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8 - PA G E V E R D I C T

RANGE ROVER DRIVEN Why it’s still the ultimate luxury SUV

13 – 20 April 2022 £4.50

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“Spec it right and it’s brilliant”

DELOREAN EV THE FUTURE IS BACK

H O T A S T O N D BX

USED MINI COOPER

SCOOP IMAGE

13 April 2022 | Volvo C40

Absurdly fast (and brilliant)

Alfa Romeo saves the saloon

The original supermini for £6k

E K WA TO L A E R

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25/03/2022 10:54

THIS WEEK

‘The unpalatable truth is that pets are terrible’

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Issue 6510 | Volume 312 | No 3

NEWS

Alfa Romeo New Giulia and SUV flagship in pipeline 12 Smart reinvented Details and pics of crossover EV 16 New Huracán Sweet spot between Evo and STO? 18 Kia EV6 GT “True GT” with Taycan 4S-beating pace 20 Microfactory We visit EV start-up’s pioneering plant 22 Swap shop Nio batteries topped up in five minutes 24

COMMENT

NEW RANGE ROVER WILL DEFINE JLR’S FUTURE

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ALFA ROMEO PLOTS AN UNUSUAL NEW GIULIA 12

TESTED

Range Rover Why all-new SUV is back on top 4 Aston Martin DBX 707 SUV thinks it’s a supercar 30 Mercedes-Benz EQE E-Class saloon in electric guise 34 Kia Sportage PHEV Family’s flexible friend rated 36 Audi A8 Can it keep up with new S-Class, 7 Series? 37 Toyota Aygo X A city car and electric-free – honest 38 Mazda MX-5 Updated roadster in £30k-plus spec 39 Volvo C40 Recharge Twin Ultimate ROAD TEST 40

FEATURES BMW i3 A love letter to the outgoing EV trailblazer BTCC preview Tim Harvey on the big talking points

48 54

DBX 707: HARDCORE ASTON SUV DRIVEN 30

OUR CARS Peugeot 508 PSE Our final verdict of French PHEV McLaren GT We visit the ultimate car configurator Ford Puma ST Is it cut out for motorway cruising?

62 64 65

EVERY WEEK

Jesse Crosse The race to make better EV batteries 19 Matt Prior Why car designers need to be more dog 21 Jim Holder Will hybrids be spared the 2030 cut-off? 25 Subscribe Save money and get exclusive benefits 26 Steve Cropley C5 Aircross shines in its homeland 27 Damien Smith BTCC boss on seismic season ahead 28 Your Views Grecale déjà vu; car buyers losing out 58 On this day When we caught the EB110 Bug in 1992 61 Slideshow Engines that went from road to race track 82

TEN YEARS OF THE PIONEERING BMW i3 48

DEALS

I CAN’T REMEMBER THE LAST TIME I FELT SUCH A DIFFERENCE BETWEEN VARIANTS OF ONE MODEL❞ ❝

James Ruppert Citroën C5; Honda S2000; VW Fox 66 Cult hero Mini Cooper gets red-carpet treatment 68 As good as new New Honda Jazz has wider appeal 70 Take it or leave it XE Project 8; Fiesta; Touran; MX-5 71 New cars A-Z Key car stats, from Abarth to Zenos 72 Road test index Track down that road test here 81 Autocar, ISSN number 1355-8293 (USPS 25185), is published weekly by Haymarket Media Group, Bridge House, 69 London Road, Twickenham TW1 3SP, United Kingdom. The US annual subscription price is $199.78. Airfreight and mailing in the USA by agent named WN Shipping USA, 156-15, 146th Avenue, 2nd Floor, Jamaica, NY 11434, USA. Periodicals postage paid at Jamaica NY 11431. US Postmaster: Send address changes to Autocar, WN Shipping USA, 156-15, 146th Avenue, 2nd Floor, Jamaica, NY 11434, USA. Subscription records are maintained at Haymarket Media Group, Bridge House, 69 London Road, Twickenham TW1 3SP, United Kingdom. Air Business Ltd is acting as our mailing agent.

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COVER STORY

MATT PRIOR SAYS THE NEW RANGE ROVER COULD BE SPECIAL – IN THE RIGHT SPEC 4

THERE’S AN

eye-watering figure doing the rounds: Jaguar Land Rover received £68,000 per car sold in the final quarter of 2021.

This followed an extreme focus on producing Range Rover-badged cars – and particularly the Range Rover, as its most expensive, and profitable, model.

Even then, the firm was loss-making.

It’s safe to say, then, that for the future of JLR, there’s more pressure on the new Range Rover to succeed than ever before. This week’s cover star is so crucial for Britain’s most important car maker that it could even be life-saving.

The Range Rover has long been an unchallenged trailblazer, years before the likes of the Cayenne and GLS came onto the scene. To succeed, it must usurp those cars and set the bar for a new generation of Range Rover models.

Good enough for now, but also for 2024 when an electric variant arrives.

Have they gone far enough? From Matt Prior’s first drive on p4, the signs are positive: the Range Rover has picked up where the outgoing model left off and taken things still further.

It remains the very best at what it does.

The short-term prospects look good.

Now JLR must nail the next challenge: to use the profits the model generates to develop even better electric ones that lead the way long into the future.

Rachel Burgess Executive editor rachel.burgess@haymarket.com @theburgeword

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IS ALL-NEW RANGE ROVER A FIVE-STAR CAR? 4

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

TESTED 5.4.22, CALIFORNIA, US ON SALE NOW PRICE £108,775

RANGE ROVER Seminal luxury SUV enters a new generation with even more bases to cover than before

4 AUTOCAR.CO.UK 13 APRIL 2022

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T

his is the fifth-generation Range Rover and, well, it doesn’t feel like it needs a reinvention, does it?

While the new Land Rover Defender was a product transformed and the latest Land Rover Discovery went a bit on-piste compared with its predecessor, what we have here is the same luxury car meets SUV – the sort of model the Range Rover helped to define – only more so. More luxury, more refinement, more size. More technology? More price? Put it this way: “Alexa, how much is this new Range Rover I’m sitting in?”

“From £99,375.”

Some background, then. The new Range Rover can be had in short- or long-wheelbase forms, and both are larger than the versions they replace.

It rides on a new platform called MLA Flex, 80% aluminium but with a steel bulkhead at the front. There are rings of strengthening steel, too, around the lower body at the A-pillar section, and the whole body at the C-pillars and D-pillars, plus around the edges of the front door apertures. Static torsional rigidity is said to be 33kN per degree – up to 50% better than previously.

The Range Rover was a big car before and remains one now. The standardwheelbase version is 5052mm long, up 75mm on the last one, with a 2997mm

wheelbase, and the long-wheelbase variant adds 200mm to those totals.

The Bentley Bentayga is 5141mm long, the BMW X7 5151mm. The Range Rover is also wide, at 2209mm across the body – seemingly the same width as across its door mirrors.

Most Range Rovers will be fiveseaters, but the LWB can be had with an additional row of seats to make seven, or fancy versions can have just four – perhaps with a motorised fold-out table if in LWB form.

The Range Rover is immediately available as an SV variant from Jaguar Land Rover’s SVO division with these kinds of interior features, so you really can spend as much as you like.

The line-up is extensive at launch and will rapidly become more so. Engines (see box on p11 for full details) are mild-hybrid petrols badged P360 and P400, those numbers referencing horsepower; mild-hybrid diesels called D250, D300 and D350; a V8 petrol, the P530; and two petrol-electric plug-in hybrids, the P440e and P510e. A fully electric variant is coming in 2024.

An eight-speed ZF torque-converter automatic gearbox is mated to them all, with a low-range transfer box to aid offroad capability. I’ll come back to that.

The Range Rover rides exclusively on air springs, with no coil option; can ◊

❝

The line-up is extensive at launch and will rapidly become more so

❞

xIhil eost aruptio nsequat Short-wheelbase D350 gives fugitium a satisfying, dunt utolder-school vent.czxczckbzckjzbscaskjbfakj kind of driving experience 6 AUTOCAR.CO.UK 13 APRIL 2022

TESTER’S NOTE The four-seat SV has a table that electrically lifts out of the centre tunnel and swivels.

It’s a nice touch, but I can’t help thinking that things will slide off it in motion. MP

FIRST DRIVES

Early indications and its vital stats point towards excellent off-road prowess

Prior found that the SWB models felt more cohesive to drive than the LWBs

Fifth-generation Range Rover is wider and longer than the Mk4 model 13 APRIL 2022 AUTOCAR.CO.UK 7

∆ raise itself by up to 135mm for offroading and lower itself by 50mm to ease entry; and has 48V active anti-roll bars, with software that reads the sat-nav to know when corners are coming up and adjust them accordingly.

Suspension is by double wishbones at the front and a five-link at the rear, with torque vectoring by braking and an electronically controlled limited-slip differential at the rear as standard.

There’s also standard active all-wheel steering, with up to 7.3deg of opposing action at low speeds, giving an 11.37m turning circle wall to wall – the tightest of any Land Rover and about the same as the Volkswagen Golf’s.

Also fitted as standard are Land Rover’s Terrain Response II traction and stability control systems, which can adjust the engine and gearbox response as well as chassis electronics off road when the Range Rover is in permanent four-wheel drive. It will go to two-wheel drive on road between 21mph and 100mph, unless it’s below 3deg C. That’s said to reduce CO2 emissions by up to 4g/km, and the drag coefficient is a relatively slippery 0.30, but nonetheless this is a big, heavy and thirsty car. It weighs at least 2379kg (a short 3.0-litre petrol) and up to 2735kg (a long PHEV).

I wonder if this car has the broadest emissions range of any vehicle: a PHEV puts out 21g/km of CO2 , the 4.4-litre twin-turbocharged V8 270g/km.

In front of me as I write are 148 pages of description and technical details, and it feels significant that we’re 91 pages in before reaching the section called ‘Capability’, and it talks about off-roading.

Until that point, most things are about refinement and isolation. Among the 35 interior speakers are noise-cancelling functions, including in the headrestembedded 60mm speakers. The closedsection steel front bulkhead is said to reduce low-frequency vibrations and cabin noise by 24%. There are powered doors and an automatically folding loadspace cover. The biggest wheel options, 23in, are said to be no heavier than the old 22s and not detrimental to the ride.

And certainly the cabin feels plush.

The front seats are large and perceived material quality is good. Sit in, get comfortable and play with the Pivi Pro infotainment touchscreen that, at 13.1in, is bigger than ever.

It’s yet another one that’s modelled on a smartphone, Land Rover says, concerningly. As these things go, it’s not too bad. There’s Amazon Alexa voice control and separate controls for the heating and ventilation and the terrain response – although couldn’t they have put a separate rotary dial to cover the lot there instead?

Spaciousness in the front is generous and in the rear really generous. Even adults can get comfortable in the third row of a long-wheelbase variant. There’s not loads of luggage room behind them, but that’s inevitable. With all three rows in place, there’s 312 litres on the seven-seater through to 2601 litres with all the seats flat. The boot floor cover can lift and lock in a couple of different ways, one of which provides a backrest if

8 AUTOCAR.CO.UK 13 APRIL 2022

Handling benefits from standard-fit active anti-roll bars and all-wheel steering

Infotainment uses a 13.1in touchscreen and Amazon Alexa voice control; air-con has separate controls

FIRST DRIVES

Front seats are big and the cabin is spacious, with high levels of perceived quality you’re sitting on the lower tailgate.

(It drops down while the top hinges up, in traditional Range Rover style.)

I drove several variants across a morning, starting with two long cars and finishing with two short ones.

With the previous-generation Range Rover, I tended to think the short ones were the better cars. Sure, we tested a long one with some posh options against a facelifted Bentayga recently and it came out on top, and Land Rover will have hardly (you would hope) made it worse with an all-new model. But still, I thought then that the sweeter spot in the Range Rover, er, range, was further down it.

I still think so after a drive in a new P400 LWB and then a long SV model, trying it in both the back and the front seats. Every variant that I tried had 23in rims shod with 285/40 tyres.

Starting with the LWB, though, is a little inauspicious. Its issues are twofold.

For one, if you’re in the back, I’m not sure the ride is up to the job. It’s mostly flat and contained and controlled but gets caught out – as air suspension sometimes does – by sharply poor surfaces and expansion joints.

In the front, things are better, but there’s still a niggle. The steering is beautifully smooth and accurate and the other control weights are spot on.

Isolation is good (aside from the thumps that affect the ride, although they’re less noticeable from behind the wheel than in the rear cabin) and noise levels are really low. But – and here’s the second issue – there’s something about the way it steers, turns and balances its body movements that doesn’t feel natural.

There are a lot of chassis facets and technologies at work, and although ◊

13 APRIL 2022 AUTOCAR.CO.UK 9

Isolation levels are very good, but the SWB model deals with sharp bumps better than the LWB ∆ it’s impressive, and in a way that most passengers and a fair few drivers won’t really notice, you don’t quite always get back the amount of turn you asked for.

It’s subtle. It’s fundamentally good, but it feels like it wants a bit more finessing.

Given there are so many powertrain options, there are two lengths and JLR is a relatively modest size in global terms, maybe it’s understandable that the variants don’t impress equally.

If the long one doesn’t quite hit the mark, roll up the short one. It melts the

doubts away within about five corners.

I drove a P530 and then a D350.

The P530’s BMW-sourced V8 is a real peach but, like the Defender’s V8 (a different engine), it does feel a bit ‘not made for the British’.

It’s lusty, smooth and alluring, but you’re probably not going to buy one, because in its First Edition specification, it costs £140,420 before options and returns 275g/km of CO2 .

The D350 is more palatable, although these things are relative: it costs

❝ All those disparate chassis technologies really feel like they meld together and bond 10 AUTOCAR.CO.UK 13 APRIL 2022

❞

£108,775 in HSE form and emits 205g/km. But the Ingenium 3.0-litre straight six thrums away nicely and, paired with an understated interior, feels like the most old-school version of the new Range Rover and the most appealing: a car that would be happy to go from farm to Glyndebourne.

But it’s not just the ethos behind those two short variants that works.

It’s that all of those disparate chassis technologies really feel like they meld together and bond. Whatever you put in, you get back, without delay or over-compensation or weirdness. All of the systems just hang with each other and contribute to a car that’s good.

Thoroughly good. Could even be great.

That said, there was a little wind noise in one car (perhaps due to preproduction seal issues, perhaps not) and the ride would be improved again with some more sidewall on a smaller

FIRST DRIVES THREE PETROLS, THREE DIESELS AND TWO PHEVS The Range Rover is sold in more than 170 countries, and not all of them are quite up to the speed of some others when it comes to electrification.

The P360 (355bhp) and P400 (394bhp) 3.0-litre petrol straight sixes are from JLR’s Ingenium family, with a twin-scroll turbocharger, an electric supercharger and an integrated starter-generator to give a little torque-filling kick.

The D250 (247bhp), D300 (296bhp) and D350 (345bhp) diesels are also straight-six Ingenium units and, like the petrols, they have a 48V mild-hybrid system to help nudge the car along and reduce overall consumption.

All of these so far get a mild-hybrid system, but in the very few markets that don’t care, they will go without.

The P530 (523bhp) petrol V8 has received a new sump, new intake and some other strengthening ribs since it was used in a BMW so it can cope with the demands of wading or sitting at an angle for a prolonged time.

Finally, for now, are the two plug-in hybrids, the 434bhp P440e and 503bhp P510e, which are coming all but straight away but we haven’t driven yet. They feature a 38.2kWh battery said to be good for a realworld range of at least 54 miles in any conditions – 70 miles on the WLTP cycle – and can charge at up to 50kW.

V8-engined petrol P530, here in LWB guise, is the most powerful, at 523bhp

P400 has 394bhp and is one of two mild-hybrid petrol straight sixes

rim. Maybe it would breathe a touch more easily. But still: this is some car.

The engineers think wind roar is noticeable because the ride and engine isolation are fundamentally so good. We will find out for sure when we get a car in the UK. But at no point do you have to go beyond a muted voice to make yourself heard to a passenger.

It’s curious, though. I can’t remember the last time I felt quite such a difference between variants in the same model range. And I wonder whether, if Jaguar’s new XJ limousine had been allowed to reach fruition, Land Rover would have decided that it didn’t need a car to ferry rear passengers quite as much as the Range Rover is being asked to.

And off road? The ‘capability’ that they belatedly got around to? Well, I didn’t off-road much – just some steep gravel tracks with switchbacks that genuinely showed off the impressive small U-turns the car can make.

All the other numbers are good, too.

Ground clearance is 295mm (compared with 291mm for the Defender and 241mm for the rival Mercedes-Benz G-Class); approach angle 34.7deg (38deg Defender and 31deg G-Class); ramp angle 27.7deg (28deg and 26deg); departure angle 29deg (40deg and 30deg); and wading depth 900mm (900mm and 701mm). Only the PHEVs can’t pull 3500kg.

And while our off-roading was light, it felt good. It maintains the same sort of aloofness as the Defender, being happy for you to play and indulge if you want

to but fundamentally capable of sorting out the off-road shenanigans by itself.

You sit back and relax as you check the fencing in the far field, then come home, slip on something less comfortable and climb back in for a night in the West End. The Mk5 Range Rover really works that way. I’m not quite so convinced of its credentials as a stand-alone luxury passenger-mover. Maybe JLR could have done with that new XJ after all.

But in its purest form, the latest Range Rover is still the best at what it does.

And in that guise, it gets the star rating and verdict you see below.

MATT PRIOR

@matty_prior

RANGE ROVER D350 HSE Picks up where the old one left off but more so. Sensitive to spec but thoroughly talented in the right one

AAAAB Price Engine

£108,775 6 cyls in line, 2997cc, twinturbo, diesel, plus 48V ISG Power 345bhp at 4000rpm Torque 516lb ft at 1500rpm Gearbox 8-spd automatic, 4WD Kerb weight 2430kg 0-62mph 6.1sec Top speed 145mph Economy 34.0-37.2mpg CO2, tax band 198-217g/km, 37% RIVALS Bentley Bentayga, BMW X7, Mercedes-Benz G-Class

13 APRIL 2022 AUTOCAR.CO.UK 11

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

Email our news editor felix.page@haymarket.com

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New Giulia and SUV up next in Alfa Romeo renaissance Model blitz set to include unconventional Giulia successor and flagship Q7 rival

A

lfa Romeo’s premiumfocused reinvention under the ownership of Stellantis is continuing apace, with the focus now shifting to a replacement for the Giulia saloon and, according

12 AUTOCAR.CO.UK 13 APRIL 2022

to senior sources, the creation of a new large SUV flagship.

Speaking to Autocar at the Pomigliano factory in Italy that will build the recently revealed Tonale crossover, Alfa Romeo boss Jean-Philippe Imparato

said that he had tasked the design team with looking at an unusual replacement for the Giulia. In addition, industry reports have been circulating about the development of a new range-topping SUV in the

vein of the Porsche Cayenne, likely to be battery-electric.

Imparato told Autocar that the current Giulia and Stelvio SUV have “some years left to run” but he has already given a brief

to Alfa Romeo’s designers (led since June last year by ex-Seat and Dacia design boss Alejandro MesoneroRomanos) to consider, including a proposal for an estate-style car that

GTV coupé could return as an EV to challenge BMW i4

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❝

The design team are looking at an unusual replacement for the Giulia ❞

might take on the new Genesis G70 Shooting Brake.

“I don’t want to give up on the sedan [saloon] market,” he told Autocar. “It’s in Alfa’s DNA to have a sporty sedan.

But I also acknowledge that there were many suggestions that there should be a station wagon [estate] version of the Giulia. Maybe there’s a tipping point between the sedan and the station wagon. With a new Giulia, maybe we can have the best of both worlds.”

Imparato said that the Italian brand’s future product plans would be underpinned by “stability” – something that it has certainly lacked over the past 20 years and more.

Giulia Quadrifoglio might not be the final V6 Alfa

Current Stelvio will also get second-gen replacement He explained: “Stability and not changing course every morning is essential to Alfa. The next five years of our product plan has been signed off and is funded [by Stellantis].

Next year, we will be fixing our product plan to 2028. And into the 2030s, we will be planning for quality, electric platforms and software.”

Imparato gave Autocar an outline of the future Alfa

Romeo plan, revealing that a B-segment SUV (tipped to be called the Brennero) will be launched in 2024, followed by a fully electric car in 2025, another EV in 2026 (which could be the E-segment

super-luxury SUV reported in the Italian press) and a third EV in 2027.

As yet, it’s not decided where each of these models will be built, although Imparato said that the Pomigliano and ◊

13 APRIL 2022 AUTOCAR.CO.UK 13

∆ Cassino factories, both near Naples, will remain the core production bases in future.

Although Imparato wouldn’t go into specifics, it’s thought that the 2025 EV could be sold as a Tesla Model 3 rival, using the hallowed GTV name (as previously reported by Autocar) and benefiting from the kind of dramatic and distinctive styling Alfa Romeo is known for, with an Audi A5 Sportback-style four-door coupé format believed to be favoured.

Sources say that leveraging classic Italian design on a modular Stellantis EV architecture will help Alfa Romeo stand out against more self-effacing Tesla products.

Reports suggest the GTV could also be sold as a plug-in hybrid with a petrol engine while still based on the same basic flexible architecture.

Imparato did give some extra clues to the 2025 car, saying it would be the first to benefit from a brand-new, cuttingedge Stellantis family platform.

Referred to by Stellantis as STLA and offered in four sizes, this will feature the group’s new electrical architecture, which includes 5G data connectivity, artificial intelligence and advanced driving assistance systems, as showcased by US brand Chrysler’s recent Airflow concept.

While the future Alfa Romeos will be built on Stellantis family platforms, Alfa seems likely to be offered some flexibility when it comes to suspension and chassis systems, particularly for its more upmarket models.

Autocar has previously reported Alfa Romeo product boss Daniel Guzzafame as saying: “We want to keep the good things from the Giorgio platform [that underpins the Giulia and Stelvio]. There are opportunities that we’re studying now.”

It’s thought the Giorgio’s steering and suspension hardware could be adapted for

❝

We must make bold choices.

Alfa must be very distinct ❞

Alfa CEO Jean-Philippe Imparato the new Stellantis platforms.

Notably, Maserati is the first brand outside Alfa Romeo to use the Giorgio hardware, which cost some £800 million to develop, with its new Grecale SUV riding on a re-engineered version of the platform.

The Grecale will become available as an EV in 2023, but neither firm has given any indication of how readily the platform will accommodate an electric powertrain.

The large electric SUV reportedly coming from Alfa Romeo – and likely to be positioned as a dynamically focused, upmarket rival to the new Lotus Eletre – could therefore blend elements of legacy ICE and bespoke EV platforms, with a view to differentiating it from other Stellantis electric SUVs, like the upcoming Jeep EV and Opel/Vauxhall Manta.

Autocar was also assured by Imparato that all Alfa Romeos are still being developed and

Dynamically focused SUV could be in vein of new Lotus Eletre honed by company engineers at the historic Balocco test track in northern Italy.

He added that “getting access to technology, the platforms, the electric architectures, batteries and infotainment would be impossible for me if Alfa were a stand-alone [operation]”.

Retaining a distinctive image and driving experience as part of the 14-brand Stellantis empire will prove a challenge for Alfa Romeo, because it will share components and

Heralded Giorgio platform tipped to live on in some form

architectures with more overtly mainstream brands, including Citroën, Fiat, Peugeot and Vauxhall.

Aside from intelligently adapting group architectures, it will need to work even harder on distinctive aesthetics.

Imparato emphasised this by revealing to Autocar his fundamental design requirements for future cars.

“The typology and elements that need to be defined are clear,” he said. “We must make bold choices. Alfa must

E V ERY NE W A LFA ROMEO COMING SOON IMAGE

Tonale New small crossover, which offers Alfa’s first plug-in hybrid powertrain, is due in the UK very soon and will gain an electric version if the demand is there. A Quadrifoglio also hasn’t been ruled out.

14 AUTOCAR.CO.UK 13 APRIL 2022

Brennero A Ford Puma rival to open up Alfa’s expanding SUV range, the Brennero (named after a mountain pass between Italy and Austria) is expected in 2024 as a close relation to the Peugeot 2008.

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GTV Hallowed GTV name is tipped to return for a rakish electric five-door coupé to take on the BMW i4. A plug-in hybrid powertrain option could be one of the final combustion cars Alfa launches.

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Giulia The successor to today’s well-received Giulia, now in its sixth year, is set to be a less conventional shape, possibly straddling the saloon-estate boundary with a view to attracting more buyers.

NEWS A LFA CA N LE A R N FROM THE PAST H I LT O N H O L L O WAY

New Chrysler Airflow concept gives clues to Alfa’s high-tech future

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be different; it must be very distinct in the lighting [design], the wheels, the steering wheel and the instrument cluster.”

Imparato said that he wants to “depollute” the interior of future cars, strongly hinting that Alfa Romeo will buck the trend of huge touchscreens.

Future interior design will allow the driver to see just as much information as they want.

“Drivers should feel happy and have no stress,” he said, hinting at a philosophy of avoiding information overload.

Sources have hinted that future models could have more controls mounted on the steering wheel – a theme also being pursued by Ferrari.

Alfa Romeo EVs also run the risk of ‘depolluting’ the classic ICE driving experience, but Imparato said he has ideas about how to resolve that.

“I will never allow fake noise [in future cars], but we might put vibrations back into an [electric] car,” he told Autocar, suggesting ICE-like vibrations could be fed through the floor,

steering and seats in a ploy to retain enthusiast appeal.

These plans form a fundamental part of Imparato’s vision to revitalise Alfa Romeo.

Thirteen months after he took the top job in Turin, his strategy is becoming clear: electrification and chasing the premium market but ensuring that the brand remains as distinctive as possible in a market that’s showing signs of convergence in design and dynamics.

HILTON HOLLOWAY

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Stelvio BMW X3 rival will return for a second generation alongside its Giulia sibling.

It would be a good fit for the premiumfocused STLA Medium platform, said to yield a range of up to 440 miles.

Large SUV Audi Q7 rival will take Alfa into new territory and could be its first car to use the largest STLA platform. This electrified 4WD hardware will make production in the second half of 2023.

Over the past 15 years, there has been a culling of what used to be called near-premium car brands.

Those that used to command a premium position but had faded over the years, with sub-scale sales and nonpremium residual values.

Rover went in 2005, Saab went in 2010 and Jaguar is about to be shrunk down to a bespoke super-upmarket EV brand. But the other two brands in that unhappy group, Alfa Romeo and Lancia (currently just a single-model, single-market company), haven’t just survived but have now been given a new lease of life.

That’s all thanks to them becoming part of the Stellantis empire.

Alfa Romeo has a solid five-year launch plan in place to make another concerted effort to re-establish itself.

It’s a stoke of luck when the marque sold just 56,000 cars in the fractious year of 2021. Even so, company boss Jean-Philippe Imparato has assured Autocar that “the profit and loss [account] was in the black”.

Of course, the industry’s move to building EVs plays in Alfa Romeo’s favour. There’s

no doubt that shared EV platforms greatly reduce a maker’s ability to engineer in driving distinction, which is where iconic design becomes so useful.

Being able to drape a corporate EV platform in classic styling is a distinct advantage. That’s why Ford has reinvented the Mustang as an electric car and models such as the Renault 5 are being reborn as EVs. Indeed, Stellantis is also set to revive the Opel Manta and Lancia Delta names for new EVs. Alfa Romeo’s character and history are major assets when the rest of the decade will be about making EVs interesting. Previously, it was supposed to be about driving pleasure, which brought the brand a world of pain over the past 20 years as it struggled to find platforms that could live up to the promise. And when the investment was finally made in the excellent Giorgio rear-drive architecture, its cars remained sub-scale.

Imparato’s plan to make Alfa Romeo’s ICE cars of the highest static quality and its EVs of the greatest character is perhaps the most intelligent yet.

Alfa can leverage design heritage to help it stand out

IMAGE

Mito Stellantis’s EV platform family makes the prospect of a new supermini more feasible. It would be an urban-oriented EV atop the STLA Small architecture, making it a Peugeot e-208 relation.

IMAGE

Spider Imparato isn’t joking about bringing back sports cars. He has even shown dealers an early Spider EV design. But he concedes that bigger-selling and more profitable cars must come first.

13 APRIL 2022 AUTOCAR.CO.UK 15

Electric SUV is fresh start for Smart New #1 has been created by Geely and Mercedes; gets 268bhp and 273-mile range

T

he reinvention of 28-yearold Smart as a style-led electric mobility brand is officially under way, with the production version of the #1 (pronounced ‘hashtag one’) arriving to challenge a host of electric compact crossovers.

This is the first new Smart car since Chinese group Geely became a 50% stakeholder, taking half of the company from Mercedes-Benz in 2019.

It is also the first all-new car to wear a Smart badge since 2014 and described by the firm’s European CEO, Dirk Adelmann, as “the nucleus of all things to come”.

The #1 is positioned as a premium-oriented crossover with dimensions and technical figures that line it up as a rival to the Renault Mégane E-Tech and Kia Niro EV. Importantly, however, Smart emphasises that a focus on maximising interior space results in a cabin comparable in size to that of the Mercedes-Benz E-Class.

It’s the first Europe-bound EV to use Geely’s new EVspecific SEA architecture, which was initially deployed on the Chinese-market Zeekr 001 shooting brake and will soon provide the basis for an entry-level electric SUV from Volvo.

The German and Chinese firms sharing management of the Smart brand have already outlined their respective responsibilities: Geely will supply the fundamental architectures and Mercedes will take care of design.

The #1 is driven by a single motor on the rear axle supplying 268bhp and 253lb ft of torque, which send the 1820kg EV from 0-62mph in 6.7sec and on to 112mph.

Autocar understands Smart bosses are also evaluating the

viability of a twin-motor layout.

Certainly, the #1’s yet-tobe-homologated efficiency and range figures stack up agreeably against those of its competitors.

Energy is stored in a 66kWh nickel-manganese-cobalt

battery pack that’s good for a maximum range of 273 miles, while 150kW rapid-charging capacity means a 10-80% top-up can be completed in less than half an hour.

Smart’s focus on maximising range is evident in a design that

OFFICIAL PICTURES

Design language is all new; kick-up is nod to old safety cell

DeLorean name returns on American electric supercar THE STORIED DeLorean name is returning for a futuristic American electric supercar, which will take a completely

different design approach to the DMC-12 sports coupé of 1981-1982.

Now confirmed for an

EV will look futuristic but reference DMC-12

unveiling on 18 August ahead of a debut at the Pebble Beach Concours d’Elegance three days later, the DeLorean

IMAGE

EVolved, as it is currently known, will be a highly modern proposition with what look to be only subtle nods to its famous namesake.

