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THIS WEEK

‘Everybody deserves the beauty of an Alfa Romeo’

48

Issue 6506 | Volume 311 | No 12

NEWS

COMMENT

Bentley Mulsanne Reborn as super-luxury EV coupé 4 Volkswagen ID Buzz New MPV and van hit UK in May 6 New Volvo SUV Electric successor to XC60 due 2024 8 MG Cyberster Affordable roadster leads model rush 10 Alpine EVs F1-bred tech and aero for three new EVs 12 Honda-Sony tie-up Why they’ll make cars together 14 DIY car makers Building parts in-house is on the up 16

CAPITAL JAPE: PRODRIVE HUNTER IN LONDON 42

TESTED Citroën C5 X Big family car with a twist of quirkiness 24 Mercedes-Benz EQE Electric saloon; plus EQS SUV 28 Aston Martin DBX 707 Fastest SUV in the world 30 Skoda Enyaq Coupé iV vRS Worthy of a vRS badge? 31 Dacia Jogger 1.0 TCe 110 Seven-seater, from £15k 32 Jeep Renegade e-Hybrid Mid-range mild hybrid 33 Lexus NX 350h Premium Plus Pack ROAD TEST 34

FEATURES Prodrive Hunter We drive this Dakar star in London 42 Jean-Philippe Imparato Alfa boss on its revival plan 48 Park life Rules about car park fines set to change 50 Formula 1 preview All you need to know about 2022 52

OUR CARS Nissan Qashqai Final verdict after nearly 5k miles Land Rover Defender London to Cornwall and back Lexus UX 300e Prospective buyer tries it for size

62 64 65

EVERY WEEK Jesse Crosse New tech boosts EVs’ power and range 11 Matt Prior Alternative to road pricing; 4x4 attacks 13 Jim Holder The reality of record profits for dealers 17 Autocar Archive Access 125 years of issues for free 18 Steve Cropley Life with an electric 500; 20mph limit 19 Damien Smith Inside line on Red Bull from Horner 20 Subscribe Save money and get exclusive benefits 22 Your Views Fast MPVs; EV battery fire fears; COTY 58 On this day 1956 Geneva show; Aston RAC rally win 61 Slideshow Seven of the greatest Q-cars ever made 82

DEALS James Ruppert Volvo XC70; Celica; Suzuki Splash 66 Cult hero Bentley Arnage: how to get one from £15k 68 As good as new Cheaper route to a Toyota GR Supra 70 Take it or leave it Corsa VXR ’Ring; RS5; Ecosport 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.

Autocar is published by Haymarket Automotive, Bridge House, 69 London Road, Twickenham, Middlesex, TW1 3SP, UK, haymarketgroup.com Tel +44 (0)20 8267 5000 Autocar magazine is also published in China, Greece, India, Indonesia, Japan, Korea, Malaysia, Philippines and Thailand.

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F1 SHOW GOES ON – BUT TO A DIFFERENT SCRIPT

ISSUES WITH YOUR MAG? For subscriber issues, call 0344 848 8816. If you can’t find a news-stand copy of Autocar in your local area, email autocar@haymarket.com

SO LOUD HAS been the

chatter around that ending to the 2021 season, you’d be forgiven for forgetting that the Formula 1 cars back on track this weekend are the result of the biggest shift in regulations in decades (p52).

The return of ground-effect aerodynamics is the headline change to cars that are larger, heavier and harder to handle. They have been developed NEW LEXUS NX 350H: EIGHT-PAGE ROAD TEST 34 to reduced, cost-capped budgets with less wind tunnel time and will compete over 22 shortened race weekends.

Only the complex V6 hybrid powertrains are really carried over from before in a new rule book written to bunch up the pack and allow for closer running and more overtaking.

Ironically, the regulations come at a time when the on-track action is as FIRST DRIVE: GENRE-BUSTING CITROEN C5 X 24 close as it’s been in a generation, and in the short to medium term, the pack could even spread out again, depending ` on who has read the new rule book with the keenest eye, before eventually (hopefully) having the desired impact.

F1 bosses will be relieved to finally get a chance to shift the narrative away from the stewards’ room and back to a what happens on track. While the bad taste lingers, the show must – and MATT PRIOR DRIVES A DAKAR RALLY-RAID CAR IN CENTRAL LONDON. JUST BECAUSE 42 always does – go on. F1 and sport in COVER general knows no other way, whatever STORY may have been swept under the carpet.

THIS CAR’S ITCHING TO BE ELSEWHERE. IT’S LIKE USING A JET SKI IN A GARDEN SWIMMING POOL

IMAGE

Mark Tisshaw Editor mark.tisshaw@haymarket.com @mtisshaw

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Autocar is a member of the organising committee of Car Of The Year caroftheyear.org

HOW BENTLEY WILL REINVENT THE MULSANNE 4

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16 MARCH 2022 AUTOCAR.CO.UK 3

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

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Mulsanne to be reborn as super-luxury electric GT Bentley’s new flagship will be a high-priced, sporty model with next-gen EV tech

B

entley is readying an all-new Mulsanne, due to arrive before the end of the decade, for its radical electric era.

The new flagship model will be part of the firm’s recently announced five-infive strategy, in which it will launch five electric models between 2025 and 2030.

The first of those Bentleys, expected to be previewed later this year, has been described as a Mulsanne replacement because it will be the most

4 AUTOCAR.CO.UK 16 MARCH 2022

expensive model in the marque’s line-up at that time, as the Mulsanne once was, but it will not share similar proportions. Instead, it will be a smaller saloon, riding higher to accommodate underfloor batteries.

Ultimately, though, a modern-day flagship, which will elevate pricing far beyond that of the former Mulsanne, will stand at the top of the lineup before 2030. This will allow Bentley to tap further into the super-luxury segment,

ensuring high profit margins and the customisation expected by the mega-rich.

Bentley CEO Adrian Hallmark told Autocar: “We’ve dropped out of the Mulsanne segment and that is something, if we look at the market, that is still attractive to us. It’s part of our historic strength to work in that segment.”

The final Mulsanne left the line at the firm’s Crewe plant in June 2020, marking the end of an 11-year production run

Smaller, high-riding saloon will be the first EV-era Bentley

IMAGE

New super-luxury two-door flagship will arrive by 2030

C H A N N E L R -T Y P E C O N T I , B E N T L E Y M AT T S A U N D E R S

A big Bentley is a quintessentially old world vehicle concept to me. The kind of car that exists beyond the reach of most luxury rivals, one where you go to escape the stresses and strains of the everyday, into a world where the very latest infotainment technologies and efficiency-boosting measures just don’t figure.

So it’ll be fascinating to see how Crewe updates the concept of a big Bentley for the electric age. This won’t be a limousine, of course, and that’ll free the

designers’ hands somewhat, but will Bentley simply throw existing reference points in the bin and design a range-topping GT from a completely clean sheet?

I would love it if Crewe took inspiration from its gorgeous 1950s R-Type Continental to produce something long of bonnet and sleek of silhouette. Not a modern pastiche – but something of the same spirit, a car that can embody supreme elegance, pioneering craftsmanship and unparalleled luxury for a new era.

Mulsanne saloon was the range-topping Bentley until 2020

for the model, of which more than 7300 examples were built.

It was also the final machine to feature Bentley’s 6.75-litre V8 engine, the longest-serving V8 in continuous production.

While we know the Mulsanne as a four-door saloon, the upcoming model is likely to take a different approach, instead becoming a two-door, sportier-looking model.

The saloon segment of the super-luxury market has been declining for the past decade.

Bentley CEO Adrian Hallmark

has concerns about range platform development. related to the heavier Hallmark recently told weight of bigger cars. “We Autocar: “Before, [our can now build a car as big platforms] were developed as what we have now. If I from group architectures then look forward to the that were developed way late 2020s, it’s another before we got to the step change,” he said. party. The effort to Fresh from our first stint at the helm In 2021, saloons accounted The first two to three modify systems and the of the £220,000 Mulsanne in 2010, we for 9.1% of the mix, electric models, he explained, suppliers’ requirements suggested it could be Bentley’s best compared with 21.6% in will have much in common in has been a major limiter car yet. “Your main impression of the 2010, according to figures terms of battery technology, for Bentley in the past. new Mulsanne,” our tester said, “is from Jato Dynamics. and then the later cars – “With this generation its remarkable level of all-round That is largely attributed expected to include the of car, right from the excellence; an extremely high to the growth of SUVs, but Mulsanne – will be able to take outset we’ve been involved gotta-have-one rating.” with the Bentayga already on board new developments. to ensure the specification accounting for half of Bentley’s These improvements will that Bentley needs. I can’t sales, it is expected that emphasise enough how much then be “retro-applied” to the the maker will take another first tranche of Bentley EVs. of a breakthrough this is. It’s efficiencies but it is as yet direction with a nextThe first EV will comfortably a game-changer.” unclear whether it will stretch generation Mulsanne in the have more than 300 miles of He added that battery to a Mulsanne-sized model. form of a two-door model. range, Hallmark said.

Either way, Bentley is expected technology has accelerated Bentley already has an RACHEL BURGESS so rapidly that he no longer to be heavily involved with example of such a car in this segment: the £1.5 million Mulliner Bacalar, an ultraOTHER SUPER-LUXURY SALOONS IN ELECTRIC RENAISSANCE exclusive roofless grand tourer from its coachbuilding division.

The Bacalar is considered a IMAGE IMAGE test bed for a model of this size and style, albeit one with Bentley’s W12 rather than the upcoming electric drivetrain.

The first electric vehicles in Bentley’s zero-emissions Rolls-Royce Phantom Lamborghini four-door Audi Landjet line-up will use a platform Audi’s 2024 EV replacement New details of Sant’Agata’s 2+2 The Phantom will be reborn co-developed with Volkswagen with all-electric power by EV, due in 2025, suggests it for the A8, previewed by Group sibling Audi. The 2030, bringing the torque, last year’s Grand Sphere will place more of an emphasis architecture will be used across refinement and silence to concept, is described as a on space and luxury than its a number of EVs to ensure cost match the current V12 car. road-going private jet. range-mates.

16 MARCH 2022 AUTOCAR.CO.UK 5

OFFICIAL PICTURES

The lack of a front-mounted electric motor in the first variant allows a turning circle of just 11 metres, which is over one metre less than that of the Multivan.

MPV is likely to start at about £50k, the van from £40k

ID Buzz finally makes production Volkswagen’s retro-inspired electric MPV and van will go on sale in the UK in May

T

he retro-styled ID Buzz has officially been unveiled five years since it was revealed in concept form, taking Volkswagen’s line-up of bespoke EVs to five.

Due on sale in the UK in May in passenger and commercial guises, the compact van shares its MEB underpinnings with the ID 3, ID 4, ID 5 and ID 6 and will ultimately be available with the same array of batteries and drivetrains.

First to arrive is the rear-wheel-drive version with one motor giving 201bhp and 228lb ft of torque and a 77kWh battery providing around 250 miles of range.

More powerful, dual-motor, four-wheel-drive models with

6 AUTOCAR.CO.UK 16 MARCH 2022

up to 295bhp will be added to the line-up in 2023, as will a 168bhp rear-wheel-drive base model and a shorter-range version with a 52kWh battery.

An eventual long-wheelbase variant will be able to take a longer-range 111kWh battery.

Pricing for the ID Buzz has yet to be officially announced, but it is expected to start at around £40,000 for the van and at close to £50,000 A recreation of the for the MPV. Microbus Samba, with Three its 23 individual windows different within the sides of the roof, specification has been ruled out. However, levels are the ID Buzz will be optionally planned: Pure, available with an Pro and Packs. expansive glass roof.

GREG KABLE

Five-seat versions will arrive first; LWB model will seat seven

NEWS

Next MX-5 to stay true to roots IMAGE

MPV AND VAN, WITH LWB AND CAMPER TO FOLLOW Alongside the initial five-seat standard-wheelbase model, Volkswagen plans to introduce a seven-seat long-wheelbase variant in 2023. Both feature conventionally hinged front doors and sliding doors (optionally electrically powered) on either side at the rear, along with a large vertical tailgate that opens at bumper level.

The ID Buzz Cargo commercial version offers the choice of one or two sliding doors along the sides and either a single upwardhinging tailgate or windowless wing doors that open out on exposed steel hinges left and right at the rear.

A ‘California’ camping variant will arrive in 2024.

SHORTER AND LOWER THAN THE MULTIVAN Smaller than the original concept, the standard-wheelbase ID Buzz is 4712mm long, 1980mm wide and 1938mm tall, which is 192mm shorter, 76mm wider and 32mm lower than the equivalent Multivan. A 2988mm wheelbase is the longest yet for a car based on Volkswagen’s MEB platform but 12mm shy of the 3000mm wheelbase of the Multivan. An eventual long-wheelbase car will add 250mm of metal in the middle.

Original formula will be preserved for the new MX-5, due 2024 MAZDA IS COMMITTED to keeping the formula of its venerable MX-5 sports car intact even as it embarks on a strategy to heavily overhaul, expand and electrify its line-up in the coming years.

The firm has confirmed that it will launch a range of electrified SUVs atop its new rear-driven platform and three new pure-electric cars on its smaller, front-driven architecture, as used by the 3 hatchback and MX-30 EV. However, it has so far said little about how the 33-year-old roadster fits into that strategy.

Now, though, Mazda’s head of product development and engineering in Europe, Joachim Kunz, has given strong hints that the MX-5 will be considered completely separately to the more mainstream models that underpin the firm’s growth, with a view to maintaining its enthusiast appeal.

“It’s our brand icon and it is always treated very specially,” Kunz told Autocar. “At the moment, it looks like we will have this car forever, with

this size and concept and combustion engine. Of course, some day, we will have to electrify it, but we want to keep this pure concept.”

Crucially, the company has no intention of moving the MX-5 over to its small car architecture, as that would mean sacrificing its characterdefining rear-driven layout.

Kunz acknowledged that Mazda’s Europe division has less influence over the MX-5 than it does with other models because it “is the baby of headquarters” in Japan, where engineers are committed to carrying its core characteristics over

into new generations.

Kunz explained that the MX-5 has a longer life cycle than other Mazda models – “having one generation for 10 years is not a problem for us” – which suggests a replacement for the current ND-generation car may not break cover until 2024.

One possibility is that the MX-5 will exploit Mazda’s innovative Skyactiv-X combustion technology, which serves to reduce consumption and boost torque in the 3 without the need for a turbocharger and can be deployed in conjunction with a mild-hybrid system.

Current car’s light, rear-drive, trad feel will carry over

S U Vs H AV E C R U S H E D V I S I O N C O U P E ’S H O P E S O F P R O D U C T I O N

MINIMALIST CABIN FOCUSES ON SPACE AND USABILITY The high-mounted, minimalist dashboard houses both a 5.3in digital instrument display and standard 10.0in infotainment touchscreen – the latter optionally 12.0in. The ID Buzz has a lever-style shifter on the steering column, which is also used to control the primary drive modes: D (Drive) and B (Battery).

To boost storage space, there is a compartment that hinges down from the base of the dashboard to reveal two large drink holders; a pod-like centre console, called the Buzz Box, between the front seats, housing both a bottle opener and ice scraper; and door trims that feature large bins. Volkswagen also says it will offer its latest electric model with up to eight USB ports and an optional inductive smartphone charging pad.

Mazda is deploying its new rear-driven platform and straight-six engines for the CX-60 SUV and three more models to follow, but a production version of the admired Vision Coupé concept looks increasingly unlikely, five years after its reveal – and it’s no surprise that SUVs are to blame.

Mazda Europe’s Joachim Kunz said: “This SUV trend is continuing, and even more for Mazda. It’s what’s selling best.

“It would be very nice… to have the FR [front-engine, rear-driven] concept and sixcylinder engine for a Mazda

6 successor or a large sports coupé. We would like to have it, but at this point in time, it’s most important to sell SUVs.”

Vision Coupé could have been a new 6 or sports coupé

16 MARCH 2022 AUTOCAR.CO.UK 7

Volvo primes all-electric XC60 EV version of firm’s best-selling car will arrive in 2024 and join XC90 replacement

A

mong the crucial models in development as part of Volvo’s EV onslaught is the all-new, all-electric and all-important successor to the XC60. The SUV has been the Swedish brand’s best-selling car for the past four years running.

Due in 2024 to fill the gap

between the XC40 Recharge electric SUV and the longawaited electric replacement for the XC90 SUV coming later this year, the XC60 successor (which will have a name rather than a numerical designation) will play a core role in taking Volvo to its goal of all-out electrification by 2030.

ICE-powered XC60 has been top-selling Volvo since 2018

EVs accounted for just 6.5% of Volvo’s global sales last year (its best on record), but the Swedish company aims to boost that figure to 50% by 2025 on the way to ditching combustion entirely by 2030.

A swiftly expanding line-up of EVs, heavy investment in production facilities and new car construction processes will be key to achieving this goal, as Volvo looks to emerge as a front runner among the ‘legacy’ manufacturers going up against Tesla.

The BMW iX3 rival will be the first production car to be powered by batteries produced by the new joint venture of Volvo and battery company Northvolt, which is building a new battery factory in Sweden with a view to reaching an annual output of 50GWh by 2026.

It says this will be enough to power 500,000 cars per year, which is well over two-thirds of Volvo’s current overall output.

Before that factory opens, Volvo will procure batteries for the XC60 replacement from Northvolt’s existing facility at a rate of 15GWh annually from 2024.

Given the popularity of the current combustionengined XC60, Volvo is likely to keep it on sale for a period alongside the new EV. Importantly, it has strongly hinted that the EV will use the same SPA2 architecture as the XC90 successor, which

`

There’s continuous improvement of the tech we’re using for each car a

IMAGE

Electric successor to the XC60 will look more estate-like

JAG SHARES VISION FOR 2020s D-TYPE

MUSTANG SPECIAL COMES TO THE UK

Jaguar has created a 1006bhp EV that you can drive whenever you want. An open-top version of a 2019 coupé concept, the Vision GT Roadster was designed for the latest Gran Turismo video game.

It has a stabilising dorsal fin, like the 1950s D-Type.

Ford is bringing a spot of sunshine to Britain with its new Mustang California Edition, which nods to a similar version of the original 1967 muscle car. The £52,105 softtop gets a bespoke black grille, side stripes and optional aero-improving rear scoops.

8 AUTOCAR.CO.UK 16 MARCH 2022

can house both pure-electric and hybrid drivetrains, paving the way for both hybrid and electric versions to share the same design – clues to which were given by the larger Concept Recharge last year.

Outgoing Volvo CEO Håkan Samuelsson said: “Our concept car gives an idea of what could come on the same platform,” suggesting that smaller entries to the range will share its minimalist, estateaping silhouette and emphasis on space and practicality.

Importantly, Volvo recently committed to replacing its more traditional, lower-slung

NEWS

Lotus lifts lid on design of new Type 132 electric SUV Volvo CEO Håkan Samuelsson explained that Concept Recharge concept points to forthcoming EVs estates while also making its SUVs a more traditional two-box shape, bringing all of its models more closely in line, design-wise.

As for why Volvo is launching a pure-EV version of its biggest-selling model after the XC40 and XC90, CFO Björn Annwall explained that it is partly to do with the life cycles of the existing cars.

He said: “We launched the XC90 prior to the XC60, so as we looked at upgrading the XC90, we then concluded ‘let’s make it fully electric’.”

This will also allow for the

XC60 to be electrified as cost-effectively as possible.

Annwall explained: “There’s continuous improvement of the technology we’re using for each of the cars, and then it’s even more important to have a fully cost-competitive situation when we come to the XC60. It’s easier to do that if it’s a little bit later.”

Aside from the inevitable links in battery, powertrain and construction between the XC90 and XC60 successors, Annwall’s remarks suggest the smaller electric SUV will also receive high-level autonomous

and connectivity functions as standard, courtesy of lidar sensors supplied by Luminar and an “autonomous driving computer” from software giant Nvidia.

The collision-avoidance potential of this technology, which will be updated over the air, will help Volvo on the way to achieving its self-set goal of eliminating fatal crashes.

It will also enable the integration of a new Highway Pilot function for autonomous driving on motorways where this is legal.

FELIX PAGE

ANOTHER GEELY-OWNED marque, Lotus, is preparing to usher in its own landmark electric SUV, and its exterior design has been newly outed in a series of design patent renderings just weeks ahead of its official unveiling.

Known as the Type 132, the Chinese-made Lotus SUV will place more of a focus on pace and agility than its Volvo and Polestar cousins, as evidenced by its rakish silhouette and aggressive styling, but an integrated lidar

sensor on the roof hints at a similar emphasis on autonomous functionality.

An active aero panel, flush door handles, slim cameras in place of wing mirrors and a prominent rear spoiler look to boost aerodynamic efficiency and therefore its range potential; while various cues including the crescent-shaped headlights draw a link to Hethel’s new Emira sports coupé.

The full design, interior and technical specifications will be revealed on 29 March.

Aggressively styled Type 132 will take on Audi E-tron

C O M PA C T ‘ XC 2 0 ’ O N T H E WAY As well as electrifying its existing models, Volvo will extend its line-up at the bottom end to cater to the growing demand for compact EVs. “There will be more variants on the big car platform – the 90 size – but then there will be something in size 20 coming additionally, and

that will be a big volume contribution to our line-up,” confirmed outgoing Volvo CEO Håkan Samuelsson.

The ‘XC20’ is set to use Volvo parent company Geely’s SEA platform, as used by the Chinesemarket Zeekr 001 shooting brake, making a 430-mileplus range and charging at up to 360kW possible.

IMAGE

Electric ‘XC20’ would rival likes of Kia e-Niro and VW ID 3

NEW £1.65BN PLANT FOR VW FLAGSHIP Volkswagen has approved a new £1.65bn factory in Wolfsburg for its Trinity flagship EV. Construction is due to start in spring 2023 and finish by 2026.

The firm aims to ultimately build 250,000 cars per year there, with each taking just 10 hours to finish.

IMAGE

BMW BUYOUT TO ‘SAFEGUARD’ ALPINA BMW has acquired Alpina, 60 years since the firm produced its first uprated component for a BMW car. The move will allow BMW to “safeguard” the future of the low-volume brand. It will offer some of Alpina’s 300 employees new roles, however.

16 MARCH 2022 AUTOCAR.CO.UK 9

Cyberster to lead MG expansion Affordable roadster will be joined by three more new electric cars

T

he Cyberster roadster will arrive before 2024 as an affordable halo car for MG and one of three new models arriving by that date.

It will build on the Chinese brand’s recent phenomenal success in the UK: sales grew 66% last year, from 18,415 in 2020 to 30,600.

The MG 4 hatchback will arrive first, before the end of this year. The value-driven rival to the Volkswagen ID 3 is expected to become MG’s biggest seller beside – or even surpassing – the ZS small SUV. MG UK commercial director Guy Pigounakis said of the MG 4: “The car stays true to our values of getting more from an MG. It represents cutting-edge technology, it needs to be exciting and it needs to represent fantastic value for money.

That doesn’t mean cheap.”

He added, in reference to the ZS EV’s 250-mile range, that the MG 4 will “be even

more competitive on a pound per mile of range basis than today” but said pricing for the family hatchback has yet to be decided.

A production version of the Cyberster, first revealed as a concept at the Shanghai motor show last year, is likely to be shown at this year’s Beijing motor show in April, given MG’s history of showcasing new models at major Chinese events.

The concept was said to be based on a bespoke EV architecture, offering a range of 497 miles and a 0-62mph time of less than 3.0sec.

Talking about adding the Cyberster to the MG line-up, Pigounakis said: “The problem with sports cars is that everybody loves them but not many people buy them.”

He added, however, that MG’s global volume means it can “afford to invest in sports cars and take a longer-term view on when there will be a

MG 4 hatchback will seek to undercut Volkswagen ID 3

IMAGE

IMAGE

return on investment”, adding that having a sports car “will bring us massive PR and marketing benefits”.

The third new MG to arrive by 2024 hasn’t yet been confirmed, but it is likely to be a third SUV,

given the continuing consumer demand for high-riding vehicles.

RACHEL BURGESS

MG SEES OPPORTUNITIES IN CAR SHARING MG has acquired a car-sharing business and plans to launch an offering this year, as it seeks to diversify beyond the traditional car retail structure.

MG UK commercial director Guy Pigounakis said that the details are still being finalised but that the venture is unlikely to be branded as MG. He said the scheme would be a natural home for the 3 supermini, currently the least popular model in MG’s line-up, as car sharing best suits urban areas and thus smaller cars.

“We are just going through the acquisition at the moment and are looking at programme options,” said Pigounakis.

“We already have a considerable car-sharing business in China.

“We see car sharing playing well into A-segment cars, which are more popular in large metropolitan areas.

“It works particularly well for some public-sector organisations and companies who have a large number of users who don’t necessarily

need a company car 24/7.

“There’s an opportunity there. You could have a fleet spanning the model range

Commercial boss Pigounakis

Alfa Romeo working on new electric-only supermini A NEW MITO is on the cards as Alfa Romeo prepares to rapidly expand its line-up over the next few years.

Brand boss Jean-Philippe Imparato has confirmed that there will be a new car every year until 2030 under new owner Stellantis. A small SUV, dubbed the Brennero, will arrive by 2025, plus there will be replacements for the Giulia saloon and Stelvio SUV, as well as the anticipated return of the GTV coupé.

A new supermini is also being primed to give a new

10 AUTOCAR.CO.UK 16 MARCH 2022

entry point to the brand while sensibly utilising technology available from elsewhere in the Stellantis empire.

The original Mito, launched in 2008, went off sale in 2019 in light of declining demand for three-door models.

At the time, European boss Roberta Zerbi explained: “The Mito is a three-door and people are choosing more and more five-door cars.”

The upcoming supermini, then, will inevitably have five doors

to maximise sales and could sit on one of two platforms.

The first is that of the new Fiat 500, which was developed primarily for the electric city car and will need to be used elsewhere to justify its

development. However, the e-CMP platform used by the Peugeot e-208 and Vauxhall Corsa-e is more likely, as its proportions are evidently ideal for superminis.

The new Mito will be electric-only as Alfa Romeo ramps up to ditch internal combustion entirely from 2025.

It is likely to echo the set-up of the e-208 and Corsa-e, which use a 50kWh battery and one 134bhp motor for about 210 miles of range.

s Fiat Punto-based Mito struggled for sale

Alfa Romeo UK boss Damien Dally stopped short of confirming that a new supermini is coming but said: “The brand has a history of selling compact sporty cars, like the Alfasud, and it’s an interesting area of the market that’s high-volume and gives us a much wider offering.

“The Mito was a three-door car, but if it had had five doors, the market would have been so much bigger. The next step in the path to electrification is full electric, and compact cars blend well [with that].”

NEWS MG RANGE BY 2024

UNDER THE SKIN JESSE CROSSE

HOW NEW INVERTER TECH GIVES EVs MORE POWER AND RANGE

IMAGE

3 supermini IMAGE

4 hatchback

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We can afford to invest in sports cars and take a long-term view

5 SW EV estate

ZS SUV

a and use the car that’s most suitable to your needs.”

Pigounakis flagged the shrinking number of cars sold across the industry and the need to look at other avenues, despite MG’s recent success.

“A lot of that shrinking volume is down to Covid, but it will be interesting to see whether the market ever comes fully back,” he said.

The ZS EV is currently part of the fleet of leading car-sharing firm Zipcar.

HS SUV

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Cyberster roadster

To be confirmed

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New Alfa could blend Corsa-e hardware with premium allure

MOST OF THE headlines surrounding EV technology relate to advances in battery technology, performance and range.

But one of the most important bits in an EV’s drivetrain, the inverter, is often overlooked. McLaren Applied Technology, Nio, Equipmake and BorgWarner have all recently announced new, compact 800V inverter technology that’s capable of significantly increasing the range and charge speed of EVs. Inverters convert the DC current from the EV battery into three-phase, AC current to drive the EV’s AC traction motor and also back again, from AC to DC, during regenerative braking. In addition, they control the speed of the motor in response to the accelerator pedal. The new generation of inverters all substitute SiC (silicon carbide) MOSFET (metal oxide semiconductor field effect transistor) for the traditional, silicon IGBT (insulated-gate bipolar transistor).

These transistors are electronic switches that convert DC to AC in a process that is, unsurprisingly, called ‘switching’.

A three-phase electrical feed is rather like having three separate feeds of electricity.

Each one has a wave form, each of the three phases reaching its peak 120deg after the previous one. It’s this that creates a rotating merry-go-round magnetic field that spins the rotor. By altering the frequency of those waves, the motor changes speed.

SiC MOSFETs can switch current much faster and handle more power. Equipmake claims its HPI-800 can switch at 40kHz (compared with 20kHz for an IGBT inverter) and that lightweight construction takes its power-to-weight ratio from 54bhp per kg to 134bhp per kg with SiC. Nio’s SiC inverter was developed by its motor division, XPT, and it will be launched in the ET7 later this year. Electrical systems may be highly efficient, but they still suffer losses. Nio claims switching losses are reduced by more than 30%, overall power losses are cut by 4% and power is up by 5%.

McLaren Applied’s IPG5 (Inverter Platform Generation 5) can drive motors with a peak power of 469bhp (335bhp continuous), weigh just 5.5kg and occupy a space of 3.79 litres. The new inverter makes its debut in the Bak Motors Kincsem HyperGT and SUV, hydrogen-powered hybrids.

There are no fancy acronyms for

McLaren Applied’s fifth-generation EV inverter is derived from motorsport and is one of several aimed at improving range and efficiency.

BorgWarner, which simply calls its new device “our SiC inverter”. It’s the same deal here: fewer conduction losses, high switching efficiency, says the company, and power losses reduced from 40% to 70% compared with silicon-based inverters. Considering the lengths EV developers go to in scrutinising every detail of an EV’s electrical and electronics systems to save every milliamp of energy, these figures sound impressive.

Today, 800V architectures are already in production in the latest EVs and they are what make ultra-rapid charging possible.

By doubling the voltage from the previous 400V, electrical power is increased but the current (amps) stays the same. In practical terms, that means high-voltage cabling can remain smaller and lighter and power losses are reduced. With potentially lighter and more energy-dense silicon anode batteries just around the corner and solid state beyond that, combined with these significantly improved and lighter inverters, it looks like there’s a lot to look forward to.

POLESTAR WEIGHT LOSS DIET Continuing the theme of reducing the inevitable increased weight of EVs compared with ICE equivalents, Polestar’s new bonded aluminium platform, which is due to make its debut on the 5 four-door GT, is expected to weigh less than those in smaller segments. Normally, it would be slow to manufacture, but Polestar says it has found a way to speed up the process by developing the body and platform in unison.

16 MARCH 2022 AUTOCAR.CO.UK 11

Electric crossover will benefit from hybrid F1 racer

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F1 aero and tech for Alpine EVs UK-based experts finish work on 5 hot hatch and will increase road car involvement

A

lpine’s upcoming electric cars will draw heavily on engineering from its Formula 1 team as the marque seeks to optimise efficiency while reinforcing its enthusiast-targeted brand positioning.

Three all-new Alpine EVs will be launched over the next four years, meaning Dieppe requires expertise in electrified powertrain technology and, in order to maximise range, aerodynamics – which is in abundant supply at the UK-based race team.

“The A522 aerodynamics group at Enstone has just finished a particular project for Alpine road cars, and we’re about to embark on another,” Alpine F1 technical director Matt Harman told Autocar as the all-new ground-

effects racer began testing.

“We’re linking those two [groups of] people together, both in physical testing and in computational fluid dynamics. It’s a really nice collaboration, and it’s good for the aerodynamicists, giving them another angle to look at, freshening their minds. They really enjoy working on those projects, so we will keep them going. In fact, we will probably expand more of our engineering expertise into the road cars.”

Autocar understands that the recently completed project was the Alpine version of the reborn Renault 5 supermini, expected to launch in 2024.

The next project is most likely a low-slung crossover, the GT X-Over, due in 2025, which will be followed by an A110 sports car replacement,

ALL-NEW ‘AVENTADOR’ BREAKS COVER New spy shots have provided the first look at the radical super-hybrid due to replace the Lamborghini Aventador in 2023. Likely to be revealed later this year, the car will use a plug-in hybrid system built around a new V12 engine, promising reduced emissions but the same focus on pace and character.

12 AUTOCAR.CO.UK 16 MARCH 2022

developed with Lotus.

Alpine CEO Laurent Rossi told Autocar: “We want to ride the wave of F1. We’re really making technology transfer in the battery management system, because whether you have a hybrid in F1 or an electric car in the street, it’s really exactly the same today.

“It’s [about] when you can release electricity that you

Alpine 5 is EV recreation of a 1970s hot hatch

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SPY SHOT

LAMBORGHINI ‘AV E N TA D O R ’

convert into instant torque; how much time can you do that around a track or along a road; how much of the battery charge you can recover; and how long you can make it last for range. All of this is the same.

We transfer [learnings about] electricity from track to road and from road to track.

“Aero also becomes an element, because we can now

announce range on a road car thanks to the aero. These are all important things we’re going to use for mass production.”

Harman concurred: “There’s a great deal of transfer, specifically in the motor generators; that’s the MGU-K in F1. The development and technology inside those units is improving massively.

“Also the battery technology and how we manage [the battery] thermally. We would all like to have EVs, but we worry a bit about the range of them generally, and range is only going to improve with that development.

“Those are the things you should watch on the car over the next couple of years. It’s going to be an area where we really push.”

KRIS CULMER

NEWS

Matt Prior

THE

NOTEBOOK

TESTER’S NOTES

MG FOR A MILLIONAIRE Footballers and cars, eh?

