Autocar 25 March 2020 by Haymarket Consumer Media

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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 is MG HS Excite in Brixton Blue paint at £21,040 On the Road (OTR). Offer subject to availability, on selected models at participating dealers only. Personal Contract Purchase. Finance subject to status, T&Cs apply. Applicants must be 18+. Guarantee may be required. MG Motor Financial Services, RH1 1SR. Offer shown is available on MG HS Excite. 48 month term. £3,265.00 customer deposit. Optional final payment £6,783.00. At the end of the agreement there are three options: 1) Pay the optional final payment to own the vehicle, 2) Return the vehicle, further charges may be made subject to the condition or mileage of the vehicle or 3) Part Exchange the vehicle where equity is available. Orders or registrations from 1st January 2020 until 31st March 2020.

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new world, it doesn’t feel quite right to describe a new car as ‘vitally important’ NEW V8 JAGUAR GROWLS AT PORSCHE 911 46 even one as eagerly anticipated as the new Land Rover Defender. So from that perspective, let’s describe this car as significant, both for the firm that makes it and the British car industry (yes, even if it is made in Slovakia). The old Defender was the machine that underpinned FORD PUMA: THE ENTHUSIAST’S CROSSOVER? 36 Land Rover’s offroad authenticity and, as the debate over the new look reflects, any attempt to reinvent it was going to be divisive. Still, Land Rover clearly wanted to create FORD KUGA DRIVE COMPLETES BIG CAT TRIO 28 a true Defender, without collapsing under the burden of the name’s history. ❝ Has it managed to? Well, Matt Prior has driven the new car extensively in Namibia, and his expert opinion can be read overleaf – but, in short, yes. It may not be the Defender you recall, but it is a hugely capable, ❞ modern 4x4. As Prior notes, it’s a car STEVE CROPLEY ON WHY CANNY BUYERS MAY that can cope with all conditions on SNAG A BARGAIN IN THE MONTHS AHEAD 27 any adventure you might take it on. COVER And in this strange new STORY world, it’s good to know such NEW BENTLEY vehicles exist – so that we can all look forward to fun, bold expeditions in a brighter future.

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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

TESTED 22.2.20, NAMIBIA ON SALE MAY PRICE £49,880 (£66,000 AS TESTED)

LAND ROVER DEFENDER 110 S Does the new Defender have the off-road prowess to justify its name – and how does it drive? Cue three tough days in Namibia

Our knobbly-tyred, air-suspended cars rode the rare stretches of Tarmac with a forgiving gait don’t know if it’s bold or reckless to launch a Land Rover in Namibia. Not because of the barrenness, what with it being the second least densely populated country on earth, having a land mass three and a half times the UK’s but only 2.5 million inhabitants. Not because the terrain is challenging and so vast that there’s a national park the size of Belgium. No, it’s because the default car of choice is a Toyota. It’s not that you don’t see Land Rovers. Walk around the capital, Windhoek, and you’ll find Range Rovers as you will everywhere money lives, but out in the wilds – and Namibia is second only to Mongolia when it comes to wilds – the Hilux is king. Namibia is a country where four in 10 brand-new cars are Toyotas, where it used to be a much higher percentage than that, and where the Hilux’s capability and longevity mean that, in the places you’d really want to test a Defender, the cars that aren’t Hiluxes are other beatenup Japanese pick-ups. There are a few old series Land Rovers going on adventures, but the working or adventuring truck market is one, you have to conclude, the Defender left some time ago. What does it want to be now? Well, this is it, the new Defender, the most difficult vehicle to replace since Volkswagen tried to reinvent the Beetle. The old car had a separate chassis because that’s how you did things in 1948 and, although updated during its life, true modernisation

8 AUTOCAR.CO.UK 25 MARCH 2020

had probably faltered by the 1980s and the Land Rover hasn’t been a ubiquitous, everyman’s vehicle for most of this century. And so, as with the modern Mini, the Fiat 500 and the new Beetle, the reinvention comes. Not an easy task. “All of our marketing blah-blah about reinventing an icon is true, I think,” says Felix Bräutigam, Jaguar Land Rover’s chief commercial officer, who has joined us for the drive and, having worked at Porsche (and with a 911 GT3 RS 4.0 and the last-ever manual Jaguar F-Type in his garage), I think you’d like him a lot. “The 60-second elevator pitch for the Defender is ‘capability’,” he says. “This is not a sport utility vehicle. It’s a 4x4.” Interesting distinction, and not one I often make. What else is a 4x4,

not an SUV? Search Jeep Wrangler, Mercedes G-Class and Toyota Land Cruiser and you’ll find their makers all file them under ‘SUV’, but Bräutigam has stripped out the term in Defender literature. Land Rover would like you to think this is the real deal, a Land Rover like no other. “Land Rover is a three-legged stool again,” he says. Is it like the old one? If you imagine Land Rover development had continued in, say, Porsche 911 or Honda Civic style, with regular updates and model cycles and some technology step during each one, is this where you’d end up? I don’t think so: the new Defender, one of the most capable vehicles on earth though it may be, is pitched where the previous Defender left off, as a premium want-vehicle, not as ◊

Wading limit is a very generous 900mm so this poses no problem

LINE MANAGEMENT In 2017, I drove from London to Slovakia to see a piece of flat ground on which 4000 people were constructing a 300,000m2 factory that would have an output of 150,000 cars a year. The Discovery was slated for production there at the time, with Land Rover – which hadn’t announced this Defender then – staying schtum about what else would come, but it wasn’t hard to work out. Today, the Defender and Discovery, based on similar architecture, roll back to back down the same Nitra production line. Outline plans and permission does exist to double the factory’s size and output, although with where the world is at the minute, who knows when that’s likely. Replaying that drive today, consisting of mile after mile of motorway, the Discovery would probably remain the choice. But the Defender’s gentle demeanour, better infotainment and, I suspect, easier manoeuvrability in town would run it close.

FIRST DRIVES

❝ At the start of the drive, I’m told: ‘We won’t see Tarmac for another three days’

❞

TESTER’S NOTE Coil-sprung cars will run the same ride height as air spring cars on the standard setting – slightly reducing max ground clearance and wade depth accordingly. MP

❝

What’s striking is how easy the Defender tries to make all of this crawling and wading

❞

Five-door 110s and three-door 90s will make a splash when the first Defenders arrive in May ∆ the need-vehicle that is how the original series Land Rover began its life. A 911 has always been a sports car, the Civic always a family runabout. But I think the Defender has changed. That’s not necessarily a bad thing. It’s just a thing. We can discuss its looks – I will as we go on – but the trouble with assessing design is not that you and I think differently, but that as familiarity sets in, even our respective views change. I already feel differently from how I did when I saw this car last year, for better and worse. The hardware, then, is where objectivity lies. Underneath the body, with its bluff back end,

10 AUTOCAR.CO.UK 25 MARCH 2020

reassuringly familiar side-opening tailgate and three- and five-door variants badged 90 and 110, sits a derivative of Jaguar Land Rover’s big aluminium D7 architecture. Don’t think that means it’s overtly based on something else: the platform has a suffix for different models, so a Jaguar XE is a D7a and a Range Rover is a D7u and even a Jaguar I-Pace is D7e. But it means there are shared modules and crash structures and, notably, commonality in the expensive bit between the front axle and the dashboard. But the new Defender’s aluminium shell, in all of the body-in-white and not just the outer panels, is unique to this car. It sits higher than on any other Land Rover, too.

Attached to the bonded and riveted shell are steel subframes front and rear, with independent suspension all round – wishbones at the front, integral link at the back. No, it doesn’t have a separate steel chassis any more and nor is there a solid axle to be seen, as you’ll still find front and rear on a Wrangler and beneath the back of a Land Cruiser, G-Class and every pick-up. But Land Rover claims a 29kNm/ deg torsional stiffness, a 900kg maximum payload and a towing limit of 3500kg (3700kg in the US). Engine options are 2.0-litre diesels with 197bhp or 237bhp, a 2.0 petrol with 296bhp and a 3.0 V6 with 396bhp. A plug-in hybrid is coming soon: “We didn’t want to make a

last hurrah of a pre-Greta era,” says Bräutigam. “This is a justifiable car.” For now, though, we’re driving the most powerful diesel and petrol. All engines drive through a ZF eight-speed automatic gearbox. There’s no manual option and I doubt there will be. There’s an electronically controlled centre and rear differential and the Defender gets Land Rover’s Terrain Response system, so it is not a car with which you can choose to lock the differentials as you can in a Wrangler or G-Glass. But it does have a low-ratio transfer case and, remember, despite each wheel’s independence and the unitary body, it’s not an SUV. Well, we’ll see. Later, base models will have coil springs as standard, but early cars –

FIRST DRIVES TUSK TRUST (AND RED CROSS) PART OF TEST TEAM The Tusk Trust runs 50 projects across 20 African countries trying to conserve wildlife. It’s called Tusk but the charity goes further than just trying to save things with horns. It’s looking out for “anything under threat”, says founder and CEO Charlie Mayhew. That includes the poor pangolin – hunted for medicine and as a delicacy and thought by some to be the transmitter of the coronavirus to humans. You’d have thought its hard scales would have made it obvious it didn’t want to be consumed, but there you are. People. Anyway, Tusk’s work revolves around getting local communities

we’ve driven two 110 variants, with 90s coming later – will run on air springs, one of a raft of technologies that serves to improve the Defender’s off-road capability. We’ll test that a lot here. “Once through these traffic lights,” I’m told at the start of the drive, “we won’t see Tarmac again for three days.” I’ve done enough off-roading to know that this can be quite tiresome, that after three straight days of driving off road, a stretch of smooth asphalt is like a hit of warm sun at the end of winter. The Defender sets a good first impression on cushioning the blow. There are trad Defender cues – a big slab of dashboard with a grab handle at either end, with the instruments ◊

to “view wildlife as an asset rather than a threat”, to combat the annual £15 billion illegal wildlife trade. And to maintain habitat, which is under great pressure from the human population explosion. I’m telling you this not simply because Land Rover supports Tusk “not just with cars, but with money”, but also because Land Rover has had Defenders out with Tusk and organisations like the Red Cross during testing. Not only out of the goodness of their hearts, but “they are one of our target groups”, says Jaguar Land Rover’s Felix Bräutigam, “because it’s good business”.

Side-hinged tailgate is a nod to the original Defender, as are some of our test car’s accessories 25 MARCH 2020 AUTOCAR.CO.UK 11

HOW T HE DEF ENDER’S OF F-ROA D STAT S COMPA R E When listing the most capable factory-fresh off-roaders, there are a few standouts – the Ford Ranger Raptor and Jeep Wrangler the two most notables, in my experience. The numbers suggest how capable the Defender will be against them – although because they have separate steel chassis and the Defender

doesn’t, it’s feasible you won’t mind bashing the underside of them as much as you will the Defender’s. But in terms of raw numbers, especially approach and departure numbers, the Defender – at least, on air springs, in maximum height – has nothing to fear. A full back-to-back test will follow later in the year.

❝

The reason for the knobbly tyres and the extra kit is the terrain. Namibia has it all

❞

LAND ROVER DEFENDER

38.0º Wade depth: 900mm

28.0º

40.0º

Ground clearance: 291mm

JEEP WRANGLER

35.4º Wade depth: 760mm

20.0º

30.7º

Ground clearance: 242mm

FORD RANGER RAPTOR

32.5º Wade depth: 850mm

24.0º

27.0º

Ground clearance: 283mm

PETER LIDDIARD

Defender tackles terrain like this with an indomitable yet easy-going manner ∆ in their own little binnacle. The steering wheel is huge, driving position high, seats large (that’s new) and visibility good (that’s not new). You can see where the car ends, where its sides are, and the door mirrors are big, too. As well they might be: while the old Defender was as narrow as a Ford Fiesta and as long as a Ford Focus, this new model is 2105mm wide across its mirrors and 5018mm long, including the spare wheel – a luxury car footprint with Land Rover’s longest wheelbase, at 3022mm. The 90 is half a metre shorter in both wheelbase and length. Interior materials feel good, albeit this is a higher-spec car. There are some exposed structural elements and Torx-head bolts to enhance the adventurous feel; although that’s better achieved by the amount of storage space and charge outlets the Defender brings you, which, as you’ll know if a lot of you are travelling for a long time, is what really matters. And there’s a new infotainment

12 AUTOCAR.CO.UK 25 MARCH 2020

system. Touchscreen, yes, but it’s good. No, I mean it. For the first time in a Land Rover, it’s genuinely quick, clear and confident. You can have two or two-and-a-bit seats in the front, with a middle jump seat you’d use to get a lift home from the pub but for no longer than that. There are three seats in the rear with massive head and leg room – the top window is a nice touch but no more than a distant porthole – and you can spec two seats in the spacious boot (although not with the jump seat). The boot, at 916 litres to 2233 litres with the second row folded, is cavernous, and although you’d probably get a wider access hatch if the tailgate lifted, rather than swung sideways, remember it’s a Defender. The control weights are not traditional Defender. They’re light, positive, progressive and, as we mooch out into the countryside, it feels easy and laid back. I think that’s important in a car that claims to be so capable; a Land Cruiser manages

it in similar fashion. If you’re going to spend a long time in one of these, in abnormal road conditions, you’ll want a car that’s ergonomically easy to rub along with. You can make a case on a car’s various ultimate offroad credentials (and see the hard numbers, above left) but reducing fatigue counts. The ride feels easy, too, on big empty roads where it lopes along with plenty of breath in its lungs. The steering doesn’t tell you much or self-centre greatly but it’s accurate and stability is good. A few caveats: we’re largely on rough roads – a brief stretch on asphalt suggests the Defender is an engaging road drive too. The steering gains weight and response as forces build, the ride’s composed, pliant, but with tight body control and wellcontained roll. And we’re on knobbly tyres rather than more road-biased ones. Also, there’s a roof rack and ladder and a bunch of kit on top of the car, which probably doesn’t help

dynamics, so I’m impressed that the Defender feels so sure-footed. The reason for the tyres and the kit, of course, is the terrain. Namibia has all of it. In places, it’s rocky, with oodles of small loose stones or big solid ones, but all able to snag a tyre sidewall. And at times, it’s sandy, dune-like or more solid or in a riverbed, which when we drive through is flooded with sufficient water to make for a tough wading test, with thick mud beneath. Bar slippery grass, which will be the standard UK test, Namibia has got everything. What I do like about the Defender’s design is how it interacts with its surroundings. The drag coefficient is a reasonable Cd 0.38 but there’s still been the chance to leave little shelves around the lights that attract and trap dirt and dust; an old Defender does the same and it’s something that would be annoying on a BMW 3 Series but works nicely here. How well the Defender’s appearance will otherwise mature ◊

FIRST DRIVES

Launch line-up runs to 197bhp and 237bhp 2.0 diesels and 296bhp 2.0 and 396bhp 3.0 petrols. Low-ratio gearing is standard 25 MARCH 2020 AUTOCAR.CO.UK 13

∆ I don’t know, but following one today, it’s novel and largely avoids caricature. In essence, Land Rover admits it gives Discovery 4 owners a car to move on to, but in design terms, there are also shades of firstgeneration Freelander about its stance when you see it moving. The Defender is equal to whatever terrain we put its way. It’s hard to say how much better or worse than the key rivals it is (even when we do conduct back-to-back testing in the UK, we’ll find muddy ground can change as we drive over it, making exact replication hard). But the raw numbers are strong, particularly with the suspension on its highest setting. And with the gearbox in low ratio, both the diesel but more so the petrol have decent urge. The diesel can get a little bogged as you try to keep momentum along soft riverbeds (it is a 2248kg car) and, with no separate chassis, there are no slide rails at the back, but the rear overhang is short, the floor flat, and the front bumper and skid plate the lowest part of the car – so if you clear objects with those, it should clear all the way along. What’s striking, though, and unusual, is how easy the Defender tries to make all of this crawling and wading. In a Wrangler, it feels like off-roading is how you challenge yourself, as you choose to lock the differentials and disconnect the anti-roll bars via cabin switches. Wranglers are incredibly capable, and I love them for it, partly because they make off-roading feel like a hobby. The Defender tries not to make it a chore. As standard on the models you can spec at the moment is the Terrain Response system that manipulates suspension, differentials, brakes, traction control and more on the go. It also has 360deg cameras, including a through-bonnet one showing the front wheels, and even a wade sensor that tells you when you’re approaching its 900mm depth limit – in case water approaching the windows doesn’t let you know. That means you have to get out of the car less, fiddle with buttons less, poke a stick into a stream less, and stay comfortable and at the right temperature more. Tick a couple of boxes and fit the right towbar and it’ll even tell you how much weight is on the towball and run a trailer tail-light check without you having to leave your seat. And, yes, are there ever boxes to tick. Prices for five-door Defenders start at £45,000 but, in the specification you see here, the 2.0-litre diesel comes in at around £65,000 and this P400 petrol more like £87,000. Bräutigam admits that early-ordered cars are a “rich mix”. Although a commercial Defender will start from around £35,000, it’s also possible to spend £100,000 on a heavily optioned five-door. Which leaves the car where, exactly? Doing some things and costing similar to other Land Rovers,

14 AUTOCAR.CO.UK 25 MARCH 2020

Launch models have a standard-fit wade sensor, should you need to use it perhaps? It’s an argument I’ve considered before but a BMW X1 overlaps an X2, which does an X3 and so on through 4, 5, 6, 7 and 8, so does this matter? Over three days of musing, I never quite square myself with the price, either, once optioned, but the car’s certainly no less impressive – and no more fatiguing – even after hundreds of tough miles. I keep wondering which car I’d rather be in as terrain changes underfoot. Sometimes a Wrangler (three-door, with a Mopar lift kit, for rock crawling), sometimes a Ford Ranger Raptor (fast on sand), and if I lived in Namibia, I suspect I’d have a Toyota. But whatever the terrain, the Defender would never be out of my top two or three choices, and proper road, where it’s extremely amenable, returns as just another surface, not as a relief. Admittedly, there’s a price, but be in no doubt: this is one of the most capable vehicles in the world. MATT PRIOR

@matty_prior

Namibian expedition necessitated the provision of extra kit, carried on the roof

FIRST DRIVES VA N V E R S I O N S N E X T B U T P R O B A B LY N O T P I C K- U P S

❝

The new Defender is equal to whatever terrain we put its way

❞

So far, then, two lengths – 90 and 110 – of the Defender have been confirmed and commercial versions will be available on each. The rear seats will be removed and the side windows blanked, and the carpets removed and replaced with a hard-wearing floor. Payload for both is 900kg, with 90 prices set to start at £35,000 – making them fairly premium vans,

but commercial vehicles nonetheless. We think there will be a 130 version with some extra length behind the rear wheels, but while previous Defenders came as pick-up or as chassis cab, too, having no separate chassis doesn’t make that so straightforward. Bear in mind, too, that pick-ups need a payload of more than 1000kg to qualify for tax breaks and that might be hard to achieve.

LAND ROVER DEFENDER 110 S One of the world’s most capable vehicles, at a price

AAAAB Price

Perceived quality of our (higher-spec) car’s cabin trim was high, the design practical and the infotainment system good

£49,880 (base, £66,000 as tested) Engine 4 cyls, 1999cc, turbocharged, diesel Power 237bhp at 4000rpm Torque 317lb ft at 1400rpm Gearbox 8-spd automatic Kerb weight 2248kg Top speed 117mph 0-62mph 9.1sec Economy 31.7mpg CO2, tax band 234g/km, 37% RIVALS Jeep Wrangler Rubicon, Toyota Land Cruiser

25 MARCH 2020 AUTOCAR.CO.UK 15

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

Email our news editor lawrence.allan@haymarket.com

Mercedes’ electric luxury limo to spawn AMG version All-electric EQS flagship to get 600bhp-plus AMG-developed drivetrain; due in 2022

ercedes-Benz will launch its most ambitious electric model to date in the EQS flagship saloon – and it’s planning an AMG version that will challenge the performance car establishment with a dual-motor drivetrain making more than 600bhp and form the basis of a series of new hot zero-emissions models.

16 AUTOCAR.CO.UK 25 MARCH 2020

The S-Class-sized limousine, which is due to arrive in the UK in standard form in early 2022, is the first EQ model to be based on the German manufacturer’s scalable electric vehicle architecture (EVA). This skateboard-style structure, says Mercedes, will allow the EQS to offer unparalleled levels of accommodation and luxury

in the electric car ranks, thanks to its flat floor and clever battery packaging. Previewed by the Vision EQS concept first shown at last year’s Frankfurt motor show, the EQS is planned to take on the next-generation Jaguar XJ, which is also at an advanced stage of development and due to reach showrooms next year. Other

rivals include the Tesla Model S and the Porsche Taycan, as well as a number of new luxury cars currently being developed by electric vehicle start-up companies, including the Lucid Air and Xpeng P7. The EQS spearheads an ‘Electric First’ strategy that Mercedes research and development boss Markus Schäfer says will result in up to

50% of the firm’s sales coming from both electric and hybrid models by 2030, up from a projected 9% this year. “We want to change the way we build cars,” said Schäfer in reference to the EVA platform. “The focus is on electric drivetrains.” The EQS, known internally under the codename V297, will be Mercedes’ fifth dedicated

S PY S H OT

MERCEDES BENZ S-CL ASS

❝

The EQS will offer unparalleled levels of accommodation and luxury in the electric car ranks ❞

Seventh-generation S-Class is due to be revealed this year

IMAGE

EQS will go up against the electric-only new Jaguar XJ

IMAGE

EQ model. It follows the EQC, an SUV that has been on sale since last summer; the EQV, a van-based people carrier that’s due on sale in the coming weeks; and the EQA and EQB compact SUVs (see p18). It’s the eighth electric model to wear the EQ badge: the Smart EQ Fortwo, EQ Fortwo Cabrio and EQ Forfour also officially belong to the sub-brand. The flagship EQ model will

be distinguished from existing high-end Mercedes cars by its unique short-bonnet proportions and monolithic body devoid of any feature lines. It will be sold alongside the more traditional seventhgeneration S-Class, which is set to be revealed towards the end of the year before the start of UK sales next year. Key among the EQS’s exterior styling elements is a black panel grille. Set to ◊

25 MARCH 2020 AUTOCAR.CO.UK 17

❝

It’s likely the AMG versions of the EQS, EQE and EQG will all share the same high-performance driveline ❞

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It’s not yet known if the EQB and EQA will get the AMG treatment ∆ be offered as an option, this will feature a three-pointed star similar to that showcased on the Vision EQS, giving the new models what Mercedes’ designers describe as “an all-new face”. It is to be bookended by triangular headlights featuring optional digital light technology. In another first, the EQS also receives a fixed carbonfibrereinforced plastic clamshell bonnet, with items such as the windscreen washer bottle filler accessed via a panel in the front wing. Among the choice of wheels will be the 22in alloys already seen on various EQS prototypes. Dimensionally, the

18 AUTOCAR.CO.UK 25 MARCH 2020

production EQS mirrors the existing third-generation CLS in length. However, the compact packaging of its electric driveline and flat floor are said to provide it with interior space that betters that of the larger S-Class. “It’s a whole new world,” said Schäfer. “The limitations placed on the packaging by a conventional combustion engine platform don’t apply any more. The space, especially in the rear, sets new standards. And with the liftback tailgate, we’ve improved practicality.” The highlight of the spacious interior will be a 1.15-metrewide all-glass fascia that’s manufactured in a patented

process. It houses a series of high-definition digital displays that are operated through a new user interface developed by Mercedes. Mercedes is planning to offer the standard EQS with a limited number of drivetrains, the most powerful of which, a dual-motor set-up, is expected to match the output of the earlier concept at 470bhp and 560lb ft in the EQS 550 4Matic. It won’t be the most potent EQS variant, however. Autocar has learned that Mercedes’ AMG performance car division is set to enter the volume-production electric car ranks with an even more powerful model. According to

one high-ranking Mercedes engineer, it will have reserves to equal those of the existing S63 4Matic, which is powered by a twin-turbocharged 4.0-litre V8 petrol engine. This suggests that the range-topping AMG EQS, which is expected to be unveiled in 2022, will get well in excess of 600bhp and 663lb ft from a dual-motor set-up similar to that used by the most potent of its standard siblings. By way of comparison, the most powerful version of the Model S today, the P100D, develops 784bhp and 841lb ft. Nothing is official at this stage, but AMG is said to have signed off on a modular electric

drivetrain strategy similar to that in place with its more conventional combustionengined models. The likely scenario, according to a source, is that upcoming AMG versions of the EQS, the smaller EQE saloon and the eventual electric G-Class offroader (expected to be dubbed the EQG) will all share the same high-performance driveline, mirroring the way today’s 63-badged AMG models use a common combustion engine. It is not yet known if the more compact models, such as the EQA and EQB, will benefit similarly. According to one official with knowledge of Mercedes’

NEWS The next 7 Series will come with four powertrain options

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BMW to rival EQS and new XJ with battery-powered 7 Series BMW WILL OFFER an electric version of its nextgeneration 7 Series luxury saloon, likely to be branded the i7, alongside petrol, diesel and plug-in hybrid models. Revealed in the company’s annual press conference by chairman of the board of management Oliver Zipse, the move means the Mercedes-Benz EQS is set to face another core batterypowered rival in addition to the new Jaguar XJ. “All [7 Series] drivetrains will be based on a single architecture,” said Zipse, “and the top, most powerful 7 Series will be fully electric.” This means it’s likely that BMW will ditch the twin-

turbocharged 6.6-litre V12 found in today’s headline 7 Series, the M760Li. That makes 601bhp and 590lb ft, resulting in a 0-62mph time of 3.7sec. Given that its kerb weight is already nearly 2.2 tonnes, expect a highpowered electric 7 Series to weigh at least 2.5 tonnes once a large lithium ion battery pack is factored in. Production of the current 7 Series is due to end in 2022. The next-generation car is expected to arrive in the same year, but it’s not yet clear which powertrains will be the first to go on sale. BMW’s strategy, Zipse said, means “different drive technologies will coexist

alongside one another into the long term”. In 2020, the X3 SUV will be made available with four drivetrain variants, including the new electric iX3, which is set to enter production this year in China and be exported globally, alongside the new 4 Series Gran Coupé and its electric i4 sibling. BMW aims to have one quarter of its new vehicle fleet electrified by next year, one third by 2025 and half by 2030. In January and February this year, 10% of its vehicles sold were electrified, and the German brand leads the electrified car segment in its home market with a 21% share of sales.

S PY S H OT

MERCEDES-BENZ EQE

‘Electric First’ plans, the AMG drivetrain has been developed in part to head off the imminent challenge of Tesla’s ‘Plaid’ drivetrain. The California-based electric car maker’s tri-motor set-up is shrouded in secrecy, but it’s already rumoured to develop up to 800bhp and in excess of 1000lb ft. Volkswagen is also known to be working on high-performance electric drivetrains. The German manufacturer recently confirmed that it is using the technical know-how gained in the development of its ID R sports car prototype as the basis of a new drivetrain for its

R performance car division. As showcased on the concept, the AMG version of the EQS will send its reserves to the road via an advanced new four-wheel drive system capable of varying the amount of power and torque delivered to each individual wheel. The new model will have even more potent acceleration than the standard EQS, which Mercedes already claims has the potential to go from 0-62mph in 4.2sec. Unlike the current EQC, which is limited to 112mph, it is also likely to have a top speed raised to 155mph, in line with its performance car positioning. Energy for the EQS’s motors

E-Class-equivalent EQE will follow the EQS in 2022 is provided by a 100kWh lithium ion battery. This is housed within the flat floor and is expected to offer a range of up to 430 miles on the WLTP test cycle, although sources close to Mercedes suggest the real-world figure will be closer

to 320 miles. Like the Taycan, it will support 350kW rapidcharging – a development that Schäfer hints will enable the battery to be charged to 80% of its capacity in 20 minutes. Also included will be a newly developed energy

recuperation system. Drawing on developments already used by Mercedes-AMG in Formula 1, it is claimed to provide levels of kinetic energy harvesting under braking far beyond those of existing road car systems. GREG KABLE

25 MARCH 2020 AUTOCAR.CO.UK 19

GLUG GLUG GLUG GLUG PLUG

SWITCH IT UP THE NEW ALL-ELECTRIC CORSA-E Search Corsa-e

Fuel economy and CO2 results for the Corsa-e 100KW (136PS). Mpg (l/100km): N/A. CO2 emissions: 0g/km. Electric range up to 209 miles (WLTP). The Corsa-e is a battery electric vehicle requiring mains electricity for charging. Range data given has been determined according to WLTP test procedure methodology. Figures are intended for comparability purposes only. The range you achieve under real life driving conditions will depend upon a number of factors, in particular: personal driving style, route characteristics, exterior temperature, heating/air conditioning, vehicle load, pre-conditioning and battery condition. For more information contact your local Vauxhall Retailer.

20 AUTOCAR.CO.UK 01 APRIL 2020

NEWS McLaren won’t follow Lotus Evija down the electric route for now

Successor to P1 in the works McLaren boss expects new hybrid hypercar to be introduced in four years’ time

cLaren has already started work on the ‘son of P1’ hypercar that will be the next model in its Ultimate Series after the Elva screenless barchetta. CEO Mike Flewitt has confirmed that we can expect to see the car in 2024, adding that it will be electrified. “We haven’t announced the powertrain,” Flewitt said during a telephone interview with Autocar after the cancellation of the Geneva motor show. “Obviously, looking forward, it will be either hybridised or an EV.” However, Flewitt once again poured water on the idea of a track-focused model from McLaren going electric with current technology.

“I like EVs,” he continued. “I’ve driven them a lot lately and for regular use. They’re responsive, refined and have incredible performance. But the charging times are really restrictive. “Take the 765LT as an example. We know a lot of customers are going to take that to the track. If it were an EV, you would be looking at maybe 30 minutes of running time and then plugging it in until the next day. That’s not a persuasive position.” Although Flewitt admitted that the specifications of forthcoming EV hypercars like the Lotus Evija and Pininfarina Battista are “incredible”, he insisted McLaren buyers focus on more than just numbers.

McLaren P1 of 2013-15 was a 903bhp plug-in hybrid that used a V8

He said: “We don’t build cars like that: pure 0-200kph or 0-300kph or even top speed. It’s not the car’s purpose, it’s a consequence of the attributes we’ve designed into it.” McLaren has already committed to an aggressive hybridisation of its line-up, with the plug-in hybrid replacement for the Sports Series coming first (News, 18 March) and then other models quickly following. Based on past conversations with insiders at McLaren, including Flewitt, Autocar believes the next P1 will use a split hybrid system with an electrically powered front axle. The rear will be powered by a regular petrol engine or a version of the hybridised V6 used by the new Sports Series.

Although hybridisation will create both packaging and weight challenges for engineers, these are much smaller than those presented by making an EV, because the battery will be significantly lighter and more compact. “As a lower-volume manufacturer, our strategy is built around one platform,” said Flewitt, “so we might need an EV platform for certain markets and a hybrid platform for other markets or sectors.” Flewitt admits the UK government’s proposal to bring forth a ban on the sale of new petrol and diesel cars to 2035 (possibly even 2032 depending on what happens over the next few years) was “a surprise, and not a particularly nice one”.

ELECTRIC JAGUAR XJ TAKES (NEW) SHAPE The all-electric new Jaguar XJ has been spotted again, giving us the best look yet at the Mercedes-Benz EQS rival’s design. It appears the fastback luxury car’s front end retains a traditional Jaguar grille design, while the long wheelbase, high shoulderline and coupé-like roofline are all features that mark out the 2021 flagship.

PORSCHE CAYMAN GT4 RS ON THE WAY

TESLA BEGINS DELIVERING SMALLER SUV

Test mules for Porsche’s most hardcore Cayman yet, the GT4 RS, have been seen winter testing. A racing-inspired bodykit and centre-lock wheels hint at its potential, while the 4.0-litre flat-six engine is likely to get a power increase.

Tesla began deliveries of its Model Y SUV last week, despite the global industry shutdown. It initially refused to close its factory in Fremont, California, but then the authorities stepped in and it agreed to halt production on 23 March.

He said McLaren will join with other car makers in lobbying for hybrids to be excluded from the ban, but also that it wouldn’t necessarily spell the end for non-electric McLarens. “I’ve always thought that EV roll-out would see different market segments responding at different speeds,” Flewitt said. “It suits small commuter cars pretty well, with other sectors, like ours, responding a little later. I also think there will be geographic differences, with some markets, like China, pushing aggressively and other markets having a more relaxed time frame. Add all that together and you’ve got a mixed powertrain strategy for the next 20 or 30 years.” MIKE DUFF

S PY S H OTS

JAGUAR XJ

XJ’s silhouette has changed considerably

25 MARCH 2020 AUTOCAR.CO.UK 21

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NEWS FROM CARS TO MASKS AND GEL

‘Wartime effort’ in UK Government asks car makers to build ventilators

he British automotive industry is racing to help tackle the coronavirus pandemic after the government asked for help in massively ramping up the production of ventilators for National Health Service use. The government has likened the plans to a “wartime effort” and is already in talks with more than 60 companies, including Ford, Jaguar Land Rover, Honda, Vauxhall and JCB, about ventilator production at their UK manufacturing facilities. A Ford spokesperson said: “We want to help where we can in the current situation. We have been approached on this specific matter and are currently in discussion.” While the use of vehicle production lines to make ventilators is unlikely, other

facilities could. For example, Vauxhall is talking to the government about 3D-printing parts and assembling units. Smaller, specialist firms have also offered to assist with the production of whole ventilators or individual parts. Given such firms have smaller production facilities and more agility, they could be faster to respond than the major manufacturers. Motorsport and engineering firm Prodrive has offered its services, with a spokesperson saying that it had “a lot of skill in low-volume, niche manufacturing of such complex systems, in addition to their design and engineering”. According to the Financial Times, Nissan and McLaren are part of separate automotive consortiums also developing ventilator prototypes. Another company eager to

help is autonomous vehicle specialist Aurrigo. Sales chief Miles Garner offered its services and is now talking to several firms about a collaborative effort. “We’re currently working on a prototype that we hope to finish within the next week,” Garner said. This effort is based on the basic ventilator outlined in a previous government White Paper emergency plan. “We’re reached out to various automotive suppliers, many of which also work across the aerospace and medical industries,” continued Garner. “We’re seeing what parts we can get off the shelf that would speed the process.” Garner added that Aurrigo’s automotive experience would enable it to begin production faster. “The need is to make units that are basic but high-

Chinese car company BYD has helped to tackle the coronavirus outbreak in China by rapidly creating what it says is the world’s largest face-mask factory at its site in Shenzhen. In January, it tasked more than 3000 of its staff with assisting in the production of face masks and disinfectant gels. Within two weeks, it had completed its research and design of a new mask and set up a production line. Since then, it has built between five and 10 mask production machines per day, increasing its daily output to a claimed five million masks. At the same time, it’s producing around 300,000 bottles of hand sanitiser.

quality,” he said. “We have ways of testing that: automotive products need to last 10 years, and we’ve got ways of fasttesting to simulate that.” Garner also noted that the global nature of the pandemic means other countries are also in need of ventilators. He said he had already been in contact with companies in Australia, raising the prospect of global collaboration. JAMES ATTWOOD

CONFIDENTIAL

HYBRID AND ELECTRIC car customers typically need more support from retailers before they commit to a purchase, according to Mercedes-Benz’s head of sales and marketing, Britta Seeger. “We take the time to identify if the car really suits their needs,” she said. “These are big changes, and it is right that customers take their time to be sure before they commit.” KIA HAS NO plans to push online sales in the UK, said boss Paul Philpott: “The complexity of products is increasing, not decreasing. There’s more need than ever to go and speak to someone face to face.” WIRELESS CHARGING for electric cars is an over-engineered solution, according to Volvo boss Håkan Samuelsson. “If you have a space to charge, then it takes 10 seconds to plug a car in,” he said. Volvo plans to launch five fully electric models during the next five years, including the now-onsale XC40 P8 Recharge.

Aston details new V6, road tests Valkyrie ASTON MARTIN HAS detailed its new, in-house-designed V6 hybrid powertrain for the first time. Set to be deployed first in the Valhalla mid-engined supercar from 2022, the engine, codenamed TM01, has already undergone “extensive” dyno testing. The turbocharged 3.0-litre V6, the brand’s first all in-house engine since 1968, will be mated

and a ‘hot vee’ structure (where the turbo or turbos are sited between the cylinder banks) to ensure it’s compact and weighs less than 200kg. Aston claims power and torque levels will be “determined by the desired characteristics of each product it serves”, meaning other models (including a future hybrid street DBX) will also use the

to a “new range of hybrid systems” being developed alongside it, including regular hybrid and plug-in hybrid setups. It features a dry sump

1160bhp hypercar seen on the

new unit. It’s said to offer “the performance characteristics of a mid-engined sports car on an extreme level” and will be able to meet the future Euro 7 emissions regulations. Aston has also begun testing its Valkyrie (left) on the road for the first time ahead of deliveries starting in the second half of this year.

» ASTON’S FINANCIAL FALL P24

KONA EV RANGE EXTENDED TO 301 MILES

WORK ADVANCES ON ESPRIT SUCCESSOR

The Hyundai Kona Electric will soon go further on a single charge. The small SUV will receive lowresistance Michelin tyres and chassis revisions to take the official range from 279 miles to 301. UK cars ordered now will feature the range upgrade.

The spiritual successor to the Lotus Esprit (which Autocar scooped last month) is now testing in prototype form ahead of its 2021 debut. Test mules have been seen with widened Evora bodyshells. The new car will use the Evora’s platform as a base.

THE POPULARITY OF the Honda Jazz with 20- to 30-year-olds in Asia means there is demand for a Type R version. That’s the view of Jazz project manager Takeki Tanaka. “There are no plans to launch a sporty version of the Jazz,” he said. “However, when you consider the customer profile in Asia, they tend to love driving dynamically, so there are always possibilities.”

25 MARCH 2020 AUTOCAR.CO.UK 23

Aston not out of the woods yet

Despite a big cash injection from Lawrence Stroll, Aston Martin faces a tough future t’s an old political cliché that a week is a long time in politics. On the stock markets, however, just a few hours can turn a company’s prospects upside down – as Aston Martin has just proven. Ironically, as recently as 23 January, it was reported that analysts at Citigroup rated Aston as a ‘high-risk, high-return’ bet based on the potential of the DBX, targeting a future share price of £6. Since Aston Martin Lagonda plc was floated on the stock market in October 2018, its launch share price of £19 has been in decline, dropping to £11.56 on 14 December 2018. It had taken less than two months for the shares to lose around 40% of their value, although many analysts felt the initial launch price of the shares was over-enthusiastic. By 18 January last year, things had picked up a little before continuing their downward journey. This was perhaps a little surprising, because Aston was reporting a generally successful 2018.

According to its accounts, the number of ‘wholesale’ cars sold for 2018 was 6441, up from 5098 in 2017. The company sold 1785 V12-engined cars and 4471 V8s. Sales in the US jumped 38% and Aston’s revenue hit £1.1 billion, up 25%. Excluding the ‘specials’ built by the company, the average selling price for its cars was £141,000. That’s high, but perhaps not high enough considering Aston’s incoming investment plans. One surprise hiding in the accounts was that the cost of placing the company on the stock market was £136 million, helping to push annual profits down to just £68m. On future product launches, the investor presentation was especially bullish. As well as

the DBX crossover, the line-up included two new mid-engined supercars – the Vanquish and Valhalla – as well as an electric SUV and electric saloon from Lagonda in 2021 and 2022. On top of that ambitious schedule, in addition to 155 examples of the batterypowered Rapide E, Aston was promising the DB4 GT Zagato continuation model, the DB5 Goldfinger continuation and two versions of the Valkyrie hypercar. Clearly, this programme – as well as the costs of setting up the St Athan factory for DBX production – was ambitious in the extreme, especially for such a small company. The share price continued its overall descent during the first half of last year, dropping

to just £8.43 on 24 May before firming up to over £10 by July. But a trading update and profit warning from the firm on 23 July put an end to any hopes of a recovery. Aston revealed it had experienced a 25% drop in sales between April and June last year, with falls of 22% in the UK and 28% across Europe and the Middle East. Shares plummeted by 26% in a single day. On 31 July, Aston announced that it had lost £78m in the first half of 2019, in contrast to a £21m profit in the same period in 2018. By 5 August, the share price had cratered to just £4.54, then £3.99 by 31 October. However, some confidence returned to investors towards the end of the year, with the price

❝

Stroll’s investment pushed shares up to £4.98 on the day but it has been downhill all the way since then ❞

Stroll is now Aston chairman

stuttering back up to £6.30 on 6 December. That was the recent peak for the company, and one to which it is unlikely to return for quite some time. At the beginning of this year, Aston released its preliminary figure for the whole of 2019. Sales in the UK fell from 1798 to 1429 and in Europe from 1489 to 1074. Revenue went down 9%. The rumour in the analyst world – one later confirmed by CEO Andy Palmer – was that Vantage sales had failed to hit the mark, which might explain the recent redesign. Even a rise in sales in the US couldn’t prevent Aston’s finances taking a beating. That ambitious new model programme was biting, with the company’s debt leaping from £560m to £876m. Serious alarm bells rang and the company’s cash position became incredibly precarious, making the planned roll-out of crucial models such as the DBX difficult. Then came a rescue, of sorts, on 31 January, when billionaire Lawrence Stroll bought a

Share price

HOW ASTON MARTIN’S SHARE PRICE HAS PLUMMETED £20

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2020

Timeline

NEWS

UNDER THE SKIN JESSE CROSSE

ALL THE GEARS, LOTS OF IDEAS: THE FUTURE OF TRANSMISSION TECH

Stroll’s investment will help to put DBX into showrooms this year 16.7% stake in the company for £182m, which was to be added to a £318m rights issue to give the company a £500m boost, get the DBX in showrooms and get the development programme for the new midengined cars well under way. Stroll’s plan, which made him chairman, confirmed the Valkyrie for this year, cancelled the Rapide E and pushed the relaunch of Lagonda back to 2025. And then the coronavirus struck. Stroll took advantage of a well-placed clause in the original contract to renegotiate his offer, valuing the shares at £2.25 rather than the original £4 and taking a 25% stake. He also added an additional £25m to the original plan to give £55.5m in working capital in

order to tide Aston Martin over. Stroll’s new offer was, perhaps, based on the market price of £4.02 recorded on 30 January, and his investment pushed the shares up to £4.98. From there, though, it has been downhill all the way, as the world reacted to the spread of Covid-19. After dipping as low as £1.20 during one day of trading, Aston’s share price has ricocheted around under the £2 mark as day-traders took advantage of mini bounces. But the value of Stroll’s holding has already been halved. And with global car sales almost halting during March and revenue drying up, Aston’s situation now, once again, looks critical. HILTON HOLLOWAY

Lagonda’s relaunch as a luxury EV marque is delayed until 2025

SH A R E PR ICE FA LLS, 18.2.20-18.3.20

Renault down 53%

Nissan down 24%

FCA down 50%

Ford down 46%

Volkswagen Group down 49%

Toyota down 16%

A GOOD ENGINE can make a car but a bad gearbox can ruin it. Those almost unfathomable concoctions of gears, bearings, shaft seals and complex mechanisms almost always make the difference between a great drive and a mediocre one. The gearbox has been underestimated, then, playing second fiddle to the engine; always the bridesmaid, never the bride. But electrification has given automatic gearbox designers a golden opportunity to have a greater influence on the way a car performs by integrating a hybrid electric motor-generator inside the gearbox casing instead of attached to the engine. Transmission giant ZF Friedrichshafen has been steadily building a portfolio of hybridised automatic transmissions for years, giving car makers a kind of modular toolkit of gearboxes to choose from. They work in the same way as their conventional counterparts, except for the addition of an electric motor in place of a torque converter. The external package is pretty much the same too, so they’re an easy fit. There’s no variable-transmission effect and the drivability feels the same as a conventional car, but the powertrain can harvest energy through regenerative braking or boost torque to the driveline from the electric motor-generator like any other hybrid. ZF’s hybridised transmission range starts with a 20bhp 48V mild hybrid. This is followed by 54bhp and 121bhp full-hybrid, high-voltage versions and, at the top of the pile, a 134bhp full-hybrid version producing 295lb ft that can be used in both rear-wheeldrive and four-wheel-drive configurations. The full-hybrid versions can decouple themselves from engines for driving in electric-only mode and incorporate electric pumps to keep the internal hydraulic mechanisms working when the engine is shut down for coasting or stop-start. More down-to-earth aspects of the gearboxes, such as torsional vibration dampers, can be tailored to suit an individual engine. Gearboxes for pure EVs are much more

Pureelectric and electrified power units are steadily taking over, but the gearbox is here to stay.

simple, with, in most cases, a single-speed reduction gear to step down the speed of the electric motor from around 12,000rpm to a more modest road wheel speed. Smaller, highspeed electric motors (over 20,000rpm), which produce less torque but save weight and space, are paired with a two-speed automatic gearbox. But even simple singlespeed ’boxes have more to them than meets the eye. Just to confuse things, Volkswagen’s ID 3 uses a two-stage single-speed gearbox. The motor revs need to be reduced by times 10 at the wheels, and to do that with just two gears would mean the diameter of one of them would be too big to fit in the space available. Instead, the gearbox has two pairs of gears, the first reducing the revs from the motor by one stage and the second pair finishing the job. This is about as complicated as it gets for a single-speed reduction gearbox, and although they may be complex electronically, it’s a neat illustration of how mechanically simple pure-electric drive systems are – and how some of the most familiar and basic components will always have a role to play.

LIFE IN THE OLD DOG Sequential motorsport gearboxes like this older Ricardo design are ‘dog’ ’boxes without synchromesh, built for lightningfast clutchless shifting. Gears are selected either via an electronic system and paddles or directly with a stick. Drivers can ‘flat shift’ if the gearbox is linked to the engine ECU, which kills torque for a split second to unload the gears so that ratios can be swapped in milliseconds.

25 MARCH 2020 AUTOCAR.CO.UK 25

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COMMENT

Steve Cropley MY WEEK IN CARS

Considerable bulk of cars like the RS Q8 seems increasingly undesirable

VW California camper offers self-isolation on wheels

MONDAY

Size matters: this is the lesson I learned from 150 miles in the Audi RS Q8, about which I wrote in last week’s mag. When you survey the price (£100,000 basic; £130k laden with options), it’s hard to believe there can be much of a demand for cars like this – until you learn that it has at least four deadly rivals, including two (the Porsche Cayenne Coupé and the Lamborghini Urus) from the same group. Big cars are often seriously enjoyable. I’ve savoured sundry Range Rovers over the years, and there was a Bentley Bentayga and a Mercedes-Benz X-Class pick-up in recent memory. But lately I’ve been enjoying my new Vauxhall Corsa Ultimate: swapping to the Audi, even with 592bhp to entertain, seemed almost a curb on my freedom. You get used to the size fairly quickly, and you’re further compensated by fine quality and high performance. But right now I’m back to thinking that compactness is something I’d honestly pay for if it wasn’t offered for free.

TUESDAY

What you need, said one of my friends, is a nice beach holiday. For a moment I reckoned this lingering coronavirus might have played havoc with his marbles: lying in the sun for days is even lower down my scale of pleasures than eating spiders or spending an hour embracing random new arrivals at Terminal 3. What he meant, of course, is that we needed an Ocean holiday – aka some carefree, motor-borne days in our 18-monthold VW California campervan (sub-branded Ocean), whose unique balance of features lets you head for the coast in splendid self-isolation, which really matters at a time like this. Buying this machine at first seemed a seriously impetuous act. We’d never owned anything like it. But these days we drive the Cali for

❝

There will be bargains among the well-stocked dealers ❞ simple enjoyment, even on short-haul Sunday afternoons, because the comfort, ride, view and refinement are so good. What started out as mobile accommodation has turned into a very decent driving machine.

WEDNESDAY

All talk seems to be of viruses and social distancing, but – after a few days of quaking concern – I find myself thinking again about the car market. It’ll be intriguing to see how prices move: during the 2008-09 recession, one of my pals bought a Land Rover at a price so low that after things recovered it took two years for the depreciated price to catch up with his car’s value. Will there be classic car bargains, or will people simply do nothing through the expected

AND ANOTHER THING… You think you know a bit about cars, and then you learn something really basic. This hairy car-washing mitt costs £8.95 from my local accessory store and does a better job of washing our Veedub van than anything I’ve ever encountered. I’ve just bought two…

three or four months’ hiatus? Where there will be bargains, I’m sure, is among the well-stocked dealers. There was little warning of this upset, many businesses were primed with cars for the pre-holiday season and over the next three months or so those will age and decline in value. If you’re brave enough (and the dealers remain open), you might score a king-hit.

FRIDAY

For the past couple of years, I’ve been waging a campaign to persuade the Steering Committee to sell the Fiat 500 Lounge she bought in 2015, entirely as a result of seeing its enticing yellow paint through a showroom window. It was a run-out model even back then, and because its owner does a lot of commuting, its odometer now shows 80,000 miles. However, the other day I drove the car and was impressed, despite myself. The little 900cc TwinAir engine still has the very decent turbo performance it started with and (apart from using a bit of oil, as it always did) it seems fine. The clutch bite is strong and the gearchange is as crisp as I remember it at six months old. There are no body rattles, and even if the primary ride isn’t brilliant, it does deal well with secondary jitters. The car has been sympathetically driven and religiously serviced, but I still reckon it has done well.