Previews released by its creator hint at a rear end clearly designed with a focus on aerodynamic efficiency: the rear deck is tapered and houses louvres for directing airflow, the rear arches extend dramatically from the side of the car and there looks to be an extendable rear wing housed above the full-width light bar.

Beyond that, Texas-based

MERCEDES SL GAINS 375BHP FOUR

ASTRA SIGNS OFF AT ELLESMERE PORT

The Mercedes SL is available with a four-cylinder engine for the first time since 1955. The new AMG SL 43 gets 375bhp, 354lb ft and a 0-62mph time of 4.9sec from a version of the 2.0-litre turbo unit that’s destined for the next C63.

The final British-built Vauxhall Astra has rolled off the line at Ellesmere Port, ending 60 years of combustion car production at the plant. Stellantis will now repurpose the site to build electric vans and MPVs for Citroën, Opel, Peugeot and Vauxhall.

16 AUTOCAR.CO.UK 13 APRIL 2022

DeLorean hasn’t given any more clues as to the design of its first new model since obtaining the rights to the defunct marque, beyond earlier confirming it will have gullwing doors and a light-up V-shape motif across the front.

It has also yet to confirm the supercar’s production name, saving this for its unveiling.

DeLorean previously suggested that the new car will place more of a focus on luxury than did the original DMC. Design house Italdesign,

clearly majors on aerodynamic efficiency. Indeed, a drag coefficient of 0.29 – achieved with the use of concealed door handles, an active grille shutter and a slippery, curved silhouette – puts it almost on a par with the Volkswagen ID 4.

The #1 also bears a number of distinctive design cues that will become hallmarks of the reinvented Smart range, namely its charismatic wrap-around front light bar, two-tone paint scheme, ‘floating’ roof and squat,

compact proportions.

With the interior design, Smart has prioritised ‘usercentricity’ and connectivity.

The high-definition 12.8in infotainment touchscreen is fully customisable and provides an interface for an avatar that responds to vocal commands.

An associated smartphone app gives access to a raft of connectivity functions and live data, while over-the-air download capability means a claimed 75% of the car’s ECUs can be updated remotely.

Pricing details have yet to be confirmed, but it will be pitched against the Volkswagen ID 3 from around £35,000.

Smart’s new retail strategy is to work with “experienced partners” to provide a “real and customer-oriented omnichannel experience along the entire customer journey”, mixing offline and online.

Mercedes has sold Smart’s factory in Hambach, France, to Ineos, so Geely will handle #1 production in Xi’an, China.

FELIX PAGE

OFFICIAL PICTURES

NEWS

Split front lights mirror those of new 7 Series

BMW gives X7 bold redesign, new tech Mercedes-like cabin is as spacious as E-Class limo’s

BMW HAS UPDATED its X7 flagship SUV with a bold new front end, an upgraded interior, revised digital functions and new mild-hybrid petrol and diesel engines.

Due in the UK in August, the refreshed X7 gets a distinctive split-headlight treatment that will also be used for the new 7 Series limo, coming next week.

In the future, BMW plans to provide each of its model lines with their own unique look, so the 5 Series saloon and X5 SUV will be more closely linked, for example, too.

The front bumper has also been heavily reworked to accommodate new-shape air ducts, the tail-lights are a different shape and there’s now the option of a light-up front grille, as well as the option of 23in wheels – a first for BMW. The headline upgrade to the six-or-seven-seat cabin is a new iX-style infotainment

DeLorean company has since 1995 supported owners of original DMC; now will make car of its own whose founder Giorgetto Giugiaro was responsible for shaping the DMC’s characteristically angular stainless-steel body, is understood to be involved with resurrecting the brand.

The identity of a powertrain supplier has yet to be revealed,

but notably Italdesign recently inked a partnership deal with British company Williams Advanced Engineering, under which the two will collaborate on an open-source platform for manufacturers of low-volume electric cars.

DeLorean was founded

interface, combining 12.3in and 14.9in displays in a single unit offering touch control and running BMW’s eighthgeneration operating system.

Lower down, there’s a new gear selector and iDrive controller within a revised centre console.

Under the bonnet, the X7 now plays host to BMW’s latest turbocharged 3.0-litre straight-six petrol and diesel engines, each now with a 48V mild-hybrid system to improve performance and efficiency.

The xDrive40i petrol packs 375bhp and 398lb ft of torque, while the xDrive40d diesel brings 347bhp and 531lb ft.

The flagship M50i xDrive has been replaced by a new M60i xDrive, which gets a 523bhp turbocharged mild-hybrid 4.4-litre V8 (as used by the new Range Rover P530). It’s good for 0-62mph in 4.7sec and a top speed limited to 155mph.

Eighth-generation iDrive is biggest change inside

in 1995 by British engineer Stephen Whyte. It recently hired Joost de Vries, former sales and customer experience boss at Karma, as its new CEO. De Vries joined chief marketing officer Troy Beetz, also formerly of the American luxury brand.

MAYBACH ADDS TO ABLOH LEGACY

DEFENDER 130 V8 SEEN ON TEST TRACK

Mercedes has shown the Maybach by Virgil Abloh as its final tie-up with the late fashion designer.

Just 150 examples of the S-Class will be sold, with a two-tone livery, unique badging and the option to adorn drivers’ profile pictures with Abloh items.

As Land Rover gears up to reveal its Defender 130, a test mule spotted with an aggressive quad-exit exhaust all but confirms the BMW X7 rival will get a V8 range-topper. It’s not yet known whether it will use JLR’s 5.0-litre unit or BMW’s 4.4-litre one.

13 APRIL 2022 AUTOCAR.CO.UK 17

Carbonfibre engine cover lies flat and is positioned so as to allow for a new vertical rear window, which improves visibility.

Huracán Tecnica will go on sale this year priced beyond £200k

New exhaust system, with hardware and software changes, is said to give the engine an aural edge over the STO in the upper reaches of its 8500rpm scope.

OFFICIAL PICTURES

Huracán broadens its appeal Lamborghini’s new 631bhp Tecnica version aims to mix the best of the Evo and STO

L

amborghini has launched the most versatile and ambitious version of the mid-engined Huracán supercar to date.

With styling lightly inspired by the hybridised Sián hypercar, the rear-driven Tecnica will bridge the gap between the Huracán Evo and the hardcore STO when it arrives later this year at an expected asking price comfortably in excess of £200,000.

Chief technical officer Rouven Mohr described it as “more or less a combination of both [existing] cars”. As such, the spread of its recalibrated driving modes is broad, with Strada offering the same languid cruising manners as the regular Huracán Evo and Corsa bringing the Tecnica close to the aggression of the STO. However, midway Sport mode will be the new car’s ace card, enabling levels of controllable oversteer never before seen in any modern Lamborghini, according to Mohr, who this year returned from Audi for his second stint in Sant’Agata, replacing Maurizio Reggiani (now at the firm’s Squadra Corse motorsport division).

Driver confidence is apparently the single most important element of the car’s character, with genuinely approachable on-limit handling being the priority.

18 AUTOCAR.CO.UK 13 APRIL 2022

Like the STO, the Tecnica is solely rear driven and is powered by the same 631bhp 5.2-litre naturally aspirated V10, mated to Lamborghini’s seven-speed dual-clutch transmission and an electronically controlled limited-slip differential.

As for outright performance, 0-62mph is dispatched in a claimed 3.2sec, 100mph goes by in 9.1sec and the top speed is 203mph.

The Tecnica uses the same rear-wheel steering system as the track-focused STO. It knits the agility- and stabilityenhancing effects of that system with brake-based torque vectoring and adaptive

Driver can expect 0-62mph in 3.2sec and 203mph flat out

W H AT ’S THE TECNICA LIK E TO DR IV E? Driving a late-development prototype Tecnica on track at Nardò is huge fun, even if it feels like a step down after the spikier adrenaline highs of

the Huracán STO. The Tecnica is clearly more road focused than its race-inspired sibling.

That’s no bad thing: the STO’s refinement could politely

Sport mode allows you to get the tail out wide

be described as marginal. But it does make the Tecnica a less intense ten-tenths experience.

Its V10 is noticeably quieter when being revved out – apparently, tougher drive-by regulations are partially to blame for that – and it has less darty front-end responses thanks to fixed-ratio steering.

Yet once turned in to Nardò’s many corners, the Tecnica produces huge grip and the exciting, edgy sensation that comes from big power and rear-wheel drive. The dynamic systems still keep guard,

but the intermediate Sport dynamic mode allows a liberal amount of low-speed power oversteer. The more trackfocused Corsa setting actually prioritises grip over slip. The steering’s power assistance is still a little too generous compared with the junior supercar norm, but the brake pedal is weightier and easier to modulate than the STO’s.

The Tecnica is secure, exploitable and enormously quick on track – but I suspect real roads will suit it better.

MIKE DUFF

NEWS WHY LAMBO BUCKS 4WD TREND RICHARD LANE

Since the days of the Diablo, four-wheel drive has been a dynamic pillar for Lamborghini and the result has often been cars lacking in adjustability and with more of an understeer balance than is appropriate.

But with the Huracán Evo RWD, matters suddenly improved and those gains were cemented with the playful and superbly progressive Huracán STO. So why is Lambo bucking an industry trend away from rear-driven supercars?

Technical chief Rouven Mohr said it is all part of the plan, because customer tastes are moving away from spec-sheet superiority and towards drivability and fun.

He said: “At the beginning, when the control systems were not on the same level [as the power], you had to ensure the car was stable and safe. For a mid-engined car, this is a much bigger challenge than [for anything]

front engined and with rearwheel drive. Therefore, the first focus was to have a car the customer can handle.”

So that explains why every model from the Murciélago on has launched with AWD, but why change now? “Well, in the meantime, the steps in electronic integration, setup knowledge and so on have been increased dramatically, and now it’s possible to have a car with 631bhp and rear drive that’s so easy to control that every customer can have fun,” said Mohr.

“Also, if you look at the super-sports car field, there is a little bit of change, for sure. In the past, everything was oriented towards lap time performance. But the cars are so incredibly fast you can’t drive them to the limit on the road. Therefore, we decided to offer another aspect of the Lamborghini brand, one related to driver involvement and controllability.”

traction control (which, depending on the driving mode selected, allows generous yaw but only when the car believes the driver intends it). This all goes through the electronic LDVI ‘brain’ that was first seen on the 2019 Huracán Evo. Semi-slick Bridgestone Sport tyres (305mm wide at the rear) are wrapped around newly designed 20in wheels, which cover standard-fitment carbon-ceramic brakes with a more road-focused compound than those of the STO. What the Tecnica lacks compared with the STO is the senior supercar’s wild aero package, weight-saving regime and clamshell bodywork.

However, at 1379kg, the new car weighs 10kg less than the Huracán Evo RWD and places a similar emphasis on aerodynamic efficiency.

The new wing contributes to 35% more downforce than the Evo RWD, yet the Tecnica also manages 20% less drag and the high-exit hexagonal exhaust tips are flanked by large apertures that sit beneath the contoured taillights and help expel heat from the engine bay.

While the Tecnica is as wide and tall as the Huracán Evo, it’s 61mm longer, with an extended glasshouse in the style of the Essenza SCV12.

RICHARD LANE

Those big pipes make less noise than the STO’s

UNDER THE SKIN JESSE CROSSE

HOW EV BATTERY RESEARCHERS ARE CHASING MATERIAL GAINS

MAYBE IT’S NO surprise but the worldwide boom in electric vehicles is spawning furious activity in battery development.

Work is going on to improve existing lithium ion technology (such as solidstate batteries that do away with liquid electrolyte), but determined efforts are being made to perfect the use of more diverse ingredients, too. Most are still at the research stage, and although it’s true that attempts to develop better batteries in the past haven’t amounted to anything tangible, there’s now a lot more incentive and financial backing to try to make game-changing ideas work.

One of those is the lithium air cell, a sort of halfway house between a conventional battery and a hydrogen fuel cell. The man who really started the ball rolling on lithium air cells is Professor Peter Bruce, a chemist who succeeded in prototyping a single lithium air cell as part of a four-year project that ran from 2007 to 2011 at the University of St Andrews. Lithium air cells use oxygen from the air as part of the chemical reaction that goes on during charging and recharging, removing the need to carry chemicals around in the battery.

Success would mean greater capacity than we have today but overcoming a lack of efficiency and poor cycle life (the number of charges and discharges a battery can take before beginning to degrade) have proved difficult to overcome beyond double figures.

That said, scientists around the world are still on the case and, earlier this year, researchers at Japan’s National Institute for Materials Science (NIMS) claimed to have developed a lithium air battery with an energy density of 500Wh per kilogram, roughly twice that of the best lithium ion batteries. No mention has been made of the number of charge and discharge cycles it can achieve, though.

Scientists at Illinois Institute of Technology said last year that they have succeeded in overcoming the problem, having achieved 1200 charge and discharge cycles in a prototype battery. Reduced cycle life is due to the other elements in air, such as carbon, nitrogen and water, which also react with lithium and produce a contaminating layer that prevents oxygen reaching the positive electrode and using up lithium. The team developed an electrolyte that stops this from happening and absorbs

The International Energy Agency predicts there will be 245 million electric vehicles in the world by 2030, all needing batteries.

any impurities.

Other technologies are gathering pace, too. Battery startup company Theion, whose CEO Ulrich Ehmes is experienced in industrialising battery production, has developed a lithium sulphur positive electrode (cathode) that, it claims, can triple the range given by conventional lithium ion cells. Sulphur is an abundant element and in this case replaces nickel and cobalt. The use of cobalt in batteries is controversial because of the environmental impact of the waste generated from mining it, not to mention the associated human cost.

Theion claims its sulphur-based technology is 99% cheaper to source and making battery cells using it consumes 99% less energy. The company says 16 patents are pending on processes to make the cathodes for what it calls its ‘Crystal Battery’, based on the fact that sulphur exists naturally as a crystal. Theion will build and supply batteries for testing by aerospace customers this year. Automotive use is expected for 2024 and gigafactoryscale production by 2025.

NEW TECH GETS GREEN LIGHT Ford has been using a Kuga equipped with prototype control systems to automatically change traffic lights to green as it approaches. The idea is to provide a clear route for emergency services and avoid crossing red lights. The tests were carried out using C-V2X (cellular vehicleto-everything) technology. The Kuga also tested daily driving scenarios, receiving a signal from traffic lights and modulating its speed using cruise control to always arrive when they are green.

13 APRIL 2022 AUTOCAR.CO.UK 19

Neon highlights mark out GT; cabin is rich and tech-heavy

OFFICIAL PICTURES

Kia EV6 GT is ‘true grand tourer’ Taycan 4S-baiting range-topper gets 577bhp but majors on enjoyment and comfort

T

he new EV6 GT is Kia’s most powerful car yet, but it will be a true grand tourer with a high degree of versatility, according to the brand’s development guru.

The range-topping version of the electric crossover features a dual-motor powertrain with combined outputs of 577bhp and 546lb ft of torque, resulting in a 0-62mph time of 3.5sec and a top speed of 161mph – making it faster than the Porsche Taycan 4S. Yet Albert Biermann, the Hyundai Motor Group’s retired R&D boss who now serves as an advisor, promised that the EV6 GT “will be a true GT”.

He said: “We started GT on the Stinger, and the GT is always the top-of-the-line model. It’s not a car for the race track; it’s a different story. This is designed for long-distance touring, and it offers good speed while being enjoyable to drive.”

The EV6 GT uses the same motors as top-end versions of the regular EV6. However, while the front unit remains at 214bhp, the rear one has been raised to 362bhp through the use of a second inverter.

Also fitted is an electronic limited-slip differential, which

20 AUTOCAR.CO.UK 13 APRIL 2022

balances power between the four wheels.

The GT retains the regular EV6’s 77.6kWh battery, giving it a range of 263 miles, and is capable of ultra-fast charging, with 10-80% taking 18 minutes.

Biermann noted that the Hyundai Motor Group’s EVspecific E-GMP platform “is a fantastic base to start with” for a performance car, adding: “It didn’t need fundamental changes, because it can handle this level of power.”

Kia engineers added extra control arms to the front axle to

give the system more freedom and retuned the steering and adaptive dampers to balance performance with comfort at high speeds.

There’s also a dedicated GT driving mode, activated via a button on the steering wheel, that optimises the motors, braking, steering, suspension, e-LSD and electronic stability control for performance.

The upgraded motors and performance tweaks will also be used on the forthcoming Hyundai Ioniq 5 N, but Biermann insisted that the

freedom the E-GMP platform offers means the two brands can have “different fun cars”.

The Ioniq 5 N is set to take a more hardcore approach.

While the powertrain and vehicle settings have been heavily reworked, the design makeover for the EV6 GT is relatively limited. There’s a unique clamshell bonnet, new front and rear bumpers, a small rear aero spoiler, neon-look brake calipers and special 21in alloy wheels.

Inside, it gains suedetrimmed bucket seats and

ALBERT BIERMANN DRIVES A PROTOTYPE FOR US Our first taste of the EV6 GT came from the passenger seat with Albert Biermann driving.

From a short test route that consisted largely of German autobahn, we can’t offer too many dramatic insights.

What we can tell you is the EV6 GT is impressively quick to accelerate and cruises effortlessly at high speeds.

Biermann insisted that our car wasn’t finished, describing it as “a mix of prototype and pre-production”. Even so, it felt settled and composed,

and Biermann demonstrated how he has learned to use Kia’s i-Pedal energy recuperation system to aid spirited driving.

We could feel differences in the car’s poise as he switched driving modes, but even in GT mode the ride didn’t feel overly stiff, helped by the enveloping bucket seats.

We will have to drive it to know for sure, but it certainly seems Kia’s new performance car has embraced the ‘grand tourer’ ethos.

GT can go from 0-62mph in 3.5sec and reach 161mph

special GT design elements.

The EV6 GT is due on sale later this year. Pricing has yet to be set, but it will sit above the £53,595 EV6 GT-Line.

However, Biermann joked that “if you want to have something comparable with the GT spirit like this car, you would have to spend more than twice the money. So you can have one EV6 GT for the week in grey and then one in a bright colour for the weekend.”

JAMES ATTWOOD

Matt Prior NEWS

THE

NOTEBOOK

TESTER’S NOTES

General public tends to be less hostile to cute-looking cars

A POLISHED ACT We scooped Fiat’s radical electric future last month, but it turns out Fiat EVs have existed for decades.

The Polish National Museum of Technology has acquired a Polish-built Fiat 125p that was electrified at the Warsaw Electrotechnical Institute in 1977. Its range is just 62 miles and its top speed 50mph, but that’s impressive when you consider that it has eight 40kg batteries in its boot.

GEMERA GETS GOING Do you have a spare three minutes and 42 seconds?

Koenigsegg has published a video of the boss himself, Christian von Koenigsegg, firing up and driving the first completed prototype of the Gemera, a mega-GT due in 2023 with 1700bhp from a 2.0-litre twin-turbo triple and three EV motors. We’ve yet to verify its 250mph top speed, 1.9sec 0-62mph time or 31-mile EV range, but we do now know this: it doesn’t sound like the Ford Puma.

FOR THE NON-DRIVERS A self-driving Lotus would seem to jar with the firm’s ‘for the drivers’ mantra, but attributes boss Gavan Kershaw said that while the new Eletre SUV offers levelfour autonomy, it doesn’t cede driver engagement: “There are days when you want to drive the car and days when you want your commute assisted. We see it more as a commute assist.”

’ll tell you who get an easy ride: dogs. And cats, for that matter. They have things far too easy, given how bad they are for the world.

For a start, when they’re not eating your slippers, dogs eat loads of meat.

Cats do too when they’re not after next door’s budgie. And consuming meat, you probably will have read, is bad.

Animal farming contributes to CO2 or equivalent emissions and, in some countries, to deforestation. Less meat and more plants is the uncontroversial current thinking.

Then there’s what these animals are doing when they’re not eating. Partly breathing out, which is only marginally antisocial in itself compared with the defecating. Oh, the defecating.

Depending on when and where they’re doing it, that’s much worse.

The bags that most pet owners use to collect dog mess are very much a single-use plastic – you would hope.

Cat litter bags likewise.

Then there’s the uncleared faeces, whether it’s because a dog has a bad

I

Dogs teach car designers a valuable lesson

❝

Is it any wonder that people don’t like sports cars with snarling, growling and nasty faces? ❞ owner or because your neighbour’s cat has left you something on your garden path that ends up on your shoes. Awful behaviour.

Worse still, it’s not like dogs and cats are useful. My central heating emits CO2, so does my car and so do my children, but at least they’ve got a purpose in furthering the human condition. Which, if you think that’s important (and I do), means we should probably keep them around.

Those few with medical roles aside, pets have no discernible value.

You don’t need them to get to work or to heat your food, they don’t pay the bills and they’re not going to cure hay fever. They just make their owners feel a bit better. That’s it. That’s all they do. Basically, they’re destructive yet pretty much pointless.

It’s hard to find any estimate of just how destructive, but one study put the environmental impact of a large dog at 2500kg of CO2 or equivalent per year (I don’t know, but that seems a lot).

If true, that makes them at least as harmful but way less useful than the car that you absolutely need so you can go to work, the shop, the hospital or to care for other people. Yet it’s the car that cops all the flak and not the pet.

The unpalatable truth is that pets are terrible. And, yup, I love mine unconditionally.

Do you know why these pointless furballs get away with it? Because while cars are going around being shouty and aggressive, the nastier looking the better, just have a glance at those pets.

Go on, look at a puppy’s world-class floppy ears and big paws. Have a little squeeze of a cat’s toe beans and a stroke of its impossibly soft fur while it purrs.

Melt at the way they look up at you with those big adoring eyes that say “yes, you’re my entire world”, or at least “Prior, I believe my next meal is due”.

Meanwhile, there’s a good chance that a sports car will make an angry, spiteful noise and have a snarling, growling and nasty front end – very much its face. Is it any wonder that people don’t like those as they pass loudly by when there’s an adorable golden cavapoo in the vicinity?

Maybe the industry could learn a thing. Some Japanese cars, notably, used to have sweet faces, and I don’t find that people get irate over pretty classic cars.

Perhaps if modern cars appeared less aggressive, shouted less and were cuter, they would get an easier ride.

Cars: be more dog.

GET IN TOUCH

✉ matt.prior@haymarket.com @matty_prior 13 APRIL 2022 AUTOCAR.CO.UK 21

Car production’s micro revolution Start-up Arrival is pioneering the ‘microfactory’ manufacturing process for its new EV

O

ne of Britain’s most advanced vehicle factories, owned by EV start-up Arrival in Bicester, is gearing up to make its first parcel delivery van, and Autocar has been given an exclusive first look.

The site is the first in the world to use a ‘microfactory’

Aluminium platform and frame will be clad in composite panels

22 AUTOCAR.CO.UK 13 APRIL 2022

production system, in which the usual assembly line is replaced by flexible manufacturing cells, with the design, layout and low output of the site established for supplying the local market.

“We’re all about being local, selling locally, configuring our plant to local demand and being flexible in production,” said EV

platform boss James Broomer.

Arrival’s manufacturing revolution is revealed by its van’s high-tech interior, rather than the exterior of its two anonymous industrial sheds.

One building of 120,000sq ft houses the body plant, where composite thermoset panels are heat-formed on two lines

of vacuum presses, while the second, 180,000sq ft building is the assembly hall, fitted out with Kuka robotic-arm manufacturing cells and logistics handled by a fleet of 150 computer-controlled Wemo mobile robots.

When we visited, Bicester was bustling in the ramp-up

phase, with engineers and factory staff focused on trialling production processes, installing robotics arms in the production cells and fine-tuning the programming of the Wemos.

Capacity is 5000 per year, doubled with a second shift, but Arrival has delayed delivery of its first vans until the second

W H AT A BOUT L A RGE GOODS V EHICLES? All new large goods vehicles must have zero-emissions powertrains from 2035, the heaviest articulated trucks following in 2040. Currently, most are diesel-engined.

Industry stalwarts like Mercedes-Benz already have a range of batteryelectric trucks, such as the Fuso eCanter 66kWh in service with DPD and the eActros rigid/artic, with a 448kWh battery for a 250-mile range.

And for intercontinental long-haul haulage, Mercedes will employ hydrogen fuel cells, with its first tractive unit due in service in 2027.

Just like on the car side, there are also EV start-ups,

like Volta. Its Zero 18-tonne rigid truck, equipped with a 150kWh battery for 125 miles of range, is scheduled for first deliveries in 2023.

Truck operators face even more upheaval in the next 10 years than car drivers as net-zero policies close out 100 years of diesel truck operations.

Even last year, just 1% of the new trucks sold in the UK were battery-electric.

BUSINESS Arrival uses Kuka robot arms and its own mobile robots

❝

This production system goes hand in hand with its radical van design ❞ half of 2022, so the race is by computer-controlled on to get the new production machines that devise the best system working in the third combination to reduce waste. quarter to hit a target of 400Unlike in a typical composite 500 delivered by year’s end. factory, where workers handle “We have the sprint and position the plies into a mentality,” smiles Broomer. single part, here robots do Much is resting on this the job, using unique handling start of production. Arrival tools, equipped with hooks and has raised nearly $1 billion developed by Arrival itself. in funding from investors The next stage is also including the Hyundai Motor robot controlled: the part is Group, asset management delivered to the heat press by giant Blackrock and courier a Wemo, although an operator firm UPS, which has agreed keeps an eye on the process. to buy 10,000 vans globally.

Soft tools are used on The potential business the heat press; these have win as the world scrabbles a shorter life than steel tools to reach net zero emissions but save tens of thousands has resulted in a valuation of of pounds in comparison.

Arrival, yet to turn a profit, of To form a panel, the £1.76 billion – almost twice thermoset material is that of Aston Martin. heated to 200deg C for Arrival’s adoption of the 1min 30sec to ensure it has all microfactory system goes melted to the correct shape. hand in hand with its radical van design, which is more akin The to that of low-volume sports cab is built cars like a Lotus Elise than up on a special jig at a steel box on wheels.

Cell Three. The driver A skateboard-style sits above and behind chassis is formed of the front electric motor, extruded aluminium which is mounted on a members, then steel subframe and the composite body front impact crash panels are hung structure. on alloy extrusions joined by cast nodes.

The van’s front end is cleverly engineered, too, as a single large precision-formed injection moulding. A mould for this module is pricey, at around £1 million, but it’s common to all versions of the van, so economies of scale apply.

The body panels are formed from thermoset The large plastic that starts life as nose-and-fronta roll of woven material bumper section has to supplied from a factory be precision moulded and in Blackburn. fitted, because it hosts the Each panel is built sensors that feed the van’s up typically from autonomous driving four material layers, technology. called plies, cut to shape

The thermoset material is pre-coloured, so each panel exits the forming tool in its final colour, thus requiring no paint.

This whole panel-forming process is timed to 22 minutes – the ‘tact’ or cycle time that defines how long each operation should take – and the same time is used in the final assembly hall. In volume production terms, that’s an age for a process usually planned around one minute, but it’s integral to the microfactory concept.

Sets of body panels are then transported by Wemos to the adjacent Number Two Plant for final assembly.

The heart of the assembly plant are five cells of Kuka robots, each equipped with around six arms and timed to that 22-minute tact.

These cells are fed with parts by the fleet of Wemos, and coordinating these logistics will be the secret to the efficient operation of Bicester.

In charge of robotics is exAirbus boffin Giuseppe Napo Montano, whose 50-strong team designed the Wemos from scratch in three years and was busy programming the production sequence when we visited.

“The Wemos are completely configurable, can talk to each other and operate autonomously,” he said.

Three Wemos are needed to support the weight of the van’s platform, which is fitted out with its battery pack, motor and ancillaries at Cell One; before moving 22 minutes later to Cell Two, where the extruded body ‘hoops’ are fitted; then onto Cell Three, where the cab is constructed from multiple panels and the front module bolted on; and then to further

WHERE THE IDEA CAME FROM launched the revolutionary The microfactory concept extruded-alloy, compositewas first proposed in 1998 bodied Elise), Ferrari and

by Cardiff Business School electric car pioneer Think. academics Peter Wells and The conclusion was to Paul Nieuwenhuis. size a microfactory around They shook up car making annual production of 5000. by replacing a large-output, Thus supplying a market like sprawling factory with a the UK, typically served by a network of low-volume large plant making 300,000 plants. Instead of a highcars per year, would require investment, metal-bashing 60 microfactories, each near press plant, a paint shop a major population centre. and a complex production Each would also act as the line, their vision was of local dealership and repair low-investment, flexible hub, cutting out 40% of the production equipment total cost of the vehicle. responsive to changing “If the vehicles are market conditions. leased and brought back “You can build a to the microfactory for microfactory network bit by refurbishment before bit, which from a strategic moving on to a new user, you point of view is important, can get pretty close to the because you expand your circular economy. I can see production to a growing Arrival’s [car] deal with Uber market by replicating each working like that,” said Wells. microfactory locally, rather than building a huge factory and then forcing cars into the retail network,” Wells told Autocar.

They studied low-volume firms like Lotus (which Elise inspired microfactory concept’s crea had recently tors look well finished. cells for installation of the The plan is to get production interior and load-bay fittings to going in time for UPS to start the customer’s specification. electric delivery of Christmas No vehicles were running parcels around London and the down the line during our south-east of England. visit, so we can’t judge It would be a timely the final quality of The Christmas present the vans, but the body is of not only for pre-production a double-skinned customers but examples made thermoset composite, Arrival too. at Arrival’s hung off ‘hoops’ of alloy JULIAN pilot plant extrusions. Early production RENDELL in Banbury will be for UPS with doors at the rear only. Sliding cargo doors are available.

13 APRIL 2022 AUTOCAR.CO.UK 23

Nio plans to have around 3000 battery swap stations in China by 2025, by which time it estimates that 90% of its customers will live within 1.9 miles of one.

Will swapping replace charging?

We visit a Nio battery swap station as Chinese firms seek to improve the EV experience

F

rank Skarpass, manager of a Norwegian power grid company, is digesting the information that the structure resembling a hightech car wash right next to the bank of chargers where he’s topping up his Jaguar I-Pace is for swapping EV batteries.

“It only takes five minutes?

That’s the dream,” he says.

“Charging is without doubt a hassle.”

This battery swap station in

Lier, southern Norway, is the first to be installed in Europe

by Nio, a Chinese EV company that has been compared to Tesla. The premise is simple, even if the mechanics aren’t: the swap station will replace a depleted EV battery for a full one in around five minutes.

Nio already has 836 swap stations in China and plans to increase that to 1300 globally by the end of this year. Twenty of those will be in Norway, and

W HO OW NS THE BAT TERY? To use Nio’s swap stations in Norway, drivers have to lease the battery. This costs from the equivalent of £175 per month for the 100kWh battery (90kWh usable from stations), cutting the car’s price by the equivalent of £7500 and giving drivers two free swaps per month.