Cristiano Ronaldo owns an £8.5m Bugatti Centodieci, Neymar a Koenigsegg CCXR Trevita and Heung-min Son a LaFerrari. However, Thiago Alcântara has just collected a MG ZS EV from Holdcroft Cheshire Oaks MG. “I really wanted to try an EV,” the dad of two said, adding that the sub-£30k SUV promises “versatility and comfort for every day”. Appropriately for a Liverpool player, he chose top-end Trophy trim.

Both your car and home charger will be connected to the web

THERE CAN ONLY BE ONE The GV60 gives strong clues to future EVs from Genesis, but chief creative officer Luc Donckerwolke is keen not to use the same quirky features in each. Take the crystal-ball gear selector: “I think it’s great, but I believe in other segments it will be interpreted in another way.

It would be really boring if I had the same crystal sphere in all the cars. I tend to be bored quite fast. I like to turn the page and go further. It keeps me young.”

TRY SOME GT-RAMEN Slick drifts and hardcore off-roading are effective means of promoting fourwheel-drive capability, but Nissan tried a different tack to show off its new e-4orce tech for EVs. A serving tray equipped with the hardware was used to deliver a ramen bowl without spilling a drop – testament to its smooth power delivery and ride.

hey know, you know. The data. It’s all there. If you buy a new plug-in hybrid Citroën C5 X (driven, p24), it will ping head office every now and again to grass you up about how often you’ve plugged in the car – or haven’t.

It’s all anonymised, they say, and GDPR-compliant. But Citroën CEO Vincent Cobée explains: “We know, based on 200 million kilometres of results, the fuel economy and what we need to influence the number of people charging.”

Your Citroën PHEV will send you reminders if don’t plug it in regularly.

“The less often you charge it, the more often you get a reminder,” says Cobée.

Now, the car knows to do this even without sending data to head office.

But data referencing the car’s VIN can, say, be sent to a fleet manager, who can deanonymise it and remind its driver in person to plug it in when they get home.

It’s my understanding that basically all new electrified vehicles are hooked up to the internet in this manner, and

T

Eco activists are leaving urban SUV drivers deflated

`

The less often you charge your Citroën PHEV, the more often it will send you a reminder a they all know precisely how much electricity has been put into them.

Which makes me wonder. As internal combustion dies out, something has to replace the billions in annual revenue that fuel duty on petrol and diesel gives the Treasury. One option is to tax people on where and when you drive – road pricing, as our MPs seem persuaded to be considering.

But why do that when modern cars’ connectivity means the government can directly tax automotive electricity and therefore reward efficient driving?

Road pricing gives people privacy worries and it opens the door for legislators to decide where and when you should be driving by making some roads and periods more expensive.

Worse than that, road pricing doesn’t reward efficiency, merely the number of miles you drive and potentially where and when. So if you drive 10,000 miles very efficiently and I drive 7000 flat out, you will still pay more, which isn’t fair.

With fuel duty on electricity, there’s an element of administration (notably on hire cars, fleet cars etc) about who pays the final bill. And Cobée says that there would have to be “transparency” so that we know cars aren’t fibbing (Dieselgate has caused a great many to look on the car industry untrustingly).

But with all cars connected and registered and public chargers

and most private chargers connected too, this can be done.

The idea strikes me as fairer and simpler than taxing roads. It’s a tax on the energy you use to drive, not where and when you might have to do it.

■ As I write, some people are very proud of themselves for letting down the tyres of SUVs parked in urban areas.

I’m no great fan of 4x4s bought for no good reason, but my own Land Rover Defender sometimes ends up in town after a day hauling animal feed in the sticks, because there are no trains to get home after work.

Letting down tyres of random SUVs is stupid for this and a number of other reasons, including the inevitability that, at some point, someone kneeling next to a Range Rover Sport with a ‘BO55’ or ‘B16’ numberplate will be discovered by a particularly unsympathetic owner.

But I’m more intrigued as to what defines an SUV. Where does estate become crossover; does crossover become XC; does XC become SUV; does SUV become 4x4? And if these guys know, would they like a job in editing our data section?

GET IN TOUCH

matt.prior@haymarket.com @matty_prior 16 MARCH 2022 AUTOCAR.CO.UK 13

$125.24bn Current market capitalisation of Sony (11 March 2022)

Why Honda-Sony deal matters Creation of joint EV brand shows how car makers and tech giants can join forces

H

onda has dreamed the impossible dream and agreed to do something established car makers have resisted for years: be a contract manufacturer.

The agreement between Honda and Sony to jointly create a new EV brand “aligns the technological assets of both companies”, according to Honda, as they work to launch their first car in 2025.

In doing so, the Japanese pair have made a bold move to marry the skills of a technology giant with the engineering and manufacturing know-how of a vehicle company.

The combination is one that is being investigated globally as cars become more defined by software than hardware. Most notably, it’s happening in China.

Examples include Geely’s link-up with tech giant Baidu to

create the Jidu brand for selfdriving EVs, with Geely taking the lead on engineering and manufacturing aspects.

Stellantis’s partnership with Apple iPhone maker Foxconn to develop digital cockpits and connected services through the new Mobile Drive division is another good example, said Jonathan Davenport, an analyst at consultancy Gartner.

“There’s this coming together of automotive and consumer electronics and software that consumer electronics brands think they can leverage,” he explained.

Sony announced its interest in cars at the 2020 Consumer Electronics Show in Las Vegas when it revealed the Vision-S 01 electric saloon. It was that rare thing in automotive: a genuine surprise. It wasn’t so much the smoothly generic design

that wowed showgoers but the the smartphone market, but its completeness of the concept. experience selling PlayStation Sony tried to deflect by video game consoles will saying the car was primarily provide useful carry-over, with a showcase of some of its tech, shared hardware elements such as cameras, but it was like chipsets and digital clear the interest was there. services such as downloads Sony then returned to CES and over-the-air upgrades. this year with the Vision-S O2 Sony will develop a “mobility SUV, before Honda and Sony platform” for the new EV brand made their joint announcement that it is creating with Honda. in early March “to establish The company actually makes a joint venture to engage in PlayStations itself, rather than the joint development and outsourcing, but designing and sales of high value-added building cars is several orders battery-electric vehicles of magnitude harder. and commercialise them in “A vehicle with all the conjunction with providing associated functional safety mobility services”. and ADAS requirements Sony’s entry is complex to create into the new but especially to software-defined create at scale,” automotive era said Davenport.

PlayStation 2s sold, makes sense.

Tesla is often the most successful It may not have held up as an console ever much of a share in example of the

157.7m

(Source: Statista.com)

14 AUTOCAR.CO.UK 16 MARCH 2022

first mover responsible for many new car industry trends, and it definitely has been a leader on the software side.

But for tech firms and other automotive newcomers, it has also been a clear example of how not to get in the business. “[Tesla boss] Elon Musk didn’t think he would need to partner with the Fords of this planet with their supply-chain experience,” said Neil Endley, a director at quality consultancy Trigo. “He said ‘I’ll go do that myself’ and then suffered like hell with lack of product to the plants.”

Tesla’s slow and agonising production ramp-up is one big mistake made by automotive newbies. Underestimating the cost of engineering is another – one that Dyson suffered just before it abruptly shut down its electric SUV project in 2019.

BUSINESS Sony showed saloon concept in 2020, followed by SUV

-78%

Honda already sells EVs under its own banner

Founder Sir James Dyson said to sell the car at a profit, he would have had to charge more than £150,000.

Dyson’s costs spiralled in part because it focused on redesigning areas that didn’t really need it – in particular, a new heating and ventilation system and improved seats.

“Who does that?” a senior automotive executive said on condition of anonymity. “No wonder costs got out of hand.”

Car makers and suppliers have already mastered this kind of engineering. Where they are struggling to catch up is in software, which is why the Honda-Sony partnership makes such good sense.

Their new EV brand will pool talent from both sides to design and develop cars, while Honda “is expected to be responsible for manufacturing”.

This is a big deal. Car makers have long feared relegation to the status of white-label supplier in the era of mobility.

Without the car brand’s power to boost pricing, engineering and manufacturing become thin-margin exercises.

The reason Apple has yet to announce its ‘Project Titan’ EV, believe analysts, is because it hasn’t found a car maker

Honda’s decline in annual car sales in Europe from 2006 to 2021

with enough scale prepared to become an Apple supplier.

After Hyundai confirmed in 2020 that it was in talks to build an autonomous EV for Apple, it was reported by local media just two months later that the Korean company had backed out for fear of becoming a mere contract manufacturer.

Honda’s partnership with Sony, however, is more equal, with both sharing in the success of the new brand.

This, of course, creates the problem of what to name it.

Both Honda and Sony would carry weight, but using either could be seen to elevate the status of that company over the other. A new name, on the other hand, would have zero customer recognition.

That is probably the least of their worries. The important takeaway is that the project represents a win for Sony and a significant shift in thinking for Honda. Its star has fallen in Europe, with car sales dropping from 313,000 in 2007 to just 68,346 last year, according to the European Automobile Manufacturers’ Association.

The Sony partnership could be the perfect next quest to, as the song goes, reach for the unreachable star.

NICK GIBBS

W H AT W ILL THE F IRST HONDA-SON Y CA R LOOK LIK E? The 2025 launch of the first Sonda (or should that be Hony?) is a long way off, but we have early clues as to how the car will look.

The exteriors of Sony’s Vision-S 01 saloon and Vision-S 02 SUV concepts are svelte, aerodynamic and unmemorable. The interior of the 02, with three screens stretching the width of the dashboard, is probably more central to its appeal, being a grown-up version of what’s seen today in the Honda E. Honda and Sony have said their first car will “be centred around safety, entertainment and adaptability”, all of which point to self-driving ability.

Honda is working on a new

EV platform, e:Architecture, to arrive in the second half of this decade, which could be made to fit the timescale, but it has also teased five e:Nbadged EVs for China, based on a stretched E platform.

The first two e:N cars are conventional electric versions of ICE cars, but the bolder styling of the e:N SUV, e:N GT and e:N Coupé concepts could point to a less conventional look.

Honda is working on rapid expansion of its electric-only offering

How England’s roads will be made net-zero NATIONAL HIGHWAYS IS focusing on the environment more than ever before with the creation of an environmental division under sustainability director Stephen Elderkin.

“If you’ve sunk a lot of carbon, energy and cost into creating a network, you’re going to want to operate and maintain it, so you still have the same challenges to overcome in terms of construction and maintenance,” he said.

BALANCING ACT Elderkin believes England’s BIGGER HURDLES TO COME roads must sit within a wider Elderkin believes eliminating environmental framework. emissions from construction “There’s no question that and maintenance of roads by roads are part of the future 2040 is going to be the biggest of the UK’s transport system challenge to overcome. and will continue to cater for He explained: “We use a lot the vast majority of passenger of materials that need to be miles and freight movements,” not only transported but also he told Autocar. “But what’s mined. Quite a lot of them are really critical is that we’re energy-intensive and some of able to meet that demand them release CO2 as part of the in a sustainable way.

“One of the things that will chemical [production] process.” be a measure of success will Surely the easiest approach be National Highways seeing – and one that’s being taken by the environment as an integral Wales – is to not build any more part of our deliverables. roads in the future? Elderkin “There has always been said his team is going to take an importance placed on the a more nuanced approach. environment, and I don’t want “We will implement a carbonto discredit the work that has management framework under been carried out historically, the standard for managing but I think this is a step on and carbon,” he explained. “It has up in terms of the resourcing a reduction hierarchy. This and priority going forward.” includes ways we can deliver The creation of the division the value from infrastructure comes after National Highways while building less.” (which receives five-yearly Elderkin believes greater use funding settlements from the of tech can negate the need to UK government) last summer add extra lanes in some cases. released a report outlining a “We have ambitious plans strategy to cut emissions. for digital roads,” he said.

It plans to make “If they can increase its operational capacity without emissions (from building road lighting, signage surface, it would When National and its vehicle be a win-win.”

Highways plans fleet) net-zero DANIEL for its operational by 2030, road PUDDICOMBE emissions to be construction net-zero and maintenance net-zero by 2040 and road-user emissions net-zero by 2050.

2030

MAINTENANCE ESSENTIAL Even if new road building is curtailed, Elderkin believes maintenance of the network will remain essential.

Eco leader Stephen Elderkin 16 MARCH 2022 AUTOCAR.CO.UK 15

Assembly lines bring together parts sourced from numerous suppliers

Car firms eye in-house parts supply As industry moves to EVs, manufacturers want to control production of vital parts

‘C

ar maker’ is a common term, but the truth is that today’s car companies are more assemblers of bought-in parts than actual manufacturers.

That was highlighted in a recent comment by Stellantis CEO Carlos Tavares, who said that the value of a car once it has emerged from the factory is “85% bolt-on parts”.

These parts are sourced from thousands of lesserknown suppliers, but as we shift from internal combustion engine cars to electric cars using ever-more sophisticated software, car makers are trying to recapture some of the value lost to suppliers.

The process of making parts in-house is called vertical integration, and car makers are going further down that route in specific areas – most notably batteries but also computer chips and software.

This is happening for a number of reasons: to keep some of the profit lost to suppliers, to ensure a good flow of limited supply and even to work out exactly what the CO2 costs of the components are.

Some manufacturers have always leaned towards

16 AUTOCAR.CO.UK 16 MARCH 2022

vertical integration, notably Volkswagen. But the trend in recent years has been to farm out more work to suppliers.

This keeps capital investments to produce the parts off the car maker’s books and, if the parts supplier is large enough, can actually work out cheaper.

The rapid pace of technology change is forcing a rethink, however. Car makers will focus on parts very specific to EVs – power electronics, batteries and the raw materials for those batteries – and not just take over the jobs of the tier-one suppliers (those that sell parts directly to the car maker, rather than to other parts suppliers).

“The traditional tier-one and tier-two go-to-market model has evolved,” said Enrico Salvatori, president of Qualcomm Europe.

The new vertical integration approach is different from the old model, whereby car makers would forge cylinder blocks themselves. They don’t have or

battery tie-up with want the capability Panasonic. Tesla to make chips or has also moved refine battery to secure raw materials, but materials via they do want deals with to secure the Proportion of electric BHP for nickel supply long motors that will be made and Glencore before they in-house in the future, for cobalt. need it, and that up from 33% now Jeremy means investing (Source: IHS Markit) Wrathall, boss of in or partnering British mining startspecialists. up Cornish Lithium, said: Volkswagen has partnered “We’ve had various approaches Chinese company Gotion for by auto makers. No one has a new battery cell plant in made us an offer to buy us, but Salzgitter, Germany, to start the mood music is hotting up.” in 2025. Both Volkswagen and One other big advantage Volvo have invested in Swedish of going direct to the source of battery company Northvolt to raw materials is that you know create partnerships that will exactly its provenance and secure them cell production. probably also its CO2 footprint.

Stellantis and Mercedes-Benz each have a stake in French battery company ACC, while Renault has put its own money into battery maker Verkor.

As ever in the modern car industry, they are generally following the lead of Tesla, which showed the way with its

70%

“It’s important that you know your CO2 intensity of your input materials,” said Jon Regnart, automotive trend strategist at the UK government’s Advanced Propulsion Centre.

He cites Volkswagen’s investigation of lithium mining in Chile as an example.

Cars will continue to be largely made from bought-in parts, but makers’ targeted dives into the supply chain should yield better visibility of parts bottlenecks and better understanding of what goes into the final product. Neither of those things is a given right now, due to the often opaque sources of parts within parts.

NICK GIBBS

`

It’s important you know your CO2 intensity of your input materials” a

Volvo will make EVs with batteries from a firm it part-owns

Motorway charging unshackled THE COMPETITION AND Markets Authority (CMA) has agreed legally binding commitments with EV charger provider Gridserve, aimed at incentivising investment in the UK’s charging infrastructure and promoting competition.

The watchdog in July 2021 began investigating Electric Highway (which Gridserve had purchased from Ecotricity two months prior), due to concerns about its chargers dominating the motorway network.

Tesla Superchargers aside, Electric Highway was found to operate 80% of motorway chargers and had long-term (10- to 15-year) exclusivity agreements for two-thirds of motorway service stations.

The investigation aimed to determine whether these agreements with service station operators Moto Hospitality, Roadchef and Extra MSA were in breach of the Competition Act 1998.

The CMA said these The CMA concluded that by agreements will allow for the preventing the installation of RCF to be rolled out as planned, devices from rival firms, the therefore providing more long-term contracts were chargers from more suppliers. depriving EV drivers of the Gridserve said: “We “benefits of competition”. immediately understood why Now Gridserve has agreed concerns had been raised, as to waive its exclusivity rights upgrading the EV charging with those service station infrastructure at motorway operators from November locations is an essential part 2026. It will also reduce its of the public charging mix and exclusivity deal with Moto by two years and with Roadchef by of particular importance to providing the confidence for four years. The deal with Extra new motorists to make the is due to end in 2026 anyway. transition to EVs. Gridserve has also agreed “In order to retain our focus to waive its exclusivity right if a on delivering the necessary rival provider gets government infrastructure, we pursued a funding via the Rapid Charging path towards settlement with Fund (RCF) to install chargers the CMA at a very early stage at one of its locations. in proceedings, which we’re The three service station pleased is now completed. providers have agreed “The settlement was “not to take any reached without any action that would decision or admission undermine these of breach of commitments”, competition rules.” confirmed FELIX PAGE the CMA. Gridserve’s share of the UK rapid charging network, compared with 14.6% for BP Pulse

5.1%

(Source: Zap-Map)

EV charger users need the ‘benefits of competition’

FEBRUARY REGISTRATIONS UP AS EVs TAKE 17% MARKET SHARE New car registrations in the UK rose 15% year on year in February, figures from the Society of Motor Manufacturers and Traders have revealed. Private sales accounted for much of the growth, rising 30% . Growth also continued for battery-electric vehicles, which took a 17% market share to 10,417 for the month. Large fleet registrations rose a slow 2%, which the SMMT attributed to “a supply-constrained market”.

BUSINESS

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

Vertu owns Bristol Street and Macklin dealer groups

CAPITALIST BUSINESSES operating in a capitalist country they may be, but there’s mounting disquiet at the fact that car retailers are set to announce record profits, buoyed by booming margins on used cars and staff counts that were cut at the height of the pandemic.

The root of the grumbling is that many took advantage of the various lockdown support schemes, including furlough and tax breaks, but now that things are good haven’t shied away from paying large bonuses to their leadership teams or shareholders ahead of returning any of the money into the national coffers.

Firms don’t agree on the issue. Some, most vocally Marshall Motor, have given back vast chunks of support, while the other extreme is exemplified by Vertu (in the turnover top five with 159 sales and aftersales sites).

Its boss, Robert Forrester, reasons that it was forced to close by government “diktat” and the support measures were put in place precisely so that it would both survive and be ready to thrive when conditions allowed.

Having issued an update stating that profits for the past financial year will be “not less than £75m” (a rise of more than 200% over the previous strong year), he’s very much in the spotlight.

Social responsibility has never been more prominent in the general consciousness, but Forrester argues Vertu

is doing exactly what the government wants it to do: making money, investing in and creating jobs (including by buying dealerships that others are happy to offload) and, most importantly, as a result paying more tax.

Staff bonuses are reported to have risen by £1.9m last year, and that’s the sort of success story that helps to grease the wheels of a struggling economy.

There’s also a certain myopia to the criticism.

These may be salad days for car retailers (if few others), but the spectre of hard times looms large. New car supply is stuck at a historic low, with the pandemic and chip shortage now compounded by issues arising from war in Ukraine; quality used car supply is getting scarcer as a result; and the cost-ofliving crisis is set to conflate with recession to deliver the most turbulent economic period for generations.

Even in this record year, this is an industry that will declare only around £1bn of profit from £80bn of revenue. Be in no doubt that the success is hard-earned.

Fat-cat profits rightly draw scrutiny, but these are extraordinary times.

The market is with used car retailers today, but there’s no guarantee it will be tomorrow. The moral and economic debates may not be comfortable bedfellows, but the fair-minded might be best advised to reserve judgement for the long term.

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.

16 MARCH 2022 AUTOCAR.CO.UK 17

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COMMENT

Steve Cropley MY WEEK IN CARS

Talented engineer and leader Mark Vinnels will be sorely missed

A free and functioning motorway charger put useful miles into 500 EV

FRIDAY Headed eagerly out of The Smoke for a weekend update in Autocar’s electric Fiat 500, because EV life keeps changing. Paused my usual LondonCotswolds trip at Membury services to try the Gridserve chargers that last year replaced those woeful Ecotricity units on motorways. Mine worked well: it connected quickly, read my credit card without drama and boosted the battery 30% by the time I’d downed a coffee.

SATURDAY AND SUNDAY Lots of local zipping about, the Fiat’s speciality.

It’s amazing how a semi-rural life advances your car’s odometer in 30-mile chunks, but our home charger obliterates short-haul EV problems.

Still, I wasn’t confident we’d pull off a 127-mile round trip to meet a son for Sunday lunch – not least because Fiat has always been hopelessly optimistic at forecasting how far any 500 will go on a ‘tankful’. (Remember when it advertised the 50mpg Twinair’s fuel consumption as 68.9mpg?)

The EV’s WLTP range is 199 miles but none of us has ever got closer than 150, and even a modicum of leadfootery slashes it further. This time we made it with 22 miles to spare.

MONDAY Back to London in the Fiat, indulging my long-time preoccupation with the fact that aerodynamic drag rises as the square of speed.

I’m no theorist but, as I understand it, if a car encounters an aero load of A at 50mph, it’ll be close to 2A at 70mph and one-third A at 30mph.

Such considerations really matter as fuel costs head skywards (and as new EV drivers become more aware of energy consumption).

`

I wasn’t confident we’d pull off a 127-mile round trip a I believe there’s a trade-off in many a driver’s head between how much energy they aim to save and how much dawdling they can tolerate. For this experimental journey, I decided the right speed was 58mph – and was rewarded with a journey that took about seven minutes longer than usual, and an apparent range of 166 miles, which (for once) is a whisker better than what you’re offered on start-up at this time of the year.

TUESDAY Very sorry to hear of the untimely death of Mark Vinnels, brilliant and much admired British engineer, whose name always seemed to bob up when interesting and challenging projects were in the news. I met him as a team leader on various

AND ANOTHER THING… Liberating return trip to Frankfurt that included a couple of seriously fast autobahn taxi trips: what a pleasure doing an unbridled 100mph for a while, even in a 100,000mile Opel Zafira.

Arrived home with time to spare.

Lotus projects (the Vauxhall VX220 was one) and he subsequently did much to propel McLaren’s bold advance from 2010. More recently, he took his renowned skills as a ‘leader and maker’ to Rivian, the electric pick-up company. Vinnels rated that project highly so he came to our offices in person to make sure we understood it, too, which was typical. He’ll be sadly missed by his many friends and admirers.

THURSDAY Could some experienced inner-London driver please give me a bit of practical advice about coping with 20mph speed limits? I do obey them but it’s unnerving: drivers behind (white vanners, motorcyclists, middle managers in Audis) become furious and vindictive, pulling phenomenal passing manoeuvres in the most terrible places. Accidents in the brave new slow-motion world may be less serious, but they definitely seem more likely.

I’ve seen many try 25mph, but that feels a bit quick if someone’s up ahead with a radar gun.

Others settle for 23mph, which still seems to offend followers, especially if like me the person in front is driving a Fiat 500 EV or a Dacia Duster.

A surprising number of drivers behave as if 20mph limits don’t exist. Perhaps they’ve heard that no one implements them. If so, it’s something we all need to know. Can someone (preferably not a cycling zealot or a smug law maker) explain the realities? I’m okay going slowly but what I most desire is a peaceful driving life.

GET IN TOUCH

steve.cropley@haymarket.com

@stvcr

16 MARCH 2022 AUTOCAR.CO.UK 19

M OTO R S P O RT

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

Veteran principal Christian Horner is leading creation of Red Bull Powertrains

RED BULL’S POWER PLAY Christian Horner tells us about his team’s new independent status ax Verstappen will begin the defence of his Formula 1 World Championship in Bahrain on Sunday. All-new chassis regulations represent the biggest design shake-up in nearly 40 years, with a clear aim to improve the racing spectacle. The regulations for the 1.6-litre V6 turbo hybrid powertrains remain stable, but with a couple of crucial caveats: a power-sapping E10 fuel has been introduced, while homologation has been frozen from now until 2026, when a newgeneration powertrain will be introduced. So what each team has now is what they will have for the next four seasons. Development was frantic before the big freeze.

For Verstappen, this ruling was particularly crucial because, at least for now, his Red Bull Racing team no longer has the support of a manufacturer engine supply, following Honda’s withdrawal from F1. Then again, he shouldn’t notice the difference, thanks to a deal for Red Bull to buy

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and utilise Honda’s F1 intellectual property.

The champion clearly has faith as Red Bull steps up as a newly independent F1 powerhouse: he has just signed a ‘golden handcuffs’ deal extension said to be worth north of ¤40 million per year that will keep him in Milton Keynes until the end of 2028.

INDIE LIFE

A few days before the deal was announced and between the two pre-season tests, Autocar pays a visit to Red Bull’s expanding campus to catch up with team principal Christian Horner. In the office next door, technical director Adrian Newey is buzzing around during what is the busiest time of an F1 team’s year. Horner has plenty on his plate too, finalising plans for the new powertrain facility (which

he says should be fully operational by June) and completing an aggressive recruitment drive, while also fighting the usual political wars that are part and parcel of an F1 chief’s existence.

No wonder the 48-yearold looks a little tired.

“The past 12 months have been absolutely flat out in building the facility and recruiting the best talent,” he says. Many of the new arrivals, including technical director Ben Hodgkinson, have been poached directly from arch-rival Mercedes AMG High Performance Powertrains in Brixworth, just the other side of the M1.

Buying in a Mercedes or Renault powertrain was never an option for Red Bull: far too many burnt bridges. “[Finalising] the regulations was key and the homologation freeze was fundamental,” says Horner,

`

We’ve been flat out in building the facility and recruiting the best talent a

“plus Honda gave us a soft landing. We have a Honda product running under licence, effectively.

“They’ve had a positive winter, as if they were still in the sport. The only difference is we’ve been billed for it now. Obviously it’s a significant amount of cost, but thankfully we had such a competitive year in 2021 that we’ve brought in a title sponsor [software company Oracle], which is probably one of the biggest deals ever in F1. Then other supplementary deals have brought in a significant amount of revenue, which has gone straight towards the engine costs.”

Now all attention switches to the 2026 powertrain.

NEW POWERHOUSE

It’s an odd contradiction that while F1 teams are tied to a strict annual cost cap, which is $140m (£106.4m) for this second year of limitation, Red Bull is ploughing eyewatering sums into its new engine department. For Horner, this is a daunting and yet exciting time.

MOTORSPORT

N O HAN GOVE R

For many, Verstappen’s first F1 title is tainted by the Abu Dhabi Grand Prix controversy that has cost F1 race director Michael Masi his job. Horner dismisses any suggestion of a hangover into the new season, however.

“We did nothing wrong,” he points out. “We made the right calls strategically. One could argue that Mercedes made a mistake by leaving Lewis [Hamilton] out on 44-lap-old tyres that he was always going to be exposed on. A lot of smoke has been

New champion Max Verstappen has signed to 2028

TOP STEP

Pennzoil Las Vegas 400

GOOD WEEK G EO RG E GAM B LE The ex-Porsche Carrera Cup racer has landed a drive in the British Touring Car Championship after an enforced financial lay-off from motorsport.

Gamble, 25, steps up with Ciceley Motorsport to race alongside Adam Morgan in the team’s pair of BMW 330e M Sports.

BAD WEEK N I KITA MA Z E PI N The Haas F1 team turned its back on the Russian driver and his father’s Uralkali roubles in direct reaction to Russia’s invasion of Ukraine. Harsh on a sportsman just minding his own business? Absolutely not when Mazepin senior has direct ties to Russian president Vladimir Putin.

created around what was a tactical error that we got right. Max still had to make the pass, to get the job done, and he did that.”

Horner insists “the biggest winner last year was the sport”, as Mercedes was beaten for the first time since the hybrid era began in 2014.

This increasingly bitter rivalry isn’t a fiction created for the TV cameras. Horner rates 2021 as the “most intense and rewarding” season he has experienced.

“There was so much politics, so much lobbying of the FIA, and in the background Red Bull Powertrains was being built, with 60-odd members of staff coming from HPP to join this exciting project,” he says. “That didn’t help the Red Bull-Mercedes love-in.”

Now F1’s heavyweights are stepping back into the ring.

Seconds out, round two.

First three 2022 Cup races had three different winners ALEX BOWMAN GAVE full credit to his crew chief Greg Ives for his seventh top-tier Nascar Cup Series victory in the recent Pennzoil 400 at Las Vegas Motor Speedway.

Bowman jumped from fourth to second in the final round of pit stops before an ‘overtime’ restart, as Ives gambled on

fitting just two fresh tyres to the Chevrolet. It paid off as Bowman faced off against Hendrick team-mate Kyle Larson, the former heading the inside lane, the latter the outside. The pair remained abreast as they started the last lap, with Bowman striking for home out of the final turn four.

“This thing was so fast all day, I just never really had the track position we needed to show it,” said Bowman. “But man, what a call by Greg Ives and the guys to take two there.

Obviously, it paid off.”

Reigning champion Larson led Martin Truex Jr at the top of the standings after three races.

Bowman (with oval face) beat colleague (around oval track)

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

MIK A HAKKINEN He didn’t say much, but Mika Häkkinen’s talent spoke volumes as Formula 1’s ultimate flying Finn beat Michael Schumacher to the 1998 and 1999 titles. Häkkinen served his F1 apprenticeship at ailing Team Lotus before signing as a test driver for McLaren.

When Michael Andretti’s campaign stalled in 1993, Häkkinen stepped in at Estoril – and promptly out-qualified team-mate Ayrton Senna. He nearly died in an awful practice crash in Adelaide two years later but showed incredible resilience to come back, and when Adrian Newey provided him with a top-line car in 1998, he found his wings. Schumacher always said Häkkinen was his greatest rival, and he was no pushover either. When the Ferrari put the McLaren on the grass at nearly 200mph at Spa in 2000, Häkkinen composed himself, then pulled off one of the great F1 passes on the next lap. Afterwards he had a quiet word… but didn’t make a fuss. That wasn’t his way.

GETTY IMAGES

“We currently have about 250 people employed in Red Bull Powertrains,” he says. “We expect to have a headcount of between 350 and 400 by the end of this year and we’re on schedule to have our first [2026] engine running before the end of the year, too.”

So what else will Red Bull Powertrains work on?

“Nothing. It’s purely F1. We could accommodate a track car, but this is the first facility like this since Mercedes HPP, set up bespoke to do F1 engines. It’s the next chapter for the team and business.”

Bear in mind that each F1 car is limited to the use of just three internal combustion engines per season. The staff-to-product ratio in F1 is astonishing.

But will Red Bull’s new indie status be short-lived?

Speculation over a 2026 deal with Porsche remains rife.

“Obviously it’s great that manufacturers are showing an interest in coming into the sport,” says Horner. “We’re in a strong position, because we’re up and running with a new facility.”

But if Red Bull is to be responsible for the design and building of powertrains, what would Porsche do?

What would a car maker with its own proud sporting record get out of such a partnership?

“It would need to be exactly that: a partnership,” replies Horner. “There’s obviously been discussion.”

16 MARCH 2022 AUTOCAR.CO.UK 21

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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 8.3.22, BARCELONA, SPAIN ON SALE APRIL PRICE £27,990

CITROEN C5 X Ever the innovator, Citroën rides to the rescue of the “sad and boring” large family car segment with a unique new offering

24 AUTOCAR.CO.UK 16 MARCH 2022

he first question was about how to list the new Citroën C5 X under one of the online menus we have. How do we categorise it? Is it an estate, an SUV, a hatchback, a crossover, a large family saloon, a compact executive car or what? And in answer: yes, yes it is.

Citroën, prolific maker of many small cars, has also made some great big ones in the past, but it’s fickle about how often it does so – mostly, one suspects, because while they’re often cool, they’re also not universally popular.

And the market for big cars from conventional (by which I mean non-premium) brands is shrinking. They call it the

T

D-segment. That which contains the Ford Mondeo, Vauxhall Insignia, Volkswagen Passat and historically a dozen others from mainstream brands, or “a segment that to all intents and purposes is sad, boring and steadily decreasing”, according to Citroën’s engaging CEO, Vincent Cobée.

Nonetheless, Citroën is launching a new car into it. It’s a new big car that the French firm hopes is none of the above; a car created with “a willingness and a readiness to be different”.

The C5 X, then (pronounced ‘ex’, not ‘cross’, although they won’t mind too much either way), is a 4.8m-long, 1.8m-wide fastback/hatchback/estate ◊

16 MARCH 2022 AUTOCAR.CO.UK 25

Δ (look, whatever) with a raised ride height to give it a crossover/SUV-ish appearance without all of the frontal area of an actual SUV. The looks without the inefficiency.

It sits on the platform that gives us so many Citroën and Peugeot models (the windscreen is even the same as on the latest Peugeot 308), meaning it has a steel monocoque, front-wheel drive and pure-petrol and plug-in hybrid powertrain options.

“We could do a four-wheel-drive one, but we won’t,” says Cobée.

In the UK, there will be a 1.2-litre three-cylinder petrol with 129bhp (badged Puretech 130 and expected to be the biggest seller here) and a

1.6-litre petrol with 178bhp, which not many people will buy, because it’s nearly as expensive as the 1.6-litre plug-in hybrid with 225bhp and up to 31 miles of electric-only range.