GET IN TOUCH

steve.cropley@haymarket.com

@stvcr

25 MARCH 2020 AUTOCAR.CO.UK 27

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

TESTED 18.3.20, SURREY ON SALE APRIL PRICE £33,095-£37,795 (2.5 PHEV)

FORD KUGA

All-new version of Ford’s best-selling SUV, tested here in plug-in hybrid guise, marries Focus-like dynamics with SUV practicality

28 AUTOCAR.CO.UK 25 MARCH 2020

t’s fair to say the Kuga has always been a bit of an SUV slow burner. The original, launched in 2008, looked great and steered more sweetly than the competition yet it failed to sell strongly. The second-generation Kuga arrived in 2013 and was a product of the global ‘One Ford’ policy that meant it had to work as well in New York as it did Neasden. It grew in size but retained its predecessor’s ability to entertain its driver. After a slow start, sales took off and, in its last couple of years on sale, it hit its stride, becoming Ford’s best-selling SUV. So there’s quite a bit resting on the latest version. New from the ground up, it’s arguably the most ambitious iteration yet. Not only does the Kuga take a different design approach from its forebears, but it also features Ford’s broadest range of powerplants yet, including petrol, diesel, mild-hybrid diesel and, here, petrol plug-in hybrid. It’s also bigger and more spacious than before and packs all the latest showroom lures, including semi-autonomous

driving modes in the form of adaptive cruise control and steering assist. There’s cuttingedge connectivity and a healthy smattering of TFT screens, too. Yet despite all of this, the Kuga is a claimed 80kg lighter than its similarly specified predecessor. In the case of this plug-in hybrid version, that’s harder to verify, because there’s no direct comparison, but at 1844kg, it’s 50kg lighter than a Mitsubishi Outlander PHEV. It’s still no lightweight, but that’s not bad given how much is packaged beneath the all-new skin. Powering this plug-in version is a variant of the Atkinson-cycle 2.5-litre petrol four-pot already seen in the Ford Escape, which was the North American version of the previous Kuga. Mated to what is essentially a CVT gearbox (see box, overleaf), it’s boosted by an electric motor fed by a 14.4kWh lithium ion battery. The power output is 222bhp (petrol 113bhp, electric 109bhp) and the electric motor can propel the Kuga at up to 85mph and for up to 35 miles ◊

25 MARCH 2020 AUTOCAR.CO.UK 29

❝

It delivers Ford’s trademark blend of comfort and control as you slice cleanly from bend to bend

❞ Roomy cabin shares much with the Focus and is well equipped but it falls short of a premium feel ∆ before internal combustion takes over or you can find a recharging point. (You’ll need six hours from a domestic supply for a full charge.) In operation, it’s remarkably effective, the transition between the different motive forces proving smooth and almost inaudible. You can run in pure EV mode, or leave it in Hybrid and let the computers work out what’s best. Engage Sport and you summon the combined efforts of petrol and electricity for maximum performance. Even then, though, the Kuga

is brisk rather than quick, being outgunned by the similarly powerful Vauxhall Grandland X Hybrid. Ford claims 9.2sec for the 0-62mph sprint, but the linear nature of the gearbox means it never feels that fast or responsive. Only when you require some rapid mid-range muscle for overtaking does the Kuga feel really lively, the electric motor delivering a helpful burst of torque. However, refinement is excellent, particularly in EV mode. And when the traditional engine does cut in, you only notice its subdued efforts when

it’s worked hard. The sense of calm is enhanced by low levels of wind noise (there’s special acoustic glass for the windscreen) and suspension that reduces even big impacts to nothing more than a muffled thump. The Kuga is underpinned by the same C2 platform that’s used on the Focus. There are struts up front and a multi-link rear axle, while ST-Line versions like our test car get subtly stiffer springs and dampers. Yes, it’s taller than a Focus, but it’s 20mm lower than the old Kuga and sits on a track that’s 44mm wider, plus

Latest Kuga has a softer, more rounded appearance and is 20mm lower than its forebear 30 AUTOCAR.CO.UK 25 MARCH 2020

the batteries are located as low and centrally as possible. Add all this together and you get an SUV that handles with impressive poise and agility. In fact, it feels like what it is: a slightly higher and heavier Focus. As ever with Ford, it’s the damping that impresses the most, the Kuga breathing with the surface, delivering that trademark blend of comfort and control as you slice cleanly through one bend after another. Sharp ridges and deep potholes can cause a shudder through the cabin but otherwise the Puma rides with suppleness. The light, electrically assisted steering is far from chatty, but it’s quick and accurate, the Kuga diving for apexes with surprising zeal. Of course, it lacks the smaller Puma’s sense of agility and adjustability but it’s not far behind and there’s genuine poise through quick corners. It’s certainly a more entertaining choice than the Grandland X or Outlander. Only when pushing on through tighter bends does the car’s mass start to tell, with over-ambitious entry speeds giving the torque vectoring system a real workout as it struggles to maintain your chosen line. Another niggle is the braking system, which lacks a totally smooth transition between its regenerative and friction systems, so you need a delicate foot to avoid jerkiness. While the Kuga has retained

FIRST DRIVES GEARBOX ENABLES TWO HYBRID MODES TESTER’S NOTE The majority of Kuga models are front drive, with four-wheel drive available only as an option on models with the 187bhp 2.0-litre diesel. JD

Most hybrid models favour an auto or dual-clutch transmission, but Ford has developed its own ‘Power Split’ system. Essentially, it’s very similar to the simple yet effective set-up that Toyota has been using in the Prius for years. Commonly referred to as a CVT, it actually uses a compact planetary gearset sandwiched between a pair of motor/generator units that are mated to the internal combustion unit. This allows the Kuga to operate as both a series and a parallel hybrid. In the parallel hybrid mode, the wheels can be driven by the electric motor, the petrol motor or both together, while in series hybrid use, it can run the petrol unit independently of road speed to charge the batteries or cut in to provide motive power as necessary. Finally, it can use the electric motor to double as a starter for the petrol engine.

What it lacks in outright pace, it makes up for in refinement and mid-range response is strong the well-judged ride and handling balance of its forebears, it looks noticeably different. Gone are the angles and sharp creases, replaced by softer, more rounded lines. The similarities to the smaller Puma are obvious and, if the slightly bulbous new car isn’t as handsome as before, then it’s certainly distinctive, particularly with this ST-Line’s colour-coded wheel-arch extensions and 18in gunmetal grey alloy wheels. As with its predecessor, there’s a heavy Focus theme inside. The dashboard is carried over largely

unchanged, complete with the same simple-to-use Sync touchscreen, which is installed with the FordPass Connect app that allows you to remotely access and monitor the car’s functions from your phone. There’s a TFT instrument cluster ahead of the driver that changes its ‘theme’ depending on the selected driving mode, the choices of which are Comfort, Sport, Eco, Slippery and a pseudo off-road setting. Yet while it looks the part, the smartly designed interior still falls short of that premium ambience

Ford has been striving for. Most of the materials look and feel good, but there’s too much hard and scratchy plastic lower in the cabin. Still, you sit high behind the wheel, with good visibility ahead. Rear visibility isn’t quite as good, with the thick C-pillars limiting your over-the-shoulder view. In the rear, there’s now a split folding bench that can slide back and forth by up to 150mm. With the seats pushed back, there’s loads of room to stretch out, yet the boot can still accommodate 411 litres in the plug-in or 475 litres in other models. Slide the

rear bench as far forward as it will go and there’s up to 645 litres, or 581 litres for the plug-in. As for pricing, the plug-in Kuga is pretty much on the money with its rivals, with Titanium models starting at a competitive £33,095 and rising to £37,795 for the Vignale. We suspect the cheaper petrols will be the pick of the line-up, but the plug-in makes a strong case against its less entertaining rivals from Vauxhall and Mitsubishi. JAMES DISDALE

@jamesdisdale

FORD KUGA 2.5 PHEV ST-LINE Kuga has lost none of its dynamic flair yet it is now more refined and practical than ever

AAAAC Price Engine

Rear seats split and slide. Binnacle (right) matches colour to drive mode

£35,195 4 cyls, 2488cc, petrol, plus electric motor Power 222bhp (total system output) Torque na Gearbox CVT Kerb weight 1844kg 0-62mph 9.2sec Top speed 124mph Economy 201.7mpg CO2, tax band 32g/km, 12% RIVALS Mitsubishi Outlander PHEV, Peugeot 3008 Hybrid, Vauxhall Grandland X Hybrid

25 MARCH 2020 AUTOCAR.CO.UK 31

Date: 14.Feb 2020 12:19:12

£5 W IN 00 0

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FIRST DRIVES TESTER’S NOTE The boot may be much less practical after the soft-top conversion, but there is at least a hatch with remote openers to enable the through-loading of longer items. GK

TESTED 17.3.20, MUNICH, GERMANY ON SALE NOW

VOLKSWAGEN T-ROC CABRIOLET New model is Volkswagen’s only convertible and the sole soft-top crossover on sale

dding handsomely to the weight, reducing the structural rigidity and compromising the versatility of one of the most popular crossovers around doesn’t sound like a clever idea. But that’s exactly what Volkswagen has done. The new T-Roc Cabriolet indirectly replaces the Golf Cabriolet and, with the Beetle now also gone, that leaves it as the brand’s sole open-top model. The styling remains well balanced when the hard top is in place; it’s a multi-layer fabric structure designed to mimic the lines of the fixed-roof T-Roc. To package it, VW has made some notable changes to the platform, the most significant of which is the addition of 37mm to the wheelbase, in turn adding 34mm to the overall length. There’s also a raft of extra strengthening measures in the floorpan, sills, doors and windscreen. These underbody changes create one big drawback: the car tested here weighs almost 200kg more than its regular equivalent, and it struggles to hide that heft. The turbocharged

1.5-litre four-cylinder petrol engine, with 148bhp and 184lb ft of torque, is terrifically flexible and quite willing to rev, but it has to work harder while on the move and demands more gearchanges to achieve this. Despite firm damping, the T-Roc Cabriolet doesn’t like to be pushed too hard, either. Body roll is pretty well controlled – there’s a lower centre of gravity, due to the lighter roof and added weight concentrated within the platform – but flex and shake are quite noticeable, especially on less-than-smooth surfaces, limiting the ride and handling. It’s not all bad, though, because adopting a more moderate speed and lowering the roof gives the T-Roc Cabriolet a chance to display more favourable traits. It’s very much in its element at a gentle cruise, even if the effect of flex and shake never really disappears completely. The seven-speed dual-clutch automatic would be our choice, but the six-speed manual is light and precise in action. The swift operation of the roof,

which retracts and hides above the cargo area in just 12sec, provides an al fresco experience at the press of a button. With the windows up, there’s very little wind buffeting up to around 80mph, making it quite pleasant as long as the road isn’t too challenging and the weather is right. Still, it’s unusual. Forget any notion of sportiness: you sit at SUV height, just without a roof over your head. The cabin mirrors that of the usual T-Roc, with a hard plastic dashboard and a mix of precise controls and inoffensive but not exactly luxurious trim materials. You can choose Active Info Display digital instruments as part of a long list of options, which also includes an excellent infotainment system and the wellbolstered sports seats of our test car. The driving position immediately feels more intimate than is usual in the T-Roc, due to the extra rake of the windscreen and proximity of its header rail, which sits uncomfortably close within your peripheral vision. It’s better, then, to lower your seat.

The problem with that, however, is you then find yourself enclosed in a car that has a relatively high shoulder line, shallow glass and a high rear, making visibility a key weak point. The open-air experience doesn’t come without compromises in other areas, too. When down, the roof robs the boot of space and versatility. It shrinks from 445 litres in the regular T-Roc to 284 litres, while the narrow aperture restricts bulky item loading. It’s easy to see why the T-Roc Cabriolet might tempt some buyers. From the outside, it promises the best of both worlds: the versatility of an SUV and the open-air driving appeal of a convertible. But the reality is that it’s compromised on both fronts. GREG KABLE

VOLKSWAGEN T-ROC CABRIOLET 1.5 TSI EVO DESIGN Limited in terms of ride and handling by its porkiness, and loses a fair deal of versatility from the regular T-Roc

AAACC Price Engine

T-Roc cruises nicely but can flex and shake; interior is just about up to scratch

£28,525 4 cyls, 1498cc, turbocharged, petrol Power 148bhp Torque 184lb ft at 1500-3500rpm Gearbox 6-spd manual Kerb weight 1524kg 0-62mph 9.6sec Top speed 127mph Economy 44.0mpg CO2, tax band 146g/km, 32% RIVALS BMW 2 Series Convertible, Mercedes C-Class Cabriolet

25 MARCH 2020 AUTOCAR.CO.UK 33

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FIRST DRIVES TESTED 19.3.20, SURREY ON SALE NOW

RENAULT ZOE

Update brings 30% longer range and redesigned interior VOLKSWAGEN UP 1.0 5DR Price £12,840 On sale Now What’s new? Cheapest VW gains lane-keeping assistance, curtain airbags and rear camera

urope can’t seem to get enough of Renault’s electric supermini. The Zoe sold better on the Continent in January than any other EV, largely thanks to an interior and exterior overhaul and the introduction of a new, more potent motor and a bigger battery capacity. That combination makes the Zoe feel more at ease on a greater proportion of Britain’s roads than it used to. The 132bhp delivered to the front wheels by the R135 motor is a healthy increase over the old 106bhp R110 (which has now been relegated to entry-level status) and strips nearly two seconds from the 0-62mph sprint time. It also improves acceleration between 50mph and 70mph to a similar degree, which makes a big difference to motorway driving.

Drive modes are now split between D and B via an oddly mechanicalfeeling shifter, with the latter providing just enough regenerative braking for one-pedal driving. It’s far smoother than the MG ZS EV crossover with its regen in maximum effect, although there’s no option to dial the intensity up or down here. The new 52kWh battery is enough for a WLTP-certified 238 miles of range – a 30% increase over the old Zoe’s. In reality, that figure will likely nudge under 200 miles in the summer months and closer to 160 in winter. That’s still enough for most commuters to last the week on a single charge, but those requiring fast top-ups will need the optional 50kW DC rapid-charging capability. This new Zoe rides just like the

old one, so while relaxed enough at city speeds, it’s somewhat brittle on motorways and unsettled on deteriorated B-roads. The quick, light steering is most suited to lowspeed manoeuvres, providing little feedback when hustled. The Renault Clio is still the more dynamic drive. There’s now much less to separate the two superminis inside, although the Zoe’s 9.0in touchscreen and digital instrument display lack the wow factor seen in the Honda E and the raised driving position is at odds with the car’s compact dimensions. The Zoe remains most adept at shorter journeys, then, but the new one is far more suited to escaping the city than the original ever was.

TOM MORGAN

@tommorgan3

RENAULT ZOE R135 ZE 50 GT-LINE Power and range gains make for a better-rounded EV that’s no longer out of its depth when distance driving

AAAAC Price

New materials and technology make the Zoe feel much more upmarket

£28,620 (after £3000 government grant) Engine Electric motor Power 132bhp at 4200rpm Torque 181lb ft at 1500-2500rpm Gearbox 1-spd, direct drive Kerb weight 1502kg 0-62mph 9.5sec Top speed 87mph Range 238 miles (WLTP) CO2, tax band 0g/km, 0% (from 1 April) RIVALS MG ZS EV, Peugeot e-208

WHEN THE UP arrived here in 2012, you could buy one for £7995. After a 2016 facelift and now a minor update, it’s £12,440. You can’t save by way of a Skoda or Seat badge any more, either. Blame inflation and a spec rise for that. Today’s ‘boggo’ Up gets air-con, electric windows, 15in alloy wheels, a 5.0in colour media screen and a neat phone cradle for your infotainment. There’s also now only the naturally aspirated 59bhp 1.0-litre engine, with the 74bhp and 89bhp motors binned off. That’s unfortunate, because it can be a bit painful: 0-62mph takes 14.9sec. However, performance is acceptable in town, where the Up also rides impressively, ignoring blotchy asphalt, and steers enjoyably nimbly. So, almost a decade on, the Up is still cheery, even if Hyundai’s i10 and Kia’s Picanto are now better bets. KC

AAAAC

ISUZU D-MAX ARCTIC TRUCKS AT35 Price £39,995 On sale Now What’s new? New dampers, new infotainment and design tweaks are added to butch pick-up

THERE’S A NEW Isuzu D-Max Arctic Trucks AT35! Oh yes there is, and while the butchest of beefy pick-ups retains its 17x10in black wheels and 35in tyres, there are some new upgrades. Bilstein dampers replace Fox ones, it gets new side steps, quilted interior trim and a new touchscreen infotainment system. The nub of this car remains the same, though: silly to look at, noisy and daft to drive and really easy to like if you’re into this kind of thing, which I have to say I am. Away from the silliness, the AT35 is still an honest work truck, but one of the less refined ones. MP

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autocar.co.uk 25 MARCH 2020 AUTOCAR.CO.UK 35

ROAD TEST

PHOTOGRAPHY MAX EDLESTON

No 5466

Ford Puma

Ford aims to take the crossover class by storm as it revives the Puma name MODEL TESTED Price Â£20,845

Power 123bhp

36 AUTOCAR.CO.UK 25 MARCH 2020

Torque 155lb ft

0-60mph 10.0sec

1 .0 T 125 M H E V T I TA N I U M

30-70mph in fourth 13.5sec

Fuel economy 39.0mpg

CO2 emissions 96g/km

70-0mph 57.3m

ROAD TEST iven that the Puma of the late 1990s arrived with the bold tagline ‘A driver’s dream’, Ford’s decision to reprise the name of its pint-size coupé on the tailgate of a crossover seems perplexing. With a larger frontal area, a higher centre of gravity and more weight, this new Puma clearly distances itself from traditional ‘driver’s dream’ territory where the 1034kg original did everything budgets would allow to get closer. But times have changed. Today, the compact crossover class is bursting at the seams with members as manufacturers cash in on demand and the mass-market space for more unusual, enthusiast-minded projects has rapidly shrunk. However, what this segment has long been devoid of is something genuinely good to drive, which is where – Ford says – this new Puma will justify its name. The car will slot into the range between the dreary EcoSport and the Kuga and it shares a platform with the Fiesta, which, as you may have heard, is easily the dynamic benchmark in the supermini class. The Puma is the first small Ford to use hybrid power, in the form of a 48V system bolstering a threecylinder petrol turbo engine. The car’s striking design, which has been described as ‘anti-wedge’ by one Ford designer, is intended to steal sales from more premium brands, notably Mini. Strong ergonomics are also promised, with the Puma possessing one of the largest boot capacities in the class, more passenger space than the Fiesta and what Ford calls the Megabox, more on which in a moment. Fully digital instrument dials and level two ‘autonomous’ driver aids should add to its appeal. How, then, does the second coming of the Puma measure up to the likes of the Nissan Juke, Seat Arona, Skoda Kamiq, Renault Captur, Volkswagen T-Cross and Mini Countryman? Let’s find out.

DESIGN AND ENGINEERING

AAAAC

We like  Practical, but genuinely rewarding to drive in any specification  Impressively, ride quality isn’t compromised in order to achieve this

We don’t like  Interior lacks design imagination, with some cheaper-looking surfaces  Many will expect better fuel economy from a hybrid powertrain

The Puma is built in Ford’s Craiova plant in Romania and sits on the same B2 platform as the Fiesta, although this has been stretched and widened to meet the more spacious crossover brief. The upsizing is considerable, the new model being 146mm longer (95mm of which is accounted for in the wheelbase) and 71mm wider than the supermini, with track width up 58mm. Naturally, the roofline also sits far higher, while the exterior design rivals that of the Juke for sheer individuality and references the original Puma in its slightly bugeyed, open-mouthed face. Ford has deliberately made the car’s beltline flatter than usual in an effort to keep the car’s proportions balanced and less raked towards the nose, as is commonplace among rivals. Under the bulbous bonnet is a 1.0-litre three-cylinder petrol unit

Range at a glance ENGINES

POWER

FROM

1.0T 1.0T MHEV 1.0T MHEV

123bhp 123bhp 153bhp

£20,545 £20,845 £21,595

TRANSMISSIONS 6-spd manual For now, the UK Puma line-up is relatively straightforward. Power comes from Ford’s 1.0-litre Ecoboost petrol three-pot, which is available with either 123bhp or 153bhp. Mildhybrid assistance is an option for the 123bhp unit and standard on the 153bhp engine. All are paired with a six-speed manual gearbox that drives the front wheels. The trim line-up is also simple: our Titaniumspec test car represents the entry level and is followed by ST-Line and ST-Line X. A diesel-powered Puma and a sportier ST performance model are in the pipeline, the latter expected to be officially revealed at some point this year.

available in the UK with 123bhp, in both non-hybrid and mild-hybrid guises, and 153bhp, in mild-hybrid form only. Ford is marketing the Puma heavily on its hybrid status. An integrated starter/generator replaces the alternator and, as well as recovering some energy during braking and allowing the car to coast with the engine off, provides torque fill for better throttle response and acceleration. The system can add only 37lb ft, so nobody should expect dramatically improved acceleration. On a related note, with the mildhybrid system masking lag, Ford has been able to add a larger turbo. Cylinder deactivation is then carried over from previous versions of the non-hybrid Ecoboost engine and can cut three cylinders down to two in just 14 milliseconds under light loads. A 1.5-litre four-cylinder diesel will arrive later and an ST version is mooted, but our test car is in 123bhp petrol hybrid form with a six-speed manual and 17in alloy wheels. With its extra ride height, there is ‘more’ suspension than in the lowriding Fiesta, although the Puma’s rear torsion beam is said to be stiffer and there are firmer suspension bushes and new top mounts. A common crossover bugbear is overly firm suspension, a result of trying to contain a taller body while cornering, so it will be interesting to see how the Puma fares in this respect as it strives for class-topping dynamics. ◊

Previous Ford Puma was a small coupé

 Titanium cars have these smartlooking 10-spoke 17in alloy wheels as standard. ST-Line models also get 17in alloys but in a different style, while ST-Line X cars move up to 18s.

 Headlights are standard projector units on all Puma models. However, the daytime-running lights and rear lights do make use of LED bulbs and look appealingly sharp as a result.

 Rear parking camera comes as part of the £900 Driver Assistance pack, which also adds a suite of semi-autonomous driver aids such as traffic jam assist and adaptive cruise control.

 In what is increasingly Ford’s house style, the model name is sprawled across the tailgate in bold lettering, just as it is on the new Focus. We think it suits the compact crossover rather well, actually.

25 MARCH 2020 AUTOCAR.CO.UK 37

Weights and measures DIMENSIONS 860m m 72 0m m

112

x ma

4011161 litres

Kerb weight: 1205kg 2588mm

850mm

1554mm

1010m m max

0.32

748mm

4186mm

 Front seats offer good lateral support. The inclusion of the £300 Comfort pack adds seat heaters and a heated steering wheel as well. Worth it in winter.

PA R K I N G Typical garage height

Typical parking space width (2400mm)

2090mm

Typical leg room 720mm

 Rear door apertures are a touch narrow but there’s enough room for two adults to sit comfortably back here. Three small children should be able to fit at a push, too.

1940mm (with mirrors) 3450mm

W H E E L A N D P E DA L ALI G N M E NT Throttle and brake pedals could be slightly closer, but otherwise the positioning is fine. The clutch pedal’s travel is fairly short, but the bite point is easy to read. The steering column’s slight offset doesn’t prove uncomfortable, either.

80mm

35mm 140mm Width 990-1000mm

Height 410-660mm Length 710-1520mm

H E AD LI G HTS Beam spread and brightness when the headlights are dipped are reasonably limited but work well enough. We weren’t able to try them on full beam.

INTERIOR

AAAAC Ford hasn’t been quite as adventurous with the Puma’s interior styling as it was with its bold exterior. In fact, there’s really very little about the compact crossover’s cabin to separate it from any other vehicle in the Ford line-up. Finished largely in darker shades of cloth and soft and hard plastics, it’s a slightly drab environment in which to spend time. Next to the likes of the more expressive Captur, it feels decidedly ordinary, and almost ascetic when compared with the ritzy new Peugeot 2008. But what it lacks in form it makes up for in function. There’s

38 AUTOCAR.CO.UK 25 MARCH 2020

10mm Centre

a wide range of adjustability in the steering column and seat base, which affords you the opportunity to sit in a marginally lower, slightly more immersive driving position than you’ll find in many of its rivals. Given the Puma’s heightened focus on energetic driver appeal, this flexibility is welcome. Long gone are the days when Ford saw fit to adorn its dashboards with an almost infinite selection of tiny buttons, too. The controls for the HVAC system, heated seats and Quickclear windscreen are thoughtfully sized and spaced, while gentle blue backlighting makes them easy to read. The 8.0in touchscreen isn’t quite as difficult as some systems to use on the move, either.

 Fold the rear seats down and you can extend the available boot space from 401 litres to 1161 litres. Back seats can split and fold through a 60:40 ratio.

The manual gearshifter could sit a bit higher up and squeak a bit less when you use it, mind. Passenger space in the second row is reasonable enough, but those sat in the back won’t feel quite as separated as they might in a T-Cross or Kamiq. Our tape measure revealed 860mm of head room (the Captur we road tested last week had 920mm) and a typical leg room figure of 720mm (up to 680mm in the Renault). In mild-hybrid guise, the Puma’s boot isn’t quite as capacious as it could be. The additional battery drops outright space from 456 to 401 litres with the rear seats in place (the Captur has 422 litres). Lift the boot floor, though, and you’ll reveal the Puma’s party piece: the 80-litre

Megabox. This hard plastic container is ideal for carrying muddy boots or sodden raincoats and comes with a plug in the floor so it can be rinsed out and drained.

PERFORMANCE

AAAAC The Puma’s powertrain has a downsized, turbo three-pot capable of shutting off entirely when the car’s coasting; of deactivating a cylinder when running lean; and of leaning on a 15bhp, 37lb ft electric motor to boost overall efficiency, outright performance or drivability. It works really well 99% of the time to conceal the technical complexity needed to achieve all that. It hauls the car along from ◊

ROAD TEST

 Drive mode selector sits on the centre console, just aft of the gearlever. Lowered position can make it a touch tricky to find on the move on first acquaintance.

 A wireless charging slot comes as standard on all Puma models. It doubles as a handy storage tray if your phone isn’t compatible, too.

 Removable boot floor can be positioned so as not to sit flush with the mouth of the Megabox, liberating a storage cavity between that and the main boot space.

Multimedia system

AAABC

All Pumas sold in the UK have Ford’s Sync3 infotainment system as standard. This comprises an 8.0in touchscreen that’s used to operate effectively all of the suite’s main features, which include sat-nav, DAB radio, Apple CarPlay and Android Auto. Its responsiveness is fine but, as we’ve written previously, it wants for graphical sophistication – particularly in comparison to its Volkswagen Group rivals. The shortcut buttons that run along the bottom edge of the screen give quick access to all of the primary sub-menus, although physical buttons around the display’s border would still be preferable. FordConnect comes as standard across the range, too, adding a wi-fi hotspot with connectivity for up to 10 devices. Meanwhile, the FordPass mobile app includes handy features such as a vehicle locator and vehicle status checker, so you can verify the fuel level and oil status remotely, and unlock the doors as well.

25 MARCH 2020 AUTOCAR.CO.UK 39

❝ The handling makes you

question whether you’re driving a crossover at all

❞

∆ lowish revs with impressive responsiveness and a pleasingly accessible sense of oomph. Perhaps more important, it only allows you to become aware of the complexity of its operating brief in the most fleeting moments – sometimes with a hint of inconsistency in its braking response if you happen to knock the car out of gear early when decelerating, or with a slightly abrupt take-up of drive just as you tip into the accelerator pedal. These are problems you’d be likely to become conscious of only if you were anticipating them, though. Considering how much it plainly does to boost low-rev torque, saving you from otherwise necessary gearchanges, the mild-hybrid system adds much more to the car’s overall drivability than it detracts. On a wet test day, the Puma took a two-way average of 10.0sec to hit 60mph from rest, a fairly strong if not

exceptional showing. But the fact that it was almost 7.0sec (or about 40%) quicker accelerating from 30mph to 70mph in fourth gear than the 1.0-litre turbocharged Juke we tested late last year illustrates the difference made by Ford’s hybrid system. When pulling from low engine speeds in higher gears, you can feel the torque it contributes quite clearly – and, if you watch the tacho needle, you can also feel the point in the rev range (just above 4000rpm) when the electric motor has to switch off. The car has a healthy-feeling outright performance level for mixed road driving and a short, pleasant, well-defined gearshift action. It’s smooth enough and as powerful and stable as it needs to be, under braking, although it’s easier to judge your initial pedal inputs once you’ve learned to squeeze the middle pedal only after you’ve already selected a

lower gear. It’s best not to downshift in the middle of a deceleration phase where you can avoid it, since doing so interferes slightly with the regenerative braking you get from the hybrid system and spoils the initial braking response a little.

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

AAAAA The Puma was clearly intended to be a crossover hatchback that would handle before it left the designer’s sketchbook. It’s lowerrising and more athletic-looking than most of its class opponents and quite clearly carried certain key advantages forward into its dynamic development phase for its chassis engineers to seize on. Even so, it’s remarkable how well those engineers have done and how clearly this car stands apart from its rivals in a class that has until now struggled

to produce anything genuinely appealing to drive. Our test car had no particular advantage to its specification in this respect: it was a Titanium-trim example without the lowered sport suspension that an ST-Line would have had and its 17in rims left plenty of room to further increase the outright grip level. And yet its lateral body control and chassis response were both excellent and its steering gently meaty in its weighting and crisply incisive in its feel. Just as the driving position seems to place you only medium-high at the wheel, so the keen, level, agile and engaging handling makes you question whether you’re driving a crossover at all. The car arcs neatly towards an apex and maintains its dynamic composure and chassis balance under load and when driven quickly, and in both respects, the

 Puma feels keen, lithe and engaging in corners, especially for a crossover, yet there’s no price to pay for its athleticism in its ride quality, at least in a Titanium-spec model

40 AUTOCAR.CO.UK 25 MARCH 2020

ROAD TEST Assisted driving notes AAAAC The entry-level Titanium Puma has autonomous emergency braking, conventional cruise control and lanekeeping assist. An optional £900 Driver Assistance pack (fitted to our test car) brings blindspot warning, cross-traffic alert and traffic jam assist systems, among others, and adds ‘intelligent’ distance-keeping functionality to the cruise control. The systems are generally tuned so as to be quite discreet but can, in most cases, be adjusted for sensitivity and, in some cases, deactivated completely. Even in its most sensitive setting, the lanekeeping aid keeps the driver engaged. However, it didn’t always detect the bounds of a motorway lane through roadworks or in bad weather. Our test car was able to consistently recognise posted speed limits and offered a speeding warning but couldn’t adapt the car’s set cruise control speed automatically. Still, for a £20k car, the Puma’s assisted driving functionality is fairly extensive and impressive.

car could easily just pass for a wellsorted, athletic-feeling hatchback. When the electronic traction and stability controls do intervene in the driving experience, they do so progressively and without intruding at first. The car only gives you the option to disable the traction control, leaving the stability aid on in any circumstances; and just occasionally, once you’ve really got to grips with the potential of the chassis and are at risk of actually enjoying yourself, that does seem a shame when it begins to intrude on the car’s ability to entertain.

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

AAAAB For a compact crossover so keen on entertaining with fleet-footed, spry handling responses, it’s pleasingly refreshing to discover that ride refinement hasn’t been sacrificed.

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

The impressively tuned suspension provides an enviable blend of close body control and well-mannered fluency when travelling at pace, enabling it to confidently smooth over successive low-frequency compressions. Its low-speed ride isn’t as prone to upset and agitation as the Captur we road tested last week, either. Admittedly, a T-Cross will more consistently distance you from the sorts of physical and aural intrusions that accompany runs over cratered stretches of road, but the Ford’s ability to soften all but the largest impacts means it doesn’t trail too far behind. That said, it’s worth pointing out, albeit briefly, that pricier ST-Line and ST-Line X Pumas aren’t quite as liveable with as their Titanium range-mates. Wider test experience shows their larger wheels and stiffer sports suspension can add a degree

of brittleness into the dynamic equation, particularly around town. At motorway speeds, the Puma’s cabin is sufficiently well isolated from wind and road noise to avoid undue criticism, but it doesn’t quite rewrite the playbook, either. The three-cylinder engine can also boom back into the cabin if load is applied at crank speeds below 2000rpm. Still, at a 70mph cruise, our microphone returned a 67dB reading, which is equal to the Captur’s efforts.

BUYING AND OWNING

AAAAB Although the Puma may appear an expensive option in relation to various rivals, this isn’t the case. For one thing, all the available engines are strong and frugal, and for another, even our entry-level Titanium car came well equipped, with climate control and automatic

lights among the amenities included. However, to have the 12.3in digital instrument display, you’ll need ST-Line trim. Forecasts also predict that the Ford will have more robust residual values than even strong rivals such as the Captur and T-Cross, and the fact that such a large proportion of the range slips under the 99g/km CO2 threshold ought to make the Puma an attractive option for company car users. As for fuel economy – a pivotal battleground in the family crossover class – the Puma does well without managing to be exceptional. Our 123bhp hybrid returned 50mpg on the motorway and near enough 40mpg with a mix of driving for a typical driving range of 360 miles. Big-mileage owners may benefit further from the diesel Puma, which is likely to notch up nearer 60mpg on longer routes. ◊

AC C E L E R AT I O N Ford Puma 1.0T 125 MHEV Titanium (6deg C, wet) Standing quarter mile 17.8sec at 81mph, standing km 32.3sec at 100.6mph, 30-70mph 9.6sec, 30-70mph in fourth 13.5sec 30mph

40mph

50mph

3.6s

5.3s

7.2s

60mph

70mph

10.0s

80mph

13.2s

10s

100mph

90mph

17.4s

23.2s

31.7s

20s

30s

Renault Captur 1.3 TCe 130 S Edition EDC (8deg C, dry) Standing quarter mile 17.4sec at 83.1mph, standing km 31.6sec at 103.5mph, 30-70mph 9.2sec, 30-70mph in fourth 11.3sec 30mph

40mph

50mph

60mph

3.4s

4.9s

7.0s

9.4s

70mph

12.5s

80mph

100mph

90mph

15.9s

21.7s

10s

28.2s

20s

B R A K I N G 60-0mph: 2.61sec Ford Puma 1.0T 125 MHEV Titanium (6deg C, wet) 30mph-0

10.6m 0

10m

20m

50mph-0

70mph-0

29.3m

57.3m 30m

40m

50m

Renault Captur 1.3 TCe 130 S Edition EDC (8deg C, dry)

30mph-0

50mph-0

8.6m

23.7m 10m

20m

70mph-0

46.3m 30m

40m

25 MARCH 2020 AUTOCAR.CO.UK 41

Data log F O R D P U M A 1 . 0 T 125 M H E V T I TA N I U M On-the-road price Price as tested Value after 3yrs/36k miles Contract hire pcm Cost per mile Insurance

£20,845 £23,405 £11,225 £231.07 39 pence 17E/£545

TYPICAL PCP QUOTE

42 litres

Three years/36,000 miles £296.57 After a £2085 deposit, you’ll be able to have a Puma for £296.57 per month over the course of 36 months. Annual mileage stands at 12,000. An optional final payment of £8857 will apply if you want to purchase the car outright.

EQUIPMENT CHECKLIST 17in alloy wheels Projector headlights with LED DRLs Automatic headlights Ford Megabox extended boot space Heated, power folding door mirrors Cruise control Lane keep assist, departure warning Wireless charging pad Rain-sensing wipers Rear parking sensors Quickclear heated windscreen Selectable drive modes Electronic air temperature control Pre-Collision Assist with Autonomous Emergency Braking 8.0in Sync3 touchscreen infotainment including sat-nav, Apple CarPlay, Android Auto, DAB, Bluetooth, aux, USB, MP3 Driver Assistance pack Grey Matter paint Comfort pack Rear privacy glass Options in bold fitted to test car = Standard na = not available

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

Puma sits atop Ford’s Global-B small car platform. Suspension is typical compact crossover fare, consisting of MacPherson struts up front and a torsion beam at the rear. A 1.0-litre three-pot is mounted transversely at its nose, driving the front wheels through a six-speed manual gearbox. Brakes are via discs at the front and drums at the rear. We weighed the Puma at 1260kg, split 60:40 front to rear.

£900 £750 £300 £250

ENGINE

ECONOMY

Installation

TEST MPG

Track Touring Average

27.3mpg 50.0mpg 39.0mpg

CLAIMED

Low Mid High Extra high Combined

43.5mpg 55.4mpg 61.4mpg 47.1mpg 51.4mpg

Tank size Test range

42 litres 360 miles

Front, transverse, front-wheel drive Type 3 cyls in line, 999cc, turbocharged, petrol Made of Cast iron block, aluminium head Bore/stroke 71.9mm/82.0mm Compression ratio 10.5:1 Valve gear 4 per cyl Power 123bhp at 6000rpm Torque 155lb ft at 1750rpm (e-assist) Redline 6500rpm Power to weight 102bhp per tonne Torque to weight 129lb ft per tonne Specific output 123bhp per litre

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

96g/km (NEDC eq) £80/£160

C H A S S I S & B O DY

TRANSMISSION

BRAKES

SAFET Y

Construction Weight/as tested Drag coefficient Wheels Tyres

Type 6-spd manual Ratios/mph per 1000rpm 1st 3.42/5.3 2nd 1.96/9.2 3rd 1.28/14.1 4th 0.94/19.1 5th 0.76/23.7 6th 0.63/28.6 Final drive ratio 4.35:1

Front 278mm discs Rear 228mm drums Anti-lock Standard, with brake assist Handbrake type Lever Handbrake location Centre console

ESC, ABS, TMPS, PCA, AEB, pedestrian detection Euro NCAP crash rating 5 stars Adult occupant 94% Child occupant 84% Pedestrian protection 77% Safety assist 74%

STEERING

Idle 42dB Max rpm in 3rd gear 73dB 30mph 61dB 50mph 64dB 70mph 67dB

SUSPENSION

Type

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

AC C E L E R AT I O N

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 90-110 100-120 120-140 140-160 160-180 180-200

TIME (sec) 3.6 5.3 7.2 10.0 13.2 17.4 23.2 31.7 – – – – – –

2nd 3.1 3.6 – – – – – – – – – – –

3rd 4.6 4.6 5.1 5.9 7.1 – – – – – – – –

4th 6.7 6.2 6.5 7.3 9.2 11.1 13.8 – – – – – –

5th – 8.2 8.4 10.0 13.4 17.3 – – – – – – –

6th – 11.3 11.9 16.0 20.6 – – – – – – – –

THE SMALL PRINT Power-to-weight and torque-to-weight figures are calculated using manufacturer’s claimed kerb weight. © 2020, Haymarket Media Group Ltd. Test results may not be reproduced without editor’s written permission. For information on the Puma, contact Ford Customer Relationship Centre, Royal Oak Way South, Daventry, Northamptonshire, NN11 8NT (020 3564 4444, ford.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 25 MARCH 2020

Electromechanical, rack and pinion 2.8 10.0m

Turns lock to lock Turning circle

MAX SPEEDS IN GEAR 34mph 91mph 119mph

CABIN NOISE

R E S I D UA L S 25

6500rpm 6500rpm 5028rpm

VW T-Cross 1.0 TSI 115 SEL 20

5 Value (£1000s)

Spare

Steel monocoque 1205kg/1260kg 0.32 7.0Jx17in 215/55 R17 98W, Goodyear Efficient Grip Performance Repair kit

Ford Puma 1.0T 125 MHEV Titanium

15 10

Renault Captur 1.3 TCe 130 Iconic

60mph 119mph 119mph*

6500rpm 6218rpm 4168rpm *claimed

RPM in 6th at 70/80mph = 2451/2802

5 0 New

1 year

2 years

3 years

4 years

 Puma performs well against rivals from Renault and VW, retaining a greater share of its value than both.

R OA D T E S T N o 5 4 6 6

Read all of our road tests autocar.co.uk

ROAD TEST Testers’ notes SIMON DAVIS While I’m still not entirely sold on the B-SUV as a concept, the Puma is undoubtedly the car the segment has been crying out for. Always great when you’re genuinely pleasantly surprised by something. MATT SAUNDERS The contrast between the Puma and its B-SUV range-mate, the EcoSport, is so stark that you wonder if the latter wasn’t actually the canniest bit of strategic product planning in recent industry history. A great car is made to seem even better, after all, by immediate comparison to a really awful one.

VERDICT

AAAAB

The driver’s car this class has been crying out for, and more besides Spec advice ord has landed what might be its biggest achievement in more than a decade with the new Puma. It has succeeded where other manufacturers have failed and has furnished the still-growing and all-important compact crossover market with a car that represents the company’s long-standing core strengths brilliantly. The Puma has really distinguishing design appeal and, for its handling deportment and its universal driver appeal, it rises above the standards of its peers even more clearly. As our test car also proved, you don’t need the most powerful engine or sportiest trim to experience the car at its dynamic best; and you needn’t accept compromises to practicality, refinement or ride comfort in exchange for any of its dynamic strengths. Much as the completeness of its dynamic performance impresses, the Puma is just a little bit plain and ordinary in terms of on-board technology and perceived quality and it doesn’t excel for fuel economy quite as you might imagine a modern hybrid might; so it misses a five-star score. But this is unquestionably our new number one crossover – and we’ve been waiting a long time for it.

R OA D TEST R I VA L S Verdicts on every new car, p80 Price Power, torque 0-62mph, top speed CO2, economy

FORD PUMA 1.0T 125 MHEV TITANIUM Sharp, wieldy handling, a practical interior and impressive ride refinement and performance. A big win for Ford. AAAAB £20,845 123bhp, 155lb ft 9.8sec, 119mph 96g/km, 51.4mpg

VOLKSWAGEN T-CROSS 1.0 TSI 115 SEL Well-rounded T-Cross isn’t as sharp to drive as its rivals, but it is comfortably the most polished and easy to live with. AAAAB £22,370 114bhp, 148lb ft 10.2sec, 120mph 113g/km, 46.8mpg

MAZDA CX-30 2.0 SKYACTIV-G 122 SE-L Slightly bigger than the Ford, but similarly fleet-footed. Naturally aspirated engine is a bit weedy and ride can lack sophistication. AAAAC £22,895 121bhp, 157lb ft 10.6sec, 116mph 116g/km, 45.6mpg

SEAT ARONA 1.0 TSI 115 FR Handsome, spacious, fun to drive and impressively affordable. A consummate all-rounder, if not quite as refined as its VW sibling. AAAAC £21,245 114bhp, 148lb ft 9.8sec, 118mph 110g/km, 43.5-47.9mpg

Unless you’re absolutely sold on the sportier looks and set-up of the higher trims, stick with Titanium spec. The £300 Comfort pack is a worthy option, as is the £900 Driver Assistance pack.

Jobs for the facelift  Keep refining the control software for that hybrid system. The real minutiae of the pedal feel could still be improved.  Drive up the quality of the background cabin materials to banish any hint of cheapness.  Make the electronic stability control properly switchable.

RENAULT CAPTUR 1.3 TCE 130 S EDITION EDC Sturdy, agile handling undermined somewhat by an at times brittle ride. Practical enough, though. AAABC £20,295 128bhp, 177lb ft 10.6sec, 121mph 127g/km, 44.1mpg

25 MARCH 2020 AUTOCAR.CO.UK 43

Date: 28.Feb 2020 15:47:45

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46 AUTOCAR.CO.UK 25 MARCH 2020

F-TYPE R vs 911 4S COMPARISON

IN WITH A SHOUT

The Jaguar F-Type may be getting on a bit, but it isn’t going quietly. Can the latest, raucous R-badged incarnation hold a candle to Porsche’s finely honed 911 Carrera 4S? Matt Saunders decides PHOTOGRAPHY LUC LACEY 25 MARCH 2020 AUTOCAR.CO.UK 47

he Jaguar F-Type is back, with a fresh look and an assortment of new bells and whistles. They have, thankfully, resisted the urge to treat it to a new pair of beige slacks and a matching M&S cardigan, although that must have been tough. Alright, there’s a bit more to the update than the above would imply (a modest engine power hike, a new engine derivative, some new suspension componentry and some digital instruments) but perhaps not as much as you might imagine would be necessary to keep a current sports car up to date in what is now – wait for it – its eighth year in production. Is it entirely fair, then, you may wonder, to pitch the ‘new’, range-topping R version of this car into a head-to-head contest with the only-a-year-old 992-generation Porsche 911? Knowing what we already do about the latter – it’s a group test winner already and was highly commended at Britain’s Best Driver’s Car shootout, don’t forget – is that a contest the plucky Brit can possibly win? Well, it’s certainly a curious notional position for the fresh meat in one of these twin tests to occupy. Usually it’s the most recently launched car that comes in with all the advantages, yet the Jaguar holds nothing over the lighter, faster and fundamentally newer Porsche that might give it an on-paper head start here – save, perhaps, the peak outputs of its supercharged 5.0-litre V8 engine. But here is the truth you’ll discover having driven these cars extensively and one after another: there are some things the new Jaguar F-Type R P575 AWD does every bit as well as a Porsche 911 Carrera 4S; there are a handful of things it does even better, actually. I must add for the sake of balance that there are also plenty of ways in which the German is quite plainly the Brummie’s superior. And yet what you’re about to read is a contest, trust me, not a pushover. The Jaguar, for all of the long-toothedness that the new styling and interior smartening seek to disguise, has its shout, and for some – maybe even for you – it will be the better car. Did someone say ‘shout’? My ears are still ringing, as it happens. The first thing I’m happy to confirm is that a range-topping Jaguar sports car with a Welsh-made supercharged V8 engine could out-shout just about any 911 road car it happened to be within a few hundred metres of. There’s mention of a ‘quiet’ mode in the car’s press material, and naturally you assume – having heard the thing snarling through the middle of its rev range at full load like a band of bloodthirsty sousaphone players – it might be a misprint. In fact, it’s a convenience feature that Jaguar would seem to have appropriated from close

Is the 911 best of this bunch? Sorry, pear.

No, pair…

rival Aston Martin: it allows you to start the car’s engine discreetly on an early weekday morning so as not to upset the neighbours. Or the neighbour’s neighbours. Or, for that matter, the night-shift staff at your local earlywarning earthquake monitoring station. In actuality, ‘quiet start mode’ is nothing more or less than the car’s normal running setting; if you want noisy, you simply select Dynamic mode or the active exhaust’s loud setting before turning over the engine (and then, presumably, you just move house). So it’s not even a new button in an otherwise pretty familiar cabin that, but for some new trim materials (nice matt black door handles, by the way, folks) and the new digital instruments and infotainment system, could perhaps have done with more of a material lift. The Porsche would have been my bet to get its nose in front when these cars were compared as stationary, daily use ownership prospects, no question. But for every blow the 911 lands, the F-Type lands one right back. You’re a little more squeezed into the Jaguar, it’s true, but the seat it offers to your backside is softer and more comfortable than the 911’s and barely any less adjustable or supportive. It also needs slightly less of a bend-and-stoop manoeuvre to slide into. The Porsche offers more room for your extremities, along with those occasional back seats for your clobber, better visibility, a better driving position, significantly more sophisticated and usable on-board display and infotainment technology, and significantly better perceived quality. The neat look and substantial feel of its switchgear is a cut above and then some. But the Jaguar conjures a warmer and more inviting feel: its palette of decorative materials is wider and more imaginative, its ambience richer and a shade more luxurious. Sure, it doesn’t have back seats, but that sizeable boot is usefully bigger than any one storage space the 911 has. And so if you had to pick one of these cars just to use as personal transport for an undefined ◊

❝

There are some things the F-Type does as well as the 911; there are a handful it does better

❞

Despite its colour, the 911 is the stealthier option

48 AUTOCAR.CO.UK 25 MARCH 2020

The F-Type R has a more settled ride

F-Type R at least has a usable boot

The 911’s 20/21in wheels induce roar

Rear-engined 911 wants for load space

F-TYPE R vs 911 4S COMPARISON

You’ll hear the Jaguar coming before you see it, as will everyone else

Jaguar actually added four-wheel drive to the R model earlier in the F-Type’s life. The new car’s extra power and torque make it the equal of the old SVR, although it is a little heavier.

F-Type R gets a forceful 567bhp V8

911’s responsive flat six has 444bhp 25 MARCH 2020 AUTOCAR.CO.UK 49

BUGATTI THE UK’S CHIRON, FERRARI PISTA, FERRARI 812, FERRARI 488, FERRARI TESTAROSSA, PORSCHE MACAN, PORSCHE CAYENNE, PORSCHE 911, PORSCHE GT3, PORSCHE PANAMERA, RANGE ROVER VELAR, LAND ROVER DISCOVERY, LAND ROVER NO. 1 DEFENDER, RANGE ROVER, RANGE ROVER SPORT, RANGE ROVER EVOQUE, MASERATI GRANTURISMO, LAMBORGHINI MIURA, LAMBORGHINI HURACAN, LAMBORGHINI AVENTADOR, FUNDER FOR LAMBORGHINI COUNTACH, LAMBORGHINI URUS, LOTUS EVORA, LOTUS EXIGE, ASTON MARTIN VANTAGE, ASTON MARTIN DBS, ASTON MARTIN VANQUISH, ASTON MARTIN DB4 TESLA MODEL X, TESLA MODEL 3, PRESTIGE, SPORTS TESLA MODEL S, BENTLEY CONTINENTAL GT, BENTLEY BENTAYGA, ROLLS-ROYCE PHANTOM, ROLLS-ROYCE DAWN, ROLLS-ROYCE WRAITH, MCL AREN 720S, AND CLASSIC CARS MCLAREN 650S, MCLAREN 570S, MERCEDES-BENZ C-CLASS, MERCEDES-BENZ AMG GT, MERCEDES-BENZ GLS, MERCEDES-BENZ C63, MERCEDES-BENZ PAGODA, JAGUAR F-PACE, JAGUAR F-TYPE, JAGUAR E-TYPE, BMW M5, BMW M4, BMW M3, BMW X5, AUDI R8, AUDI Q7, AUDI S3, AUDI RS4, AUDI A5.

