WORRIED ABOUT EXPENSIVE

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Simply the Best in the Business

10 MARCH 2019 AUTOCAR.CO.UK 81

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For full reviews of every car listed here, visit our website, autocar.co.uk ECONOMY EXPLAINED Between the various figures produced on the old-style ‘NEDC’, transitional ‘NEDC correlated’ and new-style ‘WLTP’ lab emissions and fuel economy tests, it’s 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 result 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). Not all car makers have published these figures yet, however.

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 UK 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 EV manufacturers do increasingly widely by convention.

S TA R R AT I N G S E X P L A I N E D

CCCCC Inherently dangerous/unsafe. Tragically, BCCCC ACCCC ABCCC AACCC AABCC AAACC AAABC AAAAC AAAAB AAAAA

irredeemably flawed.

Appalling. Massively significant failings.

Very poor. Fails to meet any accepted class boundaries.

Poor. Within acceptable class boundaries in a few areas. Still not recommendable.

Off the pace. Below average in nearly all areas.

Acceptable. About average in key areas, but disappoints.

Competent. Above average in some areas, average in others. Outstanding in none.

Good. Competitive in key areas.

Very good. Very competitive in key areas, competitive in secondary respects.

Excellent. Near class-leading in key areas and in some ways outstanding.

Brilliant, unsurpassed. All but flawless.

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D5 S 4dr saloon £62,000 AAAAC 2.0 45 TFSI quattro 242 155 5.6 TBC TBC AAABC The excellent 5 Series receives some Alpina tweaking to make it a 2.0 35 TDI 148 136 8.9 TBC TBC brilliant cruiser. LxWxH 4956x1868x1466 Kerb weight 1870kg 2.0 40 TDI quattro 187 146 7.4 TBC TBC 3.0 BiTurbo 345 171 4.9 TBC TBC 1.4 T-jet 145 143 130 7.8 37.2 134 A4 Avant 5dr estate £30,125–£34,825 AAAAC ALPINE 1.4 T-jet 160 Trofeo 157 135 7.4 35.3 134 Classy and demure estate lacks the dynamic sparkle of rivals.

1.4 T-jet 165 Turismo 162 135 7.3 38.2 139 A110 2dr coupé £46,905-£50,805 AAAAA LxWxH 4725x1842x1434 Kerb weight 1370kg 1.4 T-jet 180 Competizione 177 140 6.9 36.2 155 A much, much greater car and achievement than the sum of its 2.0 35 TFSI 148 136 8.9 TBC TBC parts suggest. LxWxH 4180x1980x1252 Kerb weight 1080kg 2.0 40 TFSI 187 148 7.5 TBC TBC 695 3dr hatch/2dr open £23,530 AAABC 1.8 Turbo 252 155 4.5 TBC TBC 2.0 45 TFSI quattro 242 155 6.0 TBC TBC A convincing track-day 500 with decent dynamic ability, but overly 2.0 35 TDI 148 132 9.2 TBC TBC ARIEL firm ride spoils it. LxWxH 3657x1627x1485 Kerb weight 1045kg 2.0 40 TDI 187 144 7.9 TBC TBC 1.4 T-jet 180 Rivale 177 140 6.7 36.2 155 Atom 0dr open £39,950 AAAAB 2.0 40 TDI quattro 187 143 7.6 TBC TBC ABARTH

595 3dr hatch/2dr open £16,130–£21,430

The Fiat 500’s Abarth makeover makes it a true pocket rocket.

LxWxH 3657x1627x1485 Kerb weight 1070kg

Simple, purist concept remains but everything else has changed…

124 Spider 2dr open £29,775–£33,775

AAAAB for the better. LxWxH 3520x1880x1122 Kerb weight 595kg 2.0 turbo 320 162 2.8 TBC TBC

Only a mildly upgraded version of the standard car – but what a revelation it is. LxWxH 4054x1740x1233 Kerb weight 1060kg 1.4 T-jet 170

Nomad 0dr open £38,000

A5 2dr coupé £34,255–£48,875

AAAAC

Refreshed coupé gets a sharper look and a refreshed interior. Still mundane to drive. LxWxH 4673x1846x1371 Kerb weight 1390kg

AAAAA 2.0 35 TFSI 148 140 8.9 47.9 133 2.0 40 TFSI 187 150 7.2 47.1 135 3.0 V6 TFSI S5 quattro 349 155 4.7 38.2 170 Mito 3dr hatch £15,505–£21,385 AAACC 2.4 K24 i-VTEC 235 125 3.4 TBC TBC 2.9 V6 TFSI RS5 quattro 443 155 3.9 32.5 197 Likeable, good-looking hatch is practical, too, but dynamic flaws 2.0 40 TDI 187 150 7.7 62.8 118 ASTON MARTIN make it an also-ran. LxWxH 4063x1720x1446 Kerb weight 1080kg 2.0 40 TDI quattro 187 146 7.4 54.3 137 0.9 TB Twinair 105 103 114 11.4 TBC TBC Vantage 2dr coupé £120,900 AAAAB 1.4 TB Multiair 170 167 136 7.3 TBC TBC The faster, cleverer, more hardcore entry-level Aston tops its A5 Sportback 5dr coupé £33,365–£49,525 AAAAC class. LxWxH 4465x1942x1273 Kerb weight 1630kg 1.3 JTDM-2 95 93 112 12.5 TBC TBC Refined, good-looking four-door coupé is sadly short on charm and finesse. LxWxH 4733x1843x1386 Kerb weight 1425kg 4.0 V8 503 195 3.5 11.6 TBC Giulietta 5dr hatch £19,750–£25,850 AAACC 2.0 35 TFSI 148 139 9.1 TBC TBC Long in the tooth but still seductive, shame it’s not rounded or DB11 2dr coupé £147,900–£161,900 AAAAA 2.0 40 TFSI 187 150 7.5 TBC TBC lavish enough. LxWxH 4351x1798x1465 Kerb weight 1305kg The stunning replacement for the already seductive DB9 is tyre2.0 45 TFSI quattro 242 155 5.8 TBC TBC shreddingly good. LxWxH 4739x2060x1279 Kerb weight 1875kg 1.4 TB 120 118 121 9.4 36.2 164 2.0 35 TDI 148 135 9.1 TBC TBC 1.6 JTDM-2 120 148 121 10.0 49.6 123-125 4.0 V8 503 187 4.0 10.6 TBC 2.0 40 TDI 187 150 7.5 TBC TBC 5.2 V12 AMR 630 208 3.7 13.4 TBC 2.0 40 TDI quattro 187 146 7.6 TBC TBC Giulia 4dr saloon £33,190–£62,500 AAAAB Handsome and special dynamically but lacks finesse and only DBS Superleggera 2dr coupé £225,000 AAAAA A5 Cabriolet 2dr open £38,185–£49,995 AAAAC 167

142-144 6.9

TBC

148-153

A L FA R O M E O

comes as an auto. LxWxH 4643x1860x1436 Kerb weight 1429kg 2.0 Turbo Petrol 200 2.0 Turbo Petrol 280 2.2 Turbo Diesel 160 2.2 Turbo Diesel 190 2.9 BiTurbo Quadrifoglio

197 276 158 187 503

146 149 137 143 191

6.6 5.7 8.2 7.1 3.9

36.2 33.6 53.3 52.3 TBC

Stelvio 5dr SUV £34,035–£69,500

153 158 128 128 TBC

Effortlessly fast, intoxicating to drive: the big Aston is better than ever. LxWxH 4712x2146x1280 Kerb weight 1693kg 5.2 V12

130 130 134 134 143 197

7.6 7.6 6.6 7.2 5.7 3.8

46.3 44.1 43.5 30.4 30.4 TBC

4C Spider 2dr open £59,835

138 147 147 176 175 TBC AAABC

More practical than smaller options. Lower-powered, steel-sprung trim is best. LxWxH 4673x1846x1383 Kerb weight 1600kg

2.0 40 TFSI 2.0 45 TFSI quattro AAAAC 2.0 40 TDI The Rapide is one of the most elegant four-door sports cars in the 2.0 40 TDI quattro 715

211

3.7

13.5

TBC

Rapide S 4dr saloon £149,500–£152,000

world. LxWxH 5019x1929x1360 Kerb weight 1990kg

AAAAB 6.0 V12

Alfa’s first SUV is a solid effort. Choosing the petrol version gives it charisma. LxWxH 4687x1903x1671 Kerb weight 1604kg 2.2 Turbo Diesel 190 187 2.2 Turbo Diesel 190 Q4 AWD 187 2.2 Turbo Diesel 210 Q4 AWD 207 2.0 Turbo 200 Q4 AWD 197 2.0 Turbo 280 Q4 AWD 276 2.9 BiTurbo Quadrifoglio 503

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

552

203

4.4

TBC

TBC

AU D I

A1 Sportback 5dr hatch £17,700–£25,655

187 242 187 187

94 114 148 197

118 126 137 146

10.5 9.5 7.7 6.5

TBC TBC TBC TBC

7.9 6.5 8.4 8.0

TBC TBC TBC TBC

A5 Sportback 4dr saloon £34,255–£48,875

TBC TBC TBC TBC AAABC

Mid-sized sleek exec is still short of a selling point beyond its style.

LxWxH 4711x1843x1386 Kerb weight 1605kg

AAABC 2.0 35 TFSI 148 2.0 40 TFSI 187 2.0 45 TFSI quattro 242 TBC 2.0 40 TDI 187 TBC 2.0 40 TDI quattro 187 TBC TBC A6 4dr saloon £37,750–£50,870

Quite pricey, but a rounded car with plenty of rational appeal.

LxWxH 4029x1746x1418 Kerb weight 1105kg 1.0 25 TFSI 1.0 30 TFSI 1.5 35 TFSI 2.0 40 TFSI

150 155 150 145

138 150 155 150 146

9.1 7.5 6.0 7.9 7.6

TBC TBC TBC TBC TBC

TBC TBC TBC TBC TBC AAAAC

Supremely well-constructed but a bit soulless to drive. A smart

A3 Sportback 5dr hatch £21,340–£26,845

AAAAC office on wheels. LxWxH 4939x1886x1457 Kerb weight 1645kg All the above but with the added convenience of five doors and a 2.0 45 TFSI quattro 242 155 6.0 TBC TBC usefully larger boot. LxWxH 4313x1785x1426 Kerb weight 1180kg 3.0 55 TFSI quattro 1.75 TBi 240 236 160 4.5 TBC TBC 335 155 5.1 TBC TBC 1.0 30 TFSI 114 128 9.9 TBC TBC 2.0 40 TDI 201 152 8.1 TBC TBC ALPINA 1.5 35 TFSI 148 137 8.2 TBC TBC 2.0 40 TDI quattro 201 153 7.6 TBC TBC B3 S 4dr saloon/5dr touring £62,000–£63,000 AAAAC 2.0 40 TFSI 187 152 6.8 TBC TBC 3.0 50 TDI quattro 282 155 5.5 TBC TBC Previously falling behind in the power stakes, but the recent 1.6 30 TDI 114 126 10.4 TBC TBC facelift rectifies that. LxWxH 4632x1811x1431 Kerb weight 1705kg A6 Avant 5dr estate £40,740–£52,970 AAAAC 3.0 BiTurbo 433 188-190 4.3 TBC TBC A3 Saloon 4dr saloon £23,910–£27,410 AAAAC A capable and high-tech throwback that’s a timely reminder of

It may be flawed but it’s rewarding to drive, if not the last word in finesse. LxWxH 3989x1864x1183 Kerb weight 934kg

Undercuts the case to own an A4. Upmarket interior and good to

B4 S 2dr coupé/open £73,100–£78,600

AAABC drive. LxWxH 4458x1796x1416 Kerb weight 1240kg 1.0 30 TFSI 114 131 9.9 TBC 1.5 35 TFSI 148 139 8.2 TBC 189-190 4.2-4.3 TBC TBC 1.6 30 TDI 114 131 10.4 TBC

A retuned version of the 4 Series that feels more at home on the track than the road. LxWxH 4640x1825x1373 Kerb weight 1690kg 3.0 BiTurbo

433

B5 4dr saloon/5dr touring £89,000–£91,000

AAAAC

Is it the best alternative to an M5? Yes, at least from a practicality viewpoint. LxWxH 4956x1868x1466 Kerb weight 2015kg 4.4 V8 BiTurbo

599

200-205 3.5-3.7 TBC

B7 4dr saloon £115,000

TBC AAAAC

A 7 Series with a power boost gives BMW a worthy challenger to the AMG S-Classes. LxWxH 5250x1902x1491 Kerb weight 2060kg 4.4 V8 BiTurbo

599

205

4.2

TBC

TBC

A3 Cabriolet 2dr open £29,985–£32,135

TBC TBC TBC

what Audi does best. LxWxH 4939x1886x1467 Kerb weight 1710kg 2.0 45 TFSI quattro 3.0 55 TFSI quattro

242 335

155 155

6.2 5.3

TBC TBC

TBC TBC

AAAAC

Compact, affordable, usable and refined. Strong performance, too.

LxWxH 4423x1793x1409 Kerb weight 1380kg 1.5 35 TFSI 2.0 40 TFSI

148 187

137 155

8.9 7.2

TBC TBC

A4 4dr saloon £28,725–£33,425

TBC TBC AAAAC

High quality and competent but leaves the dynamic finesse to its rivals. LxWxH 4726x1842x1427 Kerb weight 1320kg 2.0 35 TFSI 2.0 40 TFSI

148 187

139 155

8.6 7.3

TBC TBC

TBC TBC

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2.0 40 TDI 2.0 40 TDI quattro 3.0 50 TDI quattro

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A7 Sportback 5dr coupé £46,250–£76,455

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AAAAB 540i xDrive 520d 520d xDrive 38.2-41.5 TBC 530d 49.6-56.5 TBC 530d xDrive 47.1-49.6 TBC

330i 320d 320d xDrive

254 187 187

155 146 144

5.8 6.8-7.1 6.9

Q range. LxWxH 4191x1794x1508 Kerb weight 1205kg 122 131 141 155 122

10.3 8.5 6.5 4.8 10.5

TBC TBC TBC TBC TBC

TBC TBC TBC TBC TBC

Hatchback practicality meets 3 Series dynamic talent. Dull but

Mulsanne 4dr saloon £229,360–£275,000

If the Rolls Phantom is best from the back seat, the Mulsanne is best in the front. LxWxH 5575x1926x1521 Kerb weight 2685kg

A proper compact coupé now. Could be better equipped, however.

Q8 5dr SUV £65,970–£83,790

AAAAC LxWxH 4432x1774x1418 Kerb weight 1420kg Striking and effective coupé-SUV range-topper leaves us wanting 218i 134 130 8.8-8.9 35.8-38.2 TBC more. LxWxH 4986x1995x1705 Kerb weight 2145kg 220i 181 143 7.2 36.2-38.2 TBC 3.0 V6 55 TFSI quattro 335 155 5.9 31.0-31.7 TBC 230i 248 155 5.6 35.8-36.7 TBC 3.0 V6 45 TDI quattro 228 144 7.1 42.2-44.1 TBC M240i 335 155 4.6-4.8 32.5 TBC 3.0 V6 50 TDI quattro 282 152 6.3 TBC TBC M2 Competition 404 155 4.2-4.4 28.2-29.1 TBC 218d 148 132 8.3-8.5 47.9-52.3 TBC TT 2dr coupé £32,105–£46,765 AAAAC 220d 187 143 7.1-7.2 47.1-50.4 TBC Still serves up plenty of pace, style and usability for the money. It’s 220d xDrive 187 140 7.0 43.5-46.3 TBC better to drive, too. LxWxH 4191x1966x1376 Kerb weight 1365kg 225d 220 151 6.3 46.3-47.9 TBC 2.0 40 TFSI 194 155 6.6 TBC TBC 2.0 45 TFSI 242 155 5.8-5.9 TBC TBC 2 Series Convertible 2dr open £28,840–£42,940 AAABC 2.0 45 TFSI quattro 242 155 5.2 TBC TBC Better than its 1 Series forebear but lacks truly distinguishing premium qualities. LxWxH 4432x1774x1413 Kerb weight 1440kg 2.0 TTS 302 155 4.5 TBC TBC 218i 134 130 9.4-9.6 33.6-36.2 TBC TT Roadster 2dr open £33,855–£48,515 AAAAC 220i 181 143 7.7 34.4-35.8 TBC Plenty of pace and driver reward, along with prestige and design- 230i 248 155 5.9 34.0-34.9 TBC icon style. LxWxH 4191x1966x1355 Kerb weight 1455kg M240i 335 155 4.7-4.9 31.4 TBC 2.0 40 TFSI 194 155 6.9 TBC TBC 218d 148 132 8.8-9.0 45.6-47.9 TBC 2.0 45 TFSI 242 155 6.0-6.1 TBC TBC 220d 187 143 7.5-7.6 45.6-48.7 TBC 2.0 45 TFSI quattro 242 155 5.5 TBC TBC 225d 220 151 6.5 44.1-44.8 TBC 2.0 TTS 302 155 4.8 TBC TBC 2 Series Active Tourer 5dr hatch £25,480–£37,445 AAAAC R8 2dr coupé £112,520–£141,200 AAAAC BMW’s FWD hatch is a proper contender but not as practical as

Usable but no less involving or dramatic for it. V10 is deliciously brutal. LxWxH 4426x1940x1240 Kerb weight 1590kg

335 187 187 261 261

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TBC TBC TBC TBC TBC

AAAAB A large improvement on the 5GT and dynamically sound. Still an There are newer, more practical estates, but dynamism makes the oddball, though. LxWxH 5007x1894x1392 Kerb weight 1720kg Touring sparkle. LxWxH 4633x1811x1429 Kerb weight 1470kg 630i 254 155 6.3 32.1-34.9 TBC

AAAAC decent. LxWxH 4824x1828x1508 Kerb weight 1580kg 320i 181 146 8.0-8.1 34.0-36.7 TBC 320i xDrive 181 144 8.1-8.4 32.5-34.9 TBC 6.75 V8 505 184 5.1-5.3 TBC TBC 330i 248 155 6.1 32.8-34.4 TBC 6.75 V8 Speed 530 190 4.8 TBC TBC 340i 321 155 5.1 30.1-31.0 TBC 320d 187 146 7.8-7.9 44.8-47.9 TBC Q3 5dr SUV £30,770–£47,075 AAABC Bentayga 5dr SUV £135,800–£232,000 AAAAB 320d xDrive 187 144 7.8 42.2-44.1 TBC Typically refined and competent but feels more like an A3 than an Crewe’s first attempt at a luxury SUV is a solid effort. The Diesel is 330d 254 155 5.7 39.8-40.9 TBC Audi SUV. LxWxH 4388x1831x1608 Kerb weight 1385kg wondrous. LxWxH 5140x1998x1742 Kerb weight 2505kg 330d xDrive 254 155 5.4 37.7-38.7 TBC 1.5 35 TFSI 148 128-131 9.2-9.6 TBC TBC 4.0 V8 542 171 4.4 21.7 296 335d xDrive 308 155 4.9 38.7-39.2 TBC 2.0 40 TFSI quattro 187 136 7.4 TBC TBC 6.0 W12 600 187 4.0 TBC TBC 2.0 45 TFSI quattro 227 144 6.3 TBC TBC 4 Series 2dr coupé £34,990–£68,545 AAAAC BMW 2.0 35 TDI 148 128 9.2 TBC TBC A talented GT and a brilliant B-road steer that is very well-equipped.

2.0 35 TDI quattro 148 131 9.3 TBC TBC 1 Series 3dr/5dr hatch £23,050–£37,785 AAABC LxWxH 4640x1825x1377 Kerb weight 1475kg 2.0 40 TDI quattro 188 137 8.0 TBC TBC Strong on performance and economy and as good as it could be.

420i 181 146 7.3-7.5 35.3-37.7 TBC LxWxH 4329x1765x1421 Kerb weight 1375kg 420i xDrive 181 144 7.6-7.8 33.6-36.2 TBC Q5 5dr SUV £41,200–£51,955 AAAAC 118i 134 130 8.5-8.7 35.8-38.2 TBC 430i 248 155 5.8-5.9 34.9-37.2 TBC Appealing combination of Audi allure, affordable SUV practicality 120i 181 139-142 7.1 35.8-36.7 TBC 440i 321 155 5.0-5.2 31.0-33.6 TBC and attractiveness. LxWxH 4663x1893x1659 Kerb weight 1720kg 125i 220 151 6.1 35.8-36.2 TBC M4 425 155 4.1-4.3 27.7-28.5 TBC 2.0 45 TFSI quattro 242 147 6.4 TBC TBC M140i 335 155 4.6-4.8 32.1-32.5 TBC M4 Competition pack 444 155 4.0-4.2 24.7-28.5 TBC 2.0 40 TDI quattro 187 136 8.1 TBC TBC 116d 114 124 10.5 49.6-53.3 TBC 420d 187 146 7.2-7.4 46.3-50.4 TBC 118d 148 131 8.2-8.4 47.9-52.3 TBC 420d xDrive 187 144 7.3 43.5-45.6 TBC Q7 5dr SUV £53,250–£80,095 AAAAC 120d 187 141 7.1-7.2 47.9-49.6 TBC 430d 254 155 5.5 40.9-42.2 TBC Unengaging to drive and light on feel, but the cabin is both huge 120d xDrive 187 138 6.9 43.5-45.6 TBC 430d xDrive 254 155 5.2 38.7-39.2 TBC and classy. LxWxH 5052x1968x1740 Kerb weight 2060kg 125d 220 149 6.4 46.3-47.9 TBC 435d xDrive 308 155 4.7 39.2-40.4 TBC 3.0 V6 45 TDI quattro 228 142 7.3 TBC TBC 3.0 V6 50 TDI quattro 282 152 6.3 TBC TBC 2 Series 2dr coupé £25,640–£53,100 AAAAB 4 Series Convertible 2dr open £41,370–£68,545 AAAAC 114 148 187 298 114

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6 Series Gran Turismo 5dr hatch £47,930–£58,865 AAABC

3 Series Touring 5dr estate £29,340–£47,825

TBC TBC TBC TBC TBC TBC

318i 134 130 9.2-9.3 33.2-36.7 TBC 320i 181 146 7.5 34.0-35.8 TBC 320i xDrive 181 144 7.7-7.9 32.5-34.9 TBC 330i 248 155 5.9-6.0 33.6-34.9 TBC BENTLEY A8 4dr saloon £68,755–£78,545 AAAAC 340i 321 155 5.1 30.1-31.0 TBC Technical tour de force benefits from Audi’s knack of making very Continental GT 2dr coupé £156,700 AAAAC 316d 114 127 11.3-11.4 44.1-47.9 TBC good limousines. LxWxH 5172x1945x1473 Kerb weight 1920kg Refined and improved in every area, making the Conti a superb 318d 148 133 8.9-9.0 44.1-47.1 TBC grand tourer. LxWxH 4850x1966x1405 Kerb weight 2244kg 3.0 55 TFSI quattro 335 155 5.6 TBC TBC 320d 187 146 7.5-7.7 44.1-53.3 TBC 3.0 55 TFSI quattro LWB 335 155 5.7 TBC TBC 6.0 W12 626 207 3.6 24.1 308 320d xDrive 187 144 7.7 41.5-46.3 TBC 3.0 50 TDI quattro 282 155 5.9 TBC TBC 330d 254 155 5.6 39.8-40.9 TBC 3.0 50 TDI quattro LWB 282 155 5.9 TBC TBC Continental GT Convertible 2dr open £175,890 AAAAB 330d xDrive 254 155 5.4 37.7-38.2 TBC Immensely capable and refined open-top cruiser with effortless 335d xDrive 308 155 4.9 38.2-39.2 TBC Q2 5dr SUV £22,960–£37,375 AAAAC performance. LxWxH 4850x2187x1399 Kerb weight 2414kg Audi’s smallest SUV is a decent stepping stone from the A3 to the 6.0 W12 626 207 3.7 20.2 317 3 Series Gran Turismo 5dr hatch £34,510–£47,165 AAAAC 1.0 30 TFSI 1.5 35 TFSI 2.0 40 TFSI quattro 2.0 SQ2 TFSI 1.6 30 TDI

P

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

AAABC TBC TBC TBC TBC TBC TBC

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3 Series 4dr saloon £37,660–£39,700

TBC TBC TBC

Easy on the eye and to live with, but let down by stolid dynamics.