24 AUTOCAR.CO.UK 13 APRIL 2022

The cheaper option is the forthcoming 75kWh battery, which can be swapped in like for like. There’s also a 150kWh battery in the pipeline that will fit newer Nios, such as the ET7 limo, a Mercedes-Benz EQS rival.

That would be useful if you were planning a holiday.

Nio is lining up sites in Germany for its big launch there later this year. When it brings its range of premium-priced SUVs and saloons to the UK (we’ve been given plenty of hints but no date yet), it will install them here too.

“It gives us a unique selling point,” Nio European managing director Hui Zhang told Autocar.

The idea of battery swapping isn’t new. Tesla proposed it before settling on building the Supercharger network.

And back in 2008, Israeli firm Better Place inked a deal with Renault to use its swapping system in EVs, starting with the Fluence ZE. Stations were built in Israel and Denmark, but the idea didn’t take off, and Better Place went bankrupt in 2013.

But while battery swapping has been dormant in Europe, in China the tech is advancing at pace. Nio now claims capacity for 30,000 swaps a day to lead the private market, but others are looking to close the gap.

Investors include battery maker CATL, which is launching a service called Evogo that’s claimed to swap batteries in less than a minute and for which Chinese car maker FAW Group will design a new MPV. Aulton New Energy claims to have collaborations with 20 car makers, including Changan and Dongfeng, to create EVs with swappable batteries.

And Geely (which owns Lotus, Polestar and Volvo)

announced last year that it has plans to roll out 5000 battery swapping stations globally.

In China, the technology is used for taxis and even trucks.

Of the 10,513 ‘new energy’ HGVs sold last year in China, 31% had battery-swapping technology fitted, according to figures from Bloomberg NEF. If you’re thinking battery swapping comes closest to the ease of refuelling, the global oil companies agree with you.

Gibbs tried charging his Norwegian Nio and swapping its battery

BUSINESS

HOW DOES A NIO BAT TERY SWA P WOR K? charging at a maximum rate in place and a separate jack In Norway, you navigate of 60kW and preconditioned. removes the battery, which to the swap station via The new battery is fitted, forms the car’s underside. your Nio’s sat-nav, which the car is checked for new A fresh battery is then automatically books you in firmware downloads, the extracted from the ‘hotel’ when you get close. Park in screens come back to life and where it has been sitting the marked rectangle, press you can drive off. an icon on the car’s Each swap costs touchscreen and the 100kr (£8.70) after car autonomously you use your two backs in. Rollers line monthly free ones. up the car, magnets I clocked it at prevent movement 5min 57sec from and jacks elevate pressing ‘go’ on it just enough to the touchscreen. take weight off I never had to the suspension. leave the car, going Extractors then one better than a remove 10 bolts Entire process is automated and you rema petrol station. holding the battery in in car Last year, BP signed a deal with Aulton New Energy to develop battery-swapping services, while many of Nio’s stations are located on the forecourts of Chinese oil giant Sinopec. And Nio signed a deal with Shell in November last year to jointly construct swap stations in Europe and China.

Not everyone is convinced that it’s a good idea, however.

“I think we’re complicating it by changing battery parts,” Paul Philpott, CEO of Kia UK, told the audience at the SMMT Electrified event last month.

“Charging times are going to come down,” he added, citing the already fast 18-minute time to get from a 10-80% state of charge on the new Kia EV6.

Charger providers are understandably cool on the idea, too.

“Battery swapping is not globally scalable,” Tom Callow, former head of insight and external affairs at BP Pulse, wrote recently.

It’s certainly costly. A Swedish study published last year quoted Nio figures of $772,000 (£588,220) to build a swap station in China – including the batteries and site leasing etc – compared with $309,112 (£235,530) for a bank of charge points.

What’s more, Nio needs to produce extra batteries to load the 13 slots in its latest generation of swap station.

Aulton New Energy’s thirdgeneration swap station holds 28 batteries, requiring an even bigger capital outlay.

In China, they get a helping hand. The government has cut purchase subsidies for higherpriced EVs but kept them for Nio cars to accelerate progress in battery-swapping tech.

“Geopolitics is playing a role here,” said Michael Dunne, head of Chinese-focused automotive consultancy ZoZoGo. “China’s leaders make no secret of their ambitions to set global standards for

❝

China makes no secret of its aim to set global standards for new tech ❞

new technologies directly challenging the US. And they openly support both Nio and CATL’s ambitions to dominate this sector via subsidies and incentives to offset the skyhigh up-front investments.”

China is also very good at persuading its mainly state-owned car makers to collaborate on technology such as battery swapping.

Nio has a great selling point, maybe even better than Tesla’s hassle-free Superchargers, but it probably needs to persuade another car makers to buy its platform to increase throughput at swapping stations to boost revenue.

That’s unlikely to be a European company, although it’s easy to picture a link-up with Geely-owned brands on future models, such as upmarket Lotus SUVs. Back in Norway, Skarpass suggests another customer: his beloved Jaguar. Battery swapping wouldn’t be enough to persuade him to buy a Nio. “It doesn’t have the right badge, but the concept is good,” he says. “If Jaguar were to adopt the system, I would definitely switch.”

NICK GIBBS

Batteries are compatible with a number of Nio models

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

Hybrid, plug-in hybrid or electric: what will be allowed in 2030?

PRESSURE IS MOUNTING on the UK government to define what will constitute a hybrid car from 2030-2035, which it has set as the period when engines will be phased out of new car sales forever.

Legislators have kept the description deliberately oblique, undertaking a period of consultation that is rumoured to be getting rather more intense than anticipated. It was expected that arguments would centre only on defining the electric-only range needed to be achieved by a plug-in hybrid. Now it’s not so clear.

Reports suggest that realworld data on conventional hybrids is causing pause for thought. While some see the technology as offering only mild benefits, others point to data that suggests it’s making a real difference, partly through its efficiency and partly because, unlike PHEVs, which need human intervention and a working infrastructure, it’s always on.

The latter argument has merits. Picking through the data is an uncertain game, complicated by car makers being allowed to work together and pool their results. It’s notable, however, that Toyota-Mazda has for some time led the average CO2 emissions pack in Europe, with its 70%-plus hybrid mix challenged only by Stellantis, which has a helpful bias towards low-emissions small cars.

Little wonder that the jockeying for position appeared to step up a gear

recently when newspaper leaks suggested Toyota was increasingly eager to find out the government’s decision, its anxiety heightened by a need to know what to do with its hybrid-focused Burnaston and Deeside manufacturing plants and their 3500 or so workers.

Of course, inscrutable Toyota politely rebuffed the claims, but it seems only reasonable that it would want to know the timeline to investing billions in refitting the facilities or closing them down – a decision that’s likely to be dictated not just by electrification plans but also by the UK’s battery manufacturing capability and competitiveness as the shroud of Brexit unfurls.

But the government looks inclined to bide its time as it weighs up just how realistic its 2030 cut-off date is for the sale of pure-ICE cars. If EV uptake continues at the current rate and nationwide charging infrastructure can be built in time, it can take a harder line.

Even optimists admit it’s a stretch, though – not least as nobody knows for sure how big the advances in range and cost reduction will be between now and then.

But if the 2030 deadline for a full switch remains challenging, and the data on the merits of hybrids versus plug-in hybrids compelling, don’t be surprised to learn that what was announced as a line in the sand turns out to be drawn slightly farther away than originally billed.

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

13 APRIL 2022 AUTOCAR.CO.UK 25

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COMMENT

Steve Cropley MY WEEK IN CARS

Citroën C5 Aircross is pleasant, if not quite CX in comfort terms

Flashy Alfa wasn’t received warmly in remote Aussie city

SUNDAY

Deeply enjoyable trip to Paris in a Citroën C5 Aircross, doing some reporting for a story you will see soon enough. Two cheery colleagues and I left south London at midday and travelled via the Tunnel. We splurged on Flexiplus fares to avoid the constraints of the timetable (there was a massive truck queue on the M20) and to allow a coffee stop in that welcoming little croissant hut beside the embarkation lanes at Dover.

I wasn’t familiar with the C5 Aircross, so it was fun discovering its nice, quiet ride and generous space for people and luggage. However, when it comes to big Citroën suspension, I still can’t get the special nature of the old self-levelling hydropneumatic system out of my head, for all its old-school cost and complexity. Today’s Progressive Comfort Cushions (in effect fluid-filled bump stops at either end of the steel suspension’s stroke) are a game attempt at a modern substitute, and they work perfectly well, but they’re more special in name than function.

TUESDAY

One of my wiser friends has just re-bought a 1977 Bertone-bodied Alfa Romeo GTV that he owned back in the day. This is a car that I’ve admired all its life, with styling that has aged better than any other 55-year-old I can think of – not something you can say about Alfas that came soon after.

My pal let me behind the wheel for 20 minutes, where happy memories of a lovely mechanical gearchange, an unfettered exhaust rasp near the 5700rpm redline and a hard, progressive brake pedal were rekindled.

Many years ago, I drove a GTV up the east coast of Australia (it was a 4400-mile return trip).

Besides the joy of spending so much time in a great car, I best remember this trip for the take-you-down-a-peg wit of a local bloke who

❝

There’s a sorry misconnection between JLR and its devotees ❞ I encountered at my destination city of Cairns, far north Queensland. We were both sitting on a seat looking out to sea – me a proud arrival taking a breath of sea air, him a local resident who probably sat there every day.

“Where’re you from, matey?” he asked, eyeing me and my flashy tourist’s Alfa with mild distaste. “Just driven from Sydney,” said I with what turned out to be an unwise level of city-slicker’s pride. “Sydney, eh?” he said.

“Who’s got the pub there now?”

WEDNESDAY

I’m feeling the frustration of my colleagues who have battled to provide representative pictures of this week’s all-important new-generation Range Rover for our cover, even though you would think they would be plentiful, given that we’ve been in

AND ANOTHER THING… Time in Paris reminds me happily of the exciting and imminent arrival of the Citroën Ami, tipped to be on sale here by mid-year, even though Citroën UK’s bosses managed to overthrow the “no UK sales” decision only late last year. I’m hearing prices will start near £7000 and annual volume will be around 2000.

the US driving it. There seems to be an odd and unhealthy new spirit of media control within Jaguar Land Rover’s top echelons: only strictly vetted images are available from the maker and we haven’t been able to produce our own.

It’s hard to think of anything more directly at odds with Land Rover’s hard-won, 74-yearold spirit of freedom (for Range Rover it’s 52 years), and if you stand it beside the current lack of clarity from Gaydon about Jaguar’s progress, it adds up to a sorry misconnection with the media and (through us) the marques’ all-important devotees.

THURSDAY

I’ve just been relieved of £60 for parking my Dacia for too long in a place that I can neither identify nor remember early in January. The terse language of the penalty notice – and the threat of increasing the payment to £100 unless I’m prompt – has caused me to pay up without quibbling. But it’s a surprisingly grim feeling, not knowing whether I really did it, especially since there’s no evidence beyond some council functionary’s say-so three months ago. Here’s hoping my money goes to increase the speed of local bin collection…

GET IN TOUCH

✉ steve.cropley@haymarket.com

@stvcr

13 APRIL 2022 AUTOCAR.CO.UK 27

M OTO R S P O RT 28 AUTOCAR.CO.UK XX MONTH 2016

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

Gow took over BTCC in 1991 and helped send its popularity soaring

STATE OF THE BTCC NATION

Series boss tells us why he’s primed for a whole new tin-top era he British Touring Car Championship is just over a week away from the start of its ‘reset’ season. In an echo of Formula 1, Britain’s premier motorsport series has a major technical rule change for 2022 that will shake up its challenge to teams and drivers. Whether it mixes up the competitive order, too, remains to be seen, but as our full preview explains on p54, significant top-order driver and team switches have added to the sense of anticipation.

Like everyone, BTCC ringmaster Alan Gow is raring to go. The season will begin a little later than usual this year, at Donington Park on 23/24 April, to give teams more time with the mandatory Cosworth-made hybrid system that has only recently been fitted to all cars on the 30-strong entry list.

Hiccups are to be expected, as Gow admits. “I’m looking forward to a race weekend when there are no issues,” he says. “There will be glitches;

T

we all know that. We see it in every formula when comprehensive changes are made. If we can come out of a race weekend and say no one had an issue and all the calculations we made on the amount of hybrid [power boost] worked well, that’s what I’m looking forward to.”

NO BLINKERS IN THE BTCC

The introduction of hybrid technology is accepted by most as a necessity.

“It’s very important,” says Gow. “You can’t ignore what’s going on in the world around you. As our transportation moves increasingly towards hybrid or electrification in whatever form that takes, we have to stay relevant, not just to the manufacturers involved but also to the sponsors and spectators.

“We’re also introducing 20% sustainable fuel [R20], which is a huge thing. That’s double what the government mandates for forecourts. That along with hybrid is a really powerful message to send.

“Importantly, we’re not doing it at the expense of the on-track action; it will actually help in that regard. Hybrid is a performance enhancer.”

NEW BALANCE ON POWER

Gow is referring to the sliding scale of boost that replaces the success-ballast equalisation that made race weekends so unpredictable.

“Teams have got their cars engineered in the last few years to know how to work with different weights,” he says. “All of that now goes out the window. Everyone will be running the same

❝

Introducing sustainable fuel and hybrids is a really powerful message ❞

base weight, albeit still with 30kg difference between front-wheel drive and rear-wheel drive. The only variable will be the amount of hybrid power available to you, depending on where you are in the championship and previous race. Hopefully it will throw the formbook out the window too. Having said that, the cream always rises to the top.”

As always, Gow and his TOCA technical team will react quickly if the new system needs tweaking – although sensibly, kneejerk reactions to any major surprises at Donington will be avoided.

“I’ve been very clear with the teams all the way along,” says the boss. “We’ve done a lot of bench simulations and we think what we’ve got is pretty much right. That’s my gut feeling, because none of the teams have come back to us and said: ‘Ah, we think that’s wrong in how this is calculated.’ They will have done their simulations too.

“But if we need to massage those numbers through the

GOOD WEEK

ROCKING THE S TAT U S Q U O

BAD WEEK

Does Gow face much pushback from hard-pressed BTCC teams who have done so well to emerge from the pandemic still fighting fit?

“There are always an element that don’t like to change the status quo,” says Gow. “But that happens in every formula and championship in the world. It’s human nature: you don’t like change. But they all know we have to make these changes for the good of the BTCC. And these cars are now future-proofed for the next five years, with the new regulations in place until the end of 2026.

“Everyone needs security and surety. We’ve got the ITV TV contract in place, our Goodyear tyres and our technical regulations, so there are no surprises.

That’s very important for teams. It’s for their benefit.”

S U T T O N ’ S G OAT C L A I M

On the competitive order, Gow is careful to stay neutral, but he’s a racing fan too and relishes the emergence of a new generation of BTCC stars who have challenged the establishment.

“Not to take anything away from the Colin Turkingtons and Jason Platos, but they aren’t

MOTORSPORT

TOP STEP

Nascar Toyota Owners 400

F 1 I N AM E R I CA Las Vegas will join Miami and Austin’s Circuit of the Americas as a Formula 1 race host next year, with a Saturday-night race held on a circuit incorporating Sin City’s glitzy Strip. Three grands prix in one country?

F1 finally looks ready to properly crack the US.

VALE NTI N O ROSS I The retired MotoGP legend had a tricky first race in GT World Challenge Europe at Imola. He missed his WRT pit crew when coming in, forcing him to exit and complete another lap that dropped his Audi R8 LMS down the order. The #46 eventually finished 17th.

going to be driving forever,” he says. “These young guys are exciting, some of them are raw and they have a lot ahead of them.”

In our preview, BTCC champion turned ITV commentator Tim Harvey says reigning champion Ash Sutton will have a claim to the unofficial title of BTCC GOAT – greatest of all time – if he can win this year on his switch to front-wheel drive and a Motorbase Ford Focus.

“I agree with Tim,” says Gow. “If Ash can get in that car and produce a championship, or at least prove one of the dominant drivers of the year, that would really underline his talent. A bit like Colin, he gets pigeonholed as good in a rear-wheel-drive car. He will be one of the greatest BTCC drivers of all time if he can pull that off this year.”

Reigning champ has bravely switched to FWD with new team

TOP STEP

Adoration breeds success in the case of Hamlin and Richmond DENNY HAMLIN DELIVERED a victory for the Nascar Cup Series’ old guard by claiming his first win of 2022 on home territory in Richmond, Virginia.

The 41-year-old threetime Daytona 500 winner took the lead from William Byron with only five laps to run to head fellow veteran

Kevin Harvick across the line by just 0.552sec.

The result marks a season upswing for Hamlin, who hadn’t finished in the top 10 this year before arriving at Richmond Raceway, where he fell in love with Nascar in his childhood.

It was his fourth top-tier victory at the short, 0.75-mile

oval, where his Joe Gibbs Racing Toyota team can also boast a strong success record.

Following the Richmond round, Penske Ford driver Ryan Blaney and Hendrick Chevrolet’s Chase Elliott shared the championship lead, ahead of Joe Gibbs Toyota’s Martin Truex Jr.

Short oval gave another actionpacked Sunday

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

MICHELE ALBORETO The last time Formula 1 raced in Las Vegas, the circuit was an uninspiring layout set around the car park of the Caesars Palace casino. At least the race proved eventful. In that final grand prix of 1982, Michele Alboreto scored his first F1 win and Tyrrell’s first for four years. The Italian won again for the team in Detroit the following year, then made a dream switch to Ferrari, for which he won the 1984 Belgian GP. He challenged Alain Prost for the 1985 title, scoring two wins that season, but never added another before briefly rejoining Tyrrell in 1989. He subsequently raced for Larrousse, Footwork Arrows for three years, BMS Scuderia Italia and finally Minardi, notching up 194 GP starts. Smooth, stylish and popular, Alboreto then won the Le Mans 24 Hours in 1997, sharing a Porsche WSC 95 with old F1 comrade Stefan Johansson and a young Tom Kristensen. He joined Audi as it began its domination in sports cars, but in the wake of winning the 2001 Sebring 12 Hours, Alboreto was killed when a tyre failed while he was testing at the Lausitzring in Germany. His loss shocked the motorsport world to its core.

13 APRIL 2022 AUTOCAR.CO.UK 29

GETTY IMAGES

year, we will do that. You know what we’re like: we always make changes if we deem it necessary. But we won’t do it on a race-by-race basis; we will take a view after a quarter of the season.”

“Don’t underestimate the other changes coming in,” he adds. “There’s a new TOCA engine built by M-Sport, which 50% of the field will be using. All cars will run the new Cosworth electronics suite. Also, there’s a new on-board race controlsignalling system. So there are a lot of changes, arguably too many, that the drivers will have to work out.”

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

TESTED 14.3.22, SARDINIA, ITALY ON SALE NOW PRICE £190,000

ASTON MARTIN

DBX 707

Our pulse is still racing following a Silverstone track test of the uprated super-SUV. Now to see if it has retained the DBX’s real-road talents

30 AUTOCAR.CO.UK 13 APRIL 2022

A

headline power output can often give the biggest clue to a car’s positioning in a line-up. In the case of the Aston Martin DBX 707, that 707PS (or 697bhp) is the highest power output yielded to date from Mercedes-AMG’s superb twinturbocharged 4.0-litre V8 petrol engine, which quickly signifies the latest version of the SUV as the range-topper, and by some margin.

That it indeed is. Yet this is a high-performance range-topper that goes far beyond the usual ‘uprate it, lower it, stiffen it’ approach, being more akin to a facelift or a remastering. The DBX done better, in other words.

Not that the DBX was wanting for much. It got a four-and-a-halfstar Autocar road test rating less than two years ago, after all.

Yet since then, Aston Martin has appointed a new CEO in Tobias Moers, who has already overhauled the Vantage with the F1 Edition (effectively the car that he thought the Vantage always should have been), and now it’s the turn of the DBX to get a similar treatment.

The brief for the DBX 707, in development for only 14 months, was thus: become a performance flagship without sacrificing the DBX’s long-legged grand touring credentials. ◊

13 APRIL 2022 AUTOCAR.CO.UK 31

The DBX 707, which our heart rate has only just recovered from meeting on track at Silverstone last month, is quite something visually, for starters.

Most of the styling changes are necessitated by the need to increase cooling (the front daylight-running lights have had to be redesigned, for instance) and to then improve the aerodynamics and reduce drag.

The rear spoiler is a working part in this regard (yes, we really have reached the point where SUVs have functional rear spoilers), as is the Formula 1-inspired double diffuser, within which sit four exhaust pipes.

What could be quite a brutish design with all that performance addenda still successfully stays on the right side of thuggery to these eyes. And the larger (23in) alloy wheels, behind which sit enormous 420mm front and 390mm rear carbon-ceramic brake discs, actually make the 707 seem even better proportioned than the standard DBX. There are more changes to the bits you can’t see. The basic architecture of the suspension is retained but is completely retuned to give the DBX 707 “the cornering agility, sporting feel and dynamic character of a true sports car”. Bold claims.

The steering is retuned, too, for improved feel and an increase in effort build-up off-centre, while more revisions are applied to the active ride control, electronic differential, fourwheel drive system and electronic stability control system to improve agility and try to create that sports

car vibe. Again, all with the caveat of not ruining everyday compliance.

To complete the dynamic overhaul, the peak power and torque outputs are upgraded by figures more than adequate to power a cooking family hatchback. Power climbs 155bhp to 607bhp and torque climbs 148lb ft to 664lb ft, largely made possible by changes to the induction system and new ball-bearing turbochargers.

So when you start it up, you’re expecting a bark those in the neighbouring village would hear. But no: Aston’s engineers have actually made the start-up quieter so as to be more sociable, although the aural theatre can still be experienced if you pull on one of the paddle shifters before hitting the starter button.

Peaks outputs are 607bhp and 664lb ft – 155bhp and 148lb ft up on regular DBX

TESTER’S NOTE Unsurprisingly, Aston expects to break the SUV lap record at the Nürburgring with the DBX 707, taking the Porsche Cayenne Turbo GT’s crown. MT

Steering is accurate and, unlike the touchscreen, intuitive 32 AUTOCAR.CO.UK 13 APRIL 2022

Driving at low and moderate speeds is far less intimidating than you might expect on first acquaintance.

The default GT driving mode is very well judged for everyday driving. The major controls are nicely weighted, visibility is good enough and the car is suited to being driven at more relaxed and sedate speeds. It’s quite happy to make quiet, comfortable progress without straining to show off some of its numerous party pieces. This is a welcome carry-over from the standard DBX. As a nitpicking footnote to the everyday performance, while those bigger alloys and brakes do actually help to reduce unsprung mass by around 40kg, the secondary ride is

still a touch firm and gets unsettled by the worst scars in the road.

The most obvious and addictive of those new party pieces is what happens when you plant your right foot. Good God, this is a quick car.

Explosively so. We’re becoming immune to rapid 0-60mph times these days, as even common EVs can humble supercars in this regard, but we’re talking 3.1sec here in something weighing more than 2.2 tonnes. That’s staggering.

Even more staggering is what happens after that initial 3.1sec.

It simply doesn’t seem to let up, delivering acceleration with the same force well past 100mph.

You will give up before it does.

There’s seemingly endless traction, and the new wet-clutch nine-speed automatic gearbox is a more than willing accomplice in such an assault on your senses – something best experienced in the sharpest Sport+ driving mode (which is accessed by a simplified driving mode controller on the centre console).

The chassis is comfortably able to handle all that extra performance, too. The test roads we encountered in Sardinia are surely some of the best in Europe: wide enough to accommodate such a big and heavy car, interesting and twisty enough to make you want to turn around and attack the road again, and challenging enough, with surface changes, crests and cambers, to really expose a chassis not up to the task.

The DBX 707 is a joy to drive on

FIRST DRIVES

❝

It’s a genuinely fun car to pivot through a series of fast corners

❞

Ride quality is the weakest dynamic aspect of a car that rolls on 23in alloy wheels them. The upgraded steering is rich in precision and feedback, most impressively, while it’s genuinely a fun car to pivot through a series of fast corners.

Physics kicks in eventually in slower corners for some understeer, but the DBX 707 can still be as tailhappy as you dare with a playfulness on the throttle (you can even turn the traction control fully off if you have taken your morning brave pill).

If such effusive praise needs a qualification, it’s this: the DBX 707 is a tall car by its nature, and of course also a very heavy one, and it still feels unnatural, if not unnerving, to load up the outside tyres through

a corner too much for the ‘what if?’ fear. The anti-roll system does a good job in trying to overcome some of the physical limitations, but you still never quite push as hard as you would in a supercar.

The question of why you would want to push a car like this that hard in the first place isn’t lost on me, yet such is the world we live in today and the performance cars being created.

There’s nothing modern and progressive about the economy, though, which is frankly laughable.

But let’s be honest: that’s not going to be a deal-breaker for a DBX 707 buyer. It’s officially 19.9mpg, but drive with any enthusiasm and you

won’t even reach the teens.

A plug-in hybrid version of the DBX is understood to be on its way next year, in case you were wondering – not that Aston plans on tuning that for economy, by all accounts…

A huge frustration is that the standard DBX infotainment system remains. It’s badly in need of an update in terms of both the software running it and the hardware controlling it. For a car that most buyers will spend more than £200,000 on after options, it feels a bit embarrassing. We will have to wait until the DB11 facelift in the coming months for this to start to be addressed in the Aston range.

There are some changes inside, though, most notably seats that look great and offer all the support you could ever need.

And the DBX 707 is all the DBX – or even more pertinently, all the super-SUV – you’re ever likely to need. That Aston has done so much to the performance while at the same time retaining most if not all of the comfort and GT prowess of the original is some achievement.

Surely no other rival will be able to keep up with it, or display such a breadth of abilities.

It really is the DBX done better.

MARK TISSHAW

@mtisshaw

ASTON MARTIN DBX 707 Mind-bending performance for an SUV with a chassis to match, yet not at the cost of everyday road manners

AAAAB

Forcefulness of acceleration is mind-blowing up to and beyond 60mph

Price £190,000 Engine V8, 3982cc, twin-turbo, petrol Power 697bhp at 6000rpm Torque 664lb ft at 4500rpm Gearbox 9-spd automatic, 4WD Kerb weight 2245kg 0-60mph 3.1sec Top speed 193mph Economy 19.9mpg CO2, tax band 323g/km, 37% RIVALS Bentley Bentayga Speed, Lamborghini Urus

13 APRIL 2022 AUTOCAR.CO.UK 33

TESTER’S NOTE I’m not the biggest fan of Mercedes’ MBUX infotainment system, but how the sat-nav shows chargers along your route, grouped by power rating and filtering out those already in use, really is very impressive. MS

TESTED 7.4.22, FR ANKFURT, GERMANY ON SALE NOW

MERCEDES-BENZ EQE 350+ Stuttgart creates an electric equivalent of the E-Class in its quest to outdo Tesla

M

ercedes-Benz means business with the new little brother of the EQS luxury limousine: a super-slippery travel soap of an electric executive car, rather than a full-sized bar.

Specifically, the EQE means global fleet business. Unlike the bigger EQS, this new pure-electric saloon will be built in Beijing as well as in Bremen.

And eventually coming down to a sub-£70,000 entry price, it should take significantly more sales than its longer and pricier relation.

This is every inch the downsized EQS, for better and worse, from its teardrop-shape outline to its almost seamlessly smooth surfaces and ever so gently arcing ‘one bow’ silhouette.

Being a bit shorter in the hind quarters might better balance its looks, I suppose, but honestly, Mercedes can still put down my name in the ‘unconvinced’ column on the design feedback spreadsheet.

I just hate to see one of the originators of luxury car design abandon so many of its proven conventions for the sake of the clean break from the old motoring

34 AUTOCAR.CO.UK 13 APRIL 2022

world that it’s now so desperate to represent. A long bonnet, balanced proportions and a planted stance are what define a desirable car, visually at least; but Mercedes’ EQ sub-brand seems to be going down a much more bland and anonymous route, however first-rate the associated aerodynamics may be.

The EQE uses a shortened version of the EVA2 car architecture that the EQS blooded, with a wheelbase some 90mm shorter. It carries two drive battery modules, rather than three, under the cabin floor for 90kWh of usable capacity, rather than 108kWh. In the UK, we will get the EQE 300, EQE 350+ and twin-motor,

Smooth surfaces and simple lines are all in the name of efficiency

four-wheel-drive AMG 53 versions of it (the uppermost and lowermost coming along slightly later than the mid-ranger), while other markets will get the four-wheel-drive EQE 500 and AMG EQE 43 versions as well.

Suspension on the bottomend derivatives is via steel coils as standard, while upper-level cars get Airmatic air suspension instead.

Interestingly, only the AMG EQE 53 will be available with either the four-wheel steering or the optional MBUX Hyperscreen infotainment system seen on the bigger EQS, at least as far as Mercedes UK is concerned. Evidently, Milton Keynes wants to save some key gadgets for the range-topping model.

The other top-level difference between the EQE and EQS is that the latter has a liftback cargo bay and the former a separate boot. The EQE’s luggage-carrying capacity is still pretty sizable, though.

However, no doubt as a result of that plunging roofline, the rear cabin is disappointingly short of head room. Mercedes UK will fit a panoramic glass roof on all EQE

FIRST DRIVES

Air suspension is very effective, smoothing over even tram rails

Digital dials are flanked by large, comprehensive touchscreen

❝ Filtered but still intuitive steering makes it surprisingly wieldy and easy to place in traffic

❞

trim levels, which is partly to blame.

If you’re taller than 6ft 2in, you will be more comfortable travelling in the front, where the driving position is just a little bit higher than that of the average saloon and gives you good visibility to all quarters, save where the raked A-pillars intercede.

We tested the EQE 350+ in the Avantgarde and AMG Line trims.

Mercedes UK won’t offer the former, which is sad, because we preferred its seat comfort, lighter-coloured cabin ambience and more naturallooking materials.

You don’t miss that sprawling Hyperscreen when there’s a nicely marqueted piece of open-pore wood on the dashboard and more than enough digital real estate between the giant central touchscreen, the digital instrument screen and a large head-up display anyway.

The EQE does luxury very well indeed on the move. On those air springs, it’s remarkably quiet riding and well isolated both in town and out and cocooning from wind noise.

Cushioned and supple, it dealt with inner-city Frankfurt’s tram rails and expansion joints really effortlessly in Comfort driving mode.

Filtered but still intuitive-feeling steering makes it surprisingly wieldy and easy to place in traffic, too, and body control and handling agility are tidy enough at greater speeds.