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01 APRIL 2020 AUTOCAR.CO.UK 5

ACR_250320_050.indd 5

19/03/2020 13:53

F-TYPE R vs 911 4S COMPARISON

❝

The Jaguar has too much power, too much weight and too much traction

❞ ∆ period of time, without a thought given to how far, to award extra credit to a charismatic and much fun you might have in the process, I’m not likeable British alternative that – you’ve guessed totally convinced the Porsche would be the it – can’t quite match even a pretty subautomatic choice. It has been executed optimally equipped 911 for driver appeal. with typical German precision and That’s a shame and not exactly a On paper, the attention to detail, so the sat-nav shock, but if you don’t do these things F-Type’s torque-tois easier to programme and more properly, you never really know. weight ratio looks very reliable and it’s easier to find the healthy, but it’s the 911 instrumentation mode that suits that feels more tractable you best. By contrast, on one from fairly low revs, occasion when I pressed the button and it picks up more that I imagined would activate the effortlessly. voice recognition on the Jaguar’s navigation system, all it did was mute the radio. So much for the British technological avant-garde. But it’s the Jaguar that does better for refinement and rolling comfort – and that means it would double up better as the grand touring part-timer. The Porsche’s ride is noisier than the Jaguar’s (on those optional mixed-sized RS Spyder Design 20/21in alloys and optional PASM lowered sports suspension, admittedly), and it lacks a little bit of the supple dexterity that typically characterises mid-range 911 variants. It reads just that little bit too much information from the road surface for ideal daily driven comfort, you’d say. The Jaguar, by contrast, can get feisty and reactive over an uneven surface, but it’s quieter and better isolated on most others. The Porsche, being a rear-engined 911, is also less naturally stable at high speeds than the Jaguar and more easily disturbed by camber and crosswind, both of which have a part to play in defining how wearing it might be to use. Not that a 911 is ever likely to wander quite as far off course – as some might say the narrative thread of this test already has. Hands up, you got me: not many people buy sports cars for their refinement levels or the rich luxury feel of their interiors. It’s just possible that I’ve been finding reasons, thus

There’s just a bit too much of the F-Type R to allow it to hit the same dynamic heights as the Porsche or to impress its driver quite as clearly at both low speeds and high. It has too much power, too much weight and, at least for this tester, at times a shade too much mechanical grip, traction and lateral stiffness necessary to harness the ◊

F-Type has better GT credentials despite its power surplus 25 MARCH 2020 AUTOCAR.CO.UK 51

13:53

OUTSTANDING! ALL YEAR ROUND

EUROALL SEASON I AS210

TYRES falkentyre.com

F-TYPE R vs 911 4S COMPARISON ∆ aforementioned and to move it all around to be good for the car’s wider sporting appeal. It might have newly configured suspension and better rear axle location, but the F-Type R remains the burly, surly hotrod that you guide with plenty of concentration and a slightly wary hand. By way of contrast, the 911 is at once more communicative and can be coaxed more precisely and instinctively than the F-Type. It’s easier to drive quickly and feels more special when driven slowly – although, it must be said, the enticing rumble of the Jaguar’s engine is pretty special also. And what an engine. If only it came with

718 vs 911: SHOULD YOU GO LITTLE OR GO LARGE? Critics of the latest Porsche 911 claim that it has become too wide, too soft, too heavy and too complex to work quite as perfectly as the any-occasion sports car its best predecessors have been. At times, I’ve agreed with some of what I’ve read on that score – albeit only because I know how great some of those predecessors were. So, is the 911’s status as the defining Porsche driver’s car ripe for inheritance by the smaller 718, with its returning six-cylinder engines? I thought so. But then the Cayman GT4 we had at Best Driver’s Car 2019 failed to entertain at Anglesey Circuit nearly as well as the 992-generation 911 Carrera S. Matter settled, then? Not for me, I’m afraid. It’s still lingering like a bad smell. Leaving track driving out of the equation, if only for the sake of argument, can a six-cylinder 718 Spyder beat a 911 Carrera 4S now for mixed on-road appeal? It’s a less weighty question than the one I had intended to answer, but right now I’d say the best 718 is the better driver’s car, defined strictly in those on-road terms. There are all the obvious reasons: at the moment, you can’t buy a 911 with a manual gearbox and there is as yet no extraspecial, normally aspirated flat six that has been signed off for it by the GT division. The 718 Spyder is all the reminder you need of what the 911 is missing in both respects: its engine is fantastic (although it has curiously long gear ratios to wade through), it sounds incredible as it passes 5500rpm and it has a crispness and linearity to its delivery that turbochargers just can’t replicate. The 718’s ride and handling don’t quite match those of the 911 for complexity and character. Driving them back to back is a bit like comparing Heath Ledger’s Joker with that of Joaquin Phoenix: the 911, like Phoenix, simply has more going on. But it’s a close enough thing to give the smaller car the nod, albeit in an incomplete and unfair exercise. Right now it’s the 718 I’d have. Which, I’m afraid, settles precisely nothing.

drivability the equal of its audible drama. Some Porsche flat sixes might be able to compete with a great V8 like the F-Type’s for audible character (and the one in the car in our little twin test below gets pretty close, by the way), but a modern twin-turbocharged one doesn’t. The Bridgend 5.0-litre is never better than when gargling majestically from 3500rpm to 5000rpm at full throttle, and then crackling after a lift as if the music has just stopped at a fireworks display. But before you’ve learned to keep the Jaguar’s gearbox in manual mode in order to prevent it from needing to shuffle ratios before it can ◊

Six-cylinder power has returned to the 718 line-up

❝

The 718 is a reminder of what the 911 is missing 718’s naturally aspirated motor is crisp

and linear

❞

718 has more appeal as a driver’s car – on the road, at least

25 MARCH 2020 AUTOCAR.CO.UK 53

∆ respond meaningfully to any lug of power, you’ll find it’s the Porsche’s combination of twin-turbo flat six and eight-speed dual-clutch automatic transmission that’s more likely to be in the right gear and ready to go, whenever you might need it to be. The Jaguar’s engine is a wonderful treat when at its very best, but it’s less consistently brilliant than that of the Porsche. Precisely the same observation could be made about the respective chassis of these cars. The Jaguar gets into a lovely fluent stride when conditions suit it, when the bends are faster and smoother and there’s a bit of room to give the engine its head and feel the rear axle gently squirm with the workload. It begins to sit heavily on its dampers when the surface gets tougher, though, and particularly so in its Dynamic mode. Meanwhile, the sense of slightly muted elasticity and tactile compliance evident in the steering, which doesn’t bother you so much when you’re arcing more gently around curves, increasingly becomes an obstacle when you’re continually turning this way and that. The Porsche steers superbly; you feel as if you can adjust the car’s course by the millimetre and as if you know the instant the front sidewalls load up every time you turn the rim. It doesn’t do fast and fluent quite like the Jaguar but, instead, from both powertrain and chassis, it produces this super-responsive yet entirely progressive sense of poise. It’s fit for any road or track and would make you guess its weight advantage over its rival was greater than it really is. And it always involves. This may be a well-worn road test cliché, but while the Jaguar feels at times like it’s launching you into conflict with the surface underneath you and the physics acting upon it, the Porsche engages you in a fascinating, instructive conversation with both. Want to go faster? Here’s how, it seems to say. Fancy a different line and way around that bend of yours? Take your pick. It must be a fearsomely disheartening task for any car maker to beat a driver’s car as dynamically versatile and accomplished as the current 911. For all of its little victories, the F-Type R fell some way short in the final reckoning. There was one car we had along for the ride that didn’t (see p53) – not that Weissach need worry because, as it happened, it took a Porsche to beat a Porsche. And Weissach wouldn’t for one moment worry anyway, of course, because as much as the F-Type feels like its race is pretty much run, we all know that the 992 is only just getting started. It’s Turbo soon and GT3 not so long after that, so they say. Yes very much please, would be my reply. L

F-Type R cossets nicely but its in-car tech lets it down

911 has a better driving position and a higher-quality feel

P R E V I O U S LY O W N E D P O W E R H O U S E S F O R T H E P R I C E O F A N E W 9 11 O R F-T Y P E

FE R R AR I FF The FF made the notion of a four-seat, four-wheeldrive Ferrari acceptable and paved the way for the mightily impressive GTC4 Lusso. Wonderful 651bhp V12, 208mph and 0-60mph in 3.7sec mean it’s no slouch. Also has a hatchback and folding rear seats, so a must for Courchevel. Buy from around £100k.

54 AUTOCAR.CO.UK 25 MARCH 2020

L AM BO RG H I N I GALL AR D O LP560 - 4 True, the LP560-4 will feel antiquated next to an ultra-modern 911, but the Gallardo just has that added sense of drama that the evergreen but continually updated Porsche simply can’t muster. Despite a new price of roughly £200k, you can now pick up this V10-powered Italian monster for just £90k.

H O N DA N SX Soon even the supercar won’t be immune from electrification. The clever people at Honda know this, which is why the current NSX is a hybrid marvel with three electric motors assisting the twin-turbo 3.5-litre V6, giving an output of 573bhp. Expect to pay £90k for a 2017 example with minimal mileage.

F-TYPE R vs 911 4S COMPARISON Porsche 911 Carrera 4S Coupé PDK Rating Price Engine

Jaguar F-Type R P575 AWD Coupé

AAAAB £98,418 6 cyls horizontally opposed, 2981cc, twin-turbo, petrol 444bhp at 6500rpm Power 391lb ft at 2300-5000rpm Torque 8-spd dual-clutch automatic Gearbox 1565kg Kerb weight 3.6sec 0-62mph 190mph Top speed 27.2mpg Economy CO2, tax band 237g/km, 37%

2nd

AAAAC £97,280 V8, 5000cc, supercharged, petrol 567bhp at 6500rpm 516lb ft at 3500-5000rpm 8-spd automatic 1743kg 3.7sec 186mph 26.4mpg 243g/km, 37%

Loads of hotrod charm and brutish drama, with impressive pseudo-GT usability. Not as precise or involving as the Porsche, though, and may not be the best F-Type either.

1st

Not the very best example of a 911 that, by its own standards, still has room for improvement as a driver’s car. Still good enough to keep the Jaguar at arm’s length. 25 MARCH 2020 AUTOCAR.CO.UK 55

At 2500kg and with 1200bhp, the Drako has a power-to-weight ratio of 500bhp per tonne. Yet Jay Leno said in his video review that “it doesn’t actually feel that fast”. He’s right: it doesn’t.

A LOAD OF BALBONI It was rather a shock for Colin Goodwin to bump into Lamborghini’s legendary former test driver at the launch of a Silicon Valley electric car. What’s the deal? PHOTOGRAPHY JAMES LIPMAN ell I never, if it isn’t Valentino Balboni, the legendary Lamborghini test driver. He’s possibly the last person I’d have expected to bump into at the launch of an electric hypercar. The car in question is called the Drako GTE and the place is Thermal Raceway in California. I wasn’t expecting to be here myself, but I’m staying with a photographer pal who’s shooting the car for the journalists and other media at the event. We recently ran a feature on Thermal (22 January) and I was curious to see it for myself. It’s great to see Balboni here. He was always the coolest of the Italian test drivers. Ferrari’s Dario Benuzzi

56 AUTOCAR.CO.UK 25 MARCH 2020

is a pretty slick dude but also a rather more polished act than Balboni – a bit more designer shades. When you got in a Lamborghini with Balboni, you felt that you were in the car with a proper mechanic and craftsman. He would roll up his sleeves and get stuck in. Boy did he get stuck in. This GTE is a bit of a thing. It was born in Silicon Valley, the project of electroboffins Dean Drako and Shiv Sikand. Drako isn’t here today, but the quick-talking, very passionate and clearly intelligent Sikand is. The car itself is powered by four electric motors, making it, he points out, the only quad-motor EV that exists in the metal (well, if you ignore MercedesBenz’s late SLS AMG Electric Drive). As you might have already guessed

from looking at the photos, the Drako is based on the Fisker Karma. The doors are the same but the rest of the carbonfibre body has been tweaked by ex-Pininfarina designer Lowie Vermeersch. It isn’t ugly, but it does have a visibly enormous wheelbase. A 90kWh battery pack containing 10,000 cells sits under the floor, which explains why. The four motors drive the wheels via half-shafts and produce a combined total of 1200bhp. Balboni is being interviewed on camera. This should be interesting. What does he think about highperformance EVs? “They’re the future, for sure,” he says. “The days of the traditional supercar are coming to an end.” He’s right, of course, as the plethora of super-EVs in development

shows. I suspect also that Balboni, a guest here today, is being somewhat diplomatic, so I’ll get him alone later. ‘Alone’ is sitting next to him in the Drako. The last time I met Balboni, I was driving a slightly scuffed Diablo SV into the car park at Sant’Agata. It had been teeming with rain and I had been unable to make a mountain road corner in the non-ABS-equipped and summer-tyred Lamborghini. “Ah, yes,” says Balboni. “A blue one with orange SV lettering on its side.” He remembers. He was fine about it at the time; he just wanted people to drive his cars with gusto and passion and expected the odd bit of collateral. Balboni answered the questions in a matter-of-fact way, just as I would have done. Yes, EVs are the future,

VALENTINO BALBONI INSIGHT Goodwin and Balboni recall old escapades with Lamborghinis

❝

He hammers the car around, accompanied by whirrings and a lot of tyre squeal

❞

but don’t expect me to weep with joy at the prospect. The real Balboni comes out when I talk about the old days and his first love, the Miura, and mention that I had lunch with his old gaffer, Gian Paolo Dallara, last year. We’re in a different world now. Last time I was his passenger, there was a loud V12 behind us and he was about to pull out of the factory gates and into the Emilian countryside with his foot flat to the floor. In the Drako, there are just odd whirring noises and the whining of cooling pumps. Different environment, same old rolled-up sleeves, same talent. Balboni hammers the Drako around Thermal’s multiple corners with the accompaniment of more whirrings and a lot of tyre squeal. This car weighs 2.5 tonnes, and you can feel

that even from the passenger seat. The Lamborghinis that Balboni developed weren’t exactly light or easy to drive fast, so this is no great challenge for Il Maestro. There’s plenty of time to catch up and talk joyfully of old times, because the Drako has to spend quite a lot of time suckling from a large and very noisy diesel generator. Drive super-EVs on track and you get a lot of coffee time. “We lived through a golden age of the sports car,” says Balboni, becoming more wistful by the moment, “with a freedom to drive and enjoy cars that no longer exists.” Indeed: a period in which an Italian policeman would have been put on parking meter patrol if he had been stupid enough to give Balboni a speeding ticket in a Countach. L

R I D I N G S H O T G U N I N T H E D R A KO G T E

Thermal Raceway is rather like the Drako GTE: very impressive but ultimately a bit unemotional and soulless. I think I’d get bored of thrashing around the place pretty quickly.

The Drako corners neatly, but you still sense its huge heft

Shiv Sikand explained at length the advantages of having four electric motors and how an enormous amount of work has gone into the electronic control and software that vectors torque between them, front to back and laterally. Total control. When you’re out on the track, you feel that all this electrickery is employed in keeping the Drako on the asphalt, controlling its weight and enabling the Michelin Sport Cup 2 tyres to last more than a couple of laps. The brakes are huge ceramic discs, which do the job, but they’re just one part of the system: it’s telling that the Drako has to have its brakes bled halfway through the event. The Nissan GT-R (which is a bit too technical for my taste) uses its demonically clever systems to enhance the experience: you can feel the torque moving

around the car and helping you to drive it faster. Apart from on one occasion when I felt the Drako launch itself out of a corner with a wriggle, there’s no emotion to the experience of going fast in this car. The $1.25 million (£1m) Drako won’t be homologated for sale in Europe, so all 25 examples to be built will be for American or Middle Eastern customers. While the car is a job well executed, I won’t miss it.

Our man talks tech with Dra

ko’s Shiv Sikand

25 MARCH 2020 AUTOCAR.CO.UK 57

A LITTLE SCRAPE CAUSED THIS WOMAN’S CAR TO BE WRITTEN OFF. WHY? Sally Cockburn didn’t agree when the insurer said she had to scrap her car so she took action. John Evans hears her story PHOTOGRAPHY OLGUN KORDAL n receiving a £3211 registered in 2006 but with settlement cheque just 16,000 miles on the clock for an aged Nissan had a pre-accident market Micra that has been value of £3310 – almost £1000 declared a write-off less than it would cost to repair. by the insurer, most of us would As a result, he declared Sally’s happily cash it and hunt for a new Micra to be a Category B writeset of wheels. Not Sally Cockburn. off. Its scrap value: £99. The retired teacher promptly put “I couldn’t believe it,” says the cheque back in its envelope and Sally. “How could he so easily contacted the company that had write off my car on the strength sent it to her, claiming the firm was of a few pictures? Is this unjustified in classifying her Micra common practice? Are insurers to be crushed Insurer first said this meant the body had as a Category B write-off, defined as forcing motorists to accept their a vehicle whose bodyshell must be car is fit only for the crusher crushed but which can be broken for when it isn’t?” parts. Instead, she asked the insurer Sally immediately appealed to review its decision because her car the assessor’s decision. He suggested things by the book, which makes them too quick to write off cars.” had suffered only minor damage and she have the Micra’s front geometry Colin drove the Micra to a tyre was safe to drive. checked and, if the report was fitter to have the front geometry Fighting talk indeed, but Sally satisfactory, he would review her checked. However, the report wasn’t was not prepared to accept that case. At which point, Sally’s knight sufficiently detailed for the assessor, because of some minor wing damage in shining armour stepped in. who said it must be checked again. to her Micra – a car that she had Colin Mullan owns a workshop owned for 10 years, loved driving not far from Sally. He’s a mechanic of So Colin took the Micra to another testing station that could provide and had bought with money left to the old school – a fixer not a replacer. more detail and that this time found her by her mother – it must be put on He understood Sally’s attachment the tracking on one wheel was the scrapheap. to her Micra and her fierce refusal to slightly out. No problem – a quick Her problems began one morning have it scrapped. adjustment and all was fine. The when a truck glanced the front corner “The assessor knew Sally’s car assessor accepted this second report. of her Micra’s nearside front wing. To was old but low mileage and in good True to his word, he reviewed his his credit, the driver left his details condition,” says Colin. “He could assessor said I couldn’t drive the car decision and reclassified the Micra so that Sally was able to contact him have been more reasonable, viewed as a Category N write-off – a car with until its rear alignment was fixed, and get the ball rolling. The claims the car in person and judged it to no structural damage – but there was while in the same breath saying it assessor acting for the truck’s insurer be straightforward to repair. In my asked Sally to send him photos of a sting in the tail. couldn’t be. I was reluctant to sign experience, however, insurers do the disclaimer, since if I did, my poor The check had also the damage. On the shown that the Micra’s car might be carted off to landfill.” basis of this ‘desktop inspection’ of the images, rear wheels were not Colin was equally dismayed. “Any correctly aligned. Even car of the Micra’s era with the same the assessor judged the though the problem rear suspension set-up could have impact to be moderate. was not related to the left the factory in that condition. Even so, he reckoned accident, the assessor It doesn’t affect the car’s stability the Micra’s steering insisted that Sally sign a one jot,” he says. and suspension were disclaimer confirming Even so, he managed to straighten also likely to have she was aware of the the Micra’s back wheel and have it been damaged. problem and that she passed with flying colours on the He calculated that would not use the car until third geometry check. The assessor repairs to Sally’s car the geometry problem was accepted the result and dropped would cost no less than rectified. In fact, he didn’t his disclaimer requirement. He £4155 but there was think it could be. also revised the settlement amount worse to come. The Mechanic Colin (left) helped get Sally’s car “I was in a catch-22 to reflect the car’s reduced repair assessor said that Sally’s reclassified situation,” says Sally. “The cost and increased salvage value. Micra 1.4 SE auto 5dr

58 AUTOCAR.CO.UK 25 MARCH 2020

WRITE-OFFS INVESTIGATION Sally managed to get the insurer to change its mind

❝ It has been reclassified by the insurer so I can drive it again ❞

A few days later, Sally received a replacement settlement cheque for £2528. There was a delay while the car was reclassified on MIAFTR, the insurance industry’s anti-theft and fraud register, from a Category B to a Category N write-off, during which time Sally couldn’t drive the car on the road, but once that was done, she was good to go. Regarding the use of remote ‘desktop inspections’ to establish a car’s condition and Sally’s efforts to have her car re-categorised, a spokesperson for the Association of British Insurers said: “It is in both the customer’s and insurer’s interest to ensure that the process for writing off a vehicle is accurate, efficient and avoids unsafe vehicles returning to the road. Insurers will always use

a qualified engineer to make sure written-off vehicles are categorised correctly. Whether the engineer carries out an on-site inspection or desktop assessment will depend on the nature of the claim. If a customer is unhappy about the way their claim has been handled, they should speak to their insurer.” Meanwhile, Sally is just happy that she can drive her Micra: “Colin says he can fix the wing quite cheaply but the important thing is that my lovely Micra has been reclassified as a Category N write-off, which means it can be insured and I can drive it again. I hope my story will give other people the confidence to get their car’s write-off category changed if they believe it’s a nonsense decision.” L

W R I T E - O F F C AT E G O R I E S E X P L A I N E D It sounds terminal but the definition of a write-off spans cars that are so badly damaged that they can never go back on the road to ones that can be repaired and driven once again. To clarify which is which, insurers put write-offs in one of four categories. Until October 2017, these were, in descending order of seriousness, A, B, C and D. You still see Cat C and D cars advertised for sale. Thereafter, the categories changed slightly to emphasise the structural condition of the car. Categories A and B remained but S and N replaced C and D. Category S means the car has sustained structural damage and

must be professionally repaired to be allowed back on the road, while N, the least serious, refers to a car that has sustained no structural damage. However, it could still have problems with its control and safety systems. A write-off is cheaper to buy but may be harder to resell. In terms of insuring one, a leading motor insurer told Autocar that establishing the risk a driver represents is its primary concern when calculating premiums, rather than whether their car is a Category S, N, C or D write-off or not. When buying a used car, it’s wise to establish the car’s status with a vehicle checking service.

25 MARCH 2020 AUTOCAR.CO.UK 59

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

M OTO R S P O RT

60 AUTOCAR.CO.UK XX MONTH 2016

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

TVR ran the Tuscan Challenge series from 1989 until 2004

TUSCAN RAIDERS RIDE AGAIN TVR old boys reunite at Silverstone for a blast into the past

ocial media doesn’t have to be all about watching fluffy animals doing the funniest things. It can also trigger happy reunions, as this recent example proves. The evening before a Silverstone test day, Martin Short posted a clip of his TVR Tuscan Challenge racer, which he would be taking for a quick blast on the Grand Prix circuit the following morning. Old rival, former enemy and now good mate Ian Flux spotted it and asked if he could have a go, and the next day there they were in the pit lane, recalling the best of times. British motorsport is blessed with plenty of great characters and their tall war stories (too many of which are sadly unprintable), and these two are among the best of the breed. Short is a wheeler-dealer enthusiast who raced a kit car in the 1980s before getting into Rover one-make racing and eventually making it all

the way to the top class of the Le Mans 24 Hours. As for ‘Fluxie’, he has been a fixture since the 1970s. A mechanic for Graham Hill’s F1 team, he was hugely prolific on the national scene, racing everything from Formula 3 and Formula Atlantic to Thundersports and the British Touring Car Championship (BTCC). In the 1990s, the pair found themselves pitched together in what is still remembered by many as one of the loudest, most brash and most entertaining UK racing series ever to run. Racing championships built around single makes and models remain an accessible and relatively simple form of motorsport for all ages and ranges of talent.

But let’s not pretend they make the blood run hot. Back in the 1990s, such series were all the rage, based mainly around front-wheel-drive saloons – think the Vauxhall Vectra and, er, Volkswagen Vento. In their midst, TVR’s Tuscan Challenge was something else entirely. Launched in 1989, the series proved the perfect promotional tool for the small, Blackpool-based sports car specialist. The Tuscans were properly hairy, at first powered by 4.5-litre Rover V8s and later by TVR’s own AJP engine pushing out more than 500bhp, just to the rear wheels (naturally). They weren’t for the faint of heart. “Looking back over all of my career, those four years of Tuscans when it was at

❝

It’s remembered by many as one of the loudest, most brash and most entertaining UK racing series ever ❞

its height were the best,” says Flux, who won the title in 1996. “There were 12 to 14 top drivers and you didn’t know where you were going to come. As for the off-circuit activities and the laughs we had…” Time to leave it there, Fluxie! These two had their fair share of run-ins back then. I recall a sense of trepidation each time I stepped into the paddock as a young reporter. The drivers were all of the ‘larger than life’ variety, many using the Tuscans as a stepping stone to great things further up the ladder, among them Jamie CampbellWalter, Bobby Verdon-Roe, Phil Hindley, Ian McKellar Jr and Mike Jordan, father of current BTCC ace Andrew (coincidentally, he had brought his own Tuscan out for a play at the same Silverstone test day). Guest drives proved a popular draw, even attracting Nigel Mansell in 1993 at Donington Park – just after he’d clinched the Indycar crown and only 12

MOTORSPORT Short (right) relives ’90s antics with old nemesis Flux (left)

N E WS R O U N D - U P With races cancelled, F1 stars have turned to their PlayStations

months after he had become F1 world champion. Sadly, a famous TOCA Shootout shunt in a Ford Mondeo BTCC racer put Red Five in hospital, making him a Tuscan non-starter. But those who did race, fought and fell out with each other have fond memories, and today it’s all water under the bridge (mostly). At Silverstone, Short and Flux were like a couple of old schoolboys after both had taken Martin’s perfectly preserved, Mole Valley-backed Tuscan out for a twirl. “By the time I had got to Becketts, it had all come back,” said a grinning Fluxie, after his first run in one for more than 20 years. “There’s just a feel, loads of front-end grip as you turn in, that leaves you thinking: ‘Oh God, this is f***ing great!’” Short credits Flux and the late, much-missed Colin Blower for coaxing him into Tuscans. “They said ‘you need to get out of Rovers and come and do some proper racing’,” he recalls. “I tested here and spun at every corner. I was so deep into front-wheel-drive mode I was nailing the throttle at every turn. I drove the whole race with my right hand on my knee to remind myself not to nail it. Finishing third in that race changed my life, because after that I had two dealers fighting over me. That led to my career in TVRs, which found me a sponsor who

was a TVR owner, and that led me directly to Le Mans.” The rich seam of racing history means original Tuscans fetch a pretty penny today, but surely enough survive for a proper reunion with many more of the old faces. A perfect idea for the Silverstone Classic, I reckon. GREEN AROUND THE GILLS

Passenger rides with racing drivers. In all honesty, they’re not top of my good-time list, mostly because they usually make me feel queasy. But when seasoned historic racer Willie Green won’t take no for an answer, it’s time to strap in and hold on. Turns out I was glad that I did at Silverstone. Green had a lovely, self-prepped and lightly modified racing Ford Capri 2.8 and was keen to show me how satisfaction on track doesn’t necessarily come through brute speed. There were plenty of faster cars buzzing around us on a busy test day, but Willie was in his element on standard rubber, steering the car mostly with his right foot and with only the most subtle of fingertip inputs. Watching a master craftsman at work close at hand is a privilege and, in this case, a reminder how racing drivers – even those of a fine vintage – work at a level most of us can only aspire to. By the end I was left feeling just a little green – mostly with envy.

Motor racing moves online While real motorsport has ground to a halt due to the coronavirus, various e-sports series are filling the void with star-studded events. Max Verstappen headlined an AllStar E-sports race, but a firstlap crash in the final put him out of contention. Professional sim-racer Jernej Simoncic won. Meanwhile, Lando Norris and Stoffel Vandoorne took part in a Veloce E-sports event, while Nascar ‘spotter’ Josh Williams beat a host of real stock car racers in the iRacing Replacements 100.

Toyota tops BTCC test

The British Touring Car Championship’s pre-season test at Silverstone took place as planned last week but behind closed doors. Tom Ingram set the pace in his Toyota Corolla. However, the opening three rounds at Donington Park, Brands Hatch and Silverstone have each been postponed.

Indycar may have to hold its headline race later in the year

Le Mans delayed

The 24 Hours of Le Mans has been rescheduled from 13-14 June to 19-20 September due to the ongoing pandemic. The decision will affect the race calendars of the World Endurance Championship and three smaller series. The next planned WEC event, at Spa-Francorchamps on 25 April, has also been canned.

Indy 500 May day may not be in May

Indycar bosses say they’re focused on running the

planned normal ‘month of May’ schedule for the Indianapolis 500 – even if that happens later in the year. The series has now cancelled all of its events prior to the race on the Indianapolis Road Course on 9 May, with the 500 due to follow on 24 May.

Fraga given wings

Igor Fraga has joined Red Bull’s junior driver scheme ahead of his first season in Formula 3. The 21-year-old Brazilian was a race winner in last year’s F3 Regional European Series and has previously raced in e-sports.

Veteran racer Willie Green was more than happy to be in his Capri

F1 is hoping to put together a “pretty decent calendar” of 17 to 18 races, likely by racing in the previously planned August summer break, according to its motorsport boss, Ross Brawn. The season is now unlikely to start until May or June, and Brawn said double-header weekends could be considered. Meanwhile, F1’s new technical regulations have been delayed by a year until 2022 due to the disruption caused by Covid-19.

JAKOB EBREY, MOTORSPORT IMAGES

F1 amending calendar

Is Igor Fraga the next Max Verstappen? 25 MARCH 2020 AUTOCAR.CO.UK 61

Event was declared over 34.8 miles from the scheduled finish

R ALLY MEXICO

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

Ferrari vs Mercedes 1952 to 1954

‘Inappropriate’ win for Ogier WRC is widely criticised for holding Rally Mexico during pandemic

t may have been his first victory for Toyota, but it was probably the one that Sébastien Ogier was least bothered about throughout his illustrious career, despite the fact that it swept him into the lead of the World Rally Championship. “The most important thing now is just to get home safely and hope that we haven’t spread any harm to our friends in Mexico,” said the Frenchman. He was one of many drivers to question what they were doing on Rally Mexico at all, given the Covid-19 pandemic that has wiped out the first part of the Formula 1 calendar as well as the next scheduled WRC round in Argentina, not to mention thousands of other sporting events the world over. But in the end, a compromise was reached in Mexico whereby Sunday’s three stages were cancelled to limit the potential

although the global situation is of course constantly evolving. After Portugal comes, in June, Italy: one of the countries worst affected by the outbreak. Even Kenya, which will host the Safari Rally in July, has announced stringent measures to contain the coronavirus, including

❝

Would it be enough to make Ogier reconsider his decision to quit? ❞

long quarantine periods and school closures. It’s possible that the WRC season might not be able to restart until the second half of the year, with or without some rescheduled events. It would certainly make what has been billed as Ogier’s final season in the sport, with the best car, an odd one. But would it be enough to make the 36-year-old six-time champion reconsider his decision to quit at the end of the year, perhaps wanting one final clean run at the title with a team and car that by then he would finally know quite well? Because these interruptions should in theory disadvantage those who are trying to settle into new environments. We’ll get to find out in Portugal – hopefully. ANTHONY PEACOCK

ENAAM AHMED

GREAT R ACING CARS #3 RENAULT R25 (2005)

After a year racing in Japanese Formula 3, in which he finished third, this 20-year-old Londoner has returned to Europe this season with Carlin, the team with which he won the British Formula 3 title back in 2017. Ahmed – a member of the BRDC Superstars scheme for rising talent – will race in the FIA Formula 3 series with Britain’s most decorated junior single-seater team. As a proven race winner at this level, nothing short of a title charge will be the expectation.

The R25 was the car that finally made Renault an F1 world champion constructor as well as engine builder. Fernando Alonso used it to break Michael Schumacher and Ferrari’s five-year stranglehold in 2005 with the first of back-to-back titles, beating McLaren’s Kimi Räikkönen to the crown with seven wins (Giancarlo Fisichella added an eighth). Designed by Bob Bell, it also marked the first time since 1991 the title winner wasn’t a creation of Rory Byrne or Adrian Newey.

RISING S TA R

MOTORSPORT IMAGES

damage and allow people more time to travel home in the face of growing worldwide travel restrictions (particularly in the US, which many transit when going to and coming from Mexico). Everyone got out and nobody was taken ill, so the FIA and Rally Mexico organisers just about got away with it – in stark contrast to the barrage of criticism levelled at the Australian Grand Prix the same weekend. Now there’s going to be quite some gap until the next round of the WRC: Portugal, from May 21-24. For the time being, that’s still due to go ahead as planned,

62 AUTOCAR.CO.UK 25 MARCH 2020

WITH NO SCRAP between Vettel and Hamilton due for the foreseeable future, we take you back to an old war between Ferrari and Mercedes – a war of words. In 1951, Benz decided to go sports car racing for the first time post-war. So it created the W194, which promptly finished second in the Mille Miglia, won at Bern, set a new record at Le Mans, beat everything at the Nürburgring and conquered the Carrera Panamericana – the most dangerous road race of all. Point proven, Mercedes “proposed to abstain from giving further proof of its superiority in 1953”, as Autocar put it. “Jolly decent of them, too!” But, we continued, “this slight touch of bombast seems to have touched off an Italian ammunition dump, for Ferrari has issued an open challenge to Mercedes to compete in one or two races this year and prove its superiority. The choice of races is left to the German team.” Mercedes’ response was that “the Italians had plenty of chance to beat them in last year’s races!” It also noted it wasn’t worth six months of preparation just for a challenge from Ferrari… Next came a letter from Enzo himself, announcing to the Italian press that he looked forward to meeting Mercedes in August. Oh, and that Ferrari had won the Mille Miglia, not raced in Bern and led in Mexico right up until the final day. Mercedes didn’t rise to this, though, committed as it was to an F1 entry for 1954. That proved a wise choice, as the W196 truly dominated, winning two consecutive titles for Fangio. Wonder how that went down at Maranello…

MOTORSPORT

‘We wil not be able to hide forever’ Renault F1 boss Cyril Abiteboul knows his under-achieving team must soon deliver. But, as he tells Damien Smith, he has faith for the future PHOTOGRAPHY MAX EDLESTON n a recent television interview, Watford Football Club manager Nigel Pearson said that he wanted to “enjoy” life as a Premier League manager. Those in the studio smiled knowingly. But how can you enjoy a job like that when you’re under such intense scrutiny all of the time? What has sport at the highest level got to do with pleasure? When we ask the man charged with returning Renault to the front of the Formula 1 grid whether he enjoys his job, he almost breaks into

a full smile. Almost. Cyril Abiteboul is warmer than he appears in Drive to Survive, the Netflix documentary series that has boosted his personal profile. But a week before what turned out to be a false start to the 2020 season in Australia, his time is precious. He’s courteous and engages with our questions, but there’s little time for pleasantries. “F1 is a great sport when things go well, but it’s awful when things go wrong,” he says ruefully. “It’s the same for any sport.” Abiteboul knows all about the “awful” bit. Recruited by

Renault as long ago as 2001, the Frenchman gained a first sour taste of F1 team management when he was headhunted by the small, underfunded and short-lived Caterham (née Lotus) outfit in 2012, then returned from whence he came in mid-2014, not long before it folded. As managing director of Renault F1, Abiteboul has been at the helm since the car maker’s return as a fullblown factory team in 2016 – but has yet to witness a podium finish, let alone taste champagne. A ‘best of the rest’ fourth in the teams’ standings in 2018 represented progress, but a slip

to fifth last year behind powertrain customer McLaren was humiliating. “There is only one word: disappointing,” Abiteboul says of 2019. “It came after three seasons of progression. With Daniel [Ricciardo] joining the team, we would have liked to keep that going – and it stalled.” At 42, Abiteboul is the youngest team principal in the paddock, and he has a commercial rather than an engineering background. As part of grand prix racing’s new generation, at the head of a true manufacturer racing team, he’s well placed to offer an inside view of F1, its future and ◊

This season will be Abiteboul’s fifth in charge of Renault F1

❝ Regarding 2019, there is only one word: disappointing ❞

25 MARCH 2020 AUTOCAR.CO.UK 63

∆ Renault’s own in a sport some argue is out of step with its time. First, Renault itself. There’s almost an assumption that it’s just a matter of time before it sells off the F1 team, just as it did in 2010 – especially because it’s not winning. Changes at the top, with Luca de Meo replacing the disgraced (but F1-friendly) Renault team last lifted an F1 trophy in 2010 Carlos Ghosn, have further fuelled speculation. Abiteboul doesn’t groan, but he might as well do. “It’s a pressure for “I do accept we are part of an all 10 teams,” he says, “but there’s automotive industry that is shaking, something a bit awkward about and that is also true for Renault. But Renault. It feels to me that we are we really struggling more than have to respond to that question [Mercedes parent firm] Daimler? much more. It’s not just you asking, I’m not sure. The value is here it’s everyone. And I wonder why. “We have been in F1 for 42 years in already and will be only better in the future. It’s down to us to crystallise some shape or form. I accept our lack our potential, starting with our of consistency [see box, right], plus performance. If our performance was there have been some statements better, we would have to respond to and changes of management. I get all of that. But the reality is we’re well fewer questions of this type.” His defence of F1’s relevance established with two factories [the to car makers is no less assertive. engines are built in Viry-Châtillon, “Connectivity, electrification, near Paris], we’re now a group of 1200 people and we’re well advanced, artificial intelligence, fuel efficiency, lifestyle…” he rapid-fires not only for this year but into next. the merits. “Biofuels are coming, “The new Concorde [Agreement, by which F1’s finances are distributed a first step in the right direction, to each team] is progressing in the plus a number of technologies right direction and we’ve got a set of that are becoming more relevant regulations which are very positive to car manufacturing.” for us. Directionally, it’s all good. F1 may have embraced the hybrid

❝ We need to have a sport that's much more competitive ❞

Ricciardo joined Renault last year but had a tough season

Abiteboul explains his vision to Autocar’s Smith 64 AUTOCAR.CO.UK 25 MARCH 2020

age, but the paddock is resistant to full electrification. “For me, it’s not a step for F1, because we need enough energy density to race for 300 kilometres [186 miles] at a very high performance level,” Abiteboul says. “Right now, there’s nothing in terms of battery technology that can offer the same energy density. The big news for Renault at the start of this year is PHEV cars. Electrification and the internal combustion engine are complementary, not in opposition to each other.” If F1 is truly in tune with wider automotive thinking, though, why don’t more car makers join in rather than head for Formula E? “It’s a risk if you aren’t capable of performing at the appropriate level – a huge risk,” he answers. “Already being in F1,

we have critics that we weren’t able to fight for P4 last year, which is what I believe we will be doing this year. But P4 is quite an achievement. There are a number of brands, including the most established that are extremely well financed, that don’t even dare go into F1 because of the risk associated.” Really? The likes of Audi and Porsche are running scared of F1 failure? And who would want to come in just to fight for P4? A budget cap in 2021, along with new technical regulations (now for 2022) and a fresh financial deal to bring about a fairer and more equitable distribution of revenue, all aim to make the sport more competitive. “I think it’s a shame,” Abiteboul says of the budget cap, “but I

MOTORSPORT R E N AU LT I N F 1

Renault was behind engine customer McLaren in 2019

F1 teams and owners are still negotiatin

don’t see a better way to fix a system that has been created by the last round of Concorde negotiations, which weren’t negotiations but bilateral agreements created by Bernie [Ecclestone] for a very specific purpose. It badly damaged the sport, and the only way is financial regulation. I don’t like it, but it’s a

necessity. It’s a fix which might one day be replaced by something else.” The criticism of Ecclestone references the individual deals he brokered with Ferrari, Mercedes and Red Bull to settle civil unrest among the teams around a decade ago. A union of teams dissatisfied at their

share of F1’s success briefly threatened a breakaway – but Ecclestone turned to an age-old strategy of divide and conquer, fracturing the union by negotiating new terms on an individual basis. Tempted by self-interest, the ‘big three’ each buckled, signed their own deals and set F1 on course for the ‘us and them’ divide that’s so apparent today. “We need to move away from the two-tier system,” says Abiteboul. “On one side, we’re doing an excellent job with new marketing initiatives such as Netflix and F1 city festivals, but if we really want to capture this new audience, we need to have a sport that’s much more competitive than

the one we have now. What I really like about the [2022] regulations is that, for the first time, we have defined them for the show, rather than having a show that is a consequence of a set of regulations.” But will the grid concertina and allow Renault to fight for victories? Abiteboul is cautiously optimistic – but deep down surely knows that his team’s future is banking on it. “For sure, we will not be able to hide forever,” he admits. “The expectation has to be realistic and reasonable. But yes, [in 2022] we can’t hide if we aren’t capable of fighting for podiums. We don’t expect to dominate, but fighting for podiums is the target.” Smile, Cyril. Smile like you mean it. Just like Nigel Pearson. L

25 MARCH 2020 AUTOCAR.CO.UK 65

MOTORSPORT IMAGES

1977 Enters F1 and pioneers turbocharged engine power 1979 Scores its first race win 1981-83 Fails to win a title, even with a brilliant young Alain Prost 1986 Pulls the plug on its team and becomes an engine supplier only 1991-97 Wins six constructors’ and five drivers’ titles powering Williams and Benetton cars 1998 Pulls out of F1 altogether 2000 Buys the Enstone-based Benetton team and rebrands it as Renault in 2002 2005-06 Wins back-to-back titles with Fernando Alonso 2010 Sells its F1 team and reverts to being only an engine supplier 2010-13 Wins four consecutive constructors’ and drivers’ titles with Red Bull and Sebastian Vettel 2016 Returns as a factory effort after buying back ‘Team Enstone’ 2020 Racing in F1 with Daniel Ricciardo and Esteban Ocon

YO U R V I E WS WRITE TO

autocar@haymarket.com Cobalt codswallop

As a lifelong proponent of the truth, I am compelled to write to you to expel the fear, uncertainty and doubt regarding cobalt use in EV batteries (Your Views, 4 March). Not only do EV batteries use a very small percentage and quantity of cobalt today (the big and bad cobalt use for lithium ion batteries are mobile phones and laptops), but also Tesla (who all other manufacturers try to emulate) is actively reducing lithium use, with the aim to only use cobalt-free batteries in the future. In fact, it has already agreed a deal to use CATL’s cobalt-free cells in its China-built Model 3 Standard Range. By far the biggest consumer of cobalt is the oil-and-gas industry, which uses it to make fossil fuels! This cobalt is unrecyclable (unlike the comparatively small amount used currently by EV battery makers) because it’s burnt within the fuel, causing extremely toxic pollution. So, ‘The cobalt quandary’ was wrong and certainly not worthy of Letter of the Week – or was this an early April Fool’s prank designed to wake up the Autocar readership? William Millard Via email

Controversy continues

Reading the views in ‘The cobalt quandary’, I was surprised that Autocar would publish views that are a misrepresentation of the facts. Only 7.5% of cobalt is mined using inappropriate practices, so 92.5% is available from ethical sources. Still room for improvement, admittedly. Since cobalt is used as a catalyst to increase fuel octane rating and desulphurise fuels, all drivers are implicated in its use. Are we really saying petrochemical companies have higher ethical standards than EV makers? I think indigenous tribes across the world would disagree. What are the cobalt emissions from conventional cars? EVs account for 10% of cobalt consumption today and, while this will certainly increase, it may be offset with the decline in use for fuel. Batteries are recyclable,

Cobalt use in EVs is an incendiary topic 66 AUTOCAR.CO.UK 25 MARCH 2020

LETTER OF THE WEEK

Why don’t cars also use biomethane? Kia Sorento and Hyundai Santa Fe combined and more than the Alfa Romeo Stelvio or any Jaguar SUV. And like all the latest PSA Group SUVs, the new DS 4 Crossback that’s due later this year will hit the mark. Carlos Tavares says each DS sold makes money. Watch the marque grow and have faith in his vision.

WIN

Wot? No brochures!

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

Did you know that Audi no longer produces brochures or price lists for its cars in the UK? When I asked why, I got this explanation: “To reduce our carbon footprint, we’ve moved to a digital configurator, which replaces the previous printed and PDF brochures. The configurator is always up to date and allows you to save your specification, making ordering your Audi quick, simple and efficient. “All of our centres have a hands-on configurator where you can feel and see every option available, so if you have something specific in mind, like exclusive paint or luxury leather, you can specify your Audi to your individual requirements.” I can buy the argument that printed brochures are a waste of resources, but not a PDF. Seems Audi is happy to rely just on its configurator, but this doesn’t allow the prospective purchaser a close inspection of what is and isn’t included as standard, nor does it allow any easy comparison of the different models. Also, have you noticed that most Mercedes (certainly the C-Class and E-Class) can no longer be ordered with any options other than the colour? Perhaps I’m a bit old-fashioned, but somehow it seems a retrograde step not to be able to peruse a price list. Colin Banks Via email

catalysts aren’t, so who’s greener? Regarding ocean mining, my understanding is that cobalt nodules are found in water 4-5km deep – not something I believe is desirable, but it will have no impact on coral reefs. I also can’t let the comments on hydrogen go without applying some logic. Hydrogen is lighter than air, so if there’s a leak, it harmlessly moves away from the vehicle – unlike petrol, which sits on the ground waiting for an ignition source. Look back at airships: when they had fires, there was no explosion, just a rolling flame front burning

upwards, fuelled by the rocket-fuel outer skin. People have an irrational fear of hydrogen while overlooking the potential of petrol to explode. Chris Lucioni Via email

Leave DS alone

‘Tuga’ is wrong about DS (Your Views, 11 March). The latest figures show the brand is growing strongly: nearly 5000 cars sold in Europe in January, on a par with Lexus, nearly level with Jaguar, twice as many as Tesla and three times Subaru. The DS 7 Crossback sold more than the

Paul Shannon Levenshulme, Lancashire

Wise Waitrose

Just outside Leyland in Lancashire (famous for trucks), on the A49, Waitrose has a large distribution hub, opposite of which is a refuelling station primarily for its use. Not diesel but compressed natural gas. Yes, these HGVs are using gas to deliver thousands of tons around the north-west and possibly further. Apparently, the emissions from these vehicles are hugely less than from conventionally fuelled ones. How come car makers don’t use the same technology? Just a thought! R Firth Via email

Grand ideas

So, Matt Saunders reckons the Vauxhall Grandland X Hybrid4, at £36,790, will lead the switch to plug-in hybrids across the fleet

LETTERS market (First drives, 4 March). Presumably would-be drivers will be cancelling their orders for the £33,974 BMW 330e SE? I think not. Vauxhall’s decision to position the Grandland X at the upper end of the premium car price scale is doomed to failure.

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

NEXT WEEK’S ISSUE ON SALE 1 APRIL

Steve Butterworth Via email

Missed opportunities

I was particularly interested in Andrew Frankel’s quest to regain an old love (‘Family reunion’, 26 February). I expect many of us feel the same about four-wheeled favourites of the past. When I married my wife in 1969, I also acquired a brand-new Hillman Imp Californian fastback. It looked super, handled brilliantly – despite tyre pressures of 15psi at the front and 30psi at the back – and smoothed bumps far, far better than the bouncy (but utterly delightful) Mini. However, it had two serious faults. One, the heater was useless, with hot air from the back never arriving at the front to demist the screen and thaw out passengers. And two, it rusted – almost visibly before one’s eyes. We replaced it with an Alfa Romeo Alfasud, which was another finelooking and fine-handling car. That rusted even worse. Now here’s an idea for your team: what about a series on potentially brilliant cars of the past that could have and should have been fully developed and so might indeed have remained in production until this day? This old chap could certainly offer some suggestions.

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 Sami Shah 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 reporters Felix Page, Will Trinkwon Used cars editor Mark Pearson Used cars reporter Max Adams Chief sub-editor Kris Culmer Group art editor Stephen Hopkins Art editor Sarah Özgül Designer Rebecca Stevens Prepress manager Darren Jones Senior photographer Luc Lacey Photographer Olgun Kordal Junior photographer Max Edleston Senior videographer Oli Kosbab Videographer Tej Bhola SEO manager Jon Cook SEO executive Oliver Hayman Picture editor Ben Summerell-Youde

F E AT U R E

40 years of Audi Quattro Fast and fun four-wheel-drive Audis turn 40 this year. Andrew Frankel revisits the very best of the breed F E AT U R E

F E AT U R E

David Stevens Woking, Surrey

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Bristol fashion

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Production will Every fun thing to end in April with no experience in the car successor in sight. We world without leaving go for one last drive your own home

Bristol has been liquidated after 75 years of quirkiness

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25 MARCH 2020 AUTOCAR.CO.UK 67

CONTENTS SUBJECT TO CHANGE

The demise of Bristol Cars is a shame, but it always seemed to me that it didn’t spend much time actually trying to sell its cars and was rather hoping they would sell themselves without anyone really knowing about them. I never understood how Bristol did things; it’s as if they wanted this to happen all along.

