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NEW ROLLS COUPE We join top-secret test of jaw-dropping electric flagship It’s set to be the quietest, comfiest Rolls-Royce ever

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Electric Rolls Spectre to be new-age Phantom coupé Autocar gets exclusive access to luxury firm’s first EV ahead of 2023 launch

he Rolls-Royce Spectre will be positioned as the spiritual successor to the Phantom coupé in the luxury marque’s range when the new electric model goes on sale at the end of 2023. The engineering parameters for the Spectre are now being set as the Goodwood firm begins the almost two-year testing programme, which Autocar has been granted unprecedented early access to as the car undergoes winter testing near the Arctic Circle at the start of its development.

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This included an early ride in a development mule, just the sixth Spectre development car to have been created. The positioning of the Spectre within the firm’s range has now become clear, too, beyond simply being ‘the electric Rolls-Royce’. The company has decided against replacements for the Wraith coupé and Dawn convertible. No more orders are being taken for the pair, and the last cars will be built in early 2023. As a result, Rolls-Royce has made space for the Spectre

to fulfil the role of a two-door model in the range, albeit at a larger size than either the Wraith or Dawn and more in line with the 5.6m-long Phantom coupé that was withdrawn from sale in 2016. Rolls-Royce boss Torsten Müller-Ötvös said it was important that the Spectre had a role simply beyond being an electric car. He added that, while technically possible, simply making one of its existing models electric was never seriously considered as this would not add as much

Last Wraiths will be built in 2023, leaving space for the Spectre

Spectre is set to fill void left by discontinued Phantom coupé

Focus on aerodynamic efficiency extends even to a redesign of the firm’s 111-yearold Spirit of Ecstasy mascot. The new version, appearing first on the Spectre, is shorter, sleeker and more obviously focused on speed.

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to the brand as a bespoke bodystyle would. “It is first a Rolls-Royce, and then it is electric,” he said. Underpinning the Spectre is the firm’s Architecture of Luxury modular aluminium spaceframe but beyond that it is a very different proposition from the Phantom, Ghost and Cullinan models that also use the platform. Sited between the axles is a 700kg battery pack, a joint development between Rolls-Royce and parent firm BMW that uses cobalt and lithium mined from

certified sources in Australia and Morocco. Beyond the weight of the battery, no other technical details of the model have yet been confirmed. However, Rolls-Royce director of engineering Mihiar Ayoubi offered lots of insight into the wider technical development of the Spectre and its early progress. The battery, for example, plays a key role in the overall package. It is completely flat underneath to allow for a smooth floor to improve aerodynamic efficiency. The battery’s

mounting also enables better weight distribution front to rear for improved ride comfort and handling, and a low centre of gravity. In addition, it has acoustic benefits, allowing Rolls-Royce to use less than the 120kg of soundproofing found in the Phantom. Rolls-Royce has confirmed that the car will ride on 23in wheels in production, the largest fitted to a coupé since the 1926 Bugatti Royale, and that it will adopt a twin-motor set-up with one sited on each axle for four-wheel drive. ◊

Early Spectre mules are testing basic components in Sweden

6 APRIL 2022 AUTOCAR.CO.UK 7

Rolls-Royce will sell only electric cars from 2030, but CEO Torsten Müller-Ötvös is adamant that EV tech won’t necessarily prompt an increase in retail prices. “We never price ‘cost driven’. We price ‘segment driven’,” he said.

WE RIDE IN A SPECTRE TEST CAR That Rolls-Royce says development of the Spectre is only 25% complete is testament to how high its standards are for comfort and isolation, because it already has a level of ride comfort and noise isolation that many

premium saloon makers would be proud of after only a few short weeks of road testing. This much is clear from the passenger seat of Spectre test mule number six, where we are sat alongside Jörg Wunder, head of projects at

Wunder (left) tells Tisshaw: “The car’s good for the early stages”

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Rolls-Royce, for a short drive on some of the icy roads on the outskirts of Arjeplog, Sweden, on the edge of the Arctic Circle. Wunder is happy with progress so far. “It’s been a successful season, absolutely,” he says. “The car is good for

the early stages with the right DNA.” From the passenger seat, that DNA seems to be carried over from any other Rolls-Royce. The marque’s cars are the quietest and most comfortable out there. It’s a tick in that box based

Spectre test car already has excellent ride comfort and is quiet

on this early progress. There is also effortless on-demand torque, as well as safe, predictable handling, judging from the way Wunder calmly steers around the most slippery of corners, the car feeling confident and stable throughout. Is there a temptation to dial up the Spectre’s handling, given how much performance is likely to be offered by the electric drivetrain, and the sophistication of its chassis systems, I ask him. “It’s a coupé, so we want it to handle, but it needs to be comfortable. Extremely sporty is not for our clients. We need to lean on comfort, we need to make the steering extremely precise, and you should feel safe by driving the car, not the car driving you.” Testing is, of course, much

NEWS The new Spectre will have a 700kg battery mounted in a flat floor

INSIDE THE SPECTRE, ABSOLUTE SILENCE IS POSSIBLE – BUT NOT DESIRABLE operation, but the absence of an engine and an exhaust system in the Spectre should help to take that to the next level. Indeed, absolute silence inside the cabin was a possibility but not a totally desirable option. “Contributing to noise are the exhaust, engine, Ayoubi on suppliers: “We’re demanding” wind and the tyres,” said director of engineering Mihiar One of the aspects still up for discussion in the development Ayoubi. “This does without the first two of them. We could of the Spectre is exactly what give the customer the option noise the EV will emit on the of a noise, or silence. We could outside to alert pedestrians even get real silence. But the to its presence, and just how problem with absolute silence quiet the firm will make the is that people cannot stand it car inside. forever. You need a minimum Rolls-Royce models are amount of noise.” famed for their quiet, calming

Architecture of Luxury platform will be modified for the Spectre

more than dynamic set-up: it is about making sure the car’s complex systems work as they should in all conditions and environments. “We have a feeling and prognosis of how it will work in hot conditions as well, but we now need to get there and test it,” says Wunder. A key part of the test team is Martin Christie, a senior engineer at Rolls-Royce who has been involved in the development and set-up of every car to come from Goodwood. He says he is “like a child with lots of new toys” now the firm is making the switch to electric, and the possibilities this opens up for Rolls-Royce to push the boundaries even further in terms of comfort, quietness and refinement. “It’s almost ludicrous what you can do,” he says.

Familiar chassis technology from other Rolls-Royce models, including the rear-wheel steering and active anti-roll systems, are carried over, too. In terms of styling, the split headlight design of the Phantom coupé will return on the Spectre. Ayoubi said the initial development at the firm’s test site in Arjeplog, Sweden, was to first ensure the prototypes function as expected and then set the parameters for the tests to come. “The car has only just learned to walk,” he said. In this early development (the Spectre mule we saw was just 25% representative of a finished production example),

much of the work is ensuring the basic components – such as the windows, doors, heating and cooling, and rubber seals – work as they should in an extreme environment. But “as silence is luxury”, said Ayoubi, “they need to not only perform in these conditions but perform silently”. Also ongoing was the start of the development of the car’s new “electric backbone”, said Ayoubi, which contributes to the Spectre being “the most connected Rolls-Royce ever”. Although there are fewer mechanical parts than in one of the firm’s V12 models, there is a huge increase in intelligent electrical systems that are

Of the two remaining types of noise, the firm is already developing an aerodynamic package to help reduce wind noise as much as possible and discussing options with tyre suppliers. Ayoubi joked that RollsRoyce’s requirements led to “our suppliers not liking to

work with us any more!” He added: “We’re demanding. Tyres are the only connection point to the road. They have to do a huge amount: efficiency, acoustic, safety, braking, driving dynamics. And then RollsRoyce comes along and says: they’re not perfect enough.”

No exhaust, no engine: the Spectre could deliver ‘real silence’

interconnected and controlled by this electric backbone. In total, there are 7000 metres of cabling in the car, whereas a regular premium car will have around 2000 metres. “We have highly integrated hardware with software intelligence,” said Ayoubi. “The systems are intelligent now. We have multi-channel, multi-control systems and we have developed algorithms to harmonise the work of these competing systems. “We have 25 times more algorithms in this car. There are 1000 high-level functions with up to 25,000 sub-functions. There are 141,200 send and receive functions in this car, each with a tolerance of 25 milliseconds and they should not fail.” This is known as ‘RollsRoyce 3.0’ and refers to the firm’s new way of developing cars in its upcoming electric era. Development will soon end in Arjeplog and move on to highspeed testing at the Miramas

test facility in France and hot weather testing in Dubai and southern Europe, as well as at the firm’s engineering base in Munich and its Goodwood headquarters. Testing will return to Arjeplog at the end of the year “to see how much the prototypes have learned”, said Ayoubi. In total, some 2.5 million kilometres (about 1.55 million miles) of testing will be done and more than 30 prototypes will be built. As for early sales success, Müller-Ötvös said Rolls-Royce is already taking orders and deposits for the Spectre, including from people who are new to the brand. The firm forges close relationships with its customers and has consulted with them on its plans to make an electric car since as far back as the 102EX concept of 2010, an all-electric Phantom that customers were able to test. MARK TISSHAW

❝

There are 7000 metres of cabling in the Spectre, compared with 2000 metres for a regular premium car ❞

Rolls first publicly sought customer views of EVs with the 102EX 6 APRIL 2022 AUTOCAR.CO.UK 9

Solid-state batteries will enable production version of Max-Out

New Z won’t be sold in Europe due to emissions regs

Nissan: sports cars still viable Japanese firm will continue to make enthusiast cars thanks to solid-state batteries

erformance and enthusiast cars are still part of the plan for Nissan and solid-state batteries are key to making them viable in Europe in the EV era, according to company executives. As the Nissan GT-R supercar bows out after a lengthy 13 years in production with no replacement lined up, and with tight emissions rules keeping the new Z sports coupé out of Europe, the Japanese brand looked set to continue without an enthusiast offering in this market. However, Nissan executives have confirmed to Autocar that, thanks to advancing battery technology, performance cars are definitely “on the table”. Nissan recently unveiled a quartet of concept cars. The

Chill-Out compact crossover is the closest to production, as it previews a replacement for the Leaf. It will be an electric crossover based on the same CMF-EV architecture as the Nissan Ariya coupé-SUV and will be built in Sunderland. The concepts also included the Surf-Out pick-up truck and

the Max-Out sports car. When asked how realistic those were, François Bailly, senior vicepresident and chief planning officer for the AMIEO region (Middle East, India, Europe and Oceania), said: “We announced 23 new electrified models, 15 of them EVs, and we’ve revealed five so far. The question is:

Surf-Out concept is a futuristic pick-up truck for the electric era

what is the next phase?” Two of those 15 EVs are the Leaf replacement and a successor for the Micra supermini, and the suggestion is there is room in that product plan for enthusiast cars. As well as for the GT-R and Z, there is a lot of enthusiasm – especially outside Europe – for

Chill-Out previews an electric crossover replacement for the Leaf

NEW BMW i3 IS 3 SERIES EV FOR CHINA

GOODWOOD TO HOST 1233BHP CZINGER

The BMW i3 name has returned for a second generation, but this time it’s an electric version of the 3 Series long-wheelbase saloon. Exclusively for China, it uses a 287bhp motor at the rear and a 66.1kWh battery to offer a range of 327 miles.

New US firm Czinger will bring its 1233bhp 21C to the Goodwood Festival of Speed in June and has appointed HR Owen to handle UK sales. Its electrified V12 has won it the best lap at Laguna Seca, and the hillclimb record might now beckon.

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the Patrol. Bailly told Autocar that the solid-state battery technology Nissan is working on is likely to make these cars possible by giving them the range they need without adding excessive weight. Bailly even went so far as to confirm internal discussions are under way on a potential

NEWS Hopes are high for an electric-powered GT-R successor

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IMAGE CROSSOVER CUES FOR MICRA EV At the other end of the spectrum, Nissan remains committed to smaller, more affordable cars. “It’s superimportant,” said François Bailly. “In Europe, it’s a key segment, and having those younger customers going to EV, so you’re building the new generation, is essential.” The Micra replacement won’t be a traditional hatchback, though. Based on the CMF-BEV platform, it will be a compact electric crossover built alongside the revived Renault 5 in Douai. Bailly said: “The EV market is clearly moving towards crossovers, for good or bad reasons. You have the stance, the perceived safety, the cargo space. Crossover is a key strategic axis.”

ZED’S NOT DEAD, BABY F E L I X PA G E

Nissan’s transformation of its pioneering Leaf EV into a high-riding crossover for its third outing should come as no surprise, given how much success the firm has had in this sphere with the Juke and Qashqai. Indeed, until recently, with the GT-R and Z bowing out of Europe, it seemed Nissan was to go all-out on accessible SUVs, drawing a line under several decades of sublime sports cars. Not a particularly enticing ideal for anyone who’s ever seen a 350Z take a corner at 100mph and 90deg or

jumped clear of an R33 GT-R’s flaming exhausts. But with solid-state battery technology throwing a lightweight lifeline to niche sports cars, Nissan looks primed to come back to the segment with its arms swinging. It’ll need to: Toyota recently showed off a new EV sports car in the vein of the MR2, Porsche’s 718 duo will go electric by 2025 and Lotus and Alpine are working on nimble two-seat EVs of their own. The sporting renaissance is on, for sure, and the more brands taking part the merrier.

Cars like the 350Z have helped forge Nissan’s sporting cred

electric follow-up to the GT-R: “In the end, it will be a prioritisation so, yes, we’re looking at it. We’re all car people, right?” However, he added that more mainstream models will come first: “I would love to have an EV sports car, but we need to organise. We’re not ready to announce the sequence, but it’s clearly on the table.” Nissan’s timetable for solidstate batteries gives clues to when enthusiast-oriented EVs could arrive. Research is in a relatively advanced phase and a pilot factory is due to come online in 2024. The technology is expected to be ready by 2026 and the first production cars using it should be on the road by 2028. This new technology ought to markedly increase energy density and speed up price parity between electric and petrol and hybrid cars. Nissan estimates an initial cost of $75 (£57) per kWh, compared with the current cost of around £100 per kWh. ILLYA VERPRAET

Q&A GUILLAUME CARTIER, AMIEO REGION CHAIRMAN, NISSAN

Why is Nissan only now launching its second EV? “Today, we have a vision until 2030 and that’s something which is new in Nissan. Until recently, we were more acting on MTP [medium-term plans], so a kind of three- to five-year cycle. Now we look 10 years ahead. The second point is that not only do we have vision but we have a clear view of electrification. Today, you have to decide: do I invest in EV or in EV and ICE? We will not invest in Euro 7 [for non-hybrid cars].”

What’s the plan for Nissan’s Sunderland operations? “Nissan is recognised as a Japanese company, of course, but the decision has been made that we invest and we manufacture in Europe, in the UK. That’s a big statement, because the company has more than 40 plants. So why in the UK? Because there is the know-how and we have built the full ecosystem, which is of course to build cars there but also to be in a position to have the battery production – the gigafactory for 9MW – next to the plant.” How will the RenaultNissan-Mitsubishi Alliance differentiate EVs on the same platforms? “Even if you look at some of the platforms that are used for cars in the same segment, the cars are really different, because the way we design cars is totally different. In

the Alliance, there are many things that aren’t necessarily visible but really important.” How is Nissan affected by the chip crisis and the war in Ukraine? “It’s better than it was. So we’re planning to increase [car production] dramatically, but this year, globally and in Europe, the demand isn’t yet at the level that we want. So little by little, we’re growing.

But I’m optimistic. I think it will definitely be better in 2022 than it was in 2021. “In Ukraine, we’re taking care of our people. We have more than 40 families [there], and the first thing that we’ve put in place is to make sure we keep them safe. And for the moment, we aren’t keeping any cars over there. [In terms of parts supply] we’ve looked at it but we don’t have a major single sourcing in Ukraine.”

Nissan is investing in its UK plant because it has the ‘know-how’

EXTRA POWER FOR ELECTRIC HOT HATCH

AN ASTON MARTIN FOR REAL-LIFE SPIES

The Cupra Born has gained two e-Boost variants with the motor uprated from 210bhp to 228bhp. The 58kWh car (from £37,445) gets 264 miles of range and a 6.6sec 0-62mph time, the 77kWh car (from £41,795) 340 miles and 7.0sec.

Aston Martin Vantage owners in the US can now pay $32,500 to armour their car, and they don’t even have to visit MI6’s basement. AddArmor’s B4 package brings strengthened doors, an armoured firewall, bulletproof windows and run-flat tyres.

6 APRIL 2022 AUTOCAR.CO.UK 11

B4 key stats: 488bhp, 538lb ft, 0-62mph in 3.7sec, 187mph max

Cabin reflects B4’s remit to be refined and comfortable

OFFICIAL PICTURES

Alpina B4 outpaces M4 Comp

New BMW-badged B4 arrives as Gran Coupé with M4 Competition-crunching stats

lpina has filled the gap between the BMW 4 Series and BMW M4 Competition with the second-generation B4, which has gained a pair of rear doors for the first time. Based on the 4 Series Gran Coupé, the reborn Audi RS5 rival arrives just weeks after the Buchloe-based tuning brand was acquired by BMW and the car is thus officially

named the BMW Alpina B4. As with the 3 Series-based Alpina B3, the new B4 uses a tuned version of the S58 twin-turbocharged 3.0-litre straight-six petrol engine, but with outputs boosted slightly to 488bhp and 538lb ft. That’s only slightly less power and 59lb ft more torque than the 503bhp M4 Competition. Despite the power deficit and weighing 240kg more than the

more hardcore two-door car, the B4 is actually 0.1sec quicker across 0-62mph, needing only 3.7sec for the sprint. It also pips the M4 Competition for top speed, achieving 187mph. The B4 manages 28.0mpg on the WLTP cycle and emits 229g/km of CO2 . Modifications to the engine include bespoke turbine housings that “convert exhaust gas energy into

Niro raises game for Mk2 trio THE SECOND-GENERATION Kia Niro has been “redesigned from the ground up” to meet growing competition, according to the firm’s bosses, who have given full details of the car ahead of UK sales opening later this month. Although the Niro builds on its predecessor’s styling, it uses a new Hyundai Motor

Cabin is now slightly roomier 12 AUTOCAR.CO.UK 6 APRIL 2022

Group platform for electrified vehicles, the K3 architecture, and has grown slightly. It is 65mm longer, with the wheelbase increased by 20mm, for a mild boost in interior space. The hybrid version will use a 1.6-litre petrol engine mated to a 43bhp electric motor, giving total outputs of 139bhp and 199lb ft. The 180bhp plug-in hybrid features the same engine and a 111bhp electric motor, which is powered by an 11.1kWh battery – up from 8.9kWh in the old model – giving an extended EV-only range

of 40.3 miles. The PHEV model also features a built-in 5.5kWh Positive Temperature Coefficient heater, which helps to extend the driving range in colder conditions and means that owners can utilise a pre-heating system. The hybrid and PHEV are powered by a six-speed automatic, with reverse gear now solely electric powered. The Niro EV, due in August, retains the same 201bhp electric motor as the previous model. A 64.8kWh battery will be the only option in the UK, offering a range of around 287 miles, 0-62mph in 7.8sec and

BMW Alpina B4 is priced from £80,663 and hits UK roads in July

Similar-style design sits on a new platform

a 10-80% charging time of 43 minutes using a DC charger. It also gains a vehicle-toload output function similar to that of the EV6, with the ability to power devices at speeds of up to 3kWh. The charging socket has moved to the centre of the

car’s front grille and the electric model has gained a 20-litre ‘frunk’, which houses the charging cables. The Niro has a total luggage capacity of 495 litres in EV form, compared with a 451-litre boot in the HEV and 348 litres for the PHEV.

NEWS boost pressure” at low engine speeds, a larger intercooler, an upsized air filter system and an optimised cooling system. The gearbox has been reinforced, too, to cope with the substantially boosted torque output and is configured to send the bulk of the engine’s power rearwards, “as befits the athletic character” of the car. Unlike the M4, the B4 is geared towards providing not only “high-level driving dynamics but also lots of comfort for relaxed touring”. The chassis has therefore been extensively modified in keeping with this billing. Alpina lists upgrades including new bulkhead reinforcement struts, stiffer bushings and mounts, bespoke front anti-roll bars and a unique spring and damper configuration among the hardware changes that give the B4 a distinct character. Variable dampers are said to give “noticeable differentiation between the various driving modes”, while three different modes of steering response are available. The brakes have been upgraded, too, with four-piston calipers gripping 395mm discs at the front and floating calipers paired with 345mm discs at the rear. Drilled, lightweight composite discs are optionally available. As is customary for an Alpina car, the styling differences over the standard 4 Series are much more subtle than those of the M4. Unique bumpers, spoilers, exhaust exits, side skirts and badging are the obvious telltales, plus there’s a new interpretation of the brand’s hallmark 20-spoke alloy wheel design. Alpina says a new manufacturing process means

HOW B4 FITS IN

JESSE CROSSE

OLD BATTERIES NEVER DIE. THEY SIMPLY FADE AWAY – AS STORAGE

BMW M440i xDrive Gran Coupé Power 369bhp Torque 369lb ft Kerb weight 1825kg 0-62mph 4.7sec Top speed 155mph Price £55,695

BMW Alpina B4 Gran Coupé Power 488bhp Torque 538lb ft Kerb weight 1965kg 0-62mph 3.7sec Top speed 187mph Price £80,663

BMW M4 Competition Power 503bhp Torque 479lb ft Kerb weight 1725kg 0-62mph 3.8sec Top speed 180mph Price £76,990 these 20in wheels tip the scales at just 12kg each. The B4 is now available to order, priced from £80,663, with deliveries starting in July. FELIX PAGE

300bhp for GR Corolla TOYOTA IS GOING after the Honda Civic Type R and Volkswagen Golf R with a new entry to the fearsome hot hatchback segment: the long-awaited GR Corolla. The latest entry to the Gazoo Racing performance division’s family of sports cars uses a turbocharged 1.6-litre threepot engine familiar from the acclaimed GR Yaris, but with

UNDER THE SKIN

power hiked up substantially to 300bhp and torque boosted slightly to 273lb ft. The brand has yet to confirm performance figures, but expect a 0-62mph time nudging 5.0sec. It joins a quickly expanding line-up of GR-badged hot Toyotas, alongside the GR Yaris, GR Supra and GR86. This one, however, is not destined for sale in the UK or Europe.

Toyota’s latest hot hatch should crack 0-62mph in around 5.0sec

THE IDEA OF giving EV batteries a second life when their capacity drops to 80% or less seemed written into some imaginary EV plan even before the Nissan Leaf was launched in 2010. That gradual decline in the capacity of a lithium ion battery could begin after eight years and 100,000 miles or so, although Nissan has said in the past it has examples of Leafs that have clocked up almost 200,000 miles with minimal reduction in capacity. When the time does come for retirement from a car, batteries can be used as stationary energy storage systems, something that makes a good ﬁt for balancing the peaks and troughs of electricity grid power generation, storing renewable electricity locally, or for portable power. A McKinsey report predicts demand for used EV battery storage could exceed 200GWh (200 billion watt-hours of storage) per year by 2030 in a market worth almost £23 billion by then. It’s already happening and Jaguar Land Rover is one of the latest manufacturers to reuse batteries, from I-Pace development cars in partnership with energy storage systems specialist Pramac. Some 85% of the original packs, including modules and wiring, are used to make Pramac Off Grid Energy Storage Systems, with the rest being recycled. The ﬁrst example has a capacity of 125kWh, which, JLR estimates, would be enough to power the average family home for a week, or fully charge an I-Pace with power to spare. Elsewhere, Audi announced at the end of last year that it had partnered power generation company RWE on an energy storage system built using decommissioned lithium ion batteries taken from development Audi E-trons. In total, 60 batteries were combined to provide temporary storage amounting to 4.5MWh (4.5 million watt-hours) of energy. The system stores renewable hydroelectric energy generated by the Hengstey reservoir at Herdecke, North Rhine-Westphalia. The batteries have been installed in a purpose-built 160-square-metre hall at the reservoir’s pumped-storage plant. Nissan, meanwhile, set up the 4R Energy Corp in partnership with the Sumito Corp

It’s predicted that EV batteries will have a decent second life of 10 to 15 years when used for stationary energy storage.

even before the Leaf went on sale. Because the Leaf has been in production for 12 years now, decommissioned batteries are becoming available for other uses. The battery components are graded when they come into the plant and those getting an ‘A’ grade can be reused as an EV high-performance battery. Those with a ‘B’ grade are good enough for industrial machinery such as forklifts or large-scale stationary energy storage in both industrial and domestic applications, where they are ideal for storing energy from solar cells in classic ‘make hay while the sun shines’ scenarios. Skoda also began a project last year in conjunction with Czech technology company IBG Cesko to repurpose used 13kWh batteries from the Superb iV and Octavia iV plug-in hybrids and the 82kWh Enyaq iV EV. The resulting storage units are destined for Skoda dealers, each with a capacity of 328kWh and a power output of 150kW. The energy storage systems can be scaled up or down and their use effectively reduces the carbon footprint of each battery.

VORSPRUNG DURCH VR FUN From this summer, Audis equipped with the MIB 3 infotainment system will have an inbuilt virtual reality entertainment system for rear passengers who are over 1.5 metres tall and sitting in the outer seats. The system will support the use of Holoride VR headsets, which produce virtual reality content linked to the car’s movement, journey time and route taken.

6 APRIL 2022 AUTOCAR.CO.UK 13

Lotus benchmarked Taycan in developing its EV architecture The Eterne saloon was one of six aborted Lotus concepts shown at the 2010 Paris motor show. Planned for launch in 2015, it was set to rival the Aston Martin Rapide with a supercharged 5.0-litre V8 and a £120k list price.

IMAGE

Type 133 saloon will draw on tech used by Eletre SUV

Lotus primes hot Taycan rival Electric saloon will arrive next year as a driver-focused car with 4WD and 592bhp

aving unveiled its crucial Eletre SUV, Lotus will now shift focus to readying its second Chinese-built ‘lifestyle’ EV, the Type 133 saloon, for launch in 2023. The Type 133, which will follow Lotus convention in getting a name beginning with ‘E’ in production guise, will provide the brand with a more direct rival to the hugely popular Porsche Taycan, which company bosses confirmed as one of the main benchmarking influences while developing the Eletre, despite the two cars’ different positionings. Gavan Kershaw, Lotus’s director of attributes and product integrity, said dynamic development of the Eletre was “really, benchmarking the platform”, rather than the car

itself, with a view to then rolling it out to the Type 133 and a future Type 134 crossover. Kershaw referenced the suspension technologies – “active roll control, CDC [continuous damping control], air-sprung independent active rear steer and active aero” – as features that most obviously mark the aluminium Electric Premium Architecture out as the more dynamically oriented platform in the Geely Group stable. He also said they have been ‘package-protected’ for “everything we want to do” with future electric cars, suggesting the Type 133 will follow suit with a similar set-up. “Our type of car – that we want to drive as well as it looks – requires all that technology,” he said, hinting that the

‘lifestyle’ positioning of EVs built by Lotus Technology in Wuhan, China, will not come at the expense of driver engagement. Further details of the Type 133 remain under wraps, but using the 592bhp twin-motor drivetrain from the launch-spec Eletre would line the saloon neatly up against the Porsche Taycan GTS, leaving ample room above and below for both softer and more hardcore additions to the line-up. Indeed, Lotus managing director Matt Windle confirmed that 592bhp is “where we’re starting at – there’s more to come” from Lotus EVs. Design work on the Type 133 is understood to be approaching the sign-off stage in line with Lotus’s

Lotus launched the Eletre SUV on 29 March

14 AUTOCAR.CO.UK 6 APRIL 2022

plan to accelerate product development time frames, but it will not simply take the form of a lower-slung Eletre. Lotus senior vice-president of design Peter Horbury was keen to emphasise that while “there has to be some continuity and family identity” across the range of Lotus EVs, “families aren’t made up entirely of triplets or quadruplets. Every

member of a family can have their own character.” The Type 133, then, can be expected to borrow cues from the Eletre but adopt a distinct overall design, albeit one that is still heavily influenced by Lotus’s preoccupation with aerodynamic efficiency. FELIX PAGE

» INSIDE LOTUS EV DESIGN HQ P54

LOTUS’S ‘PERFECT’ THREE-CAR GARAGE

Emira sports car and Evija hypercar now joined by Eletre SUV With three radically different models now on sale, Lotus provides the “perfect garage”, according to managing director Matt Windle, who envisions that diversification will play a key role in attracting conquest customers to the brand. Windle said: “You can own a Lotus for every stage of your life. That’s something that hasn’t been there

before, and we hope that people buy into the brand and understand what we’re trying to do.” The Emira is now rolling down production lines ahead of summer deliveries, the Evija will follow a few months behind and deliveries of the Eletre – for which 20% of the deposit target had been met even before the reveal – will begin next year.

Matt Prior NEWS

THE

NOTEBOOK

TESTER’S NOTES

AN UNDEAD MONSTER Alfa Romeo has brought back the SZ – or at least an SZ. To advertise the new FCA Heritage division’s capabilities, technicians at the Officine Classiche workshop have completely dismantled and refurbished an early example of the strikingly styled coupé that was used in early tests at Balocco and starred in the original press pictures. Alfa is offering the same treatment to SZ owners.

Some buy a special Porsche GT to drive, others to make money

CURRY IN A HURRY Former Jaguar and Aston Martin designer Ian Callum has turned to the world of two-wheelers for his latest creation. The new Rena Max, designed for Dubai-based mobility outfit Barq by the Callum agency, is a delivery scooter with storage areas in the front, middle and rear. It has a 9bhp electric motor and gets a 93-mile range from a 5.6kWh battery that can be taken out “to avoid lengthy idle charging times”.

AUDI DITCHES DIESELS Audi will launch its final new internal-combustion car in 2026, but it has already pulled diesel cars from sale in EV-obsessed Norway. As of this month, only petrol, plug-in hybrid and electric Audis are available to order in the country, where just 1% of Audi customers had been choosing a TDI variant, according to Dutch website Autoblog.

’m not sure that too many parties have come out well from last week’s launch of the MoonSwatch, the Swatch/Omega mash-up that looks like the Omega watch that Apollo astronauts used to wear but costs a more Swatch-like £207. The new range of watches – and very nice they look, too – aren’t a limited edition, but early examples were limited in number, and for the few that Swatch sent to selected shops, it anticipated high demand. Although apparently not quite such high demand. Queues started outside the shops the night before the Saturday morning release and in London on the day grew into crowds so large and unruly that they necessitated police presence and shops being shut for the day. Some of the few watches that made it out are now being resold at big premiums. Daft, really. “It is not a time-limited edition and will soon be available again,” says Swatch.

Just look at the queue for the new Porsche Citigo RSR

❝

The idea of being forced to wait to hand over my cash or prove it’s worthy of reception riles me ❞ You could put the blame solely on people who thought it would be a good idea to swamp these stores: the worst kind of Black Friday consumerism at work. But the hype was deliberately created by Swatch’s marketing, and you would think it could have anticipated something like this happening. By not allowing online ordering (you still can’t order a MoonSwatch over the web, although it’s reported that you will be able to soon) and by sending out only a limited amount of watches, it clearly wanted to create a hubbub. Just not quite the one it got. I live near Bicester Village, where they anticipate queues like this, most notably in the run-up to Christmas, and rope off areas outside shops. So you can stand outside in winter and dream of being allowed inside to part with money you’ve worked hard to earn. I mention this because there are parallels to the car world – only you don’t see people queuing to buy the Porsche Cayman GT4 RS, because it’s £108k. But the lines exist; the hype and the demand and the flipping (buying then reselling for a profit) is all real. There are horrible bits of capitalism and consumerism, and people and projects and products that trade on all of them. Some car makers get the approach

‘right’ and some get it wrong. Buyers of limited-edition Ferraris seem very happy about things. Those who buy a lot of Porsches but still find themselves left off a list are generally less so. Either way, I find it cringeworthy. I prefer my consumerism to be a bit more straightforward and transparent. I work long hours to earn my money and would therefore prefer to give it to companies that are grateful to have it. The idea of being forced to wait to hand over my cash or prove that it’s worthy of a corporation receiving it riles me. There are a few words to describe my feelings, and one of them is usually ‘off’. Meanwhile, I’m happy to work in an industry that makes buying its products as simple as possible. We print as many magazines as you want and we put them in as many shops as we can, and we’re very grateful if you choose to buy one. There are no entry requirements. Of course, I’m still waiting for the Skoda/Porsche collaboration: a set of Citigo mechanicals that look and behave like a 1973 911 RSR and sell for £11k. You will find me in the tent outside a Skoda dealer the night before.

GET IN TOUCH

✉ matt.prior@haymarket.com @matty_prior 6 APRIL 2022 AUTOCAR.CO.UK 15

11m

Increase in the number of people with $1 million of disposable income from 2003 to 2022

Extreme Jaguar XE SV Project 8 demonstrated scope of SVO’s remit

(Source: Credit Suisse)

The JLR arm ‘dialling it up to 11’

Going upmarket and electrification are opening more doors for SVO, its boss tells us

ichael van der Sande became managing director of Jaguar Land Rover’s Special Vehicle Operations in 2018, having previously held senior positions at Alpine, Renault, Aston Martin, Tesla, Harley-Davidson, Bentley and Nissan. Here, he talks to us about how SVO sits within the wider JLR business, its main areas of operations and his excitement for the future as the firm moves to an even higher-end position and the industry transitions towards electrification. Could you explain Special Vehicle Operations for us? “We tend to do the cool stuff that doesn’t fit into a large, more volume-based manufacturing process, and that really leverages the emotional connection between

16 AUTOCAR.CO.UK 6 APRIL 2022

the customer and the car to do something even more special. “We have four activities within that. “The first is SV-badged cars, which are the highperformance and high-luxury Land Rovers and Jaguars. “Then there’s our vehicle personalisation business, which basically does anything to add more content and value to an existing model, from accessories to armoured cars. “Then there’s our Classic division, where we restore cars and buy and sell very highquality examples of classic cars. We have more than 70 years of history in both brands, so there’s a lot of cars on the road that we try to support with parts, expertise, technical knowledge and so on. And we build continuation cars in very low volumes, like the Jaguar

C-Type, D-Type, XKSS and so on. “And finally, we purchased Bowler back in 2019, and in a few weeks’ time we’re starting our Bowler Defender Challenge race series, initially in the UK. “We’re a business within a business, and we tend to look at the more niche, really high-end, really sporty, really off-road activities that you wouldn’t put through a mainstream development or manufacturing process.”

“We’ve just launched the new Range Rover SV, which adds a lot more luxury into an already luxury SUV. The Range Rover is already fantastic, of course, but there’s always a customer who wants that little bit more content, more personalisation, more materials, technology, more performance – whatever. What we do is basically dial that up as far as we possibly can, and the Range Rover SV is a perfect example of that.

How do you take a modern Jaguar or Land Rover and make it into an SVO car? “We have a slightly different strategy than most of our competition in that we dial up the content of the car to nine, 10 or even 11. But rather than making everything sporty, we try to remain faithful to the car’s underlying character.

SVO boss Michael van der Sande

“Interestingly, technology is enabling merging of segments, so these days you can have a luxury car that’s also sporty or a sporty car that’s also luxury.” Could you describe the essence of JLR Classic? “Ultimately, no luxury or premium or sports car brands live in isolation. It’s an amalgamation of your stories from the past, whether it’s Land Rover creating a segment or Jaguar winning the Le Mans 24 Hours in the 1950s. There’s a backstory that creates context and authenticity to what we do in the future. So it’s a really good way of telling stories about the brand. “That doesn’t mean we’re looking over our shoulder or looking in the rear-view mirror. We’re not retro. However, in those stories from the past,

BUSINESS there’s a lot of opportunity for us to provide context, provide relevance and, frankly, for customers to enjoy those old cars. And that’s why we treat it as a business activity, not just as a marketing activity. “So we source the best cars and sell them with good warranties. It’s really a business within the business that curates the stories of the past and supports owners of existing classic cars, helping to keep those cars on the road with knowledge, parts, servicing and so on. We’re custodians of the past acting in the service of the future.”

LE T ’S SEE JUST W H AT IT CA N DO M AT T P R I O R

I’m glad the first question was “could you explain SVO for us?”, because I’m never entirely sure that it has the clarity of some alternatives. I understand MercedesAMG, BMW M and even Q by Aston Martin. But is SVO a classic division, a developer of high-performance niche models, a coachbuilder, a restorer, a competition department or something else? Apparently, yes. Maybe that’s all fine, although I think you have to work quite hard to get into

Can electrification give SVO new avenues to explore with modern vehicles? “We absolutely are in “Clearly, when we bring out the process of electrifying our first SV electric car, we everything. I think that’s the want it to be as emotionally right thing to do. So it’s up attractive as a current internal to us to define what a great combustion engine car, and electric vehicle looks like. we’re on that path.” “I see opportunities in electrification: it makes What kind of possibilities it even more feasible to does electrification open combine different attributes, up for SVO? because an electric car is “It opens huge opportunities both comfortable and fast for segment-busting in a way that a V8 car, for cars combining different example, can’t be. There technologies seamlessly. are opportunities to merge “Take off-road capability segments and have attributes as just one example. One of that are very attractive on the facts is that an electric car multiple axes. can be much more precise in “Then dynamics offers powering individual wheels lots of opportunities to than an internal combustion differentiate ourselves from engine. That’s one way the competition and from our electric will open up that own main business, through we’re looking into. It has huge things like multi-motor solutions, tuning, torque advantages in some areas. “I’m excited, and I vectoring and so on. There are believe people will many technical still be excited by cars long into solutions that the future allow us to do as a result.” special things. Cost of the new Range Rover SV Autobiography Ultimate Dynamic

£147,441

SV is for Range Rover customers who want that ‘little bit more’

it to understand everything that SVO does. When it comes to bespoke SVO cars in future, though (currently badged SV, SVR, Project ‘x’ and maybe even SVX at some stage), I wonder how that will work. I get that I would want an SV Jaguar or Land Rover with a 5.0-litre V8 and turned up to eleventy. Will an SV EV be the same but with stronger motors and more torque vectoring? And would that be enough? I’m intrigued to find out. Where does Bowler fit in? “Many of us who have been around the car business have seen, admired and enjoyed the various exploits of Bowler over the years. It’s a very small company: when we acquired it, it was only 23 people in a small facility in Derbyshire, but they did fantastic things through their conversions of Land Rover Defenders. “From a capability and brand point of view, they’ve always punched beyond their weight, but for various reasons since Drew Bowler, the founder, died six years ago, it never was able to scale up. “We’ve focused our efforts on creating a new version of the Defender Challenge. Seven or eight years ago, Bowler and Land Rover launched the original Defender Challenge with the old Defender. “What we’re creating this year, with the new Defender, is an entry-level off-road race programme. Our intent really is to rekindle that spirit of grassroots racing, then decide whether they’re happy with that or go to more competitive classes higher up in time.” JLR’s Reimagine strategy centres on cars becoming even more luxurious. Does that fit in neatly with SVO’s purpose? “We defined the strategy for SV ahead of the Reimagine strategy, but I was very pleased to see what [JLR CEO] Thierry Bolloré is doing, as the broader company strategy aligns perfectly with our mission at SVO. My view is that when Land Rover and Jaguar move further upmarket, there will always be a super-premium or superluxury customer wanting that little bit more personalisation, performance, luxury, off-road capability, whatever it is. So it plays right into our hands.” JIM HOLDER

Councils threaten to end free workplace parking COMMUTERS COULD SOON be has among the highest public transport use in the country forced to pay to park at work, outside London. The WPL has as authorities are considering had a 47% constraining effect implementing workplace on congestion growth that’s parking levies (WPLs). saving businesses £5.5m per Currently, only businesses year and the council £11m per in Nottingham are charged year, as well as saving 7840 a yearly fee (£458 per space tonnes of carbon emissions to for car parks with more than 10 the benefit of the environment spaces) and have been for the and residents’ health. past decade or so. However, “No businesses have left other areas are now looking Nottingham due to the WPL to introduce similar schemes. and many have invested here Earlier this month, the Scottish government approved in the knowledge that they may have to pay it. There was early legislation allowing councils resistance from some in the to bring in the charge, with business community, but we’ve Glasgow City Council among had 100% compliance from the authorities that have day one.” expressed an early interest. However, businesses remain Meanwhile, Leicester City Council has been seeking views to be convinced that WPLs can ease congestion in cities, with on a WPL in the city. concerns about the chickenAccording to deputy mayor and-egg situation of taxing Adam Clarke, responsible for the environment and transport drivers before they have a realistic alternative. in Leicester, there are three Glasgow Chamber of main reasons why the council Commerce chief Stuart Patrick is pursuing the scheme. “We’ve got a huge said that although firms challenge in terms of support moves to city growth, there’s cut pollution, “there’s a lack the health impact of evidence to that comes suggest this tax from pollution will encourage and there’s Proportion of modal shift the climate households in Glasgow in our city, emergency and without access to a our obligations as there’s private car to decarbonise inadequate public transport provision transport,” he said. “We’re not anti-car. and end users don’t automatically bear the cost”. It’s about choosing the He warned that if the council right mode for each journey pushes on with a WPL, “it would and also reducing congestion damage the competitiveness so that those who do need to of Glasgow in attracting jobs use cars have an easy trip.” and investment”. If a WPL is introduced, all “Taxing businesses that revenue has to be ring-fenced offer car-parking spaces for improvements to public for their employees simply transport services. ignores the major barriers that Nottingham’s tram system workers face when looking to has been extended using the use public transport: the lack of money generated by its WPL. availability and affordability of Rosemary Healy, portfolio these services,” he concluded. holder for transport, extolled DANIEL PUDDICOMBE the benefits: “Nottingham

50%

6 APRIL 2022 AUTOCAR.CO.UK 17

UK’s electric strategy ‘doesn’t fit’ Concerned car makers call on the government for greater clarity on future laws

he UK government’s recent announcement that it will help to fund an increase in public EV chargers to reach a total of 300,000 by 2030 has been cautiously welcomed by car makers, but many are still concerned that they remain in the dark about imminent legislation surrounding the switch to EVs that will hurt them and their customers. Westminster has put the burden of responsibility on car makers to accelerate EV sales by announcing a ban on new petrol and diesel car and van sales by 2030. But that hasn’t been helped by successive cuts in its purchase grant for EVs. “Whether or not you agree with the cap [on EV grants], the message it sends out after COP26 [the UN climate summit] doesn’t fit,” said Stellantis UK boss Alison Jones at the recent SMMT Electrified conference.

The government is simultaneously pushing through ambitious plans to cut CO2 emissions while also having to redraw legislation following the UK’s exit from the European Union, and car companies are worried that timings are slipping. “We haven’t got that clarity,” Jones told Autocar. “2030 isn’t that far off in terms of cycle change.” The UK’s patchy charging infrastructure is a big concern, hence the welcome for the network expansion plan, which includes support for local authorities and a push to get 6000 rapid chargers onto motorways and other main roads by 2035. Yet it lacks ambition in the view of some manufacturers. Ford of Britain chairman Tim Slatter said “300,000 charging points by 2030 will not close the gap with EU competitors, particularly as the UK is already starting at the back of the pack”.

❝

We’re missing a similar end date and glide paths for infrastructure, for clean energy, for everything ❞

Another big worry for car makers is the so-called ZEV Mandate – the rule that, from 2024, manufacturers in the UK will have to ensure a certain percentage of their sales are of EVs. The idea is that the ZEV Mandate will run alongside the need to reduce average CO2 emissions, giving car makers a further nudge to sell EVs (and, for fewer credits, plug-in hybrids) to help them avoid reaching a cliff edge in 2030. Consultations about the details will begin this year, but manufacturers argue that time is running out, especially because they feel there’s no concurrent push on the other side of the equation. “What’s missing is that similar end date and glide paths for infrastructure, clean energy, for everything,” said Ford of Britain managing director Lisa Brankin at the SMMT event. Manufacturers aren’t blind to the fact that their anxieties aren’t the government’s biggest concern in an era of geopolitical upheaval, however. “Hopefully, if we see some resolution soon, we will get back to better engagement,” said SMMT CEO Mike Hawes. NICK GIBBS

THE UK ’S ELECTR IF ICATION PL A N Here’s what the British government has pledged in its race to slash CO2 . 2022  EV Homecharge grant scheme for home owners stopped last month but not for leaseholders, flat dwellers and renters.  All new homes must have EV chargers. 2023  New regulations to improve consumer experience on public charging network.  At least six “highpowered” chargers at every motorway service area.  New regulations to improve consumer experience on the public charging network. 2024  Workplace Charging Scheme funded until at least 2024/25.  Car makers must ensure a proportion of their sales are electric (the ZEV Mandate).

2025  “Favourable company car tax rates” for electric vehicles continue until “at least March”. 2027  EVs must have 55% local content to qualify for tariff-free EU trade.  Government’s car and van fleet will be 100% zero-emissions. 2030  All new cars and vans to deliver “significant zeroemissions capability” from 2030 to 2035.  At least 2500 highpowered chargers across the strategic road network by 2030. 2035  All new cars and vans sold must be 100% zeroemissions at the tailpipe.  At least 6000 highpowered chargers along motorways and A-roads.  UK’s power system to be fully decarbonised “subject to security of supply”.

Can the UK meet the demand for a rapid rise in EVs? 18 AUTOCAR.CO.UK 6 APRIL 2022

BUSINESS

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

Mission Automotive boss James Cameron speaks at 2022 Transition Day

Car firms recruit military veterans IMAGINE A CLUSTER of disciplined and skilled people with expertise in high-tech vehicles, aerospace systems, high-voltage electrics, logistics and management. Now know that 14,500 of these highly trained experts become available to the UK workforce every year, having left the armed forces. That’s why the British car industry gathered at Silverstone last week for the Mission Motorsport National Transition Day. Regular Autocar readers will probably know Mission Motorsport – founded 10 years ago by former Royal Tank Regiment Major James Cameron – as the forces charity behind the brilliant Race of Remembrance. In 2019, it created Mission Automotive in conjunction with the SMMT, the Duke and Duchess of Cambridge’s Royal Foundation and the Ministry of Defence to facilitate careers in the car industry for veterans. “There’s such an obvious crossover between car makers and SMMT members and the

skills of ex-forces personnel,” explained Cameron, “and the Transition Day is a key part of that, not just about recruitment but also networking and seeing what the private sector in automotive can offer.” Moving on post-pandemic, Transition Day 2022 was an important opportunity to add new impetus for more than 30 automotive businesses – including Caterham, Jaguar Land Rover, Lotus, Morgan and Stellantis, plus many smaller players – that see ex-forces personnel as a fine fit for automotive careers. In its broadest definition, the UK car industry employs 680,000 people, 180,000 of them in manufacturing alone. JLR is described by Cameron as the “exemplar”. Stirred by involvement with the Invictus Games for injured forces personnel, JLR has found 1098 jobs for veterans globally, 730 of them in the UK, since 2014. “We’ve filled jobs not just in engineering but also in legal, PR, manufacturing, logistics… In fact, every single part of the

organisation,” said Steve Lees, who juggles running Mission Automotive with his main role as armed forces engagement manager at JLR. Cameron also sees emerging opportunities for forces expertise in highvoltage electric and hybrid car powertrains, especially as 800V systems go mainstream. He explains: “Many forces personnel are very familiar with high voltage, even in the range of up to 1100 volts, because military equipment, like tank turrets, jet aircraft groundhandling units and radars, already use those.” Stellantis is also supporting forces personnel, including spouses and dependants over 16, by giving free e-learning training courses at its Coventry Performance Academy. “We’re just starting our journey with Mission Automotive, finding our way, but job opportunities are there, and opening the academy is a big step,” said Louise Gardner, its UK human resources boss. JULIAN RENDELL

THREE VETERANS WHO MADE THE SWITCH

Simon Vaughan, Lotus Simon spent 22 years as an RAF ground electrician. He’s now an electrical engineer installing test gear for highvoltage powertrains. “I was really lucky,” he says. “Lotus was the first job I applied for and is a great place to work.”

Ian Botham, Stellantis Ian has used his experience in the Royal Logistics Corps to set up a new network of parts warehouses. “Don’t be scared of coming out of the forces,” he says. “You’d be surprised how much of your skills and experience are transferable.”

Pa Njie, Stellantis After losing both his legs in Afghanistan at just 19 years old, Pa is now Stellantis’s armed forces engagement manager. He’s also studying for a degree in business accountancy from Aston University.

Are electric SUVs not paradoxical by their very nature? IS THERE A greater contradiction than car manufacturers desperately trying to maximise profits during the chip crisis by prioritising high-end SUV sales yet aiming to avoid CO2 emissions-related fines by selling as many electrified vehicles as possible? How much profit varies from vehicle to vehicle but one glimpse as to just how much margin can be in an SUV came when Jaguar Land Rover revealed it had received £68,000 per car sold in the final quarter of last year after an extreme focus on producing Range Rover-badged cars. (Even then, it made a £9 million loss in the same period.) But SUVs are, of course, inherently heavier and less aerodynamic, yet no more spacious, than their hatch equivalents. In turn, they’re less efficient and more polluting, be it from the tailpipe or in terms of the additional materials they require to manufacture. The demonisation of diesel has also played a part in rising CO2 from them; petrol economy on larger, heavier vehicles is exponentially worse. Today, data from Jato Dynamics suggests only sports cars, luxury saloons and vans have worse average tailpipe emissions than SUVs, hence the need to sell electrified models to offset them. Car makers will argue they are only giving people what they want. Back in

2000, more data from Jato suggests that 3.7% of all European sales were SUVs. In 2020, that figure was 40%, up from 22% in 2015, so this is not a trend that has run out of steam yet. We may want to save the planet, but it seems not at the expense of our high-riding cars. Some would argue the SUV bodystyle plays a role in reducing emissions. It inherently suits an electric vehicle, which typically sits higher anyway as a result of the battery fitting along the floor of the car’s platform. If giving people the style of car they want encourages them to go electric, perhaps there’s a logic to pursuing this slightly counterintuitive route. Even so, anyone driving a 2.5-tonne EV, bluff body shape and all, would do well to pause before lecturing too strongly about their environmental credentials. Yes, profits drive investment, which in turn drives the development of low-emission vehicles. This is an industry where progress carries a high price tag. But it also needs to tread carefully. The use of emissions credits from selling electric cars to offset the sales of highly polluting ones may be perfectly within the legislative framework, but it once again leaves the car industry walking a fine line that an increasingly environmentally conscious world might one day wake up and question.

Autocar Business is our industry-focused brand, delving deeper into the business of the automotive world. Sign up for our regular bulletin at autocar.co.uk/business-signup.

6 APRIL 2022 AUTOCAR.CO.UK 19

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COMMENT

Steve Cropley MY WEEK IN CARS

Kids will love Landy and Friends almost as much as Autocar

Our ex-Land Rover engineer pal is unsure about Ineos Grenadier

❝

What does Sir Jim know that we don’t? ❞ MONDAY

We’re in full swing preparing for this year’s Autocar Awards next month. Everyone and his mate gives out awards nowadays (as with the road test in 1928, we pioneered them around 35 years ago), but in most cases, they’re shamelessly exploited for advertising purposes. “You’ve won our SUV With Shiniest Hubcaps award,” say the circling advertising reps. “Now show us your money.” However, we do it differently: our big gongs go to people, because it’s our pleasure and duty to recognise the world’s great car creators of the year – and it was in pursuit of a pre-awards interview with just such a car hero that I found myself in a far-flung European capital today. It turned out that by far the easiest means of getting about was Uber. Photographer Max Edleston and I spent the princely sum of £44 on five journeys, waiting less than five minutes each time to be picked up. For now, our Ubermobiles had drivers (all pleasant, like every Uber driver I can remember), but the experience made a powerful case for driverless cars in city centres and for getting back and forth to airports. I used to think the so-called robocab threatened car ownership (still dear to my heart), but it just doesn’t. Bring it on.