The 288bhp rear-mounted drive motor makes for plenty of assertive, instantly accessible performance; and in an EV of the sort that so many of us drive with an eye on the remaining range, you really wouldn’t miss the excessive power of the AMG model.

While we’re on that topic, our testing suggested that the claimed

range of up to 394 miles should turn into a real-world one of somewhere between 250 and 300.

The EQE is made supremely easy to drive if you leave the powertrain in Intelligent regeneration mode, and particularly so when you’re out of town with the cruise control engaged, when it almost feels like an imposition to actually have to operate a pedal now and again (the car can accelerate and decelerate with surrounding traffic and keeps tabs on the speed limit automatically, but it still can’t read a red traffic light).

If you prefer to take total control and engage yourself fully at the wheel, you can choose your own regenerative braking settings using the steering wheel-mounted paddles and enjoy the process a fair amount.

Only the slightly spongy brake pedal would be likely to occasionally annoy.

If E-Class drivers have the budget to make the big switch to electric via the EQE, they will find it a car with impressive luxury, refinement, drivability, on-board technology and ease of use; acceptable range and recharging capability; and only a handful of weaknesses elsewhere. It’s a worthy new EV player, for certain.

Will they see a Mercedes when they first look at an EQE, though, and will they want one? If not for all of the above reasons, I’m still unconvinced – and I do know that good car design, even when it’s daring, doesn’t generally leave such things so open to question.

MATT SAUNDERS

@thedarkstormy1

MERCEDES-BENZ EQE 350+ Offers excellent luxury credentials and creditable range at a palatable price, but the design is questionable

AAAAC Price £76,450 Engine Electric motor Power 288bhp Torque 417lb ft Gearbox 1-spd, RWD Kerb weight 2355kg 0-62mph 6.4sec Top speed 131mph Battery 90kWh (usable) Range, economy 356-394 miles, 3.3-3.9mpkWh RIVALS Porsche Taycan RWD, Tesla Model S

13 APRIL 2022 AUTOCAR.CO.UK 35

TESTER’S NOTE You have to admire Kia’s design integrity.

Like with an Audi, there’s a cohesion to the interior; even the vents and door handles are styled.

Classy stuff. PW

TESTED 5.4.22, BUCKINGHAMSHIRE ON SALE NOW

KIA SPORTAGE PHEV Plug-in hybrid is last of no fewer than nine powertrains to be added to family SUV t’s the initial touchpoint that grabs you. Back when Kia was a cheap Korean brand trying to make its way up in the world, the leather on the steering wheel was that fake-feeling plastic stuff, with the sort of grip factor that meant a healthy dose of climbing chalk was needed before you drove off. All that has changed now, and it’s the sort of instant grab-you quality to the leather on the wheel that marks the latest Kia Sportage out. This car is considerably less powdery.

The plug-in hybrid is the last variant to join the Sportage ranks, alongside petrol, diesel, mild-hybrid and hybrid versions. That’s a total of nine different powertrains. Talk about hedging your bets.

With a 178bhp 1.6-litre turbo petrol engine and a 90bhp electric motor, total output is 261bhp and 257lb ft of torque. Just think about the latter number for a minute: that’s just 11lb ft shy of the Ferrari F355. In a family SUV. Ye gods. Although, to be fair, it’s not out of the ordinary.

The rival Peugeot 3008 Hybrid manages 266lb ft, for instance.

It’s the size of the battery (nestled between the axles) that will steal the

headlines. At 13.8kWh, it’s the same size as in the larger Kia Sorento. In a car like the Sportage, it means the electric-only range is 43 miles.

Despite only an additional 0.6kWh capacity over the 3008, the Sportage does an additional four miles.

That’s not much, but crucially, along with 25g/km of CO2 emissions, it drops the car into the 8% benefit-inkind tax bracket, which is very handy for company car drivers and betters rivals such as the 3008 Hybrid. On a fairly warm, dry day, our test car was showing 35 miles from a full charge.

Inside, twin 12.3in digital screens feature on the one-from-the-top 4 trim level, with Apple CarPlay and Android Auto functionality.

This is a smart cockpit of ultrathin screens and modern styling, plus plenty of this season’s musthave piano black plastic.

There are physical knobs for the climate control or radio volume, but they both have to function as the other. So if you want to change the temperature but have the radio controls live, you need to press the secondary, lower touch-sensitive strip to flick it into climate mode. We found that a bit fiddly, but it could be

something that you get used to.

Rear leg room is impressive.

The floor is a bit high (blame the batteries), but there’s easily enough for two six-footers to sit one behind the other. There are also USB-C ports in the front seats so the little darlings can remain charged up.

When we ran a Sorento PHEV as a long-termer, one of the biggest bugbears was the crude four-cylinder engine. Not so in the Sportage. It’s not quite totally silent when internal combustion kicks in, but it’s a lot more hushed and refined.

Hard overtaking runs are when it gets a bit more grumbly, but the roll-on acceleration is sufficiently punchy that you don’t need to delve into the deeper reaches of the engine all that often.

Electric-only running is predictably quiet, and again Kia has made small improvements here.

In the Sorento PHEV, you only had to breathe on the throttle for the engine to kick in, but that threshold seems to have been moved. It’s easier to keep the Sportage driving on its battery in all bar the swiftest acceleration runs.

Sitting on the same N3 platform as the Sorento, the Sportage handles

Powertrain has been made more competent; interior is spacious and could hardly be trendier 36 AUTOCAR.CO.UK 13 APRIL 2022

predictably. It rolls a bit more than something like the Mazda CX-5, but it’s by no means poor in this regard.

The ride isn’t the quietest, though, the tyres chattering at the road surface and generally not isolating with as much quality as the classy interior would have you believe.

The Sorento PHEV comes with 19in wheels wrapped in 235/50 tyres as standard, and you can feel the heft of both those and the powertrain over lumpy bits of Tarmac. That’s a pity, because otherwise it’s a refined drive.

Prices start at £38,295 for the GT Line and rise to £43,795 for the GT-Line S, neither of which is cheap. Better-quality leather this Kia may have, but it seems that comes at a cost.

PIERS WARD

@piers_ward

KIA SPORTAGE 1.6 T-GDi ISG PHEV 4 PHEV version of the Sportage feels like the future, with impressively low tax rates for business drivers

AAAAC Price £41,795 Engine 4 cyls in line, 1598cc, turbo, petrol, plus electric motor Power 261bhp at 5500rpm Torque 257lb ft at 1500-4500rpm Gearbox 6-spd automatic, 4WD Kerb weight 1900kg (est) 0-62mph 7.9sec Top speed 119mph Battery 13.8kWh (usable) Economy 252mpg Electric range 43 miles CO2, tax band 25g/km, 8% RIVALS Ford Kuga PHEV, Peugeot 3008 Hybrid

FIRST DRIVES TESTED 5.4.22, EAST ANGLIA ON SALE NOW

AUDI A8 L 50 TDI QUATTRO

Can Audi’s latest luxury limo keep pace with its new-generation German rivals?

T

he range-topping A8 has never achieved the cut-through that most other Audi models have.

Granted, the luxury saloon sector is a fairly small space, and it’s one that’s shrinking at that; plus the Mercedes-Benz S-Class has pretty much had it sewn up since God was a boy. Still, it’s a segment in which manufacturers show off all their shiny new technology that will in time trickle down their ranges; and at this cutting edge, there’s far more than pride at stake and sales charts to top: there is influence to be had and there are reputations to be made.

This revised A8 arrives with no new technology to showcase, though, which is a bit awkward given that the tech-rich new-generation S-Class is being launched in the UK at the same time and we’re just weeks away from the unveiling of the next BMW 7 Series, which will have its first all-electric variant, the i7.

That sounds far more pioneering than a big V6 diesel with a new front grille, some new headlights and a shuffle of the trim levels.

Even so, Audi is making plenty of noise about this round of changes to the fourth-generation A8, launched in 2017. It remains the company’s flagship, after all, and is still a very comfortable and refined car to drive and to be driven in.

A big part of that is down to the 3.0-litre engine of our 50 TDI test car, which is an absolute peach. Back at

Interior is less complicated to use than it looks; ride still isn’t quite up to scratch on all surfaces the Mk4 A8’s original launch, it was billed as the quietest engine that Audi had ever made, and it still operates in gloriously hushed tones today, befitting the A8’s luxury positioning.

It is ultra-refined and has as much power and torque as you are ever going to need in the real world.

These reserves are effortlessly delivered with a minimum of fuss and fanfare through the willing companion of an eight-speed automatic gearbox.

All this while delivering an easy 40mpg. Diesel: it will never catch on.

The rest of the package is good, if not quite as stellar. Take the ride.

Show the A8 a smooth road and it’s as comfortable and cosseting as any car in any segment. Coupled with that engine, on smooth roads like these, you would be reluctant to swap into anything else after settling into

that comfy driver’s seat.

Yet show it the kind of road that’s more common in Britain, with lots of scars, abrasions and lumps missing, and the mask can occasionally slip, exposing the odd thump through the cabin.

This has always been the biggest objective weakness of the A8 – and remains so even now with the sheer amount of chassis technology, including adaptive air suspension and variable dampers as standard.

Which is all very frustrating.

The A8 remains a car not to get your pulse racing from the driver’s seat, rather one to lower it. The handling is geared towards precision rather than involvement, a description that could also be extended to the steering. It’s a car to waft around in, in short.

While wafting around, you and

TESTER’S NOTE The long-wheelbase car is 5.32 metres in length, yet it’s still easy to manoeuvre, even through tight town centres. MT

your passengers will have plenty of time to enjoy the impressive cabin.

The infotainment system’s graphics are as clear and crisp as any out there. And despite a huge number of options, shortcuts and, yes, even physical buttons to press, it’s an easy interior to operate – almost as easy as it is to settle into one of those comfy seats. Whether in the front or the back, they are a joy to sit in.

Two words of warning, though: the haptic feedback of the touchscreen still feels weird and even freshly sanitised hands will leave a smear on any part of the gloss black trim with which they come into contact.

So there’s plenty going for the A8 still. And yet… its rivals are fresher, come with more electrons (there are plug-in hybrid A8s, but the new S-Class PHEV dwarfs their electric-only range, and then there’s the fully electric i7), more tech and even greater levels of comfort.

Audi’s best still isn’t quite enough, then, but that just shows how high the bar has been set elsewhere and how industry trendsetters and game-changers are continuing to march relentlessly on.

MARK TISSHAW

@mtisshaw

AUDI A8 L 50 TDI QUATTRO SPORT More of the same from Audi flagship, good and bad. The one knockout blow comes from its incredible refinement

AAAAC Price Engine

£78,985 V6, 2967cc, turbocharged, diesel Power 282bhp at 3750-4000rpm Torque 443lb ft at 1250-3250rpm Gearbox 8-spd automatic, 4WD Kerb weight 2120kg 0-62mph 5.9sec Top speed 155mph Economy 42.8-44.4mpg CO2, tax band 184g/km, 37% RIVALS BMW 740Ld, Mercedes-Benz S350d L

13 APRIL 2022 AUTOCAR.CO.UK 37

TESTED 31.3.22, BARCELONA, SPAIN ON SALE NOW

TOYOTA AYGO X 1.0 VVT-i CVT

We like this all-new city car with its manual gearbox. How about the automatic?

W

hy no electrification at all in the all-new Toyota Aygo X? It’s a simple answer: weight.

Even something as minor as a mild-hybrid system would force Toyota to abandon the fundamental concept around the Aygo X, leading to increases in size and cost. As for a full-on electric version, that would add “about 500kg” to the car’s base 965kg kerb weight, according to Stijn Peeters, senior project manager for R&D at Toyota Motor Europe.

So it is that we’re greeted by a naturally aspirated 1.0-litre petrol triple in a remarkably simple package.

The Aygo X is heavily based (to the tune of a 50% component share) on the larger Yaris’s GA-B platform but, thanks to the lack of hybrid bits, with much shorter overhangs.

The Aygo is a city car pure and simple, albeit with 2022’s must-have accessory of crossover-ish styling.

As a result, you sit 55mm higher than before, so urban traffic is easier to navigate. The view out is helped by the raked-back A-pillar, while the dashboard is dominated by a new 9.0in infotainment touchscreen.

38 AUTOCAR.CO.UK 13 APRIL 2022

TOYOTA AYGO X 1.0 VVT-i EXCLUSIVE CVT Small, light and easy to drive, the Aygo X nails the fundamentals of the city car remit

AAABC

Physical buttons still control the temperature, though, thankfully.

Up front is by far the best place to be in the Aygo, as the rear is tight, not helped by the chunky front seats.

We tried the CVT automatic, which gives a 0-62mph time of 14.8sec – 0.1sec up on the manual. So it’s far from a rocket ship, but on a steady throttle and in its lower range, the engine is a refined little thing. You hear more noise from passing traffic.

Or at least you do until you want to accelerate. At that point, all the CVT’s foibles come to bear with a 6000rpm whine for accompaniment.

You’ll be better off in the manual, which has a lovely short throw.

The Aygo X is more than capable of motorway pace, but long uphill drags test its 69lb ft of torque.

To drive, it feels remarkably grown up. There’s a beautiful simplicity to the way it absorbs urban potholes,

Price £18,825 Engine 3 cyls in line, 998cc, petrol Power 71bhp at 6000rpm Torque 69lb ft at 4400rpm Gearbox CVT, FWD Kerb weight 965-1015kg 0-62mph 14.8sec Top speed 94mph Economy 56.5mpg CO2, tax band 109-114g/km, 26-27% RIVALS Hyundai i10, Volkswagen Up

despite it coming on 18in alloys.

Mid-corner ridges taken at speed aren’t as relaxing, though.

However, the lesson from that is to calm down and enjoy the simplicity.

That’s the ethos of the Aygo X, and it’s one that works well.

The city car is alive and well.

PIERS WARD

FIRST DRIVES TESTED 28.3.22, LEICESTERSHIRE ON SALE NOW

MAZDA MX-5

A round of updates make this smile-a-mile roadster fresh for 2022

H

ere it is, folks: the £30,000 Mazda MX-5. “That’s not what an MX-5 is about,” remarked our photographer. That price is indeed rather startling, but in Mazda’s defence, this is the top-end 2.0-litre GT Sport Tech, and you can have a 1.5-litre for ‘just’ £24,775. It’s a mark more of how bonkers car prices have become in general than of any particular greediness from Mazda.

The MX-5 remains a unique offering: a sensibly sized, two-seat sports car with a naturally aspirated engine, a manual gearbox, a limitedslip differential and rear-wheel drive that’s still vaguely affordable.

The Toyota GR86 will do the same when it arrives later this year, but the MX-5 also allows you to drop the roof.

Mazda does model-year updates in addition to the occasional facelift, so new for 2022 are Platinum Quartz paint and Kinematic Posture Control – mild torque vectoring by braking that supposedly also reduces roll.

Without driving this MX-5 back to back with an older one, it’s hard to tell if it actually does. Even this high-spec model on its sports suspension with

Low, snug and perfectly laid out

MAZDA MX-5 2.0 GT SPORT TECH

Bilstein dampers rolls more than you might expect of a modern sports car.

There’s no shortage of aftermarket parts to address this if it bothers you, but really it just contributes to the delightfully old-school vibe. Few cars, including far more expensive ones, are as interactive as the MX-5, with its feelsome steering, manual ’box that snicks through the gears and option of delicious little slides on the exits of tight corners.

Is it the perfect sports car? Of course not: the near-£80,000 extra for

the Porsche 718 Cayman GT4 RS isn’t just splurged on carbonfibre winglets.

On a bumpy road, you can feel plenty of shimmies and shudders as the body flexes. The engine is purposeful and willing but hardly sonorous. And while the interior looks lovely, it’s hard and scratchy.

But the MX-5 still puts a huge smile on your face every time you drive it.

Mazda hasn’t made any dramatic improvements for 2022, nor did it need to. This remains a great fun car.

Affordable sports car has got dearer, but so has everything else. Still the most fun you can have in a new car

AAAAB Price £30,870 Engine 4 cyls in line, 1998cc, petrol Power 181bhp at 7000rpm Torque 151lb ft at 4000rpm Gearbox 6-spd manual, RWD Kerb weight 1127kg 0-62mph 6.5sec Top speed 136mph Economy 40.9mpg CO2, tax band 155g/km, 36% RIVALS Toyota GR86, Hyundai i20 N

ILLYA VERPRAET

THE

iX Search: BMW iX

ALL-ELECTRIC

#bornelectric

Mpg (l/100km): Not applicable. CO2 emissions: 0 g/km. Electric energy consumption for the iX model range (combined): 20 to 21 kWh/100Km / 3 – 3.1 miles/kWh. Electric range: 246-382 miles. These figures were obtained after the battery had been fully charged. The iX is a battery electric vehicle requiring mains electricity for charging.

Figures shown are for comparability purposes. Only compare electric range figures with other cars tested to the same technical procedures. These figures may not reflect real 00 MONTHin2016 AUTOCAR.CO.UK life driving results, which will depend upon a number of factors including the starting charge of the battery, accessories fitted (post-registration), variations weather, driving styles and vehicle load.

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ROAD TEST

PHOTOGRAPHY LUC LACEY

No 5569

Volvo C40

Swedish firm’s first exclusively electric car is a swish version of the XC40 Recharge M O D E L T E S T E D R E C H A R G E T W I N U LT I M AT E Price £58,900

Power 402bhp

40 AUTOCAR.CO.UK 13 APRIL 2022

Torque 487lb ft

0-60mph 4.4sec

30-70mph in fourth na

Economy 2.6mpkWh

CO2 emissions 0g/km

70-0mph 48.5m

ROAD TEST hen you think of electric Volvos, the first car that springs to mind could easily enough not be a Volvo at all, but the Polestar 2. After all, the two brands are very closely related, so much so that the Polestar 2 was originally intended to be a Volvo, until it was decided Polestar should be an electric brand in its own right and needed a volume model to follow the Polestar 1 plug-in hybrid coupé.

While the Polestar 2 looks quite a lot like a Volvo and feels quite a lot like a Volvo, future Polestars are planned to gain a much more distinct identity. Meanwhile, Volvo itself is going electric as well. So far, it has built up an extensive range of mild and plug-in hybrids, but we’re still waiting for the big wave of EVs. The Swedes have dipped their toe in the water with the XC40 Recharge, but now it’s the turn of the C40, which is the “first Volvo model in history designed as pure electric only”.

That statement is true in that the C40 is only available as an EV, but it is also overstating the facts somewhat.

The C40 is ultimately a ‘coupé’ version of the XC40, with some facelift tweaks that will appear on the regular XC40 as well.

Future electric Volvos are likely to get a lot bolder. The designs for the pure-electric and hybrid models will diverge, and the alphanumeric names are likely to be scrapped in favour of more personal monikers.

The C40, then, is a transitional model for Volvo but a significant one.

W

DESIGN AND ENGINEERING

AAAAC

We like  Quietly satisfying to drive  Strong performance

We don’t like  Disappointing efficiency and range  Interior isn’t up to scratch for a £50,000 car

We might call it an XC40 coupé, and the C-name suggests the same, but nowhere in its literature does Volvo actually refer to the C40 as a coupé, instead preferring to call it a crossover.

Whatever the case, it’s clear that the main difference between the C40 and electric versions of the XC40 is its sloping roofline. You choose the C40 over its squarer brother – and pay the roughly £1300 premium – because you like the design.

Whether you actually do or not is a matter of personal preference, but most testers and photographers agreed that the C40 is one of the more cohesive coupé-SUVs, its big wheels and tall rear deck providing a squat muscularity that’s missing from most others. The boot spoiler and segmented rear lights running up the D-pillar are neat touches, too.

Underneath, it’s the same as the XC40, meaning the C40 is based on the CMA platform that’s also found under the Polestar 2. This architecture was designed from the outset to house a big battery pack and a pair of electric motors, but it still has to accommodate the XC40’s petrol and diesel engines, too (even if diesel has been eliminated from the XC40 range).

That means it doesn’t use its footprint quite as efficiently as, say, a Tesla Model Y, but Volvo still

Range at a glance ENGINES

POWER

FROM

Recharge Recharge Twin

228bhp 402bhp

£44,800 £55,550

T R A N S M I S S I O N S 1-spd reduction gearing Volvo’s naming scheme has eclipsed Audi’s in the past few years as the most impenetrable, due to the everchanging meaning of Ps, Ds, Ts and Recharges. For the EV-only C40, it’s nice and simple at least, as it’s limited to the single-motor front-wheeldrive Recharge and the dual-motor all-wheel-drive Recharge Twin.

The trim levels are simple enough, too. The basic Core is available only on the Recharge. Plus and Ultimate are available on both versions.

manages to cram in a 78kWh battery pack (of which 75kWh is usable) and reserve enough space for a modest ‘frunk’ under the bonnet. In the dual-motor Recharge Twin, that battery feeds two identical 201bhp motors for a total of 402bhp.

A cheaper, front-wheel-drive Recharge with 228bhp and a 69kWh (67kWh usable) battery is available too, and only gives up five miles of range to the Twin: it manages 269 instead of 274 miles.

Squeezing 274 miles out of a 75kWh battery doesn’t exactly set new standards for efficiency. Even Volvo’s own claim of 2.8mpkWh compares unfavourably with the Hyundai Ioniq 5’s 3.3mpkWh, let alone the Model Y’s 3.7mpkWh. That disappointing return could be the result of less sophisticated battery management, but as the mechanically similar dual-motor Polestar 2 manages 3.2mpkWh, it most likely has something to do with the C40’s body. On Millbrook’s scales, the car weighed 2172kg, considerably more than all its rivals.

Volvo also quotes a drag coefficient of 0.32, whereas most ground-up EV crossovers are in the mid-0.20s.

INTERIOR

AAACC The C40’s cabin will be immediately familiar to anyone coming from an XC40. A bit too familiar. We rated the XC40’s interior highly in 2018 as it was stylish and classy for a £40,000 car. Now that a top-spec C40 is nudging £60,000, you can’t help looking at it differently.

Everything is solidly screwed ◊

Concept 40.1 pointed to production XC40

 These 20in wheels come with staggered Pirelli P Zero tyres, which is prudent given the level of power available. They don’t affect the ride too badly and they complement the stocky design rather well.

 Even many pure EVs get this wrong, but Volvo has managed to find some space in the nose of the C40 for a ‘frunk’. It’s not huge and having to pull a lever in the interior to open it isn’t particularly practical, but it’s still a useful space for charging cables.

 Rear lights that run all the way up to the D-pillar have been a Volvo design signature since the 1990s. It has been modernised here with LEDs that do a little welcome dance when you unlock the car.

 The XC40’s front works remarkably well with a blanked-off grille. The ‘Thor’s hammer’ LED running lights still look distinctive, and the matrix headlights are effective. Tweaked headlights will appear on facelifted XC40s too.

13 APRIL 2022 AUTOCAR.CO.UK 41

Weights and measures ax

DIMENSIONS 895m m m

4131205 litres

0m

m

5m

112

x ma

88

31 litres

Kerb weight: 2132kg 2702mm

870mm

1647mm

1050m mm

0.32

868mm

4440mm

 Front seats can be set as high or as low as you want, with good support on longer journeys and plenty of adjustment for all body types.

PA R K I N G Typical garage height

Typical parking space width (2400mm)

2129mm

2040mm (with mirrors)

Typical leg room 880mm

 Rear seats place passengers at a more comfortable angle than some EVs, but total space is average. Sloping roofline doesn’t notably compromise head room.

3620mm

W H E E L A N D P E DA L ALI G N M E NT An entirely conventional driving position.

120mm Width 910mm

Height 410-625mm

Length 1010-1730mm

H E AD LI G HTS Ultimate-grade cars get matrix LED headlights.

They’re powerful and adjust quickly to avoid blinding oncoming traffic.

∆ together, the switches feel nicely damped and the door handles operate with a satisfying mechanical clunk. However, even in 2018 we remarked that there were some cheaper plastics, not just lower down but also in areas that are clearly in view and on the controls you touch.

One might hope for some natural wood trim, but all the decorative trim is plastic. Granted, the way the translucent panels light up at night in the pattern of a topographical map is an original detail, but during the day it looks like fairly plain plastic.

As with a number of recent EVs, the whole interior is leather-free, and the optional wool blend upholstery looks appealingly different. However, our car had the microsuede seats, which

42 AUTOCAR.CO.UK 13 APRIL 2022

Centre

just don’t feel particularly expensive.

The material isn’t very breathable either, so it gets a little sweaty on long journeys. The imitation leather on the steering wheel has a similar problem, feeling more like foam rubber than nappa leather.

The space on offer in the C40 predictably mirrors what you get in an XC40, which is decent, though not exceptional for a compact SUV. Adults can sit in the back and have plenty of knee and head room, but they won’t want to do so for very long, as the rear bench is set fairly low and leaves taller passengers’ thighs unsupported. What’s more, the C40 pales in comparison to the limo-like space that ground-up EVs such as the Tesla Model Y and Kia EV6 offer.

 The C40 loses some space under the boot floor to the battery and motor but remains very usable. Movable dividers with hooks prove handy.

The C40 gives up only 39 litres of boot space to a petrol-powered XC40, and six litres to an electric XC40, but at 413 litres it’s still smaller than a Kia EV6, or even a BMW iX3.

That sloping roofline may not affect the boot space in any major way, but it severely limits rear visibility. The tall rear deck blocks your sight of traffic following closely, while the roof spoiler does the same for anything in the distance.

PERFORMANCE

AAAAB Electrification has quietly made Volvo an unlikely high-performance hero. Want the fastest mid-size plug-in hybrid SUV? The XC60 T8 has a staggering 448bhp. The C40,

in dual-motor form, does a similar thing. With its 402bhp, it outshines the BMW iX3, Mercedes-Benz EQA 350 and Audi Q4 E-tron 50.

The Tesla Model Y Long Range supposedly has a little more power, but the Volvo still beats it to 60mph by 0.3sec. The gap closes to 70mph, after which the Tesla pulls ahead and stays ahead on account of Volvo’s brand-wide 112mph speed limit.

A 0-60mph time of 4.4sec is staggering for a crossover SUV with no sporting intentions. The 228bhp of the front-wheel-drive Recharge would absolutely suffice for most people, but there is no doubt that having this sort of performance available from an unassuming-looking Volvo family car is highly entertaining. ◊

ROAD TEST

 ‘Topography’ trim is translucent and is lit up at night in different shades of brown, creating a novel and pleasant effect. During the day, the effect is lost.

 Centre console design is clean but very functional, with a removable rubbish bin, two cupholders, an extra compartment and a wireless phone charger.

 Volvo could have done much more with the digital gauge cluster. It’s clear, but there are only two views, no customisation options and a limited trip computer.

Multimedia system

AAABC

At first glance, the C40’s infotainment system may not look all that different from the XC40’s older Sensus set-up, with its four-tiered home screen and similar fonts. However, under the surface it’s a completely new, Google-based system. It’s already in some other Volvos and will eventually replace the older interface in all models, so it better be good.

The screen responds quickly, and once you figure out how to configure the home screen, you can tailor it to your preferences and make pretty good use of the real estate. The built-in navigation is Google Maps, so it deals with traffic well, but the voice guidance isn’t the best.

The biggest annoyance is that there is no Apple CarPlay or Android Auto phone mirroring. There’s Spotify built in, but other media players have to go through Bluetooth, meaning you can only browse media via your phone. Moreover, some of the settings menus are too fiddly.

13 APRIL 2022 AUTOCAR.CO.UK 43

❝ 0-60mph in 4.4sec is staggering for a crossover SUV with no sporting intentions

❞

All the more so since the firepower can be deployed any time, with no fuss, no screaming engine, no gearchanges and no wheelspin. All it takes to launch the C40 is to plant your right foot. As the front and the rear electric motors are equally powerful, a hard launch might elicit the slightest hint of slip from the front wheels as they are unloaded by the prow rising up, but like most dual-motor EVs, the C40 usually just grips and goes.

Other than a speed-limited off-road setting, there are no driving modes, so the C40 always feels quick, but thanks to a long-travel throttle pedal, it is just as easy to drive slowly and steadily, or pootle through town.

Where the C40 could give its driver some more choice is in slowing down. Many modern EVs offer a spectrum of energy regeneration modes, from none at all to adaptive

one-pedal driving. Volvo offers just two choices: one-pedal driving with maximum regen, or no regen at all.

That’s frustrating if you prefer a little bit of retardation when lifting off the throttle. Toggling between the two modes isn’t as easy as it should be either: to find the option, you need two taps and a swipe of the screen.

Thankfully, both the one-pedal drive functionality and the brake pedal are well calibrated. In onepedal mode, the car will come very smoothly to a stop. While the brake pedal feel is clearly artificial, it is at least consistently firm and easy to modulate. Ultimate braking performance is on par with other electric SUVs.

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

AAAAC Just like Volvo never refers to the C40 as a coupé, it never calls it ‘sporty’ or

‘dynamic’ either, which is refreshing.

Despite the startling performance of electric SUVs, there is no need for them to try to be sports cars.

Nevertheless, there is something quite satisfying about the way the C40 goes down the road. The springs are relatively soft, but the body is well controlled, giving a sense that the prodigious weight of the car just flattens the biggest bumps in the road surface.

The compliant suspension entails some body roll, but not excessively so. Our test car’s Pirelli P Zero tyres afforded it a reasonably high limit of grip in the dry. Which is good, because you won’t know from the steering when it does run out. As is fairly typical for recent Volvos, the steering is consistently and reassuringly weighted, but it feeds back no information whatsoever.

There is a firm steering feel option

that makes the steering heavier, but the sensation is quite artificial and adds little to the experience.

In the wet, the C40 gets a little scrabblier. The front is usually the first to go, but if you boot it on the wrong surface, you can surprise the otherwise conservative stability control and make the back step out. That sort of inconsistency in a performance car might put you off, but the C40’s limits are high enough that if you run into them regularly, you’re probably missing the point of this 2.2-tonne electric SUV. Drive with some restraint and the C40 can be confidently guided down a B-road with quiet satisfaction, though not excitement.

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

AAABC If there’s one thing you can expect from an expensive modern Volvo,

 Unassuming C40 can barrel away from its premium rivals on the open road, before steamrollering the surface into submission – effective though not exactly elegant.

44 AUTOCAR.CO.UK 13 APRIL 2022

ROAD TEST Assisted driving notes AAAAC Most of the active safety features are very mature, as might be expected from a safety-conscious brand like Volvo, if still not perfect.

We never had cause to turn off the lane keeping assistance as it is perfectly unintrusive on country roads and works well on motorways.

If you do want to turn it off, it takes a few taps of the touchscreen. The automatic emergency braking recognises pedestrians and cyclists and didn’t give us any trouble.