LxWxH 4969x1908x1422 Kerb weight 1880kg 2.0 45 TFSI quattro 3.0 55 TFSI quattro 2.0 40 TDI 2.0 40 TDI quattro 3.0 45 TDI quattro 3.0 50 TDI quattro

P

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some of its rivals. LxWxH 4342x1800x1555 Kerb weight 1360kg

218i 220i 225xe 216d 218d R8 Spyder 2dr open £121,210–£149,890 AAAAC 220d Taking the roof off the R8 enhances the drama tenfold.

220d xDrive

134 181 248 335 148 187 187

127 142 125 121 129 141 138

9.3 7.4 6.7 11.1 9.0-9.1 7.6 7.5

39.8-44.1 TBC 37.2-38.7 TBC 88.3-100.9 TBC 55.4-58.9 TBC 49.6-55.4 TBC 50.4-53.3 TBC 47.9-51.4 TBC

A talented gran tourer with the ability to remove the roof. What’s not to like? LxWxH 4640x1825x1384 Kerb weight 1700kg

420i 430i 440i M4 M4 Competition pack 420d 430d 435d xDrive

181 248 321 425 444 187 254 308

146 155 155 155 155 146 155 155

8.2-8.4 6.3-6.4 5.4 4.4-4.6 4.3-4.5 8.1-8.2 5.9 5.2

34.0-35.8 32.8-35.3 29.7-30.4 27.2-28.0 26.9-28.0 44.1-46.3 39.2-39.8 37.7-38.2

4 Series Gran Coupé 4dr coupé £34,940–£49,895

TBC TBC TBC TBC TBC TBC TBC TBC

181 181 248 321 187 187 254 254 308

146 144 155 155 146 144 155 155 155

5 Series 4dr saloon £36,275–£97,925

7.5-7.7 7.8-8.1 5.9 5.1 7.4-7.6 7.5 5.6 5.3 4.8

335 198 198 261 261

155 137 135 155 155

5.3 7.9 8.0 6.1 6.0

26.9-29.1 42.8-46.3 40.4-44.8 40.4-43.5 37.2-40.9

7 Series 4dr saloon £64,260–£85,605

TBC TBC TBC TBC TBC

AAAAC

Rules on in-car entertainment and diesel sophistication; otherwise too bland. LxWxH 5098x1902x1478 Kerb weight 1755kg 725d 730d 730d xDrive 740d xDrive 740e 740Le xDrive

227 261 261 315 254 254

152 155 155 155 155 155

6.9 6.1 5.8 5.2 5.4 5.3

42.8-46.3 TBC 41.5-43.5 TBC 39.2-40.9 TBC 37.7-39.8 TBC 94.2-104.6 TBC 80.7-88.3 TBC

8 Series 2dr coupé £76,270-£99,525

AAAAC

Has dynamism to spare, but not quite the breadth of ability of the best sporting GTs. LxWxH 4843x1902x1341 Kerb weight 1830kg 840d xDrive M850i xDrive

316 523

155 155

4.9 3.7

39.2-40.4 TBC 26.2-26.9 TBC

X1 5dr SUV £28,210–£36,970

AAAAC

Pick of the premium bunch but a tad unrefined and has ordinary handling. LxWxH 4439x1821x1598 Kerb weight 1395kg

sDrive18i sDrive20i sDrive18d xDrive18d xDrive20d

138 189 148 148 187

127 138 126 126 136

9.7 7.4 9.3-9.4 9.3-9.4 7.8

39.2-40.9 36.7-38.2 47.9-49.6 46.3-47.9 45.6-47.9

X2 5dr SUV £27,950–£42,785

TBC TBC TBC TBC TBC

AAAAC

Proves crossovers aren’t always worse than the hatchbacks on which they’re based. LxWxH 4360x1824x1526 Kerb weight 1460kg sDrive18i sDrive20i M35i sDrive18d xDrive18d xDrive20d

138 188 302 148 148 185

127 141 155 129 128 137

9.6 7.7 4.9 9.3-9.8 9.2 7.7

39.8-43.5 37.2-39.8 33.6-34.0 47.9-52.3 46.3-49.6 45.6-50.4

X3 5dr SUV £39,870–£77,070

TBC TBC TBC TBC TBC TBC

AAAAC

Continues where the last one left off. Dynamically good and more luxurious inside. LxWxH 4708x1891x1676 Kerb weight 1750kg xDrive20i M40i X3M X3M Competition xDrive20d xDrive30d M40d

181 355 473 503 187 261 321

134 155 155 155 132 149 155

8.3 4.8 4.2 4.1 8.0 5.8 4.9

29.4-31.4 25.7-26.6 26.9 26.9 39.2-41.5 36.7-38.7 35.3-36.7

TBC TBC 239 239 TBC TBC TBC

X4 5dr SUV £43,740–£79,990 AAABC AAAAC Downsized X6 is respectable enough if not loveable, but the X3 is a

Essentially a prettier 3 Series. Good, but not better than the regular saloon. LxWxH 4640x1825x1404 Kerb weight 1520kg 420i 420i xDrive 430i 440i 420d 420d xDrive 430d 430d xDrive 435d xDrive

640i xDrive 620d 620d xDrive 630d 630d xDrive

34.9-37.1 33.2-25.8 34.4-37.2 30.7-31.7 46.3-51.4 43.5-46.3 40.9-41.5 38.2-39.2 39.2-39.8

TBC TBC TBC TBC TBC TBC TBC TBC TBC

better option. LxWxH 4671x1881x1624 Kerb weight 1735kg

M40i X4M X4M Competiton xDrive20d xDrive30d M40d

155 155 155 131 145 155

4.9 4.2 4.1 8.0 5.8 4.9

25.9-26.9 26.7 26.7 39.2-41.5 36.7-40.9 35.3-27.2

X5 5dr SUV £57,495–£71,475

TBC 239 239 TBC TBC TBC

AAAAC

More capable, convenient, refined and classy SUV that’s a more satisfying drive. LxWxH 4922x2004x1745 Kerb weight 2110kg

xDrive40i AAAAB xDrive30d M50d

The perfect compromise between the comfy E-Class and dynamic XF, and then some. LxWxH 4936x2126x1479 Kerb weight 1530kg

336 473 503 187 254 322

335 261 395

155 130 155

5.5 6.8 5.3

25.0-27.2 TBC 34.0-37.7 TBC 32.5-33.6 TBC

520i 181 146 7.8 38.2-40.4 TBC X6 5dr SUV £62,235–£74,045 AAABC 530i 248 155 6.2 35.8-38.2 TBC The world’s first off-road coupé, but appearances make it difficult to love. LxWxH 4909x1989x1702 Kerb weight 2065kg 540i xDrive 335 155 4.8 29.4-31.4 TBC M5 592 155 3.4 23.5-24.1 TBC M5 Competition 616 155 3.3 23.5-24.1 TBC 530e 248 146 6.2 117.7-128.4 TBC LxWxH 4426x1940x1245 Kerb weight 1680kg 518d 148 132 8.8 47.1-52.3 TBC 5.2 V10 FSI RWS 532 197 3.8 TBC TBC 2 Series Gran Tourer 5dr MPV £27,345–£37,305 AAAAB 520d 187 147 7.5 44.1-52.3 TBC 5.2 V10 FSI quattro 532 197 3.6 TBC TBC Brings a proper premium MPV to the table. Third row seats aren’t 520d xDrive 187 144 7.6 43.5-48.7 TBC adult-sized, though. LxWxH 4556x1800x1608 Kerb weight 1475kg 530d 5.2 V10 FSI Plus quattro 601 204 3.3 TBC TBC 261 155 5.7 43.5-45.6 TBC 218i 134 127 9.5-9.8 38.2-40.9 TBC 530d xDrive 261 155 5.4 39.2-41.5 TBC BAC 220i 181 137 7.8 35.3-36.2 TBC Mono 0dr open £165,125 AAAAB 216d 335 119 11.8 53.3-55.4 TBC 5 Series Touring 5dr estate £39,765–£55,755 AAAAB An F-22 Raptor for the road, only significantly better built.

218d 148 127 9.6 47.9-51.4 TBC The excellent 5 Series made in more practical form. The 520d is LxWxH 3952x1836x1110 Kerb weight 580kg still the best. LxWxH 4942x2126x1498 Kerb weight 1630kg 220d 187 138 8.2 47.9-49.6 TBC 2.5 VVT 305 170 2.8 TBC TBC 220d xDrive 187 135 8.0 45.6-47.1 TBC 520i 181 139 8.2 34.9-38.2 TBC 530i 248 155 6.5 34.0-36.7 TBC 5.2 V10 FSI RWS 5.2 V10 FSI quattro 5.2 V10 FSI Plus quattro

532 532 601

198 198 205

3.7 3.5 3.2

TBC TBC TBC

TBC TBC TBC

New Car Buying

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P

xDrive30d xDrive40d M50d

e ow

254 308 375

r (b

hp

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T

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143 146 155

ed

(m

ph

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6.7 5.8 5.2

mp

h E

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y (m

pg

)

C

(g/ O2

km

)

32.5-33.6 TBC 32.5-33.2 TBC 29.4-30.1 TBC

Our favourite high-end small car happens to be an EV, and it could change motoring. LxWxH 3999x1775x1578 Kerb weight 1245kg 167 180

93 99

7.3 6.9

TBC TBC

i8 2dr coupé/roadster £114,935-£126,935

0 0 AAAAC

If BMW’s plug-in hybrid is what the future of the sports car looks like, we welcome it. LxWxH 4689x1942x1293 Kerb weight 1485kg 1.5 eDrive

374

155

4.4-4.6

128.4

TBC

CAD I LL AC

CTS-V 4dr saloon £85,428

AAAAC

Eat your heart out, Germany – but lacks handling finesse of its European rivals. LxWxH 5050x1863x1447 Kerb weight 1850kg 6.2 V8 RWD

640

199

3.7

Escalade 5dr SUV £93,260

1.6 BlueHDi 100 1.6 BlueHDi 120

420

112

6.7-6.9

hp

)

T

s op

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114 125

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(m

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h E

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10.6-11.2 TBC 8.7 TBC

pg

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C

(g/ O2

km

)

TBC TBC

TBC

TBC

LxWxH 4438x1826x1610 Kerb weight 1280kg

1.2 PureTech 130 1.6 BlueHDi 130 1.6 BlueHDi 160

126 126 158

125-128 10.1 130 10.4 131 8.9

TBC TBC TBC

Grand C4 Spacetourer 5dr MPV £24,475–£32,965

P

TBC TBC TBC

777

C5 Aircross 5dr SUV £23,225–£32,725

TBC TBC TBC AAABC

Smooth-riding SUV has an easy-going nature, but not the most dynamic. LxWxH 4500x1859x1670 Kerb weight 1530kg 129 178 129 174

117 134 117 131

10.5 8.2 10.4 8.6

TBC TBC TBC TBC

TBC TBC TBC TBC

CUPRA

T

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(m

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)

0 0-6

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mp

h E

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y (m

pg

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C

(g/ O2

km

211

2.9

A more expensive and slightly more rugged cheap car – but still limited. LxWxH 4089x1761x1555 Kerb weight 1040kg

2.0 Turbo 6.2 V8

0.9 TCe 90

268 446

149 5.9-6.1 155-180 4.4-4.8

TBC TBC

Corvette 2dr coupé/open £72,945–£100,305

TBC TBC

459 650

180 196

4.1-4.2 3.7-3.8

CITROEN

104

11.1

55.4

Logan MCV 5dr estate £8495–£11,095

115

68 83

99 107

TBC TBC

TBC TBC

1.0 SCe 75 0.9 TCe 90

71 87

98 109

14.7 11.1

Logan MCV Stepway 5dr estate £12,095

52.3 57.7

120 109

12.9 11.0

44.1 49.6

T

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CO 2

TBC TBC

103-111 12.8-13.2 34.0-34.9 TBC

500X 5dr hatch £17,295–£22,695

AAABC

Familiar styling works rather well as a crossover. Drives okay, too.

LxWxH 4248x1796x1600 Kerb weight TBC 1.6 E-Torq 110 1.0 Firefly Turbo 120hp 1.3 Firefly Turbo 150hp

108 118 148

112 117 124

11.5 10.9 9.1

Panda 5dr hatch £9965–£16,465

36.7 41.5 40.9

1.4 95 1.4 T-Jet 120 1.6 Multijet II 120

93 118 118

115 124 124

187 187

138 137

9.9 10.0

36.7-56.5 TBC 34.9-52.3 TBC

Mondeo Estate 5dr estate £23,795–£34,630

AAAAC

A vast and enjoyable estate that majors on everything a great Ford should. LxWxH 4867x 1852x1501 Kerb weight 1476kg

1.5 SCTi Ecoboost 165 2.0 TIVCT hybrid 187 2.0 TDCi Duratorq 150 2.0 TDCi Duratorq 190 AAABC 2.0 TDCi D’torq 190 AWD

12.3 36.2 TBC 9.8 34.4-36.7 TBC 10.1-10.4 48.7-50.4 TBC

FORD

2.0 TDCi Duratorq 190 2.0 TDCi D’torq 190 AWD

TBC TBC TBC

characteristics. LxWxH 4571x1792x1514 Kerb weight 1205kg

162 184 148 187 187

135 116 128-130 138 137

9.2-9.3 9.2 10.8-11.1 9.9 10.0

Mustang 2dr coupé/open £37,645–£48,145

22.8-41.5 40.9-52.3 36.7-61.4 36.7-56.5 34.9-52.3

TBC TBC TBC TBC TBC

AAAAC

American muscle built for the UK. What’s not to like?

LxWxH 4784x1916x1381 Kerb weight 1653kg 2.3 Ecoboost 5.0 V8 5.0 V8 Bullitt

286 444 453

145 155 163

5.8 4.8 4.6

C-Max 5dr MPV £22,295–£28,795

30.1-32.5 TBC 23.2-25.7 TBC 23.9 TBC AAABC

A fun-to-drive and easy-to-live-with five-seat MPV. LxWxH 4379x1828x1610 Kerb weight 1391kg 1.0T Ecoboost 100 1.0T Ecoboost 125 1.5T Ecoboost 150 1.5 TDCi Duratorq 120

98 123 148 118

108 116 134 113-114

12.6 11.4 10.2 11.3-12.4

Grand C-Max 5dr MPV £23,895–£30,445

37.2-42.2 37.2-42.2 30.4-33.6 41.5-48.7

TBC TBC TBC TBC

AAAAC

Mid-sized Ford handles well and can be had in five- or seven-seat form. Good value, too. LxWxH 4379x1828x1610 Kerb weight 1493kg

1.0T Ecoboost 100 98 107 13.6 37.2-39.8 TBC AAABC 1.0T Ecoboost 125 123 115 12.2 37.2-39.8 TBC 1.5T Ecoboost 150 148 123 10.2 30.4-32.1 TBC 1.5 TDCi Duratorq 120 118 111-112 12.3-13.4 41.5-45.6 TBC 48.7 TBC 43.5-47.9 TBC S-Max 5dr MPV £28,395–£40,695 AAAAC Better to drive and better looking than most but not quite the class 56.5-60.1 TBC

The Ka gets two extra doors, and it’s a breath of fresh air for the range. LxWxH 3929x1910x1524 Kerb weight 1055kg

1.2 Ti-VCT 70 AAACC 1.2 Ti-VCT 85 1.5 TDCi 95

Given a rugged makeover but still lacks charm. Extremely C-Zero 5dr hatchback £20,520 AAACC practical, though. LxWxH 4528x1761x1559 Kerb weight 1090kg Well-engineered electric city car, but too expensive and lacks the 0.9 TCe 90 87 106 12.4 55.4 115 range of rivals. LxWxH 3475x1475x1600 Kerb weight 1120kg

)

AAACC

93

Ka+ 5dr hatch £11,295–£15,045

LxWxH 4501x1733x1552 Kerb weight 980kg

hp

AAABC

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

AAACC

AAAB Lacks its stablemates’ charms but retains their cheapness.

LHD only and less usable and less able than rivals, but disarming and inimitable. LxWxH 4492x1872x1239 Kerb weight 1539kg 6.2 V8 6.2 V8 Z06

87

r (b

Super desirable, super-cute city car. Pleasant, if not involving to drive. LxWxH 3571x1627x1488 Kerb weight 865kg

AAABC better than most. LxWxH 3653x1643x1551 Kerb weight 940kg Seven 2dr open £26,490–£53,885 AAAAB First model from Seat’s stand-alone performance brand has decent 1.2 69hp 68 96-102 14.2-14.5 44.8 TBC pace and precision. LxWxH 4376x1841x1615 Kerb weight 1615kg The 360 is the sweet spot in the revised range, giving the Seven 0.9 Twinair 85 83 103-110 11.2-12.1 37.2 TBC just the right hit of performance. LxWxH TBC Kerb weight 490kg 2.0 TSI 300 296 153 5.2 TBC TBC 1.6 Sigma Ti-VCT 270 135 122 5.0 TBC TBC Tipo 5dr hatch £14,550–£18,860 AAABC DACIA 1.6 Sigma Ti-VCT 310 152 127 4.9 TBC TBC A 90s reboot that has been on a diet. Decent to drive and ample 2.0 Duratec 360 180 130 4.8 TBC TBC Sandero 5dr hatch £6995–£9595 AAACC interior space. LxWxH 4368x1792x1495 Kerb weight 1195kg 2.0 Duratec 420 210 136 3.8 TBC TBC A clever budget prospect but its limitations are unavoidable, even 1.4 95 93 115 12.1 36.2-36.7 TBC after a smart facelift. LxWxH 4069x1733x1519 Kerb weight 969kg 1.4 T-Jet 120 2.0 Supercharged 620S 310 145 3.4 TBC TBC 118 124 9.6 36.7 TBC 2.0 Supercharged 620R 310 155 2.79 TBC TBC 1.0 SCe 75 71 98 14.2 54.3 117 1.6 Multijet II 120 118 124 9.8-10.2 48.7-51.4 TBC 0.9 TCe 90 87 109 11.1 57.6 109 CHEVROLET Tipo Station Wagon 5dr estate £15,550–£19,860 AAABC Camaro 2dr coupé/convertible £35,770–£47,850 AAABC Sandero Stepway 5dr hatch £9595–£10,595 AAABC Estate version is more practical, which mixes well with its driving

An affordable American muscle car, but LHD only and less usable and unrefined. LxWxH 4784x1897 Kerb weight 1539kg

P

e ow

11.2-20.0 320-572

Hasn’t kept pace with its rivals, but sells robust, practical charm

Ateca 5dr hatch £35,900-41,175

)

AAAAA

500 3dr hatch/2dr open £12,010–£18,100

1.2 69hp AAAAC 0.9 Twinair 85

TBC TBC TBC

)

F I AT

1.4 95hp

125-128 10.8 130 11.3 130 9.2

hp

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

500L 5dr MPV £17,610–£18,895

126 126 158

r (b

812 Superfast 2dr open £263,033

1.2 PureTech 130 1.6 BlueHDi 130 1.6 BlueHDi 160

1.2 PureTech 130 AACCC 1.6 PureTech 180 1.5 BlueHDI 130 1.5 BlueHDI 180 TBC TBC

C AT E R H A M

e ow

Alternative MPV offers something fresh, comfy, spacious and quietly upmarket. LxWxH 4602x1826x1638 Kerb weight 1297kg

Cadillac’s luxury SUV remains too large and ungainly for the UK. LxWxH 5179x2061x1896 Kerb weight 2635kg 6.2 V8 AWD

96 118

r (b

C4 Spacetourer 5dr MPV £22,775–£31,265 AAAAC 6.5 V12 AAAAB Plushness and an improved dynamic make for a better car.

i3 5dr hatch £35,180–£37,670 120Ah 120Ah S

P

e ow

69 83 93

99 105 111

15.3 13.3 11.4

Fiesta 3dr/5dr hatch £13,965–£22,895

leader it was. LxWxH 4976x1916x1655 Kerb weight 1645kg

AAAAB 1.5T Ecoboost 165 163 124 9.9 26.6-38.7 TBC 2.0 TDCi EcoBlue 120 118 114 13.4 39.8-53.3 TBC 2.0 TDCi EcoBlue 150 148 123 10.3 34.0-53.3 TBC 2.0 TDCi EcoBlue 150 AWD 148 122 10.6 35.8-50.4 TBC 2.0 TDCi EcoBlue 190 188 129 9.5 35.8-48.7 TBC 2.0 TDCi EcoBlue 190 AWD 188 128 9.8 31.7-46.3 TBC 2.0 TDCi EcoBlue 240 236 140 8.1 32.5-48.7 TBC 1.0 VTI 72 71 99 12.6 TBC TBC 1.0T Ecoboost 125 123 121 9.9 46.3-49.6 TBC DS 1.0T Ecoboost 140 138 125 9.0 46.3-48.7 TBC Galaxy 5dr MPV £29,945–£41,045 AAABC C3 5dr hatchback £12,145–£18,835 AAABC 3 3dr hatch/2dr open £19,480–£23,480 AAAAC 1.5T Ecoboost 200 ST 197 144 6.5 40.4 TBC Huge seven-seat MPV. Easy to place on the road but not cheap to buy. LxWxH 4848x1916x1747 Kerb weight 1708kg Funky, fresh look gives a lease of life, shame that underneath isn’t Premium-brand philosophy and aesthetics appeal, but the 3 lacks 1.5 TDCi Duratorq 85 83 108 12.5 55.4-60.1 TBC the same. LxWxH 3996x1749x1474 Kerb weight 976kg dynamic refinement. LxWxH 3948x1715x1483 Kerb weight 1090kg 1.5 TDCi Duratorq 120 118 121 9.0 54.3-57.6 TBC 1.5T Ecoboost 165 163 124 10.0 26.6-38.2 TBC 1.2 PureTech 68 66 107 14.0 TBC TBC 1.2 PureTech 110 107 117-118 9.6-10.2 39.1-44.8 TBC 2.0 TDCi EcoBlue 120 118 114 13.6 39.2-52.3 TBC 1.2 PureTech 82 79 107 12.8 TBC TBC Focus 5dr hatch £18,300–£29,650 AAAAB 2.0 TDCi EcoBlue 150 148 122-123 10.9 33.6-52.3 TBC 1.2 PureTech 110 107 117 9.3 TBC TBC 7 Crossback 5dr SUV £27,435–£44,120 AAABC Better to drive and look at than before, and impressively good 2.0 TDCi EcoBlue 150 AWD 148 122 12.2 35.3-48.7 TBC 1.6 BlueHDi 100 96 115 10.6 TBC TBC DS’s first premium SUV certainly has the right price tag, equipment value. LxWxH 4378x1825x1471 Kerb weight 1369kg 2.0 TDCi EcoBlue 190 188 129-131 9.6-9.8 35.8-52.3 TBC and appeal. LxWxH 4570x1895x1620 Kerb weight 1420kg 1.0T Ecoboost 85 84 110 13.5 44.1-49.6 TBC 2.0 TDCi EcoBlue 190 AWD 188 128 10.6 31.7-44.8 TBC C3 Aircross 5dr hatchback £15,545–£21,240 AAABC 1.2 PureTech 130 129 122 10.2 42.2-48.0 TBC 1.0T Ecoboost 100 99 116 12.1 44.1-50.4 TBC 2.0 TDCi EcoBlue 240 238 135 8.9 32.5-48.7 TBC Funky-looking C3 gets a jacked-up, rugged SUV look.