TUESDAY

We’ve done some preliminary testing of the Ineos Grenadier and liked it a lot, so it was interesting to chat to a friend and former top Land Rover

engineer (far enough removed to maintain anonymity) who along with several work pals was recently offered access to a car. Here’s their no-frills assessment… “We weren’t allowed driving, but the ride felt okay. Front seat room was good, rear seat room not. Quite a long wheelbase, at 115in, and with coil springs, the breakover angle might not work too well in rutted conditions. The on-road price of around £60,000 means it’s not a utility vehicle and not a luxury SUV either, so it’s hard to understand their market. No e-powertrain on the horizon, either, although maybe they can get a BMW e-motor. No other Ineos product on the horizon, besides a pick-up version, so is this a viable business? Sir Jim [Ratcliffe] is incredibly successful; what does he know that we don’t?”

AND ANOTHER THING… News that the Virage 6.3 is now 30 years old brings much nostalgia. This wasn’t a brilliant car against what came soon after, but it’s a monument to those whose determination kept Aston Martin alive when demand was down to one or two a week.

WEDNESDAY

Much nonsense falls into a car hack’s inbox, but how’s this from today’s crop for a vintage example? According to research for a website called GoodbyeCar (a car-buying channel, despite the discouraging name), the act of cooking a “good old” British roast dinner produces as much CO2 as it takes to drive a petrol-powered car 123 miles. The question is, what am I supposed to do with this info? Be impressed that a modern petrol car emits so little CO2? Be horriﬁed that a modern petrol car emits so much CO2? Give up roast dinners? Or just press the delete button?

THURSDAY

Have you heard of Landy and Fender? Neither had I until today. They’re car characters based on old Land Rovers, twin stars of a series of eight kids’ books created by an enterprising lady from Cornwall called Veronica Lamond. We had a chat on the phone. It turns out that as well as writing the stories, Lamond does the illustrations and publishes the books herself. She has already sold around 120,000 copies and during lockdown came up with a popular series of teaching resource packs to help kids beneﬁt from the maths and science content of her Landy and Friends series. On ﬁrst contact, these strike me as kids’ books with plenty of appeal to sentimental adults as well, but you can discover that for yourself at veronicalamond.com. Mailed paperback copies (hand-stuffed by the author) come as cheaply as £6.95, or it’s £10.95 for a hardback. There’s also a special Factory edition for £14.99.

GET IN TOUCH

✉ steve.cropley@haymarket.com

@stvcr

6 APRIL 2022 AUTOCAR.CO.UK 21

M OTO R S P O RT 22 AUTOCAR.CO.UK XX MONTH 2016

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

F1 cars use both team-made and bought-in parts

BEHIND EVERY GOOD TEAM… Unheralded small suppliers are the backbone of F1. We visit one sense of joy and celebration should mark the return of the Australian Grand Prix this weekend as Melbourne welcomes back Formula 1 for the first time since 2019. Albert Park was sorely missed during the pandemic, and everyone will be excited as they head for one of the most popular F1 races. Quite a contrast, then, to the troubling and uncomfortable Saudi Arabian GP. Hopefully the only missiles featuring Down Under will be the fast-in-a-straight-line Red Bulls that will take on the reborn Ferraris, as we anticipate round three of the increasingly tasty duel developing between Max Verstappen and Charles Leclerc. Around 10,000 miles away back home, as the action starts at 6am on Sunday morning, the tight-knit staff of a small family firm based near Arundel in West Sussex will be tuning in, bursting with pride as they are for every grand prix at the thought that all 20 cars

launching off the grid feature a little part of their own contribution. They work for FEV, a specialist in fire-suppression systems that’s responsible for the on-board extinguishers used by all 10 F1 teams. This is the secret world of F1: a key cottage industry supplier that you never hear about, trusted to provide an essential service to keep the wheels turning. They just choose not to shout too loudly about it – which is why we paid a visit to find out more. K E E P I T I N T H E FA M I LY

FEV was founded in 1990 by the late Derek Jones, whose family, ahem, keep the flame alive today from a nondescript unit on an industrial estate. Grandaughter Anna Tuppen looks after sales and commercial interests and gives us a warm welcome. Her parents, uncle and

aunt own the business, her brother Jack looks after design and development and her husband and cousin are among the 11 employees, so it’s a proper family concern. “My grandfather was originally an engineer who made commercial fire extinguishers, loved motorsport and saw a gap in the market,” says Tuppen, adding that Niki Lauda’s fiery accident at the Nürburgring in 1976 was part of his inspiration. The first F1 team deal was done in 1999, with others quickly following – and now FEV covers the whole grid. So what does FEV produce and why is it so trusted? S T R I C T LY CONFIDENTIAL

The first part is a tricky subject for FEV to answer, because the confidential nature of supplying multiple F1 teams that are deeply and

❝

Our customer service is what we’re known for as a family business ❞

intrinsically competitive means the company is bound to almost total silence. What does become clear is that while F1 teams are increasingly autonomous and keep as much in-house as possible, even the best resourced require specialist suppliers to meet specific demands. Fire-safety gear, which is mandatory in the FIA’s technical regulations, is one of those key areas that require a degree of outsourcing. What FEV can tell us is the extinguishers are bespoke for each team, which dictate their design, shape, manufacture and location on the car. No surprise there, given how every aspect of modern F1 design is optimised for shrink-wrapped, lightweight packaging. F1 is only one part of the business. FEV also supplies fire-suppression systems to Porsche, for both its racing and road car divisions, to Skoda in rallying and to all manner of club and national racers. At entry level, extinguishant foam is common, but Tuppen explains that a gas is the

MOTORSPORT

WHY SMALL IS BEST

So why FEV and not a larger competitor? The F1 teams like the direct communication and can-do attitude that is instilled in such a small, agile firm, and word of mouth is important this deep into the motorsport business. “Our customer service is what we’re known for as a family business, which is always a key thing in this industry,” says Tuppen. “The teams are really good to work with, and we hear ‘can you do this now?’ a lot, which is common in motorsport. We offer a personal service, have strong product development and use high-quality parts that we try to source locally as often as possible.” Our visit coincides with F1’s pre-season tests at the end of FEV’s busiest four-month period as the teams finalise and tune their requirements for their new cars. But the pandemic flattened out the seasonal nature to which the business used to operate; and with Porsche, Skoda and other high-profile clients to service, the days of FEV shutting down for a couple of weeks and all staff heading

FEV supplies racers and rallyists

TOP STEP

Formula 2 in Saudi Arabia

GOOD WEEK M A X V E R S TA P P E N His Bahrain GP retirement hurt, but F1’s reigning champion bounced back in style to defeat Charles Leclerc in a great cat-andmouse duel in Saudi Arabia. Now he just needs to quell the increasingly tiresome angry outbursts over the team radio…

TOP STEP

BAD WEEK S E RG I O PE R EZ The other Red Bull should have won in Jeddah. ‘Checo’ scored a fantastic first pole position (at the 217th time of asking) and led convincingly, only to lose out through an ill-timed safety car period. The Mexican deserved so much more than fourth place.

off on summer holidays at the same time are gone. There are ambitions for FEV to grow following a move from Jones’ very tiny original premises. A network of service agents and distributors at home and abroad have expanded the scope to as far away as Japan and hopefully to new markets in the US in the future. But you get the impression that such a company shouldn’t expand too much or too fast, to avoid compromising precisely what makes it so special. Before we depart, Tuppen shows us a framed letter sent to her grandfather by former Ferrari president Luca di Montezemolo, thanking him for FEV’s contribution. “Everyone here is passionate and wants to make FEV a success,” she says. “It’s great watching the grands prix knowing our systems are on the cars.”

FEV charges £1687 for FIA-approved gas fire-suppression system

Several came a cropper on tight high-speed track RACE DIRECTOR controversies aren’t limited to Formula 1. In Saudi Arabia, the Formula 2 sprint race was turned on its head by confusion over whether the pit lane was open or closed following a two-car collision at the final corner. Reigning Formula 3 champion Dennis Hauger had led from pole position and looked set to follow an instruction to lead the

field through the pit lane during a safety car period, only for the decision to be reversed. As usual, the teams were notified via their timing screens, but Prema sought clarification with the director via radio and was told to send Hauger down the pit lane. Which it did, only for the rest of the field to stay out on the track, following the order on the screen. Hauger

dropped to 12th, then received a 10sec stop-and-go penalty for his trouble and finished last… Prema protested, but the FIA dismissed it. What a mess. Carlin’s Liam Lawson won among the chaos, before MP Motorsport’s Felipe Drugovich dominated the feature race to take the championship lead. Imola in Italy will host the next F2 races later this month.

Norwegian Hauger, 19, is rising fast with Red Bull backing

M O T O R S P O R T G R E AT S

MIKE THACKWELL Formula 2 has a patchy history of sending top talent to Formula 1 greatness, but it has plenty of cult heroes, and Mike Thackwell is high among them. Aged 19 in 1980, the New Zealander became the youngest F1 starter, driving for Tyrrell at the Canadian GP, only to be involved in a multi-car collision that stopped the race and not take the restart, which muddied the record books. He then became mired in F2, with injury and doubts about his fitness plaguing his campaigns, before he shone in Casiobacked Ralt-Hondas. Second to team-mate Jonathan Palmer in 1983, he finally waltzed to the European F2 title in 1984. Too unconventional and laid-back for F1, he never did get the break he deserved. After a brief spell in Group C sports cars and cameos in F2 successor F3000, he turned his back on racing at 30. Now brother-in-law to David Brabham, he has never returned. He subsequently worked as a teacher and ran a surf shack. But to us, he will always be a mercurial talent whose absence was F1’s loss.

6 APRIL 2022 AUTOCAR.CO.UK 23

GETTY IMAGES

solution preferred within motorsport’s upper echelons: “It has no risk of corrosion and evaporates in about 10 seconds, whereas if you ever see a foam extinguishant go off, it makes a big mess. We use a 3M Novec 1230 gas, which is as environmentally friendly as we can get. There are nozzles directed on the engine and in the cockpit, and flow rates and cockpit volumes are calculated so that the amounts released are safe for the driver.”

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 28.3.22, LOMBARDY, ITALY ON SALE SEPTEMBER PRICE £90,000 (EST)

MASERATI GRECALE TROFEO Can this supercar V6-powered SUV belatedly do for Maserati what the Macan has done so successfully for Porsche?

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ou could be forgiven for asking where Maserati has been for the best part of the past decade. It’s not so much that the Italian brand has vanished completely, rather that it has been missing in action from vital areas of the market. Nowhere has this been more obvious than when it comes to SUVs – cars that since the turn of the century have been surefire money-spinners for any brand with more than a hint of premium appeal and a desire to stay solvent. No SUV has demonstrated this more decisively than the Porsche Macan, which over the past eight years has been a staggering sales success and proved to keen drivers that high performance and a high centre of gravity needn’t be mutually exclusive. So it’s a surprise that Maserati has waited so long

to try to steal a slice of the Macan’s ultra-profitable D-segment SUV pie. Of course, the Grecale isn’t the first Maserati with a mud-plugging vibe, but the larger Levante of 2016 managed to fall between two stools, being neither as compact nor as driver-focused as the Macan, and failing to pack the presence and overpowering muscle of the Porsche Cayenne. On paper, however, there have been no such mistakes with the Grecale, which, along with the sensational new MC20 supercar, has been charged with breathing much-needed new life into a brand that has been largely moribund over the past decade. So while the newcomer is no doubt late (very, very late) to this particular party, Maserati claims it will be the breath of

fresh air (Grecale is the name of a Mediterranean wind, so there you go) required to tempt customers into one of its showrooms, many of them for the first time. For starters, it’s based on Alfa Romeo’s Giorgio platform, which also underpins the surprisingly dynamic Stelvio Quadrifoglio, although it has been extended by 50mm between the axles (it’s a touch over 4.8 metres long all in). That means the Grecale is roomier for rear passengers than most, while at 570 litres it sticks the boot into rivals for luggage space. For the families at whom such cars are aimed, these things matter. Then there’s the availability of resolutely ‘on message’ mild-hybrid engines, plus the promise of a pureelectric Grecale Folgore later this year. Yet if you have unleaded ◊

6 APRIL 2022 AUTOCAR.CO.UK 25

∆ rather than electrons pumping through your veins, it’s the flagship Trofeo variant that will be getting you hot under the collar. Packing a detuned version of the MC20’s new, Maserati-developed Nettuno V6, it’s an SUV with the soul of a supercar. Sounds promising, doesn’t it? Before we get to that, however, there are a few caveats. First off, our time in the car was brief and limited to mostly urban and suburban routes around Milan – a realistic simulation of the on-road environment that a typical Grecale is likely to inhabit but not one to truly delve deep into a car’s dynamics. Also, all the cars were fitted with winter tyres – not ideal when the ambient temperature was a balmy 24deg C… First impressions count, and visually the Grecale certainly does enough to capture your attention. It looks bigger than the Macan, and while the shape itself is a little generic, it’s stuffed with enough Maserati cues to leave you in no doubt as to this car’s heritage. There’s the brand’s trademark front grille and the trio of air vents in the front wings plus, of course, more trident logos than you can shake a large, three-pronged stick at. The Trofeo variant stands out further with its quad-exit exhaust, 21in alloy wheels that cover larger, cross-drilled discs clamped by vast calipers (six-pot at the front and fourpot at the rear) and a rear track that’s stretched by 34mm to 1982mm.

Climb aboard (the flush exterior door handles hide a touch-sensitive button for access) and you find an interior that oozes rich Italian luxury in the finest tradition. Soft, finely stitched leather covers almost every surface, while the driving position manages to be low-slung but still deliver typical SUV elevation. There are also wall-to-wall digital screens, plus all the connectivity that we’re told we need. Sitting proudly atop the dashboard is the trademark Maserati clock, but now it’s a configurable digital item that also hosts the “Hey, Maserati”

Boot is 570 litres, compared with 525 in the Stelvio and 488 in the Macan

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The steering is quick, precise and well weighted, the car rotating surprisingly quickly in to corners

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The faster the road, the more at home the Trofeo feels 26 AUTOCAR.CO.UK 6 APRIL 2022

virtual personal assistant. On the whole, it looks great and works well, but the execution isn’t quite as good as it could be. The touch-sensitive surfaces occasionally require another stab for a response, while some of the switchgear, such as the push-button gear selector, has a gritty quality that’s more Fiat Panda than premium. The two circular dials on the thickrimmed three-spoke steering wheel will be familiar to MC20 owners. One controls the driving modes (Off Road, Comfort, GT and Sport, like in the standard Grecale, plus hardcore

Corsa), while the other is the starter button for that 523bhp 3.0-litre V6. As in the MC20, the Nettuno delivers plenty of low-down, lag-free muscle, and it has no trouble hauling the Grecale along at indecent speed with very little effort, but aural drama is in short supply. Only when extended in Sport or Corsa mode does it deliver the bark and bite that you expect, finding its snarling voice and razor-sharp responses as it rips around to the redline at just over 7000rpm. Maserati claims a BMW M3beating 3.8sec for the emergency start to 62mph, and it feels every bit as fast as the numbers suggest. It’s aided by an eight-speed automatic gearbox that delivers crisp and quick shifts (although in Corsa it’s perhaps a little too eager, sending gears home with enough violence to throw your head back against the headrest). Talking of which, the brakes are grabby at low speed but deliver powerful and progressive stopping when worked hard. The steering is quick, precise and well weighted, the car rotating surprisingly quickly in to corners. Any loss of turn-in bite from the winter rubber at the front is offset by the relative lack of grip at rear and an aggressively eager electronically controlled limited-slip differential, the car eager to sidestep a few subtle degrees at corner exit if you’re in the mood.

FIRST DRIVES D O E S I T R E A L LY H AV E THE MC20’S ENGINE? While Maserati is keen to point out that the Grecale Trofeo shares its V6 with the MC20, there are some subtle differences. Not only is the SUV’s engine less powerful (523bhp plays 621bhp), but it also has a wet, rather than dry, sump. A further concession to its more workaday existence is its ability to shut down the right cylinder bank on light throttle openings to save fuel. It sounds fairly simple, but Maserati insists that it required the design of a whole new head for the engine, complete with revised valve gear and oil pathways. However, the novel, allegedly Formula 1-inspired pre-combustion system is retained. The two-stage process, which boosts both power and efficiency, requires a pair of fuel-injection systems and double spark plugs per cylinder.

Interior is mostly plush but let down by some incongruous switchgear Grip would be way more tenacious on summer tyres, but we sense the car’s inherent inclination to have a good time would be undimmed. It certainly feels more playful than the Macan, but it can’t match the German’s cast-iron composure, the initially taut body movement on the air springs (usually optional, standard on the Trofeo) and adaptive dampers giving way to some float and heave when it’s unsettled by midcorner bumps, at which point you really feel its considerable mass. Only in Corsa does the Trofeo feel truly tied down, but the reduction in

rock and roll comes with a brittleness that makes you wince over even the smallest imperfections and causes the odd rattle and resonances from the otherwise impeccably finished interior as it’s shaken and stirred. Slacken the dampers off and an underlying firmness remains, but it copes with bigger undulations in a more relaxed manner, the easygoing vibe matched by the impressive isolation from road and wind noise. Sunken manhole covers and expansion joints are less adroitly dealt with, however – the peace shattered as shock waves are sent

TESTER’S NOTE I’m not sure you would ever want to head off the beaten track in your Grecale, but its Off Road mode raises the air suspension by 30mm and softens gearbox and throttle responses. JD

crashing through the car’s structure. You sense that long-haul journeys are right up the Grecale’s street, while heavily pockmarked urban routes most definitely aren’t. Obviously, we will have to wait until we try a Grecale on representative rubber and decent roads before delivering our definitive verdict, but even after this first taste, it’s clear that it lacks both the finely honed and expensively developed dynamic polish of the Macan and its hewn-from-solid integrity. There’s a good car in there somewhere, but fine-tuning is still needed.

Yet despite its obvious flaws, the Grecale isn’t without appeal, and for many the romance of the brand’s history will be a serious tug on the heart strings. Plus, it’s extremely practical and, when you’re in the mood, that engine can lift spirits and deliver a truly crushing turn of speed. And while the arrival of another large SUV probably isn’t the answer the world is looking for, you do end up rooting for the Grecale, because there’s no doubt that healthy sales would make Maserati’s future less laced with uncertainty. JAMES DISDALE

MASERATI GRECALE TROFEO For all its promise and character, this supercar-hearted SUV needs work before it can topple its talented rivals

AAABC Price Engine

Stiff suspension often makes the car slam and shudder

£90,000 (est) V6, 3000cc, twinturbocharged, petrol Power 523bhp at 6500rpm Torque 457lb ft at 3000-5500rpm Gearbox 8-spd automatic, 4WD Kerb weight 2027kg 0-62mph 3.8sec Top speed 177mph Economy 25.2mpg CO2, tax band 254g/km, 37% RIVALS Alfa Romeo Stelvio Quadrifoglio, BMW X3 M Competition, Porsche Macan GTS

6 APRIL 2022 AUTOCAR.CO.UK 27

TESTER’S NOTE BMW’s Theatre Screen entertainment system is optional. It comprises a 31in, 8K display that deploys automatically from the rear headlining and runs Amazon Fire software, enabling video streaming and other services via an embedded 5G SIM. GK

TESTED 28.3.22, MUNICH, GERMANY ON SALE NOVEMBER

BMW i7 Electric version of the upcoming 7 Series gets an early outing in prototype form

he i7 is the technological spearhead of the upcoming Mk7 (G70) 7 Series and BMW’s largest and most luxurious electric car to date. Related models are in the pipeline, including mildhybrid diesels and petrol-electric plug-in hybrids. However, it is the advanced i7, with a 500bhp-plus dual-motor electric drivetrain in the initial four-wheel-drive model, that will kick off sales of BMW’s new flagship four-door in November, promising a range, we’re told, of close to 400 miles on the WLTP test cycle. To learn more about the upcoming Mercedes-Benz EQS rival, Autocar joined a round of i7 shakedown tests with a team of BMW engineers in Germany before the car’s unveiling later this month. As the photographs here show, the prototype we drove on public roads was fully camouflaged, so there is not a lot we can tell you about the detailing within the exterior, other than at around 5400mm in length, it is the largest BMW model to date. It is over 100mm longer than today’s sixth-generation LWB 7 Series. The i7 prototype’s spacious interior

28 AUTOCAR.CO.UK 6 APRIL 2022

was also covered up but it’s clear certain elements are taken directly from the iX, the electric SUV with which the i7 also shares its drivelines and lithium ion battery, among other key components. This is a big car, more presidential limousine than your typical European luxury saloon in terms

of visual boldness, with an upright silhouette, traditional three-box proportions, large framed doors that open and close automatically and, thanks to a wheelbase stretching to over 3000mm, luxurious and accommodating rear quarters. Unlike the EQS, which is based on a dedicated EV platform, the i7 builds

Kable drove i7 on public roads; cabin had hidden trim and housed test equipment

off the same CLAR structure used by ICE-powered 7 Series models. As a result, the interior floor is not completely flat, with a transmission tunnel running backwards through the cabin. BMW has also modified the floorpan to house the 111.5kWh battery, which operates at 400V and can be charged at up to 195kW. The i7 still needs some development work before a final sign-off and a start to production. The drivetrain of the prototype driven here mirrors the iX’s, with one electric motor up front and a larger, more powerful motor at the rear. Impressions are positive. This initial i7 model is imbued with effortless urgency despite a kerb weight of well over 2000kg. The official output has yet to be revealed, but BMW says it extends beyond the 516bhp and 564lb ft of the iX xDrive50. As a point of reference, the EQS 580 4Matic’s dual-motor system develops 516bhp and 630lb ft. As with the iX, there are three main driving modes: Personal, Sport and Efficiency. The instanton torque makes for rather rabid response in any of them, especially

FIRST DRIVES

Stability in the prototype, even at 150mph, impressed, as did acceleration and ride comfort

BMW i7 PROTOTYPE Big EV saloon impresses with its brisk performance, overall agility and outstanding refinement

The i7, like other new 7 Series models, will be available in just one wheelbase size with the ability of the electric motors to apportion power to the wheels with the most traction. As with all of BMW’s electric-powered models, drive is sent through a single-speed gearbox on each motor. We’ll have to wait another few weeks before official performance claims are revealed, although you can expect a 0-62mph time of under 4.5sec. The strong performance is combined with an ultra-smooth driveline, making for brisk yet inherently calm cruising out on the open road. We achieved 150mph on an autobahn, at which it felt very resolved and terrifically stable. BMW’s aim was to give the i7 similar dynamic properties to today’s 7 Series and it has mostly succeeded. The front steering system, which receives a variable-ratio rack, is nicely weighted. It is not exactly overloaded with feedback, but there are arguably greater levels of communication than in most rival upmarket saloons. The rear steering system – or Integral Active Steering, as BMW calls it – operates in a traditional manner, albeit at a greater angle than the earlier system used by the existing 7 Series, to boost low-speed manoeuvrability and higher-speed

❝ The rear steering works a treat. The i7 is a very big and heavy car yet it feels agile

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stability. It works a treat. The i7 is a very big and heavy car yet it feels as agile, if not quite as fluid, as today’s smaller and lighter 7 Series. The i7 is eager to change direction. It also develops plenty of grip on the 255/45 R21 front and 285/40 rear Yokohama Advan Sport tyres worn by the prototype. If there is a concern, it is the car’s width, especially on narrow country roads. We’ve yet to see official figures but there is no doubt it has grown quite appreciably in this respect. The air suspension, similar in set-up to that used on the RollsRoyce Ghost, provides an agreeable balance between ride comfort and body control. It uses a combination of double wishbones up front and multilinks at the rear. The air springs and variable dampers provide excellent composure and comfort. Shock absorption is particularly impressive.

The electrically operated anti-roll bars, part of BMW’s Executive Drive Pro, also do an admirable job of countering lean. There is nice progression to the brake pedal but it does lack for feel. Put this down to the i7’s sophisticated energy recuperation system. It offers three modes and is claimed to contribute handsomely to the new BMW’s overall range, which is said to be better than the iX’s thanks to superior aerodynamics, with overall energy recuperation of up to 208kW when you get hard on the stoppers. BMW is not giving too much away just yet, but a range of i7 models is planned. Expect them to wear similar designations to the iX’s, with an xDrive40, xDrive50 and M60. For those not ready to go electric, BMW will continue to offer the new 7 Series with a range of ICE units in the UK. These include a mild-hybrid

Price £120,000 (est) Engine Two electric motors Power 536bhp (est) Torque 590lb ft (est) Gearbox 1-spd, 4WD Kerb weight 2300kg (est) 0-62mph 4.3sec (est) Top speed 124mph (est) Battery 111.5/105.0kWh (total/usable) Range, economy 400 miles (est), 3.8mpkWh CO2, tax band 0g/km, 2% RIVALS Audi A8, Mercedes EQS

turbocharged 3.0-litre inline sixcylinder diesel in the 740d. We’re told the turbo 3.0-litre inline six-cylinder and turbo 4.4-litre V8 petrol engines in the new 740i and 750i will not be offered in European markets. They will be indirectly replaced by a pair of plug-in hybrid drivetrains, details of which remain under wraps. So there are still a lot of questions that need answering. However, it is clear BMW is aiming further upmarket with its new range-topping saloon than at any time in the past. Its size alone tells you that it is not only the Mercedes-Benz S-Class and EQS that are targeted here. The new 7 Series is also aimed at cars further upmarket, including the Ghost as well as newcomers like the Lucid Air. The i7 may share its platform and underpinnings with ICE-powered 7 Series models, but any compromises in its execution are exceptionally well hidden. BMW says the i7 has been conceived primarily for China and North America, but its performance, dynamics, ride quality, refinement and overall solidity should ensure it continues to appeal to European buyers as well. GREG KABLE

6 APRIL 2022 AUTOCAR.CO.UK 29

TESTED 28.3.22, MILLBROOK PROVING GROUND ON SALE NOW

BIZZARRINI 5300 GT REVIVAL

A 1965 star sparkles brightly again in 2022 thanks to an RML-built continuation run

hat you’re looking at is a recreation of the 1965 Bizzarrini 5300 GT, but because it’s made by the people who now own the rights to the Bizzarrini name, it can be more properly considered a continuation car. Just 24 will be built and each will cost £1.65 million before extras. Which is a lot. Then again, the Bizzarrini name is one of the most enigmatic in automotive history and, had the breaks fallen only slightly differently, could now be up there with Ferrari and Lamborghini. And to understand the car then and now, you must first understand just a little about the bloke whose name it bears. Giotto Bizzarrini is one of the most remarkable people this industry has ever produced. His claims to fame include being the chief engineer of the legendary Ferrari 250 SWB, the chief architect of the even more revered 250 GTO and the designer of the V12 engine that powered every 12-cylinder Lamborghini from the company’s launch in 1963 to the end of the Murciélago in 2010. In the mid-1960s, he went into business with Iso boss Renzo Rivolta to create the gorgeous Iso Grifo A3/L and its ferocious sports racing alter ego, the Iso Grifo A3/C. The latter’s greatest success was to win its class at the Le Mans 24 Hours in 1965, by which point it was wearing Bizzarrini badges and known

TESTER’S NOTE The engine is set so far back that access to the distributors is via a hatch cut into the top of the dashboard. AF

Purposeful-looking GT makes enthralling use of its Chevy V8; you sit low, surrounded by the mid-1960s as the 5300 GT after Bizzarrini fell out with Rivolta that year. Today’s car is as close to a facsimile reproduction of that 1965 race car as it is possible to have, although RML – which builds it for Bizzarrini – will happily adapt it so that it can gain IVA certification for use on the road. When you look at the specification, you wonder why the car was not even more successful than it was. For here is a car with a rattlesnake-low profile, and a 5.3-litre Chevrolet V8 set so far back in the engine bay that there’s room ahead of it for a motor literally twice its size. It had more than 400bhp in 1965 (and today) and fully independent suspension at all four corners, which no GTO or Shelby Daytona Cobra ever enjoyed. Powerful, light, low, slippery and very advanced, it should have been a world beater and, with Ferrari or Ford-size development budgets, no

doubt that’s what it would have been. Sadly, despite Bizzarrini producing many other designs, the early magic of the first was never recovered, and sales stopped in 1969. It is a stunning thing to behold, an astonishing confection of Italian design flair and American mechanical muscle. Despite the mass of all that bent-eight ironmongery, it weighs less than 1200kg, providing a power-to-weight ratio similar to that of the brand-new Porsche 911 GT3. The car is so faithful to the original that all you have to do for it to meet FIA historic racing regulations is to ask RML to build the body out of glassfibre rather than carbonfibre. You sit low, reclined and far back in the car, and note the major instruments are bizarrely in front of not you but your non-existent passenger. The Chevy motor

breathes through four Weber carburettors, just as it did in 1965, and confers this stunning Italian beauty with the voice of Motor City. It’s a diva that just happens to sound like Janis Joplin. And it works. Unsurprisingly, the Bizzarrini is ferociously rapid, but less easy to predict is just how together it feels. The BorgWarner four-speeder is a bit clunky on this very early prototype, but the chassis is stunning. Most cars of this era spend their time slithering and sliding around, and great fun that is, too, but the Bizz knows no such excess. It’s defiantly neutral, with little understeer on the entry to a corner and phenomenal traction at the exit. It inspires confidence, as do the strength of the motor and the stunning build quality, the latter probably the way in which the car is at greatest variance to the original. Bizzarrini says the new 5300 GT is just a taster of what’s to come. We certainly look forward to driving whatever comes next, but for now it’s wonderful to see a great name return to the field of battle, and with such a faithful homage to what should have been known as one of the greatest road and racing cars of its era. ANDREW FRANKEL

BIZZARRINI 5300 GT REVIVAL CORSA 24/65 Expensive but superbly constructed recreation of one of the world’s most under-rated sports cars Price £1.65 million Engine V8, 5359cc, petrol, Power 410bhp at 6500rpm (est) Torque na Gearbox 4-spd manual Kerb weight 1150kg (est) 0-62mph 4.2sec (est) Top speed 190mph (est) Economy na CO2, tax band na RIVALS RML Short Wheelbase, Singer DLS

30 AUTOCAR.CO.UK 6 APRIL 2022

FIRST DRIVES TESTER’S NOTE Designed fresh and at mammoth expense for the Aventador, this V12 will now be cast aside in favour of an all-new unit that can be hybridised. Just one decade of service, then. Its forebear can be traced back to the Bizzarrini-designed unit of the 1960s. RL

TESTED 22.3.22, MODENA, ITALY ON SALE NOW

LAMBORGHINI AVENTADOR ULTIMAE Sant’Agata bids farewell to pure V12 power in the most spectacular way possible

his is it, then – albeit not really. The new Aventador LP780-4 Ultimae is the last Lamborghini ever to use 12-cylinder power alone, but it won’t be the last time we see an almighty V12 in the bowels of something hand-made in Sant’Agata. The Aventador’s imminent successor will also be V12-fired, with electric aid but crucially still no turbos. So this is an end but also a beginning. Instead of dwelling on the demise of the purely V12 Lambo, whose time, you could reasonably argue, has well and truly come, let’s focus on exactly how a car as momentous as the Aventador is bowing out. Momentous because it was such an epic statement of intent when it arrived in 690bhp LP700-4 form in 2011, when Lambo’s boss described it as not simply one generation on from the Murciélago but effectively two. Dramatically improved ergonomics, a super-stiff carbonfibre monocoque to replace the steel lattice frame and an all-new, lower-slung (being drysumped) 6.5-litre V12 all saw to that. And momentous even now because the Ultimae is no cynical run-out special, as it could have been. Mixing

the best bits of the recent line-up, this is the most compelling Aventador of all and one of the great V12 Lambos. Betrayed by the big-bore exhaust tips, which erupt high (although, ridiculously, still only at knee height) through the open-worked rear, and bronze cam covers, this car’s heart is a transplant from the Aventador SVJ, only with even more firepower. All 769bhp is offered at 8500rpm, a scant 200rpm before the redline demands a reload. What ensues is ballistic performance for something so large: 62mph goes by in 2.8sec and the claim is 221mph flat out, making this the fastest Lambo we’ve yet seen. The chassis is essentially straight Aventador S, although the Ultimae weighs 25kg less than that car, probably due to the new exhaust, the titanium in the SVJ engine and the reduced, Centenario-style rear bodywork and associated diffuser. Heavily rear-biased four-wheel drive (with the front axle engaged via a Haldex clutch pack only when necessary) and four-wheel steering both feature. So does the ISR gearbox that dates the Aventador more painfully than anything else, with

Driving experience is raw and mechanical; interior remains dark and uncomfortable

the possible exception of the Audisourced infotainment switchgear. How does the Ultimae feel? Much like the S, only subtly sharper – and faster. Yes, I know: the S already has more shove than any right-minded person knows what to do with, but on an empty straight during our test drive in the Modenese hills, with the Ultimae already pulling at an obscene rate, I was surprised to discover just how much pedal travel remained. This SVJ-lite is bewilderingly rapid beyond 6000rpm – perhaps even more so now in terms of perception, because the uncorrupted engine seems so mechanically raw and rich compared with turbo alternatives. The same applies to the artificially sharp throttle response you get from strong electric aid, as in the Ferrari SF90 Stradale. It’s just you, and the oversquare V12 bellows at your back. Upshifts aren’t so compelling, mind. It’s not simply the time the ISR takes to find another cog – if anything, that adds to the drama. It’s the way the car’s centre of mass barrels forth with every interruption in the torque flow. It breaks rhythm and saps confidence. Frankly, the

likely dual-clutch gearbox of the Aventador’s successor can’t arrive soon enough. Its potential to close the dynamic gap that rivals have opened up depends on it, along with more prosaic elements, like better seats. That said, I enjoyed the Ultimae’s handling more than I had expected. Lambo needs to work out a way to get its next flagship to shrink around the driver more readily, but the Ultimae is more approachable than the S and certainly the SVJ. Slightly more rearflavoured in its cornering balance, too, to go with the fine steering, supple ride and bully-ability of the chassis. The 350 Ultimae owners (there will also be 250 Roadsters) will be getting the Aventador at its finest. For all of the car’s faults and frustrations, this farewell is something special. RICHARD LANE

@_rlane_

LAMBORGHINI AVENTADOR LP780-4 ULTIMAE Most rounded iteration of a flawed supercar is a fitting finale for the last pure-V12 Lamborghini

AAAAC Price £344,900 Engine V12, 6498cc, petrol Power 769bhp at 8500rpm Torque 531lb ft at 6750rpm Gearbox 7-spd automatic, 4WD Kerb weight 1550kg (dry) 0-62mph 2.8sec Top speed 221mph Economy 13.0mpg CO2, tax band 442g/km, 37% RIVALS Ferrari SF90 Stradale, McLaren Artura

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TESTED 30.3.22, SURREY ON SALE JUNE

GENESIS GV60

Can plush electric crossover emulate the success of its Hyundai and Kia siblings?

he new GV60 marks a subtle reinvention of Genesis. Which might surprise you, since it seems like barely a year since Hyundai brought its premium brand to the UK – because, of course, it is. While there’s nothing in the name to give it away, the GV60 is the first bespoke electric car from Genesis and as such showcases its impending future as an electriconly brand offering a Korean-spiced alternative to the premium Germans. While they’ve been generally likeable, Genesis’s ICE offerings so far have failed to really sell that vision – but there are good reasons to think the GV60 can change that. That’s because the GV60 has good family genetics in the form of the Hyundai Motor Group’s advanced E-GMP platform, as used by the excellent Hyundai Ioniq 5 and Kia EV6. You probably know the chief traits of that by now: flat floor, good efficiency, 800V electrics, 350kW ultra-fast charging. But how will E-GMP’s potential translate to a properly premium experience? Our first dynamic taste of the GV60 comes in a pre-production car (you can tell from the big stickers that read ‘PRE-PRODUCTION’) and isn’t in a specification that will reach the UK. The suspension on this EV is a mash-up of Korean and US spec and the software isn’t the final version. Hence the lack of a star rating.

TESTER’S NOTE The basic GV60 is the single-motor RWD Premium, starting at £47,005. There’s also a less potent 4WD version called the Sport. JA

Relaxation is prioritised over engagement; interior has a premium allure It has the Sport Plus powertrain: two 215bhp motors that combine to offer 429bhp, rising to 482bhp if you press the big ‘Boost’ button on the steering wheel. Predictably, it has a mound of torque and a 0-62mph time of 4.0sec. So it’s the most powerful E-GMP car yet to reach the market, albeit at the punchy price of £65,405. The fresh styling approach Genesis has taken with the GV60 is readily apparent, with a smoother, softer and perhaps slightly less austere feel than the firm’s ICE range. It certainly has presence, especially when finished in Day-Glo-style São Paulo Lime paint. Just like the Ioniq 5 and EV6, the GV60 somehow tricks your sense of scale: in photographs, the rounded bodywork suggests a somewhat compact car, but it’s actually close in size to the Audi Q4 E-tron. That said, at 4515mm, it’s about 100mm shorter

than its Hyundai and Kia siblings. There’s a family resemblance to the interior layout. The ‘floating’ centre console, twin-screen dashboard and spacious feel are all familiar. But there’s plenty of difference, too: blue nappa leather adds an upmarket feel and there’s a pleasing number of shiny silver buttons and switches. While the Ioniq 5 has a minimalist, thin steering wheel, the GV60 has a chunky, button-laden one. The touchscreen infotainment has been reworked for Genesis, too, with various premium features built in, such as a quiet mode and various artificial powertrain noises. The two motors make the GV60’s performance predictably brisk. It’s quick to accelerate in Normal driving mode, ludicrously so if you jam the Boost button. Progress is easy, the powertrain is responsive and it’s

just as happy cruising at slow speeds as it is unleashing its surfeit of power. It feels reassuringly stable, and the ride is generally decent on smooth surfaces, although it can be unsettled by rougher stuff. The unrefined suspension settings are likely to play a role in that, although the 21in wheels probably don’t help. The steering has more weight to it than that of the Ioniq 5. And while still not the most engaging, it’s generally consistent and relaxing. When you’re not exploring the vast potential of the powertrain, driving the GV60 is pleasing and comfortable. It is this ambience that suggests Genesis can offer an alternative to the Germans: it feels upmarket but with a dash of youthful Korean cool worked in. Perhaps, though, the biggest challenge for Genesis comes not from the brands it’s taking on but from those within its family. When Genesis was set up in 2015, the prospect of a Hyundai premium brand felt like a stretch. But now the group is already producing cars that are drawing buyers from posher brands. The GV60 is shaping up to be an excellent car; the challenge will be convincing people that it’s worth paying a premium for. JAMES ATTWOOD

@atters_j

GENESIS GV60 SPORT PLUS Combines the best qualities of the Hyundai Group’s EV platform with a dose of youthful exclusivity Price Engine Power Torque Gearbox Kerb weight 0-62mph Top speed Battery Range, economy CO2, tax band RIVALS

32 AUTOCAR.CO.UK 6 APRIL 2022

£65,405 Two electric motors 482bhp 446lb ft 1-spd, 4WD na 4.0sec 155mph 77.4kWh 228 miles, 2.9mpkWh 0g/km, 2% Audi Q4 E-tron, Hyundai Ioniq 5, Tesla Model Y

FIRST DRIVES TESTED 30.3.22, NICE, FR ANCE ON SALE NOW

PORSCHE MACAN T

A pinch of GTS agility has been added to the base SUV to create this Touring version

hen Porsche resurrected its Touring (T) specification for the 911 in 2017, then added it to the 718 Boxster and Cayman two years later, we started asking the inevitable: when would a five-door car get the same treatment? We haven’t had long to wait. The Macan T SUV lands with a sharper dynamic brief than the vanilla Macan, along with sportier styling and an extended equipment list. The base car’s four-cylinder turbo petrol engine is retained, so the T sits below the Macan S on performance, but a recalibrated chassis, stiffer anti-roll bars and a 15mm ride-height drop promise greater driver appeal. Visual tweaks include a front splitter, mirrors and side blades in Agate Grey Metallic, plus a spoiler and 20in alloy wheels in exclusive colours. How prominent they look is colour-dependent, but all help to set the T apart from the standard Macan. The seats get Sport-Tex inserts with silver striped stitching and the Sport Chrono package is included as standard, among other equipment. Were you to specify the standard

PORSCHE MACAN T Brings a more dynamic edge to the most mainstream Macan, even if the S is still more characterful

AAAAC

Macan up to the same level, it would eclipse the pre-options price of the S. What the T lacks in power next to the S, it makes up for in weight savings, with 58kg less mass over the front axle. It feels more nimble on turn-in as a result, letting you scythe through corners with precision. The steering is weighted perfectly, and the minimal roll is controlled well. Porsche’s quick-shifting PDK dualclutch gearbox lets you make the

most of the engine, with peak torque arriving at 1800rpm and the turbo spooling up rapidly after, although this isn’t an explosively quick car. It pulls smoothly, though, and the brake-based torque vectoring fitted to our test car helped put down power when traction was limited. The retuned four-wheel drive system has a stronger rear bias now. Exit a particularly tight corner on a heavy throttle and the rear will

Price £53,970 Engine 4 cyls in line, 1984cc, turbocharged, petrol Power 263bhp at 5000-6500rpm Torque 295lb ft at 1800-4500rpm Gearbox 7-spd dual-clutch auto, 4WD Kerb weight 1865kg 0-62mph 6.2sec Top speed 144mph Economy 26.4-28.0mpg CO2, tax band 229-242g/km, 37% RIVALS Alfa Romeo Stelvio, BMW X4

step out ever so slightly, in a similar manner to the GTS. Keen drivers already considering a four-cylinder Macan shouldn’t have to think too hard about stepping up to the T. It’s not as characterful as the S, but on the right road it’s a more engaging steer than the base model. TOM MORGAN-FREELANDER

TESTED 25.3.22, HAMPSHIRE ON SALE NOW

FORD FIESTA

Can this mid-life update return the supermini to the top of the sales charts?

he phrase ‘Britain’s best-selling car’ could often be found in a sentence referencing the Ford Fiesta. But no more. Last year, it didn’t even make the top 10, as Ford diverted what semiconductors it could obtain to more profitable models. Still, Ford has persisted with a mid-life update for its supermini, the biggest visual changes for which are at the front, where there is a new design for the bonnet, headlights and grille.

There are no mechanical changes to the chassis and the engine lineup remains as it was, including the impressive 153bhp mild-hybrid version of Ford’s excellent 1.0-litre three-cylinder turbocharged petrol Ecoboost unit, tested here, which delivers a real-world 50mpg. The familiarity of that engine and chassis means, unsurprisingly, it’s more of the same from the Fiesta on the dynamic front. The handling is

simply a joy at any speed; this is a car that can raise a smile no matter how mundane the corner or the manoeuvre required. As before, none of this involving handling is at the expense of ride comfort or quality. It transmits to the driver exactly what the road surface is doing while absorbing and isolating from bumps with a sophistication that a car in this class really has no right to. It’s all backed up with an engine that remains among the most characterful on the market. The 1.0-litre triple is vocal, but it sounds enthusiastic rather than unrefined and delivers excellent performance levels, particularly above 2000rpm when the turbocharger kicks in. Inside, there’s the addition of a 12.3in digital instrument display, which is a welcome upgrade over the old analogue dials, although it alone doesn’t lift the Fiesta above the criticism that its interior has always received for being on the dark and drab side. A winning formula hasn’t been altered in this round of changes for the Fiesta. Rivals may offer more

FORD FIESTA 1.0 ECOBOOST MHEV ST-LINE VIGNALE 5DR Still the dynamic benchmark for a supermini. The rest of the package is improved if still not class-leading

AAAAB Price £24,440 Engine 3 cyls, 998cc, turbo, petrol, plus 48V ISG Power 153bhp Torque 140lb ft Gearbox 6-spd manual, FWD Kerb weight 1214kg 0-62mph 8.9sec Top speed 136mph Economy 52.3mpg CO2, tax band 121g/km, 29% RIVALS Renault Clio, Seat Ibiza

space, more technology and a richer cabin, yet none of them can match the driving pleasure offered here – dynamic qualities that also lie in models many rungs lower than this £24,440 range-topper. A simple 99bhp ST-Line: that’s where our money would go. MARK TISSHAW

6 APRIL 2022 AUTOCAR.CO.UK 33

ROAD TEST

PHOTOGRAPHY MAX EDLESTON

No 5568

Mercedes-Benz S-Class

Is the all-new, seventh-gen version, here in PHEV guise, the ‘best car in the world’? M O D E L T E S T E D S5 8 0 e L A M G L I N E P R E M I U M P L U S E X E C U T I V E Price £116,330

Power 503bhp

34 AUTOCAR.CO.UK 6 APRIL 2022

Torque 553lb ft

0-60mph 5.2sec

30-70mph in fourth 6.3sec

Fuel economy 34.4mpg

CO2 emissions 17g/km

70-0mph 47.4m

ROAD TEST elcome, then, to the return of the self-styled ‘best car in the world’, this time for the seventh occasion since 1972, when MercedesBenz first used the S-Class name. Naturally, like every new S-Class, this is the most advanced car Mercedes has made. Or is it? Because for the first time, the top-billing limousine in the line-up at Stuttgart has some internal competition, in the form of the EQS, which aims to do everything the S-Class can do, only against the backdrop of all-electric power. Does this moment represent a changing of the guard? Perhaps, and that’s a matter worthy of its own dedicated story in these pages. In the meantime, the car for which “in investment terms, no other model comes close”, according to head of development Jürgen Weissinger, returns with a new remit. Luxury and isolation still in theory lead the order of priorities, but digitisation and connectivity are if not quite on a par then a very close second. The new S-Class is the first Mercedes capable of driving fully autonomously and without a driver, even if the capability is limited to closed-circuit environments such as parking garages. The car can now receive over-the-air software updates and, with the right equipment from Mercedes’ chosen suppliers, the MBUX Smart Home function can from within your car monitor and control the temperature, the lighting and even the position of window blinds at home, all through voice control. Useful? Possibly not, but it shows that Mercedes is forging new technological paths with the S-Class. All of which sounds impressive, but it won’t matter a jot if this new S-Class can’t uphold the standards of its forebears in terms of unadulterated sophistication on the move. It needs to have that addictive knack of depositing occupants at their destination in a more rested and revitalised state than when they slid into the car. It needs to reassert its position as the best limousine money can buy short of going to Rolls-Royce, with the benefit of remaining relatively incognito at times when even the most subtly presented Roller would stand out. With all this in mind, it’s time for the W223-generation S-Class to undergo a full road test, so we might discover whether new heights have been reached, or if standards have slipped.

We like  Versatile hybrid powertrain lays the ground for enviable refinement  World-class cabin ambience melds old-school charm and modern tech

We don’t like  Neither as quiet nor as smooth on the move as we hoped. Close, though  Certain ADAS systems frustrate, along with ill-considered switchgear

DESIGN AND ENGINEERING

AAAAB Slim headlights and soft curves mean the new S-Class cuts a less ostentatious figure than its predecessor but it’s actually a larger car, in short- and long-wheelbase forms. With shorter overhangs, most of both derivatives’ additional length has been added between the axles, and the S-Class is also taller than before. Narrower, too, by 21mm between the outer edges of the wing mirrors, even though track widths

Range at a glance ENGINES

POWER

PRICE

6 cyl 2.9 350d 6 cyl 3.0 500 6 cyl 2.9 400d L 6 cyl 3.0 580e L V8 4.0 580 M’bach V12 6.0 680 M’bach

282bhp 429bhp 326bhp 503bhp 496bhp 603bhp

£82,020 £92,430 £108,405 £118,095 £165,455 £209,095

TRANSMISSIONS 9-spd automatic The W223-generation S-Class comes in an array of forms. There are straight-six petrol and diesel options, and it’s also possible to have the petrol in PHEV guise (like our test car). Long-wheelbase versions are available, too, and that’s before you get to the trims, which range from AMG Line to AMG Line Premium Plus Executive. Also, while MercedesBenz no longer offers a V12 in any model, the wider family gets around this by offering the noblest of engine configurations in the Maybach S680 – all 6.0 litres and 603bhp of it.

are up significantly at both ends. Our S580e L measures 5320mm nose to tail, putting it roughly on a par with the equivalent BMW and Audi models but some way off the 5546mm of the Rolls-Royce Ghost. The bodyshell now also uses more aluminium than ever, although this plug-in hybrid S-Class, whose 28.6kWh battery provides 62 miles of electric range, still weighs 2385kg. Powertrains are currently limited to turbocharged straight-six petrol and diesel affairs, but a mild-hybrid 4.0-litre V8 is in the pipeline and you can supplement the six-cylinder petrol with an electric motor for more than 500bhp, as is the case with our S580e L. All cars use Mercedes’ in-house 9G-Tronic torque-converter gearbox, whose ninth ratio is an overdrive that drops engine speed to around 1600rpm on the motorway. Four-wheel drive is also standard across the range except in the case of the entry-level S350d, and fourwheel steering is an option. The forged-aluminium links of the rear suspension have been redeveloped on account of this system, which for the LWB car reduces the turning circle by two metres. At the all-important rear, sub-frame carriers and the elastomer bearings of the struts have also been redeveloped to improve cabin isolation. Air springs are standard, with the bellows working alongside the adaptive ADS+ dampers to control each corner of the ◊

Before the S-Class, there was the W108

 In the style of Tesla and Range Rover, the S-Class has adopted electronically deploying door handles. They contribute to the car’s low drag coefficient of 0.22, as do the subtle ‘aerostripes’ on the inside edges of the wing mirrors.

 The lighting has been slimmed down at both ends of the car. The headlights are also particularly clever in their ability to adjust for the topography of the road ahead, assuming you have the navigation active. The car can locate and ‘tag’ pedestrians at night, too.

 Mercedes claims all wheel options have considerable aero optimisation designed into them. Our test car wears 20in AMG wheels in the multi-spoke design, although 21in is also available. Maybach models bring serious bling.

 A shorter front overhang and less imposing grille contribute to the car’s pebble-like exterior design, as does the reduction in crease and character lines along the flanks compared with the more distinctive styling of the W222.

6 APRIL 2022 AUTOCAR.CO.UK 35

Weights and measures

86 0m m

119

505 litres

Kerb weight: 2385kg 3216mm

896mm

1503mm

m 0m

930m m

0.22

1000m mm

DIMENSIONS

1208mm

5320mm

PA R K I N G Typical garage height

Typical parking space width (2400mm)

 Real, rather than synthetic, leather is standard on the S-Class and 19 motors in the front seats give them endless adjustability. Comfort and support are superb.

1900mm

Typical leg room 860mm

2120mm (with mirrors) 3920mm

 Five-seat configurations are possible and leg room is copious with the car in LWB form. Chauffeur Package allows the front seats to slide even further forward.

W H E E L A N D P E DA L ALI G N M E NT Alignment is excellent, as is the adjustability of the driving position. Frankly, few cars do it better, and the sculpted contouring of the front seats is first class.

35mm 190mm Width 890-1300mm Height 370mm Length 1090mm

H E AD LI G HTS S-Class uses Digital Light and Multibeam LED headlights with adaptive functionality. We have no qualms: the beam is long and clear and doesn’t trouble others.

∆ car independently of the others, as necessary. Ride height automatically lowers by 10mm at speed to reduce drag, and does so by a further 7mm in the S-Class’s sportiest driving mode. Our test car didn’t have Mercedes’ E-Active Body Control, a development of the hydraulically actuated Magic Body Control that was introduced on the old S-Class. Using cameras and feedback from the road surface to regulate pitch, lift and roll, it is fitted as standard on the Maybach versions of the car but not offered even as an option on others.

