ACAR sneak peek

Date: 26.Feb 2021 13:20:50

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F I R S T F O R N E W S A N D R E V I E W S E V E RY W E E K Est.1895 | autocar.co.uk |3March2021

All-new Audi RS GT driven

C A N S L AY E R JA G ’ S M A D E A M A

Porsche pace, Audi tech – and it’s epic

EVEALED N E W V O LV O C 4 0 R

A BY E V R AT E D : M E R C ’ S B

NEW MERC AMGs The amazing hot hybrids in Merc’s fast future 3

VERDICT N E W FA B I A : F I R S T

AAAAA

3 March 2021 | Toyota GR Yaris

GR YARIS ROAD TEST

3 – 10 March 2021

£3.80

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G E N E VA S H OW: W E ’ V E H E LD IT A N Y WAY

U S E D : V W ’ S £3 K 3 S E R I E S B E AT E R

Date: 26.Feb 2021 16:10:48

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

Email our news editor felix.page@haymarket.com

AMG makes PHEV debut with 800bhp-plus GT73e

GT 4-Door Coupé flagship will arrive this year and outgun Porsche Panamera rival

T

he new Mercedes-AMG GT73e 4Matic+ EQ Power+ 4-Door Coupé will pack “more than 800bhp” in a bid to position it at the top of the four-door sports car ranks when it hits UK showrooms this year.

The range-topping performance saloon will be the first in a series of new plug-in hybrid Mercedes-AMG models to feature what is known

6 AUTOCAR.CO.UK 3 MARCH 2021

within the firm as a “P3 plug-in hybrid” system, which should enable the GT73e to cover 0-62mph in less than 3.0sec and exceed 200mph. The new flagship model will rival the Porsche Panamera Turbo S E-Hybrid and command a premium over the current, non-electrified GT63 – with prices likely to start upwards of £150,000.

As well as representing the

beginning of a new electrified era for AMG, the GT73e could also serve as a spiritual successor to the company’s debut model: the outlandish 300CE Hammer super-saloon (right), which cemented AMG’s reputation for endowing big saloons with supercar pace.

The GT73e’s new P3 plug-in hybrid system uses an electric motor integrated into the rear axle to provide what is

described as a “significant” performance boost to the petrol engine, a mildly updated version of the GT63’s twinturbocharged 4.0-litre V8, combined with a fully variable four-wheel drive system.

In addition to the GT73e, the P3 PHEV system is set to be used by new 73-badged versions of the latest S-Class and upcoming SL grand tourer. It will also underpin the

petrol-electric successor to the C63 4Matic, although, as first reported by Autocar, it will be used in combination with a turbocharged 2.0-litre fourcylinder engine, rather than a large-capacity V8 (see p8).

The P3 PHEV layout will initially be reserved exclusively for Mercedes-AMG models. All existing PHEVs from parent company Mercedes-Benz use the P2 PHEV system, which

Date: 26.Feb 2021 16:10:58

S PY S H OT

MERCEDES-AMG GT 73e 4-DOOR COUPE

Final tests are under way before its showroom debut this year

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The hybrid system should enable the GT73e to cover 0-62mph in less than 3.0sec and top 200mph ❞

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sites the electric motor within the gearbox housing – a layout also used on the Panamera Turbo S E-Hybrid.

The new GT73e’s P3 PHEV system provides scope for a larger electric motor than is possible within the packaging constraints of the P2 system, offering direct drive to the rear wheels in pure-electric mode and enhanced torque vectoring in hybrid mode.

Additionally, this means the electric motor’s torque is not capped by the limitations of the gearbox. It also provides the basis for improved frontto-rear weight distribution and allows significantly more efficient energy recuperation as there are no mechanical losses from the gearbox.

Kinetic electricity harvested during braking and periods of trailing throttle is fed straight back into the battery.

AMG sources have ◊

THE ORIGINAL HAMMER The Mercedes-Benz AMG 300CE Hammer made its debut at the 1987 Geneva motor show. Based on the 300CE, it swapped that model’s petrol straight six for the 5.6-litre V8 from the 560 SEL: the fabled M117.

The original model offered 355bhp and 376lb ft.