1.6 PureTech 180 178 137 8.9 35.2-38.5 TBC 1.0T Ecoboost 125 123 119-124 10-11.7 37.7-49.6 TBC LxWxH 4155x1765x1637 Kerb weight 1088kg 1.6 PureTech 225 EAT8 218 141 8.3 33.6-36.5 TBC 1.5T Ecoboost 150 148 127-130 8.8-9.7 38.2-46.3 TBC EcoSport 5dr SUV £17,845–£24,250 AAACC 1.2 PureTech 82 79 103 15.9 TBC TBC 1.5 BlueHDi 130 TBC 121 11.7 49.3-55.3 TBC 1.5T Ecoboost 182 180 137-138 8.3-8.4 38.7-44.1 TBC Facelifted version of the pumped-up Fiesta is okay, but developingworld roots show. LxWxH 4096x1765x1653 Kerb weight 1280kg 1.2 PureTech 110 107 115 11.3 TBC TBC 2.0 BlueHDi 180 EAT8 171 134 9.9 42.7 TBC 1.5 EcoBlue 95 94 114 11.4 56.5-64.2 TBC 1.2 PureTech 130 127 124 10.4 TBC TBC 1.5 EcoBlue 120 118 117-122 10.0-10.8 49.6-62.8 TBC 1.0T Ecoboost 100 98 105 11.9 39.8-44.1 TBC FERRARI 1.6 BlueHDi 100 96 109 12.8 TBC TBC 2.0 EcoBlue 150 148 127-130 8.5-9.3 44.1-57.6 TBC 1.0T Ecoboost 125 123 111 11.0-11.6 34.4-44.1 TBC Portofino 2dr open £166,551 AAAAC 1.0T Ecoboost 140 138 115 10.2 39.8-43.5 TBC C4 Cactus 5dr hatchback £18,815–£23,330 AAABC The entry-level Ferrari has the power, the looks and the touring Focus Estate 5dr estate £19,400–£30,750 AAABC 1.5 TDCi EcoBlue 100 99 105 13.6 48.7-56.5 TBC ability. LxWxH 4586x1938x1318 Kerb weight 1664kg Interesting and novel to look at but flawed to drive.

Almost as good to drive as the hatch, but a Skoda Octavia will 1.5 TDCi EcoBlue 125 123 112-113 10.7-11.3 42.2-53.3 TBC LxWxH 4157x1729x1480 Kerb weight 965kg 3.9T V8 591 199 3.5 14.7-28.0 230-436 carry more. LxWxH 4669x1825x1481 Kerb weight 1485kg 1.2 PureTech 110 107 117 9.3-9.7 TBC TBC 1.0T Ecoboost 85 84 109 13.9 44.1-49.6 TBC Kuga 5dr SUV £23,060–£37,285 AAAAB 1.2 PureTech 130 128 120 8.2 TBC TBC 488 2dr coupé/open £197,418-£278,850 AAAAA 1.0T Ecoboost 100 99 115 12.7 44.1-50.4 TBC Bigger and sharper-looking than before but still retains its taut, responsive handling. LxWxH 4524x1838x1689 Kerb weight 1560kg Calm ride mixed with explosive performance.

1.0T Ecoboost 125 123 119-120 11.2-12.2 37.7-49.6 TBC LxWxH 4568x1952x1213 Kerb weight 1475kg 1.5T Ecoboost 150 148 129-130 8.9-9.2 38.2-46.3 TBC 1.5 Ecoboost 120 118 112 12.5 34.9-35.3 TBC 3.9T V8 GTB 650 203-205 3.0 13.5-25.9 247-478 1.5T Ecoboost 182 180 137-138 8.8 38.7-44.1 TBC 1.5 Ecoboost 150 148 121 9.7 28.2-35.3 TBC 3.9T V8 Pista 710 212 2.85 15-26.2 245-430 1.5 EcoBlue 95 94 112 11.8 56.5-64.2 TBC 1.5 Ecoboost 176 AWD 174 124 10.1 28.5-29.1 TBC 3.9T V8 Pista Spider 710 211 2.85 15-26.2 245-430 1.5 EcoBlue 120 118 116-120 10.3-11.1 49.6-62.8 TBC 1.5 TDCi 120 118 106-108 12.4-12.7 44.1-46.3 TBC 1.5 EcoBlue 150 148 126-129 8.7-9.5 44.1-57.6 TBC 1.5 TDCi 150 148 119-121 9.9-10.1 37.2-39.2 TBC GTC4 Lusso 2dr coupé £200,890–£243,126 AAAAB 1.5 TDCi 150 AWD 148 118 10.9 37.2-39.2 TBC Another four-wheel-drive grand tourer Ferrari that is more usable Mondeo 5dr hatch £21,995–£33,130 AAAAC 1.5 TDCi 180 AWD 177 124-126 9.2-10.0 35.3-38.7 TBC

Dynamically superb and continues the Fiesta legacy. No longer the Electric 64 80 15.9 TBC 0 Duster 5dr SUV £9995–£18,695 AAABC class leader, though. LxWxH 4040x1735x1476 Kerb weight 1113kg A value champion. If cheap family transport is what you require, 1.1 Ti-VCT 70 69 99 14.9 44.8-48.7 TBC C1 3dr hatch/5dr hatch £9635–£14,105 AAABC the Duster delivers. LxWxH 4315x2000x1625 Kerb weight 1147kg 1.1 Ti-VCT 85 83 105 14.0 44.8-48.7 TBC Slightly cheaper than its Toyota sibling but less visually charming. 1.6 SCe 115 111 104-105 11.0-12.0 41.5-44.1 145-155 1.0T Ecoboost 85 84 106 12.7 46.3 TBC LxWxH 3455x1615x1460 Kerb weight 855kg 1.5 dCi 115 111 104-105 11.8-12.4 60.1-64.2 115-123 1.0T Ecoboost 100 98 111-113 10.5-12.2 40.4-50.4 TBC

than the FF. LxWxH 4922x1980x1383 Kerb weight 1865kg 3.9T V8 6.3 V12

592 670

198 208

3.5 3.4

Does what great Fords do, by over-delivering on practicality,

13.5-25.2 253-477 handling and value. LxWxH 4871x 1852x1482 Kerb weight 1455kg 9.9-21.0 308-648 1.5 SCTi Ecoboost 165 162 133-138 9.1-9.2 22.8-41.5 TBC 2.0 TiVCT hybrid 187 184 116 9.2 40.9-52.3 TBC 2.0 TDCi Duratorq 150 148 131-133 10.7-10.9 36.7-61.4 TBC

Edge 5dr SUV £36,995–£45,995

AAABC

Mid-sized, US-developed SUV joins Ford’s fleet to take on Europe’s big SUVs. LxWxH 4808x1928x1692 Kerb weight 1912kg 2.0 EcoBlue 150 2.0 EcoBlue 238

148 235

129 134

11.2 9.6

38.2-42.2 TBC 34.4-41.5 TBC

What Car? New Car Buying New Car Buyer strip2 .indd 90

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i40 Tourer 5dr estate £21,610–£29,630

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The GT is back as a race car for the road. Compelling if not perfect. A practical estate but still rather dull and ordinary.

LxWxH 4808x1928x1692 Kerb weight 1912kg LxWxH 4775x1815x1470 Kerb weight 1514kg 3.5 V6 Ecoboost

650

216

3.0

TBC

TBC

G I N E T TA

G40 Club Car 2dr coupé £35,000 (+champ pack)

AAABC

A balanced, affordable and fine-looking track-day car. Some of the finish isn’t quite up to snuff. LxWxH TBC Kerb weight 840kg 1.8 Zetec

135

125

TBC

TBC

TBC

Jazz 5dr hatch £14,360–£18,460

Not the most compact or vivacious but has decent handling and is cleverly packaged.LxWxH 3995x1694x1550 Kerb weight 1066kg 99 128

113-118 11.2-12.3 48.7 113-118 8.7-10.1 42.8

Civic 5dr hatch £18,895–£33,525

TBC TBC

133 113 134

121 11.6 116 12.2 121-122 11.0-11.7

Ioniq 5dr hatch £21,790–£32,045

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cosseting as some. LxWxH 5130x1899x1460 Kerb weight 1835kg

AAABC 3.0d V6 300

115 110 103

e ow

h mp

AAABC 3.0d V6 300 295 155 6.6 40.1-42.1 TBC 2.0t 250 246 150 7.1 30.8-33.3 TBC 2.0t 300 295 155 6.1 28.9-31.0 TBC 38.2 TBC 54.6 TBC XJ 4dr saloon £62,360–£83,105 AAAAC 52.3 TBC Mixes dynamism and refinement so well, but not as spacious or

First attempt at electrification for the masses is a good effort.

LxWxH 4470x1820x1450 Kerb weight 1370kg

1.6 Hybrid 141 1.6 Plug-in Hybrid 141 AAAAC Electric Motor

H O N DA

1.3 DOHC 1.5 DOHC

1.6 GDI 135 1.6 CRDi 115 1.6 CRDi 136

h

) pg

10.8-11.1 61.4-62.8 TBC 10.6 247.8 TBC 10.2 TBC 0

295

155

6.2

155 161 171 171 186 200

5.7 5.3-5.7 4.9-5.5 5.1 4.1 3.7

30.3-31.2 25.1-28.3 24.6-26.6 25.0-25.3 25.7-25.9 25.5

TBC TBC TBC TBC TBC TBC

AAAAC

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112 10.1 48.7 133 100-107 11.6-13.2 42.2-49.6 129-151

Rio 5dr hatch £12,220–£18,010

AAABC

Looks great and is well-priced, but nowhere near its European rivals. LxWxH 4065x1725x1445 Kerb weight 1155kg

1.0 T-GDi 99 1.0 T-GDi 118 1.25 MPi AAAAB 1.4 MPi

A full-blooded assault on Porsche’s backyard, with noise, power and beauty. LxWxH 4482x1923x1311 Kerb weight 1525kg 295 335 374 374 542 567

1.0 T-GDi 1.25 MPi

35.7-36.3 TBC

F-Type 2dr coupé £51,925–£113,085

2.0t 300 3.0s V6 340 ix20 5dr hatch £15,750–£19,200 AAABC 3.0s V6 380 Usable high-roofed hatch is short on overall flair.

3.0s V6 380 AWD LxWxH 4120x1765x1600 Kerb weight 1267kg 5.0s V8 550 R AWD 1.6 125 123 112 11.5 34.3-37.1 TBC 5.0s V8 575 SVR AWD

P

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99 118 83 98

115 10.3 118 9.8 107 12.5 103-108 11.8-13.4

48.7 44.8-47.1 45.6-46.3 42.2-46.3

Ceed 5dr hatch £18,295–£27,185

132-133 137-142 138-140 138-151

AAAAC

Third-generation hatchback can now compete for class honours.

LxWxH 4310x1800x1447 Kerb weight 1315kg 1.0 T-GDi 118 1.4 T-GDi 138 1.6 T-GDI 201 1.6 CRDi 114 1.6 CRDI 134

118 138 201 114 134

116 128-130 142 118 122

1.0 T-GDi 118 1.4 T-GDi 138 1.6 CRDi 114

118 138 114

118 10.9 128-130 8.8-9.1 119 10.7

10.9 8.6-8.9 7.5 10.6 10.2

47.9-50.4 43.5-46.3 38.2 57.6-58.9 57.6

127-134 139-148 169 126-129 129

A fresh look while remaining practical, refined and upmarket. Lacks Kona 5dr hatch £17,100–£38,645 AAAAC F-Type Convertible 2dr open £57,405–£118,575 AAAAB some dynamism. LxWxH 4518x1799x1434 Kerb weight 1275kg Hyundai’s first crossover is the perfect blend of practicality, value Costs serious money, but you get a serious car with a likeable wild Ceed Sportswagon 5dr estate £19,295-£28,600 AAAAC and style LxWxH 4165x1800x1550 Kerb weight 1233kg side. LxWxH 4482x1923x1308 Kerb weight 1545kg 1.0 VTEC Turbo 126PS 124 125-126 10.2-11.2 47.9 TBC All of the above, but with cavernous, more practical load space.

LxWxH 4600x1800x1465 Kerb weight 1389kg 1.5 VTEC Turbo 182PS 179 125-136 8.2-8.5 46.3 TBC 1.0 T-GDi 120 2WD 118 112 12.0 44.1-44.8 TBC 2.0t 300 295 155 5.7 30.4-31.1 TBC 1.6 i-DTEC 120PS 2.0 VTEC Turbo Type R

1.6 T-GDi 177PS 4WD 1.6 CRDi 115 2WD 1.6 CRDi 136 2WD Civic 4 door 4dr saloon £21,240–£27,120 AAAAC Electric 39kWh Saloon bodystyle gives Civic a more upmarket feel, without hurting Electric 64kWh 118 315

125 169

10.1 5.8

62.8 33.2

TBC TBC

its refined drive. LxWxH 4648x1799x1416 Kerb weight 1314kg 1.0 VTEC Turbo 126PS 1.6 i-DTEC 120PS

124 118

130 125

10.7 9.9

47.9 64.2

HR-V 5dr SUV £19,795–£28,245

TBC TBC AAABC

Cleverly packaged and comfortable. Bland performance and forgettable, though. LxWxH 4294x1772x1605 Kerb weight 1241kg 1.5 i-VTEC 130PS 1.5 i-VTEC Turbo 182PS

128 180

116-119 10.2-11.4 42.2 TBC 134 7.8 47.1-47.9 TBC

CR-V 5dr SUV £25,595–£35,445

AAAAC

Tardis-like SUV stalwart has lots of space for five and a big boot.

LxWxH 4605x1820x1685 Kerb weight 1515kg 1.5 i-VTEC 1.5 i-VTEC AWD 2.0 i-MMD hybrid

171 171 181

130 9.3 38.7 TBC 124-129 9.8-10.0 32.5-36.2 TBC 112 9.2 40.9 TBC

NSX 2dr coupé £144,755

AAAAB

Honda’s supercar given a modern reboot, and it’s some piece of engineering. LxWxH 4487x1939x1204 Kerb weight 1725kg 3.5 V6 hybrid

573

i10 5dr hatch £9895–£14,425

191

2.9

TBC

TBC

HYU N DAI

AAAAC

Prioritises maturity over fun, resulting in a car that is practical and well-priced. LxWxH 3665x1660x1500 Kerb weight 933kg 1.0 DOHC 1.2 DOHC

64 84

97 14.7 50.4 TBC 103-109 12.1-13.8 40.9-46.3 TBC

i20 5dr hatch £13,995–£18,645 98 118 74 83

113-117 118 99 106

10.8-11.4 10.2 13.6 12.8

47.9-49.6 46.3 46.3 45.6-46.3

i30 5dr hatch £17,125–£29,495

TBC TBC TBC TBC

7.9 10.7 10.2 9.6 7.6

Tucson 5dr SUV £22,045–£34,945

34.0-33.6 55.4-56.5 52.3 TBC TBC

TBC TBC TBC 0 0

118 127-130 118 155 155

11.1 8.9-9.2 11.0-11.2 6.4 6.1

45.6 42.2-46.3 58.9-60.1 34.9 34.0

TBC TBC TBC TBC TBC

3.0s V6 340 3.0s V6 380 3.0s V6 380 AWD 5.0s V8 550 R AWD 5.0s V8 575 SVR AWD

335 374 374 542 567

161 171 171 186 195

AAABC

Q30 with a more rugged look, but doesn’t improve on the standard

Q50 4dr saloon £43,415–£50,195

AAACC focused rivals. LxWxH 4394x2033x1629 Kerb weight 1430kg 1.4 Multiair II 140 138 119 9.9 TBC TBC 1.4 Multiair II 170 4WD 167 124 9.5 TBC TBC 31.4 TBC 1.6d MultiJet II 120 118 115 11.0 TBC TBC 26.2 TBC 2.0d MultiJet II 140 4WD 138 118 10.1 TBC TBC 2.0d MultiJet II 170 4WD 167 122 9.5 TBC TBC

3.5 V6 Hybrid 364 3.5 V6 Hybrid 364 AWD

359 359

155 155

5.1 5.4

JAG UAR

XE 4dr saloon £31,505–£45,640

AAAAB

LxWxH 4954x1987x1457 Kerb weight 1545kg 160 177 177 236 295 246 295

132 136 136 153 155 152 155

8.7 8.0-8.1 8.4 6.5 6.2 6.6 5.8

XF Sportbrake 5dr estate £37,390–£55,035

46.1-50.4 44.8-50.9 40.2-44.4 38.5-42.7 40.8-43.2 31.5-34.4 29.9-32.6

TBC TBC TBC TBC TBC TBC TBC

TBC TBC TBC

2.0d 163 2.0d 180 2.0d 180 AWD 2.0d 240 AWD

160 177 177 236

136 138 136 150

9.3-9.4 8.8 8.9 6.7

45.8-48.2 44.0-48.4 39.3-43.1 37.8-41.5

TBC TBC TBC TBC

118 148 118 138 167

115 122 111 113 122

11.2 9.4 10.2 9.5-10.2 8.9

38.2 38.2-39.8 45.6-48.7 37.7-40.4 35.8

Cherokee 5dr SUV £35,750

TBC TBC TBC TBC TBC

2.2d MultiJet 185 4WD

182

127

244 365 197

149 168 143

5.8 4.7 7.3

29.4 27.7 40.9

Venga 5dr hatch £15,625–£19,520

217 233 179 AAACC

A versatile interior, but firm ride and high price disappoint.

LxWxH 4075x1765x1600 Kerb weight 1253kg 1.6

123

111-115 10.4-11.1 34.4-37.2 172-187

Carens 5dr MPV £19,505–£28,445

leader. LxWxH 4525x1805x1605 Kerb weight 1483kg

1.6 GDi 1.7 CRDi 114 1.7 CRDi 139

8.8

TBC

TBC

133 114 139

115 10.9 TBC 110 12.7 TBC 117-120 10.0-10.9 TBC

Niro 5dr SUV £23,490–£30,845

TBC TBC TBC AAABC

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

AABCC 1.6 GDi Hybrid 1.6 GDi Hybrid PHEV

Hamstrung by poor UK specification. Uninspiring but practical and roomy. LxWxH 4624x1859x1670 Kerb weight 1738kg

139 139

101 107

11.1 10.4

TBC TBC

Stonic 5dr SUV £16,540–£21,200

TBC TBC AAABC

Kia’s first crossover is striking and reasonably good considering

AAABC the value. LxWxH 4140x1760x1520 Kerb weight 1160kg

The best Jeep on sale by some margin. Comfortable and wellequipped. LxWxH 4828x1943x1792 Kerb weight 2266kg 3.0 MultiJet 250 4WD

247

126

8.2

TBC

Wrangler 2dr/4dr SUV £44,865–£48,365

TBC AAAAC

Heavy-duty off-roader goes anywhere, but lacks on-road manners.

LxWxH 4223x1873x1840 Kerb weight 1827kg

AAAAB 2.2d MultiJet II 200 4WD

Useful, inoffensive and well-priced, but don’t expect any fireworks. Superb XF is now available in the more practical Sportbrake form.

LxWxH 4745x1815x1470 Kerb weight 1497kg It’s a win-win. LxWxH 4954x1987x1496 Kerb weight 1660kg 11.5 39.2 12.0 56.6 10.8-11.5 54.3

AAABC

Alluring and interesting, but not quite as special to drive as it looks.

AAABC AAABC Nicely up to scratch without feeling cheap or austere, but no class

Renegade 5dr SUV £23,500–£31,400

Tops the pile thanks to outstanding driver appeal. Poised and Middling compact crossover with chunky looks but no obvious engaging but refined. LxWxH 4672x1967x1416 Kerb weight 1450kg charm. LxWxH 4236x1805x1667 Kerb weight 1346kg

Grand Cherokee 5dr SUV £49,880

122 117 122

Proceed 5dr hatch £23,835–£28,685

2.0 T-GDi AAACC 3.3 V6 T-GDi Wants to be a catch-all crossover, but is beaten by more road2.2 CRDi

Credible compact saloon competitor with some novel touches.

LxWxH 4790x1820x1445 Kerb weight 1676kg

AAABC 2.0d 163 Another solid car. Good value and practical but lacks excitement. 2.0d 180 LxWxH 4585x1795x1465 Kerb weight 1245kg 2.0d 180 AWD 1.0 T-GDi 120 118 117 11.4 47.9-49.6 TBC 2.0d 240 AWD 1.4 T-GDi 140 138 126-129 9.2-9.5 44.8-46.3 TBC 3.0d V6 300 1.6 CRDi 110 108 117 11.3 58.9-60.1 TBC 2.0t 250 1.6 CRDi 136 134 123 10.9 56.5-57.6 TBC 2.0t 300 AWD

133 113 134

47.1 136-137 44.1-45.6 141-146 56.5-58.9 127-132

Europe’s best LxWxH 4830x1870x1400 Kerb weight 1717kg

JEEP

i30 Tourer 5dr estate £17,625–£26,125

1.6 GDI 135 1.6 CRDi 115 1.6 CRDi 136

TBC TBC TBC TBC TBC

Compass 5dr SUV £23,755–£35,325

1.0 GSE T3 120 1.3 GSE T4 150 1.6d MultiJet II 120 2.0d MultiJet II 140 4WD 2.0d MultiJet II 170 4WD

AAABC

27.4-27.9 25.9-26.2 25.0-25.4 25.7-26.0 25.5

E-Pace 5dr SUV £28,930–£46,060

2.0d 163 160 132-133 8.3-8.9 47.8-50.7 TBC 2.0d 180 177 140 7.6-7.9 45.7-51.1 TBC 2.0d 180 AWD 177 140 7.8 40.8-44.7 TBC 2.0d 240 AWD 236 155 6.1 38.9-42.5 TBC i30 Fastback 4dr saloon £20,435–£29,995 AAABC 2.0t 200 197 148 7.2 32.5-35.1 TBC Combines good looks with sensible practicalities and dynamic 2.0t 250 246 155 6.2 32.6-25.1 TBC charm LxWxH 4455x1795x1425 Kerb weight 1287kg 2.0t 300 AWD 295 155 5.4 30.0-33.2 TBC 1.0 T-GDi 120 118 117 11.5 54.3 TBC 1.4 T-GDI 140 138 129 9.2 49.6-52.3 TBC XF 4dr saloon £34,950–£53,035 AAAAB 2.0 T-GDI 275 N 272 155 6.1 34.0 TBC Outstandingly broad-batted dynamically, plus a pleasant cabin.

i40 4dr saloon £22,995–£29,125

5.3-5.7 4.9-5.5 5.1 4.1 3.7

AAAAC LxWxH 4605x1800x1422 Kerb weight 1405kg Classy, roomy cabin and predictable handling. A very competitive Jaguar’s second SUV looks enticing, but can it make an impact like 1.4 T-GDI 138 138 127-130 8.8-9.1 42.8-45.6 142-150 SUV. LxWxH 4475x1850x1650 Kerb weight 1379kg the F-Pace’s? LxWxH 4411x1984x1649 Kerb weight 1775kg 1.6 T-GDI 201 201 140 7.2 39.3 163 1.6 GDi 132PS 130 113 11.5 35.3 TBC 2.0 D150 148 124 9.5 39.1-42.6 TBC 1.6 CRDI 134 134 124 9.8-10.0 54.3-56.5 132-136 1.6 T-GDi 177PS 175 125-126 8.9-9.2 34.9-36.2 TBC 2.0 D150 AWD 148 120 9.9-10.1 36.3-41.7 TBC 1.6 CRDi 115PS 113 109 13.7 48.7-49.6 TBC 2.0 D180 AWD 177 127-128 8.7-9.4 36.1-41.1 TBC Soul 5dr hatch £14,725–£30,495 AAABC 1.6 CRDi 136PS 134 114-116 10.6-12.0 45.6-47.1 TBC 2.0 D240 AWD 236 139 7.0 34.5-36.9 TBC Looks divide opinion. Better value now but still hardly the best option. LxWxH 4140x1800x1600 Kerb weight 1275kg 2.0 CRDi 185PS 182 125 9.5 40.9 TBC 2.0 P200 AWD 198 134 7.7 27.8-30.1 TBC 2.0 P250 AWD 245 143 6.6 27.1-29.5 TBC 1.6 GDi 130 130 115 10.6 TBC TBC Santa Fe 5dr SUV £33,425–£43,295 AAABC 2.0 P300 AWD 295 151 5.9 26.2-28.1 TBC 1.6 T-GDi 201 201 122 7.5 TBC TBC Another big Korean SUV with lots of space for not a lot of cash.