INTERIOR

AAAAB Desperate to embrace digitisation but knowing it had to retain a familiar and uncompromisingly opulent lounge-like feel, Mercedes set itself a

36 AUTOCAR.CO.UK 6 APRIL 2022

Centre stern task when it came to developing the cabin of the S-Class. It has, in the main, succeeded in blending those elements. The surface design of the dashboard is particularly pleasing, and in general the cabin achieves a greater sense of spaciousness than its predecessor but without sacrificing anything in material richness or feelings of all-encompassing solidity and sanctuary. It surpasses the cold ambience of the A8 on every level, does enough to better the beautifully constructed confines of the 7 Series, and gets the better of Bentley’s Flying Spur in terms of visibility and airiness, if not tactility and flair. At night, things arguably only get better, when Mercedes’ ambient lighting programme comes to life. It’s a triumph, being configurable for colour and brightness and

 Hybrid battery robs the boot of 15 litres of capacity but it’s still cavernous – beating both the BMW 745e and Audi A8 60 TFSIe – and also comes with a ski hatch.

transforming the cabin into a luxurious and sophisticated cocoon. Heightening the experience are the seats. The deeply bolstered items in the front strike a rare balance of breadth, support and softness, and are among the best in any class of car. There are also 10 massage programmes. The rear is no less impressive, particularly in LWB cars, which get electric adjustment for the outer seats. A Chauffeur Pack, fitted here, adds deployable footrests and gives the front passenger seat the ability to slide and fold extra far forward. Electric blinds add a further layer of insulation from outside. Faultless? Not quite. The neartotal migration of switchgear onto the central touchscreen makes it more arduous than necessary to alter the climate control settings. Of the

physical controls that exist, some also feel cheap. The wing mirror adjusters are one example, the engine start button another. The size of the display has also necessitated putting the central vents high on the dashboard, out of easy reach, and the door-mounted electric seat controls aren’t haptically satisfying to touch but strangely stiff and recalcitrant. Small details, admittedly, but ones that take the shine off an otherwise fine and typically lavish effort.

PERFORMANCE

AAAAC As with any luxury limousine, having a surfeit of power and performance is desirable not because you will ever need or want to use it, but because it allows the car to propel itself in truly insouciant fashion during ◊

ROAD TEST

 Ambient lighting is an integral part of the S-Class experience, and around 250 further LEDs can be integrated into the driving assistance systems.

 Burmester 4D surround-sound system uses up to 31 loudspeakers and eight exciters. The fourth dimension is ‘feelable’ sound, relating to bass tones.

 Slim, vertical vents round off the ends of the subtly concave (but vertically convex) dashboard. Most of the HVAC controls are found on the central touchscreen.

Multimedia system

AAAAC

The sloped central touchscreen that forms the nexus of the MBUX infotainment system in the S-Class is neither as offensively large nor as distracting in real life as the early pictures might have led you to believe. It is instead a beautifully crisp, clear display that contains an intuitive array of menus, sits at just the right height and is particularly well suited to integration with Android Auto and Apple CarPlay. It’s joined by a 7.0in tablet in the rear armrest, and higher-spec cars get wireless phone charging pads both in the front and back, to go with eight USB-C ports. Of course, physical controls are scarce, including those of the climate control, and in this regard the iDrive set-up in the 7 Series is more intuitive to use on the move. Elsewhere, the voice recognition is right at the sharp end of what the car industry is currently capable of delivering and the head-up display is able to effectively deliver augmented reality navigation.

6 APRIL 2022 AUTOCAR.CO.UK 37

❝ For an elegant PHEV with few sporting pretensions, it’s adept at going quickly

❞

∆ day-to-day driving. The S580e, with its 503bhp PHEV powertrain, acquits itself well in this respect. Without any launch control function (why would there be?), the car sprinted to 60mph in 5.2sec at Millbrook, but this is by the by. The car’s ability to shoot from 30mph to 70mph in 4.2sec is a more relevant indicator of muscular realworld performance, and the 6.3sec required to cover that increment in fourth gear comfortably beats that which we recorded for the Audi S3 – an immensely swift hot hatch. The nature of that performance is what really matters, though. Aided by substantial torque from the electric motor, the S580e’s turbo straight six likes to live its life in subdued fashion, and the nine-speed gearbox will covertly shuffle cogs to ensure crankshaft speeds rise above 1600rpm or so only when necessary. That’s if the engine is even running. Whereas comparable PHEV versions of the A8 and 7 Series merely

pay lip service to the idea of allelectric running, the battery pack in the S580e is large enough to yield 62 miles on paper and around 45 miles in the real world. You can either select a dedicated EV mode and use battery power exclusively, or allow the car to juggle ICE and electric power in Hybrid mode, which it does deftly and effectively. We were surprised at just how little the engine is used beyond instances where reasonably swift acceleration is required, or sustained cruising. The car also makes good use of its regenerative braking function, which is aligned with the navigation data and exterior sensors to adapt to road furniture and other cars up ahead. So slick is the calibration that it doesn’t take long to fully trust in and work with it. Another area of strength is the calibration of the motor and engine responses. The car accelerates crisply thanks to the electric portion of the driveline and is joined seamlessly

with combustion power when necessary. Never is the power delivery lumpy or uncomfortably reactive, and this applies as much to roll-on acceleration as it does to low-speed manoeuvring. Less impressive is the gearbox’s tendency to occasionally hiccup during the multiple downshifts required when coming to a complete stop. For an otherwise seamless – if relatively uncharismatic – affair, these jarring little interjections are unwelcome.

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

AAAAB Something so long and heavy has little right to handle as tidily as the S-Class does. In the default Comfort chassis setting, there’s a languid assuredness that makes the car easy to place on the road and roll is meted out relatively freely but always with poise and control. Steering feel is utterly absent but the heavily assisted rack is geared with a pleasing blend

of ease and response that often makes the S580e feel a few hundred kilos lighter than it really is. Knock the car into its more sporting mode (where the steering weights up, the powertrain is kept on the boil and the suspension tightens its grasp on the body) and the S580e will cover ground in truly eye-widening manner, with a degree of class and composure you wouldn’t credit had you not experienced it first-hand. For an elegant PHEV with very few sporting pretensions, the S-Class proves adept at going quickly. None of which is to say the S-Class handles with the sports saloon credibility of the Flying Spur and, to a lesser extent, the 7 Series. It plainly doesn’t, rolling and heaving quite generously on more interesting roads and in general lacking the veneer of sharpness that makes some larger limousines genuinely satisfying to drive. The chassis balance is also noticeably more nose heavy than

 It remains tidy during brisk driving, aided by strong grip, excellent traction, pleasing steering response and measured body control, but it’s less sporting than the 7 Series.

38 AUTOCAR.CO.UK 6 APRIL 2022

ROAD TEST Assisted driving notes AAAAC Drive Pilot is Mercedes’ latest, vaunted assisted driving suite but it wasn’t fitted to our car. The system works at up to 40mph and in theory allows the driver to almost entirely relinquish control in line with SAE level-three stipulations (that is, the driver is notified only when the system’s ‘functional limits’ are reached). It’s designed to work on motorways in heavier traffic, and with the car kept in one lane. With Intelligent Park Pilot, the S-Class can even reach SAE levelfour capability and locate a reserved parking space autonomously, although it’s difficult to say how practical this would be in the real world, given its specific and rather limiting operating requirements. In the UK, the S-Class comes as standard with the Driving Assistance Package, which features the gamut of intelligent cruise control, traffic sign recognition and evasive emergency steering and braking.

those rivals, which thrust themselves down roads from the hips while the Mercedes slips along with a neutrality that develops into solid understeer once the limits of the tyres are overcome. However, you’re unlikely to get to that point because grip and traction are excellent, even in wet weather. Overall, the S-Class will happily tolerate the kind of driving asked of wedding chauffeurs running late, but for driver-owners, Bentley or BMW (or, better still, Alpina’s B7) are more polished and enjoyable dynamically.

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

AAAAC Just how insulating is this new S-Class? Measured against the very best – the Ghost – it does creditably well but is no real threat. The S580e is quieter at idle than the Ghost but 3dBA louder at 30mph and 4dBA louder on the motorway. This means the cabin is an exceptionally

A U T O N O M O U S E M E R G E N CY BRAKING  Does the system seem prone to ‘false positive’ activation? ✗  Can its sensitivity be adjusted? ✓  Can it be deactivated? ✓ L A N E K E E P I N G A S S I S TA N C E  Does the system keep the driver engaged when activated? ✓  Can you easily avoid a pothole without deactivating it? ✓  Does it progressively warn, then intervene, to prevent you changing lanes into the path of an overtaking vehicle? ✓  Does it work equally well on single-track roads as motorways? ✓  Once deactivated, does it stay off even after restart? ✓ INTELLIGENT CRUISE CONTROL  Can the system recognise and automatically adopt speed limits on posts and gantries? ✓  Does it work consistently well? ✗  Does it prevent undertaking? ✓

placid and calming space but it also shows that when it comes to truly class-leading refinement, the latest S-Class still has some head room yet. As for the nature of the six-cylinder engine itself, that’s more smooth and sonorous than discreet and aristocratic. Again, suitably genteel for this kind of application but not at the apex of old-world sophistication. You could say something similar about the manner in which the S580e rides. As you’d expect, the long-wave gait that the air springs and endless wheelbase give the car is superbly fluid, but intrusions from patchy road surfaces are more discernible than they should be. When the previousgeneration S-Class arrived, its slipperlike ride quality was something you’d genuinely marvel at, and the new car just feels a little underwhelming in this respect. Nevertheless, it does enough to get the better of the 7 Series in terms of outright rolling refinement and is a whole cut above

the A8. The introduction of E-Active Body Control to the range may elevate it further still, but in the meantime, avoiding the optional 21in wheels (our car wore 20in) is recommended. Material comfort is arguably the car’s strongest suit. Asked whether we’d prefer the deep, bucket-esque berths of the Mercedes or the grander but also more austere chairs in the Ghost for an all-day journey, we’d take the Mercedes’ every time. There’s also a degree of comfort to be taken from the S-Class’s relatively incognito form, the familiarity of its driving controls, and fine visibility all round. Certainly, to drive, the stretch-limousine experience doesn’t come much easier than this.

BUYING AND OWNING

AAAAC There are several reasons to buy the S580e over its non-hybrid S-Class brethren, as well as over rivals. For company car drivers, it’s the only

model in the line-up whose BIK rate isn’t the maximum 37%. In fact, it’s far lower, at just 8%. Additionally, the PHEV S-Class has the kind of electric range that can really make a difference. A day’s chauffeuring around London could realistically be done on the 45 miles or so of real-world range the car’s sizeable battery pack provides, and besides the benefits to fuel consumption, the S580e cuts an extra-refined figure when its powertrain is operating in silence. Neither the PHEV version of the A8 nor the 7 Series (admittedly, soon to be updated) comes close to matching the electric range of the Mercedes, although the new Range Rover P440e should be comparable and, while more expensive in terms of list price, is forecast to hold its value far better than any of the limousine competition. With an equally lavish interior, the big Brit is probably the closest rival the S-Class currently has, in all its various forms. ◊

AC C E L E R AT I O N Mercedes-Benz S580e L AMG Line Premium Plus Executive (8.5deg C, dry) Standing quarter mile 13.6sec at 107.6mph, standing km 24.4sec at 138.5mph, 30-70mph 4.2sec, 30-70mph in fourth 6.3sec 30mph 40mph 50mph

60mph

70mph

80mph

90mph

100mph

110mph

120mph

130mph

2.3s

5.2s

6.5s

7.9s

9.8s

11.9s

14.2s

17.1s

20.7s

3.2s

4.1s

10s

Rolls-Royce Ghost (9deg C, drying) Standing quarter mile 13.0sec at 119.8mph, standing km 21.8sec at 155.8mph, 30-70mph 3.2sec, 30-70mph in fourth 5.4sec 30mph 40mph 50mph

60mph

70mph

80mph

90mph

100mph

110mph

120mph

130mph

2.0s 2.8s 3.6s

4.7s

5.8s

7.0s

8.5s

10.3s

12.3s

14.7s

17.6s

10s

140mph

25.0s

20s

140mph

20.9s 20s

B R A K I N G 60-0mph: 2.94sec Mercedes-Benz S580e L AMG Line Premium Plus Executive (8.5deg C, dry) 30mph-0

50mph-0

8.5m 0

70mph-0

24.0m 10m

20m

47.4m 30m

40m

Rolls-Royce Ghost (9deg C, drying) 30mph-0

50mph-0

8.2m 0

70mph-0

22.9m 10m

20m

46.6m 30m

40m

6 APRIL 2022 AUTOCAR.CO.UK 39

Data log MERCEDES - BENZ S580e L AMG LINE PREMIUM PLUS EXECUTIVE On-the-road price Price as tested Value after 3yrs/36k miles Contract hire pcm Cost per mile Insurance

£116,330 £116,330 £47,950 na £1.82 50E/£1195

75 litres

28.6kWh

TYPICAL PCP QUOTE Three years/36,000 miles £2120.58 With a deposit of £12,700, you can get the heavily specified S580e L AMG Line Premium Plus Executive for roughly £2100 per month. For the more ordinary S350d AMG Line with the standard wheelbase, reckon on paying £1480 per month.

EQUIPMENT CHECKLIST Airmatic air suspension 20in AMG alloy wheels, multi-spoke Digital Light and Multibeam LED headlights with Adaptive High Beam Assist Plus and Ultra-Range Beam Panoramic sliding roof Power-closing doors and bootlid Heat/noise-insulating glass Magic Vision Control wipers Adaptive rear lighting Active Multicontour front seats with four-way lumbar support Chauffeur Pack Thermotronic four-zone climate control with Energising Air Control Heated multifunction sports steering wheel in nappa leather Wireless smartphone charging and integration (front and rear) MBUX AR head-up display USB Plus Pack Remote and Charging Service Plus (free for three years) Options in bold fitted to test car = Standard na = not available

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

C H A S S I S & B O DY

TRANSMISSION

BRAKES

SAFET Y

Type 9-spd automatic Ratio/mph per 1000rpm 1st 5.35/5.8 2nd 3.24/9.6 3rd 2.25/13.9 4th 1.64/19.1 5th 1.21/25.8 6th 1.00/31.3 7th 0.87/36.1 8th 0.72/43.6 9th 0.60/52.0 Final drive ratio 2.65:1

Front 350mm ventilated discs Rear 278mm solid discs Anti-lock Standard, with EBA and EBD Handbrake type Electric, automatic Handbrake location Dashboard, nearside

EBD, ABS, ESP, LKA, LCA, TSR, CTA, ABSM, ASA, ACC, PSIC Euro NCAP crash rating Not tested

SUSPENSION

STEERING Type Electromechanical, rack and pinion Turns lock to lock 2.3 Turning circle 12.5m

Idle 38dBA Max rpm in 4th gear 74dBA 30mph 54dBA 50mph 59dBA 70mph 62dBA

Steel and aluminium monocoque Weight/as tested 2385kg/2530kg Drag coefficient 0.22 Wheels 9.0Jx20in (f), 10.0Jx20in (r) Tyres 255/40 R20 101Y (f), 285/35 R20 104Y (r), Bridgestone Turanza T005 MO-S Spare None (run-flats)

ENGINE

ECONOMY

Installation

TEST MPG

Track Touring Average EV range Test range

11.2mpg 37.0mpg 34.4mpg 45 miles 613 miles

CLAIMED

Combined EV range

353.1mpg 62 miles

Front, longitudinal, four-wheel drive Type 6 cyls, 2999cc, turbocharged, petrol Bore/stroke 83.0mm/92.4mm Compression ratio 10.5:1 Power 362bhp at 5500-6100rpm Torque 369lb ft at 1600-4500rpm Electric motor 147bhp permanently excited synchronous motor Drive battery 28.6/21.5kWh (total/ usable), lithium ion Total system power 503bhp at 5500-6100rpm Total system torque 553lb ft at 1600-4500rpm Power to weight 211bhp per tonne Torque to weight 232lb ft per tonne

Front Multi-link, air springs, anti-roll bar Rear Multi-link, air 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 2nd 20-40 1.8 30-50 1.8 40-60 2.0 50-70 – 60-80 – 70-90 – 80-100 – 90-110 – 100-120 – 110-130 – 120-140 – 130-150 – 140-160 –

TIME (sec) 2.3 3.2 4.1 5.2 6.5 7.9 9.8 11.9 14.2 17.1 20.7 25.0 30.0 –

3rd 2.4 2.4 2.4 2.5 2.6 – – – – – – – –

4th – 3.1 3.1 3.3 3.4 3.6 3.6 3.9 – – – – –

5th – 4.4 4.5 4.5 4.5 4.7 4.9 5.0 5.3 5.9 – – –

6th – – 5.4 5.5 5.6 5.7 6.0 6.2 6.5 6.9 – – –

7th – – 5.7 6.5 8.0 7.0 7.3 7.6 8.1 8.8 – – –

8th – – – 8.7 8.5 8.9 9.1 10.0 11.2 11.7 – – –

9th – – – – – 11.7 12.5 13.8 15.3 – – – –

THE SMALL PRINT Power-to-weight and torque-to-weight figures are calculated using manufacturer’s claimed kerb weight. © 2022, Haymarket Media Group Ltd. Test results may not be reproduced without editor’s written permission. For information on the S-Class, contact Mercedes-Benz Cars UK, Delaware Drive, Tongwell, Milton Keynes, MK15 8BA (00800 1777 7777, mercedes-benz.co.uk). Costper-mile figures calculated over three years/36,000 miles, including depreciation and maintenance but not insurance; Lex Autolease (0800 389 3690). Insurance quote covers 35-year-old professional male with clean licence and full no-claims bonus living in Swindon; quote from Liverpool Victoria (0800 066 5161, lv.com). Contract hire figure based on a three-year lease/36,000-mile contract including maintenance; Wessex Fleet Solutions (01722 322888).

40 AUTOCAR.CO.UK 6 APRIL 2022

Tank size 75 litres Battery size 28.6/21.5kWh (total/usable)

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

MAX SPEEDS IN GEAR 1 36mph 6200rpm 2 60mph 6200rpm 3 86mph 6200rpm 4 118mph 6200rpm 5 155mph 6010rpm 6 155mph 4958rpm 7 155mph 4289rpm 8 155mph 3555rpm 9 155mph* 2980rpm * claimed

RPM in 9th at 70/80mph = 1346/1538

17g/km £132/£265

CABIN NOISE

R E S I D UA L S 150

Mercedes-Benz S580e L Premium Plus Executive

125 100 Value (£1000s)

Construction

New S-Class sits on a heavily re-engineered version of Mercedes’ Modular Rear Architecture, which is aluminium intensive. Air suspension is now standard and the engine line-up is exclusively straight-six-flavoured until you reach the realms of the Maybach-badged models, which use V8 and V12 engines. Our car weighed 2530kg, which was distributed 46:54 front to rear, perhaps because of its LWB configuration.

BMW 745Le xDrive M Sport (off sale)

75 50 25

Audi A8 L 60 TFSIe Quattro Vorsprung

0 New

1 year

2 years

3 years

4 years

 Extra-long S580e should hold its value better than close rivals, though an updated 7 Series arrives imminently.

R OA D T E S T N o 5 5 6 8

Read all of our road tests autocar.co.uk

ROAD TEST Testers’ notes RICHARD LANE I watched a lengthy video detailing the new S-Class’s ADAS array and there’s no doubt it’s superbly comprehensive, effective and capable of saving lives. However, the car isn’t half paranoid. On several occasions, the emergency braking triggered apropos of nothing significant, which wrecks the relaxing atmosphere. MATT SAUNDERS I was surprised just how much the ambient lighting affected my mood. Get it right and the car becomes twice as calming in an instant.

VERDICT

AAAAB

Plug-in S-Class is the best of an otherwise ordinary generation f Mercedes’ aim was to embrace digitisation and propel the S-Class into a new era, it can regard the W223 as a success. The cabin feels reassuringly traditional yet avant-garde, and the scope of the vast displays manages to avoid the jarring omnipresence seen with other manufacturers’ cars. Ambient lighting and connectivity are very well executed, and beneath it all, barring one or two ergonomic shortfalls, resides one of the most materially comfortable and cosseting places to sit while the miles ease by, for driver and passenger. In an age of ever more ludicrously grandiose grilles, the S-Class’s relatively subtle exterior design should also stand it in good stead in Europe. However, fundamentally, it feels as though progress has stalled somewhat. The plug-in hybrid powertrain of our S580e sets new class standards for efficiency and versatility, but cabin isolation and ride quality seem no better than before. Where an S-Class used to challenge Rolls-Royce in terms of road manners, the British marque is now a clear step ahead, and the upcoming 7 Series update should give cause for concern in Stuttgart. The new S-Class is a fantastically opulent way to travel, but no longer is it breathtakingly so.

R OA D TEST R I VA L S Verdicts on every new car, p72 Price Power, torque 0-62mph, top speed CO2, economy

MERCEDES-BENZ S580e L PREMIUM PLUS EXECUTIVE Not as compelling as previous S-Class generations but classleading PHEV capability and superb cabin keep it on top. AAAAB £116,330 503bhp, 553lb ft 5.2sec, 155mph 17g/km, 353.1mpg

BMW 745Le xDRIVE M SPORT ULTIMATE PACK More dynamic meat on the bone than the Mercedes, but not quite as opulent or comfortable. An update is due very soon, though. AAAAC £117,190 389bhp, 443lb ft 5.1sec, 155mph 57g/km, 117.7mpg

AUDI A8 L 60 TFSIe QUATTRO VORSPRUNG Doesn’t exude the warmth and class required at the top rung of the saloon class; neither does it possess the rolling refinement. AAACC £114,190 455bhp, 516lb ft 4.9sec, 155mph 48g/km, 134.5mpg

LEXUS LS 500h TAKUMI PLEAT PACK Rich, innovative cabin materials and surprisingly agile handling aren’t enough for the LS, which lacks performance and panache. AAACC £114,815 354bhp, 258lb ft 5.5sec, 155mph 162g/km, 29.7mpg

Spec advice The main question is whether to LWB or not, because doing so opens up the option of having the PHEV powertrain and also the higher-level equipment packages. Equally, an entry-level SWB on 19in wheels could be a lovely car day to day.

Jobs for the facelift  Smooth out downshifts when coming to a stop. Currently, the gearbox sometimes hiccups.  Finesse the ADAS triggers: they’re overly sensitive at times.  Keep improving noise insulation and ride quality. Any S-Class needs ‘wow’ factor here.

MASERATI QUATTROPORTE V6 MODENA S Should be among the best driver’s options in this class but doesn’t even come close. Underwhelming cabin, too. AAACC £99,705 424bhp, 427lb ft 5.0sec, 179mph 244g/km, 26.2mpg

6 APRIL 2022 AUTOCAR.CO.UK 41

42 AUTOCAR.CO.UK 6 APRIL 2022

WORLD TOUR IN A DACIA ROAD TRIP

The world on a shoestring The cheapest new car on sale today astonishingly might also be the one with the longest range. Matt Prior puts the Dacia Sandero to the test on a fittingly low-budget world tour PHOTOGRAPHY MAX EDLESTON

6 APRIL 2022 AUTOCAR.CO.UK 43

Prior brimmed both tanks before setting

Wellington to Palestine in a little over three hours isn’t bad going ometimes I’ll drive an old car and think that, while it’s charming, even if it was quite luxurious in its day, it would be tiring to cover huge distances in it now. But new cars are different. Even basic ones are so quiet and accommodating that I think you could take the cheapest car on sale and happily cover mega miles in it. I think you could easily drive one – dramatic pause – around the world. Only we can’t, obviously, not with everything that’s going on. And given the amount of time it takes, I would never get the expenses signed off. But like a Poundland Phileas Fogg, I’m going to be joined by a sidekick, photographer Max Edleston, as we drive around the world (without leaving England) in just two days. We’re going to tick off all the right places, albeit not necessarily in quite the right order, for our lengthy global trip in Britain’s cheapest new car, the Dacia Sandero. Better still, I think we can do it without refuelling. My hunch is that the cheapest car on sale – albeit not the cheapest version of it – also has the longest range of any car on sale. Remember liquefied petroleum gas, or LPG? It was once viewed as a potential mainstream alternative to petrol but cheaper, incurring a lower tax rate and emitting less CO2. In some filling stations you can still get it, and the Sandero Bi-Fuel (chosen by about one in 10 Sandero buyers) has a 40-litre LPG tank where the spare wheel would usually be, in addition to its 50-litre petrol tank, so its 1.0-litre three-cylinder turbo engine can run on either. I reckon it should do more than 800 miles without refuelling. You can swap between the two fuels at the push of a button. LPG tends to make a little more power and torque than petrol (99bhp and 125lb ft versus 89bhp and 118lb ft), albeit it isn’t quite as efficient. But it’s cheaper and prices are less volatile. A year ago, a litre of petrol

MAP: DARREN JONES

44 AUTOCAR.CO.UK 6 APRIL 2022

LPG and petrol have their own trip comp

AROUND THE WORLD IN 800 MILES

uters

Day one Day two Boston

Our budget Fogg Nottingham headed west rather than east for the first stage of the journey but found no major Birmingham congestion over two Bermuda days. The longest time they spent out of the car was walking through misty woods to the Wellington monument. Breakfast baps at Sainsbury’s LC Gibraltar recommendable.

California

Melbourn London Colney Egypt

Wellington

off

London

Palestine

would cost about £1.20 on average You can spot a fair and a litre of LPG 65p. Petrol is dinkum Pommy a pushing £1.66 as I write, and who mile off in Melbourn knows what it will be by the time you read this, while LPG is still only 71p. LPG isn’t that easy to find and, unlike Fogg, I’m not a member of a London club to stride out from. But serendipitously, I do know the perfect place: London Colney, where I used to live, has London in its name, a village club that I used to visit a fair bit (and where Edleston can leave his car) and a big supermarket whose fuel station sells LPG. Bonzer. Better still, the Sandero has not one but two conventional trip computers (one for each tank), which will make keeping tabs on progress particularly easy. Certainly easier than filling the LPG tank. Forgive me: it The peaks of LPG has been a while. pricing over the Nestled behind pumps past 12 months one and two is the LPG pump,

62-72p

Tree canopies make for a pretty alternative to the pyramids of Giza

WORLD TOUR IN A DACIA ROAD TRIP number three, hiding like Platform 9¾. You have to take an adaptor from the glovebox, screw it on, attach the LPG nozzle (which has to be gas-tight), push a button and wait for nothing to happen. Then do it again properly, push the button and give a big lever a squeeze until the tank is full. There’s a slightly alarming gaseous psshht as you undo the nozzle – all normal, apparently – and we’re off. It’s 8.00am. First stop, Egypt. I grant you that Egypt Estimated range in sounds like quite a big leap miles on a tank of from London and wasn’t quite petrol the original plan, but I was told a day ago that I would have to go to Slough to have a swab pushed up my nose, so Egypt became the de facto first calling point. Not that on Egypt Lane, between the M40’s Beaconsfield Services and a Slough trading estate, there’s a lot to see. It’s a pretty country lane with a restaurant at one end and Burnham Beeches at the other. But there’s a sign, so our first waypoint is ticked off by 8.45am and, with tickled nostrils, I’m putting the next one into the sat-nav: Gibraltar, near Aylesbury. It’s named after the other one, but the Spanish aren’t so bothered about it and, so far as I can see, there are no monkeys. There is a thatched pub; the focus of Gibraltar’s Wikipedia page is that it caught fire 19 years ago, but the village noticeboard suggests they’ve moved on. As must we, because it’s 11.53am and we’ve only done 71 miles. Driving to Wellington, Somerset, in place of Wellington, New Zealand, means the first chance to settle into Sandero life properly along the M4. It’s good, this car. Impressive value, even though it costs more than the £7170 base Sandero, which almost nobody buys, because the next model up the range is so much better equipped. This TCe 100 Bi-Fuel Comfort costs £11,995. ◊

575

❝ There’s a slightly alarming gaseous psshht and we’re oﬀ. First stop, Egypt ❞

There were no mad monkey sightings last week

Relaxed, refined and able to entertain you (if you have a phone)

aps What’s up there? A vacant LPG pump, perh

6 APRIL 2022 AUTOCAR.CO.UK 45

W H AT E L S E C O M E S C L O S E? On paper, the Sandero’s total range, estimated by going on its WLTP combined figure, comes out at around 925 miles. I had figured it might be less than that, because laboratory tests aren’t the same as real-world driving. But after two days and 805 miles, it looks pretty accurate. And with careful driving, I think you would manage more. The same isn’t true of some of Britain’s other cars with long official ranges: plug-in hybrids. Their WLTP test cycles start with a full battery, which means they might not use any fuel at all over regular commutes – but also that you will never get the many hundreds of miles to the gallon that suggests they will run and run and run on a single fuel fill. Traditionally, that’s a role filled by big cars with efficient diesel engines spinning over slowly at motorway speeds. The MercedesBenz S350d, with a 76-litre diesel tank and 42.8mpg combined fuel economy, has an official range of 716 miles, and I suspect you could better that on a long run; the Audi A8 50 TDI (82 litres, 40.4mpg) should get you 729 miles. Both are impressive. But I don’t think there’s another car on sale that will get you the at least 900, maybe 1000, of the Sandero. It’s a luxury cruiser for our times.

Easy does it… LPG fill-ups are a little diffe It’s still a basic car, then, but Edleston and I are a comfortable temperature, one of our phones is mirrored easily on the central touchscreen and a six-speed manual gearbox eases the miles and revs away while the ride is smooth and noise reasonably well suppressed. I don’t doubt we were much more comfortable and isolated when we drove a new Land Rover Defender to the Bugatti factory in France the other day (which you will be able to read about soon), but honestly, I’ve been no more tired making the journey in this. It steers lightly and easily and turns half gamely. When people say they want a car “just to go from A to B”, the Sandero is what they’re talking about. Our current B, Wellington (2.20pm, 228 miles), is foggy. The

46 AUTOCAR.CO.UK 6 APRIL 2022

❝ When people say they want a car ‘just to go from A to B’, this is what they’re talking about ❞ rent

Yes, it’s still possible: fewer pounds than Kiwi version was named after the first Duke, and he was named after this place. They put up a monument to commemorate his Battle of Waterloo stuff here later. It’s the tallest three-sided obelisk in the world – reopened last year after a comprehensive renovation, although not open today. Not that, given I can barely see the top, we would see a great deal from its viewing platform nearly 53 metres up. And besides, we’ve got to get to Palestine. Palestine is day one’s last stop: 5.30pm, 312 miles, near Andover, Hampshire. Alas, there’s no monument here – and the nearby

litres

Which of the two best resembles a lowerleague Defender?

350

WORLD TOUR IN A DACIA ROAD TRIP

Pilgrim Way. At the time we pass, The Pilgrims are apparently having doubts about their manager, with whom they will later part ways. If I’d have known (as former playermanager of London Colney’s Pear and Partridge FC), I would have dropped in my CV. Instead we head for Bermuda, not far from Nuneaton (and the MIRA Proving Ground). In a maze of industrial estates and housing estates, Bermuda village – don’t laugh – proves tricky to find. But it’s there (5.30pm, 726 miles), Bermuda Road leading to Bermuda village and with a bus turning circle around a small green with a postbox on it that, if you were to squint a bit, you could pretend had three sides and was therefore a veritable Bermuda triangle. Or not. It has been two rather long days. From here, it’s a journey very much of not-Atlantic crossing epicness across to the M1 and back towards base, to London Colney, the centre of the universe, which we reach at 7.45pm, having driven 804.8 miles over two days. Some 573.8 of those were on petrol, at 49.96mpg, with the other 231 on LPG. ? badly The Sandero is still this le hand ys alwa sa aros Did the Test Play stupid games to win stupid prizes, they estimating its remaining range say at 105 miles, and let’s not forget that those are typically conservative. Yet we haven’t really been trying to be economical. There were stopstarts for photographs and map investigations and the odd drivethrough and getting lost, yet still the Sandero is saying that it will easily do more than 900 miles after a single visit to a filling station – and in resolute comfort. So if we could choose an easier route with fewer stops and a steadier driving style, I wonder, as Edleston loads his kit into his photography Only thing lost in this wagon, whether that estimated Bermuda ‘triangle’ 910-and-some miles could easily were our marbles turn the Sandero into a car capable of 1000 miles in one go. railway station is for Grately, even us on the perfect route to California. historic Route 66 for most of the The longest range, the cheapest though by my reckoning it’s rather Great Yarmouth’s California, that is. California to Boston route. Not us, price: this car has, literally and closer to this small village. Apparently, this got its name not when there’s East Anglia figuratively, come a long way. L By 7.30pm (403.5 miles), we’re because some gold coins were found to navigate. Get your kicks back in London Colney. I know, it’s there at around the same time as mostly on the A47. DACIA SANDERO TCe hardly a several-day train trip across the American gold rush. Entirely And then drama: the petrol 100 BI-FUEL COMFORT India, but Fogg didn’t have to drive unbiased website Norfolk Live has runs out. The 50 litres and a bit Price £11,995 home to feed the cat. since compared the two Californias (a refill to full is 52.21 litres) has Engine 3 cyls in line, 999cc, On day two, we begin there again. “and decided ours is better”, and lasted us 573.8 miles. turbocharged, petrol Because I nipped home using LPG by 11.50am (530 miles, still using The Sandero doesn’t automatically Power 99bhp at 500rpm (LPG), and then brimmed that on my return, petrol), Edleston and I have found switch over to LPG. It takes a good 89bhp at 4600-5000rpm there’s the same 403.5 miles showing our way to an amusement arcade on few cranks to restart the engine (petrol) on the petrol trip computer and the a California holiday park and I’m and an engine warning light seems Torque 125lb ft at 2000rpm fuel level is precisely where it had drifting a topless Ferrari around no great fan of it being run dry, (LPG), 118lb ft at 2100been the night before. what looks like (the apparently although it quickly gets over itself. 3750rpm (petrol) By 9.40am, we’re in Melbourn, inferior) California on the old arcade There’s more power and torque Gearbox 6-spd manual, FWD Cambridgeshire (437 miles). Yes, game Outrun 2. It’s the sort of fun on LPG, but in general driving you Kerb weight 1130kg yes, yes, the spelling isn’t quite that people who drive for a living have would be pushed to notice, especially 0-62mph 11.6sec the same as Melbourne, Victoria, when they’re not driving for a living. if you’ve stopped and restarted. You Top speed 114mph Australia’s second city and often We spend some money, spin some will feel a bigger difference if you Economy 39.8mpg (LPG), voted the best place in the world wheels and win a few prizes. And flick between the two on the move. 52.3mpg (petrol) to live. That was named after look, I’m not going to judge which Now on LPG only, though, we hit CO2, tax band 109g/km (LPG), Melbourne Hall in Derbyshire, but California is better, because it’s quite Boston, whose rather sparkly new 123g/km (petrol), 29% I’m going with this one, because it’s cold and I’ve got to get to Boston. football stadium is on the outskirts, more practical. It pretty much takes In the US, you could pick up the (2pm, 627 miles), appropriately on Estimated range in miles from the LPG tank

You’ve come to the wrong place if it’s sunshine you’re after

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THIS IS GOING TO HURT

There’s no getting around the fact that everything related to motoring is soaring in expense, so be prepared to tighten your seatbelts, warns John Evans ILLUSTRATION REBECCA STEVENS 48 AUTOCAR.CO.UK 6 APRIL 2022

RISING COST OF MOTORING INSIGHT unning a car has never been cheap, and this year it’s going to be even more expensive. Motorists face a perfect storm of sharply rising fuel prices, increases in car insurance and company car tax, higher servicing prices, higher borrowing costs, rising new car prices and even the prospect of paying to park at work, all against the backdrop of rising inflation. As we explain, there are things you can do to mitigate the effects, but in truth they’re small beer. We’re just going to have to get used to paying more for getting from A to B. Here’s where you’re going to feel the pain.

CO M PANY CAR TA X Going up 1%

If you run a company car, you will be familiar with benefit-in-kind (BIK) tax – the charge the chancellor imposes on you for having it for private as well as for business use. Every company car attracts a BIK rate based on its official CO2 emissions, its emissions standard and how it’s powered. The car’s P11D value (in effect its price plus options and delivery) is multiplied by this percentage, and that figure then multiplied by the user’s income tax band, the result being the amount of tax that will be taken from their salary. The point is that for cars registered from 6 April 2020, BIK rates will rise by 1% from April 2022 (for cars other than electric ones registered before this date, the rates remain the same). It means that, for example, a 40% taxpayer running a Volkswagen Golf 1.5 eTSI 150 Active DSG will pay £107 more in tax (£3207 instead of £3100) each year.

Petrol and diesel prices have hit new highs many times in recent months

ROAD TA X Standard rate going up by £10 and, in the first year, by up to £120

In a typical year, the government nets £7 billion from vehicle excise duty (widely known as road tax). That’s a lot of money, but it wants more. So from this April, the standard rate of road tax is rising by £10, while for the first year of a car’s registration, rises will range from £5 for some of the least-polluting cars to £120 for the worst offenders. On the plus side, electric cars will

Non-electric company cars are looking less sensible by the day

Both road tax and company car tax have been raised

continue to attract no road tax and hybrid and alternative-fuel cars will go unchanged at £155. FU E L Petrol and diesel up 30% and 36% respectively in 12 months, EV home-charging energy up 54%

Higher fuel prices are the most obvious evidence of the rising cost of motoring. Government figures reveal that at the end of March, a litre of petrol cost £1.63, compared with £1.25 a year ago – an increase of 30%. Therefore, a car with a 55-litre petrol tank now costs £20.90 more to fill – from £68.75 in March 2021 to £89.65 today. And prices are expected to keep rising. On 23 March this year, the chancellor stepped in to help motorists with a 5p per litre cut to fuel duty, to last until March 2023. The RAC welcomed the cut but said that it would only take prices back to where they had been the week before. Meanwhile, from this month, EVs will be pricier to charge at home when the energy price cap on certain standard variable rate deals rises by 54%. It means that Rise last year in the price an EV with a 60kWh battery that index of lithium, a key currently costs about £9 to charge ingredient in EV batteries – and will instead cost £14 – £5 more. that was before sanctions Users on a fixed tariff risk paying threatened supplies of as much as 80% more to charge ◊ nickel from Russia.

239%

6 APRIL 2022 AUTOCAR.CO.UK 49

∆ their EVs. There are always public chargers – except they’re already at least twice as costly as charging at home, in part due to the fact that VAT is charged at 20%, rather than 5%. Worse still, in recent weeks, some energy providers have raised their tariffs by around 11%. Further rises are expected.

47p

How much more expensive a litre of diesel is today compared with 12 months ago. Petrol is 37.5p dearer.

CAR I N SU R AN CE Premiums up an average of £11 and likely to keep rising

In 2021, the average price paid for comprehensive motor insurance was £434, but as the year drew to a close, this figure rose by £11 to £440. The Association of British Insurers says this is evidence that continued cost pressures on insurers could be starting to filter through to the cost of cover. Add an expected increase in claims as road traffic returns to pre-lockdown levels and higher premiums in 2022 look likely. US E D CAR PR I CES Average value up 27.6% in 12 months

It won’t have escaped your notice that used cars are more expensive. In fact, according to Cap HPI, values rose by almost 28% on average last year, while some went up by as much as 70%. In January, the Office for National Statistics said that, along with fuel, the rise in used car prices was one of the largest contributors to general inflation. “Price increases have been seen across all ages and mileages,” says Chris Plumb, Cap HPI’s

Limited stock, long waiting times… and now soaring prices senior valuations editor. The table on p51 shows how much the top 10 value gainers have risen over the past 12 months. All are 2018/18-reg cars with 30,000 miles. N E W CAR PR I CES Prices for some popular models up around 25% in past three years

Strong demand and not enough cars to satisfy it sounds like a recipe for new car price inflation. The signs are already apparent, with one consumer website reporting price increases for some popular models, such as the Nissan Qashqai and Vauxhall Astra, of around 25% over the past three years. General inflation will only fuel the trend. Although the UK has enjoyed relatively low inflation of cumulatively 26% over the past decade, according to Jay Nagley, managing director of automotive consultancy Redspy, the prices of a basket of popular models adjusted for power and specification have risen 40% over the same period. As we enter a period of high inflation, we may have to get used to much more expensive new cars.

g crazy prices Some used cars are currently commandin

I NTE R EST R ATES Up to 0.75% and could rise further

In January, inflation hit 5.5%. If you think that’s bad, the Bank of England predicts it will rise to 8% in April when higher household energy bills kick in. This is rather more than its inflation target of 2%. To rein it in, the bank raised its official interest rate from 0.50% to 0.75% in March. And as this was written, it was speculating that further rate rises might be necessary if inflation continues to surge ahead, as is likely. Should the interest rate rise, borrowing money for that new or used car you’ve promised yourself will get more expensive.

Under-25s are being hit hardest by the rises, AA has found 50 AUTOCAR.CO.UK 6 APRIL 2022

S E RVI CI N G AN D T YR ES Prices to rise by up to 8% and 10% respectively

Owing to rising energy prices, labour costs and material values, car servicing and tyres are likely to become more expensive during the year.

RISING COST OF MOTORING INSIGHT

CO M PANY CAR PAR KI N G LE VI ES Employees likely to shoulder half the cost

As pressures on their budgets increase, more councils are considering imposing workplace parking levies. Nottingham already does, charging companies and organisations £428 per space, more than half of which is passed on to staff, and the charge is due to rise to £458 from April. Cambridge and Hounslow are considering imposing higher charges of £1000 per space, while other councils exploring such a levy include Bath, Birmingham and Oxford. H OW TO B E AT TH E PR I CE R I S ES

Price rises are inevitably coming, then, but with a little imagination, you might be able to lessen the blows. Here are our top tips:  Buy an EV in order to pay no road tax or fuel

duty and, if you can, charge it for free at work.  Shop around for car insurance but be sure the cover meets your needs.  Check or if necessary spring clean your credit score and shop around for the lowest interest rate.  If workplace parking levies are imposed in your area, park down the road rather than at the office.  Learn to service your car or use a comparison site to find the cheapest garage.  Use a fuel price comparison website (ignoring motorway service stations, prices vary between 3-5p per litre) and drive more economically.  If it makes financial sense to switch energy supplier and your home is totally electric, consider going with one that offers an Economy 7 tariff for cheaper night-time EV charging.  Buy that new car now. TH E G OO D N E WS

Cars have never been better equipped, better built or more fun to drive, so hang the expense, buy the one of your dreams and find a good road. L

TOP 10 USED VA L U E R I S E R S D U R I N G 2 02 1 Toyota Auris Hybrid (2012-19) Suzuki Jimny (2018-20) Vauxhall Zafira (2012-18) Toyota Prius Hybrid (2015-19) Ford C-Max (2010-20) Seat Alhambra diesel (2010-20) Dacia Sandero diesel (2013-20) Vauxhall Combo Life (2018-) Skoda Yeti (2009-17) Hyundai Ioniq Hybrid (2016-20)

£9697 £12,950 £8631 £11,950 £8531 £13,722 £5163 £8190 £10,445 £10,575

£16,387 £21,183 £14,086 £19,032 £13,361 £21,509 £8087 £12,700 £16,155 £16,350

£6690 £8233 £5455 £7082 £4830 £7787 £2924 £4510 £5710 £5775

PE R C E N T R I S E

Learning to drive is becoming more expensive, too

the cost of Individual Vehicle Approval inspection is rising from £450 to £456.80.

PR I C E R I S E

Later this year, the DVSA is increasing the cost of driving tests, both theory and practical, and vehicle inspections, although not the MOT test, by 1.5%. It means the driving test will go up from £62, which it has been since 2009, to – drum roll – £62.90. The theory test currently costs £23 but following the rise will cost £23.40. Meanwhile,

C L E A N VA LU E JANUARY 2022

D R IVI N G TESTS AN D IVA TEST Fees rising by 1.5%

❝ As we enter a period of high inflation, we might have to get used to much more expensive new cars ❞

C L E A N VA LU E JANUARY 2021

“There are huge cost pressures coming from a variety of directions,” says Andy Lane, marketing director at Kwik Fit. “The increased oil price is hitting all businesses, but it places an extra burden on an organisation like ours, which has to move products around a national network. We’re expecting to see a 6-10% increase in the price of tyres from manufacturers by the end of the year and around a 5-8% increase in the costs of the elements making up servicing packages.”

69% 64% 63% 60% 57% 57% 56% 55% 55% 55%

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HOW MG GOT ITS GROOVE BACK

Value-led EVs and SUVs helped MG regain its mojo. Now the brand is returning to its sports car roots. Rachel Burgess meets one of the men behind its remarkable resurgence PHOTOGRAPHY JOHN BRADSHAW icture the ubiquitous MGB, launched in 1962 and for many years the world’s best-selling sports car. Nothing could be more at odds with the famous roadster, you might think, than the current crop of Chinesesourced MGs that major on electric power and family accommodation. But consider this. Back then, the sports two-seater was the car people most coveted. Now, an SUV fills that role. Back then, BMC’s doughty B-series engine seemed a modern choice. Now, an electric powertrain does. In short, the venerable roadster and the ZS SUV may look markedly different, but today’s MG appeals in much the same way as its predecessor did all those years ago. That’s backed up by MG’s sales success in the UK. In March, it sold more cars – in excess of 9000 – than in the whole of 2018. Last year, it increased sales by 66% in a market

52 AUTOCAR.CO.UK 6 APRIL 2022

that was almost flat, due to the global semiconductor shortage. Its top-selling car is the petrol ZS, although the electric variant isn’t far behind, appealing to young, environmentally conscious families. “There are the 30- to 45-year-olds with a bit of money who want to be early adopters of electric cars,” explains MG commercial director Guy Pigounakis, “and then there are the customers thinking back to the halcyon days of MG. “The people who know the MG brand are probably slightly older people who have warm memories of MG sports cars and nice saloons. And then the youngsters know very little about the brand, or what they do know is picked up from other people.” It has been a gradual rise back to the top since MG fell into the hands of Chinese firm Nanjing Automobile Corporation in 2006. The ensuing 6 saloon and 3 supermini made little impact, but in recent years MG’s

Pigounakis ran MG from 1995 to 2005, returning in 2020

MODERN MG INSIGHT B sports car is MG’s enduring brand icon

F/TF roadster was a big success, lasting from 1995 to 2011 Today’s young families are excited by likes of ZS SUV

upwards trajectory has accelerated significantly, helped by relevant, reliable and affordable cars. Pigounakis has overseen this kind of success at MG before: he was responsible for launching the popular F sports car in 1995, alongside engineer Brian Griffin and designer Gerry McGovern, now of Jaguar Land Rover fame. “The demand for our products just seems to be increasing exponentially,” says Pigounakis. “I’ve been in the industry 43 years,

and I’ve never seen anything quite like it – except, funnily enough, when we launched the MGF. We were managing 12-month lead times then, so it does seem a little bit like déjà vu in many respects.” Happily, MG’s sports car days aren’t over, either. Next year, it will launch the Cyberster roadster, first seen in April 2021 as a concept at the Shanghai motor show. Details of the production car remain top secret, but Pigounakis said that having a sports car back in the line-up “will bring us massive PR and marketing benefits”. More imminent and far more mainstream is a Volkswagen ID 3rivalling family hatchback, the 4. Due later this year, it will be on a par with the ZS for sales, reckons Pigounakis. This year, MG will increase its UK sales by half, from 30,600 to around 45,000 – and it could be more if there were free supply, claims Pigounakis. Ultimately, he believes 70,000 sales is “very achievable” by 2025. He says: “That number seems the optimum level of sales that will make us and our dealers the best return

❝ We build fantastic value cars that will be increasingly exciting ❞

A P O T T E D H I S T O RY 1924 MG founded by Cecil Kimber, manager of a Morris retail site. 1930 MG Car Club formed; 30 cars attend first meet near Stevenage. 1935 MG sold to Morris (becoming Nuffield in 1943) and starts making sporty versions of everyday cars. 1962 MGB roadster is launched, remaining in production until 1980. 1968 Nuffield successor BMC merges with Leyland to form BL, with MG one of its many brands. 1995 MGF launched under new BMW ownership of Austin Rover. 2006 MG assets sold to NAC, which then merges with SAIC. 2010 MG 6 launched as the first new car under Chinese ownership.

on investment. If you go past that, ironically, you start eroding that.” MG has no plans to emulate so many other volume players by elevating the positioning of its brand. “You have to recognise your strengths and not try to be something that you’re not,” reasons Pigounakis. “We don’t want to take on BMW, Mercedes and Audi when frankly they dominate that market, have done for 25-30 years and probably will do for the next 20 years. “We focus on what we’re good at, which is building fantastic value-for-money cars that will be increasingly fun and exciting. Plus, we have cutting-edge technology at affordable prices. “And what we do have, which differentiates us from many of

our competitors, is a brand that’s globally recognised from day one.” That recognition is reflected in the ongoing popularity of the MG Owners’ Club and the MG Car Club, claimed to be two of the largest car clubs in the world. “It shows how much of a latent warmth there is out there towards the MG brand,” reflects Pigounakis. “We’re just starting to engage with them again. We have an event coming up in June. “These people love the MG brand. They’re real brand advocates, and they have significant amounts of disposable income, because they collect cars as their hobby. I’m pretty sure we will see them driving some of our future cars on the road as well as collecting [old] MGs.” L

HOW MG SELLS CARS While many car makers are pushing online sales, MG is a firm believer in good old dealerships. It now has 150 sites in the UK and plans to grow to between 160 and 170. It will launch an end-to-end online buying service next year but won’t encourage that method of car buying. Guy Pigounakis says: “We’ve just launched a new website. A lot of sites try to steer you down a specific way of configuring and buying a car; we’re just trying to let the customer choose the way they want without leading them by the nose.”

“Most dealers will tell you that they sold cars online during the pandemic. But once lockdown stopped, people came back to showrooms. We still believe that, for a considerable amount of time, the primary point of contact for car buying will be at a dealership. “At the moment, we’re pursuing the strategy of sourcing high-profile partners in large urban conurbations where we weren’t particularly well represented because, frankly, if you’re selling only 4500 cars a year, you can’t justify the investment.”

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A tall order Upholding the traditional values of Lotus while turning it into a premium EV brand is “a hell of a responsibility”, admits the Coventry design studio behind the game-changing new Eletre SUV. Steve Cropley pays a visit PHOTOGRAPHY JOHN BRADSHAW

or most of its life, Lotus Design consisted of an unfeasibly small group of highly talented individuals tucked away in tiny premises adjacent to Hethel, the Lotus headquarters that company founder Colin Chapman opened in 1966 on a wartime airfield south of Norwich. Their traditional task was to produce simple, light and trackfocused sports cars that followed the hallowed 74-year Chapman tradition, imaginatively using proprietary parts because they were good, cheap and plentiful. Lotus has always had a ‘beat the system’ culture. Why use two parts

54 AUTOCAR.CO.UK 6 APRIL 2022

when one can do two jobs? Why build your own engines when existing units work fine at a fraction of the cost? Lotus cars have been cheap, too, if you judge their capability against that of big-company ntry rivals. Most were so good Lotus has about 100 design staff in Cove that a loyal body of buyers (never enough) was prepared to overlook traditional brand shortcomings in areas like access, directors (of very mixed tenure and cabin design, control layout and ability) battling to satisfy uncertain day-to-day practicality. They enjoyed owners and a motley band of dealers the driving and felt good about who believed they were making their supporting a deserving cause. own sacrifices to keep Lotus on the In a corporate sense, the Lotus rails. Sometimes the most urgent story has been a long succession of struggle was to pay the workforce under-resourced group managing at the end of the week.