The adaptive cruise control confidently speeds up and slows down, and it will accelerate when you indicate to match the speed of the faster lane. The automatic lane following is smooth, too. It tends to stick to the left-hand side of the lane, but you can adjust it with the steering without deactivation. Annoyingly, it can’t easily be toggled on or off.

Instead, it takes several taps and a swipe of the screen. Another curious oversight is that the speed-limit recognition is wrong more often than it is right.

it’s comfortable seats, and in the C40 they are present and correct. In other areas, the C40 suffers somewhat from its origins as a relatively affordable small SUV, notably in noise isolation.

Road noise and to a lesser extent wind noise make themselves heard far more in the C40 than in almost any of its rivals. The only car that’s noisier is the Tesla Model Y, and then only by 1dBA. Subjectively, the Volvo is more refined than that, but it’s still a poor show from a brand people might associate with refined travel.

The way the C40 rides is mostly unremarkable. The relatively supple suspension gives a relaxed but wellcontrolled primary ride over big bumps, but the 20in wheels do crash through potholes and expansion joints, the sharpest of which will send a shudder through the car’s structure.

Perhaps not the premium experience one might hope for, but it’s nothing

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

like the bone-shaking Model Y. Given the C40’s composure through the corners and the fashionable 20in wheels, it ultimately strikes a fair balance.

BUYING AND OWNING

AAACC Volvo is in full start-up-chasing mode with the way it sells C40s and has decided that all its electric cars will only be available online.

In practice, that’s a less momentous change than it might sound like, as you can still go to any Volvo dealer to poke around one and take a test drive. The difference is that the final signing and payment happens online.

Another implication is that Volvo doesn’t offer traditional PCP finance.

You can buy a C40 outright, but it’s clear from the marketing and the uncompetitive price point that Volvo

would rather you didn’t. Instead, you go through its Care by Volvo subscription service.

You pay no deposit, just the monthly fee, which is dependent on annual mileage and the type of contract. You can either go for a fixed 36-month contract or a more flexible one, where you can give three months’ notice to cancel or change cars. The latter is obviously more expensive, by about £130 a month, depending on the other variables.

The subscription covers servicing, consumables including tyres, road tax and, optionally, insurance.

Such a comprehensive package with no deposit sounds like it ought to be expensive, but it actually looks like rather a good deal. Our test car, on a fixed contract with 12,000 miles per year, comes out at £799 per month. That’s not much more than a BMW iX3 on a PCP with a 15%

deposit. Compared with lease quotes with minimal deposits, the C40 is cheaper than even a Kia EV6.

What’s not so good is the way the C40 uses its energy. Over a week of mixed usage, we recorded 2.6mpkWh. When you know that the Tesla Model Y managed 3.1mpkWh and the Kia EV6 3.3mpkWh, 2.6mpkWh is very poor.

That sort of efficiency works out at a real-world range of just 194 miles, rather a long way off the claimed 274 miles. In summer and with gentler usage, you could undoubtedly stretch that range by a few dozen miles, but it’s still way short of the best in the class.

The C40 can charge at a maximum speed of 150kW, which is what we have come to expect from an EV with this size of battery. A suitably rapid charger will replenish capacity from 10-80% in 37 minutes. ◊

AC C E L E R AT I O N Volvo C40 Recharge Twin (11deg C, dry) Standing quarter mile 13.1sec at 107.5mph, standing km 24.9sec at 114.3mph, 30-70mph 3.6sec, 30-70mph in fourth na 30mph

40mph

50mph

60mph

70mph

80mph

90mph

100mph

2.0s

2.7s

3.5s

4.4s

5.6s

7.1s

8.9s

11.0s

0

Tesla Model Y Long Range AWD (2022, 11deg C, dry) Standing quarter mile 13.1sec at 111.4mph, standing km 23.7sec at 125.7mph, 30-70mph 3.6sec, 30-70mph in fourth na 30mph

40mph

50mph

60mph

70mph

80mph

90mph

2.2s

3.0s

3.8s

4.7s

5.9s

7.1s

8.6s

0

110mph

13.7s

10s

100mph

110mph

10.5s

12.8s

10s

B R A K I N G 60-0mph: 2.59sec Volvo C40 Recharge Twin (11deg C, dry) 30mph-0

50mph-0

8.4m 0

70mph-0

23.5m 10m

20m

48.5m 30m

40m

Tesla Model Y Long Range AWD (2022, 11deg C, dry) 30mph-0

50mph-0

8.5m 0

70mph-0

23.2m 10m

20m

46.5m 30m

40m

13 APRIL 2022 AUTOCAR.CO.UK 45

Data log VO LVO C 4 0 R E C H A R G E T W I N U LT I M AT E On-the-road price Price as tested Value after 3yrs/36k miles Contract hire pcm Cost per mile Insurance

£58,900 £58,900 £33,125 £726 79 pence 43/£1054

TYPICAL PCP QUOTE

78kWh

3 years/36,000 miles (subscription) £799 Volvo doesn’t offer PCP finance on the C40.

Instead, you have to ‘subscribe’ to it. There’s no deposit, and everything except insurance is included. On a 36-month contract, our test car costs £799 per month. That rises by £130 for a more flexible plan.

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

Like the XC40 on which it is based, the C40 uses the Volvo-Geely Compact Modular Architecture. Entry-level EVs on the CMA platform have a single front motor, while more powerful versions have dual motors. The car’s weight on the scales was distributed 51:49 front to rear.

ENGINE Installation Type Power Torque Battery £1250 £150 £825

Power to weight Torque to weight

R E S I D UA L S Front and rear, transverse, four-wheel drive Two permanent magnet synchronous motors 402bhp at 4350-13,900rpm 487lb ft at 0-4350rpm 78/75kWh (total/usable), lithium ion, water-cooled 189bhp per tonne 228lb ft per tonne

70

TEST MPG

Track Touring Average Test range

1.4mpkWh 2.7mpkWh 2.6mpkWh 194 miles

CLAIMED

Combined Range

2.8mpkWh 274 miles

Volvo C40 Recharge Twin Ultimate

60

Tesla Model Y Long Range AWD

50 40 30 20 10 0 New

Options in bold fitted to test car = Standard na = not available

ECONOMY

80

Value (£1000s)

20in alloy wheels Metallic paint 9.0in touchscreen with Android Automotive 12-speaker Harman Kardon hi-fi 12.3in digital gauge cluster Heated (front and rear) microsuede seats Heated steering wheel Ambient lighting Adaptive cruise control with active lane following Matrix LED headlights Fixed full-length panoramic roof Heat pump Surround-view cameras Hands-free tailgate Retractable towbar Fjord Blue carpets Wool blend upholstery

Battery size 78/75kWh (total/usable)

Mercedes-Benz EQA 350 4Matic AMG Line Premium 1 year

2 years

3 years

4 years

 The C40 should hold its value rather well but can’t match the Tesla’s iron-clad residuals.

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

0g/km £20/£39

C H A S S I S & B O DY

TRANSMISSION

BRAKES

SAFET Y

Construction Weight/as tested Drag coefficient Wheels

Type 1-spd reduction gearing (one per axle)

Front 345mm ventilated discs Rear 340mm solid discs Anti-lock Standard Handbrake type Automatic Handbrake location No manual control

ABS, ESC, LKA, AEB, blindspot warning, driver knee airbag, curtain airbags, speed limit recognition Euro NCAP crash rating Not tested

STEERING

Idle na Max power at 90mph 73dBA 30mph 56dBA 50mph 62dBA 70mph 69dBA

Tyres Spare

Steel monocoque 2132kg/2172kg 0.32 8.0Jx20in (f), 9.0Jx20in (r) 235/45 R20 (f), 255/40 R20 (r), Pirelli P Zero Elect Vol None (puncture repair kit)

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

TIME (sec) 2.0 2.7 3.5 4.4 5.6 7.1 8.9 11.0 13.7 – – – – –

SUSPENSION Front MacPherson struts, coil springs, anti-roll bar Rear Multi-link, coil springs, anti roll bar

AC C E L E R AT I O N I N KICKDOWN MPH TIME (sec) 20-40 1.4 30-50 1.5 40-60 1.7 50-70 2.1 60-80 2.7 70-90 3.3 80-100 3.9 90-110 4.9 100-120 – 110-130 – 120-140 – 130-150 – 140-160 –

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 C40, contact Volvo Car UK, Scandinavia House, Norreys Drive, Maidenhead, SL6 4FL (01628 422522, www.volvocars.com/uk). Cost-per-mile figures calculated over three years/36,000 miles, including depreciation and maintenance but not insurance; Lex Autolease (0800 389 3690).

Insurance quote covers 35-year-old professional male with clean licence and full no-claims bonus living in Swindon; quote from Liverpool Victoria (0800 066 5161, lv.com). Contract hire figure based on a three-year lease/36,000-mile contract including maintenance; Wessex Fleet Solutions (01722 322888).

46 AUTOCAR.CO.UK 13 APRIL 2022

Type Electromechanical, rack and pinion Turns lock to lock 2.7 Turning circle 11.4m

CABIN NOISE

R OA D T E S T N o 5 5 69

Read all of our road tests autocar.co.uk

ROAD TEST Testers’ notes ILLYA VERPRAET With its simple monthly payments and no deposit, Care by Volvo aims to be transparent. It might be in isolation, but having to compare it with disparate PCP and lease quotes for other cars could end up making things more confusing for buyers.

AAABC

RICHARD LANE The Harman Kardon stereo that comes with the Ultimate trim has a function to focus the sound on the driver if you’re alone in the car. It makes a huge difference to audio quality but doesn’t quite compensate for the excessive road noise.

A transitional model for Volvo that doesn’t go quite far enough

Spec advice

VERDICT

n our road test of the Tesla Model Y a few weeks ago, we concluded it was “a far better electric car than a premium SUV”. The Volvo C40 is the opposite, but doesn’t pull it off quite as well.

Where the Tesla is a technically brilliant exercise that is easy to dislike for the more conservative buyer, the Volvo is an EV in which people who have been buying Volvos for years will feel right at home from the start. It has the comfy seats, solid build quality and pleasant but unremarkable driving dynamics we have come to expect from the brand.

In 402bhp Recharge Twin form, the C40 is also startlingly fast.

However, that doesn’t make up for the C40’s failings as an electric SUV. Its range, efficiency and interior space fall short of the class average and perceived quality is also not up to usual Volvo standards. The unconventional subscription pricing model might appeal to some but makes price comparisons difficult for consumers.

The C40 is a decent, likeable car, but Volvo’s breakthrough EV ought to have more premium appeal and make better use of its big battery.

I

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

1

KIA EV6 77.4KWH GT-LINE S AWD Engaging to drive, well equipped, rangy and with some of the fastest charging around. Not perfect, but very close.

AAAAB £51,945 321bhp, 446lb ft 5.2sec, 114mph 3.5mpkWh, 300 miles

2

TESLA MODEL Y LONG RANGE AWD Matches the C40’s performance, but convincingly beats it on range and space. Cold interior and prescriptive handling.

AAAAC £57,090 434bhp, 424lb ft 5.0sec, 135mph 3.7mpkWh, 331 miles

3

BMW iX3 M SPORT Slightly unambitious as an EV, but does the premium SUV thing very well and is possibly the most fun to drive of all the electric SUVs. AAAAC £60,970 282bhp, 295lb ft 6.8sec, 112mph 3.2mpkWh, 286 miles

4

POLESTAR 2 LONG RANGE DUAL MOTOR Like the C40 but not dead set on an SUV? The Polestar 2 is largely the same but slightly better in significant ways. And cheaper.

AAABC £45,900 402bhp, 487lb ft 4.7sec, 127mph 3.2mpkWh, 292 miles

Having 402bhp in a relatively compact SUV is certainly amusing, but you wouldn’t feel shortchanged with the 228bhp front-wheel-drive model.

The mid-range Plus trim represents the best compromise. Beyond that, there aren’t many options. Just avoid the ‘Microtech’ synthetic suede.

Jobs for the facelift  Bump up the energy efficiency.  Uprate the interior materials and sound deadening.  Add Apple CarPlay and Android Auto to the infotainment system.

5

VOLVO C40 RECHARGE TWIN ULTIMATE Sharp looks and pleasant demeanour can’t compensate for poor efficiency and an interior not worthy of this price.

AAABC £58,900 402bhp, 487lb ft 4.7sec, 112mph 2.8mpkWh, 274 miles

13 APRIL 2022 AUTOCAR.CO.UK 47

i-OPENER

48 AUTOCAR.CO.UK 13 APRIL 2022

BMW i3 ADIEU

BMW’s pioneering i3 forged the i-brand template a decade ago and is still turning heads. It’s still on sale, too – just. Piers Ward takes one last look PHOTOGRAPHY MAX EDLESTON 13 APRIL 2022 AUTOCAR.CO.UK 49

he year is 2013 and BMW has just launched the i3 electric car. Cast your mind back: the world was mercifully free of Covid, we were still three years away from teenagers TikToking, Prince Harry was mates with his brother and no one had yet thought that chucking a bucket of iced water over your head would lead to millions in charity donations.

It feels like a lifetime ago, and in car terms it was. Nine years is a life cycle and a half in most model runs, yet here we are today, still looking at a new i3 and still marvelling at it.

And mourning it, because production will end in July.

It has been tipped as a future classic, no less than in our recent Autocar-Beaulieu Future Classics competition, and little wonder. There were other EVs before the i3 (heck, BMW itself had one with the Mini E trial fleet), but the i3 is the one that felt – and still feels – like it defined an era. A movement, even.

Why? I think it’s due to the integrity of the idea: the i3 was born electric.

In 2010, BMW unveiled the Megacity concept (and later used it at the London Olympics) as a radical carbonfibre-reinforced-plastic (CFRP) passenger cell atop an aluminium chassis – a system that was so structurally strong it didn’t need B-pillars. Hence the amazing rear-hinged rear doors were possible.

The key thing is that the production car stuck to that mantra, with the same focus on sustainability, recycled materials and those doors, which had made the original concept such a head-turner.

The CFRP passenger cell remained, so the i3 is a featherweight

by EV standards: just 1290kg, even with the bigger, modern battery on board. The Renault Zoe from 2012 weighed 1465kg – 300kg more than the i3 from the same period.

T

❝ There were EVs before the i3 but it is the one that defined an era ❞

There’s no B-pillar so the back doors are rear-hinged

A quick glance at the seats reminds you of its BMW DNA

Excellent access, good visibility but modest leg room 50 AUTOCAR.CO.UK 13 APRIL 2022

BMW i3 ADIEU H O W T O B U Y A U S E D i 3 A N D W H AT T O PAY An early, entry-level i3 will cost you from £11,500 today. Cars at this price are 60Ah models, equipped with a 22.6kWh battery pack. They produce 168bhp and 184lb ft and offer up to 100 miles of range.

Upping your budget to £15,000 will give you a much wider range of i3 options. The most common model at this kind of money is the range extender (REx), which uses a 647cc two-cylinder petrol BMW motorbike engine, fuelled from a nine-litre tank. This acts as a generator for its 22.6kWh battery and boosts the i3’s range to 180 miles. The 94Ah model is also found in this price bracket and has a 33kWh battery for an electriconly range of 124 miles.

You’ll have to stretch to around £18,000 to get the 120Ah, with its 42.2kWh battery. It’s worth seeking out, though, because it’s able to travel 160 miles as a pure-EV. The 120Ah REx, meanwhile, boosts the range to 200 miles.

C O M M O N FA U LT S In June 2020, 189 cars were recalled due to a defective sensor in the airbag control unit, which may stop

BMW’s motor tuning and precise steering make driving it fun

the airbag from being deployed when a vehicle has rolled over. BMW rectified affected cars for free.

Generally, though, the i3 has historically been a reliable car. “We don’t have to work on them often,” says Barrie Rowles, BMW master technician at Turner Automotive. “We mainly do MOTs and servicing, and that’s just for range extenders, which sometimes need an oil change.

“They don’t have many problems.

Any high-voltage issues are all taken care of by BMW. There were a few teething problems on the first-generation models but, speaking to colleagues at BMW, they are very reliable.

“My advice for customers is just be careful when you’re buying an electric vehicle out of warranty, because if they go wrong, you’re looking at thousands, not hundreds.”

ONES WE FOUND 2014 BMW i3 60Ah, 100,000 miles, £11,500 2015 BMW i3 90Ah, 25,000 miles, £15,900 2017 BMW i3s REx, 35,000 miles, £20,500

Two powertrains were available back then: fully electric with 168bhp and a claimed 80- to 100-mile range, and a range extender with the same motor plus a 647cc two-cylinder petrol motorbike engine to charge the battery on the move.

Crucially, BMW developed its own electric motor for the i3, with its own characteristic torque curve. This is more stable at high revs – something the firm continues to actively pursue.

You can still feel it now. The i3 is whip-crack fast from 0-30mph, as with any other electric car, but the power doesn’t tail off. You don’t feel like you’ve hit a soft limiter, as you do in some other EVs, so it’s a wonderfully rich acceleration curve, like in the Porsche Taycan. As a result, this doesn’t feel like nine-yearold technology. In fact, better battery tech means the i3 can now claim nearly 180 miles on a charge.

It may sit you quite high up but its rear-wheel drive and accurate steering make it brilliant to drive, with an agility and precision that are lacking in a lot of EVs. The i3 is a lesson in how light weight makes for a better car, proving that BMW’s rigorous application of carving kilograms wherever it could has reaped rewards. Even the screws and bolts in the doors are aluminium, saving crucial grams, and the windscreen wiper has a honeycomb structure. As a result, you can sense the integrity of the project. It still feels special, even now.

At launch, people were instantly hooked. Michael Ani, once chief exterior designer at Audi and for ◊

13 APRIL 2022 AUTOCAR.CO.UK 51

∆ the past 24 years in charge of his own automotive design consultancy, Makkina, had a passenger ride in one at the Frankfurt motor show in 2013 and has never looked back. He’s on his second i3 now and has persuaded 10 of his friends to buy one. As he explains: “I thought there couldn’t be anything better. Honestly, all these years later, it’s just the same: the combination of the power, the silence and this beautiful kind of lounge-like interior that’s still very modern.”

With his design background, Ani touches on something interesting: “It’s classless, which is a rare quality in a car. It doesn’t fit any particular category and is very much its own thing.” For a brand that has occasionally suffered from less than brilliant ownership associations with some cars, the i3 is the friendly one.

Not that it has all gone BMW’s way. Despite the critical acclaim of the i3, sales have never hit the heights achieved by the Nissan Leaf. In 10 years, the Leaf managed 500,000 units, whereas the BMW is at 250,000 over nine years.

Wieland Bruch, a spokesperson for the BMW Group, corporate and intergovernmental affairs, explained that the i3 has done what it needed to do for BMW, but that the firm felt the regulations would encourage faster uptake of EVs. Legislators and governments, as ever, don’t move at the speed of big corporates. A decade of low fuel prices also hasn’t helped.

Equally, BMW’s owners perhaps weren’t ready for the step-change of the i3. “At the beginning, more than 70% of i3 buyers came from other brands,” says Bruch. “Of course, we had internal critics. What we tried with the i3 was so different to our traditional business model: the typical BMW aficionado hadn’t been waiting for a BMW i3.”

It’s why BMW maintained a versatile platform that could cater for internal combustion engines and

There are now a quarter of a million i3s on roads globally

52 AUTOCAR.CO.UK 13 APRIL 2022

electric powertrains, to ensure it was adaptable. The i3 turned out to be an outlier, with its bespoke chassis.

But despite those headwinds, the i3 has set the tone in electrification for the company. It pioneered the ‘i’ nomenclature and it did so within the parameters of the wider BMW brand: there was minimal dilution of the BMW driving experience. It set the ethos for all BMW electric cars, for today’s iX and i4 to build on.

People often talk of acceleration syndrome with EVs, that the technology is only ever going to change faster and faster so that cars will become obsolete ever quicker.

But the incredible thing about the i3 is that, driving it around London, it still feels and looks absolutely bang-on. It has not dated. Crucially, it doesn’t feel like it will date, either.

That’s perhaps its greatest achievement. That long after we’ve all finished dousing ourselves in ice-cold water, we’re still enjoying the i3 as much as we ever were. It’s going to be sorely missed. L

BMW i3 ADIEU H O W T H E i3 CAME TO BE There are secret projects in car companies all the time, but I’ll wager that very few have been squirrelled away in a loft above a former fire station. That’s where the i3 was born, hidden away even from other sections of BMW’s already secret development and innovation centre (FIZ) in Munich.

Wieland Bruch, a spokesperson for the BMW Group and someone involved with ‘i’ from the start, told us the i3 needed to be hidden because it was such a controversial idea, even within BMW. Bruch says: “We had voices in the company saying that these engineers around the i3 are wasting all the money we have worked so hard to earn.

“But over the development of the car, the moment comes when other model line engineers want the interesting i3 modules for their own conventional projects. And that’s the moment we knew the company was behind us.”

❝ It’s classless, which is rare for a car. It doesn’t fit any category ❞

This was the first BMW i-branded car It proved not to be a BMW in name only

It packs wow factor into a 4.0m length

BMW i3s

It’s a contemporary of Orbit Tower and just as distinctive

Price £34,750 Engine Electric motor Power 181bhp Torque 199lb ft Gearbox 1-spd reduction gear, RWD Kerb weight 1290kg 0-62mph 6.9sec Top speed 99mph Battery 42.2kWh (total) Range, economy 175 miles, 4.24mpkWh CO2, tax band 0g/km, 2%

13 APRIL 2022 AUTOCAR.CO.UK 53

YOU AIN’T SEEN NOTHING YET The BTCC is about to undergo its biggest technical change for a generation, and it should make the racing even more exciting.

Damien Smith looks ahead with former champion Tim Harvey re we looking at a British Touring Car Championship GOAT? That’s the question that series watchers are asking when it comes to reigning champion Ash Sutton. The greatest of all time? Well, three titles in just six seasons sure is a stunning return for the 28-year-old, and now he bids for a record-equalling fourth not only with a new team and car but also having switched from rear-wheel to front-wheel drive. That’s a tall order in itself, without also factoring in the biggest BTCC technical shake-up in a generation as hybrid power comes to Britain’s top motorsport series. It’s a giant season all round for the BTCC. The 2022 action will begin on 24 April at Donington Park, the first of 10 rounds. Three bump-and-grind races in a day featuring the cream of Britain’s best tin-top talent remains a huge crowd-pleaser, either in the metal at the circuits or remotely via ITV4’s excellent live TV coverage.

Ahead of the red lights going out, we called on ITV4’s co-commentator, 1992 BTCC champion Tim Harvey, to guide us through the major talking points – and there are plenty of them,

A

Excelr8 Hyundai i30 Fastback gains new engine by Swindon 54 AUTOCAR.CO.UK 13 APRIL 2022

too, following a winter of surprise driver and team switches.

I N R U D E H E A LT H

A grid of 30 cars carrying the colours of a bountiful mix of sponsors is a sure sign that the BTCC has emerged from the pandemic in fine fettle.

“If you look at the number of genuine commercial sponsors, it has never looked better,” says Harvey, who admits that he was worried what effect Covid would ravage on the series. “I was sceptical to say the least. To attract commercial partners when you can’t offer any tickets to events or hospitality, purely relying on the TV and specialist press media coverage, was tough.”

The BTCC ran behind closed doors in 2020, with full crowds only returning partway through last year.

“We’ve weathered that storm,” says Harvey. “Certainly, when crowds were allowed back, you could see enthusiasm for the BTCC hadn’t diminished. And over the winter, that has translated into commercial partners for a lot of people. It’s always good when the BTCC brings in high-street brands and well-known names.”

T H E N E W H Y B R I D S YS T E M

As ever, the BTCC has kept a beady eye on costs as it joins the hybrid era. Cosworth was commissioned to develop a spec system for all the cars, powered by a 60V battery and producing at peak 50bhp. The system will be plugged directly into the heart of the series as a performance boost, available to drivers for so many seconds per lap in qualifying and for so many laps in the races.

How many depends on how successful they have been.

Gone is the old success ballast system of added weight, replaced by a sliding scale of what’s known as Hybrid Energy Modulation (HEM). For qualifying from the second meeting, the top 10 in the championship will have fewer seconds of boost to play with, from zero per lap for the points leader to 13.5 seconds for the driver in 10th and 15 seconds for all those thereafter.

In the races, success will be penalised by a reduction in the number of laps allowed with the hybrid power boost. The HEM

Electrical boost introduction is a huge change

deployment for race one will again be based on championship order: in a race of 17 laps or fewer, the points leader must complete 10 without hybrid power, while the driver in 10th loses just one lap of it. Those outside the top 10 can use it for the race’s duration.

In races two and three, the same sliding scale will apply, but the lap reduction will be based on the result of the previous race.

The loss of success ballast, plus the decision to drop Goodyear’s ‘option’ tyre, means the new HEM system is the biggest performance variable drivers and teams will have to work with.

“It’s the major talking point of this year,” says Harvey. “The drivers have the same tyre all the time, and

BTCC 2022 PREVIEW 2022 B T C C C A L E N DA R Donington Park 23-24 April Brands Hatch (Indy) 14-15 May Thruxton 28-29 May Oulton Park 11-12 June Croft 25-26 June Knockhill 30-31 July Snetterton 13-14 August Thruxton 27-28 August Silverstone 24-25 September Brands Hatch (Grand Prix) 8-9 October

BTCC has 30 cars entered for the 2022 season without success ballast, the HEM system is the only form of success handicapping. It has got to work, basically, and we don’t know how effective it will be.

“Cosworth was running a development car last year that Andrew Jordan raced at Silverstone, so it has been in development for some time. But inevitably with teams fitting it to their own cars, there will be issues.

“Still, there’s no better arena than motorsport to sort out problems quickly. I’m more interested in how it will affect the racing.”

W H AT I T M E A N S F O R T H E AC T I O N

The introduction of the Cosworth hybrid system represents a complete

reset, for the racing spectacle as much as for the engineers.

“First, the cars are heavier [on base weight],” explains Harvey. “The front-drive cars weigh 1340kg and the rear-drive cars 1370kg, so there’s still a 30kg difference. But to put that into perspective, last year a rear-drive car running with maximum success ballast would have been 1375kg, so it’s almost exactly the same as cars fully loaded from last year.

“Then factor in what the hybrid boost is going to be in horsepower terms: something between 30 and 40bhp, but it can only be deployed once the cars are going faster than 120kph [74.56mph]. It can’t be used in a traction zone, otherwise that would give too much advantage to the rear-drive cars.

“Once the cars are doing 120kph, that extra 30-40bhp isn’t enough to make a car just drive around another in the length of a straight at somewhere like Brands Hatch Indy or Knockhill. It might be enough to put a driver under pressure and force him to defend, so that opens up racing options. But don’t expect to see cars just driving past rivals like they’ve got a Formula 1-style drag-reduction system [DRS].”

M-SPORT vs SWINDON

Along with the hybrid system, a new version of the spec engine has been introduced, built by M-Sport, which has replaced Swindon Powertrain as the supplier. Half of the grid use the so-called TOCA engine, but “the only real internal combustion

engine story”, says Harvey, “is that Excelr8 and Hyundai are doing their own – with Swindon. It’s a bit of a masterstroke, because if anybody has all the data of what the previous engine did, it’s obviously Swindon.”

And what better response to losing the TOCA deal could there be than handing Excelr8 a power advantage?

SUTTON’S GIANT LEAP

Beyond the tech, the big talking points are the driver-team switches, and chief among them is Sutton’s shock move from the rear-drive Laser Tools Infiniti Q50 in which he won back-to-back titles to the front-wheeldrive Ford Focus run by Motorbase.

“There’s absolutely no doubt Ash can drive front-wheel drive extremely well,” says Harvey. “Remember his ◊

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All eyes will be on champ Sutton after he left Laser Tools

❝ The cars will run at the same weight all the time, so now you will literally finetune your set-up ❞

56 AUTOCAR.CO.UK 13 APRIL 2022

∆ debut year in the BTCC in the MG 6 in 2016? Plus he has been fantastic when he has occasionally jumped in a TCR car.

“But he will be up against a lot of front-wheel-drive experts, none less than new team-mate Dan Cammish.

“The other element is he has taken his engineer, Tony Carrozza, and his number-one mechanic with him from Laser Tools, and the question is whether his unique set-up of a

Star Dan Cammish has been given reprieve

soft, pitchy car will work on a frontdriver. That’s a big and interesting engineering thought. They had something special between them in terms of set-up and how Ash drove the Infiniti that no one else was able to replicate, so much so that it drove WSR and Colin Turkington down a blind alley trying to replicate it. Will it translate? We will have to wait and see.”

What about that GOAT question?

“If he can replicate the results, skill and the number-one status he currently holds, with frontwheel drive and in a different team, we will all have to say he’s the greatest of the moment and could become the greatest of all time,” answers Harvey. “He has

BTCC 2022 PREVIEW already said that he wishes to remain in the BTCC. If he continues at this level, yes, he could be.”

C O M E B AC K F O R C A M M I S H

Here’s another potential fly in the ointment for Sutton. Cammish was forced back to the Porsche Carrera Cup last year after losing his Team Dynamics Honda drive pre-season, frustratingly for financial reasons.

Now he has been handed a deserved BTCC return with Motorbase.

“He has never looked forward to a season more,” says Harvey, who advises Cammish on an informal basis. “He has won his drive purely on merit; the team wanted him, and that’s a lovely feeling for a driver. He hasn’t got the hang-ups of whether

Racing should be even tighter in 2022, if that’s possible

No BTCC racer leaves anything on the table

he’s worth it or having to bring money – all these issues that, as a bit of a dour Yorkshireman, have troubled him in the past. He has nothing to lose. As I said to him: ‘If Ash Sutton beats you, no disgrace at all.’ But if he beats Ash, huge kudos. He’s up for the fight.”

TURKINGTON O U T T O H I T B AC K

Deposed BTCC king Turkington will fancy his chances of breaking the record that he shares with Andy Rouse by winning a fifth title as he remains with WSR for the new era, driving the BMW 330e M Sport.

“Colin and West Surrey will be absolutely delighted that they aren’t fighting Ash Sutton in a rear-wheel-drive Infiniti,” points out Harvey. “It makes Colin the de facto number-one rear-wheel-drive exponent on the grid. One of their biggest competitors, and one they really didn’t have an answer for, has gone in terms of the same car and driver set-up. For Colin, his biggest competitor has to start again and has lost the advantage that he had.”

HILL ON THE CLIMB

But Turkington has his own fly to bother him, as Jake Hill switches from a Motorbase Focus to a WSR BMW, still with support from Mark Blundell’s MB Motorsport.

“Jake is the only thing that could upset Colin,” says Harvey.