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

BMW 330e

MERCEDES-BENZ E300de

SKODA SUPERB

TOYOTA COROLLA

VAUXHALL CORSA

MERCEDESBENZ E300de What could be better than a frugal diesel wagon that can turn into an electric car? FINAL REPORT

MILEAGE 13,288

WHY WE R AN IT To see if the near-perfect theory of a car with a diesel engine for long journeys and electric motors for short trips can be matched by the reality

t has been an interesting and informative time with the Mercedes-Benz E300de Estate, powered as it is by the only diesel-electric hybrid powertrain on the market. And that’s the first thing to say: diesel may not be popular at present, largely due to its urban emissions, but here is a way out of that trap. The ideas behind a car you can use emissions-free and conscience-clear in town but that will also provide all

68 AUTOCAR.CO.UK 25 MARCH 2020

the benefits of a modern, clean diesel on a long run are clear. I understand why it probably won’t catch on – diesel’s unfairly maligned reputation and the lack of interest in it outside of Europe – but on merit alone, it’s the best solution I’ve seen. As for the car, I was most interested in what I knew would be a reality gap between how it performed on paper and how it actually got on in the real world – and I don’t just mean its demonstrably nonsensical official fuel consumption and CO2 figures. There is, for instance, the price to consider: the E300de costs £9230 more than an otherwise-identical E220d powered by the same engine but without the hybrid apparatus. On the one hand, you might ponder how many thousands of miles you would

Plush ride and near silence blend beautifully need to drive to recoup that premium, but then for a company car, the taxation incentives might conversely prove exceedingly tempting. You might abhor the additional 345kg that it weighs over the E220d, or you may consider that its 302bhp more than makes up the difference over the 191bhp model. And in power-to-weight ratio terms, you would be absolutely correct. It’s the difference between a car that can reach 62mph in less than six seconds and one that needs rather more than seven. And that is significant. For me, however, there is a large conceptual component to the argument. Do you like the idea of the diesel hybrid? I very much do.

For a start, what the numbers will never reveal is just how startlingly luxurious this Mercedes feels while wafting you around not only on velvety springs but also in almost complete silence. And for most people, most of the time, that will be most journeys. The E300de’s performance on electrons alone is better than adequate in all normal circumstances. I like, too, the fact that its projected electric-only range is always a mile or two fewer than it actually achieves, despite the fact that I do almost no town driving in it. The day-to-day downsides are both the size and, particularly, shape of the boot and the knowledge that

TEST DATA

The installation of a charger at home was a game-changer

L OV E I T

MERCEDES - BENZ E300de E Q P O W E R S E E S TAT E MILEAGE 1468 13,288 PRICES List price new £49,700 List price now £49,780 Price as tested £58,115 Dealer value now £42,000 Private value now £40,000 Trade value now £38,000 OPTIONS Cavansite Blue metallic paint £685, privacy glass £345, Premium equipment package £2395, Driving Assistance Plus package £1695, Comfort package £3295 FUEL CONSUMPTION AND RANGE Claimed economy 217.3mpg (WLTP) Fuel tank 66 litres Test average 58.8mpg Test best 64.1mpg Test worst 44.3mpg Real-world range 680 miles TECH HIGHLIGHTS 0-62mph 5.9sec Top speed 155mph Engine 4 cyls in line, 1950cc, diesel, plus electric motor Max power 302bhp at 3500rpm Max torque 516lb ft at 1600rpm Transmission 9-spd dual-clutch auto Boot 400 litres Wheels 9.0Jx18in Tyres 245/45 R18 (f), 275/40 R18 (r) Kerb weight 2060kg SERVICE AND RUNNING COSTS Contract hire rate £460 pcm 39g/km CO2 Service costs None Other costs None Fuel costs £1168 (diesel), £117 (electricity) Running costs inc fuel £1285 Cost per mile 11 pence Depreciation £18,115 Cost per mile inc dep’n £1.64 Faults None PREVIOUS REPORTS 9 Oct 2019, 23 Oct, 30 Oct, 20 Nov, 27 Nov, 25 Dec, 8 Jan 2020, 22 Jan, 5 Feb, 19 Feb, 11 Mar At start At end

Big estate was frugal even on cross-country jaunts

❝

The numbers will never reveal just how startlingly luxurious this Mercedes feels ❞ on a long run, you’re carting four adults’ worth of additional mass that is, pun entirely intended, not pulling its weight. Charging the E300de has been a doddle since the installation of my Pod Point domestic charger, which more than doubles the rate of charge relative to a three-pin plug. With a plug-in hybrid containing a very small battery, compared with a fully electric car, it reduces the charging time to a matter of minutes. But I think there’s still a sense that ‘filling up’ in this way is, if not entirely free, a mere fractional cost of the diesel you would otherwise be using. And it’s true; that fraction is one over two, so it’s far more

SECOND OPINION I agree that the extra cost over the E220d may write off the E300de for many, but saving fuel is far from the only benefit of the hybrid. It’s also faster and much more relaxing to drive, to the point that it’s more comparable to a six-cylinder diesel, making the price jump easier to square. LA

affordable – the equivalent of a car doing almost 120mpg. However, as a rather startling electricity bill recently made very clear, it’s a very long way from being free. All hybrid issues aside, the E300de has been a fine thing in which to do more than 11,000 miles in a relatively short period. Whatever else may be at my disposal from one day to the next, the Benz is almost always a haven of peace and tranquillity. The exception is on chilly winter days when you’ve spent the best part of an hour wafting along on electricity alone only to be rudely rent from your dreamy existence by the unmistakable sound of a stone-cold four-cylinder diesel engine arriving on the scene. Still, it warms up and therefore quietens down very quickly. Nothing has gone wrong with the E300de; the only time it has been to a garage was to have its summer tyres changed to winters. I remain as impressed with Pirelli Sottozero rubber on this large estate car as I was when it shod the McLaren 720S I ran before. And through the worst flooding that anyone who lives in the Wye Valley area can remember, these tyres have performed impeccably.

So, would I recommend it? Well, the E-Class may no longer be the most capacious estate on sale (take a bow, Skoda Superb), but there’s none I would rather drive day to day. The 2.0-litre diesel version still makes the most sense, but is the plug-in hybrid worth it in senses more than merely financial? It depends: if boot space is crucial, it rules itself out on those grounds alone. If you’re going to spend almost all your time on the motorway, forget it and enjoy the lower purchase and running costs of the E220d. But if you want the most soothing, relaxing estate, drive on a mixture of town, country and arterial roads and have off-street parking for charging it, absolutely: I’d not only recommend the E300de but would do so over any comparable petrol-electric hybrid. ANDREW FRANKEL

OWN ONE? SHARE YOUR EXPERIENCE autocar@haymarket.com

HYBRID SYSTEM Diesel-electric has to be the best compromise, giving emissions-free progress in town and punch beyond.

CONFIGURATION I’d rather have an estate than any comparable SUV. They’re not only more efficient but look better, too.

L OAT H E I T

PACKAGING Losing a third of the boot space isn’t great, but it’s the huge step in the middle that irks as much as the size.

FUEL CONSUMPTION On long runs, you’re always aware of how much less diesel it would be burning without hybrid gear in tow.

25 MARCH 2020 AUTOCAR.CO.UK 69

DEPRECIATION IS CALCULATED FROM TAKING THE TRADE VALUE FROM THE ORIGINAL LIST PRICE MINUS OPTIONS

E300de can zip about on electricity then cruise using diesel

CHASSIS Mercedes’ engineers have risen admirably to the task of making such a heavy car pleasant to drive.

OUR CARS

Skoda Superb Estate MILEAGE 4462

BMW 330e Our plug-in hybrid saloon is great to drive but tricky to operate MILEAGE 4221 WHY WE ’ R E RU N N I N G IT Plug-in 330e will overtake 320d as the biggest-selling 3 Series, but can it match the diesel’s all-round appeal?

o what is it actually like to drive? You’ll forgive me for only getting to answer this question now, in the third meaty report on the 330e. So rarely has a car needed so much scene-setting and prep, first to find out if it can actually be used as its maker intended, and second to learn how to use it yourself. Clearly this is nothing like the simple-to-use familiarity of having a 320d… Charging points installed, hybrid tech learned and company car tax bill calculated, and it’s onto living with the car. And for the most part, it won’t surprise you to learn that the 330e is proving much like any other 3 Series. It steers with an accuracy some bona fide sports cars can only dream of, and it is one of those cars that has the ability to make the most mundane and routine of journeys an enjoyable experience – and that’s simply down to everything the driver interacts with being engineered with

LOVE IT PU B LI C CHARG E RS Used one for the first time at a Hampshire garden centre that had a dozen free. Got eight miles of range in 20 minutes, gratis.

LOATHE IT PU B LI C CHARG E RS Went to use one at a hotel that had been good enough to install them but not good enough to stop an old BMW X6 and an Audi A4 parking in the spaces.

The 330e steers with great accuracy the pleasure of driving in mind. That was true the last time we had a 3 Series at Autocar, a previousgeneration 320d xDrive M Sport version back in 2016. That car also became a firm favourite for the way it could make every drive so pleasurable. An evolutionary approach has been adopted, then – and why wouldn’t BMW, when it has such a formula licked? The one major dynamic difference you do notice is the extra weight. The 330e weighs in excess of 200kg more than an equivalent currentgeneration 320i, due to that electric motor plus the lithium ion battery pack under the rear seats. As such, the 330e doesn’t quite have the fleetfootedness of a 320d in its ability to change direction, yet it still feels more agile than an Audi A4. The ride also suffers a bit on occasion, with a tendency for the impact of potholes to crash through the cabin, yet I’m not sure how much of that is down to the 19in M Sport alloys of our car. That was true also of the 2016 320d we had on similarsized wheels, and the two cars also share the optional adaptive M Sport dampers. I’d be keen to try a 330e on smaller wheels and with the standard

dampers for comparison, and find out whether the weight or the chassis set-up is to blame. So the hybrid system doesn’t do anything major to mess with the dynamics of the excellent G20-generation 3 Series, which is, remember, an Autocar fivestar road test car in its 320d guise. The changes are, predictably enough, found when you press your right foot to the floor. This is where it gets a bit complicated. There are so many different ways of driving the 330e and so many modes to put it in, depending on how long your journey is and how you want to drive. These are as extreme as using electric-only mode and having the power reduced to try to preserve as much battery range as possible, or as extreme as Xtraboost mode, which liberates the full 111bhp of the electric motor and the 181bhp of the 2.0-litre petrol. The point is this: everything needs a button pressed, and there’s no easy way to let the car choose. The normal mode, Hybrid, runs the battery down in the first instance to keep driving on electric power as much as possible, unless you want to save the battery for later or you have a route plumbed into the navigation system, in which case it’ll save the battery for you. So while very clever, even at its most ‘normal’, it’s not that simple.

MARK TISSHAW

TEST DATA B MW 330e M S PO RT Price £39,860 Price as tested £49,300 Faults None Expenses None Economy 70.9mpg Last seen 18.3.20

OWN ONE? SHARE YOUR EXPERIENCE mark.tisshaw@haymarket.com

LAST SEEN 18.3.20

A recent slog up to the far north of the country revealed just how adept this new 148bhp dieselengined Superb is at long-distance cruising. As I mentioned last time, I’ve already seen improved fuel economy compared with that of the old 189bhp car in regular day-to-day use, but on this particular journey I averaged an impressive 60mpg without even trying. Lovely stuff. OK

Vauxhall Corsa MILEAGE 3857

LAST SEEN 11.3.20

The Corsa has £650 worth of Power Orange paint and I swear you get treated differently by your fellows in the traffic. People seem more obstructive. If, say, you beat them away from a traffic light, they remember you and make sure it doesn’t happen again. I’ve also started noticing how dowdy other cars seem. Bright colours rule. SC

Toyota Corolla MILEAGE 5379

LAST SEEN 11.3.20

The new Corolla is an increasingly common sight on our roads – a reflection of Toyota GB’s 47% year-on-year sales rise to the end of February. There are plenty of estates, too, many with Transport for London’s private hire sticker on the back. Could the Corolla threaten the Prius as the car of choice for the airport shuttle run? JA

25 MARCH 2020 AUTOCAR.CO.UK 71

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

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

TOYOTA PA S EO 1. 5 ST Is it just us or does this old Paseo look passably attractive? It’s certainly sleek and nicely proportioned, although look inside and you’ll be greeted by the sight of floral seat upholstery. It’s a 1997 P-reg with 99,700 miles but only one previous owner, who from this distance appears to have looked after it. They want just £500.

James Ruppert THE HIGH PRIEST OF BANGERNOMICS

Citroën C4 Cactus: there’s no funkier way to enter a ULEZ zone

JUST ONE MORE THING…

The right car exists for even the most demanding customers he great privilege about being asked to answer car buying questions is that quite often it isn’t an Autocar reader after their next supercar fix. A very nice lady recently spotted an online article I wrote in the dark ages about how very wonderful the Nissan Figaro is. I have no recollection of writing that, but it inspired quite a wish list. She wants a fairly small, ideally left-hand-drive car that will carry five and is around four years old, classic-looking like a Beetle or Mini, automatic, Ultra Low Emissions Zone-compliant and economical – all for around £6k. Seeking out a left-hooker for a town car with infrequent trips over to France seems a bit illogical. It’s better to stick with a locally sourced motor. Petrol cars are safer to buy if you want to comply with ULEZs (it’s easy to check whether the car is compliant by going onto the Transport for London website and entering the registration number), but Euro 6 diesels from 2015 should be fine. The most difficult thing is finding a small automatic hatchback with character. When it comes to small-car character, the Fiat 500 has it, but it won’t comfortably seat five people. In that case, the 500L is rather more accommodating. So a 2015 1.3 Multijet Pop Star with 45k miles and Dualogic transmission at £5600 seems very reasonable. Not pretty, but sort of like an old-school Multipla.

The Citroën C4 Cactus is an interesting sort of micro-SUV with roof rails and all that jazz. It’s still fairly big, but a 2015 example with 44k miles and the 1.2 petrol engine is ULEZ-compliant, too, and that’ll cost £5900. The character question always brings up Alfa Romeo. On the small side, there’s either the Mito or the Giulietta. It’s easier to find an automatic Giulietta 2.0 JTDM-2, which is ULEZ-appropriate. I found

❝

When it comes to small-car character, the Fiat 500 has it ❞

a Business-spec one with 85k miles at £5900. When it came to the Mito, I only saw an insurance-recorded 2016 1.4 TB MultiAir Collezione at £5500; otherwise, it would have been more than £7000. One day a Ford Fiesta with an Aston Martin-esque grille might be a classic, and at least it’s cheaper than a real Cygnet. So a 2016 1.0T Ecoboost Zetec Powershift with one owner and a serious 85,000 miles costs around £6000. That seems like a pretty good compromise when it comes to economy, value for money and exclusivity if you want to play with bonnet badges. At the moment, if you want a little automatic that’s economical and ULEZ-appropriate, some options are available. But with city cars fast becoming an endangered species, it may not last.

Does a Ford Fiesta with an Aston grille count as a classic?

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

MILE AGE 8 4,350

BMW 320 There has been a colossal amount of outgoings recently, so I’m looking to save some money. Rather than liquidating a member of the fleet, how about dodging the tax? One of two V11s to arrive was for my daughter’s Golf, so at least I didn’t have to pay for that. And the Baby Shark is now well over 40 years old so should be road tax-free. But, because of the strange way the ‘rolling’ system works, I’ve had to wait until 2020 plus three months for it to qualify for a zero rating. That didn’t stop them asking me for £265, though. I’ll go to the post office on 1 April with ‘historic’ paperwork. Hope I’m not a fool.

READERS’ QUESTIONS

What road tax QUESTION changes are due to come into force next month? Showrooms near me are plastered with window stickers urging motorists to beat the tax rise. Colin Thurrock, via email

The tax rise they’re referring to is the fact that first-year road tax on ANSWER new cars registered from 1 April will be based on CO2 readings derived from the new, tougher WLTP emissions test rather than the old NEDC regime. The difference in the two readings averages around 25%, and duty revenue is forecast to increase by around £200 million as a result. The change will hit some cars quite hard. JE

When abroad, I QUESTION notice public parking operators grant motorists an additional 10 minutes for free, I assume to allow them to walk to the shops. Why can’t British councils do the same?

BA N G E R PE D I A

Dave Harris, Chippenham

C is for Citroën C3 There’s plenty to like about the C3, and many will appreciate the raised, people-carrier-like driving position. So there’s a lot of room up front with a usefully adjustable steering wheel and driving seat. The spec levels have always been pretty good; most will want the SX, which has air conditioning and a CD

SEND YOUR USED CAR TALES TO

player, while the Exclusive even throws in climate control and sat-nav if optioned. The C3 is a reasonably lively drive and most of the engines are pretty good, especially the 1.4 turbodiesel. Ultimately, the C3 could have been the new 2CV, but Citroën knew today’s car buyer wouldn’t be satisfied with something so basic.

In fact, they do; at least in England. A 10-minute grace period after a ANSWER parking ticket has expired became law in 2015. It applies only in local authority car parks, but there are plans to extend it to private car parks throughout the UK. The regulation says: ‘No penalty charge is payable for the contravention where the vehicle has been left beyond the permitted parking period for a period not exceeding 10 minutes.’ JE

james@bangernomics.com AND READERS' QUESTIONS TO

autocar@haymarket.com 25 MARCH 2020 AUTOCAR.CO.UK 73

CD-2020-tour-ad-Autocar-2020.qxp_Layout 1 07/01/2020 10:02 am Page 1

More amazing Road Tours in 2020

Corsican Adventure

Alpine Adventure

Pyrenees Adventure

10-15 May 2020.

2-7 July 2020.

18-22 September 2020.

£2600 per car (2 people).

£2900 per car (2 people).

£2300 per car (2 people).

The event is a 2000 mile, 6-day

The event is a 2000 mile, 5-day

road tour that travels to Chalons-en-

road tour that travels to Lake

road tour that travels to Bordeaux,

Champagne, Mont Ventoux, Corsica,

Lucerne, the San Bernardino Pass,

Lourdes, the three highest passes in

including crossing the island west to

the Umbrail Pass, the Stelvio Pass,

the Pyrenees including the Col du

east and south to north along

the Bormio Pass, Innsbruck, the

Tourmalet, Port d’Envalira and Port

purely mountain roads, the Col de

Grossglockner Pass, Villach, the

Turini, the Col du Galibier and

Austrian F1 GP at the Red Bull Ring,

Andorra la Vella, Ripoli, the Millau

Challes-les-Eaux.

Salzburg and the Nürburgring. All

Viaduct, the Massif Central and

cars are welcome.

Vichy. All cars are welcome.

All

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are

To book visit www.circuit-days.co.uk 74 AUTOCAR.CO.UK 01 APRIL 2020

Pailheres,

Ax-les-Thermes,

USED CARS

AS GOOD AS NEW

SKODA FABIA

It’s what’s inside that counts. In this case, the Fabia’s engine bay. By John Evans NEED TO KNOW Beware the pre-2018 facelift 1.0-litre, three-cylinder 59bhp and 74bhp MPI petrol engines – they’re cheap but underpowered. Hill-hold assist is an option on manuals but standard on the DSG. Look out for cars with useful options including the Simply Clever pack (a net system and extra storage in the boot and a small door-mounted waste bin). A variable boot floor was another option. Check the standard-issue ice scraper is in the fuel filler. Variable servicing means some Fabias may not have seen fresh oil for 20,000 miles or two years. In What Car?’s 2019 Reliability Survey, the Fabia came 10th out of 25 in the City and Small cars class.

OUR TOP SPEC because the 1.2 TSI, with 89bhp or 108bhp, was only a bit more expensive per month on a PCP finance deal. Whatever the reason, these two 1.2 TSI engines are the ones to aim for, especially the 108bhp (badged 110) that comes with a sixspeed gearbox. A 2016-reg 1.2 TSI 110 SE with 50,000 miles costs around £6500 and the lower-powered but more plentiful 90 SE about £500 less. Which leaves the diesels. There are three, all 1.4s and producing 74bhp, 89bhp and 104bhp. We found a privately advertised 2015-reg 1.4 TDI SE 90 with 43,000 miles for just £4000 but, generally speaking, dealers ask from around £5500. It goes without saying that the diesels are best if your mileage is on the high side (they’ll do around 60mpg), but you’ll need to look hard for one, because they’re easily outnumbered by the petrols and were dropped with the 2018 facelift. You want an automatic gearbox?

TDI. They’re reasonably plentiful and a 2015-reg 1.2 TSI 110 DSG with 30,000 miles costs around £7600 at a Skoda dealer. In 2017, just before the facelift, the 1.2 TSI petrols were replaced by torquier and more efficient 1.0 TSI units making 94bhp and 108bhp. As before, the more powerful engine has a six-speed gearbox and is our favourite for its better all-round performance. Pay from £7000 for an approved used 2017-reg 1.0 TSI 95 with 26,000 miles. When it finally came, the facelift signalled the end of the 1.0 MPI 60 as well as both the diesel engines. The 1.0 MPI 75 was spared along with the new 1.0 TSI units. Meanwhile, the styling was tweaked and daytime running lights were added. SE-L trim was the biggest winner, gaining sat-nav and 16in alloys.

AUDI A8 50 TDI QUAT TRO S LIN E £1937 deposit, £646 per month, 48 months, 8000 miles per year The A8 bristles with tech including multiple displays and laser-guided autonomous driving systems. Matrix LED headlights, four-wheel steering, a surround-view camera and a tablet for rear passengers are all options.

JAGUAR I-PACE EV400 S £1917 deposit, £639 per month, 48 months, 8000 miles per year Electric cars go large on tech, and the I-Pace is no exception. There’s a 12.3in digital display, a touch-sensitive control panel and a 360deg camera. In addition, the key fob stores the driver’s personal preferences regarding essentials such as climate control settings.

KIA CEED 1. 4T GD i ISG GT- LIN E S DCT £782 deposit, £261 per month, 48 months, 8000 miles per year Humble family hatch it may be, but the top-spec Ceed is a tech-lover’s paradise. The list of assistance functions is truly impressive, with park, lane-keeping and following, forward collision avoidance, high beam and hill start all as standard.

S KO D A FA B I A 1.2 TSI 110 SE Not only is this 108bhp unit a sweet motor but it also has a six-speed gearbox where 89bhp versions of the same engine have the long-legged fivespeeder that blunts performance.

OUR PICK

S KO D A FA B I A 1.0 MPI 60 S Only wild in that this is the cheapest, slowest and least well-equipped Fabia of them all. Which is why, of all the versions, it best expresses the Skoda brand’s no-nonsense value.

WILD CAR D

ONES WE FOUND 2015 1.0 MPI 60 S, 88,000 miles, £4390 2016 1.2 TSI 110 SE, 35,000 miles, £6495 2017 1.4 TDI 105 Monte Carlo, 25,000 miles, £9700 2019 1.0 TSI 95 SE, 20 miles, £12,495

RANGE ROVER P400E AUTOBIOGRAPHY £3404 deposit, £1135 per month, 48 months, 8000 miles per year The Range Rover has Apple and Android phone mirroring and remote checking of things like the fuel level and whether you’ve left any windows open. The steering wheel has ‘hiddenuntil-lit’ touch-sensitive switches, too.

25 MARCH 2020 AUTOCAR.CO.UK 75

For more lease deals, visit whatcar.com

n around 12 months’ time, the all-new Fabia will arrive in Skoda showrooms. About time, too, since the current, third-generation model under discussion here will, by then, be six years old. Still, it has done a great job of connecting Skoda’s supermini with a younger audience. Being a Skoda, it’s a sturdy rather than plush motor but practical with a large boot and good rear cabin space; reliable, too, as its strong showing in surveys attests. It’s also great value. Prices start from around £4500 for a 2015-reg 1.0 MPI 60 S, the entrylevel model. This version is okay for scooting around town, but the engine is underpowered and hobbled by being paired with a tallish five-speed gearbox. That didn’t stop it selling well from new, though, and there are lots to choose from all the way to 2018 when it was dropped at the facelift. There’s a punchier 74bhp version badged 1.0 MPI 75 (it survived the facelift), but it’s rare, presumably

TECH - RICH CARS: BEST LEASE DEALS

S E- L Of the three core trims (S, SE and SE-L), SE is the best The Volkswagen value, but top-rung SE-L Group’s excellent DSG offers glitzy features such dual-clutch is available as cruise and climate with the 108bhp 1.2 control and keyless TSI and 89bhp 1.4 start.

BUY THEM BEFORE WE DO

A MINI R ANGE ROVER?

Land Rover Freelander 2 2.2 TD4 GS 4x4 £9995 e can’t be serious? Relax, the Freelander 2 is a very different animal from the original – much more reliable and of a higher quality. That said, if you don’t get the tyre pressures absolutely right or you wear the tyres close to the limit, you can fool the system into engaging four-wheel drive. If that happens at speed, expect a large repair bill. But that aside, the model is so

capable and comfortable that some enthusiasts reckon it’s a kind of mini Range Rover. We’d not go that far but it’s certainly a jack of all trades, with a plush interior and off-roading chops. We’d plump for a later, facelifted car, such as this 2013-reg 2.2 TD4 GS with 51,000 miles, full service history and leather interior. There was an earlier facelift in 2010, which brought a new grille, lights and bumpers, more torque for the 2.2 TD4 engine

and the new, more powerful 2.2 SD4. The 2013 fettle followed this up with more styling tweaks, a new centre console and extra features. A late Freelander 2 still looks good today. Run-out trims such as Metropolis and Dynamic are expensive but nice to have. The 2.2 TD4 engine was the big seller, offering a good balance of price, power and economy. The more powerful SD4 is automatic only.

Jaguar XF 4.2 SV8

SLEEK EXECUTIVE CRUISER

£4495 Dating almost from the year of the XF’s launch, this 2008 XF is the rather special SV8, with 420bhp for 0-62mph in 5.1sec. The mileage is a stiff 124,000 but the car has a full service history and only two previous keepers in the log book.

0-62MPH IN JUST 5.1SEC FSH AND SIX APPEAL

76 AUTOCAR.CO.UK 25 MARCH 2020

In addition to the quality of the tyres, other things to check are that there are no oil stains around the intercooler and that the Haldex coupling has had its 20,000-mile fluid and filter changes. The drivetrain should be tight and judderfree; ditto, the steering. It’s more likely to have gone off road than most SUVs so check the body and underside for rust and scrapes. JOHN EVANS

Audi A7 3.0 TFSI S line quattro £13,250 The original A7, launched in 2010, is a fine looker and truly desirable. We fell for this 2011-reg 3.0 TFSI V6 S line S tronic quattro. It has done 79,000 miles and has a full Audi service history. New, it cost almost £50,000 but £13,000 has a far better ring to it.

Porsche Boxster 2.7

BMW 520i

£24,995

£2999

The new six-cylinder 718 Boxster GTS costs £65,949 but how about the same number of cylinders for £40,000 less? That’s the deal with this 2015-reg 2.7 Boxster. It’s done 57,000 miles but it has full Porsche service history, so we’re not worried.

Here’s a beautiful 1993-reg BMW 520i with one previous owner and 23 stamps in the service book. It has done 118,000 miles so is just limbering up. If you want to go green, buy it and extract even more value from the CO2 emitted during its production.

WILD CARD

USED CARS AU C T I O N WAT C H

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

Find me a top-handling car for £5000.

BENTLEY ARNAGE RED LABEL This 2001-reg Red Label (it’s powered by Rolls’ classic 6.75-litre V8 as opposed to earlier Green Label cars, which had BMW’s more efficient 4.4-litre turbo V8) made £15,900 at auction. That’s about on the money considering that the car had done 51,000 miles and had a solid service history. There was no mention of it being a Bentley or specialist history, though, which is a pity because cars like the Arnage benefit from knowledgeable care. It came direct from a car supermarket, too, which – call us snobs – doesn’t fill us with confidence. Still, what an eyeful.

FUTURE CLASSIC

Renault Sport Spider 2.0 Price £22,995

Future classic? Surely, the super-rare 1996-99 Spider, the first to bear the Renault Sport name, is a classic right now, isn’t it? After all, there aren’t many cars quite as uncompromising. There’s a roof but it was optional, as was the windscreen. It’s a track-day car, really, but works on the road – just. Power comes from a 2.0-litre engine donated by the Clio Williams, producing 148bhp and mid-mounted. The car’s kerb weight is just 930kg. Our find is a 1997-reg with 22,000 miles for £22,995. Not bad for a classic, future or otherwise.

BMW 335i Coupé £4750

Porsche Boxster 2.7 S £4989 MAX ADAMS We all want an E46-generation M3, but these are getting expensive now. So how about the next best thing, a 335i? You get similar levels of power and performance – 306bhp, 5.5sec 0-60mph and 155mph top speed – just in a more subtle and less expensive package. MARK PEARSON Yes, you see yours is all very well but isn’t its engine in the wrong place for top-notch handling fun? It’s all about balance, and my mid-engined Boxster’s a fluid delight on a twisty road, and the aural and sensual pleasures can be heightened by lowering the roof. My 2004 appreciating classic is also a low-mileage bargain. MA A Boxster is an under-appreciated car, but that’s because of examples like yours with a Tiptronic automatic gearbox that ruins acceleration times. Hardly the ultimate driving machine. MP Nonsense. Dispensing with the anachronism that is a clutch pedal allows you to concentrate on driving fast. Indeed, so awful is the ancient manual ’box in your 2007 BMW that you’ll probably want to stop driving it after a few miles… MA I’ll only be stopping to allow you to catch up. Plus, the 335i was regarded as being a bit of a performance bargain when new, and mine’s still cheaper than your Boxster is today. MP Meh. VERDICT

That Boxster boxes clever. I’ll take it. JOHN EVANS

25 MARCH 2020 AUTOCAR.CO.UK 77

HOW TO BUY A

FORD CAPRI Mk3 The Professionals TV’s crime-busting duo each drove a Mk3 Capri, at the time one of the UK’s most stolen cars.

THE END OF THE AFFAIR The Mk3 concluded Britain’s long-running love affair with the Capri as a new car. John Evans explains what to watch out for and how much to pay for one today y relocating a single letter, you form what sounds like the word that for many people best described the Capri, a sporty coupé that endured from 1969 to 1986. That was then but, today, a good Capri is a desirable old thing. It’s the third and final generation – launched in 1978 and known, not surprisingly, as the Mk3 – that we’re interested in here. Production ended in 1986 but it took until 1989 for the last example, a 280 Brooklands, to be registered, which tells you all you need to know about this fast Ford’s fading appeal. If only we’d known then what we know now. In 1989, a Brooklands

78 AUTOCAR.CO.UK 25 MARCH 2020

cost around £12,000, but today the best go for as much as £40,000. In the real world, prices for a good Mk3 start at around £8000 but you can get into a tidy 1.3 or 1.6 for £3500. That’s ‘tidy’ as in ‘not as rusty as you might imagine’ because there will be rust. Where there isn’t any, assume it’s because you’re looking at filler. The Mk3 was little more than a refreshed Mk2, which actually was very successful. It used the same Cortina-derived running gear and engines. These ranged from a 1.3 to a 3.0 V6, the latter also available in torquey S form and breathing through three Weber carbs. Stylingwise, the most successful tweak was the way the bonnet extended slightly

over the new quad headlights to give a more aggressive appearance. The car was more aerodynamic, too, and the most powerful versions had a discreet rear spoiler. In 1982, the 3.0 engine was replaced by a cleaner 2.8 with fuel injection. Early versions of this unit had a four-speed gearbox. The 2.8i Special appeared with a five-speed ’box and a limited-slip diff in 1984. The 1.3 and 1.6 versions gave people a step up into Capri-land but it was the 2.0 that was the big seller. By 1984, the UK was the only country taking the Capri. In 1986, Ford had a final throw of the dice with the Capri 280 Brooklands, based on the 2.8i Special and finished in racing green. It was

the last version off the production line. Depending on the engine, you could have your Capri in L, GL, Ghia, Laser or S trims, but today such niceties have been elbowed aside by vehicle condition. Even mileage isn’t an issue because, at this distance, you’ll be wanting to lift the head and generally fettle anything that moves. Depending on what you’re looking for, the parts situation is either okay or dire. At least, in the absence of good steel ones, someone’s making plastic bonnets now. Beware cars with poor interiors since trim is hard to source. We joke about the name but the Capri is a lovable rogue. Just check for rust and filler, and don’t pay over the odds.

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

Brooklands (pictured) was the run-out Capri

An expert’s view

M A R T I N PAW S O N , FOUNDER OF CAPRI GEAR “I started my business in 1994 breaking Capris but today, with prices rising, I spend more time restoring and servicing them. There are a lot of awful, patched-up Capris out there but people just fall for the looks every time. There are fakes, too, such as 3.0-litre cars with 1.6 Laser body shells. The spares situation is getting critical, with many parts now scarce or unavailable. Corrosion is the big enemy. The mechanicals are easy to fix. My favourite is an early 2.8i fourspeed – not the Brooklands, because it was thrown together.”

Buyer beware…

B O DY W O R K The body is a rust trap. Outer and inner wings, wheel arches, sills, door bottoms, chassis rails, suspension turrets, hinge mounts and even the fuel tank can all rot out spectacularly. ENGINE We could go on about the way V6s blow their gaskets and can even warp, how 2.0-litre Pinto engines suffer a worn camshaft, big-ends knock, the exhaust smokes, Ford carbs on base models can be troublesome from cold, the 2.8i K-Jetronic system fills with rust if unused… but, really, just expect the worst and check everything. This includes the condition of HT leads, watching out for mayonnaise sludge around the oil filler, for overheating issues caused by a clogged radiator and for leaks from the same.

INTERIOR Walk away from anything too tired or worn because sourcing replacement trim can be difficult.

Also worth knowing

The Capri Club (capriclub.co.uk) is a good place to start your spares hunt. Tickover (tickover.co.uk) is another and so is Capri Gear (caprigear.co.uk), which can also supply responsibly sourced used parts. Online traders are another source of used parts but some pay little attention to environmental regulations when breaking vehicles.

How much to spend

£ 1 5 0 0 - £3 9 9 9 Project cars, including a 2.0 Laser, but also some 1.3 runners. Recently, a 1981-reg 1.3 Cameo with 105,000 miles made £3300 at auction. £ 4 0 0 0 - £6 0 0 0 Mainly 1.6s and 2.0s, including a 1979 2.0 with MOT, new brakes and engine overhaul for £6000. £6 0 0 1 - £7 9 9 9 More 2.0s, including a 1985-reg £6500 Laser. Also some auction buys, such as a 1985-reg 2.8i that made £7400. £8000 - £10,999 2.0 and 2.8i cars in good condition. £ 1 1 , 0 0 0 - £ 1 9, 9 9 9 Low-mileage, low-owner Capris in top condition. £2 0 , 0 0 0 - £ 4 0 , 0 0 0 Mainly concours-grade 2.8i Brooklands.

Inspect it carefully. Sourcing cabin trim can prove difficult

❝

There will be rust. Where there isn’t any, assume it’s because you’re looking at filler ❞

STEERING, SUSPENSION Some Mk3s are now over 40 years old so are exempt from the MOT test – more reason to check safety-critical items such as springs, dampers, strut top mounts and track control arm bushes as well as the steering rack. BRAKES Tired brake hoses, rusty and warped discs and seized calipers are all possible, especially if the car has been rarely used.

One we found

F O R D C A P R I 2 . 8 i , 1 9 8 4 /A , 114 ,000 M I LES , £8500 Well-maintained 2.8i clearly owned by a level-headed enthusiast and in largely original condition. Lots of new parts, including clutch, front wheel bearings, control arms and brakes. The interior is in tidy condition, too.

25 MARCH 2020 AUTOCAR.CO.UK 79

Thanks to Martin Pawson (caprigear.co.uk)

G E A R B OX Keep an ear out for crunchy synchros and for propshaft rumbles, vibration and whines. A badly worn ’box will jump out of gear on the overrun.

NEW CARS A Z P

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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 laboratory emissions and fuel economy tests, it has become tricky to compare manufacturers’ claimed efficiency on the latest new cars. When you see a fuel economy and CO2 figure reference elsewhere, it’s often without explanation. So, to provide as fair and clear a basis for comparison as possible, you’ll only ever read WLTP combined fuel economy and CO2 figures in Autocar’s first drive reviews, features and comparison tests – and on these data pages. Those are the aggregated 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 motorway cruise. We do real-world efficiency and range testing on electric cars, too, expressing the former in terms of miles per kilowatt hour, as manufacturers do increasingly widely by convention.

CCCCC Inherently dangerous/unsafe. Tragically,

ABCCC AACCC AABCC AAACC AAABC AAAAC AAAAB AAAAA

2.2 Turbo Diesel 190 2.9 BiTurbo Quadrifoglio

(bh

187 503

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143 191

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7.1 3.9

2 0/6

m y g e) n o /ran

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52.3 27.2

Stelvio 5dr SUV £37,215–£88,220

k (g/ O2

TBC TBC

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.

r we

(bh

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2 0/6

m y g e) n o /ran

o G Ec (MP

k (g/ O2

207 197 276 503

134 134 143 197

6.6 7.2 5.7 3.8

42.8 30.1 30.4 24.6

ALPINA

B5 4dr saloon/5dr touring £89,840–£91,840 599

200-205 3.5-3.7 23.5

B7 4dr saloon £115,805

599

205

4.2

TBC

345

171

4.9

TBC

158

4.9

31.4

252 288

4.5 4.4

TBC TBC

272

TBC

328

TBC TBC

ARIEL

Atom 0dr open £39,950

AAAAB

Simple, purist concept remains but everything else has changed… for the better. LxWxH 3520x1880x1122 Kerb weight 595kg 2.0 turbo

320

162

2.8

Nomad 0dr open £38,000 2.4 K24 i-VTEC

NA AAAAA

235

125

3.4

ASTON MARTIN

Vantage 2dr coupé £120,955-£165,050 503

195

3.5

11.6

DB11 2dr coupé/2dr open £147,955–£175,050 503 630

187 208

4.0 3.7

10.8 13.4

230 265

Effortlessly fast, intoxicating to drive: the big Aston is better than ever. LxWxH 4712x2146x1280 Kerb weight 1693kg 715

211

3.7

13.5

Rapide AMR 4dr saloon £194,950

285 AAAAC

The Rapide is one of the most elegant four-door sports cars in the world. LxWxH 5019x1929x1360 Kerb weight 1995kg 6.0 V12

599

205

4.2

13.8

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

(g/

3.0 55 TFSI quattro

305

AU D I

A1 Sportback 5dr hatch £18,445–£31,285

335 335 282 282

)

CO 2

AAAAC 155 155 155 155

5.6 5.7 5.9 5.9

28.0-29.7 27.7-28.8 37.7-40.9 37.7-38.7

216-228 223-232 182-196 190-197

AAAAB

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

308 403

118 124

6.8 5.4

175 233

Q2 5dr SUV £22,750-£44,510

0 0 AAAAC

Audi’s smallest SUV is a decent stepping stone from the A3 to the

AAAAC Q range. LxWxH 4191x1794x1508 Kerb weight 1205kg Classy and demure estate lacks the dynamic sparkle of rivals. 1.0 30 TFSI 114 122 10.3 44.8-46.3 137-142 LxWxH 4725x1842x1434 Kerb weight 1370kg 1.5 35 TFSI 148 131 8.5 40.9-42.2 152-157 2.0 35 TFSI 148 136 8.9 39.2-39.8 160-164 2.0 40 TFSI quattro 187 141 6.5 33.2-34.9 184-192 2.0 40 TFSI 187 148 7.5 37.2-38.2 168-172 2.0 SQ2 TFSI 298 155 4.8 32.1-33.2 192-199 2.0 45 TFSI quattro 242 155 6.0 34.4-35.3 181-185 1.6 30 TDI 114 122 10.5 43.5-44.8 166-170 3.0 V6 TFSI RS4 Avant 448 155 4.1 29.1 219-220 2.0 35 TDI quattro 148 131 8.1 44.1-46.3 160-168 2.0 30 TDI 132 131 9.8 49.6-54.3 137-150 2.0 35 TDI 148 132 9.2 45.6-47.1 157-163 Q3 5dr SUV £31,600-£60,875 AAABC 2.0 40 TDI quattro 187 143-144 7.6-7.9 43.5-44.1 167-171 Typically refined and competent but feels more like an A3 than an Audi SUV. LxWxH 4388x1831x1608 Kerb weight 1385kg 3.0 50 TDI Allroad quattro 282 155 5.3 38.2 194 3.0 S4 TDI quattro 342 155 4.9 39.2-40.4 186-187 1.5 35 TFSI 148 128-131 9.2-9.6 36.7-37.7 169-176 2.0 40 TFSI quattro 187 136 7.4 30.4-30.7 208-210 A5 2dr coupé £34,580-£87,390 AAAAC 2.0 45 TFSI quattro 227 144 6.3 31.0 205-207 Refreshed coupé gets a sharper look and a refreshed interior. Still 2.5 RS Q3 quattro 396 155 4.5 28.8 223-231 mundane to drive. LxWxH 4673x1846x1371 Kerb weight 1390kg 2.0 35 TDI 148 128 9.2 44.1-44.8 165-167 2.0 35 TFSI 148 140 8.9 38.7-40.4 158-165 2.0 35 TDI quattro 148 131 9.3 39.2-40.9 182-188 2.0 40 TFSI 187 150 7.2 38.7-40.4 158-165 2.0 40 TDI quattro 188 137 8.0 37.7 196-197 2.0 45 TFSI quattro 242 155 4.8 36.2-36.7 TBC AAABC 2.9 V6 TFSI RS5 quattro 443 155 3.9 29.4-29.7 212-213 Q3 Sportback 5dr SUV £32,750-£62.025 2.0 40 TDI 187 150 7.7 48.7-52.3 142-151 A more sporting take on the compact SUV, with similarly stable 2.0 40 TDI quattro 187 146 7.4 44.8-46.3 160-165 handling. LxWxH 4500x1856x1567 Kerb weight 1460kg 148 126 9.6 47.9–48.7 134–132 3.0 V6 S4 TDI quattro 345 155 4.8 40.4-40.9 180-183 1.5 35 TFSI 2.0 40 TFSI quattro 188 136 7.4 31.0 207 A5 Sportback 5dr coupé £34,580–£87,390 AAAAC 2.0 45 TFSI quattro 227 144 6.5 37.7 171 Refined, good-looking four-door coupé is sadly short on charm and 2.5 RS Q3 quattro 396 155 4.5 28.5 224-231 finesse. LxWxH 4733x1843x1386 Kerb weight 1425kg 2.0 35 TDI 148 126 9.3 50.4–51.4 148–146 2.0 35 TFSI 148 139 9.1 38.2-39.8 160-167 2.0 40 TDI 188 134 8.3 38.2 191-195 2.0 40 TFSI 187 150 7.5 38.2-39.8 160-167 2.0 45 TFSI quattro 242 155 5.8 35.8-36.2 178-179 Q5 5dr SUV £41,735-£68,025 AAAAC 2.9 V6 TFSI RS5 Quattro 448 155 3.9 28.8-29.4 215-216 Appealing combination of Audi allure, affordable SUV practicality 2.0 35 TDI 148 135 9.1 47.1-49.6 149-158 and attractiveness. LxWxH 4663x1893x1659 Kerb weight 1720kg 2.0 40 TDI 187 150 7.5 47.9-51.4 144-155 2.0 45 TFSI quattro 242 147 6.4 30.4-32.5 198-211 2.0 40 TDI quattro 187 146 7.6 44.1-45.6 162-167 2.0 50 TFSI e quattro 249 148 6.1 128.4 49 3.0 S5 TDI quattro 345 155 4.9 39.8-40.4 183-186 2.0 55 TFSIe quattro 363 148 5.3 108.6 56 2.0 40 TDI quattro 187 136 8.1 36.2-38.2 193-204 A5 Cabriolet 2dr open £38,510-£55,415 AAAAC 3.0 V6 TDI SQ5 quattro 342 155 5.1 32.8-34.8 216-224

trim is best. LxWxH 4673x1846x1383 Kerb weight 1600kg

2.0 40 TFSI 2.0 45 TFSI quattro 2.0 40 TDI AAAAA 2.0 40 TDI quattro

DBS Superleggera 2dr coupé/open £231,680–247,500 AAAAA 5.2 V12

A4 Avant 5dr estate £32,500-£82,725

236

The stunning replacement for the already seductive DB9 is tyreshreddingly good. LxWxH 4739x2060x1279 Kerb weight 1875kg

4.0 V8 5.2 V12 AMR

155-159 160-164 177-180 135-143 144-148 144-150 181-182

AAAAB More practical than smaller options. Lower-powered, steel-sprung

The faster, cleverer, more hardcore entry-level Aston tops its class. LxWxH 4465x1942x1273 Kerb weight 1630kg 4.0 V8

E-tron 5dr SUV £59,900-£85,900

AAAAA 155 162

40.4-40.9 39.2-39.8 35.8-36.2 51.4-54.3 49.6-51.4 49.6-51.4 40.4-40.9

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

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8.6 7.3 5.6 9.5 8.9 7.4 4.8

ALPINE

A110 2dr coupé £47,810–£56,810

0 0-6

139 155 155 133 136 146 155

Pleasant BMW SUV impressively enhanced with the usual Alpina toolkit. LxWxH 4732x1897x2015 Kerb weight 2015kg 330

)

148 187 242 132 148 187 342

AAAAC

3.0 BiTurbo

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

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

XD3 5dr SUV £57,900

Technical tour de force benefits from Audi’s knack of making very good limousines. LxWxH 5172x1945x1473 Kerb weight 1920kg

AAAAC

3.0 BiTurbo

40.4-41.5 153-157 38.7-39.8 161-165 33.2 192-193

A 7 Series with a power boost gives BMW a worthy challenger to the AMG S-Classes. LxWxH 5250x1902x1491 Kerb weight 2060kg

D5 S 4dr saloon £63,080

p To

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8.9 7.2 5.2

AAAAC

4.4 V8 BiTurbo

137 155 155

Is it the best alternative to an M5? Yes, at least from a practicality viewpoint. LxWxH 4956x1868x1466 Kerb weight 2015kg 4.4 V8 BiTurbo

(bh

148 187 298

Alfa’s first SUV is a solid effort. Choosing the petrol version gives it 3.0 55 TFSI quattro LWB charisma. LxWxH 4687x1903x1671 Kerb weight 1604kg A4 4dr saloon £31,100-£49,490 AAAAC 3.0 50 TDI quattro 2.2 Turbo Diesel 190 187 130 7.6 45.6 TBC High quality and competent but leaves the dynamic finesse to its 3.0 50 TDI quattro LWB rivals. LxWxH 4726x1842x1427 Kerb weight 1320kg 2.2 Turbo Diesel 190 Q4 AWD 187 130 7.6 43.5 TBC 2.2 Turbo Diesel 210 Q4 AWD 2.0 Turbo 200 Q4 AWD 2.0 Turbo 280 Q4 AWD 2.9 BiTurbo Quadrifoglio

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A8 4dr saloon £73,755-£106,450

LxWxH 4423x1793x1409 Kerb weight 1380kg

187 242 187 187

150 155 150 145

7.9 6.5 8.4 8.0

A6 4dr saloon £39,365-£77,635

36.7-37.2 34.0-34.4 45.6-46.3 42.8-43.5

173-174 186-187 161-164 171-172

2.0 45 TFSI quattro 3.0 55 TFSI quattro 2.0 40 TDI 2.0 40 TDI quattro 3.0 50 TDI quattro 3.0 S6 TDI quattro

242 335 201 201 282 344

155 155 152 153 155 155

6.0 5.1 8.1 7.6 5.5 5.0

A6 Avant 5dr estate £41,785-£109,240

Q7 5dr SUV £58,575-£120,640

33.6-34.0 30.1-30.7 47.1-48.7 44.8-46.3 38.7-39.2 35.8-36.2

188-192 209-212 153-158 161-164 188-191 203-206

AAAAC

Unengaging to drive and light on feel, but the cabin is both huge and classy. LxWxH 5052x1968x1740 Kerb weight 2060kg

3.0 V6 55 TFSI quattro 3.0 V6 45 TDI quattro 3.0 V6 50 TDI quattro AAAAC 4.0 V8 SQ7 TDI

Supremely well-constructed but a bit soulless to drive. A smart office on wheels. LxWxH 4939x1886x1457 Kerb weight 1645kg

338 228 282 429

155 142 152 155

5.9 7.3 6.3 4.8

25.2-26.9 32.5-33.6 32.1-33.2 37.2

Q8 5dr SUV £77,230-£120,640

239-253 220-228 221-231 200

AAAAC

Striking and effective coupé-SUV range-topper leaves us wanting more. LxWxH 4986x1995x1705 Kerb weight 2145kg 3.0 V6 55 TFSI quattro 4.0 V8 RS Q8 3.0 V6 50 TDI quattro 4.0 V8 SQ8 TDI

335 592 282 429

155 155 152 155

5.9 3.8 6.3 4.8

26.2-25.7 20.2-20.3 32.5-32.8 36.2

TT 2dr coupé £32,475–£65,310

246-249 315-318 225-228 235-240

AAAAC

A capable and high-tech throwback that’s a timely reminder of Still serves up plenty of pace, style and usability for the money. It’s what Audi does best. LxWxH 4939x1886x1467 Kerb weight 1710kg better to drive, too. LxWxH 4191x1966x1376 Kerb weight 1365kg

2.0 45 TFSI quattro 242 155 6.2 3.0 55 TFSI quattro 335 155 5.3 AAABC 4.0 RS6 quattro 596 174 3.6 Quite pricey, but a rounded car with plenty of rational appeal. 2.0 40 TDI 201 149 8.3 LxWxH 4029x1746x1418 Kerb weight 1105kg 2.0 40 TDI quattro 201 150 7.8 1.0 25 TFSI 94 118 10.8 48.7-49.6 128-131 3.0 50 TDI quattro 282 155 5.7 1.0 30 TFSI 114 126 9.5 46.3-50.4 126-139 3.0 S6 TDI quattro 344 155 5.1 1.5 35 TFSI 148 137 7.7 44.1-44.8 142-145 AAABC 2.0 40 TFSI 197 146 6.5 40.4 158 A7 Sportback 5dr coupé £49,075-£113,540