That all changed six years ago when Chinese company Geely came into the ownership picture. Its management of the car makers that it had already acquired, principally Volvo, made it rapidly apparent that of all the global giants Lotus could have joined, this was the best. High targets would be set, but the management would be unobtrusive. And for the first time in nearly 70 years, adequate investment would be available. Geely has already rebuilt Hethel and revolutionised the sports car manufacturing process, spending £100 million on a plant that won’t only build the just-launched Emira –

TRANSFORMING LOTUS INSIGHT New-era Lotus can only be driven virtually for now

in unprecedented numbers as great as 9600 per year on two shifts – but also its electric replacement, currently called the Type 135, arriving in 2026. Less obvious but arguably even more significant is the fact that for the past three and a half years, Geely has had a SUV design facility on the northern ‘Visual lightness’ was priority for Eletre outskirts of Coventry working on the much bigger-scale, China-based Lotus Technology business. This is an enterprise that Design for a while (it’s now called the will eventually fill a 150,000-carsLotus Technology Creative Centre). per-year factory in Wuhan with What’s more, its location at the back three Lotus-badged EVs that aren’t of an unprepossessing industrial site sports cars but (the company insists) part-occupied by Envisage, a busy will nevertheless uphold Chapman but secretive prototype-building principles so long as you’re prepared business, certainly wasn’t chosen to interpret them liberally. for prominence. The first of them is the Eletre, the Inside, the impressions you form Lamborghini Urus-rivalling SUV on arrival could hardly be more revealed last week, to be followed on different. This is now the workplace a one-a-year basis by a saloon in the of 120 people (about 100 of them Porsche Taycan mould (the Type 133) designers, engineers and modellers), and a smaller SUV (the Type 134). working across four well-equipped Geely never actually disguised its studios. In the past three and a half intentions at Coventry but did keep it years, elaborate real-time electronic below the radar by labelling it Geely links have been built between this ◊

Nick McKinley (left) and Ben Payne lead Lotus Coventry site 6 APRIL 2022 AUTOCAR.CO.UK 55

∆ place and similarly equipped hubs in China (where the EVs’ highly flexible aluminium architecture is being created), Germany and Sweden, where Geely’s long-time design leader and ambassador, Peter Horbury, who now specialises in Lotus’s affairs, is based. Leading the Coventry project is managing director and head of studio Ben Payne, a Royal College of Art-trained designer who worked at General Motors, Bugatti and Aston Martin before joining Geely for the foundation of the business he now leads. A straight talker, he ends a quick run-through of his career with the comment that the Lotus stuff he’s been doing “is better than all that”. His operations director, effectively his partner in running this place, is Nick McKinley, a similarly experienced designer who has had a varied career across IT (Nokia), automotive (McLaren) and consultancy companies. The Coventry challenge, the pair explain, is quite different from anything they’ve encountered before. “We’ve had to take a very severe technical focus on stuff like connectivity and HMI [humanmachine interface] design, because a car like the Eletre will be expected to meet the highest standards, and Lotus certainly hasn’t been strong in that area,” says Payne. “We’ve had to learn really quickly, having moved into a new studio to work on all-new products with a new kind of powertrain to be made in a new factory.”

Lots of effort is going into getting the ideal cabin spec 56 AUTOCAR.CO.UK 6 APRIL 2022

❝ Don’t look for echoes of past Lotus proportions but for clues to Chapman’s philosophy ❞

TRANSFORMING LOTUS INSIGHT

Q&A

P E T E R H O R B U RY

S E N I O R VI CE- PRES I D E NT/E XECUTIVE ADVI SO R , LOTUS

Why is the Eletre so big? Surely a smaller SUV would evoke the Lotus spirit better? “This car has a vitally important job to do in China, where size really matters. Technology is important, too, as it is in other global markets, and we decided we could do a better job of showing the high standard we’ve reached with that in a big car. By the way, big SUVs are still doing very well on global markets.” Who do you see as your competitors? “We’re looking at very highend competition: models from Lamborghini, Aston Martin and Ferrari when they come. For now, we’re ahead of the game. We’ve worked hard to give the Eletre a mid-engined character, a kind of hypercar look, which is pretty good in a car that starts at less than £100,000. Our car is a unique proposition, and it will be for a while.” You’ve worked in China for 10 years now. How do you contrast the needs of buyers in different markets? “The profile of owners is enormously

different. In China, owners can be 25 and younger. In the US, they’re 35 and upwards – sometimes a long way upwards. As you can imagine, that means their need for tradition is very different.” Can you build Lotus brand loyalty in China? “It’s a challenge. Brand loyalty is much stronger in Europe than China. The Chinese like change; they’re attracted by the latest thing. We did research for Volvo not long ago and discovered that for many XC90 owners, their previous transport was a bicycle, and some of these people have a private jet in their future. We must do things that are new and different.” How hard have you tried to make the Eletre look like a typical Lotus? “Well, it’s a very different kind of car, as anyone can see, so you can’t force things. But we’ve incorporated certain features that Lotus lovers will find familiar. The front and rear haunches over the wheels are part of the Lotus DNA, and the position of the front wheels relative to the screen is quite similar to Emira.” How much input did Geely founder and chairman Li Shufu have in the creation of the latest cars? “Chairman Li tends to have a strong view of projects that he states once, and then we take it forward. We don’t need to keep checking things with him. He visited the Coventry studio early on for a full UK review and he has since seen the prototype. His comments are always interesting, but they tend to be more poetic than specific. He sets the vision and we get on with it.”

One big task, Payne and McKinley admit, has been interpreting the Lotus ethos and applying it to a car as far from Lotus traditions as the Eletre. This enterprise, they insist, is as serious about preserving Chapman’s philosophy as ever; about recreating what they call “the emotional pull” of previous models. This entails meeting the competing expectations of very different customers, says Payne. “It’s vital for the success of the brand that we’re as good at [meeting] the expectations of a 22-year-old Chinese millionaire as of a person who has owned 10 Lotus products before this. It’s a hell of a responsibility.” After this mission-defining chat, my colleague Rachel Burgess and I set off on a tour of the Coventry site, walking down windowless corridors with heavy, unlabelled doors leading off them into one of the four design studios where the current prize exhibit, a fully representative and

Sweden-based Horbury and other global teams remain in close contact

extremely imposing model of the Eletre, sits waiting on a plinth. I’ve been told to expect a Urus-size SUV, but I’m still surprised by the sheer scale of the sleek, cab-forward creation with its deliberately created mid-engined proportions. Perhaps I’m too much influenced by my own ownership of Lotus sports cars in the past. It’s a stretch, I have to admit, between this and the original Elite, although Payne and McKinley insist that you can read across from one to the other. Don’t look for echoes of past Lotus proportions, they advise, but look for clues to Chapman’s philosophy. The principle of ‘porosity’ is part of this: the Eletre is configured so that air is directed through the body as well as around it: here to cut drag

and boost stability at speed, there to cool vital components. The principle also brings a lighter look to a very big car, in line with Lotus principles. Neither Payne nor McKinley has any responsibility for this car’s dynamics, but they’ve tried to convey via design that it will be very special. We discuss the aluminium platform, the basis of all three forthcoming Wuhan EVs. The first application will be the Eletre, says Payne, and at present there are no other group customers, which has allowed the designers more freedom with their cab-forward proportions and hard points than usual. “We’re being encouraged to sell it to clients outside the group in future,” he says. “We should have more news on that next year.”

Our tour of the bunker-like facility proceeds. We see prototype bucks whose job is to investigate door shuts, door space and cabin architecture or embody the car’s ‘control’ dimensions to a fraction of a millimetre. Upstairs, we meet a whole new staff of designers who aren’t just designing trim combinations but minutely researching future trim materials and new ways of producing cabin furniture, too. It’s daunting, even by proxy, seeing how much diverse effort goes into creating a new premium SUV. The main design phases are finished, but there’s still more to do, of course. There’s always more to do. But primary design effort now centres on cars beyond the Eletre. Production isn’t due for another year, but for the 120-strong LTCC team, the major design tasks are past. “It’s a done deal,” says Payne succinctly. “We’ve finished. Now we face the bit that really matters: the customer’s verdict.” L

6 APRIL 2022 AUTOCAR.CO.UK 57

YO U R V I E WS WRITE TO

autocar@haymarket.com Make up your mind

Suzuki is an oddly unpredictable company especially when it comes to engines and automatic gearboxes, raising many questions such as: Why was the oh-so-popular Jimny lumbered with an old nail of an engine that fell victim to European emissions regulations, and why was it then converted into a van, rather than given the decent engine it always needed? Having ditched the automated manual in the Ignis for a CVT, why has the former now popped up again in the Vitara Hybrid? When the Swift had a torque converter that gave great performance and pretty good economy, why was it swapped for the less popular CVT? It would almost seem that Suzuki can’t make up its mind as to which tech it should use and isn’t averse to using old stuff that’s left lying around. Still, I suppose such questions will become irrelevant when everything has to be battery-electric. ‘Streaky’ Via autocar.co.uk

You can’t be serious

It never ceases to amaze me how Henrik Fisker continues to pull the wool over the eyes of otherwise objective automotive journalists (News, 9 March). Yes, he has a commendable design track record with BMW and Aston Martin, but his manufacturing track record under his own name is lamentable versus his promises and objectives. And now we’re led to believe that his latest venture will deliver a four-car lineup by 2025, put one million Fiskerbranded EVs on the road by 2027 (one million!?) and become “a million-ayear car business beyond 2030”. Where does he think he will get that level of volume without extraordinary and unrealistic organic growth in overall sales? Not to mention his promised Pear car by 2023, in conjunction with tech giant Foxconn, which makes iPhones for Apple in China. Apple, Pear… You were a bit early for April Fool’s Day. Like all Fisker’s other ventures, this will never come to fruition.

LETTER OF THE WEEK

Seat Leon infotainment is still glitching

French fancies

When a car catches my eye these days, it almost always seems to be French. I really like what French companies’ designers are doing right now, and I also love that they offer more than the normal 50 shades of grey. I’m just not sure if I’m ready to buy one yet.

Four of my favourites

Well, that was a real bumper issue (9 March), if you will excuse the pun, with four of my favourite brands – Lotus, Ferrari, Alpine and Polestar – all featuring. The Emira should be a huge success, although Lotus’s move upmarket will leave a lot of people unable to enjoy its doubtless great all-round performance. The 296 GTB is another incredible machine that would probably leave mere mortals gasping at the breadth of its abilities. (A great Autocar YouTube video on it as well from Matt Prior!) I’m slightly surprised that the A110 Légende GT didn’t receive an unqualified rave review, with your concluding remarks proving that less really is more. And if the gorgeous O2 is at all affordable when it goes from concept to production, I will be first in the queue in 2025 to replace my Polestar 2. Mike Montuschi Via email

Please stop giving editorial space to this past-his-sell-by-date pretender.

58 AUTOCAR.CO.UK 6 APRIL 2022

For the Rekord

At long last

I really like your new ‘On This Day In’ page, but the 9 March feature on the Ford Granada and Vauxhall Victor struck a note with this Essex boy who later lived in Luton. The Ford pictured appears to be the Consul, the low-rent version of the Granada; and the Vauxhall probably the posh Ventora. Also, to say that the FE series was the “last Vauxhall designed free of Opel” is a bit wide of the mark, as it had a Rekord floorpan.

P Bainbridge Manchester

You’re right about the cars pictured, but the Consul and Ventora really were nothing more than trim levels. And while the FE series did use some Opel parts, it was the last car that Luton designed autonomously – KC

Ian Barclay Angmering, West Sussex

It’s true that Henrik Fisker has mixed success with failure in the past, but his latest venture makes fascinating news, and his backers seem powerful, determined and capable. We write for readers’ interest and believe his latest exploits deserve to be reported – SC I took one look at the Polestar O2 and thought there was a lot of Saab DNA in its make-up, as seen in the Saab 9X Air concept of 2008. I hope Polestar builds it, because it looks absolutely stunning, especially in that blue.

Was Polestar inspired by Saab 9X Air?

WIN

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

Brian Morrison Via email

Warren Stocks Echt, Aberdeenshire

Keep off the grass

I recently attended a wedding where the overflow car park had a paved area with a grass parking area on either side. It was grassland (not a field), moderately wet after rainfall. Having ventured onto the grass perpendicular to the slope, my rearwheel-drive Hyundai Ioniq 5 couldn’t find any traction. Even making use of Snow driving mode, it couldn’t get back onto the paved area without the assistance of a few burly guests. My daughter’s Ford Fiesta and the other ICE cars had no problems at all. I’d say the slope was 5-10deg, so again something very modest. My conclusion was that my EV just couldn’t control its torque delivery. I do wonder whether its skinny tyres played any part. I also considered if the incline was enough to transfer a sizeable portion of the two tonnes too far onto one side. I would be interested to know of any similar experiences. Mark Nowikow Via email

I was interested to learn of a major upgrade to the infotainment system in the Volkswagen Golf, in light of the problems I’ve been having with the similar system in my 2021 Seat Leon. My experience throws up a lot of questions about honesty and integrity in the Volkswagen Group. In a nutshell, my car’s system can’t retain addresses or sat-nav settings. Spurious and meaningless messages appear on the screen. The screen with the radio information occasionally changes of its own accord. It can’t reproduce the contacts list from my iPhone in the correct order, rendering the addresses unusable to the sat-nav. And messages appear and disappear before I’ve been able to read them. What’s more, the system has been very badly designed. It takes about six taps to switch off the lane keeping assistance and return to the home screen; and to change to the speed limiter requires me to look at the screen for far too long for safety. The screen itself is nothing like the responsiveness of the touchscreen on my iPhone, either. And why, when entering an address in the UK, does it try to second guess that I want to go to Bratislava when typing Beverley? I’ve been trying to at least sort the faults, first with the selling dealer, then with another, unsuccessfully. I’ve twice contacted Seat Customer Services. It acknowledged there were faults with systems throughout the VW Group and a software update was required but could give no date for this becoming available. That was last July, yet this is still the situation. I’ve no confidence in Seat to make it available in a reasonable time, if ever. Consequently, I’ve rejected the car under the Consumer Rights Act 2015. The dealer was very decent about it and repaid me the invoice price, for which I’m grateful. Having bought no fewer than nine VW Group cars since 1978, my loyalty has reached an end. I’m no longer prepared to pay such a company, no matter how good the press say its cars are. Nine months with a seriously faulty car that the manufacturer is unable or unwilling to repair: what kind of a warranty is that? Andrew Jackson Cottingham, East Yorkshire

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

NEXT WEEK’S ISSUE O N S A L E 13 A P R I L DRIVEN

EDITORIAL Email autocar@haymarket.com Editor Mark Tisshaw Editorial director, Automotive Jim Holder Editor-in-chief Steve Cropley Executive editor Rachel Burgess Associate editor Piers Ward Managing editor Sami Shah Editor-at-large Matt Prior Deputy digital editor Tom Morgan-Freelander Road test editor Matt Saunders Road testers Richard Lane, Illya Verpraet News and features editor Felix Page Staff writer Jack Warrick Editorial apprentices Jack Harrison, Rebecca Sylvestre Used cars editor Mark Pearson Chief sub-editor Kris Culmer Group art editor Stephen Hopkins Art editor Sarah Özgül Senior designer Rebecca Stevens Prepress manager Darren Jones Senior photographer Luc Lacey Photographer Max Edleston Videographer Tej Bhola SEO manager Jon Cook Picture editor Ben Summerell-Youde

All-new Range Rover The Mk5 is more luxurious and packed with more tech than ever before, but how good is it to drive? Matt Prior delivers the verdict FIRST DRIVE

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Ten years of the i3

Flat-out test in this BMW’s innovative EV bonkers new flagship: was meant to change an SUV like you’ve the motoring world. never seen before To what extent did it?

Regrettably, I’m hearing clear echoes of an old long-term test car – KC

Here’s an SUV that doesn’t thrive off road, reports Mark

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© 2022, Haymarket Media Group Ltd. Autocar, Motor, Autocar & Motor are registered trademarks. Circulation enquiries: Frontline Ltd, 1st Floor, Stuart House, St John’s Street, Peterborough PE1 5DD (01733 555161). Printed by William Gibbons, Wolverhampton. Registered as a newspaper with the Royal Mail. Member of the ABC. ISSN 1355-8293. No part of this magazine may be reproduced, stored in a retrieval system or transmitted in any form except by permission. The publisher makes every effort to ensure contents are correct but cannot accept responsibility for errors or omissions. Unsolicited material is submitted to Autocar entirely at the owner’s risk; the publisher accepts no responsibility for loss or damage. With regret, competitions and promotional offers, unless otherwise stated, are not available to readers outside the UK and Eire.

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CONTENTS SUBJECT TO CHANGE

Infotainment calamity

Rolls bought a Columbia in 1898, believing it the best car in the world

ON THIS01DAY IN 19

Subscribe to an urban electric car elements (in a box under the rear seat) for a range of about 40 miles. We said: “As these are destined not for touring but for city work, they have been specially designed to make it possible to remove the battery and replace it by a full one in the quickest possible time. All are interchangeable, so that there is no question whatever about a

regular service being assured.” Columbia would “take entire charge of a car, including upkeep of the battery, such as changing the plates and jars when necessary, the washing of the car, and charging of the battery, for a certain fixed price per month, and also furnish qualified drivers when desired” – an offer that proved very popular.

Customers included Charles Rolls and Her Majesty, who we later relayed was “in the habit of driving it herself and delighted with the ease and simplicity of control and manipulation”. The Columbia was America’s best-seller in 1900, but the big oil companies soon had it buried. KRIS CULMER

MOTORSPORT

Driving across America

A star is born as Mercedes dominates week of racing France was very much the leading light of the car industry at the turn of the 20th century, but the German company that had invented the car itself, Daimler, was about to stake its claim in a major way with an innovative new model, named the Mercedes, during a week of competition in cosmopolitan, forward-thinking Nice. The new Mercedes 35hp was the brainchild of Daimler’s biggest customer, a dealer in France called Emil Jellinek, and was engineered by Wilhelm Maybach. Mercedes-Benz today boasts this was “the first modern car”, and that’s fair, as it gave the horseless carriage a longer wheelbase, a wider track, a lower centre of gravity, a more powerful engine and more closely co-ordinated systems. “The entire workmanship, design and performance of this car have struck terror into the heart of a capable critic like Paul Meyan, who warns the French manufacturers that the pride of place in autocar building is about to be wrested from them by the Germans,” we reported. Wilhelm Werner easily won the Nice-La Turbie hillclimb, breezed the promenade speed trials and averaged 36.6mph in the 279-mile race over the Esterel mountains to take Mercedes’ first-ever race win.

Automobiles for the army You wouldn’t guess it now, given its lack of any native car makers, but Belgium was one of the foremost adopters of motoring. In 1901, we praised its decision to “adopt heavy automobiles for traction purposes in the army” due to them being “far more available and economical than horses”. Thirteen years later, it was the first to fight with an armoured car, made by Minerva of Antwerp, in WW1.

The US had almost no paved roads in 1901, yet Alexander Winton aimed to prove his firm’s car by driving across it, from San Francisco to New York. He only made it to Nevada, getting stuck in the sand. However, a Winton car became the first to achieve this amazing feat in 1903, taking 63 days and 12 hours. Today, the ‘cannonball run’ record stands at just 25 hours.

GEORGE GRANTHAM BAIN COLLECTION

ELECTRIC PROPULSION AND subscription services are hot topics in the automotive industry, yet both were available, and in combination, during the reign of Queen Victoria. At the Paris Exhibition of 1901, American firm Columbia showed its latest urban-focused EVs. The cars had a motor for each rear wheel, fed by a battery of 44

Get every Autocar since 1895

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

ALFA ROMEO STELVIO QV

AUDI Q4 E-TRON

FORD PUMA ST

LAND ROVER DEFENDER

PEUGEOT 508 PSE

POLESTAR 2

VOLKSWAGEN ID 3

ALFA ROMEO STELVIO QUADRIFOGLIO

The 503bhp Quadrifoglio is a blast to drive but could you really live with one? Let’s see FIRST REPORT WHY WE ’ R E RU N N I N G IT To find out if Alfa’s flagship is a practical, SUV-shaped supercar or a niche too far

am not sure there’s a bigger automotive cliché than the hackneyed ‘you’re not a true petrolhead until you’ve owned an Alfa’ line. Nor a less accurate one. Perhaps I was simply born into the wrong era, taking my first breath just at the point when the Latin giant’s last truly great cars were drawing their last, and the modern era of front-wheel drive, poor steel and unreliability was getting under way. As I grew up, the name made great by the likes of the Le Mans-winning 8C, the groundbreaking Giulietta and the jewel-like Giulia was hitting rock bottom with a badge-engineered Datsun Cherry, so it’s maybe not

62 AUTOCAR.CO.UK 6 APRIL 2022

surprising that I’ve never felt the need to justify my passion for cars by rehoming a posh Fiat. Until now, that is. Because Alfa Romeo is going through a renaissance. Spearheaded by the fabulous Giulia saloon and its Stelvio SUV wingman, it will soon be reinforced by the compact hybrid Tonale, Alfa’s first full EV and more. Giulias are beginning to appear where once the BMW 3 Series was the default choice, although Stelvios remain relatively rare in the UK despite the current SUV love-in. And what an SUV, particularly in flagship Quadrifoglio form: 503bhp, 0-60mph in 3.8sec, 176mph flat out, and if there is a better-looking offroader, I have yet to see it. Certainly, the Porsche Macan and Cayenne – the Alfa straddles their markets, bigger than the former and smaller than the latter – can’t hold a candle to it in terms of pure visual appeal. That

style is further aided on my car by the optional Misano Blue paint, black 21in rims and yellow calipers (costly at £450, but particularly arresting), yet even in its lowlier forms, this is a very attractive shape. But are looks enough to pick a Stelvio over a Porsche? Where the German opposition does steal a march is in interior quality, something Alfa worked hard on with the model’s most recent facelift in late 2020. Once you get used to the slightly low-set steering wheel, the driving position is great. It’s roomy, too, with a decent boot. The improved finishes are noticeable, with lashings of carbonfibre, a leather-wrapped dash and soft plastics where you come into contact with them. Crucially, though, the sense of quality is miles ahead of where Alfa used to be – not necessarily the materials themselves, but the way the car has been assembled. A slight clang to

SECOND OPINION Few would put the Stelvio in the same league as its German SUV opponents for cabin quality and overall luxury appeal. But it does remain a roomy, good-looking, desirable family car with a discernible helping of sporting soul. As such, there will always be a place, and a customer, for it. MS

Boot is a practical shape and spacious

❝ The way this 1830 kg lump leaves the line is just outrageous ❞

PEUGEOT 508 PSE

In new hands for a week, it’s thrown at quiet B-roads, busy motorways – and Ikea MILEAGE 9201 WHY WE ’ R E RU N N I N G IT To see whether Peugeot’s new sporting saloon can hold its own on luxury and performance in this competitive space

here’s a phenomenon we hacks tend to experience when swapping into a new car. Said model might have been a rare sighting before taking delivery, but as soon as we get behind the wheel, we suddenly start spotting them everywhere. It’s happened to me in most things, from Dacias to Defenders, but not once in the week I borrowed the 508 PSE. In fact, I encountered more Ferraris than sporty Peugeot saloons. That’s a real shame, because I think Peugeot Sport Engineered got plenty right with its debut model. For starters, I think it looks rather menacing in Selenium Grey and somehow manages to make lime green trim accents seem like subtle additions. Inside, the driving position is excellent, and while others may grumble about the shrunken steering wheel, for me it provided a completely unobstructed view of the digital instruments, even with the seat set to its lowest position. It would have been nice to have greater control over the dials, though:

Twin-turbo V6 is magnificent if thirsty

Stelvio feels special inside; steering takes some acclimatisation the doors aside, it feels solid and properly screwed together. It might not have achieved parity with the class best – the infotainment system in particular lacks a bit of logic – but it looks and feels special, which is just what you expect for near-£80k car with a few choice options. You only have to press the big red fun button in the middle of the steering wheel to know where that money has been spent. In essence a Ferrari V8 with a couple of cylinders lopped off, the 3.0-litre twin-turbo V6 is a monster. There are few SUVs this side of a Lamborghini Urus or Aston Martin DBX with more than 500bhp, and even without sophisticated launch control, the way this 1830kg lump leaves the line or picks up in the mid-range is just outrageous. I’d love a bit more noise – only with drive mode set to Race does it unleash real anger – but the flexibility born of 443lb ft of torque from just 2500rpm means you’re never left looking for more performance. Best of all, a 7min 51.7sec lap of the Nürburgring in 2017 – a record for an SUV at the time – betrays a chassis that’s more than a match for the engine. With double wishbones up front and a multi-link rear, plus adaptive dampers all round, it’s brilliantly tied down and turns in with almost unbelievable alacrity for such a big car. I’m still learning the

steering, which offers good initial sensations yet lacks feel when you’re approaching the limit of the Pirelli P Zeros’ adhesion, but I love the way the torque is delivered to the rear wheels, allowing you to adjust your line as you would in a sports car. Most of the time, this is a pure rear-driver, only delivering up to 50% of the power to the front wheels when it detects slip. Even this soon into our relationship, however, there is a rather large elephant… not in the room, but under the bonnet. And it is very, very thirsty. The official figures are pessimistic enough, but if you do mainly town driving, 13-14mpg is not unusual. At a time when fuel prices are soaring, that’s pretty painful. The Stelvio is illogical, uncompromising and, if we’re honest, downright irresponsible. But also wonderful. Whether I can live with the environmental guilt – or the wallet-busting bills – over the coming months remains to be seen, but I’m going to have a good time finding out.

LOVE IT D R IVI N G POS ITI O N Low-slung seats, an enveloping centre console and a perfectly positioned digital instrument cluster. This is i-Cockpit at its best.

LOATHE IT D O N ’ T PH O N E H O M E No wireless Android Auto, and only one centre console USB port plays nicely with the wired version.

there are different view modes but no obvious way to customise them to display specific information. The massive boot meant I didn’t need to lower the rear seats after a visit to Ikea, and it rides really well for a performance-minded model, my weekend of motorway driving proving relaxing in Comfort mode. Winding B-roads reveal a well-sorted chassis matched to confidence-inspiring steering feel. Outright performance may be a step below that of the BMW M340i, Mercedes-AMG C43 et al, but an early-morning blast in the country still put a smile on my face. Most of all, I was impressed by the way it delivers its power. The PSE feels a lot like a pure EV: instant, plentiful and with minimal drama, even when the petrol engine is called into action. If anything, I wish Peugeot had been a bit more adventurous with its exhaust tuning. The synthesised engine note is so subtle in Sport mode I barely noticed it. I also found the wheel-mounted paddle shifters rather pointless, as the eight-speed auto ’box isn’t the quickest, and largely does its own thing after you’ve shifted once. I went in expecting a French junior super-saloon to rival the Germans, but the 508 PSE revealed itself to be much more of a sporting tourer. Approached with that in mind, it’s an appealing, if niche, prospect. TOM MORGAN-FREELANDER

TEST DATA PEUG EOT 508 PS E Price £53,995 Price as tested £53,995 Faults None Expenses None Economy 39.8mpg Last seen 30.3.22

OWN ONE? SHARE YOUR EXPERIENCE rachel.burgess@haymarket.com

It’s an eye-catching – and still rather uncommon – sight

ALASTAIR CLEMENTS

TEST DATA A L FA R O M E O S T E LV I O Q UAD R I FOG LI O Price new £74,949 Price as tested £77,849 Options Driver Assistance Pack £1000, 21in wheels £750, Misano Blue paint £700, yellow brake calipers £450 Faults None Expenses None Economy 16.0mpg

OWN ONE? SHARE YOUR EXPERIENCE alastair.clements@haymarket.com 6 APRIL 2022 AUTOCAR.CO.UK 63

AUDI Q4 E-TRON SPORTBACK

Has greater familiarity changed any of our feelings about this electric SUV? MILEAGE 4222 WHY WE ’ R E RU N N I N G IT To find out whether Audi can retain its premium appeal in the EV age

his is now as many miles as I’ve put on a car since before you-know-what, as commuting has returned and there’s more opportunity to get on the road for work. Those 8000-plus miles have come across two very closely related Audi Q4 E-trons, differentiated only really by the slope of the roofline, and with such use comes great familiarity and the chance to really get to know a car’s finer details, joys and quirks. I’ve been very impressed with the amount of storage in the Q4. After all, Audi owners carry stuff and have families as much as, say, Skoda owners, so why shouldn’t Ingolstadt’s engineers cater to them? Examples include the very handy water bottle holders halfway up the inside of the front doors and a sizable storage bin below the central armrest, along with

LOVE IT N O R AN G E ANXI E T Y In 8000 miles, I’ve not once given a second thought to whether or not I can reach my destination. No stress or worry here.

LOATHE IT L AN E KE E PI N G A SS I ST Does anyone test these systems in the UK during development? They’re so easily thrown by our pockmarked roads.

64 AUTOCAR.CO.UK 6 APRIL 2022

There are some clever storage solutions; touchscreen is easy a big, deep boot with an adjustable floor, and further storage comes from two surprisingly deep areas tucked behind the wheel arches. The slickness of the graphics on the two screens has been excellent, too. The user interface is very clear, and the infotainment display is one of the more acceptable faces of the touchscreen breed, due to its simple layout and big tiles that don’t require multiple finger stabs or anything too intricate to operate. Plus, physical buttons have been retained for the climate control, which is always a plus. The Q4 has great seats, too. They’re really comfortable; I’ve done quite a lot of 150- to 200-mile journeys and have yet to experience any discomfort or the need to fidget around. I like the fabric on them, too; there’s no leather to be found here, which is more than okay with me, as I can never quite get used to the chill of sitting on a leather seat on a cold

winter’s day before it has warmed up. That’s something a Q4 owner needn’t succumb to, though, as, leather or no leather, you can pre-condition the cabin to be toasty warm for your departure. Unlike in electric cars that I’ve driven previously, the Q4 needn’t be plugged into a charger to be able to do this, which is an even bigger boon. The remaining range on the digital instrument display is a figure that you know you can trust, being entirely predictable even in changing climatic conditions and journey types. I now know that on a motorway drive in cooler weather, I will get around 2.8 miles per kWh (which is good for around 220 miles of range); and in warmer conditions and on more local journeys, I will be pushing 4.0mpkWh (so well above 300 miles). This really helps you plan your charging well in advance and know that you won’t be caught short. Range anxiety? Not here.

I’ve mentioned this before, I know, but it’s worth repeating, because it hasn’t got better with familiarity: just why isn’t the Q4’s steering wheel round? It’s such a weird shape, almost six-sided, and you never get used to it when you need more lock while manoeuvring. It’s a £285 option to be avoided. It’s almost as if creating a car that was so usable, comfortable, refined and easy to use just wasn’t enough, and someone from the design team had to inject something into the package to avoid it being labelled conventional. Perhaps their time would have been better spent on the front-end styling and on doing something about the vast, ugly sheet of plastic purporting to be a grille. Still, if that’s as big a gripe as there is about the everyday usability and detail execution on the Q4, particularly as it’s simply an option that can be avoided, Audi has clearly got more right than wrong in what’s set to become its best-selling model in 2022 in the UK. I hope – and now expect – that the next 8000 miles will pass as serenely and efficiently as those before it. MARK TISSHAW

TEST DATA AU D I Q4 E-TRO N S PO RTBACK 40 S PO RT Price £45,775 Price as tested £54,565 Faults Speedo dropped out Expenses None Economy 3.3mpkWh Last seen 23.3.22

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

OUR CARS

Ford Puma ST MILEAGE 1597

LAST SEEN 30.3.22

There are three suitcases in the boot you see above. Yes, I can count, thank you. As usual, the underfloor Megabox steps in to save the day when I’m shuttling friends to the airport. But even with that extra 80 litres, the Puma ST’s boot is a small one, and a removable parcel shelf still has to go somewhere, which usually requires a bit of Tetrisstyle load management. FP

LAND ROVER DEFENDER Its size seems daunting at first, but we’ve quickly got used to it MILEAGE 5427 WHY WE ’ R E RU N N I N G IT Can it appeal everywhere from disaster zone to congestion charge zone?

t’s no revelation to say that even this ‘baby’ Defender is a big car. It’s 4.3 metres long (before you factor in the spare wheel), 2.1 metres wide (mirrors out) and, give or take, two metres tall – enough to be at risk of a serious clonk in restricted car parks. What has taken me by surprise, though, is how quickly you get used to those dimensions. Every time I clap eyes on it, I think again how absurd such a large car is for outer-London life; yet bum on seat and threading around even the most congested spots, I’ve rarely had to give a second thought to any compromises on where I can go or what I can do. I’ve found the same phenomenon with other large Land Rovers. It takes about a week to adjust and then

LOVE IT TI DY TOUCH SCR E E N Land Rover’s infotainment system is – finally – up there with the best.

LOATHE IT U NTI DY CAB I N Cubbies abound, but some are so out of sight it’s easy to lose stuff.

Watch out for that wheel when reversing instinctively you start to know where the corners are, adjust to the steering and slightly laggy throttle and make use of what must be some of the bestadjusted brakes in the business – all from an imperious seating position just a bit higher than that of almost anything else on the road. In short, you become at one with the car. This is worth noting because I’ve had a few emails from wouldbe buyers who’ve turned up for a test drive and been put off by the experience; dwarfed by the dimensions when stationary and then overwhelmed by them when on the move. Funnily enough, I still look at Defender 110s and think much the same, but my experiences here tell me that, with time behind the wheel, good times are likely ahead. The main watch-out is that spare tyre, which looks so good that I once parked it at a golf club and came back

to find someone looking to see if they could take it home with them. Thankfully they thought I was as rugged as the car and left in a hurry, although that might have had more to do with the locking wheel nut and the weight of a full wheel being enough to make a bodybuilder sweat. It lengthens the car by 26cm, but you have to remember the height at which that extra length sits. Many a time I’ve used the reversing camera to park bumper to bumper only to hop out and find the spare wheel overhanging another bonnet – the automotive equivalent of invading someone’s personal space. Likewise, if reversing against a wall or line astern with a rear-parked SUV, you have to remember that the camera is set up more to show you where your car ends, not its spare tyre. You learn to make allowances, but it presents a potentially costly risk if you get it wrong. JIM HOLDER

TEST DATA L AN D ROVE R D E FE N D E R 90 I N G E N I U M 3.0 M H E V H S E Price £58,875 Price as tested £64,485 Faults None Expenses Puncture repair £48 Economy 29.8mpg Last seen 23.3.22

OWN ONE? SHARE YOUR EXPERIENCE jim.holder@haymarket.com

Polestar 2 MILEAGE 11,610

LAST SEEN 16.3.22

Unhelpfully, the day before I drove the Prodrive Hunter in London, the photography support car’s sat-nav wouldn’t work. It constantly thought it was in Milton Keynes, where it had first gone down. Online forums and Polestar support suggested various off-and-on-again reboots. None worked, until it started working again of its own accord. MP

Volkswagen ID 3 MILEAGE 5060

LAST SEEN 30.3.22

In shocking news, I recently washed the ID 3 to rid its crevices of sand blown in from the Sahara. And that got me thinking about the benefits of its layout. With its motor in the rear and not much under its short bonnet, it’s pretty much all cabin, and that means there’s heaps of leg room inside. And I’ve never run a car with an easier bonnet to wash… AM

6 APRIL 2022 AUTOCAR.CO.UK 65

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

USED CARS

66 AUTOCAR.CO.UK 5 JANUARY 2022

BANGERNOMICS BEST BUYS

WITH JAMES RUPPERT

You can’t go far wrong with a Mazda, especially at today’s used prices

KICKING TYRES

MAZDA 6 andsome thing is the Mazda 6. Not only that, but it’s also terrific to drive and reliable, making it one of the very best used cars for family and business purposes. Oh yes, and it’s excellent value for money, considering what a great package the buyer gets. You will mostly be looking at the spacious and big-booted hatchback (1700 litres with the seats folded down, fact fans), because the saloon was cancelled in 2009. There are some very good engines to choose from, including a 1.8-litre petrol and a 2.0-litre diesel, although the pick of the bunch for a mix of motoring requirements is probably the 2.2-litre oil-burner from 2009. It’s economical, getting more than 50mpg, and simpler to maintain, because it lacks a cambelt.

There’s a fun V6 petrol, too, which is worth finding if you want the best value. Ideally aim for TS2 trim, because that provides everything a Mazda driver needs, which is alloys, remote audio operation, cruise control, foglights and heated mirrors. The Sport is decent enough, with some contoured seats, partial hide and headlight washers.

❝

With the facelift in 2010, it became sharper to drive and more economical ❞

There was a facelift in 2010, which was basically new bumpers and lights plus some specification upgrades and interior trimmings. The best bits are that it became sharper to drive, too, and had more economical engines. If you need more space, go for the equally dashing Sport Tourer estate, introduced in 2008. Like the last one, it was based on the Ford Mondeo but arguably more stylish, with loads of room for luggage. One clever design detail is the load cover going up with the tailgate. Overall, these later cars seem to be ultra-reliable, which is good. Otherwise, check for leaking air-con and the diesel particulate filter valve, especially on the 2.0-litre diesel if it has a lower than average mileage. It’s always an elegant way to travel.

Y O R TR S I TH

2009 Mazda 6 2.2 TD TS 90,000 miles, £2695

2014 Mazda 6 2.2 D Sport Nav 104,000 miles, £7095

2014 Ford Mondeo 2.0 TDCi Business Edition 106,000 miles, £4990

So many used Mazda 6s have massive mileages, but that isn’t necessarily a bad thing. This one is a great value buy with lots of life left in it and a good specification.

This is the very capacious Sport Tourer in Sport trim with some old-school sat-nav. More importantly, there are rain-sensing wipers, a rear-view camera and xenon headlights, so all the spec.

Here’s a Mazda 6 but the Ford version. It has a 12V socket in the rear, double cupholders, Bluetooth, a touchscreen and a spare wheel, so it’s definitely ready for business.

USED CARS

I DO L FAN CY

G37 is much more appealing than its rarity suggests

Real philanthropists drive Jags

E RT’ S W HAT R U P P O F G IN M D R EA TH IS W E E K

Congratulations to reader Stuart, who tells me that he has passed the £200,000 mark. What’s that? Well, over the past few years, he has sent us pictures of Jaguar XKs in various states of decoration in order to raise money for charity. Here’s proof that it’s possible to do something very positive with a car when all the news surrounding vehicles is mostly bad.

INFINITI G37 COUPE 2009-2015 Infiniti was the marque that nobody in Britain loved. Not because of prejudice against its reliable Nissan underpinnings, rather because nobody really cared. But in the case of the G37, they should have done. Here’s a handsome, well-built and dependable coupé that will be pretty affordable and easy to own. Inside, it has Audi-quality finish and electric seats that can glide forward to liberate anyone unfortunate enough to be stuffed in the back. It offers the Nissan 350Z V6, in various states of tune, but even the most sedate version is no slouch.

E R’ S R EADN E R CO R

In 2012, there was the subtlest of facelifts and the arrival of the GS37XS, which had four-wheel drive. The stuff you will want was all standard, and most G37s on sale seem to be in Premium trim anyway. The G37 is a rather impressive package, then, and the rampant depreciation has to be seen as a positive for those of us who appreciate a bargain. It will be relatively expensive to insure and run, so it’s best to buy a perfect one that has been cared for. Incredibly, there are few things to look out for, apart from a full service history.

BANGERNOMICS WORLD

nd have a look I was due to go a other day. It the at a car for sale pparently, but e, a had a full servic often there are ite did it really? Qu combined with ts si vi r le gaps, dea and others. So ts n e independ king the seller, instead of just as rough the th you need to go urself. paperwork yo

B UY N OW Kia Soul 2009-2013 The Kia Soul is yet another one of those characterful Far Eastern boxes with loads of useful space inside. Indeed, this particular crossover is supermini size on the outside but comfortably MPV-ish inside. Apart from the many special editions, there was a very understandable model and engine line-up: basically, 1.6-litre petrol or 1.6-litre diesel. The diesel is only the better choice if miles are to be done; otherwise, the petrol for pottering, and it will still do 44mpg. 1 trim gets you air-con, while 2 adds alloy wheels, electric mirrors and foglights. However, it isn’t exactly a little van like some others, because the rear seats don’t fold flat. Those on sale should be looked-after shoppers. Beware ex-minicabs. There’s nothing specifically you need to check, so just look for wear and tear.

2010 Kia Soul 1.6 Tempest 51,000 miles, £4550

What could be better for a citydwelling retiree?

Here’s one of those many special editions, which is comprehensive enough, with alloy wheels, cruise control and air-con. The mileage is on the low side, too, and it has a year’s MOT. There are three previous owners and maybe not all the service history, so investigation would be required.

6 APRIL 2022 AUTOCAR.CO.UK 67

CU LT H E RO

MASERATI QUATTROPORTE

TRIDENT TESTED

It’s easy to fall for this V8 limo’s charms. Just be on your guard, warns Mark Pearson ome might argue that in the long history of that exotic four-door Italian beauty, the Maserati Quattroporte (which has a badge so redolent of past glories that it would sell on its name alone), its sweet spot hit at around the time of the grandiloquent 2004 Mk5 version. Nowadays, you can buy one for buttons, and consider what you get in return. It may be the length of a football pitch, but its sleek and elegant Pininfarina body still looks tremendous. And its engine is a characterful and wonderfully sonorous 394bhp all-aluminium 4.2-litre V8 that revs to 7000rpm and

68 AUTOCAR.CO.UK 6 APRIL 2022

bubbles with brio. It’s strong enough to hurtle this honey from 0-60mph in just 5.0sec and on to 171mph. That’s quick enough to give the family a thrill, and they’ll be lost in admiration for the sound it makes, too. Mind you, it did initially work with a bit of an erratic six-speed automatic gearbox, called Duoselect. Linked to the rear wheels through a transaxle, it operated brilliantly in manual

mode but was jerky and slow when left to its own devices. In 2005, the new Executive GT and Sport GT models brought a quickeracting ’box, and from 2007 Maserati finally offered a proper ZF auto. Not that the Duoselect died, because it clung on in the Sport GT, a much more focused beast – lower, stiffer and with more powerful brakes. In 2008, the Quattroporte was

❝

It handles with verve if pushed hard. Tail-out action is possible – not always deliberately ❞

refreshed with a new front grille, lights and wing mirrors and, inside, a redesigned centre console. Not only that, but also a new GT S version was introduced. Power came from a 4.7-litre V8 that produced 433bhp – enough to launch the car from 0-62mph in a shade under 5.0sec. Phwoar, I need hardly add. Every version of the Quattroporte steers quickly and precisely and handles in a surprisingly neutral and sporty fashion – with verve, even, if you push it hard. In fact, tail-out action is quite possible. Not always deliberately, I know from first-hand experience, but it is at least quite easy to recover.

USED CARS E H OW TO G ET O N IN YOU R GARAG E Performance and handling impress more than ride

An expert’s view

JAM ES WH E E LE R , M c G R AT H M A S E R AT I “The good points far outweigh any bad ones. That beautiful body houses one of the finest-sounding V8s ever made and, on a well-maintained and set-up car, the steering and handling are exceptional. It’s reliable, too, if properly and correctly maintained. It doesn’t suffer abuse and neglect well and it’s critical to avoid cutting corners on maintenance. When it comes to buying, I’d urge you to place condition and history above all else.”

Buyer beware…

■ ENGINE The main thing to look for is a full service history; preferably one from a Maserati main dealer or specialist. Check the servicing has been done every 6000 miles. Lift the bonnet and check for any signs of oil seeping past the cam-cover gaskets and front crankshaft oil seal. Airflow meters can go faulty and then be responsible for rough running. ■ G E A R B OX On the earlier Duoselect cars, check that the revs don’t rise unduly or the car has any problems stalling or with selecting gears; all of these indicate worn parts and large problems ahead. The clutch can last as little as 12,000 miles and costs around £2000 to fix. ■ STEERING, SUSPENSION AND BRAKES Early cars had problems with the rollbar drop links, plus springs breaking and dampers collapsing. Check for steering-rack leaks and excessive play around the straight-ahead. Look at the condition of the steering pump. Check for uneven tyre wear, because alignment can be easily disturbed.

WHAT WE SAID THEN 29 MARCH 2005

“Few cars are so beguiling yet completely exasperating all at the same time. Yes, the gearbox was dim-witted, the ride unsettled, the brakes dead and the engine well off the pace of class leaders for outright urge, but this was a car you’d find any excuse to keep driving. Except it wouldn’t always let you. Was it as good as a BMW M5, Mercedes E55 AMG or Jaguar XJR? No. Would I have still bought one if it was my own cash? Absolutely.”

It rides like a plank of wood, unfortunately, and there’s no getting around that. In time, though, Maserati improved the dynamics; as it made the gearbox good, so it made the ride a bit better. And if you thought it looked inviting on the outside, wait until you see the interior. There’s lots of

Cabin is sumptuous, so never mind the illogical controls space, wood and soft leather, comfy seats and a vast array switches and buttons. It smacks of Italian style and opulence, and if you were after some sort of family-friendly Ferrari, well, you got it. It’s like sitting in a mobile branch of World of Leather. It also has the potential for unreliability. My cousin Kevin spent so much money on keeping his Maser going that in the end he had to move to France to get away from it, and he hasn’t come back yet. But the Quattroporte still has that wonderful badge, looks lush and goes like stink, yet it costs the same as a packet of crisps. It’s so pretty that you can see why people sell their souls.

■ B O DY Surprisingly, it won’t dissolve before your eyes, but you need to look out for unrepaired stone chips and the like. There are few particular areas of concern other than corrosion of the front subframe, which is an area that ought to be inspected and treated on an annual basis. Those gorgeous alloys are easily kerbed and are costly to repair. Check the 2006 recall work to stop doors opening spontaneously was carried out; the exterior handles should’ve been replaced. Make sure the boot’s soft-close function works. ■ INTERIOR The interior looks gorgeous even with a patina of age on it, but the leather wears easily. Ensure the glovebox closes. Check the windows operate smoothly and the headlights work.

Also worth knowing

There are two steel covers, about 10in by 10in, located either side of the car, inboard of the front jacking points, covering a section of the brake-line channel. They rust badly and quickly but are cheap to replace. The cost of recommissioning a car can be very high, due to the minimal availability of pattern parts, resulting in sometimes expensive genuine parts being the only solution for some service items, such as brake parts. If your car will get minimal use, it’s important to maintain the battery on a conditioner, because the electronic system will need to be reset using a Maserati diagnostic machine (or even replaced) should it get low or flat. The handling afforded by the GT S’s single-rate shock absorbers is great, but the flip side is a hard ride on poor road surfaces and on motorways. Other variants had adjustable shock absorbers that gave a comfier ride.

How much to spend

£ 1 0 , 0 0 0 - £ 13 , 9 9 9 Clean, early Executive GTs and Sport GTs, most with more than 100,000 miles. Beware Cat D cars and seek as much history as possible. Be prepared to spend on putting things right, too. £14 ,000 - £16,999 Up to 2007, 2008 and 2009 cars with around 70,000 to 100,000 miles. £ 17, 0 0 0 - £ 1 9, 9 9 9 Mileage is king at this point, so look at 2009 to 2014 cars with 50,000 to 70,000 miles and full service history. £2 0 , 0 0 0 A N D A B O V E More of the above, with popular GT S models starting at around £25,000.

One we found

M A S E R AT I Q U AT T R O P O R T E , 2 0 0 8 , 75 K M I L E S , £ 12 , 4 9 5 A nice example with a below-average mileage, nice condition and a full history. From a reputable dealer used to handling such exotica and offering a warranty of a length to suit. It has 12 months’ MOT, too. Also available for £233 per month after a 10% deposit.

6 APRIL 2022 AUTOCAR.CO.UK 69

AS GOOD AS NEW

NISSAN MICRA

You can now pick one up for almost half its original price. Jack Warrick is your guide

OUR TOP SPEC n a class dominated by the popular Volkswagen Polo and Ford Fiesta, the Nissan Micra needed to bring its A-game when today’s fifth-generation version arrived in 2017 – and it did. The Micra had long been an efficient and affordable supermini, but from 2017 it gained a host of safety technology, a bigger selection of engines and a vastly overhauled interior. The model’s production was also moved back to Europe and, more to the point, it was designed specifically to suit European tastes. One of the key attractions of a Mk5 Micra is the range of frugal engines.

ACE NTA It has all the equipment you need at a sensible price and its enduring popularity with new car buyers means there’s plenty of choice on the used market.

The choice on earlier cars includes a naturally aspirated 1.0-litre petrol engine with 72bhp, 70lb ft and an official 61.4mpg, as well as a 1.5-litre turbo diesel that offers 89bhp, 162lb ft and 80.7mpg. A 0.9-litre turbo petrol engine was the third option at the car’s launch. It produces 89bhp and 110lb ft, with power delivered through a slick five-speed manual gearbox. This unit offers a smooth drive, with a free-revving quality and a torquey delivery. It covers 0-62mph in 12.1sec and returns a claimed 64.2mpg.

The car excels in urban environments, aided by quick steering, but it’s also capable on faster roads and has tidy handling. Earlier Mk5 Micras are available in five trim levels: Visia, Visia+, Acenta, N-Connecta and Tekna. Visia cars are equipped with 15in steel wheels, Bluetooth, six airbags, lane departure warning, emergency braking and lane intervention, but you need Visia+ for air conditioning and stop-start tech. Acenta trim features 16in wheels, a 7.0in touchscreen infotainment

system, four speakers, cruise control, Apple CarPlay, body-coloured door mirrors and door handles, and a more sophisticated driver display. N-Connecta comes with automatic air-con, electric folding heated mirrors, privacy glass, a leather steering wheel, 16in alloys and a more powerful touchscreen. Tekna is the most expensive spec and has 17in alloys, a premium Bose audio system, a rear-view camera and keyless entry. The line-up was simplified in 2019 and the trims were slimmed to four: Visia+, Acenta, the newly introduced N-Sport and Tekna. The 89bhp 0.9-litre engine was replaced by a

BUYER BEWARE N O W YO U S E E I T… Visibility out of the Micra can be problematic at times. The windscreen pillars can obscure your vision at angled junctions, and thick pillars at the rear combine with a tiny back window to compromise the view aft. Parking sensors and a reversing camera are well worth seeking out.

It’s markedly better inside than its predecessor 70 AUTOCAR.CO.UK 6 APRIL 2022

AI R BAG R ECALL A 2019 recall affected 12,119 cars because of concerns that the

passenger airbag could tear when deployed. Nissan offered owners a free repair, so check that this work has been completed or contact a Nissan dealership if it hasn’t. WHAT ABOUT R E LIAB I LIT Y? Nissan has fallen down the What Car? reliability rankings over the past few years, finishing 27th out of 30 brands in 2021, with a score of 86.2%. The marque finished equal with Ford and just ahead of Fiat and Land Rover.

USED CARS

NE ED TO KN OW A new Micra will set you back at least £16,675, but you can pick up a used one for almost half of that today. Higher-mileage Acenta and N-Connecta Micras are abundant and can start from as low as £8500. About £10,000 is the sweet spot for cars with under 20,000 miles on the clock. Tekna and N-Sport versions kick off from around £12,000. The Micra gained a special edition to celebrate its relationship with Bose, in 2017. Production was limited to 2500 units across Europe and the model features a bespoke exterior design with orange trim, and a unique-toMicra 360deg audio system. Also included were two Bose UltraNearfield speakers built into the driver’s seat headrest. Equipment is based on the Tekna model and we found one with 28,000 miles for £10,950.

TAKE IT 0 . 9 I G -T 8 9 B H P The smallest turbo engine is the best allrounder, with excellent economy on the combined cycle and nippy urban performance.

OUR PICK

1 . 0 D I G -T 1 1 5 B H P The Micra’s most powerful engine offers a 0-62mph time of 9.9sec and its extra reserves help to make motorway journeys slip by more easily.

WILD CAR D

99bhp unit and a 115bhp turbo was added along with a CVT automatic. N-Sport set out to rival the Fiesta ST Line and Polo R-Line, featuring Alcantara seats, LED headlights, parking sensors, a rear-view camera, 17in wheels and a carbon exterior styling pack. Another refresh in 2020 introduced N-Design, which added gloss black and chrome exterior trim, a new wheel design and black cloth seats. The most recent engine change for the Micra also came in 2020, when the existing petrol and diesel units were replaced by the IG-T 92, a 91bhp 1.0 three-cylinder turbo petrol that remains the sole offering to this day.