1.6 CRDi 134 134 112-113 10.7-10.8 TBC TBC Slick and comfy. LxWxH 4700x1880x1675 Kerb weight 1939kg F-Pace 5dr SUV £36,520–£74,835 AAAAC 27kWh Electric Drive 109 90 11.0 TBC 0 2.2 CRDi 200 197 127 9.3-9.4 38.7-43.5 TBC Credible first SUV effort is as refined and dynamic as a Jaguar should be. LxWxH 4746x2070x1667 Kerb weight 1690kg 2.2 CRDI 200 AWD 197 127 9.4-9.5 38.7-40.4 TBC Optima 4dr saloon £22,260–£25,700 AAACC 2.0d 163 160 121 10.2 40.9-44.8 TBC Looks the part but is well off the pace set by its European rivals.

INFINITI LxWxH 4855x1860x1465 Kerb weight 1590kg 2.0 20d 180 177 129 8.5 39.9-43.4 TBC Q30 5dr hatch £21,300–£37,540 AAABC 2.0 20d 180 AWD 177 129 8.7 36.8-40.0 TBC 1.6 CRDi 134 134 121-122 10.6-11.2 53.3-54.3 137-139 Infiniti’s first hatch uses the A-Class blueprint. Great to look at, not 2.0 25d 240 AWD 236 135 7.2 35.4-38.5 TBC so good to drive. LxWxH 4425x1805x1495 Kerb weight 1407kg 3.0 V6 30d 300 AWD 295 150 6.2 34.2-36.6 TBC Optima Sportswagon 5dr estate £23,100–£38,995 AAACC 1.6t 122 120 124 9.4 38.2-38.7 TBC 2.0 25t 250 AWD 246 135 6.8 27.2-29.2 TBC Engine and finish leave it well behind rival European estates.

LxWxH 4855x1860x1465 Kerb weight 1620kg 1.6t 156 153 134 8.9 35.8 TBC 2.0 30t 300 AWD 295 145 6.0 26.2-28.0 TBC 1.6 CRDi 134 134 124 9.8-10.7 51.4-52.3 140-143 2.0t 211 208 146 7.2 34.9 TBC 5.0 V8 SVR 550 AWD 548 176 4.1 22.1 TBC 2.0 T-GDi 241 241 144 7.3 30.4 211 2.0t 211 AWD 208 143 7.3 32.8 TBC I-Pace 5dr SUV £64,495–£74,995 AAAAB 2.0 GDi PHEV 202 119 9.1 188.3 34 2.2d 170 167 137 8.3 44.1-45.6 TBC Fast, refined and the first of its kind from a European 2.2d 170 AWD 167 134 8.5 39.8-40.9 TBC manufacturer. LxWxH 4682x1895x1558 Kerb weight 2133kg Stinger 4dr saloon £32,435–£40,535 AAABC QX30 5dr hatch £29,720–£35,570 AAABC EV400 398 124 4.5 TBC 0 Sleek coupé-shaped saloon has the appeal and dynamics to rival

AAABC

As good as we’ve come to expect from Hyundai, but not one inch better. LxWxH 4340x1795x1455 Kerb weight 1194kg 1.0 T-GDi 120 118 1.4 T-GDi 140 138 1.6 CRDi 115 113 2.0 T-GDi 250 N 247 2.0 T-GDi 275 N Performance 272

127 114 119 96 104

AAAAC car. LxWxH 4425x1815x1530 Kerb weight 1542kg 2.2d 170 AWD 167 134 8.5 39.2-40.9 TBC

Combines decent performance with good practicality and running costs. LxWxH 4035x1734x1474 Kerb weight 980kg 1.0 T-GDI 100 1.0 T-GDI 120 1.2 MPI 75 1.2 MPI 84

175 113 134 134 201

197

114

9.5

28.8-30.4 TBC

KIA

Picanto 5dr hatch £9720–£14,720

AAACC

Nice drive and cabin, but now overshadowed by rivals.

LxWxH 3595x1406x1485 Kerb weight 935kg 1.0 MPi

66

100

13.8

49.6-50.4 127-129

New Car Buying

Find your perfect deal today at whatcar.com/new - car - deals 16/11/2018 09:05

P

1.4 MPI 1.0 T-GDi 1.6 CRDI

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r (b

98 118 108

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107 115 112

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12.2 9.9 10.9

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45.6 141 46.3-47.1 137-138 57.6 128 AAABC

Good ride, handling and usability. Looks good and is decent value.

LxWxH 4480x1855x1635 Kerb weight 1454kg 130 174 174 114 134 134 182

113 127 125-126 109 112 112 125

11.1 8.9 8.8-9.2 11.4 10.8-11.4 11.6 9.2

34.9-35.7 34.4-34.9 31.7-32.5 49.6 44.8-47.1 42.8-43.5 39.8-40.4

179-184 184-187 198-203 150 158-167 169-173 183-186

Sorento 5dr SUV £30,225–£42,925

AAAAC

X-Bow 0dr open £57,345–£70,717

AAAAC

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ES 4dr saloon £35,150-£45,650

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AAABC 2.2 Skyactiv-D 150

Gatecrashes the German-controlled saloon market in a way the GS 2.2 Skyactiv-D 184 could never manage. LxWxH 4975x1865x1445 Kerb weight 1680kg 2.5 VVT-i ES300h

Sportage 5dr SUV £20,305–£34,545 1.6 GDi 1.6 T-GDi 1.6 T-GDI AWD 1.6 CRDi 114 1.6 CRDi 134 1.6 CRDI 134 AWD 2.0 CRDi 182 48V AWD

P

e ow

218

112

8.9

48.7-53.2 TBC

IS 4dr saloon £31,895–£40,995

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148 181

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130 140

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47.1-53.3 TBC 47.1-51.4 TBC

CX-3 5dr SUV £18,995–£24,995

AAAAC

Another supermini SUV with a sporting bent. Quite pricey but nicely

AAABC appointed. LxWxH 4275x1765x1535 Kerb weight 1230kg Sleek compact executive car is well-made and interesting but still 2.0 Skyactiv-G 121 118 119 9.0 42.8 TBC a left-field choice. LxWxH 4680x1810x1430 Kerb weight 1620kg 2.0 Skyactiv-G 150 148 124 8.8 34.9-38.2 TBC 2.5 VVT-i IS300h 220 125 8.3 44.1-50.0 TBC 1.5 Skyactiv-D 115 103 114 9.9 54.3 TBC

LS 4dr saloon £73,270–£98,670

AAABC

Luxury saloon gets more tech and opulence but is let down by its hybrid powertrain. LxWxH 5235x1900x1460 Kerb weight 2270kg 3.5 V6 VVT-i LS500h

CX-5 5dr SUV £24,795–£34,395

RC 2dr coupé £39,145–£69,690

2.0 Skyactiv-G 165 2.2 Skyactiv-D 150 AAABC 2.2 Skyactiv-D 184

162 148 181

LC 2dr coupé £76,595–£91,995

AAAAC 2.0 Skyactiv-G 184

181

348

155

5.4

AAAAC

Offers powerful diesel engines and strong performance, plus a welcoming interior. LxWxH 4550x1840x1675 Kerb weight 1575kg

35.7-36.2 TBC

125 10.3 36.7-38.2 TBC 112-127 9.4-10.3 43.5-49.6 TBC 129 9.6 39.8-42.8 TBC

2.0 C220d 2.0 C220d 4Matic 2.0 C300d 2.0 C300d 4Matic

192 192 241 241

149 145 155 155

7.0 7.3 6.0 6.0

46.3-52.3 42.8-47.9 44.1-49.6 42.8-48.7

TBC TBC TBC TBC

Kia moves upmarket with a smart, well-priced and nicely appointed An also-ran, but the V8 RC F packs plenty of character and handles seven-seater. LxWxH 4780x1890x1685 Kerb weight 1932kg well enough. LxWxH 4695x1840x1395 Kerb weight 1736kg MX-5 2dr open £18,995–£25,795 AAAAA 2.2 CRDi 197 127 9.0-9.6 37.7-41.5 177-196 2.5 VVT-I RC300h 220 118 8.6 40.9-45.5 TBC Brilliantly packaged, priced and perfectly poised but more vibrant C-Class Cabriolet 2dr open £39,104–£83,036 AAAAC than the original. LxWxH 3915x1735x1225 Kerb weight 1050kg 5.0 V8 RC F 470 168 4.5 25.0 TBC Take all the good bits about the coupé and add the ability to take KTM the roof off. Bingo. LxWxH 4686x1810x1409 Kerb weight 1645kg 1.5 Skyactiv-G 132 129 127 8.3 44.1 TBC TBC 1.6 C180 156 137-138 8.9 33.6-41.5 TBC 1.5 C200 181 146 8.5 36.2-40.4 TBC AAAAA 1.5 C200 4Matic 181 143 8.8 33.2-38.2 TBC 2.0 R 290 143 3.9 TBC TBC 5.0 V8 LC500 470 168 4.4 24.4 TBC Remains perfectly poised and vibrant, even with a folding metal 2.0 C300 258 155 6.2 34.0-37.7 TBC roof. LxWxH 3915x1735x1230 Kerb weight 1090kg 2.0 GT 280 143 4.1 TBC TBC 3.5 V6 LC500h 354 155 4.7 34.8 TBC 3.0 V6 AMG C43 4Matic 385 155 4.8 27.4-28.5 TBC 1.5 Skyactiv-G 132 129 126 8.6 44.1 TBC 4.0 V8 AMG C63 469 155 4.2 24.6-24.8 TBC LAMBORGHINI NX 5dr SUV £35,950–£45,500 AAACC 2.0 Skyactiv-G 184 181 124-126 7.9-8.7 37.7-40.4 TBC 4.0 V8 AMG C63 S 503 174 4.1 24.4-24.8 TBC Huracán 2dr coupé £162,900–£238,000 AAAAC Some good ideas, but dramatically off the pace to drive.

2.0 C220d 191 145 7.5 44.8-49.6 TBC McLAREN LxWxH 4630x1845x1645 Kerb weight 1905kg Junior Lambo mixes usability and drama skilfully. Performante is 2.0 C220d 4Matic 191 142 7.8 40.9-46.3 TBC the most rounded. LxWxH 4459x1924x1165 Kerb weight 1389kg 2.5 VVT-I NX300h 4WD 194 112 9.2 35.7-37.1 TBC 540C 2dr coupé £126,055 AAAAC 2.0 C300d 242 155 6.3 42.2-47.1 TBC 5.2 V10 572 198 3.4 21.4 332 The affordable end of McLaren’s spectrum isn’t any less enthralling 5.2 V10 Evo 631 201 2.9 20.3 332 RX 5dr SUV £49,700–£61,700 AAABC to drive. LxWxH 4530x2095x1202 Kerb weight 1449kg E-Class 4dr saloon £38,065–£94,725 AAAAC 5.2 V10 Performante 631 201 2.9 19.7 357 Low flexibility, but hybrid option makes a degree of economic 3.8 V8 533 199 3.5 23.2 276 A wee bit pricey, and less sporting than its rivals, but still comfy

Eccentric looks and sharp handling but expensive.

LxWxH 3738x1915x1202 Kerb weight 847kg

Superb-looking coupé shows flickers of what made the LFA great.

LxWxH 4770x1920x1345 Kerb weight 1935kg

sense. LxWxH 4890x1895x1690 Kerb weight 2100kg

Aventador 2dr coupé £278,000-£360,000

AAAAC 3.5 V6 RX450h

Big, hairy V12 has astonishing visuals and performance. Handling could be sweeter. LxWxH 4797x2030x1136 Kerb weight 1575kg 6.5 V12 S 6.5 V12 SVJ

730 759

217 217

2.9 2.8

15.4 15.8

499 486

Urus 2dr coupé £159,925 4.0 V8

631

189

3.6

22.2

325

L AN D ROVE R

Range Rover Evoque 5dr SUV £31,505–£49,815

AAAAC

Dripping with desirability; poised and capable on- and off-road.

LxWxH 4370x1985x1635 Kerb weight 1679kg 2.0 eD4 2.0 TD4 2.0 Si4 240

145 174 234

113 10.6 121-124 8.5-9.5 135 6.9

TBC TBC TBC

TBC TBC TBC

Range Rover Evoque Convertible 2dr SUV £46,450–£53,135

AAABC

Loses its roof but retains its ability to stray from the asphalt.

LxWxH 4370x1980x1609 Kerb weight 2037kg 2.0 TD4

174

121

9.7

TBC

Range Rover Velar 5dr SUV £45,135–£64,530

TBC AAAAC

Dubbed the most car-like Landie ever and it doesn’t disappoint.

Expensive. LxWxH 4803x2032x1665 Kerb weight 1829kg 2.0 D180 2.0 D240 3.0 V6 D275 3.0 V6 D300 2.0 P250 2.0 P300

174 234 271 292 243 292

125 135 135 150 135 145

8.9 7.3 6.7 6.5 6.7 6.0

52.5 48.7 42.8 44.1 37.2 36.2

Range Rover Sport 5dr SUV £64,085–£101,145

142 154 175 167 173 178 AAAAB

Bigger and better; a cut-price Range Rover rather than a jumped-up Discovery. LxWxH 4850x2073x1780 Kerb weight 2111kg 2.0 Si4 2.0 P400e PHEV 3.0 SDV6 4.4 SDV8 5.0 V8 5.0 V8 SVR

296 398 297 330 495 535

125 137 140 140 155 162

7.0 6.3 6.8 6.5 5.0 4.5

TBC TBC TBC TBC TBC TBC

Range Rover 5dr SUV £81,900–£177,735

TBC TBC TBC TBC TBC TBC AAAAB

Wherever you are, the Rangie envelops you in a lavish, invincible sense of occasion. LxWxH 4999x2220x1835 Kerb weight 2249kg 2.0 P400e PHEV 3.0 SDV6 275 4.4 SDV8 339 5.0 V8 525 5.0 V8 565

398 271 330 518 557

137 130 135 155 155

6.4 7.4 7.0 5.1 5.1

TBC TBC TBC TBC TBC

Discovery Sport 5dr SUV £30,145–£50,665

TBC TBC TBC TBC TBC AAAAB

Seven seats, at home on-road and off-road, plus new-found desirability. LxWxH 4599x2069x1724 Kerb weight 1732kg 2.0 eD4 2.0 TD4 E-Capability 2.0 TD4 2.0 SD4 2.0 Si4 240 2.0 Si 290

145 145 174 234 234 281

112 112 117 127 124 135

10.0 11.0 8.4-9.4 7.1 7.1 6.5

TBC TBC TBC TBC TBC TBC

Discovery 5dr SUV £47,625–£70,405

TBC TBC TBC TBC TBC TBC AAAAB

The country bumpkin given elocution lessons without losing its rugged capabilities. LxWxH 4970x2073x1888 Kerb weight 2115kg 2.0 SD4 3.0 V6 Td6 2.0 Si4

234 251 295

CT 5dr hatch £25,150–£31,250

121 130 125

8.0 7.7 7.3

TBC TBC TBC

TBC TBC TBC

LEXUS

AAAAC

Hybrid-only hatch has a pokey cabin and mismatched character traits. LxWxH 4350x1765x1445 Kerb weight 1465kg 1.8 VVT-i CT200h

134

112

10.3

86 AUTOCAR.CO.UK 10 APRIL 2019

53.2-54.3 TBC

124

7.7

35.3-37.1 120-127

LOTUS

Elise 2dr open £37,450–£46,550 217 242

145 151

Exige 2dr coupé £56,850–£99,800

4.2 3.8

36.7 36.2

TBC TBC

40.4

and luxurious. LxWxH 4940x1852x1452 Kerb weight 1680kg

AAAAA 2.0 E220d

Blisteringly fast and exciting supercar-slayer with hugely appealing 2.0 E220d 4Matic handling. LxWxH 4530x2095x1202 Kerb weight 1440kg 2.0 E300e 276 2.0 E300de 3.0 E400d 4Matic AAAAA 3.0 AMG E53 4Matic+ The 570GT retains the lusty, fast appeal of its sister car, even with 4.0 V8 AMG E63 S 4Matic+ 562

204

3.1

23.2

570GT 2dr coupé £154,000

added practicality. LxWxH 4530x2095x1201 Kerb weight 1498kg 3.8 V8

AAAAB

6.5

570S 2dr coupé/open £145,305-£164,750

AAAAC 3.8 V8

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

AAAAC 1.8 VVT-i 220 Lambo’s second SUV is more alluring and aims to use the V8’s 1.8 VVT-i 246

power better. LxWxH 5112x2016x1638 Kerb weight 2200kg

308

136

MX-5 RF 2dr open £22,595–£29,195

600LT 2dr coupé £185,500

562

204

3.3

23.2

276

189 189 329 312 335 429 594

149 149 155 155 155 155 155

7.3 7.5 5.5 5.7 4.9 4.5 3.4

E-Class Estate 5dr estate £40,065–£96,725

43.5-51.4 TBC 42.8-47.9 TBC 134.5-156.9 TBC 176.6-201.8 TBC

37.7-42.8 TBC 29.7-31.4 TBC 22.8-23.7 TBC AAAAC

Far more practical than its rivals, but pricier and less sporty than

AAAAA those closest to it. LxWxH 4933x1852x1475 Kerb weight 1780kg Lighter, faster and more athletic than the 570S. McLaren at its very 2.0 E220d 189 146 7.7 41.5-47.1 TBC best. LxWxH 4604x2095x1191 Kerb weight 1356kg 3.5 V6 VVT-i 350 345 162-170 3.8-3.9 28.2 TBC 2.0 E220d 4Matic 189 145 7.8 40.9-44.8 TBC 3.5 V6 VVT-i 380 374 170-178 3.6-3.7 27.7 TBC 3.8 V8 592 204 2.9 23.2 277 2.0 E300de 312 155 5.8 166.2-176.6 TBC 3.5 V6 VVT-i 430 428 180 3.2 27.7 TBC 3.0 V6 E400d 4Matic 335 155 5.1 37.2-40.9 TBC 720S 2dr coupé £218,020 AAAAA 2.0 E200 181 144 8.1 31.0-35.3 TBC Evora 2dr coupé £76,225–£112,500 AAAAC The start of an era for McLaren and what a way to begin it is.

3.0 V6 AMG E53 4Matic+ 429 155 4.5 29.4-30.7 TBC LxWxH 4543x2059x1196 Kerb weight 1419kg Dynamically it puts nearly everything else in the shade. Shame 4.0 V8 AMG E63 S 4Matic+ 594 155 3.5 22.6-23.3 TBC about the interior. LxWxH 4084x1802x1129 Kerb weight 1395kg 4.0 V8 710 212 2.9 23.2 276 3.5 V6 VVT-i 400 394 174-186 4.2 TBC TBC E-Class Coupé 2dr coupé £41,370–£64,740 AAAAC 3.5 V6 VVT-i 410 404 174-190 4.1-4.2 25.7-26.7 TBC Senna 2dr coupé £750,000 AAAAA Big, laid-back four-seat tourer. Borrows looks from the ravishing S-Class Coupé. LxWxH 4846x1860x1431 Kerb weight 1685kg 3.5 V6 VVT-i GT430 424 190 3.8 25.7-26.6 TBC Astounding circuit performance made superbly accessible.

LxWxH 4744x2155x1229 Kerb weight 1309kg 2.0 E300 237 155 6.4 31.0 TBC M A S E R AT I 4.0 V8 789 208 2.8 22.7 280 2.0 E350 295 155 5.9 TBC TBC Ghibli 4dr saloon £53,415–£57,325 AAACC 3.0 E450 4Matic 362 155 5.6 29.1-31.4 TBC MERCEDES-BENZ Maser’s compact exec has the allure but lacks power and is poorly 3.0 AMG E53 4Matic+ 429 155 4.4 30.1-31.4 TBC finished in places. LxWxH 4971x1945x1461 Kerb weight 1810kg A-Class 5dr hatch £23,075–£35,580 AAAAC 2.0 E220d 189 150 7.4 43.5-50.4 TBC 3.0d V6 271 155 6.3 33.2-35.7 TBC A little bit of luxury in a desirable, hatchback-sized package.

2.0 E220d 4Matic 189 149 7.6 42.2-47.1 TBC LxWxH 4419x1992x1440 Kerb weight 1445kg 3.0 V6 345 166 5.5 23.5-24.9 TBC 3.0 E400d 4Matic 335 155 5.1 38.2-42.2 TBC 1.3 A180 136 134 9.2 42.2-47.9 TBC GranTurismo 2dr coupé £92,230-£107,865 AAACC 1.3 A200 163 140 8.2 40.9-47.9 TBC E-Class Cabriolet 2dr open £45,865–£69,235 AAAAC Not short on richness or desirability and well capable of stirring 2.0 A220 187 149 6.9 37.7-41.5 TBC Refined and sophisticated four-seater in the same mould as the the soul. LxWxH 5652x1948x1481 Kerb weight 1873kg S-Class Cabriolet. LxWxH 4846x1860x1429 Kerb weight 1780kg 2.0 A220 4Matic 187 146 6.9 35.8-39.8 TBC 4.7 V8 453 185 4.8 TBC TBC 2.0 A250 224 155 6.2 37.7-41.5 TBC 2.0 E300 237 155 6.6 30.0 TBC 2.0 AMG A35 4Matic 302 155 4.7 33.6-35.8 TBC 2.0 E350 295 155 6.1 TBC TBC GranCabrio 2dr open £106,285–£114,330 AAACC 1.5 A180d 116 126 10.5 53.3-61.4 TBC 3.0 E450 4Matic 362 155 5.8 28.8-30.7 TBC Fantastic looks and soundtrack but an average chassis overall.