595 3dr hatch/2dr open £16,960–£27,760

1.5 35 TFSI 2.0 40 TFSI quattro AAAAB 2.0 TFSI S3 quattro

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

S TA R R AT I N G S E X P L A I N E D

BCCCC ACCCC

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32.5-33.2 29.4-30.1 22.1-22.6 44.8-46.3 43.5-44.8 37.7-38.2 35.3-35.8

193-197 213-217 283-290 161-166 166-170 193-196 206-210

2.0 40 TFSI 2.0 45 TFSI 2.0 45 TFSI quattro 2.0 50 TFSI quattro TTS 2.5 TT RS quattro

194 242 242 302 395

155 155 155 155 155

6.6 5.8-5.9 5.2 4.5 3.7

40.9 39.8 35.3 34.9-35.3 30.7-31.0

TT Roadster 2dr open £34,225-£67,060

155-156 161-162 181-182 182-183 207-209

AAAAC

Plenty of pace and driver reward, along with prestige and design-

AAABC icon style. LxWxH 4191x1966x1355 Kerb weight 1455kg The Fiat 500’s Abarth makeover makes it a true pocket rocket. Easy on the eye and to live with, but let down by stolid dynamics. 2.0 40 TFSI 194 155 6.9 39.8 160-162 LxWxH 3657x1627x1485 Kerb weight 1070kg A3 Sportback 5dr hatch £22,715–£50,275 AAAAC LxWxH 4969x1908x1422 Kerb weight 1880kg 2.0 45 TFSI 242 155 6.0-6.1 38.7 165-166 1.4 T-jet 145 143 130 7.8 37.2-39.2 TBC All the above but with the added convenience of five doors and a 2.0 45 TFSI quattro 242 155 6.2 32.8-33.6 190-195 2.0 45 TFSI quattro 242 155 5.5 34.0-34.4 187-188 usefully larger boot. LxWxH 4313x1785x1426 Kerb weight 1180kg 3.0 55 TFSI quattro 1.4 T-jet 165 Turismo 162 135 7.3 35.3-38.2 TBC 335 155 5.3 29.7-30.1 214-215 2.0 50 TFSI quattro TTS 302 155 4.8 34.0 187-188 1.4 T-jet 180 Competizione 177 140 6.9 36.2-36.7 TBC 1.0 30 TFSI 114 128 9.9 47.1-49.6 128-135 4.0 RS7 quattro 596 174 3.6 22.2-22.4 286-288 2.5 TT RS quattro 395 155 3.9 29.7-30.1 213-215 1.4 T-jet 180 Essesse 177 140 6.7 36.2-36.7 TBC 1.5 35 TFSI 148 137 8.2 44.1-44.8 142-147 2.0 40 TDI 201 152 8.3 45.6-47.9 155-164 2.0 40 TFSI 187 152 6.8 37.7-38.2 167-169 2.0 40 TDI quattro 201 155 7.0 44.1-45.6 162-169 R8 2dr coupé £114,480-£154,185 AAAAC 695 3dr hatch/2dr open £23,745–£29,970 AAABC 2.0 TFSI S3 quattro 298 155 4.7 34.4 186 3.0 45 TDI quattro 227 155 6.5 37.7-38.2 193-195 Usable but no less involving or dramatic for it. V10 is deliciously A convincing track-day 500 with decent dynamic ability, but overly 2.5 TFSI RS3 quattro 396 155 4.1 29.7 214 3.0 50 TDI quattro 282 155 5.7 37.7-38.2 193-196 brutal. LxWxH 4426x1940x1240 Kerb weight 1590kg firm ride spoils it. LxWxH 3657x1627x1485 Kerb weight 1045kg 1.6 30 TDI 114 126 10.4 51.4-54.3 138-143 3.0 TDI S7 quattro 344 155 5.1 35.3-35.8 205-208 5.2 V10 RWD 538 201 3.7 22.2 289 1.4 T-jet 180 Rivale 177 140 6.7 36.2-36.7 TBC 1.5 35 TDI 148 135 8.1 54.3-55.4 133-135 5.2 V10 FSI quattro 567 201 3.4 21.6 297 20 40 TDI quattro 181 143 6.8 44.1-44.8 165-167 5.2 V10 Performance q’tro 610 205 3.1 21.4 299 A L FA R O M E O

Giulietta 5dr hatch £19,445–£26,185

AAACC

Long in the tooth but still seductive, shame it’s not rounded or lavish enough. LxWxH 4351x1798x1465 Kerb weight 1305kg 1.4 TB 120 1.6 JTDM-2 120 2.0 JTDM-2 170

A3 Saloon 4dr saloon £24,445-£51,275

AAAAC

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

1.0 30 TFSI 114 131 9.9 46.3-48.7 132-139 1.5 35 TFSI 148 139 8.2 54.3-56.5 131-136 2.0 40 TFSI quattro 187 155 6.8 39.8-40.9 155-160 2.0 TFSI S3 quattro 298 155 4.7 34.4-34.9 184-186 Giulia 4dr saloon £33,065–£81,220 AAAAB 2.5 TFSI RS3 quattro 396 155 4.1 29.7-30.1 213-214 Handsome and special dynamically but lacks finesse and comes 1.6 30 TDI 114 131 10.4 51.4-54.3 137-143 as an auto only. LxWxH 4643x1860x1436 Kerb weight 1429kg 2.0 40 TDI quattro 181 147 6.8 45.6 132 2.0 Turbo Petrol 200 197 146 6.6 36.2 TBC 2.0 Turbo Petrol 280 276 149 5.7 33.6 TBC A3 Cabriolet 2dr open £30,550-£43,680 AAAAC 2.2 Turbo Diesel 160 158 137 8.2 53.3 TBC Compact, affordable, usable and refined. Strong performance, too. 118 148 168

121 121 133

9.4 10.0 8.3

80 AUTOCAR.CO.UK 25 MARCH 2020

37.1-38.2 TBC 47.1-49.6 TBC 45.5-47.9 TBC

R8 Spyder 2dr open £123,170-£162,875

AAAAC

Taking the roof off the R8 enhances the drama tenfold. LxWxH 4426x1940x1245 Kerb weight 1680kg 5.2 V10 RWD 538 5.2 V10 quattro 567 5.2 V10 Performance q’tro 610

200 200 204

3.8 3.5 3.2

20.9 21.2 21.1

307 301 304

BAC

Mono 0dr open £165,125

AAAAB

An F-22 Raptor for the road, only significantly better built. LxWxH 3952x1836x1110 Kerb weight 580kg 2.5 VVT

305

170

2.8

N E W CAR PR I CES P

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3 Series Touring 5dr estate £32,765-£50,795

) y e) km o m ang (g/ o n G/r CO 2 Ec (MP

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) y e) km o m ang (g/ o n G/r CO 2 Ec (MP

152 181 254 371 148 188 188 263 261

137 143 155 155 133 142 142 140 155

8.7 7.5 5.9 4.5 8.8 7.1-7.9 7.4 5.6 5.4

4 Series 2dr coupé £35,440-£71,130

1.2 PureTech 110 1.2 PureTech 130 1.6 BlueHDi 100

152-157 154-159 139-146 191 143-144 115-121 121-124 161-163 142-146

AAAAB

34.9-37.2 31.0-33.6 24.7-28.5 46.3-50.4 43.5-45.6 40.9-42.2 38.7-39.2 39.2-40.4

171 185 225 151 158 173 183 183

4 Series Convertible 2dr open £41,130-£71,355

sDrive20i xDrive20i M35i sDrive18d xDrive18d xDrive20d

189 189 302 148 148 185

141 TBC 155 129 128 137

7.7 7.6 4.9 9.3-9.8 9.2 7.7

37.2-39.8 34.9-36.2 33.6-34.0 47.9-52.3 46.3-49.6 45.6-50.4

X3 5dr SUV £40,670-£77,500

154-159 164-169 187 132-137 143-148 146-151

130 143 155 132 143

9.4-9.6 7.7 4.7-4.9 8.8-9.0 7.5-7.6

107 127 96

)

0-6

115 124 109

0/6

11.3 10.4 12.8

1.2 PureTech 110 1.2 PureTech 130 1.6 BlueHDi 100 1.6 BlueHDi 120

107 128 96 118

117 120 114 125

1.2 PureTech 130 1.6 BlueHDi 130 1.6 BlueHDi 160

126 126 158

125-128 10.8 130 11.3 130 9.2

ph Ec

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

AAABC 51.5 47.3 62.7

124 135 118 AAABC

9.3-9.7 8.2 10.6-11.2 8.7

51.5 47.3 63.4 58.2

124 135 117 127

still the best. LxWxH 4942x2126x1498 Kerb weight 1630kg

AAABC 520i 530i 540i xDrive 33.6-36.2 177-181 520d 34.4-35.8 180-184 520d xDrive 31.4 204 530d 45.6-47.9 159-161 530d xDrive 45.6-48.7 160-162

181 248 335 187 187 261 261

139 155 155 147 144 155 155

8.2 6.5 5.1 7.8 7.9 5.8 5.6

34.9-38.2 34.0-36.7 28.2-30.4 44.1-47.9 42.2-46.3 40.9-43.5 37.7-41.5

competition. LxWxH 5151x2000x1805 Kerb weight 2395kg

164 165-170 194-199 139-140 148 160-164 170-179

6 Series Gran Turismo 5dr hatch £44,220-£59,425

xDrive40i M50i xDrive30d M50d

218i 220i 225xe 216d 218d 220d 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

39.8-44.1 142-149 37.2-38.7 150-156 88.3-100.9 44 55.4-58.9 124-130 49.6-55.4 129-136 50.4-53.3 134-135 47.9-51.4 141-148

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

134 181 335 148 187 187

127 137 119 127 138 135

9.5-9.8 7.8 11.8 9.6 8.2 8.0

38.2-40.9 35.3-36.2 53.3-55.4 47.9-51.4 47.9-49.6 45.6-47.1

oddball, though. LxWxH 5007x1894x1392 Kerb weight 1720kg

630i 640i xDrive 620d 620d xDrive 630d 630d xDrive

254 335 198 198 261 261

155 155 137 135 155 155

6.3 5.3 7.9 8.0 6.1 6.0

32.1-34.9 26.9-29.1 42.8-46.3 40.4-44.8 40.4-43.5 37.2-40.9

183-191 204-215 159-167 165-175 170-177 181-190

155 155 155 155

6.1 4.7 7.0 5.4

93 99

7.3 6.9

i8 2dr coupé/roadster £115,105–£127,105 374

155

4.4-4.6

Z4 2dr coupé £37,425–£55,255

188 182

0 0

7 Series 4dr saloon £69,555–£139,110

750i xDrive M760Li xDrive 730d 730d xDrive 740d xDrive

527 583 261 261 315

155 155 155 155 155

4.0 3.8 6.1 5.8 5.2

25.7-26.9 20.8-21.6 41.5-43.5 39.2-40.9 37.7-39.8

243-245 306 166-172 177-183 178-185

8 Series 2dr coupé/2dr open £72,155-£130,425

AAAAC

X1 5dr SUV £28,825–£40,000

AAAAC

1.2 PureTech 110 1.5 BlueHDI 100 1.5 BlueHDI 130

108 101 128

European rivals. LxWxH 5050x1863x1447 Kerb weight 1850kg 199

3.7

AAAAB

109 109 116

11.5 12.3 10.3

37.5-42.4 147 55.6 133 54.2 137 AAABC

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

296

153

5.2

32.5

197

DACIA

Sandero 5dr hatch £6985–£10,085

AAACC

A clever budget prospect but its limitations are unavoidable, even after a smart facelift. LxWxH 4069x1733x1519 Kerb weight 969kg 1.0 SCe 75 0.9 TCe 90 1.0 TCe 100 Bi-Fuel

71 87 99

98 109 114

14.2 11.1 11.1

51.4 129 47.1-47.9 140-141 53.3 124

Sandero Stepway 5dr hatch £9225-£11,725

AAABC

A more expensive and slightly more rugged cheap car – but still limited. LxWxH 4089x1761x1555 Kerb weight 1040kg 1.0 SCe 75 0.9 TCe 90 1.0 TCe 100 Bi-Fuel

73 87 99

98 104 114

15.1 11.1 11.1

48.7 136 47.1-47.9 140-141 46.3 137

Logan MCV 5dr estate £8485-£13,105

AAACC

Lacks its stablemates’ charms but retains their cheapness. LxWxH 4501x1733x1552 Kerb weight 980kg 1.0 SCe 75 0.9 TCe 90 1.0 TCe 100 Bi-Fuel

71 87 99

98 109 114

14.7 11.1 11.6

48.7 136 47.1-47.9 140-141 46.2 129

Duster 5dr SUV £11,025-£19,105

TBC

Escalade 5dr SUV £93,260

AAABC

A value champion. If cheap family transport is what you require, the Duster delivers. LxWxH 4315x2000x1625 Kerb weight 1147kg 99 128 148 99 111 111

105 118 121 108 111 108

12.5 11.1 10.6 TBC 10.5 12.1

46.3 42.8 TBC 44.1 57.7 51.4

138 149 162 150 128 145

3 Crossback 5dr SUV £22,120-£39,490

AAABC

First foray into compact SUVs comfortably competes with more established rivals. LxWxH 4118x1802x1534 Kerb weight 1205kg

1.2 PureTech 100 1.2 PureTech 130 1.2 PureTech 155 CTS-V 4dr saloon £85,428 AAAAC 1.5 BlueHDI 100 Eat your heart out, Germany – but lacks handling finesse of its 50kWh E-Tense 640

144 161 50 129 157

CUPRA

Ateca 5dr hatch £38,105

98 128 153 98 132

CAD I LL AC

6.2 V8 RWD

44.2 39.6 166.2 57.3 47.3

Boxy, slightly quirky and immensely practical van-based car returns to top form. LxWxH 4403x1921x1849 Kerb weight 1398kg

1.0 TCe 100 4x2 AAAAC 1.3 TCe 130 4x2 1.3 TCe 150 4x4 1.0 TCe 100 Bi-Fuel 128.4 49 1.5 dCi 115 4x2 1.5 dCi 115 4x4 AAAAC

Better to drive than ever, but makes a better open-top cruiser than AAAAC a true sports car. LxWxH 4689x1942x1293 Kerb weight 1485kg Rules on in-car entertainment and diesel sophistication; otherwise sDrive20i 195 155 6.6 38.7-39.8 161-162 2 Series Gran Tourer 5dr MPV £27,460–£37,740 AAAAB too bland. LxWxH 5098x1902x1478 Kerb weight 1755kg sDrive30i 255 155 5.4 37.7-38.7 166-167 Brings a proper premium MPV to the table. Third row seats aren’t 740i 338 155 5.5 31.7-34.0 189-199 M40i 338 155 4.6 33.2 192-193 adult-sized, though. LxWxH 4556x1800x1608 Kerb weight 1475kg 745e 283 155 5.1-5.2 104.6-141.2 46 150-151 157-163 131-137 137-142 142-148 150-154

10.5 8.2 TBC 10.4 8.6

Berlingo 5dr MPV £20,495-£27,305

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

117 134 140 117 131

249-250 Logan MCV Stepway 5dr estate £12,425-£14,685 AAACC 290 Given a rugged makeover but still lacks charm. Extremely 219-220 practical, though. LxWxH 4528x1761x1559 Kerb weight 1090kg 235 0.9 TCe 90 87 106 12.4 45.6 138-139 1.0 TCe 100 Bi-Fuel 99 114 11.6 46.2 129 AAAAB 1.5 dCi 95 93 111 13.0 61.4 123

Our favourite high-end small car happens to be an EV, and it could change motoring. LxWxH 3999x1775x1578 Kerb weight 1245kg 167 180

129 178 223 129 174

24.6-24.8 21.6-21.9 32.8-33.6 31.0-31.4

i3 5dr hatch £35,350–£37,840

AAABC 120Ah 2 Series Active Tourer 5dr hatch £25,595–£37,550 AAAAC A large improvement on the 5GT and dynamically sound. Still an 120Ah S

BMW’s FWD hatch is a proper contender but not as practical as some of its rivals. LxWxH 4342x1800x1555 Kerb weight 1360kg

338 523 262 398

AAABC

Smooth-riding SUV has an easy-going nature, but not the most dynamic. LxWxH 4500x1859x1670 Kerb weight 1530kg

AAAAC 1.2 PureTech 130 1.6 PureTech 180 1.6 PureTech 225 PHEV 1.5 BlueHDI 130 1.5 BlueHDI 180

Essentially a prettier 3 Series. Good, but not better than the regular saloon. LxWxH 4640x1825x1404 Kerb weight 1520kg

46.9 136 58.6-60.1 123-126 47.0 158

C5 Aircross 5dr SUV £24,465-£36,805

Continues where the last one left off. Dynamically good and more

Downsized X6 is respectable enough if not loveable, but the X3 is a

4 Series Gran Coupé 4dr coupé £35,390-£50,030

Better than its 1 Series forebear but lacks truly distinguishing premium qualities. LxWxH 4432x1774x1413 Kerb weight 1440kg 134 181 335 148 187

Interesting and novel to look at but flawed to drive. LxWxH 4157x1729x1480 Kerb weight 965kg

AAAAC better option. LxWxH 4671x1881x1624 Kerb weight 1735kg M40i 336 155 4.9 25.9-26.9 209 X4M Competiton 503 155 4.1 26.7 259 4.0 V8 542 171 4.5 21.7 302 420i 181 146 7.5-7.7 34.9-37.1 172-173 xDrive20d 187 131 8.0 39.2-41.5 161-165 6.0 W12 Speed 626 190 3.9 19.2 335 420i xDrive 181 144 7.8-8.1 33.2-25.8 182-183 xDrive30d 254 145 5.8 36.7-40.9 180-184 430i 248 155 5.9 34.4-37.2 174 M40d 322 155 4.9 35.3-27.2 184 BMW 440i 321 155 5.1 30.7-31.7 188 1 Series 5dr hatch £24,460–£36,745 AAAAB 420d 187 146 7.4-7.6 46.3-51.4 151-152 X5 5dr SUV £58,055-£110,600 AAAAC May not drive like a traditional BMW but delivers on upmarket hatch 420d xDrive 187 144 7.5 43.5-46.3 160 More capable, convenient, refined and classy SUV that’s a more values. LxWxH 4319x1799x1434 Kerb weight 1365kg satisfying drive. LxWxH 4922x2004x1745 Kerb weight 2110kg 430d 254 155 5.6 40.9-41.5 174 118i 138 132 8.5 40.9-45.6 135-139 430d xDrive 254 155 5.3 38.2-39.2 185 xDrive40i 335 155 5.5 25.0-27.2 228-241 M135i xDrive 302 155 4.8 34.4-35.8 176 435d xDrive 308 155 4.8 39.2-39.8 183 xDrive45e 282 TBC 5.6 188.3-235.4 31 116d 114 TBC 10.1-10.3 54.3-61.4 119-123 M50i 523 155 4.3 22.6-23.2 276 AAAAB X5M Competition 118d 148 134 8.4-8.5 54.3-57.6 123-126 5 Series 4dr saloon £37,950–£98,090 623 155 3.8 22.1 292 120d 187 144 7.3 55.4-57.6 129-133 The perfect compromise between the comfy E-Class and dynamic xDrive30d 261 130 6.8 34.0-37.7 198-210 120d xDrive 187 TBC 7.0 48.7-58.3 139-142 XF, and then some. LxWxH 4936x2126x1479 Kerb weight 1530kg M50d 395 155 5.3 32.5-33.6 222-229 520i 181 146 7.8 38.2-40.4 153 2 Series 2dr coupé £26,075-£75,310 AAAAB 530i 248 155 6.2 35.8-38.2 154-161 X6 5dr SUV £59,755–£113,300 AAABC A proper compact coupé now. Could be better equipped, however. 530e 248 146 6.1-6.2 117.7-128.4 32-43 The world’s first off-road coupé, but appearances make it difficult LxWxH 4432x1774x1418 Kerb weight 1420kg 540i xDrive 335 155 4.8 29.4-31.4 184-192 to love. LxWxH 4909x1989x1702 Kerb weight 2065kg 218i 134 130 8.8-8.9 35.8-38.2 168-172 M5 Competition 616 155 3.3 23.5-24.1 251 xDrive40i 338 155 5.5 26.4-28.5 225-230 220i 181 143 7.2 36.2-38.2 170-174 520d 187 147 7.5 44.1-52.3 131 M50i 523 155 4.3 23.0-23.5 272 M240i 335 155 4.6-4.8 32.5 197 520d xDrive 187 144 7.6 43.5-48.7 141 X6M Competition 623 155 3.8 22.4 287 M2 Competition 404 155 4.2-4.4 28.2-29.1 226 530d 261 155 5.7 43.5-45.6 152-158 xDrive30d 254 143 6.7 32.5-33.6 196-201 M2 CS 448 174 4.0 28.5 226 530d xDrive 261 155 5.4 39.2-41.5 168-174 M50d 375 155 5.2 29.4-30.1 216 218d 148 132 8.3-8.5 47.9-52.3 149-153 220d 187 143 7.1-7.2 47.1-50.4 153-156 5 Series Touring 5dr estate £40,200-£56,315 AAAAB X7 5dr SUV £72,305–£91,840 AAAAC 220d xDrive 187 140 7.0 43.5-46.3 163-166 The excellent 5 Series made in more practical form. The 520d is BMW’s largest SUV yet crowns the line-up, but faces strong AAAAB

Crewe’s first attempt at a luxury SUV is a solid effort. The Diesel is wondrous. LxWxH 5140x1998x1742 Kerb weight 2505kg

218i 220i M240i 218d 220d

s op

C4 Cactus 5dr hatchback £21,750-£35,290

AAAAC luxurious inside. LxWxH 4708x1891x1676 Kerb weight 1750kg New from the ground up, with the looks and technology of a class A talented gran tourer with the ability to remove the roof. What’s xDrive20i 181 134 8.3 29.4-31.4 179-181 winner. LxWxH 5316x1879x1483 Kerb weight 2437kg not to like? LxWxH 4640x1825x1384 Kerb weight 1700kg xDrive30e 288 130 6.1 134.5 51-54 6.0 W12 632 207 3.8 19.1 337 420i 181 146 8.2-8.4 34.0-35.8 181-183 M40i 355 155 4.8 25.7-26.6 209 430i 248 155 6.3-6.4 32.8-35.3 183 X3M Competition 503 155 4.1 26.9 261 Mulsanne 4dr saloon £240,880-£301,960 AAAAC 440i 321 155 5.4 29.7-30.4 194 xDrive20d 187 132 8.0 39.2-41.5 154-156 If the Rolls Phantom is best from the back seat, the Mulsanne is M4 Competition 444 155 4.3-4.5 26.9-28.0 229 xDrive30d 261 149 5.8 36.7-38.7 181-183 best in the front. LxWxH 5575x1926x1521 Kerb weight 2685kg 420d 187 146 8.1-8.2 44.1-46.3 160 M40d 321 155 4.9 35.3-36.7 187 6.75 V8 505 184 5.1-5.3 17.4 365 430d 254 155 5.9 39.2-39.8 180 6.75 V8 Speed 530 190 4.9 17.4 365 435d xDrive 308 155 5.2 37.7-38.2 189 X4 5dr SUV £44,215-£80,420 AAABC

2 Series Convertible 2dr open £29,600-43,900

)

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

AAAAC

AAAAC LxWxH 4640x1825x1377 Kerb weight 1475kg Refined and improved in every area, making the Conti a superb 420i 181 146 7.3-7.5 grand tourer. LxWxH 4850x1966x1405 Kerb weight 2244kg 420i xDrive 181 144 7.6-7.8 4.0 V8 542 198 3.9 23.9 268 430i 248 155 5.8-5.9 6.0 W12 626 207 3.6 20.8 308 440i 321 155 5.0-5.2 M4 Competition 444 155 4.0-4.2 Continental GTC 2dr open £167,055-£216,195 AAAAB 420d 187 146 7.2-7.4 Immensely capable and refined open-top cruiser with effortless 420d xDrive 187 144 7.3 performance. LxWxH 4850x2187x1399 Kerb weight 2414kg 430d 254 155 5.5 4.0 V8 542 198 4.0 23.3 275 430d xDrive 254 155 5.2 6.0 W12 626 207 3.7 20.2 317 435d xDrive 308 155 4.7

Bentayga 5dr SUV £141,780-£187,980

A talented GT and a brilliant B-road steer that is very well-equipped. X2 5dr SUV £29,755–£44,550 AAAAC Proves crossovers aren’t always worse than the hatchbacks on Grand C4 Spacetourer 5dr MPV £26,385-£35,290 AAAAC 35.3-37.7 169-171 which they’re based. LxWxH 4360x1824x1526 Kerb weight 1460kg Alternative MPV offers something fresh, comfy, spacious and 33.6-36.2 178-180 sDrive18i 138 127 9.6 39.8-43.5 148-153 quietly upmarket. LxWxH 4602x1826x1638 Kerb weight 1297kg

BENTLEY

Continental GT 2dr coupé £162,165-173,385

Flying Spur 4dr saloon £170,480-£207,780

40.9-42.2 40.4-41.5 39.2-40.4 33.6 51.4 49.6-50.4 47.9-51.4 45.6 42.8-43.5

r (b

C3 Aircross 5dr hatchback £18,525-£22,400

AAAAB

Towering everyday appeal. Arguably the best all-rounder sensible money can buy. LxWxH 4620x1811x1430 Kerb weight 1565kg 318i 320i 330i M340i xDrive 318d 320d 320d xDrive 330d 330d xDrive

e ow

112 124 129 112 93

10.9 9.2 8.2 11.4 8.7

7 Crossback 5dr SUV £31,155-£56,075

46.0-52.0 42.2-47.1 41.7-45.7 54.4-62.7 191-206

113 117 128 102 0

AAABC

DS’s first premium SUV certainly has the right price tag, equipment

AACCC and appeal. LxWxH 4570x1895x1620 Kerb weight 1420kg 3 Series 4dr saloon £30,945-£48,870 AAAAA Has dynamism to spare, but not quite the breadth of ability of the Cadillac’s luxury SUV remains too large and ungainly for the UK. 1.2 PureTech 130 129 122 10.2 42.2-48.0 138 best sporting GTs. LxWxH 4843x1902x1341 Kerb weight 1830kg LxWxH 5179x2061x1896 Kerb weight 2635kg Latest 3 Series has a growth spurt, but size is no obstacle for an 1.6 PureTech 180 178 137 8.9 35.2-38.5 152 engaging drive. LxWxH 4709x1827x1442 Kerb weight 1450kg 840i 335 155 5.0 33.2-33.6 190-193 6.2 V8 AWD 420 112 6.7-6.9 TBC TBC 1.6 PureTech 225 EAT8 218 141 8.3 33.6-36.5 157 318i 152 138 8.4 44.1-42.8 145-149 M850i xDrive 523 155 3.7 26.2-26.9 255-260 1.5 BlueHDi 130 TBC 121 11.7 49.3-55.3 134-141 C AT E R H A M 320i 181 146 7.1 41.5-43.5 124-127 M8 Competition 623 155 3.2-3.3 25.2-25.4 252-254 2.0 BlueHDi 180 EAT8 171 134 9.9 42.7 154 320i xDrive 181 142 7.6 41.5 155 840d xDrive 316 155 4.9 39.2-40.4 183-184 Seven 2dr open £26,490–£53,885 AAAAB FERRARI 330i 254 155 5.8 38.2-41.5 134-139 The 360 is the sweet spot in the revised range, giving the Seven 330e 288 155 5.9 188.3-201.8 37-38 8 Series Gran Coupé 4dr saloon £70,080-£120,925 AAAAC just the right hit of performance. LxWxH TBC Kerb weight 490kg Portofino 2dr open £164,480 AAAAC M340i xDrive 369 155 4.4 34.0-34.9 185 Four-door grand tourer offers greater practicality than its two-door 1.6 Sigma Ti-VCT 270 135 122 5.0 NA NA The entry-level Ferrari has the power, the looks and the touring ability. LxWxH 4586x1938x1318 Kerb weight 1664kg 318d 148 132 8.3-8.4 52.3-55.4 109-116 siblings. LxWxH 5072x1932x1397 Kerb weight 1800kg 1.6 Sigma Ti-VCT 310 152 127 4.9 NA NA 320d 187 146 6.8-7.1 49.6-56.5 110-118 840i 335 155 5.2 31.7-33.2 194 2.0 Duratec 360 180 130 4.8 NA NA 3.9T V8 591 199 3.5 14.7-28.0 230-436 320d xDrive 187 144 6.9 47.1-49.6 119-121 M850i xDrive 523 155 3.9 24.4-24.6 260 2.0 Duratec 420 210 136 3.8 NA NA 330d 263 155 5.5 44.1-47.9 133-138 M8 Competition 623 155 3.2 25.4 254 2.0 Supercharged 620S 310 145 3.4 NA NA 488 2dr coupé/open £197,418–£278,850 AAAAA 330d xDrive 263 155 5.1 42.2-47.1 136-140 840d xDrive 316 155 5.1 38.2-39.2 187 2.0 Supercharged 620R 310 155 2.79 NA NA Calm ride mixed with explosive performance.

Pick of the premium bunch but a tad unrefined and has ordinary handling. LxWxH 4439x1821x1598 Kerb weight 1395kg sDrive18i sDrive20i xDrive20i xDrive25e sDrive18d xDrive18d xDrive20d

138 189 189 218 148 148 187

127 138 TBC 120 126 126 136

9.7 7.4 7.7 6.9 9.3-9.4 9.3-9.4 7.8

39.2-40.9 149-156 36.7-38.2 156-157 34.4-35.8 166-167 134.5-148.7 50-51 47.9-49.6 133 46.3-47.9 144-145 45.6-47.9 148

LxWxH 4568x1952x1213 Kerb weight 1475kg

CITROEN

3.9T V8 GTB AAABC 3.9T V8 Pista Slightly cheaper than its Toyota sibling but less visually charming. 3.9T V8 Pista Spider

C1 3dr hatch/5dr hatch £10,555-£14,525

LxWxH 3455x1615x1460 Kerb weight 855kg 1.0 VTI 72

12.6

58.9

109

C3 5dr hatchback £16,230-£20,395

650 710 710

F8 Tributo 2dr coupé £203,476

203-205 3.0 212 2.85 211 2.85

13.5-25.9 247-478 15-26.2 245-430 15-26.2 245-430 AAAAA

The last hurrah for the pure internal combustion V8-powered

AAABC mid-engined Ferrari. LxWxH 4611x1979x1206 Kerb weight 1435kg Funky, fresh look gives a lease of life, shame that underneath isn’t 3.9T V8 Tributo 710 211 2.9 21.9 292

the same. LxWxH 3996x1749x1474 Kerb weight 976kg 1.2 PureTech 82 1.2 PureTech 110 1.6 BlueHDi 100

79 107 96

107 117 115

12.8 9.3 10.6

51.3 52.2 67.0

125 122 111

25 MARCH 2020 AUTOCAR.CO.UK 81

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2.0 TDCi EcoBlue 190 2.0 TDCi EcoBlue 190 AWD

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35.8-48.7 170-171 31.7-46.3 181

Galaxy 5dr MPV £33,200-£39,060

AAABC

Huge seven-seat MPV. Easy to place on the road but not cheap to buy. LxWxH 4848x1916x1747 Kerb weight 1708kg 2.0 TDCi EcoBlue 150 2.0 TDCi EcoBlue 190 2.0 TDCi EcoBlue 190 AWD

148 188 188

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

33.6-52.3 162-164 35.8-52.3 172 31.7-44.8 186

Ecosport 5dr SUV £18,680-£22,495

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1.4 T-GDI 140 138 2.0 T-GDI 275 N Performance 272

1.0 T-GDi 120 1.4 T-GDi 140 1.6 CRDi 115 1.6 CRDi 136

118 138 113 134

Kona 5dr hatch £17,535-£32,220

3.5 3.4

812 Superfast 2dr open £260,963

AAAAB 1.0T Ecoboost 125 123 111 11.0-11.6 34.4-44.1 135-136 1.0T Ecoboost 140 138 115 10.2 39.8-43.5 136 1.5 TDCi EcoBlue 100 99 105 13.6 48.7-56.5 128-130 13.5-25.2 253-477 1.5 TDCi EcoBlue 125 123 113 10.7 53.3 139 9.9-21.0 308-648 Puma 5dr SUV £20,595-£27,395 AAAAC AAAAA Compact crossover finally has a class leader capable of appealing

More powerful than the F12, but with better road manners making it the star of the range. LxWxH 4657x1971x1276 Kerb weight 1630kg 211

2.9

99 104

123 123 153

119 119 124

10.0 9.8 8.9

49.6 132-133 52.3 125-126 47.1-51.4 126-135

Mustang 2dr coupé/open £39,385-£49.035 AAAAC AAABC American muscle built for the UK, in coupé and convertible forms.

F I AT

Super-desirable, super-cute city car. Pleasant, if not involving to drive. LxWxH 3571x1627x1488 Kerb weight 865kg 68 69

to petrolheads. LxWxH 4620x1883x1666 Kerb weight 1280kg

1.0T Ecoboost 125 1.0T Ecoboost MHEV 125 11.2-20.0 320-572 1.0T Ecoboost MHEV 155

500 3dr hatch/2dr open £12,555-£19,355 1.2 69hp 1.0 Mild Hybrid

129 155

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9.2 6.1

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(g/ O2

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49.6-52.3 141-151 34.0 188 AAABC

117 126-129 117 123

11.4 9.2-9.5 11.3 10.9

47.9-49.6 44.8-46.3 58.9-60.1 56.5-57.6

130-139 142-143 123-124 126-127

AAACC

3.9T V8 6.3 V12

777

s op

Another solid car. Good value and practical but lacks excitement. LxWxH 4585x1795x1465 Kerb weight 1245kg

1.6 Hybrid 141 1.6 Plug-in Hybrid 141 Electric

6.5 V12

)

i30 Tourer 5dr estate £17,845–£26,345

Another four-wheel-drive grand tourer Ferrari that is more usable than the FF. LxWxH 4922x1980x1383 Kerb weight 1865kg 198 208

2.0 20d 180 AWD 2.0 25d 240 AWD 3.0 V6 30d 300 AWD

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129 135 150

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36.8-40.0 177 35.4-38.5 182 34.2-36.6 196

I-Pace 5dr SUV £64,495–£74,995

AAAAB

Fast, refined and the first of its kind from a European manufacturer. LxWxH 4682x1895x1558 Kerb weight 2133kg EV400

398

124

4.5

258-292 0

JEEP

Compass 5dr SUV £25,890-£36,135

AAACC

Facelifted version of the pumped-up Fiesta is okay, but developing- Ioniq 5dr hatch £22,835-£34,950 AAABC Wants to be a catch-all crossover, but is beaten by more roadworld roots show. LxWxH 4096x1765x1653 Kerb weight 1280kg focused rivals. LxWxH 4394x2033x1629 Kerb weight 1430kg First attempt at electrification for the masses is a good effort. LxWxH 4470x1820x1450 Kerb weight 1370kg 1.0T Ecoboost 100 98 105 11.9 39.8-44.1 133 1.4 Multiair II 140 138 119 9.9 37.7 TBC

GTC4 Lusso 2dr coupé £198,165–£238,402 592 670

r (b

12.9 13.8

44.1 53.3

119 TBC

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

30.1-31.7 202-207 23.2-25.7 269-275 23.9 270

139 139 118

115 110 103

10.8-11.1 61.4-62.8 103 10.6 247.8 26 10.2 193 0 AAAAC

Hyundai’s first crossover is the perfect blend of practicality, value and style. LxWxH 4165x1800x1550 Kerb weight 1233kg 1.0 T-GDi 120 2WD 1.6 T-GDi 177PS 4WD 1.6 GDi Hybrid 2WD Electric 39kWh Electric 64kWh

118 175 134 134 201

112 127 119 96 104

12.0 7.9 10.2 9.6 7.6

Nexo 5dr SUV £69,495

44.1-44.8 34.0-33.6 52.3 180 280

146-147 147 122-123 0 0

1.4 Multiair II 170 4WD 1.6d MultiJet II 120 2.0d MultiJet II 140 4WD 2.0d MultiJet II 170 4WD

167 118 138 167

124 115 118 122

9.5 11.0 10.1 9.5

32.5 47.9 42.8 38.2

Renegade 5dr SUV £19,535-£31,645

TBC TBC TBC TBC AAABC

Middling compact crossover with chunky looks but no obvious charm. LxWxH 4236x1805x1667 Kerb weight 1346kg 1.0 GSE T3 120 1.3 GSE T4 150 1.6d MultiJet II 120 2.0d MultiJet II 140 4WD 2.0d MultiJet II 170 4WD

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

151 151 TBC TBC 196

AAABC

Impressive effort that heads in the right direction for fuel cell cars. Grand Cherokee 5dr SUV £51,135-£87,864 AAABC LxWxH 4670x2060x1640 Kerb weight 1814kg The best Jeep on sale by some margin. Comfortable and wellequipped. LxWxH 4828x1943x1792 Kerb weight 2266kg 95kW fuel cell 161 130 9.6 42mpkg 0

3.0 MultiJet 250 4WD 247 126 8.2 TBC TBC Tucson 5dr SUV £22,625-£35,865 AAABC 6.2 V8 Hemi Trackhawk 710 180 3.7 TBC TBC AAAAC Classy, roomy cabin and predictable handling. A very competitive A costly option but has some style to fill out some of its missing The GT is back as a race car for the road. Compelling if not perfect. SUV. LxWxH 4475x1850x1650 Kerb weight 1379kg Wrangler 2dr/4dr SUV £40,480-£49,980 AAAAC substance. LxWxH TBC Kerb weight TBC LxWxH 4808x1928x1692 Kerb weight 1912kg 1.6 GDi 132PS 130 113 11.5 35.3 183-185 Heavy-duty off-roader goes anywhere, but lacks on-road manners. 1.4 95hp 93 103-111 12.8-13.2 34.0-34.9 168 3.5 V6 Ecoboost 650 216 3.0 TBC TBC 1.6 T-GDi 177PS 175 125-126 8.9-9.2 34.9-36.2 183-185 LxWxH 4223x1873x1840 Kerb weight 1827kg 1.6 CRDi 115PS 113 109 13.7 48.7-49.6 143-145 2.0 GME 265 110 7.3-7.6 25.4-26.4 249-256 500X 5dr hatch £18,640–£24,840 AAABC Ranger 4dr pick-up £25,924-£48,784 AAAAC 1.6 CRDi 136PS 134 114-116 10.6-12.0 45.6-47.1 146-151 2.2d MultiJet II 200 4WD 197 114 9.5 28.8-30.4 234 Familiar styling works rather well as a crossover. Drives okay, too. Capable pick-up becomes off-road monster in Raptor spec, but 2.0 CRDi 185PS 182 125 9.5 40.9 180-182

500L 5dr MPV £19,520

AAACC

LxWxH 4248x1796x1600 Kerb weight TBC 1.0 Firefly Turbo 120hp 1.3 Firefly Turbo 150hp

118 148

117 124

10.9 9.1

loses VAT incentives. LxWxH 5277x1977x1703 Kerb weight 1866kg

41.5 40.9

Panda 5dr hatch £10,085–£16,585

2.0 EcoBlue 130 2.0 EcoBlue 170 2.0 EcoBlue 213 AAABC 3.2 Duratorq TDCI 200 TBC 139

Hasn’t kept pace with its rivals, but sells robust, practical charm better than most. LxWxH 3653x1643x1551 Kerb weight 940kg 1.2 69hp 0.9 Twinair 85 1.0 Mild Hybrid

68 83 69

96-102 14.2-14.5 44.8 103-110 11.2-12.1 37.2 96 14.7 50.4

TBC TBC 127 AAABC

A ’90s reboot that has been on a diet. Decent to drive and ample interior space. LxWxH 4368x1792x1495 Kerb weight 1195kg 93 118 118

115 124 124

12.1 36.2-36.7 TBC 9.6 36.7 TBC 9.8-10.2 48.7-51.4 TBC

Tipo Station Wagon 5dr estate £15,970–£21,295

AAABC

Estate version is more practical, which mixes well with its driving characteristics. LxWxH 4571x1792x1514 Kerb weight 1205kg 1.4 95 1.4 T-Jet 120 1.6 Multijet II 120 FO

93 118 118

115 124 124

12.3 36.2 TBC 9.8 34.4-36.7 TBC 10.1-10.4 48.7-50.4 TBC

FORD

Fiesta 3dr/5dr hatch £16,125-£26,285

128 158 210 197

106 109 106 109

13.5 11.8 10.5 10.6

42.8 40.4-43.5 30.7 32.1-36.2

173 184-207 201-233 221-231

G I N E T TA

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 135

125

TBC

136 154

90 90

9.0 8.3

137 131

0 0

Jazz 5dr hatch £14,790–£18,400

1.0T Ecoboost 100 1.0T Ecoboost 125 1.5T Ecoboost 150 1.5T Ecoboost 182 2.3T Ecoboost 280 ST 1.5 EcoBlue 95 1.5 EcoBlue 120 2.0 EcoBlue 150 2.0 EcoBlue 190 ST

99 123 148 180 276 94 118 148 188

116 119-124 127-130 137-138 155 114 117-122 127-130 137

12.1 10-11.7 8.8-9.7 8.3-8.4 5.7 11.4 10.0-10.8 8.5-9.3 7.6

Focus Estate 5dr estate £21,855-£33,685

44.1-50.4 37.7-49.6 38.2-46.3 38.7-44.1 34.3 56.5-64.2 49.6-62.8 44.1-57.6 50.4

120 130-142 133-137 139-140 179 118 119-127 125-129 187

99 123 148 180 276 94 118 148 188

114 120-123 129 137 155 112 118-120 127-129 137

12.5 10.3-10.6 9.0 8.5 5.8 11.8 10.3-11.1 8.7-9.3 7.7

Mondeo 5dr hatch/4dr saloon £24,440-£32,250

53.3 51.4 48.7 46.3-48.7 34.4 62.8 62.8 60.1 50.4

122 128-134 133-136 133-140 187 120 120-126 125-130 187

AAAAC

Does what great Fords do, by over-delivering on practicality, handling and value. LxWxH 4871x1852x1482 Kerb weight 1455kg 1.5 Ecoboost 165 2.0 TiVCT hybrid 187 2.0 TDCi EcoBlue 150 2.0 TDCi EcoBlue 190 2.0 TDCi EcoBlue 190 AWD

165 184 148 188 188

138 116 131-133 138 137

9.2 9.2 10.7-10.9 8.9 9.1

Mondeo Estate 5dr estate £25,930-£33,130

128 180 120

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

CR-V 5dr SUV £27,250-£38,640

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 AAABC 2.0 i-MMD hybrid

Almost as good to drive as the hatch, but a Skoda Octavia will carry more. LxWxH 4669x1825x1481 Kerb weight 1485kg 1.0T Ecoboost 100 1.0T Ecoboost 125 1.5T Ecoboost 150 1.5T Ecoboost 182 2.3T Ecoboost 280 ST 1.5 EcoBlue 95 1.5 EcoBlue 120 1.5 EcoBlue 150 2.0 EcoBlue 190 ST

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

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

32.1-36.7 40.9-52.3 36.7-61.4 49.6 45.6

133-138 129-131 136-146 145-148 155

AAAAC

171 171 181

130 9.3 38.7 167 124-129 9.8-10.0 32.5-36.2 178 112 9.2 38.2 162

NSX 2dr coupé £149,940

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

191

2.9

26.4

i20 5dr hatch £14,205-£18,855

242

AAAAC

Combines decent performance with good practicality and running costs. LxWxH 4035x1734x1474 Kerb weight 980kg 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 £17,385–£29,495

129-134 139 137 138-141

AAABC

A vast and enjoyable estate that majors on everything a great Ford As good as we’ve come to expect from Hyundai, but not one inch should. LxWxH 4867x1852x1501 Kerb weight 1476kg better. LxWxH 4340x1795x1455 Kerb weight 1194kg 1.5 Ecoboost 165 2.0 TIVCT hybrid 187 2.0 TDCi EcoBlue 150 2.0 TDCi EcoBlue 190 2.0 TDCi EcoBlue 190 AWD

165 184 148 188 188

135 116 128-130 138 137

9.3 9.2 9.8-10.4 9.0 9.2

S-Max 5dr MPV £30,800-£42,460

35.3 40.9-52.3 50.4-51.4 47.1-50.4 44.1

133-138 133 139-152 152-153 158

AAAAC

Better to drive and better looking than most but not quite the class leader it was. LxWxH 4976x1916x1655 Kerb weight 1645kg 2.0 TDCi EcoBlue 150

148

123

10.3

34.0-53.3 159-160

1.0 T-GDi 120 118 1.4 T-GDi 140 138 2.0 T-GDi 250 N 247 2.0 T-GDi 275 N Performance 272 1.6 CRDi 115 113

118 127-130 155 155 118

11.1 8.9-9.2 6.4 6.1 11.0-11.2

45.6 42.2-46.3 34.9 34.0 58.9-60.1

i30 Fastback 4dr saloon £20,695–£29,985

132-142 142-152 185 188 124

AAABC

Combines good looks with sensible practicalities and dynamic charm. LxWxH 4455x1795x1425 Kerb weight 1287kg 1.0 T-GDi 120

118

117

11.5

127

9.4-9.5

38.7-40.4 179-189

54.3

135

Picanto 5dr hatch £10,045-£14,775 1.0 MPi 1.25 MPi 1.0 T-GDi

66 83 99

100 13.8 49.6-50.4 127-129 100-107 11.6-13.2 42.2-49.6 129-151 112 10.1 48.7 133

AAAAB

295 597 177 177

155 186 140 140

5.4 3.3 7.6-7.9 7.8

XF 4dr saloon £35,480-£52,700

30.0-33.2 TBC 45.7-51.1 40.8-44.7

190 TBC 146 161

152 155 132 136 136 153 155

6.6 5.8 8.7 8.0-8.1 8.4 6.5 6.2

XF Sportbrake 5dr estate £37,700-£55,025

83 99 118

107 115 118

12.5 10.3 9.8

45.6-46.3 138-140 48.7 132-133 44.8-47.1 137-142

Ceed 5dr hatch £18,840-£25,985 AAAAC AAAAB Third-generation hatchback can now compete for class honours.