ONES WE FOUND 2018 Nissan Micra 0.9 IG-T Acenta, 60,000 miles, £8995 2019 Nissan Micra 1.0 DIG-T Acenta, 5000 miles, £13,995 2020 Nissan Micra 1.0 DIG-T N-Sport, 20,000 miles, £13,495

LEAVE IT

TAK E IT

Fiat Coupe Turbo £6990 A PRICE OF almost £7000 for a 1990s Fiat might sound steep, but hear us out. The Fiat Coupé was one of the finest of its kind, possessing punchy performance, handsome styling and a dynamic drive. With an exterior designed by Chris Bangle and an interior fashioned by Pininfarina, the Coupé ticked all the required boxes to be dubbed a ‘junior Ferrari’. It arrived in 1994 with front-wheel drive (it was based on the Fiat Tipo platform) and two 16-valve 2.0-litre engines – a naturally aspirated 142bhp unit and a 195bhp turbo version. This was followed by two 2.0-litre fivecylinder powerplants, with 154bhp on tap for the naturally aspirated engine and 220bhp for the turbo. We’ve got our eyes set on the five-cylinder turbo this week. With its boost in power, the Coupé 20v Turbo could dispatch 0-60mph in 6.0sec. (See Road Test Index on p81 for more stats.)

A Viscodrive limited-slip differential, which helped to counter understeer in corners, provided even more reason to choose the Turbo. Its performance credentials were also bolstered by all-round independent suspension. As a result, the Coupé held the road excellently, with direct and sweet handling. Typical of Pininfarina, the interior featured several special touches, including a body-coloured dashboard, a drilled accelerator pedal and Pininfarina branding. Some later models were even equipped with a push-to-start button – an unusual feature at the time. A total of 72,762 examples were produced over five years. The 20v Turbo was the most popular Coupé in the UK but the number of cars left on the road is dropping each year. Since 2011, the number of 20v Turbos on UK roads has plummeted by

almost three-quarters, from 1600 to 488, according to howmanyleft.co.uk. Some cars were also wiped out in 2009 as a result of the government’s scrappage scheme. So the message is simple: if you want one, don’t delay as the choice won’t get any wider. We found a 1997 Turbo priced at £6990 with 97,000 miles on the clock and power managed by a five-speed manual, rather than the later sixspeeder (which was equally as slick). We would recommend thoroughly checking the service history of any potential purchase and ensuring that the cambelt and water pump on Turbo cars have been changed every 50,000 miles. JACK WARRICK

LEA VE IT

LEA VE IT TAK E IT

Great Wall Steed £8995

Kia Stinger £24,960

Range Rover £9500

The Great Wall Steed, named the Wingle in China, is a 1740kg pick-up powered by a 141bhp 2.0-litre diesel engine. It’ll take you more than 16sec to travel from standstill to 62mph, and £8995 for our 2015 example is steep considering you can, ahem, pick up a similarly aged Ford Ranger for a comparable price.

This Stinger is a 2017 GT S model with a muscular 3.3-litre twin-turbocharged V6 petrol engine, producing a feisty 365bhp. That will whizz you from zero to 62mph in just 4.7sec and on to a top speed of 168mph, where permissible. This car has had two owners but comes with a full service history, all completed at reputable Kia dealers.

This kind of money for a V8 Range Rover might sound enticing, but a basic history check shows this example has been involved in a Category N incident. It could have suffered damage to its structural frame and was deemed uneconomical to repair by an insurer. With 145,000 miles on the clock, it’s one to leave.

6 APRIL 2022 AUTOCAR.CO.UK 71

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 results of four lab tests carried out across as many different cruising speed ranges – although they’re sometimes expressed as a range rather than as one specific figure to show the different results recorded by the heaviest and lightest available examples of the car in question (depending on optional equipment). In road tests, you’ll also see our own independently produced real-world fuel economy test results for comparison with the lab test claims. We produce an average, track and touring figure for each car we test, as often as possible on a brim-to-brim test basis. While ‘average’ represents the overall economy returned by a new car over a full road test and ‘track’ is relevant only to intensive performance testing (the length and conditions of which can vary slightly), ‘touring’ gives the best guide of the kind of economy you might see from a car at a steady 70mph motorway cruise. We do real-world efficiency and range testing on electric cars, too, expressing the former in terms of miles per kilowatt hour, as manufacturers do increasingly widely by convention. S TA R R AT I N G S E X P L A I N E D

CCCCC Inherently dangerous/unsafe. Tragically,

irredeemably flawed. BCCCC Appalling. Massively significant failings. ACCCC Very poor. Fails to meet any accepted

class boundaries. ABCCC Poor. Within acceptable class AACCC AABCC AAACC AAABC AAAAC AAAAB AAAAA

boundaries in a few areas. Still not recommendable. Off the pace. Below average in nearly all areas. Acceptable. About average in key areas, but disappoints. Competent. Above average in some areas, average in others. Outstanding in none. Good. Competitive in key areas. Very good. Very competitive in key areas, competitive in secondary respects. Excellent. Near class-leading in key areas and in some ways outstanding. Brilliant, unsurpassed. All but flawless.

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Stelvio 5dr SUV £45,249–£74,949

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2.2 Turbo Diesel 190 2.2 Turbo Diesel 210 Q4 AWD 2.0 Turbo 200 Q4 AWD 2.0 Turbo 280 Q4 AWD 2.9 BiTurbo Quadrifoglio

187 207 197 276 503

130 134 134 143 197

7.6 6.6 7.2 5.7 3.8

45.6 42.8 30.1 30.4 24.6

ALPINA

B3/D3 4dr saloon/5dr estate £55,850–£68,225

1.0 30 TFSI 1.5 35 TFSI 2.0 40 TFSI quattro 2.0 S3 quattro 2.0 RS3 quattro 2.0 30 TDI 2.0 35 TDI AAAAA 2.0 40 TDI quattro

3.0 BiTurbo 3.0 D3S

462 355

186-188 3.8-3.9 168-170 4.6-4.8

25.9 37.2

247 199

177

140

A L FA R O M E O

Giulia 4dr saloon £36,595–£68,995

36.2-36.7 171

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124-128 127-134 157-165 178-181 202-205 114-119 111-127 145-152

AAAAC

High quality and competent but leaves the dynamic finesse to its rivals. LxWxH 4726x1842x1427 Kerb weight 1320kg 8.6 7.3 5.6 9.5 8.9 7.4 4.8

40.9-46.3 40.9-44.8 34.9-35.3 50.4-55.4 50.4-55.4 50.4-54.3 40.4-40.9

140-157 143-187 181-184 133-146 133-146 137-148 181-183

Huge power and impressive luxury credentials, but can’t justify the mundane to drive. LxWxH 4673x1846x1371 Kerb weight 1390kg hefty price jump. LxWxH 5151x2218x1797 Kerb weight 2655kg 2.0 35 TFSI 148 140 8.9 41.5-45.6 141-154 4.4 V8 BiTurbo

2.0 40 TFSI 187 150 7.2 2.0 45 TFSI quattro 242 155 4.8 ALPINE 2.9 V6 TFSI RS5 quattro 448 174 3.9 A110 2dr coupé £49,005–£61,665 AAAAA 2.0 35 TDI 163 162 8.2 A much, much greater car and achievement than the sum of its 2.0 40 TDI quattro 187 146 7.4 parts suggests. LxWxH 4180x1980x1252 Kerb weight 1080kg 3.0 V6 S5 TDI quattro 339 155 4.6 1.8 Turbo 248 155 4.5 39.2 162 1.8 Turbo S 288 162 4.4 38.7 163 A5 Sportback 5dr coupé £39,015–£89,320 621

180

4.2

23.5

274

r we

(bh

p ps

0 0-6

/62

h Ec

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

A7 Sportback 5dr coupé £48,870–£117,455

(g/

)

CO 2

AAABC

Easy on the eye and to live with, but let down by stolid dynamics. LxWxH 4969x1908x1422 Kerb weight 1880kg 2.0 45 TFSI quattro 2.0 50 TFSIe quattro 3.0 55 TFSI quattro 4.0 RS7 quattro 2.0 40 TDI 2.0 40 TDI quattro 2.0 45 TDI quattro 3.0 50 TDI quattro 3.0 S7 TDI quattro

242 299 335 596 201 201 242 282 344

155 155 155 174 152 155 155 155 155

6.2 6.3 5.3 3.6 8.3 7.0 6.4 5.6 5.1

35.3-36.2 177-183 134.5-141.2 46-47 32.1-34.0 189-199 22.2-23.0 280-287 47.9-49.6 150-156 45.6-47.1 158-163 40.9-43.5 171-180 38.2-39.8 186-193 35.3-35.8 205-208

A8 4dr saloon £73,785–£108,340

AAAAC

Technical tour de force benefits from Audi’s knack of making very good limousines. LxWxH 5172x1945x1473 Kerb weight 1920kg 3.0 55 TFSI quattro 3.0 55 TFSI quattro LWB 3.0 60 TFSIe quattro 3.0 50 TDI quattro 3.0 50 TDI quattro LWB

335 335 449 282 282

155 155 155 155 155

5.6 5.7 4.9 5.9 5.9

28.2-29.4 217-228 28.2-29.1 219-228 100.9-113.0 57-64 38.7-40.9 180-192 38.2-40.4 182-193

E-tron 5dr SUV £61,275–£102,875 AAAAB AAAAC A rounded, uber-luxurious addition to the premium EV niche.

Classy and demure estate lacks the dynamic sparkle of rivals. LxWxH 4725x1842x1434 Kerb weight 1370kg

2.0 35 TFSI 148 136 8.9 39.8-44.8 143-162 B8 Gran Coupé 4dr saloon £138,330 AAAAC 2.0 40 TFSI 187 148 7.5 39.8-43.5 147-162 Superbly rounded, but lacking some of the dynamism implied by its 2.0 45 TFSI quattro 242 155 6.0 33.6-34.4 187-191 looks. LxWxH 5090x1930x1430 Kerb weight 2140kg 3.0 V6 TFSI RS4 Avant 448 155 4.1 28.1-28.2 220-226 4.4 V8 BiTurbo 621 201 3.4 25.4 270 2.0 30 TDI 132 131 9.8 49.6-54.3 137-150 2.0 35 TDI 148 132 9.2 49.6-54.3 137-150 XD3 5dr SUV £68,410 AAAAC 2.0 40 TDI quattro 187 143-144 7.6-7.9 47.9-52.3 141-154 3.0 50 TDI Allroad quattro 282 155 5.3 38.2 194 Pleasant BMW SUV impressively enhanced with the usual Alpina toolkit. LxWxH 4732x1897x2015 Kerb weight 2015kg 3.0 S4 TDI quattro 342 155 4.9 39.2-39.8 186-189 3.0 BiTurbo 330 158 4.9 31.4 173 A5 2dr coupé £39,010–£89,320 AAAAC XB7 5dr SUV £125,720 AAAAC Refreshed coupé gets a sharper look and a refreshed interior. Still 41.5-47.1 34.9-38.8 29.1 51.4-55.4 50.4-54.3 39.2-40.4

141-154 180-184 220 133-144 135-146 184-188

LxWxH 4901x1935x1629 Kerb weight 2490kg 50 quattro 71kWh 55 quattro 95kWh S quattro 95kWh

308 403 503

118 124 130

6.8 5.4 4.5

190 237 223

E-tron Sportback 5dr SUV £63,075–£104,675

0 0 0 AAAAB

Quick and classy EV builds on the solid foundations of its more upright sibling. LxWxH 4901x1935x1616 Kerb weight 2480kg 50 quattro 71kWH 55 quattro 95kWh S quattro 95kWh

308 403 503

118 124 130

6.8 5.7 4.5

192 242 224

E-tron GT 4dr saloon £81,915–£135,355

0 0 0 AAAAB

Combines striking looks with a high-class interior and never feels short of pace. LxWxH 4989x2158x1396 Kerb weight 2276kg quattro 93kWh RS quattro 93kWh

528 646

152 155

4.1 3.3

296 283

Q2 5dr SUV £24,295–£46,825

0 0 AAAAC

Audi’s smallest SUV is a decent stepping stone from the A3 to the Q range. LxWxH 4191x1794x1508 Kerb weight 1205kg

1.0 30 TFSI 114 122 10.3 44.8-47.1 135-143 1.5 35 TFSI 148 131 8.5 42.2-44.8 142-151 AAAAC 2.0 40 TFSI quattro 187 141 6.5 34.0-34.9 184-187 Refined, good-looking four-door coupé is sadly short on charm and 2.0 SQ2 TFSI 298 155 4.8 32.8-33.2 192-195 ARIEL finesse. LxWxH 4733x1843x1386 Kerb weight 1425kg 2.0 30 TDI 114 125 9.9 58.9-60.1 124-129 Atom 0dr open £40,669 AAAAB 2.0 35 TFSI 148 139 9.1 40.9-44.8 144-158 2.0 35 TDI quattro 148 131 8.1 45.6-47.9 155-163 Simple, purist concept remains but everything else has changed… 2.0 40 TFSI 187 150 7.5 40.9-44.8 143-158 for the better. LxWxH 3520x1880x1122 Kerb weight 595kg 2.0 45 TFSI quattro 242 155 5.8 34.4-35.3 183-187 Q3 5dr SUV £30,565–£63,950 AAABC 2.0 turbo 320 162 2.8 NA NA 2.9 V6 TFSI RS5 quattro 448 174 3.9 28.5-28.8 222-224 Typically refined and competent but feels more like an A3 than an 2.0 35 TDI 148 135 9.1 50.4-54.3 135-147 Audi SUV. LxWxH 4388x1831x1608 Kerb weight 1385kg Nomad 0dr open £37,549 AAAAA 2.0 40 TDI quattro 187 146 7.6 49.6-54.3 137-149 1.5 35 TFSI 148 128-131 9.2-9.6 38.7-42.2 153-166 Well inside the top 10 list of our favourite cars. A revelation and a 3.0 S5 TDI quattro 345 155 4.9 39.8-40.4 183-187 2.0 40 TFSI quattro 187 136 7.4 31.0-32.5 197-207 riot to drive. LxWxH 3215x1850x1425 Kerb weight 670kg 2.0 45 TFSI quattro 243 147 5.8 31.0-31.7 201-205 2.4 K24 i-VTEC 235 125 3.4 NA NA A5 Cabriolet 2dr open £43,140–£64,755 AAAAC 2.0 45 TFSIe 242 130 7.3 141.2 44-45 More practical than smaller options. Lower-powered, steel-sprung 2.5 RS Q3 quattro 396 155 4.5 27.7-28.8 222-230 ASTON MARTIN trim is best. LxWxH 4673x1846x1383 Kerb weight 1600kg 2.0 35 TDI 148 128 9.2 47.9-49.6 150-154 Vantage 2dr coupé/2dr open £117,150–£144,300 AAAAB 2.0 35 TFSI 150 136 9.8 38.7-40.4 160-165 2.0 35 TDI quattro 148 131 9.3 39.2-40.9 182-188 The faster, cleverer, more hardcore entry-level Aston tops its 2.0 40 TFSI 187 150 7.9 38.7-40.4 160-165 2.0 40 TDI quattro 188 137 8.0 37.7-40.4 84-195 class. LxWxH 4465x1942x1273 Kerb weight 1630kg 2.0 45 TFSI quattro 242 155 6.5 32.8-33.2 192-196 4.0 V8 503 190-195 3.6-3.8 25.7 276 2.0 40 TDI quattro 187 145 8.0 47.1-48.7 152-157 Q3 Sportback 5dr SUV £33,365–£62,800 AAABC 4.0 V8 F1 Edition 527 195 3.6 24.3 264 A more sporting take on the compact SUV, with similarly stable A6 4dr saloon £39,950–£80,365 AAAAC handling. LxWxH 4500x1856x1567 Kerb weight 1460kg DB11 2dr coupé/2dr open £152,865–£168,300 AAAAA Supremely well constructed but a bit soulless to drive. A smart 1.5 35 TFSI 148 126 9.6 39.2-41.5 154-163 office on wheels. LxWxH 4939x1886x1457 Kerb weight 1645kg The stunning replacement for the already seductive DB9 is tyre2.0 40 TFSI quattro 188 136 7.4 30.7-32.1 199-208 shreddingly good. LxWxH 4739x2060x1279 Kerb weight 1875kg 2.0 40 TFSI 201 152 7.3 37.7-39.2 163-171 2.0 45 TFSI quattro 243 146 5.8 32.5-32.8 195-197 4.0 V8 503 187 4.0 25.1 254 2.0 45 TFSI quattro 242 155 6.0 35.3-37.2 172-182 2.0 45 TFSIe 242 130 7.3 141.2 44-45 5.2 V12 AMR 630 208 3.7 21.1 303 2.0 50 TFSIe quattro 299 155 6.2 217.3 31 2.5 RS Q3 quattro 396 155 4.5 27.7-28.5 223-231 3.0 55 TFSI quattro 335 155 5.1 32.8-34.9 184-196 2.0 35 TDI 148 126 9.3 48.7-51.4 14552 DBS 2dr coupé/open £236,400–£254,800 AAAAA 2.0 40 TDI 201 152 8.1 47.9-51.4 145-155 2.0 35 TDI quattro 148 126 9.3 40.4-44.8 166-183 Effortlessly fast, intoxicating to drive: the big Aston is better than 2.0 40 TDI quattro 201 153 7.6 45.6-47.9 155-163 2.0 40 TDI quattro 188 134 8.3 38.2-39.8 185-195 ever. LxWxH 4712x2146x1280 Kerb weight 1693kg 3.0 50 TDI quattro 282 155 5.5 38.7-40.4 183-191 5.2 V12 715 211 3.7 20.9 306 3.0 S6 TDI quattro 344 155 5.0 36.2 203-205 Q4 E-tron 5dr SUV £40,750–£65,070 AAABC

DBX 5dr SUV £160,300

AAAAB 550

181

4.5

19.8

323

AU D I

A3 Sportback 5dr hatch £24,250–£59,650

AAAAC

Bolder design and improved dynamics make the A3 stand out more than ever. LxWxH 4343x1816x1425 Kerb weight 1220kg

AAAAB 1.0 30 TFSI Handsome and special dynamically but lacks finesse and comes 1.5 35 TFSI as an auto only. LxWxH 4643x1860x1436 Kerb weight 1429kg 2.0 40 TFSI quattro 2.0 Turbo Petrol 200 197 146 6.6 36.2 176-184 2.0 40 TFSIe 2.0 Turbo Petrol 280 276 149 5.7 33.6 195 2.0 45 TFSIe 2.9 BiTurbo Quadrifoglio 503 191 3.9 28.5 230 2,0 S3 quattro 2.0 RS3 quattro 2.0 30 TDI 2.0 35 TDI 2.0 40 TDI quattro

72 AUTOCAR.CO.UK 6 APRIL 2022

108 148 188 308 394 116 148 198

2.0 35 TFSI 148 139 B5/D5 4dr saloon/5dr estate £64,395–£97,570 AAAAC 2.0 40 TFSI 187 155 Is it the best alternative to an M5? Yes, at least from a practicality 2.0 45 TFSI quattro 242 155 viewpoint. LxWxH 4956x1868x1466 Kerb weight 2015kg 3.0 30 TDI 132 133 4.4 V8 BiTurbo 599 200-205 3.5-3.7 23.5 272 2.0 35 TDI 148 136 3.0 D5S 347 171 4.8 42.2 199 2.0 40 TDI quattro 187 146 3.0 S4 TDI 342 155 B7 4dr saloon £121,920 AAAAC A 7 Series with a power boost gives BMW a worthy challenger to A4 Avant 5dr estate £33,060–£84,435

AAABC 4.0 V8

6.7

p ps

A4 4dr saloon £31,660–£58,435

Practical, pleasant and efficient – if not quite a superior premium AAAAC product. LxWxH 4588x2108x1632 Kerb weight 1890kg A capable and high-tech throwback that’s a timely reminder of 35 125k 168 99 9.0 201 0 what Audi does best. LxWxH 4939x1886x1467 Kerb weight 1710kg 40 150kW 201 99 8.5 307 0

A6 Avant 5dr estate £42,050–£115,680

2.0 40 TFSI 2.0 45 TFSI quattro 2.0 50 TFSIe quattro 1.4 T-jet 145 143 130 7.8 38.7-39.2 162-164 A1 Sportback 5dr hatch £19,380–£32,470 AAABC 3.0 55 TFSI quattro 1.4 T-jet 165 Turismo 162 135 7.3 37.7-38.2 161-166 Quite pricey, but a rounded car with plenty of rational appeal. 4.0 RS6 quattro LxWxH 4029x1746x1418 Kerb weight 1105kg 1.4 T-jet 180 Competizione 177 140 6.9 36.7 171 2.0 40 TDI 1.4 T-jet 180 Essesse 177 140 6.7 36.7 171 1.0 25 TFSI 94 118 10.8 48.7-50.4 128-133 2.0 40 TDI quattro 1.0 30 TFSI 114 126 9.5 46.3-51.4 124-139 3.0 50 TDI quattro 695 3dr hatch/2dr open £30,785 AAABC 1.5 35 TFSI 148 137 7.7 44.1-44.8 142-145 3.0 S6 TDI quattro A convincing track-day 500 with decent dynamic ability, but overly 2.0 40 TFSI 197 146 6.5 40.4 158 1.4 T-jet 180 Rivale

A3 Saloon 4dr saloon £26,215–£59,650

159 168 206-209 208 261

Buchloe’s take on 3 Series makes a case for being all the car you could ever need. LxWxH 4620x1811x1430 Kerb weight 1865kg

The Fiat 500’s Abarth makeover makes it a true pocket rocket. LxWxH 3657x1627x1485 Kerb weight 1070kg

firm ride spoils it. LxWxH 3657x1627x1485 Kerb weight 1045kg

(bh

Alfa’s first SUV is a solid effort. Choosing the petrol version gives it Undercuts the case to own an A4. Upmarket interior and good to charisma. LxWxH 4687x1903x1671 Kerb weight 1604kg drive. LxWxH 4495x1984x1425 Kerb weight 1225kg

Doesn’t try to be the biggest, fastest SUV, and may be all the more appealing for it. LxWxH 5039x1998x1680 Kerb weight 2245kg

595 3dr hatch/2dr open £17,775–£29,225

r we

108 148 188 201 242 308 398 113 148 198

127 139 150 141 144 155 155 128 142 151

10.6 8.7 6.9 7.6 6.8 4.8 3.8 10.1 8.3-8.5 6.8

48.7-51.4 46.3-50.4 38.7-40.4 235.4 235.4 34.4-34.9 31.0-31.4 61.4-64.2 56.5-62.8 47.9-50.4

125-132 128-138 159-166 29 29 183-186 205-207 115-122 112-130 148-155

201 242 299 335 596 201 201 282 344

149 155 155 155 174 149 150 155 155

7.5 6.2 6.3 5.3 3.6 8.3 7.8 5.7 5.1

36.2-38.2 34-36.2 217.3 31.7-34.0 21.9-22.6 45.6-49.6 44.1-46.3 38.2-39.8 35.3

168-178 177-189 31 189-201 283-294 150-162 159-167 187-195 209

50 quattro 220kW

296

111

6.2

298

Q4 E-tron Sportback 5dr SUV £42,250–£66,570

0 AAABC

Fastback variant of Audi’s mainstream electric SUV is agile and terrifically refined. LxWxH 4588x2108x1614 Kerb weight 1895kg 35 125kW 40 150kW 50 quattro 220kW

168 201 296

99 99 111

9.0 8.5 6.2

Q5 5dr SUV £44,710–£73,335

211 318 302

0 0 0 AAAAC

Appealing combination of Audi allure, affordable SUV practicality and attractiveness. LxWxH 4663x1893x1659 Kerb weight 1720kg 2.0 45 TFSI quattro 2.0 50 TFSIe quattro 2.0 55 TFSIe quattro 2.0 40 TDI quattro 3.0 SQ5 TDI quattro

242 249 363 187 344

147 148 148 136 155

6.4 6.1 5.3 8.1 5.1

Q5 Sportback 5dr SUV £47,160–£75,785

31.0-33.6 128.4 108.6 41.5-44.8 32.8-34.4

191-206 49 56 165-179 216-224

AAABC

Reduced accommodation and practicality, but still a refined and solid steer. LxWxH 4689x1893x1660 Kerb weight 2010-2150kg 2.0 45 TFSI quattro 2.0 50 TFSIe quattro 2.0 55 TFSIe quattro 2.0 40 TDI quattro 3.0 SQ5 TDI quattro

263 297 364 201 336

149 148 148 137 155

6.1 6.1 5.3 7.6 5.1

31.7-33.6 192-202 176.6-188.3 36-38 156.9-166.2 41-42 42.2-44.8 166-176 33.2-34.4 216-222

N E W CAR PR I CES P

e ow

r (b

)

s op

(

h mp

)

0 0-6

/62

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

e ow

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)

s op

(

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

2 Series Gran Coupé 4dr saloon £27,335–£38,540

e ow

r (b

)

s op

(

h mp

)

0 0-6

/62

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

138 178 302 148 188

134 148 155 138 148

8.7 7.1 4.9 8.6 7.5

46.3-47.1 46.3-47.1 37.2 58.9-60.1 56.5-57.6

2 Series Active Tourer 5dr hatch £27,045–£38,775

xDrive 40 xDrive 50

R8 2dr coupé £120,185–£159,890

AAAAC 318i 152 137 320i 181 143 330i 254 155 5.2 V10 RWD 538 201 3.7 22.2 288 330e 292 143 5.2 V10 quattro 567 201 3.4 21.9 294 330e xDrive 292 140 5.2 V10 Performance q’tro 610 205 3.1 21.7 295-296 M340i xDrive 371 155 318d 148 133 R8 Spyder 2dr open £128,875–£168,580 AAAAC 320d 188 142 Taking the roof off the R8 enhances the drama tenfold. 320d xDrive 188 142 LxWxH 4426x1940x1245 Kerb weight 1680kg 330d 263 140 5.2 V10 RWD 538 200 3.8 20.9 307 330d xDrive 261 155 5.2 V10 quattro 567 200 3.5 20.5 313 M340d xDrive 340 155 5.2 V10 Performance q’tro 610 204 3.2 20.3 315 4 Series 2dr coupé £40,800–£78,315

8.7 7.5 5.9 5.9 5.9 4.5 8.8 7.1-7.9 7.4 5.6 5.4 4.8

2.5 VVT

4.5 3.9 3.5 7.1 7.4

Usable but no less involving or dramatic for it. V10 is deliciously brutal. LxWxH 4426x1940x1240 Kerb weight 1590kg

BAC

42.2 152-153 42.2 152-153 39.2-40.9 156-163 176.6-201.8 32-37 156.9-176.6 37-42 33.6 191 57.6-58.9 126-127 54.3-57.6 115-121 51.4-54.3 136-143 45.6-47.1 158-163 43.5-44.8 166-171 44.8 165

sDrive20i sDrive30i sDrive M40i

M440i xDrive M4 Competition BENTLEY M4 xDrive Competiton Continental GT 2dr coupé £160,500–£212,200 AAAAC 420d Refined and improved in every area, making the Conti a superb 420d xDrive 170

2.8

grand tourer. LxWxH 4850x1966x1405 Kerb weight 2244kg 4.0 V8 6.0 W12 Speed

542 626

198 207

3.9 3.6

Continental GTC 2dr open £185,100–£233,200

23.9 20.8

268 308

AAAAC

542 626

198 207

4.0 3.7

Flying Spur 4dr saloon £162,500–£215,500

740i 750i xDrive 745e 730d 730d xDrive 740d xDrive

338 527 283 261 261 315

155 155 155 155 155 155

5.5 4.0 5.1-5.2 6.1 5.8 5.2

34-35.8 180-190 26.4 243-245 104.6-141.2 46 49.6-51.4 144-148 47.1-47.9 155-158 46.3-47.1 158-159

8 Series 2dr coupé/2dr open £74,665–£133,450

AAAAC

Has dynamism to spare but not quite the breadth of ability of the best sporting GTs. LxWxH 4843x1902x1341 Kerb weight 1830kg 840i M850i xDrive M8 Competition 840d xDrive

335 523 623 316

155 155 155 155

5.0 3.7 3.2-3.3 4.9

33.2-33.6 24.8-25.2 25.2-25.4 40.4

4.0 V8 6.0 W12

548 632

198 207

4.1 3.8

22.2 19.1

288 337

181 242 371 503 188 282

147 155 155 155 147 155

siblings. LxWxH 5072x1932x1397 Kerb weight 1800kg 840i M850i xDrive M8 Competition 840d xDrive

335 523 623 316

155 155 155 155

5.2 3.9 3.2 5.1

33.2 24.6 25.4 39.8

X1 5dr SUV £29,935–£40,855

194 260 254 187

BMW

AAAAB 520i

May not drive like a traditional BMW but delivers on upmarket hatch 530e values. LxWxH 4319x1799x1434 Kerb weight 1365kg 530e xDrive 132 155 155 TBC 134 144 TBC

8.5 6.1 4.8 10.1-10.3 8.4-8.5 7.3 7.0

46.3-47.1 40.9 36.2 60.1-62.8 58.9-60.1 55.4-57.6 52.3-53.3

130-134 157 177 119-123 123-127 129-133 139-142

Takes everything positive about its predecessor and refines it further. LxWxH 4537x2068x1390 Kerb weight 1490kg 184 374 188

147 155 147

7.5 4.3 6.9

545e xDrive M550i xDrive M5 Competition 520d 520d xDrive 530d xDrive

181 288 288 394 528 616 187 187 261

146 146 146 155 155 155 147 144 155

6.1 4.6

ph Ec

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

256 375

0 0 AAAAC

195 255 338

155 155 155

6.6 5.4 4.6

39.8-40.4 160-161 39.8 161-162 35.8 181 AAAAB

660cc Suzuki 170 2.0 Duratec 360 2.0 Duratec 420 2.0 Supercharged 620S 2.0 Supercharged 620R

84 180 210 310 310

105 130 136 145 155

6.9 4.8 3.8 3.4 2.8

9.7 7.4 7.7 6.9 9.3-9.4 9.3-9.4 7.8

58.4 NA NA NA NA

109 NA NA NA NA

CHEVROLET

Corvette 2dr coupé/2dr open £84,000–£89,410

AAAAC

Mid-engined chassis brings handling smarts the ’Vette has never known the likes of. LxWxH 4634x1935x1235 Kerb weight 1655kg 23.3

277 AAABC

42.8 149-150 40.9 156-157 38.2-38.7 166-167 134.5-148.7 50-51 55.4 133-134 50.4-51.4 145-146 49.6 148-149

X2 5dr SUV £30,915–£46,800

58.9

C3 5dr hatchback £14,180–£20,775

109-110 AAABC

Funky, fresh look gives a lease of life, shame that underneath isn’t the same. LxWxH 3996x1749x1474 Kerb weight 976kg 79 107 96

107 117 115

12.8 9.3 10.6

1.2 PureTech 110 1.2 PureTech 130 1.5 BlueHDi 100

127 138 TBC 120 126 126 136

51.3 52.3 67.0

130-131 129-131 117-118 AAABC

Funky-looking C3 gets a jacked-up, rugged SUV look. LxWxH 4155x1765x1637 Kerb weight 1088kg 107 127 96

115 124 109

11.3 10.4 12.8

51.5 47.3 62.7

C4 5dr hatchback £21,260–£34,995

141-143 150 126-128 AAACC

Interesting to look at but soft and unrewarding to drive. Electric

AAAAC ë-C4 is better. LxWxH 4355x1800x1525 Kerb weight 1247kg Proves crossovers aren’t always worse than the hatchbacks on 1.2 PureTech 99 114 11.3 54.8 116 which they’re based. LxWxH 4360x1824x1526 Kerb weight 1460kg 1.2 PureTech 130 128 130 8.9-9.4 50.2-54.7 117-127 sDrive18i 138 127 9.6 42.8-43.5 148-150 1.2 PureTech 155 153 129 8.5 48.8 131 sDrive20i 189 141 7.7 40.9-41.5 154-156 1.5 BlueHDi 108 120 10.9 68.7-69.1 114-115 xDrive20i 189 TBC 7.6 38.7-39.2 164-166 1.5 BlueHDi 130 129 128 9.5 64.5-64.9 114-115 xDrive25e 220 121 6.8 156.9 40-41 ë-C4 50kWh 134 93 9.7 227 0 M35i 302 155 4.9 34.4 187 sDrive18d 148 129 9.3-9.8 55.4 132-134 Grand C4 Spacetourer 5dr MPV £26,530–£32,525 AAAAC xDrive18d 148 128 9.2 50.4-51.4 144-146 Alternative MPV offers something fresh, comfy, spacious and xDrive20d 185 137 7.7 49.6-50.4 147-149 quietly upmarket. LxWxH 4602x1826x1638 Kerb weight 1297kg 1.2 PureTech 130 128 125-128 10.8 46.9 143-145 X3 5dr SUV £43,470–£84,765 AAAAC 1.5 BlueHDi 130 126 130 11.3 60.1 136-137

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

X6 M Competition xDrive30d xDrive40d

155 143 154

142-145 32-43 38-48 49-51 247 252 126-129 132-135 143-145

5 Series Touring 5dr estate £41,860–£57,915 AAAAB AAAAB The excellent 5 Series made in more practical form. The 520d is

2 Series 2dr coupé £34,980–£45,795 220i M240i xDrive 220d

5.5 5.6 4.3 3.8 6.8 5.5

27.7-28.2 227-231 188.3-235.4 31 27.3 276 22.1 304 41.5-42.2 175-179 38.7-39.2 192-196

C5 Aircross 5dr SUV £24,630–£35,700

AAABC

Smooth-riding SUV has an easy-going nature, but not the most dynamic. LxWxH 4500x1859x1670 Kerb weight 1530kg 1.2 PureTech 130 1.6 PureTech 225 PHEV 1.5 BlueHDI 130

128 223 129

117 140 117

10.5 TBC 10.4

44.2 184.0 57.3

Berlingo 5dr MPV £21,875–£28,880

149-151 50 138-139 AAAAB

Boxy, slightly quirky and immensely practical van-based car returns to top form. LxWxH 4403x1921x1849 Kerb weight 1398kg 1.2 PureTech 110 1.2 PureTech 130 1.5 BlueHDI 100 1.5 BlueHDI 130 ë-Berlingo 50kWh

108 128 101 128 136

109 124 109 116 84

11.5-12.1 12.3 12.3 10.3 11.7

42.0-43.5 43.7 55.6 54.2 174

154-160 152-156 141-148 144-149 0

CUPRA

Leon 5dr hatch £32,005–£37,235

AAABC

PHEV makes for a confused take on the hot hatch. ICE versions are more enjoyable. LxWxH 4398x1799x1467 Kerb weight 1596kg 1.4 eHybrid 2.0 TSI 2.0 TSI 300

241 242 298

140 155 155

6.7 6.4 5.7

217.3 39.2 37.2

Leon Estate 5dr hatch £36,300–£41,060

30-32 162-163 171-172 AAAAC

More practical version of the most potent Leon blows as hot and cold as the hatch. LxWxH 4657x1799x1463 Kerb weight TBC

1.4 eHybrid AAABC 2.0 TSI 310

241 306

140 155

7 4.9

201.8 31-34 32.8-34.4 186

2.0 TSI 300

296

153

5.2

32.5

The world’s first off-road coupé, but appearances make it difficult AAAAB to love. LxWxH 4909x1989x1702 Kerb weight 2065kg Ateca 5dr hatch £39,525–£44,795 AAABC The perfect compromise between the comfy E-Class and dynamic xDrive40i 338 155 5.5 28.0-28.5 225-230 First model from Seat’s stand-alone performance brand has decent XF, and then some. LxWxH 4936x2126x1479 Kerb weight 1530kg xDrive M50i 523 155 4.3 23.5 272 pace and precision. LxWxH 4376x1841x1615 Kerb weight 1615kg

1 Series 5dr hatch £25,915–£37,700 138 261 302 114 148 187 187

124 124

C3 Aircross 5dr hatchback £17,320–£23,080

138 189 189 218 148 148 187

155 155 155 155 130 152

44.8-45.6 117.7-128.4 134-166 128-134 25.9 25.4 57.6-58.9 54.3-55.4 51.4-52.3

326 523

sDrive18i sDrive20i xDrive20i xDrive25e sDrive18d xDrive18d xDrive20d

satisfying drive. LxWxH 4922x2004x1745 Kerb weight 2110kg

7.8 5.9 5.9 3.8 3.8 3.3 7.5 7.6 5.4

0/6

AAAAC

Pick of the premium bunch but a tad unrefined and has ordinary handling. LxWxH 4439x1821x1598 Kerb weight 1395kg

AAAAC xDrive40i 335 xDrive45e 282 xDrive M50i 523 154 X5M Competition 623 160-161 xDrive30d 261 182 xDrive40d 340 130 138 X6 5dr SUV £63,950–£139,170

41.5 39.8 35.3 56.5 53.3

0-6

Seven 2dr open £22,990–£53,885

1.2 PureTech 82 1.2 PureTech 110 AAAAC 1.5 BlueHDi 100

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

7.9 6.2 4.7 7.3 7.6

)

AAAAC LxWxH 3455x1615x1460 Kerb weight 855kg Four-door grand tourer offers greater practicality than its two-door 1.0 VTI 72 71 99 12.6

The same impressive package we love from the 3 Series, with added style. LxWxH 4783x2073x1442 Kerb weight 1825kg

420i 181 146 430i 242 155 AAAAB M440i xDrive 371 155 Crewe’s first attempt at an SUV remains ahead of most luxury 420d 188 146 rivals. LxWxH 5140x1998x1742 Kerb weight 2505kg 420d xDrive 188 145 3.0 V6 Hybrid 448 158 5.5 83.1 82 4.0 V8 542 171 4.5 21.7 302 5 Series 4dr saloon £39,275–£102,385

Slightly cheaper than its Toyota sibling but less visually charming.

8 Series Gran Coupé 4dr saloon £72,615–£123,950

AAAAC better option. LxWxH 4671x1881x1624 Kerb weight 1735kg xDrive M40i 336 155 4.9 31.7 203 X4M Competiton 503 155 4.1 24.8 259 40.4-41.5 154-159 xDrive20d 187 131 8.0 47.1-47.9 161-165 38.7-40.4 160-165 xDrive30d 254 145 5.8 45.6-46.3 159-163 35.3 182 xDrive M40d 322 155 4.9 43.5 169 27.7 231 55.4-57.6 129-134 X5 5dr SUV £62,210–£136,470 AAAAC 50.4-52.3 141-146 More capable, convenient, refined and classy SUV that’s a more

4 Series Gran Coupé 4dr coupé £40,800–£54,670

Bentayga 5dr SUV £155,660–£183,735

118i 128ti M135i xDrive 116d 118d 120d 120d xDrive

8.2 6.2 4.9 3.7 7.6 5.8

193-194 6.2 V8 475 185 3.5 255-260 CITROEN 252-254 183-184 C1 3dr hatch/5dr hatch £12,945–£13,435

Fabric-roofed grand tourer has just as much talent as its coupé sibling. LxWxH 4768x2081x1384 Kerb weight 1715kg

AAAAB 420i 430i M440i xDrive 23.3 275 M4 xDrive Competition 20.2 336 420d 430d AAAAB

New from the ground up, with the looks and technology of a class winner. LxWxH 5316x1879x1483 Kerb weight 2437kg

155 155 155 143 148

Rules on in-car entertainment and diesel sophistication; otherwise The 360 is the sweet spot, giving the Seven just the right hit of too bland. LxWxH 5098x1902x1478 Kerb weight 1755kg performance. LxWxH 3100x1575x1090 Kerb weight 490kg

AAAAC luxurious inside. LxWxH 4708x1891x1676 Kerb weight 1750kg xDrive20i 181 134 8.3 35.3-35.8 179-181 xDrive30e 288 130 6.1 134.5 51-54 xDrive M40i 355 155 4.8 31.4 204 X3M Competition 503 155 4.1 24.8 261 36.7 175 xDrive20d 187 132 8.0 47.1-47.9 154-156 28.8 228 xDrive30d 261 149 5.8 45.6 161-163 28.2 227 xDrive M40d 321 155 4.9 43.5 171 58.9-61.4 121-126 55.4-57.6 129-135 X4 5dr SUV £49,010–£86,525 AAABC

4 Series Convertible 2dr open £45,785–£54,005

Immensely capable and refined open-top cruiser with effortless performance. LxWxH 4850x2187x1399 Kerb weight 2414kg 4.0 V8 6.0 W12 Speed

369 503 503 187 187

C AT E R H A M

7 Series 4dr saloon £71,730–£91,585

A rounded, engaging and potent coupé let down only by its looks. Mono 0dr open £165,125 AAAAB LxWxH 4768x2081x1390 Kerb weight 1590kg An F-22 Raptor for the road, only significantly better built. 420i 181 149 7.5 42.2-44.1 146-151 LxWxH 3952x1836x1110 Kerb weight 580kg 430i 254 155 5.8 40.4-42.2 153-159 305

s op

Better to drive than ever but makes a better open-top cruiser than a true sports car. LxWxH 4689x1942x1293 Kerb weight 1485kg

AAAAC

money can buy. LxWxH 4620x1811x1430 Kerb weight 1565kg

)

Z4 2dr coupé £38,760–£51,295

BMW’s FWD hatch is a proper contender but not as practical as some of its rivals. LxWxH 4342x1800x1555 Kerb weight 1360kg 218i 134 127 9.3 44.1-44.8 143-145 220i 181 142 7.4 42.2 151-153 AAAAC 225xe 248 125 6.7 88.3-100.9 44 Unengaging to drive and light on feel, but the cabin is both huge 216d 114 121 11.1 58.9 125-126 and classy. LxWxH 5052x1968x1740 Kerb weight 2060kg 218d 148 129 9.0-9.1 56.5 130-132 3.0 V6 55 TFSI quattro 338 155 5.9 25.4-27.4 233-253 220d 187 141 7.6 54.3 136-137 3.0 V6 55 TFSIe quattro 376 149 5.9 108.6-113 56-58 220d xDrive 187 138 7.5 51.4 144-145 3.0 V6 60 TFSIe quattro 462 149 5.4 97.4-100.9 65-66 4.0 SQ7 quattro 435 155 4.1 29.4-30.1 245-251 2 Series Gran Tourer 5dr MPV £28,960–£39,155 AAABC 3.0 V6 45 TDI quattro 228 142 7.3 32.1-34.0 217-230 Brings a proper premium MPV to the table. Third-row seats aren’t 3.0 V6 50 TDI quattro 282 152 6.3 32.1-34.0 217-230 adult-sized, though. LxWxH 4556x1800x1608 Kerb weight 1475kg 218i 134 127 9.5-9.8 42.2-42.8 150-152 Q8 5dr SUV £68,115–£124,685 AAAAC 220i 181 137 7.8 40.4-40.9 157-158 Striking and effective coupé-SUV range-topper leaves us wanting 216d 114 119 11.8 55.4-56.5 132-133 more. LxWxH 4986x1995x1705 Kerb weight 2145kg 218d 148 127 9.6 53.3-54.3 137-138 3.0 V6 55 TFSI quattro 335 155 5.9 25.9-26.4 243-248 220d 187 138 8.2 51.4-52.3 143-144 3.0 V6 55 TFSIe quattro 381 149 5.8 94.2 67-68 220d xDrive 187 135 8.0 49.6 150 3.0 V6 60 TFSIe quattro 462 149 5.4 94.2-97.4 66-68 4.0 SQ8 quattro 503 155 4.1 31.0-31.7 234-239 3 Series 4dr saloon £32,595–£77,015 AAAAA 4.0 V8 RS Q8 quattro 592 155 3.8 20.2-20.5 314-318 Latest 3 Series has a growth spurt, but size is no obstacle for an 3.0 V6 50 TDI quattro 282 152 6.3 32.8-33.2 222-226 engaging drive. LxWxH 4709x1827x1442 Kerb weight 1450kg 318i 152 138 8.4 44.1 145-146 TT 2dr coupé £33,730–£67,115 AAAAC 320i 181 146 7.1 44.1 144-146 Still serves up plenty of pace, style and usability for the money. It’s 320i xDrive 181 142 7.6 41.5-42.2 153-154 better to drive, too. LxWxH 4191x1966x1376 Kerb weight 1365kg 330i 254 155 5.8 40.9-42.8 150-156 2.0 40 TFSI 194 155 6.6 40.4-41.5 154-158 330e 288 143 5.9 188.3-201.8 37-38 2.0 45 TFSI 242 155 5.8-5.9 38.7-39.2 162-167 330e xDrive 288 143 5.9 TBC TBC 2.0 45 TFSI quattro 242 155 5.2 34.9-35.8 180-184 M340i xDrive 369 155 4.4 34.9 185 2.0 50 TFSI quattro TTS 302 155 4.5 34.9-35.3 180-183 M3 Competition 503 155 3.9 28.8 223 2.5 TT RS quattro 395 155 3.7 30.7 208-210 M3 xDrive Competition 503 155 3.5 28.2 228 318d 148 132 8.3-8.4 52.6-62.8 117-129 TT Roadster 2dr open £35,480–£68,865 AAAAC 320d 187 146 6.8-7.1 56.5-60.1 124-131 Plenty of pace and driver reward, along with prestige and design- 320d xDrive 187 144 6.9 54.3-56.5 130-136 icon style. LxWxH 4191x1966x1355 Kerb weight 1455kg 330d 263 155 5.5 47.1-49.6 150-156 2.0 40 TFSI 194 155 6.9 39.2-40.4 159-163 330d xDrive 263 155 5.1 47.1 157-158 2.0 45 TFSI 242 155 6.0-6.1 37.2-38.2 168-172 M340d xDrive 338 155 4.6 46.3 160 2.0 45 TFSI quattro 242 155 5.5 33.6-34.4 185-190 2.0 50 TFSI quattro TTS 302 155 4.8 34.0-34.4 185-188 3 Series Touring 5dr estate £34,430–£52,400 AAAAB 2.5 TT RS quattro 395 155 3.9 29.7-30.1 214-215 Towering everyday appeal. Arguably the best all-rounder sensible

Comfort conscious yet strong and athletic. A bold new flagship for BMW’s EV family. LxWxH 4953x2230x1696 Kerb weight 2510kg

136-138 136-139 172 123-125 129-131

Q7 5dr SUV £58,770–£98,745

r (b

iX 5dr SUV £69,905–£94,905

AAACC

Blends 1 Series platform with rakish looks, but lacks the coupé’s driver appeal. LxWxH 4526x1800x1420 Kerb weight 1350kg 218i 220i M235i xDrive 218d 220d

e ow

44.1 34.4 60.1

145 186 122

still the best. LxWxH 4942x2126x1498 Kerb weight 1630kg 520i 530e 530e xDrive 540i xDrive 520d 520d xDrive 530d xDrive

181 292 292 335 187 187 261

139 140 140 155 147 144 155

8.2 6.1 6.1 5.1 7.8 7.9 5.6

40.4-42.2 152-160 156.9-176.6 35-40 134.5-156.9 42-47 34.9-35.8 179-185 52.3-55.4 134-142 49.6-52.3 140-148 46.3-47.9 160

623 254 340

3.8 6.7 5.5

X7 5dr SUV £78,920–£103,815

22.4 287 42.2-42.8 172-176 38.7-39.8 187-191

Formentor 5dr SUV £28,270–£43,550

Bespoke SUV delivers a well-rounded, sure-footed and rewarding

AAAAC drive. LxWxH 4450x1839x1511 Kerb weight 1569kg 1.5 TSI 150 148 127 8.9 43.5-44.8 2.0 TSI 190 188 137 7.1 36.2-37.7 28.7 249-250 1.4 eHybrid 204 201 127 7.8 201.8-235 22.1 283-291 1.4 eHybrid 245 242 130 7.0 176.6-188 36.2 203-204 2.0 TSI 310 310 155 4.9 32.8-33.2

BMW’s largest SUV yet crowns the line-up, but faces strong competition. LxWxH 5151x2000x1805 Kerb weight 2395kg xDrive40i xDrive M50i xDrive40d

338 523 340

155 155 152

6.1 4.7 6.1

i3 5dr hatch £33,805–£34,805

AAAAB

Our favourite high-end small car happens to be an EV, and it could change motoring. LxWxH 3999x1775x1578 Kerb weight 1245kg 120Ah 120Ah S

167 180

93 99

7.3 6.9

181 175

iX3 5dr SUV £58,850–£62,730

0 0

282

112

6.8

286

143-148 171-176 33-37 33-35 193-194

DACIA

Sandero 5dr hatch £9845–£11,995

AAAAC

Still as cheap, remarkably likeable and usable as most recent superminis. LxWxH 4088x1848x1499 Kerb weight 1130kg

1.0 SCe 75 1.0 TCe AAAAC 1.0 TCe Bi-Fuel

All-electric SUV is brisk, agile, versatile and competitive with its closest rivals. LxWxH 4584x1852x1640 Kerb weight 2185kg 80kWh

197 AAAAC

67 90 99

98 111 114

16.7 11.7 11.6

53.3 53.3 52.3

Sandero Stepway 5dr hatch £11,895–£14,295

120 120 123 AAABC

A more expensive and slightly more rugged cheap car – but still limited. LxWxH 4099x1848x1535 Kerb weight 1040kg 1.0 TCe 1.0 TCe 100 Bi-Fuel

88 99

107 109

12 11.9

50.4 48.7

127 130-131

6 APRIL 2022 AUTOCAR.CO.UK 73

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Dynamically superb and continues the Fiesta legacy. No longer the class leader, though. LxWxH 4040x1735x1476 Kerb weight 1113kg 73 98 123 153 197

103 112 126 136 144

14.5 10.8 9.4 8.9 6.5

53.3 53.3 56.5 55.4 42.8

121 120 96-121 104-123 149

Better to drive and look at than before, and impressively good value. LxWxH 4378x1825x1471 Kerb weight 1369kg

1.0 Ecoboost MHEV 125 123 124 10.0-10.3 55.4 116 AAAAC 1.0 Ecoboost MHEV 155 152 129-131 9.2-9.5 55.4 116 A value champion. If cheap family transport is what you require, 2.3T Ecoboost 280 ST 276 155 5.7 34.3 187 the Duster delivers. LxWxH 4341x2052x1633 Kerb weight 1189kg 1.5 EcoBlue 120 118 117-122 10.0-10.8 62.8 119-127 1.0 TCe 90 89 103 13.5 46.3 139 2.0 EcoBlue 150 148 127-130 8.5-9.1 60.1 125 1.3 TCe 130 128 120 10.6 45.6 141 2.0 EcoBlue 190 ST 188 137 7.6 50.4 148 1.3 TCe 150 148 125 9.7 44.8 143 1.0 TCe 100 Bi-Fuel 99 106 14.4 TBC 146 Focus Estate 5dr estate £23,845–£34,685 AAABC 1.5 dCi 115 113 113 10.3 57.7 128 Almost as good to drive as the hatch, but a Skoda Octavia will 1.5 dCi 115 4x4 113 108 12.1 51.4 143 carry more. LxWxH 4669x1825x1481 Kerb weight 1485kg 1.0 Ecoboost MHEV 125 123 120-123 10.3-10.6 55.4 98-116 DS 1.0 Ecoboost MHEV 155 152 127-130 9.4-9.7 55.4 116 3 Crossback 5dr SUV £22,960–£38,600 AAABC 2.3T Ecoboost 280 ST 276 155 5.8-6.0 35.3 183 First foray into compact SUVs comfortably competes with more 1.5 EcoBlue 120 118 118-120 10.3-11.1 62.8 119 established rivals. LxWxH 4118x1802x1534 Kerb weight 1205kg 1.5 EcoBlue 150 148 127-129 8.7-9.3 60.1 125 1.2 PureTech 100 98 112 10.9 80.4 127 2.0 EcoBlue 190 ST 188 137 7.7 50.4 148 1.2 PureTech 130 128 124 9.2 47.1 141 1.2 PureTech 155 153 129 8.2 46.6-52.0 127-143 Mondeo 5dr hatch/4dr saloon £25,570–£35,735 AAAAC 1.5 BlueHDI 100 98 112 11.4 62.7 123 Does what great Fords do, by over-delivering on practicality, 50kWh E-Tense 132 93 8.7 191-206 0 handling and value. LxWxH 4871x1852x1482 Kerb weight 1455kg 2.0 TiVCT hybrid 187 184 116 9.2 50.4 134-142 4 5dr hatch £25,350–£43,695 AAAAC 2.0 TDCi EcoBlue 150 148 131-133 10.7-10.9 52.3-56.5 136-146 Lavish, high-riding hatchback gets serious about chasing premium 2.0 TDCi EcoBlue 190 188 138 8.9 51.4 145-148 German rivals. LxWxH 4400x2061x1470 Kerb weight 1352kg 2.0 TDCi EcoBlue 190 AWD 188 137 9.1 47.9-48.7 155-158 1.2 PureTech 130 128 130 9.3 41.4-48.6 132 1.6 PureTech 180 177 143 8.0 43.9 145 S-Max 5dr MPV £33,335–£43,010 AAAAC 1.6 PureTech 225 223 146 7.9 43.7 146 Better to drive and better looking than most but not quite the 1.6 E-Tense 225 223 145 7.7 176-232 27-35 class leader it was. LxWxH 4976x1916x1655 Kerb weight 1645kg 1.5 BlueHDI 130 128 129 10.9 51.4-61.2 121-144 2.5 FHEV 190 188 115 9.8 44.1 147 2.0 TDCi EcoBlue 150 148 123 10.3 47.1 159-160 7 Crossback 5dr SUV £32,370–£46,550 AAABC 2.0 TDCi EcoBlue 190 188 129 9.5 43.5 170-171 DS’s first premium SUV certainly has the right price tag, equipment 2.0 TDCi EcoBlue 190 AWD 188 128 9.8 40.9 181

Duster 5dr SUV £13,995–£20,845

1.2 PureTech 130 1.6 PureTech 180 1.6 E-Tense 225 1.6 E-Tense 4x4 300 1.5 BlueHDi 130

129 178 223 295 TBC

122 137 140 149 121

10.2 8.3 8.9 5.9 11.7

9 5dr saloon £40,605–£57,200

42.2-46.0 143-152 42.2 152 157-176 36-41 176.6-201.8 32-40 54.1-55.3 143

223 223 356

146 149 155

8.1 8.3 5.6

FERRARI

Portofino 2dr open £166,295 591

199

3.5

Roma 2dr coupé £175,000

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10.0 10.9 9.6-9.8 10.6

43.5 46.3 43.5 40.4

148 160 171 184

and style. LxWxH 4165x1800x1550 Kerb weight 1233kg

1.0 T-GDi 120 1.6 GDi Hybrid 2.0 T-GDI N GV80 5dr SUV £56,715–£62,415 AAABC Electric 39kWh Rich, spacious and comfortable but not a world-class luxury car Electric 64kWh 301 207

155 147

6.0 8.0

31.0 44.8

205 164

just yet. LxWxH 4945x1975x1715 Kerb weight 2145kg 301 278

147 143

7.7 7.5

26.2 33.2

240 220

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 1.8 Zetec

135

125

TBC

112 119 149 96 104

44.1-44.8 52.3 32.8 180 280

142-147 114-123 194 0 0

AAABC

Impressive effort that heads in the right direction for fuel cell cars. LxWxH 4670x2060x1640 Kerb weight 1814kg 161

130

9.6

42.0mpkg 0

Tucson 5dr SUV £28,710–£42,030

AAAAC

Shows Hyundai can do both style and substance. A family SUV that’s easy to like. LxWxH 4500x1865x1653 Kerb weight 1425kg

1.6 T-GDi 150 148 117 1.6 T-GDi 48V MHEV 150 148 117 AAABC 1.6 T-GDi 48V MHEV 180 178 125 Eminently likeable, with good dynamics but a limited range and 1.6 TGDi Hybrid 228 120 ambitious price. LxWxH 3894x1752x1512 Kerb weight 1520kg 1.6 TGDi Plug-in hybrid 263 119 36kWh 136 90 9.0 137 0 36kWh Advance 154 90 8.3 136 0 Santa Fe 5dr SUV £39,460–£49,010 H O N DA

E 5dr hatch £30,715–£33,215

12.0 10.2 5.5 9.6 7.6

Nexo 5dr SUV £69,495 95kW fuel cell

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

118 134 278 134 201

10.3 9.6 9.0 8.0 8.6

40.9 43.5 39.8 50.4 201.8

156 144-151 162 127 31 AAABC

Superficial charm and an expansive cabin but not much polish to

Jazz 5dr hatch £19,445–£23,715

AAAAC the powertrain. LxWxH 4785x1900x1710 Kerb weight 2005kg Not the most compact or vivacious but has decent handling and is 1.6 TGDi Hybrid 228 116 8.9-9.1 42.2 145-168 cleverly packaged. LxWxH 4044x1694x1526 Kerb weight 1300kg 1.6 TGDi Plug-in hybrid 262 116 8.8 173.7 37 1.5 i-MMD 109 108 9.4-9.9 62.8 102-110 JAG UAR

Civic 5dr hatch £21,990–£40,090

AAAAC

XE 4dr saloon £30,210–£40,180

AAAAB

A fresh look while remaining practical, refined and upmarket. Lacks Tops the pile thanks to outstanding driver appeal. Poised and some dynamism. LxWxH 4518x1799x1434 Kerb weight 1275kg engaging but refined. LxWxH 4678x1850x1416 Kerb weight 1450kg 1.0 VTEC Turbo 126 1.5 VTEC Turbo 182 2.0 VTEC Turbo Type R

124 179 315

125-126 10.2-11.2 47.9 125-136 8.2-8.5 46.3 169 5.8 33.2

HR-V 5dr SUV £26,960–£31,660

124-141 137 191-193

131

106

10.7

52.3

CR-V 5dr SUV £31,470–£40,420

112

9.2

NSX 2dr coupé £150,090

2.0 P250 2.0 P300 AWD 2.0 D200 AAAAC 2.0 D200 AWD

38.2

162

573

191

2.9

5.9 7.3

30.8-32.4 197-207 54.0-57.7 128-137

246 296 198 198

155 155 146 143

6.9 6.1 7.6 7.8

33.0-34.9 31.2-32.8 52.8-56.5 48.9-51.3

XF Sportbrake 5dr estate £37,190–£46,650

183-193 194-204 131-140 128-137

AAAAB

Superb XF is now available in the more practical Sportbrake form. It’s a win-win. LxWxH 4955x1880x1494 Kerb weight 1660kg

AAAAB 2.0 P250 2.0 P300 AWD 2.0 D200 26.4 242 2.0 D200 AWD

Honda’s supercar given a modern reboot, and it’s some piece of engineering. LxWxH 4487x1939x1204 Kerb weight 1725kg 3.5 V6 hybrid

155 146

LxWxH 4954x1880x1457 Kerb weight 1545kg

122

Tardis-like SUV stalwart has lots of space for five and a big boot. LxWxH 4605x1820x1685 Kerb weight 1515kg 181

296 198

XF 4dr saloon £33,975–£44,800 AAAAB AAABC Outstandingly broad-batted dynamically, plus a pleasant cabin.