2.0 A200d 148 137 8.1 53.3-58.9 TBC 3.0 AMG E53 4Matic 429 155 4.5 29.7-30.7 TBC LxWxH 4971x1945x1461 Kerb weight 1973kg 2.0 A220d 187 146 7.0 52.3-57.7 TBC 2.0 E220d 192 147 7.7 42.8-48.7 TBC 4.7 V8 453 177-179 4.9-5.0 TBC TBC 2.0 E220d 4Matic 192 145 7.9 41.5-45.6 TBC B-Class 5dr hatch £26,975–£32,375 AAABC 3.0 E400d 4Matic 335 155 5.2 37.7-40.9 TBC Quattroporte 4dr saloon £76,050–£86,675 AAACC A slightly odd prospect, but practical and classy nonetheless.

Now a full-sized executive limo, with some added flair. Off the pace LxWxH 4393x1786x1557 Kerb weight 1395kg S-Class 4dr saloon £75,285–£189,260 AAAAA in several key areas. LxWxH 5264x1948x1481 Kerb weight 1860kg 1.3 B180 136 132 9.0 40.4-47.1 TBC Mercedes has given the S-Class a refresh and an added boost of tech. LxWxH 5141x1905x1498 Kerb weight 1970kg 3.0d V6 271 155 6.4 33.2-35.7 TBC 1.3 B200 163 139 8.2 39.8-46.3 TBC 3.0 V6 339 167 5.1 23.5-24.9 TBC 1.5 B180d 116 124 10.7 51.4-60.1 TBC 3.0 V6 S450 L 389 155 5.1 33.2-26.2 TBC 2.0 B200d 148 136 8.3 51.4-57.7 TBC 3.0 V6 S500 L 457 155 4.8 33.2-36.2 TBC Levante 4dr SUV £58,315–£72,525 AAACC 2.0 B220d 187 145 7.2 50.4-56.5 TBC 3.0 V6 S560e L 472 155 5.0 104.6-128.4 TBC Italian flair and good looks in abundance, but diesel not as 4.0 V8 AMG S63 594 155 4.3 23.2-24.4 TBC sonorous as petrols. LxWxH 5003x1968x1679 Kerb weight 2109kg C-Class 4dr saloon £30,845–£75,733 AAAAC 6.0 V12 AMG S65 611 155 4.2 18.6 TBC 3.0d V6 271 143 6.9 29.1-30.0 189 Merc ramps up the richness, but the engines and dynamics aren’t 6.0 V12 S650 Maybach 611 155 4.7 19.5-20.0 TBC refined enough. LxWxH 4686x1810x1442 Kerb weight 1450kg 3.0 V6 339 156 6.0 20.7-22.4 249 2.9 S350d 282 155 6.0 38.7-44.1 TBC 3.0 V6 S 424 164 5.2 20.9-22.4 253 1.6 C180 156 140 8.2-8.3 37.7-43.5 TBC 2.9 S400d 335 155 5.4 38.7-44.1 TBC 1.5 C200 181 149 7.7 37.7-43.5 TBC MAZDA 1.5 C200 4Matic 181 145 8.1 35.3-39.8 TBC S-Class Coupé 2dr coupé £105,875–£190,855 AAAAC 2 5dr hatch £13,595–£17,395 AAAAC 2.0 C300 258 155 5.9 35.3-39.8 TBC More tech and cleaner engines make the opulent luxury tourer more appealing. LxWxH 5027x1912x1414 Kerb weight 2065kg Grown-up, well-made and drives with charm and vigour; engines 3.0 V6 AMG C43 4Matic 385 155 4.7 28.0-29.4 TBC aren’t brilliant. LxWxH 4060x1695x1495 Kerb weight 1075kg 4.0 V8 AMG C63 469 155 4.1 25.5-25.9 TBC 4.0 V8 S560 455 155 4.6 26.4-27.7 TBC 1.5 Skyactiv-G 75 74 106 12.1 49.6 TBC 4.0 V8 AMG C63 S 503 180 4.0 25.5-25.9 TBC 4.0 V8 AMG S63 594 155 4.2 24.1-24.6 TBC 1.5 Skyactiv-G 90 88 110-114 9.4-12.0 49.6 TBC 1.6 C200d 158 140 7.9-8.5 48.7-61.4 TBC 6.0 V12 AMG S65 611 155 4.1 18.6 TBC 1.5 Skyactiv-G 115 113 124 8.7 48.7 TBC 2.0 C220d 192 149 6.9 45.6-53.3 TBC 2.0 C220d 4Matic 192 145 6.9 40.9-47.9 TBC S-Class Cabriolet 2dr open £117,670–£198,780 AAAAC 3 5dr hatch £20,595–£24,995 AAAAC 2.0 C300d 241 155 5.9 43.5-49.6 TBC As above but with the added allure of a retractable fabric roof.

LxWxH 5027x1912x1420 Kerb weight 2150kg Pleasing dynamism teamed with good practicality and punchy 2.0 C300d 4Matic 241 155 5.8 42.2-47.9 TBC diesel engines. LxWxH 4060x1695x1495 Kerb weight 1351kg 4.0 V8 S560 455 155 4.6 26.4-27.2 TBC 2.0 Skyactiv-G 120 118 121 8.9 43.5 TBC C-Class Estate 5dr estate £32,045–£79,528 AAAAC 4.0 V8 AMG S63 594 155 4.2 23.7-23.9 TBC 2.0 Skyactiv-G 165 162 130 8.2 37.7 TBC Decent practicality and fantastic interior. It’s a shame that it’s only 6.0 V12 AMG S65 611 155 4.1 18.6 TBC ordinary to drive. LxWxH 4702x1810x1457 Kerb weight 1495kg 1.5 Skyactiv-D 105 103 115 11.0 65.7 TBC 2.2 Skyactiv-D 150 148 130 8.1 47.1 TBC 1.6 C180 156 138-139 8.4-8.5 34.0-42.2 TBC CLA Coupé 4dr saloon £27,395–£46,785 AAABC 1.5 C200 181 146 7.9 36.7-40.9 TBC Still suffers from divisive styling, although it adds further appeal to the A-Class. LxWxH 4640x1777x1432 Kerb weight 1395kg 3 Fastback 4dr saloon £20,595–£21,495 AAAAC 1.5 C200 4Matic 181 143 8.4 34.5-38.7 TBC Refined and dynamically satisfying in a saloon bodystyle.

2.0 C300 258 155 6.0 34.5-38.7 TBC 1.6 CLA180 119 130 8.7-9.0 36.7-42.2 TBC LxWxH 4060x1695x1495 Kerb weight 1345kg 3.0 V6 AMG C43 4Matic 385 155 4.8 27.4-28.8 TBC 1.6 CLA200 154 143 8.2 35.8-40.9 TBC 2.0 Skyactiv-G 120 118 123 8.8 43.5 TBC 4.0 V8 AMG C63 469 155 4.2 25.0-25.5 TBC 2.0 CLA220 4Matic 181 149 7.1 33.2-35.8 TBC 4.0 V8 AMG C63 S 503 174 4.1 24.8-25.5 TBC 2.0 CLA45 AMG 4Matic 370 155 4.2 29.7-30.4 TBC 6 4dr saloon £23,195–£32,685 AAABC 1.6 C200d 158 137 8.2-8.7 47.1-57.7 TBC 2.1 CLA220d 171 144 7.7 44.8-50.4 TBC A compelling mix of size, economy and performance. Interior is a 2.0 C220d 192 145 7.0 44.8-51.4 TBC 2.1 CLA220d 4Matic 171 143 7.7 42.8-47.1 TBC let-down. LxWxH 4870x1840x1450 Kerb weight 1465kg 2.0 C220d 4Matic 192 142 7.4 41.5-46.3 TBC 2.0 Skyactiv-G 145 143 129 9.5 40.3-42.2 TBC 2.0 C300d 241 155 6.0 42.8-47.9 TBC CLA Shooting Brake 5dr estate £28,245–£47,635 AAABC 2.0 Skyactiv-G 165 162 135 9.1 42.2 TBC 2.0 C300d 4Matic 241 155 6.0 41.5-47.1 TBC The most practical of the A-Class range, but it suffers for its challenging styling. LxWxH 4640x1777x1435 Kerb weight 1430kg 2.5 Skyactiv-G 194 191 138 8.1 38.2 TBC C-Class Coupé 2dr coupé £35,285–£78,023 AAAAC 1.6 CLA180 119 130 8.8-9.1 35.8-40.9 TBC 2.2 Skyactiv-D 150 148 130 9.1 55.4 TBC Nice balance of style, usability and driver reward.

1.6 CLA200 154 140 8.5 35.3-40.9 TBC 2.2 Skyactiv-D 184 181 140 7.9 47.9-53.5 TBC LxWxH 4696x1810x1405 Kerb weight 1505kg 2.0 CLA220 4Matic 181 146 7.2 33.6-36.2 TBC 6 Tourer 5dr estate £24,095–£33,585 AAABC 1.6 C180 156 140 8.5 35.3-42.8 TBC 2.0 CLA45 AMG 4Matic 370 155 4.3 29.1-30.1 TBC Attractively styled but only average to drive.

1.5 C200 181 149 7.9 37.7-42.2 TBC 2.1 CLA220d 171 142 7.8 43.5-48.7 TBC LxWxH 4805x1840x1480 Kerb weight 1465kg 1.5 C200 4Matic 181 145 8.4 35.3-39.8 TBC 2.1 CLA220d 4Matic 171 140 7.8 41.5-45.6 TBC 2.0 Skyactiv-G 145 143 129 9.5 41.5 TBC 2.0 C300 258 155 6.0 35.8-39.8 TBC 2.0 Skyactiv-G 165 162 135 9.1 41.5 TBC 3.0 V6 AMG C43 4Matic 385 155 4.7 28.0-29.4 TBC CLS Coupé 4dr saloon £53,100–£84,120 AAAAC 2.5 Skyactiv-G 194 191 138 8.1 37.2 TBC 4.0 V8 AMG C63 469 155 4.0 25.0-25.5 TBC Retains the sleek coupé style and has more tech – without losing its allure. LxWxH 4996x1896x1436 Kerb weight 1935kg 4.0 V8 AMG C63 S 503 180 3.9 25.0-25.5 TBC

Sharp, uncompromising track car. Unforgiving on the road.

LxWxH 4084x1802x1129 Kerb weight 1125kg

N E W CAR PR I CES P

e ow

r (b

hp

)

T

s op

pe

ed

(

h mp

)

0 0-6

2.0 CLS350 3.0 CLS450 4Matic 3.0 V6 AMG CLS 53 4Matic+ 3.0 CLS350d 4Matic 3.0 CLS400d 4Matic

313 356 429 277 330

155 155 155 155 155

1.6 SLC180 2.0 SLC200 2.0 SLC300 3.0 V6 AMG SLC43

152 178 237 356

139-140 7.9-8.1 147-149 6.9-7.0 155 5.8 155 4.7

6.0 4.8 4.5 5.7 5.0

/62

mp

h E

n co

om

y (m

) pg

C

(g/ O2

km

)

e ow

P

32.1-34.9 31.4-34.0 30.1-31.0 37.7-41.5 37.7-41.5

TBC TBC TBC TBC TBC

1.5 Cooper 2.0 Cooper S 2.0 John Cooper Works

37.2-42.8 37.2-40.4 35.3-37.2 31.7-32.5

TBC TBC TBC TBC

2.0 Cooper S

r (b

134 189 227

hp

)

T

s op

pe

ed

(

h mp

)

0 0-6

/62

130 7.8-7.9 145-146 6.7-6.8 152 6.1-6.3

mp

h E

n co

om

y (m

) pg

C

(g/ O2

km

)

43.5-47.9 TBC 38.7-43.5 TBC 38.7-40.4 TBC

Mini charm in a more usable package, but still not as practical as SLC 2dr open £32,749–£48,400 AAABC rivals. LxWxH 3982x1727x1425 Kerb weight 1240kg Another small convertible exhibiting all the charm that a Mercedes 1.5 One 101 119 10.1-10.5 42.8-47.1 TBC should. LxWxH 4143x1810x1301 Kerb weight 1435kg 1.5 Cooper 134 129 8.1-8.2 42.2-47.1 TBC

SL 2dr open £78,345–£119,045

143-144 6.8-6.9

38.2-42.8 TBC

Convertible 2dr open £20,080–£30,625

3.0 V6 SL400 4.7 V8 SL500 5.5 V8 AMG SL63

356 442 568

155 4.9 155 4.3 155-186 4.1

AMG GT 2dr coupé/open £110,645–£148,530

territory. LxWxH 4253x1800x1441 Kerb weight 1375kg

AAAAC 1.5 One 102 115 11.3 1.5 One D 114 119 10.8 1.5 Cooper 134 127 9.1 23.0-23.5 TBC 1.5 Cooper D 148 132 8.5-8.6 23.0-23.3 TBC 2.0 Cooper S 189 142 7.1-7.2 21.9-22.1 TBC 22.1 TBC Countryman 5dr hatch £23,385–£33,995

Million-dollar looks and a railgun V8, but extremely firm chassis affects its usability. LxWxH 4544x1939x1287 Kerb weight 1615kg 4.0 V8 GT 4.0 V8 GT S 4.0 V8 GT C 4.0 V8 GT R

462 507 541 568

188-189 4.0 193 3.8 196-197 3.7 198 3.6

39.2-43.5 56.5-58.9 39.2-43.5 50.4-56.5 36.7-39.8

TBC TBC TBC TBC TBC

4.0 V8 GT63 4Matic+ 4.0 V8 GT63 S 4Matic+

585 639

193 196

3.4 3.2

GLA 5dr SUV £25,105–£47,960

1.5 Cooper 1.5 Cooper All4 2.0 Cooper S 21.4-22.6 TBC 2.0 Cooper S All4 21.4-22.1 TBC 2.0 Cooper D 2.0 Cooper D All4 AAABC 1.5 plug-in hybrid

Not the most practical crossover but good looking and very decent to drive. LxWxH 4417x1804x1494 Kerb weight 1395kg 1.6 GLA180 1.6 GLA200 2.0 GLA250 4Matic 2.0 GLA45 AMG 4Matic 2.1 GLA200d 2.1 GLA200d 4Matic 2.1 GLA220d 4Matic

120 152 204 370 132 132 171

124 134 143 155 127 124 135

8.7-9.0 8.1-8.4 6.6 4.4 9.1-9.5 9.1 7.7

35.3-40.4 34.9-39.8 32.5-35.8 29.4-30.1 42.2-46.3 41.5-45.6 40.4-44.8

TBC TBC TBC TBC TBC TBC TBC

GLC 5dr SUV £37,340–£91,594

136 136 192 192 150 150 220

124 122 140 138 129 127 123

9.7 10.3 7.5-7.6 7.6 9.1 9.0 6.8

37.2-40.9 35.3-40.4 35.8-38.2 34.4-36.2 47.9-54.3 46.3-49.6 88.3-97.4

TBC TBC TBC TBC TBC TBC TBC

MITSUBISHI

Mirage 5dr hatch £11,295–£14,020 1.1 Mi-VEC

79

107

AAAAC

A coupé-shaped SUV destined to be outrun by the X4 – unless you’re in an AMG. LxWxH 4732x1890x1602 Kerb weight 1785kg 2.0 GLC 250 4Matic 3.0 V6 AMG GLC43 4Matic 4.0 V8 AMG GLC63 4Matic 4.0 V8 AMG GLC63 S 4Matic 2.1 GLC 220d 4Matic 2.1 GLC 250d 4Matic 3.0 GLC 350d 4Matic

211 356 462 495 168 198 255

138 155 155 155 130 138 148

7.3 4.9 4.0 3.8 8.3 7.6 6.2

29.1-31.7 25.0-26.9 22.4-23.5 22.4-23.2 37.7-40.9 37.7-41.5 33.6-36.7

TBC TBC TBC TBC TBC TBC TBC

AAAAC

The ML replacement isn’t inspiring to drive but does come with a classy interior. LxWxH 4819x2141x1796 Kerb weight 2165kg 3.0 V6 GLE 400 4Matic 3.0 V6 GLE300d 4Matic 3.0 V6 GLE350d 4Matic 3.0 V6 GLE400d 4Matic

364 243 272 328

155 149 143 149

5.7 7.2 6.9 5.8

26.2-32.5 33.6-39.2 29.1-36.2 29.4-35.3

3.0 V6 GLE 350d 4Matic 3.0 V6 AMG GLE43 4Matic 5.5 V8 AMG GLE63 S 4Matic

251 379 568

140 155 155

7.0 5.7 4.2

TBC TBC 23.2-24.1 TBC 18.2-18.7 TBC

TBC TBC TBC TBC

AAACC

Has a fitness for purpose that could appeal to those who tow or haul big loads LxWxH 4785x1815x1805 Kerb weight 2100kg 2.5 DOHC 4WD

GLE 5dr SUV £55,685–£62,300

138 158 113 148

120 123-124 112 119

om

y (m

C

(g/ O2

km

)

10.5 8.9-9.9 12.3 9.5

40.1-41.4 40.0-41.4 51.9-53.7 46.4-50.2

TBC TBC TBC TBC TBC

323 339

155 155

5.3 5.2

23.3-23.6 TBC 23.2 TBC

Monstrously fast Nissan has been tweaked and sharpened. Still a blunt object, though. LxWxH 4710x1895x1370 Kerb weight 1725kg 562 591

196 196

TBC TBC

20.2 19.6

TBC TBC

Deliciously natural and involving; a bit ergonomically flawed.

LxWxH TBC Kerb weight 1198kg 4.4 V8

662

225

TBC

TBC

PEUGEOT

iOn 5dr hatch £20,534

62

71 71

3.0 G350d 4Matic 4.0 V8 AMG G63 4Matic

81

15.9

TBC

0

124 137

7.4 4.5

25.2-25.9 TBC 18.6-18.8 TBC

ph

)

0 0-6

/62

mp

h E

n co

om

y (m

pg

) (g/

km

)

CO 2

AAAAB

2.5 GTS

355

180

4.3-4.6

28.5-30.4 TBC

718 Cayman 2dr coupé £46,075–£62,860

driver involvement. LxWxH 4379x1801x1295 Kerb weight 1335kg

2.0 2.5 S 2.5 GTS

290 339 355

170 177 180

4.9-5.1 4.4-4.6 4.3-4.6

100 100

31.4-33.2 TBC 29.1-31.0 TBC 28.5-30.7 TBC

of its iconic status. LxWxH 4499x1808x1294 Kerb weight 1413kg 408 437 486 513 680

188-191 191-193 197-198 193 211

4.0-4.3 3.6-4.1 3.4-3.9 3.2 2.8

13.0 15.2

27.2-28.5 26.2-28.0 TBC TBC TBC

911 Cabriolet 2dr open £102,755–£112,552

TBC TBC TBC TBC TBC

AAAAB

Cutting the top off enhances the aural drama. For visual impact choose the Targa. LxWxH 4499x1808x1289 Kerb weight 1500kg 26.4-28.0 TBC 25.0-26.6 TBC 25.9-26.4 TBC AAAAA

Revamped big saloon is an absolute belter, making it almost the

AAABC perfect grand tourer. LxWxH 5049x1937x1423 Kerb weight 1815kg A big improvement for Peugeot, if not for the supermini class.

3.0 V6 4 321 162 5.5-5.6 25.0-26.9 TBC LxWxH 3475x1615x1460 Kerb weight 1065kg 2.9 V6 4S 428 179 4.4-4.5 TBC TBC 1.2 PureTech 82 79 109-111 12.2-14.5 46.6-51.5 TBC 2.9 V6 E-Hybrid 449 172 4.6-4.7 78.5-85.6 TBC 1.2 PureTech 110 107 118 9.8-9.6 39.1-46.5 TBC 4.0 V8 GTS 458 181 4.1 22.2-23.5 TBC 1.5 BlueHDi 100 102 117 10.7 55.6-67.7 TBC 4.0 V8 Turbo 533 190 3.8-3.9 22.1-23.0 TBC 4.0 V8 Turbo S E-Hybrid 671 192 3.4-3.5 74.3-80.7 TBC 308 5dr hatch £20,000–£29,920 AAAAB Classy all-round appeal makes it a serious contender, but rear Panamera Sport Turismo 5dr estate £72,890–£140,870 AAAAA

space is a little tight. LxWxH 4253x1804x1457 Kerb weight 1190kg The Panamera in a more practical form, and now it’s a good-looking beast. LxWxH 5049x1937x1428 Kerb weight 1880kg 107 117 11.1 40.4-47.7 TBC 126 224 259 99 126 175

128-129 146 155 112 127 140

9.1-9.6 7.4 6.0 12.2 9.8 8.2

308 SW 5dr estate £20,950–£29,330

41.3-48.9 36.9-40.1 37.8 54.9-63.8 53.2-62.7 45.0-49.4

TBC TBC TBC TBC TBC TBC

AAAAC

Estate bodystyle enjoys the classy appeal of the hatchback.

LxWxH 4585x1563x1472 Kerb weight 1190kg

TBC

1.5 BlueHDi 130 2.0 BlueHDI 160 AABCC 2.0 BlueHDi 180

Roadster 2dr open £55,075

(m

AAABC 3.0 Carrera S 408 187-188 3.7-3.9 3.0 Carrera GTS 437 190-192 3.6-3.8 3.0 Targa 4 GTS 437 190-191 3.7-4.1 53.5-57.3 TBC 51.6-55.0 TBC Panamera 4dr saloon £72,890–£148,128

11.6 9.5-10.0 7.5 12.3 10.0 8.4

40.4-47.7 41.3-48.9 36.9-40.1 54.9-63.8 53.2-62.7 45.0-49.4

TBC TBC TBC TBC TBC TBC

3.0 V6 4 2.9 V6 4S 2.9 V6 E-Hybrid 4.0 V8 GTS 4.0 V8 Turbo 4.0 V8 Turbo S E-Hybrid

9.4-9.7 8.4 8.0

51.4-59.8 TBC 45.2-51.1 TBC 45.0-50.6 TBC

321 428 449 458 533 671

More advanced, but pricey and needs better brakes.