Outstandingly broad-batted dynamically, plus a pleasant cabin. LxWxH 4954x1987x1457 Kerb weight 1545kg 246 295 160 177 177 236 295

1.25 MPi 1.0 T-GDi 99 1.0 T-GDi 118

31.5-34.4 29.9-32.6 46.1-50.4 44.8-50.9 40.2-44.4 38.5-42.7 40.8-43.2

186 196 147 146 167 175 169

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

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

Ceed Sportswagon 5dr estate £19,840–£23,700

127-134 139-148 169 126-129 129

AAAAC

All of the above, but with cavernous, more practical load space. LxWxH 4600x1800x1465 Kerb weight 1389kg

AAAAB 1.0 T-GDi 118 118 118 10.9 47.1 136-137 1.4 T-GDi 138 138 128-130 8.8-9.1 44.1-45.6 141-146 1.6 CRDi 114 114 119 10.7 56.5-58.9 127-132 30.8-33.3 192 28.9-31.0 206 Proceed 5dr hatch £24,320-£29,080 AAABC 45.8-48.2 153 Alluring and interesting, but not quite as special to drive as it looks. LxWxH 4605x1800x1422 Kerb weight 1405kg 44.0-48.4 153 39.3-43.1 172 1.4 T-GDI 138 138 127-130 8.8-9.1 42.8-45.6 142-150 37.8-41.5 179 1.6 T-GDI 201 201 140 7.2 39.3 163 40.1-42.1 172 1.6 CRDI 134 134 124 9.8-10.0 54.3-56.5 132-136

Superb XF is now available in the more practical Sportbrake form. It’s a win-win. LxWxH 4954x1987x1496 Kerb weight 1660kg 2.0t 250 2.0t 300 AWD 2.0d 163 2.0d 180 2.0d 180 AWD 2.0d 240 AWD 3.0d V6 300

246 295 160 177 177 236 295

150 155 136 138 136 150 155

7.1 6.1 9.3-9.4 8.8 8.9 6.7 6.6

F-Type 2dr coupé £54,475-£97,270

AAAAB

A full-blooded assault on Porsche’s backyard, with noise, power and beauty. LxWxH 4482x1923x1311 Kerb weight 1525kg 2.0t 300 5.0s V8 P450 5.0s V8 575 R AWD

295 447 567

155 177 200

5.7 4.6 3.7

F-Type Convertible 2dr open £59,995-£102,360

30.3-31.2 215 26.0-26.8 239-246 26.4 243 AAAAB

Costs serious money, but you get a serious car with a likeable wild side. LxWxH 4482x1923x1308 Kerb weight 1545kg 2.0t 300 5.0s V8 P450 5.0s V8 575 R AWD

295 447 567

155 177 186

5.7 4.6 3.7

E-Pace 5dr SUV £29,715-£49,920

30.4-31.1 217 26.0-26.6 241-247 26.4 243-247

134 143 151 124 120 127-128 139

7.7 6.6 5.9 9.5 9.9-10.1 8.7-9.4 7.0

F-Pace 5dr SUV £36,290–£73,200

27.8-30.1 27.1-29.5 26.2-28.1 39.1-42.6 36.3-41.7 36.1-41.1 34.5-36.9

213 215 226 174 177 180-188 200

AAAAC

Credible first SUV effort is as refined and dynamic as a Jaguar should be. LxWxH 4746x2070x1667 Kerb weight 1690kg 2.0 25t 250 AWD 2.0 30t 300 AWD 5.0 V8 SVR 550 AWD 2.0d 163 2.0 20d 180

246 295 548 160 177

AAABC

Crossover-styled hatch that drives well, but lacks practicality and polish. LxWxH 4395x1826x1483 Kerb weight 1332kg

1.0 T-GDI 118 1.4 T-GDI 138 1.6 CRDi 114 1.5 CRDi 134

118 138 114 134

115 124 118 122

10.9 9.1 11.0 10.2

45.6 42.8 52.3 53.3

Soul EV 5dr hatch £37,295

140-146 150-151 141 138 AAAAC

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

201

104

7.6

280

Stinger 4dr saloon £41,100

0 AAABC

AAAAC Sleek coupé-shaped saloon has the appeal and dynamics to rival

Jaguar’s second SUV looks enticing, but can it make an impact like the F-Pace’s? LxWxH 4411x1984x1649 Kerb weight 1775kg 198 245 295 148 148 177 236

Xceed 5dr hatch £20,825-£28,405

135 145 176 121 129

6.8 6.0 4.1 10.2 8.5

27.2-29.2 26.2-28.0 22.1 40.9-44.8 39.9-43.4

209 216 281 158-175 162

Europe’s best. LxWxH 4830x1870x1400 Kerb weight 1717kg 3.3 V6 T-GDi

365

168

4.7

27.7

Niro 5dr SUV £24,895-£37,995

233 AAABC

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

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

139 139 198

101 107 104

11.1 10.4 7.5

Stonic 5dr SUV £17,785-£20,785

TBC TBC 282

TBC TBC 0 AAABC

Kia’s first crossover is striking and reasonably good considering the value. LxWxH 4140x1760x1520 Kerb weight 1160kg 1.4 MPI 1.0 T-GDi 1.6 CRDI

98 118 108

107 115 112

12.2 9.9 10.9

Sportage 5dr SUV £20,985–£35,665

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 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

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

Sorento 5dr SUV £30,240-£43,365

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

AAAAC

Kia moves upmarket with a smart, well-priced and nicely appointed seven-seater. LxWxH 4780x1890x1685 Kerb weight 1932kg 2.2 CRDi

82 AUTOCAR.CO.UK 25 MARCH 2020

AAACC

Nice drive and cabin, but now overshadowed by rivals. LxWxH 3595x1406x1485 Kerb weight 935kg

Tops the pile thanks to outstanding driver appeal. Poised and Rio 5dr hatch £12,985-£18,465 AAABC engaging but refined. LxWxH 4672x1967x1416 Kerb weight 1450kg Looks great and is well-priced, but nowhere near its European rivals. LxWxH 4065x1725x1445 Kerb weight 1155kg 2.0t 250 246 155 6.2 32.6-25.1 177

2.0 P200 AWD HYU N DAI 2.0 P250 AWD i10 5dr hatch £12,505-£15,005 AAAAC 2.0 P300 AWD Prioritises maturity over fun, resulting in a car that is practical and 2.0 D150 well-priced. LxWxH 3665x1660x1500 Kerb weight 933kg 2.0 D150 AWD 1.0 MPi 67 97 14.6 53.3 114-119 2.0 D180 AWD 1.2 MPi 84 106 12.6 51.4 124 2.0 D240 AWD

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

197

XE 4dr saloon £34,280-£154,300

AAAAC 2.0t 250 Not the most compact or vivacious but has decent handling and is 2.0t 300 AWD cleverly packaged. LxWxH 3995x1694x1550 Kerb weight 1066kg 2.0d 163 1.3 i-VTEC 99 113-118 11.2-12.3 48.7 131-135 2.0d 180 2.0d 180 AWD Civic 5dr hatch £19,715–£34,395 AAAAC 2.0d 240 AWD A fresh look while remaining practical, refined and upmarket. Lacks 3.0d V6 300

AAAAB some dynamism. LxWxH 4518x1799x1434 Kerb weight 1275kg Dynamically superb and continues the Fiesta legacy. No longer the 1.0 VTEC Turbo 126 124 125-126 10.2-11.2 47.9 141-152 class leader, though. LxWxH 4040x1735x1476 Kerb weight 1113kg 1.5 VTEC Turbo 182 179 125-136 8.2-8.5 46.3 137-150 1.1 75 73 103 14.5 53.3 121 2.0 VTEC Turbo Type R 315 169 5.8 33.2 TBC 1.0 Ecoboost 95 93 105-113 10.6-13.8 55.4-56.4 116-129 1.6 i-DTEC 120PS 118 125 10.1 62.8 117 1.0T Ecoboost 125 123 121 10.0 46.3-49.6 118-130 1.0T Ecoboost 140 138 125 9.0 46.3-48.7 124-131 Civic 4 Door 4dr saloon £26,410-£26,935 AAAAC 1.5T Ecoboost 200 ST 197 144 6.5 40.4 158 Saloon bodystyle gives Civic a more upmarket feel, without hurting its refined drive. LxWxH 4648x1799x1416 Kerb weight 1314kg 1.5 TDCi Duratorq 85 83 108 12.5 55.4-60.1 113-119 1.0 VTEC Turbo 126 124 130 10.7 46.3-47.9 TBC Focus 5dr hatch £20,675-£32,495 AAAAB Better to drive and look at than before, and impressively good HR-V 5dr SUV £20,720-£28,400 AAABC

value. LxWxH 4378x1825x1471 Kerb weight 1369kg

2.2 CRDI 200 AWD

H O N DA

ambitious price. LxWxH 3894x1752x1512 Kerb weight 1520kg 100kW 113kW

AAABC

Another big Korean SUV with lots of space for not a lot of cash. Slick and comfy. LxWxH 4700x1880x1675 Kerb weight 1939kg

2.0t 300 AWD 5.8 V8 SV Project 8 AAABC 2.0d 180 Eminently likeable, with good dynamics but a limited range and 2.0d 180 AWD

E 5dr hatch £29,660-£32,160

KIA

Santa Fe 5dr SUV £38,810-£43,310

JAG UAR

G40 Club Car 2dr coupé £35,000 (+champ pack) 1.8 Zetec

Tipo 5dr hatch £14,970–£20,965 1.4 95 1.4 T-Jet 120 1.6 Multijet II 120

GT 2dr coupé £420,000

197

127

9.0-9.6

37.7-41.5 177-196

N E W CAR PR I CES P

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)

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)

0 0-6

/62

) y e) km o m ang (g/ o n G/r Ec (MP CO 2

KTM

AAAAC 3.5 V6 RX450h

Eccentric looks and sharp handling but expensive. LxWxH 3738x1915x1202 Kerb weight 847kg 290 280

143 143

3.9 4.1

NA NA AAAAC

Junior Lambo mixes usability and drama skilfully, in both coupé and Spyder forms. LxWxH 4459x1924x1165 Kerb weight 1389kg 201

)

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2.9

Aventador 2dr coupé/open £274,201-£440,376

308

124

7.7

20.3

332

AAABC

181

110

8.5

46.3-53.3 120-136

LOTUS

Elise 2dr open £40,375-£48,275

AAAAC

217 242

145 151

4.2 3.8

36.7 36.2

e ow

156 181 258 385 469 503 192 241 302

r (b

)

s op

140 149 155 155 155 180 149 155 155

)

0-6

0/6

8.2-8.3 7.7 5.9 4.7 4.1 4.0 6.9 5.9 5.6

C-Class Estate 5dr estate £32,045–£79,528

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

1.8 VVT-i 220 AAAAC 1.8 VVT-i 246

1.6 C180 1.5 C200 2.0 C300 3.0 V6 AMG C43 4Matic 4.0 V8 AMG C63 4.0 V8 AMG C63 S 2.0 C220d 2.0 C300d 2.0 C300de

35.3-37.1 178-185

Refreshingly different premium SUV is a credible, if not classleading, alternative. LxWxH 4495x1840x1520 Kerb weight 1620kg 2.0 250h

LAMBORGHINI

631

UX 5dr SUV £29,945-£41,415 NA NA

Huracán 2dr coupé/open £198,362-£218,192 5.2 V10 Evo

r (b

)

sense. LxWxH 4890x1895x1690 Kerb weight 2100kg

X-Bow 0dr open £57,345–£70,717 2.0 R 2.0 GT

e ow

h mp

Expensive. LxWxH 4803x2032x1665 Kerb weight 1829kg

2.0 P250 2.0 P300 5.0 V8 P550 SVAD 2.0 D180 2.0 D240 3.0 V6 D275 3.0 V6 D300

248 298 548 178 238 272 298

135 145 170 120 135 135 150

7.1 6.2 4.5 8.9 7.4 7.0 6.7

27.7-30.8 26.9-29.8 23.0 37.8-42.0 36.5-41.1 34.7-38.0 34.7-38.0

208 215 279 177 181 195 195

2.0 Skyactiv-G 165 AAAAB 2.2 Skyactiv-D 150 Sharp, uncompromising track car. Unforgiving on the road. 2.2 Skyactiv-D 184

Exige 2dr coupé £60,075-£101,075

162 148 181

125 10.3 36.7-38.2 168 112-127 9.4-10.3 43.5-49.6 151 129 9.6 39.8-42.8 175

handling. LxWxH 4530x2095x1202 Kerb weight 1440kg

GranCabrio 2dr open £108,475-£131,520

AAACC 3.8 V8

Fantastic looks and soundtrack but an average chassis overall. LxWxH 4971x1945x1461 Kerb weight 1973kg

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

37.7-43.5 37.7-43.5 35.3-39.8 28.0-29.4 25.5-25.9 25.5-25.9 45.6-53.3 43.5-49.6 235.4

146 146 158-171 218 247 247 134 157 32

AAAAC

Decent practicality and fantastic interior. It’s a shame that it’s only ordinary to drive. LxWxH 4702x1810x1457 Kerb weight 1495kg

TBC TBC

1.5 C200 181 146 7.9 2.0 C300 258 155 6.0 2.0 C300e 316 155 5.5 6.5 V12 S 730 217 2.9 15.4 499 3.0 V6 AMG C43 4Matic 385 155 4.8 LxWxH 4084x1802x1129 Kerb weight 1125kg 6.5 V12 SVJ 759 217 2.8 15.8 486 4.0 V8 AMG C63 469 155 4.2 3.5 V6 VVT-i 350 345 162-170 3.8-3.9 28.2 TBC MX-5 2dr open £19,485-£29,885 AAAAA 4.0 V8 AMG C63 S 503 174 4.1 Urus 5dr SUV £164,017 AAAAC 3.5 V6 VVT-i 410 407 180 3.4 28.7 TBC Brilliantly packaged, priced and perfectly poised but more vibrant 2.0 C220d 192 145 7.0 than the original. LxWxH 3915x1735x1225 Kerb weight 1050kg Lambo’s second SUV is more alluring and aims to use the V8’s 3.5 V6 VVT-i 430 428 180 3.2 27.7 TBC 2.0 C300d 241 155 6.0 power better. LxWxH 5112x2016x1638 Kerb weight 2200kg 1.5 Skyactiv-G 132 129 127 8.3 44.1 142 2.0 C300de 302 155 5.7 4.0 V8 631 189 3.6 22.2 325 Evora 2dr coupé £86,385-£93,875 AAAAC 2.0 Skyactiv-G 184 181 136 6.5 40.4 155 Dynamically it puts nearly everything else in the shade. Shame C-Class Coupé 2dr coupé £36,405-£81,730 L AN D ROVE R about the interior. LxWxH 4084x1802x1129 Kerb weight 1395kg MX-5 RF 2dr open £23,085-£31,785 AAAAA Nice balance of style, usability and driver reward. LxWxH 4696x1810x1405 Kerb weight 1505kg Range Rover Evoque 5dr SUV £31,705-£51,490 AAAAC 3.5 V6 VVT-i 410 404 174-190 4.1-4.2 25.7-26.7 TBC Remains perfectly poised and vibrant, even with a folding metal roof. LxWxH 3915x1735x1230 Kerb weight 1090kg Refined, luxurious baby Range Rover has matured for its second 1.6 C180 156 140 8.5 M A S E R AT I generation. LxWxH 4371x1996x1649 Kerb weight 1891kg 1.5 Skyactiv-G 132 129 126 8.6 44.1 142 1.5 C200 181 149 7.9 2.0 P200 198 134 8.0 29.1-31.3 204 Ghibli 4dr saloon £52,985-£91,965 AAACC 2.0 Skyactiv-G 184 181 124-126 7.9-8.7 37.7-40.4 155 1.5 C200 4Matic 181 145 8.4 2.0 P250 248 143 7.0 29.1-31.2 205 Maser’s compact exec has the allure but lacks power and is poorly 2.0 C300 258 155 6.0 McLAREN finished in places. LxWxH 4971x1945x1461 Kerb weight 1810kg 2.0 P300 298 150 6.3 28.9-30.9 207 3.0 V6 AMG C43 4Matic 385 155 4.7 2.0 D150 148 125 10.5 42.1-44.9 165 3.0d V6 271 155 6.3 33.2-35.7 TBC 540C 2dr coupé £135,055 AAAAC 4.0 V8 AMG C63 469 155 4.0 2.0 D150 AWD 148 122 11.2 39.9-40.0 176 3.0 V6 345 166 5.5 23.5-24.9 TBC The affordable end of McLaren’s spectrum isn’t any less enthralling 4.0 V8 AMG C63 S 503 180 3.9 to drive. LxWxH 4530x2095x1202 Kerb weight 1449kg 2.0 D180 178 127 9.3 38.2-41.5 178 2.0 C220d 192 149 7.0 2.0 D240 238 140 7.2 37.8-40.9 181 GranTurismo 2dr coupé £94,420-£125,055 AAACC 3.8 V8 533 199 3.5 23.2 276 2.0 C220d 4Matic 192 145 7.3 Not short on richness or desirability and well capable of stirring 2.0 C300d 4Matic 241 155 6.0 Range Rover Velar 5dr SUV £45,250–£86,675 AAAAC the soul. LxWxH 5652x1948x1481 Kerb weight 1873kg 570S 2dr coupé/open £149,055-£164,805 AAAAA Dubbed the most car-like Landie ever and it doesn’t disappoint. 4.7 V8 453 185 4.8 19.7 313 Blisteringly fast and exciting supercar-slayer with hugely appealing C-Class Cabriolet 2dr open £40,249-£84,481

Big, hairy V12 has astonishing visuals and performance. Handling could be sweeter. LxWxH 4797x2030x1136 Kerb weight 1575kg

562

204

3.1

23.2

276

36.7-40.9 34.5-38.7 176.6 27.4-28.8 25.0-25.5 24.8-25.5 44.8-51.4 42.8-47.9 217.3

165 165-181 35 222 252 252 141-148 159-161 34

AAAAC 35.3-42.8 37.7-42.2 35.3-39.8 35.8-39.8 28.0-29.4 25.0-25.5 25.0-25.5 46.3-52.3 42.8-47.9 42.8-48.7

158 150 158 158 218 251 251 137 150 153

AAAAC

Take all the good bits about the coupé and add the ability to take the roof off. Bingo. LxWxH 4686x1810x1409 Kerb weight 1645kg

1.6 C180 156 137-138 8.9 33.6-41.5 154-166 AAAAA 1.5 C200 181 146 8.5 36.2-40.4 166 1.5 C200 4Matic 181 143 8.8 33.2-38.2 168 2.0 C300 258 155 6.2 34.0-37.7 167 Quattroporte 4dr saloon £73,885-£113,815 AAACC 3.8 V8 562 204 3.3 23.2 276 3.0 V6 AMG C43 4Matic 385 155 4.8 27.4-28.5 225 Now a full-sized executive limo, with some added flair. Off the pace 4.0 V8 AMG C63 469 155 4.2 24.6-24.8 258 in several key areas. LxWxH 5264x1948x1481 Kerb weight 1860kg 600LT 2dr coupé/open £187,680-£203,680 AAAAA 4.0 V8 AMG C63 S 503 174 4.1 24.4-24.8 258 Range Rover Sport 5dr SUV £65,250-£101,800 AAAAB 3.0d V6 271 155 6.4 33.2-35.7 199 Lighter, faster and more athletic than the 570S. McLaren at its very 2.0 C220d 191 145 7.5 44.8-49.6 145 best. LxWxH 4604x2095x1191 Kerb weight 1356kg Bigger and better; a cut-price Range Rover rather than a jumped-up 3.0 V6 339 167 5.1 23.5-24.9 223 2.0 C220d 4Matic 191 142 7.8 40.9-46.3 158 Discovery. LxWxH 4850x2073x1780 Kerb weight 2111kg 3.8 V8 592 204 2.9 23.2 277 2.0 C300d 242 155 6.3 42.2-47.1 157 2.0 P300 298 125 7.3 24.0-26.1 245 Levante 4dr SUV £60,765-£157,765 AAACC 2.0 P400e PHEV 401 137 6.7 75.3-86.9 69 Italian flair and good looks in abundance, but diesel not as 720S 2dr coupé/open £215,055-£247,055 AAAAA CLS Coupé 4dr saloon £55,005-£77,845 AAAAC sonorous as petrols. LxWxH 5003x1968x1679 Kerb weight 2109kg The start of an era for McLaren and what a way to begin it is. 3.0 P400 398 140 6.2 24.9-27.4 234 Retains the sleek coupé style and has more tech – without losing LxWxH 4543x2059x1196 Kerb weight 1419kg its allure. LxWxH 4996x1896x1436 Kerb weight 1935kg 5.0 V8 P525 522 155 5.3 18.9-20.2 315 3.0d V6 271 143 6.9 29.1-30.0 189 5.0 V8 P575 SVR 572 176 4.5 18.9 339 3.0 V6 339 156 6.0 20.7-22.4 249 4.0 V8 710 212 2.9 23.2 276 2.0 CLS350 313 155 6.0 32.1-34.9 177 3.0 SDV6 302 140 7.1 28.5-32.0 233 3.0 V6 S 424 164 5.2 20.9-22.4 253 3.0 CLS450 4Matic 356 155 4.8 31.4-34.0 189 4.4 SDV8 336 140 7.2 25.5-27.0 275 3.8 V8 GTS 526 180 4.3 20.6-21.4 308 GT 2dr coupé £165,180 AAAAB 3.0 V6 AMG CLS 53 4Matic+ 429 155 4.5 30.1-31.0 206 3.8 V8 Tropheo 576 186 4.1 20.6-21.4 308 Woking’s most user-friendly car to date is still a McLaren first and 3.0 CLS300d 4Matic 242 155 6.4 40.4-46.3 162 foremost. LxWxH 4683x2095x1213 Kerb weight 1530kg Range Rover 5dr SUV £83,645–£179,665 AAAAB 3.0 CLS400d 4Matic 330 155 5.0 37.7-41.5 178 MAZDA Wherever you are, the Rangie envelops you in a lavish, invincible 4.0 V8 612 203 3.2 23.7 270 sense of occasion. LxWxH 4999x2220x1835 Kerb weight 2249kg 2 5dr hatch £15,825-£18,325 AAAAC E-Class 4dr saloon £38,540-£98,360 AAAAC 3.0 SVD6 272 130 7.9 29.1-31.5 235 Grown-up, well-made and drives with charm and vigour; engines Senna 2dr coupé £750,000 AAAAA A wee bit pricey, and less sporting than its rivals, but still comfy aren’t brilliant. LxWxH 4060x1695x1495 Kerb weight 1075kg and luxurious. LxWxH 4940x1852x1452 Kerb weight 1680kg 4.4 SDV8 336 135 7.3 25.4-26.6 278 Astounding circuit performance made superbly accessible. LxWxH 4744x2155x1229 Kerb weight 1309kg 3.0 P400 398 140 6.3 25.1-26.7 240-245 1.5 Skyactiv-G 75 74 106 12.1 49.6 121 2.0 E200 181 149 7.5 38.2 192 2.0 P400e 399 137 6.8 75.7-85.1 75 1.5 Skyactiv-G 90 88 110-114 9.4-12.0 49.6 120 4.0 V8 789 208 2.8 22.7 280 3.0 E450 363 155 5.1 31.7 202 5.0 V8 P525 522 155 5.4 18.9-20.0 322 3.0 AMG E53 4Matic+ 429 155 4.5 29.7-31.4 205 MERCEDES-BENZ 5.0 V8 P565 SVAD 562 155 5.4 18.9 338 3 5dr hatch £21,825-£30,525 AAAAC 4.0 V8 AMG E63 S 4Matic+ 594 155 3.4 22.8-23.7 270 Pleasing dynamism teamed with good practicality and punchy A-Class 5dr hatch £23,740-£56,560 AAAAC 2.0 E300e 330 155 5.7 188.3 41 Discovery Sport 5dr SUV £31,885-£50,090 AAAAB diesel engines. LxWxH 4060x1695x1495 Kerb weight 1274kg A little bit of luxury in a desirable, hatchback-sized package. 2.0 E220d 191 149 7.3 53.3 144 Seven seats, at home on-road and off-road, plus new-found 2.0 Skyactiv-G 122 120 122 10.4 42.2 139-142 LxWxH 4419x1992x1440 Kerb weight 1445kg 2.0 E300d 242 155 6.2 47.9 TBC desirability. LxWxH 4599x2069x1724 Kerb weight 1732kg 2.0 Skyactiv-X 180 178 134 8.2-8.5 51.4 125-142 1.3 A180 136 134 9.2 42.2-47.9 133 3.0 E350d 282 155 5.7 47.1 173 2.0 D150 148 121 10.5 42.0-47.8 159-165 1.3 A200 163 140 8.2 40.9-47.9 133 2.0 E300de 312 155 5.9 217.3 39 2.0 D150 AWD 148 118 10.7 38.0-40.9 181-185 3 saloon 4dr saloon £23,305-£28,285 AAAAC 2.0 A250 224 155 6.2 37.7-41.5 155 2.0 D180 178 126 9.1 37.3-40.4 183-187 Refined and dynamically satisfying in a saloon bodystyle. 2.0 A250e 258 146 6.6 256.8 25 E-Class Estate 5dr estate £40,860-£99,505 AAAAC 2.0 D240 238 137 7.2 36.6-39.6 187-191 LxWxH 4460x1795x1440 Kerb weight 1299kg 2.0 AMG A35 4Matic 302 155 4.7 33.6-35.8 179 Far more practical than its rivals, but pricier and less sporty than those closest to it. LxWxH 4933x1852x1475 Kerb weight 1780kg 2.0 P200 198 129 8.5 28.5-30.8 208-212 2.0 Skyactiv-X 180 178 134 8.2 52.3 122-127 2.0 AMG A45 S 4Matic+ 415 168 3.9 33.6 194 2.0 P250 247 140 7.1 28.4-30.5 210-214 1.5 A180d 116 126 10.5 53.3-61.4 118 2.0 E200 181 144 8.1 31.0-35.3 192 6 4dr saloon £24,705-£32,485 AAABC 2.0 A200d 148 137 8.1 53.3-58.9 125 3.0 V6 AMG E53 4Matic+ 429 155 4.5 29.4-30.7 208 Discovery 5dr SUV £47,435-£70,750 AAAAB A compelling mix of size, economy and performance. Interior is a 2.0 A220d 187 146 7.0 52.3-57.7 129 4.0 V8 AMG E63 S 4Matic+ 594 155 3.5 22.6-23.3 208 let-down. LxWxH 4870x1840x1450 Kerb weight 1465kg The country bumpkin given elocution lessons without losing its 2.0 E220d 189 146 7.7 41.5-47.1 156 rugged capabilities. LxWxH 4970x2073x1888 Kerb weight 2115kg 2.0 Skyactiv-G 145 143 129 9.5 40.3-42.2 152 A-Class Saloon 4dr saloon £25,635-£44,930 AAABC 3.0 E300d 242 155 6.5 40.4-46.3 168 2.0 SD4 234 121 8.0 33.6 220 2.0 Skyactiv-G 165 162 135 9.1 42.2 152 Larger, more grown-up A-Class adds premium touch to smallest 3.0 E350d 282 155 5.7 45.6 178-180 Merc saloon. LxWxH 4549x1796x1446 Kerb weight 1465kg 3.0 V6 Td6 251 130 7.7 31.5 235 2.5 Skyactiv-G 194 191 138 8.1 38.2 167 3.0 V6 E400d 4Matic 335 155 5.1 37.2-40.9 195-200 2.0 Si4 295 125 7.3 25.8 247 2.2 Skyactiv-D 150 148 130 9.1 55.4 137 1.3 A180 133 134 8.9 42.8-48.7 135 2.0 E300de 312 155 5.8 166.2-176.6 41 2.2 Skyactiv-D 184 181 140 7.9 47.9-53.5 140 1.3 A200 161 143 8.1-8.3 42.8-48.7 131 LEXUS 2.0 A250 220 155 6.3 38.2-42.2 152 E-Class Coupé 2dr coupé £45,140-£68,740 AAAAC CT 5dr hatch £26,270-£33,270 AAAAC 6 Tourer 5dr estate £25,705–£33,485 AAABC 2.0 A250e 258 149 6.7 256.8 25 Big, laid-back four-seat tourer. Borrows looks from the ravishing S-Class Coupé. LxWxH 4846x1860x1431 Kerb weight 1685kg Hybrid-only hatch has a pokey cabin and mismatched character Attractively styled but only average to drive. 2.0 AMG A35 4Matic 302 155 4.8 32.9-36.7 173 traits. LxWxH 4350x1765x1445 Kerb weight 1465kg LxWxH 4805x1840x1480 Kerb weight 1465kg 1.5 A180d 114 128 10.6 56.5-64.2 115 2.0 E300 237 155 6.4 31.0 206 1.8 VVT-i CT200h 134 112 10.3 53.2-54.3 119 2.0 Skyactiv-G 145 143 129 9.5 41.5 155 2.0 A200d 148 141 8.2 58.9 125-129 2.0 E350 295 155 5.9 TBC 191 2.0 Skyactiv-G 165 162 135 9.1 41.5 155 2.0 A220d 188 153 7.1 57.7 128-129 3.0 E450 4Matic 362 155 5.6 29.1-31.4 216 ES 4dr saloon £35,195-£45,675 AAABC 2.5 Skyactiv-G 194 191 138 8.1 37.2 172 3.0 AMG E53 4Matic+ 429 155 4.4 30.1-31.4 205 Gatecrashes the German-controlled saloon market in a way the GS 2.2 Skyactiv-D 150 148 130 9.1 47.1-53.3 141 CLA Coupé 4dr saloon £30,310-£58,460 AAAAC 2.0 E220d 189 150 7.4 43.5-50.4 146 could never manage. LxWxH 4975x1865x1445 Kerb weight 1680kg 2.2 Skyactiv-D 184 181 140 7.9 47.1-51.4 144 May use A-Class underpinnings, but engineered to be much 2.0 E220d 4Matic 189 149 7.6 42.2-47.1 167 sportier to drive. LxWxH 4688x1830x1439 Kerb weight 1490kg 2.5 VVT-i ES300h 218 112 8.9 48.7-53.2 119-127 3.0 E300d 4Matic 242 155 6.3 42.2-47.9 TBC CX-3 5dr SUV £19,395-£24,194 AAAAC 1.3 CLA180 133 134 9.0 42.8-47.9 134 IS 4dr saloon £33,260-£42,960 AAABC Another supermini SUV with a sporting bent. Quite pricey but nicely 1.3 CLA200 161 142 8.2 42.8-47.9 134 E-Class Cabriolet 2dr open £48,745-£72,235 AAAAC Sleek compact executive car is well-made and interesting but still appointed. LxWxH 4275x1765x1535 Kerb weight 1230kg 2.0 CLA250 222 155 6.3 38.7-42.2 153 Refined and sophisticated four-seater in the same mould as the a left-field choice. LxWxH 4680x1810x1430 Kerb weight 1620kg S-Class Cabriolet. LxWxH 4846x1860x1429 Kerb weight 1780kg 2.0 Skyactiv-G 121 118 119 9.0 42.8 141 2.0 AMG CLA35 4Matic 302 155 4.9 34.9-37.2 172 2.5 VVT-i IS300h 220 125 8.3 44.1-50.0 137-142 2.0 Skyactiv-G 150 148 124 8.8 34.9-38.2 160 2.0 AMG CLA45 S 4Matic+ 415 168 4.0 33.2 193 2.0 E300 237 155 6.6 30.0 206 1.5 Skyactiv-D 115 103 114 9.9 54.3 114 2.0 CLA220d 188 152 7.1 53.3-57.7 127 2.0 E350 295 155 6.1 TBC 195 LS 4dr saloon £75,395–£101,400 AAABC 3.0 E450 4Matic 362 155 5.8 28.8-30.7 220 Luxury saloon gets more tech and opulence but is let down by its CX-30 5dr SUV £22,925-£32,025 AAAAC CLA Shooting Brake 5dr estate £32,280-£59,470 AAABC 3.0 AMG E53 4Matic 429 155 4.5 29.7-30.7 209 hybrid powertrain. LxWxH 5235x1900x1460 Kerb weight 2270kg Dynamic qualities, a classy interior and a handsome look set it The most practical of the A-Class range, but it suffers for its 2.0 E220d 192 147 7.7 42.8-48.7 152 challenging styling. LxWxH 4640x1777x1435 Kerb weight 1430kg 2.0 E220d 4Matic 3.5 V6 VVT-i LS500h 348 155 5.4 35.7-36.2 176-208 apart from rivals. LxWxH 4395x1795x1540 Kerb weight 1334kg 192 145 7.9 41.5-45.6 171 2.0 Skyactiv-G 122 120 116 10.6 42.8 141 1.3 CLA180 119 130 8.8-9.1 35.8-40.9 126 3.0 E300d 4Matic 242 155 6.6 40.9-46.3 178 RC 2dr coupé £40,230-£79,890 AAABC 2.0 Skyactiv-X 180 176 127 8.5-9.0 43.5 133-146 1.3 CLA200 154 140 8.5 35.3-40.9 125 An also-ran, but the V8 RC F packs plenty of character and handles 2.0 CLA250 220 155 6.4 37.7-40.9 157 S-Class 4dr saloon £75,855-£183,235 AAAAA well enough. LxWxH 4695x1840x1395 Kerb weight 1736kg CX-5 5dr SUV £26,710-£36,725 AAAAC 2.0 AMG CLA35 4Matic 302 155 4.9 36.2 171 Mercedes has given the S-Class a refresh and an added boost of tech. LxWxH 5141x1905x1498 Kerb weight 1970kg 2.5 VVT-I RC300h 220 118 8.6 40.9-45.5 141 Offers powerful diesel engines and strong performance, plus a 2.0 AMG CLA45 S 4Matic+ 415 168 4.0 32.8 191 welcoming interior. LxWxH 4550x1840x1675 Kerb weight 1575kg 2.0 CLA220d 5.0 V8 RC F 470 168 4.5 25.0 268 188 142 7.8 43.5-48.7 112 3.0 V6 S450 L 389 155 5.1 33.2-26.2 177 3.0 V6 S500 L 457 155 4.8 33.2-36.2 177 LC 2dr coupé £78,140-£88,530 AAAAC B-Class 5dr hatch £27,640-£37,840 AAABC 3.0 V6 S560e L 472 155 5.0 104.6-128.4 59 Superb-looking coupé shows flickers of what made the LFA great. A slightly odd prospect, but practical and classy nonetheless. 4.0 V8 AMG S63 594 155 4.3 23.2-24.4 263-273 LxWxH 4770x1920x1345 Kerb weight 1935kg LxWxH 4393x1786x1557 Kerb weight 1395kg 6.0 V12 S650 Maybach 611 155 4.7 19.5-20.0 328 5.0 V8 LC500 470 168 4.4 24.4 262 1.3 B180 136 132 9.0 40.4-47.1 138 2.9 S350d 282 155 6.0 38.7-44.1 168 3.5 V6 LC500h 354 155 4.7 34.8 184 1.3 B200 163 139 8.2 39.8-46.3 138 2.9 S400d 335 155 5.4 38.7-44.1 169 2.0 B250 161 139 8.2 46.3 159 NX 5dr SUV £37,095-£47,595 AAACC 1.5 B180d 116 124 10.7 51.4-60.1 120 S-Class Coupé 2dr coupé £113,170-£141,215 AAAAC Some good ideas, but dramatically off the pace to drive. 2.0 B200d 148 136 8.3 51.4-57.7 129 More tech and cleaner engines make the opulent luxury tourer LxWxH 4630x1845x1645 Kerb weight 1905kg more appealing. LxWxH 5027x1912x1414 Kerb weight 2065kg 2.0 B220d 187 145 7.2 50.4-56.5 132 2.5 VVT-I NX300h 4WD 194 112 9.2 35.7-37.1 171-173 4.0 V8 S560 455 155 4.6 26.4-27.7 235 C-Class 4dr saloon £29,030–£79,972 AAAAC 4.0 V8 AMG S63 594 155 4.2 24.1-24.6 261 RX 5dr SUV £51,550-£64,500 AAABC Merc ramps up the richness, but the engines and dynamics aren’t 6.0 V12 AMG S65 611 155 4.1 18.6 262

Low flexibility, but hybrid option makes a degree of economic

4.7 V8

453

177-179 4.9-5.0

18.5

328

570GT 2dr coupé £154,000

The 570GT retains the lusty, fast appeal of its sister car, even with added practicality. LxWxH 4530x2095x1201 Kerb weight 1498kg

refined enough. LxWxH 4686x1810x1442 Kerb weight 1450kg

25 MARCH 2020 AUTOCAR.CO.UK 83

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455 594 611

155 155 155

4.6 4.2 4.1

3.7 V6 Cyclone

178 237 356

3.0

155 155

4.0 V8 GT 4.0 V8 GT C 4.0 V8 GT R

469 550 577

188-189 4.0 196-197 3.7 198 3.6

4.9 4.3

29.7 27.4

215 215

109 141

112 87

12.4 8.5

38.6 163

166 0

MINI

3dr Hatch 3dr hatch £16,185-£34,995

AAAAB

Three-pot engines and cleverly designed interior make the Mini a AMG GT 2dr coupé/open £98,920-£191,415 AAAAC superb choice. LxWxH 3821x1727x1414 Kerb weight 1190kg Million-dollar looks and a railgun V8, but extremely firm chassis 1.5 One 101 121 10.1-10.2 43.5-47.9 130 affects its usability. LxWxH 4544x1939x1287 Kerb weight 1615kg 1.5 Cooper 134 130 7.8-7.9 43.5-47.9 131-132 23.0-23.5 274-275 21.9-22.1 292 22.1 290

AMG GT 4-Door Coupé 4dr saloon £140,495

AAAAB

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 4.0 V8 GT63 S 4Matic+

639

196

3.2

21.4-22.1 291

EQC 5dr SUV £65,720-£74,610

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140

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335

166

4.2

38.2

180 AAAAC

Refreshed look and better handling makes it an enticing choice. Has its flaws, though. LxWxH 3991x1743x1455 Kerb weight 1490kg

AAAAB 1.0T GDi 44.5kWh EV

356 442

Micra 5dr hatch £13,930-£19,865

Big, luxurious drop-top is classier than a royal stud farm. Few feel more special. LxWxH 4631x1877x1315 Kerb weight 1735kg 3.0 V6 SL400 4.7 V8 SL500

NISSAN

37.2-40.4 167 35.3-37.2 178 31.7-32.5 199

SL 2dr open £79,995-£93,185

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Feels like progress in lots of ways, but not yet the driver’s car it might be. LxWxH 3890x1756x1220 Kerb weight 1075kg

AAABC 147-149 6.9-7.0 155 5.8 155 4.7

)

Plus Six 2dr open £78,050-£90,050

Another small convertible exhibiting all the charm that a Mercedes should. LxWxH 4143x1810x1301 Kerb weight 1435kg 2.0 SLC200 2.0 SLC300 3.0 V6 AMG SLC43

More advanced, but pricey and needs better brakes. LxWxH 4010x1720x1220 Kerb weight 950kg

26.4-27.2 238 23.7-23.9 268 18.6 272

SLC 2dr open £36,590–£49,000

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Roadster 2dr open £55,129-£55,196

AAAAC

As above but with the added allure of a retractable fabric roof. LxWxH 5027x1912x1420 Kerb weight 2150kg 4.0 V8 S560 4.0 V8 AMG S63 6.0 V12 AMG S65

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2.0 Cooper S 189 2.0 John Cooper Works 227 2.0 John Cooper Works GP 302

145-146 6.7-6.8 152 6.1-6.3 164 5.2

38.7-43.5 146-147 38.7-40.4 159 34.0 167

5dr Hatch 5dr hatch £16,925-£23,365 101 134 189

70 98 115 88

98 114 121 111

16.4 10.9 9.9 11.9

46.3 45.6-50.4 47.9 52.3

119 10.1-10.5 42.8-47.1 132 129 8.1-8.2 42.2-47.1 133-134 143-144 6.8-6.9 38.2-42.8 147-147

107 126-139 133 110

3008 5dr SUV £25,855-£46,735

AAAAC

Cleverly packaged Peugeot offers just enough SUV DNA to make the difference. LxWxH 4447x2098x1624 Kerb weight 1250kg

1.2 PureTech 130 126 117 10.5-10.8 36.5-43.6 113 1.6 PureTech 180 178 136 8.0 35.2-39.6 128 AAAAC 1.6 Hybrid 223 146 5.9 157.2-222.3 29 Better looks, better value and better range from this second-gen 1.6 Hybrid4 298 149 5.9 166.2-235.1 36 electric hatch. LxWxH 4387x1768x1520 Kerb weight 1245kg 1.5 BlueHDi 130 126 119 9.5 48.0-56.3 104 40kWh 147 89.5 7.9 168 0 2.0 BlueHDi 180 175 131 8.9 42.3-47.1 121 62kWh 214 98 6.9-7.3 239 0 5008 5dr SUV £27,945-£39,935 AAAAC Juke 5dr hatch £17,425-£24,025 AAABC Less MPV, more SUV, and shares its siblings’ good looks. Competent

Leaf 5dr hatch £29,845-£39,395

High-riding, funky hatch is a compelling package. High CO 2 figures,

AAAAB though. LxWxH 4135x1765x1565 Kerb weight 1605kg 1.0 DiG-T 117 113 112 10.4 46.3

Mini charm in a more usable package, but still not as practical as rivals. LxWxH 3982x1727x1425 Kerb weight 1240kg 1.5 One 1.5 Cooper 2.0 Cooper S

1.0 71PS 1.0 IG-T 100 1.0 DIG-T 117 1.5 dCi 90

Qashqai 5dr SUV £20,545-£34,325

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

1.2 PureTech 130 1.6 PureTech 180 1.5 BlueHDi 130 AAAAB 2.0 BlueHDi 180 135-141

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

126 178 129 175

117 135 119 131

10.4-10.9 8.3 10.7 9.1

36.5-44.2 35.2-39.6 48.0-56.3 42.3-47.1

136 161 134 124

P O L E S TA R

1.3 DIG-T 140 138 120 10.5 40.1-41.4 153-161 1 2dr coupé £139,000 AAAAC AAABC 1.3 DIG-T 160 158 123-124 8.9-9.9 40.0-41.4 153-161 Limited-run sports GT delivers petrol-electric performance and A fun open-top car but compromised on practicality and dynamics. 1.5 dCi 115 113 112 12.3 51.9-53.7 139-145 Swedish styling. LxWxH 4586x2023x1352 Kerb weight 2345kg LxWxH 3821x1727x1415 Kerb weight 1280kg 80kWh 400 4Matic 402 112 5.1 232-259 0 1.7 DCI 150 148 119 9.5 46.4-50.2 155-160 2.0 plug-in hybrid 596 155 4.2 353.1 29 1.5 Cooper 134 128-129 8.7-8.8 41.5-45.6 141-142 PORSCHE GLA 5dr SUV £26,090-£37,920 AAABC 2.0 Cooper S 189 142-143 7.1-7.2 38.7-40.9 154 X-Trail 5dr SUV £27,050-£36,820 AAABC Not the most practical crossover but good looking and very decent 2.0 John Cooper Works 227 150 6.6 37.2-38.7 164 There aren’t many cheaper ways of owning an SUV. Has a better 718 Boxster 2dr open £46,651–£73,405 AAAAB AAAAB

Brisk, tidy-handling electric SUV has everything needed to do well on UK roads. LxWxH 4762x1884x1624 Kerb weight 2495kg

to drive. LxWxH 4417x1804x1494 Kerb weight 1395kg 1.6 GLA180 1.6 GLA200 2.0 GLA250 4Matic

120 152 204

124 134 143

8.7-9.0 8.1-8.4 6.6

35.3-40.4 159-163 34.9-39.8 160-167 32.5-35.8 180

Convertible 2dr open £20,115-£29,240

Clubman 5dr hatch £21,980-£35,675

1.5 Cooper GLB 5dr SUV £34,510-£49,080 AAABC 2.0 Cooper S Boxy SUV mixes rough-and-tumble styling cues and seven-seat 2.0 JCW All4

versatility. LxWxH 4634x1834x1659 Kerb weight 2085kg 1.3 GLB 200 2.0 AMG GLB 35 2.0 GLB 200d 2.0 GLB 220d

160 302 148 188

129 155 127 135

9.1 5.2 9.0 7.6

40.4 32.5 47.9 47.9

160 197 156 154

GLC 5dr SUV £40,610-£89,090

134 189 302

127 142 155

9.1 7.1-7.2 4.9

2.0 290 170 4.9-5.1 2.0 T 296 170 4.7-5.3 AAABC 2.5 S 339 177 4.4-4.6 Old-school and profoundly mechanical coupé. The Healey 3000 of 4.0 GTS 396 182 4.5 today – but meaner. LxWxH 4265x1845x1315 Kerb weight 1496kg 4.0 Spyder 414 187 4.4 3.7 V6 323 155 5.3 23.3-23.6 274 AAABC 3.7 V6 Nismo 339 155 5.2 23.2 276 718 Cayman 2dr coupé £44,845–£75,403

39.2-43.5 143-144 36.7-39.8 156 34.9 183

Countryman 5dr hatch £23,380-£36,975

2.0 GLC 300 4Matic 2.0 GLC 300e 4Matic 3.0 V6 AMG GLC43 4Matic 4.0 V8 AMG GLC63 4Matic+ 4.0 V8 AMG GLC63 S 4Matic+ 2.0 GLC 220d 4Matic 2.0 GLC 300d 4Matic

255 315 388 472 502 191 242

149 143 155 155 155 135 145

6.3 6.5 4.9 4.0 3.8 7.9 6.6

34.9 128.4 25.0-26.9 22.4-23.5 22.4-23.2 48.7 44.1

196-201 51 232-242 283 289 153 167

MITSUBISHI

Mirage 5dr hatch £10,560-£14,045 1.2 Mi-VEC

107

AAACC

Decent engines, but otherwise an unexceptional crossover. LxWxH 4355x1770x1640 Kerb weight 1260kg 148 148

118 118

Eclipse Cross 5dr SUV £24,445-£30,515

2.9 GLE 450 4Matic 2.0 GLE 300d 4Matic 2.9 GLE 350d 4Matic 2.9 GLE 400d 4Matic 2.0 GLE 350de 4Matic 3.0 V6 AMG GLE 53 4Matic+

1.5 Mi-VEC 2WD 1.5 Mi-VEC 4WD

362 242 268 328 317 432

155 140 143 152 130 155

5.7 7.2 6.6 5.7 6.8 5.3

32.5 39.2 36.2 35.3 256.8 26.7

196 205 206 209 29 240

GLE Coupé 5dr SUV £71,250-£79,335

10.2 12.5

37.7 34.4

171 185 AAACC

Stylish, future-looking mid-sized SUV shows where Mitsubishi’s destiny lies. LxWxH 4695x1810x1710 Kerb weight 1425kg 160 160

124-127 9.3-10.3 33.2-37.7 177-192 124 9.8 32.5 196

Outlander 5dr SUV £29,375-£44,225

AAABC

Creditable effort, but still cheap in places: PHEV a boon for fleet

AAAAC users. LxWxH 4695x1810x1710 Kerb weight 1565kg Diesel-electric hybrid drivetrain adds class-leading range and tax- 2.0 Mi-VEC 4WD 148 118 13.3 32.5 196 busting emissions. LxWxH 4946x2014x1716 Kerb weight 2295kg 2.0 Mi-VEC PHEV 200 106 11.0 139.7 46 3.0 GLE 400d 4Matic 327 149 5.7 33.6 221 3.0 AMG GLE 53 4Matic 432 155 5.3 25.7 251 Shogun Sport 5dr SUV £37,705 AAACC

Has a fitness for purpose that could appeal to those who tow or

G-Class 5dr SUV £96,170-£146,440

AAABC haul big loads. LxWxH 4785x1815x1805 Kerb weight 2100kg 2.4 DI-DC 4WD 179 112 11.0 32.8 227

Massively expensive and compromised, but with character in abundance. LxWxH 4764x1867x1954 Kerb weight 2550kg 3.0 G350d 4Matic 4.0 V8 AMG G63 4Matic

282 577

124 137

7.4 4.5

25.2-25.9 288-289 18.6-18.8 343

121

10.7

44.5-47.5 163-207

MORGAN

3 Wheeler 0dr open £31,195-£40,129

562 591

196 196

2.9 2.5

20.2 19.6

316 325

NOBLE

M600 2dr coupé £248,000–£287,600

AAABC

Deliciously natural and involving; a bit ergonomically flawed. LxWxH TBC Kerb weight 1198kg 4.4 V8

662

225

3.0

PEUGEOT

108 3dr/5dr hatch £9690–£14,985 71

100

13.0

AAAAA

The eccentric, characterful and brilliant Morgan is a testament to GLS 5dr SUV £75,565-£92,065 AAABC English creativity. LxWxH 3225x1720x1000 Kerb weight 525kg The replacement for the massive GL can still seat seven in 2.0 V-twin 68 68 115 7.0 NA NA comfort. LxWxH 5216x2030x1823 Kerb weight 2415kg 2.0 V-twin 82 82 115 6.0 NA NA

2.0 2.0 T 2.5 S 4.0 GTS 4.0 GT4

53.5-57.3 93-95

TBC TBC TBC 246 TBC

AAAAA

290 296 339 396 414

170 170 177 182 188

4.9-5.1 4.9-5.3 4.4-4.6 4.5 4.4

31.4-33.2 31.4-32.8 29.1-31.0 25.9 25.7

911 2dr coupé £82,793–£98,418

TBC TBC TBC 247 TBC

AAAAB

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

3.0 Carrera 3.0 Carrera 4 3.0 Carrera S AAABC 3.0 Carrera 4S

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

31.4-33.2 31.4-32.8 29.1-30.7 25.9 25.7

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

208 3dr/5dr hatch £16,280-£32,750

11.7-12.8 47.9-55.4 113-123

ASX 5dr SUV £20,695-£26,465

The ML replacement isn’t inspiring to drive but does come with a classy interior. LxWxH 4819x2141x1796 Kerb weight 2165kg

3.8 V6 3.8 V6 Nismo

AAACC 1.0 72

A straightforward hatchback – but not for the likes of us. LxWxH 3795x1665x1505 Kerb weight 845kg

2.0 MI-VEC 2WD AAAAC 2.0 MI-VEC 4WD

GLE 5dr SUV £59,255-£81,010

148

370Z 2dr coupé £29,995–£40,495

Bigger than before, but still more funky than useful. Still not all that pretty, either. LxWxH 4299x2005x1557 Kerb weight 1440kg GT-R 2dr coupé £81,995–£151,995 AAAAC 1.5 Cooper 136 124 9.7 37.2-40.9 149-150 Monstrously fast Nissan has been tweaked and sharpened. Still a blunt object, though. LxWxH 4710x1895x1370 Kerb weight 1725kg 1.5 Cooper All4 136 122 10.3 35.3-40.4 161

AAAAC 2.0 Cooper S 192 140 7.5-7.6 35.8-38.2 158 Not exactly exciting to drive, but does luxury and refinement 2.0 Cooper S All4 192 138 7.6 34.4-36.2 173 better than most. LxWxH 4656x1890x1639 Kerb weight 1735kg 2.0 JCW All4 302 155 5.1 34.4 185 2.0 GLC 300 4Matic 255 149 6.2 34.4 187-198 2.0 Cooper D 150 129 9.1 47.9-54.3 130-136 2.0 GLC 300e 4Matic 315 143 5.7 128.4 51 2.0 Cooper D All4 150 127 9.0 46.3-49.6 145-146 3.0 V6 AMG GLC43 4Matic 388 155 4.9 27.7 233-245 1.5 plug-in hybrid 220 123 6.8 156.9 41 4.0 V8 AMG GLC63 4Matic+ 462 155 4.0 22.2 288 4.0 V8 AMG GLC 63 S 4Matic+ 502 155 3.8 22.1 293 Electric 3dr hatch £27,900-£33,900 AAAAC 2.0 GLC 220d 4Matic 191 134 7.9 47.9 154 Won’t break records on range or usability, but has plenty of zip and driver appeal. LxWxH 3850x1727x1414 Kerb weight 1440kg 2.0 GLC 300d 4Matic 242 144 6.5 44.1 168 33kWh 180 93 7.3 144-145 0 GLC Coupé 5dr SUV £45,235-£90,915 AAAAC