Prices go from £26,490 to £29,980 for the 130 and £35,180 to £38,670 for the PHEV. Batteries are expensive.

Suspension is by MacPherson struts at the front and multi-link at the rear. All models get Citroën’s Progressive Hydraulic Cushions and hybrids get electronically controlled dampers, too, which change according to the driving mode.

Now, some car makers chase dynamism, which makes for excellent games of lingo bingo at

car launch press conferences, if not actually for making appropriately set-up family cars (‘sportiness’ 10 points, ‘fun to drive’ 10 points, ‘Nürburgring’ 20 points), but Citroën is chasing comfort.

“We want to be remembered for the elevation of comfort and lift it to the level of care,” says Cobée.

So the large-diameter (19in) wheels that help give the C5 X its ride height are shod with plump 205/55 tyres to add absorbency to what’s apparently a softly set-up car. It’s a novel approach and, if done well, could be a seriously tempting one.

First, though, to the interior.

Largely, I like it in here. The driving

VA R I O U S M O D E S OF OPER ATION The PHEV has a few driving modes.

In Electric, it’s electric (obvs) and has a normal suspension tune. In Hybrid, it can run on electric and at times will, with a bit of engine too, and will run the battery flat, while the suspension is again normal.

Comfort is the same but with the suspension softer. In Sport, the steering, acceleration response and gearbox response are more dynamic and the suspension firmer.

In any of the hybrid modes, you can click a Maximum button to charge the battery in anticipation of arriving in a zero-emissions zone.

Ride comfort is excellent but body control can be lacking in the PHEV

position is widely adjustable, the seats are large and comfortable and the steering wheel, pleasingly finished, has actual buttons on it. Hurrah.

Praise be, too, that the heating and ventilation controls are physical buttons with twiddly knobs for the temperature – so easy, so quick, so safe to use. There is a touchscreen, of course, and it’s slightly concerning to hear that its icons and functions are inspired by smartphones, because you’re really not meant to use those while driving at 70mph. But in the grand scheme of things, it’s not so bad: some shortcuts are very short and you can rest your finger below it.

Perceived material quality is pretty good, especially at this money. There are soft-touch surfaces where you would expect and some interesting textile choices featuring little chevrons in other places. Fit and finish is strong.

Spaciousness in the back is superb.

The roofline means there’s only sound head room, but you would need to be a tall adult to complain, while leg room is really generous.

The boot doesn’t initially look as large as it turns out to be, because the tailgate glass is a bit more upright than the body, but it’s still 545 litres with the rear seats in place. Plus there’s a flat load floor and remote releases for the split-folding rear seats. We’re told a washing machine will fit in, even with the rear seats up.

Having driven both the PHEV and the 130, I prefer the petrol-only car.

` It has the sort of poise and response that wouldn’t be out of place in a big Ford Entry-level petrol could probably do with a bit more power 26 AUTOCAR.CO.UK 16 MARCH 2022

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FIRST DRIVES

TESTER’S NOTE Alas, no rear wiper.

Are we witnessing the slow and unsteady death of this most useful (if expensive to manufacture) piece of equipment? MP

Interior feels of suitable quality; touchscreen gives little cause for complaint The PHEV is refined, no question.

It’s incredibly quiet around town in electric-only mode and cabin isolation and bump absorption are spot on. As with some other Citroëns, though, I find the control weights – and steering response – curiously light and non-linear to the extent that you have to force yourself to be too gentle with it not to upset it. Coming to a stop without a secondary wobble is hard. Things settle down once there’s some load on it; it’s just the initial movements that are hypersensitive. I find cars like the Toyota GR86 (I know they aren’t rivals) less

tiring even though they’re much noisier and firmer and less isolated, because l know what I’m going to get.

The 130, though, feels much better.

Perhaps it’s the 1418kg rather than 1722kg kerb weight, but ride isolation is just as good, while the responses are keener, because it’s lighter, but also more predictable and with less bouncy response.

Obviously the drivetrain is noisier, with the eight-speed automatic gearbox notably shuffling more and the engine thrumming hard but mutedly as it tries to generate enough oomph to drag a duvet off a

bed. But it turns really nicely, with the sort of poise and response that wouldn’t be out of place in a big Ford, yet with much lower noise levels and a genuine sense of plushness.

The C5 X is a harder case to make as a company car, no question, which is where the majority of big family cars find buyers, because it officially emits 136-154g/km of CO2, rather than 30-34g/km.

Whether either finds the kind of market traction that previous big Citroëns failed to remains to be seen.

Was it hard to convince the board that Citroën should make it at all?

“It would have been a different argument to win if we didn’t have China,” Cobée tells me, because they like big Citroëns over there. “We sold 12,000 in four months there,” and Chengdu is where it’s made.

The Chinese being moderately keen on big, novel Citroëns means we also get one of the more interesting cars that’s “not a traditional, lowriding three-box saloon” in a segment that was once dominated by them.

Particularly in ICE form, the C5 X is a rather easy car to rub along with.

MATT PRIOR

@matty_prior

CITROEN C5 X PURETECH 130 SHINE An unconventional take on the conventional and the better for putting comfort to the fore

AAAAC Price Engine

Boot extends from 545 to 1640 litres – just 180 shy of Passat Estate’s

£27,990 3 cyls in line, 1199cc, turbocharged, petrol Power 129bhp at 5500rpm Torque 170lb ft at 1750rpm Gearbox 8-spd automatic, FWD Kerb weight 1418kg 0-62mph 8.1sec Top speed 130mph Economy 41.4mpg CO2, tax band 154g/km, 34% RIVALS Cupra Formentor, Volkswagen Passat Estate

16 MARCH 2022 AUTOCAR.CO.UK 27

TESTER’S NOTE Two four-wheel steering options will be offered. One can swivel the rears up to 4.5deg, the other up to 10deg. London limo drivers will be grateful for the latter. GK

TESTED 10.3.22, ARVIDSJAUR, SWEDEN ON SALE SUMMER

MERCEDES-BENZ EQE Electric E-Class equivalent aims to add some excitement to ultra-refined EQS recipe his undisguised cold-weather prototype is our first taste of Mercedes-Benz’s all-electric alternative to the E-Class.

Specifically, it’s a four-wheel-drive EQE 500 4Matic, and a car at a more advanced stage than the rear-wheeldrive EQE 350+ that I sampled from the passenger seat in February. It’s also a good deal more powerful.

With a dual-motor driveline using hardware similar to that seen in the even longer, more opulent EQS 450 4Matic, the most powerful of the planned ‘mainline’ EQEs develops around 402bhp. That’s 114bhp more than for the EQE 350+, although still 67bhp less than the AMG-fettled EQE 43 4Matic and a way off the 617bhp of the AMG EQE 53 4Matic.

Bookending the range at the lower end is the EQE 300+, meaning the EQE line-up will be five models strong at launch later this year.

Energy is provided by a standard 90kWh battery, which can be heated or cooled on the move in a preconditioning process aimed at

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28 AUTOCAR.CO.UK 16 MARCH 2022

ensuring that it’s always ready to accept the fastest possible charge.

In the EQE 350+, the battery is claimed to provide a WLTP range of up to 410 miles. Mercedes isn’t providing any range claims for the EQE 500 4Matic just yet, but it does concede that the all-paw variant can’t match the figure of its rear-driven sibling. The maximum charging rate is said to be 170kW, which translates to 155 miles of range in 15 minutes.

While sharing a design lineage and many key details, the EQE is arguably smarter-looking than the EQS. More compact dimensions, a lower overall height and a shorter bootline provide it with more balanced proportions all round – at least to my eyes.

The biggest difference between the first two cars based on Mercedes’ EV-specific EVA platform, though, is at the rear. In place of the large liftback tailgate used by the EQS, the EQE receives a traditional bootlid.

As well as incorporating a very subtle lip spoiler, it houses a full-width LED band between each of the tail-lights.

There’s also a clear sense of familiarity from the EQS inside.

The driving position isn’t as low as that of the Porsche Taycan but is still low enough to make it feel quite snug.

This feeling is further enhanced by a high centre console and relatively shallow glass within frameless doors.

Buyers will also be able to choose between separate instrument and

` The steering, while direct in typical Mercedes style, is a little heavier than that of the EQS

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portrait-oriented infotainment displays or Mercedes’ impressive Hyperscreen, which stretches across the entire width of the dashboard.

Refinement is the area in which the EQE makes the biggest impression initially. Even by EV standards, it’s wonderfully silken and whisperquiet, just like the EQS. However, the steering, while direct in typical Mercedes style, is a little heavier than that of the EQS. It’s well judged, too, making the EQE easy to wield, and possessing a confidence-building seam of weight and resistance as the pace increases.

Performance is also excellent, and responsive, just as you would expect.

At 4946mm long, the EQE is quite a big car, yet it accelerates with all the enthusiasm and athleticism of a smaller, lighter offering. We expect 62mph to be reached in about 5.0sec.

Driving an EV on ice can be a daunting experience owing to the instant power delivery and nearsilence. However, the on-demand torque channelling of the 4Matic

FIRST DRIVES

TESTED 10.3.22, ARVIDSJAUR, SWEDEN ON SALE L ATE 2022

MERCEDES-BENZ EQS SUV Stuttgart tries to outsmart the BMW iX

Torque vectoring across all wheels is highly effective

Direct steering controls a predictable chassis system, which effectively provides individual drive to each wheels, and rapid-acting stability control, endows the EQE with quite breathtaking traction and all-round predictability.

On a twisting handling circuit, it proved pleasingly resolved, settling nicely during protracted instances of opposite lock. Our car was also fitted with optional four-wheel steering, and there’s a fundamental feeling of integrity to the way that it drives.

Part of this sense of solidity can be traced to its ultra-stiff body, which is even more rigid than that of the EQS. I won’t pretend that I can tell you what the EQE feels like on the road, because I spent all my time skating over ice with big handfuls of oversteer and an even bigger grin on my face, but it’s clearly more agile and determined than the EQS. It’s an EV for those who cherish their driving, more than those who prefer to relax in the back. The proof of that will come next month, when we will be able to drive the definitive production version of Mercedes’ latest EQ models.

GREG KABLE

MERCEDES-BENZ EQE 500 4MATIC PROTOTYPE Combines the refinement and luxury of the EQS with the kind of handling prowess to keep its rivals honest Price Engine Power Torque Gearbox Kerb weight 0-62mph Top speed Battery Range, economy CO2, tax band RIVALS

£75,000 (est) Two electric motors 402bhp tbc 1-spd, 4WD 2400kg (est) 5.0sec (est) tbc 90kWh tbc 0g/km, 1% Audi E-tron GT, Porsche Taycan, Tesla Model S

THE PLUSH SEVEN-SEAT EQS SUV is the third car based on MercedesBenz’s EV-specific EVA2 platform.

Stretching to over 5.2 metres, it sits at the very top of the EQ line-up and is planned to form the basis of an even more luxurious Maybach variant.

The proportions are quite different from those of Mercedes’ combustion-engined SUV models, with a shorter bonnet and a longer wheelbase affording a large cabin.

“It’s not a conversion design,” says Holger Enzmann, head of vehicle integration for EVA2-based cars.

“Rather, it has been developed from the ground up without the compromises that you eventually run into when backing [an EV] onto an existing [ICE] platform.”

The prototype I’m driving at Mercedes’ winter-testing facility in Sweden is an EQS 580 SUV, which the manufacturer says will have slightly more power and torque than the EQS 580 saloon, whose dualmotor driveline kicks out a sturdy 516bhp and 630lb ft of torque.

The uplift is to compensate for the SUV’s increased weight, which is expected to nudge 2600kg. On a related note, you sit 80mm higher than in the EQS saloon. You get a very commanding view forward within a capacious and fittingly upmarket cabin, and there’s an outstanding amount of leg room in the rear.

Predictably, the EQS SUV offers strong performance, even on ice. It’s silent off the mark but also extremely urgent and terrifically smooth. A determined stab of the throttle pins you into the expanse of the driver’s seat as the huge torque reserves are deployed individually to each wheel.

Nothing is official at this stage, but we expect the EQS 580 SUV to post a 0-62mph time of less than 4.5sec.

With its huge, 120kWh battery mounted low, the EQS SUV also corners smartly and with good response for such a large, tall car.

The air suspension allows only a small degree of body roll, and even that builds in a progressive manner.

The car feels sure-footed, even if you never lose that sense of its size and weight.

One of the keys to its impressive handling is the all-wheel steering.

As in the EQS saloon, the system generates up to 10deg of steering angle at the rear, contributing to allround manoeuvrability and stability.

It will be a few months before we get to drive the EQS SUV on public roads, but in benefiting from the development that has already gone into the EQS and EQE saloons, it promises to provide stiff competition to the likes of the BMW iX and the Tesla Model X. GREG KABLE

MERCEDES-BENZ EQS 580 SUV 4MATIC PROTOTYPE Supremely sumptuous and refined yet also mega-powerful, assured and pleasant to drive Price Engine Power Torque Gearbox Kerb weight 0-62mph Top speed Battery Range, economy CO2, tax band RIVALS

£110,000 Two electric motors 516bhp 630lb ft 1-spd, 4WD 2600kg (est) Less than 4.5sec (est) tbc 120/108kWh (total/usable) 380 miles, 2.9mpkWh (est) 0g/km, 1% BMW iX, Tesla Model X

16 MARCH 2022 AUTOCAR.CO.UK 29

TESTED 8.3.22, NORTHAMPTONSHIRE ON SALE SPRING

ASTON MARTIN DBX 707 Gaydon’s aimed to make the world’s fastest production SUV – with no compromises he new DBX 707’s place in the world might seem obvious: a brawnier version of Aston Martin’s fine-handling SUV to put some clear water between it and its rivals in this ultra-competitive class. But it has another role, one that causes Aston boss Tobias Moers to crack a predatory grin: proving itself the world’s fastest production SUV. The proof will doubtless come at the Nürburgring, where Aston plans to use the 707 to break the Porsche Cayenne Turbo GT’s 7min 39sec lap record. And that’s break as in smash.

But while that’s the target, the revisions haven’t been allowed to compromise the DBX’s gentlemanly manner. Moers spends far longer talking about the new chassis settings than the revisions that have delivered the headline power figure (new ball-bearing turbochargers and a heavily revised induction system).

While the front suspension has been stiffened to improve steering response, the rear dampers have been softened to improve traction. Having demonstrated that it’s also capable of some lurid drift angles, Moers leaves me to experience the 707 for myself.

Yes, it’s both savagely loud and ludicrously fast when unleashed, launching hard and with the short gearing of the new nine-speed ’box making it hard to keep up with the engine’s ravenous demand for new ratios when under manual control.

But slowing for and getting around the first corner of Silverstone Stowe circuit proves that the rest of the 707 feels correspondingly upgraded, too.

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Handling is predictable at and even over the limit; interior gets a sporty makeover The revised front geometry has removed any hint of slack from the steering, but not at the expense of an increase in force necessary to turn the wheel. It’s still lightly weighted, although feedback is forthcoming.

Responses are both keen and accurate, and even taking liberties with kerbs engenders no significant kickback. The steering feels very AMG-like, which, given Moers’s pre-Gaydon life, is hardly surprising.

Although the anti-roll system cancels most lean, it can’t disguise either the slightly odd sensation of sitting so high in something so potent or the fundamental challenge of persuading 2245kg of mass to change direction quickly.

In slower corners, it’s not hard to provoke understeer, although it isn’t excessive and happens under loadings that would rarely occur on a road. But nor is it hard to engender oversteer, with the stability control system’s permissive Sport mode allowing impressive slides before

intervening; and the more heroic (or foolhardy) can turn it fully off.

Such dramatics won’t be high on the priority list for too many potential buyers. The 707’s predictability at and beyond its limits will instead be one of its key strengths for that putative Nürburgring time. More important is the fact it doesn’t seem compromised when driven at more realistic speeds. Moers claims its real-world comfort level is actually higher than that of the regular DBX. Other changes include new sports seats, which clamp you securely, plus a revised centre console with a rotary driving mode selector plus separate buttons for dampers, stability control and the manual gearbox mode.

While much less flamboyant than the Lamborghini Urus both inside and out, the 707 is almost certainly considerably faster.

For a perspective on its outlandish performance, consider the fact that its claimed 7.4sec 0-100mph time is just 0.1sec behind that of the Jaguar

XJ220, the fastest car in the world 30 years ago. Yet this is what the top end of the market wants. Indeed, Moers reckons the 707 is likely to make up more than half of DBX production.

MIKE DUFF

ASTON MARTIN DBX 707 PROTOTYPE Shockingly quick, thanks as much to its predictable chassis as its uprated V8, yet remains comfy and refined Price Engine

£189,000 V8, 3982cc, twinturbocharged, petrol Power 697bhp at 6000rpm Torque 663lb ft at 4500rpm Gearbox 9-spd automatic, 4WD Kerb weight 2245kg 0-62mph 3.3sec Top speed 193mph Economy 19.1mpg CO2, tax band tbc RIVALS Bentley Bentayga Speed, Lamborghini Urus

TESTER’S NOTE The 707 is still able to take a towbar, with the ability to haul up to 2700kg.

Aston is working on an electrically deployable item to replace the awkward clip-in one of the regular DBX. MD

30 AUTOCAR.CO.UK 16 MARCH 2022

FIRST DRIVES

TESTER’S NOTE The battery in the vRS comes from a different supplier and as such has a different chemical make-up. That means faster charging to 62 miles but slower subsequently. DJ

TESTED 8.3.22, TUSCANY, ITALY ON SALE JUNE

SKODA ENYAQ COUPE iV vRS Sleeker version of impressive electric SUV arrives in performance guise onsidering the unabating popularity of EVs, SUVs and SUVs that want to be coupés, it’s only natural that myriad mash-ups should appear, and the latest is the Skoda Enyaq iV Coupé.

Is it just a quick cash-in, then? Not exactly. Work started on the Coupé in 2017, before the square-backed Enyaq we know today, originally intended as a quirky alternative to the cookie-cutter SUVs of the day.

Of course, it’s not alone these days, but that doesn’t stop it from heading the Enyaq family, even getting the honour of being the first EV to wear Skoda’s vRS performance badge.

That’s the most exciting version, officially getting from 0-62mph in 6.5sec, thanks to 295bhp from two motors and four-wheel drive.

No one will ever say that it’s slow, but if you’ve ever experienced a Tesla Model 3 at full chat, it is likely to leave you underwhelmed. The additional motor also reduces range, meaning you will be lucky to get 300 miles from the 82kWh battery.

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The rear-wheel-drive 80 probably makes more sense, having the samesize battery but just the one motor making 201bhp. It still feels plenty fast enough on a straight, sprinting from 0-62mph in 8.8sec, and it gets the best official range, at 335 miles.

Both versions are capable of rapid charging at up to 135kW, meaning 10-80% in less than 36 minutes.

‘On a straight’ was a key point, because while the Enyaq Coupé is a fine thing to drive, even the vRS isn’t exactly exhilarating. Fourwheel drive gives you confidence to push on, especially when you engage Sport driving mode to firm everything up, and it’s quite satisfying to feel the differential pull you through corners when you enter with some pace. The problem is that it’s a heavy old thing, and you become very aware of that as you exit corners.

That’s not helped by depressions in the road unsettling the car and steering that doesn’t give much in the way of feedback, so you’re never quite sure what the front wheels are doing.

The vRS disappoints a bit in this respect, because while it has decent handling, it feels more like a normal top-tier model than a sporty variant.

It isn’t all bad news, though, because both the 80 and the vRS are comfortable when you aren’t hooning around. The ride is on the firmer side, even in Comfort mode, but it soaks up imperfections and small potholes with ease, never crashing through them like, for instance, the Renault Arkana does.

As you might expect, the smaller wheel choices are the comfiest.

Talking of comfort, it’s a pleasure to take a seat inside and go for a long drive. Space is a highlight, with that sloping roofline having little effect on the amount of head room available (perhaps not helped by the standard panoramic roof), and the overall quality of the materials is very high.

The vRS and Sportline trim level both get you suede throughout, which is a really nice touch.

Front and centre is a massive 13in touchscreen running the latest

version of Skoda’s infotainment software, including sat-nav, Apple CarPlay, Android Auto, a DAB radio and Bluetooth. It’s certainly better than the old system, reacting faster to your prods, but it’s still a bit of a maze, causing you to flick through menu after menu to do simple things like turn off the lane keeping assistance.

UK prices and equipment levels for the 80 won’t be announced until later this year, but the vRS is already available to order. It will set you back £51,885, which is a fair chunk over even the regular Enyaq 80x (meaning 4WD) in Sportline trim.

That’s a brilliant car in its own right, so the question is: just how important is that added style to you?

DAN JONES

@turboblag

SKODA ENYAQ COUPE iV vRS Spacious, comfortable and decent to drive but not as sporty as the vRS badge leads you to expect

AAABC Price Engine Power Torque Gearbox Kerb weight 0-62mph Top speed Battery Range, economy CO2, tax band RIVALS

Ride is firm and can get unsettled; cabin is classy but screen could be better

£51,885 Two electric motors 295bhp 339lb ft 1-spd automatic, 4WD 2204kg 6.5sec 111mph 82/77kWh (total/usable) 309 miles, 4.0mpkWh 0g/km, 1% Audi Q4 E-tron Sportback, Volvo C40 Recharge

16 MARCH 2022 AUTOCAR.CO.UK 31

TESTED 10.3.22, WARWICKSHIRE ON SALE MAY

DACIA JOGGER 1.0 TCe 110 When the cost of living is on the up, Dacia has halved the price of a new seven-seater ith the UK launch of the new Jogger, Dacia has confirmed the numbers that matter the most. They are £14,995 (the seven-seat MPV’s scarcely believable starting price) and £195 (the monthly fee that will get you one on finance, after a deposit of… wait for it… £195).

In a market in which the compact MPV has faded into obscurity, this car stands to do rather well at that money – especially since it is almost

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32 AUTOCAR.CO.UK 16 MARCH 2022

impossible to find a seven-seat rival that doesn’t cost twice as much.

A car in such a position doesn’t need to be especially well packaged, refined, versatile or nice to drive in order to find a receptive market – it just needs to exist. The Jogger, however, does better than that.

It is ostensibly a 4.5m-long, seven-seat family car on a supermini platform, which is why Dacia can make the numbers for it add up.

It is sold as part of a very simple showroom offering: there’s one engine and gearbox (although a hybrid version is coming in 2023), three trim levels and six colours.

The only option is a spare wheel.

Its design is part MPV, part SUV, which is only sensible given current market tastes – and it’s a pretty cheery, appealing-looking car.

Interior space is just about adultappropriate in the second row and fit for kids in row three (although there are no Isofix points back there).

Dacia adds versatility by making the third row fully removable and the second one fold and pivot forwards around the leading edge of the seat bases to open up a really big, useful cargo area of more than 1800 litres.

The Jogger escapes feeling cheap by a distance in some ways but less successfully in others. The 1.0-litre turbo petrol engine is quite refined, makes a surprisingly useful amount of mid-range torque and does 50mpg on a run pretty easily, thanks to some long ratios. That it delivers its torque in a bit of an unseemly surge makes it feel rough-hewn at times, though; and the inconsistently weighted

steering, busy and occasionally clunky ride, weedy-sounding stereo and slightly tinny clang of the doors as they close all in turn do likewise.

The handling is perfectly competent, though, rounding off a convincing picture for a car that’s genuinely versatile, superfunctional, really likeable and sensationally good value with it.

MATT SAUNDERS

DACIA JOGGER 1.0 TCe 110 COMFORT The best reason yet for families on a budget to flock to Dacia showrooms.

A bit basic to drive but very versatile

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

£16,595 3 cyls, 999cc, turbo, petrol 109bhp at 5000-5200rpm 148lb ft at 2900-3500rpm 6-spd manual, FWD 1205kg 11.2sec 114mph 47.1-49.6mpg 130-131g/km, 31% Skoda Karoq, Suzuki S-Cross

FIRST DRIVES TESTED 8.3.22, TURIN, ITALY ON SALE MARCH

JEEP RENEGADE E-HYBRID Is this mild hybrid the ideal compromise between the ICE-only and PHEV versions?

Jeep that starts up silently is not something many drivers will be used to, but this Renegade does just that, thanks to an e-Hybrid powertrain that marks the latest step in Jeep’s move towards an allelectrified range in most of Europe.

The model, as with the larger Compass e-Hybrid, joins the Jeep line-up alongside a new 4xe plug-in hybrid variant. Unlike the 4xe, the e-Hybrid is front-wheel drive only. It commands a £7000 premium over the entry-level, petrol Renegade and is slightly cheaper than the PHEV. The new powertrain consists of a 128bhp 1.5-litre turbo petrol, a 20bhp electric motor and a 0.8kWh 48V battery. A second electric motor is attached to a new seven-speed dual-clutch automatic. Jeep claims emissions and fuel consumption improvements of up to 15% over the pure-petrol Renegade.

All-electric driving functions include the aforementioned silent start-up (which Jeep has called e-launch), e-creeping, e-queuing, e-parking and reversing, and energy recovery under braking. Most of

fuel gains may prove insufficient to warrant the price premium over the 44.1mpg petrol-only Renegade.

Meanwhile, the 4xe PHEV is similarly positioned and will offer more as an economical option.

A

JACK WARRICK

JEEP RENEGADE E-HYBRID S A competent mild hybrid with good e-functions, held back by sluggish gearshifts and a high price

AAABC these are effective and the energy recovery from cruising is excellent, so it’s easy to keep the Renegade’s battery topped up.

The 1.5-litre petrol engine kicks in smoothly when accelerating, although the transition to it feels slightly too early. Still, unless you’re heavy on the accelerator, it is hard to immediately tell when you’re back on petrol power.

The gearbox, meanwhile, struggles on steeper inclines and faster roads, with sluggish shifts that leave the engine gasping for air.

The driving dynamics are similar to the standard petrol model’s. Grip and stability are both decent, but a reliance on assistance tech dampens the feel and enjoyment. The ride is uncompromised by the extra weight of the battery and electric motors but, as with the regular Renegade, there is significant vibration on rougher city Tarmac.

Economy figures for the model have not been confirmed yet but the Compass e-Hybrid has an official combined 46.3-49.3mpg. So the

THE

Price Engine

£31,130 4 cyls in line, 1469cc, turbo, petrol, plus 48V ISG, 20bhp electric motor Power 147bhp at 5000rpm Torque 177lb ft at 3000-5000rpm Gearbox 7-spd dual-clutch automatic, FWD Kerb weight tbc 0-62mph 10.0sec (Compass) Top speed 120mph (Compass) Economy tbc CO2, tax band tbc RIVALS Audi Q2, Toyota C-HR

iX Search: BMW iX

ALL­ELECTRIC

#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: 246­382 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 life driving results, which will depend upon a number of factors including the starting charge of the battery, accessories fitted (post­registration), variations in weather, driving styles and vehicle load.

ROAD TEST

PHOTOGRAPHY MAX EDLESTON

No 5565

Lexus NX Sharp on the outside, sumptuous on the inside: can the new NX surpass Audi and co?

M O D E L T E S T E D 35 0 H P R E M I U M P L U S PAC K AW D Price £48,800

Power 241bhp

34 AUTOCAR.CO.UK 16 MARCH 2022

Torque na

0-60mph 7.1sec

30-70mph in fourth na

Fuel economy 41.0mpg

CO2 emissions 144g/km

70-0mph 49.1 m

ROAD TEST ast your mind back to 2014 and the launch of the first-generation Lexus NX. At the time (and mostly in a positive way), we found the car quite shocking to behold. Even the TV advert, which featured an origami fox along with other creased creations existing in an abstracted urban environment – Facet City – might have induced tension headaches in the viewer. Just how many angles, we wondered, was it possible to design into the body of a car before the result resembled a ball of tinfoil? The NX stopped well short of that point, but still.

Clearly, given that this new version doubles down on the approach, Lexus feels it was onto something with the razor-sharp looks of the first-generation NX, and not without justification. This mid-sized SUV has become the brand’s best-selling model, propelling Lexus out of relative obscurity in Europe and giving it respectable market share in perhaps the most unforgiving segment of them all. The secondgeneration car tested here aims to double that share and take even more conquest sales from the likes of the Audi Q5, Mercedes-Benz GLC, BMW X3 and Range Rover Evoque.

It features some small but significant changes to help it achieve that goal. While the aesthetic merely fine-tunes that of the Facet City star, there are broader changes underneath. The entire line-up now consists of petrol hybrids (though non-hybrid models will be offered in eastern Europe), and there is also a plug-in hybrid for the first time in the form of the powerful, range-topping NX 450h+. The NX has also gained a new platform and an entirely new infotainment system known as Lexus Interface, and the latter alone should address one of the major failings of the old model. If these developments result in a better-riding, more efficient yet no less opulent and idiosyncratic car, the new NX could and should continue Lexus’s ascent in this popular segment.

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DESIGN AND ENGINEERING

AAAAC We like z Much-improved infotainment array brings an otherwise lavish interior right up to date, making the NX an effortless and comfortable companion over distance z The NX may not be a natural driver’s choice, but the handling and steering are tidy nonetheless

We don’t like z Engine drones loudly at idle when the battery is low on charge z Ride quality isn’t always up to snuff, British roads inducing some choppiness at low speeds

The NX is built at Lexus’s Kyushu plant in Japan and now underpinned

by Toyota’s TNGA-K platform, the same as the RAV4 and Highlander.

It means the car’s footprint has grown, to the tune of 20mm in both length and width, though the 30mm growth in wheelbase is arguably more significant. Track width is also up – by some 35mm at the front and 55mm at the back – though the suspension design itself is largely unchanged. The NX retains MacPherson struts at the front with double wishbones at the rear.

The car’s monocoque is also said to be unusually stiff, Lexus claiming a world-first use of 1180MPa steel for the important rocker reinforcement panel and 1470MPa for the roof reinforcement. Further developments include the use of high-rigidity foam

Range at a glance ENGINES

POWER

2.5 350h FWD 241bhp 2.5 350h AWD 241bhp 2.5 450h+ PHEV 302bhp

PRICE

£39,750 £40,750 £50,950

TRANSMISSIONS Epicyclic power split (e-CVT) Certain markets have the option of an NX shorn of its hybrid elements, but in the UK you have the full-hybrid NX 350h in either front- or fourwheel-drive guise, or the NX 450+ plug-in hybrid, with 302bhp and 45 miles of electric range. Trim levels start at the basic NX 350h and rise through F Sport to lavish Takumi.

Confusingly, there are numerous option packs available, too, so it’s possible to have Takumi-level kit on an entry-level NX, though this is an uneconomical approach.

in the rear corners of the hatchback structure, the fitment of Yamahadeveloped chassis vibration dampers installed longitudinally at each end of the car and even a new twin-latch system for the bonnet, which Lexus claims adds rigidity. F Sport models are fitted with further measures to improve stability, as well as the latest iteration of the Lexus’s Adaptive Variable Suspension (AVS), which uses a linear solenoid for the actuator for finer adjustments in damping force. Our test car made do with the regular suspension – also adaptive and adjustable through two driving modes, but not as sophisticated as the AVS – though all second-generation NX models use a steering rack some 20% quicker than their predecessors.

Power comes from a 2487cc Atkinson-cycle petrol engine mated to an electric drive motor. The two are combined with a slave motor (whose purpose is to take up the slack in any difference between road speed and motor/engine speed), along with a planetary gearset that allows each to operate at independent speeds. The system is 24% more powerful than its predecessor and, claims Lexus, 22% lower in CO2 emissions, plus there is also the capacity for surprisingly long bursts of all-electric running.

The basic NX 350h that sits at the base of the range is solely frontdriven, but every other NX uses Lexus’s E-Four driveline, whereby a 53bhp electric motor can power the rear wheels independently of the front axle. As such, the NX can balance its torque distribution ◊

z Lexus has borrowed from the Porsche playbook for the branding on the car’s bootlid: block caps and wide spacing are the order of the day. Note also the new L-shaped light clusters and full-width light bar. Striking and premium.

z Modern Lexus maw is present on the second-gen NX, though it’s more upright than before, and the mesh pattern has been redesigned with U-shaped blocks, for a more three-dimensional effect.

F Sport grade (not fitted here) ups the visual aggression further.

z Premium Plus Pack, F Sport and Takumi models are equipped with fourprojector LED headlights that include Lexus’s first ‘slim’ adaptive high-beam system. The 11 LED chips are informed by the car’s forward camera.

z TNGA-K platform will accommodate larger wheels, and sizes range from 18in to 20in (seen here). Our Premium Plus Pack car features an elegant design, but F Sport models wear a 10-spoke design inspired by Lexus’s flagship LC coupé.

First-generation Lexus NX arrived in 2014 16 MARCH 2022 AUTOCAR.CO.UK 35

Weights and measures

107

x ma

Kerb weight: 1740kg 2690mm

1007mm

5211436 litres

70 0m m

m 0m

940m m

0.35

1640mm

1000m m ma

x

DIMENSIONS

963mm

4660mm

z Good adjustability in the driving position means the NX can feel imperious or snug from behind the wheel. Window sills are quite high, though. Good lumbar support.

PA R K I N G Typical garage height

Typical parking space width (2400mm)

2220mm

Typical leg room 700mm

2130mm (with mirrors)

z Rear space is on par with the Audi Q5, and generally there’s plenty of room. Ability to recline the seatbacks is also welcome. Note the NX has no seven-seat option.

3700mm

W H E E L A N D P E DA L ALIGNMENT No data for this test.