LxWxH 4010x1720x1220 Kerb weight 950kg

NISSAN

5.5 4.4 4.6 4.1 3.8 3.4

24.6-25.6 TBC 76.3-80.7 22.2-23.2 22.1-22.8 72.4-74.3

TBC TBC TBC TBC TBC TBC

AAAAB

Spookily good handling makes this a sports utility vehicle in the purest sense. LxWxH 4692x1923x1624 Kerb weight 1770kg 2.0 3.0 V6 S

243 351

139 157

6.7 5.3

25.7-28.2 TBC 23.9-25.7 TBC

Cayenne 5dr SUV £55,965–£99,291

AAAAB

Refreshed look, improved engines, interior and a better SUV overall. LxWxH 4918x1983x1696 Kerb weight 1985kg 330 428 533

152 164 177

6.2 5.2 4.1

22.2-24.1 TBC TBC TBC 20.2-20.8 TBC

RADICAL

RXC GT 2dr open TBC

AAABC

Designed for pounding around a track; out of its element on the road. LxWxH 4300x1960x1127 Kerb weight 1125kg 3.5 V6 400 3.5 V6 650

400 650

AAABC

Efficient and well-mannered but facelift still leaves it short on space and style. LxWxH 4159x1829x1556 Kerb weight 1045kg

160 177 170 179 188 192

Macan 5dr SUV £46,344–£48,750

3.0 V6 AAAAC 2.9 V6 S 4.0 V8 Turbo

AACCC 1.2 PureTech 82 79 105 13.5 43.8-46.8 TBC 1.2 PureTech 110 107 117-119 9.9-10.3 39.1-44.8 TBC 1.2 PureTech 130 126 124 9.3 44.4-49.9 TBC GLS 5dr SUV £73,940–£106,870 AAABC 3.7 V6 Cyclone 280 140 5.5 TBC TBC 1.6 BlueHDi 100 96 112 11.3 TBC TBC The replacement for the massive GL can still seat seven in 1.6 BlueHDi 120 116 119 9.6 52.9-58.2 TBC comfort. LxWxH 5162x1982x1850 Kerb weight 2475kg Plus 8 2dr open £83,405 AAACC 3.0 V6 GLS 350d 4Matic 251 138 7.8 27.4-29.4 TBC Old V8 charm lives on, but there’s no ignoring the high price.

3008 5dr SUV £24,575–£36,845 AAAAC LxWxH 4010x1751x1220 Kerb weight 1100kg 5.5 V8 AMG GLS63 4Matic 568 155-168 4.6 17.7-18.2 TBC Cleverly packaged Peugeot offers just enough SUV DNA to make the difference. LxWxH 4447x2098x1624 Kerb weight 1250kg 4.4 V8 367 155 4.5 TBC TBC X-Class 5dr pick-up £35,238–£47,412 AAAAC 1.2 PureTech 130 126 117 10.5-10.8 36.5-43.6 TBC Lifts the bar on commercial vehicle comfort while retaining tough Aero 8 2dr open £88,194 AAABC 1.6 PureTech 180 178 136 8.0 35.2-39.6 TBC qualities. LxWxH 5340x2113x1819 Kerb weight 2234kg Morgan’s flagship is a modern take on a classic look, although the 1.5 BlueHDi 130 126 119 9.5 48.0-56.3 TBC old charm remains. LxWxH 4147x1751x1248 Kerb weight 1180kg 2.3 X220 d 163 105 12.9 TBC TBC 2.0 BlueHDi 180 175 131 8.9 42.3-47.1 TBC 2.3 X250 d 190 109 11.8 TBC TBC 4.4 V8 367 170 4.5 TBC TBC 3.0 V6 X350 d 285 127 7.9 TBC TBC 5008 5dr SUV £26,725–£38,995 AAAAC 282 577

ed

PORSCHE

3.0 Carrera S 3.0 Carrera GTS 4.0 GT3 4.0 GT3 RS AABCC 3.8 GT2 RS

208 3dr/5dr hatch £14,900–£18,735

2008 5dr SUV £17,730–£24,490

Needs more chassis finesse, but the Plus 4 still charms

pe

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

AAABC nonetheless. LxWxH 4010x1720x1220 Kerb weight 927kg Massively expensive and compromised, but with character in 2.0 GDi 154 118 7.5 TBC TBC

Plus 4 2dr open £44,105

T

s op

718 Boxster 2dr open £47,935–£64,721

TBC

Good electric powertrain; looks extremely old hat against better EV rivals. LxWxH 3474x1475x1608 Kerb weight 1120kg

129 158 174

abundance. LxWxH 4764x1867x1954 Kerb weight 2550kg

TBC

)

911 2dr coupé £93,110–£207,506 AAAAB AAABC Still as brilliant and distinctive as any before it. More than worthy

NOBLE

M600 2dr coupé £248,000–£287,600

TBC

G-Class 5dr SUV £94,000–£143,305

8.0

hp

AAAAA AAAAC Scalpel-blade incisiveness, supreme balance and outstanding

GT-R 2dr coupé £81,995–£151,995

Stylish and likeable but lacking the polish of more premium rivals.

GLE Coupé 5dr SUV £65,030–£102,010 AAAAC 4/4 2dr open £40,205 AACCC LxWxH 4750x1859x1430 Kerb weight 1535kg Not the prettiest SUV you will ever see, but a decent option against Has its appeal but not as rewarding to drive as it could be.

1.6 PureTech 180 178 143 7.9 38.0-41.8 TBC the BMW X6. LxWxH 4900x2129x1731 Kerb weight 2240kg LxWxH 4010x1630x1220 Kerb weight 795kg 1.6 PureTech 225 220 155 7.1 36.3-39.8 TBC 115

r (b

TBC TBC TBC TBC

3.7 V6 3.7 V6 Nismo

MORGAN

110

P

e ow

Our idea of drop-top heaven. Exceptional to drive, whether cruising 370Z 2dr coupé £29,805–£40,305 AAABC or hurrying. LxWxH 4379x1801x1280 Kerb weight 1335kg Old-school and profoundly mechanical coupé. The Healey 3000 of 2.0 290 170 4.9-5.1 31.4-33.2 TBC today – but meaner. LxWxH 4265x1845x1315 Kerb weight 1496kg 2.5 S 339 177 4.4-4.6 29.1-30.7 TBC

129 143 146

TBC

E

n co

2.0 dCi 177 2.0 dCi 177 4WD

1.6 i4 Sigma

11.0

h

AAABC

117 127 146 111 126 139

112

mp

AAAAB

1.2 PureTech 110 107 1.2 PureTech 130 126 1.6 PureTech 225 224 3 Wheeler 0dr open £40,075 AAAAA 1.5 BlueHDI 100 99 The eccentric, characterful and brilliant Morgan is a testament to 1.5 BlueHDi 130 126 English creativity. LxWxH 3225x1720x1000 Kerb weight 525kg 2.0 BlueHDi 180 EAT8 178 2.0 V-twin 68 68 115 7.0 TBC TBC 2.0 V-twin 82 82 115 6.0 TBC TBC 508 4dr saloon £25,039–£37,439 179

/62

TBC TBC TBC TBC TBC

1.2 PureTech 110 AAABC 1.2 PureTech 130 Creditable effort, but still cheap in places: PHEV a boon for fleet 1.6 PureTech 225 users. LxWxH 4695x1810x1710 Kerb weight 1565kg 1.6 PureTech 260 2.0 Mi-VEC 4WD 148 118 13.3 32.5 TBC 1.6 BlueHDi 100 2.2 DI-D 4WD 148 118-124 10.2-11.6 TBC TBC 1.5 BlueHDi 130 2.0 Mi-VEC PHEV 200 106 11.0 139.7 TBC 2.0 BlueHDi 180 EAT8

Outlander 5dr SUV £28,220–£46,060

Shogun Sport 5dr SUV £37,775–£39,775

0 0-6

10.5-11.4 11.0 9.7 9.6 9.4-10.0

AAACC 1.0 72 1.0 72 2-Tronic

Decent engines, but otherwise an unexceptional crossover.

LxWxH 4355x1770x1640 Kerb weight 1260kg

AAAAC 1.6 Mi-VEC 115 114 11.5 37.7 TBC Not exactly exciting to drive, but does luxury and refinement 1.6 DI-D 2WD 112 113 11.2 TBC TBC better than most. LxWxH 4656x1890x1639 Kerb weight 1735kg 1.6 DI-D 4WD 112 111 11.5 TBC TBC 2.0 GLC 250 4Matic 208 138 7.3 28.5-31.7 TBC 2.2 DI-D 4WD 148 118 10.8 TBC TBC 3.0 V6 AMG GLC43 4Matic 356 155 4.9 24.8-26.7 TBC 4.0 V8 AMG GLC63 4Matic 462 155 4.0 22.1-23.2 TBC Eclipse Cross 5dr SUV £21,915–£31,015 AAACC 4.0 V8 AMG GLC63 S 4Matic 495 155 3.8 22.1-22.8 TBC Stylish, future-looking mid-sized SUV shows where Mitsubishi’s destiny lies. LxWxH 4695x1810x1710 Kerb weight 1425kg 2.1 GLC 220d 4Matic 168 130 8.3 36.7-41.5 TBC 2.1 GLC 250d 4Matic 198 138 7.6 36.7-42.2 TBC 1.5 Mi-VEC 2WD 160 124-127 9.3-10.3 33.2-37.7 TBC 3.0 GLC 350d 4Matic 255 148 6.2 32.8-36.7 TBC 1.5 Mi-VEC 4WD 160 124 9.8 32.5 TBC

GLC Coupé 5dr SUV £42,365–£93,989

(

108 3dr/5dr hatch £9690–£14,985

11.7-12.8 47.9-55.4 TBC

ASX 5dr SUV £19,570–£29,485

ed

111-116 115 124 123 121-126

AAACC 47kW

A straightforward hatchback – but not for the likes of us.

LxWxH 3795x1665x1505 Kerb weight 845kg

pe

128 128 160 174 174

Bigger than before, but still more funky than useful. Still not all that

New four-door, four-wheel-drive GT may be a confusing car to contemplate, but it’s a deeply impressive one to drive. LxWxH 5054x1953x1447 Kerb weight 2100kg

T

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There aren’t many cheaper ways of owning an SUV. Has a better range of engines, too. LxWxH 4640x1820x1710 Kerb weight 1505kg

3.8 V6 AAABC 3.8 V6 Nismo

AMG GT 4-Door Coupé 4dr saloon £121,350-£135,350 AAAAB pretty, either. LxWxH 4299x2005x1557 Kerb weight 1440kg

)

X-Trail 5dr SUV £29,930–£37,525

AAABC 1.6 dCi 130

AAAAB 1.5 Cooper 134 128-129 8.7-8.8 41.5-45.6 TBC 2.0 Cooper S 189 142-143 7.1-7.2 38.7-40.9 TBC 2.0 John Cooper Works 167 149 6.5-6.6 37.2-38.7 TBC TBC TBC 25.9-26.9 TBC Clubman 5dr hatch £19,995–£27,685 AAAAC 23.2-23.5 TBC Cheery and alternative Mini ‘six-door’ takes the brand into new

hp

) pg

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

A fun open-top car but compromised on practicality and dynamics. 1.6 dCi 130 4WD LxWxH 3821x1727x1415 Kerb weight 1280kg 1.6 DIG-T 163

Big, luxurious drop-top is classier than a royal stud farm. Few feel more special. LxWxH 4631x1877x1315 Kerb weight 1735kg

r (b

)

Qashqai 5dr SUV £19,995–£31,145

1.3 DIG-T 140 AAAAB 1.3 DIG-T 160 1.5 dCi 115 1.7 DCI 150

5dr Hatch 5dr hatch £16,890–£25,030

189

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h mp

179 180

2.8 2.7

TBC TBC

TBC TBC

R E N A U LT

Twizy 2dr hatch £6695–£7995

AAABC

Zany solution to personal mobility is suitably irreverent and impractical. LxWxH 2338x1381x1454 Kerb weight 474kg MB L7e

17

50

TBC

TBC

Zoe 5dr hatch £18,420–£27,820

0 AAABC

A far more practical zero-emission solution. Attractive price, too.

LxWxH 4084x1730x1562 Kerb weight 1470kg 5AGEN2 5AGEN3

86 89

84 84

13.5 13.5

TBC TBC

Twingo 3dr hatch £10,750–£13,455

0 0 AAACC

Handsome, unusual rear-engined city car but not a class leader.

LxWxH 3595x1646x1554 Kerb weight 865kg 1.0 SCe 70 0.9 TCe 90

67 87

94 103

0.9 TCe 90 1.5 dCi 90

87 87

112 12.2-13.1 47.1 TBC 109-112 12.0-12.9 56.5-57.6 TBC

14.5 10.8

47.9-48.7 TBC 45.6-47.9 TBC

Less MPV, more SUV, and shares its siblings’ good looks. Competent MG Micra 5dr hatch £12,875–£20,005 AAAAC to drive, too. LxWxH 4641x1844x1640 Kerb weight 1511kg Clio 5dr hatch £13,615–£19,165 AAAAC 3 5dr hatch £9695–£12,995 AAABC Refreshed look and better handling makes it an enticing choice.

1.2 PureTech 130 126 117 10.4-10.9 36.5-44.2 TBC An attractive,stylish and practical proposition, but cheap in places Has its flaws, though. LxWxH 3991x1743x1455 Kerb weight 1490kg 1.6 PureTech 180 and feels dated. LxWxH 4062x1732x1448 Kerb weight 1059kg Neatly tuned and nice sporty styling. Breaks the mould for sub178 135 8.3 35.2-39.6 TBC £9000 superminis. LxWxH 4018x1729x1507 Kerb weight 1125kg 1.0 71PS 70 98 16.4 46.3 TBC 1.5 BlueHDi 130 129 119 10.7 48.0-56.3 TBC 0.9 TCe 75 75 110 12.3 46.3-47.1 TBC 1.5 VTI-Tech

TBC 0.9 IG-T 90 1.0 IG-T 100 AAACC 1.0 DIG-T 117 Much improved on previous MGs, but still lacks the sophistication 1.5 dCi 90 104

108

10.4

TBC

ZS 5dr SUV £12,495–£17,795

of its closest rivals. LxWxH 4314x1809x1611 Kerb weight 1190kg 1.5 VTi-Tech 1.0T GDi

104 109

109 112

10.9 12.4

TBC TBC

GS 5dr SUV £15,095–£21,095

TBC TBC

1.5 TGI

163

112-118 9.6 MINI

3dr Hatch 3dr hatch £16,190–£29,990

TBC

TBC

1.5 One

101

121

12.1 10.9 9.9 11.9

47.1 50.4 47.9 TBC

TBC TBC TBC TBC AAAAC

Better looks, better value and better range from this second-gen electric hatch. LxWxH 4387x1768x1520 Kerb weight 1245kg 147

89.5

7.9

Juke 5dr hatch £15,505–£21,805

TBC

0 AAABC

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

1.6 112 AAAAB 1.5 dCi 110

Three-pot engines and cleverly designed interior make the Mini a superb choice. LxWxH 3821x1727x1414 Kerb weight 1190kg

109 114 121 111

Leaf 5dr hatch £26,190–£29,390

AAACC 40kWh

MG’s first attempt at a small SUV is an attempt to re-establish the brand. LxWxH 4500x1800x1665 Kerb weight 1385kg

88 98 115 88

110 108

111 109

12.5 11.2

34.0-35.8 TBC 49.6 TBC

2.0 BlueHDi 180

175

131

9.1

42.3-47.1 TBC

Mégane 5dr hatch £17,715–£29,195

AAABC

Stylish and refined but bland. Nothing exceptional.

LxWxH 4359x1814x1447 Kerb weight 1340kg 1.2 TCe 140 1.5 Blue dCi 115 1.8 RS 280

138 113 276

127 118 158

10.6 11.1 5.8

42.8-45.6 TBC 58.9-62.8 TBC TBC TBC

Mégane Sport Tourer 5dr estate £18,915–£24,615

AAABC

Stylish and refined estate car is still bland like the hatch. Smaller than its predecessor. LxWxH 4626x1814x1457 Kerb weight 1409kg 1.2 TCe 140 1.5 Blue dCi 115

138 113

127 118

9.8 11.1

42.2-44.8 TBC 56.5-61.4 TBC

10.1-10.2 43.5-47.9 TBC

10 APRIL 2019 AUTOCAR.CO.UK 87

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Scenic 5dr MPV £21,715–£26,455

n co

om

y (m

pg

)

C

(g/ O2

km

)

AAABC

Good-looking MPV riding on 20in wheels, but overall a bland car to drive. LxWxH 4406x1866x1653 Kerb weight 1428kg 1.2 TCe 140 1.8 dCi 120

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mp

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Koleos 5dr SUV £27,495–£31,495

om

y (m

pg

)

C

(g/ O2

km

)

AAABC

Koleos name returns and is a vast improvement on before, but no class leader. LxWxH 4672x2063x1678 Kerb weight 1540kg

121 TBC

10.1 TBC

40.4-41.5 TBC TBC TBC

Captur 5dr SUV £15,725–£22,065

AAAAC

169 169

126 125

10.7 9.5

38.2 36.2

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Octavia 5dr hatch £18,315–£31,170

om

y (m

pg

)

C

(g/ O2

km

)

TBC TBC

106 124 130 106

13.2 10.2 9.5 13.1

44.1-45.6 42.8-44.1 42.8-43.5 51.3-53.2

TBC TBC TBC TBC

6.6 V12

563

155

5.0

113 148 188 241 113 148 182

126 136 147 155 126 135 142-145

9.6-9.7 7.8-7.9 7.3 6.4 9.8 8.1 7.6-8.1

45.6-50.4 44.1-48.7 40.9 38.2-38.7 53.3-58.9 53.3-56.5 44.8-50.4

19.6

LxWxH 4667x1814x1465 Kerb weight 1247kg

330

AAAAC 1.4 TSI 150 2.0 TSI 272 4X4 1.6 TDI 120 18.8 341 2.0 TDI 150 2.0 TDI 190 2.0 TDI 190 4X4 AAABC

Big, bold new 4x4 begins the next era for the brand, with a model that convinces. LxWxH 5341x2164x1835 Kerb weight 2730kg

GREATEST ROAD TESTS OF ALL TIME

563

155

5.2

S E AT

Mii 5dr hatch £11,900–£12,420

Not as desirable or plush as the Up but nearly as good to drive.

LxWxH 3557x1643x1474 Kerb weight 929kg 1.0 60 1.0 75

59 74

99 106

14.4 13.2

50.4-53.3 TBC 49.6-51.4 TBC

148 270 118 148 187 187

137 155 128 135-137 145 143

8.3-8.5 5.5 10.5-10.6 8.5-8.6 8.3 8.0

40.9-45.6 32.8 52.3 50.4-52.3 50.4 44.8

141-157 194 142 140-146 147 166

Superb Estate 5dr estate £24,225–£37,955

TESTED 9.4.77

Aston reworked its stylish but lumbering V8 coupé to create a bona fide British supercar.

We look back at our test of the V8 Vantage.

Revised camshafts and inlet manifolds, plus larger carburettors, were used to boost top end power over the standard V8. These changes hiked output to 375bhp – enough to hurl all 1815kg of the Vantage from 0-60mph in just 5.4sec. But for a recalcitrant synchromesh in second and third gears, it would have been even quicker.

Although the car’s handling couldn’t belie its weight, the Vantage was enjoyably predictable on the limit, with direct and precise assisted steering that was reassuringly weighted for a big car. The ventilated brakes weren’t progressive but did the job under duress and impressed by producing the most stopping power we’d ever recorded.

Cosmetically, the front grille and bulging bonnet scoop were closed off, and with the addition of front and rear spoilers and new running lights, the Vantage had an aggressive, sporting look to match its grunt.

Inside, it was old-school Aston, with wide, cushioned seats (sheepskin covers were optional), chrome-edged dials, a thin steering wheel and a fly-off handbrake.

FOR Performance, brakes, steering AGAINST Heavy clutch, gearchange, unsupportive seats

T

s op

2.2d 178

enormous boot. LxWxH 4856x1864x1477 Kerb weight 1365kg

175

Pricey two-seater has urban appeal but is short on performance Arona 5dr SUV £17,145–£25,170 AAAAC and handling. LxWxH 2695x1663x1555 Kerb weight 890kg Seat’s second SUV doesn’t disappoint, with it taking charge of the 1.0 71 68 94 14.4-15.5 44.1-48.7 TBC class dynamically. LxWxH 4138x1780x1543 Kerb weight 1165kg 0.9 90 87 96 10.4-11.7 44.1-49.6 TBC 11.2 9.8-10.0 8.3 11.9 10.3

45.6-48.7 44.1-46.3 44.8-48.7 49.6-56.5 50.4-57.6

TBC TBC TBC TBC TBC

Electric Drive

11.0 8.6 7.9 11.5 9.0 7.5

Alhambra 5dr MPV £27,590–£38,325

42.8-42.8 33.6-41.5 32.5-33.6 44.1-54.3 46.3-50.4 TBC

TBC TBC TBC TBC TBC TBC

AAAAC

This cheaper version of the VW Sharan is spacious, versatile and good to drive. LxWxH 4854x1904x1730 Kerb weight 1755kg 1.4 TSI 150 2.0 TDI Ecomotive 150

148 148

0 0-6

/62

mp

h E

n co

om

y (m

pg

) (g/

km

)

CO 2

124 9.9 33.2-35.8 TBC 123-124 10.2-10.3 38.7-44.1 TBC

80

11.5-11.8 TBC

1.6i 2.0i

112 153

112 127

68 87 79

94 102 80

99-106 11.0-12.0 35.3-38.2 TBC 107-109 12.0 45.3-54.3 TBC

1.6i

Now grown in size for more practicality but that doesn’t increase the Tivoli’s appeal. LxWxH 4440x1798x1635 Kerb weight 1405kg 126 113

99-106 11.0-12.0 34.9-37.2 TBC 107-109 12.0 42.8-51.4 TBC

A Czech take on the city car is more fun to drive than its plain-Jane LxWxH 4410x1830x1710 Kerb weight 1725kg exterior suggests. LxWxH 3597x1641x1478 Kerb weight 854kg 2.2d 178 175 115 9.9 1.0 MPI 60 GreenTech 1.0 MPI 75 GreenTech

59 74

100 107

13.9 13.1

54.3-55.4 115-118 53.3 119-120

1.0 MPI 60 1.0 MPI 75 1.0 TSI 95 1.0 TSI 110 1.0 TSI 110 DSG

58 73 94 108 108

98 104 114 121 120

16.6 14.9 10.8 9.6 10.1

50.4 48.7-49.6 50.4-51.3 49.6-51.4 47.1-47.9

2.2d 178 4x4

175

115

9.9

12.4 9.8

35.9 TBC

TBC TBC AAACC

167

130

8.9

TBC

XV 5dr SUV £25,310–£28,510

TBC AAACC

No-nonsense crossover doesn’t quite make enough sense.

LxWxH 4450x1780x1615 Kerb weight 1355kg 112 154

109 120

13.9 10.4

35.3 TBC

TBC TBC AAACC

Solid, spacious and wilfully unsexy. A capable 4x4 nonetheless.

LxWxH 4610x1795x1735 Kerb weight 1488kg 2.0i 150

148

118-119 10.6-11.8 32.2

Outback 5dr estate £29,995–£33,010

TBC AABCC

Acceptable in isolation but no class leader.

LxWxH 4815x1840x1605 Kerb weight 1612kg 2.5i

172

130

10.2

33.0

TBC AAAAA

The GT86’s half-brother looks great in Subaru blue. Cheaper, too.