Fine ergonomics and big on superficial charm, but ultimately leaves us cold. LxWxH 4340x1790x1582 Kerb weight 1380kg 1.5 eHEV

2.0 P300 AWD 2.0 D200

246 296 198 198

150 155 143 143

7.1 6.2 7.8 8.0

32-33.7 29.9-31.2 50.7-53.7 47.0-49.1

189-199 204-213 138-146 151-157

HYU N DAI

Ecosport 5dr SUV £20,250–£22,300

The entry-level Ferrari has the power, the looks and the touring ability. LxWxH 4586x1938x1318 Kerb weight 1664kg 3.9T V8

115 122-123 129-131 128

)

F-Type 2dr coupé £54,965–£98,110 AAAAB i10 5dr hatch £13,025–£16,400 AAAAC A full-blooded assault on Porsche’s backyard, with noise, power AAACC The smallest Hyundai matures and regains leadership of the city and beauty. LxWxH 4482x1923x1311 Kerb weight 1525kg 40.9 155 Facelifted version of the pumped-up Fiesta is okay, but developing- car class. LxWxH 4035x1734x1474 Kerb weight 933kg 2.0 P300 296 155 5.7 29.9 215 176-256 33-35 world roots show. LxWxH 4096x1765x1653 Kerb weight 1280kg 1.0 MPi 67 97 14.6 53.3 114-120 5.0 P450 444 177 4.6 26.0-26.8 239-246 176-256 41-43 1.0T Ecoboost 125 123 111 11.0-11.6 47.1 135 1.0 T-GDi 99 115 10.5 52.3 123 5.0 P575 518 186 3.7 26.4 243 1.0T Ecoboost 140 138 115 10.2 47.1 136 1.2 MPi 84 106 12.6 51.4 124 F-Type Convertible 2dr open £63,445–£103,200 AAAAB AAAAC Puma 5dr SUV £20,745–£29,710 AAAAC i20 5dr hatch £16,500–£24,995 AAAAC Costs serious money, but you get a serious car with a likeable wild

New flagship is a refreshing alternative to the usual German executives. LxWxH 4934x2079x1460 Kerb weight 1540kg 1.6 PureTech 225 1.6 E-Tense 225 1.6 E-Tense 4x4

AAABC

Huge seven-seat MPV. Easy to place on the road but not cheap to buy. LxWxH 4848x1916x1747 Kerb weight 1708kg 188 148 188 188

2.5T 2.2D

2.0 i-MMD hybrid

Galaxy 5dr MPV £33,735–£39,610

2.5 FHEV 190 2.0 TDCi EcoBlue 150 2.0 TDCi EcoBlue 190 AAAAC 2.0 TDCi EcoBlue 190 AWD

options. LxWxH 4995x1925x1465 Kerb weight 1930kg

2.5T AAAAB 3.0D

Focus 5dr hatch £22,615–£35,785

and appeal. LxWxH 4570x1895x1620 Kerb weight 1420kg

r (b

G80 4dr saloon £37,460–£47,950 AAAAC Kona 5dr crossover £21,265–£37,200 AAAAC AAAAB A luxury car for those who’ve had their fill of the typical premium Hyundai’s first crossover is the perfect blend of practicality, value

FORD

Fiesta 3dr/5dr hatch £16,645–£24,980 1.1 75 1.0 Ecoboost 100 1.0 Ecoboost MHEV 125 1.0 Ecoboost MHEV 155 1.5T Ecoboost 200 ST

e ow

Compact crossover finally has a class leader capable of appealing to petrolheads. LxWxH 4186x1805x1554 Kerb weight 1280kg

14.7-28.0 230-436 1.0T Ecoboost MHEV 125 1.0T Ecoboost MHEV 155 AAAAB 1.5 Ecoboost ST

Gorgeous coupé is a proper grand tourer with a focus on usability. LxWxH 4656x1974x1301 Kerb weight 1570kg

123 153 198

119 124 137

9.8 8.9 6.7

50.4 50.4 41.5

127 127 155

612

199

3.4

Kuga 5dr SUV £26,795–£39,305 AAAAC 14.7-28.0 230-436 All-new version of popular SUV mixes dynamism with practicality

777 819

211 211

2.9 2.9

11.2-20.0 320 13.9 385

Steady gains for a versatile runabout that, N version aside, still lacks personality. LxWxH 4035x1734x1474 Kerb weight 980kg 1.0 T-GDi 100 1.0 T-GDi 48V MHD 100 1.0 T-GDi 48V MHD 120 1.6 T-GDi N

98 98 118 201

117 117 115 142

10.4 10.4 10.2 6.7

47.9-49.6 54.3-55.4 53.3 40.4

120 115-118 120 158

i30 5dr hatch £20,910–£33,745

side. LxWxH 4482x1923x1308 Kerb weight 1545kg 2.0 P300 5.0 P450 5.0 P575

296 444 518

155 177 186

5.7 4.6 3.7

29.6 217 26.0-26.6 241-247 26.4 243

E-Pace 5dr SUV £36,015–£50,240

AAABC

Misses the mark for keen drivers, but is still a desirable SUV

AAABC nevertheless. LxWxH 4411x1984x1649 Kerb weight 1775kg and refinement. LxWxH 4614x1883x1678 Kerb weight 1698kg As good as we’ve come to expect from Hyundai, but not one inch 2.0 P200 198 134 7.7 30.1 213 F8 Tributo 2dr coupé/open £203,476 AAAAA 1.5T Ecoboost 150 148 121 9.7 41.5-42.8 151 better. LxWxH 4340x1795x1455 Kerb weight 1194kg 2.0 P250 245 143 6.6 29.8 215 The last hurrah for the pure internal combustion V8-powered 2.5 FHEV 198 122 9.1 51.4 125 1.0 T-GDi 120 118 118 11.1 45.6 121-122 2.0 P300 295 151 5.9 28.3 226 mid-engined Ferrari. LxWxH 4611x1979x1206 Kerb weight 1435kg 2.5 PHEV 223 125 9.2 201.8 32 1.5 T-GDi 157 130 8.6 42.2-46.3 142 1.5 P300e 305 134 6.5 143.1 44 3.9T V8 Tributo 710 211 2.9 21.9 292 1.5T EcoBlue 120 118 112 11.7 55.4 134 2.0 T-GDi 275 N Performance 272 155 6.1 34.0 188 2.0 D165 163 128 10.0 43.4-45.4 163 2.0T EcoBlue 150 MHEV 148 121 9.6 56.5 132 1.6 CRDi 115 113 118 11.0-11.2 58.9-60.1 121-122 2.0 D165 AWD 163 124 9.8 42.9-43.4 171-172 812 Superfast 2dr coupé/open £263,098–£446,970 AAAAA 2.0T EcoBlue 190 AWD 188 129 8.7 47.9 159 2.0 D200 AWD 201 131 8.4 42.9-43.0 170-173 More powerful than the F12, but with better road manners making i30 Fastback 4dr saloon £25,660–£34,495 AAABC it the star of the range. LxWxH 4657x1971x1276 Kerb weight Mustang Mach-E 4dr crossover £41,330–£67,225 AAAAC Combines good looks with sensible practicalities and dynamic F-Pace 5dr SUV £40,675–£78,165 AAAAC 3.9T V8

1630kg

6.5 V12 6.5 V12 Competizione

Likeable, practical high-rise EV has only a badge in common with its coupé namesake. LxWxH 4712x1881x1597 Kerb weight 1993kg

68kWh Standard RWD 265 111 6.1 68kWh Standard AWD 265 111 5.6 SF90 Stradale 2dr coupé/open £379,000–£425,000 AAAAA 88kWh Extended RWD 290 111 6.2 Plug-in hybrid doesn’t do things conventionally. A 986bhp technical 88kWh Extended AWD 346 111 5.1 masterpiece. LxWxH 4710x1972x1186 Kerb weight 1570kg 88kWh GT AWD 487 124 4.4 4.0T V8 986 211 2.5 46.3 154 Mustang 2dr coupé/open £44,255–£55,255 F I AT

273 248 379 335 310

American muscle built for the UK, in coupé and convertible forms.

500 3dr hatch/2dr open £13,405–£33,495

AAABC What’s not to like? LxWxH 4784x1916x1381 Kerb weight 1653kg 5.0 V8 444 155 4.8 23.5-23.9 268-274 5.0 V8 Mach-1 453 163 4.6 22.8 260 53.3 119-121 118 0 GT 2dr coupé £420,000 AAAAC 199 0 The GT is back as a race car for the road. Compelling if not perfect.

Super-desirable, cute city car. Pleasant, if not involving to drive – and better as an EV. LxWxH 3571x1627x1488 Kerb weight 865kg 1.0 Mild Hybrid Electric 24kWh Electric 42kWh

69 95 118

104 84 93

13.8 9.5 9.0

LxWxH 4808x1928x1692 Kerb weight 1912kg

500L 5dr MPV £18,525–£21,825 1.4 95hp

103-111 13.4

500X 5dr hatch £19,865–£24,065

38.7-39.8 166-170

AAABC 2.0 EcoBlue 130 2.0 EcoBlue 170 2.0 EcoBlue 213 42.2-45.6 142-153 3.2 Duratorq TDCI 200

Familiar styling works rather well as a crossover. Drives okay, too. LxWxH 4248x1796x1600 Kerb weight 1295kg 1.0 120hp

118

117

10.9

Panda 5dr hatch £13,130–£18,530

AAABC

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

83 69

103-110 11.2-12.1 96 14.7

37.2 166-168 50.4-52.3 126-132

A ’90s reboot that has been on a diet. Decent to drive and ample interior space. LxWxH 4368x1792x1495 Kerb weight 1195kg 1.0 100hp 1.0 Cross

98 98

119 114

11.8 12.2

51.4 49.6

Tipo Station Wagon 5dr estate £19,675–£21,675

125 130

1.0 100hp

119

11.8

50.4

126-128

49.6-52.3 141-151 34.0 188

Ioniq 5dr hatch £24,045–£35,050

AAABC

First attempt at electrification for the masses is a good effort. LxWxH 4470x1820x1450 Kerb weight 1370kg 1.6 Hybrid 141 1.6 Plug-in Hybrid 141 Electric

139 139 132

115 110 110

3.0

TBC

Ioniq 5 5dr hatch £36,995–£48,145

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

73kWh AWD

10.8-11.1 61.4-62.8 102 10.8 256.8 26 10.6 194 0

197 245 200

139 149 143

9.1 6.1 7.4

35.4 35.4 44.5

G70 Shooting Brake 5dr estate £33,850–£42,550

181 181 166 AAAAC

Best-looking Genesis yet is also the best to drive, despite slightly flat four-pot engines. LxWxH 4685x1850x1400 Kerb weight 1717kg 197 245

135 146

9.3 6.4

32.5-34.0 193-204 32.5-34.0 193-204

GV70 5dr SUV £39,450–£44,370

AAAAC

Wilfully different from the posh SUV competition and none the worse for it. LxWxH 4715x1910x1630 Kerb weight 2010kg 301 207

149 133

6.1 7.9

29.7 40.0

216 185

305

115

5.2

268

Bayon 5dr crossover £20,295–£24,545

0 AAAAC

Much better at meeting your motoring needs than kindling your affections. LxWxH 4180x1775x1500 Kerb weight 1233kg

1.0 T-GDi 48V MHEV AAABC 1.0 T-GDi 48V MHEV 120

Likeable left-field choice has style but struggles to threaten the establishment. LxWxH 4685x1850x1400 Kerb weight 1675kg

2.5T 2.2D

74 AUTOCAR.CO.UK 6 APRIL 2022

8.6 6.1

Credible first SUV effort is as refined and dynamic as a Jaguar should be. LxWxH 4731x2071x1666 Kerb weight 1690kg

i30 Tourer 5dr estate £21,660–£26,460

216

G70 4dr saloon £33,400–£40,480

2.0T 197 AAABC 2.0T 245

Estate version is more practical, which mixes well with its driving characteristics. LxWxH 4571x1792x1514 Kerb weight 1205kg

130 155

650

GENESIS

2.0T 197 2.0T 245 AAABC 2.2D 200

Tipo 5dr hatch £17,695–£21,695

1.5 T-GDi 157 2.0 T-GDi 275 N Performance 272

246 394 398 548 163 197 296

135 155 149 178 121 130 143

7.3 5.4 5.3 4.0 9.9 8.0 6.4

30.4 28.8 112.5 23.1 45.4 45.4 38.1

I-Pace 5dr SUV £65,245–£76,695

214-220 222-230 51-55 275 165-171 165-171 195-202 AAAAB

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

398

124

4.5

292

JEEP

Compass 5dr SUV £27,125–£37,795

AAACC

AAAAC Wants to be a catch-all crossover but is beaten by more roadWon’t upend the electric SUV segment, but a compelling option in a focused rivals. LxWxH 4394x2033x1629 Kerb weight 1430kg Ranger 4dr pick-up £24,369–£47,889 AAAAC developing class. LxWxH 4635x1890x1605 Kerb weight 1145kg 1.4 Multiair 140 138 119 9.9 37.7 172 Capable pick-up becomes off-road monster in Raptor spec but 58kWh 170 115 8.5 240 0 1.4 Multiair 170 4WD 167 124 9.5 32.5 209 loses VAT incentives. LxWxH 5277x1977x1703 Kerb weight 1866kg 73kWh 217 115 7.4 300 0 1.6d MultiJet 120 118 115 11.0 47.9 157

AAACC 3.5 V6 Ecoboost

A costly option but has some style to fill out some of its missing substance. LxWxH TBC Kerb weight 1245kg

charm. LxWxH 4455x1795x1425 Kerb weight 1287kg

2.0 P250 AWD 3.0 P400 AWD AAABC 2.0 P400e AWD Another solid car. Good value and practical but lacks excitement. 5.0 V8 SVR 550 AWD LxWxH 4585x1795x1465 Kerb weight 1245kg 2.0 D165 AWD 1.0 T-GDi 120 118 117 11.4 47.9-49.6 130-139 2.0 D200 AWD AAAAC 1.6 CRDi 136 134 123 10.9 56.5-57.6 126-127 3.0 D300 AWD 0 0 0 0 0

98 118

113 115

10.7 10.4

53.3 53.3

120-121 121

2.0d MultiJet 170 4WD

167

122

9.5

38.2

Renegade 5dr SUV £23,405–£36,500

191 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 1.3 Turbo 4xe 1.3 Turbo 4xe Trailhawk

118 148 188 238

115 122 113 124

11.2 9.4 7.5 7.1

38.2 151 38.2-39.8 151 122.8-134.5 42-49 117.7-128.4 51-53

Wrangler 2dr/4dr SUV £49,450–£58,120

AAAAC

Heavy-duty off-roader goes anywhere but lacks on-road manners. LxWxH 4223x1873x1840 Kerb weight 1827kg 2.0 GME 2.2d MultiJet II 200 4WD

265 197

110 114

7.3-7.6 9.5

25.4-26.4 248-254 28.8-30.4 243-247

KIA

Picanto 5dr hatch £11,200–£16,000

AAAAC

A pleasingly well-rounded and charming value offering, but not in all of its guises. LxWxH 3595x1595x1485 Kerb weight 977kg 1.0 1.0 T-GDi

66 99

100 112

16.6 9.9

53.3 48.7

119 120

N E W CAR PR I CES P

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r (b

)

s op

(

h mp

)

0 0-6

/62

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

Rio 5dr hatch £13,850–£20,350

e ow

r (b

)

s op

(

h mp

)

0 0-6

/62

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

83 99 118

108 115 118

12.7 10.0 9.8

52.3 53.3 51.4

Ceed 5dr hatch £20,055–£29,025 116 156 198 134

10.9 8.6-8.9 7.5 9.8

120-122 120 118-125

47.9-50.4 43.5-46.3 38.2 57.6

Ceed Sportswagon 5dr estate £20,755–£30,540

1.8 Sport 240 1.8 Cup 250

116 156 134 137

118 128-130 124 106

10.9 8.6-8.9 10.0 10.5

Proceed 5dr hatch £25,080–£29,840

116 156 137

115 129 99

10.9 8.7 10.6

3.5 V6 Sport 390 3.5 V6 Sport 420 3.5 V6 Cup 430

on-road niceties. LxWxH 5018x2008x1967 Kerb weight 2209kg

2.0 P300 47.1 121-127 3.0 P400 43.5-46.3 131 2.0 P400e 57.6 121-126 5.0 P525 118.3-217.2 33 3.0 D200 3.0 D250 AAABC 3.0 D300

2.0 P200 AAABC 2.0 P250 2.0 P300 1.5 P300e 45.6 140-146 2.0 D165 44.8 142-143 2.0 D200 217.3 38

EV6 5dr hatch £40,895–£51,895

AAAAC

Swish, spacious and swift enough to become the pick of the EV crossover bunch. LxWxH 4680x1880x1550 Kerb weight 2090kg 77.4kWh 77.4kWh AWD

226 321

114 116

7.3 5.2

328 300

Soul EV 5dr hatch £34,945

0 0 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 £42,905

0 AAABC

Sleek coupé-shaped saloon has the appeal and dynamics to rival Europe’s best. LxWxH 4830x1870x1400 Kerb weight 1717kg 3.3 V6 T-GDi

360

168

4.7

27.7

Niro 5dr SUV £25,405–£39,645

233 AAABC

Versatile and well-equipped family transport in a choice of hybrid and EV flavours. LxWxH 4355x1805x1545 Kerb weight 1500kg 1.6 GDi Hybrid 1.6 GDi Hybrid PHEV 39kWh e-Niro 64kWh e-Niro

137 137 132 198

101 107 96 104

11.1 10.4 9.5 7.5

58.9 201.8 180 282

Stonic 5dr SUV £18,650–£22,700

110-120 29 0 0 AAABC

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

116

115

9.9

46.3-47.1 137

Sportage 5dr SUV £23,810–£34,700

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 134 48V

128 172 172 132

113 127 125-126 112

11.1 8.9 8.8-9.2 11.6

34.9-35.7 34.4-34.9 31.7-32.5 42.8-43.5

Sorento 5dr SUV £39,350–£53,485

177-184 183-184 192-201 141-161

AAABC

Lacks polish, but its abundant utility appeal and value shine through. LxWxH 4810x1900x1695 Kerb weight 2006kg 1.6 T-GDi HEV 1.6 T-GDi PHEV 2.2 CRDi

226 261 199

119 119 127

8.7 8.4 9.1

40.9 176.6 42.2

158-166 38 176

KTM

X-Bow 0dr open £57,345–£70,717

298 398 398 518 198 246 296

119 119 119 119 109 117 119

290 280

198 248 298 298 163 201

143 143

3.9 4.1

(

0 0-6

/62

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

243 248

147 149

397 420 430

172 180 174

e ow

r (b

)

s op

)

0-6

0/6

8.1 6.1 5.6 5.2 10.3 8.3 7.0

24.2 24.6-24.7 85.6 19.1 32.2 32.2 32.2

263 260-261 77 334 230 230 230

134 143 150 132 120 120

8.0 7.0 6.3 6.4 10.1 8.5

4.5 4.3

36.2 36.2

177 177 AAAAB

NA NA

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

3.8 3.4 3.3

27.7 28.7 27.7

roof. LxWxH 3915x1735x1230 Kerb weight 1090kg 1.5 Skyactiv-G 132 2.0 Skyactiv-G 184

129 181

126 8.6 124-126 7.9-8.7

174-190 4.1-4.2

230 230 230

25.7-26.7 248

M A S E R AT I

Ghibli 4dr saloon £64,065–£104,960

44.1 142 37.7-40.4 155

McLAREN

720S 2dr coupé/open £221,800–£250,290

AAAAA

The start of an era for McLaren and what a way to begin it is. LxWxH 4543x2059x1196 Kerb weight 1419kg 4.0 V8

710

212

2.9

23.2

765LT 2dr coupé £312,800

276 AAAAB

Longtail treatment puts a deliciously sharp edge on the 720S. 23.0

GT 2dr coupé £165,300

280 AAAAB

Woking’s most user-friendly car to date is still a McLaren first and foremost. LxWxH 4683x2095x1213 Kerb weight 1339kg

AAACC 4.0 V8

612

204

3.2

23.7

270

789

208

2.8

22.7

280

Maser’s compact exec has the allure but lacks power and is poorly finished in places. LxWxH 4971x1945x1461 Kerb weight 1810kg Senna 2dr coupé £750,000 AAAAA 2.0 Hybrid 325 158 5.7 33.2 192 Astounding circuit performance made superbly accessible. 3.0 V6 345 166 5.5 25.2 254 LxWxH 4744x2155x1229 Kerb weight 1309kg 424 572

178 203

4.9 4.3

25.0 23.0

Quattroporte 4dr saloon £87,565–£128,100

3.0 V6 3.0 V6 S 3.8 V8

25.0 24.8 23.2

254 279 AAACC

4.0 V8

MERCEDES-BENZ

A-Class 5dr hatch £24,100–£57,235

AAAAC

Now a full-sized executive limo, with some added flair. Off the pace A little bit of luxury in a desirable, hatchback-sized package. in several key areas. LxWxH 5262x1948x1481 Kerb weight 1860kg LxWxH 4419x1992x1440 Kerb weight 1445kg

247 288 298 162 201

140 144 130 112 117

8.1 7.5 6.6 10.6 8.9

Discovery 5dr SUV £53,150–£68,110

30.1 211 29.7 214 143.4-158.6 40-44 41.5 179 41.5 179 AAAAB

296 355 246 296

125 130 120 130

7.3 6.5 8.1 6.8

LEXUS

5.5 5.0 4.5

257 257 277

challenging styling. LxWxH 4688x1830x1447 Kerb weight 1430kg

1.3 CLA 180 133 130 1.3 CLA 200 161 140 2.0 CLA 250 222 155 6 4dr saloon £24,990–£32,370 AAABC 1.3 CLA 250e 215 146 A compelling mix of size, economy and performance. Interior is a 2.0 AMG CLA 35 4Matic 302 155 let-down. LxWxH 4870x1840x1450 Kerb weight 1465kg 2.0 AMG CLA 45 S 4Matic+ 415 168 2.0 Skyactiv-G 143 129 9.9 42.2 152 2.0 CLA 220d 185 147 2.0 Skyactiv-G 163 134 9.4 42.2 152 2.0 Skyactiv-G GT 191 142 8.1 38.2 167 B-Class 5dr hatch £28,050–£38,250 56.5

114-117

140-141 141-142 157-159 24 183-191 203-205 135-136

AAABC 45.6 46.3 235.4 61.4 57.7 56.5

140-142 140-142 27 137-138 134-144 136-137 AAAAC

Sumptuous interior and impressive tech, but let down by harsh suspension. LxWxH 4751x2033x1437 Kerb weight 1650kg

127 1.5 C200 221 153 7.3 44.1 146 2.0 C300 278 155 6.0 42.2 152-159 AAAAC 2.0 C300e 331 152 6.1 256.8 14-24 Junior Lambo mixes usability and drama skilfully, in both coupé Luxury saloon gets more tech and opulence but is let down by its Offers powerful diesel engines and strong performance, plus a 2.0 C220d 218 152 7.3 61.4 120-127 and Spyder forms. LxWxH 4459x1924x1165 Kerb weight 1389kg hybrid powertrain. LxWxH 5235x1900x1460 Kerb weight 2270kg welcoming interior. LxWxH 4550x1840x1675 Kerb weight 1575kg 2.0 C300d 283 155 5.7 55.4 133-139 5.2 V10 Evo RWD 608 202 3.3 20.5 330-335 3.5 V6 VVT-i LS 500h 348 155 5.4 30.7-36.6 175-208 2.0 165 162 125 10.3 38.7 152-154 5.2 V10 Evo 631 201 2.9 20.3 332-338 2.5 194 191 121 9.2 35.3 182 C-Class Estate 5dr estate £40,420–£53,425 AAABC 5.2 V10 STO 631 202 3.0 20.3 331 RC 2dr coupé £64,550–£81,550 AAABC 2.2d 150 148 127 9.9 50.4 151-154 Impressive and tech-filled inside, albeit in a curiously unsatisfying An also-ran, but the V8 RC F packs plenty of character and handles 2.2d 184 181 129 9.3 42.8 175 dynamic package. LxWxH 4755x2033x1494 Kerb weight 1710kg Aventador 2dr coupé/open £274,106–£482,962 AAAAC well enough. LxWxH 4695x1840x1395 Kerb weight 1736kg 1.5 C200 221 149 7.5 38.1-43.4 149-168 Big, hairy V12 has astonishing visuals and performance. Handling 5.0 V8 RC F 470 168 4.5 23.9 268 MX-30 5dr SUV £28,545–£35,195 AAAAC 2.0 C300 278 155 6.0 41.0 157 could be sweeter. LxWxH 4797x2030x1136 Kerb weight 1575kg Classy and affordable all-electric crossover marred only by its 2.0 C300e 331 151 6.2 403.6 15 6.5 V12 S 730 217 2.9 15.4 499 LC 2dr coupé/open £81,750–£98,275 AAAAC limited range. LxWxH 4395x1795x1555 Kerb weight 1645kg 2.0 C220d 218 151 7.4 57.7 129 6.5 V12 SVJ 759 217 2.8 15.8 486 Superb-looking coupé shows flickers of what made the LFA great. 35.5kWh 143 87 9.7 124 0 2.0 C300d 283 155 5.8 54.4 136 LAMBORGHINI

Huracán 2dr coupé/open £167,180–£262,312

AAAAC

Urus 5dr SUV £177,297–£197,150

AAAAC 5.0 V8 LC 500 3.5 V6 LC 500h

631

189

3.6

22.2

325

L AN D ROVE R

Defender 90 5dr SUV £48,910–£105,395 298 398 518 198 246 296

8.9

53.2

119 119 119 109 117 119

7.1 6.0 5.2 9.8 8.0 6.7

119

168 155

4.7 5.0

242 306

CX-5 5dr SUV £27,545–£38,785

184 262

MX-5 2dr open £24,055–£30,170

34.8 24.3

7.7 6.3

44.1 256-313

145 20-26

259-260 RX 5dr SUV £52,665–£64,215 AAABC 256 Low flexibility, but hybrid powertrain makes a degree of economic 327-330 sense. LxWxH 4890x1895x1690 Kerb weight 2100kg 226 3.5 V6 RX 450h 308 124 7.7 34.4 185 226-227 226 UX 5dr SUV £25,950–£42,855 AAABC

Refreshingly different premium SUV is a credible, if not classleading, alternative. LxWxH 4495x1840x1520 Kerb weight 1620kg 2.0 UX 250h 2.0 UX 250h E4 UX 300e 150kWh

181 181 201

110 110 100

8.5 8.7 7.5

50.4 47.0 TBC

126 136 TBC

127

8.3

50.4

AAAAA

Brilliantly packaged, priced and perfectly poised but more vibrant than the original. LxWxH 3915x1735x1225 Kerb weight 1050kg

AAAAC 1.5 Skyactiv-G 132 2.0 Skyactiv-G 184

124 124

183

AAABC

PHEV option and welcome cabin overhaul sustain the allure of the firm’s best-seller. LxWxH 4660x1865x1640 Kerb weight 1990kg

AAAAB 2.5 NX 350h 2.5 NX 450h+ PHEV

24.6 25.6 19.3-19.5 32.8 32.8 32.7

457 354

NX 5dr SUV £38,300–£57,810

Breadth of capability matches that of the five-door, with even more kerb appeal. LxWxH 4583x2008x1974 Kerb weight 2190kg 2.0 P300 3.0 P400 5.0 P525 3.0 D200 3.0 D250 3.0 D300

112

LxWxH 4770x1920x1345 Kerb weight 1935kg

Lambo’s second SUV is more alluring and aims to use the V8’s power better. LxWxH 5112x2016x1638 Kerb weight 2200kg 4.0 V8

218

LS 4dr saloon £78,925–£105,405

2.0 e-Skyactiv-X 186

35.8-40.9 35.3-40.9 37.7-40.9 256.8 36.2 32.8 43.5-48.7

A slightly odd prospect, but practical and classy nonetheless.

6 Tourer 5dr estate £25,990–£33,710

Gatecrashes the German-controlled saloon market in a way the GS apart from rivals. LxWxH 4395x1795x1540 Kerb weight 1334kg could never manage. LxWxH 4975x1865x1445 Kerb weight 1680kg 2.0 e-Skyactiv-G 120 116 10.6 47.9 134 2.5 VVT-i ES 300h

9.2 8.4 6.4 6.9 4.9 4.0 7.2

AAABC LxWxH 4393x1786x1557 Kerb weight 1395kg Attractively styled and spacious inside, but only average to drive. 1.3 B180 134 132 9.0 24.9-25.1 254-256 LxWxH 4805x1840x1480 Kerb weight 1465kg 1.3 B200 159 139 8.2 26.0-26.4 241-245 2.0 Skyactiv-G 143 128 10.0 41.5 155 1.3 B250e 215 146 6.8 33.4-33.7 220-222 2.0 Skyactiv-G 163 133 9.4 41.5 155 1.5 B180d 114 124 9.8 33.2-33.5 221-223 2.0 Skyactiv-G GT 191 139 8.1 37.2 172 2.0 B200d 148 136 8.3 2.0 B220d 187 145 7.2 CX-30 5dr SUV £22,945–£31,700 AAAAC AAABC Dynamic qualities, a classy interior and a handsome look set it C-Class 4dr saloon £38,785–£52,125

The country bumpkin given elocution lessons without losing its rugged capabilities. LxWxH 4956x2073x1888 Kerb weight 2115kg 2.0 P300 3.0 P360 3.0 D250 3.0 D300

168 179 203

AAAAB LxWxH 4460x1795x1440 Kerb weight 1405kg 2.0 e-Skyactiv-X 186 183 134 8.1

Seven seats, at home on road and off road, plus new-found desirability. LxWxH 4597x2069x1727 Kerb weight 1732kg 2.0 P250 2.0 P290 1.5 P300e 2.0 D165 2.0 D200

345 424 572

Refined and dynamically satisfying in a saloon bodystyle.

Discovery Sport 5dr SUV £32,430–£51,895

ES 4dr saloon £35,905–£49,455 NA NA

31.7 201 31.6 201 31.3 203 166.2-193.5 33-38 43.4-45.9 160-171 43.8 169

404

MX-5 RF 2dr open £25,995–£32,370 AAAAA AAAAC Remains perfectly poised and vibrant, even with a folding metal

about the interior. LxWxH 4084x1802x1129 Kerb weight 1395kg 3.5 V6 GT410

1.3 A180 134 134 9.2 47.9 134-138 1.3 A200 161 140 8.2 47.9 135-145 2.0 A250 221 155 6.2 41.5 155-165 2.0 A250e 215 146 6.6 256.8 25 Range Rover Velar 5dr SUV £51,265–£71,315 AAAAC Levante 4dr SUV £67,220–£125,370 AAACC 2.0 AMG A35 4Matic 302 155 4.7 33.6-35.8 184-193 The most car-like Landie ever doesn’t disappoint. Expensive, Italian flair and good looks in abundance, but diesel not as 2.0 AMG A45 S 4Matic+ 415 168 3.9 33.6 204-207 though. LxWxH 4804x1930x1685 Kerb weight 1829kg sonorous as petrols. LxWxH 5003x1968x1679 Kerb weight 2109kg 1.5 A180d 114 126 10.0 62.8 127-130 2.0 P250 248 135 7.5 27.8-29.2 217-229 3.0 V6 339 156 6.0 22.6 283 2.0 A200d 148 137 8.1 58.9 129-139 3.0 P400 394 155 5.5 27.3-28.0 227-230 3.0 V6 S 424 164 5.2 22.4 286 2.0 P400e 398 149 5.4 TBC TBC 3.8 V8 GTS 526 180 4.3 17.9 357 A-Class Saloon 4dr saloon £26,195–£45,995 AAABC 2.0 D200 201 130 8.2 41.6 168-178 3.8 V8 Trofeo 572 186 4.1 17.8 359 Larger, more grown-up A-Class adds premium touch to smallest 3.0 D300 MHEV 296 143 6.5 36.1-37.2 199-205 Merc saloon. LxWxH 4549x1796x1446 Kerb weight 1465kg MC20 2dr coupé £189,520 AAAAB 1.3 A180 134 134 8.9 42.8-48.7 133-137 Range Rover Sport 5dr SUV £64,685–£114,985 AAAAB A triumphant return to the supercar ranks: fast and thriling, yet 1.3 A200 161 143 8.3 48.7 133-137 Bigger and better; a cut-price Range Rover rather than a jumped-up approachable. LxWxH 4669x1981x1693 Kerb weight 1475kg 2.0 A250 221 155 6.3 42.2 154-156 Discovery. LxWxH 4850x2073x1780 Kerb weight 2111kg 3.0 V6 621 203 2.9 24.6 262 2.0 A250e 215 149 6.7 256.8 25 2.0 P300 298 125 7.3 26.1 245 2.0 AMG A35 4Matic 302 155 4.8 32.9-36.7 177-187 MAZDA 2.0 P400e PHEV 401 137 6.7 75.3-86.9 69 1.5 A180d 114 128 10.2 56.5-64.2 126-129 3.0 P400 398 140 6.2 27.4 234 2 5dr hatch £16,475–£20,845 AAAAC 2.0 A200d 148 141 8.2 58.9 127-131 5.0 V8 P575 SVR 572 176 4.5 19.6 331 Grown up, well made and drives with charm and vigour; engines 2.0 D250 248 130 8.5 33.1-33.3 224-239 aren’t brilliant. LxWxH 4060x1695x1515 Kerb weight 1141kg CLA Coupé 4dr saloon £31,695–£59,150 AAAAC 3.0 D300 298 130 7.3 34.1 220-247 1.5 Skyactiv-G 75 74 106 12.1 49.6 121 May use A-Class underpinnings, but engineered to be much 3.0 D350 348 140 6.9 29.8 249 1.5 Skyactiv-G 90 88 110 12.1 52.3 122 sportier to drive. LxWxH 4688x1830x1444 Kerb weight 1490kg 1.5 e-Skyactiv-G 90 88 114 9.8 60.1 107 1.3 CLA 180 133 134 9.0 47.9 138-140 Range Rover 5dr SUV £83,525–£179,785 AAAAB 1.5 e-Skyactiv-G 115 113 124 9.1 56.5 113 1.3 CLA 200 161 142 8.2 42.8-47.9 138-140 Wherever you are, the Rangie envelops you in a lavish, invincible 1.3 CLA 250e 215 149 6.8 282.5 23 sense of occasion. LxWxH 4999x2220x1835 Kerb weight 2249kg 3 5dr hatch £21,805–£28,905 AAAAC 2.0 CLA 250 222 155 6.3 38.7-42.2 154-155 3.0 P400 398 140 6.3 26.1-26.7 240 Pleasing dynamism teamed with good practicality and punchy 2.0 AMG CLA 35 4Matic 302 155 4.9 34.9-37.2 177-187 2.0 P400e 399 137 6.8 75.7-85.1 75 diesel engines. LxWxH 4460x1795x1435 Kerb weight 1411kg 2.0 AMG CLA 45 S 4Matic+ 415 168 4.0 33.2 200-202 5.0 V8 P525 522 155 5.4 19.7-20.0 318-322 2.0 e-Skyactiv-G 120 122 10.4 50.4 124-127 2.0 CLA 220d 185 152 7.1 53.3-57.7 132 5.0 V8 P565 SVAD 562 155 5.4 18.9 342 2.0 e-Skyactiv-X 186 183 134 8.1 53.3 118-121 3.0 D300 298 130 7.4 33.0 228-238 CLA Shooting Brake 5dr estate £32,695–£60,150 AAABC 3.0 D350 348 140 7.1 30.5-30.9 240-256 3 saloon 4dr saloon £24,805–£28,905 AAAAC The most practical of the A-Class range, but it suffers for its

AAAAC

Eccentric looks and sharp handling but expensive. LxWxH 3738x1915x1202 Kerb weight 847kg 2.0 R 2.0 GT

Defender 110 5dr SUV £49,665–£108,040 AAAAB Evora 2dr coupé £85,285–£88,285 AAAAC LxWxH 4600x2161x1159 Kerb weight 1419kg AAAAC Promises, and delivers, unrivalled off-road performance with Dynamically, it puts nearly everything else in the shade. Shame 4.0 V8 755 205 2.8

Crossover-styled hatch that drives well, but lacks practicality and polish. LxWxH 4395x1826x1483 Kerb weight 1332kg 1.0 T-GDi 118 1.5 T-GDi 158 1.6 GDi PHEV

Sharp, uncompromising track car. Unforgiving on the road. LxWxH 4084x1802x1129 Kerb weight 1125kg

Alluring and interesting, but not quite as special to drive as it looks. LxWxH 4605x1800x1422 Kerb weight 1405kg Range Rover Evoque 5dr SUV £32,115–£55,350 AAAAC 3.0 V6 S 1.5 T-GDi 158 156 128-130 8.6-8.9 43.5-46.3 131-136 Refined, luxurious baby Range Rover has matured for its second 3.8 V8 1.6 T-GDi 201 198 140 7.2 39.3 163 generation. LxWxH 4371x1996x1649 Kerb weight 1891kg

Xceed 5dr hatch £21,205–£35,055

s op

Exige 2dr coupé/open £66,385–£102,985

122-126 129-135 153 118-120

All of the above, but with cavernous, more practical load space. LxWxH 4600x1800x1465 Kerb weight 1389kg 1.0 T-GDi 118 1.5 T-GDi 158 1.6 CRDi 48V 1.6 GDi PHEV

)

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

AAAAC 116 128-130 142 124

Elise 2dr open £41,245–£49,145

Third-generation hatchback can now compete for class honours. LxWxH 4310x1800x1447 Kerb weight 1315kg 1.0 T-GDi 118 1.5 T-GDi 158 1.6 T-GDi 201 1.6 CRDi 48V

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LOTUS

AAABC

More comfortable and more grown-up in fourth-gen form, but not any more fun. LxWxH 4065x1993x1450 Kerb weight 1143kg 1.2 DPi 1.0 T-GDi 1.0 T-GDi 48V

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h mp

129 181

127 136

8.3 6.5

44.1 40.4

142 153

C-Class Coupé 2dr coupé £40,120–£84,660

AAAAC

Outgoing two-door keeps a nice balance of style, usability and driver reward. LxWxH 4696x1810x1405 Kerb weight 1505kg 1.5 C200 2.0 C300 3.0 V6 AMG C43 4Matic 4.0 V8 AMG C63 S 2.0 C220d 2.0 C300d 4Matic

181 258 385 503 192 241

149 155 155 180 149 155

7.9 6.1 4.7 3.9 7.0 6.0

C-Class Cabriolet 2dr open £43,695–£87,500

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

155-156 161-175 221-225 250 133-145 151-164

AAAAC

Take all the good bits about the coupé and add the ability to take the roof off. Bingo. LxWxH 4686x1810x1409 Kerb weight 1645kg 1.5 C200 2.0 C300 3.0 V6 AMG C43 4Matic 4.0 V8 AMG C63 S 2.0 C220d 2.0 C300d

181 258 385 503 191 242

146 155 155 174 145 155

7.9 6.3 4.8 4.1 7.5 6.3

36.2-40.4 34.0-37.7 27.4-28.5 24.4-24.8 44.8-49.6 42.2-47.1

167-168 173-184 229-231 258 141-153 153-167

6 APRIL 2022 AUTOCAR.CO.UK 75

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GLC 5dr SUV £44,545–£93,400

(g/ O2

)

AAAAC

Not exactly exciting to drive, but does luxury and refinement better than most. LxWxH 4656x1890x1639 Kerb weight 1735kg 2.0 GLC 300 4Matic 255 2.0 GLC 300e 4Matic 320 3.0 V6 AMG GLC 43 4Matic 388 4.0 V8 AMG GLC 63 S 4Matic+ 502 2.0 GLC 220d 4Matic 191 2.0 GLC 300d 4Matic 242 2.0 GLC 300de 4Matic 302

149 143 155 155 134 144 143

6.2 5.7 4.9 3.8 7.9 6.5 6.2

34.4 122.8 27.4 22.7 47.9 42.8 148.7

GLC Coupé 5dr SUV £47,420–£95,225 AAAAC 2.0 GLC 300 4Matic 255 Retains the sleek coupé style and has more tech – without losing 2.0 GLC 300e 4Matic 320 its allure. LxWxH 4996x1896x1436 Kerb weight 1935kg 3.0 V6 AMG GLC 43 4Matic 388 3.0 V6 AMG CLS 53 4Matic+ 429 155 4.5 29.7 216 4.0 V8 AMG GLC 63 S 4Matic+ 502 3.0 CLS 300d 4Matic 261 155 6.4 44.1 168 2.0 GLC 220d 4Matic 191 3.0 CLS 400d 4Matic 325 155 5.0 38.7 191 2.0 GLC 300d 4Matic 242 2.0 GLC 300de 4Matic 302 E-Class 4dr saloon £39,760–£99,565 AAAAC A wee bit pricey, and less sporting than its rivals, but still comfy EQC 5dr SUV £65,720–£74,610

and luxurious. LxWxH 4923x1852x1468 Kerb weight 1680kg 194 315 363 429 603 191 261 302 325

149 155 155 155 155 146 155 149 155

AAAAC

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

CLS Coupé 4dr saloon £58,950–£78,740

2.0 E200 2.0 E300e 3.0 E450 3.0 AMG E53 4Matic+ 4.0 V8 AMG E63 S 4Matic+ 2.0 E220d 2.0 E300d 2.0 E300de 2.9 E400d 4Matic

187-198 53 233-245 294-296 154-167 178-179 50

7.4 5.8 5.0 4.5 3.4 7.4 6.3 5.9 5.1

38.2 188.3 31.7 30.4 22.8-23.7 53.3 47.9 217.3 42.2

165-166 41 204 212-215 277 139-157 153-167 39 176-188

149 143 155 155 135 145 143

6.3 5.7 4.9 3.8 7.9 6.6 6.2

32.8 104.6 27.7 22.1 44.1 40.9 134.5

195-202 52-54 232-242 290-291 167-173 182-184 55 AAAAB

Brisk, tidy-handling electric SUV has everything needed to do well on UK roads. LxWxH 4762x1884x1624 Kerb weight 2495kg 80kWh 400 4Matic

408

112

5.1

244-255 0

GLE 5dr SUV £64,650–£117,095

AAAAC

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

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Electric 3dr hatch £28,500–£35,050

(g/ O2

AAAAC

33kWh

7.3

144

underpinnings. LxWxH 3830x1500x1250 Kerb weight 1013kg 2.0

255

149

5.1

38.8

165

Plus Six 2dr open £82,945

31.0 29.1-31.4 30.1-31.4 43.5-50.4 42.2-47.9 TBC

180-182 201 212-215 154-155 166-167 189

The replacement for the massive GL can still seat seven in comfort. LxWxH 5216x2030x1823 Kerb weight 2415kg 3.0 GLS 400d 4Matic 4.0 GLS 600 Maybach 4.0 AMG GLS63

327 549 625

148 155 174

6.3 4.9 4.2

32.8 21.4 23.7

227 304 273

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AAAAC

98 128 153 136 98

115 122 129 93 115

10.9 8.9 8.2 8.5 11.4

52.0 50.6 46.6 191-206 62.7

3008 5dr SUV £27,555–£47,210

125-127 132 141 0 118-120

AAAAC

Cleverly packaged Peugeot offers just enough SUV DNA to make

AAABC the difference. LxWxH 4447x2098x1624 Kerb weight 1250kg Feels like progress in lots of ways, but not yet the driver’s car it 1.2 PureTech 130 126 117 10.5-10.8 37.2 146-149 might be. LxWxH 3890x1756x1220 Kerb weight 1075kg 1.6 Hybrid 223 146 5.9 157-222 29 3.0 335 166 4.2 38.2 180 1.6 Hybrid4 298 149 5.9 166-235 36 1.5 BlueHDi 130 126 119 9.5 55.1 137-139 NISSAN

Micra 5dr hatch £14,340–£19,390

AAAAC

5008 5dr SUV £30,010–£41,340

AAAAC

Refreshed look and better handling makes it an enticing choice. Less MPV, more SUV, and shares its siblings’ good looks. Competent Has its flaws, though. LxWxH 3991x1743x1455 Kerb weight 1490kg to drive, too. LxWxH 4641x1844x1640 Kerb weight 1511kg 1.0 IG-T 92