H E AD LI G HTS Premium Plus Pack models are fitted with LED matrix headlights. They were not tested in this instance.

Width 990-1390mm

Height 430mm (excluding underfloor)

Length 980-1770mm

z Powered tailgate comes as standard. Capacity back here won’t win any prizes, but the underfloor compartment is neatly and usefully divided up.

Δ anywhere from 60:40 front to rear to 20:80, depending on the driving surface. Along with the combustion engine and front motor, total power for the NX 350h is 241bhp with all sources on song. This rises to more than 300bhp for the NX 450h+, which also totes a 45-mile EV range.

INTERIOR

AAAAC

An all-new interior and infotainment array are perhaps the two most significant developments for the Mk2 NX. These elements also represent strong reasons to go for the Lexus over its rivals, so thoughtfully have they been executed in the main. The way the dashboard and transmission tunnel meld themselves around the

36 AUTOCAR.CO.UK 16 MARCH 2022

driver in a manner reminiscent of recent Jaguar sports cars and fanfavourite BMWs of yesteryear is a particularly nice element, as is the clear instrumentation and the modest diameter of the sporting steering rim.

This is certainly an intimate space – one you would be happy to find yourself in for day-long drives – with a level of aesthetic interest beyond most crossovers, particularly if you go for F Sport trim. A little less gloss black plastic would enhance the ambience further, though this is a small criticism in the context of the NX’s otherwise appealing spread of soft-touch surfacing and premiumfeel switchgear. Outright perceived quality is high, if not quite as high as in the hewn-from-stone Audi Q5.

On the subject of switchgear, Lexus has, despite the arrival of an expansive, 14.0in touchscreen for the NX (9.8in in entry-level models), elected to retain physical dials (or at least clear and obvious hapticfeedback controls) for the climate controls and volume. Given the trouble certain German makers have run into in their rush to remove from their cars anything you might press or twist, this seems a wise move.

Ergonomically, taller testers felt the NX wasn’t all that spacious both in the front seats and along the back row, though averagely tall adults won’t struggle to get comfortable in any of the four main berths. The generously bolstered front seats are especially cosseting, and the level of

adjustability offered by Premium Plus Pack cars is nothing short of excellent.

PERFORMANCE

AAABC

Toyota and Lexus have, over the years, worked to make their shared, economy-maximising hybrid-drive powertrains feel more natural, particularly where the matching of vehicle acceleration to engine speed is concerned. The set-up in the NX represents the latest step in this process and the level of sophistication achieved is commendable, if not always able to match the best efforts of the Otto-cycle crowd.

In the NX 350h, performance itself is acceptable but modest, our test car reaching 60mph in 7.1sec but then ◊

ROAD TEST

z The door handle is actually an electronic door release. The ‘e-latch’ system incorporates a function that stops doors being opened into the path of others.

z The stubby gear selector looks a little odd but feels solid and is pleasing to use. It’s a bit more avant-garde than the rest of the quite ordinary transmission tunnel.

z ‘Deep hung’ seat construction sets the seam deeper in the structure. The seats’ generous bolsters have also been cut away where your elbows need the space.

Multimedia system

AAAAC

Many drivers now gravitate towards using either Apple CarPlay or Android Auto, and the NX caters for both with a high level of optimisation and good graphics. However, Android Auto needs a wired connection. Lexus’s own software is vastly better than the old model in terms of menu design and functionality of the 14.0in touchscreen (9.8in on entry-level and Premium Pack models), which features large icons and quick responses. The system is reportedly 3.6 times quicker in its responses than before, and the colours and fonts can also be changed. Thoughtfully, Lexus has retained physical controls for the volume of the system plus the temperature dials and some of the other major HVAC functions (though blower speed is now by touch-sensitive slider).

Elsewhere, a 17-speaker Mark Levinson sound system is offered with range-topping Takumi grade, and there are four USB ports in the cabin – two up front, two in the rear – of which three are USB-C and one is USB-A.

16 MARCH 2022 AUTOCAR.CO.UK 37

` A fine blend of taut but supple control is similar to what you find in senior sports cars

a

Δ needing another 12 seconds to reach triple figures. By comparison, the latest Hyundai Tucson Hybrid – a crossover lower in both price and status – was just 0.5sec slower to 60mph and actually quicker to 100mph. From the saloon ranks, at this price and footprint, you might also find yourself looking at the BMW 330e M Sport, which we would expect to reach 60mph in less than six seconds without breaking a sweat.

Those wanting more from their midsize Lexus crossover should therefore opt for the plug-in hybrid NX 450h+ over the NX 350h. The former’s combined 302bhp gives it a turn of pace comparable to that of the BMW. That said, for the kind of lowstress, everyday driving for which it is intended, the NX 350h does just fine. This hybrid system is roughly 25% more powerful than the one in the old NX, and this manifests in the form of easy all-electric running at town speeds and snappy roll-on

acceleration out on the open road.

Only when the battery is very low on charge, and the car then needs to rely heavily on engine power for urban driving, does this powertrain begin to feel a touch ill-conceived. That, and when strong acceleration is called for. Here, Lexus’s hybrid system still reverts to its old problem, whereby the flailing engine feels oddly detached from the driving controls, and the amount of progress made feels less significant than the level of noise made. It never lasts long but is enough to make more interested drivers think twice about owning the NX 350h.

As for the attractive shift paddles mounted to the steering wheel, they are little more than ornamentation, often having no effect at all on how the powertrain is behaving.

RIDE AND HANDLING

AAAAC

We won’t dwell too long on the NX 350h’s credentials as a driver’s car

because it isn’t intended as such, despite what those razor-sharp exterior creases imply. However, it does possess the hallmarks of something devised by engineers who understand how important it is that premium cars feel cohesive from the driver’s seat. Accuracy and composure matter for such cars, and yet family-oriented crossovers of the Lexus’s ilk must also remain undemanding to drive. Even without the updated AVS, the NX acquits itself well across all these areas and in doing so puts itself at the sharp end of the class, behind BMW but ahead of Audi and Mercedes.

It starts with the steering, which is moderately but intuitively geared, has a little heft in the motion and, as one tester put it, offers the understated, connected road feel that an interested driver might want.

Straight away, it makes the NX 350h feel plain good to guide along the road. The car’s cornering balance is

then unambiguously nose-led, yet the suspension keeps the body on an unusually short leash but still permits plenty of suppleness and weight transfer. It means getting that bluff nose to the apex is rarely any trouble, and the NX feels more agile and lithe than it probably is in reality.

The short-travel suspension also laps up fast A- and B-road driving without hesitation but does so without sacrificing comfort at speed, and this is arguably the car’s greatest strength. It’s possible to get the NX to the point where its wheel control can’t quite keep up with what the road is doing, but we would be very surprised if many owners arrive here with any regularity. Driven with reasonable commitment levels, the car’s confidence-inspiring controls and manner make progress easy, the NX being relatively impervious to float and uncomfortable amounts of body roll. As for traction, the 2.5-litre hybrid powertrain in our test car

z German rivals tend to deliver a smoother low-speed ride; F Sport hardware might fare better here. Engine soundtrack is sometimes at odds with self-styled luxury billing.

38 AUTOCAR.CO.UK 16 MARCH 2022

ROAD TEST Track notes In the main, the NX 350h proved impressively sure-footed on Millbrook’s daunting Hill Route.

It develops good levels of grip, and through tighter turns you can really sense the rear motor coming into play and helping to rotate the car.

Key to the NX’s sense of safety and stability is its fine body control: heave, pitch and roll are curtailed earlier than you would expect in this kind of vehicle, and with a level of finesse that is usually reserved for out-and-out performance cars. It means the NX performs well, should you find yourself carrying more speed into a bend than you intended to, and the steering possesses a heft that feeds into the sense of stability.

Of course, the Hill Route also shows the hybrid powertrain at its revvy, uncouth worst. Under heavy loads, the NX 350h is neither as quick as its 241bhp promises, nor as refined as its brief suggests it should be.

never threatened to give the tyres any trouble at all.

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

AAABC

Sumptuous seats and above-average insulation from the blare of the outside world have long been Lexus hallmarks. However, during the decades that the brand has evolved from being a purveyor of stately left-field saloons to mainstream hatchbacks and SUVs, it hasn’t always hit those traditional high notes – so where does the new NX rate in this regard? In short, it puts on an impressive show but doesn’t shade the latest Audi Q5 and probably also trails the BMW X3 in terms of outright refinement and comfort.

And make no mistake: it’s those cars that Lexus will have wanted to topple with its rolling refinement.

The car’s long-wave gait strikes a unique and fine blend of taut but supple control – similar to what you

z Climb towards T6 is noisy and relatively slow – indeed, noisier and slower than some testers would be happy to put up with.

z NX stops well into the tight T2 hairpin, if with very little brake feel, and gets around tidily enough.

T2

T4 T3

T6

T1

z Downhill turn-in to the fast parabolic bend at T5 highlights the car’s fine compression damping. The steering remains free from corruption and the body neatly flat.

T7 T5

FINISH

START

it does so while, say, you’re sitting at traffic lights, the effect is particularly uncouth. Isolation from wind and road noise while cruising is fine; it sat between the Kia EV6 and Nissan Qashqai, according to our dBA data.

find in senior sports cars, in truth – that builds on the sophisticated cabin atmosphere. However, on its 20in wheels, our test car laboured choppier low-speed routes in a manner that undermines the powertrain’s slicker moments, when the combustion element drops out entirely. Given the majority of these cars will be bought and used not as long-distance transport but as everyday family cars, this is a key chink in the NX’s armour.

The car’s ability to simultaneously cosset and reassure while offering an expansive view of the road ahead and a general sense of capaciousness don’t make up for the inability of the chassis to deftly quell the effects of rawer road surfaces before they bubble up into the cabin.

Acoustically, the NX is again good but unexceptional. When running for short bursts in EV mode, it is unsurprisingly extremely quiet; but if the car’s battery is running low on charge, the engine will fire up, and if

BUYING AND OWNING

AAAAC

The NX holds considerable subjective appeal simply by dint of not being one of the usual German suspects, yet it still matches those cars in terms of premium-ness. The design – both exterior and interior – is no small part of this overall effect, as is the build quality, and with the arrival of the plug-in hybrid 450h+, neither is the NX off the pace for raw technological ability.

In terms of accessibility, the Lexus wins more praise still. In entry-level, front-wheel-drive, sub£40,000 form, it undercuts the likes of the Audi Q5 40 TDI and BMW X3, despite coming with decent levels of

standard equipment, and this pricing advantage is carried over to the plugin hybrid model. The final price of the car does, however, move dramatically depending on grade and option packs.

Taking our AWD 350h test car as an example, opting for rakish F Sport guise takes the price from around £41,000 to just over £50,000, while the range-topping Takumi, with its elegant wheels, Mark Levinson sound system and artful interior, nudges £55,000 – or roughly what you will now pay for a Porsche Macan S, albeit before options. We found the regular 350h, kitted out with the 38 optional extras included in the Premium Plus Pack, which costs around £8000, would fulfil almost every owner’s needs.

As for fuel economy, the NX 350h is at its most frugal on flowing A-roads, where the powertrain can easily dip in and out of all-electric running and the engine is unstressed. Expect to achieve 50mpg along such routes. ◊

AC C E L E R AT I O N Lexus NX 350h Premium Plus Pack AWD (10deg C, dry) Standing quarter mile 15.5sec at 91.4mph, standing km 28.35sec at 114.9mph, 30-70mph 6.7sec, 30-70mph in fourth na 30mph

2.5s

40mph

60mph

50mph

3.8s

7.1s

5.3s

0

70mph

80mph

9.3s

11.8s

100mph

90mph

110mph

19.0s

15.0s

10s

120mph

24.4s

34.1s

20s

30s

Skoda Kodiaq vRS 2.0 TSI 245PS 4x4 DSG (12deg C, damp) Standing quarter mile 14.5sec at 92.2mph, standing km 26.6sec at 122.4mph, 30-70mph 5.7sec, 30-70mph in fourth 9.9sec 30mph

40

2.1s 3.1s

50mph

4.4s

60mph

5.9s

70mph

7.7s

0

80mph

10.0s

90mph

12.6s

100mph

110mph

15.8s

120mph

19.9s

10s

25.0s

20s

B R A K I N G 60-0mph: 2.94sec Lexus NX 350h Premium Plus Pack AWD (10deg C, dry) 30mph-0

50mph-0

9.1m 0

70mph-0

25.7m 10m

20m

49.1m 30m

40m

Skoda Kodiaq vRS 2.0 TSI 245PS 4x4 DSG (12deg C, damp) 30mph-0

50mph-0

11.2m 0

10m

70mph-0

30.3m 20m

30m

59.2m 40m

50m

16 MARCH 2022 AUTOCAR.CO.UK 39

Data log L E X U S N X 35 0 H PREMIUM PLUS PAC K AW D On-the-road price Price as tested Value after 3yrs/36k miles Contract hire pcm Cost per mile Insurance

£48,800 £49,470 £25,375 na 61 pence 32E/£849 55 litres

TYPICAL PCP QUOTE Three years/30,000 miles £863.17 With a deposit of £6000, Lexus’s own financing arrangement offers the NX 350h F Sport (cash price £48,800) for £863 per month with a final optional payment of £16,920. The total amount payable would be £53,130. APR is 4.9%.

EQUIPMENT CHECKLIST T E C H N I C A L L AYO U T The NX sits on a version of Toyota’s TNGA-K platform, which underpins the RAV4 and Camry, too, as well as Lexus’s ES saloon. The NX 350h’s powertrain is also recognisable from Toyota models and uses a hybrid unit to drive the front axle while the rear is powered by an electric motor, and has no mechanical linkage to the front.

Our test car came in 72kg over the claimed weight, with a 58:42 front-to-rear split.

ENGINE

ECONOMY

R E S I D UA L S

Installation

Front, transverse, four-wheel drive Type 4 cyls in line, 2487cc, petrol Bore/stroke 87.5mm/103.5mm Compression ratio 14.0:1 Power 187bhp at 6000rpm Torque 176lb ft at 4300-4500rpm Hybrid assist Two synchronous motors: 178bhp, 199lb ft (front); 53bhp, 89lb ft (rear) Total system power 241bhp at 6000rpm Total system torque na Power to weight 139bhp per tonne Torque to weight na

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

60 50

TEST MPG

Track Touring Average

17.2mpg 44.7mpg 41.0mpg

CLAIMED

Low Mid High Extra high Combined

44.1mpg 52.3mpg 51.3mpg 37.6mpg 44.8mpg

Tank size Test range

55 litres 496 miles

Volvo XC60 B5P Plus Dark Lexus NX 350h Premium Plus Pack

40 Value (£1000s)

Leather upholstery, ventilated front seats, 3D Black Prism door inlays 20in alloy wheels Rear privacy glass Power tailgate kick sensor Four-eye LED headlights with Adaptive High-Beam system Wireless smartphone charger Lexus Link Pro infotainment system including 14.0in touchscreen and 10.0in head-up display Apple CarPlay (wireless) and Android Auto (wired) smartphone integration Eight-way electric front seats Heated steering wheel, heated front and rear seats Dual-zone climate control E-latch electronic door opening with Safe Exit Assist Special paint, Celestial Blue £670 Roof bars £250

30 20

Audi Q5 45 TFSI Quattro Sport

10 0 New

1 year

2 years

3 years

4 years

z With Premium Plus Pack, NX 350h beats Audi and Volvo rivals, keeping almost half its value after four years.

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

144g/km £251/£502

C H A S S I S & B O DY

TRANSMISSION

BRAKES

SAFET Y

Construction

Type Epicyclic power split (front), direct drive (rear) Ratios/mph per 1000rpm na Final drive ratio na

Front 328mm ventilated discs Rear 317mm ventilated discs Anti-lock Standard, with EBA and EBD Handbrake type Electric, automatic Handbrake location Centre console

EBD, BA, ECB, ABS, VSC, VDIM, TPMS, HAC, TC Euro NCAP crash rating Not tested

SUSPENSION

STEERING

CABIN NOISE

Front MacPherson struts, coil springs, anti-roll bar Rear Double wishbones, coil springs, anti-roll bar

Type Electromechanical, rack and pinion Turns lock to lock 2.4 Turning circle 11.6m

Idle na Max power at 90mph 74dBA 30mph 57dBA 50mph 63dBA 70mph 78dBA

Weight/as tested Drag coefficient Wheels Tyres Spare

Steel and aluminium monocoque 1740kg/1812kg 0.35 20in 235/50 R20 100V, Bridgestone Alenza 001 None (run-flats)

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) 2.5 3.8 5.3 7.1 9.3 11.8 15.0 19.0 24.4 34.1 – – – –

AC C E L E R AT I O N I N KICKDOWN mph 20-40 30-50 40-60 50-70 60-80 70-90 80-100 90-110 100-120 110-130 120-140 130-150 140-160

TIME (sec) 2.2 2.8 3.3 3.9 4.8 5.6 6.9 9.0 14.7 – – – –

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 NX 350h, contact Lexus UK Customer Services, Yew Tree Bottom Road, Epsom, KT18 5UX (01737 363 634, lexus.co.uk). Cost-per-mile figures calculated over three years/36,000 miles, including depreciation and maintenance but not insurance; Lex Autolease (0800 389 3690).

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

40 AUTOCAR.CO.UK 16 MARCH 2022

R OA D T E S T N o 5 5 65

Read all of our road tests autocar.co.uk

ROAD TEST Testers’ notes RICHARD LANE The driving modes include a dedicated EV mode that sometimes lasts longer than you expect it to but often isn’t available at all, due to the low level of battery charge.

MATT SAUNDERS The paddleshift manual mode is token and unconvincing. It gives you more revs, and an even more detached feel – from the powertrain, that is – and is bad news for fuel economy.

Spec advice

VERDICT

AAAAC

Interesting, refined and efficient, but not as polished as the best ithout doubt, the NX is an improved proposition compared with the original.

The Mk2 model is every bit as striking yet subtly easier on the eye, and the combination of its sumptuous interior and quietly assured drivability makes it a pleasure to rub along with day to day, in a way that the old car was too rough-mannered to achieve. The new infotainment system also plays no small part in making the NX a more complete machine than before, as do improvements to economy and performance.

All this enhances the fundamental quality that makes the Lexus an appealing choice in a relatively homogeneous class: its individuality. If you like the looks of this car, now is the time to explore the idea of ownership.

With all that in mind, the NX remains the left-field choice to some extent. The powertrain, though efficient, feels alien at times, and despite the stability and control this chassis possesses, both ride and handling fall short of what you would find in any comparable BMW. Even so, the second-generation NX marks a notable step forward for one of the more interesting cars in the mid-size SUV class.

W

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

1

BMW X3 xDRIVE 30E M SPORT Leads the class for dynamism and handling verve, and backs it up with high levels of perceived quality and efficiency. Pricier than the Lexus, but has a plug.

AAAAC £56,080 292bhp, 221lb ft 6.1sec, 130mph 182g/km, 134.5mpg

2

AUDI Q5 45 TFSI QUATTRO SPORT Rides beautifully in the right spec, and is broadly the most refined car in the class. Not as interesting to drive as the BMW. AAAAC £45,125 265bhp, 273lb ft 6.1sec, 149mph 191g/km, 33.6mpg

3

LEXUS NX 350H PREMIUM PLUS PACK AWD Exudes sophistication and cuts a mostly composed figure. Uncouth ICE and lack of performance let it down.

AAAAC £48,800 241bhp, na 7.7sec, 124mph 144g/km, 44.8mpg

4

VOLVO XC60 B5P PLUS DARK Mild-hybrid Volvo doesn’t deliver the real-world fuel economy we would like but remains one of the more cosseting options in the class, even if it’s getting on a bit.

AAABC £49,295 250bhp, 258lb ft 6.9sec, 112mph 182g/km, 31.7-35.7mpg

Both the Premium and Premium Plus packs offer an excellent spread of equipment, though neither comes with the Adaptive Variable Suspension unique to F Sport models. We would suggest trying both setups before buying. Azure Blue and F Sport White colours are also exclusive to the sportier NX grade.

Jobs for the facelift z Improve the resolution of the capacitive thumbpad controls for the head-up display. z Find a way to ensure the engine almost never fires up when the car is, for example, waiting at traffic lights. z Lose the paddle shifters and spend the money on nicer touchpoints elsewhere.

5

MERCEDES-BENZ GLC 300 4MATIC AMG LINE PREMIUM Popular but ageing Mercedes crossover still packs good performance but refinement and efficiency are lacking.

AAABC £48,680 258bhp, 273lb ft 6.2sec, 149mph 188g/km, 34.0mpg

16 MARCH 2022 AUTOCAR.CO.UK 41

WHAT’S ALL TH

It’s only a £1.5m road-legal version of Prodrive’s eye-popping rally raider swapping the Saudi PHOTOGRAPHY JOHN BRADSHAW 42 AUTOCAR.CO.UK 16 MARCH 2022

DAKAR CAR IN LONDON DRIVEN

t would seem that they’ve removed the massive rear wing.

But as the good people of Prodrive unload their curious new car from a trailer into the depths of central London, I’m not sure that has left it much less conspicuous. Heads turn. Cyclists stop. Runners take pictures. Questions come. What?

How many? How much? How fast?

Has Fisher-Price made a 4x4?

First, then, to what. This sand-coloured blob, this “Ferrari of the desert” (as per Prodrive boss David Richards), this 1:1 Tamiya fever dream turned reality is the Prodrive Hunter, and it barely fits onto the trailer it has arrived on.

Length isn’t its problem: at only 4.6 metres, it’s shorter than the BMW 3 Series. Nor is height: at 1.85 metres, it’s lower than the Range Rover. But it is 2.3 metres wide, which is 100mm wider than an original Hummer, and you will remember how wide that was.

Sean Connery couldn’t drive one around San Francisco in The Rock without “hitting every f***in’ thing in sight” and there’s considerably more space there than in Knightsbridge.

Anyway, the Hunter isn’t much narrower than the biggest trucks that are allowed to conventionally ply Britain’s roads, plus it’s lefthand drive, the tiny door mirrors

I

don’t adjust, the side windows are small and there’s no rear glass.

Nevertheless, it seemed a bright idea to bring it to London, because the capital is occasional home to ridiculous supercars and the ridiculously wealthy (although fewer of them than usual soon, perhaps), and this would seem just as incongruous. Wouldn’t it be a giggle, then, to drive this car around some of the most absurd places that it could be driven, it was suggested, by somebody who clearly wouldn’t have to actually do it. Ha, yes, that sounds like fun etc. Then I get in, and it doesn’t any more. I’m quite scared.

Before we set off, I should give you the back story. Prodrive makes good competition cars, as I’m sure you’re aware. GT and rally cars, most notably. Sébastien Loeb took one of the latter to second place in the Dakar Rally in January. And this effectively is a road-going customer version of that car.

It’s technically a road prototype and registered as one, but it’s also the first customer car of 25, destined for the garage of the Bahraini royal who helped finance and put the race team together. Each Hunter costs £1.5 million (before options and including VAT), and three are accounted for so far.

Cross-country rallying is a brutal form of motorsport, ◊

E FUSS ABOUT? desert for the clogged-up streets of London’s West End. All in a day’s work for Matt Prior

16 MARCH 2022 AUTOCAR.CO.UK 43

` The 550bhp V6 is set so far back that it’s effectively inside the cabin a

T H E W O R L D R A L LY- R A I D C H A M P I O N S H I P

REDBULL CONTENT POOL

The FIA-FIM World Rally-Raid Championship begins with its flagship event, the Dakar Rally, traditionally held every January. I think it’s fair to say that the championship gets more coverage overseas than it does in the UK. Did you know that, as you read this, the second round (the Abu Dhabi Desert Challenge) has just finished? In April, the competitors will head to Kazakhstan, in June to Spain and then in October to Morocco. Cars, trucks, quads and bikes compete. The teams include BRX (with Sébastien Loeb as driver), X-Raid Mini JCW, Toyota, Red Bull Off-Road and PH Sport (running a Peugeot).

Bonnet lifts off but access to internals remains restricted 44 AUTOCAR.CO.UK 16 MARCH 2022

DAKAR CAR IN LONDON DRIVEN Δ perhaps the most extreme of all (although I can imagine Icelandic hillclimbers might have something to say about that), and the Dakar is its pinnacle event. It is held in Saudi Arabia these days, its original North African routes being deemed too dangerous to competitors (Saudi Arabia is instead primarily dangerous to minorities and human rights activists), but the rally itself is still incredibly demanding.

Over 13 days, 2500 miles of special stages and 2500 more It only just fits in a transporter ‘liaisons’ between stages, it hammers through the desert and, while surely at its hardest for quad or motorbike riders, it requires a special sort of car, too.

Hence the Hunter, or, as it’s known in its competition specification, the Bahrain Raid Extreme (BRX) Hunter T1+. It has a tubular steel chassis, clad with so much carbonfibre that you would be forgiven for thinking it’s a carbonfibre tub with steel subframes. It isn’t; the tight fit and amount of it ensures that sand is kept out of the cabin.

From the chassis is hung double-wishbone suspension all around, with two springs and dampers at each corner and anti-roll bars front and rear.

Despite appearances, the engine is in the front. Well, of a fashion.

Pull the front bodywork clear (it has a satin finish and the biffability of a school chair) and you still won’t see any of the engine, bar the intercooler.

The twin-turbocharged 3.5-litre Ford V6 (of GT and F-150 Raptor fame), making 550bhp, is set so far back that it’s effectively inside the cabin itself, forcing driver and passenger either side of it.

If you want to change es rop the ht) (rig r Prio w sho the spark plugs, it’s easiest rs inee eng e Prodriv

to take out the dashboard. If a team needs to change a belt, it’s a two-hour job. And for bigger work than that, it’s easier to lift up the chassis and drop the engine out beneath. But it’s a well-tried unit; the idea is that for the most part it looks after itself.

The V6 drives through a Sadev six-speed sequential gearbox with hydraulic actuation to all four wheels, with a 50:50 power split and independently lockable front, middle and rear differentials.

The transmission is the first of a few differences over the rally car (see box overleaf for more).

Dakar stages are long, so the Hunter carries a lot of fuel: there’s a 500-litre tank located right behind the cabin. There’s space to the sides of it, ahead of the rear wheels, to carry spare wheels – so the ‘vents’ in the bodywork don’t go anywhere.

Prodrive will offer some kind of luggage space here, while today a spare wheel is mounted under the coupé-like body at the very rear. There’s room for two, which is what rally cars carry, because that’s as many as they’re allowed.

The doors hinge easily upwards on gas struts, light and easy, more like the lid of a garden storage chest than a conventional car. The aperture presents an odd shape and a high one, above the lower body and the side-exit exhaust pipes. But with no scaffolding covering half of the door like in most competition cars or the Ariel Nomad, entry and egress aren’t so hard. It’s like swinging yourself up into a hammock.

The seats here don’t adjust, although you could specify ones that do. But the driving position is sound. The steering wheel is nicely sized, is round and has some clear buttons, and there’s a competitionspec three-pedal box.

Only the brake is mechanically connected – to a set of six-pot front and rear calipers and ventilated discs, with no ABS. The throttle is ◊

Overall winner of the 2022 Dakar Rally was Toyota. Between cars, trucks, quads and bikes, there are seven different classes.

Wheels are usual road car size; tyres certainly aren’t

By-wire clutch and throttle can make life a bit tricky

Access and egress through scissor door are surprisingly easy 16 MARCH 2022 AUTOCAR.CO.UK 45

Huge girth and poor visibility make junctions no fun

Digital dashboard concisely shows all important info

Now this is a proper steering wheel

All controls can be operated through racing gloves

R OA D v s R AC E There are a few technical differences, besides a rather friendlier interior, between the road-going Hunter and the T1+ rally car. FIA rally-raid cars can’t have paddle shifts so get a big gearstick instead. The second major change is that the 400mm suspension travel of the road car is superior to the rally car’s.

Then there’s the power: turbocharged competition cars are boost-limited so make around 400bhp, but in this form, it’s more like 550bhp.

This is an interior that’s built to last and not much more

46 AUTOCAR.CO.UK 16 MARCH 2022

` You’re always aware that this car is itching to be somewhere else a

DAKAR CAR IN LONDON DRIVEN

Sébastien Loeb was 47 when he finished second on this year’s Dakar Rally. After that, he stepped into a WRC car competitively for the first time in years and won the Monte Carlo Rally.

by wire and so is the clutch.

Not a sonorous or soulful So you don’t get any feedback noise, but one with volume. from it, but it’s calibrated to The steering is relatively behave like a conventional light, relaxed at these speeds, one. Besides, there’s anti-stall and once you’re rolling software and the engine is (if, unlike me, you haven’t said to be sufficiently torquey kangarooed away), the that the car will pull off on no paddle gearshift, whose at once g alon e com ’t won ly tain throttle anyway. clutch you can forget on the cer se the of Two That doesn’t mean a clean move, is respectably smooth. getaway is easy. The first But not as smooth as the sticking point is the paucity ride. There are 37in BF Goodrich see parked around Knightsbridge. of visibility to anything other tyres on 17in wheels, and with its Which is, for better or worse, where than straight ahead. Then there’s large turning circle and whining we’re headed. the racket, partly of the engine itself diffs, plus the tremendous width It is hard to imagine the Hunter but more so the clatter and chatter of and a weight of 1850kg, the odd kerb the straight-cut competition gearbox. turning any more heads even if it strike is as inevitable as it is painless. were painted in its red rally livery Ear defenders are a must.

It’s tremendous fun for a while, and had Loeb inside it. The BMW Add differentials that are so but you’re always aware this car X6 isn’t a coupé-SUV; this is a coupé- is itching to be somewhere else – eager to lock that they graunch SUV. It’s not the most graceful shape with any kind of lock applied and more so even than when sitting in a ever to sit on a chassis (I think I that it’s easy to either over-rev or supercar in town. This is like using would make mine a flareside pickunder-rev and you have a supercar a jet ski in a garden swimming pool. up), but it certainly has presence. that – and I didn’t think this was I’ve heard the point made that the And even if you don’t see it, you will possible – is perhaps even less suited best city car isn’t actually a city car hear it. It makes an angry noise, to London than the gold-wrapped at all, because it’s something like a a spiteful noise, a powerful noise.

Lamborghini Aventadors that you Range Rover. The Citroën Ami or a

Smart aren’t narrow enough to get their own lane and parking spaces are mostly the same size anyway, so if you’re going to be sitting in traffic, you might as well be cocooned in leather-lined luxury. Well, the Hunter isn’t that kind of 4x4. It’s purposeful without compromise.

Let’s just say I’ve never been so relieved to hand a car back without incident – but also never been more keen to drive one where it belongs. L

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

£1,500,000 V6, 3496cc, twinturbocharged, petrol 550bhp 516lb ft 6-spd sequential, 4WD 1850kg 5.0sec (est) 120mph (est) Ha! na

16 MARCH 2022 AUTOCAR.CO.UK 47

“Everybody deserves the beauty of an Alfa Romeo” Yes, we’ve heard it all before, but this revival plan has both big bucks and inspired leadership behind it, finds Rachel Burgess he first car I was of investment and strategy, starting driven in, as a baby with the Tonale. Other cars expected “ in 1966, was a Giulia,” include a smaller crossover called the declared Alfa Romeo Brennero and a new GTV, rumoured boss Jean-Philippe to be an electric four-door coupé. The Imparato at the recent unveiling first electric car will arrive in 2024. of the Tonale crossover. His Alfista The Alfa Romeo of the future is father followed that with an Alfetta technology-forward – “we will be in 1972, then a 2.0 GTV and a V6 GTV. in the top quartile for [this] in our If that upbringing wasn’t enough cars,” predicts Imparato – while to qualify Imparato for the job of not forgetting its past. “I will never leading Alfa Romeo into a new era disrespect Alfa Romeo design,” says under Stellantis, his proven track Imparato. “You have to be cautious record at Peugeot certainly is. of the brand. You have to inject Before being appointed Alfa some points of reference in the Romeo boss in January 2021, cars from our fantastic history.”

Imparato had run Peugeot for five Tantalisingly, he namechecks the years. It is now the second-biggestSpider ‘Duetto’ and 33 Stradale as selling brand in Europe, with some references for sports cars – projects of the healthiest profit margins in for which are under way – so long the business. It is no surprise, then, as he can prove the business model that Stellantis overlord Carlos first on mainstream cars.

Tavares put Imparato in charge of the ailing Italian marque, Imparato sees great which has so much heritage value in continuing and soul yet so much to prove.

F1 deal with Sauber One year on, despite low sales volumes, Alfa Romeo is now profitable once again – certainly a greater measure of success in Tavares’s world.

The next five years are already locked down in terms

T

Peugeot is a very different brand to Alfa Romeo, so what lessons did Imparato learn there that can be applied here? “Stability,” he answers resolutely. “Don’t change the strategy every morning. Spend your time executing instead of changing it.

Secondly, protect the value, the pricing power. I think those two points will do the job. It can take 30 years to build a brand and 10 seconds to kill it.”

He wants Alfa Romeo to be the global premium brand of Stellantis, “to be known everywhere” but also for everyone. “Everybody deserves the beauty of an Alfa Romeo,” says Imparato. “Not everybody is rich.

If you have a reasonable wage, you can buy a piece of beauty. We aren’t elitist; we’re for all.”

Reborn Duetto roadster would be a “dream car” for Imparato; Giulia shows how Alfa can modernise without forgetting heritage 48 AUTOCAR.CO.UK 16 MARCH 2022

T H E C O M E B AC K PLAN IN BRIEF Tonale compact SUV this year Five cars in next five years First electric car in 2024 Electric cars only from 2025 Sports car projects under way

Asia and Europe. We get worldwide coverage,” he explains. “We’re well connected with the Sauber team. It isn’t a power relationship; we’re a tribe. We will make an assessment every year. With the new regulations and with [multiple race winner] Valtteri [Bottas joining], we have ambitions. If we’re up on last year, the job is done and we invest again.”