“While he hasn’t got Ash Sutton in an Infiniti to worry about, he now has a very quick driver in exactly the same car. In the same way as Cammish against Ash, Jake has nothing to lose going up against Colin. If he gets beaten by him, no disrespect. But if he beats him, massive respect.

“Jake has a championship in him.

He has matured fantastically into a really good all-round BTCC driver.

He knows when to fight his battles, he’s a good qualifier and he’s probably the fastest in inclement conditions on slicks – although Cammish would argue about that.

He has a real gift, which is actually one of Colin’s weaker points.”

A STRONG CAST OF CONTENDERS

Strength in depth is increasingly an asset of today’s BTCC. Among the other front-runners who could tilt for the title in 2022 are Tom Ingram (fourth last year), who remains at Excelr8, and the man who replaced him in the Speedworks Toyota Corolla, Rory Butcher.

“The problem with Tom was always carrying the ballast,” says Harvey. “Obviously that’s not an issue now; the cars will run at the same weight all the time and the teams won’t be changing set-ups depending on how much success weight was in the car and also for option tyres. Now you will literally fine-tune your set-up, and that has got to be in Tom’s favour. And when he gets in the zone, he’s unbeatable.”

As for Butcher, “Rory wasn’t consistently on the top pace last year, and annoying issues set him back, whether that be ‘finger trouble’ in

the team or mechanical issues,” says Harvey. “They need consistency and they all know it.”

Josh Cook overperformed in BTC Racing’s Honda Civic last year, finishing an excellent third in the points.

“Josh is a fantastic racer and isn’t just a Thruxton specialist,” is Harvey’s verdict. “If he can have the confidence to do it everywhere and not be under pressure from the team with financial worries, he can be a championship contender.”

Team Dynamics signed Dan Rowbottom to replace Cammish last term, as three-time champion Gordon Shedden returned to the BTCC after a largely frustrating sojourn in the World Touring Car Cup, and both were winners last year.

“Dan proved his speed; it was no fluke,” says Harvey. “He certainly put Gordon under pressure. Gordon I think struggled to reacclimatise to the BTCC but finished the year really strongly. Starting off with the same two drivers, they will obviously push each other very hard and that’s good for a top driver and champion like Shedden. When drivers are under pressure, that’s usually when you see the best of them.”

WAT C H T H E C R E A M R I S E

So who will be champion? That’s an unfair question, apparently…

“I stopped making predictions years ago because the BTCC has got so competitive that any one of 10 or 12 guys could step up to the plate,” says Harvey. “This year, with so much change, it’s even more difficult to predict. All we do know is that the cream always rises to the top, so the top drivers, all those we’ve mentioned, will be in the mix.”

Bring it on. L

13 APRIL 2022 AUTOCAR.CO.UK 57

YO U R V I E WS WRITE TO

autocar@haymarket.com Everyone makes mistakes

Some interesting letters about road tax appeared in the 23 March issue.

Autocar one, Norman ‘I know better than you’ Hawkes nil.

Darren Ross then says that you’re liars. Given the number of outrageous lies you tell every year (“this device was first made in 1948” when in fact it was 1949, “the car was green” when in fact it was blue and “the GLS was the best seller” when in fact it was the GLX etc), I’m sure that, like me, Mr Ross will now cancel his order, insist that Autocar is banned from printing and see that you’re all sent to jail and only fed gruel and drain water.

I’d advise him that I suspect the overwhelming number of people still call it road tax just because. Should they be sent to re-education centres?

Come on, folks: make errors, mistakes, misprints, yes, but lie? Get real. How many times has Autocar suggested the price of a car that’s due out in 15 months’ time and got it wrong? Plenty is the answer, but it doesn’t make them sons of Satan.

Time for you to get back on the pedestal, Mark Tisshaw: your leader makes many a fine point every week, as do your colleagues, and that’s accepting that you aren’t infallible.

David Clarke Via email

For whose benefit?

It seems that most of the benefits to stem from the agency model that sets a template for future new car sales (Business, 23 March) flow in the direction of the manufacturer.

By limiting the role of dealers and removing their ability to offer discounts, while at the same time restricting the customer’s ability to negotiate, is less about transparency and more about exerting greater control over the market and maintaining consistent pricing.

While it’s true that heavy discounts undermine residual values, I believe the end result of this change will be a net loss to the customer and higher profits for manufacturers.

Mike Wells Via email

LETTER OF THE WEEK

Grecale looks like Puma and Giulietta

Another copy cat

Question of moral agency

Letter of the week I read your article about the industry switch wins this ValetPRO to an agency retail model (Business, 23 March) exterior protection with a mixture of amusement and irritation. and maintenance kit Tony Whitehorn said “customers don’t worth £48 really enjoy haggling” and “the agency model is completely transparent”. Yep, it certainly is, because if you want a certain brand of car, you will know you have no chance of getting a better deal by trying a different dealer or a broker. And we haggle in order to save our hard-earned money; forcing us to pay what the manufacturer wants is hardly a good solution to this.

I found the peppering of management speak amusing, in particular Whitehorn’s “almost monetise the asset”. Yes, I love my asset being monetised. And: “It will be what the customer wants, because the customer is king.” Mmm, I’m not sure that the king has asked for this or likes the idea of having his purchasing process controlled in this way.

Duncan McPhee appeared to let the cat out of the bag when he said: “Agency is a very simple model that’s very transparent. Customers like that ease and, importantly, this is very, very profitable.” Yes, it’s all about taking control and increasing profits. Customers can make buying a car easy now. Just phone a dealer and say you’re happy to pay full list. Easy!

Jonathan Goodman said: “The start point for us was you actually get more fun back into buying a car.” Oh, the joy of ordering online at full list.

Where I think (hope) the agency model will fail in the longer term is as a result of supply and demand. Once the present supply chain constraints ease, the temptation for manufacturers to go for more volume will lead back to a position of demand constraint. How will the model work then?

Nigel Macleod Via email

Removal of choice

How will dealerships operate in future?

58 AUTOCAR.CO.UK 13 APRIL 2022

WIN

I really can’t see any upsides for the consumer in switching to the agency model for new car sales. It’s a sugar-coated way of stopping any discounting or competition for the brands. In fact, one could almost say that it’s protectionism or price manipulation, which are illegal.

They argue that Brits don’t like haggling, but I’ve not seen any real

evidence of that, and if you don’t like it, you pay list price. It’s your choice.

There are significant savings to be made here, and I really think agency is just a cynical ploy to grow margins.

And what’s it going to mean for all the independent leasing companies?

Their bulk negotiations tend to bring great deals to the market.

Richard Jackson Dunmow, Essex

No doubt the new Maserati Grecale is pretty (for a SUV), and Autocar has likened it to the Porsche Macan.

However, my seven-year-old daughter summed up its styling: “Oooh, Dad, is that the new Ford Puma?” To our eyes, the resemblance is uncanny.

I can’t decide if that’s a good or bad comparison for Maserati.

Zak Musa Via email

Nice Alfa, Maser

Maserati design chief Klaus Busse waffled on about the Grecale’s design reasoning without once mentioning they copied the Alfa Romeo Giulietta (News, 23 March). It doesn’t shout “look at me”, because it’s a known quantity. Nice, though, to these Alfabiased eyes. Congratulations to them.

Melvyn Brown Via email

Two decades late

The Grecale looks awfully similar to Giugiaro’s Maserati Kubang concept of 2003. Is this an example of the maestro being nearly two decades ahead of the game or a missed opportunity for Maserati to create a niche-defining car (even the Porsche Cayenne wasn’t on sale in 2003)?

Gareth Tarr Chertsey, Surrey

LETTERS

Steve Cropley talks about problems with obeying 20mph speed limits in London (My Week In Cars, 23 March).

I mostly drive in and around Bristol. One evening last September, I was on a residential road with a 20mph limit when I saw a mobile camera van. I wasn’t driving fast but thought I would be all right. I was wrong: I got a ticket for doing 26mph. Due to an error printed on the ticket, it was cancelled, which was fortunate.

I had also received a speeding ticket in Derby in 2019, detected by a handheld radar gun, for which I attended a speed awareness course.

As a result of these incidents, I now observe speed limits more diligently and where necessary use my car’s speed limiter function.

Some people behind me do get frustrated, but most in Bristol are actually respectful, even if they may not enjoy it. In fact, I’m often behind other cars being driven similarly.

It only needs a few cases of excess speed in places with camera vans or radar guns to acquire a lot of penalty points, which is annoying at the least.

Mark Gilbert Portishead, Somerset

Get the balance right

As a long-time reader, I’m reaching the stage where I feel Autocar needs to produce two magazines, one for electric cars, maybe called e-Autocar, Plug-in Autocar or I Can’t Drive Far Autocar, and an ICE version for us dinosaurs, otherwise my subscription will cease.

I feel that we’re branching up the wrong road with electric, but that’s an argument for another day.

What I do know is that I, like many other drivers, have no interest in electric transportation, but more and more of Autocar is being polluted with them. After all, 88% of cars sold in the UK last year weren’t electric.

Please by all means have articles on EVs, but let’s keep it balanced – maybe about 12%?

Richard Thirkettle Via email

The increasing proportion of articles on EVs is indicative only of the future that firms are chasing – KC

Is Grecale simply an updated 2003 Kubang concept?

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

NEXT WEEK’S ISSUE ON SALE 20 APRI L REVEALED

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 apprentice Jack Harrison Used cars editor Mark Pearson Chief sub-editor Kris Culmer Group art editor Stephen Hopkins Art editor Sarah Özgül Senior designer Rebecca Stevens Prepress manager Darren Jones Senior photographer Luc Lacey Photographer Max Edleston Videographer Tej Bhola SEO manager Jon Cook Picture editor Ben Summerell-Youde

Mercedes-Benz EQS SUV Stuttgart joins the rapid luxury EV fray with a new BMW iX-rivalling flagship for its growing EQ family FIRST DRIVE

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Is AMG’s first plug-in hybrid a real four-door supercar? We find out

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Dacia Jogger

Porsche 944

UK’s cheapest seven-seater faces the toughest test in the business

It may have only four cylinders, but this is a sporting classic for £5000

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“Nightmare looks” couldn’t detract from EB110’s talent

ON THIS92DAY IN 19

Bugatti back with a bang “If humiliating Maranello is your game, 12 cylinders, 60 valves, four turbos and four-wheel drive are what you’ll need,” said our man. As for the driving experience?

“If you want 550bhp and 211mph, you can wave goodbye to turning in with a flick of the wrist rather than a stab at the throttle. Yes? Not so.

“The handling and refinement are everything I thought they wouldn’t be. But the performance is everything I thought it would be and more. After a day of throwing it round a track, I couldn’t escape the idea of a 550bhp Mini Cooper.

“You could drive this car into the heavens if you have the courage.

The acceleration up to 8000rpm is like nothing I’ve ever experienced.

“Balance in corners is never in doubt and the staggering rigidity means any bump is dealt with.”

What a shame it coincided with a global recession, bankrupting Bugatti after it had made just 139.

KRIS CULMER

MOTORSPORT

Iso revives the Grifo

What’s wrong with the new McLaren?

“McLaren was licking its wounds last week after a disastrous performance at the Brazilian Grand Prix. Ayrton Senna, Gerhard Berger and Jonathan Palmer will all be testing new MP4/7As at Silverstone in an effort to catch up with Nigel Mansell’s flying Williams,” we reported after the Formula 1 car’s debut outing.

Sounds familiar, doesn’t it? And like with the MCL36 that looked off the pace at the start of the 2022 season, the Woking team could pin at least some of the blame on its engine supplier – now Mercedes-AMG but 30 years ago Honda.

“The new RA122E/B is a low-line, 75deg V12. With all its ancillaries inside the vee and its exhaust manifolds hugging the side of the block, it has been designed with aerodynamics in mind. But despite variable-length inlet trumpets, pneumatic valve actuation and road car-derived quick-burn inlet ports, both Senna and Berger said the engine lacked top-end power.”

Some estimated it was 70bhp down on Williams’ Renault V10.

Progress was made, and the car won five races, but it was a hard fall from four years of domination.

Honda quit F1 after 1992 to focus on Indycar in the US, and McLaren didn’t win another title until 1998.

Porsche 928 leaves in style “For 15 years, the 928 has teetered on the brink of greatness,” we said.

“As a swansong, Porsche has come up with the GTS, the best 928 ever and a car fully capable of pushing the big GT over the brink.” It’s easy to see why: the V8 was bored out to 5.7 litres for 350bhp, while the steering, gearbox and NVH measures were upgraded to undoubtedly make it “the world’s most usable supercar”.

The Iso Grifo was a famous 1960s GT matching Italian engineering and beauty with American muscle, but like many others, it was killed by the 1973 oil crisis. Come 1990, Iso fancied a revival, making a Grifo with Dallara engineering, Gandini styling and the Chevrolet Corvette’s V8, and in 1992 it promised RHD cars. Sadly, though, economic downturn again stopped it.

GETTY IMAGES

NEXT WEEK, YOU can read about our visit to Bugatti to drive the new Chiron Super Sport. How about the old EB110 to whet your appetite?

The Ferrari F40 rival revived the hallowed horseshoe after 36 years, courtesy of Italian entrepreneur Romano Artioli (who would later buy Lotus and gift us the Elise).

Get every Autocar since 1895

Sign up at motoringarchive.com 13 APRIL 2022 AUTOCAR.CO.UK 61

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

ALFA ROMEO STELVIO QV

DACIA DUSTER

FORD PUMA ST

HONDA HR-V

McLAREN GT

PEUGEOT 508 PSE

PEUGEOT 508 PSE Our PSE saloon offered so much on paper as a PHEV with 355bhp, 4WD and 138.9mpg potential. What was the reality?

FINAL REPORT

MILEAGE 9508

WHY WE R AN IT To see whether Peugeot’s new sporting saloon can hold its own on luxury and performance in this competitive space

ust 53 Peugeot 508 PSEs were sold in the UK last year: it’s no wonder I’ve not spotted any others on the road. Still, as I wrote recently, Peugeot CEO Linda Jackson assured me that the maker achieved its goal of 2000 PSE sales worldwide.

Which raises the question: why have the car at all? There’s Peugeot’s official answer: that the model provides a link between road cars and its endurance hypercar, with the same team working on both.

J

62 AUTOCAR.CO.UK 13 APRIL 2022

That makes sense, given Peugeot’s investment in motorsport.

There’s also the brand’s viability in the business car space. If you don’t have, at the very least, a plug-in hybrid these days, you’ve no chance.

That’s certainly how Peugeot has positioned the 508 PSE in the UK: a car perfect for business, with the added bonus of performance.

Perhaps, too, the PSE is easier to justify because it has a plug-in hybrid sibling in the DS 9 E-Tense and plenty of shared parts across the Stellantis empire.

And all of this, one hopes, is a stepping stone to fully electric performance cars, where ‘PSE’ becomes the new ‘GTI’ and modular electric set-ups and decreasing costs mean that Peugeot (and all car

Burgess enjoyed it on B-roads and found long hauls comfortable makers) no longer have to scrimp and save and ditch all the fun cars.

What has the 508 PSE been like to live with, then? Ultimately, very pleasing. No major hiccups, comfortable, practical, able.

Most markedly, it has garnered a lot of attention. In car parks, time and time again, I’ve spotted strangers walking past and taking a close look and muttering: “That’s a good-looking car.” In many cases, that’s followed by an admission of not knowing what the car is. Peugeot clearly has some brand building to do there, but the PSE been universally liked in my experience.

This is a ‘neo-performance’ model, as Peugeot likes to call it,

achieving 0-62mph in a fun 5.2sec from 355bhp and 384lb ft from its 1.6-litre petrol engine paired with two electric motors. It’s not a true performance model, which is why it couldn’t compete with the dynamism of others lined up at last year’s Britain’s Best Driver’s Car shootout – but at least it cut the mustard well enough to be a contender, plus it was up against the likes of the Porsche 911 GT3 and Ariel Atom.

I am not the kind of driver who needs full-blooded performance, but I still appreciate sharp steering and a fun turn-in on an empty country road, so in many ways the 508 PSE and I are well suited. I know some

L OV E I T

TEST DATA

Full charge gave typically 17 miles of electric-only travel

PEUGEOT 508 PSE MILEAGE 5519 9508 PRICES List price new £53,995 List price now £54,030 Price as tested £53,995 OPTIONS Selenium Grey paint (no-cost option) FUEL CONSUMPTION AND RANGE Claimed economy 138.9mpg Claimed EV range 26 miles Fuel tank 62 litres Test average 38.9mpg Test best na Test worst 36.3mpg Real-world range 296 miles (petrol), 17 miles (electric) TECH HIGHLIGHTS 0-62mph 5.2sec Top speed 155mph Engine 4 cyls in line, 1598cc, turbocharged, petrol, plus two electric motors Battery 11.5/9.3kWh (total/usable) Max power 355bhp at 6000rpm Max torque 384lb ft at 500-4760rpm Gearbox 8-spd automatic, 4WD Boot 487 litres Wheels 20in, alloy Tyres 245/35 R20 Kerb weight 1850kg SERVICE AND RUNNING COSTS Contract hire (pcm) £684 46g/km CO2 Service costs None Other costs None Fuel costs £714.39 petrol, £50.11 electric Running costs inc fuel £764.50 Cost per mile 19 pence Faults None DEPRECIATION At start At end

From almost any angle you choose, it’s a real looker

❝

What has the 508 PSE been like to live with, then? Ultimately very pleasing ❞ SECOND OPINION The 508 PSE is an island in a sea of BMW M340is, Mercedes-AMG C43s and Audi S4s that’s almost as entertaining, and with considerably greater eco credentials. The ‘Sport’ part of the PSE name may be a little misleading, but it is nonetheless a dynamic and engaging saloon when you want it to be. A niche prospect, but one that appeals. TM

drivers who have been disappointed in this regard. It remains to be seen if Peugeot will take it a step further for future sporty models (or indeed, if there will be any at all).

It’s also a very comfortable vehicle, for both solo business drives and family weekends away. I’ve never become fidgety behind the wheel on a lengthy motorway run and I’ve never needed more space from the capacious boot for a weekend away despite endless baby paraphernalia.

The quality of interior materials is good, as you’d expect of a car that is 50-something grand, and it feels cosseting in the way of a typical

German executive. The infotainment system is good looking and mostly intuitive to use. In my experience, its biggest foibles were a dodgy Apple CarPlay connection (I tried many different cables), which disconnected at the most annoying of moments, and that long-complained-about Peugeot car feature: heating controls on the touchscreen. It’s genuinely distracting to adjust the temperature and I found myself avoiding doing so, even if the climate wasn’t right.

The 508 PSE’s business car positioning relies heavily on its size and plug-in hybrid technology. The latter means a benefit-in-kind rate of 14% and a claimed fuel economy of 138.9mpg. As I’ve mentioned before, the reality is very far off.

Mine was not the ideal use case because I’m unable to charge at home and I’ve had many woes around the availability and reliability of my local(ish) on-street chargers, which, over time, made me try a little less harder to find one. In turn, I tended to run the 508 PSE on petrol alone, to the obvious detriment of economy.

Still, it’s hard to believe a typical owner could get anywhere near that claimed MPG figure.

70 60 Value (£1000s)

A far rarer sight than its German exec equivalents

£53,995

50 40 30

£17,075

20

UPMARKET FEEL Silver piano keys for analogue touchpoints plus overall appearance of infotainment give a premium air.

DRIVER REWARDS No, it’s not an Audi RS4, but it’s still enjoyable to throw around bends on a Sunday morning.

THE WAY IT LOOKS What a handsome thing. The 508 PSE turned heads on almost every single outing.

L OAT H E I T

10 0 New

1 year

2 years

3 years

4 years

PREVIOUS REPORTS 1 Dec 2021, 22/29 Dec, 19 Jan 2022, 2 Feb, 9 Feb, 23 Feb, 2 Mar, 16 Mar, 30 Mar, 6 Apr

Areas in which Peugeot could improve include supplying a threepoint plug, so that owners can have that option when visiting friends and family with driveways, and having a higher charging rate. It’s currently only 7kW, which means it takes over two hours for the battery to charge.

Ultimately, it’s an awkwardly positioned car, contending with established premium executive models without any truly standout features. That said, it’s a likeable, handsome model to live with that buyers, keen for a change from the long-standing appeal of German marques, will thoroughly enjoy – with the added benefit of rarity.

RACHEL BURGESS

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

CHARGING WOES The lack of a three-pin plug or fast-charging capability doesn’t make for easy PHEV living.

CARPLAY FAIL It’s so irritating when you suddenly lose Google Maps via Apple CarPlay at a crucial juncture of a journey.

13 APRIL 2022 AUTOCAR.CO.UK 63

McLAREN GT

We find out where customers go to make their McLaren even more exclusive MILEAGE 3008 WHY WE ’ R E RU N N I N G IT To see if a mid-engined supercar really can work as a commuting grand tourer

f you’ve been following the McLaren GT reports on these pages, you will probably have noticed the paintwork. It’s from McLaren’s Elite paint range, specifically the Belize Blue colour. And at £4000, it certainly ain’t cheap.

Although, as an aside, if you were to compare the percentage of its cost against the value of the car (2.45% in the GT) versus Oryx White mother of pearl paint on the Volkswagen Golf (4.52%), it’s actually not bad value.

The quality of it is a thing of beauty. TVRs were famed for having the most incredible paint quality (it was probably their most reliable feature), and with modern spray-booth techniques, a lot of manufacturers are now turning out equally impressive finishes.

I

LOVE IT FU LLY LITE R ATE …

The sat-nav displays the wording on motorway road signs with surprising accuracy.

LOATHE IT … B UT D I M - WIT TE D Sometimes the memory seat’s reset function fails to kick in when you shut the door.

64 AUTOCAR.CO.UK 13 APRIL 2022

You can have a car painted any colour at MSO – black included Precision painting technology promises even more.

But there are still artisans out there, and that’s where McLaren Special Operations (MSO) comes in.

You will have seen their work before, on some of the more outlandish special editions that have emerged from Woking (the 720S Spider at the 2019 Geneva motor show springs to mind), but they’re also the people who customers go to when they want something bespoke on their supercar.

These things stem all the way from the 15 unique examples of the US-only Sabre (based on the Senna but heavily reworked) right down to if you want your key painted to match the colour of your favourite cat. If you so desire, you can even spend nearly £50,000 on a TPT gold badge for your car.

Some of the detail paintwork, applied entirely by hand, is simply breathtaking – and more impressive

than most other modern art.

Wandering round the MSO workshop, housed in a nondescript industrial estate in Woking, is like living all your supercar dreams at once. The day we went in, there was a McLaren F1 GT road car parked up behind another F1 with, cool of cools, flat white paint. Elvas and Sennas were dotted around like Ford Fiestas.

Our GT isn’t on that level. But you can still get MSO treatment on the model, even though it is McLaren’s entry-level offering.

Neil Underwood, MSO’s global bespoke commissions manager, and Graham Chambers, its business relationship manager, are our guides, walking us through the process of speccing our car. There’s a wall of paint samples with every conceivable shade, but customers can choose completely bespoke finishes as well.

Leather is equally customisable.

The really clever bit is the computer software that MSO runs, allowing the team to spec the car in real time and to the level of detail that far exceeds run-of-the-mill car configurators. You can even zoom in to see the ‘fleck’ in the paint.

Apparently, a lot of customers ask “who else has done this in my country?”, showing how important customisation is at this level of wealth.

For ‘my’ GT, I’m happy to stick with what I would like, so we end up going with Chicane Effect paint with Papaya Spark accents, the Black Pack, orange brake calipers with black text and diamond-cut 10-spoke alloy wheels. Inside, there’s more hints of orange with the Vision Orange piping on the seats.

At a punchy £9960, it’s an MSO bespoke paint, but if the client goes for an even more way-out colour, they will be sent a sample, just to make sure they’re happy.

And the best bit about all this?

With additional MSO kit on your McLaren, it will depreciate less. I told you the paint was good value.

PIERS WARD

TEST DATA M cL AR E N GT Price £163,000 Price as tested £172,170 Faults None Expenses Winter tyres £2556 Economy 22.3mpg Last seen 23.3.22

OWN ONE? SHARE YOUR EXPERIENCE piers.ward@haymarket.com

OUR CARS

Honda HR-V MILEAGE 6772

FORD PUMA ST From B-road heaven to ‘the Beige Hell’ of the M25 MILEAGE 1850 WHY WE ’ R E RU N N I N G IT To learn if a sporty crossover can ever be as rewarding to own as a hot hatch

all it an inconvenient truth, but the way of the world dictates that even diehard driving enthusiasts will generally cover a good many more miles on Britain’s monochrome motorway network than they will on a race track or demanding B-road.

Thus modern sports cars (of all shapes and sizes) must be ready at will to set aside their prevailing traits of dynamism and pep for a slightly more cosseting, frugal and laid-back approach to long-distance driving.

That duality is evident in some of the fiercest performance weapons on sale, like the BMW M4 Competition and Porsche 911 Turbo, but needs to shine through even more tangibly in those more affordable sporting propositions that double up as daily family transport.

Step forward our Ford Puma ST. With just 197bhp, five doors and a 0-62mph sprint time roughly on a par with the BMW 320d, it is hardly ever going to be considered in the

C

LOVE IT N OT A B I G D R I N KE R Whisper it, but there’s a genuine thrill to be had in nudging 40mpg when you’re not pushing on.

LOATHE IT G R E E N AROU N D TH E G I LL S Sharp throttle response and steering are a recipe for car sickness in town, according to one green-tinged passenger.

They look better than they sound at times same league as anything more purely focused on sporting engagement at this price point – maybe the latest and costliest Mazda MX-5 (driven, p39)? – but the balance needs to be there. We’ve got stiff suspension, a limited-slip differential and a sports exhaust, but do we also have the ability to cover large swathes of ground in comfort? I was almost certain the burbling soundtrack, snug sports seats and low-profile tyres would quickly dampen the appeal of a long-distance trek, but I was pleased to discover the Puma’s impressively composed character has not been overly obscured in line with the ST’s more sporting focus.

Ford highlights that the hot Puma’s exhaust is actually a whole one decibel quieter than that of the mechanically identical Fiesta ST, and while you can barely tell the difference on start-up, the soundtrack all but disappears at a steady cruise, which means you can actually hear the radio or have a proper conversation. Plus, though the stiff dampers and large alloys make for a firm treatment of speed bumps and potholes in town, the ride is generally composed at higher speeds and the road roar is largely unobtrusive. Get

the bolster settings and lumbar support right and the seats are inoffensive, too, if a little tight for the larger occupant.

All is gravy, then, until you reach the concrete section of the M25 – a section of road more feared by car engineers than even the slipperiest sheets of ice in Arjeplog or the sharpest bends of the Nordschleife. Only here, on ‘the Beige Hell’, does the Puma ST drop points (and a good few of them, at that) for comfort. It’s loud in pretty much any car, but at any speed in excess of 60mph between Reigate and Chertsey, it is impossible to hear passengers, music or – more annoyingly – sat-nav directions and phone calls without turning it up to a volume that will deafen you when you emerge at the other end. Blame those rubber-band tyres and chunky 19in alloys, which no doubt add a healthy injection of kerb appeal to the bargain, but at the obvious expense of rolling refinement.

So not quite the perfect mile muncher, even if it nearly matches the standard 1.0-litre car for longdistance frugality. But now that’s out of the way, we’ve got some much more fun tests of character lined up for the Puma ST, and we can always take the back roads to get to them.

FELIX PAGE

TEST DATA FORD PUMA ST GOLD EDITION Price new £32,595 Price as tested £33,195 Faults None Expenses None Economy 38.2mpg Last seen 30.3.22

OWN ONE? SHARE YOUR EXPERIENCE felix.page@haymarket.com

LAST SEEN 30.3.22

With the necessarily thick pillars and small windows of modern cars, lightcoloured interiors make a world of difference. Okay, cream leather is a bad idea for parents, but for the rest of us it’s lovely. The all-black gloom of our Puma ST made me appreciate the HR-V’s design even more. It only comes on the Advance Style top trim level, though, which is £2000 more than the black leather Advance. KC

Alfa Romeo Stelvio QV MILEAGE 5332

LAST SEEN 6.4.22

Two buttons add magic. The first is red and ignites the 503bhp fireworks display. The other took a while to find, in the centre of the driving mode selector. Crank that to the extreme settings and the button illuminates.

Press it and the dampers soften instantly (to ‘mid’ in Race, ‘soft’ in Dynamic), giving all the naughtiness, without dislodging your fillings. AC

Dacia Duster MILEAGE 5858

LAST SEEN 30.3.22

The Duster’s transmission emits a dainty but unmissable whine at about 70mph, though this mostly disappears at other speeds. A maker of ritzier cars would probably spend big money eliminating it, but Dacia doesn’t see it as a priority.

As the user, I find it a) endearing, and b) a handy kind of audible speedometer. SC

13 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

Have your wits about you when considering this French family barge

KICKING TYRES

CITROEN C5 ust occasionally, it’s a good idea to consider a used car that’s a slightly worrying prospect. It focuses the mind and might send you back towards something trustier.

The Citroën C5 is a case in point.

The less than brilliant original saloon/estate was revamped in 2004 with added complexity (lane departure warning, xenon headlights and a speed limiter) and size.

There’s bags of room, like in the last one, and seven airbags, so it’s as safe as houses. Oh, and there’s a 1.6-litre diesel engine with 52mpg potential. It’s great when it all works, a nightmare when it doesn’t.

Automatic gearbox failure isn’t good, while the clutch on the manual can be a bit weak and fail sooner

J

rather than later, never mind the sealed suspension going on the blink.

The 2008 C5 was remade for a new era, but buyers were even more difficult to convince in the face of more dependable Germans.

It looks a bit different from before and has some big modern diesel engines that are wonderful. The

❝

It’s great when it all works, a nightmare when it doesn’t ❞

C5 has always been great to drive and soaks up everything a potholed British road can throw at it. Those are the reasons why buyers should at least consider one, as well as the favourable value-for-money angle.

Petrols are rare things (the 2.0-litre is best to move it all around), so the default buy is a diesel (again, the 2.0-litre is the smarter way to travel).

Basic SX trim has everything you need: climate control, cruise control and electric windows. VTR+ gives you alloys and automatic lights and wipers and shouldn’t cost much more.

Like before, though, the complexity could destroy any budget, mostly in the electrics and suspension.

The shortcut is: if it bangs and crashes or there are warning lights and buttons not working, walk away.

Y O R TR TH I S

2009 Citroën C5 2.0 HDi Exclusive 66,000 miles, £3795

2012 Citroën C5 2.0 HDi Exclusive Techno Pack 86,000 miles, £6995

2010 Peugeot 407 2.0 HDi Sport 108,000 miles, £1750

This is a sky-high price for a low-mile, high-spec, decent-MPG C5. At least it seems to have a solid service history, recent work with receipts and only a couple of previous owners.