LxWxH 4240x1775x1320 Kerb weight 1242kg 2.0i

197

130-140 7.6-8.2

33.3

TBC

SUZUKI

Celerio 5dr hatch £8999–£10,499

AAABC

Pleasing to drive, cheap to buy and decent to sit in. No-nonsense and likeable for it. LxWxH 3600x1600x1540 Kerb weight 835kg 1.0 K10C Dualjet

66

96

13.0

58.8

Ignis 5dr hatch £11,849–£14,849

TBC AAAAC

Cute and rugged-looking 4x4 city car capable of tackling roads bereft of asphalt. LxWxH 3700x1660x1595 Kerb weight 855kg 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 54.1

Jimny 3dr SUV £15,499–£17,999

TBC TBC TBC AAABC

Charming 4x4 is capable and affordable but retains its dynamic foibles. LxWxH 3645x1645x1725 Kerb weight 1135kg 1.5 VVT

100

90

11.9

32.2-35.8 178-198

Swift 5dr hatch £12,499–£18,499

AAABC

Given mature looks, more equipment and a hybrid powertrain, but it’s no class leader. LxWxH 3840x1735x1495 Kerb weight 890kg 11.9 12.6 10.0-10.6 8.1

55.4 49.7 49.6-51.8 47.1

115 128 123-136 135

AAABC

118-124 11.0-11.4 46.8-52.4 TBC AAABC

Utterly worthy addition to the class drives better than most.

LxWxH 4175x1775x1610 Kerb weight 1075kg 108 136

111 124

11.5-12.5 39.4-45.9 139-162 9.5-10.2 36.6-43.6 146-174

S-Cross 5dr SUV £17,499–£26,099

AAABC

A worthy crossover if not a class leader. Refreshed looks give a lease of life. LxWxH 4300x1785x1585 Kerb weight 1160kg

1.0 Boosterjet AAACC 1.0 Boosterjet Allgrip 1.4 Boosterjet Allgrip

37.7-42.8 TBC 35.3 TBC

108

Vitara 5dr SUV £16,999–£25,649

1.0 Boosterjet AAABC 1.4 Boosterjet

Tivoli XLV 5dr SUV £19,745–£22,245 1.6 128 1.6d 115

AAACC

Impressively practical but only offered with an automatic gearbox and one trim. LxWxH 4690x1780x1490 Kerb weight 1568kg

AAABC 1.0 Boosterjet

Trails the Duster as the best-value small crossover – but not by much. LxWxH 4195x1795x1590 Kerb weight 1270kg 126 113

TBC

Suzuki’s family-sized hatchback makes use of clever little engines.

LxWxH 3995x1745x1470 Kerb weight 920kg

S S A N G YO N G

Tivoli 5dr SUV £14,495–£21,495 1.6 128 1.6d 115

TBC

Levorg 5dr estate £30,010

AAACC 1.2 Dualjet 87 111 1.2 Dualjet SHVS 4x4 87 105 1.0 Boosterjet 108 118-121 15.9-16.9 43.5-47.1 TBC 1.4 Boosterjet Sport 138 130 11.2-11.9 45.6-47.9 TBC 12.7 TBC 0 Baleno 5dr hatch £13,249–£16,249

Korando 5dr SUV £18,995–£25,495 AAABC Good for a Ssangyong but poor by class standards.

S KO DA

Citigo 3dr hatch £8890–£11,890

0

AAACC

Appealing hatchback has been steadily improved but still feels old-fashioned. LxWxH 4415x1740x1465 Kerb weight 1374kg

Four doors give the Smart more mainstream practicality. Still expensive, though. LxWxH 3495x1665x1555 Kerb weight 975kg

Seat’s first SUV is very good. So good, in fact, it’s a Qashqai beater. Electric Drive LxWxH 4363x1841x1601 Kerb weight 1280kg 114 123 132 114 122 132

79

Forfour 5dr hatch £11,910–£22,285

1.0 71 AAAAB 0.9 90

Ateca 5dr SUV £21,940–£34,120 113 148 187 113 148 187

)

Impreza 5dr hatch £24,310–£25,010

BRZ 2dr coupé £27,025–£28,510

brilliant otherwise. LxWxH 4382x1841x1603 Kerb weight 1265kg

AAAAC 1.0 TSI 115 113 116 10.6 40.4-44.1 146-159 A creditable effort and a notable improvement in form, with plenty 1.5 TSI 150 148 126 8.1-8.3 38.2-41.5 154-167 of niche appeal. LxWxH 4282x1816x1459 Kerb weight 1202kg 1.5 TSI 150 4x4 148 121 9.1 34.4-34.9 183-186 1.0 TSI 115 113 121 9.8 46.3-50.4 TBC 1.6 TDI 115 113 116 11.0-11.1 46.3-49.6 149-159 1.5 TSI EVO 130 128 126 9.4 42.2-46.3 TBC 2.0 TDI 150 148 127 9.0 49.6-50.4 147-150 1.5 TSI EVO 150 148 134 8.2 40.9-48.7 TBC 2.0 TDI 150 4x4 148 121 8.8 42.8-44.8 165-173 2.0 TSI 190 188 142 7.2 38.7-40.4 TBC 2.0 TSI Cupra 288 150 6.0 35.8-38.7 TBC Kodiaq 5dr SUV £25,775–£42,895 AAAAC 1.6 TDI 115 113 122 9.8 49.6-55.4 TBC Skoda’s first seven-seat SUV is a viable alternative to a traditional MPV. LxWxH 4697x1882x1676 Kerb weight 1430kg 2.0 TDI 150 148 134 8.4 TBC TBC 1.5 TSI 150 148 123 9.3 36.2-37.7 165-176 Leon ST 5dr estate £19,255–£34,370 AAAAC 1.5 TSI 150 4x4 148 120-122 9.5-9.6 31.7-33.2 194-202 Good-looking and responsive hatchback-turned-estate.

2.0 TSI 190 4x4 188 TBC TBC 30.0-31.7 201-205 LxWxH 4549x1816x1454 Kerb weight 1236kg 2.0 TDI 150 148 123 9.8 44.8-46.3 161-165 1.0 TSI 115 113 122 10.1 45.6-50.4 TBC 2.0 TDI 150 4x4 148 120-122 9.4-9.6 38.7-42.8 172-190 1.5 TSI EVO 130 128 129 9.5 41.5-46.3 TBC 2.0 TDI 190 4x4 187 130 8.3 38.7-39.2 188-191 1.5 TSI EVO 150 148 134 8.2 40.4-48.7 TBC 2.0 BiTDI 239 4x4 vRS 237 136 7.0 35.3 211 2.0 TSI 190 188 144 7.3 38.7-39.8 TBC SMART 2.0 TSI Cupra 288 155 5.2 32.1-33.6 TBC 1.6 TDI 115 113 122 10.6 53.3-55.4 TBC Fortwo 3dr hatch/open £12,110–£27,135 AAACC

1.0 EcoTSI 115 1.5 TSI EVO 150 2.0 TSI 190 4Drive 1.6 TDI 115 2.0 TDI 150 2.0 TDI 190 4Drive

ph

108-116 TBC

Leon 5dr hatch £18,260–£30,980

107 113 127 107 115

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SUBARU

Forester 5dr estate £30,000–£32,500

93 113 148 93 113

ed

Incredibly ungainly but offers huge real estate for the money.

LxWxH 5130x1915x1850 Kerb weight 2115kg

1.4 TSI 150 148 135 8.4-8.6 39.2-43.5 146-163 2.0 TSI 272 4X4 270 155 5.6 32.5 197-198 AAAAB 1.6 TDI 120 118 127-128 10.6-10.7 49.6 148-150 Reinvigorated Ibiza is more mature and takes the class honours 2.0 TDI 150 148 132-135 8.6-8.8 49.6-52.3 142-150 from the Fiesta. LxWxH 4059x1780x1444 Kerb weight 1091kg 2.0 TDI 190 187 TBC TBC 48.7 151-152 1.0 MPI 80 79 106 14.6 45.6-48.7 TBC 2.0 TDI 190 4X4 187 142 7.4 43.5 170-171 1.0 TSI 95 93 113 10.9 47.9-53.3 TBC 1.0 TSI 115 113 121 9.3 44.1-50.4 TBC Karoq 5dr SUV £21,945–£33,375 AAAAC 1.6 TDI 95 93 113 7.5 55.4-60.1 TBC Yeti replacement may not have its forebear’s quirkiness, but it’s

1.0 TSI 95 1.0 TSI 115 1.5 TSI EVO 150 1.6 TDI 95 1.6 TDI 115

pe

Turismo 5dr MPV £20,995–£27,495

AAAAC 1.6i Even more commendable than above, primarily thanks to its 2.0i

Ibiza 5dr hatch £15,495–£21,645

ASTON MARTIN V8 VANTAGE

)

126-141 132-145 155-156 165-168 126-139 132-139 146-164

not on price. LxWxH 4861x1864x1468 Kerb weight 1340kg

Cullinan 4dr SUV £250,000 6.75 TV12

hp

AAAAC

1.0 TSI 115 113 124-125 9.8 42.8-48.7 131-149 1.5 TSI 150 148 134 7.9-8.0 42.8-46.3 137-149 2.0 TSI 190 188 143 7.4 35.3-39.8 160-182 Ghost 4dr saloon £227,423–£262,823 AAAAC 2.0 TSI 245 vRS 241 155 6.5 37.1-38.2 168-172 ‘A ffordable’ Rolls is a more driver-focused car than the Phantom.

1.6 TDI 115 113 124-125 9.8-9.9 51.4-56.5 131-144 Still hugely special. LxWxH 5399x1948x1550 Kerb weight 2360kg 2.0 TDI 150 148 132-134 8.2-8.3 52.8-53.3 140-149 Kadjar 5dr SUV £20,595–£29,995 AAAAC 6.6 V12 563 155 4.9-5.0 19.8-20.0 327-329 2.0 TDI 150 4x4 148 130 8.1 47.9-51.4 143-153 Fine value, practical, decent to drive and good-looking, but the 2.0 TDI 150 4x4 Scout 148 129 8.8 44.8 164 Qashqai is classier. LxWxH 4449x1836x1607 Kerb weight 1306kg Phantom 4dr saloon £362,055 AAAAA 2.0 TDI 184 vRS 182 135-140 7.7-8.2 43.5-49.6 151-170 1.2 TCe 140 138 119 10.1-10.7 41.5-44.1 TBC Phantom takes opulent luxury to a whole level.

LxWxH 5762x2018x1646 Kerb weight 2560kg 1.6 TCe 160 158 127 9.2 42.8 TBC Superb 5dr hatch £23,805–£36,675 AAAAC 1.5 dCi 115 112 112-113 11.7-11.9 55.4-60.1 TBC 6.75 TV12 563 155 5.3-5.4 20.3 318-319 Another great Czech value option that’s big on quality and space if 87 128 148 87

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Octavia Estate 5dr estate £19,515–£31,495 AAAAC AAAAB Class-leading amount of space and practicality. Comfortable, too.

Dawn 2dr open £266,055–£302,655

Jacked-up Clio is among the better downsized options. Stylish and Essentially as above, except with a detuned engine and in elegant fluent-riding. LxWxH 4122x1778x1566 Kerb weight 1184kg convertible form. LxWxH 5295x1947x1502 Kerb weight 2560kg 0.9 TCe 90 1.3 TCe 130 1.3 TCe 150 1.5 dCi 90

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Does comfort and practicality like no other. Good, frugal engines too. LxWxH 4670x1814x1461 Kerb weight 1225kg

1.0 TSI 115 1.4 TSI 150 2.0 TSI 190 R O L L S - R OYC E Grand Scenic 5dr MPV £23,515–£28,255 AAABC 2.0 TSI 245 vRS Good-looking seven-seat MPV is bland to drive and the third row Wraith 2dr coupé £224,823–£280,223 AAAAB 1.6 TDI 115 seats are tight. LxWxH 4634x1866x1655 Kerb weight 1495kg An intimate and involving Rolls. Not as grand as some, but other 2.0 TDI 150 traits make it great. LxWxH 5285x1947x1507 Kerb weight 2360kg 2.0 TDI 184 vRS 1.2 TCe 140 138 118 11.4 39.8-40.9 TBC 1.8 dCi 120 118 120 12.1 TBC TBC 6.6 V12 624 155 4.6 19.8 327 138 118

2.0 dCi 175 2.0 dCi 175 4WD X-Tronic

P

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108 108 136

106-112 11.0-12.4 404-44.9 120-131 109 12.0 39.2 127 124 10.2 37.7-38.8 141 TESLA

Model S 5dr hatch £72,850-£84,140

AAAAB

Model X 5dr SUV £81,050-£88,050

AAAAB

Large range makes it not only a standout EV but also the future of Musso 5dr SUV £25,133-£35,033 AAACC luxury motoring. LxWxH 4978x1963x1445 Kerb weight 2108kg Fabia 5dr hatch £12,260–£18,835 AAABC Practical pick-up has a refined engine and direct steering, but ride Standard range 323 140 4.2 TBC 0 Comfortable, affordable, easy-to-drive and attractive, but no more needs refinement. LxWxH 5095x1950x1840 Kerb weight 2155kg Long range 602 155 4.1 TBC 0 so than its rivals. LxWxH 4009x1958x1452 Kerb weight 1151kg 2.2d 181 178 115-121 12.2 TBC TBC Ludicrous Performance 602 155 2.4 TBC 0 FA C T F I L E

Price £19,999 Engine 8 cyls in 90deg V, 5341cc, petrol Power 375bhp at 6250rpm Torque 361lb ft at 4500rpm 0-60mph 5.4sec 0-100mph 13.0sec Standing quarter mile 13.7sec, 102mph 60-0mph na Top speed 170mph Economy 13.5mpg W H AT H A P P E N E D N E X T…

Several versions of the V8 Vantage followed, including the more luxurious Oscar India, the convertible Volante and the more powerful X-pack, featuring the engine from the quirky V8 Zagato. Some ‘Cosmetic’ Vantages were produced for the US using the basic engine from the V8 coupé.

Limited production numbers have kept used values extremely strong, with prices starting around the £250,000 mark.

88 AUTOCAR.CO.UK 10 APRIL 2019

Fabia Estate 5dr estate £14,160–£19,070

127 128-130 124-127 125-128 133-136

Rexton 5dr SUV £28,995–£38,995

AAABC

A vast improvement. Better on the road but without ditching its argicultural roots. LxWxH 4850x1960x1825 Kerb weight 2102kg 2.2d 181

178

115

11.3-11.9 TBC

TBC

A genuine luxury seven-seat electric SUV which also has a large range. LxWxH 5036x2070x1684 Kerb weight 2459kg Long range Ludicrous Performance

602 602

AAAAC

Aygo 3dr hatch £9695–£14,595

1.0 MPI 75 1.0 TSI 95 1.0 TSI 110 1.0 TSI 110 DSG

1.0 VVT-i

105 115 122 121

15.2 10.9 9.7 10.2

Rapid Spaceback 5dr hatch £14,635–£18,930

49.6 50.4-51.4 49.6-51.4 47.1-47.9

128-130 124-128 125-129 134-136

AAABC

With the Rapid’s skinny body, a hatchback shape makes the most sense. LxWxH 4304x1706x1459 Kerb weight 1090kg 1.0 TSI 95 1.0 TSI 110 1.0 TSI 110 DSG

93 108 108

114 122 121

11.1 9.9 10.2

49.6-51.4 126-129 49.6-50.4 128-130 46.3-47.1 135-138

4.7 2.8

TBC TBC

0 0

T OYO TA

Far more practical, majoring on boot space while doing what a good Skoda should. LxWxH 4271x1958x1473 Kerb weight 1182kg 74 94 108 108

155 155

AAACC

Impactful styling does a lot to recommend it, but not as refined nor as practical as some. LxWxH 3455x1615x1460 Kerb weight 840kg 71

99

13.8

Yaris 5dr hatch £13,515–£26,295

45.8-57.7 TBC AAABC

Stylish interior but ultimately a scaled-down version of bigger Toyotas. LxWxH 3495x1695x1510 Kerb weight 975kg 1.0 VVT-I 1.5 VVT-I 1.5 VVT-I Hybrid 1.8 VVT-I GRMN

67 108 71 206

96 108 102 143

15.3 11.0-11.2 11.8 6.3

61.1-61.4 54.3-57.6 67.3-76.3 TBC

TBC TBC TBC TBC

N E W CAR PR I CES P

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C-HR 5dr SUV £21,880–£29,170

/62

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AAAAC

Coupé-shaped crossover certainly turns heads and impresses on the road. LxWxH 4360x1795x1565 Kerb weight 1320kg 1.2 Turbo 1.2 Turbo AWD 1.8 VVT-I Hybrid

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Crossland X 5dr SUV £17,710–£23,080

om

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AAABC

Vauxhall’s small SUV is competent enough but lacks any real character. LxWxH 4212x1765x1605 Kerb weight 1245kg

r (b

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T-Roc 5dr SUV £19,270–£31,050

/62

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114-118 10.9-11.1 39.7-41.5 TBC 111 11.4 34.0-34.4 TBC 105 11.0 55.3-57.6 TBC

A real go-anywhere vehicle. Totally rugged and available with seven seats. LxWxH 4335x1885x1875 Kerb weight 2010kg 2.8 D-4D

171

109

12.1-12.7 27.4-31.0 TBC

GT86 2dr coupé £27,285–£31,795 197

130-140 7.6-8.2

Prius 5dr hatch £24,245–£28,350

AAAAC 2.0 DOHC Turbo

Better all round compared with its predecessors. Challenging looks, though. LxWxH 4540x1760x1470 Kerb weight 1375kg 1.8 VVT-i Hybrid

112

10.6

42.2-44.1 39.8-46.3 42.2-44.1 55.4-58.9

TBC TBC TBC TBC

AAABC

108 99 128

109 107 115

11.9 12.7 10.6

38.2-40.9 TBC 42.8-47.9 TBC 47.1-49.6 TBC

V O L K S WA G E N

Up 3dr/5dr hatch £9825–£23,650

AAAAC

It’s no revolution, but VW’s hallmarks are in abundance. LxWxH 3600x1428x1504 Kerb weight 926kg

1.0 60 1.0 75 Prius Plug-in Hybrid 5dr hatch £31,695–£33,895 AAAAC 1.0 90 Plug-in version is clever and appealing. Seems more comfortable in 1.0 115 its skin. LxWxH 4645x1760x1470 Kerb weight 1530kg e-Up 1.8 VVT-i Hybrid 120 101 11.1 235.4 TBC 120

14.0 10.6 9.1 9.9

Tiguan Allspace 5dr SUV £30,095–£41,040

60.1-61.4 TBC

59 74 88 113 81

100 106 114 119 80

14.4 13.2-13.5 9.9 8.8 12.4

53.3-54.3 51.4-53.3 54.3-55.4 49.6-50.4 TBC

TBC TBC TBC TBC 0

1.5 TSI EVO 150 2.0 TSI 190 4Motion 2.0 TDI 150 2.0 TDI 150 4Motion 2.0 TDI 190 4Motion

148 188 148 148 187

123 130 124-126 123-124 130

9.5 7.9 9.8 9.9 8.6

Touareg 5dr SUV £49,095–£58,295 228 282

135 148

hp

285 385

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WESTFIELD

AAAAC

1.6 Sigma 1.6 Sigma 2.0 Duratec 2.0 Ecoboost

135 155 200 252

TBC TBC TBC TBC

TBC TBC TBC TBC

TBC TBC TBC TBC

Mega 2dr coupé £14,999–£15,595

TBC TBC TBC TBC AAABC

Mega engines make it rapid, but not as fun as Caterham’s R range.

LxWxH TBC Kerb weight TBC 1.3 Suzuki Hyabusa 2.0 VTEC S2000

177 240

136 TBC

3.0 TBC

TBC TBC

TBC TBC

ZENOS

E10 0dr coupé £26,995–£39,995

AAAAB

The latest in a long line of mid-engined British marvels. Expect a dedicated following. LxWxH 3800x1870x1130 Kerb weight 700kg 250 350

145 155

4.0 3.0

TBC TBC

TBC TBC

TBC TBC TBC TBC TBC

AAAAC

Hints of ritziness and sportiness don’t impinge on this functional luxury SUV’s appeal. LxWxH 4878x2193x1717 Kerb weight 1995kg 3.0 V6 TDI 231 3.0 V6 TDI 286

r (b

Sport Turbo is very quick and fun but not a patch on the Caterhams. LxWxH TBC Kerb weight TBC

AAAAC 2.0 Ecoboost S

35.3-35.8 TBC 43.5-44.1 38.2-38.7 38.2-38.7

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Sport 2dr coupé £19,950–£35,800

Van-based people carrier is usable, spacious and practical, if not Has all the Tiguan’s sensibility and refinement, now with the bonus 2.3 Ecoboost R very pretty to look at. LxWxH 4403x1841x1921 Kerb weight 1430kg of seven seats. LxWxH 4486x1839x1654 Kerb weight 1490kg

AAAAB 1.2 Turbo 110 1.5 Turbo D 100 1.5 Turbo D 130 32.8-33.2 TBC AAAAC

105 117 128 111

Combo Life 5dr MPV £20,130-£22,230

Almost the most fun you can have on a limited budget. Splendid.

LxWxH 4240x1775x1320 Kerb weight 1247kg 2.0i

81 108 128 101

P

VW’s junior SUV is beguiling and sophisticated. It drives rather well, 2.3 DOHC Turbo RR too. LxWxH 4234x1992x1573 Kerb weight 1270kg

1.0 TSI 115 113 116 10.1 43.5-44.8 TBC 1.5 TSI EVO 150 148 127 8.3 38.7-42.2 TBC 1.5 TSI EVO 150 4Motion 148 127 8.4 34.0-34.9 TBC 2.0 TSI 190 4Motion 187 134 7.2 34.0-34.4 TBC Corolla 5dr hatch £21,300–£30,340 AAAAC 1.6 TDI 115 113 116 10.3 49.6-50.4 TBC Rebranded hatch has rolling refinement, interior ambience and Mokka X 5dr SUV £20,640–£25,840 AAABC 2.0 TDI 150 148 124 8.6 48.7-50.4 TBC affable handling. LxWxH 4370x1790x1435 Kerb weight 1340kg Compact and competent but lacks any persuasive qualities.

2.0 TDI 150 4Motion 148 124 8.7 45.6-46.3 TBC LxWxH 4275x1780x1658 Kerb weight 1394kg 1.2 VVT-I 114 124 9.3 39.2-44.8 TBC 1.8 VVT-I Hybrid 122 111 10.9 55.3-62.7 TBC 1.4 Turbo 140 138 119-122 9.3-10.1 34.4-36.7 TBC Tiguan 5dr SUV £23,990–£38,790 AAAAC 2.0 VVT-I Hybrid 180 111 7.9 50.4-43.2 TBC 1.4 Turbo 140 4x4 138 116 9.3 34.4-39.2 TBC An improvement on the previous model and will continue to sell by the bucket load. LxWxH 4486x1839x1654 Kerb weight 1490kg 1.6 CDTi 136 134 117-118 9.3-10.3 43.5-50.4 TBC RAV4 5dr SUV £29,635–£36,640 AAACC 1.5 TSI EVO 130 128 119 10.2 39.8-40.9 TBC A solid option but ultimately outgunned by Korean competition.