It helps that Imparato is an F1 fan: he plans to be at seven races this season, including Barcelona, Bahrain and Texas, and each grand prix will be closely aligned to Tonale launches in the respective markets.

“There’s a high level of connection between the seasons and the business side,” he explains.

Imparato is also a perfectionist, which is why he delayed the launch

JEAN-PHILIPPE IMPARATO INTERVIEW

` Stability and protecting value will do the job. It can take 30 years to build a brand, 10 seconds to kill it

a

Imparato proudly unveiled Tonale as first Stellantis Alfa of the Tonale. He wasn’t happy with the electric-only range of the plug-in hybrid variant, nor the “Alfa Romeo touch and feel” of the regular hybrid.

Now the first car of Alfa Romeo’s planned resurgence is signed off, there’s optimism that the firm has a bright future ahead, not only for the business but also maintaining the emotion for which it is famous.

A big part of that is Alfa Romeo’s Italian roots – something its French boss loves. “My second country is Italy,” he says. “I love the way it works: it’s a mix between a rush and patience for life. It’s sometimes tough but never sad. I can compare the passion for cars here with in the UK and Germany. The guys are mad for cars, and that’s fundamental. For me, this is the best moment of my life.” L

THE UK PERSPECTIVE Alfa Romeo’s 2021 performance in the UK – just 1574 cars sold for a 0.1% market share – reflects the fact that it currently has only two models on sale, the Giulia saloon and Stelvio SUV, neither of which targets the segments in highest demand.

Compare that to the early 2000s, when volume was about 17,000, and the picture isn’t pretty.

But Alfa Romeo UK boss Damien Dally is hopeful.

“We’re going from two relatively small segments to the largest,” he says.

“This is really good news for our retailers, because immediately we have much wider appeal.

“The other thing is electrification, which is a big deal for Alfa Romeo. It gives us an opportunity in the fleet market that we haven’t had before.”

Dally hopes that the Tonale, plus the subsequent new cars, will extend the brand’s purchase appeal beyond the typical male enthusiast towards more families and females.

There’s no aspiration to compete on volume with the German giants, but Dally believes Alfa Romeo can get back to its heyday within five years or so.

“We don’t want to have models in every segment,” he says. “We’re a brand with amazing heritage

which makes cars that can be enjoyed every day. Our mantra is to develop cars that people fall in love with, which isn’t a mass-market approach.

“The potential is much more than we’re fulfilling today. It’s a big step, but the Tonale is going to open doors to a much wider audience – an audience that probably won’t have woken up this morning thinking an Alfa Romeo could be their next car choice.”

Another focus is customer experience, which Dally (pictured) admits “we’ve probably been inconsistent in delivering”. He elaborates: “It’s important we deliver that emotional experience at the same time as a structured experience, particularly with conquest customers.”

16 MARCH 2022 AUTOCAR.CO.UK 49

A new code of conduct is being imposed on private car park operators, making parking fairer for drivers, explains John Evans ILLUSTRATION REBECCA STEVENS

ower parking fines, permitted grace periods and a single appeals service are among the measures contained in a new code of practice for private car park operators.

Intended to clean up the sector, the code outlaws opaque parking rules and heavy-handed demands for payment, and permits innocent errors such as incorrectly entering a car’s registration to count as grounds for appeal. Launched in February, operators are expected to fully adhere to the code by the end of 2023, by which time the new single appeals service is expected to be operational.

“Parked in Padstow on 19 December and paid for a full day’s parking. Received PCN [parking

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50 AUTOCAR.CO.UK 16 MARCH 2022

20%

charge notice] as ticket not fully Proportion of PCNs displayed on screen (caught that go to debt by wind when closing door?); recovery however, 50% visible. Appeal rejected, not because of non-payment but because ticket only partially visible.”

“Received a PCN for apparently overstaying at Daymer. Stupidly went by the time on the actual displayed parking ticket, not aware that they take photos on entrance and exit. Which is useless, as on a busy day it can take 20 minutes to be marshalled to a space, walk to only one ticket machine that was working, realise app is not working, queue up and finally get ticket and place on windscreen; and on exit queue to get out.”

GETTY IMAGES

NEW PARKING CODE OF CONDUCT INSIGHT HOW TO APPEAL A FINE Until the new single appeals service is live, you should appeal directly to the issuing company if you have received a parking charge notice that you don’t agree with. Don’t pay the charge, since doing so could be regarded as an admission of liability. Citizens Advice recommends you support your appeal with evidence, such as a photo of an unclear parking sign or a hospital note saying that your appointment ran late.

If you are unsuccessful, contact the appeals service used by the association to which the operator belongs (that is Parking on Private Land Appeals for the BPA or the Independent Appeals Service for the IPC).

For a ticket from a BPA member, you have 28 days from when your informal appeal was rejected to make a formal appeal. For a ticket from an IPC member, you can make a formal appeal for free within 21 days. After that, you can appeal within a year of your formal appeal being rejected for payment of a £15 fee. Include evidence to support your case.

Proportion of PCNs that are ignored (some Sourced by Autocar from cancelled if operator a popular reviews website, sees the recovery experiences such as these odds as slim)

30%

are why the new code is necessary, believes the RAC, which campaigned for its implementation.

“Since clamping was banned on private land, there has been a shift to ticketing instead, with the number of parking charge notices being issued rising year on year at alarming levels,” it says. “While some of these are justified, others are not, and sadly in many cases drivers simply pay up in fear of the consequences, particularly given that follow-up letters can use threatening and intimidating language.”

Did you spot that reference to parking charge notices? Not to be confused with the penalty charge notices that local authorities serve (confusingly, both are abbreviated to PCN), around eight million are issued each year. Before the introduction of the code, the maximum fine (in reality it’s an invoice for breach of contract, but the effect is the same) was £100, or £60 if you paid in 14 days. Now the maximum fine is £70 or £50, depending on the seriousness of the breach.

Most operators belong to one of two trade associations: the British Parking Association (BPA), which represents around 120 firms, and the International Parking Community (IPC), which represents about 90.

In order to identify vehicle keepers, their members are permitted to

A sign at the same car park before and after complying with the new code. Can you spot the difference?

purchase vehicle keeper records W H AT T H E N E W PA R K I N G from the DVLA at a cost of £2.50 C O D E O F C O N D U C T S AYS per application. Any operator that flouts the new code will be banned In England (but outside London) and in Wales, from accessing this information. charges will be reduced from £100 to £70 or £50, At present and until the end of 2023, when the depending on the seriousness of the breach. new single appeals service is expected to be live, The current £100 fines cap will remain in each trade body has its own appeals service. The circumstances such as abusing Blue Badge bays BPA’s is called Parking on Private Land Appeals or if a motorist is trespassing on private land.

(Popla). It was founded by the organisation in Motorists will be offered a 50% discount if 2014 but is now operated by the Ombudsman they pay within 14 days.

Services, an independent body that provides Parking debt collectors will be banned from dispute resolution services and is approved adding additional excess fees to the level of the by government regulators Ofgem and Ofcom. parking charge, currently as much as £70.

Two in 10 PCNs issued by BPA members are Granting of a compulsory 10-minute grace appealed and half of those are then cancelled. period before firms can issue a late fine.

The IPC’s appeals service is called the Granting of a compulsory five-minute coolingIndependent Appeals Service (IAS). It is owned by off period in which a motorist can consider the the IPC, but founder and CEO Will Hurley insists terms and conditions and change their mind that it’s independent. He says: “As a Chartered about parking.

Trading Standards Institute-competent authority, A crackdown on parking firms using aggressive it is properly accredited, and we strive to make sure or pseudo-legal language to intimidate motorists that it is genuinely independent.” into paying fines.

The IAS cancels around a quarter of the tickets A requirement for parking firms to clearly that are appealed. “Many of them are cancelled due display the pricing and terms and conditions to mitigating circumstances,” says Hurley. “For this of parking, contact details and how to appeal reason, I urge motorists who feel they have been a parking charge. wrongly ticketed to appeal and engage with us.”

New Appeals Charter will eliminate fines for Hurley supports the new code of practice but is motorists who make genuine errors or have concerned that a single, government-run appeals mitigating circumstances. service will be expensive to operate. He is also Rogue operators that fail to follow the concerned that reducing fines will dilute code could be banned from accessing their deterrent effect. data held by the Driver and Vehicle Steve Clark at the BPA agrees: “We Licensing Agency. want to avoid the type of chaos seen at many seaside towns and beauty spots when lockdown Share of PCNs Both organisations applaud the new eased last summer. Already that are paid rules granting motorists five minutes eight million motorists are to read a car park’s terms and conditions breaking the rules, which before their parking period commences are for everyone’s benefit. Our and 10 minutes at the end to allow for their research shows that reducing the late return. They also support the elimination deterrent level could see as many as 13 of fines for motorists who incorrectly enter their million parking charges issued as more car’s registration and for disabled people who people take the risk of ignoring them.” forget to display their Blue Badge.

Clark also criticises the abolition of the With around a million signs requiring £70 debt-recovery charge: “Recovery firms updating to reflect the new code, the are licensed credit brokers that can help associations’ members are people pay their fine in instalments. Now going to be very busy motorists will simply get a letter telling between now them they must appear in court in five and 2023. L weeks’ time.”

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THE GREAT RESET

Forget Mercedes domination and dodgy decisions, because F1 is entering a whole new era. Simon Hucknall previews the action ahead of this weekend’s season opener 52 AUTOCAR.CO.UK 16 MARCH 2022

FORMULA 1 2022 PREVIEW ast season was one of the best in the history of Formula 1. It’s just “ a shame that the final 10 minutes undid 10 months of brilliance.”

Karun Chandhok, former F1 driver and now Sky F1 pundit, is typically outspoken as we look out from Silverstone’s new Interactive Museum over the circuit. We’re here to talk about the upcoming 2022 season and how the biggest changes in the sport’s regulations for four decades will bear upon it. And since a significant chunk of those regs will have a direct effect on the cars’ dynamics, we’ve also brought along Rob Wilson, driver coach to some of the world’s best. Wilson’s techniques have been adopted by around 75 drivers over the past four decades, including nine on this year’s grid, so will he need to tweak his tuition?

But first, some lines need drawing. “Let’s be very clear,” says Chandhok, “[then race director] Michael Masi made a mistake in Abu Dhabi. He should have asked all the lapped cars to go past on lap 56 and pulled the safety car in on lap 57; then they would have had one racing lap on lap 58. What everyone wants to know is what happened in Masi’s mind in the four minutes between the ‘lapped cars will not be passed’ message and the next one, which said ‘five lapped cars will be passed’.”

So how would Chandhok prevent a repeat of this incident? “If there’s an accident in the last six laps of the race, just do a red flag; then you will have an entertaining finish from a standing start.”

And while it’s clear that this kind of drama is dearly needed in the sport, it’s also something that needs cohesive race direction, which both Chandhok and Wilson feel might be lacking now that Niels Wittich and Eduardo Freitas are alternating between races. “There’s going to be inconsistency, because there are two,” says Wilson.

“And then there will be complaints that there are two. There should be just one [for every race].”

Will the new Virtual Race Control Room – effectively F1’s version of football’s video assistant referee – help them arbitrate over any grey areas when penalties are being applied? Once again, Chandhok is cautious about the system’s efficacy: “I’m glad they’re trying different things, but it will slow the decision-making process. [The current five-person panel will be joined by a four-strong FIA panel to make rulings.] I have a bad feeling that they will say ‘we will investigate after the race’.

But for now, let’s give it the benefit of the doubt.”

It’s clear, though, that everyone’s focus this season will be on the cars themselves, which now adopt ground-effect aerodynamic strategies not seen since the early 1980s, reducing the impact of ‘dirty air’ and increasing cornering speeds for following cars. Chandhok is certain that this will increase overtaking opportunities and improve racing. “Since 1998, this following problem has got worse. Last season, people were picking up a slipstream four and a half seconds out. In 2022, if you’re two to three seconds behind, it will be easier to follow the car in front; and when you get ◊

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M E RCE D ES -AM G

Lewis Hamilton

George Russell

R E D B U LL R AC I N G

Max Verstappen

Sergio Pérez

FE R R AR I

Charles Leclerc

Carlos Sainz Jr

M cL AR E N - M E RCE D ES

Daniel Ricciardo

Lando Norris

ALPI N E- R E NAU LT

Fernando Alonso

Esteban Ocon

ALPHATAU R I - R E D B U LL

Pierre Gasly

Yuki Tsunoda

ASTO N MARTI N - M E RCE D ES

Sebastian Vettel

Lance Stroll

WI LLIAM S - M E RCE D ES

Alex Albon

Nicholas Latifi

ALFA RO M EO - FE RR ARI

Valtteri Bottas

Guanyu Zhou

HA A S - FE R R AR I

Mick Schumacher

We met F1 experts Karun Chandhok and

Rob Wilson at Silverstone

Kevin Magnussen

16 MARCH 2022 AUTOCAR.CO.UK 53

RED BULL CONTENT POOL

At 40, Fernando Alonso is now the grid’s elder statesman. According to Chandhok, “he has been just eight points away from being a five-time world champion”.

YO U R R U N N E R S AND RIDERS

W H AT S H O U L D P O W E R F 1 C A R S I N F U T U R E? After the FIA imposed a freeze on F1 powertrain development until 2026, Karun Chandhok believes it should rethink its future strategy.

“We need to get rid of hybrids,” he explains. “F1 cars are too fat and heavy now [the minimum has risen to 795kg]. The MGU-H [weighing 120kg] will never find its way on to a road car; it’s irrelevant.

The FIA needs to say: ‘Formula E, you’re purely electric; sports cars, you’re developing hybrids; F1, you’re developing sustainable fuels.’

So we will have a return to V10s and V12s that everyone likes to hear. F1 needs to drive the change for what’s coming in 2035, not in 2030.”

Δ through six-tenths, you’re straight up there. They initially said that it was going to be 27% better. I don’t believe that will be the case, but I think it will be 10-15% better. The point is that if we didn’t do it, it would just get worse. And you know what? The cars look great; they look like a step into a new era.”

An overall wheel-diameter increase from 13in to 18in and a far lower tyre profile have also been implemented, and Chandhok and Wilson foresee changes for both teams and drivers. “I’ve done a lot of testing with higher- and lower-profile tyres,” says Wilson. “The higher profile is always lazier during cornering, but the lower profile will give it more bite initially, although the [car’s] weight will be transferred to the surface more brutally.

A softer movement behind the wheel – a tinier introduction of the steering – is going to help.”

Chandhok agrees and adds: “The wheels and tyres, I think, are collectively around

22kg heavier. The mechanics have had to get stronger; they’re struggling to do the pit stops as quickly as they used to.”

Will the new cars change the dynamic of races and bring a fresh challenge for the front-runners?

“I think you will still have that close fight with the midfield teams, like Aston Martin, Alpine, McLaren and AlphaTauri,” says Chandhok, “but the gap between the haves and have-nots will get bigger in 2022. The cars have been drawn up based on theory, so those with the best wind-tunnel and CFD capabilities will have an advantage. However,

Conversations about F1 these days are never subdued…

` It will be 10-15% easier to follow, and the cars look great a

RED BULL CONTENT POOL

2022 F 1 C A L E N DA R Sakhir, Bahrain 20 March Jeddah, Saudi Arabia 27 March Melbourne, Australia 10 April Imola, Italy 24 April Miami, Florida, US 8 May Barcelona, Spain 22 May Monte Carlo, Monaco 29 May Baku, Azerbaijan 12 June Montreal, Canada 19 June Silverstone, UK 3 July Spielberg, Austria 10 July Le Castellet, France 24 July Spa-Francorchamps, Belgium 28 August Zandvoort, Netherlands 4 September Monza, Italy 11 September To be confirmed 25 September Marina Bay, Singapore 2 October Suzuka, Japan 9 October Austin, Texas, US 23 October Mexico City, Mexico 30 October São Paulo, Brazil 13 November Yas Marina, Abu Dhabi, UAE 20 November

54 AUTOCAR.CO.UK 16 MARCH 2022

FORMULA 1 2022 PREVIEW because there’s less flexibility in the rules, I think the have-nots will catch up quicker than before.”

Technical changes aside, the hard-fought battle between two of F1’s greatest protagonists in recent years is set to continue, with Wilson seeing their psychological approaches to racing as the biggest differentiator: “Max [Verstappen] is slightly quicker, takes more chances. Lewis [Hamilton] is a brilliant driver, but mid-race, when he’s not winning, the call from him is always ‘what can you do for me?’, whereas Max’s view is just ‘I’m going to go fast’. Max wants to win, Lewis wants to finish first, and there’s a difference.”

Chandhok concurs: “There’s a parallel between [Alain] Prost and [Ayrton] Senna and Lewis and Max. By the time their rivalry intensified in 1989, Prost had been in F1 for a decade. Senna was younger, hungrier and more aggressive. I see a lot of Prost in Lewis. He has become so methodical. ◊

DESIGNING, TESTING AND DEVELOPING AN ALL- NEW CAR Pre-season testing is the first chance for F1 fans to see the new cars in action, but more importantly it’s the first chance for the engineers to see whether or not their ideas are the right ones. And this year that was even truer than it has been for four decades, due to the vastly different rules.

It’s never wise to read too much into testing lap times, as teams will test various configurations and fuel loads and push more or less than their rivals – or even ‘sandbag’ to hide their pace. The best insight you can really get is by watching and listening to the drivers, engineers and race crew – which I did in the Alpine garage in Barcelona a few weeks ago.

“I’d say the new cars all follow very similar themes, they’re just different interpretations,” said technical director Matt Harman, who started work on the A522 in late 2018.

Chandhok “We’ve investigated an awful lot of has no doubt the options. We’ve done in excess of teams will have fixed 2000 wind-tunnel runs, and inside the ‘porpoising’ problem each one is a multitude of options. seen at the first test by race But we don’t know where the other one – “although it would teams are. This is one of the biggest have been controlled by car changes I’ve seen in my career, active suspension”, and it’s interesting that everybody banned since is very protective of their information; 1994. this past six months have probably been the quietest I’ve ever known in F1.”

Developing a car to entirely new rules has been a fascinating journey. “It has been quite unprecedented how we’ve gone through the cycle,” said Harman. “The steps in aerodynamic points – the way we measure the load on the car – have come in big chunks. That’s good for a number of reasons. One reason is because measurement is more straightforward. You can see the flow structures with the systems we have on the wind tunnel. That gives you some confidence and allows you to really get into that correlation with CFD.” It might surprise you to learn that Alpine actually worked on multiple concepts at once to ensure that it was following the optimal one.

Boss Laurent Rossi explains: “We developed several ‘branches’, decided that one was the most promising and pushed hard on that. But on the other branches that were equally good or slightly less good, we decided to keep some elements. You can’t then decide to take some of the pieces here and put them there; it doesn’t

work. But the good news is that if you start seeing things on other branches that you can’t adapt on yours, you may be able to adapt it on your second concept. Technically speaking, we shouldn’t be switching, because we’ve gained a lot of aero downforce. But you never know: someone else might have a ‘Brawn GP’ type of concept [the dominating double diffuser of 2009] and we have to follow up.”

Back to Harman: “Because of the new rules, we’ve lost some of the pieces of ‘furniture’ on the car. Now we have less furniture and less detail but are getting the same effect. That has been our big key development – and that’s why there are a lot of different sidepod geometries out there. The old car was flat underneath and then off to the diffuser, whereas on this car we’ve replaced the bargeboards with a significant inlet. We have a venturi, too. It’s all about controlling pressures in those areas of the car.

So fundamentally we spent time trying to achieve similar flow structures with less equipment.”

“At the moment, the crux of the matter will be to correlate the track to the wind tunnel and CFD,” says Rossi. “The wind tunnel is directional until the track says ‘yes, right setting’. Once you align that, then you can ‘spit out’ new parts.

“We have a lot of innovations coming for the year.

It’s going to be the rule of the game this year, in fact: all the teams are going to inject a lot of innovation.

There is no real stat, but 70-80% of the time, the parts you see performing in the wind tunnel do perform on the track; and 20-40% of the time, they don’t. So we have a roadmap of what we want to put in the pipeline for the car, and then based on what we see works or doesn’t, we start to investigate.”

KRIS CULMER

cedes in 2018 Harman joined Alpine from top team Mer

Mercedes and Hamilton are less certain bets this year

He’s not bothered about getting pole any more. He sets it up to manage tyres and fuel. That’s all Prost.”

Of the midfielders, the pair rate Aston Martin’s Sebastian Vettel and Lance Stroll. “Being at Ferrari those past couple of years was soul-destroying for Vettel, but he has rediscovered his mojo at Aston,” says Chandhok. “It’s quite hard to judge [the team’s

THE KEY RULE C H A N G E S I N S U M M A RY POWER UNITS Development of the current V6 turbo hybrid powertrains has been frozen until 2026 in readiness for the introduction of a “sustainably fuelled hybrid engine”.

AERODYNAMIC TESTING The sliding-scale differences in permitted wind-tunnel time have been made considerably bigger, to the benefit of the slowest team and detriment of the fastest.

BUDGET CAP The baseline figure for a 21-race season has dropped by $5 million (£3.8m) to $140m (£106.6m). This “glide path” will continue with another $5m drop in 2023.

WEEKEND FORMAT Two one-hour practice sessions will now happen on Friday, reducing the programme from four to three sessions (this doesn’t apply to the three weekends that host a Saturday sprint race).

ROOKIE DRIVERS Teams now have to give a rookie (meaning a driver who has started no more than two grands prix) an outing in first practice at least twice during the season.

WHEELS AND TYRES Diameter is up from 13in to 18in and tyre blankets can now heat tyres only to 70deg C (it used to be 100 front and 80 rear).

performance] last year because the cars took a step backwards, with the aero rule change and the flow change. Their season was a mess, but 2022 will be an interesting year for them.”

Wilson believes we shouldn’t discount Stroll, either: “He’s becoming a very fine driver and is going as fast as Vettel a lot of the time.”

Chandhok also thinks that Ferrari has a real opportunity to turn the ‘big two’ into the ‘big three’: “Ferrari gets 10% more wind-tunnel time than Mercedes [based on championship placings]. They’ve not been in a title fight, so they’ve been able to focus their resources on 2022. It’s going to be a big year for them.”

We discuss Haas and driver Nikita Mazepin.

As a Motorsport UK board member, Chandhok supports the organisation’s stance on Russian licence holders in light of the invasion of Ukraine: “We’re effectively asking them to delink themselves from Russia, which is the right thing to do.” Just

two days after we meet, Mazepin and Russian title sponsor Uralkali are ‘delinked’ from Haas entirely, with Kevin Magnussen drafted in to take his place.

But although the team will surely benefit from the returning Dane’s talents, he’s unlikely to stir up the order more than a certain young Brit. “I’ve spent time with George [Russell], and I didn’t find him that different to Esteban Ocon,” says Wilson.

“He’s brilliant, but boy is he ruthless – and fast.”

His style reminds Chandhok of Mika Häkkinen: “It is very minimalist, very deliberate. Whereas Max and Lewis will rotate the car on the brakes, George is all about angles and straight lines.”

One thing is for sure, though: with demand for greater clarity about the rules and a return to chassis designs that should release not only a car’s but also a driver’s potential, 2022 will be an F1 season to For 2022, remember – and hopefully the graduated for all the right reasons. L bandwidth between lower- and higher-placed teams for wind-tunnel testing has increased.

Williams now has 35% more time than Mercedes.

Karun Chandhok raced in 11 grands prix; Rob Wilson uses his vast experience to improve the driving of several F1 stars 56 AUTOCAR.CO.UK 16 MARCH 2022

FORMULA 1 2022 PREVIEW

Will McLaren finally return to the summit?

It’s a mantra that Brown has been pushing since McLaren exceeded expectations last season. Buoyed he took over the position in 2016, during the team’s by a new customer engine deal with Mercedes-AMG nadir with uncompetitive and unreliable Honda that reignited a title-winning partnership, the team engines. “My first year was the worst year in battled regularly for podiums, and Daniel Ricciardo the history of McLaren on track,” he says. led home Lando Norris for a sensational one-two in His task since then has been to transform the the Italian Grand Prix, ending a team-record barren culture and working methods of the storied team run of 170 races. As such, it finished the year fourth. to the modern era of F1. He says his role has largely Expectations are consequently high for 2022, been to put the right people in place, such as team especially with the team having long ago put a principal Andreas Seidl. major development focus on the new technical Brown says: “I really don’t run a racing team; I run regulations for this season. But there are no a racing business. I’ve got experts to run the team. guarantees in F1. Remember Pastor Maldonado?

The trick is to get the best people you can, have an The mercurial Venezuelan’s stunning win in the honest relationship with them, set goals and 2012 Spanish GP ended a record winless run of objectives and give good feedback.”

130 races for Williams, and along with the team’s So while last season’s race win was very nice, the new customer engine deal with Renault (resuming a key to sustained success is continuing to progress. title-winning partnership), it seemed like the spark “Whoever is the fastest, we want to continue to for a revival. Yet the team hasn’t won again since. get closer to them,” says Brown of McLaren’s Now, Ricciardo is much better than Maldonado, 2022 goals. “That’s our ultimate measurement: but the truth is that progress in F1 isn’t always are we truly closing the gap to the front? linear and can’t be measured by slightly We want to be running at the front on a fortuitous wins. So while he is optimistic, The regular basis in a couple of years, so and with the team showing good form ever-lowering the goal has got to be to continue to in pre-season testing, McLaren budget cap on teams get more competitive every year.”

Racing CEO Zak Brown is keeping is “a fantastic idea”, says JAMES ATTWOOD expectations in check.

Alpine boss Laurent Rossi, “because you don’t throw money at problems any more. It’s a very different story.”

Racing fanatic Zak Brown to ok over at McLaren in 2016

TIME FOR NEW TYRES In a world of huge alloys, it always felt odd that F1 persisted with 13in wheels. That’s changing in 2022 as it embraces trendy 18in wheels with lower-profile tyre sidewalls. And that’s not the only change, as drivers who progress to the third and final qualifying session will no longer have to start the race on their Q2 tyre. As a result, you should see far more teams running the softest compound in Q2 in the hope of making it through to the shootout for pole.

Some things haven’t changed, though: Pirelli remains the sole tyre supplier and there will still be five compounds of slick available (C1 to C5; hard to soft). As before, teams will be given the choice from three of the five on any weekend, along with wets and intermediates.

Each driver gets 13 sets of slicks per weekend.

The tyres are much taller now, so certain apexes will now be blind, and the tyre warmers are set at a lower temperature (this will further reduce year on year until electric blankets are scrapped from 2024). As such, the driver who can get his rubber up to working temperature the quickest will win a significant bonus.

Young Brit Norris and race winner Ricciardo will drive again for McLaren 16 MARCH 2022 AUTOCAR.CO.UK 57

YO U R V I E WS WRITE TO

autocar@haymarket.com Fire away

LETTER OF THE WEEK

John Evans’ article ‘How much of a fire risk are EVs?’ (9 February) left me with some questions.

What percentage of fires occur after accidents involving damage to the battery? If the percentage is high, at least it minimises the risk of being trapped by fire without any warning.

Do the “highly toxic vapour clouds” and “highly directional jets” break into the cabin, and do the former knock out occupants?

Is there any advance warning system, such as a thermostat that indicates the battery is overheating?

My reaction to your article is that if the occupants can in most situations get out of the car quickly enough to get a good distance away, at least they will be safe while experts fret about what to do with the burning wreck.

Howard Nowlan Via email

EV Fire Safe, which has established a global database of EV battery fires, told us that in 21.8% of all EV fires researched, thermal runaway was caused by collision or debris. Gases enter the cabin, but it has found no incident describing flames entering.

Flames usually shoot out from under the car, where the battery sits. To EV Fire Safe’s knowledge, there are no warnings of the battery overheating.

EVs are far less likely to catch fire than ICE cars; in 2020, EV Fire Safe verified 36 EV fires globally, versus 173,000 ICE fires in the US alone – JE

Flaming insurance Further to John Evans’ article, I wonder how long it will be before home insurers start asking questions about EVs in attached garages.

Angus Shapland Via email

GETTY IMAGES

The Association of British Insurers said: “Insurers are supportive of increasing uptake of zero-emissions vehicles and the wider benefits it has for the environment and for society.

Although there are some examples of concerns around fire-safety risks, insurers don’t ask specifically about ownership of EVs and charging points when offering home insurance cover.”

EV fires are extremely scary but rare 58 AUTOCAR.CO.UK 16 MARCH 2022

Nio is investing heavily in swap stations

WIN

My perfect MPV

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

I read your item on a used Vauxhall Zafira VXR (Take It Or Leave It, 23 February) with interest. The assumption too often made by Autocar and others is that MPVs are bought just for the school run.

I bought a Mazda 5 MPV for long trips to the Mediterranean. As a 2.0-litre petrol, it felt underpowered for six people and a roofbox on a 600-miles-per-day target, so I swapped in a 2.5-litre engine and gearbox from a Mazda 6, which helped significantly. I’ve since also added Mazda 3 MPS anti-roll bars and stronger dampers, which helps in high-speed corners.

The sight of a fully loaded MPV surging up a steep autoroute climb surprises many other drivers.

It’s also easier to maintain long term than the issue-prone diesel 5.

I haven’t used it abroad for almost three years, but I do use it for runs to various universities, and again the extra performance comes in useful.

It’s a niche choice, as most would prefer to fly on holiday, but we’re free to stay in quieter areas, shop for ourselves and go where we want to as well as see some sights on the way.

My main concern now is how there could ever be an EV replacement.

Jeremy Sweetman Cardiff

Bruce Edgington Rochester, Kent

Sadly, no company other than Nio has expressed interest in this concept – KC

Peugeot wins by default Matt Prior’s column (16 February) made me laugh. Six electric cars and the Peugeot 308 were in contention for Car of the Year, but the EVs all arrived at and left the testing day on transporters. To my mind, the Peugeot therefore won by default, as it’s clearly the only contender that’s actually fit for purpose, whereas the others are apparently show ponies.

The whole purpose of a car is to drive it places, maybe do things with it while there and then drive it home again, and six of those cars evidently find two of those three things too much of a challenge. Brilliant. I bet the Peugeot doesn’t win, though.

Neil Sissons Fleet, Hampshire

I hope you got good odds on that – KC

Not in this house

Swap shop

Thank you for your article regarding EV battery fires and the impossibility of putting them out conventionally.

I had to smile when I read about a cargo ship carrying 4000 or so new Volkswagen Group cars, reportedly some electric, being abandoned off the Azores after it caught fire.

Authorities were unsure what to do, because water and other retardants have no effect on battery fires.

You want me to park one of those things close to my house? Get real.

You’re publishing some fascinating articles and correspondence on EVs. I’ve never been a great fan, because of the time it takes to charge. I live in the centre of town, with no off-street parking and no chargers in walking distance. The cost of creating a multicharger station will be great, and its appearance in a historic town with a castle, a cathedral and many historic buildings will be unacceptable.

I’ve always thought the car makers should have agreed on a standardsize battery with a means of replacing it easily. Garages should have a stock

Mikey Tim Via email

of charged batteries that can just be exchanged quickly. Most people pay about £65 to fill up their cars with petrol, and if EV ranges are going up to 500 or 600 miles, then £100 would be feasible for a battery exchange.

I was therefore pleased to learn that Nio makes EVs whose depleted batteries can be exchanged at special stations in just three minutes.

Is there any hope that all the manufacturers will see the clear and obvious benefits of this?

LETTERS More than a facelift You recently reported Aston Martin chairman Lawrence Stroll as saying the forthcoming changes to the DB11, DBS and Vantage will be so big that they “will be more like all-new cars”.

I bought a new DB11 only six months ago and sure didn’t expect the facelift to be a very big update.

I spoke to Aston Martin Monaco, but they didn’t know anything yet, except that there will be an upgraded infotainment system and more power, like in a regular facelift.

The dealer told me when I bought my car that a small facelift was expected in 2022 or 2023. It worries me that there will be a radical change to the exterior design, which is the most important aspect for me.

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

NEXT WEEK’S ISSUE O N S A L E 23 M A R C H R OA D T E S T

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

Alin Gorun Via email

Marvellous Mercedes I thoroughly enjoyed your Cult Hero article on the C216-generation Mercedes-Benz CL (23 February).

I moved to Portugal three years ago and, having owned many cars from luxury/sporting marques in the UK, mainly Italian and German with frequent diversions to British, I thought had scratched that particular itch. (I should add that luxury cars incur eye-watering tax in Portugal.)

Near to me, however, I found a nonfranchised specialist with everything from Lamborghinis to Ferraris, Range Rovers, Porsches etc. Among the serious exotica was a 2008 CL with 71,460 miles and looking like it had just driven out of the showroom.

I duly purchased it, and even an anal petrolhead like myself was staggered at the technology on board, not least the night vision and adjustable air suspension (very useful for parking).

It all worked and still does. It sails through Portugal’s comprehensive MOT test, and the local Mercedes dealer said “never sell this car, they just don’t make them like this any more”. It has retained its value, too; it would cost the ¤38,000 [£31,760] I paid three years ago. And it even returns close to 30mpg on long runs.

Wherever it’s parked, it attracts attention and is often left covered in sticky fingerprints. Oh, and to quote a rather irritating broadcaster, it “gets down the road” very well!