A coupé-shaped SUV destined to be outrun by the X4 – unless you’re in an AMG. LxWxH 4732x1890x1602 Kerb weight 1785kg

range of engines, too. LxWxH 4640x1820x1710 Kerb weight 1505kg Our idea of drop-top heaven. Exceptional to drive, whether cruising 158 123 11.5 37.8-38.5 166-169 or hurrying. LxWxH 4379x1801x1280 Kerb weight 1335kg

AAAAC 1.3 DiG-T 160 1.7 dCi 150

Cheery and alternative Mini ‘six-door’ takes the brand into new territory. LxWxH 4253x1800x1441 Kerb weight 1375kg

380 380 444 444

182 180 191 190

4.0 4.0 3.5 3.4

26.6-28.5 26.2-28.2 27.2-28.5 25.7-27.2

911 Cabriolet 2dr open £92,438–£108,063

TBC 211 209 TBC

AAAAC

Fewer compromises than ever, if rewarding only at full attack. LxWxH 4519x1852x1297 Kerb weight 1585kg

AAABC 3.0 Carrera 380 180 4.2 26.2-28.0 TBC 3.0 Carrera 4 380 179 4.2 25.9-27.7 TBC 3.0 Carrera S 444 190 3.7 26.4-28.0 TBC 1.2 PureTech 75 72 106 14.9 53.6 113 3.0 Carrera 4S 444 188 3.6 25.0-26.6 TBC 1.2 PureTech 100 98 117 9.9 53.0 121 1.2 PureTech 130 128 129 8.7 51.9 123 Panamera 4dr saloon £74,225-£149,617 AAAAA 50kWh e-208 136 93 8.1 194-217 0 Revamped big saloon is an absolute belter, making it almost the perfect grand tourer. LxWxH 5049x1937x1423 Kerb weight 1815kg 1.5 BueHDi 100 99 117 10.2 71.4 104 3.0 V6 4 321 162 5.5-5.6 25.0-26.9 192-197 308 5dr hatch £21,135-£31,055 AAAAB 2.9 V6 4S 428 179 4.4-4.5 TBC 191-196 Classy all-round appeal makes it a serious contender, but rear 2.9 V6 E-Hybrid 449 172 4.6-4.7 78.5-85.6 60 space is a little tight. LxWxH 4253x1804x1457 Kerb weight 1190kg 4.0 V8 GTS 458 181 4.1 22.2-23.5 235 1.2 PureTech 110 107 117 11.1 40.4-47.7 124 4.0 V8 Turbo 533 190 3.8-3.9 22.1-23.0 238-242 1.2 PureTech 130 126 128-129 9.1-9.6 41.3-48.9 123 4.0 V8 Turbo S E-Hybrid 671 192 3.4-3.5 74.3-80.7 74 1.6 Puretech 260 GTI 258 155 6.0 37.8 169 1.6 BlueHDi 100 99 112 12.2 54.9-63.8 115 Panamera Sport Turismo 5dr estate £76,372-£143,444 AAAAA 1.5 BlueHDi 130 126 127 9.8 53.2-62.7 118 The Panamera in a more practical form, and now it’s a good-looking beast. LxWxH 5049x1937x1428 Kerb weight 1880kg 2.0 BlueHDi 180 EAT8 175 140 8.2 45.0-49.4 141 2.9 V6 4 321 160 5.5 24.6-25.6 200 308 SW 5dr estate £22,085-£30,145 AAAAC 2.9 V6 4S 428 177 4.4 24.8-25.6 199 Estate bodystyle enjoys the classy appeal of the hatchback. 2.9 V6 E-Hybrid 449 170 4.6 76.3-80.7 64 LxWxH 4585x1563x1472 Kerb weight 1190kg 4.0 V8 GTS 458 179 4.1 22.2-23.2 242 1.2 PureTech 110 107 117 11.6 40.4-47.7 124 4.0 V8 Turbo 533 188 3.8 22.1-22.8 243 1.2 PureTech 130 126 127 9.5-10.0 41.3-48.9 123-131 4.0 V8 Turbo S E-Hybrid 671 192 3.4 72.4-74.3 76 1.5 BlueHDI 100 99 111 12.3 54.9-63.8 115 1.5 BlueHDi 130 126 126 10.0 53.2-62.7 118 Taycan 4dr saloon £83,422-£138,881 AAAAB 2.0 BlueHDi 180 EAT8 178 139 8.4 45.0-49.4 52.5 First all-electric Porsche shows the rest of the world how it should

A big improvement for Peugeot, if not for the supermini class. LxWxH 3475x1615x1460 Kerb weight 1065kg

be done. LxWxH 4963x1966x1381 Kerb weight 2305g

508 4dr saloon £26,040-£40,630

AAAAC 79kWh 4S 527 155 4.0 207-253 0 93kWh 4S 568 155 4.0 240-288 0 93kWh Turbo 671 161 3.2 237-279 0 38.0-41.8 145 93kWh Turbo S 751 161 2.8 241-256 0 36.3-39.8 151 166-235 27-38 Macan 5dr SUV £47,823-£69,865 AAAAB 51.4-59.8 116 Spookily good handling makes this a sports utility vehicle in the purest sense. LxWxH 4692x1923x1624 Kerb weight 1770kg 45.2-51.1 140 45.0-50.6 147 2.0 243 139 6.7 25.7-28.2 185 3.0 V6 S 351 157 5.3 23.9-25.7 204 AAACC 3.0 V6 Turbo 434 167 4.3 23.5-24.8 224

Stylish and likeable but lacking the polish of more premium rivals. LxWxH 4750x1859x1430 Kerb weight 1535kg

1.6 PureTech 180 178 143 7.9 1.6 PureTech 225 223 155 7.1 AACCC 1.6 Hybrid 223 155 8.3 X-Class 5dr pick-up £35,238–£47,412 AAAAC Has its appeal but not as rewarding to drive as it could be. 1.5 BlueHDi 130 129 129 9.4-9.7 Lifts the bar on commercial vehicle comfort while retaining tough LxWxH 4010x1630x1220 Kerb weight 795kg 2.0 BlueHDI 160 158 143 8.4 qualities. LxWxH 5340x2113x1819 Kerb weight 2234kg 1.6 i4 Sigma 110 115 8.0 NA NA 2.0 BlueHDi 180 174 146 8.0 2.3 X220 d 163 105 12.9 TBC TBC 2.3 X250 d 190 109 11.8 TBC TBC Plus 4 2dr open £35,455-£44,161 AABCC 508 SW 5dr estate £27,640-£42,430 3.0 V6 X350 d 285 127 7.9 TBC TBC Needs more chassis finesse, but the Plus 4 still charms Bodystyle takes the edge off the 508’s style yet doesn’t fully 3.0 GLS 400d 4Matic

327

148

6.3

32.8

227

nonetheless. LxWxH 4010x1720x1220 Kerb weight 927kg

3 5dr hatch £9805-£13,105

2.0 GDi AAABC

Neatly tuned and nice sporty styling. Breaks the mould for sub£9000 superminis. LxWxH 4018x1729x1507 Kerb weight 1125kg 1.5 VTI-Tech

104

108

10.4

42.3

HS 5dr SUV £17,785-£23,965

152 AAACC

Goes big on metal for the money but covers its budget roots with mixed success. LxWxH 4574x1876x1664 Kerb weight 1489kg 1.5 T-GDI

162

118

9.9

36.2-37.2 TBC

ZS 5dr SUV £16,355-£30,495

AAACC

Much improved on previous MGs, but still lacks the sophistication of its closest rivals. LxWxH 4314x1809x1611 Kerb weight 1190kg 1.5 VTi-Tech

104

109

4/4 2dr open £41,292

10.9

84 AUTOCAR.CO.UK 25 MARCH 2020

41.5

155

154

118

7.5

address practicality. LxWxH 4778x1859x1420 Kerb weight 1430kg Cayenne 5dr SUV £58,530-£123,514 AAAAB 1.6 PureTech 180 178 140 8.0 38.0-41.8 156 Refreshed look, improved engines, interior and a better SUV overall. LxWxH 4918x1983x1696 Kerb weight 1985kg 1.6 PureTech 225 223 153 7.4 36.3-39.8 167

1.6 Hybrid 1.5 BlueHDI 130 2.0 BlueHDI 160 2.0 BlueHDI 180

223 128 159 178

155 129 140 144

8.3 9.9-10.1 8.5 8.4

166-235 51.4-59.8 45.2-51.1 50.3

2008 5dr SUV £20,160-£37,775

27-38 128-131 149 147

3.0 V6 3.0 V6 E-hybrid 2.9 V6 S 4.0 V8 Turbo 4.0 V8 S E-Hybrid

335 456 428 533 671

152 157 164 177 183

6.2 5.0 5.2 4.1 3.8

22.2-24.1 60.1-72.4 TBC 20.2-20.8 52.3-58.9

210 74 219 261 90

AAAAC

Compact crossover has most rivals licked, but class is still waiting Cayenne Coupé 5dr SUV £63,464-£126,111 AAAAC for a game changer. LxWxH 4300x1770x1550 Kerb weight 1205kg Little different to drive than the standard car but certainly has an appeal all of its own. LxWxH 4931x1983x1676 Kerb weight 2030kg 1.2 PureTech 100 98 115 10.9 52.0 123 1.2 PureTech 130 1.2 PureTech 155 50kWh e-2008 1.5 BlueHDi

128 153 136 98

122 129 93 115

8.9 8.2 8.5 11.4

50.6 46.6 TBC 62.7

126-136 137 0 118

3.0 V6 3.0 V6 E-Hybrid 2.9 V6 S 4.0 V8 Turbo 4.0 V8 S E-Hybrid

335 456 428 533 671

150 157 163 177 183

6.0 5.1 5.0 3.9 3.8

22.2-23.9 60.1-70.6 21.9-23.7 20.2-20.8 52.3-57.6

215 75 216 261 90

N E W CAR PR I CES P

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Leon ST 5dr estate £19,855–£38,290 AAAAC AAABC Good-looking and responsive hatchback-turned-estate.

RADICAL

Rapture 0dr open £110,000

e ow

h mp

Not as well mannered as some lightweights but spectacular in its track day element. LxWxH 4100x1790x1130 Kerb weight 765kg

122 129 134 155 122 132-134

10.1 9.5 8.2 5.2 10.6 8.7-8.8

51.4-52.3 49.6-50.4 44.8-48.7 33.6 57.6-58.9 54.5-55.4

AAABC 1.0 TSI 95 Zany solution to personal mobility is suitably irreverent and 1.0 TSI 115 impractical. LxWxH 2338x1381x1454 Kerb weight 474kg 1.5 TSI EVO 150 MB L7e 17 50 NA TBC 0 1.6 TDI 95

93 113 148 93

11.2 9.8-10.0 8.3 11.9

45.6-48.7 44.1-46.3 44.8-48.7 49.6-56.5

123-125 128-129 131-142 189-190 127-129 131-136

131 130-139 131 129

1.2 Dualjet 1.2 Dualjet SHVS 1.2 Dualjet SHVS 4x4

1.3 TCe 140 1.8 RS 300 1.5 Blue dCi 115

138 298 113

127 9.5 162-163 5.4-5.7 118 11.1

46.3 34.9 62.8

137-150 185 121-126

Tarraco 5dr SUV £28,950–£39,940

Seat’s largest SUV brings a hint of youthful exuberance to a practical category. LxWxH 4735x1839x1674 Kerb weight 1845kg

1.5 TSI EVO 150 Mégane Sport Tourer 5dr estate £19,725-£23,985 AAABC 2.0 TSI 4Drive 190 Stylish and refined estate car is still bland like the hatch. Smaller 2.0 TDI 150 than its predecessor. LxWxH 4626x1814x1457 Kerb weight 1409kg 2.0 TDI 4Drive 150 1.3 TCe 140 138 127 9.8 47.1 139-152 2.0 TDI 4Drive 190 1.5 Blue dCi 115 113 129 11.4 64.2 119-127

Grand Scenic 5dr MPV £23,515–£28,255

AAABC

Good-looking seven-seat MPV is bland to drive and the third row seats are tight. LxWxH 4634x1866x1655 Kerb weight 1495kg 1.3 TCe 140 1.7 dCi 120

138 117

119 120

10.3 12.1

46.3 51.4

Captur 5dr SUV £17,625-£24,825

156-160 145-158

AAAAC

148 188 148 148 188

125 131 126 123 130

9.7 8.0 9.8 9.8 8.0

35.3-37.2 39.0 37.2-47.1 37.2-39.8 37.2-38.2

167-170 206 156-157 187-188 193-194

S KO DA

Citigo-e 3dr hatch £20,455–£22,815

1.0 TCe 100 1.3 TCe 130 1.3 TCe 155 1.5 dCi 95 1.5 dCi 115

97 128 151 93 113

107 121 126 110 116

13.3 10.6 8.6 14.4 11.0-11.9

1.5 VVT

Kadjar 5dr SUV £21,125-£31,385

136-137 141-148 142-146 124-130 125-131

138 158 113 148

126 130 117 123

10.4 9.9 11.7 10.0

42.8 44.1 56.5 49.7-54.3

147-152 149-50 135-136 142-155

1.7 Blue dCi 150 2.0 Blue dCi 190

148 188

118 123

11.8 10.1

R O L L S - R OYC E

Wraith 2dr coupé £251,295–£288,465

45.6 40.9

161-162 181-183

624

155

4.6

Dawn 2dr open £275,295-£313,725 563

155

5.0

16.7-17.1

372-381

6.75 TV12

563

155

5.1-5.2

12.3

Ibiza 5dr hatch £15,835–£22,105

115 122

10.9 9.7

92 113 148 113

117 125 136 124-125

10.9 9.8 8.2 10.1-10.3

162

50.4-51.4 124-128 49.6-51.4 125-129

50.4 49.6-51.4 47.9-49.7 58.9-60.1

127-127 125-129 130-134 123-127

AAAAC

113 148 241 113 148 182

126 136 155 126 135 142

9.6-9.7 7.8-7.9 6.4 9.8 8.1 7.7

Octavia Estate 5dr estate £20,895-£31,055

45.6-50.4 44.1-48.7 37.7 53.3-58.9 53.3-56.5 47.9

126-141 132-145 169 126-139 132-139 156

AAAAC

Class-leading amount of space and practicality. Comfortable, too. LxWxH 4667x1814x1465 Kerb weight 1247kg 113 148 188 241 113 148 182

124-125 9.8 134 7.9-8.0 143 7.4 155 6.5 124-125 9.8-9.9 132-134 8.2-8.3 135-140 7.7-8.2

42.8-48.7 42.8-46.3 35.3-39.8 36.7 51.4-56.5 52.8-53.3 45.6

131-149 137-149 160-182 174 131-144 140-149 174

AAAAC

Another great Czech value option that’s big on quality and space if not on price. LxWxH 4861x1864x1468 Kerb weight 1340kg

AAAAC 1.5 TSI 150 2.0 TSI 190 2.0 TSI 272 4X4 6.75 TV12 563 155 5.2 17.0-17.3 370-377 1.4 iV PHEV 1.6 TDI 120 S E AT 2.0 TDI 150 Mii Electric 5dr hatch £22,800 AAABC 2.0 TDI 190 Not as desirable or plush as the e-Up but nearly as good to drive. 2.0 TDI 190 4X4

LxWxH 3557x1643x1474 Kerb weight 1160kg

50.4-51.3 124-127 49.6-51.4 125-128

Does comfort and practicality like no other. Good, frugal engines too. LxWxH 4670x1814x1461 Kerb weight 1225kg

Big, bold new 4x4 begins the next era for the brand, with a model that convinces. LxWxH 5341x2164x1835 Kerb weight 2730kg

94 108

Superb 5dr hatch £24,505-£39,900 19.5-19.6 341-356

Cullinan 4dr SUV £254,055

37kWh electric

148 188 270 215 118 148 187 187

137 148 155 138 128 135-137 145 143

8.3-8.5 7.7 5.5 7.7 10.5-10.6 8.5-8.6 8.3 8.0

40.9-45.6 141-157 35.3-38.2 TBC 32.8 194 148.7-188.3 33-42 52.3 142 50.4-52.3 140-146 50.4 147 44.8 166

Superb Estate 5dr estate £25,785-£41,605

AAAAB enormous boot. LxWxH 4856x1864x1477 Kerb weight 1365kg 1.5 TSI 150 148 135 8.4-8.6 39.2-43.5 146-163 2.0 TSI 190 188 142 7.7 35.3-37.7 167-172 49.6-50.4 125-128 2.0 TSI 272 4X4 270 155 5.6 32.5 197-198 51.4-52.3 122-124 1.4 iV PHEV 215 138 7.8 148.7-176.6 36-42 48.7 131 1.6 TDI 120 118 127-128 10.6-10.7 49.6 148-150 56.5-58.9 127-130 2.0 TDI 150 148 132-135 8.6-8.8 49.6-52.3 142-150 2.0 TDI 190 187 TBC TBC 48.7 151-152 AAAAC 2.0 TDI 190 4X4 187 142 7.4 43.5 170-171

79 93 113 93

106 113 121 113

14.6 10.9 9.3 7.5

Leon 5dr hatch £18,860–£32,825

A creditable effort and a notable improvement in form, with plenty of niche appeal. LxWxH 4282x1816x1459 Kerb weight 1202kg

Kamiq 5dr SUV £17,690–£24,735

1.0 TSI 115 1.5 TSI EVO 130 1.5 TSI EVO 150 2.0 TSI Cupra 1.6 TDI 115 2.0 TDI 150

1.0 TSI 95 1.0 TSI 115 1.5 TSI 150 1.6 TDI 115

113 128 148 288 113 148

121 126 134 155 122 134

9.8 9.4 8.2 6.0 9.8 8.4

51.4-53.3 45.6-50.4 44.8-48.7 38.7 57.6-58.9 55.4-56.5

120-125 126-129 131-143 170 125-129 134-137

AAABC

Skoda’s supermini platform has birthed a practical but predictable compact crossover. LxWxH 4241x1793x1553 Kerb weight 1251kg 93 112 148 112

112 120 132 119

11.1 9.9 8.3 10.2

48.7-49.6 47.1-48.7 46.3-47.9 55.4-56.5

129-131 131-136 134-139 132-134

)

0-6

0/6

ph Ec

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

AAAAC

87 87 87

106 106 103

11.8 11.4 11.1

52.9 54.1 48.6

126 117 127 AAABC

Electric Drive

100

11.9

35.8

178 AAABC

it’s no class leader. LxWxH 3840x1735x1495 Kerb weight 890kg 1.2 Dualjet 1.2 Dualjet SHVS 4x4 1.4 Boosterjet Sport

11.5-11.8 74-83

EQ Forfour 5dr hatch £20,785-£23,085

87 87 138

111 105 130

11.9 12.6 8.1

56.4 49.7 47.0

Vitara 5dr SUV £20,849-£25,149

113 128 TBC AAABC

Utterly worthy addition to the class drives better than most. LxWxH 4175x1775x1610 Kerb weight 1075kg 1.4 Boosterjet 1.4 Boosterjet Allgrip

136 136

124 124

9.5 10.2

43.6 37.7

SX4 S-Cross 5dr SUV £25,709-£25,809

131 139 AAABC

A worthy crossover if not a class leader. Refreshed looks give a lease of life. LxWxH 4300x1785x1585 Kerb weight 1160kg 1.4 Boosterjet 1.4 Boosterjet Allgrip

136 136

124 124

9.5 10.2

40.6 37.7

157 164

TESLA

Model S 5dr hatch £82,245–£96,845

AAAAB

Large range makes it not only a standout EV but also the future of luxury motoring. LxWxH 4978x1963x1445 Kerb weight 2108kg

AAACC Long range Performance

Pricey, EV-only two-seater has urban appeal but is short on performance. LxWxH 2695x1663x1555 Kerb weight 1085kg

602 602

155 155

4.1 2.4

379 368

Model 3 4dr saloon £43,045–£56,545

0 0 AAAAC

Lowest-price, biggest-volume Tesla yet arrives in the UK after

AAACC wooing the US. LxWxH 4694x1849x1443 Kerb weight 1726kg Four doors give the Smart more mainstream practicality. Still Standard range plus 235 140 5.3 254 0 expensive, though. LxWxH 3495x1665x1554 Kerb weight 1200kg Long range 346 145 4.4 348 0 Electric Drive 79 81 12.7 71-80 0 Performance 449 162 3.2 329 0

126 113

99-106 11.0-12.0 35.3-38.2 166 107-109 12.0 45.3-54.3 140

Tivoli XLV 5dr SUV £20,060-£23,100

AAABC

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 34.9-37.2 173 107-109 12.0 42.8-51.4 144-184

Korando 5dr SUV £19,995–£31,995 161 133 133

118-120 12.0 112 12.0 112 12.0

TBC 48.7 43.5

Musso 5dr SUV £25,131–£35,031

172 159 178

178

115-121 12.2

TBC

Rexton 5dr SUV £35,450-£38,950

TBC AAABC

A vast improvement. Better on the road but without ditching its argicultural roots. LxWxH 4850x1960x1825 Kerb weight 2102kg 2.2d 181

178

115

AAAAB

A genuine luxury seven-seat electric SUV that also has a large range. LxWxH 5036x2070x1684 Kerb weight 2459kg Long range Performance

602 602

155 155

4.7 2.8

315 303

0 0

T OYO TA

Aygo 3dr hatch £9855–£14,055

AAACC

Impactful styling does a lot to recommend it, but not as refined nor as practical as some. LxWxH 3455x1615x1460 Kerb weight 840kg 1.0 VVT-i

13.8

56.5

Yaris 5dr hatch £15,425-£20,690

113-114 AAABC

11.3-11.9 34.0

Turismo 5dr MPV £19,680-£26,180

Toyotas. LxWxH 3495x1695x1510 Kerb weight 975kg

1.0 VVT-I 1.5 VVT-I 1.5 VVT-I Hybrid

67 108 71

96 108 102

15.3 48.7 131 11.0-11.2 45.6-47.1 135-141 11.8 56.5 112

C-HR 5dr SUV £25,665-32,635 AAAAC AAACC Coupé-shaped crossover certainly turns heads and impresses on

Practical pick-up has a refined engine and direct steering, but ride needs refinement. LxWxH 5095x1950x1840 Kerb weight 2155kg 2.2d 181

Model X 5dr SUV £87,245–£104,845

AAACC Stylish interior but ultimately a scaled-down version of bigger

Competitive towing capabilities and generous kit, but still lacks dynamics. LxWxH 4450x1870x1629 Kerb weight 1610kg

219-220 AAACC

the road. LxWxH 4360x1795x1565 Kerb weight 1320kg 1.8 Hybrid 2.0 Hybrid

119 181

105 112

11.0 8.2

57.7-58.9 109-110 53.3-54.3 119

Camry 4dr saloon £30,035-£31,315

AAAAC

Toyota’s biggest global seller returns to UK with ULEZ-friendly hybrid power. LxWxH 4885x1840x1445 Kerb weight 1595kg 2.5 VVT-I Hybrid

215

112

8.3

51.4-53.3 120-126

Corolla 5dr hatch £24,180-£30,015

AAAAC

Incredibly ungainly but offers huge real estate for the money. LxWxH 5130x1915x1850 Kerb weight 2115kg

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

2.2d 178

1.8 VVT-I Hybrid 2.0 VVT-I Hybrid

175

Impreza 5dr hatch £25,795

108-116 TBC

TBC

SUBARU

AAACC

Appealing hatchback has been steadily improved but still feels old-fashioned. LxWxH 4415x1740x1465 Kerb weight 1374kg 1.6i

112

12.4

TBC

Levorg 5dr estate £30,010

TBC AAACC

Impressively practical but only offered with an automatic gearbox and one trim. LxWxH 4690x1780x1490 Kerb weight 1568kg 2.0i

148

121

11.7

32.6

TBC

No-nonsense crossover doesn’t quite make enough sense. LxWxH 4450x1780x1615 Kerb weight 1355kg 2.0i

148

120

10.7

35.7

Forester 5dr estate £35,475-£38,475 148

117

34.7

Outback 5dr estate £32,465-£35,465

TBC

33.0

TBC

The GT86’s half-brother looks great in Subaru blue. Cheaper, too. LxWxH 4240x1775x1320 Kerb weight 1242kg 140

7.6

122 180

111 111

11.1 8.1

33.3

191

AAAAC

57.6-62.8 103-113 53.3 119-121

RAV4 5dr SUV £30,655-£37,700

AAACC

A solid option but ultimately outgunned by Korean competition. LxWxH 4605x1845x1675 Kerb weight 1605kg 194 194

112 112

8.4 8.4

48.7-50.4 126-129 47.8-48.7 129-131 AAABC

A real go-anywhere vehicle. Totally rugged and available with seven seats. LxWxH 4335x1885x1875 Kerb weight 2010kg 171

109

12.1-12.7 27.4-31.7 234-255

GT86 2dr coupé £27,820-£29,515

AAAAB

Almost the most fun you can have on a limited budget. Splendid. LxWxH 4240x1775x1320 Kerb weight 1247kg 197

130-140 7.6-8.2

33.2

191 AAAAC

Brings welcome muscle, fun and variety to the affordable sports car class. LxWxH 4379x1292x1854 Kerb weight 1541kg

AAAAA 3.0i

197

57.6-62.8 103-112 53.3 119-121

GR Supra 2dr coupé £53,010-£56,810

BRZ 2dr coupé £30,715 2.0i

1.8 VVT-I Hybrid 2.0 VVT-I Hybrid

AABCC 2.0i

Acceptable in isolation but no class leader.

10.9 7.9

More practical estate bodystyle proves just as capable with hybrid power. LxWxH 4650x1790x1435 Kerb weight 1440kg

AAACC 2.8 D-4D

11.8

111 111

Land Cruiser 5dr SUV £35,285–£54,635

TBC

Solid, spacious and wilfully unsexy. A capable 4x4 nonetheless. LxWxH 4610x1795x1735 Kerb weight 1488kg 2.0i e-Boxer

122 180

Corolla Sports Tourer 5dr estate £25,450-£31,730

2.5 Hybrid AAACC 2.5 Hybrid AWD

XV 5dr SUV £30,795-£32,795

AAAAC LxWxH 4815x1840x1605 Kerb weight 1612kg Even more commendable than above, primarily thanks to its 2.5i 172 130 10.2

Reinvigorated Ibiza is more mature and takes the class honours from the Fiesta. LxWxH 4059x1780x1444 Kerb weight 1091kg 1.0 MPI 80 1.0 TSI 95 1.0 TSI 115 1.6 TDI 95

EQ Fortwo 3dr hatch/open £20,350-£27,135

1.6 128 AAAAC 1.6d 115

Octavia 5dr hatch £19,695-£29,855

1.0 TSI 115 Ghost 4dr saloon £233,235–£270,405 AAAAC 1.5 TSI 150 ‘A ffordable’ Rolls is a more driver-focused car than the Phantom. 2.0 TSI 190 4x4 Still hugely special. LxWxH 5399x1948x1550 Kerb weight 2360kg 2.0 TSI 245 vRS 6.6 V12 563 155 4.9-5.0 16.5-17.3 367-384 1.6 TDI 115 2.0 TDI 150 Phantom 4dr saloon £362,055-£434,055 AAAAA 2.0 TDI 184 vRS

Phantom takes opulent luxury to a whole level. LxWxH 5762x2018x1646 Kerb weight 2560kg

10.8 9.6

language for Skoda. LxWxH 4362x1793x1471 Kerb weight 1381kg

1.0 TSI 115 AAAAB 1.5 TSI 150 2.0 TSI 245 vRS 1.6 TDI 115 17.3-17.9 357-369 2.0 TDI 150 2.0 TDI 184 vRS AAAAB

Essentially as above, except with a detuned engine and in elegant convertible form. LxWxH 5295x1947x1502 Kerb weight 2560kg 6.6 V12

SMART

1.5 GDI-Turbo Scala 5dr hatch £16,930-£24,110 AAAAC 1.6L 2WD Undercuts rivals on price and ushers in a sharp new design 1.6L 4WD

An intimate and involving Rolls. Not as grand as some, but other traits make it great. LxWxH 5285x1947x1507 Kerb weight 2360kg 6.6 V12

114 121

Far more practical, majoring on boot space while doing what a good Skoda should. LxWxH 4271x1958x1473 Kerb weight 1182kg

1.0 TSI 95 1.0 TSI 115 Koleos 5dr SUV £27,965–£32,965 AAABC 1.5 TSI 150 Koleos name returns and is a vast improvement on before, but no 1.6 TDI 115

class leader. LxWxH 4672x2063x1678 Kerb weight 1540kg

94 108

AAAAC Given mature looks, more equipment and a hybrid powertrain, but

Yeti replacement may not have its forebear’s quirkiness, but it’s brilliant otherwise. LxWxH 4382x1841x1603 Kerb weight 1265kg

AAAAC

Fabia Estate 5dr estate £15,260-£19,105

AAAAC 1.0 TSI 95 1.0 TSI 110

Fine value, practical, decent to drive and good-looking, but the Qashqai is classier. LxWxH 4449x1836x1607 Kerb weight 1306kg 1.3 TCe 140 1.3 TCe 160 1.5 Blue dCi 115 1.7 Blue dCi 150

1.0 TSI 95 1.0 TSI 110

Swift 5dr hatch £13,789-£19,079

Karoq 5dr SUV £22,560-£35,780

Fabia 5dr hatch £12,630–£18,220 AAABC 1.6 128 AAAAC Comfortable, affordable, easy to drive and attractive, but no more 1.6d 115

47.9 45.6 45.6 56.5-58.9 56.5-58.9

Charming 4x4 is capable and affordable but retains its dynamic foibles. LxWxH 3645x1645x1725 Kerb weight 1135kg

S S A N G YO N G A Czech take on the city car is more fun to drive than its plain-Jane exterior suggests. LxWxH 3597x1641x1478 Kerb weight 1214kg Tivoli 5dr SUV £14,485–£20,165 AAABC 37kWh iV electric 80 81 12.3 170 0 Trails the Duster as the best-value small crossover – but not by much. LxWxH 4195x1795x1590 Kerb weight 1270kg

Jacked-up Clio is among the better downsized options. Stylish and so than its rivals. LxWxH 4009x1958x1452 Kerb weight 1151kg fluent-riding. LxWxH 4122x1778x1566 Kerb weight 1184kg 1.0 MPI 60 58 98 16.6 50.4 127

s op

Jimny 3dr SUV £16,564–£19,064

1.0 TSI 115 113 116 10.6 40.4-44.1 146-159 Zoe 5dr hatch £29,170-£32,870 AAABC Ateca 5dr SUV £23,025-£36,975 AAAAB 1.5 TSI 150 148 126 8.1-8.3 38.2-41.5 154-167 A far more practical zero-emission solution. Attractive price, too. Seat’s first SUV is very good. So good, in fact, it’s a Qashqai beater. 20 TSI 190 4x4 188 132 7.3 33.2 192 LxWxH 4084x1730x1562 Kerb weight 1470kg LxWxH 4363x1841x1601 Kerb weight 1280kg 1.6 TDI 115 113 116 11.0-11.1 46.3-49.6 149-159 50kWh R110 107 84 11.4 239 0 1.0 EcoTSI 115 113 114 11.0 42.8-42.8 147-154 2.0 TDI 150 148 127 9.0 49.6-50.4 147-150 50kWh R135 132 87 9.5 239 0 1.5 TSI EVO 150 148 123 8.6 33.6-41.5 150-154 2.0 TDI 150 4x4 148 121 8.8 42.8-44.8 165-173 2.0 TSI 190 4Drive 187 132 7.9 32.5-33.6 190-191 2.0 TDI 190 4x4 188 131 7.4 41.5 177 Clio 5dr hatch £14,685-£20,825 AAAAC 1.6 TDI 115 113 114 11.5 44.1-54.3 145-148 Plusher, smoother, and much more mature. A car of substance as 2.0 TDI 150 148 122 9.0 46.3-50.4 149-151 Kodiaq 5dr SUV £26,450-£44,480 AAAAC well as style. LxWxH 4047x1728x1440 Kerb weight 1148kg 2.0 TDI 190 4Drive 187 132 7.5 TBC 180-181 Skoda’s first seven-seat SUV is a viable alternative to a traditional MPV. LxWxH 4697x1882x1676 Kerb weight 1430kg 1.0 SCe 75 72 100 16.4 52.3 121-122 1.0 TCe 100 98 116 11.8 47.9-54.3 117-131 Alhambra 5dr MPV £31,315-£39,170 AAAAC 1.5 TSI 150 148 123 9.3 36.2-37.7 165-176 1.3 TCe 130 128 124 9.0 49.6 131 This cheaper version of the VW Sharan is spacious, versatile and 2.0 TSI 190 4x4 188 TBC TBC 30.0-31.7 201-205 good to drive. LxWxH 4854x1904x1730 Kerb weight 1755kg 1.5 dCi 85 82 110 14.7 67.2 110 2.0 TDI 150 148 123 9.8 44.8-46.3 161-165 1.4 TSI 150 148 124 9.9 33.2-35.8 178-179 2.0 TDI 150 4x4 148 120-122 9.4-9.6 38.7-42.8 172-190 Mégane 5dr hatch £18,325-£50,585 AAABC 2.0 TDI Ecomotive 150 148 123-124 10.2-10.3 38.7-44.1 168-169 2.0 TDI 190 4x4 187 130 8.3 38.7-39.2 188-191 Stylish and refined but bland. Trophy-R hot hatch an altogether 2.0 TDI 177 174 130 9.3 40.4 182 2.0 BiTDI 239 4x4 vRS 237 136 7.0 35.3 211

different prospect. LxWxH 4359x1814x1447 Kerb weight 1340kg

)

SUZUKI

AAAAC 107 113 127 107

Cute and rugged-looking 4x4 city car capable of tackling roads bereft of asphalt. LxWxH 3700x1660x1595 Kerb weight 855kg

Seat’s second SUV doesn’t disappoint, with it taking charge of the class dynamically. LxWxH 4138x1780x1543 Kerb weight 1165kg

R E N A U LT

Twizy 2dr hatch £6695–£7795

r (b

Ignis 5dr hatch £13,289-£16,769

LxWxH 4549x1816x1454 Kerb weight 1236kg

1.0 TSI 115 113 2.2 Turbo 360 165 3.1 NA NA 1.5 TSI EVO 130 128 1.5 TSI EVO 150 148 RXC GT 2dr open £145,000 AAABC 2.0 TSI Cupra 288 Designed for pounding around a track; out of its element on the 1.6 TDI 115 113 road. LxWxH 4300x1960x1127 Kerb weight 1125kg 2.0 TDI 150 148 3.5 V6 400 400 179 2.8 NA NA 3.5 V6 650 650 180 2.7 NA NA Arona 5dr SUV £18,035-£25,125

e ow

335

155

4.3

Prius 5dr hatch £24,350-£29,010

34.5

188 AAAAC

Better all round compared with its predecessors. Challenging looks, though. LxWxH 4540x1760x1470 Kerb weight 1375kg 1.8 VVT-i Hybrid

120

112

10.6

Prius Plug-in Hybrid 5dr hatch £31,125-£34,095

58.9-67.3 94-109 AAAAC

Plug-in version is clever and appealing. Seems more comfortable in its skin. LxWxH 4645x1760x1470 Kerb weight 1530kg 1.8 VVT-i Hybrid

120

101

11.1

Prius+ 5dr MPV £27,895–£30,220

188.3-217.3 29-35 AAACC

Expensive, old and ugly variant of the Prius, but can carry seven. LxWxH 4645x1775x1575 Kerb weight 1500kg 1.8 VVT-i Hybrid

132

103

11.3

47.1-48.7 132-135

25 MARCH 2020 AUTOCAR.CO.UK 85

N E W CAR PR I CES W H AT ’ S C O M I N G W H E N

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r (b

)

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0 0-6

/62

h E

m y g e) n o /ran c o MPG

(

(g/ O2

)

1.4 TSI GTE PHEV 1.6 TDI 120 2.0 TDI 150 2.0 TDI 190 2.0 TDI 190 4Motion 2,0 BiTDI 240 4Motion

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r (b

215 116 148 188 188 238

)

s op

138 124 130-132 144 140 150

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0 0-6

/62

7.6 11.5 9.1 8.1 7.9 6.7

Arteon 4dr saloon £33,075–£43,775

h E

m y g e) n o /ran c o MPG

(

201.8 48.7 53.3-57.6 47.9-48.7 45.6 37.2-38.2

(g/ O2

)

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r (b

)

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0-6

0/6

ph Ec

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

(g/

)

CO 2

33 151 128-138 153-155 163 192-193

AAABC

VW’s flagship saloon is well-made and luxurious but rather bland to drive. LxWxH 4862x1871x1450 Kerb weight 1505kg

Mini John Cooper Works GP On sale May, price £33,895 The Mini JCW is already pretty wild, but the GP makes 74bhp more than that, taking the total to 302bhp. Its four-cylinder 2.0-litre turbo engine drives the front wheels alone via an eight-speed auto gearbox and a mechanical differential lock for a 0-62mph time of 5.2sec. The intake duct, multi-hole injectors, oil sump, brakes and exhaust are new items. There’s also a wider track, retuned suspension and new supports, members and strut braces to increase body rigidity. Plus, the ditching of the rear seats contributes to an 85kg reduction. MARCH

Alpina B3, B3 Touring, BMW X5 M, X6 M, Fiat Panda Mild Hybrid, Mercedes-AMG GLE 53, GLE 53 Coupé, Skoda Citigo-e iV, Smart EQ Forfour facelift, EQ Fortwo facelift, Volkswagen T-Roc Cabriolet, Volvo XC40 PHEV APRIL

Aston Martin DBX, Ford Kuga, Mercedes-AMG GLA 35, GLB 35, Mercedes-Benz GLA, Polestar 1, Porsche 718 Boxster GTS, 718 Cayman GTS, Seat Leon, Uniti One, Vauxhall Corsa-e M AY

Audi A3 Sportback, Hyundai i20, i30 facelift, Land Rover Defender, Discovery Sport PHEV, Range Rover Evoque PHEV, Mercedes-Maybach GLS, Mini JCW GP, Skoda Octavia, Vauxhall Insignia facelift

2.0 TSI 190 2.0 TSI 272 4Motion 2.0 TDI 150 2.0 TDI 190 Insignia Grand Sport 5dr hatch £20,075–£42,510 AAAAC 2.0 TDI 190 4Motion The good-looking and tech-filled Insignia makes an attractive 2.0 BiTDI 240 4Motion

proposition. LxWxH 4897x1863x1455 Kerb weight 1714kg 1.5 Turbo 140 1.5 Turbo 165 1.6 Turbo D 110 1.6 Turbo D 136 2.0 Turbo D 170 2.0 BiTurbo D 210 4x4

J U LY

Aston Martin Vantage Volante, Audi S3, Chevrolet Corvette, Honda Jazz, Jaguar F-Pace facelift, Jeep Gladiator, Lamborghini Sián FKP 37, Lexus LC Convertible, Mercedes-AMG GLE 63, GLE 63 Coupé, Pininfarina Battista, Porsche 911 Turbo, 911 Turbo S, Volkswagen Golf GTE, ID 3 AU G U S T

Alpina B8, Honda Civic Type R facelift, Jaguar XF facelift, Jeep Renegade PHEV, Kia Sorento, Lotus Evija, Mercedes-AMG GT R Black Series, Seat Ateca facelift, Volkswagen Touareg R PHEV SEPTEMBER

Audi A3 saloon, Q5 facelift, Cupra Leon PHEV, Jaguar E-Pace facelift, Maserati Ghibli facelift, Levante facelift, Quattroporte facelift, Mercedes-AMG GT 73 4-Door Coupé, Mercedes-Benz E-Class facelift, Mitsubishi Outlander PHEV, Porsche 718 Cayman GT4 RS, Skoda Octavia PHEV, Octavia vRS PHEV, Toyota RAV4 PHEV, Yaris, Volkswagen Golf GTD, Golf GTI, Golf R OCTOBER

Audi A3 E-tron, RS3, Cupra Formentor, DS 9, Ferrari Roma, Ford Mustang Mach-E, Hyundai Tucson, Maserati MC20, Mercedes-Benz CLA PHEV, Mini Countryman facelift, Skoda Octavia vRS, Ssangyong Korando EV, Subaru Levorg, Vauxhall Mokka X, Mokka X EV, Volvo XC40 P8 Recharge N OV E M B E R

Alpina XB7, McLaren 765LT, Mercedes-Benz S-Class, MG HS PHEV, Peugeot 508 PSE, Porsche Panamera facelift, Seat El-Born, Tesla Model Y, Toyota Corolla GR DECEMBER

Alfa Romeo Giulia GTA, Giulia GTAm, BMW iX3, Citroën C4 Cactus EV, Ford Puma ST, McLaren Elva, Mercedes-Benz EQA, Porsche 911 GT3, Rolls-Royce Ghost, Tesla Model S Plaid, Toyota GR Yaris, Wiesmann sports car

130 9.3 138 8.4 127 10.9 126-131 9.9-10.2 139-140 8.2-8.4 144 7.4-7.5

46.3 46.3 57.7 57.7 53.3 37.7-40.9

Crossland X 5dr SUV £18,435-£24,460

140 140-141 128-129 130-131 138-140 186-197

AAABC

Vauxhall’s small SUV is competent enough but lacks any real character. LxWxH 4212x1765x1605 Kerb weight 1245kg 1.2i 83 1.2i Turbo 110 1.2i Turbo 130 1.5 Turbo D 102 1.5 Turbo D 120

81 108 128 101 116

105 117 128 111 114

14.0 10.6 9.1 9.9 10.8

47.1 47.1 44.1-48.0 61.4 55.4

106 109 108-113 106 103

Grandland X 5dr SUV £23,945–£46,650

149 155 137 148 145 152

7.7 5.6 9.1 8.0 7.8 6.5

Touran 5dr MPV £28,540–£34,025

36.2-38.2 33.6-35.3 56.5-58.9 47.9-50.4 44.8-47.1 37.7-39.2

138-178 160-190 102-107 117-121 130-168 149-197

2.0 T5 AWD 2.0 T6 AWD 2.0 D4 AWD AAAAC 2.0 D5 AWD

Dull overall, but it’s a capable MPV, well-made and hugely refined. LxWxH 4527x1829x1659 Kerb weight 1436kg 1.5 TSI EVO 150 1.6 TDI 115 2.0 TDI 150

148 113 148

118 11.4 118 11.4 128-129 9.3

39.8-41.5 154-161 50.4 148-155 50.4-52.3 143-147

AAAAB

All dates are approximate and subject to change

AAAAC

Good handling and nice engines, but its working-class roots still show through. LxWxH 4370x1809x1485 Kerb weight 1244kg 1.2 Turbo 110 1.2 Turbo 130 1.2 Turbo 145 1.4 Turbo 145 1.5 Turbo D 105 1.5 Turbo D 122

108 128 143 143 102 118

124 134 137 130 124 127-130

10.2 9.9 9.7 9.3 10.2 9.7-10.2

54.3 54.3 54.3 50.4 65.7 56.5-64.2

Astra Sports Tourer 5dr estate £20,365-£26,115

120-121 119-120 121-124 131-134 113-115 117-132

AAAAC

More composed and practical than the hatchback. LxWxH 4702x1809x1510 Kerb weight 1273kg 1.2 Turbo 110 1.2 Turbo 130 1.2 Turbo 145 1.4 Turbo 145 1.5 Turbo D 105 1.5 Turbo D 122

108 128 142 142 102 118

124 134 137 130 124 130

10.0 9.5 9.0 9.2 10.2 9.8

86 AUTOCAR.CO.UK 25 MARCH 2020

53.3 53.3 53.3 47.9 65.7 64.2

123 122 124 134 114 118

7.4 6.3 8.8 7.5

32.5 32.5 43.5 40.9

196 196 171 181 AAAAC

126 160 186 243 258 147 147 187

115 124 130 140 127 124 124 130

10.9 9.3-9.6 8.4-8.5 6.5 7.3 9.9-10.2 10.4 7.9

41.5 39.2-41.5 35.3-36.7 34.0 117.7-141.1 47.1-51.4 44.8 44.1

XC60 5dr SUV £38,100–£64,530

154 154-162 174-181 189 45-55 143-156 165 166

AAABC

Compact crossover delivers a classy, substantial feel on UK roads. Looks like a small XC90 and carries on where the old one left off. A good, capable cruiser. LxWxH 4688x1999x1658 Kerb weight 1781kg 2.0 B5 AWD (P) 2.0 B6 AWD (P) 2.0 D4 2.0 B4 AWD (D) 2.0 B5 AWD (D) AAAAC 2.0 T8 Twin Engine AWD

47.1-47.9 45.6-47.1 44.1 52.3-54.3

134-135 137-140 145-148 136-140

248 298 185 194 232 386

130 140 127 127 137 140

6.9 5.9 8.4 8.3 7.1 5.5

36.2-38.6 33.2 47.9 46.3 46.3 83.1-100.9

167-177 188 155 159 159 53-69

248 298 233 387

134 140 137 140

7.7 6.3 7.6 5.8

33.6 31.0 44.1 80.7-113

191 198 167 57-80

VW’s junior SUV is beguiling and sophisticated. It drives rather well, AAABC too. LxWxH 4234x1992x1573 Kerb weight 1270kg XC90 5dr SUV £53,500–£71,930 AAAAC Van-based people carrier is usable, spacious and practical, if not 1.0 TSI 115 113 116 10.1 45.6-53.3 134-135 Clever packaging, smart styling, good to drive: Volvo’s closest thing very pretty to look at. LxWxH 4403x1841x1921 Kerb weight 1430kg 1.5 TSI EVO 150 148 127 8.3 42.8-45.6 140-147 to a class-leader. LxWxH 4950x2008x1776 Kerb weight 1961kg

Combo Life 5dr MPV £21,340–£29,430 1.2 Turbo 110 1.5 Turbo D 100 1.5 Turbo D 130

108 99 128

109 107 115

11.9 12.7 10.6

42.4 122-125 50.8-50.9 107-111 50.7-50.9 106-112

V O L K S WA G E N

Up 3dr/5dr hatch £12,470–£23,195

AAAAC

It’s no revolution, but VW’s hallmarks are in abundance. LxWxH 3600x1428x1504 Kerb weight 926kg 1.0 60 1.0 115 GTI e-Up

2.0 TSI 190 4Motion 2.0 TSI R 300 4Motion 1.6 TDI 115 2.0 TDI 150

187 298 113 148

134 155 116 124

7.2 4.9 10.3 8.6

Tiguan 5dr SUV £25,000–£42,675

34.0-34.4 32.1 49.6-52.3 49.6-52.3

186 197 138-139 141-147

AAAAC

An improvement on the previous model and will continue to sell by the bucket load. LxWxH 4486x1839x1654 Kerb weight 1490kg

1.5 TSI EVO 130 128 119 10.2 42.8-44.8 128-150 1.5 TSI EVO 150 148 126 9.2-9.3 38.2-42.2 143-168 2.0 TSI 190 4Motion 188 133 7.5 31.4 204 2.0 TSI 230 4Motion 228 142 6.3 30.1-30.4 211-212 Polo 5dr hatch £15,400–£23,830 AAAAC 2.0 TDI 150 148 125-127 9.3 47.1-50.4 146-157 A thorough going-over makes it more mature, but the Polo is still a 2.0 TDI 150 4Motion 148 124-125 9.3 43.5-45.6 163-171 bit boring. LxWxH 4053x1946x1461 Kerb weight 1105kg 2.0 TDI 190 4Motion 187 131 7.9 39.8-40.4 186-187 1.0 80 78 106 15.4 51.4 125-126 2.0 BiTDI 240 4Motion 238 143 6.2 35.3 210 1.0 TSI 95 93 116 10.8 46.3-50.4 127-139 1.0 TSI 115 113 124 9.5 46.3-51.4 124-137 Tiguan Allspace 5dr SUV £31,485–£45,100 AAAAC 2.0 TSI GTI 200 197 147 6.7 39.8 159-160 Has all the Tiguan’s sensibility and refinement, now with the bonus of seven seats. LxWxH 4486x1839x1654 Kerb weight 1490kg 1.6 TDI 95 93 115 10.8 57.6 127 1.5 TSI EVO 150 148 123 9.5-10 36.7-38.7 165-175 Golf 3dr/5dr hatch £18,765–£31,075 AAAAB 2.0 TSI 190 4Motion 188 130 7.8 30.7 208 Does exactly what everyone expects. Still the king of the family 2.0 TSI 220 4Motion 217 139 6.8 28.5 224 car. LxWxH 4258x1790x1492 Kerb weight 1206kg 2.0 TDI 150 148 126 9.7 44.8 164-165 1.5 TSI EVO 130 128 130 9.1 52.3 122 2.0 TDI 150 4Motion 148 123-124 9.8 39.8 183-185 1.5 TSI EVO 150 148 134 8.3 51.4 124-125 2.0 TDI 190 4Motion 187 130 8.2 39.2 190 2.0 TDI 115 113 126 10.2 65.7-67.3 110-113 2.0 BiTDI 240 4Motion 237 142 6.8 34.9 213 2.0 TDI 150 148 133-134 8.6 62.8 117 e-Golf 134 93 9.6 TBC 0 Touareg 5dr SUV £49,435–£58,835 AAAAC 59 113 81

100 119 80

14.4 8.8 12.4

50.4 53.3 159

124-127 120-121 0

2.0 B5 AWD (P) 2.0 B6 AWD (P) 2.0 B5 AWD (D) 2.0 T8 Twin Engine

VUHL

05 0dr open £59,995–£89,995

AAAAC

Mexican track-day special has a pleasingly pragmatic and forgiving chassis. LxWxH 3718x1876x1120 Kerb weight 725kg 2.0 DOHC Turbo 2.3 DOHC Turbo RR