Grandland X 5dr SUV £23,410–£34,930 AAACC 1.5 TSI EVO 150 148 124 9.2 36.7-38.2 TBC LxWxH 4605x1845x1675 Kerb weight 1605kg Does well to disguise its 3008 roots but too bland to stand out in a 2.0 TSI 190 4Motion 188 131 7.9 39.2-42.8 TBC congested segment. LxWxH 4477x1811x1630 Kerb weight 1350kg 2.0 TSI 230 4Motion 2.5 Hybrid 194 112 8.4 48.7-50.4 TBC 228 142 6.3 29.7-30.4 TBC 2.5 Hybrid AWD 194 112 8.4 47.8-48.7 TBC 1.2 Turbo 130 128 117 10.9-11.1 37.7-42.8 TBC 2.0 TDI 150 148 125-127 9.3 44.8-47.9 TBC 1.5 Turbo D 130 128 116 11.3 49.6-53.3 TBC 2.0 TDI 150 4Motion 148 124-125 9.3 39.2-42.2 TBC 175 133 9.1 42.8-45.6 TBC 2.0 TDI 190 4Motion 187 131 7.9 38.7-39.2 TBC Land Cruiser 5dr SUV £34,690–£54,040 AAABC 2.0 Turbo D 177 112 112 119

1.2i 83 1.2i Turbo 110 1.2i Turbo 130 1.5 Turbo D 102

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33.2-34.9 TBC 32.8-34.9 TBC

W H AT ’ S C O M I N G W H E N

V O LV O

V40 5dr hatch £23,995–£29,820

AAAAC Polo 5dr hatch £14,330- £23,155 AAAAC Not perfect, but handsome, well-packaged, pragmatic and likeable.

AAACC A thorough going-over makes it more mature, but the Polo is still a LxWxH 4370x2041x1470 Kerb weight 1417kg bit boring. LxWxH 4053x1946x1461 Kerb weight 1105kg Expensive, old and ugly variant of the Prius, but can carry seven.

2.0 D2 116 118 10.5 47.9-56.5 TBC LxWxH 4645x1775x1575 Kerb weight 1500kg 1.0 65 64 102 15.5 47.1-48.7 TBC 2.0 D3 145 130 8.4 47.1-55.4 TBC 1.8 VVT-i Hybrid 132 103 11.3 47.0-48.7 TBC 1.0 80 78 106 15.4 46.3-48.7 TBC 2.0 T2 119 118 9.8 38.2-42.8 TBC 1.0 TSI 95 93 116 10.8 44.8-52.3 TBC 2.0 T3 148 130 8.3 37.2-42.8 TBC VA U X H A L L 1.0 TSI 115 113 124 9.5 44.8-49.6 TBC Viva 5dr hatch £10,480–£12,805 AAABC 2.0 TSI GTI 200 197 147 6.7 38.7-39.8 TBC V40 Cross Country 5dr hatch £28,070–£29,819 AAAAC Plenty of space but lacks its rivals’ equipment, joie de vivre and 1.6 TDI 80 79 109 12.9 53.3-55.4 TBC Handsome hatchback gets a rugged makeover but loses some of refinement. LxWxH 3675x1595x1485 Kerb weight 939kg its likeable nature. LxWxH 4369x2041x1439 Kerb weight 1428kg 1.6 TDI 95 93 115 10.8 53.3-55.4 TBC 1.0i 74 106 13.1-14.0 45.6 TBC 2.0 D3 145 118 8.5 47.9-55.4 TBC Golf 3dr/5dr hatch £18,765–£35,635 AAAAB 2.0 T3 1.0i Rocks 72 106 13.1 45.6 TBC 148 130 8.5 37.2-40.9 TBC

Prius+ 5dr MPV £27,830–£30,175

Does exactly what everyone expects. Still the king of the family Adam 3dr hatch £13,850–£15,700 AAACC car. LXWXH 4258x1790x1492 Kerb weight 1206kg Certainly looks the part, but there are better superminis ahead of 1.0 TSI 85 83 112 11.9 48.7-50.4 TBC it. LxWxH 3698x1720x1484 Kerb weight 1101kg 1.0 TSI 115 113 123 9.8 41.5-57.6 TBC 1.2i 70

1.5 TSI EVO 130 128 130 9.1 44.1-46.3 TBC 1.5 TSI EVO 150 148 134 8.3 42.2-45.6 TBC AAABC 2.0 TSI 245 GTI Performance 241 154-155 6.2 36.7-37.7 TBC Refined, stylish and practical, but its engines aren’t so good.

2.0 TSI 300 4Motion R 296 155 4.6-5.1 32.5-32.8 TBC LxWxH 4021x1736x1479 Kerb weight 1141kg 1.6 TDI 115 113 123 10.2-10.5 50.4-55.4 TBC 1.4i 75 74 101 15.5 42.2-43.5 TBC 2.0 TDI 150 148 133-134 8.6 50.4-52.3 TBC 1.4i 90 88 109 13.2 38.2-42.8 TBC 2.0 TDI 184 GTD 181 143-144 7.4-7.5 48.7-52.3 TBC 1.4i Turbo 100 98 115 11.0 42.8-43.5 TBC e-Golf 134 93 9.6 TBC 0 1.4i Turbo 150 148 129 8.9 40.4-42.2 TBC Golf Estate 5dr estate £21,345–£36,835 AAAAB Astra 5dr hatch £18,900–£26,030 AAAAC Practical load-lugging estate doesn’t erode the well-rounded Golf 69

103

14.9

43.5-44.1 TBC

Corsa 3dr/5dr hatch £11,730–£19,735

Good handling and nice engines, but its working-class roots still show through. LxWxH 4370x1809x1485 Kerb weight 1244kg 1.0i Turbo 105 1.4i Turbo 125 1.4i Turbo 150 1.6 CDTi 110 1.6 CDTi 136

103 123 148 108 134

121 127 134 124 127

10.5 8.6 7.8 10.2 9.0

45.6-47.9 43.5-45.6 38.2-44.1 55.4-58.9 48.7-57.6

TBC TBC TBC TBC TBC

package. LxWxH 4567x1799x1515 Kerb weight 1295kg 1.0 TSI 115 1.5 TSI EVO 130 1.5 TSI EVO 150 2.0 TSI 300 4Motion R 1.6 TDI 115 2.0 TDI 150 2.0 TDI 184 GTD

108 128 148 296 113 148 181

TBC TBC 131 9.5 135 8.7 155 4.8 124 10.7 134-135 8.9 143-144 7.8-7.9

41.5-44.8 43.5-47.1 41.5-44.8 32.5-32.8 49.6-57.6 50.4-52.3 47.9-49.6

TBC TBC TBC TBC TBC TBC TBC

S60 4dr saloon £37,920

AAAAC

Fresh-faced saloon now sits comfortably among the ranks of its German peers. LxWxH 4761x1916x1437 Kerb weight 1616kg 2.0 T5

248

145

6.5

V60 5dr estate £32,410–£41,460

35.3-39.8 152-155 AAAAB

Spacious and comfortable, with a characterful, Scandi-cool design.

LxWxH 4761x1916x1427 Kerb weight 1729kg 2.0 D3 2.0 D4 2.0 T5

147 187 246

127 137 145

9.5 7.6 6.7

V60 Cross Country 5dr estate £38,270

45.6-55.4 TBC 46.3-55.4 TBC 34.0-38.7 TBC AAAAC

Brings extra ride height, all-wheel drive and off-road body cladding.

LxWxH 4784x1916x1499 Kerb weight 1792kg 2.0 D4

187

130

8.2

S90 4dr saloon £36,120–£58,555

42.8-47.9 TBC AAAAC

Volvo’s mid-sized exec majors on comfort, style and cruising ability. LxWxH 4963x2019x1443 Kerb weight 1665kg

2.0 T4 185 130 8.7 33.2-37.7 TBC 2.0 T5 248 140 6.8 33.2-37.7 TBC Astra Sports Tourer 5dr estate £20,350–£24,680 AAAAC 2.0 D4 185 140 8.2 43.5-50.4 TBC More composed and practical than the hatchback.

Golf SV 5dr MPV £21,000–£29,320 AAAAC 2.0 D5 PowerPulse AWD 228 145 7.0 39.2-43.5 TBC LxWxH 4702x1809x1510 Kerb weight 1273kg Probably the least appealing member of the Golf family but still 2.0 T8 Twin Engine AWD 310 155 4.8 97.4-117.7 TBC resolute. LxWxH 4338x2050x1578 Kerb weight 1335kg 1.0i Turbo 105 103 121 11.0 45.6-47.9 TBC 1.4i Turbo 125 123 127 9.0 43.5-45.6 TBC 1.0 TSI 85 83 110 13.0 47.1-47.9 TBC V90 5dr estate £38,120–£60,555 AAAAC 1.4i Turbo 150 148 134 8.2 37.7-44.1 TBC 1.0 TSI 115 113 119 11.3 41.5-43.5 TBC luxury estate takes on the 5 Series and the E-Class. Comfy and a good cruiser. LxWxH 4936x2019x1475 Kerb weight 1679kg 1.6 CDTi 110 108 121 10.7 54.3-58.9 TBC 1.5 TSI EVO 130 128 126 9.6 41.5-45.6 TBC 1.6 CDTi 136 134 127 9.5 47.9-57.6 TBC 1.5 TSI EVO 150 148 132 8.8 40.9-42.8 TBC 2.0 T4 185 130 8.9 33.2-37.7 TBC 1.6 TDI 115 113 119 11.0 48.7-55.4 TBC 2.0 T5 248 140 6.7 33.2-37.7 TBC Insignia Grand Sport 5dr hatch £19,940–£37,620 AAAAC 2.0 TDI 150 148 130 9.2 49.6-52.3 TBC 2.0 D4 185 140 8.5 43.5-50.4 TBC The good-looking and tech-filled Insignia makes an attractive 2.0 D5 PowerPulse AWD 228 145 7.2 39.2-43.5 TBC proposition. LxWxH 4897x1863x1455 Kerb weight 1714kg Passat 4dr saloon £23,495–£33,575 AAAAC 2.0 T8 Twin Engine AWD 310 155 4.8 97.4-117.7 TBC 1.5 Turbo 140 138 130 9.3 42.8-44.1 TBC Lands blows on rivals with its smart looks, civilised refinement, quality and usability. LxWxH 4767x2083x1476 Kerb weight 1367kg V90 Cross Country 5dr estate £43,020–£57,935 1.5 Turbo 165 162 138 8.4 38.7-44.1 TBC AAAAC 1.6 Turbo 200 198 146 7.2 36.7-39.8 TBC 1.5 TSI EVO 150 148 135 8.6 43.5-47.1 TBC Volvo’s large comfy estate given a jacked-up, rugged makeover.

LxWxH 4936x2019x1543 Kerb weight 1826kg 1.6 Turbo D 110 108 127 10.9 55.4-57.6 TBC 1.6 TDI 150 148 135 8.9 49.6-53.3 TBC 1.6 Turbo D 136 134 126-131 9.9-10.2 47.1-54.3 TBC 2.0 TDI 190 188 146 8.1 49.6-50.4 TBC 2.0 D4 AWD 185 130 8.8 40.4-43.5 TBC 2.0 Turbo D 170 167 139-140 8.2-8.4 43.5-51.4 TBC 2.0 D5 PowerPulse AWD 228 140 7.5 38.2-40.9 TBC 2.0 BiTurbo D 210 4x4 207 144 7.4-7.5 36.7 TBC Passat Estate 5dr estate £25,095–£35,175 AAAAC 2.0 T5 AWD 250 140 7.4 30.4-32.5 TBC All the Passat’s redeeming features in spacious, practical estate 2.0 T6 AWD 310 140 6.3 30.4-32.5 TBC Insignia Sports Tourer 5dr estate £21,500–£39,120 AAAAC form. LxWxH 4767x2083x1516 Kerb weight 1395kg The practical version of the Insignia that aims to take the fight to 1.5 TSI EVO 150 148 135 8.6 38.7-44.8 TBC XC40 5dr SUV £29,910–£38,020 AAAAC premium rivals. LxWxH 4986x1863x1514 Kerb weight 1487kg 1.6 TDI 150 148 135 8.9 49.6-53.3 TBC Volvo’s take on the crossover aims to rival BMW, Mercedes and Audi. LxWxH 4425x1910x1658 Kerb weight 1626kg 1.5 Turbo 140 138 129 9.6 40.9-42.8 TBC 2.0 TDI 190 188 146 8.1 47.9-51.4 TBC 1.5 Turbo 165 162 135 8.6 37.7-42.8 TBC T3 152 124 9.4 36.7-39.8 TBC 1.6 Turbo 200 198 144 7.4 36.2-39.2 TBC Arteon 4dr saloon £33,320–£40,425 AAABC T4 AWD 185 130 8.5 32.8-35.3 TBC 1.6 Turbo D 110 108 125 111.1 53.3-55.4 TBC VW’s flagship saloon is well-made and luxurious but rather bland to T5 AWD 243 140 6.5 31.0-34.0 TBC drive. LxWxH 4862x1871x1450 Kerb weight 1505kg 1.6 Turbo D 136 134 127-132 10.1-10.5 46.3-52.3 TBC D3 145 124 9.8 44.1-51.4 TBC 2.0 Turbo D 170 167 137-139 8.4-8.6 42.2-49.6 TBC 1.5 TSI EVO 150 148 137 8.9 39.2-40.4 TBC D3 AWD 145 124 7.5 42.8-44.8 TBC 2.0 BiTurbo D 210 4x4 207 144 7.4-7.5 36.2-36.7 TBC 2.0 TSI 190 187 149 7.5 TBC TBC D4 AWD 185 130 7.9 39.8-44.1 TBC 2.0 TSI 272 4Motion 270 155 5.6 32.5-33.2 TBC Insignia Country Tourer 5dr estate £27,150–£30,365 AAAAC 2.0 TDI 150 148 137 9.1 49.6-52.3 TBC XC60 5dr SUV £38,320–£60,670 AAABC Spacious estate gets a rugged makeover – and it doesn’t spoil the 2.0 TDI 190 187 148 8.0 48.7-50.4 TBC Looks like a small XC90 and carries on where the old one left off. A fine formula. LxWxH 4986x1863x1514 Kerb weight 1666kg good, capable cruiser. LxWxH 4688x1999x1658 Kerb weight 1781kg 2.0 TDI 190 4Motion 187 145 7.8 43.5-44.8 TBC 2.0 Turbo D 170 167 135-137 8.6-8.8 41.5-47.1 TBC 2.0 BiTDI 240 4Motion 236 152 6.5 TBC TBC 2.0 D4 AWD 185 127 8.4 36.7-44.8 TBC 2.0 Turbo D 170 4x4 167 135 9.3 41.5-47.1 TBC 2.0 D5 PowerPulse AWD 228 137 7.2 35.3-40.4 TBC 2.0 BiTurbo D 210 4x4 207 142 7.7 36.2 TBC Touran 5dr MPV £24,045–£30,870 AAAAC 2.0 T5 AWD 247 137 6.8 30.1-34.0 TBC Dull overall, but it’s a capable MPV, well-made and hugely refined.

2.0 T8 Twin Engine 310 140 5.3 83.1-100.9 TBC

LxWxH 4527x1829x1659 Kerb weight 1436kg 1.0 TSI 115 1.5 TSI EVO 150 1.6 TDI 115 2.0 TDI 150

113 148 113 148

119 130 118 128-129

11.3 8.9 11.4 9.3

39.2-41.5 37.2-39.8 47.9-51.4 TBC

TBC TBC TBC TBC

XC90 5dr SUV £51,860–£72,795

2.0 D5 PowerPulse AWD 2.0 T5 AWD AAAAB 2.0 T6 AWD Full-sized seven-seater offers versatility, space, VW desirability 2.0 T8 Twin Engine

Sharan 5dr MPV £29,115–£39,350

and tidy handling. LxWxH 4854x1904x1720 Kerb weight 1703kg 1.4 TSI 150 2.0 TDI 115 2.0 TDI 150 2.0 TDI 177

148 113 148 175

123-124 114 123-124 132-136

9.9 12.6 10.3 8.9

31.4-35.8 TBC 39.8-43.5 39.8-40.4

TBC TBC TBC TBC

AAAAC

Clever packaging, smart styling, good to drive: Volvo’s closest thing to a class-leader. LxWxH 4950x2008x1776 Kerb weight 1961kg 228 250 310 310

05 0dr open £59,995- £89,995

137 134 143 140

7.8 7.9 6.5 5.6

34.0-36.7 26.9-30.4 26.2-28.8 74.3-83.1

TBC TBC TBC TBC

VUHL

AAAAC

Mexican track-day special has a pleasingly pragmatic and forgiving chassis. LxWxH 3718x1876x1120 Kerb weight 725kg

Porsche Cayenne Coupé On sale May, price £62,129 Love them or hate them, coupé-SUVs like the Mercedes-Benz GLE and BMW X6 are undeniably strong sellers. Porsche wants a bit of the action, and has recently revealed the rakish Cayenne Coupé. Taking the petrol and hybrid engine range, mechanicals and technology from the standard Cayenne, the Coupé focuses on adding a bit more style at the expense of practicality. It is due to go on sale in May. APRIL

BMW 7 Series facelift, 8 Series cabriolet, X2 M35i, X7, Jaguar XE facelift, Mazda 3, McLaren 720S Spider, Range Rover Evoque, Skoda Scala, Toyota RAV4 M AY

Audi A4 facelift, R8 facelift, Bentley Continental GTC, DS 3 Crossback, Porsche Cayenne Coupé JUNE

Audi Q4, Q7 facelift, SQ2, Hyundai Tucson N Line, Lexus RC and RC F facelift, Peugeot 508 SW J U LY

Aston Martin DBS Superleggera Volante, Audi RS6 Avant, RS7, SQ8, BMW 330e and M340i, X3 and X4M, Ford Ranger Raptor, Mercedes-Benz GLC and GLC Coupé facelift, GLS, Tesla Model 3, Toyota Camry AU G U S T

Bentley Bentayga Speed, Ford Focus ST, McLaren 600LT Spider, Mercedes-Benz EQC, Renault Zoe, Skoda Kamiq, Toyota Corolla Trek, Vauxhall Corsa, VW Golf GTI TCR SEPTEMBER

Aston Martin DBX, Audi E-tron Sportback, Hyundai Ioniq facelift, McLaren Senna GTR, Mercedes-Benz CLA Shooting Brake, Nissan Juke, Porsche 718 Cayman GT4, Taycan, Range Rover Velar SVAutobiography, Skoda Superb, Toyota Supra, Volvo XC90 update, VW Passat facelift OCTOBER

Aston Martin Valkyrie, Bentley Bentayga Hybrid, BMW 1 Series, 8 Series Gran Coupé, Ford Mondeo, Jaguar XF, Kia Ceed PHEV, Land Rover Discovery Sport facelift, Mercedes-Benz V-Class, Peugeot 3008 PHEV, 508 PHEV, Vauxhall Astra facelift, Vivaro, VW T-Roc R N OV E M B E R

Aston Martin Rapide E, Bentley Flying Spur, BMW M8, X6 and X6 M, Ford Kuga, Kia Xceed, Mazda CX-3, Mercedes-AMG A45, Mercedes-Benz GLE Coupé, Peugeot 208 and 208 Electric, Polestar 1 DECEMBER

BMW 2 Series Gran Coupé, X3 PHEV, Borgward BX5, BX7, Honda e prototype, Kia Soul EV, Mazda CX-30, Mercedes-Benz GLB, Mini Cooper SE, Tesla Model Y, Vauxhall Grandland X PHEV 2 02 0

Alfa Romeo Tonale, Audi E-tron GT, Q4, Q4 E-tron, RS Q3, RS Q5, Bentley Continental GT V8 and GTC V8, BMW iX3, M3, M4, Cupra Formentor, Fiat 500, 500e, Hyundai i20 N, Jeep Compass PHEV, Renegade PHEV, Land Rover Defender, Maserati Alfieri, McLaren Speedtail, Mercedes-Benz S-Class SL, Mini Electric, Peugeot 2008, 508 Peugeot Sport Engineered, Pininfarina Battista, Polestar 2, Rolls-Royce Ghost, Seat el-Born, Leon, Skoda Octavia, Vision iV, Toyota Corolla GR Sport, Vauxhall eCorsa, VW Golf Mk8, ID hatch

10 APRIL 2019 AUTOCAR.CO.UK 89

Matt Prior

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

TESTER’S NOTES

Record recovery rate 2 February 1951

Car makers are tantalisingly close to perfecting their art fter a century and a quarter of gestation, the car has finally cracked it. Yes, there are things to be a bit gloomy about if you’re utterly committed to driving a really noisy, smelly vehicle as fast as you darned well like. But in the normal world, the car has finally won out. Every obstacle and every complaint made about it is set to be removed or overcome, and the machine that changed the world is about to morph into something the world finally accepts.

I don’t think you’d find many people who deny that cars have brought untold freedoms but, as they’ve said at considerable length over the years, cars are dirty, noisy, dangerous and elitist. In their ways, all true, but because cars have let us go where we wanted, when we wanted, we’ve put up with it. Every single one of us has used the car.

And soon we’ll be able to do it with less guilt: in future, your cars will

A

Tomorrow’s car: less smelly, less fast and less noisy 90 AUTOCAR.CO.UK 10 APRIL 2019

❝

If you have hitherto had a problem with the car, over the next two decades it’ll solve it ❞ make no sound and emit no gases or particles and their energy will (should/can) be produced renewably.

Sensors and limiters will avoid accidents and prevent antisocial use.

And although cars have been cheaper than public transport for years in most places, they’ll get cheaper still, and as they become more readily shared, reducing their footprint in towns, they’ll become even more democratic and less invasive.

And the last, less-spoken obstacle?

That they take your time and that, to date, you haven’t been able to drive and do something else simultaneously? Look, cars might never drive themselves absolutely everywhere in every condition, but they’ll be closer than any other form of transport. After all, what is a geofenced highway, on which cars seamlessly tail each other autonomously at speeds, if not a more practical, more efficient and more flexible mass transit system, with the advantage that the vehicle happens to go from exactly where you are, to where you want to go, at the precise moment you want to?

Since the invention of the car, there has never been a more disruptive time in the business than right now.

But as we start to begin to see some consensus across the industry,

coupled with the direction legislation is clearly taking, the future is starting to become clear, and the outcome is one where cars are clean, safe, efficient, quiet, fast and attainable.

If you have hitherto had a problem with the car, over the next two decades it’ll solve it.

The car came, it saw, it conquered, and now it is looking to benignly settle in its empire, a position from where I can’t see it being moved.

What alternative is better? Scooters and bikes and horses are slower, trains and buses only go on set routes and, while I’m not against the principle of affordable, personal, droney three-dimensional travel, the potential for uncontrolled descent through the z-axis is, like the incessant buzzing noise, a prospect that I suspect will keep it from catching on. Especially when a car of the near future, driving on a road network optimised for it, will frankly do pretty much all you’ll ever need.

What more, in fact, could you want? Apart from, obviously, a really noisy, smelly vehicle you can drive as fast as you like.

GET IN TOUCH

✉ matt.prior@haymarket.com @matty_prior

AT THE END of the war, Germany was left in ruins. It could well have mirrored Japan, using this as a chance to transform, but instead it rapidly rebuilt its once leading manufacturing base. This became known as ‘the economic miracle’.

As soon as 1950, German car making was properly going again, with 216,122 built – a huge 2165% increase on 1949 and just 60,685 away from the 1938 total. This was credited to the efforts of supply firms, skilled labourers and highly co-operative trade unions. FordWerke was the sole German maker to survive the war undamaged, but the biggest successes in the ’50s were Daimler-Benz and GM’s Opel, while a young Volkswagen had built 10 million Beetles as soon as 1965.

Now, following large expansion in the ’80s and ’90s, Germany is the fourth-biggest car maker in the world, producing 5.1 million in 2018.

G E T M O R E AU T O C A R



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