However, the legend wasn’t complete until Mercedes-Benz began offering a second output option, which upsized the M117 to 6.0 litres, with power increasing to 385bhp. The engine modifications were overseen by Erhard Melcher – the ‘M’ in ‘AMG’, and one of the performance division’s original founders. Key changes included a new four-valve cylinder head

(in place of the standard two-valve set-up), reworked camshafts and lighter pistons.

The 300CE Hammer was renowned more for its segment-leading torque output than outright power, and at 417lb ft it was prodigious for performance cars of the time, helping to provide the model with a 0-62mph time of 4.8sec and 190mph top speed.

The increased output arrived alongside substantial drivetrain and chassis modifications. These included an upgraded fourspeed automatic gearbox, limited-slip differential, larger brakes, a reworked suspension system supporting standard 17in

wheels and 235/45 front and 265/40 rear tyres, and a ducktail-style rear wing for greater downforce.

There were also minor upgrades to the interior, most notably Recaro front seats and a sports steering wheel.

At the top of the range, there

was also a Breitcoupe (wide-body) styling option, of which just 12 examples are claimed to have been built.

The left-hand-drive-only 300CE Hammer Breitcoupe cost around £120,000 at its launch, which equates to roughly £300,000 today.

AMG’s 300CE Hammer wielded class-topping torque

3 MARCH 2021 AUTOCAR.CO.UK 7

Date: 26.Feb 2021 16:52:52

New C40 Recharge is based closely on the existing XC40

OFFICIAL PICTURES

Volvo adds electric coupé-SUV

Firm’s second EV is more stylish sister of XC40 P8, with 402bhp and 260-mile range

V

olvo has introduced its second electric vehicle: the C40 Recharge, a coupé reworking of the new XC40 Recharge P8 SUV. Due to go into production this autumn with first deliveries before 2022, the C40 is being launched in line with Volvo’s ambition for half of its global sales to be full EVs by 2025 and to be an EV-only firm by 2030.

Built on the Swedish company’s CMA platform, the C40 is based on the electric version of the XC40, gaining a sloping roofline and a new rear light design. The front features a progression of the XC40 P8’s closed-off grille, which is “a new face for electric Volvos”.

At 4431mm long and 2035mm wide, the C40

has the same exterior dimensions as the XC40, except it is 690mm shorter, at 1582mm, due to the coupé roof.

The sloping rear reduces rear passenger head room by 62mm, although boot capacity is scarcely affected, at 413 litres.

The C40 uses the same powertrain as its XC40 P8 and Polestar 2 relations, with a 201bhp electric motor mounted on each axle for combined outputs of 402bhp and 487lb ft at 4350rpm. This results in a claimed 0-62mph time of 4.9sec. And, as with all Volvo models now, its top speed is limited to 112mph.

A 78kWh lithium ion battery offers an estimated range of 260 miles. It can be charged at

up to 11kW by an AC charger and up to 150kW by a DC charger, the latter allowing an 80% charge from empty in around 40 minutes. Volvo says that this should improve over the car’s lifetime through planned over-the-air software updates.

The C40 sits on MacPherson strut suspension up front with a multi-link set-up at the rear.

The new SUV will be offered with a range of unique interior trim colours and lines and will be Volvo’s first completely leather-free model.

It also features Volvo’s new Android-based touchscreen infotainment system, which was jointly developed with Google, and will be offered with unlimited data usage to enable over-the-air updates.

Rear end gains newshape lights and small spoiler

10 AUTOCAR.CO.UK 3 MARCH 2021

As well as offering the C40 with only a fully electric powertrain, Volvo says that it has “dramatically reduced” the number of variants in the range. However, like the XC40 P8, it is likely to be sold with a number of different power outputs and battery capacities.

Unusually, the C40 will be available exclusively online, either to buy outright or to be obtained through the Care by Volvo subscription scheme.

It will also be offered with a ‘care package’ that includes servicing, a warranty and

roadside assistance, along with insurance and home-charging options where available.

Prices have yet to be set, but the C40 is likely to command a small premium over the XC40 P8’s base cost of £53,155.