123-129 1.2 PureTech 130 1.6 PureTech 180 AAAAC 1.5 BlueHDi 130 Better looks, better value and better range from this second-gen 2.0 BlueHDi 180 91

111

11.8

50.4

Leaf 5dr hatch £28,495–£34,945

electric hatch. LxWxH 4387x1768x1520 Kerb weight 1245kg 40kWh 62kWh

147 214

90 98

7.9 6.9-7.3

168 239

0 0

Juke 5dr hatch £18,840–£25,340

1 2dr coupé £139,000

126 178 129 175

117 135 119 131

10.4-10.9 8.3 10.7 9.1

46.0 39.6 57.3 47.3

150-153 168-170 139-142 164-166

P O L E S TA R

AAAAC

Limited-run sports GT delivers petrol-electric performance and

AAABC Swedish styling. LxWxH 4586x2023x1352 Kerb weight 2345kg Second-generation crossover is mpressive in some respects, but 2.0 plug-in hybrid 596 155 4.2 353.1 29

3.8 V6 3.8 V6 Nismo

6.4 5.0 4.4 7.6 6.4 5.3

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2008 5dr SUV £21,365–£38,580

MORGAN

2.0 E300 3.0 E450 4Matic 3.0 AMG E53 4Matic+ 2.0 E220d 3.0 E300d 4Matic 2.9 E400d 4Matic

155 155 155 145 155 155

1.2 PureTech 100 1.2 PureTech 130 1.2 PureTech 155 Plus Four 2dr open £63,605 AAABC 50kWh e-2008 Morgan’s four-cylinder lifeblood model gets 21st-century 1.5 BlueHDi 180

outstanding in few. LxWxH 4135x1765x1565 Kerb weight 1605kg

237 362 429 189 242 325

)

Won’t break records on range or usability, but has plenty of zip and Compact crossover has most rivals licked, but class is still waiting driver appeal. LxWxH 3850x1727x1414 Kerb weight 1440kg for a game-changer. LxWxH 4300x1770x1550 Kerb weight 1205kg

2.9 GLE 450 4Matic 362 155 5.7 32.5 229 2.0 GLE 300d 4Matic 242 140 7.2 39.2 198-207 2.9 GLE 350d 4Matic 268 143 6.6 36.2 206-214 2.0 GLE 350de 4Matic 317 130 6.8 256.8 29 E-Class Estate 5dr estate £42,100–£101,565 AAAAC 2.9 GLE 400d 4Matic 328 152 5.7 35.3 220 Far more practical than its rivals, but pricier and less sporty than 3.0 V6 AMG GLE 53 4Matic+ 432 155 5.3 26.7 246-248 those closest to it. LxWxH 4933x1852x1475 Kerb weight 1780kg 4.0 V8 AMG GLE 63 S 4Matic+ 603 155 3.8 TBC 281 2.0 E200 197 144 7.7 31.0-35.3 173-174 3.0 V6 AMG E53 4Matic+ 429 155 4.6 29.7 216-219 GLE Coupé 5dr SUV £72,215–£125,770 AAAAC 4.0 V8 AMG E63 S 4Matic+ 603 180 3.5 22.6-23.3 282 May not be your idea of a desirable luxury car, but it’s certainly an 2.0 E220d 191 142 7.8 50.4 148-161 effective one. LxWxH 4946x2014x1716 Kerb weight 2295kg 2.0 E300d 242 155 6.6 40.4-46.3 156-159 3.0 AMG GLE 53 4Matic 432 155 5.3 25.7 244 2.0 E300de 302 146 6.0 188.3 41 4.0 AMG GLE 63 S 4Matic 603 174 3.8 TBC 280 2.9 E400d 4Matic 325 155 5.3 40.9 181-192 2.0 GLE 350de 4Matic 320 130 6.9 313.9 23-24 2.9 GLE 400d 4Matic 327 149 5.7 33.6 219 E-Class Coupé 2dr coupé £46,515–£70,590 AAAAC Big, laid-back four-seat tourer. Borrows looks from the ravishing GLS 5dr SUV £84,430–£171,620 AAABC

S-Class Coupé. LxWxH 4846x1860x1431 Kerb weight 1685kg

1.0 DiG-T 114

114

112

10.7

47.9

134-139

Qashqai 5dr SUV £23,555–£38,285

2 5dr hatch £40,900–£46,900

AAAAC

High-rise saloon takes the EV off in a development direction all of

AAAAC its own. LxWxH 4607x1859x1478 Kerb weight 2048kg Ticks the important family car boxes, but ICE powertrain lacks 63kWh Standard Range 221 99 7.4 273 refinement. LxWxH 4425x2084x1625 Kerb weight 1435kg 78kWh Long Range 228 99 7.4 317 1.3 DiG-T 140 138 122 10.2 44.3 143-144 78kWh Long Range AWD 402 127 4.2 298 1.3 DiG-T 158 156 123 9.9 41.5-44.4 145 PORSCHE

X-Trail 5dr SUV £26,235–£33,220

AAABC

Shortfalls on refinement and drivability, plus a slight lack of the original’s character. LxWxH 4640x1820x1710 Kerb weight 1505kg 1.3 DiG-T 160 1.7 dCi 150

718 Boxster 2dr open £48,490–£76,905

123 121

11.5 10.7

37.8-38.5 166-173 44.5-47.5 155-171

blunt object, though. LxWxH 4710x1895x1370 Kerb weight 1725kg 562 592

196 196 NOBLE

2.9 2.8

20.2 19.7

316 325

AAAAB

Our idea of drop-top heaven. Exceptional to drive, whether cruising or hurrying. LxWxH 4379x1801x1280 Kerb weight 1335kg

2.0 2.0 T 2.5 S GT-R 2dr coupé £88,365–£184,065 AAAAC 4.0 GTS Monstrously fast Nissan has been tweaked and sharpened. Still a 4.0 Spyder 158 148

0 0 0

290 296 339 396 414

170 170 177 182 189

4.9-5.1 4.7-5.3 4.4-4.6 4.5 4.4

32.5 32.5 29.1 25.9 25.4

718 Cayman 2dr coupé £46,630–£78,495

198 199 229 247 251 AAAAA

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

2.0 290 170 4.9-5.1 32.8 197 AAABC 2.0 T 296 170 4.9-5.3 35.5 198 AAABC Deliciously natural and involving; a bit ergonomically flawed. 2.5 S 339 177 4.4-4.6 29.1 228 Massively expensive and compromised, but with character in LxWxH 4360x1910x1120 Kerb weight 1198kg 4.0 GTS 396 182 4.5 25.9 247 E-Class Cabriolet 2dr open £51,010–£74,140 AAAAC abundance. LxWxH 4866x1984x1969 Kerb weight 2550kg 4.4 V8 662 225 3.0 16.8 333 4.0 GT4 414 188 4.4 25.7 251 Refined and sophisticated four-seater in the same mould as the 3.0 GLE 400d 4Matic 325 130 6.4 25.7 281-282 PEUGEOT S-Class Cabriolet. LxWxH 4846x1860x1429 Kerb weight 1780kg 4.0 V8 AMG G63 4Matic 578 137 4.5 18.6-18.8 373 911 2dr coupé £86,835–£164,650 AAAAB 2.0 E300 237 155 6.6 30.0 189-190 108 3dr/5dr hatch £13,320–£14,925 AAABC Wider, eighth-generation 911 is still eminently fast, and capable at MG 3.0 E450 4Matic 362 155 5.8 28.8-30.7 208 Sibling car to the Aygo – and a distant second to most city car all speeds. LxWxH 4519x1852x1300 Kerb weight 1565kg 3.0 AMG E53 4Matic 429 155 4.5 29.7-30.7 217-219 3 5dr hatch £12,495 AAABC rivals. LxWxH 3475x1615x1460 Kerb weight 840kg 3.0 Carrera 380 182 4.0 27.4 233 2.0 E220d 189 147 7.8 42.8-48.7 162-163 Neatly tuned and nice sporty styling. Breaks the mould for budget 1.0 72 71 100 13.0 58.9 110 3.0 Carrera 4 380 180 4.0 26.9 238 2.0 E300d 242 155 6.6 40.9-46.3 172 superminis. LxWxH 4018x1729x1507 Kerb weight 1125kg 3.0 Carrera S 444 191 3.7 27.4 234 2.9 E400d 4Matic 325 155 5.4 TBC 193 1.5 VTi-Tech 104 108 10.9 42.3 152 208 3dr/5dr hatch £17,860–£33,975 AAABC 3.0 Carrera 4S 444 190 3.4 26.9 239 A big improvement for Peugeot, if not for the supermini class. 3.0 Carrera GTS 473 193 3.4 24.8-26.4 244-258 S-Class 4dr saloon £90,850–£204,375 AAAAB 5 SW EV 5dr estate £27,595–£31,495 AAABC LxWxH 3475x1615x1460 Kerb weight 1065kg 3.0 Carrera 4 GTS 473 193 3.3 24.8-26.6 240-259 Bristling with technology, luxury and performance. Sets new class Segment-first electric estate could be all the real-world EV you 1.2 PureTech 75 72 106 14.9 58.9 124 3.0 Targa 4 380 179 4.4 26.9 239 standards. LxWxH 5125x1899x1493 Kerb weight 1990kg need. LxWxH 4544x1729x1509 Kerb weight 1532kg 1.2 PureTech 100 98 117 9.9 53.0 124-126 3.0 Targa 4S 444 189 3.8 26.4 244 3.0 S500 440 155 4.9 29.7-35.3 181-201 53kWh 154 115 7.7 214 0 1.2 PureTech 130 128 129 8.7 51.9 128 3.0 Targa 4 GTS 473 193 3.4 24.8-27.1 236-258 3.0 S580e 510 155 5.2 353.1 19 61kWh 154 115 7.7 250 0 50kWh e-208 136 93 8.1 194-217 0 4.0 GT3 503 199 3.4 21.7-21.9 283-304 3.0 S580 Maybach 503 144 4.8 26.2 253-265 1.5 BlueHDi 100 99 117 10.2 70 109-110 3.7 Turbo 572 199 2.8 23.5 271 6.0 V12 S680 Maybach 612 155 4.5 19.8 325 HS 5dr SUV £21,495–£32,595 AAACC 3.7 Turbo S 641 205 2.7 23.5 271 2.9 S350d 286 155 6.4 39.8-42.8 173-190 Goes big on metal for the money but covers its budget roots with 308 5dr hatch £24,000–£38,800 AAAAC 2.9 S400d 328 155 5.4 38.2-38.7 192-196 mixed success. LxWxH 4574x1876x1664 Kerb weight 1489kg Brings electrification and design flair but retains the old model’s 911 Cabriolet 2dr open £96,635–£172,710 AAAAC 1.5 T-GDI 162 118 9.9 36.2-37.2 168 dynamic character. LxWxH 4365x1850x1441 Kerb weight 1288kg Fewer compromises than ever, if rewarding only at full attack. EQS 5dr saloon £99,995–£113,995 AAAAB 1.5 T-GDI PHEV 254 118 7.1 155.8 43 1.2 PureTech 130 131 130 9.7 52.1 122 LxWxH 4519x1852x1297 Kerb weight 1585kg Luxurious in every respect and a tantalising showcase for the 1.6 Hybrid 180 140 7.6 213-281 23-30 3.0 Carrera 380 180 4.4 27.2 236 future. LxWxH 5032x1899x1411 Kerb weight 2480kg ZS 5dr SUV £15,995–£33,995 AAACC 1.6 Hybrid 225 225 146 8.0 213-266 24-30 3.0 Carrera 4 380 180 4.4 26.9 238 108kW 450+ 4Matic 325 130 6.2 412-453 0 Much improved on previous MGs, but still lacks the sophistication 1.5 BlueHDi 131 129 10.6 65.4 113-114 3.0 Carrera S 444 190 4.4 27.4 233 of its closest rivals. LxWxH 4314x1809x1611 Kerb weight 1190kg 3.0 Carrera 4S 444 188 3.6 26.6 241 AMG GT 2dr coupé/open £108,390–£377,120 AAAAC 1.5 VTi-Tech 104 109 10.9 41.5 155 308 SW 5dr estate £25,200–£29,530 AAAAC 3.0 Carrera GTS 473 192 3.6 26.9 239 Million-dollar looks and a railgun V8, but extremely firm chassis 1.0T GDi 109 112 12.4 38.6 166 Blends character and practicality, without compromising on the 3.0 Carrera 4 GTS 473 191 3.5 25.0 244 affects its usability. LxWxH 4544x1939x1287 Kerb weight 1615kg 45kWh EV 143 87 8.5 163 0 hatchback’s style. LxWxH 4635x2062x1442 Kerb weight 1345kg 3.7 Turbo 572 199 2.9 23.3 275 4.0 V8 GT 522 193-194 3.7-3.8 21.9-22.1 289-290 73kWh EV 156 108 8.4 273 0 1.2 PureTech 130 131 130 9.9 52.1 122 3.7 Turbo S 641 205 2.8 23.3 275 4.0 V8 GT R 577 198 3.6 22.1 289 1.6 Hybrid 180 139 7.7 213-281 25-30 MINI 4.0 V8 GT Black Series 718 202 3.2 22.1 292 1.6 Hybrid 225 225 146 7.6 213-266 26-30 Panamera 4dr saloon £72,715–£141,780 AAAAA 3dr Hatch 3dr hatch £16,605–£33,800 AAAAB 1.5 BlueHDi 131 129 10.9 65.0 113-114 Revamped big saloon is an absolute belter, making it almost the AMG GT 4-Door Coupé 4dr saloon £141,855–£146,855 AAAAB Three-pot engines and cleverly designed interior make the Mini a perfect grand tourer. LxWxH 5049x1937x1423 Kerb weight 1815kg Four-door, four-wheel-drive GT is confusing to contemplate but superb choice. LxWxH 3821x1727x1414 Kerb weight 1190kg 508 4dr saloon £27,865–£53,995 AAAAC 2.9 V6 325 168 5.6 27.7 232 impressive to drive. LxWxH 5054x1953x1447 Kerb weight 2100kg 1.5 One 101 121 10.1-10.2 49.6 130 Stylish and likeable but lacking the polish of more premium rivals. 2.9 V6 4 325 167 5.3 27.2 235 4.0 V8 GT63 S 4Matic+ 630 196 3.2 21.4-22.1 294-298 1.5 Cooper 134 130 7.8-7.9 48.7-49.6 130-132 LxWxH 4750x1859x1430 Kerb weight 1535kg 2.9 V6 4S 434 183 4.3 27.4 234 2.0 Cooper S 189 145-146 6.7-6.8 44.1 145 1.2 PureTech 130 131 127 8.1 49.1 129 2.9 V6 4 E-Hybrid 456 174 4.4 78.5-85.6 60 GLA 5dr SUV £31,465–£65,390 AAABC 2.0 John Cooper Works 227 152 6.1-6.3 39.8 160 1.6 Hybrid 223 155 8.3 166.0-235.0 27-38 2.9 V6 4S E-Hybrid 552 185 3.7 78.5-85.6 60 Not the most practical crossover but good looking and very decent 1.6 Hybrid PSE 355 155 5.2 141.2 42 4.0 V8 GTS 473 186 3.9 23.3 275 to drive. LxWxH 4417x1804x1494 Kerb weight 1395kg 5dr Hatch 5dr hatch £17,305–£25,700 AAAAB 1.5 BlueHDi 130 126 126 10.0 62.0 124 4.0 V8 Turbo S 621 196 3.1 22.1 289 1.6 GLA 180 120 124 8.7-9.0 35.3-40.4 151-155 Mini charm in a more usable package, but still not as practical as 4.0 V8 Turbo S E-Hybrid 690 196 3.2 97.4-104.6 62-66 1.6 GLA 200 152 134 8.1-8.4 34.9-39.8 151-155 rivals. LxWxH 3982x1727x1425 Kerb weight 1240kg 508 SW 5dr estate £30,515–£55,795 AAACC 1.3 GLA 250e 135 137 7.1 201.8 31 1.5 One 101 119 10.6 49.6 130 Bodystyle takes the edge off the 508’s style yet doesn’t fully Panamera Sport Turismo 5dr estate £77,895–£145,000 AAAAB 2.0 GLA 250 4Matic 204 143 6.6 32.5-35.8 172-174 1.5 Cooper 134 129 8.4 48.7-49.6 131-132 address practicality. LxWxH 4778x1859x1420 Kerb weight 1430kg The Panamera in a more practical form, and now it’s a good-looking 2.0 AMG GLA 35 4Matic 302 155 5.2 32.5 186-198 2.0 Cooper S 175 146 6.9 44.1-45.6 141-146 1.2 PureTech 130 131 127 8.3 49.1 129 beast. LxWxH 5049x1937x1428 Kerb weight 1880kg 2.0 AMG GLA 45 S 4Matic+ 415 155 4.3 28.8 215-224 1.6 Hybrid 223 155 8.3 166.0-235.0 27-38 2.9 V6 4 325 163 5.3 26.4 242 2.0 GLA 200d 150 127 8.6-8.9 52.3 121 Convertible 2dr open £21,305–£30.515 AAABC 1.6 Hybrid PSE 355 155 5.2 141.2 42 2.9 V6 4S 434 180 4.3 26.4 242 2.0 GLA 220d 188 136 7.3 49.6 141-149 A fun open-top car but compromised on practicality and dynamics. 1.5 BlueHDi 130 126 129 10.1 62.0 127 2.9 V6 4 E-Hybrid 456 174 4.4 78.5-85.6 60 LxWxH 3821x1727x1415 Kerb weight 1280kg 2.9 V6 4S E-Hybrid 552 182 3.7 78.5-85.6 60 EQA 5dr SUV £43,495–£44,995 AAACC 1.5 Cooper 134 128 8.8 46.3 138-139 4.0 V8 GTS 473 181 3.9 22.8 280 A competent but entirely average electric SUV. For the money, we 2.0 Cooper S 175 143 7.2 42.2 151 4.0 V8 Turbo S 621 196 3.1 21.7 295 expect better. LxWxH 4463x1834x1624 Kerb weight 1965kg 2.0 John Cooper Works 227 150 6.6 39.2 165 4.0 V8 Turbo S E-Hybrid 690 196 3.2 94.2-97.4 65-69 67kWh 250 188 99 8.5 255-264 0 67kWh 300 4Matic 228 99 7.7 260-268 0 Clubman 5dr hatch £23,005–£36,255 AAAAC Taycan 4dr saloon £72,905–£139,335 AAAAB 67kWh 350 4Matic 292 99 6.0 268 0 Cheery and alternative Mini ‘six-door’ takes the brand into new First all-electric Porsche shows the rest of the world how it should

GLB 5dr SUV £36,945–£50,205

territory. LxWxH 4253x1800x1441 Kerb weight 1375kg

AAABC 1.5 Cooper 134 128 9.2 47.1 136-137 2.0 Cooper S 175 142 7.3 42.2 152-153 2.0 John Cooper Works All4 302 155 4.9 38.2 169 160-165 198 Countryman 5dr hatch £24,805–£37,825 AAABC 149-156 Bigger than before, but still more funky than useful. Still not all that 156-158 pretty, either. LxWxH 4299x2005x1557 Kerb weight 1440kg 1.5 Cooper 136 124 9.7 44.8 143 1.5 Cooper All4 136 122 10.3 40.9 157-158 1.5 Cooper S E All4 PHEV 217 122 6.8 156.9 41 2.0 Cooper S 192 140 7.5-7.6 42.2-42.8 151-152 2.0 Cooper S All4 192 138 7.6 40.4 158-159 2.0 John Cooper Works All4 302 155 5.1 37.2 174

Boxy SUV mixes rough-and-tumble styling cues and seven-seat 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

G-Class 5dr SUV £101,565–£171,715

129 155 127 135

9.1 5.2 9.0 7.6

76 AUTOCAR.CO.UK 6 APRIL 2022

40.4 32.5 47.9 47.9

M600 2dr coupé £248,000–£287,600

be done. LxWxH 4963x1966x1381 Kerb weight 2305kg 79kWh 79kWh 4S 93kWh 93kWh 4S 93kWh GTS 93kWh Turbo 93kWh Turbo S

405 527 472 563 590 670 751

143 155 143 155 155 161 161

5.4 4.0 5.4 4.0 3.7 3.2 2.8

220-268 252 253-301 287 273 280 256

0 0 0 0 0 0 0

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Taycan Cross Turismo 5dr estate £81,555–£140,415 AAAAB 472 563 590 670 751

137 149 155 155 155

5.1 4.1 3.7 3.3 2.9

242-283 241-281 273 245-281 241-260

Macan 5dr SUV £49,745–£66,735 263 377 438

1.5 TSI 150 2.0 TSI 190 2.0 TSI 280 4x4 1.4 iV PHEV 2.0 TDI 150 2.0 TDI 200 2.0 TDI 200 4x4

0 0 0 0 0

AAAAB 144 161 169

6.4 4.8 4.5

26.4 25.4 25.0

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AAAAC

Another great Czech value option that’s big on quality and space if not on price. LxWxH 4869x1864x1469 Kerb weight 1340kg

Spookily good handling makes this a sports utility vehicle in the purest sense. LxWxH 4696x1923x1624 Kerb weight 1770kg 2.0 3.0 V6 S 3.0 GTS

r (b

)

Superb 5dr hatch £26,415–£42,560

Melds together two vehicle types, and somehow hangs together, brilliantly. LxWxH 4974x2144x1409 Kerb weight 2320kg 93kWh 4 93kWh 4S 93kWh GTS 93kWh Turbo 93kWh Turbo S

e ow

h mp

148 188 276 215 148 197 197

137 148 155 138 138 151 148

9.0-9.2 7.7 5.5 7.7 9.1 7.9 7.2

40.4-44.8 142-157 38.2-39.2 162-168 32.2-34.0 188-193 148.7-188.3 33-42 54.3-58.9 125-136 51.4-53.3 140-145 47.9 154

Even more commendable than above, primarily thanks to its enormous boot. LxWxH 4856x1864x1477 Kerb weight 1365kg

S E AT 1.5 TSI 150 148 132 9.2 40.9-45.6 141-157 Mii Electric 5dr hatch £22,800 AAABC 2.0 TSI 190 188 143 7.7 39.8-40.9 162-168 AAAAB Not as desirable or plush as the e-Up but nearly as good to drive. 2.0 TSI 280 4x4 276 155 5.3 33.2-34.0 188-194 Refreshed look, improved engines and interior, and a better SUV LxWxH 3557x1643x1474 Kerb weight 1160kg 1.4 iV PHEV 215 140 7.8 148.7-188.3 33-42 overall. LxWxH 4926x2194x1673 Kerb weight 2175kg 37kWh electric 81 81 12.3 162 0 2.0 TDI 150 148 133 9.2 53.3-57.7 129-140 3.0 V6 335 152 6.2 22.6-24.6 259-283 2.0 TDI 200 197 145 7.9 49.6-51.4 140-144 3.0 V6 E-Hybrid 456 157 5.0 76.3-91.1 71-83 Ibiza 5dr hatch £16,495–£20,605 AAAAB 2.0 TDI 200 4x4 197 142 7.3 47.9 157 2.9 V6 S 340 152 6.2 21.9-23.9 268-292 Reinvigorated Ibiza is more mature and takes the class honours 4.0 V8 GTS 453 168 4.8 20.0-21.2 301-219 from the Fiesta. LxWxH 4059x1780x1444 Kerb weight 1091kg Kamiq 5dr SUV £19,095–£26,075 AAABC 4.0 V8 Turbo 542 178 4.1 20.0-20.9 305-319 1.0 MPI 80 79 106 14.6 50.4-52.3 122-128 Skoda’s supermini platform has birthed a practical but predictable 4.0 V8 S E-Hybrid 671 183 3.8 68.9-74.3 86-92 1.0 TSI 95 93 113 10.9 52.3 124-125 compact crossover. LxWxH 4241x1793x1553 Kerb weight 1251kg 1.0 TSI 110 109 121 10.3 51.4 123-124 1.0 TSI 95 93 112 11.1 49.6 129 Cayenne Coupé 5dr SUV £67,880–£146,210 AAAAC 1.0 TSI 115 112 120 9.9 47.1-49.6 130-136 Little different to drive from the standard car but certainly has an Leon 5dr hatch £20,855–£36,190 AAAAC 1.5 TSI 150 148 132 8.3 46.3-47.9 133-139

Cayenne 5dr SUV £63,230–£129,370

appeal all of its own. LxWxH 4931x1983x1676 Kerb weight 2030kg A creditable effort and a notable improvement in form, with plenty 3.0 V6 335 150 6.0 22.6-24.4 263-283 of niche appeal. LxWxH 4282x1816x1459 Kerb weight 1202kg 3.0 V6 E-Hybrid 2.9 V6 S 4.0 V8 GTS 4.0 V8 Turbo 4.0 V8 S E-Hybrid 4.0 V8 GT

456 428 453 533 671 632

Rapture 0dr open £110,000

157 163 168 178 183 186

5.1 5.0 4.5 3.9 3.8 3.1

76.3-88.3 21.9-23.5 20.2-21.2 20..0-20.9 68.9-74.3 20.0

73-85 271-292 302-318 307-319 87-92 319

RADICAL

AAABC

Not as well mannered as some lightweights but spectacular in its track-day element. LxWxH 4100x1790x1130 Kerb weight 765kg 2.2 Turbo

1.0 TSI 110 1.0 eTSI 1.5 TSI EVO 130 1.5 TSI EVO 150 2.0 TSI EVO 190 1.4 eHybrid PHEV 2.0 TDI 150

165

3.1

122 119 129 135 144 137 124

10.9 10.8 9.4 8.7 7.4 7.5 10.2

Leon Estate 5dr estate £23,065–£37,470

51.4-52.3 50.4-51.4 49.6-51.4 48.7 42.2 235.4 64.2-65.7

123-126 124-129 124-128 133 131-154 26-28 113-115

AAAAC

Good-looking and responsive hatchback-turned-estate. LxWxH 4549x1816x1454 Kerb weight 1236kg

NA 1.0 TSI 100 1.0 eTSI AAABC 1.5 TSI EVO 130 Designed for pounding around a track; out of its element on the 1.5 TSI EVO 150 road. LxWxH 4300x1960x1127 Kerb weight 1125kg 2.0 TSI EVO 3.5 V6 400 400 179 2.8 NA NA 1.4 eHybrid PHEV 3.5 V6 650 650 180 2.7 NA NA 2.0 TDI 360

108 108 128 148 188 201 113

RXC GT 2dr open £145,000

108 108 128 148 188 201 113

124 124 130 135 145 137 124

11.2 10.9 9.7 8.9 7.6 7.5 10.5

49.6-51.4 49.6 49.6-51.4 47.9-48.7 42.2 235.4 64.2-65.7

126-129 130 125-128 132-133 151-152 26-28 114-116

133-143 143-149 191 126 142-148 172-174

Enyaq iV 5dr SUV £34,510–£46,610

S KO DA Stylish and refined estate car is still bland like the hatch. Smaller than its predecessor. LxWxH 4626x1814x1457 Kerb weight 1409kg Fabia 5dr hatch £14,905–£19,330 AAAAC 1.6 E-Tech PHEV 153 111 9.8 217.3 29-30 Strong ergonomics and fine road manners – if you buy one of the more powerful models. LxWxH 4108x1780x1459 Kerb weight 1119kg

Captur 5dr SUV £19,300–£32,695

AAAAC 1.0 MPI 65 63 106 15.9 55.4-58.9 114 Jacked-up Clio is among the better downsized options. Stylish and 1.0 MPI 80 78 111 15.5 55.4 116 fluent-riding. LxWxH 4122x1778x1566 Kerb weight 1184kg 1.0 TSI 93 121 10.6 55.4 115-116 1.0 TCe 90 89 104 8.7 47.9 133-134 1.0 TSI 110 109 127 9.7 57.6 113-127 1.3 TCe 140 138 122 9.2 48.7 134-135 1.6 E-Tech Hybrid 140 106 10.6 56.5 113-114 Fabia Estate 5dr estate £17,640–£19,090 AAAAC 1.6 E-Tech PHEV 156 107 10.1 217.3 30-33 Outgoing, previous-generation wagon still majors on boot space.

LxWxH 4262x1732x1467 Kerb weight 1182kg

Kadjar 5dr SUV £25,200–£28,200

AAABC 1.0 TSI 95

Fine value, practical, decent to drive and good-looking, but the Qashqai is classier. LxWxH 4449x1836x1607 Kerb weight 1306kg 1.3 TCe 140

138

124

9.8

45.6

143-147

Arkana 5dr SUV £25,300–£30,900

115

Wraith 2dr coupé £274,300–£314,500

AAAAB 1.0 TSI 110 1.5 TSI 150 1.4 TSI iV PHEV 6.6 V12 624 155 4.6 18.5-18.6 347-348 1.4 TSI iV vRS PHEV 2.0 TSI vRS Dawn 2dr open £297,700–£337,900 AAAAB 2.0 TDI 116 Essentially as Wraith, except with a detuned engine and in elegant 2.0 TDI 150 convertible form. LxWxH 5295x1947x1502 Kerb weight 2560kg 2.0 TDI 200 vRS 6.6 V12 563 155 5.0 16.8-17.4 367-380 2.0 TDI 200 vRS 4x4

An intimate and involving Rolls. Not as grand as some, but other traits make it great. LxWxH 5285x1947x1507 Kerb weight 2360kg

AAAAC

‘A ffordable’ Rolls is a more driver-focused car than the Phantom. Still hugely special. LxWxH 5399x1948x1550 Kerb weight 2360kg 155

4.9-5.0

that convinces. LxWxH 5341x2164x1835 Kerb weight 2730kg 6.75 V12

563

155

5.2

17.3-18.1

355-370

AAABC

Trails the Duster as the best-value small crossover – but not by much. LxWxH 4195x1795x1590 Kerb weight 1270kg 1.2P 128 1.5P 163 1.6D 136

126 160 130

112 112 108

10.6 tbc tbc

47.9 42.8 50.4

158 161-164 145

Korando 5dr SUV £20,420–£32,770

53.3 119-120 51.4-53.3 120-124 50.4-51.4 125-128

113 148 201 242 242 114 148 197 197

129 143 136 139 155 131 143 154 150

10.5-10.8 8.5 7.7 7.3 6.8 10.3 8.7 7.4 6.8

54.3-56.5 52.3-53.3 235.4 233.5 40.9 68.9 64.2-67.3 56.5 51.4

115-117 121-123 21 27 157 109 109-115 130 145

dynamics. LxWxH 4450x1870x1629 Kerb weight 1610kg 1.5 GDI-Turbo 1.6 D 2WD 1.6 D 4WD

160 133 133

119 112 112

12.0 12.0 12.0

37.2 45.2 41.5

AAAAC

113 148 201 242 242 114 148 197 197

125 139 136 139 155 128 139 152 147

10.6-10.9 8.4 7.8 7.3 6.8 10.4 8.8 7.4 6.8

53.3-54.3 50.4-52.3 256.8 217.3 40.4 67.3 62.8-65.7 55.4 50.4

118-119 123-126 30 27 159 111 112-118 132 147

0-6

0/6

ph Ec

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

AAAAC 103 103

12.7 12.8

52.3 48.6

110-112 121 AAABC

Given mature looks, more equipment and a hybrid powertrain, but it’s no class leader. LxWxH 3840x1735x1495 Kerb weight 890kg 82 82 129

112 106 130

13.1 13.8 9.1

59.7 52.3 50.4

Swace 5dr estate £27,499–£29,299

106 121 125 AAABC

Rebadged Toyota Corolla Touring Sports serves as a useful addition to Suzuki’s line-up. LxWxH 4655x1790x1460 Kerb weight 1420kg 1.8 Hybrid

120

112

11.1

64.2

Vitara 5dr SUV £22,249–£27,049

99 AAABC

Utterly worthy addition to the class drives better than most. LxWxH 4175x1775x1610 Kerb weight 1075kg 1.4 Boosterjet 48V 127 1.4 Boosterjet 48V Allgrip 127

118 118

9.5 10.2

52.7 45.2

SX4 S-Cross 5dr SUV £24,999–£29,799

128 140 AAACC

Latest round of updates help keep it a decent budget offering. LxWxH 4300x1785x1593 Kerb weight 1305kg 121 118

10.2 10.2

53.2 46.3

120 139 AAABC

Rebadged Toyota PHEV plunges Suzuki convincingly into several new segments. LxWxH 4635x1855x1690 Kerb weight 1915kg 182

112

6.0

282.4

TESLA

Model S 5dr hatch £91,980–£118,980

AAAAB

Large range makes it not only a standout EV but also the future of

Model Y 5dr SUV £54,935–£64,935

AAAAC

A compelling proposition, with respectable dynamics and a long range. LxWxH 4751x2129x1624 Kerb weight 2072kg Long Range Performance

434 563

133 155

5.0 3.5

315 303

0 0

T OYO TA

Aygo 3dr hatch £13,145–£15,695

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 £20,210–£24,420

114 AAABC

Stylish interior but ultimately a scaled-down version of bigger Toyotas. LxWxH 3495x1695x1510 Kerb weight 1310kg 1.5 VVT-i Hybrid

114

109

9.7

65.7-68.9 92-98

GR Yaris 5dr hatch £30,020–£33,520

AAAAA

Focused, exhilarating all-wheel-drive hot hatch is the most exciting

172 159-164 178

Practical pick-up has a refined engine and direct steering, but ride needs refinement. LxWxH 5095x1950x1840 Kerb weight 2155kg 2.2d 181

178

Yaris Cross 5dr SUV £22,515–£30,545

115-121 12.2

28.2-31.8 231-261

Rexton 5dr SUV £38,035–£40,705

Levorg 5dr estate £34,810

148

121

11.7

32.6

196

7.0 7.3

56.5-64.2 100-112 55.4 115 AAAAC

122 180

111 111

10.9 7.9

57.6-62.8 102-112 53.3-57.6 111-120

Corolla Touring Sports 5dr estate £25,755–£31,960 AAAAC More practical estate bodystyle proves just as capable with hybrid power. LxWxH 4650x1790x1435 Kerb weight 1440kg

AAACC 1.8 VVT-i Hybrid Impressively practical but only offered with an automatic gearbox 2.0 VVT-i Hybrid

XV 5dr SUV £28,360–£33,680

106 106

Rebranded hatch has rolling refinement, interior ambience and affable handling. LxWxH 4370x1790x1435 Kerb weight 1340kg

AAABC 1.8 VVT-i Hybrid 2.0 VVT-i Hybrid

and one trim. LxWxH 4690x1780x1490 Kerb weight 1568kg

114 114

Corolla 5dr hatch £24,485–£30,025

A vast improvement. Better on the road but without ditching its SUBARU

AAABC

A credible compact SUV, buoyed by good driving dynamics and efficiency. LxWxH 4180x1765x1595 Kerb weight 1175kg

1.5 Hybrid AAACC 1.5 Hybrid AWD

Musso 5dr SUV £28,128–£37,728

122 180

111 111

11.1 8.1

56.5-62.8 103-113 53.3-56.5 112-121

Prius 5dr hatch £24,880–£29,540

AAAAC

Better all round compared with its predecessors. Challenging

AAACC looks, though. LxWxH 4540x1760x1470 Kerb weight 1375kg No-nonsense crossover doesn’t quite make enough sense. 1.8 VVT-i Hybrid 120 112 10.6 58.9-67.3 94-109

LxWxH 4450x1780x1615 Kerb weight 1355kg 1.6i 2.0i 2.0i e-Boxer

112 154 148

109 120 120

13.9 10.4 10.4

TBC 35.7 35.7

180 180 180 AAACC

Solid, spacious and wilfully unsexy. A capable 4x4 nonetheless. LxWxH 4610x1795x1735 Kerb weight 1488kg 148

117

11.8

34.7

185 AABCC

Acceptable in isolation, but no class leader. LxWxH 4815x1840x1605 Kerb weight 1612kg 172

130

10.2

33.0

193

AAAAC

Plug-in version is clever and appealing. Seems more comfortable in its skin. LxWxH 4645x1760x1470 Kerb weight 1530kg 120

101

11.1

Mirai 4dr saloon £49,995–£64,995

188.3-217.3 29-35 AAAAC

A courageous endeavour, and one with the trappings of future acceptability. LxWxH 4975x1885x1470 Kerb weight 1905kg Hydrogen FCV

Outback 5dr estate £33,995–£39,495 2.5i

Prius Plug-in Hybrid 5dr hatch £32,645–£34,745 1.8 VVT-i Hybrid

Forester 5dr estate £36,360–£39,360 2.0i e-Boxer

Class-leading amount of space and practicality. Comfortable, too. LxWxH 4667x1814x1465 Kerb weight 1247kg

)

AAACC Toyota in ages. LxWxH 3995x1805x1455 Kerb weight 975kg Competitive towing capabilities and generous kit, but still lacks 1.6 AWD 253 143 5.5 TBC 186

AAAAC 2.0i

Octavia Estate 5dr estate £22,680–£36,055

18.5-18.6 347-348 1.0 TSI 110 1.5 TSI 150 Phantom 4dr saloon £378,700–£450,700 AAAAA 1.4 TSI iV PHEV Phantom takes opulent luxury to a whole new level. 1.4 TSI iV vRS PHEV LxWxH 5762x2018x1646 Kerb weight 2560kg 2.0 TSI vRS 6.75 V12 563 155 5.1-5.2 18.6-18.8 341-344 2.0 TDI 116 2.0 TDI 150 Cullinan 4dr SUV £279,100–£320,500 AAAAC 2.0 TDI 200 vRS Big, bold new 4x4 begins the next era for the brand, with a model 2.0 TDI 200 vRS 4x4 563

11.0 10.1 8.2

AAAAC Standard Plus 320 140 5.3 267 0 Long Range 434 145 4.2 360 0 Performance 522 162 3.1 352 0 37.2-39.2 164-172 32.1-32.5 196-200 Model X 5dr SUV £98,980–£110,980 AAAAB 32.5 198 A genuine luxury seven-seat electric SUV that also has a large 46.3-47.9 154-161 range. LxWxH 5036x2070x1684 Kerb weight 2459kg 44.8-47.9 155-165 Long Range 670 155 3.8 348 0 41.5-42.5 175-178 Plaid 1020 163 2.5 340 0

Tivoli 5dr SUV £14,360–£21,860

language for Skoda. LxWxH 4362x1793x1471 Kerb weight 1381kg

Does comfort and practicality like no other. Good, frugal engines too. LxWxH 4689x1829x1470 Kerb weight 1225kg

R O L L S - R OYC E

6.6 V12

50.4-52.3 121-126

Skoda’s first seven-seat SUV is a viable alternative to a traditional MPV. LxWxH 4697x1882x1676 Kerb weight 1430kg

AAAAC argicultural roots. LxWxH 4850x1960x1825 Kerb weight 2102kg Undercuts rivals on price and ushers in a sharp new design 2.2d 181 178 115 11.3-11.9 32.9 205-227

AAABC 1.0 TSI 95 94 118 Showy styling clothes an eminently sensible but unspectacular 1.0 TSI 110 108 123 car. LxWxH 4568x1820x1576 Kerb weight 1435kg 1.5 TSI 150 148 137 1.3 TCe Mild Hybrid 140 138 127 9.8 48.7 132 1.6 E-Tech Hybrid 145 143 107 10.8 58.9 108 Octavia 5dr hatch £21,700–£36,720

Ghost 4dr saloon £261,100–£293,500

10.9

Scala 5dr hatch £17,585–£24,955

wooing the US. LxWxH 4694x1849x1443 Kerb weight 1726kg

Kodiaq 5dr SUV £28,195–£45,170

S S A N G YO N G

Seat’s largest SUV brings a hint of youthful exuberance to a

AAAAC luxury motoring. LxWxH 4978x1963x1445 Kerb weight 2108kg Practical, rangy, and well priced. Hits a sweet spot in the EV Long Range 670 155 3.1 405 0 market. LxWxH 4649x1879x1621 Kerb weight 1917kg Plaid 1020 200 2.0 396 0 62kWh 60 177 99 8.7 256 0 82kW 80 201 99 8.5 331 0 Model 3 4dr saloon £40,990–£59,990 AAAAC 82kWh 80x Sportline 263 99 6.9 303 0 Lowest-price, biggest-volume Tesla yet arrives in the UK after

Zany solution to personal mobility is suitably irreverent and impractical. LxWxH 2338x1381x1454 Kerb weight 474kg

AAABC practical category. LxWxH 4735x1839x1674 Kerb weight 1845kg Stylish and refined but bland. Trophy-R hot hatch an altogether 1.5 TSI EVO 150 148 124 9.9 38.7-41.5 155-166 different prospect. LxWxH 4359x1814x1447 Kerb weight 1340kg 2.0 TSI 4Drive 190 188 130 8.0 31.0-31.7 201-207 1.6 E-Tech PHEV 153 109 9.4 235.4 28 2.0 TSI 245 242 142 6.2 32.1-32.8 195-200 1.8 RS 300 298 162-163 5.4-5.7 34.9 184 2.0 TDI 150 148 124 10.2 49.6-52.3 144-150 2.0 TDI 200 4Drive 197 130 7.8 41.5-42.8 172-178 Mégane Sport Tourer 5dr estate £30,995–£32,995 AAABC

s op

Swift 5dr hatch £14,999–£22,070

2.5 PHEV

Twizy 2dr hatch £11,995–£12,695

Mégane 5dr hatch £21,960–£38,035

83 83

Across 5dr SUV £45,599

44.8-47.9 42.8-44.8 33.2 58.9 50.4-52.3 42.8

Arona 5dr SUV £19,260–£25,045 AAAAC 1.5 TSI 150 148 123 9.3 AAABC Seat’s second SUV doesn’t disappoint, with it taking charge of the 2.0 TSI 190 4x4 188 TBC TBC class dynamically. LxWxH 4138x1780x1543 Kerb weight 1165kg 2.0 vRS 242 144 6.6 1.0 TSI 95 93 107 11.2 51.4 124 2.0 TDI 150 148 123 9.8 6kWh 17 50 na 62 0 1.0 TSI 115 113 113 9.8-10.0 47.9-53.3 121-134 2.0 TDI 150 4x4 148 120 9.6 1.5 TSI EVO 150 148 127 8.3 44.8-45.6 140-143 2.0 TDI 200 4x4 197 131 7.8 Zoe 5dr hatch £30,095–£34,795 AAABC SMART A far more practical zero-emission solution. Attractive price, too. Ateca 5dr SUV £24,560–£36,570 AAAAB LxWxH 4084x1730x1562 Kerb weight 1470kg Seat’s first SUV is very good. So good, in fact, it’s a Qashqai beater. EQ Fortwo 3dr hatch/open £21,700–£27,995 AABCC 50kWh R110 107 84 11.4 233 0 LxWxH 4363x1841x1601 Kerb weight 1280kg Pricey, EV-only two-seater has urban appeal but is short on 50kWh R135 132 87 9.5 232 0 1.0 TSI 110 108 112 11.4 44.1-46.3 139-146 performance. LxWxH 2695x1663x1555 Kerb weight 1085kg 1.5 TSI EVO 150 148 124 8.5 42.2-43.5 149-152 17kWh 79 81 11.6-11.9 81-84 0 Clio 5dr hatch £16,200–£23,600 AAAAC 2.0 TSI 190 188 133 7.0 34.9-35.3 181-183 Plusher, smoother and much more mature. A car of substance as 2.0 TDI 116 114 115 10.9 54.3-55.4 135-137 EQ Forfour 5dr hatch £22,295–£23,445 AABCC well as style. LxWxH 4047x1728x1440 Kerb weight 1148kg 2.0 TDI 150 148 126 9.3 55.4-58.9 141-166 Four doors bring more mainstream practicality, but still hobbled by 1.0 SCe 65 64 99 17.1 54.3 117 2.0 TDI 150 4Drive 148 122 8.7 47.1-48.7 141-166 low range. LxWxH 3495x1665x1554 Kerb weight 1200kg 1.0 TCe 90 88 112 12.2 54.4 117 17kWh 79 81 12.7 84 0 1.6 E-Tech Hybrid 138 112 9.9 65.7 96 Tarraco 5dr SUV £30,080–£43,350 AAAAC R E N A U LT

1.2 Dualjet 12V 1.2 Dualjet 12V Allgrip

1.0 TSI 110 1.5 TSI 150 20 TSI 190 4x4 2.0 TDI 116 2.0 TDI 150 2.0 TDI 150 4x4

11.1 8.1-8.3 7.3 10.6 9.0 8.8

)

SUZUKI

Yeti replacement may not have its forebear’s quirkiness, but it’s brilliant otherwise. LxWxH 4382x1841x1603 Kerb weight 1265kg 117 126 132 118 127 121

Cute and rugged-looking 4x4 city car capable of tackling roads bereft of asphalt. LxWxH 3700x1660x1595 Kerb weight 855kg

1.4 Boosterjet 48V 127 AAAAC 1.4 Boosterjet 48V Allgrip 127

Karoq 5dr SUV £23,675–£35,660 108 148 188 114 148 148

r (b

Ignis 5dr hatch £14,449–£17,999

1.2 Dualjet 83 12V AAAAC 1.2 Dualjet 83 12V Allgrip 1.4 Boosterjet 48V Sport

Superb Estate 5dr estate £27,695–£43,000

228 251 255

e ow

174

109

9.0

C-HR 5dr SUV £27,440–£33,570

69.4mpkg 0 AAAAC

Coupé-shaped crossover certainly turns heads and impresses on the road. LxWxH 4360x1795x1565 Kerb weight 1320kg 1.8 Hybrid 2.0 Hybrid

119 181

105 112

11.0 8.2

RAV4 5dr SUV £31,095–£50,895

57.7-58.9 109-110 53.3-54.3 119 AAACC

A solid option but ultimately outgunned by Korean competition. LxWxH 4605x1845x1675 Kerb weight 1605kg 2.5 Hybrid 2.5 Hybrid AWD 2.5 PHEV

194 194 302

112 112 112

8.4 8.1 6.0

50.4-51.3 126-131 47.9-48.7 131-134 TBC TBC

6 APRIL 2022 AUTOCAR.CO.UK 77

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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Land Cruiser 5dr SUV £42,405–£57,680

h E

m y g e) n o /ran c o MPG

(

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AAABC

201

109

12.7

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m y g e) n o /ran c o MPG

ID 4 5dr SUV £34,995–£55,555

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AAAAC

Impressively refined and versatile SUV marks VW out as a maker of S60 4dr saloon £40,345–£47,475 AAAAC fine electric cars. LxWxH 4584x1852x1640 Kerb weight 1890kg Fresh-faced saloon now sits comfortably among the ranks of its German peers. LxWxH 4761x1916x1437 Kerb weight 1616kg 29.1-31.0 239-250 109kW 52kWh 148 99 10.9 213 0

Likeably simple, functional, and worth considering if you need a dual-purpose SUV. LxWxH 4335x1885x1875 Kerb weight 2010kg 2.8 D-4D

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125kW 52kWh AAABC 150kW 77kWh 220kW GTX

Highlander 5dr SUV £50,610–£52,590

Seven-seater bucks the trend of large hybrid SUVs being of the plug-in variety. LxWxH 4966x1930x1755 Kerb weight 2050kg

170 204 299

99 99 112

2.5 Hybrid

244

112

8.3

39.8

159-160

Passat 4dr saloon £28.205–£40,820

2.0i 3.0i

250 335

155 155

5.2 4.3

38.7 34.5

167 188

2.0 TDI 122 2.0 TDI 150 2.0 TDI 200

9.0 8.5 6.2

213 317 301

0 0 0

2.0 B5P 2.0 T8 Recharge PHEV

246 384

112 112

6.7 4.6

41.5 153 122.8-176.5 42

V60 5dr estate £34,835–£48,150

AAAAB

AAAAC Spacious and comfortable, with a characterful, Scandi-cool design. LxWxH 4761x1916x1427 Kerb weight 1729kg Lands blows on rivals with its smart looks, civilised refinement, GR Supra 2dr coupé £46,010–£54,365 AAAAC quality and usability. LxWxH 4767x2083x1476 Kerb weight 1367kg 2.0 B3 161 112 9.1 40.9 155 Brings welcome muscle, fun and variety to the affordable sports 1.5 TSI EVO 150 148 137 8.7 46.3-47.9 139-146 2.0 B4 197 112 8.0 41.5 152 car class. LxWxH 4379x1292x1854 Kerb weight 1541kg 1.4 TSI GTE PHEV 215 138 7.4 217.3 30 2.0 B5 246 112 6.8-6.9 37.7-40.4 157-170

Honda Civic On sale October, price £24,000 (est) The all-new 11th iteration of Honda’s family hatchback comes as a hybrid only, pairing a newly developed Atkinson-cycle 2.0-litre petrol engine with two electric motors to produce 181bhp and 232lb ft of torque while emitting less than 110g/km of CO2 . The new Civic’s exterior design is more restrained than the current one. A longer wheelbase affords more rear leg room, plus the minimalist interior features a new 9.0in touchscreen. The Civic is also claimed to be more enjoyable to drive, more comfortably riding and more refined than before. APRIL

Alpina B4 Gran Coupé, D4 Gran Coupé, Aston Martin DBX 707, V12 Vantage, Bentley Flying Spur PHEV, BMW 2 Series Active Tourer, 8 Series update, X2 update, Bowler CSP 575, Citroën Ami, Cupra Born, DS 4, 4 Cross, Ford Fiesta update, Focus update, Genesis Electrified G80, GMA T50, Lamborghini Countach LPI 800-4, Land Rover Range Rover, Mercedes-AMG EQS 53, GT 63 S 4-Door Coupé E Performance, S63 S E Performance, SL 55, SL 63, Mercedes-Benz A-Class update, EQT, T-Class, Porsche 718 Cayman GT4 RS, 911 GT3 RS, Cayenne update, Macan T, Taycan GTS, Taycan Sport Turismo, Skoda Karoq update, Toyota GR86, Volkswagen ID 5, Multivan, T-Roc update, T-Roc Cabriolet update M AY

Alfa Romeo Giulia Estrema, Stelvio Estrema, Citroën C5 X, Dacia Jogger, Mazda 2 Hybrid, Mercedes-AMG C63, Toyota Aygo X, Vauxhall Astra, Grandland update, Wey Coffee 01 JUNE

BMW M4 CS, Bugatti Centodieci, Chevrolet Corvette Z06, Citroën C5 Aircross update, Dacia Spring EV, DS 7 Crossback update, Genesis Electrified GV70, GV60, Hyundai Ioniq 6, Jeep Grand Cherokee, Lotus Evija, Mercedes-Benz EQE, Morgan Super 3, Nissan Ariya, Qashqai e-Power, X-Trail, Ora Cat, Skoda Enyaq iV Coupé, Subaru Solterra, Toyota bZ4X J U LY

Alpina B3 update, D3 S update, BMW 3 Series update, Ferrari 296 GTB, Ineos Grenadier, Kia Niro, Niro EV, Lamborghini Urus update, McLaren Artura, Volkswagen ID Buzz AU G U S T

Cupra Formentor VZ5, Kia Xceed update, Lexus RZ, Mercedes-AMG G63 Edition 55, Vauxhall Astra Sports Tourer SEPTEMBER

Alfa Romeo Tonale, Maserati Grecale, Mazda CX-60, Renault Mégane E-Tech Electric, Toyota Corolla Cross OCTOBER

BMW iX M60, M3 Touring, X1, Honda Civic, Lamborghini Aventador replacement, Lucid Air, Mercedes-AMG One, Renault Austral N OV E M B E R

Audi E-tron update, E-tron Sportback update, BMW i7, iX1, Ferrari SP3 Daytona, Honda Civic Type R, Hyundai Ioniq 5 N, Kia EV6 GT, Polestar 3, Toyota GR Corolla DECEMBER

Aston Martin DB11 update, DBS update, Vantage update, BMW M2 Coupé, Z4 update, Ferrari Purosangue, Ford Ranger, Honda CR-V, Land Rover Defender 130, Lotus Emira, Mazda MX-30 REx, Mercedes-Benz GLC, Seat Tarraco update, Skoda Enyaq iV vRS, Toyota Prius, Volkswagen Amarok

All dates are approximate and subject to change

E A R LY 2 023

Abarth 595 EV, Aston Martin Valhalla, Audi Q6 E-tron, BMW XM, Fisker Ocean, Ford electric SUV, Honda electric SUV, Kia EV9, KTM X-Bow GT2, Land Rover Range Rover Sport, Lotus Eletre, Maserati Granturismo, Granturismo Folgore, Grecale Folgore, Mini Countryman, hatchback, Peugeot 4008, Porsche Macan EV, Panamera, Rolls-Royce Spectre, Smart #1, Volkswagen Aero-B

VA U X H A L L

Corsa 5dr hatch £17,015–£33,545

AAABC

Improved in many ways but lacks the appeal to match its price. EV is more likeable. LxWxH 4060x1765x1433 Kerb weight 1141kg 1.2 75 1.2 100 50kWh E 1.5 Turbo D 102

72 97 132 98

108 121 93 117

13.2 9.9 8.1 10.2

53.3 48.7-52.3 209 70.0

Astra 5dr hatch £20,235–£26,925

125 126-134 0 109-110

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 1.5 Turbo D 105 1.5 Turbo D 122

108 128 143 102 118

124 134 137 124 127-130

10.2 9.9 9.7 10.2 9.7-10.2

54.3 54.3 54.3 65.7 64.2

Astra Sports Tourer 5dr estate £21,190–£27,460

More composed and practical than the hatchback. LxWxH 4702x1809x1510 Kerb weight 1273kg 1.2 Turbo 130 1.2 Turbo 145 1.5 Turbo D 122

128 142 118

134 137 130

9.5 9.0 9.8

119 119 121-124 113 115

Insignia 5dr hatch £24,330–£41,045

58.91 125 58.9-60.1 124-127 53.3 138 AAAAC

All the Passat’s redeeming features in spacious, practical estate form. LxWxH 4767x2083x1516 Kerb weight 1395kg 1.5 TSI EVO 150 1.4 TSI GTE PHEV 2.0 TDI 122 2.0 TDI 150 2.0 TDI 200

148 215 120 148 197

133 138 123 130-132 145

8.9 7.6 11.5 9.1 7.6

Arteon 4dr saloon £34,725–£51,765

44.8-45.6 201.8 57.6 56.5-57.6 52.3

144-151 33 129 128-132 143

2.0 Turbo 200 2.0 GSi Turbo 230 1.5 Turbo D 122 2.0 Turbo D 170

197 228 120 167

146 147 127 142

7.2 7.0 10.7 8.2

37.7 35.8 61.4 61.4

Crossland 5dr SUV £17,555–£28,575

Still only a mid-pack player in a busy crossover market, but simple and easy to operate. LxWxH 4212x1765x1605 Kerb weight 1245kg 1.2i 83 1.2i Turbo 110 1.2i Turbo 130 1.5 Turbo D 110 1.5 Turbo D 120

81 108 128 107 116

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

142 140 136-146 120 137

1.2 100 1.2 130 50kWh e 1.5 Turbo D 110

99 128 134 108

115 125 93 118

10.6 9.1 8.7 10.8

51.4 47.1-50.4 201 64.2-65.7

124 126-137 0 114

2.0 B6 2.0 T6 Recharge PHEV 2.0 B4D

297 335 197

112 112 112

6.0 4.6 7.6

36.2 175 362.6 18 47.0-50.4 146-156

V60 Cross Country 5dr estate £42,370–£42,970

AAAAC

Brings extra ride height, all-wheel drive and off-road body cladding. LxWxH 4784x1916x1499 Kerb weight 1792kg 2.0 B5P 2.0 B4D

248 197

112 112

6.9 8.2

35.8 47.9

S90 4dr saloon £57,775–£58,550

180 155 AAAAC

Volvo’s mid-sized exec majors on comfort, style and cruising ability. LxWxH 4963x2019x1443 Kerb weight 1665kg

AAABC 2.0 T8 Recharge PHEV

384

112

5.1

TBC

2.0 B4P 2.0 B5P 2.0 B6P 2.0 T6 Recharge PHEV 2.0 B4D

197 246 297 335 197

112 112 112 112 112

7.9 6.9 6.2 5.9 8.8

40.9 36.6-40.4 34.4-36.2 TBC 44.8-49.5

158 159-175 178-184 TBC 149-164

VW’s flagship saloon is well made and luxurious but rather bland to drive. LxWxH 4862x1871x1450 Kerb weight 1505kg V90 5dr estate £42,045–£58,300 AAAAC 1.5 TSI 150 148 137 8.9 42.8-44.8 144-151 Luxury estate takes on the 5 Series and the E-Class. Comfy and a 2.0 TSI 190 187 149 7.9 36.2-38.2 168-178 good cruiser. LxWxH 4936x2019x1475 Kerb weight 1679kg 218 316 148 197 197

138 155 137 147 145

7.8 4.9 9.5 7.9 7.4

217.3 31.0 55.4-58.9 51.4-54.3 46.3

30-31 207 126-134 137-145 159

Arteon Shooting Brake 5dr estate £36,110–£53,270 AAABC V90 Cross Country 5dr estate £51,785–£55,660 Hybrid option and estate bodystyle’s extra versatility enhance the Arteon’s appeal. LxWxH 4866x1871x1450 Kerb weight 1529kg

1.5 TSI 150 148 135 8.9 42.2-43.5 145-153 AAAAC 2.0 TSI 190 187 145 7.9 35.8-37.2 171-179 1.4 TSI eHybrid 218 138 7.8 217.3 31-32 2.0 TSI R 4Motion 316 155 4.9 31.0 207 171 2.0 TDI 150 148 135 9.4 54.3-57.6 128-136 179 2.0 TDI 200 197 145 7.9 50.4-53.3 139-147 121 2.0 TDI 200 4Motion 197 143 7.4 46.3 161 121 Touran 5dr MPV £29,750–£36,665 AAAAC AAABC Dull overall, but it’s a capable MPV, well made and hugely refined.