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Bronco vs Defender We don’t get Ford’s funky 4x4 in the UK. Just how much are we missing out on?

Mike Stringer Algarve, Portugal

Porsche Cayman GT4 RS This could be GT’s wildest car yet. Matt Saunders straps in

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Mike enjoys the warm-weather life in a suave Mercedes

Nissan Ariya

Volkswagen Golf R

Has the decade-long wait for a second Nissan EV been worth it?

Is the hottest variant of the estate still a top-tier Q-car?

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No part of this magazine may be reproduced, stored in a retrieval system or transmitted in any form except by permission. The publisher makes every effort to ensure contents are correct but cannot accept responsibility for errors or omissions. Unsolicited material is submitted to Autocar entirely at the owner’s risk; the publisher accepts no responsibility for loss or damage.

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16 MARCH 2022 AUTOCAR.CO.UK 59

CONTENTS SUBJECT TO CHANGE

PRODUCTION Tel +44 (0)20 8267 5561 Head of production operations Trevor Simpson Production controller Lee Brister

Motor shows used to overflow with niche creations

ON THI9S56DAY IN 1

An exceptionally beautiful Geneva motor show FOR THE THIRD year running, the Geneva motor show – the car industry’s biggest annual bash – has regrettably been cancelled, so let us look back on a happier time.

The 1956 salon was “noteworthy for the fine array of coachwork art from Italy”. These included Ghia’s Jaguar XK140 (“a car to delight

every enthusiast”), a “severe but distinctive” two-door based on the Mercedes-Benz 300 and a Jaguar Mk VII coupé from Farina, and an “unusually beautiful little coupé” made by Abarth and Bertone on a Fiat 600 (seen above in gold). And we really did mean little: the 215A was a hardly believable 3ft 8in tall.

More handmade beauties came from the only native firm present, Graber: two soft-top versions of the TC 108G from Alvis, with which it would enjoy a long, fruitful bond.

The only all-new car there was the funny little Renault Dauphine, which we suspected could strongly challenge the Volkswagen Beetle.

American and British companies also displayed healthy contingents.

But even so, greatest attention within the vast halls was paid to a coach, of all things. The space-age 18-seat Golden Dolphin, made by Viberti, could be propelled by its Fiat gas turbine at up to 125mph!

KRIS CULMER

MOTORSPORT

Danes look on longingly

Aston Martin wins best RAC Rally to date The 1956 running of the RAC Rally was “probably the best ever” since its 1932 inception, as “although run in ideal weather conditions, the 2100-mile event had been fast and very tough, making heavy demands on cars and crews”.

The 205 cars had set out concurrently from Hastings and Blackpool to meet at Prescott for a timed hillclimb; then driven to Bridgwater for a night navigation section; onwards to a succession of tests at Castle Combe, Matchams Park and Brands Hatch; and then again to Silverstone, Cadwell Park and Gamston. Next the field bifurcated for drives to York and Harrogate, before meeting up again at Scotch Corner, from where they headed through the night up to Charterhall, back down to Penrith and on to Blackpool for the final tests the next morning.

“The vicissitudes, adventures and misfortunes of those that set out on the event would fill a book. As a proving ground for production cars, there’s no doubt the RAC Rally has a great deal to commend it; there can be little at fault with a car that survives its considerable strain.”

Best proved of the 162 finishers, then, was the Aston Martin DB2, followed by the Jaguar XK150, Morgan Plus Four and Jaguar Mk I.

Rather than brave it on a de Havilland Comet, our man went to Geneva in a Radford-built Sapphire Countryman with Armstrong Siddeley’s exports boss. The big saloon, with a 3.4-litre straight six, “provided restful and efficient transport”, with a (mostly) comfy ride, easy power steering, low-speed docility and “quite happy” 80mph cruising, “and attracted lots of attention wherever displayed”.

While exotica peacocked in Geneva, prohibitively taxed Danes browsed economy cars in Copenhagen and gazed longingly at the Citroën DS. Ford and Volkswagen were leading forces and got much attention with their new Zodiac and Karmann Ghia.

British cars were prominent – from Nuffield brands especially – as were Germany’s ultra-cheap microcars.

Get every Autocar since 1895 Sign up at motoringarchive.com 16 MARCH 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

AUDI Q4 E-TRON

LAND ROVER DEFENDER

LEXUS UX

NISSAN QASHQAI

POLESTAR 2

PEUGEOT 508 PSE

NISSAN QASHQAI During nearly 5000 miles in the Qashqai, did we learn the secret of its success?

FINAL REPORT

MILEAGE 8236

WHY WE R AN IT To find out if the third generation of the best-selling SUV is still a cut above the growing ranks of Qashqai rivals

hen Autocar’s Nissan Qashqai arrived a few months back, you might recall I named it Ed, after middle-of-the-road music maestro Ed Sheeran. My theory was that both the Qashqai and Sheeran had achieved phenomenal success through the super-smart tactic of appealing to the widest possible audience. Both tick all the boxes but, well, could be considered a little bit bland.

So the goal I set was to see if I could discover “any hidden depths of character” lurking inside the

W

62 AUTOCAR.CO.UK 16 MARCH 2022

Qashqai. Well, reader, I could not.

But what I’ve also realised over the past few months: I’m not sure that really matters.

The truth is I did nearly 5000 miles in the Qashqai – and virtually none of them were memorable.

There was never any real spark or hint of driver engagement, no real character to discover, no joy to be had in a machine excelling beyond expectation in any given task. But the truth is also this: during those nearly 5000 miles of driving on all sizes and types of road, on journeys short and long, the Qashqai fulfilled every task I asked of it with unruffled ease. My list of complaints is short, and most seem almost pettily minor.

Compile any list of traits you could reasonably want from a mid-size crossover, and the Qashqai would

Interior doesn’t wow you. Importantly, nor does it make you curse tick every single one of them.

And, ultimately, for this type of car in this type of market, that is far more important than any ‘hidden depths’. There’s a reason that most other cars of this size are still called ‘Qashqai rivals’.

We opted to fit out our Qashqai in relatively high-end £32,730 Tekna trim, but even with goodies such as a 12.3in touchscreen, head-up display and digital dash, the Qashqai didn’t feel anything other than mass-market mainstream inside.

But, crucially, everything worked.

The physical buttons were all well placed and intuitive, the seats were comfortable and there was plenty of space with lots of storage. I’ve sat in many fancier, shinier cars that simply don’t function as well as the Qashqai.

There were some minor frustrations with the Qashqai’s infotainment, which once or twice seemed to crash and reset mid-route.

In the final days of my time with the Qashqai, it even asked to download an over-the-air update; although that required me to leave the car with the

TEST DATA

New Qashqai cuts a more dashing figure than older versions

L OV E I T

NISSAN QASHQAI D i G -T 1 5 8 P S T E K N A MILEAGE 3654 8236 PRICES List price new £31,565 List price now £32,585 Price as tested £32,710 OPTIONS Magnetic Blue paint £745, two-tone pearl black roof £400 FUEL CONSUMPTION AND RANGE Claimed economy 44.1mpg Fuel tank 55 litres Test average 41.7mpg Test best 44.9mpg Test worst 40.8mpg Real-world range 505 miles TECH HIGHLIGHTS 0-62mph 9.5sec Top speed 128mph Engine 4 cyls in line, 1332cc, turbocharged, petrol Max power 156bhp at 5500rpm Max torque 192lb ft at 1800-4000rpm Gearbox 6-spd manual Boot 479 litres Wheels 7.5Jx19in Tyres 235/50 R19 Kerb weight 1435kg SERVICE AND RUNNING COSTS Contract hire rate £385 pcm 145g/km CO2 Service costs None Other costs None Fuel costs £761.42 Running costs inc fuel £761.42 Cost per mile 16.6 pence Faults None DEPRECIATION At start At end

Qashqai went on the Extre trail – and found one comm me E on trait

`

The Qashqai is a triumph of head over heart, of practicality over personality a SECOND OPINION I found the Qashqai’s interior posher than the Nissan badge might suggest, and while it can be a bit jittery around town, it settles down on long road trips. The mild-hybrid engine gives it pretty decent fuel economy, too. JB

engine running while it was done, a task it claimed could take up to an hour. Still, I had less trouble with it than I did with the Volkswagen Golf I’d run previously, and the Qashqai had more proper buttons too.

The rear seats were big enough to keep any passengers happy, and while the boot wasn’t entirely as big as you might think (on an airport run with two big suitcases, I found it easier to chuck one on the rear seats), the adjustable lids on the false floor created a really practical, versatile space that effectively stopped shopping bags sliding everywhere.

On the road, the Qashqai rode well, had neutral handling and aided by a raft of monitors and cameras was easy to navigate around even

the tightest of car parks. The Nissan Safety Shield suite of systems really impressed and, when applied on the motorway, the adaptive cruise control was among the better I’ve used regularly in recent years.

At times, the Qashqai’s 156bhp 1.3-litre mild-hybrid engine did feel a little lacking in power. It didn’t have the sort of torque that would be helpful at times, and having optioned the six-speed manual, I did find I spent far more time than would be ideal changing gear. As noted in previous reports, if given the option again, I’d probably have gone for the CVT, which would probably better suit the Qashqai’s demeanour. It will be interesting to learn if the forthcoming Hybrid version offers a little more power and character.

But even if I wished for a little more power, it was rarely really necessary.

There were times I’d have liked a bit more impetus when pulling away, or to accelerate on a motorway, but such moments were rare and fleeting.

Generally, though, for a family crossover, the Qashqai did everything you could possibly want without complaint. Much like an Ed Sheeran album on repeat loop, it

40 30 Value (£1000s)

Driver assist tech helped rather than hindered on the road

STYLING The Qashqai is too mainstream to be edgy, but it’s not dull. And in this class, that’s a welcome attribute.

SAFETY SHIELD Nissan’s safety systems can be a little overbearing at times, but they’re generally really helpful.

PRACTICALITY

£31,565

20

£16,025

The interior cabin and boot really are designed to cope with the rigours of everyday life.

10 0 New

L OAT H E I T 1 year

2 years

3 years

4 years

PREVIOUS REPORTS 10 Nov 2021, 17 Nov, 5 Jan 2022, 26 Jan, 2 Feb, 16 Feb, 2 Mar

simply fades into the background and provides an unobtrusive backdrop to everyday family life.

The Qashqai is a triumph of head over heart, of practicality over personality, or versatility over dynamic agility.

Would I ever be excited to jump behind the wheel of a Qashqai?

Probably not. But would I ever mind having to drive one? Absolutely not.

Perhaps, though, that is the hidden character of the Qashqai. What lots of people want from a car is an entirely unobtrusive machine that happens to blend into the background. That’s actually a really hard thing for a car to do. So the fact the Qashqai does it so well really is a bit of magic. Like Ed Sheeran, there’s a reason the Qashqai is usually found topping the charts.

JAMES ATTWOOD

OWN ONE? SHARE YOUR EXPERIENCE james.attwood@haymarket.com

POWERTRAIN It lacks performance and character, and would benefit from a dash more torque.

GEARCHANGING Six-speed manual is worked hard because of the shortfall in torque. The CVT is a better bet .

16 MARCH 2022 AUTOCAR.CO.UK 63

LAND ROVER DEFENDER It’s built to go the distance, and to make that easy, but there is one thing we’d change MILEAGE 4422 WHY WE ’ R E RU N N I N G IT Can the Defender’s breadth of appeal really cover everything from disaster zone to congestion charge zone?

IMAGE

owever fond I may have been of the old Land Rover Defender, the prospect of covering any kind of long-distance journey in it was not one to savour. I know colleagues who have owned and driven them as far as the Iberian Peninsula on holidays (hello, Matthew Prior). But no, not for me.

Clearly, any car designed and engineered by Land Rover to go on sale in the 2020s is going to be immensely capable of devouring long distances, and the new Defender is no exception. But just how capable it was of doing big miles blew me away recently, when I racked up more than 500 miles on a whistle-stop 48-hour tour of Cornwall one wet and windy February weekend.

My only real experience of the new model to date had been a day on the

H

LOVE IT CO M FO RT Who’d have thought a Defender would be such a relaxing place to cover big miles?

LOATHE IT WI DTH It feels like the Defender 90 is almost as wide as it is long and tall…

64 AUTOCAR.CO.UK 16 MARCH 2022

Our 90 looks great, but what do you think of this rear-access solution?

Eastnor Castle estate at the Land Rover Experience (still about as good a day out for an enthusiast as you can get), where we skipped straight to the harshest terrains to show off the car’s quite incredible off-road prowess.

Unsurprisingly, it excelled, the only limitations seemingly the driver’s confidence to attack the obstacles in the first place.

That such a car could then be so quiet, refined and comfortable on the motorway blew me away all over again. When Land Rover talks about the Defender being the most capable 4x4 in the world, it doesn’t only mean on the mucky stuff.

Two key things are in the favour of our beautifully specced Defender 90 in this respect: the large tyres with as chunky a sidewall as I’ve seen on a modern car in a long time, wrapping those oh-so-desirable steel wheels, to help set up such a comfortable

ride; and the silky-smooth straightsix diesel engine offering all that refinement.

The ride quality of the Defender is fantastic, with more in common with a Range Rover than any Defender before it. Those tyres are the first line of defence in insulating occupants from bumps in the road.

As my passenger noted: “Didn’t the roads down here used to be much worse than this?” What our eyes saw and backsides felt were very different things.

As for that engine, the Defender’s key keeper, Jim Holder, has noted before just how well suited that six-pot diesel power is to the car, and I’d echo every word. The hushed tones were welcome on the extended motorway runs and the low-end torque a boon on narrow Cornish lanes. We returned around 30mpg over the 500 or so miles,

which impressed me for a car of the Defender’s size and weight and the nature of many of those miles.

What else did I enjoy? Those looks, for starters. The heart fluttered each time I set eyes on the car before driving it. So many cars have become so serious to look at, over-styled or even aggressive. The Defender just looks fun. The blue and white contrasting paint and trim really helps set things off, and I’ve still yet to see a Defender that looks better than this one.

Much has been written about the reverse Tardis effect of the Defender 90, though. Actually, I found the rear cabin in particular massive, but the issue is access to it. So here’s a solution (royalties to the usual address please, Land Rover): what the 90 needs is a small rear-hinged door that opens only once the front door has opened, much like on a BMW i3. Access to such a large, useful space would then improve dramatically. What it will do to the aesthetics I don’t know, but luckily our own Ben SummerellYoude is on hand to show us.

MARK TISSHAW

TEST DATA L AN D ROVE R D E FE N D E R I N G E N I U M 3.0 M H E V H S E Price £58,875 Price as tested £64,485 Faults None Expenses Puncture repair £48 Economy 28.9mpg Last seen 9.3.22

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

OUR CARS

Peugeot 508 PSE MILEAGE 7912

LEXUS UX 300e Is this the plush electrified SUV our man has been looking for?

MILEAGE 3994 WHY WE ’ R E RU N N I N G IT To see if Lexus’s first EV can compete with established premium electric SUVs

t is now four months into life with the Lexus UX 300e and my commute is just as comfortable as ever. The EV has excelled in most environments, with effortless acceleration and helpful regenerative braking that efficiently brings it to a near-stop in crawling traffic and at junctions.

The bulk of my driving is on motorways and A-roads, with short distances in town. It is very good in built-up areas and the compact, precise turning circle proves particularly useful in multi-storey car parks and on roundabouts.

The UX clearly enjoys being in its natural habitat – something that was confirmed to me after I handed the keys over to Autocar’s prepress manager, Darren Jones, who lives in an outer London suburb, whereas I commute in from the countryside.

Darren is looking for a new car and is currently considering a Lexus NX or UX, among other options, and his checklist is clear: it has to be

I

LOVE IT I N SU L ATI O N The interior is calmingly quiet, with little wind or road noise entering the cabin.

LOATHE IT G L ACIATI O N Early mornings are chilly, given that I have the climate control turned off to preserve range.

Laptop-like control pad should be binned comfortable, electrified, premium, SUV-shaped and ideal for urban speed limits. The UX ticks all of those boxes, I would suggest.

Darren appreciated the Lexus’s smooth, comfortable ride and the spacious interior. Its relatively short range wasn’t a problem for him and plugging in once overnight provided enough juice for most of his week with the car.

In that time, the Lexus proved itself to be a usable EV even without a home charger. Darren used a threepin socket, which charges the battery at a rate of roughly seven miles per hour. With it plugged in from 7pm to 9am, that’s around 84 miles of charge – more than enough for some short bursts of driving around the capital.

The few negatives Darren reported included the bright-white interior, which he didn’t think was an ideal environment for his young children, especially after a winter game of rugby, and Lexus’s fiddly infotainment system.

I share his feelings about the touchpad. It blends in nicely with the rest of the interior, but even a touchscreen would be much easier to use and safer on the move.

Unfortunately, that’s limited to the

range-topping Takumi model.

Darren didn’t consider it to be a deal-breaker, but it’s fair to expect more at this price point.

Overall, Darren described the UX 300e as an ideal premium electric car for low-mileage drivers living in urban areas.

High praise indeed.

Not to burst the bubble, but I do have a couple of complaints of my own to report. Evening drives home from the office have highlighted that the LED headlights are angled ever so slightly too high, so I’m constantly dazzling other drivers by accident. Several oncoming drivers have flashed their lights at me aggressively, thinking that I have my full beams switched on. There’s no way to manually adjust the alignment from inside the cabin.

Another slight annoyance is that I have not yet managed to set up the Lexus Link app on my phone. This might or might not be user error, in fairness. Either way, the process should be more straightforward. It would be great to be able to pre-warm the car before my morning commute as the winter weather drags on. The UX 300e’s range is modest enough without having to heat the car for longer than necessary on the go.

JACK WARRICK

TEST DATA LE XUS UX 300e PR E M I U M PLUS Price £45,245 Price as tested £45,815 Faults None Expenses None Range 150 miles Last seen 9.3.22

OWN ONE? SHARE YOUR EXPERIENCE jack.warrick@haymarket.com

LAST SEEN 2.3.22

As is customary on faster cars, Sport is one of five driving modes you can select on the 508 PSE. It’s subtle in the same way as the car’s performance, but you will receive the full 355bhp, heavier steering, stiffer dampers and a sharper throttle response. It also generates the highest level of battery regeneration to keep the electric power flowing. RB

Audi Q4 E-tron Sportback MILEAGE 2175

LAST SEEN 2.3.22

Dynamic differences between the standard Q4 E-tron and this coupélike version have so far proved to be marginal, if even noticeable. Which is no bad thing: both have a quiet, refined and easy-going manner that makes journeys long and short relaxing. Electric power has always felt ideal for premium motoring, and the Q4 is an embodiment of that. MT

Polestar 2 MILEAGE 10,027

LAST SEEN 9.3.22

Gah. I got a nail/tack in the tyre, too close to the sidewall to be repaired.

I called Brackley Tyre Warehouse late afternoon and by 11am the next morning they had sourced and fitted a new Polestar-specific Continental Premium Contact 6 (245/40 R20).

Pressures are a relatively high 45psi at the front, 41psi at the rear. Miles have just clicked past 10,000. MP

16 MARCH 2022 AUTOCAR.CO.UK 65

WITH JAMES RUPPERT

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

USED CARS

BANGERNOMICS BEST BUYS XC70 was basically an SUV-inspired version of the V70 family estate

KICKING TYRES

VOLVO XC70 pparently, the only way for Volvo to tempt back the middle-class countrydwelling Labrador owner was to up the V70’s game, ride height and matt black plastic quotient.

The XC70 arrived in 2000 and proved estates were still relevant – especially if they had more off-road ability, hence the sophisticated Haldex differential that will get you out of serious trouble.

You could have a 2.4-litre petrol or diesel, the latter delivering 10mpg extra.

The rear seats are versatile and can be folded right down for tricky loads.

They split 40/20/40, too, and there’s even a luggage restraint that folds out of the roof.

Just beware that these cars get through suspension bushes and suffer broken throttle bodies.

A

The new iteration arrived in 2007, and essentially it was more of the same, because the original was so successful.

There was a big spec and gadgets like Load Compensating Suspension and Active Bending Lights, the downside being the complexity can cause trouble.

ES cars from 2011 had Volvo’s Active City Safety technology, including AEB.

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It proved estates were still relevant, especially if they had more off-road ability a

SE cars featured 17in alloys, climate control, Bluetooth and automatic lights and wipers. Sport cars gained 18in alloys, while Lux cars got electrically adjustable heated front seats, bi-xenon headlights and a powered tailgate.

For those who didn’t need four-wheel drive, there was the frugal DRIVe model.

For 2009, there was a mild restyling and engine realignment. The big 3.0 and 3.2 petrols are as rare as they weren’t popular. Most went for the 2.4 diesel and from 2014 the 2.0 diesel.

Overall, the second-generation XC70 isn’t the most reliable, incurring plenty of recalls for airbags, power steering, the fuel system and the 2.0-litre diesel engine, so a dealer history always helps.

Watch out for electrical failures, ECU issues and iffy window controls, too.

Better still, buy a simpler earlier one.

Y O R TR TH I S

2006 Volvo XC70 2.5T SE Lux 134,000 miles, £5989

2013 Volvo XC70 2.4 D5 SE Nav 86,000 miles, £12,995

2010 Subaru Outback 3.0 R 80,000 miles, £6990

This late first-generation model has a manual, which is rare, and proper petrol power that lets it into the London ULEZ. It has a top spec, too, and just the two previous owners.

This reasonable-mileage diesel has three ex-owners and a decent spec, including cruise control, descent control, parking sensors, a powered tailgate and all the infotainment. Good dealer warranty.

This should be fun: a quite rare 3.0litre car with a full-size panoramic roof. Fancy beige full leather, too, but also a towbar, so it’s not afraid of hard work. Full service history.

USED CARS

I DO L FAN CY

E R’ S D A E R ER CO R N

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

Superb effort Autocar readers are obviously all wonderful, and Liam proves that having a diverse fleet is the way to go. “Here’s a poor picture of my fleet, featuring my Subaru Forester and the 2011 Skoda Superb that I bought in November – a 1.4 TSI that pulls like a train. More on the Forester when I can take a better picture.” We always love hearing about the cars that you run day to day.

Celica is something of a spiritual forebear to the super new Toyota GR86

TOYOTA CELICA 1999-2006 The seventh-generation Toyota Celica is a smartlooking thing. Lightweight and sharp, it is poised and nicely balanced, partly thanks to an engine that isn’t overwhelmingly powerful. Progress is swift enough, and you actually enjoy the experience of driving, rather than simply holding on for dear life. The four-pot makes a nice muted sound, and you need to rev it hard to get the best out of it.

That said, over-revving creates loads that it just can’t cope with, causing the timing chain to snap.

Decent standard kit included air conditioning,

B UY N OW Suzuki Splash 2008-2014 It may have been designed for youngsters, but the Splash turned out to be another OAP special.

It is basically a less boxy Wagon R+, meaning it’s well built and equipped. There’s a diesel that will do more than 60mpg, but the real reason you will want one is because everything folds flat in the back, which combines with the high roofline to give it the practicality of a small van. The 1.2-litre petrol delivers a decent 55mpg; the performance of the 1.0 is so similar that you might as well get the bigger unit, plus there’s an optional automatic to go with it.

The Splash was pricey when new, but it’s top value now on the used market. The standard specification is good, including air-con and stability control. And it’s generally reliable, with knocking rear suspension and various electrical issues the only real worries.

electric windows and alloy wheels, while Premium trim added climate control, leather and a CD player.

Sport meant some extra details, including a bodykit and alloy pedals. Dynamic was similar.

There was a facelift in 2002 and minor spec adjustments, making Style and T packs available.

Although the Celica is nominally a four-seater, it really is quite a squeeze in the back.

Interestingly, the sunroof on UK cars is made of a special polymer, rather than glass. It may be much lighter, but it can be scratched and marked easily.

BANGERNOMICS WORLD otoring

simply m At a time when ore expensive, m has never been line and taxing on I en joyed going i Cooper in M e th th o B . s my classic i were due at in M ti n e c o n In d an e amount th d n a , e m ti e m the sa ro. It was a little payable was ze ade me victory, but it m e. feel warm insid

Splashing around could hardly be more pleasant

2011 Suzuki Splash 1.2 SZ4 auto 37,000 miles, £5700 Here’s the ideal city car for you. It has an automatic gearbox linked up to the 1.2-litre petrol engine, plus decent SZ4 specification and a very low mileage. That explains the high price, but good luck finding another. It has a service history and is backed up by a warranty and AA recovery so is ready to do some urban work and more.

16 MARCH 2022 AUTOCAR.CO.UK 67

CU LT H E RO

BENTLEY ARNAGE

HELL BENT This old devil is hard to please but can reward you handsomely. By Mark Pearson enerally speaking, large, luxurious and very expensive fourdoor saloons, larded thick with avoirdupois, don’t grab driving enthusiasts by the lapels and slap them around the face with desirability. Yet there’s something almost universally appealing about the Bentley Arnage.

Initially conceived under Vickers ownership but launched in 1998, when Bentley was under the Volkswagen Group umbrella, the Arnage had a heart originally from a BMW: the 4.4-litre V8 in turbocharged 344bhp form. To avoid the obvious embarrassment after its takeover, Volkswagen in 1999 added the old 6.75-litre V8 from

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68 AUTOCAR.CO.UK 16 MARCH 2022

the Bentley Turbo R, taking the opportunity to stiffen the Arnage’s bodyshell in the process, and then a year later dropped the more efficient BMW unit. A little tweaking of the nomenclature to distinguish between the two resulted in the BMW-engined cars being called Green Label and the Volkswagen-engined cars Red Label.

In 2001, you could even buy an extended version of the Arnage, called the RL, with an extra 25cm of wheelbase and its

engine upgraded and made suitable for future emissions legislation by the addition of two turbochargers and fuel injection.

A year later, it was all change again, as the Red Label became the Arnage R. A few months later, that was joined by the Arnage T, with the engine sufficiently souped up to produce a wholesome 453bhp and 645lb ft of torque.

Finally, in 2007, it was upped again to 493bhp and a whopping 738lb ft.

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This is possibly your only chance to buy a road-going version of the Class A4 Mallard a

If for some reason you’re not instantly attracted to this prime rump of butch British steak, let’s start with the obvious fact that this imperious Arnage has oldschool appeal by the bucketload.

Considerable reserves of power, too, with almost any of those engine options. Go for the more numerous 6.75-litre models and underneath that elegant bonnet that hushed monster produces colossal torque – strong enough in the Arnage T to waft from 0-60mph in just 5.5sec.

And that’s not all: it will carry on accelerating, locomotive-like, all the way up to 170mph. In fact, thinking about it, this is possibly your only chance to buy a road-going version of the Class A4 Mallard.

USED CARS E H OW TO G ET O N IN YOU R GARAG E Performance from the V8 can blow your socks off

An expert’s view NIGEL SANDELL , BENTLEY SPECIALIST “The main problem with the Arnage is that the factory didn’t have enough money when they started making it.

All its DNA is BMW, basically. It’s so different from older Bentleys and Rolls-Royces that we had to throw out the rule book. Changing the head gasket on the BMW V8 is an engine-out job and the twin turbos in some engines are really inaccessible.

Maintenance can be very expensive and problematic, because we can’t always get the right parts now. We’ve had to have many bespoke parts made. Buy one that has already had money spent on it, else it could cost a fortune. It’s like a house: always get a survey by an expert before buying.”

Buyer beware…

Q E N G I N E Arnages like a regular oil change, and later cars have a one-year or 10,000-mile service interval. There’s a counter on the dashboard to warn you. Early twin-turbo examples can suffer camshaft failure and parts are difficult to get. The head gasket can fail in Red Label cars, although this is rare. New bushes for wastegates on BMW engines have to be fabricated.

The secondary air-injection system’s pipework at the engine’s rear can leak and requires gearbox removal to fix it.

Brake pumps and air-ram pipes in the engine’s vee are often neglected.

WHAT WE SAID THEN 1 SEPTEMBER 2006

Apart from BMW switchgear, it’s all trad British in here

“It’s 48 years since the pushrod V8 engine was first used in the Bentley S2, but there’s nothing antique about the way Inside is a surprisingly the Arnage reaches 60mph in 5.2sec or hits intimate cocoon of leathery 179mph flat out. The big Bentley is a fluid opulence with all the usual and faithful handler whose 2500kg weight wood trimmings. It’s not proves to be an advantage. It tracks dead hugely spacious, but it is straight, which means you can place it with opulent.

Bits might fall great accuracy, shaving hedges and apexes off it here and there, but without a hint of putting a foot wrong. that’s all part of the oldYou can also see what’s coming school Bentley charm. from the Arnage’s lofty driving Yes, an Arnage will cost position in its glorious you a fortune to run and, no, interior.”

Quite surprisingly, considering its bulk, the Arnage corners pretty well, too. And yes, if you have the requisite skills, you can even set it up in a nice, long, somewhat alarming-to-behold drift. You see, I told you that it would grab you by the lapels.

it doesn’t handle like a Lotus Elise, but what you have here is an opportunity to protect a wonderful threatened species.

The Continental Flying Spur and later Mulsanne saloons that replaced the Arnage are all very well in their own ways, but there’s a definite whiff of the Rhine about them.

Q C H A S S I S A N D W H E E L S The front-lower wishbone bushes wear after around 60,000 miles.

Check the condition of the discs and pads regularly, because they do a lot of work. Make sure you get the right size and type of tyre. The 18in tyres are hard to get now and cost about £400 each. The 19in tyres are more plentiful and cheaper, not to mention better for the ride and handling.

wrong, you will need to remove the entire centre console and dashboard, which is a week’s expensive work.

Also worth knowing Costs can be lowered a tad if you use an independent Bentley specialist, but enthusiasts warn against using specialists in other VW Group brands.

Electrical gremlins can emerge in pre-2006 cars, but keeping the larger battery charged by driving or tricklecharging helps to keep them at bay.

The Arnage can cost anything from £700 to £3000 to service, depending on what’s needed. Sandell has seen bills as high as £9000 for work on the air injection and brakes. It’s vital not to skimp, though, and it’s critical to get a car with a full service history.

MPG figures in the mid-teens can be expected, although Sandell says the BMW engine can get up to 34.

VED for cars registered before 23 March 2006 is capped at £295.

How much to spend £ 1 5 , 0 0 0 - £ 1 9, 9 9 9 Early 4.4s with big miles but in solid condition and the first of the 6.75s. £2 0 , 0 0 0 - £2 4 , 9 9 9 Red Labels with an average mileage.

Higher-mileage Ts from 2000-2004.

The nicest 4.4s make up to £22,000. £2 5 , 0 0 0 - £2 9, 9 9 9 Rs and Ts from 2000-2005 with 30,000-60,000 miles. £3 0 , 0 0 0 - £3 4 , 9 9 9 Post-2001 Rs and Ts with very few miles and in immaculate condition.

Later models with higher mileages. £3 5 , 0 0 0 A N D A B O V E Facelifted Rs and Ts (from 2005).

Mostly good, clean cars up to 2008.

Q E L E C T R I C S Having the wrong batteries has caused a number of reported issues.

It should have a Type 100 service battery and a Type 75 starter battery.

Q B O DY Rust forms around the wishbones, door handles, locks and window frames. Check the condition of the inner wings, which can rot.

Q I N T E R I O R Ensure the heater fan-blower motor works on all of the speed settings. The window regulators are weak spots, as is the indicator stalk. The airbagpressure sensor on the passenger seat can go wrong. If the air-con goes

One we found B E N T L E Y A R N AG E T, 2 0 0 6 , 6 4 , 0 0 0 M I L E S , £2 6 , 9 9 0 Stunning in grey with an immaculate and lovely black leather interior and look-enhancing split-rim alloys. It also has picnic tables, lamb’s wool mats, all the original books and a full service history. It comes with a 12-month warranty from the selling specialist dealer, too, so it’s a bit of a bargain.

16 MARCH 2022 AUTOCAR.CO.UK 69

AS GOOD AS NEW

TOYOTA GR SUPRA Want a reliable GT or a nimble sports car? Jack Warrick invites you to step this way

OUR TOP SPEC

s it a good idea to revive hallowed model names?

Toyota certainly thought so in 2019, when it roused the Supra sports coupé after 20 years of dormancy. Mind you, this fifth iteration also wore the Gazoo Racing badge, being the first bespoke car produced for the global market by Toyota’s performance division.

Somewhat controversially, the GR Supra was built in collaboration with BMW, being based on the fifthgeneration Z4 roadster. It’s also built at the same Magna Steyr factory in Austria as its German counterpart.

It wasn’t just a Bimmer in disguise, though, because Toyota gave the car bespoke tuning.

I

PRO Stepping up from the base trim brings additional equipment to liven up the a more conservative interior on both the 2.0 and the 254bhp and 295lb ft 3.0, including plusher seats but is 100kg lighter and an excellent sound so gives a still-quick system from JBL.

The first GR Supra model was powered by BMW’s ‘B58’ turbocharged 3.0-litre straight six, which makes 355bhp and 368lb ft of torque. As a result, it achieved a 0-62mph time of 4.3sec with the help of launch control. This was just enough to challenge the topof-the-class Porsche 718 Boxster GTS, which completed the sprint in 4.5sec.

Every car received an eight-speed ZF automatic gearbox, also taken from the BMW parts bin, offering Normal or Sport driving modes.

In 2021, the GR Supra gained the 2.0-litre four-cylinder engine from the BMW 330i. This version delivers

0-62mph time of 5.2sec.