The C40 will be produced alongside the XC40 at Volvo’s factory in Ghent, Belgium. It will be followed by an electric version of the next-generation XC90 seven-seater – tipped to arrive next year – and a smaller SUV built on a new platform, set to be named the XC20.

JAMES ATTWOOD

C 4 0 S H O W S V O LV O ’S D I R E C T I O N J A M E S AT T W O O D

It’s a sign that Volvo really has become a true rival to the premium German brands when it can wheel out a coupé version of a popular SUV and excitedly brand it an all-new model.

But while there is a degree of cynical segment-filling to the C40 Recharge, it still shows Volvo’s disruptive and creative approach.

For starters, given Volvo’s recent focus on its safe, sturdy SUVs, the C40’s styling is a welcome return to the firm showing its more dynamic side. It’s the missing link between

the XC40 and the Polestar 2, and that’s no bad thing.

Volvo is also taking a lead from sister brand Polestar by making the C40 electric only and sold only online.

That’s a clear statement of the future direction of the car industry, and one that meshes nicely with the younger customer base that coupé styling can be expected to attract.

So while the C40 itself isn’t quite as new as may be advertised, it continues Volvo’s ongoing reinvention and commitment to fresh approaches.

Date: 26.Feb 2021 16:52:49

Aston Martin to bin new V6 after AMG deal

ASTON MARTIN CEO Tobias Moers has given early details of his Project Horizon plan for a post-pandemic recovery, led by opportunities arising from the marque’s new partnership with Mercedes-AMG. Aston Martin’s retail sales fell 32% year on year in 2020 as a result of Covid-19, but they recovered significantly in the fourth quarter, with 1171 DBXs sold – more than a quarter of its total output for the year.

The firm made an operating loss of £323 million last year but remains on track, it claims, to boost annual wholesales to 10,000 units by 2024/2025 for revenue of £2 billion and a £500m pre-tax profit.

A pair of new DBX derivatives are due in the third quarter of 2021 and the second quarter of 2022 in an effort to widen the vital SUV’s target market.

In addition, a plug-in hybrid variant with a “reasonable” electric-only range will arrive by 2024, most likely using a drivetrain from Mercedes-AMG. Aston Martin’s strengthened links with the German company have particularly significant implications for its planned Valhalla mid-engined supercar, which is now unlikely to use a bespoke new V6, as was detailed when the previewing concept was unveiled in 2019.

Gaydon is now “reassessing” the Valhalla project in light of Mercedes offering drivetrain components at what Moers called “a reasonable cost”.

The ex-AMG boss gave no clues as to the mechanical make-up of the production Valhalla but said that it will “probably have a different powertrain” to the concept and that a revised version will

be shown in the next four months ahead of a 2023 launch.

“With the transformational technology agreement with Mercedes-Benz, there are other chances for DBX to gain PHEV powertrain from AMG us regarding combustion engines, potent electrified powertrains but we still have an electrified from Mercedes-AMG. drivetrain,” confirmed Moers.

The hybridised V8 used in Aston Martin added that Valhalla deposits accounted for AMG’s forthcoming GT73e 4-Door Coupé and S63e (News, “a chunk” of its 2020 revenue but declined to elaborate on the p6) is the most likely candidate extent of the customer interest. for use in future Aston Martins – particularly the DBX, which The transformation of the already uses the combustion Valhalla suggests that Aston Martin’s new V6 – which was set element of that powertrain.

The next-generation C63’s to be used in the DB11, DBX and controversial four-pot hybrid Vantage – looks to have been set-up is unlikely to be used written out of future product by the British firm, though. plans altogether in favour of

Valhalla was set to use a 1000bhp twinturbo hybridised V6

TOYOTA CONFIRMS NEXT-GENERATION CITY CAR FOR EUROPE

Toyota has confirmed plans to renew its affordable city car offering in Europe, although it stopped short of confirming whether it will retain the Aygo name.

The new model will keep costs down by using a variation of the Yaris supermini’s GA-B platform with non-electrified engines. It is likely to be priced in line with the current Aygo – from around £12,500 – and prioritise interior space and utility.

Previous spy shots suggest the styling will draw heavily on the Yaris but retain some of the Aygo’s characteristic cues.