Another high-spec C5 with just the one owner and an explainable mileage. The specification is absolutely massive, including hill start assistance, cruise control and even some chrome trim.

Complicated large French car?

Well, this sort of fits the bill, but it’s interesting enough, without a complete service history. It has a lot of specification, which is good.

USED CARS

I DO L FAN CY

S2000 is only car that has ever really challenged Mazda MX-5

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

E R’ S R EADN E R CO R

I fancy a mint Aero Kiran asked whether this car he saw advertised is any good. It’s a Saab 9-3 2.0 T Aero, and yes, these are rather wonderful. It’s a 2007 example with a very low mileage of 38,000, which explains the £5999 asking price. Saab Original can supply genuine replacement parts and you can get them from Euro Car Parts too, so it’s still an everyday prospect, and the petrol engine is more reliable.

HONDA S2000 1999-2009 At the heart of the Honda S2000 is a wonderful engine. It links together brilliantly with a six-speed gearbox, which is delightful to use and very precise.

Simply put your foot down, feel the power build up and then be quickly propelled into action and on to 150mph. That’s almost as quick as the electric roof, which takes just 10 seconds to do its stuff.

The sophisticated suspension system means that the car has lots of grip and tackles bends with ease, because it always feels perfectly balanced.

The standard specification was good, including

remote locking, an immobiliser, electric windows, electric mirrors and leather for the seats and wheel.

From 2002, a heated rear screen was a real bonus, the upgraded Category 1 alarm meant there was less chance of it being nicked and a CD player added to the aural assault. What Honda never messed with was the beautifully aggressive but purposeful styling.

Neglect and inappropriate modification should put you off. A specialist service history is reassuring.

Surely one of the best roadsters ever, the S2000 is a genuine classic. Prices are very much on the up.

BANGERNOMICS WORLD

of having One advantage er car is old more than one of what to e ic o that I have a ch le d rs with subdrive. The old tid on’t return d 1.0-litre engines y figures, but m o n co e spectacular auge barely g l e fu at least the akes me moves, which m r. feel a bit bette

B UY N OW Volkswagen Fox 2006-2012 The Volkswagen Fox isn’t so much a model to go out of your way to buy but is certainly one that’s worth considering if it comes up at the right price.

It was very much a model of its time. Instead of relying on Skoda to do all the cheap city car shtick, Volkswagen went it alone. The thing is, it wasn’t half as charming as the Lupo. Probably better, though, because of the bigger boot and better interior.

There’s 1.2-litre and 1.4-litre power in basic and Urban trims but not a lot to make a fuss about, not even the MPG (42-46). Overall, it’s a lazy urban fox.

It’s not that well built either, according to owners.

So caution is always needed if a Fox is tatty. At the end of a long day trawling the used car forecourts, it might be better to buy a Polo because there will be more to choose from, or a Lupo because it’s cuter.

2010 Volkswagen Fox 1.2 100,000 miles, £1750

This might well be one Fox best left to the bins

Here’s a typical first car from an independent dealer, and sold as such with an MOT into early 2023. It has had a couple of owners who’ve racked up a six-figure mileage. Small, cheap petrol cars are being legislated away, so this is the sort of thing we should be keeping as long-term spares.

13 APRIL 2022 AUTOCAR.CO.UK 67

CU LT H E RO

MINI COOPER

FLY THE COOP

Escape the overdone modern market with a proper fun car, says Oliver Young our yourself a cup of tea and grab a crumpet, because this cult hero is one of Britain’s most iconic products: the Mini Cooper.

From its go-kart-like handling to its role in The Italian Job, it arguably has the best charm-to-size ratio in existence, yet it won’t cost you as much to buy as you might think.

But first let’s recap the Mini’s inception. Born of the fuel crisis of the late 1950s at the British Motor Corporation (BMC), it was envisioned as a compact, practical and economical car. As such, its four-cylinder engine was mounted

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68 AUTOCAR.CO.UK 13 APRIL 2022

transversely (rather revolutionary at the time), freeing up interior space.

Then in 1961, motorsport legend John Cooper turned Austin’s 34bhp 0.9-litre engine into a 55bhp 1.0-litre unit and added beefier brakes and sharper steering, making it faster both on straights and in corners.

An even faster Cooper S, featuring a 70bhp 1.1-litre engine, arrived in

1963, then a 75bhp 1.3-litre in 1964.

The Cooper S would go on to rack up no fewer than three Monte Carlo Rally wins, in 1964, 1965 and 1967.

Having appeared on the Mk1 and Mk2 Austin and Morris Minis, the Cooper was discontinued in 1965, but the Cooper S carried on. It made it to the Mk3 Mini, although only for a single year, retiring in 1971.

❝

All Coopers feel light, agile and nippy, despite their modest power outputs ❞

Then began a hiatus that lasted until 1990, when Rover brought the name back for its version of the Mini.

Initially attached to the RSP (Rover Special Products) limited edition, the Rover Mini Cooper stuck around until the Mini’s final day. And we mean that literally, because the last Mini to roll off the production line on 4 October 2000 was a red Cooper Sport.

Driving any classic Mini is an event, especially one of the Cooper variety. Whether an early Austin/ Morris or a later Rover example, the kerb weight never exceeded 700kg.

All Coopers therefore feel light, agile

USED CARS E H OW TO G ET O N IN YOU R GARAG E

An owner’s view

SAM PHILLIPS “I own a 1990 Rover Mini Cooper RSR. Having a motoring icon tucked away in the garage is a real privilege, not only because it’s a great little car to hoon around in but because of the history that goes with it.

Naturally, an older car brings a host of maintenance tasks, and rust is something you need to be wary of, particularly on the sills and bulkhead.

But from behind the wheel, you can’t help smiling, thanks to its agile handling and wonderfully charismatic exhaust, which produces a nostalgic throaty warble reminiscent of the cars in The Italian Job.”

Buyer beware…

Cabin is tiny and tinny; controls are exactly where you need them Engine is crammed in but nevertheless not too hard to work on

■ ENGINE A knocking noise coming from the engine, particularly when you’re accelerating or decelerating, is a sign of engine-mount failure. Check the condition of the oil and coolant levels and for a recent oil-change sticker.

Let the engine idle and pray the cooling fan cuts in. Blip the throttle and watch for the engine rocking abnormally. If it won’t start when cold, it could be because of a faulty fuel pump, dirt in the supply system or the carburettor sticking. Cleaning these parts should solve this issue. If it won’t start when hot, that could be a sign of badly worn bores and pistons. If this happens, test the compressions.

■ TRANSMISSION If you can hear a knocking noise coming from the front of the car when the steering is on full lock, this could mean that the CV joint bearings are worn. They will need replacing if indeed they are.

WHAT WE SAID THEN 12 APRIL 1963

“To transmit the extra torque [of the Cooper S], the [Cooper’s] clutch has been modified, but it has lost nothing of its feel or smoothness for ordinary driving. For a quick getaway, it bites positively without spin and, wet as well for taller individuals. The upside as dry, the SP tyres grip in a remarkable is that it feels very much at home manner to help the little car away. in towns and cities, as well as on Zero to 30mph in first gear in narrow countryside B-roads.

4.3sec is a rapid departure So if you’re convinced that for one so small and a classic Mini Cooper is the car for unobtrusive.”

and nippy, despite their modest power outputs.

The steering can be somewhat heavy at low speeds, mind you, due to a lack of power assistance. What’s more, keep in mind that its tiny dimensions don’t make for the best driving position, or the most space

you, what sort of budget do you need?

The good news is that prices start at less than £10,000 – surprisingly little for such a beloved automotive icon.

We would certainly recommend snapping one up while you can, though, because they’re only becoming more desirable by the day.

Wait too long and you might have to undertake an epic gold heist of your own in order to afford one.

How much to spend £6 0 0 0 – £ 8 9 9 9 Rovers that have seen better days with in excess of 80,000 miles.

£9 0 0 0 – £ 1 1 , 9 9 9 Late Rovers in respectable condition with fewer than 80,000 miles. £ 12 , 0 0 0 - £ 1 5 , 9 9 9 Rovers is confidence-inspiring nick and south of 50,000 miles. £ 1 6 , 0 0 0 – £2 9, 9 9 9 The very best Rovers, plus some well-maintained Austins can be found at the top of this price bracket. £3 0 , 0 0 0 A N D A B O V E Showroom-standard Austins, as well as the odd Morris.

■ STEERING, BRAKES AND SUSPENSION The handbrake cable of early cars is known for seizing up. You will need to replace the cable to solve this issue.

■ B O DY Check the sills, wheel arches and bulkhead for rust, because the Mini is regrettably prone to corroding and getting rid of it can be expensive.

A 1960s car will potentially have had panels replaced a number of times, not always properly.

Also worth knowing

It may look like a classic, but to the DVSA, a 1990s Mini is a modern car requiring an MOT certificate. Only a car built or first registered 40 or more years ago doesn’t need one.

Even then, if buying a Mini of this vintage, insist that it’s freshly tested.

One we found

R O V E R M I N I C O O P E R S P O R T, 2000, 28,000 M ILES, £ 17, 9 9 5 This is perhaps more than you need to spend on a Rover Cooper, but you’re getting a low-mileage car that has been lovingly maintained and comes with a detailed history. It’s a Sport model, too, meaning it has an 85bhp 1.3-litre engine under its bonnet and rather fetching flared wheel arches.

13 APRIL 2022 AUTOCAR.CO.UK 69

AS GOOD AS NEW

HONDA JAZZ

This hybrid supermini still feels box-fresh, says Jack Warrick, and has lots going for it

OUR TOP SPEC SR

he Honda Jazz has been with us for more than 20 years now and the current, fourthgeneration car ushered in the most comprehensive update the model has ever had. On top of a hefty interior overhaul, new, eye-catching styling and a host of premium safety equipment, it also received the de rigueur compact SUV treatment.

This was for the Crosstar variant, which sits alongside the standard hatchback. The Crosstar is 31mm

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SR is abundant on the wider and 46mm and a continuously used market and it has all longer and its ride variable the kit you need, plus some height has been raised transmission. equipment you would by 37mm. It also has Total outputs are not expect at such a off-road styling details, 97bhp and 187lb ft, competitive price. such as black wheel for a 0-62mph arches, roof rails, body time of 9.6sec. cladding and a bespoke It’s a decent system, front grille design. with inspiration claimed to have The Jazz hatchback and Crosstar been drawn from Honda’s Formula share one drivetrain option. It’s an 1 hybrid power unit programme. economical hybrid unit, consisting of Although you won’t quite be hitting a 1.5-litre i-VTEC petrol engine, two the same speeds as Verstappen & Co, electric motors, a lithium ion battery the Jazz’s use of electric motors

BUYER BEWARE U R B A N D E C AY Because the Jazz is typically used mainly in the city or other urban environments, look out for body scuffs and scrapes, along with kerb damage on the wheels.

You get plenty of kit, decent space and easy usability 70 AUTOCAR.CO.UK 13 APRIL 2022

PULL OUT ALL THE STOPS Its braking performance in damp conditions isn’t quite as good as some rivals’, our road testers found, possibly due to the lowresistance Yokohama BluEarth tyres fitted from new for improved economy. It’s something to bear in mind rather than worry about.

is effective, helping to provide a sharp throttle response and strong initial acceleration, with a smartly calibrated system to automatically adjust between petrol and electric driving modes. It’s ideal for low-key electric motoring in city environments.

Economy is also up there at the top of the class. The hatchback is able to achieve a claimed combined economy of 62.8mpg and the Crosstar is rated at 58.9mpg.

Meanwhile, standard equipment is equally impressive in the four specifications offered from the model’s 2020 launch. SE opens the range with a level of equipment that puts some larger, more premium cars to shame. Standard kit includes automatic lights and wipers, adaptive cruise control, climate control and electric door mirrors.

All cars come with a suite of safety features as standard, too, including forward collision warning, lane keeping assistance and cross-traffic monitoring.

SR spec is our pick of the range, thanks to its modest price and the added creature comforts you will make use of every day. These include a better infotainment system, wireless Apple CarPlay, leather-embellished

USED CARS NE ED TO KN OW Prices started from £18,890 when it was new in 2020, a figure that has now risen to £19,910 for the hatch and £24,170 for the Crosstar. Used, entry-level cars can be picked up from £14,000.

We even found an EX model for £16,250. Expect to pay a significant premium for a Crosstar.

The Jazz achieved an excellent five-star Euro NCAP safety rating.

It netted good scores across the board – including 87% for adult occupancy, 83% for child occupancy and 80% for pedestrian safety – thanks to its suite of standard-fit safety systems.

The model has long been a reliable car. This latest iteration has not yet featured in a What Car? Reliability Survey, but the previous model finished consistently in the upper quartile. Honda itself came 14th out of 30 brands in the 2021 survey with a score of 94.2%.

TAKE IT H O N DA JA ZZ The standard hatch is slightly more frugal than the Crosstar and premium kit is available at a more reasonable price.

OUR PICK

H O N DA JA ZZ C R O S S TA R The Crosstar is pricier, but it’s also stylish, exclusive and the more adventurous-looking option.

Just don’t expect any sort of off-road competency.

WILD CAR D

seats as part of the plusher interior trim, front and rear parking sensors and 15in alloy wheels.

To up the ante further, look to the EX model. This adds keyless entry, a heated leather steering wheel, blindspot monitoring, heated seats, a reversing camera and a premium 9.0in Honda Connect infotainment system with sat-nav.

Crosstar models have similar kit to EX but gain a premium 376W audio system, water repellent upholstery (for the lifestyle, obviously…) and an optional two-tone roof.

Later, an EX Style model arrived with a contrasting black roof, 16in alloy wheels, a rear-view camera and blindspot monitoring, but it’s not a spec we would seriously consider due to its expense. You could get a wellspecced Volkswagen Golf for similar money. But an SR Jazz really does add up as a practical, well-equipped and frugal urbanite.

ONES WE FOUND 2021 Honda Jazz SE, 225 miles, £14,500 2021 Honda Jazz SR, 2500 miles, £16,490 2021 Honda Jazz Crosstar EX, 7000 miles, £22,500

LEAVE IT

Jaguar XE SV Project 8 £105,995 IS THERE SUCH a thing as a trackbred demon that’s also suitable for the school run? Jaguar certainly thought so when it produced the ultra-limited XE Project 8 – a bespoke reworking of the firm’s XE compact saloon.

While it may appear at first glance to be a normal XE with a spoiler superglued to the rear, the Project 8 is much, much more. It was developed

by Jaguar Land Rover’s Special Vehicle Operations division and retained four seats but gained an entirely new, bespoke body, save for the roof and the front doors.

The model’s suspension was also reworked, and its Michelin Pilot Sport Cup 2 tyres became the first such set to be fitted to a new Jaguar. Under the relatively unassuming bonnet sits Jaguar’s 5.0-litre supercharged V8, ramped up to produce 592bhp and 516lb ft. The Project 8 can complete

0-62mph in 3.3sec and its top speed is put at 200mph.

To this day, it’s Jaguar’s most powerful road car ever. The British firm even claimed the model lapped the Nürburgring in 7min 21sec, which is seven seconds quicker than the BMW M4 GTS and the fastest time clocked by a saloon car. In the front, sports seats keep the driver cemented in place, although the same is not true for rear passengers.

The car’s staggering circuit performance is partly credited to its bespoke aero pack, which helps it to produce 122kg of downforce at 186mph. Despite its comprehensive track makeover, though, the Project 8 is also capable on the road thanks to an impressive damping system.

Of course, it’s firm, but we think there is more than enough compliance and bump absorption to deal with

TAK E IT

TAK E IT

most road surfaces and we’ve never found it overbearing.

Just 300 examples were made (and, annoyingly, all in left-hand drive) but we found a 2019 car for £105,995.

Okay, that’s by no means cheap, but it’s a significant saving considering the Project 8’s original £149,999 2018 launch price. It has been driven for just 6000 miles and has a full Jaguar service history.

JACK WARRICK

LEA VE IT

LEA VE IT

Volkswagen Touran £1800

Mazda MX-5 £12,995

Ford Fiesta £6845

This Touran can be forgiven for having had better days, seeing as it has covered 200,000 miles. Its current owner says it needs a new windscreen and clutch, and that’s just to pass an MOT test, which it will need to do by the end of April, when the existing one expires. That won’t be cheap. The owner spent £3000 on it last year, too.

The owner of this MX-5 requires a bigger car, so now is the chance to bag this fine 2015 example just in time for summer.

The car is a 1.5-litre model in Sport Nav trim with grey and black leather seats and it’s being sold privately. It has a full Mazda service history, has been recently serviced and comes with an MOT until August. It has done 42,000 miles and is yours for £12,995.

The high price of this Fiesta 1.25 Zetec is a reflection of its relatively low, 24,000 mileage and its clean condition. However, almost £7000 for a nine-year-old example is unimpressive when compared with other, newer Fiestas on the market.

Many are priced lower, are more refined and benefit from Ford’s excellent Ecoboost engine.

13 APRIL 2022 AUTOCAR.CO.UK 71

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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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(g/ O2

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AAAAB

ABARTH

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

the AMG S-Classes. LxWxH 5250x1902x1491 Kerb weight 2060kg 4.4 V8 BiTurbo

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130 144 154 155 155 130 142 155

599

205

4.2

24.4

264

10.6 8.7 7.0 4.8 3.8 10.1 8.5 6.8

50.4-51.4 47.9-50.4 39.2-40.9 35.3-36.2 31.4-31.7 62.8-64.2 58.9-67.3 48.7-51.4

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

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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 13 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

To

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

p)

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

Po

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

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hp

)

T

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(

h mp

)

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mp

h

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

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

P

e ow

r (b

hp

)

T

s op

pe

ed

(

h mp

)

0 0-6

/62

mp

h

) 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

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

NA

NA

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

542 626

198 207

4.0 3.7

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

AAAAC

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

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

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

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

109 NA NA NA NA

CHEVROLET

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

58.4 NA NA NA NA

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

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

138 189 189 218 148 148 187

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

2m

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

6.1 4.6

sDrive18i sDrive20i xDrive20i xDrive25e sDrive18d xDrive18d xDrive20d

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

0/6

Seven 2dr open £22,990–£53,885

1.2 PureTech 82 1.2 PureTech 110 AAAAC 1.5 BlueHDi 100

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

124 124

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

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

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

7.9 6.2 4.7 7.3 7.6

)

Slightly cheaper than its Toyota sibling but less visually charming.

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

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

ph

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

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

(m

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

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

ed

C AT E R H A M

7 Series 4dr saloon £71,730–£91,585

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

pe

AAAAC

326 523

sDrive20i sDrive30i sDrive M40i

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

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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

hp

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

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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

0

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

13 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

NA

NA

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

hp

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

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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

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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

93

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

98

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

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 13 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

0

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

e ow

r (b

hp

)

T

s op

pe

ed

(

h mp

)

0 0-6

/62

mp

h

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

Rio 5dr hatch £13,850–£20,350

P

e ow

r (b

hp

)

T

s op

pe

ed

(

h mp

)

0 0-6

/62

mp

h

) 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

mp

h

) 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

P

e ow

r (b

hp

)

T

s op

pe

ed

(m

ph

)

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

Ec

) 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

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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

2m

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

ed

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

pe

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

T

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

hp

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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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

13 APRIL 2022 AUTOCAR.CO.UK 75

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GLC 5dr SUV £44,545–£93,400

(g/ O2

km

)

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

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AAAAC

33kWh

93

7.3

144

0

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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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

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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

km

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 13 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

P

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

NA

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

94

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

2m

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

22

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

71

99

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

ph

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

(m

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

ed

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

pe

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

T

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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

hp

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

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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

13 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

mp

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AAABC

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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

Mercedes-AMG G63 Edition 55 On sale August, price £250,000 (est) Mercedes-Benz’s in-house performance car division has created an even more exclusive version of its extraordinary luxury off-roader to celebrate its 55th anniversary. The Edition 55 retains the ‘standard’ G63’s 577bhp twinturbocharged 4.0-litre petrol V8 but is embellished with unique details.

Externally, these include 22in matt grey alloy wheels, gloss black accents and an AMG side stripe over G Manufaktur Opalite White or Obsidian Black paint. Inside, you will find black and red leather all round, carbonfibre trim and bespoke badging.

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, EQE, 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, 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

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 13 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

Genesis has turned GV70 SUV electric

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

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

TBC

NA

NA

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

NA NA

URGENTLY D! WANTE G SHORT

INTERESTIN NUMBER PLATES ns short dateless registratio cash paid and not selling on your behalf

SILVERSPEED

818M 440A

Dealers in quirky cars and great plates at realistic prices

6AE

£34,995 DVLA

£29,995

£39,995

G70

14 O

ch8

£99,995 (GTO!)

£POA

£POA

£17,995

4OV

GREAT SHORT

GREAT VALUE

PLATES

10XWE

NYK 2

£8995 (NICK!)

2 RHT £7995

VNV 3 £6995

3 VYJ £3995

3 OJX £3995

4 NYJ £3995

5 DPE £5995

S55 AAB £I500 W8I AAY £I90 R9 ABH £590 STI5 ADE £290 VI8 ADH £290 M20 ADV £I99 OO06 ADZ £390 FI AEB £I880 TI2 AEG £I99 A7 AEK £590 JI AFJ £390 PI AGK £990 T2I AHB £I99 AHG IR £I400 AHR IL £I200 G4 AHT £290 R40 AKG £I90 R7 AKL £290 N29 ALB £390 LA05 ALL £390 KI4 ALM £590 SW05 ALS £I99 R6 AMA £990 EI2 AMC £790 BE57 AMC £290 AM22 AMF£590 GI4 AMJ £490 T80 AMM £490 R93 AMS £II00 RO55 AMV £390 AC09 AND £I99 KGII AND £290 ARI0 ANN £II00 P28 ANS £290 SJI0 ANT £290 K8 APH £790 HU52 ARA £590 E20 ARJ £390 ADI0 ART £I90 D3 ARU £990 D3 ARX £I400 K8 ARY £II00 DI8 ARY £990 MTI0 ASH £490 MBI6 ASH £490 BD57 ASH £390 P24 ASP £490 HI5 ATT £7I0 KI6 ATT £290 W3 AVA £I300 X80 AVE £690 KI3 AYE £I400 AI3 BAA £590 J50 BAC £490 K70 BAC £390 AS03 BAD £I99 T4 BAE £390 V30 BBB £390 RI BBP £I500 W99 BBW £290 CL09 BEA £I99 E2 BEB £590 J60 BEB £390 AMI6 BEL £390

£1995

30 VYP

Email alspeed@live.co.uk

NEW STOCK!

£18,995

80 XYX

£39,995

£34,995

VJV 1

£34,995

£29,995

•

£12,995

THD1

934 EL

£1995

£3995

88 LXK

975 AC

MUS55A (MUSSA) £16995

NAD74A

£6995

44 OAY

88 YHB

(NADIA) £3995

£3995

44 XAM

88 HXE

51lla

£1995

£2495

60 XKY £1995

66 NRY £1995 (HENRY)

80 VXP £1995

HI9 BES £290 E7 BET £I600 MG04 BEV £490 A2 BFY £390 TI BGB £730 H5 BGB £390 L7 BGM £390 GI8 BHL £I99 AAII BJA £290 L2I BJD £I99 K6 BJE £I90 X5 BJG £590 CI BJK £I200 L99 BJM £590 N7 BKR £790 WII BLY £490 GHI8 BLY £590 R2I BMS £I90 JS02 BMW £590 SW03 BMW£590 PH04 BMW£490 OKI5 BMW £390 FA52 BMW£690 MW60 BMW £590 L6 BNS £I90 AF02 BOB £390 BBI4 BOB £990 RRI7 BOB £990 RI BOR £I900 P3 BPE £290 RII BRM £490 RI9 BRR £I99 K2 BRT £490 MA05 BRY £I90 HM5I BRY £I90 RS67 BRY £290 T9 BSG £490 NT52 BUG £390 MJ53 BUG £290 GT55 BXT £I99 Y24 CAB £690 RO5I CAB £490 HUI5 CAN £I99 HUI8 CAN £I99 A8 CBT £I90 R66 CCS £490 X3I CDM £390 SI CEP £890 D99 CES £590 W4 CET £I90 H4 CGF £390 NI3 CGW £I99 CBI0 CHB £I99 SC09 CJC £I99 V4 CKB £590 L2 CKD £I90 AA52 CLA £390 JI2 CLF £I90 SL70 CMO £390 AII CNL £I90 ADI4 COE £I99 S20 CPE £I99 P3 CPU £290 OO03 CRB £390

R70 CRD £420 BI CRF £I500 CRP IK £I400 DI4 CTR £390 N9 CTY £490 K3 CUB £990 KP05 CUC £I99 N5 CVR £290 CI CWH £I400 R3 CWP £390 R4 CWP £390 A7 CWU £I99 X3I DAD £890 L55 DAG £I90 MA64 DAL £I99 RT53 DAN £490 P60 DAP £490 MR04 DAR £490 DVI5 DAV £390 DK67 DAV £I90 SLI0 DAW £I99 X44 DAX £490 SCI4 DAZ £I90 P9 DBB £490 D2 DBG £290 B8 DBM £690 H9 DBT £390 GTI2 DBT £390 DB70 DBX £I90 CJ05 DCJ £I90 XI DDL £890 X2 DDL £290 C6 DEE £I300 AA02 DEG £I99 VI3 DES £790 MR04 DEW £I90 P4 DFS £I90 D4 DFT £390 A3 DGA £590 P8 DGW £790 Y4 DHG £590 D20 DHJ £490 DHM 3S £790 M9 DHM £490 JI8 DHX £290 CB65 DJB £I50 DM53 DJM £290 P9 DKB £590 KI DLK £I90 B5 DME £590 E4 DMF £590 Y3 DOJ £I99 LY08 DON £I380 DI9 DOP £I90 JI DOT £I500 S60 DOT £590 DH60 DPH £I99 DI DPO £990 X4 DSE £490 HII DSF £I90 J40 DST £I90 A2 DVS £390 J70 DWC £I99 JI DWG £I270

80 AUTOCAR.CO.UK 13 APRIL 2022

£1995

NAME PLATES

£1995

gul74m

FUN PLATES

£5995 £4,500

100 vo £6995

101 AE £5995

650 AA £7995

993 jay

2093 fs

£7995 (Radio)

INTERESTING PLATES

ROL15S

£2995

aam11f

UDD1P

givme

£3995

£5995

max4r

(YOUSEF) £6995 £5995

£8495

YOU 55 £4995

£2995 £3995

h00600H £2995

MAA2A

(Mazza!) £4995

mad111x £3995

3 AND 3’S ALWAYS GREAT VALUE AND TAKE OFF THE AGE

RAD1D

£6995

£2995

£3995

MUD93Y £3995 (Range Rover?)