The 3.0-litre engine is brilliantly engineered, with excellent throttle response and virtually no turbo lag. Meanwhile, the 2.0-litre engine improves the prospect of daily driving by offering up to 38.7mpg while being bubbly in character and allowing the chassis to be slightly more dynamic in corners.

That’s not to say the 3.0-litre is in any way boring, mind you. How could it be with a rear that’s happy to indulge silliness? It’s just that

it’s set up to be more a GT than a feisty sports car.

While some drivers will miss the involvement of a manual gearbox, the GR Supra’s automatic is supremely smooth – something that can also be said about the overall ride comfort.

The GR Supra was launched with two specification levels. The entrylevel trim, simply named GR Supra 3.0, was equipped with 19in wheels, adaptive suspension, Brembo brakes and an active differential.

Inside, you get heated Alcantara sports seats, an 8.8in touchscreen, sat-nav, dual-zone climate control, adaptive cruise control, keyless ignition and a rear-view camera.

The 3.0 Pro accounts for most

BUYER BEWARE

Interior combines Toyota build quality with BMW hardware 70 AUTOCAR.CO.UK 16 MARCH 2022

REMEDIAL WORK Toyota issued a recall for cars built from April 2019 to June 2021 for an engine management software issue that could cause damage to the oil pump or vacuum pump.

Cars produced from June 2019 to October 2019 were subject to a recall for a fuel tank that wasn’t welded properly. Helpfully, Toyota has an online tool for checking whether all the necessary recall work has been done on a car. You simply need to enter its registration.

V I B R AT I N G R O D S The steering tie rods on cars built from 13 March and 5 April 2019 can be damaged by vibration if they’ve been incorrectly configured. A recall was issued in late 2020 to fix the issue.

T RY T O R E L A X Reliability is good, but once the original three-year warranty is over, you can get Toyota’s 12-month Relax warranty each year until the car is 10 years/100,000 miles old by having it serviced at a Toyota dealer.

USED CARS N E E D TO K N O W Both the 3.0-litre and 2.0-litre cars were launched with a special limited-edition model, both inspired by Gazoo Racing.

The 3.0’s was the A90 Edition, with matt grey paint, black alloy wheels and red leather upholstery.

Just 24 of them came to the UK. The 2.0’s was the Fuji Speedway Edition. It was based on Pro trim but featured unique white paint, 19in black alloys and red door-mirror housings. Inside, there was carbonfibre trim and red leather seats with black Alcantara upholstery.

The Jarama Racetrack Edition was introduced last year, weirdly celebrating the car’s press launch event. Thirty of the 90 examples made came to the UK, featuring Horizon Blue paint, matt black 19in alloys and red brake calipers.

2.0 The four-cylinder OUR PICK car is more involving, as the reduced weight of the smaller engine makes it livelier through corners.

3.0 The six-cylinder car WILD offers rapid straightCAR D line speed and a more characterful noise, which makes it a bit more memorable than its cheaper sibling.

UK sales. It adds black leather upholstery, a head-up display, wireless smartphone charging and a 12-speaker sound system from JBL. The 2.0-litre car gained its own Pro specification, with 18in wheels, a 100W stereo, cruise control, automatic headlights and wipers, keyless entry and heated Alcantara sports seats.

In addition, all cars are equipped with Toyota’s Safety Pack, which includes pre-collision assistance, pedestrian and cyclist detection, lane-departure warning and traffic-sign recognition .

The first GR Supra was sold at auction for $2.1 million (£1.57m), with all the proceeds given to charity.

Fortunately, you won’t have to shell anywhere near to that for a used one today, even if values are holding up.

Prices start from around £38,000 for a 2.0-litre car. That represents a decent saving from the basic launch price of £45,995 (it was £52,695 for the original 3.0-litre car).

ONES WE FOUND 2019 Toyota GR Supra 3.0, 15,700 miles, £41,912 2021 Toyota GR Supra 2.0, 6600 miles, £39,999 2021 Toyota GR Supra 2.0 Fuji Speedway Edition, 1496 miles, £39,990

TAKE IT

LEAVE IT

Vauxhall Corsa VXR Nürburgring £8295 HOW DO YOU make a hot hatchback even hotter? You uprate the turbo, add a new exhaust, replace the ECU and name it after one of the world’s most extreme race tracks, of course.

And the performance makeover that Vauxhall gave the original Corsa VXR didn’t end there. The Nürburgring model also gained inverted monotube Bilstein dampers and specially selected progressive springs, leaving it 20mm closer to the ground.

It looked slightly different, too, with stainless steel exhausts, Nürburgring badges and a more aggressive bodykit featuring air scoops, funnels and a rear diffuser.

It also received a set of lightweight forged alloys, 30%-lighter Brembo brakes and a torque-sensing mechanical limited-slip differential, all of which meant it was far more than just a run-of-the-mill small hot hatch.

In the snout sat a turbocharged

four-cylinder 1.6-litre engine, uprated to produce 202bhp – an increase of 12bhp over the base VXR. The car could therefore complete 0-62mph in just 6.5sec if you timed your shifts of the six-speed manual gearbox right.

The VXR Nürburgring lived up to its name with excellent agility, balance and grip, thanks in considerable part to that slippy diff. We said it would “serve up nothing but traction and cornering yaw” at launch back in 2011.

Comfort wasn’t too bad either, with those upgraded dampers and springs offering a firm but composed ride both on public roads and the racetrack.

The VXR Nürburgring commanded a hefty £22,305 price tag a decade ago. You can pick one up for as little as £6000 today, despite the fact that only 740 remain roadregistered in the UK. Standard equipment inside the cabin wasn’t all that special (it was still

TA KE IT

a Corsa, after all), but Recaro seats, electric windows, heated mirrors and air conditioning were all standard.

The example we found, in eyecatching Henna Red and priced at £8295, also had a few choice options, including sat-nav, which is just what you need for guiding you to various track days.

Thankfully, it hasn’t been modified, which is something to watch out for when buying hot hatches of this ilk.

JACK WARRICK

TA KE IT

LE AV E IT

LE AV E IT

Renault Wind £3995

Audi RS5 Coupé £16,990

Ford Ecosport £15,689

A roadster based on the Renault Twingo city car, the Wind had a removable roof whose design was inspired by the Ferrari 575 Superamerica. Sadly, that and the two-seat layout are where the similarities end. This particular 2011 example has a high mileage and will soon require a cambelt change.

There’s a whole lot to like about this big two-door Audi. Not only is it powered by a 444bhp 4.2-litre petrol V8, but it’s also loaded with £7000 worth of extras, including 20in alloy wheels, an upgraded sound system, heated front seats and a sports exhaust. It’s also unmodified and comes with a full service history.

The Ecosport used the Mk6 Fiesta’s platform but couldn’t live up to the hatchback’s class-leading qualities. It disappointed with a low-rent interior, while its performance, handling and ride also left a lot to be desired. This example is expensive at £15,689; we would recommend looking at a similarly priced Volkswagen T-Cross.

16 MARCH 2022 AUTOCAR.CO.UK 71

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ECONOMY EXPLAINED

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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 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.

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A3 Saloon 4dr saloon £26,215–£59,650

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

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

Easy on the eye and to live with, but let down by stolid dynamics.

LxWxH 4969x1908x1422 Kerb weight 1880kg

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

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

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

159 168 206-209 208 261

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

108 148 188 308 394 116 148 198

130 144 154 155 155 130 142 155

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

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

A4 4dr saloon £31,660–£58,435

3.0 BiTurbo 3.0 D3S

High quality and competent but leaves the dynamic finesse to its rivals. LxWxH 4726x1842x1427 Kerb weight 1320kg

462 355

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

25.9 37.2

247 199

2.0 35 TFSI 148 139 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

B5/D5 4dr saloon/5dr estate £64,395–£97,570

the AMG S-Classes. LxWxH 5250x1902x1491 Kerb weight 2060kg 4.4 V8 BiTurbo

599

205

4.2

24.4

264

AAAAC

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

Classy and demure estate lacks the dynamic sparkle of rivals.

LxWxH 4725x1842x1434 Kerb weight 1370kg

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 41.5-45.6 141-154 621

180

4.2

23.5

274

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

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 AAAAC

A8 4dr saloon £73,785–£108,340

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.

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 Pleasant BMW SUV impressively enhanced with the usual Alpina 3.0 50 TDI Allroad quattro 282 155 5.3 38.2 194 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 4.4 V8 BiTurbo

242 299 335 596 201 201 242 282 344

)

CO 2

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

0 0 0 AAAAB

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

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

0 0 0 AAAAB

E-tron GT 4dr saloon £81,915–£135,355

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

0 0 AAAAC

Q2 5dr SUV £24,295–£46,825

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 31.0-31.7 201-205 242 130 7.3 141.2 44-45 2.4 K24 i-VTEC 235 125 3.4 NA NA A5 Cabriolet 2dr open £43,140–£64,755 AAAAC 2.0 45 TFSIe 396 155 4.5 27.7-28.8 222-230 More practical than smaller options. Lower-powered, steel-sprung 2.5 RS Q3 quattro ASTON MARTIN trim is best. LxWxH 4673x1846x1383 Kerb weight 1600kg 2.0 35 TDI 148 128 9.2 47.9-49.6 150-154 148 131 9.3 39.2-40.9 182-188 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 188 137 8.0 37.7-40.4 84-195 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 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

1.4 T-jet 180 Rivale

177

140

6.7

36.2-36.7 171

A L FA R O M E O

Giulia 4dr saloon £36,595–£68,995 197 276 503

146 149 191

6.6 5.7 3.9

72 AUTOCAR.CO.UK 16 MARCH 2022

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 1.5 35 TFSI 2.0 40 TFSI quattro 36.2 176-184 2.0 40 TFSIe 33.6 195 2.0 45 TFSIe 28.5 230 2,0 S3 quattro 2.0 RS3 quattro 2.0 30 TDI 2.0 35 TDI 2.0 40 TDI quattro

Handsome and special dynamically but lacks finesse and comes as an auto only. LxWxH 4643x1860x1436 Kerb weight 1429kg 2.0 Turbo Petrol 200 2.0 Turbo Petrol 280 2.9 BiTurbo Quadrifoglio

AAAAB

Practical, pleasant and efficient – if not quite a superior premium

AAAAC product. LxWxH 4588x2108x1632 Kerb weight 1890kg Doesn’t try to be the biggest, fastest SUV, and may be all the more A capable and high-tech throwback that’s a timely reminder of 35 125k 168 99 9.0 201 0 ABARTH appealing for it. LxWxH 5039x1998x1680 Kerb weight 2245kg what Audi does best. LxWxH 4939x1886x1467 Kerb weight 1710kg 40 150kW 201 99 8.5 307 0 595 3dr hatch/2dr open £17,775–£29,225 AAABC 4.0 V8 550 181 4.5 19.8 323 2.0 40 TFSI 201 149 7.5 36.2-38.2 168-178 50 quattro 220kW 296 111 6.2 298 0 The Fiat 500’s Abarth makeover makes it a true pocket rocket.

2.0 45 TFSI quattro 242 155 6.2 34-36.2 177-189 AU D I LxWxH 3657x1627x1485 Kerb weight 1070kg 2.0 50 TFSIe quattro 299 155 6.3 217.3 31 Q4 E-tron Sportback 5dr SUV £42,250–£66,570 AAABC 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 335 155 5.3 31.7-34.0 189-201 Fastback variant of Audi’s mainstream electric SUV is agile and 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 596 174 3.6 21.9-22.6 283-294 terrifically refined. LxWxH 4588x2108x1614 Kerb weight 1895kg LxWxH 4029x1746x1418 Kerb weight 1105kg 1.4 T-jet 180 Competizione 177 140 6.9 36.7 171 2.0 40 TDI 201 149 8.3 45.6-49.6 150-162 35 125kW 168 99 9.0 211 0 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 201 150 7.8 44.1-46.3 159-167 40 150kW 201 99 8.5 318 0 1.0 30 TFSI 114 126 9.5 46.3-51.4 124-139 3.0 50 TDI quattro 282 155 5.7 38.2-39.8 187-195 50 quattro 220kW 296 111 6.2 302 0 695 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 344 155 5.1 35.3 209 A convincing track-day 500 with decent dynamic ability, but overly 2.0 40 TFSI 197 146 6.5 40.4 158 Q5 5dr SUV £44,710–£73,335 AAAAC

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

DBX 5dr SUV £160,300

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

A6 Avant 5dr estate £42,050–£115,680

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

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

Q5 Sportback 5dr SUV £47,160–£75,785

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 Po

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

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AAACC

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

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

268 308

Takes everything positive about its predecessor and refines it further. LxWxH 4537x2068x1390 Kerb weight 1490kg 220i M240i xDrive 220d

184 374 188

147 155 147

7.5 4.3 6.9

44.1 34.4 60.1

145 186 122

mp

h Ec

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

AAAAC

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

AAAAC

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

sDrive20i sDrive30i sDrive M40i

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

124 124

6.1 4.6

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

C AT E R H A M

AAAAC

7 Series 4dr saloon £71,730–£91,585

AAAAB

Seven 2dr open £22,990–£53,885

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 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

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

58.4 NA NA NA NA

109 NA NA NA NA

CHEVROLET

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

AAAAC

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

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

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

23.3

277 AAABC

Slightly cheaper than its Toyota sibling but less visually charming.

8 Series Gran Coupé 4dr saloon £72,615–£123,950 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 58.9 109-110 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

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

138 189 189 218 148 148 187

127 138 TBC 120 126 126 136

9.7 7.4 7.7 6.9 9.3-9.4 9.3-9.4 7.8

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

AAABC

C3 5dr hatchback £14,180–£20,775

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

1.2 PureTech 82 1.2 PureTech 110 AAAAC 1.5 BlueHDi 100

79 107 96

107 117 115

12.8 9.3 10.6

51.3 52.3 67.0

C3 Aircross 5dr hatchback £17,320–£23,080 Funky-looking C3 gets a jacked-up, rugged SUV look.

LxWxH 4155x1765x1637 Kerb weight 1088kg 1.2 PureTech 110 1.2 PureTech 130 1.5 BlueHDi 100

107 127 96

115 124 109

11.3 10.4 12.8

130-131 129-131 117-118 AAABC

51.5 47.3 62.7

141-143 150 126-128 AAACC

C4 5dr hatchback £21,260–£34,995

Interesting to look at but soft and unrewarding to drive. Electric X2 5dr SUV £30,915–£46,800 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 sDrive20i xDrive20i xDrive25e M35i sDrive18d xDrive18d xDrive20d

138 189 189 220 302 148 148 185

127 141 TBC 121 155 129 128 137

9.6 7.7 7.6 6.8 4.9 9.3-9.8 9.2 7.7

42.8-43.5 40.9-41.5 38.7-39.2 156.9 34.4 55.4 50.4-51.4 49.6-50.4

148-150 154-156 164-166 40-41 187 132-134 144-146 147-149

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

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

1.2 PureTech 155 1.5 BlueHDi 1.5 BlueHDi 130 ë-C4 50kWh

153 108 129 134

93 99

7.3 6.9

181 175

iX3 5dr SUV £58,850–£62,730

0 0

129 120 128 93

8.5 10.9 9.5 9.7

48.8 68.7-69.1 64.5-64.9 227

Grand C4 Spacetourer 5dr MPV £26,530–£32,525

131 114-115 114-115 0

AAAAC

Alternative MPV offers something fresh, comfy, spacious and quietly upmarket. LxWxH 4602x1826x1638 Kerb weight 1297kg

1.2 PureTech 130 AAAAC 1.5 BlueHDi 130

X3 5dr SUV £43,470–£84,765

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

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

326 523

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

AAAAC better option. LxWxH 4671x1881x1624 Kerb weight 1735kg Fabric-roofed grand tourer has just as much talent as its coupé xDrive M40i 336 155 4.9 31.7 203 sibling. LxWxH 4768x2081x1384 Kerb weight 1715kg X4M Competiton 503 155 4.1 24.8 259 Continental GTC 2dr open £185,100–£233,200 AAAAB 420i 181 147 8.2 40.4-41.5 154-159 xDrive20d 187 131 8.0 47.1-47.9 161-165 Immensely capable and refined open-top cruiser with effortless 430i 242 155 6.2 38.7-40.4 160-165 xDrive30d 254 145 5.8 45.6-46.3 159-163 performance. LxWxH 4850x2187x1399 Kerb weight 2414kg M440i xDrive 371 155 4.9 35.3 182 xDrive M40d 322 155 4.9 43.5 169 4.0 V8 542 198 4.0 23.3 275 M4 xDrive Competition 503 155 3.7 27.7 231 6.0 W12 Speed 626 207 3.7 20.2 336 420d 188 147 7.6 55.4-57.6 129-134 X5 5dr SUV £62,210–£136,470 AAAAC 430d 282 155 5.8 50.4-52.3 141-146 More capable, convenient, refined and classy SUV that’s a more satisfying drive. LxWxH 4922x2004x1745 Kerb weight 2110kg Flying Spur 4dr saloon £162,500–£215,500 AAAAB New from the ground up, with the looks and technology of a class 4 Series Gran Coupé 4dr coupé £40,800–£54,670 AAAAC xDrive40i 335 155 5.5 27.7-28.2 227-231 winner. LxWxH 5316x1879x1483 Kerb weight 2437kg The same impressive package we love from the 3 Series, with xDrive45e 282 155 5.6 188.3-235.4 31 added style. LxWxH 4783x2073x1442 Kerb weight 1825kg 4.0 V8 548 198 4.1 22.2 288 xDrive M50i 523 155 4.3 27.3 276 6.0 W12 632 207 3.8 19.1 337 420i 181 146 7.9 41.5 154 X5M Competition 623 155 3.8 22.1 304 430i 242 155 6.2 39.8 160-161 xDrive30d 261 130 6.8 41.5-42.2 175-179 Bentayga 5dr SUV £155,660–£183,735 AAAAB M440i xDrive 371 155 4.7 35.3 182 xDrive40d 340 152 5.5 38.7-39.2 192-196 Crewe’s first attempt at an SUV remains ahead of most luxury 420d 188 146 7.3 56.5 130 rivals. LxWxH 5140x1998x1742 Kerb weight 2505kg 420d xDrive 188 145 7.6 53.3 138 X6 5dr SUV £63,950–£139,170 AAABC 3.0 V6 Hybrid 448 158 5.5 83.1 82 The world’s first off-road coupé, but appearances make it difficult 4.0 V8 542 171 4.5 21.7 302 5 Series 4dr saloon £39,275–£102,385 AAAAB to love. LxWxH 4909x1989x1702 Kerb weight 2065kg The perfect compromise between the comfy E-Class and dynamic xDrive40i 338 155 5.5 28.0-28.5 225-230 BMW XF, and then some. LxWxH 4936x2126x1479 Kerb weight 1530kg xDrive M50i 523 155 4.3 23.5 272 1 Series 5dr hatch £25,915–£37,700 AAAAB 520i 181 146 7.8 44.8-45.6 142-145 X6 M Competition 623 155 3.8 22.4 287 May not drive like a traditional BMW but delivers on upmarket hatch 530e 288 146 5.9 117.7-128.4 32-43 xDrive30d 254 143 6.7 42.2-42.8 172-176 values. LxWxH 4319x1799x1434 Kerb weight 1365kg 530e xDrive 288 146 5.9 134-166 38-48 xDrive40d 340 154 5.5 38.7-39.8 187-191 118i 138 132 8.5 46.3-47.1 130-134 545e xDrive 394 155 3.8 128-134 49-51 128ti 261 155 6.1 40.9 157 M550i xDrive 528 155 3.8 25.9 247 X7 5dr SUV £78,920–£103,815 AAAAC M135i xDrive 302 155 4.8 36.2 177 M5 Competition 616 155 3.3 25.4 252 BMW’s largest SUV yet crowns the line-up, but faces strong 116d 114 TBC 10.1-10.3 60.1-62.8 119-123 520d 187 147 7.5 57.6-58.9 126-129 competition. LxWxH 5151x2000x1805 Kerb weight 2395kg 118d 148 134 8.4-8.5 58.9-60.1 123-127 520d xDrive 187 144 7.6 54.3-55.4 132-135 xDrive40i 338 155 6.1 28.7 249-250 120d 187 144 7.3 55.4-57.6 129-133 530d xDrive 261 155 5.4 51.4-52.3 143-145 xDrive M50i 523 155 4.7 22.1 283-291 120d xDrive 187 TBC 7.0 52.3-53.3 139-142 xDrive40d 340 152 6.1 36.2 203-204 5 Series Touring 5dr estate £41,860–£57,915 AAAAB 2 Series 2dr coupé £34,980–£45,795 AAAAB The excellent 5 Series made in more practical form. The 520d is i3 5dr hatch £33,805–£34,805 AAAAB 23.9 20.8

0-6

2 0/6

Z4 2dr coupé £38,760–£51,295

AAAAC luxurious inside. LxWxH 4708x1891x1676 Kerb weight 1750kg BAC A rounded, engaging and potent coupé let down only by its looks. xDrive20i 181 134 8.3 35.3-35.8 179-181 Mono 0dr open £165,125 AAAAB LxWxH 4768x2081x1390 Kerb weight 1590kg xDrive30e 288 130 6.1 134.5 51-54 An F-22 Raptor for the road, only significantly better built.

420i 181 149 7.5 42.2-44.1 146-151 xDrive M40i 355 155 4.8 31.4 204 LxWxH 3952x1836x1110 Kerb weight 580kg 430i 254 155 5.8 40.4-42.2 153-159 X3M Competition 503 155 4.1 24.8 261 2.5 VVT 305 170 2.8 NA NA M440i xDrive 369 155 4.5 36.7 175 xDrive20d 187 132 8.0 47.1-47.9 154-156 M4 Competition 503 155 3.9 28.8 228 xDrive30d 261 149 5.8 45.6 161-163 BENTLEY M4 xDrive Competiton 503 155 3.5 28.2 227 xDrive M40d 321 155 4.9 43.5 171 Continental GT 2dr coupé £160,500–£212,200 AAAAC 420d 187 143 7.1 58.9-61.4 121-126 Refined and improved in every area, making the Conti a superb 420d xDrive 187 148 7.4 55.4-57.6 129-135 X4 5dr SUV £49,010–£86,525 AAABC 3.9 3.6

)

xDrive 40 xDrive 50

138 178 302 148 188

money can buy. LxWxH 4620x1811x1430 Kerb weight 1565kg

198 207

ph

218i 220i M235i xDrive 218d 220d

AAAAC 318i 152 137 Usable but no less involving or dramatic for it. V10 is deliciously 320i 181 143 brutal. LxWxH 4426x1940x1240 Kerb weight 1590kg 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

542 626

p

(m

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

218i 134 127 9.3 44.1-44.8 143-145 220i 181 142 7.4 42.2 151-153 Q7 5dr SUV £58,770–£98,745 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

4.0 V8 6.0 W12 Speed

To

sp

d ee

iX 5dr SUV £69,905–£94,905

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

grand tourer. LxWxH 4850x1966x1405 Kerb weight 2244kg

p)

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

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

R8 2dr coupé £120,185–£159,890

Po

we

h r (b

128 126

125-128 10.8 130 11.3

46.9 60.1

143-145 136-137 AAABC

C5 Aircross 5dr SUV £24,630–£35,700

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

149-151 50 138-139 AAAAB

Berlingo 5dr MPV £21,875–£28,880

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

AAABC

Leon 5dr hatch £32,005–£37,235

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

30-32 162-163 171-172 AAAAC

Leon Estate 5dr hatch £36,300–£41,060

More practical version of the most potent Leon blows as hot and cold as the hatch. LxWxH 4657x1799x1463 Kerb weight TBC 1.4 eHybrid 2.0 TSI 310

241 306

140 155

7 4.9

201.8 31-34 32.8-34.4 186 AAABC

Ateca 5dr hatch £39,525–£44,795

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

296

153

5.2

32.5

197 AAAAC

Formentor 5dr SUV £28,270–£43,550

Bespoke SUV delivers a well-rounded, sure-footed and rewarding drive. LxWxH 4450x1839x1511 Kerb weight 1569kg 1.5 TSI 150 2.0 TSI 190 1.4 eHybrid 204 1.4 eHybrid 245 2.0 TSI 310

148 188 201 242 310

127 137 127 130 155

8.9 7.1 7.8 7.0 4.9

43.5-44.8 36.2-37.7 201.8-235 176.6-188 32.8-33.2

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

DACIA

AAAAC

Sandero 5dr hatch £9845–£11,995

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

67 90 99

98 111 114

16.7 11.7 11.6

53.3 53.3 52.3

120 120 123

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

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

80kWh

A more expensive and slightly more rugged cheap car – but still limited. LxWxH 4099x1848x1535 Kerb weight 1040kg

282

112

6.8

286

0

1.0 TCe 1.0 TCe 100 Bi-Fuel

88 99

107 109

12 11.9

AAABC

50.4 48.7

127 130-131

16 MARCH 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

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mp

h Ec

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(g/

km

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

options. LxWxH 4995x1925x1465 Kerb weight 1930kg 2.5T 2.2D

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

301 207

155 147

6.0 8.0

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 Electric 64kWh Rich, spacious and comfortable but not a world-class luxury car

31.0 44.8

205 164

just yet. LxWxH 4945x1975x1715 Kerb weight 2145kg

2.5T AAAAB 3.0D

Focus 5dr hatch £22,615–£35,785

301 278

147 143

7.7 7.5

26.2 33.2

240 220

G I N E T TA

AAABC

118 134 278 134 201

112 119 149 96 104

12.0 10.2 5.5 9.6 7.6

44.1-44.8 52.3 32.8 180 280

142-147 114-123 194 0 0

AAABC

Nexo 5dr SUV £69,495

Impressive effort that heads in the right direction for fuel cell cars.

LxWxH 4670x2060x1640 Kerb weight 1814kg 95kW fuel cell

161

130

9.6

42.0mpkg 0

1.0 Ecoboost MHEV 125 123 124 10.0-10.3 55.4 116 Duster 5dr SUV £13,995–£20,845 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 carry more. LxWxH 4669x1825x1481 Kerb weight 1485kg 1.5 dCi 115 4x4 113 108 12.1 51.4 143 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, handling and value. LxWxH 4871x1852x1482 Kerb weight 1455kg 50kWh E-Tense 132 93 8.7 191-206 0 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 S-Max 5dr MPV £33,335–£43,010 AAAAC 1.6 PureTech 180 177 143 8.0 43.9 145 Better to drive and better looking than most but not quite the 1.6 PureTech 225 223 146 7.9 43.7 146 class leader it was. LxWxH 4976x1916x1655 Kerb weight 1645kg 1.6 E-Tense 225 223 145 7.7 176-232 27-35 188 115 9.8 44.1 147 1.5 BlueHDI 130 128 129 10.9 51.4-61.2 121-144 2.5 FHEV 190 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

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

Tardis-like SUV stalwart has lots of space for five and a big boot.

LxWxH 4605x1820x1685 Kerb weight 1515kg

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

and appeal. LxWxH 4570x1895x1620 Kerb weight 1420kg

2.0 i-MMD hybrid

Superb XF is now available in the more practical Sportbrake form.

It’s a win-win. LxWxH 4955x1880x1494 Kerb weight 1660kg

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

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

9 5dr saloon £40,605–£57,200

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

223 223 356

146 149 155

8.1 8.3 5.6

40.9 176-256 176-256

AAABC

Galaxy 5dr MPV £33,735–£39,610

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

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

188 148 188 188

115 122-123 129-131 128

10.0 10.9 9.6-9.8 10.6

43.5 46.3 43.5 40.4

148 160 171 184

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

1.0T Ecoboost 125 1.0T Ecoboost 140

123 138

111 115

11.0-11.6 47.1 10.2 47.1

135 136

AAAAC

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

591

199

3.5

Roma 2dr coupé £175,000 3.9T V8

612

199

3.4

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

9.8 8.9 6.7

50.4 50.4 41.5

127 127 155 AAAAC

and refinement. LxWxH 4614x1883x1678 Kerb weight 1698kg

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

119 124 137

Kuga 5dr SUV £26,795–£39,305

AAAAA 1.5T Ecoboost 150 The last hurrah for the pure internal combustion V8-powered 2.5 FHEV mid-engined Ferrari. LxWxH 4611x1979x1206 Kerb weight 1435kg 2.5 PHEV 3.9T V8 Tributo 710 211 2.9 21.9 292 1.5T EcoBlue 120 2.0T EcoBlue 150 MHEV 812 Superfast 2dr coupé/open £263,098–£446,970 AAAAA 2.0T EcoBlue 190 AWD

777 819

123 153 198

14.7-28.0 230-436 All-new version of popular SUV mixes dynamism with practicality

F8 Tributo 2dr coupé/open £203,476

6.5 V12 6.5 V12 Competizione

AAAAC

Puma 5dr SUV £20,745–£29,710

2.9 2.9

11.2-20.0 320 13.9 385

148 198 223 118 148 188

121 122 125 112 121 129

9.7 9.1 9.2 11.7 9.6 8.7

41.5-42.8 51.4 201.8 55.4 56.5 47.9

151 125 32 134 132 159

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

273 248 379 335 310

0 0 0 0 0

AAABC What’s not to like? LxWxH 4784x1916x1381 Kerb weight 1653kg Super-desirable, cute city car. Pleasant, if not involving to drive – 5.0 V8 444 155 4.8 23.5-23.9 268-274 and better as an EV. LxWxH 3571x1627x1488 Kerb weight 865kg 5.0 V8 Mach-1 453 163 4.6 22.8 260 1.0 Mild Hybrid 69 104 13.8 53.3 119-121 Electric 24kWh 95 84 9.5 118 0 GT 2dr coupé £420,000 AAAAC Electric 42kWh 118 93 9.0 199 0 The GT is back as a race car for the road. Compelling if not perfect.

LxWxH 4808x1928x1692 Kerb weight 1912kg

AAACC 3.5 V6 Ecoboost

500L 5dr MPV £18,525–£21,825

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

650

216

3.0

TBC

TBC

1.5 i-MMD

109

108

9.4-9.9

62.8

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

Tipo 5dr hatch £17,695–£21,695

Likeable left-field choice has style but struggles to threaten the establishment. LxWxH 4685x1850x1400 Kerb weight 1675kg 9.1 6.1 7.4

35.4 35.4 44.5

181 181 166

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

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

1.0 100hp 1.0 Cross

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

98 98

119 114

11.8 12.2

51.4 49.6

125 130

2.0T 197 AAABC 2.0T 245

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

197 245

135 146

9.3 6.4

AAAAC

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

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

GV70 5dr SUV £39,450–£44,370

1.0 100hp

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

98

119

11.8

50.4

126-128

2.5T 2.2D

74 AUTOCAR.CO.UK 16 MARCH 2022

301 207

AAAAC

149 133

AAAAB

XE 4dr saloon £30,210–£40,180

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

1.5 eHEV

131

106

10.7

52.3

CR-V 5dr SUV £31,470–£40,420 181

112

9.2

NSX 2dr coupé £150,090

2.0 P300 AWD 2.0 D200

573

191

2.9

2.0 P250 2.0 P300 AWD 2.0 D200 AAAAC 2.0 D200 AWD 122

38.2

162

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

i10 5dr hatch £13,025–£16,400 99 84

115 106

10.5 12.6

52.3 51.4

i20 5dr hatch £16,500–£24,995

123 124

98 98 118 201

117 117 115 142

10.4 10.4 10.2 6.7

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

246 296 198 198

155 155 146 143

246 296 198 198

150 155 143 143

6.9 6.1 7.6 7.8

7.1 6.2 7.8 8.0

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

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

AAAAB

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

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

and beauty. LxWxH 4482x1923x1311 Kerb weight 1525kg 2.0 P300 5.0 P450 5.0 P575

296 444 518

155 177 186

5.7 4.6 3.7

29.9 215 26.0-26.8 239-246 26.4 243

F-Type Convertible 2dr open £63,445–£103,200 AAAAB AAAAC Costs serious money, but you get a serious car with a likeable wild

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

5.9 7.3

F-Type 2dr coupé £54,965–£98,110 AAAAB AAAAC A full-blooded assault on Porsche’s backyard, with noise, power

HYU N DAI

1.0 T-GDi 1.2 MPi

155 146

LxWxH 4954x1880x1457 Kerb weight 1545kg

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

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

47.9-49.6 54.3-55.4 53.3 40.4

120 115-118 120 158

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 AAABC

E-Pace 5dr SUV £36,015–£50,240

Misses the mark for keen drivers, but is still a desirable SUV i30 5dr hatch £20,910–£33,745 AAABC nevertheless. LxWxH 4411x1984x1649 Kerb weight 1775kg As good as we’ve come to expect from Hyundai, but not one inch 2.0 P200 198 134 7.7 30.1 213 better. LxWxH 4340x1795x1455 Kerb weight 1194kg 2.0 P250 245 143 6.6 29.8 215 1.0 T-GDi 120 118 1.5 T-GDi 157 2.0 T-GDi 275 N Performance 272 1.6 CRDi 115 113

118 130 155 118

11.1 8.6 6.1 11.0-11.2

45.6 42.2-46.3 34.0 58.9-60.1

121-122 142 188 121-122

charm. LxWxH 4455x1795x1425 Kerb weight 1287kg 1.5 T-GDi 157 2.0 T-GDi 275 N Performance 272

130 155

8.6 6.1

49.6-52.3 141-151 34.0 188

AAABC

Ioniq 5dr hatch £24,045–£35,050

2.0 P300 1.5 P300e 2.0 D165 2.0 D165 AWD 2.0 D200 AWD

295 305 163 163 201

151 134 128 124 131

5.9 6.5 10.0 9.8 8.4

28.3 143.1 43.4-45.4 42.9-43.4 42.9-43.0

226 44 163 171-172 170-173

AAAAC

F-Pace 5dr SUV £40,675–£78,165

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

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

I-Pace 5dr SUV £65,245–£76,695

First attempt at electrification for the masses is a good effort.