Toyota Europe boss Johan van Zyl confirmed in 2019 that a new Aygo was being developed in Belgium and will be assembled Toyota’s new city at the same plant as the current car will use Yarisderived platform car in the Czech Republic.

NEWS

CONFIDENTIAL

THE NEW PORSCHE 911 GT3 can be painted in a new shade of Shark Blue, which was inspired, curiously, by a boat that GT boss Andreas Preuninger saw on holiday.

“I was lying on the beach in Sardinia and this big, beautiful superyacht passed by – 300ft, very elegant – and it had this gleaming blue hull,” he said. “I was on my feet with my camera, because I thought ‘that’s exactly the colour we need’, and the rest is history.”

Other GT3 hues include Lava Orange, Python Green and Racing Yellow.

MK3 NISSAN QASHQAI development mules covered thousands of miles all over Europe, but one of the most arduous places visited was Milton Keynes, according to R&D chief David Moss.

“Driving anything across Milton Keynes and back is much harder on an engine than you would think, so it’s one of our ‘tough scenes’,” he explained. “We know that our worst scene in the UK is roundabouts. We built Japan’s only roundabout at our test track, because they needed to understand how customers use them.”

CUPRA CEO WAYNE Griffiths has indicated that the marque will continue to develop ICE models as long as there is demand for them in Europe. “I think there will still be combustion beyond today,” he said. “[The] EU7 [emissions standard] comes in a couple of years, and up to 2030 combustion will still play a role. But we will see the tipping point from then onwards, particularly in the UK.” Cupra’s new Formentor VZ5 is its most powerful model yet, taking 385bhp from a turbocharged five-cylinder petrol engine.

3 MARCH 2021 AUTOCAR.CO.UK 11

Date: 26.Feb 2021 11:53:28

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

AUDI E-TRON GT TESTED 19.2.21, BUCKINGHAMSHIRE ON SALE SPRING PRICE FROM £79,900

Is this luxurious, performance EV a Porsche Taycan clone in a more sharply creased suit or does it offer something different?

22 AUTOCAR.CO.UK 3 MARCH 2021

Date: 26.Feb 2021 11:53:37

H

ere’s a test of character. Perhaps the first I can remember being like this. Can two batteryelectric vehicles that share so many of their underpinnings feel like two different cars, from different brands, when both have a premium and performance slant? When both marques scream individuality?

This striking four-door saloon is the new Audi E-tron GT, tested here in two derivatives. One, shown on these pages, is the RS E-tron GT. That’s RS as in RS6 or RS7, the really fast version. Then there’s the E-tron GT quattro, a slightly slower variant that gets ‘quattro’ in its name when the RS doesn’t, somewhat confusingly.

On Audi’s numerical power output scale, this is a ‘60’, although it doesn’t appear to be badged as such anywhere but on Audi’s online configurator. But the 60 and RS are different variants of the same car.

That car is a big five-seater, which at 4.99m long is the same length as an Audi A6 but is wider and much lower.

Which, to my eyes, makes it look rather spectacular, although when one is pinned three inches from your boot, you may think differently.

The underpinnings are the telling thing, though, and they’re the Volkswagen Group’s J1 platform, which is also beneath the Porsche Taycan. As in, they’re really, really the same as the Porsche Taycan, down to wheelbase, battery size, motor positions and some outputs. There’s much more shared than most internally combusted cars from different brands on the same platform.

As with the Porsche, then, there’s a 93.4kWh total capacity battery with an 83.7kWh usable section. One motor at the rear, another at the front, four-wheel drive and a two-speed gearbox for the rear only, which is rarely used (launch control and the most dynamic modes only).

Both E-tron GT variants share the same 235bhp max output front motor, while the rear motor makes a max of 429bhp in the 60 and 449bhp in the RS. But their combined totals aren’t as much as that because they never reach them together. And even then, the max is an overboost during launch control for 2.5sec only.

The short of it, then, is that the 60 makes 469bhp and the RS makes 590bhp most of the time. For a couple of seconds during launch control – so not really long enough or in enough conditions to count – that goes up to 523bhp and 637bhp respectively. That puts the 60 at the same output as a Taycan 4S and the RS a little less powerful than a 671bhp Taycan Turbo, which is presumably deliberate.