285 385

152 158

3.7 2.7

NA NA

WESTFIELD

Sport 2dr coupé £19,950–£35,800

AAAAC

Sport Turbo is very quick and fun but not a patch on the Caterhams. LxWxH TBC Kerb weight TBC

1.6 Sigma 1.6 Sigma 2.0 Duratec 2.0 Ecoboost

135 155 200 252

TBC TBC TBC TBC

Mega 2dr coupé £16,950

TBC TBC TBC TBC AAABC

Mega engine makes it rapid, but isn’t as fun as Caterham’s R range. And you have to build it yourself. LxWxH TBC Kerb weight TBC

2.0 VTEC S2000

240

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 Hints of ritziness and sportiness don’t impinge on this functional Golf Estate 5dr estate £22,155-£37,000 AAAAB luxury SUV’s appeal. LxWxH 4878x2193x1717 Kerb weight 1995kg 2.0 Ecoboost S 250 145 4.0 NA NA Practical load-lugging estate doesn’t erode the well-rounded Golf 3.0 V6 TSI 340 335 155 5.9 26.2-26.9 205-244 2.3 Ecoboost R 350 155 3.0 NA NA package. LxWxH 4567x1799x1515 Kerb weight 1295kg 3.0 V6 TDI 231 228 135 7.5 34.0-34.4 214-217 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

108 128 148 296 113 148

124 131 135 155 124 134-135

10.2 9.5 8.7 4.8 10.7 8.9

49.6-50.4 129 48.7-50.4 132 47.9-49.6 TBC 32.5-32.8 194 52.3-54.3 TBC 52.3-53.3 TBC

Probably the least appealing member of the Golf family but still resolute. LxWxH 4338x2050x1578 Kerb weight 1335kg 113 128 148 113 148

282

148

119 126 132 119 130

11.3 9.6 8.8 11.0 9.2

48.7 46.3-49.6 42.8-46.3 52.3-55.4 50.4-52.3

132 116-122 120-122 113-116 120-122

6.1

33.6-34.4 215-220

V O LV O

S60 4dr saloon £38,285–£56,105

AAAAC

Fresh-faced saloon now sits comfortably among the ranks of its German peers. LxWxH 4761x1916x1437 Kerb weight 1616kg

2.0 T5 248 AAAAC 2.0 T8 Twin Engine 390 2.0 T8 Twin Engine Polestar 399

Golf SV 5dr MPV £22,290–£30,645 1.0 TSI 115 1.5 TSI EVO 130 1.5 TSI EVO 150 1.6 TDI 115 2.0 TDI 150

3.0 V6 TDI 286

145 155 155

6.5 4.6 4.4

V60 5dr estate £35,025-£57,206

39.8 162 122.8-176.5 42 104.5 61 AAAAB

Spacious and comfortable, with a characterful, Scandi-cool design. LxWxH 4761x1916x1427 Kerb weight 1729kg

2.0 T4 187 137 7.2 38.7 166 2.0 T5 246 145 6.7 38.7 166 2.0 T8 Twin Engine 387 155 4.9 113-166.1 TBC Passat 4dr saloon £25,610-£40,970 AAAAC 2.0 T8 Twin Engine Polestar 401 155 4.6 104.5 TBC Lands blows on rivals with its smart looks, civilised refinement, 2.0 D3 147 127 9.5 51.4-55.4 134-143 quality and usability. LxWxH 4767x2083x1476 Kerb weight 1367kg 2.0 D4 187 137 7.6 52.3-55.4 134-141 VA U X H A L L 1.5 TSI EVO 150 148 137 8.7 47.1 135-136 Corsa 3dr/5dr hatch £15,780-£34,160 AAABC 2.0 TSI 190 188 148 7.5 37.2-37.7 169-172 V60 Cross Country 5dr estate £40,600-£40,775 AAAAC Refined, stylish and practical, but its engines aren’t so good. 1.4 TSI GTE PHEV 215 138 7.4 217.3 30 Brings extra ride height, all-wheel drive and off-road body cladding. LxWxH 4060x1765x1433 Kerb weight 1141kg LxWxH 4784x1916x1499 Kerb weight 1792kg 1.6 TDI 120 116 127 11.3 51.4 144 1.2 75 72 108 13.2 53.3 125 2.0 TDI 150 148 139 8.9 58.9-60.1 124-133 2.0 T5 248 140 6.8 35.8 180 1.2 100 97 121 9.9 52.3 125-126 2.0 TDI 190 188 147 7.9 49.6-50.4 146-149 2.0 D4 187 130 8.2 47.9 155 1.5 Turbo D 102 98 117 10.2 70.6 110-111 2.0 TDI 190 4Motion 188 144 7.7 47.1 156 50kWh E 132 93 8.1 209 0 2.0 BiTDI 240 4Mtion 238 153 6.4 39.8 187 S90 4dr saloon £37,825–£57,655 AAAAC

Astra 5dr hatch £18,915–£26,785

140 140 130 140

Volvo’s take on the crossover aims to rival BMW, Mercedes and Audi. LxWxH 4425x1910x1658 Kerb weight 1626kg

1.5 T2 1.5 T3 AAAAB 2.0 T4 AWD Full-sized seven-seater offers versatility, space, VW desirability 2.0 T5 AWD and tidy handling. LxWxH 4854x1904x1720 Kerb weight 1703kg 1.5 T5 Twin Engine AWD 1.4 TSI 150 148 122 9.9-10.7 34.4-37.2 172-186 2.0 D3 2.0 TDI 150 148 119-121 10.3 40.9-44.1 169-180 2.0 D3 AWD 2.0 TDI 177 175 130 9.3 40.4 182 2.0 D4 AWD

T-Cross 5dr SUV £16,995–£26,740

250 310 185 228

XC40 5dr SUV £25,275–£38,625

Sharan 5dr MPV £33,765-£41,190

AAACC LxWxH 4108x1760x1584 Kerb weight 1270kg Does well to disguise its 3008 roots but too bland to stand out in a 1.0 TSI 95 93 112 11.5 congested segment. LxWxH 4477x1811x1630 Kerb weight 1350kg 1.0 TSI 115 113 120 10.2 1.2 Turbo 130 128 117 10.9-11.1 37.7-42.8 141-145 1.5 TSI EVO 150 147 124 8.5 1.6 Hybrid 223 140 8.6 192-210 34 1.6 TDI 95 93 111 11.9 1.6 Hybrid4 298 146 5.9 204-225 32 1.5 Turbo D 130 128 119 10.2 54.3 136-138 T-Roc 5dr SUV £20,520–£38,865

JUNE

Aston Martin Valkyrie, BMW M2 CS, M8, Citroën C5 Aircross PHEV, Ferrari SF90 Stradale, Honda E, Mercedes-AMG GLS 63, Morgan Plus Four, Polestar 2, Renault Mégane facelift, Mégane E-Tech Plug-in Estate

138 162 108 134 167 207

187 270 148 187 187 236

Passat Estate 5dr estate £27,605-£45,855

Volvo’s mid-sized exec majors on comfort, style and cruising

AAAAC ability. LxWxH 4963x2019x1443 Kerb weight 1665kg 2.0 T4 185 130 8.7 37.7 169 2.0 T5 248 140 6.8 37.7 171 44.1-45.6 141-145 2.0 T8 Twin Engine AWD 310 155 4.8 108.6-166.2 46 35.8-36.2 176-178 2.0 D4 185 140 8.2 50.4 147 33.2 199 2.0 D5 AWD 228 145 7.0 43.5 169

All the Passat’s redeeming features in spacious, practical estate form. LxWxH 4767x2083x1516 Kerb weight 1395kg 1.5 TSI EVO 150 2.0 TSI 190 2.0 TSI 272 4Motion

148 188 268

133 144 155

8.9 7.7 5.8

V90 5dr estate £39,835–£60,405

AAAAC

Luxury estate takes on the 5 Series and the E-Class. Comfy and a good cruiser. LxWxH 4936x2019x1475 Kerb weight 1679kg 2.0 T4 2.0 T5 2.0 T6 AWD 2.0 T8 Twin Engine AWD 2.0 D4 2.0 D5 AWD

185 248 307 310 185 228

130 140 155 155 140 145

8.0 6.7 6.1 4.8 8.5 7.2

V90 Cross Country 5dr estate £46,985–£53,160

37.7 169 37.7 171 32.5 198 108.6-166.2 46 50.4 147 43.5 169 AAAAC

Volvo’s large comfy estate given a jacked-up, rugged makeover. LxWxH 4936x2019x1543 Kerb weight 1826kg

M26 ABB £350 P24 ABE £350 RI2I ABY £350 P2I ACB £350 P23 ACC £350 M27 ACH £350 N3I ACK £350 Y555 ACS £350 N2I ACT £350 ACZ 8II £350 P2I ADB £350 K90 ADD £350 P32I ADD £350 N23 AFC £350 AFZ 959 £250 M25 AGE £350 M29 AGS £350 M24 AGY £350 AGZ 585 £350 P29 AJA £350 N836 AJB £350 L28 AJD £350 AJZ 6II £350 R90 AKE £350 L23 AKS £350 AKZ 646 £350 LI23 ALB £350 P28 ALD £350 P25 ALE £350 R29 ALE £350 N27 ALG £350 N25 ALL £350 L27 ALM £350 P28 ALM £350 N29 ALP £350 P29 ALP £350 MI2I ALS £350 N2I ALT £350 M32I AMD £350 M32I AME £350 P2I AMF £350 L3I AMJ £350 R999 AML £350 R28 AMM £350 LI23 AMP £350 L3I AMT £350 PI2I AMW £350 R23 ANS £350 HB53 ANS £350 M25 ANY £350 L23 APB £350 T29 APP £350 P27 APR £350 W9 APT £350 R27 ARB £350 Y700 ARC £350 P23 ARD £350 NI2I ARD £350 P28 ARK £350 LI2I ARL £350 RI2I ART £350 R3I ARY £350 L500 ARY £350

L3I ASA £350 T88 ASA £350 LI0 ASB £350 E9 ASJ £350 R2I ASP £350 ASZ 9I9 £350 ASZ 2067 £I50 ASZ 2068 £I50 ASZ 2089 £75 L28 ATH £350 R24 ATS £350 N3I ATS £350 L25 ATT £350 R28 ATT £350 R32I AUD £350 M2I AVE £350 AXZ 565 £250 PI2I BAB £350 P26 BAK £350 R222 BAK £350 P29 BAM £350 N24 BAN £350 T30 BAS £350 M22 BAY £350 P999 BAY £350 N3I BBS £350 P29 BBY £350 R27 BEA £350 S700 BED £350 N30 BEK £350 S400 BEK £350 R29 BER £350 R23 BES £350 BFZ 424 £250 BFZ 545 £I50 BGZ 848 £350 BHZ 949 £350 BIG 9845 £250 L29 BJC £350 L26 BJM £350 BJZ 272 £250 P24 BON £350 F86 BON £350 P32I BOO £350 N29 BOS £350 Y600 BOW £350 R26 BOY £350 P29 BRN £350 N28 BRO £350 P29 BRO £350 P23 BRU £350 R3I BRU £350 BRZ 656 £350 Y9 BSB £350 BSZ 434 £350 BSZ I046 £I50 BSZ I047 £I50 BSZ I428 £75 N28 BUC £350 M25 BUD £350 K800 BUG £350 P29 BUL £350 N2I BUN £350

M29 BUT £350 BXZ 223 £I50 M27 CAC £350 M32I CAD £350 R29 CAF £350 D83 CAG £350 LI2I CAH £350 N23 CAP £350 N27 CAW £350 M3I CCH £350 M3I CCK £350 M2I CCO £350 N3I CCO £350 CCZ 3II £350 J80 CEC £350 M28 CEL £350 M26 CER £350 M23 CEY £350 L28 CFC £350 CFZ 338 £250 CFZ 5794 £I50 CGZ 626 £350 CGZ 2I34 £75 CGZ 4709 £I50 CGZ 47I0 £I50 R32I CHA £350 N23 CHR £350 PI2I CJC £350 LI2I CJH £350 LI23 CJP £350 P26 CJT £350 CJZ II3 £350 M2I CKA £350 L24 CKY £350 K3I CLA £350 NI2I CLB £350 YIII CLC £350 L28 CLH £350 PI2I CLM £350 P24 CLW £350 CLZ II7 £350 M900 CMB£350 MI2I CMC £350 W90 CMH £350 L24 CMS £350 CNZ 3426 £I50 P24 COD £350 S66 COO £350 YII COP £350 NI23 COR £350 P32I COR £350 PA05 COS £350 T32I COT £350 MI2I COY £350 HI6 CRA £350 L2I CRA £350 CSZ II6 £350 P27 CUR £350 P24 CUT £350 CXZ 8I8 £250 R32I DAB £350 L2I DAG £350 P2I DAP £350

Elite Registrations OPEN: MON-FRI 10AM-4PM, SAT 9AM-5PM, SUN I0AM-5PM

Tel: 01380 818181 elitereg.co.uk All registrations are offered on a first come, first served basis. All are subject to VAT and the £80 Dept. for Transport transfer fee. Prices may fluctuate. See website for full terms. We have been trading for over 45 years. THOUSANDS MORE AVAILABLE. Write: P.O.Box 100, Devizes, SN10 4TE M26 DAR £350 MI2I DAS £350 PL07 DAV £350 N24 DAW £350 PI56 DAY £350 DCZ II5 £350 P24 DDS £350 N27 DDY £350 L32I DEC £350 R24 DEK £350 Y400 DEM £350 L29 DER £350 N29 DER £350 DO06 DES £350 N3I DEW £350 M32I DEW £350 R27 DEX £350 DEZ I5I0 £350 DEZ 4866 £250 DFZ 969 £250 DGZ 535 £350 DGZ II47 £I50 DGZ 2444 £250 DHZ 6I6 £350 GI4 DJA £350 P300 DJC £350 L28 DJF £350 PI23 DJG £350 N23 DJH £350 P3I DJL £350 L32I DJP £350 W32I DJR £350 PI2I DJS £350 NI2I DJT £350 DJZ 787 £350 DKZ 878 £350 M3I DLE £350 DLZ 929 £350 DLZ 9026 £250 K888 DMH £350 L27 DMM £350 W700 DMS£350 N27 DOB £350 V32I DOC £350 L25 DOD £350 N28 DOG £350 R70 DOL £350 P29 DOR £350

R29 DOR £350 P23 DOW £350 T999 DOW £350 P24 DRU £350 P28 DRW £350 DSZ I2I3 £250 DSZ 2I08 £I50 DSZ 2I09 £I50 L26 DUB £350 S777 DUF £350 DXZ 383 £250 DXZ 838 £250 M23 EAR £350 P25 EAR £350 L2I EAS £350 EAZ 223 £250 EBZ 7II £250 ECZ 6I6 £350 P23 EDS £350 P23 EDW £350 N23 EDY £350 P50 EDY £350 L3I EEE £350 P23 EEL £350 M28 EFC £350 EFZ 5I5 £250 R3I EGG £350 EHZ 722 £250 EIG 3II £350 R29 EJM £350 EJZ 939 £250 NI23 ELA £350 P3I ELE £350 R333 ELE £350

P2I ENA P2I ENY N4 ERL P26 ERN R29 ERN M28 ERS ERZ 575 N60 ESA R26 ESH S444 ESS N29 EST J900 EST M27 ETH P29 ETT MI2I ETT EXZ 443 EXZ 448 Y300 FAB P23 FAT RI FCB VI5 FEB RI2I FEE N27 FEN R400 FEN P24 FER FFZ I5I FGZ 223 FJZ 669 FJZ 822 P28 FLO R29 FOS P88 FRA L90 FRY FRZ 8I04

£350 £350 £350 £350 £350 £350 £350 £350 £350 £350 £350 £350 £350 £350 £350 £250 £I50 £350 £350 £350 £350 £350 £350 £350 £350 £250 £250 £250 £I50 £350 £350 £350 £350 £I50

Y300 GAV £350 Y9 GBR £350 GBZ 779 £250 GCZ 668 £I50 GCZ 686 £250 N3I GED £350 RI23 GEF £350 M3I GEL £350 N27 GEN £350 PI2I GER £350 GFZ 226 £250 M25 GGY £350 GHZ 696 £350 L2I GJM £350 L25 GJW £350 GJZ 969 £350 GLZ 585 £350 M27 GOR £350 R40 GOS £350 Y300 GUS £350 P23 GYM £350 N27 HAD £350 R27 HAD £350 N27 HAL £350 RI2I HAL £350 P23 HAM £350 W777 HAR £350 M28 HAS £350 T90 HAW £350 NI2I HAY £350 HBZ 667 £250 HCZ 553 £250 HCZ 775 £I50 HDZ 585 £250

P25 HER £350 R555 HEW £350 HEZ II7 £350 HFZ 433 £I50 HFZ 575 £250 HGZ 883 £250 HHZ 393 £250 HIG 7366 £350 HJZ I22 £250 HKZ 855 £250 P3I HLL £350 HNZ II3 £250 N24 HOB £350 R70 HOB £350 N29 HOP £350 V2I HOW £350 P25 HOW £350 R2I HUB £350 N900 HUG £350 HUI 7II £350 N29 HUN £350 N77 HUW £350 HXZ 533 £250 IAZ 433 £250 ICZ 434 £350 IDZ 773 £250 IFZ 499 £I50 IFZ 553 £250 IHZ 353 £250 IKZ I66 £250 ILZ 884 £250 IXZ 383 £250 IXZ 3I82 £I50 IXZ 4387 £75

JCZ II5 Y600 JDB MI2I JDC LI23 JDM P32I JDS JDZ II4 R888 JED M27 JEH P28 JEL T23 JER N24 JER W6 JFH JFZ I44 JGZ 5893 JGZ 6670 JGZ 667I JGZ 6697 JIG I772 JIG 8009 M32I JJB L25 JJW AI5 JKW PI2I JLC L29 JLR P24 JLS PI23 JLW L24 JMD MI2I JME LI2I JMH R34 JML N27 JOD K33 JOR S400 JOR L777 JOR

£350 £350 £350 £350 £350 £350 £350 £350 £350 £350 £350 £350 £250 £75 £I50 £I50 £I00 £350 £250 £350 £350 £350 £350 £350 £350 £350 £350 £350 £350 £350 £350 £350 £350 £350

L3I JRC M28 JRD N23 JRP L26 JRS JRZ I833 JRZ I834 Y25 JSB AI6 JSG NI23 JSH L27 JSM R23 JSP BI3 JUN N29 JUN R29 JUS JXZ 3II JXZ 8II P80 JYM T6 KAD L26 KAL R66 KAN N24 KAR RI2I KAS P888 KAS KBZ 226 KCZ 474 P28 KEE M90 KER N23 KES N27 KEY KFZ 292 KIG I248 N3I KJH L26 KJW MI23 KKY

£350 £350 £350 £350 £I50 £I50 £350 £350 £350 £350 £350 £350 £350 £350 £250 £I50 £350 £350 £350 £350 £350 £350 £350 £250 £350 £350 £350 £350 £350 £250 £350 £350 £350 £350

SIMILAR REGISTRATIONS WANTED

FOR IMMEDIATE PURCHASE P26 ELM M29 ELM PI23 ELS R24 ELY P28 ELY R25 EMB L23 EMY

£350 £350 £350 £350 £350 £350 £350

P24 FUN FXZ 449 RI2I GAB N3I GAL HO04 GAN N23 GAP W70 GAS

£350 £250 £350 £350 £350 £350 £350

P99 HED £350 W400 HEL £350 RI2I HEM £350 P444 HEM £350 P23 HEP £350 R29 HEP £350 R23 HER £350

Y29 JAF R23 JAL M32I JAP P28 JAT JBZ 33I Y29 JCH P25 JCM

£350 £350 £350 £350 £350 £350 £350

M900 JOS Y700 JPB Y27 JPC L32I JPH V700 JPM N32I JPS L3I JPW

£350 £350 £350 £350 £350 £350 £350

Y80 KMC N900 KNG N3 KRH KRZ 232 KRZ 3074 KRZ 7567 KRZ 7568

£350 £350 £350 £350 £50 £I50 £I50

KXZ 767 £250 N29 KYL £350 Y32I KYM £350 M600 LAD £350 P23 LAH £350 CI9 LAK £350 R32I LAN £350 MI2I LAS £350 N3I LAT £350 MI2I LAY £350 LBZ 224 £250 M28 LCS £350 R26 LEC £350 P24 LED £350 N99 LEG £350 L28 LEM £350 VI2I LEN £350 MI2I LEO £350 P24 LER £350 P27 LET £350 LEZ 942I £350 LFZ 838 £250 LGZ 2509 £I50 LGZ 25I0 £I50 LGZ 4950 £75 LHZ 533 £250 LIG 972I £250 NI2I LJH £350 M27 LJS £350 Y300 LJW £350 N24 LLS £350 L29 LLY £350 P27 LMR £350 N32I LMS £350 R28 LOG £350 AI7 LOK £350 P44 LON £350 P24 LOO £350 M32I LOR £350 N88 LOT £350 L24 LOV £350 N24 LOV £350 N26 LSA £350 P333 LSA £350 LXZ 775 £I50 LXZ 797 £250 P26 LYD £350 MI23 LYS £350

NI2I MAB £350 P23 MAH £350 V26 MAJ £350 N3I MAK £350 P23 MAM £350 N80 MAM £350 Y444 MAP £350 N3I MAW £350 PI23 MCB £350 S333 MCD £350 G475 MCL £350 PI2I MCM £350 R23 MCP £350 N24 MCP £350 M29 MCP £350 N23 MCR £350 YI2I MCS £350 P23 MCW £350 MCZ 9040 £I50 R26 MDB £350 M28 MDC £350 LI23 MDS £350 M28 MDW £350 MDZ 9700 £250 P2I MEC £350 P26 MED £350 R29 MED £350 N70 MED £350 GI9 MEE £350 T29 MES £350 M27 MFC £350 MFZ 446 £250 MGZ 5833 £I00 MGZ 5903 £I50 MGZ 5904 £I50 MHZ 656 £350 P32I MJD £350 PI23 MJF £350 NI23 MJP £350 P32I MJR £350 P25 MLS £350 R32I MLS £350 P29 MMM £350 R28 MMS £350 N26 MOD £350 M27 MOD £350 N23 MOE £350 M25 MOF £350 P23 MON £350 N27 MOR £350 W28 MOR £350 N26 MOS £350 RI2I MOS £350 R26 MOT £350 W8 MPD £350 K90 MPS £350 N27 MRC £350 P2I MRG £350 WI7 MRH £350 B20 MRM £350 MRZ 727 £350 MRZ 2633 £I50 MRZ 2634 £I50

MRZ 3299 £75 MXZ 379I £75 MXZ 6242 £I50 NBZ 552 £250 NCZ 565 £350 NDZ 366 £350 NFZ 445 £250 NFZ 522 £I50 NGZ I0I2 £I50 NGZ I022 £I50 NGZ I099 £75 NHZ 2II £350 NJZ 229 £250 NJZ 337 £I50 NLZ 334 £250 NRZ 474 £350 OBZ 533 £250 OCZ 696 £250 ODZ 566 £250 OFZ 225 £250 OGZ 2084 £50 OGZ 6807 £I50 OGZ 6907 £I50 OJI 535 £350 OJI 9700 £250 OJZ 878 £350 OKZ I9I £350 ONZ 727 £350 ONZ 49I0 £250 OXZ I042 £I50 OXZ I067 £75 PDZ 939 £350 PFZ 442 £250 PGZ I039 £75 PGZ I264 £I50 PGZ I265 £I50 PHZ 789 £350 PHZ 8434 £I50 PIL 4465 £250 PKZ 828 £350 PLZ 262 £350 PNZ 474 £350 PRZ 2482 £I50 PRZ 2483 £I50 PRZ 2703 £75 RAZ I280 £350 RAZ 2354 £250 REZ 57I8 £I50 RFZ 755 £250 RGZ I062 £I50 RGZ 2809 £75 RIG I048 £250 RIL 259I £250 RJI 9443 £250 RKZ 878 £350 RLZ I6I £350 RNZ 363 £250 RRZ I08I £I50 RRZ I082 £I50 RRZ I098 £75 SDZ 434 £350 SFZ 535 £250 SHZ 359I £I50

SIB 4999 SIG I452 SIG I659 SIL I7I4 SJI 4625 SKZ 858 SLZ 6I6 SUI 656 SUI I224 TBZ 4I4 TDZ 622 TFZ 855 TFZ 9I9 THZ I834 TIG I356 TIG 2I66 TIL 9774 TJZ 252 TJZ I922 TKZ 664 TKZ 696 TUI 424 TXI 868 UBZ 399 UCZ 733 UDZ 747 UEZ 939 UFZ 377 UHZ 299 UHZ 429I UIG I082 UIG I084 UJZ 255 UKZ 585 ULZ 880 VBZ 686 VCZ 499 VDZ 66I VFZ 262 VHZ 228 VIL 3232 VJI 9I9 VJZ 336 VLZ 776 WEZ 6569 WEZ 987I WHZ I0I9 WHZ I09I WIB 727 WJZ 227 WZ I26I XBZ 338 XFZ 744 YCZ 228 YCZ 448 YDZ 633 YFZ 353 YFZ 9I9 YJZ 622 YJZ 868 YKZ 242 YKZ 554 YLZ 676

£350 £I00 £I50 £250 £250 £350 £350 £350 £250 £250 £250 £250 £350 £I50 £I50 £75 £350 £350 £I50 £I50 £250 £350 £350 £250 £250 £250 £250 £250 £250 £I50 £I50 £75 £250 £350 £250 £350 £250 £250 £250 £250 £250 £350 £250 £250 £250 £I50 £I50 £I50 £350 £250 £350 £250 £I50 £I50 £250 £250 £I50 £250 £I50 £250 £250 £I50 £250

25 MARCH 2020 AUTOCAR.CO.UK 87

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ROAD TEST ROAD TEST

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Thebestnewcarsratedas onlyAutocarknowshow A road test in any other magazine might well be a short, subjective summary of a new car produced under almost any circumstances, but the Autocar road test is different. Specific, rigorous and detailed, it’s the closest examination we can give of any new model. It appears over at least eight pages and is close to 50 man-hours in the making every week. Most of what the road test process entails is designed to be strictly repeatable and fair. We benchmark standing-start and in-gear acceleration on the same stretches of asphalt every week. We carry out both subjective and objective handling tests on both road and track, on the latter up to and beyond the limit of grip, so as to fully assess stability, drivability and limit handling appeal. And while benchmark lap times are sometimes taken, they’re never an end in themselves. We record and publish stopping distances, too, as well as taking cabin noise measurements at various cruising speeds and benchmarking either indicated or brimto-brim fuel economy. We independently measure leg room, head room, boot space and certain key exterior vehicle dimensions, and we also weigh every car we test. Just as every new car is different, however, the road test has developed to be versatile enough, week by week, so as to best assess and reflect the suitability of each test subject to its intended purpose. It now includes modular sections describing in detail the limit handling of a new car, or its semi-autonomous assisted driving technologies or its off-road capability. All of this goes to bringing you the most thorough, relevant and fair test of a new car we can produce. The scores reproduced here are the ones we gave the cars at the time; they don’t necessarily represent what those same cars might score today if they were rejudged against current class standards. For that reason, the design of this page has been reappraised to make it a more space-efficient reference. Using the test dates listed below, you can look up an old test in your own collection or on digital platforms such as Readly and Exact Editions, or order a back issue over the phone (0344 848 8816). In that vein, it only remains to wish you many happy hours lost in the many numbers of our road test archive and to thank you for reading. Matt Saunders, road test editor ABARTH 124 Spider AAAAC

A L FA R O M E O Giulia Quadrifoglio AAAAB Stelvio 2.2D 210 Milano AAABC Quadrifoglio AAAAC 4C Spider AAACC

ALPINA B3 Biturbo AAAAB

ALPINE A110 Premiere Edition AAAAA

ARIEL Atom 4 AAAAA Nomad AAAAA

ASTON MARTIN Vantage V8 AAAAB DB11 Launch Edition AAAAB Rapide S AAAAC DBS Superleggera AAAAA

AUDI 22.3.17 A1 Sportback 35 TFSI S line AAABC 2.10.19 6.9.17 A3 RS3 AAAAC 4.11.15 A4 2.0 TDI S line AAAAC 29.3.17 S4 TDI AAAAC 18.9.19 3.1.18 RS4 Avant AAAAC 14.2.18 9.1.19 A5 S5 AAABC 11.1.17 27.1.16 A5 Sportback 2.0 TFSI S line AAABC 8.3.17 14.11.18 A6 40 TDI S line Avant AAAAC RS6 Avant Carbon Black AAAAC 11.3.20 29.8.13 A7 Sportback 50 TDI Sport AAABC 11.7.18 7.12.16 TT RS AAAAC 26.6.19 E-tron 55 quattro AAAAB 16.5.18 Q2 1.4 TFSI Sport AAAAC 9.11.16 20.3.19 SQ2 quattro AAAAC 15.3.17 Q5 2.0 TDI S line AAAAC 9.10.19 SQ5 quattro AAABC 21.6.17 26.10.16 24.6.15 Q7 SQ7 4.0 TDI AAAAC 26.9.18 Q8 50 TDI S Line AAAAC 30.12.15 R8 V10 Plus AAAAC 23.5.18 21.9.16 B E N T L E Y 20.3.13 Continental GT W12 First Edition AAAAB 21.11.18 2.5.18 21.9.11 Mulsanne 6.75 V8 AAAAC 18.5.16 Bentayga W12 AAAAB

BMW

LAMBORGHINI

1 Series 118i M Sport AAAAC 30.10.19 2 Series 220d Convertible AAAAC 1.4.15 15.6.16 M2 AAAAB 2 Series Active Tourer 218d Luxury AAAAC 24.12.14 3 Series 320d M Sport AAAAA 15.5.19 15.1.20 330d xDrive M Sport AAAAB 18.9.13 4 Series 435i M Sport AAAAC 9.7.14 M4 AAAAC 31.5.17 5 Series 520d M Sport AAAAB 18.4.18 M5 AAAAB 6 Series GT 630d xDrv M Spt AAABC18.11.17 11.11.15 7 Series 730Ld AAAAC 16.1.19 8 Series 840d xDrive AAABC M8 Competition Convertible AAABC5.2.20 21.2.18 i3 1.3S Range Extender AAAAC 17.9.14 i8 AAAAB X1 xDrive20d xLine AAAAC 14.10.15 X2 M35i AAABC 25.9.19 17.1.18 X3 xDrive20d M Sport AAAAC X4 M Competition AAACC 13.11.19 X5 xDrive30d M Sport AAAAC 2.1.19 X5M AAAAC 13.5.15

C AT E R H A M Seven 620S AAAAC

9.3.16

CHEVROLET Corvette StingrayAAAAC

8.10.14

CITROEN C3 Puretech 110 Flair AAABC 28.12.16 C3 Aircross P’tech 110 Flair AAABC 7.3.18 C4 Cactus 1.6 BlueHDi 100 AAACC 16.7.14 C5 Aircross BlueHDi 180 AAABC 13.2.19

CUPRA Ateca 2.0 TSI 4Drive AAABC

23.1.19

DACIA Sandero 1.2 75 Access AAACC Duster SCe 115 Comfort AAAAC

27.2.13 22.8.18

DALLARA Stradale AAAAB

16.10.19

DS 3 BlueHDi 120 AAABC 23.3.16 3 Crossback Puretech 155 AAACC 10.7.19 7 Crossback Puretech 225 AAABC 19.9.18

FERRARI 488 GTB AAAAA 488 Pista AAAAB 812 Superfast AAAAC

25.5.16 7.8.19 25.7.18

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

17.4.13 26.2.14 2.11.16

FORD Fiesta 1.0T Ecoboost AAAAC ST-3 1.5 T Ecoboost AAAAB Focus 1.5 Ecoboost 182 AAAAB ST AAAAC RS AAAAA S-Max 2.0 TDCi Titanium AAAAC Mondeo 2.0 TDCi AAAAC Mustang 5.0 V8 GT F’back AAAAC Bullitt AAAAC Ecosport 1.5 TDCi AABCC Puma 1.0T 125 MHEV AAAAB Kuga 2.0 TDCi AAAAC Ranger Raptor AAAAC

9.8.17 15.8.18 20.2.19 11.9.19 4.5.16 26.8.15 14.1.15 24.2.16 5.12.18 3.9.14 25.3.20 13.3.13 28.8.19

HONDA Civic 1.5 i-VTEC Turbo AAAAC 2.0 Type R GT AAAAB Clarity FCV AAAAC CR-V 1.5T EX CVT AWD AAABC NSX AAAAB

19.4.17 25.10.17 12.7.17 7.11.18 5.10.16

HYUNDAI i10 1.0 SE AAABC 29.1.14 7.1.14 i20 1.4 SE AAAAC 27.12.17 i30 N AAABC 13.9.17 1.4 Premium SE AAABC Kona Electric 64kWh Premium SE AAAAC 31.10.18 Santa Fe 2.2 CRDi P’m SE AAABC 6.3.19 12.6.19 Nexo AAABC

JAGUAR F-Type V8 S Convertible AAAAC V6 S Coupé AAAAB 2.0 Coupé R-Dynamic AAAAC XF R-Sport 2.0 AAAAB Sportbrake 300 R-S AAABC XE R-Sport 2.0 AAAAB XJ 3.0d LWB AAAAC E-Pace D180 AWD SE AAABC F-Pace 2.0d AWD AAAAC SVR AAAAB I-Pace EV400 S AAAAB

12.6.13 11.6.14 22.11.17 2.12.15 17.4.19 1.7.15 9.6.10 11.4.18 11.5.16 24.7.19 12.9.18

JEEP Compass 2.0 M’jet 4x4 L’d AAACC 3.10.18 Renegade 2.0 M’jet 4x4 L’d AAABC28.10.15 Wrangler 2.2 M’Jet-II Ov’d AAAAC 10.4.19

KIA Stinger 2.0 T-GDI GT-L S AAABC Rio 1.0 T-GDI 3 Eco AAABC Ceed 1.6 CRDi 115 2 AAABC Proceed 1.4 T-GDi AAABC Xceed 1.4 T-GDi AAABC Niro 1.6 GDI DCT 2 AAABC e-Niro First Edition AAAAB Sportage 1.7 CRDi ISG 2 AAABC Sorento 2.2 CRDi KX-4 AAABC

25.4.18 1.3.17 29.8.18 27.2.19 20.11.19 31.8.16 1.5.19 2.3.16 8.4.15

Macan Turbo AAAAB 4.6.14 11.10.17 Cayenne Turbo AAAAC 5.9.18 19.6.19 R E N A U LT 3.7.19 Twingo Dynamique AAABC 29.10.14 LAND ROVER 31.7.13 Zoe Dynamique AAABC Discovery Sport D180 AWD SE AAAAC 27.11.19 Clio TCe 100 Iconic AAAAB 8.1.20 Mégane 1.5 dCi Dyn. S Nav AAACC 17.8.16 12.12.12 RS Trophy-R AAAAC 23.10.19 Range Rover 4.4 SDV8 AAAAB Range Rover Velar D240 HSE AAABC Grand Scénic dCi 130 Dyn. S Nav AAABC 30.8.17 25.1.17 Range Rover Sport 3.0 TDV6 AAAAB Kadjar dCi 115 Dyn. S Nav AAAAC 21.10.15 2.10.13 Koleos dCi 175 4WD Sig. AAACC 20.8.17 SVR AAAAA 15.4.15 Captur 1.3 TCe 130 S Edition EDC AAABC 18.3.20

Huracán Performante AAAAB Aventador SVJ AAAAC Urus AAAAC

LEXUS

LC 500 Sport+ AAAAC NX 300h AAACC RC F AAACC ES 300h Takumi AAABC LS 500h Premier AWD AAACC

LOTUS Elise Cup 250 AAABC Evora S 2+0 AAAAC Exige S AAAAB

M A S E R AT I Ghibli Diesel AAABC Levante Diesel AAACC S Granlusso AAABC

MAZDA 2 1.5 Skyactiv-G SE AAAAC 3 2.0 Skyactiv-X AAAAC MX-5 1.5 SE-L Nav AAAAB CX-3 1.5D SE-L Nav AAABC CX-5 2.2D Sport Nav AAAAC

McLAREN 570S 3.8 V8 AAAAA 600LT Spider 3.8 V8 AAAAB 720S 4.0 V8 AAAAA Senna 4.0 V8 AAAAA P1 AAAAA

18.10.17 1.10.14 18.2.15 6.2.19 6.6.18

R O L L S - R OYC E Phantom AAAAA Ghost AAAAC Wraith AAAAB Dawn AAAAC Cullinan Black Badge AAAAC

4.4.18 7.7.10 21.5.14 1.6.16 19.2.20

29.6.16 S E AT 30.3.11 Ibiza SE Technology 1.0 TSI AAAAB 19.7.17 3.4.13 Leon Cupra SC 280 AAAAC 26.3.14 Arona SE Technology 1.0 TSI AAAAC 15.11.17 19.10.16 Ateca 1.6 TDI SE AAAAB 12.3.14 30.11.16 S M A R T 8.5.19 Forfour Electric Drive Prime Premium AABCC 23.8.17 22.4.15 6.11.19 2.9.15 22.7.15 28.6.17

SKODA

Fabia 1.2 TSI 90 SE-L AAAAC Scala 1.5 TSI 150 DSG AAABC Octavia vRS 245 Estate AAAAC Superb 2.0 TDI SE AAAAB 1.4 TSI iV 218PS SE L AAAAC Karoq 2.0 TDI 150 Scout AAABC 30.3.16 Kodiaq 2.0 TDI Edition AAAAC 22.5.19 24.5.17 S S A N G YO N G 10.10.18 Tivoli XLV ELX auto AAACC 7.5.14

14.8.19

VA U X H A L L Corsa 1.2T 100 auto AAABC 22.1.20 Crossland X 1.2T 130 Elite AAACC 7.6.17 30.9.15 Astra 1.6 CDTi 136 SRi AAAAC 13.4.16 ST CDTi Biturbo SRi 137 AAAAC Combo Life 1.5 TD 100 Energy AAABC 27.12.18 Insignia Grand Sport 2.0D SRi VX-Line AAAAC 3.5.17 Insignia Sports Tourer GSI 2.0 Biturbo D AAACC 30.5.18 10.1.18 VXR8 GTS-R AAAAC

VOLKSWAG EN Up GTI 1.0 TSI 115 AAAAC 21.3.18 31.1.18 Polo 1.0 TSI 95 SE AAAAB 1.8.18 GTI AAAAC Golf GTI Performance DSG AAAAB 10.7.13 24.8.16 GTI Clubsport S AAAAB 20.5.15 GTE AAAAC 2.8.17 1.5 TSI R-line AAAAB T-Roc 2.0 TSI SEL 4Motion AAAAB 24.1.18 27.9.17 Arteon 2.0 BiTDI 240 AAABC 4.2.15 Passat 2.0 TDI 190 GT AAAAC 7.9.16 GTE AAAAC 3.2.16 Touran 2.0 TDI 150 SE AAAAC 22.6.16 Tiguan 2.0 TDI 150 SE AAAAB Caravelle 2.0 BiTDI Exec. AAAAC 23.12.15 Touareg 3.0 TDI R-Line Tech AAABC 8.8.18 2.1.20 Grand California 600 AAABC

V O LV O 21.1.15 31.7.19 16.8.17 9.9.15 26.2.20 30.1.19 23.11.16 14.9.16

SUBARU

MERCEDES-AMG A-Class A45 S 4Matic+ Plus AAAAB 4.3.20 3.6.15 C-Class C63 AAAAB 8.2.17 C63 S Convertible AAAAB 24.4.19 C63 S Coupé AAAAB 17.10.18 CLS 53 4Matic+ AAAAC 29.7.15 GT S AAAAC 10.5.17 R AAAAB GT 4-Door Coupé 63 4Matic+ AAAAB 13.3.19 6.7.16 SLC 43 AAABC 13.6.18 GLC 63 S 4Matic+ AAABC

GR Supra Pro AAAAC

XV 2.0i SE Lineartronic AAACC 28.2.18 Levorg GT 1.6i Lineartronic AAACC 13.1.16

XC40 D4 AWD First Edition AAAAB 7.2.18 24.12.19 S60 T8 Polestar En’d AAABC V60 D4 Momentum Pro AAAAC 27.6.18 5.7.17 XC60 D4 AWD R-Design AAABC 13.7.16 S90 D4 Momentum AAAAC 17.6.15 XC90 D5 Momentum AAAAC

WESTFIELD Sport 250 AAAAC

29.11.17

ZENOS E10 S AAAAB

7.10.15

SUZUKI Swift 1.0 SZ5 AAABC 17.5.17 25.3.15 Celerio 1.0 SZ4 AAABC Baleno 1.0T Boosterjet SZ5 AAABC 3.8.16 SX4 S-Cross 1.6 DDiS SZ4 AAABC 30.10.13 28.11.18 Jimny 1.5 SZ5 Allgrip AAABC 29.4.15 Vitara 1.6 SZ5 AAABC

TESLA

Model 3 Standard Range Plus AAAAC4.9.19 20.4.16 Model S P90D AAAAB A-Class A200 Sport AAAAC 4.7.18 Model X 90D AAAAC 15.2.17 3.4.19 B-Class B180 Sport AAAAC 21.8.19 T OYO TA CLA 250 AAACC 23.7.14 Yaris GRMN AAABC 28.3.18 C-Class C220 Bluetec AAAAC 14.6.17 Corolla 2.0 Hybrid ST AAAAC 5.6.19 E-Class E400 Coupé AAAAC S-Class S350 Bluetec AAAAA 16.10.13 GT86 2.0 manual AAAAA 4.7.12 3.12.14 Prius Business Edition AAAAC 16.3.16 S63 AMG Coupé AAAAC 14.5.14 Mirai AAAAC 27.4.16 GLA 220 CDI SE AAABC 10.2.16 C-HR Excel 1.8 Hybrid AAAAC 4.1.17 GLC 250d AAAAC G-Class G350d AMG Line AAAAC 17.7.19 24.7.13 GL 350 AMG Sport AAAAC GREATEST ROAD TESTS OF ALL TIME 12.2.20 GLS 400d AAABC 20.6.18 X-Class X250d 4Matic AAABC 8.8.12 SL 500 AAAAC

MERCEDES-BENZ

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25.12.13 4.12.19

MINI Mini Cooper S AAAAB Cooper S Works 210 AAAAB Clubman Cooper D AAABC Convertible Cooper AAAAB Countryman Cooper D AAABC Plug-in Hybrid AAABC

2.4.14 6.12.17 25.11.15 6.4.16 22.2.17 26.7.17

MITSUBISHI Eclipse Cross 1.5 First Edition 2WD AAACC 14.3.18 16.4.14 Outlander PHEV GX4hs AAABC

MORGAN 3 Wheeler AAAAA

6.6.12

NISSAN Micra 0.9 N-Connecta AAAAC DIG-T 117 N-Sport AAACC Juke 1.0 DIG-T 117 AAABC Qashqai 1.5 dCi 2WD AAAAB X-Trail 1.6 dCi 2WD AAABC GT-R Recaro AAAAB

26.4.17 27.3.19 29.1.20 19.2.14 13.8.14 16.11.16

NOBLE M600 AAAAB

14.10.09

PEUGEOT 208 1.2 VTI Active AAACC 18.7.12 11.2.15 GTi 30th AAABC 15.1.14 308 1.6 e-HDi 115 AAAAC 24.10.18 508 GT BlueHDi 180 AAAAC 19.6.13 2008 1.6 e-HDi AAABC 3008 1.6 BlueHDi GT Line AAABC 18.1.17 5008 2.0 BlueHDi GT Line AAABC 1.11.17

PORSCHE 718 Boxster AAAAB Cayman S AAAAB Cayman GTS AAAAB 911 GT2 RS AAAAC Carrera S AAAAB 918 Spyder 4.6 V8 AAAAA Panamera 4S Diesel AAAAA

8.6.16 10.8.16 9.5.18 18.7.18 29.5.19 22.10.14 1.2.17

BMW M5 (E39) TESTED 20.1.99

BMW’s first V8-engined M car raised the bar for sports saloons everywhere. And our first drive in the M5 proved it was a thoroughly capable all-rounder. At its launch in 1999, the M5 delivered performance levels never before seen from a 1756kg car. An ability to live with supercars costing far more as well as refinement and luxury to rival much bigger – and more expensive – BMWs made the saloon a true all-rounder. The M5 was full of tech, too, with a clever oiling system ensuring the motor stayed lubricated under hard cornering, while a new Sport button weighted up the steering and sharpened throttle response. Lower suspension (15mm front and 10mm rear), fade-free brakes and exemplary body control made the M5’s chassis the greatest triumph yet from the M division. The M5 could do comfort and luxury, too. Everything was electrically adjustable and, with a well-trimmed interior, the

M5 made for a relaxing longdistance tourer. Economy wasn’t so good, but it was no worse than you could expect from a big, 400bhp V8-powered saloon. FOR Thorough development, huge performance, ultimate luxury AGAINST Fuel economy, vague gearbox, not much else FA C T F I L E

Price £59,995 Engine V8, 4941cc, petrol Power 400bhp at 6000rpm Torque 368lb ft at 3800rpm 0-60mph 5.3sec 0-100mph 12.7sec Standing quarter 14.1sec, 106mph 50-0mph na 60-0mph 2.8sec 70-0mph na Top speed 161mph Economy 13.4mpg W H AT H A P P E N E D N E X T. . .

The E39-generation M5 received only minor revisions during its five-year life, with the engine and chassis remaining untouched. BMW rolled out its trademark ‘angel eyes’ headlights and made some slight cosmetic and interior changes, but the M5 was so good that it didn’t need updating until the V10 car replaced it in 2005.

25 MARCH 2020 AUTOCAR.CO.UK 89

Matt Prior

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

TESTER’S NOTES

How do you feel just now about a car like the McLaren GT?

Autocar readers quarrel April to May 1951

his feels like a rash time to be making predictions, but I was going to go out on a limb and say that the well-oiled, heavily styled beard and the man-bun (ask your kids) will be fading memories by the end of the year. This is no time to be indulging in extravagant grooming activity; even though, ironically, some of us have more time than ever to treat ourselves. Yet here we are. I’ve joked before that cometh the crisis, cometh the hour of the unkempt facial hair and the rugged pick-up truck, and never in recent history has that seemed truer than now. So I approached driving a McLaren GT for two days this week with a peculiar sense of trepidation, and was struck by two things. Mostly, that I have never felt like such a pillock in a supercar and regretted not instead being in my Land Rover Defender. Because which one better screams ‘essential travel’?

Defender is ideal for extreme isolators 90 AUTOCAR.CO.UK 25 MARCH 2020

❝

To my great surprise, I’ve never experienced such a positive reaction to a nice car ❞ And because, y’know, just what are you doing, man? What need is there for a carbonfibre two-seater that can hold no more than 168 loo rolls in the boot and only 53 packets of microwavable flavoured rice in the frunk? Conversely, though, and to my considerable surprise, I’ve never experienced such a positive reaction to a nice car. I’ve talked to loads of people about the GT (at volume, outside, from a distance, including to a doctor who seemed very relaxed about the hygiene of such an arrangement) and they have all, absolutely without exception, loved it. Quite the paradox, then. At a time when we’re becoming ‘preppers’, gearing (very badly, it has to be said) for isolation and the forthcoming zompocalypse, it’s a car representing the polar opposite that makes people smile, even though supercars are for times of excess and extravagance. Despite £163,000 V8s being beyond louche, this GT has made people go ‘cor!’ rather than, as they often do, flick a few vees as they pass. I couldn’t quite work that out. Until I remembered that I, too, had spent rather more time than is strictly sensible looking at Cobra replicas for sale online last Sunday, and deciding

that when all this is over, I really should – must – do the things I’ve been wanting to do for ages. Which is not something I often do in times of my normal gentle contentment. I think the situation will be familiar to those who, when faced with a looming work deadline, have a compulsion to do almost literally anything else instead. Wash the car, watch a box set, just set those pictures in the hall totally straight, and then go for a walk. You can call it escapism. I call it investigating how easily Mk1 Lotus Exige bodywork would fit onto a crash-repaired Elise chassis. When most things are terrible and times are straitened, then, perhaps we look to the things that are precisely the opposite for cheer. I thought that the current health crisis (I won’t write about it every week, by the way. I realise there’s only so much you can take from a car mag) would, like a financial crisis, make us focus on just essentials. But maybe not. Perhaps the extravagance of the supercar – and maybe even the topknot – is here to stay.

GET IN TOUCH

matt.prior@haymarket.com @matty_prior

FOLLOWING AN ARTICLE about a gastronomic rally in France, reader Arthur Andrews wrote to Autocar: “It is about time someone gave a warning and told the sordid truth about the overrated, fatty, fried French cooking.” Unsurprisingly, that didn’t go down well (sorry). “He must have been nurtured on good roast beef, Stilton and beer. Thereby he may have worn out his digestion organs so that they quailed at the more delicate dish of thrush!” replied Maurice Simpson. “Last year we had about three million tourists enjoy our cooking. Your correspondent’s stomach is probably out of order,” added one FL Arbey of Paris, while J Giraud from Marseille noted that “the French know that good taste in all types of art lies in moderation”. Even the editor had to chip in, being one who “truly appreciates the aesthetic glories of France”.

G E T M O R E AU T O C A R



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92 AUTOCAR.CO.UK 01 APRIL 2020