£5995 (Rolls)

YOU63F

M4X VW

NICE INITIALS

1998 AM

600 VUY £1695 (Merc)

£1495

666 VRX

333 UXX 444 XAA

777 UEX

£1495

£1995

£1495

YOU1G

RFO 447

999 EKK

£2995

£1495

£3995 £3495

All registrations are offered on a first come, first served basis. None are subject to VAT. All are subject to the £80 Dept. for Transport fee. for Transport transfer fee. Prices may fluctuate. See website for full terms. We have been trading for over 45 years. Write: P. O. Box 100, Devizes, SN10 4TE LI7 JFW £I99 M66 JGC £290 RI5 JGD £I99 RI JGH £I400 MI JGP £I300 OO07 JGR £730 P3 JHT £490 B9 JJL £790 XI9 JJW £790 KI JKH £890 N9 JLA £590 Y90 JLD £390 T8 JLL £590 AI JLN £890 MY05 JLS £I99 M60 JML £790 M28 JMU £I99 S9 JNL £I90 Y50 JOE £I800 XX59 JOE £890 LA58 JON £590 VWI8 JRD £390 GI9 JRM £590 SI9 JSA £I90 C2 JTP £490 W24 JUD £290 N28 JUE £990 VW70 JUG £400 JI JVA £390 JR05 JVR £I90 AGI3 KEL £290 OH02 KEN £390 NI9 KEN £I300

N29 KJW £590 KBII KKB £I90 E6 KMM £790 E7 KMM £790 RI0 KMP £I90 RI5 KMP £I90 G3 KNU £340 HI KPH £590 GI4 KPH £I99 KI5 KPH £I90 X4 KPW £390 R22 KRL £I99 TII KRN £I90 A20 KSE £I99 P90 KSH £I99 SI KSS £2500 S28 KTL £I99 K5 KVC £I99 DI KWB £990 RO55 KYE £590 AM53 LAG £I99 V52 LAM £490 V29 LAU £790 JI3 LAX £290 HI5 LBC £420 TI LDH £II00 M8 LDN £490 T8 LDN £390 P8 LDR £390 YI LDT £990 M4 LDU £I90 CO07 LEA £390 PW08 LEA £I90

L66 LGG £I90 BB5I LJB £290 NI0 LJG £390 A4 LJL £590 LKD IR £990 KF5I LKE £290 AI LKW £II00 MLII LLO £290 SI LLS £I3270 TT55 LMB £490 PAI0 LNA £I99 LI LNP £II00 LB08 LOO £I99 AAI4 LOU £690 N3I LRL £390 VAII LRY £990 P30 LSM £I90 L44 LSS £I90 67 LTM £2400 LUK 44X £I700 JI LVS £390 JI LYL £690 EE53 LYN £490 BW59 LYN £490 AI LYR £I400 99 LYU £I400 TT02 MAL £490 N24 MAS £990 MA60 MAS£490 B8 MAU £390 OO06 MAW£540 MJ54 MAZ £290 AI MBE £I880

JI MGV £I800 NI8 MGW £290 HI MHC £990 GI MHH £990 OOI6 MJC £390 OOI7 MJC £390 XX06 MJD £490 XXI3 MJD £490 JN69 MJN £420 GB56 MJS £290 ST65 MJT £290 HI MKD £590 EI MKE £I500 V4 MKE £990 N3 MLJ £390 M55 MLN £I90 DJ08 MMC £5I0 AI MMU £790 OO05 MMW£I90 S3 MNR £390 BK5I MON £II00 R9 MTK £390 LI MTP £990 ANI6 MUL £390 L60 MUN £I90 CI MUO £690 L4 MWG £390 R5 MYE £390 BI5 NAL £II00 WI2 NAM £290 PI7 NAR £590 92 NAR £3400 S4 NBO £390

REGISTRATIONS URGENTLY WANTED FOR IMMEDIATE PURCHASE SWI2 GUN £390 DW60 GUN £390 GH55 GUY £490 AI9 GWP £I90 GWR 55Y £390 KI GXK £490 GE02 HAR £390 TI8 HAY £390 HCG IW £990 HCK I2 £3700 HDA 6J £390

YS09 JDS £I99 WB07 JEB £I99 K50 JEC £490 OOI6 JEF £490 JD56 JEF £290 T5 JEJ £490 75 JEN £7060 LI8 JEP £390 AP53 JEP £I99 JT09 JER £390 R9 JFK £390

V50 KEN £I500 KW53 KEN £490 BL07 KEY £390 SC02 KFC £I99 S5 KGN £390 SSI2 KGS £290 BI KJA £I300 RI KJA £990 MB5I KJB £I99 DII KJG £I90 M20 KJS £590

NO02 LEE XKII LEE P22 LEM R3I LEM AA02 LEN GL04 LEN LN52 LEN VW65 LES Y22 LFC KI LFT LII LGG

£590 £790 £I90 £590 £590 £790 £420 £590 £690 £990 £I90

(Pilot) £2695

V1JCE

Tel: 01380 818181 elitereg.co.uk HEL I0S £6000 D8 HGS £290 H2 HHF £290 W2 HHF £290 M20 HHR £I99 N2 HJP £590 BI HKM £990 BI4 HMW £I90 JO09 HNG £540 JI3 HOU £490 T3 HRB £690 W4 HSC £290 J66 HSE £I90 Y2 HUN £690 J9 HYM £390 JM05 JAC £490 ALII JAG £990 NE52 JAG £490 XK58 JAG £II00 JC60 JAG £690 NI2 JAK £I400 C60 JAK £I880 JF04 JAM £290 RY04 JAN £590 AA07 JAN £990 DWI0 JAN £590 RD56 JAP £I99 J60 JCL £290 J22 JDA £340 MH02 JDH £I90 X4 JDJ £590 N44 JDL £290 T44 JDL £290

747 OYE

£1495

OPEN: MON-FRI 9AM-7PM, SAT 9AM-5PM, SUN I0AM-5PM

L60 FSC £I99 KA55 FUS £I99 K6 GAA £390 P26 GAC £I90 K33 GAC £I99 R3 GAR £I600 GAR 5 £I2995 GP67 GAR £290 T60 GAT £390 RII GDB £420 M4 GDJ £390 S90 GDS £I90 MC04 GEC £I99 Y28 GEF £490 TI GEG £790 C6 GEG £490 AA62 GEM £490 VI GEP £I400 N7 GFF £I99 R50 GFR £I99 A9 GHB £290 JM56 GHM £95 H9 GHT £390 LI7 GHW £I90 GLA 7J £590 N4 GLC £490 SI GLF £990 H7 GNL £I90 GOV I3R £3600 N4 GPG £290 XI GPX £790 AI GUD £890 L55 GUE £I99

£1695

£4995

Elite Registrations C7 DWP £590 B2 DWR £590 P4 DYR £990 A6 EAC £590 JJ03 EAR £I99 KI ECC £890 L5 EDD £I380 X32 EDW £290 XJ5I EEP £490 HI5 EES £290 VI EGA £590 M2 EGB £390 J90 EGG £590 AI EGM £II00 H3 EGS £490 S25 EJC £I90 Y80 EJC £I90 EI0 EJM £590 T6 EJR £590 AI5 EKE £390 G8 ELH £790 DI2 ELT £290 JW5I EMA £I90 R2I EML £I99 A2 ENL £I90 RI0 ENT £590 JE02 EPE £I99 H7 EPL £390 WI4 ERN £590 MRII ERS £590 AI EWU £590 FI EXG £I090 NI9 EYA £290 YI FAT £2420 V8 FCO £390 L7 FCY £I90 AI4 FEE £990 CI FFL £990 A3 FFR £390 K99 FFY £290 M8 FLO £990 Y80 FLO £590 YI5 FLY £690 F3 FMB £490 FG03 FMG £I99 RI2 FMR £I99 C7 FNC £290 CS02 FOG £I90 AL5I FOW £390

£1695 (Merc)

123 WVN £1495

vex50

500 OYS

OF YOUR CAR

333 OXU

OCT4V

CAII MCJ £290 N70 MDM £I99 R77 MEE £I90 DE55 MEN £290 H3 MEO £290 CI6 MER £890 D3 MFB £490 J4 MFP £390 A9 MGA £490 V5 MGK £390 MGO 2 £7060

XI NBR J5 NBT H9 NDP X6 NEE RY04 NEV M4 NFN DI NFR TA04 NGO DEI0 NGY T28 NJG PI5 NJP

£990 £290 £390 £490 £I99 £I90 £II00 £290 £490 £I99 £I99

N6 NKB £390 NI0 NLC £290 VI NLP £I380 T2 NME £290 PJ09 NNA £790 J44 NNW £590 LE02 NNY £I200 S7 NPC £I90 L8 NPS £730 TII NUR £290 J5 NYM £490 V4 OAC £390 TI OAL £990 AI4 OBS £I90 HI ODF £390 G5 OEM £I90 J50 OGJ £I99 M70 OJL £I90 JI7 OJT £I99 R4 OKR £390 S40 OKS £I90 Y9 OLE £490 SII OMH £290 MOI0 ONT £490 RO04 OOD £390 PI6 OOK £290 J88 OPA £I99 BI7 ORR £390 J4 ORS £590 XI OTC £990 PAA 8T £390 BI2 PAD £590 LI PAE £990 PFI0 PAF £I99 PAM 55M £I800 AA59 PAM £640 OO66 PAM £990 P24 PAN £390 OX04 PAR £390 PA55 PAR £390 PM04 PAT £790 PW59 PAT £590 OO57 PDJ £I90 GI PDS £I400 MI PEO £II00 SAI0 PET £390 NI PEW £I400 J6 PFO £I99 DI PFS £790

AMAZING OPORTUNITY

thd1 thd2 thd3 £POA

£7,995 £6,995

£6,995

£5,995

£5995

996 KP

975 AC

17SDM 9 ROT

s1lag £4,500

£24,995

£1995

£1995

✷✷✷ SPECIAL SELECTION ✷✷✷ REDUCED!!!

ULTIMATE INVESTMENTS AU70 CAR £16,995 OO116 1 VDN 1 VTv VPU 1 G1VME vgp 2 £9,995 £7,995 £19,995 £19,995 £14,995 £3,995 £4,995 1 NOB £12,995 £39,995 286 R spy 17 650 AA vgp 3 £19,995 1 XOX 100C 1 NOB 11 NOB £17,995 £4,995 £9,995 £8,995 £24,995

286 R 140 C

great plate Autocar rea for ders!!!

We only sell plates we own. Good old fashion service. Been in the business 25 years.

Tel 07961 808069 PREMIUM RANGE NUMBER 1 PLATES– AUCTION FEB 22 sold 313M @£39k!!)

AU70CAR

R7 PHJ £I90 N23 PJB £490 J66 PJB £590 K3 PJO £390 R27 PJS £590 PI3 PJW £790 TI PLH £I400 M5 PNP £390 X99 POO £390 P2 PRF £390 AI3 PSB £390 X5 PSG £590 S44 PSV £I90 J6 PTA £590 CAII PTL £I99 FI7 PUM £490 XI PVS £990 PI PWG £990 HI PWL £990 K70 PWW £I90 JI PYE £I400 DC63 RAC £I99 OO07 RAD £I400 WI RAO £I380 T60 RAR £290 RAV 4D £4600 XX04 RAY £990 S82 RBE £I90 CI RBH £II00 NI RBH £II00 D8 RBH £290 DII RBH £I90 SII RBH £I90 PI9 RCS £390 JI2 RCW £340 LI4 RDG £I90 J4 RDV £390 AP03 REA £I99 BJI6 RED £I90 BJI7 RED £I90 BJ63 RED £I90 BJ65 RED £I90 BE55 REE £290 MX54 REG £I90 W60 REG £390 RG I8 £28000 HA02 RGA £I99 PI RGV £790 RHE 7 £4500 RHP IW £I400 L6 RHS £590 R23 RJP £290 SU5I RKD £390 RKM 75 £2900 J80 RLF £I90 BI4 RLT £I90 M99 RMA £290 SSII RMS £290 LI RMV £590 J9 RNC £390 LA54 RNS £I99 DK62 ROB £490 KI2 ROD £890 LII ROG £I700

BARGAIN BUCKET

AAZ 550

(Ferrari 550) £995

F8AYL

£995 £799

J1 DRX

£1295 £995

KUI 166 £495

RO51GAY

£695 £495

S12 MAA

£1495 £995

DBII ROL £I90 J99 ROL £590 ST07 RON £390 RH53 RON £590 T72 ROY £II00 HI RPD £II00 JI RPO £490 H9 RPT £290 VI RRG £890 CI RRV £990 GA09 RRY £990 PH5I RSH £I90 BI RSL £I200 AII RSO £390 HI3 RSP £I99 WI3 RSY £490 RT 40 £22I24 GI RTG £290 T3 RTL £390 XI RTO £790 S2 RTY £690 F3 RUS £I500 TI RVB £790 RVT 9W £390 GI RVV £990 S5 RWD £690 H8 RWD £590 SAM 6I £I6000 SAM 73Y £2940 SL09 SAN £290 JI5 SCP £I99 N66 SCT £590 N3 SDF £590 V28 SDG £I90 SM02 SEB £I99 CH04 SEL £I99 SC04 SEZ £I99 DI SFD £I400 D4 SGD £390 A4 SGJ £490 V20 SGT £I90 M7 SHD £690 LI5 SJE £390 AI SJY £990 FII SKF £390 K2 SKM £490 CI4 SLK £790 FC57 SMC £I99 SME 8IY £390 BI SNB £II00 H5 SNK £I90 J8 SNR £490 BI2 SOU £I90 WI SOX £990 S28 SRA £390 AKI7 SRK £290 P24 SSA £390 GFII STR £I99 WHII SUE £490 BOI9 SUE £590 RR54 SUE £590 EM02 SUM £I99 G8 SUT £890 S9 SVK £290

AI SVP £990 BI9 SWD £I90 N99 SWH £I99 A7 SWJ £390 B7 SWR £I90 SYB 3IL £I400 DCII SYD £I90 A9 SYH £290 S25 SYL £690 RI TAF £2600 SE56 TAF £290 AI5 TAR £5295 TAY I2 £6500 AI TBB £II00 W4 TCJ £290 K6 TCL £390 H20 TCT £290 TDG IH £I000 E3 TDP £390 TGL 3Y £290 W5 TJA £590 BI TJJ £990 L9 TJJ £490 B9 TMS £790 TND 63 £I900 D2 TOE £790 N25 TOP £390 RE02 TOT £I00 TOU 99 £I800 N9 TPC £490 H6 TPG £390 HI TRC £790 SI6 TRE £I90 TRM IX £2420 H3 TTW £390 X3 TUB £590 CI5 TWO £I90 S2 TXT £390 B2 TYL £590 M9 UCY £290 R40 UDE £390 A5 UDM £490 DI0 UGJ £990 P28 ULX £290 K2 UPH £290 SUII URT £390 WVI5 UZY £I90 R8 VAB £490 M8 VAL £I700 D52 VAL £690 JI2 VJB £290 T8 VJR £290 J9 VJR £290 J22 VJW £I99 GI VMF £790 G3 VOO £I90 LI VOR £2800 JI VRG £390 T9 VVW £290 MEI0 VYN £790 YI VYS £I400 DI3 VYW £290 YI0 WAL £690 J3 WBC £290

ROAD TEST ROAD TEST

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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

218i Gran Coupé M Sport AAACC 8.4.20 3 Series 320d M Sport AAAAA 15.5.19 15.1.20 330d xDrive M Sport AAAAB 1.7.20 330e M Sport AAAAB 6.1.21 4 Series M440i xDrive AAAAC 21.4.21 M4 Competition AAAAB 31.5.17 5 Series 520d M Sport AAAAB 20.10.21 545e M Sport AAAAC 18.4.18 M5 AAAAB M5 CS AAAAA 14.7.21 6 Series GT 630d xDrv M Spt AAABC18.11.17 11.11.15 7 Series 730Ld AAAAC 16.1.19 8 Series 840d xDrive AAABC M8 Competition Convertible AAABC5.2.20 3.6.20 M8 Competition Coupé AAABC 21.2.18 i3 1.3S Range Extender AAAAC 19.1.22 i4 M50 AAAAC 2.3.22 iX xDrive50 M Sport AAAAB 25.9.19 X2 M35i AAABC 17.1.18 X3 xDrive20d M Sport AAAAC 13.11.19 X4 M Competition AAACC 2.1.19 X5 xDrive30d M Sport AAAAC X7 xDrive M50i M Perf’nce AAAAC 9.9.20

C AT E R H A M Seven 620S AAAAC

9.3.16

CITROEN

ABARTH 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

ASTON MARTIN Vantage V8 AAAAB F1 Edition Coupé AAAAC DBS Superleggera AAAAA DBX AAAAB

23.5.18 1.9.21 21.11.18 28.10.20

AUDI A1 Sportback 35 TFSI S line AAABC 2.10.19 18.11.20 A3 Sportback S3 AAABC 18.9.19 A4 S4 TDI AAAAC

LAMBORGHINI Huracán Performante AAAAB Evo RWD Coupé AAAAB Aventador SVJ AAAAC Urus AAAAC

11.10.17 20.5.20 19.6.19 3.7.19

LAND ROVER Defender 110 P400 X AAAAB 13.5.20 Discovery Sport D180 AWD AAAAC 8.1.20 Range Rover Evoque P300e AAAAB 10.2.21 12.12.12 Range Rover 4.4 SDV8 AAAAB Range Rover Velar D240 AAABC 30.8.17 Range Rover Sport 3.0 TDV6 AAAAB 2.10.13 SVR AAAAA 15.4.15

LEXUS

LC 500 Sport+ AAAAC 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

CUPRA

Leon 310 VZ3 Estate AAAAC Ateca 2.0 TSI 4Drive AAABC Formentor 2.0 TSI VZ2 AAAAB

8.9.21 L O T U S 23.1.19 Elise Cup 250 AAABC 29.6.16 3.2.21 Exige Sport 390 Final Edit’n AAAAB 21.7.21

DACIA

M A S E R AT I

Sandero Stepway TCe 90 AAAAC 28.4.21 Ghibli Diesel AAABC Duster SCe 115 Comfort AAAAC 22.8.18 Quattroporte Trofeo AACCC Levante Diesel AAACC DALLARA S Granlusso AAABC Stradale AAAAB 16.10.19

12.3.14 4.8.21 30.11.16 8.5.19

DS 2 1.5 Skyactiv-G SE AAAAC 3 Crossback Puretech 155 AAACC 10.7.19 3 2.0 Skyactiv-X AAAAC 7 Crossback Puretech 225 AAABC 19.9.18 MX-5 1.5 SE-L Nav AAAAB 2.2.22 MX-30 145PS AAABC 9 E-Tense 225 AAABC CX-5 2.2D Sport Nav AAAAC

22.4.15 6.11.19 2.9.15 10.3.21 28.6.17

25.5.16 M c L A R E N 7.8.19 570S 3.8 V8 AAAAA 25.7.18 600LT Spider 3.8 V8 AAAAB 3.11.21 620R 3.8 V8 AAAAC GT 4.0 V8 AAABC 720S 4.0 V8 AAAAA 17.4.13 Senna 4.0 V8 AAAAA 26.2.14 P1 AAAAA 26.1.22

30.3.16 22.5.19 23.12.20 27.1.21 24.5.17 10.10.18 7.5.14

MAZDA

FERRARI

488 GTB AAAAA 488 Pista AAAAB 812 Superfast AAAAC SF90 Stradale AAAAC

F I AT Panda 4x4 Twinair AAAAB 500 Abarth 595 AAAAC Icon 42kWh AAAAC

MERCEDES-AMG

FORD Fiesta 1.0T Ecoboost AAAAC 9.8.17 15.8.18 ST-3 1.5 T Ecoboost AAAAB 20.2.19 Focus 1.5 Ecoboost 182 AAAAB 11.9.19 ST AAAAC RS AAAAA 4.5.16 14.1.15 Mondeo 2.0 TDCi AAAAC Mustang 5.0 V8 GT F’back AAAAC 24.2.16 5.12.18 Bullitt AAAAC Mustang Mach-E Extended Range RWD AAAAC 23.6.21 25.3.20 Puma 1.0T 125 MHEV AAAAB 24.3.21 ST AAAAC Kuga 2.5 PHEV ST-Line AAABC 24.6.20 28.8.19 Ranger Raptor AAAAC

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

26.8.20 7.10.20 19.4.17 25.10.17 12.7.17 24.11.21 7.11.18 5.10.16

HYUNDAI 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

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

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

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

JAGUAR

F-Type V8 S Convertible AAAAC 12.6.13 11.6.14 V6 S Coupé AAAAB 22.11.17 2.0 R-Dynamic Coupé AAAAC 29.4.20 P575 R AWD Coupé AAAAC 2.12.15 XF 2.0 R-Sport AAAAB 17.4.19 300 R-S Sportbrake AAABC 1.7.15 XE 2.0 R-Sport AAAAB 11.4.18 E-Pace D180 AWD SE AAABC 11.5.16 F-Pace 2.0d AWD AAAAC BENTLEY 1.12.21 P400e R-Dynamic HSE AAAAC Continental GT W12 Coupé AAAAB 2.5.18 SVR AAAAB 24.7.19 22.12.21 I-Pace EV400 S AAAAB 12.9.18 Speed Coupé AAAAC 15.7.20 Flying Spur W12 AAAAB 18.5.16 J E E P Bentayga W12 AAAAB Compass 2.0 M’jet 4x4 L’d AAACC 3.10.18 BMW 4xe S AAACC 16.2.22 1 Series 118i M Sport AAAAC 30.10.19 Renegade 4xe Trailhawk AAACC 30.6.21 2 Series 220d Convertible AAAAC 1.4.15 Wrangler 2.2 M’Jet-II Ov’d AAAAC 10.4.19 15.6.16 M2 AAAAB 19.8.20 K I A M2 CS M-DCT AAAAB 218d Active Tourer Luxury AAAAC 24.12.14 Stinger 2.0 T-GDI GT-L S AAABC 25.4.18

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

MERCEDES-BENZ A-Class A200 Sport AAAAC A250e AMG Line Premium AAACC B-Class B180 Sport AAAAC CLA 250 AAACC C-Class C220 Bluetec AAAAC E-Class E400 Coupé AAAAC E300 Cabriolet AAABC S-Class S580e L AAAAB EQA 250 AAACC GLB 220d 4Matic AAABC GLC 250d AAAAC G-Class G350d AMG Line AAAAC GLS 400d AAABC X-Class X250d 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 3 1.5 3Form Sport AAABC 5 SW EV Exclusive AAABC ZS EV Exclusive AAACC

25.12.13 25.11.20 4.12.19

MINI Mini Cooper S AAAAB Cooper S Works 210 AAAAB Clubman Cooper D AAABC Convertible Cooper S Sport Automatic AAAAC Countryman Cooper D AAABC Plug-in Hybrid AAABC

2.4.14 6.12.17 25.11.15 19.5.21 22.2.17 26.7.17

MITSUBISHI Eclipse Cross 1.5 2WD AAACC Outlander PHEV GX4hs AAABC

14.3.18 16.4.14

MORGAN Plus Four AAABC 3 Wheeler AAAAA

12.8.20 6.6.12

NISSAN Micra 0.9 N-Connecta AAAAC DIG-T 117 N-Sport AAACC Juke 1.0 DIG-T 117 AAABC Qashqai 1.3 DIG-T 158 AAAAC GT-R Recaro AAAAB

26.4.17 27.3.19 29.1.20 28.7.21 16.11.16

NOBLE M600 AAAAB

14.10.09

PEUGEOT 208 e-208 Allure Premium AAAAC 6.5.20 24.10.18 508 GT BlueHDi 180 AAAAC

Hybrid 225 Allure SW AAAAC 8.7.20 Across 2.5 PHEV E-Four CVT AAAAB 7.4.21 5.5.21 PSE Hybrid4 SW AAAAC 30.9.20 T E S L A 2008 e-2008 GT Line AAABC 3008 1.6 BlueHDi GT Line AAABC 18.1.17 Model 3 Standard Range Plus AAAAC4.9.19 20.4.16 5008 2.0 BlueHDi GT Line AAABC 1.11.17 Model S P90D AAAAB Model Y Long Range AWD AAAAC 23.3.22 P O L E S TA R 15.2.17 Model X 90D AAAAC 1 AAAAC 21.10.20

T OYO TA

PORSCHE 718 Boxster AAAAB Spyder AAAAB Cayman S AAAAB Cayman GTS AAAAB 911 GT2 RS AAAAC Carrera S AAAAB GT3 PDK AAAAB 918 Spyder 4.6 V8 AAAAA Cayenne Turbo AAAAC Turbo S E-Hybrid AAABC Taycan Turbo S AAAAA

8.6.16 1.4.20 10.8.16 9.5.18 18.7.18 29.5.19 11.8.21 22.10.14 5.9.18 27.5.20 29.7.20

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

27.11.19 17.8.16 29.9.21 23.10.19 25.1.17 21.10.15 13.10.21 18.3.20

R O L L S - R OYC E Phantom AAAAA Ghost AAAAB Wraith AAAAB Dawn AAAAC Cullinan Black Badge AAAAC

23.9.20 3.3.21 5.6.19 4.7.12 16.3.16 16.6.21 4.1.17 14.8.19

VA U X H A L L Corsa 1.2T 100 auto AAABC 22.1.20 Crossland X 1.2T 130 Elite AAACC 7.6.17 30.9.15 Astra 1.6 CDTi 136 SRi AAAAC 13.4.16 ST CDTi Biturbo SRi 137 AAAAC Combo Life 1.5 TD 100 Energy AAABC27.12.18 Insignia Grand Sport 2.0D SRi VX-Line AAAAC 3.5.17 Insignia Sports Tourer 2.0 Biturbo D GSI AAACC 30.5.18 Mokka 1.2 Turbo 130 auto AAABC 12.5.21 22.4.20 Grandland X Hybrid4 AAACC 10.1.18 VXR8 GTS-R AAAAC

VOLKSWAG EN 4.4.18 13.1.21 21.5.14 1.6.16 19.2.20

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

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

23.8.17

SKODA

Up GTI 1.0 TSI 115 AAAAC 21.3.18 31.1.18 Polo 1.0 TSI 95 SE AAAAB 1.8.18 GTI AAAAC Golf 1.5 eTSI 150 Style DSG AAAAB 22.7.20 14.4.21 R AAAAC ID 3 Pro Performance Life AAAAC 31.3.21 27.10.21 ID 4 GTX Max AAABC T-Roc 2.0 TSI SEL 4Motion AAAAB 24.1.18 Cabriolet 1.5 TSI Evo DSG AABCC 10.6.20 27.9.17 Arteon 2.0 BiTDI 240 AAABC 9.6.21 eHybrid Shooting Brake AAABC 4.2.15 Passat 2.0 TDI 190 GT AAAAC 7.9.16 GTE AAAAC 3.2.16 Touran 2.0 TDI 150 SE AAAAC 22.6.16 Tiguan 2.0 TDI 150 SE AAAAB Caravelle 2.0 BiTDI Exec. AAAAC 23.12.15 Touareg 3.0 TDI R-Line Tech AAABC 8.8.18 2.1.20 Grand California 600 AAABC Transporter Kombi SWB AAACC 30.3.22

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 DSG Estate AAAAC 17.2.21 V O LV O 2.0 TDI vRS AAAAC Superb 1.4 TSI iV 218 SE L AAAAC 26.2.20 C40 Recharge Twin Ult’ate AAABC 13.4.22 Karoq 2.0 TDI 150 Scout AAABC 30.1.19 XC40 D4 AWD First Edition AAAAB 7.2.18 18.8.21 S60 T8 Polestar En’d AAABC 24.12.19 Enyaq iV 80 AAAAC 23.11.16 V60 D4 Momentum Pro AAAAC 27.6.18 Kodiaq 2.0 TDI Edition AAAAC 5.7.17 2.0 TSI 245PS vRS 4x4 AAABC 23.2.22 XC60 D4 AWD R-Design AAABC 13.7.16 S90 D4 Momentum AAAAC S S A N G YO N G V90 T6 Recharge R-Design AAAAB 11.11.20 Tivoli XLV ELX auto AAACC 14.9.16 XC90 D5 Momentum AAAAC 17.6.15

SUBARU

WESTFIELD

XV 2.0i SE Lineartronic AAACC 28.2.18 Sport 250 AAAAC Levorg GT 1.6i Lineartronic AAACC 13.1.16

SUZUKI Swift 1.0 SZ5 AAABC

29.11.17

ZENOS

17.5.17

E10 S AAAAB

7.10.15

GREATEST ROAD TESTS OF ALL TIME

JAGUAR XJS 3.6 TESTED 21.4.84

Halving the number of cylinders under the bonnet of the sleek XJS made it one of our favourite grand tourers of the mid-1980s.

Different wheels and badging and a bigger power bulge distinguished the 3.6 from its V12 HE big brother. The new all-alloy AJ6 straight six was wonderfully elastic, pulling from very low revs in fifth, and was barely slower than the XJS V12 between 50mph and 90mph.

However, the five-speed manual gearbox was heavy and notchy, with a pernickety clutch, while driveline shunt irritated and the otherwise subdued engine became thrashy at high revs.

Cruising refinement was impressive, though. The steering was enjoyably quicker than in the V12 model but wanted for feel. Powerslides were possible in the wet, although understeer was the default stance. While occasionally prone to floatiness, the ride was wonderfully supple on all surfaces, and the brakes were responsive and resilient.

Inside the walnut-trimmed

cabin, the leather seats could have perhaps provided a bit more lateral support and adjustment up front, and head room was particularly limited in the rear seats. The interior had plenty of cubbies and a capacious boot, though.

FOR Ride quality, performance, flexibility, refinement AGAINST Lacklustre gearchange, inappropriate seats FACTFILE

Price £19,248 Engine 6 cyls in line, 3590cc, petrol Power 225bhp at 5300rpm Torque 240lb ft at 4000rpm 0-60mph 7.4sec 0-100mph 19.7sec Standing quarter mile 15.9sec, 92mph Top speed 141mph Economy 17.6mpg WHAT HAPPENED NEXT…

Introduced alongside the 3.6-litre engine, the Targa-style XJS cabrio was replaced by a full convertible in 1988. An optional four-speed auto was installed into the six-pot XJS in 1987, and the engine grew to 4.0 litres in 1991. But the beefiest model was 1993’s 6.0-litre V12, with 306bhp. The XJS was replaced by the V8-only XK8 in 1996.

13 APRIL 2022 AUTOCAR.CO.UK 81

SLIDESHOW Road car engines that powered famous competition cars he origins of many great motorsport engines can be traced back to a road car, and often an entirely unremarkable one.

Some were developed with a specific series in mind, others went on to power many and varied competition cars and several were transformed beyond recognition.

Here are our picks of the best engines that went from road to race.

T

Audi straight five Audi’s development of four-wheel drive from a military truck to rally stages is well documented, but the Quattro’s 2.1-litre five-cylinder engine had more prosaic beginnings, starting life in Audi saloons with 170bhp. For the rally coupé, it gained a further 30bhp, giving 0-60mph in 7.1sec and 137mph in 10-valve form. To qualify for the World Rally Championship, it had to be reduced in capacity from its normal 2144cc to 2133cc, but it gained four valves per cylinder and a KKK K27 turbo for 300bhp at 6700rpm. The later A1 and A2 versions produced 350bhp, while the Sport had 444bhp. Its final fling came with the 473bhp S1 E2 Quattro that arrived just ahead of the Group B class being banned after a series of fatal crashes.

ALISDAIR SUTTIE

BMW M10/M12

Ford Kent

Austin A-series

When BMW launched the Neue Klasse saloon in 1962, survival rather than sport was on its mind.

But it succeeded, and BMW then enjoyed many wins with its engine in the 1800ti, 2002 and first 3 Series, as well as in F2 with more than 300bhp.

However, 1983 was the real turning point.

Brabham needed a new F1 engine, so BMW created a 1.5-litre turbo derivative of the M10 .Compact and reliable, the M12 eventually hit 1400bhp. F1 banning turbos in 1989 ended its racing career.

The Kent is arguably the most successful engine ever in motorsport, having powered thousands of victories around the world, yet it all started with the lowly 1959 Ford Anglia. It showed a willingness for being tuned and was quickly adopted for use in cars like the Lotus 7. Lotus also used it as a base for the DOHC unit that powered its Elan, Cortina and Escort Twin Cam. Then the Kent became the standard unit in the Formula Ford racers that are still hugely popular, as well as in Formula 2 and 3.

The A-series arrived in 1951 and quickly achieved competition success in the likes of the A35 and Sprite. However, it was the agile Mini that proved the catalyst for its huge successes. It started with the 1961 launch of the Cooper, with the engine’s 848cc and 34bhp raised to 998cc and 55bhp.

Then came the 70bhp Cooper S, which did well on track and stage. And finally the 1275S, which was capable of 115bhp – enough to win the Monte Carlo Rally three times between 1964 and 1967.

Porsche flat six

Rover V8

Volvo straight five

It didn’t take long after the 911 arrived for Porsche to start rallying the 1991cc model, which enjoyed plenty of success as capacity grew to 2195cc. Its focus switched to track with the 210bhp Carrera 2.7 RS, and then Porsche went Group 4 racing with 300bhp. This was followed by the 3.0 RSR racer and then the RSR Turbo in 1974. Out of this came the twin-turbo 3.3-litre Group 5 935, which made up to 845bhp – enough for 70 IMSA wins.

Rover was slow to realise the racing potential of the V8 it inherited from Buick. The Triumph TR7 was the first works car to adapt it for competition; it raced in the TransAm and IMSA series in the US, while here it went rallying. The 3.5-litre engine gained four downdraught carbs and dry-sump lubrication to make 260bhp (eventually 300bhp).

Rover also used the V8 for the SD1 touring car, built with help from TWR, that scored many wins.

Perhaps uniquely, TWR reduced the capacity and removed the turbo of an engine yet gained power, cunningly turning Volvo’s 240bhp 2319cc five into a 325bhp 1999cc to meet the BTCC Super Touring rules. Now sitting much lower and farther back in the 850’s chassis, the engine revved to 8500rpm and drove via a six-speed sequential gearbox. The estate wasn’t the quickest 1994 BTCC racer, but it more than did the job of changing Volvo’s image.

82 AUTOCAR.CO.UK 13 APRIL 2022

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