Anyway enough numbers for now.

(There will be more later, I’m afraid.)

Open the GT’s frameless doors and you’ll find an interior rich on material quality and Audi design. No hint that you’re in any other brand than an Audi in here. This is one of the things that the VW Group does well, which is why, I suppose, we perceive ◊

3 MARCH 2021 AUTOCAR.CO.UK 23

Date: 26.Feb 2021 08:50:20

TESTER’S NOTE If the charging station you’re headed to is plumbed into the sat-nav, the battery will heat or cool itself in advance of your arrival so it’s at an ideal temperature for rapid charging.

Thereafter, reckon on around half an hour for an 80% charge from 100kW sources. RL

TESTED 23.2.21, GLOUCESTERSHIRE ON SALE SPRING

MERCEDES-BENZ EQA 250

Compact electric crossover reduces the brand’s entry-level EV territory to £40k

T

he EQA marks the moment another legacy car maker moves its electric car roll-out into a higher gear. Astonishingly, it’s a compact crossover, and one that will act as the crucial entry-level EV for Mercedes – a zero-emission, threepointed hook for those who can’t stretch to the £65,000 EQC SUV, and one designed to challenge the Volkswagen ID 3 and upcoming Tesla Model Y. Following the EQC and the EQV, the EQA is the third pure EV in Mercedes’ EQ sub-brand, with the S-Class-flavoured EQS soon to become the fourth. However, whereas the larger EQC sits on EV-specific architecture, the EQA uses an adapted GLA platform. And unlike the EQS, whose styling will mark an obvious departure from that of the S-Class saloon, the EQA is very closely related to the GLA. Clearly, the aim has been to keep development costs in check and the asking price as competitive as possible, and to give prospective customers something that feels reassuringly familiar.

28 AUTOCAR.CO.UK 3 MARCH 2021

So what exactly is an EQA, beyond the connection to its ICE-equipped GLA cousin? For the EQA 250 tested here, the driveline consists of an asynchronous 187bhp electric motor mounted between the front wheels and a 66.5kWh lithium ion battery pack that sits between the axles and

forms a structural part of the chassis.

The body-in-white is mostly to GLA specification, although the subframes have been modified to reduce road roar that would otherwise be thrown into unpleasant relief by the quietness of the powertrain.

The basic suspension design –

EQA 250 has a front-mounted motor that dispenses 187bhp and 277lb ft

MacPherson struts up front with a multi-link rear – is also carried over from the GLA, and although it’s centred on comfort, the passive spring and damper rates have been increased on account of the battery.

At 480kg, it alone weighs as much as an entire Caterham Seven and takes the EQA’s kerb weight to 2040kg.

Cars in Premium Plus specification, such as this one, then come equipped with two-mode adaptive suspension and 20in wheels, although owing to its winter tyres, this German-spec car rides on the standard 18in wheels.

Range on the WLTP cycle is 263 miles. The similarly sized but £6000 less expensive Kia e-Niro claws 282 miles from its 64kWh battery, while the Model Y is expected to manage more than 300 miles and the top-ranking ID 3 Tour is claimed to deliver 336 miles, courtesy of its generous 77kWh capacity.

Mercedes says more EQA variants with greater driving range are on stream but gives no figures. Some of those derivatives will also gain an additional, potent electric motor on

Date: 26.Feb 2021 10:54:17

FIRST DRIVES LE T THE CA R M ATCH REGEN TO THE ROUTE

Familiarity breeds not contempt but content, broadly speaking, inside

I suspect you could drive an EQA for hundreds of thousands of miles without ever needing to change the brake discs. Admittedly, this may not surprise you. Like any electric car, the Mercedes employs regenerative braking, whereby the drive motor spins in reverse and provides driveline resistance to slow the car instead of using the physical bite of pad on disc. The difference with the EQA is that the system works exceptionally well.

There are three broad regen settings, ranging from ‘just a hint’ to the kind of retardation you’d get with moderately forceful use of traditional brakes, and you can rapidly flick through the presets using the wheel-mounted paddles.