LxWxH 4527x1829x1659 Kerb weight 1436kg 1.5 TSI EVO 150 2.0 TDI 150

148 148

118 11.4 128-129 9.3

T-Cross 5dr SUV £20,950–£28,710

AAAAC

Volvo’s large comfy estate given a jacked-up, rugged makeover. LxWxH 4936x2019x1543 Kerb weight 1826kg 2.0 B5P AWD 2.0 B6P AWD 2.0 B5D AWD

250 310 228

140 140 140

7.4 6.3 7.5

32.5 32.5 40.9

XC40 5dr SUV £25,855–£56,700

196 196 181 AAAAC

Volvo’s take on the crossover aims to rival BMW, Mercedes and Audi. LxWxH 4425x1910x1658 Kerb weight 1626kg

1.5 T2 1.5 T3 1.5 T4 Recharge 1.5 T5 Recharge PHEV 39.8-40.9 154-162 2.0 B4P 50.4-52.3 142-147 2.0 B5P 69kWh Recharge AAAAB 78kWh Recharge

126 160 208 258 197 246 228 402

112 112 112 112 112 112 99 112

10.9 9.3-9.6 8.5 7.3 8.4 6.9 7.4 4.9

40.4 38.7-40.4 113-135 117.7-141.1 36.7-39.2 36.7 261 249

158 158-166 47-57 45-55 162-176 174-176 0 0

Compact crossover delivers a classy, substantial feel on UK roads. LxWxH 4108x1760x1584 Kerb weight 1270kg C40 Recharge 5dr SUV £57,400 AAABC 1.0 TSI 95 93 112 11.5 47.9 132-133 Kit will appeal to many but twin-motor potency isn’t a natural fit for Mokka 5dr SUV £20,940–£34,995 AAABC 1.0 TSI 110 108 117 9.9-10.4 42.8-48.7 132-149 relaxed dynamics. LxWxH 4431x1910x1582 Kerb weight 2185kg Radically overhauled crossover now comes with the option of 1.5 TSI EVO 150 147 124 8.5 46.3-47.1 136-138 78kWh Recharge 402 112 4.9 273 0 battery-electric power. LxWxH 4151x1791x1531 Kerb weight 1750kg

T-Roc 5dr SUV/open £24,545–£42,190

AAAAC

XC60 5dr SUV £42,485–£61,600

AAABC

VW’s junior SUV is beguiling and sophisticated. It drives rather well, Looks like a small XC90 and carries on where the old one left off. A too. LxWxH 4234x1992x1573 Kerb weight 1270kg good, capable cruiser. LxWxH 4688x1999x1658 Kerb weight 1781kg

1.0 TSI 110 108 1.5 TSI EVO 150 148 AAACC 2.0 TSI 4Motion 188 Does well to disguise its 3008 roots but too bland to stand out in a 2.0 TSI R 300 4Motion 298 congested segment. LxWxH 4477x2098x1609 Kerb weight 1350kg 2.0 TDI 115 113 1.2 Turbo 130 128 117 10.9-11.1 45.6 141-147 2.0 TDI 150 148 1.6 Hybrid 223 140 8.6 192.0-210.0 34 1.5 Turbo D 130 128 119 10.2 54.3 136 Tiguan 5dr SUV £27,915–£46,220

Grandland 5dr SUV £25,500–£35,015

115 127 135 155 116 124

10.8 8.3-9.6 7.2 4.9 10.4 8.8-10.8

43.5-46.3 40.9-47.9 36.2 31.7 56.5-60.1 50.4-53.3

133-146 144-158 177-178 201 137-146 140-146

2.0 B5P 2.0 T6 Recharge PHEV 2.0 T8 Recharge PHEV 2.0 B4D

246 335 384 194

112 112 112 112

6.9 5.9 5.5 8.3

36.7-38.1 282.1 282.1 44.8-45.5

XC90 5dr SUV £56,635–£76,775

168-176 23-64 25-64 161-166

AAAAC

Clever packaging, smart styling, good to drive: Volvo’s closest thing

AAAAC to a class leader. LxWxH 4950x2008x1776 Kerb weight 1961kg An improvement on the previous model and will continue to sell by 2.0 B5P 246 112 7.7 32.4 198 Combo Life 5dr MPV £23,015–£28,460 AAABC the bucketload. LxWxH 4486x1839x1654 Kerb weight 1490kg 2.0 B6P 296 112 6.7 90.7 210 Van-based people carrier is usable, spacious and practical, if not 1.5 TSI EVO 130 128 119 10.2 44.1-44.8 143-146 2.0 T8 Recharge PHEV 384 112 5.8 217 28-76 very pretty to look at. LxWxH 4403x1841x1921 Kerb weight 1430kg 1.5 TSI EVO 150 148 126 9.2-9.3 38.2-42.2 143-168 2.0 B5D 232 112 7.6 41.5 178 1.2 Turbo 110 108 109 11.9 40.9 156 1.4 eHybrid 242 127 7.5 148-176 36-44 VUHL 1.2 Turbo 130 128 115 12.3 40.3 157 2.0 TSI 4Motion 188 133 7.4 33.2-34.0 187-192 1.5 Turbo D 100 99 107 12.7 52.3 142-145 2.0 TSI R 316 155 4.9 28.5 225 05 0dr open £59,995–£89,995 AAAAC 1.5 Turbo D 130 128 115 10.6 51.3 144 2.0 TDI 150 148 125-127 9.3 47.1-50.4 146-157 Mexican track-day special has a pleasingly pragmatic and forgiving 2.0 TDI 150 4Motion 148 124-125 9.3 43.5-45.6 163-171 chassis. LxWxH 3718x1876x1120 Kerb weight 725kg V O L K S WA G E N 2.0 TDI 200 4Motion 197 134 7.5 42.8 172-177 2.0 DOHC Turbo 285 152 3.7 NA NA Up 3dr/5dr hatch £13,250–£23,555 AAAAC 2.3 DOHC Turbo RR 385 158 2.7 NA NA It’s no revolution, but VW’s hallmarks are in abundance. Tiguan Allspace 5dr SUV £32,135–£45,295 AAAAC

LxWxH 3600x1428x1504 Kerb weight 926kg 1.0 65 1.0 115 GTI e-Up

64 113 81

100 119 80

15.6 8.8 12.4

54.3 51.4 159

119 125-126 0

A thorough going-over makes it more mature, but the Polo is still a bit boring. LxWxH 4053x1946x1461 Kerb weight 1105kg 1.0 80 1.0 TSI 95 1.0 TSI 110 2.0 TSI GTI

78 93 108 204

WESTFIELD Has all the Tiguan’s sensibility and refinement, now with the bonus of seven seats. LxWxH 4486x1839x1654 Kerb weight 1490kg Sport 2dr coupé £19,950–£35,800 AAAAC 1.5 TSI EVO 150 148 123 9.5-10.0 37.2-39.2 164-176 Sport Turbo is very quick and fun but not a patch on the Caterhams. LxWxH TBC Kerb weight TBC 2.0 TSI 4Motion 188 132 7.7 32.5 193

2.0 TDI 150 AAAAC 2.0 TDI 150 4Motion 2.0 TDI 200 4Motion

Polo 5dr hatch £17,885–£26,430

106 116 121 149

15.4 10.8 9.9 6.5

51.4 48.7-53.3 53.3-54.3 39.8-41.5

125 120-127 118-119 155

only marginally. LxWxH 4284x1789x1492 Kerb weight 1231kg 1.0 TSI 110 1.5 TSI EVO 130 1.5 TSI EVO 150 1.5 eTSI EVO 150 1.4 TSI eHybrid 1.4 TSI GTE 2.0 TSI GTI 2.0 TSI 300 GTI 2.0 TSI 320 R 4Motion 2.0 TDI 115 2.0 TDI 150 2.0 TDI 200 GTD

108 128 148 148 201 242 242 296 296 113 148 197

126 130 139 135 137 140 155 155 155 126 139 152

10.2 9.1 8.9 8.9 7.4 6.7 6.4 5.6 4.7 10.2 8.8 7.1

53.3 51.4-53.3 50.4-51.4 47.9-49.6 235.4 235.4 38.2 38.2 36.2 67.3-68.9 64.2 54.3

121 121-124 124-128 129-133 21-26 27-28 169 167 177 107-110 116-117 137

AAAAC

110kW 45kWh 107kW 58kWh 150kW 58kWh 150kW 77kWh

148 143 201 201

99 99 99 99

8.9 9.6 7.3 7.9

217 263 261 336

0 0 0 0

148 148 197

126 9.7 123-124 9.8 132 TBC

Touareg 5dr SUV £56,240–£73,215

44.8-47.1 164-165 41.5 177-179 40.4-41.5 176-184 AAAAC

Hints of ritziness and sportiness don’t impinge on this functional luxury SUV’s appeal. LxWxH 4878x2193x1717 Kerb weight 1995kg

3.0 V6 TSI 340 3.0 V6 R 4Motion PHEV Golf 5dr hatch £23,860–£40,025 AAAAB 3.0 V6 TDI 231 New strengths and familiar ones carry it back to the class lead, but 3.0 V6 TDI 286

A very mature electric car whose substance of engineering is central to its appeal. LxWxH 4261x1809x1568 Kerb weight 1730kg

78 AUTOCAR.CO.UK 6 APRIL 2022

11.3 8.9 7.4

The good-looking and tech-filled Insignia makes an attractive proposition. LxWxH 4897x1863x1455 Kerb weight 1714kg

ID 3 5dr hatch £29,635–£38,815

Grecale Folgore is Maserati’s first EV

127 139 147

Passat Estate 5dr estate £30,515–£42,845

1.4 TSI eHybrid 2.0 TSI R 4Motion 2.0 TDI 150 AAAAC 2.0 TDI 200 2.0 TDI 200 4Motion

53.3 119 54.3 119 55.4-64.2 116-113

120 148 197

335 462 228 282

155 155 135 148

5.9 5.1 7.5 6.1

25.2-25.7 97.4 33.6-34.4 33.6-34.9

249-252 66-68 214-219 213-219

1.6 Sigma 1.6 Sigma 2.0 Duratec 2.0 Ecoboost

135 155 200 252

TBC TBC TBC TBC

NA NA NA NA

Mega 2dr coupé £16,950

NA NA NA NA 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 2.0 Ecoboost S 2.3 Ecoboost R

250 350

145 155

4.0 3.0

NA NA

URGENTLY D! WANTE G SHORT

INTERESTIN NUMBER PLATES ns short dateless registratio cash paid and not selling on your behalf

WANTED!

SILVERSPEED

low mileage interesting cars for cash !!!

Dealers in quirky cars and great plates at realistic prices We only sell plates we own. Good old fashion service. Been in the business 25 years.

Tel 07961 808069 • Email alspeed@live.co.uk PREMIUM RANGE NUMBER 1 PLATES– NEW STOCK! ✷✷✷ SPECIAL SELECTION ✷✷✷ REDUCED!!! AMAZING OPORTUNITY

818M 440A £34,995 DVLA AUCTION FEB 22 sold 313M @£39k!!)

£29,995

G70

14 O

£39,995

ULTIMATE INVESTMENTS 1 VDN 1 VTv VPU 1 £19,995

£99,995 (GTO!)

ch8 £POA

£POA

£29,995

4OV

GREAT VALUE

PLATES

10XWE

£8995 (NICK!)

2 RHT £7995

VNV 3 £6995

3 VYJ £3995

3 OJX £3995

4 NYJ

£1995

30 VYP £1995

£19,995

80 XYX

THD1

£24,995

934 EL £3995

88 LXK

975 AC

44 OAY

88 YHB

996 KP

£1995

£3995 NAME PLATES

44 XAM

88 HXE

51lla

£1995

£2495

60 XKY £1995

66 NRY

£1995

gul74m

FUN PLATES

£5995 £4,500

100 vo £6995

993 jay £8495

5 DPE

80 VXP

650 AA

M4X VW

£1995

£7995

£3995

1998 AM

MUD93Y £3995 (Range Rover?)

RAD1D

2093 fs

£7995 (Radio)

INTERESTING PLATES

ROL15S

£2995

givme

£3995

max4r

£5995

NICE INITIALS

UDD1P (YOUSEF) £6995 £5995

101 AE

975 AC

thd3

£7,995 £6,995

£6,995

£5,995

aam11f

YOU63F

£1995 (HENRY)

17SDM 9 ROT

£6995

£2995

YOU 55 £4995

thd1 thd2

£5995 (Rolls)

£5995

£3995

£5995

NAD74A

OO116

286 R

£4,995

£8,995

£5995

(NADIA) £3995

£9,995 £7,995

£19,995 £17,995

£9,995

£4,500

MUS55A

£4,995

spy 17 650 AA vgp 3

s1lag (MUSSA) £16995

£6995

vgp 2

£3,995

£39,995

£1995 £1995

G1VME

£39,995

NOB 1 NOB 11£12,995

100C

£18,995

1 NOB

£14,995 £12,995

£34,995

VJV 1

£34,995

GREAT SHORT

NYK 2

1 XOX £24,995

286 R 140 C £17,995

6AE

£2995 £3995

h00600H

OCT4V vex50

£2995

MAA2A

(Mazza!) £4995

mad111x £3995

3 AND 3’S ALWAYS GREAT VALUE AND TAKE OFF THE AGE

500 OYS £1695 (Merc)

OF YOUR CAR

600 VUY

123 WVN

£1695 (Merc)

£1495

666 VRX

333 OXU £1495

333 UXX

£1695

747 OYE (Pilot) £2695

£4995

£1495

V1JCE

444 XAA

777 UEX

£1495

£1995

£1495

YOU1G

RFO 447

999 EKK

£2995

£1495

£3995 £3495

£POA BARGAIN BUCKET

AAZ 550

(Ferrari 550) £995

F8AYL

£995 £799

J1 DRX

£1295 £995

KUI 166 £495

RO51GAY

£695 £495

S12 MAA

£1495 £995

Independent Company Providing Private Plates To Public & Trade TEL: 01257 474746 MOB: 07904 311357 Email: karen@registrationmarks .co .uk EXCLUSIVE NUMBERS 6 AE . . . . . . £50,000 6 AG . . . . . . £65,000 II0 AK . . . . . £14,000 550 B . . . . . £25,000 B4 RRY . . . £65,000 BW I3 . . . . . £32,000 I60 C . . . . . £26,000 DBH 5 . . . . £16,000 DEC III . . . . £35,000 I0I E . . . . . . £19,500 I3 FO . . . . . £10,000 9 G . . . . . . £285,000 9 GS . . . . . . £95,000 33 GX . . . . . £13,000 320 H . . . . . £23,000 56 J . . . . . . £70,500 I2I J . . . . . . £28,000 27 KP . . . . . £32,000 I2I LC . . . . . £20,000 282 LC . . . . £18,000 8I8 M . . . . . £23,000 2I2 MH . . . . £14,500 4 NN . . . . . . £88,000 5 NKS . . . . £10,500 3 OO . . . . £165,000 I0 OU . . . . . £17,000 222 P . . . . . £25,000 4 RR . . . . . . £75,000 RRX I . . . . . £55,000 I RXX . . . . . £33,000 I33 S . . . . . . £28,000 I02 SH . . . . £15,500 80I T . . . . . . £23,000 2 VOL . . . . . £11,000 I VVL . . . . . £17,000 530 W . . . . . £11,000 I0 WWW . . . £15,000 X 300 . . . . . £35,000 XS 7 . . . . . . £60,000

A 29 A . . . . . . . . £80,000 A I66 . . . . . . . . £35,000 A 363 . . . . . . . £33,000 200 A . . . . . . . £35,000 AB 787 . . . . . . £17,000 AJ 9 . . . . . . . £150,000 AJ 52 . . . . . . . £33,000 ALX 2S . . . . . . . £8,500 ALXES . . . . . . . . . . . . AM 256 . . . . . . £18,000 P90 AML . . . . . . £3,500 A6 ARC . . . . . . £3,000 I02 AS . . . . . . . £12,000 333 AS . . . . . . £17,500 AXT 8N . . . . . . . £4,900 AXTEN B 200 B . . . . . . . £30,000 B4 DGE . . . . . £10,500 350 BD . . . . . . . £7,500 T800 BEL . . . . . . £550 I0 BG . . . . . . . £19,000 2I BG . . . . . . . £15,000 333 BH . . . . . . £12,000 T8 BJK . . . . . . . . £650 I55 BM . . . . . . . £7,500 6 BMH . . . . . . £15,000 84I BUW . . . . . . £1,200 MIII CCX . . . . . . £1,300 C CC64 CCC . . . . . £900 CDS 2 . . . . . . . £18,000 CDS I2 . . . . . . £11,000 2 CFG . . . . . . . . £8,800 CLS II . . . . . . . £10,500 III CLS . . . . . . . £8,500 I975 CS . . . . . . . £6,500 CSE 289 . . . . . . £2,500 CWF IK . . . . . . . £3,800

D DA17 REN . . . . £4,800 DARREN DBH 5 . . . . . . . £16,000 VII DBV . . . . . . . . £850 DBII OME . . . . . £4,000 F20 DMB . . . . . £1,500 900 DN . . . . . . . £7,500 X6 DNP . . . . . . . . £750 98 DS . . . . . . . £18,000 DS 7938 . . . . . . £2,300 A9 DSD . . . . . . . £950 DW 2I . . . . . . . £35,000 E EB 935 . . . . . . . £4,800 EEI9 EEE . . . . . £3,000 EE20 EEE . . . . . £1,500 88 EJ . . . . . . . £14,500 ETM 800 . . . . . . £2,200 EIO TTT . . . . . . £2,825 206 ELY . . . . . . £1,800 EMW 520 . . . . . £2,000 2 ESJ . . . . . . . . £8,500 EYO I . . . . . . . £22,000 F LA55 FAT . . . . . £4,500 2II FBB . . . . . . . £1,500 862 FDT . . . . . . £1,800 FDZ 483 . . . . . . . £900 WIII FEX . . . . . . £3,500 FFF 293 . . . . . . £2,800 FFI9 FFF . . . . . . £3,500 FJ I0 . . . . . . . . £30,000 FP 23 . . . . . . . . £8,500 850 FXK . . . . . . £1,500 I7 G . . . . . . . . £125,000 G 999 G . . . . . . . £35,000 4 GAK . . . . . . . . £8,000 GBG 5 . . . . . . . £7,500 M9 GEF . . . . . . £1,300 GIL 2 . . . . . . . . £27,000 GJH 8W . . . . . . £2,800 IIII GK . . . . . . . £12,000

227 GMO . . . . . £2,000 SI0 GMX . . . . . . . £300 2I2 GR . . . . . . . £7,500 GRX I . . . . . . . £25,000 GTC I00P . . . . . £3,500 X2 GTD . . . . . . . £1,300 GUI 90 . . . . . . . £3,600 H 5I85 H . . . . . . . . £3,600 HAZ 650 . . . . . . £1,200 I HEJ . . . . . . . . £23,000 HGA III . . . . . . . £5,500 HNP 308 . . . . . . £3,300 HNS II . . . . . . . . £7,500 J RI00 JAG . . . . . £5,500 JAM IR . . . . . . £10,800 JAY 993 . . . . . . £5,500 JB 9 . . . . . . . £120,000 2 JCK . . . . . . . £19,500 JACK . . . . . . . . . . . . . I3 JER . . . . . . . . £6,000 624 JGC . . . . . . £1,495 7 JLJ . . . . . . . . £8,500 900 JJ . . . . . . . £10,000 JJI9 JJJ . . . . . . £2,500 JLT 93 . . . . . . . £9,800 526 JML . . . . . . £6,800 J18 HNS . . . . . £15,000 45 JT . . . . . . . £21,000 888 JT . . . . . . £14,000 J2 JXE . . . . . . . . £500 K 466 K . . . . . . . £15,000 777 KA . . . . . . £20,000 KCT 96I . . . . . . £2,000 DI KDJ . . . . . . . £1,200 KER 557Y . . . . . £2,000 F488 KEV . . . . . £2,500 323 KMT . . . . . . £4,500 998 KPO . . . . . . £2,800

55 KXA . . . . . . . £4,500 II KXO . . . . . . . . £3,500 KXS 4 . . . . . . . . £5,000 L 956 LAC . . . . . . £6,000 I LBO . . . . . . . £14,500 S9 LCW . . . . . . . £900 LEE 782 . . . . . . £3,500 L7 LGX . . . . . . . . £800 I98I LM . . . . . . . £6,500 LOT 22 . . . . . . £35,000 550 LP . . . . . . . £6,000 LLR 946 . . . . . . £1,300 222 LR . . . . . . . £7,800 LWO I . . . . . . . £15,000 LYN 8IM . . . . . . £4,000 LYN 554Y . . . . . £4,500 M 49 M . . . . . . . . £75,000 V6 MAX . . . . . . £8,500 MBA 80 . . . . . . £5,800 X33 MCO . . . . . . £450 60 MG . . . . . . . £25,000 MGL 644 . . . . . . £1,700 X7 MHB . . . . . . . £950 R00 MJA . . . . . . £650 727 MJS . . . . . . £8,000 35 MU . . . . . . . . £8,250 MXI 52 . . . . . . . £1,500 N 28 NAT . . . . . . . £8,800 S330 NCK . . . . . £700 NDL 222 . . . . . . £1,950 NED 5N . . . . . . £2,500 438 NEV . . . . . . £3,300 L77 NGL . . . . . . . £500 R6 NOW . . . . . . £2,000 NN60 NNN . . . . . £850 PIII NYA . . . . . . £2,000 I2 NX . . . . . . . . . £9,000 77 NXG . . . . . . . £2,000

0 2 OBO . . . . . . £10,000 55 OFB . . . . . . . £4,500 I6 OLD . . . . . . £45,000 I GOLD . . . . . . . . . . . . L8 OOO . . . . . . £3,500 OOO IX . . . . . . £12,800 OUT IT . . . . . . . £8,500 OXS I . . . . . . . £22,000 P PHC 9 . . . . . . . . £8,000 I PJX . . . . . . . . £19,500 PIL 200I . . . . . . . £950 PJS I0 . . . . . . . . £9,800 I PJX . . . . . . . . £19,500 EI0 PLA . . . . . . . £900 507 PMY . . . . . . £2,800 X6 PPD . . . . . . . . £600 I996 PS . . . . . . . £4,800 PUR 4I5 . . . . . . £3,000 WT03 PUT . . . . . £850 R R 3 . . . . . . . . £485,000 R80 RAK . . . . . £1,200 RAW 777 . . . . . £8,500 B3 RCC . . . . . . £1,000 CI7 RDS . . . . . . £2,300 REJ 3 . . . . . . . £10,800 550 RG . . . . . . . £9,000 RGC 943 . . . . . . £1,800 I8 RMS . . . . . . £12,500 ROB 32T . . . . £18,000 ROBERT . . . . . . . . . . 72 ROD . . . . . . . £4,500 T22 RPB . . . . . . . £400 I965 RR . . . . . £18,000 RR20 RRR . . . . £2,800 G9 RSR . . . . . . £1,300

33 RWJ . . . . . . . £6,500 500 RXR . . . . . . £3,800 S MII SBB . . . . . . . £700 SBJ I56 . . . . . . . £3,400 SC55 LET . . . . . £5,500 SCARLET . . . . . . . . . . SC20 LND . . . . £1,200 SCOTLAND . . . . . . . . T8 SCS . . . . . . . £1,500 3500 SE . . . . . £11,000 I3 SLK . . . . . . . £5,500 SMJ 6 . . . . . . . £15,000 50 UND . . . . . £100,000 SOUND . . . . . . . . . . . . V6 SOP . . . . . . . £2,500 SOP 853 . . . . . . £3,200 SPD 346 . . . . . . £3,500 I5 STK . . . . . . . £3,500 S2 SXA . . . . . . . . £750 X20 SXY . . . . . . . £750 T TAR 4IS . . . . . £12,000 TED IB . . . . . . £12,000 TKJ 46 . . . . . . . £3,500 888TM . . . . . . £10,800 TRI3 MPH . . . . . £7,500 TRIUMPH . . . . . . . . . . 2 TSF . . . . . . . . £7,500 TSY 397 . . . . . . £1,300 TUB 8Y . . . . . . £16,000 U XI0 UUU . . . . . . . £700 X20 UUU . . . . . . £700 V VFW 2 . . . . . . . . £7,800 P2I VGB . . . . . . £1,200 VIA 92 . . . . . . . . £5,000 VOL IE . . . . . . . £4,500 935 VPD . . . . . . £1,500 G6 VTN . . . . . . . . £500 VVC 2 . . . . . . . £10,000

W 925 W . . . . . . . £10,500 900 WH . . . . . . . £7,500 WHII NGE . . . . . £4,500 HRII WLM . . . . . £9,800 400 WM . . . . . . £7,500 WON 2G . . . . . . £4,000 I6 WR . . . . . . . £15,000 II0 WR . . . . . . . . £7,500 S88 WRC . . . . . £1,300 WSV 441 . . . . . . £950 CI0 WTS . . . . . . £1,500 WWK 92 . . . . . . £5,600 I0 WWW . . . . . £15,000 X X 28 . . . . . . . . £55,000 34 X . . . . . . . . £40,500 I000 X . . . . . . . £35,000 I XBC . . . . . . . £25,000 I XD . . . . . . . . . £95,000 II XGH . . . . . . . . £8,500 I00 XS . . . . . . . . £7,500 I XXG . . . . . . . £25,000 XOO I . . . . . . . £32,000 XXX IG . . . . . . £10,800 XXX IP . . . . . . . £9,800 XXI9 XXX . . . . . £4,000 Y YAP 46I . . . . . . . £1,800 2 YML . . . . . . . . £5,500 YRV I . . . . . . . £15,500 308 YTB . . . . . . £2,000 XI0 YYY . . . . . . . £750

REDUCED REGMARKS ANN 7S . . . £8,000 II0 BH . . . . . £5,900 650 GH . . . . . SOLD 880 GM . . . . . SOLD 550 LH . . . . £5,800 I02 SG . . . . £8,000 I02 SH . . . . . £9,800

6 APRIL 2022 AUTOCAR.CO.UK 79

ROAD TEST ROAD TEST

INDEX To

0-6

rqu

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The best new cars rated as only Autocar knows how A road test in any other magazine might well be a short, subjective summary of a new car produced under almost any circumstances, but the Autocar road test is different. Specific, rigorous and detailed, it’s the closest examination we can give of any new model. It appears over at least eight pages and is close to 50 man-hours in the making every week. Most of what the road test process entails is designed to be strictly repeatable and fair. We benchmark standing-start and in-gear acceleration at a purpose-built test facility every week. We carry out both subjective and objective handling tests on both road and track, on the latter up to and beyond the limit of grip, so as to fully assess stability, drivability and limit handling appeal. And while benchmark lap times are sometimes taken, they’re never an end in themselves. We record and publish stopping distances, too, as well as taking cabin noise measurements at various cruising speeds and benchmarking either indicated or brim-to-brim fuel economy. We independently measure leg room, head room, boot space and certain key exterior vehicle dimensions, and we also weigh every car we test. Just as every new car is different, however, the road test has developed to be versatile enough, week by week, so as to best assess and reflect the suitability of each test subject to its intended purpose. It now includes modular sections describing in detail the limit handling of a new car, or its semi-autonomous assisted driving technologies or its off-road capability. All of this goes to bringing you the most thorough, relevant and fair test of a new car we can produce. The scores reproduced here are the ones we gave the cars at the time so they don’t necessarily represent what those same cars might score today were they rejudged using current class standards. But you can dig deeper into their attributes by using the magazine publication dates listed here to look up an old test in your own collection or on The Motoring Archive (themotoringarchive.com), or you can order a back issue by phoning 0344 848 8816. Matt Saunders, road test editor

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C AT E R H A M Seven 620S AAAAC

9.3.16

124 Spider AAAAC

22.3.17

A L FA R O M E O Giulia Quadrifoglio AAAAB Stelvio 2.2D 210 Milano AAABC Quadrifoglio AAAAC 4C Spider AAACC

29.3.17 3.1.18 9.1.19 27.1.16

ALPINA B3 Touring AAAAA B8 Gran Coupé AAAAC

4.11.20 22.9.21

ALPINE A110 Premiere Edition AAAAA Légende GT AAAAB

16.5.18 9.3.22

ARIEL Atom 4 AAAAA Nomad AAAAA

9.10.19 24.6.15

RS4 Avant AAAAC 14.2.18 11.1.17 A5 S5 AAABC A5 Sportback 2.0 TFSI S line AAABC 8.3.17 14.11.18 A6 40 TDI S line Avant AAAAC 5.1.22 50 TFSIe S Line Quattro AAAAC RS6 Avant Carbon Black AAAAC 11.3.20 A7 Sportback 50 TDI Sport AAABC 11.7.18 A8 L 60 TFSIe Sport quattro AAABC 17.6.20 7.12.16 TT RS AAAAC 26.6.19 E-tron 55 quattro AAAAB 2.6.21 S quattro AAABC 9.11.16 Q2 1.4 TFSI Sport AAAAC 20.3.19 SQ2 quattro AAAAC 7.7.21 Q4 E-tron 40 Sport AAABC 15.3.17 Q5 2.0 TDI S line AAAAC 21.6.17 SQ5 quattro AAABC 26.10.16 Q7 SQ7 4.0 TDI AAAAC 26.9.18 Q8 50 TDI S Line AAAAC 30.12.15 R8 V10 Plus AAAAC

CUPRA

Leon 310 VZ3 Estate AAAAC Ateca 2.0 TSI 4Drive AAABC Formentor 2.0 TSI VZ2 AAAAB

BENTLEY

Huracán Performante AAAAB Evo RWD Coupé AAAAB Aventador SVJ AAAAC Urus AAAAC

11.10.17 20.5.20 19.6.19 3.7.19

LAND ROVER Defender 110 P400 X AAAAB 13.5.20 Discovery Sport D180 AWD AAAAC 8.1.20 Range Rover Evoque P300e AAAAB 10.2.21 12.12.12 Range Rover 4.4 SDV8 AAAAB Range Rover Velar D240 AAABC 30.8.17 Range Rover Sport 3.0 TDV6 AAAAB 2.10.13 SVR AAAAA 15.4.15

LEXUS

DACIA

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Sandero Stepway TCe 90 AAAAC 28.4.21 M A S E R AT I Duster SCe 115 Comfort AAAAC 22.8.18 Ghibli Diesel AAABC Quattroporte Trofeo AACCC DALLARA Levante Diesel AAACC Stradale AAAAB 16.10.19 S Granlusso AAABC

FORD

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GENESIS G70 2.2 CRDi Luxury Line AAABC 10.11.21 GV80 3.0D Luxury 5-Seater AAABC 15.9.21

HONDA E Advance AAABC Jazz 1.5 i-MMD Hybrid EX AAABC Civic 1.5 i-VTEC Turbo AAAAC 2.0 Type R GT AAAAB Clarity FCV AAAAC HR-V e:HEV AAABC CR-V 1.5T EX CVT AWD AAABC NSX AAAAB i10 1.2 MPi Premium AAAAC i20 1.0 T-GDI 100 48V AAABC N AAAAB i30 N AAABC 1.4 Premium SE AAABC Kona Electric 64kWh AAAAC Santa Fe 2.2 CRDi AAABC Tucson 1.6 T-GDi Hybrid AAAAC Nexo AAABC

12.3.14 4.8.21 30.11.16 8.5.19

MAZDA

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26.8.20 7.10.20 19.4.17 25.10.17 12.7.17 24.11.21 7.11.18 5.10.16

22.4.15 6.11.19 2.9.15 10.3.21 22.7.15 28.6.17 30.3.16 22.5.19 23.12.20 27.1.21 24.5.17 10.10.18 7.5.14

MERCEDES-AMG A-Class A45 S 4Matic+ Plus AAAAB 4.3.20 3.6.15 C-Class C63 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 14.10.20 GLE 53 4Matic+ AAABC 4.7.18 5.8.20 3.4.19 21.8.19 23.7.14 14.6.17 6.10.21 6.4.22 17.11.21 16.9.20 10.2.16 17.7.19 12.2.20 20.6.18

MG 15.4.20 24.2.21 25.8.21 27.12.17 13.9.17 31.10.18 6.3.19 17.3.21 12.6.19

3 1.5 3Form Sport AAABC 5 SW EV Exclusive AAABC ZS EV Exclusive AAACC

25.12.13 25.11.20 4.12.19

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25.4.18

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P O L E S TA R 1 AAAAC

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R E N A U LT Clio TCe 100 Iconic AAAAB Mégane 1.5 dCi Dyn. S Nav AAACC E-Tech Plug-in Hybrid 160 AAACC RS Trophy-R AAAAC Grand Scénic dCi 130 Nav AAABC Kadjar dCi 115 Dyn. S Nav AAAAC Arkana E-Tech Hybrid 145 AAABC Captur 1.3 TCe 130 EDC AAABC

21.10.20

T OYO TA Yaris 1.5 Hybrid Design AAAAC GR Yaris Circuit Pack AAAAA Corolla 2.0 Hybrid ST AAAAC GT86 2.0 manual AAAAA Prius Business Edition AAAAC Mirai Design Premium AAAAC C-HR Excel 1.8 Hybrid AAAAC GR Supra Pro AAAAC

VOLKSWAG EN

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S E AT Ibiza SE Technology 1.0 TSI AAAAB 19.7.17 2.12.20 Leon eHybrid FR AAABC Arona SE Technology 1.0 TSI AAAAC 15.11.17 19.10.16 Ateca 1.6 TDI SE AAAAB

SMART Forfour Electric Drive AABCC

TESLA Model 3 Standard Range Plus AAAAC4.9.19 20.4.16 Model S P90D AAAAB Model Y Long Range AWD AAAAC 23.3.22 15.2.17 Model X 90D AAAAC

23.9.20 3.3.21 8.6.16 5.6.19 1.4.20 4.7.12 10.8.16 16.3.16 9.5.18 16.6.21 18.7.18 4.1.17 29.5.19 14.8.19 11.8.21 22.10.14 VA U X H A L L 5.9.18 Corsa 1.2T 100 auto AAABC 22.1.20 27.5.20 Crossland X 1.2T 130 Elite AAACC 7.6.17 30.9.15 29.7.20 Astra 1.6 CDTi 136 SRi AAAAC 13.4.16 ST CDTi Biturbo SRi 137 AAAAC Combo Life 1.5 TD 100 Energy AAABC27.12.18 27.11.19 Insignia Grand Sport 2.0D SRi VX-Line 17.8.16 AAAAC 3.5.17 29.9.21 Insignia Sports Tourer 2.0 Biturbo D GSI 23.10.19 AAACC 30.5.18 25.1.17 Mokka 1.2 Turbo 130 auto AAABC 12.5.21 21.10.15 Grandland X Hybrid4 AAACC 22.4.20 13.10.21 VXR8 GTS-R AAAAC 10.1.18 18.3.20

R O L L S - R OYC E Phantom AAAAA Ghost AAAAB Wraith AAAAB Dawn AAAAC Cullinan Black Badge AAAAC

Swift 1.0 SZ5 AAABC 17.5.17 Across 2.5 PHEV E-Four CVT AAAAB 7.4.21

23.8.17

SKODA

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Fabia 1.0 TSI 95PS AAAAB 9.2.22 31.7.19 Scala 1.5 TSI 150 DSG AAABC Octavia 2.0 TDI 150 SE L First Edition 2.9.20 V O LV O DSG Estate AAAAC 17.2.21 XC40 D4 AWD First Edition AAAAB 7.2.18 2.0 TDI vRS AAAAC 24.12.19 Superb 1.4 TSI iV 218 SE L AAAAC 26.2.20 S60 T8 Polestar En’d AAABC Karoq 2.0 TDI 150 Scout AAABC 30.1.19 V60 D4 Momentum Pro AAAAC 27.6.18 18.8.21 XC60 D4 AWD R-Design AAABC 5.7.17 Enyaq iV 80 AAAAC 23.11.16 S90 D4 Momentum AAAAC 13.7.16 Kodiaq 2.0 TDI Edition AAAAC 2.0 TSI 245PS vRS 4x4 AAABC 23.2.22 V90 T6 Recharge R-Design AAAAB 11.11.20 17.6.15 XC90 D5 Momentum AAAAC

S S A N G YO N G

Tivoli XLV ELX auto AAACC

14.9.16

SUBARU

WESTFIELD Sport 250 AAAAC

29.11.17

XV 2.0i SE Lineartronic AAACC 28.2.18 Z E N O S Levorg GT 1.6i Lineartronic AAACC 13.1.16 E10 S AAAAB

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Mini Cooper S AAAAB 2.4.14 6.12.17 Cooper S Works 210 AAAAB 25.11.15 Clubman Cooper D AAABC Convertible Cooper S Sport Automatic AAAAC 19.5.21 JAGUAR 22.2.17 Countryman Cooper D AAABC F-Type V8 S Convertible AAAAC 12.6.13 Plug-in Hybrid AAABC 26.7.17 11.6.14 V6 S Coupé AAAAB 22.11.17 M I T S U B I S H I 2.0 R-Dynamic Coupé AAAAC 29.4.20 Eclipse Cross 1.5 First Edition 2WD AAACC P575 R AWD Coupé AAAAC 2.12.15 XF 2.0 R-Sport AAAAB 14.3.18 17.4.19 Outlander PHEV GX4hs AAABC 16.4.14 300 R-S Sportbrake AAABC 1.7.15 XE 2.0 R-Sport AAAAB 11.4.18 M O R G A N E-Pace D180 AWD SE AAABC 11.5.16 Plus Four AAABC 12.8.20 F-Pace 2.0d AWD AAAAC 1.12.21 3 Wheeler AAAAA P400e R-Dynamic HSE AAAAC 6.6.12 24.7.19 SVR AAAAB 12.9.18 N I S S A N I-Pace EV400 S AAAAB Micra 0.9 N-Connecta AAAAC 26.4.17 JEEP 27.3.19 DIG-T 117 N-Sport AAACC Compass 2.0 M’jet 4x4 L’d AAACC 3.10.18 Juke 1.0 DIG-T 117 AAABC 29.1.20 4xe S AAACC 16.2.22 Qashqai 1.3 DIG-T 158 AAAAC 28.7.21 16.11.16 Renegade 4xe Trailhawk AAACC 30.6.21 GT-R Recaro AAAAB Wrangler 2.2 M’Jet-II Ov’d AAAAC 10.4.19

Continental GT W12 Coupé AAAAB 2.5.18 22.12.21 Speed Coupé AAAAC Vantage V8 AAAAB 23.5.18 Flying Spur W12 AAAAB 15.7.20 1.9.21 Bentayga W12 AAAAB 18.5.16 F1 Edition Coupé AAAAC DBS Superleggera AAAAA 21.11.18 B M W 28.10.20 DBX AAAAB 1 Series 118i M Sport AAAAC 30.10.19 AUDI 2 Series 220d Convertible AAAAC 1.4.15 A1 Sportback 35 TFSI S line AAABC 2.10.19 M2 AAAAB 15.6.16 18.11.20 M2 CS M-DCT AAAAB 19.8.20 K I A A3 Sportback S3 AAABC 18.9.19 218d Active Tourer Luxury AAAAC 24.12.14 Stinger 2.0 T-GDI GT-L S AAABC A4 S4 TDI AAAAC

ASTON MARTIN

LAMBORGHINI

CITROEN LC 500 Sport+ AAAAC 18.10.17 C3 Aircross Puretech 110 AAABC 7.3.18 NX 350h Prem’m Plus Pack AAAAC 16.3.22 26.5.21 RC F AAACC 18.2.15 C4 Puretech 130 Auto AAACC 6.2.19 C5 Aircross BlueHDi 180 AAABC 13.2.19 ES 300h Takumi AAABC 6.6.18 LS 500h Premier AWD AAACC

HYUNDAI ABARTH

Rio 1.0 T-GDI 3 Eco AAABC 1.3.17 29.8.18 Ceed 1.6 CRDi 115 2 AAABC 27.2.19 Proceed 1.4 T-GDi AAABC 20.11.19 Xceed 1.4 T-GDi AAABC 31.8.16 Niro 1.6 GDI DCT 2 AAABC 1.5.19 e-Niro First Edition AAAAB EV6 77.4kWh GT-Line RWD AAAAB 12.1.22 2.3.16 Sportage 1.7 CRDi ISG 2 AAABC Sorento 1.6 HEV G-TDi 2 AAABC 20.1.21

M600 AAAAB

14.10.09

FIAT COUPE 20V TURBO TESTED 20.11.96

With a potent blown fivecylinder engine to match its stunning, Chris Bangle-penned design, the revised Fiat Coupé went down a storm at Autocar. The 2.0-litre modular five-pot added 25bhp with the help of a new, low-inertia Garrett turbo. A viscous coupling was employed to keep the driven front end in check, while the ECU limited boost in the bottom two of five gears for the same reason. The Alfa GTV’s quick steering rack was added and the Brembo brakes were upgraded. The lag-quashing turbo helped produce spectacular performance from the sonorous engine, including 30-70mph in just 5.4sec. Low-gear wheelspin could be a problem, even in the dry, but the gearbox itself was slick and the brakes effective. Feel from the new steering impressed, despite some torque-induced wiggles, and the handling was tidy enough to be fun, if best enjoyed in a higher gear than you’d normally choose

to stop the front from getting too ragged. The ride was merely acceptable, though. A high seating position was the only real interior gripe. We loved the body-coloured dash strip and cabin space was decent for a 150mph coupé. FOR Junior supercar pace, minimal turbo lag, price AGAINST Ragged on-limit handling, hard ride, wheelspin FACTFILE

Price £21,244 Engine 5 cyls in line, 1998cc, turbo, petrol Power 220bhp at 5750rpm Torque 228lb ft at 2500rpm 0-60mph 6.0sec 0-100mph 14.5sec Standing quarter 14.6sec, 100mph Top speed 149mph Economy 23.9mpg WHAT HAPPENED NEXT…

A naturally aspirated 20v Coupé was also produced but offered just 154bhp. The 1998 Limited Edition introduced a sixth gear that later became standard on the Turbo, plus exterior addenda, chassis bracing and special Recaro seats. The Coupé was deleted without replacement in 2000. Used prices start at about £1000, but tidy ones are few.

6 APRIL 2022 AUTOCAR.CO.UK 81

SLIDESHOW The longest-surviving car models

hile some car model lines seem eternal (the Toyota Corolla is now in its 12th generation, for example), it’s rare for a car to remain unchanged for more than a decade. Manufacturers continually push forward the design and technology to tempt people with something fresh. Here we celebrate the cars that bucked that trend, continuing to find popularity while staying essentially unchanged for a very long time.

Volkswagen Type 1 1938-2003 The longest-living car is the Volkswagen Type 1, aka the Beetle. Crafted by Ferdinand Porsche to put Germany on wheels in the 1930s, it was stalled by World War II. The model almost became British or American after the war, but no car maker wanted it. It prospered nonetheless as Europe got back on its feet and in desperate need for cheap mobility – even if early examples cranked out only 25bhp. Adolf Hitler’s ‘strength through joy car’ then became an icon of hippie culture, which wasn’t quite what he had had in mind. German production ended in 1978, but the car carried on in Mexico until 2003, and even then only stiffer emissions rules did for it. More than 21 million examples of the Bug were built in no fewer than 15 countries.

Morgan 4/4 1955-2019

Volkswagen Type 2 1949-2013

Hindustan Ambassador 1958-2007

The 4/4 was born in 1936, but production was suspended during the war and then again in 1951 until it was revived in 1955. While Morgan often made minor changes over time to improve the roadster’s drivability and usability, the design has always looked frozen in the 1950s. The 4/4 used Ford engines from 1955, although Morgan briefly offered it with a Fiat motor in the 1980s. In the end, it fell victim to the inability of its 1.6-litre Sigma engine to comply with new emissions rules.

The Type 2 was born when Volkswagen’s Dutch importer asked for permission to distribute the rudimentary Plattenwagen used to move parts around the Wolfsburg factory. Europeans used it for work, while Americans loved the camper versions. The Caravelle/Transporter replaced both variants, but production continued in Latin America. Volkswagen decided to drop it rather than reconfigure it for the new safety kit that laws demanded. More than 10 million were produced.

Hindustan introduced the Ambassador after purchasing the rights to the Morris Oxford Series 3 from the British Motor Corporation. We doubt anyone involved in the deal imagined it would last for half a century. The Ambassador changed little during its life, with the exception of the Avigo, introduced in 2004 with a slightly more contemporary look. Peugeot paid £10 million for the model name in 2017 in a bid to ease its return to the Indian market after a long absence.

Vaz 2121/Lada Niva 1977-present

Citroën 2CV 1948-1990

BMC Mini 1959-2000

Vaz developed the Niva to satisfy demand for an off-roader that could survive life in Siberia. While it shared some parts with the Fiat-derived 2101, the 4x4 was designed entirely in-house. Light, compact and affordable, it became an overnight hit – and Lada’s most exportable product. Lada is hardly synonymous with quality, but the Niva is solid enough to have survived a decade as a Soviet Antarctic Expedition support vehicle.

The ‘secret’ to the 2CV’s longevity was its sheer simplicity. Every part of it embodied a functionover-form philosophy, down to the flip-up front windows and the speedo-driven wipers in early cars. It was one of the rare unpretentious cars with nothing to prove, though its dog-leg gearbox took some getting used to. Citroën built 5.1 million examples, or more than nine million if you include 2CV-derived cars like the Ami, Dyane and Méhari.

Sir Alec Issigonis’s engineering genius took the Mini from a sketch to production in just 27 months. Fitting four people in a tiny box was no mean feat, yet its most innovative feature was under the bonnet: a transverse engine sat right over its gearbox, significantly reducing the drivetrain’s footprint. The Mini was so much better to live with than microcars that it killed the class stone dead. Some 5.3 million were built.

82 AUTOCAR.CO.UK 6 APRIL 2022

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