It quickly becomes intuitive, but there’s also an Auto setting, which is arguably the best bit. It uses sensors to recognise speed limits and other traffic, and GPS data for upcoming bends and roundabouts, and applies the regenerative braking accordingly. Barring one or two hiccups during our test drive, it worked seamlessly, trimming momentum as much as necessary, but no more, and always right on cue. Impressive.

GLA origins are obvious but the drive battery reduces boot space

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Don’t let the responsiveness lull you into taking on ambitious overtakes

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the rear axle – one that might, says Mercedes, even be favoured over its partner at the front when it comes to propulsive duties. It leaves the door open for something fruity at the top of the range. An AMG EQA, perhaps.

But let’s not get ahead of ourselves.

How does the regular car fare?

In truth, it’s a mixed bag. Positives include the driving position, which is sporting, despite the stratum of battery cells propping it up, and more serious in feel than you might expect, but very comfortable. In general, if you like what Mercedes has done with the interiors of its small ICE models, you’ll like it in here because it’s identical. The broad MBUX displays are as crisp and EV-related graphics nicely executed. The touchpoints are mostly pleasant and the infotainment

controls make those of the ID 3 feel as slick as an Etch A Sketch.

Still, it’s a little plasticky in parts, given the £40,500 asking price, and doesn’t feel especially spacious.

Indeed, it isn’t spacious. The e-Niro in particular is noticeably more generous in terms of rear leg room.

The GLA is similarly cramped and so, by sharing platforms, there was never much Mercedes was going to be able to do about that, or the raised floor that eats away at boot space. A bespoke architecture would also have allowed the designers to better imbue the EQA’s cabin with the likeably lofty atmosphere found in many EVs. As it is, not even the panoramic roof or vivid lighting can save the car from feeling somewhat claustrophobic.

Good points include the natural

steering, the car’s crisp change of pace in Sport mode (although don’t let the responsiveness lull you into taking on ambitious overtakes because the car’s 91bhp per tonne is pathetic and quickly shows) and good acoustic isolation.

Less impressive is the ride quality.

In town, the suspension feels overdamped, at times lending the car an almost rickety quality on poor roads, while the feeling at speed is one of it being undersprung. You’ll even experience what engineers call ‘head toss’ on the motorway. Not a lot, but enough to become irritating. It’s possible these tyres don’t help but, broadly speaking, Mercedes seems to have missed the sweet spot here. The suspension is too unyielding in Sport and too flaccid in Comfort. Along with the overly light pedal weights, it means the EQA slightly lacks that sense of precision engineering.

Which is why it’s impossible to wholeheartedly recommend the EQA, even before you consider that options can easily take the asking price to more than £45,000, which is Polestar 2 money. As a curtain-raiser for Mercedes’ EQ range, it’s plausible

on paper and captures the urbane aesthetic the class demands, but too often this reimagined, zero-emission take on the GLA lacks the polish you’d expect from Mercedes.

RICHARD LANE

@_rlane_

MERCEDES-BENZ EQA 250 PREMIUM PLUS EV effort is only half-convincing in dynamic terms and seems expensive compared with rivals

AAABC

Price Engine

£40,495 (after gov’t grant) Front-mounted asynchronous motor Power 187bhp Torque 277lb ft Gearbox 1-spd reduction gearing Kerb weight 2040kg 0-62mph 8.9sec Top speed 112mph Battery 66.5kWh, lithium ion Range 263 miles CO2, tax band 0g/km, 0% RIVALS Tesla Model Y, Volkswagen ID 3

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Date: 25.Feb 2021 22:49:20

OUR CARS

Ford Puma MILEAGE 11,900

CITROEN C5 AIRCROSS OurC5hasitsvirtues,butplug-inperformanceisn’tone MILEAGE 2815 WHY WE ’ R E RU N N I N G IT To see if there’s more to this funky plugin SUV than a tax-friendly CO2 rating

unning this plug-in Citroën over the past few months has been an interesting experience, even if a renewed lockdown has limited my time behind the wheel.

That’s not to say it’s been sat idle this whole time. On the occasions that I have, you know, actually driven it, the car has definitely had its moments.

With a soft ride and occasionally spongy-feeling controls – the brake pedal is particularly cake-like – the C5 comes across as more of a bean bag on wheels than anything else, which makes it a comfy thing to point down a motorway. Bump absorption at low speeds is decent, too, but every so often it drops the ball. The suspension doesn’t like craters and potholes too much, and even more gently scarred, porous stretches of road will see the wheels drop out from underneath you with a thump.

The steering is also really light and

R

LOVE IT WE LCO M I N G VI B E Relaxing, chilled-out sense of dynamic character makes this a largely comfortable car in which to spend time.

LOATHE IT E LEC TR I C R AN G E Cold weather nukes the electric range. Pricey to top up at public chargers in urban environments where cars like this should appeal.

Claimed EV range seems unattainable devoid of feel. That makes it easy to operate at low speeds, but you won’t feel inspired to grab it by the scruff of the neck and throw it down your favourite B-road.

All of which is fine, I guess. I’m happy enough to mooch about, and this car is mostly pretty good at that.

Run on battery power and you’ll find it’s both quiet and punchy enough to keep pace with urban traffic, and when the petrol engine does step in, it does so in a very discreet fashion.

That said, I do have one really rather big gripe with this car, and that’s the 13.2kWh battery’s paucity of electric range. I wrote in my introductory report that I’ve only been getting 16 or 17 miles from a full charge when I should – so the WLTP claim goes – be seeing closer to 30 miles. Obviously the cold weather won’t be helping here, but I was recording that sub-claimed range long before the recent cold snap, and it didn’t exactly improve with that.

With no access to a home charger at my rented flat, I’m currently paying about £8 to top the battery up, which, frankly, is terrible value for the pitiful range I’ve been seeing. I could spend

£5 on petrol and go further in a Lamborghini Aventador SVJ. Of course, you could argue that a plug-in hybrid simply doesn’t suit my current living situation, and I would agree with you. If you don’t have access to off-street parking and a governmentsubsidised home-charging wallbox that can feed cheap electricity back into its battery, then you should steer clear.

But what about those company car buyers who might be in a similar living situation to me, but have bought a PHEV simply to slash their benefit-in-kind obligations?

The savings would mean someone in the 40% tax bracket could potentially make up the approximately £5500 list-price difference between this car and a range-topping petrol in about two years, so those people must exist.

Somehow, I can’t see them bothering to seek out a public-access point before paying a premium to top their batteries up, all so they can keep their green credentials intact.

So that’s my main beef with this car, although it’s a moan that could apply to any PHEV. Otherwise, I quite like it. I just hope I’ll start seeing a bit more range as the weather warms up.

SIMON DAVIS

TEST DATA C I T RO E N C5 A I RC ROSS PH E V PURETECH 180 FLAIR PLUS Price new £36,845 Price as tested £37,865 Faults None Expenses None Economy 43.0mpg Last seen 3.2.21

OWN ONE? SHARE YOUR EXPERIENCE simon.davis@haymarket.com

LAST SEEN 10.2.21

The Puma’s Normal, Eco, Sport, Trail and Slippery driving modes alter the steering, throttle and traction control response. I spend most time in Normal, so Sport was a surprise.

Steering is more positive, the throttle sharper and the dash gets a dynamic makeover. I’m increasingly conscious of my heavy right foot, but Sport is more engaging when I get off the motorways. LL

Ford Focus ST MILEAGE 5997

LAST SEEN 27.1.21

Ford sells two hatchback STs for around £30k. The Puma ST is less powerful than the Focus and smaller inside, and it has a beam rear axle in place of the Focus’s multi-link setup. Why would you buy one? If you care about driving or ride comfort, you wouldn’t. The Focus now has its first home-grown scalp to add to its growing tally of victories. AF

Volkswagen Golf MILEAGE 520

LAST SEEN 10.2.21

The minimalism of the Golf’s interior extends beyond the paring back of buttons: even by modern standards, its gear selector is on the stubby side. But it’s well designed and has a satisfying feel, making it easy to flick from drive to reverse – most of the time. It’s so low that a few times I’ve missed it and pulled the electronic handbrake on instead. JA

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