LxWxH 4470x1820x1450 Kerb weight 1370kg

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

1.6 Hybrid 141 1.6 Plug-in Hybrid 141 Electric

EV400

139 139 132

115 110 110

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

398

124

4.5

292

0

JEEP

AAACC AAAAC Wants to be a catch-all crossover but is beaten by more road-

Ioniq 5 5dr hatch £36,995–£48,145

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

G70 4dr saloon £33,400–£40,480 139 149 143

AAABC

JAGUAR

AAAAC

Civic 5dr hatch £21,990–£40,090

affections. LxWxH 4180x1775x1500 Kerb weight 1233kg GENESIS

197 245 200

156 144-151 162 127 31

Compass 5dr SUV £27,125–£37,795

Won’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

2.0T 197 2.0T 245 AAABC 2.2D 200

40.9 43.5 39.8 50.4 201.8

102-110

AAAAC developing class. LxWxH 4635x1890x1605 Kerb weight 1145kg 1.4 95hp 93 103-111 13.4 38.7-39.8 166-170 Capable pick-up becomes off-road monster in Raptor spec but 58kWh 170 115 8.5 240 0 loses VAT incentives. LxWxH 5277x1977x1703 Kerb weight 1866kg 73kWh 217 115 7.4 300 0 500X 5dr hatch £19,865–£24,065 AAABC 2.0 EcoBlue 130 128 106 13.5 42.8 173 73kWh AWD 305 115 5.2 268 0 Familiar styling works rather well as a crossover. Drives okay, too. 2.0 EcoBlue 170 158 109 11.8 40.4-43.5 184-207 LxWxH 4248x1796x1600 Kerb weight 1295kg 2.0 EcoBlue 213 210 106 10.5 30.7 201-233 Bayon 5dr crossover £20,295–£24,545 AAAAC 1.0 120hp 118 117 10.9 42.2-45.6 142-153 3.2 Duratorq TDCI 200 197 109 10.6 32.1-36.2 221-231 Much better at meeting your motoring needs than kindling your

Panda 5dr hatch £13,130–£18,530

10.3 9.6 9.0 8.0 8.6

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

2.0 P250 AWD 3.0 P400 AWD i30 Tourer 5dr estate £21,660–£26,460 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

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

F I AT

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

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 E 5dr hatch £30,715–£33,215 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

i30 Fastback 4dr saloon £25,660–£34,495 AAABC AAAAC Combines good looks with sensible practicalities and dynamic

Mustang Mach-E 4dr crossover £41,330–£67,225

AAAAC

Tucson 5dr SUV £28,710–£42,030

H O N DA

FERRARI

Portofino 2dr open £166,295

NA

AAACC The smallest Hyundai matures and regains leadership of the city Facelifted version of the pumped-up Fiesta is okay, but developing- car class. LxWxH 4035x1734x1474 Kerb weight 933kg world roots show. LxWxH 4096x1765x1653 Kerb weight 1280kg 1.0 MPi 67 97 14.6 53.3 114-120

Ecosport 5dr SUV £20,250–£22,300 155 33-35 41-43

)

CO 2

(

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

Po

we

h r (b

6.1 7.9

29.7 40.0

216 185

98 118

113 115

10.7 10.4

53.3 53.3

120-121 121

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

138 167 118 167

119 124 115 122

9.9 9.5 11.0 9.5

37.7 32.5 47.9 38.2

172 209 157 191 AAABC

Renegade 5dr SUV £23,405–£36,500

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 AAAAC

Wrangler 2dr/4dr SUV £49,450–£58,120

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

AAAAC

Picanto 5dr hatch £11,200–£16,000

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 Po

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Rio 5dr hatch £13,850–£20,350 83 99 118

108 115 118

12.7 10.0 9.8

52.3 53.3 51.4

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

120-122 120 118-125

1.8 Sport 240 1.8 Cup 250

243 248

147 149

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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

LOTUS

Elise 2dr open £41,245–£49,145

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

Po

we

h r (b

4.5 4.3

36.2 36.2

177 177

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

44.1 142 37.7-40.4 155

McLAREN

AAAAC

Ceed 5dr hatch £20,055–£29,025

AAAAB

Exige 2dr coupé/open £66,385–£102,985

Third-generation hatchback can now compete for class honours.

LxWxH 4310x1800x1447 Kerb weight 1315kg

Sharp, uncompromising track car. Unforgiving on the road.

LxWxH 4084x1802x1129 Kerb weight 1125kg

1.0 T-GDi 118 1.5 T-GDi 158 1.6 T-GDi 201 1.6 CRDi 48V

116 156 198 134

116 128-130 142 124

10.9 8.6-8.9 7.5 9.8

47.9-50.4 43.5-46.3 38.2 57.6

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

1.6 CRDi 48V 1.6 GDi PHEV

134 137

124 106

10.0 10.5

57.6 121-126 118.3-217.2 33

122-126 129-135 153 118-120

397 420 430

172 180 174

3.8 3.4 3.3

27.7 28.7 27.7

230 230 230

AAAAA

720S 2dr coupé/open £221,800–£250,290

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

276 AAAAB

765LT 2dr coupé £312,800

Longtail treatment puts a deliciously sharp edge on the 720S. Defender 110 5dr SUV £49,665–£108,040 AAAAB Evora 2dr coupé £85,285–£88,285 AAAAC LxWxH 4600x2161x1159 Kerb weight 1419kg Ceed Sportswagon 5dr estate £20,755–£30,540 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 23.0 280 on-road niceties. LxWxH 5018x2008x1967 Kerb weight 2209kg about the interior. LxWxH 4084x1802x1129 Kerb weight 1395kg All of the above, but with cavernous, more practical load space.

LxWxH 4600x1800x1465 Kerb weight 1389kg 2.0 P300 298 119 8.1 24.2 263 3.5 V6 GT410 404 174-190 4.1-4.2 25.7-26.7 248 GT 2dr coupé £165,300 AAAAB 1.0 T-GDi 118 116 118 10.9 47.1 121-127 3.0 P400 398 119 6.1 24.6-24.7 260-261 Woking’s most user-friendly car to date is still a McLaren first and M A S E R AT I foremost. LxWxH 4683x2095x1213 Kerb weight 1339kg 1.5 T-GDi 158 156 128-130 8.6-8.9 43.5-46.3 131 2.0 P400e 398 119 5.6 85.6 77 5.0 P525 3.0 D200 3.0 D250 AAABC 3.0 D300

Proceed 5dr hatch £25,080–£29,840

518 198 246 296

119 109 117 119

5.2 10.3 8.3 7.0

19.1 32.2 32.2 32.2

334 230 230 230

AAAAC

EV6 5dr hatch £40,895–£51,895

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

0 0 AAAAC

Soul EV 5dr hatch £34,945

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

201

104

7.6

280

0 AAABC

Stinger 4dr saloon £42,905

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

233 AAABC

Niro 5dr SUV £25,405–£39,645

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

110-120 29 0 0 AAABC

Stonic 5dr SUV £18,650–£22,700

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 AAABC

Sportage 5dr SUV £23,810–£34,700

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

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

AAABC

Sorento 5dr SUV £39,350–£53,485

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

AAAAC

X-Bow 0dr open £57,345–£70,717 Eccentric looks and sharp handling but expensive.

LxWxH 3738x1915x1202 Kerb weight 847kg 2.0 R 2.0 GT

290 280

143 143

3.9 4.1

NA NA

NA NA AAAAC

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

Junior Lambo mixes usability and drama skilfully, in both coupé and Spyder forms. LxWxH 4459x1924x1165 Kerb weight 1389kg 202 201 202

3.3 2.9 3.0

20.5 20.3 20.3

330-335 332-338 331 AAAAC

Aventador 2dr coupé/open £274,106–£482,962

Big, hairy V12 has astonishing visuals and performance. Handling could be sweeter. LxWxH 4797x2030x1136 Kerb weight 1575kg 6.5 V12 S 6.5 V12 SVJ

730 759

217 217

2.9 2.8

15.4 15.8

499 486

189

3.6

22.2

325

desirability. LxWxH 4597x2069x1727 Kerb weight 1732kg 2.0 P250 2.0 P290 1.5 P300e 2.0 D165 2.0 D200

298 398 518 198 246 296

247 288 298 162 201

140 144 130 112 117

8.1 7.5 6.6 10.6 8.9

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

Discovery 5dr SUV £53,150–£68,110

119 119 119 109 117 119

3.0 P360 3.0 D250 3.0 D300

355 246 296

130 120 130

6.5 8.1 6.8

26.0-26.4 241-245 33.4-33.7 220-222 33.2-33.5 221-223

24.6 25.6 19.3-19.5 32.8 32.8 32.7

4.9 4.3

25.0 23.0

254 279

23.7

270

4.0 V8

789

208

2.8

22.7

280

MERCEDES-BENZ

AAACC

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

AAAAC

A-Class 5dr hatch £24,100–£57,235

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 3.0 V6 3.0 V6 S 3.8 V8

345 424 572

168 179 203

5.5 5.0 4.5

25.0 24.8 23.2

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

2.0 Skyactiv-G 2.0 Skyactiv-G 2.0 Skyactiv-G GT

143 163 191

128 133 139

10.0 9.4 8.1

41.5 41.5 37.2

155 155 172

CX-30 5dr SUV £22,945–£31,700 AAAAC AAABC Dynamic qualities, a classy interior and a handsome look set it

LEXUS

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

9.2 8.4 6.4 6.9 4.9 4.0 7.2

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

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

AAABC

218

112

8.9

53.2

119

2.0 e-Skyactiv-X 186

457 354

168 155

4.7 5.0

34.8 24.3

184 262

MX-5 2dr open £24,055–£30,170

242 306

124 124

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

215 114 148 187

146 124 136 145

6.8 9.8 8.3 7.2

235.4 61.4 57.7 56.5

27 137-138 134-144 136-137 AAAAC

C-Class 4dr saloon £38,785–£52,125

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

127

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

NX 5dr SUV £38,300–£57,810

183

1.3 B250e 1.5 B180d 2.0 B200d 2.0 B220d

1.5 C200 221 153 7.3 44.1 146 2.0 C300 278 155 6.0 42.2 152-159 LS 4dr saloon £78,925–£105,405 AAABC CX-5 5dr SUV £27,545–£38,785 AAAAC 2.0 C300e 331 152 6.1 256.8 14-24 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 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 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 2.5 194 191 121 9.2 35.3 182 C-Class Estate 5dr estate £40,420–£53,425 AAABC 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 dynamic package. LxWxH 4755x2033x1494 Kerb weight 1710kg An also-ran, but the V8 RC F packs plenty of character and handles 2.2d 184 181 129 9.3 42.8 175 well enough. LxWxH 4695x1840x1395 Kerb weight 1736kg 1.5 C200 221 149 7.5 38.1-43.4 149-168 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 Classy and affordable all-electric crossover marred only by its 2.0 C300e 331 151 6.2 403.6 15 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 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

AAAAB 2.5 NX 350h 2.5 NX 450h+ PHEV

7.1 6.0 5.2 9.8 8.0 6.7

3.2

A slightly odd prospect, but practical and classy nonetheless.

The country bumpkin given elocution lessons without losing its 6 Tourer 5dr estate £25,990–£33,710 AAABC LxWxH 4393x1786x1557 Kerb weight 1395kg rugged capabilities. LxWxH 4956x2073x1888 Kerb weight 2115kg Attractively styled and spacious inside, but only average to drive. 1.3 B180 134 132 9.0 45.6 140-142 2.0 P300 296 125 7.3 24.9-25.1 254-256 LxWxH 4805x1840x1480 Kerb weight 1465kg 1.3 B200 159 139 8.2 46.3 140-142

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

178 203

Refined and dynamically satisfying in a saloon bodystyle.

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

L AN D ROVE R

Defender 90 5dr SUV £48,910–£105,395

424 572

AAAAB LxWxH 4460x1795x1440 Kerb weight 1405kg Seven seats, at home on road and off road, plus new-found 2.0 e-Skyactiv-X 186 183 134 8.1

LxWxH 4770x1920x1345 Kerb weight 1935kg

power better. LxWxH 5112x2016x1638 Kerb weight 2200kg 631

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

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

AAAAC 5.0 V8 LC 500 Lambo’s second SUV is more alluring and aims to use the V8’s 3.5 V6 LC 500h

Urus 5dr SUV £177,297–£197,150 4.0 V8

8.0 7.0 6.3 6.4 10.1 8.5

204

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 Merc saloon. LxWxH 4549x1796x1446 Kerb weight 1465kg 3.0 D300 MHEV 296 143 6.5 36.1-37.2 199-205 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 sportier to drive. LxWxH 4688x1830x1444 Kerb weight 1490kg 3.0 D350 348 140 6.9 29.8 249 1.5 Skyactiv-G 90 88 110 12.1 52.3 122 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 diesel engines. LxWxH 4460x1795x1435 Kerb weight 1411kg 2.0 P400e 399 137 6.8 75.7-85.1 75 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

2.5 VVT-i ES 300h

608 631 631

134 143 150 132 120 120

ES 4dr saloon £35,905–£49,455

LAMBORGHINI

5.2 V10 Evo RWD 5.2 V10 Evo 5.2 V10 STO

198 248 298 298 163 201

612

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.

LxWxH 4744x2155x1229 Kerb weight 1309kg 3.0 V6 345 166 5.5 25.2 254

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 generation. LxWxH 4371x1996x1649 Kerb weight 1891kg 1.6 T-GDi 201 198 140 7.2 39.3 163 2.0 P200 Xceed 5dr hatch £21,205–£35,055 AAABC 2.0 P250 Crossover-styled hatch that drives well, but lacks practicality and 2.0 P300 polish. LxWxH 4395x1826x1483 Kerb weight 1332kg 1.5 P300e 1.0 T-GDi 118 116 115 10.9 45.6 140-146 2.0 D165 1.5 T-GDi 158 156 129 8.7 44.8 142-143 2.0 D200 1.6 GDi PHEV 137 99 10.6 217.3 38

AAACC 4.0 V8

Ghibli 4dr saloon £64,065–£104,960

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

16 MARCH 2022 AUTOCAR.CO.UK 75

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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

149 143 155 155 134 144 143

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

187-198 53 233-245 294-296 154-167 178-179 50 AAAAC

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

2.0 E300 3.0 E450 4Matic 3.0 AMG E53 4Matic+ 2.0 E220d 3.0 E300d 4Matic 2.9 E400d 4Matic

237 362 429 189 242 325

155 155 155 145 155 155

6.4 5.0 4.4 7.6 6.4 5.3

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

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AAAAC

Electric 3dr hatch £28,500–£35,050

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

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

180

93

7.3

144

MITSUBISHI

Mirage 5dr hatch £10,580–£14,065

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AAAAC

308 SW 5dr estate £25,200–£29,530

0

1.2 PureTech 130 1.6 Hybrid 1.6 Hybrid 225 AAACC 1.5 BlueHDi

131 180 225 131

130 139 146 129

9.9 7.7 7.6 10.9

52.1 213-281 213-266 65.0

122 25-30 26-30 113-114

508 4dr saloon £27,865–£53,995

1.2 Mi-VEC

Stylish and likeable but lacking the polish of more premium rivals.

LxWxH 4750x1859x1430 Kerb weight 1535kg

79

107

11.7-12.8 47.9-55.4 113-121

ASX 5dr SUV £21,060–£26,830

)

CO 2

A straightforward hatchback – but not for the likes of us.

LxWxH 3795x1665x1505 Kerb weight 845kg

AAAAC

AAACC 1.2 PureTech 130 131 127 8.1 49.1 129 1.6 Hybrid 223 155 8.3 166.0-235.0 27-38 1.6 Hybrid PSE 355 155 5.2 141.2 42 37.7 171 1.5 BlueHDi 130 126 126 10.0 62.0 124 34.4 185 508 SW 5dr estate £30,515–£55,795 AAACC AAACC Bodystyle takes the edge off the 508’s style yet doesn’t fully

Decent engines, but otherwise an unexceptional crossover.

LxWxH 4355x1770x1640 Kerb weight 1260kg 2.0 MI-VEC 2WD 2.0 MI-VEC 4WD

148 148

118 118

10.2 12.5

Eclipse Cross 5dr SUV £22,560–£30,590

Stylish, future-looking mid-sized SUV shows where Mitsubishi’s destiny lies. LxWxH 4695x1810x1710 Kerb weight 1425kg 1.5 Mi-VEC 2WD 1.5 Mi-VEC 4WD

160 160

127 124

9.7 10.4

36.2-37.7 170-177 32.8 196 AAABC

Outlander 5dr SUV £29,450–£44,225

Creditable effort, but still cheap in places: PHEV a boon for fleet users. LxWxH 4695x1810x1710 Kerb weight 1565kg

2.0 Mi-VEC 4WD AAAAC 2.0 Mi-VEC PHEV

GLE 5dr SUV £64,650–£117,095

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 AAAAC 3.0 V6 AMG E53 4Matic+ 429 155 4.6 29.7 216-219 GLE Coupé 5dr SUV £72,215–£125,770 May not be your idea of a desirable luxury car, but it’s certainly an 4.0 V8 AMG E63 S 4Matic+ 603 180 3.5 22.6-23.3 282 2.0 E220d 191 142 7.8 50.4 148-161 effective one. LxWxH 4946x2014x1716 Kerb weight 2295kg 432 155 5.3 25.7 244 2.0 E300d 242 155 6.6 40.4-46.3 156-159 3.0 AMG GLE 53 4Matic 188.3 41 4.0 AMG GLE 63 S 4Matic 603 174 3.8 TBC 280 2.0 E300de 302 146 6.0 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

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AAAAC 2.0 GLC 300 4Matic 255 2.0 GLC 300e 4Matic 320 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 7.4 5.8 5.0 4.5 3.4 7.4 6.3 5.9 5.1

p)

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

Retains the sleek coupé style and has more tech – without losing its allure. LxWxH 4996x1896x1436 Kerb weight 1935kg

and luxurious. LxWxH 4923x1852x1468 Kerb weight 1680kg

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Won’t break records on range or usability, but has plenty of zip and Blends character and practicality, without compromising on the driver appeal. LxWxH 3850x1727x1414 Kerb weight 1440kg hatchback’s style. LxWxH 4635x2062x1442 Kerb weight 1345kg

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

149 155 155 155 155 146 155 149 155

)

Not exactly exciting to drive, but does luxury and refinement better than most. LxWxH 4656x1890x1639 Kerb weight 1735kg

GLC Coupé 5dr SUV £47,420–£95,225

194 315 363 429 603 191 261 302 325

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GLC 5dr SUV £44,545–£93,400

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

my

148 200

118 106

13.3 11.0

32.5 139.7

196 46

address practicality. LxWxH 4778x1859x1420 Kerb weight 1430kg 1.2 PureTech 130 1.6 Hybrid 1.6 Hybrid PSE 1.5 BlueHDi 130

131 223 355 126

127 155 155 129

8.3 8.3 5.2 10.1

49.1 129 166.0-235.0 27-38 141.2 42 62.0 127 AAAAC

2008 5dr SUV £21,365–£38,580

Compact crossover has most rivals licked, but class is still waiting for a game-changer. LxWxH 4300x1770x1550 Kerb weight 1205kg

1.2 PureTech 100 98 1.2 PureTech 130 128 Shogun Sport 5dr SUV £31,950–£33,950 AAACC 1.2 PureTech 155 153 Has a fitness for purpose that could appeal to those who tow or 50kWh e-2008 136 haul big loads. LxWxH 4785x1815x1805 Kerb weight 2100kg 1.5 BlueHDi 98 2.4 DI-DC 4WD 179 112 11.0 32.8 227 3008 5dr SUV £27,555–£47,210

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

125-127 132 141 0 118-120

AAAAC

Cleverly packaged Peugeot offers just enough SUV DNA to make Plus Four 2dr open £63,605 AAABC the difference. LxWxH 4447x2098x1624 Kerb weight 1250kg Morgan’s four-cylinder lifeblood model gets 21st-century 1.2 PureTech 130 126 117 10.5-10.8 37.2 146-149 underpinnings. LxWxH 3830x1500x1250 Kerb weight 1013kg 1.6 Hybrid 223 146 5.9 157-222 29 MORGAN

2.0

255

149

5.1

38.8

165 AAABC

Plus Six 2dr open £82,945

Feels like progress in lots of ways, but not yet the driver’s car it might be. LxWxH 3890x1756x1220 Kerb weight 1075kg 3.0

335

166

4.2

38.2

180

1.6 Hybrid4 1.5 BlueHDi 130

298 126

149 119

5.9 9.5

166-235 55.1

36 137-139

AAAAC

5008 5dr SUV £30,010–£41,340

Less MPV, more SUV, and shares its siblings’ good looks. Competent to drive, too. LxWxH 4641x1844x1640 Kerb weight 1511kg

1.2 PureTech 130 1.6 PureTech 180 Micra 5dr hatch £14,340–£19,390 AAAAC 1.5 BlueHDi 130 Refreshed look and better handling makes it an enticing choice.

2.0 BlueHDi 180 NISSAN

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

Has its flaws, though. LxWxH 3991x1743x1455 Kerb weight 1490kg 227 304 273

1.0 IG-T 92

91

111

11.8

50.4

Leaf 5dr hatch £28,495–£34,945

123-129

P O L E S TA R

AAAAC AAAAC Limited-run sports GT delivers petrol-electric performance and

1 2dr coupé £139,000

Better looks, better value and better range from this second-gen

Swedish styling. LxWxH 4586x2023x1352 Kerb weight 2345kg

refinement. LxWxH 4425x2084x1625 Kerb weight 1435kg

Our idea of drop-top heaven. Exceptional to drive, whether cruising or hurrying. LxWxH 4379x1801x1280 Kerb weight 1335kg

AAABC electric hatch. LxWxH 4387x1768x1520 Kerb weight 1245kg 2.0 plug-in hybrid 596 155 4.2 353.1 29 Massively expensive and compromised, but with character in 40kWh 147 90 7.9 168 0 E-Class Cabriolet 2dr open £51,010–£74,140 AAAAC abundance. LxWxH 4866x1984x1969 Kerb weight 2550kg 62kWh 214 98 6.9-7.3 239 0 2 5dr hatch £40,900–£46,900 AAAAC Refined and sophisticated four-seater in the same mould as the 3.0 GLE 400d 4Matic 325 130 6.4 25.7 281-282 High-rise saloon takes the EV off in a development direction all of S-Class Cabriolet. LxWxH 4846x1860x1429 Kerb weight 1780kg 4.0 V8 AMG G63 4Matic 578 137 4.5 18.6-18.8 373 Juke 5dr hatch £18,840–£25,340 AAABC its own. LxWxH 4607x1859x1478 Kerb weight 2048kg 2.0 E300 237 155 6.6 30.0 189-190 Second-generation crossover is mpressive in some respects, but 63kWh Standard Range 221 99 7.4 273 0 MG outstanding in few. LxWxH 4135x1765x1565 Kerb weight 1605kg 3.0 E450 4Matic 362 155 5.8 28.8-30.7 208 78kWh Long Range 228 99 7.4 317 0 3.0 AMG E53 4Matic 429 155 4.5 29.7-30.7 217-219 3 5dr hatch £12,495 AAABC 1.0 DiG-T 114 114 112 10.7 47.9 134-139 78kWh Long Range AWD 402 127 4.2 298 0 2.0 E220d 189 147 7.8 42.8-48.7 162-163 Neatly tuned and nice sporty styling. Breaks the mould for budget PORSCHE superminis. LxWxH 4018x1729x1507 Kerb weight 1125kg 2.0 E300d 242 155 6.6 40.9-46.3 172 Qashqai 5dr SUV £23,555–£38,285 AAAAC 2.9 E400d 4Matic 325 155 5.4 TBC 193 1.5 VTi-Tech 104 108 10.9 42.3 152 Ticks the important family car boxes, but ICE powertrain lacks 718 Boxster 2dr open £48,490–£76,905 AAAAB AAAAB

S-Class 4dr saloon £90,850–£204,375

Bristling with technology, luxury and performance. Sets new class standards. LxWxH 5125x1899x1493 Kerb weight 1990kg 3.0 S500 3.0 S580e 3.0 S580 Maybach 6.0 V12 S680 Maybach 2.9 S350d 2.9 S400d

440 510 503 612 286 328

155 155 144 155 155 155

4.9 5.2 4.8 4.5 6.4 5.4

29.7-35.3 353.1 26.2 19.8 39.8-42.8 38.2-38.7

181-201 19 253-265 325 173-190 192-196

G-Class 5dr SUV £101,565–£171,715

AAABC 1.3 DiG-T 140 Segment-first electric estate could be all the real-world EV you 1.3 DiG-T 158

5 SW EV 5dr estate £27,595–£31,495

mixed success. LxWxH 4574x1876x1664 Kerb weight 1489kg 162 254

118 118

9.9 7.1

36.2-37.2 168 155.8 43

ZS 5dr SUV £15,995–£33,995

108kW 450+ 4Matic

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

130

6.2

AMG GT 2dr coupé/open £108,390–£377,120

412-453

0

AAAAC 1.5 VTi-Tech 1.0T GDi 45kWh EV 21.9-22.1 289-290 73kWh EV 22.1 289 22.1 292

Million-dollar looks and a railgun V8, but extremely firm chassis affects its usability. LxWxH 4544x1939x1287 Kerb weight 1615kg 4.0 V8 GT 4.0 V8 GT R 4.0 V8 GT Black Series

522 577 718

193-194 3.7-3.8 198 3.6 202 3.2

AMG GT 4-Door Coupé 4dr saloon £141,855–£146,855 AAAAB Four-door, four-wheel-drive GT is confusing to contemplate but impressive to drive. LxWxH 5054x1953x1447 Kerb weight 2100kg 4.0 V8 GT63 S 4Matic+

630

196

3.2

21.4-22.1 294-298 AAABC

GLA 5dr SUV £31,465–£65,390

Not the most practical crossover but good looking and very decent to drive. LxWxH 4417x1804x1494 Kerb weight 1395kg 1.6 GLA 180 1.6 GLA 200 1.3 GLA 250e 2.0 GLA 250 4Matic 2.0 AMG GLA 35 4Matic 2.0 AMG GLA 45 S 4Matic+ 2.0 GLA 200d 2.0 GLA 220d

120 152 135 204 302 415 150 188

124 134 137 143 155 155 127 136

8.7-9.0 8.1-8.4 7.1 6.6 5.2 4.3 8.6-8.9 7.3

35.3-40.4 34.9-39.8 201.8 32.5-35.8 32.5 28.8 52.3 49.6

151-155 151-155 31 172-174 186-198 215-224 121 141-149

AAACC

EQA 5dr SUV £43,495–£44,995

A competent but entirely average electric SUV. For the money, we expect better. LxWxH 4463x1834x1624 Kerb weight 1965kg 67kWh 250 67kWh 300 4Matic 67kWh 350 4Matic

188 228 292

99 99 99

8.5 7.7 6.0

255-264 0 260-268 0 268 0

76 AUTOCAR.CO.UK 16 MARCH 2022

44.3 143-144 41.5-44.4 145

104 109 143 156

109 112 87 108

10.9 12.4 8.5 8.4

41.5 38.6 163 273

155 166 0 0

32.5 32.5 29.1 25.9 25.4

198 199 229 247 251 AAAAA

Scalpel-blade incisiveness, supreme balance and outstanding GT-R 2dr coupé £88,365–£184,065 AAAAC driver involvement. LxWxH 4379x1801x1295 Kerb weight 1335kg Monstrously fast Nissan has been tweaked and sharpened. Still a 2.0 290 170 4.9-5.1 32.8 197 blunt object, though. LxWxH 4710x1895x1370 Kerb weight 1725kg 2.0 T 296 170 4.9-5.3 35.5 198

AAACC 3.8 V6 3.8 V6 Nismo

562 592

196 196

2.9 2.8

20.2 19.7

316 325

2.5 S 4.0 GTS 4.0 GT4

339 396 414

177 182 188

4.4-4.6 4.5 4.4

29.1 25.9 25.7

228 247 251

NOBLE

AAABC

M600 2dr coupé £248,000–£287,600

Deliciously natural and involving; a bit ergonomically flawed.

LxWxH 4360x1910x1120 Kerb weight 1198kg 4.4 V8

662

225

3.0

16.8

AAAAB

911 2dr coupé £86,835–£164,650

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

333

3.0 Carrera 380 182 4.0 27.4 233 3.0 Carrera 4 380 180 4.0 26.9 238 PEUGEOT 3dr Hatch 3dr hatch £16,605–£33,800 AAAAB 3.0 Carrera S 444 191 3.7 27.4 234 Three-pot engines and cleverly designed interior make the Mini a 108 3dr/5dr hatch £13,320–£14,925 AAABC 3.0 Carrera 4S 444 190 3.4 26.9 239 superb choice. LxWxH 3821x1727x1414 Kerb weight 1190kg Sibling car to the Aygo – and a distant second to most city car 3.0 Carrera GTS 473 193 3.4 24.8-26.4 244-258 rivals. LxWxH 3475x1615x1460 Kerb weight 840kg 1.5 One 101 121 10.1-10.2 49.6 130 3.0 Carrera 4 GTS 473 193 3.3 24.8-26.6 240-259 1.5 Cooper 134 130 7.8-7.9 48.7-49.6 130-132 1.0 72 71 100 13.0 58.9 110 3.0 Targa 4 380 179 4.4 26.9 239 2.0 Cooper S 189 145-146 6.7-6.8 44.1 145 3.0 Targa 4S 444 189 3.8 26.4 244 2.0 John Cooper Works 227 152 6.1-6.3 39.8 160 208 3dr/5dr hatch £17,860–£33,975 AAABC 3.0 Targa 4 GTS 473 193 3.4 24.8-27.1 236-258 A big improvement for Peugeot, if not for the supermini class.

4.0 GT3 503 199 3.4 21.7-21.9 283-304 5dr Hatch 5dr hatch £17,305–£25,700 AAAAB LxWxH 3475x1615x1460 Kerb weight 1065kg 3.7 Turbo 572 199 2.8 23.5 271 Mini charm in a more usable package, but still not as practical as 1.2 PureTech 75 72 106 14.9 58.9 124 3.7 Turbo S 641 205 2.7 23.5 271 rivals. LxWxH 3982x1727x1425 Kerb weight 1240kg 1.2 PureTech 100 98 117 9.9 53.0 124-126 1.5 One 101 119 10.6 49.6 130 1.2 PureTech 130 128 129 8.7 51.9 128 911 Cabriolet 2dr open £96,635–£172,710 AAAAC 1.5 Cooper 134 129 8.4 48.7-49.6 131-132 50kWh e-208 136 93 8.1 194-217 0 Fewer compromises than ever, if rewarding only at full attack.

2.0 Cooper S 175 146 6.9 44.1-45.6 141-146 1.5 BlueHDi 100 99 117 10.2 70 109-110 LxWxH 4519x1852x1297 Kerb weight 1585kg 3.0 Carrera 380 180 4.4 27.2 236 Convertible 2dr open £21,305–£30.515 AAABC 308 5dr hatch £24,000–£38,800 AAAAC 3.0 Carrera 4 380 180 4.4 26.9 238 A fun open-top car but compromised on practicality and dynamics. Brings electrification and design flair but retains the old model’s 3.0 Carrera S 444 190 4.4 27.4 233 LxWxH 3821x1727x1415 Kerb weight 1280kg dynamic character. LxWxH 4365x1850x1441 Kerb weight 1288kg 3.0 Carrera 4S 444 188 3.6 26.6 241 1.5 Cooper 134 128 8.8 46.3 138-139 1.2 PureTech 130 131 130 9.7 52.1 122 3.0 Carrera GTS 473 192 3.6 26.9 239 2.0 Cooper S 175 143 7.2 42.2 151 1.6 Hybrid 180 140 7.6 213-281 23-30 3.0 Carrera 4 GTS 473 191 3.5 25.0 244 2.0 John Cooper Works 227 150 6.6 39.2 165 1.6 Hybrid 225 225 146 8.0 213-266 24-30 3.7 Turbo 572 199 2.9 23.3 275 1.5 BlueHDi 131 129 10.6 65.4 113-114 3.7 Turbo S 641 205 2.8 23.3 275 Clubman 5dr hatch £23,005–£36,255 AAAAC Cheery and alternative Mini ‘six-door’ takes the brand into new Panamera 4dr saloon £72,715–£141,780 AAAAA MINI

territory. LxWxH 4253x1800x1441 Kerb weight 1375kg

AAABC 1.5 Cooper 134 128 9.2 47.1 136-137 Boxy SUV mixes rough-and-tumble styling cues and seven-seat 2.0 Cooper S 175 142 7.3 42.2 152-153 versatility. LxWxH 4634x1834x1659 Kerb weight 2085kg 2.0 John Cooper Works All4 302 155 4.9 38.2 169 1.3 GLB 200 160 129 9.1 40.4 160-165 2.0 AMG GLB 35 302 155 5.2 32.5 198 Countryman 5dr hatch £24,805–£37,825 AAABC 2.0 GLB 200d 148 127 9.0 47.9 149-156 Bigger than before, but still more funky than useful. Still not all that 2.0 GLB 220d 188 135 7.6 47.9 156-158 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

GLB 5dr SUV £36,945–£50,205

10.2 9.9

2.0 290 170 4.9-5.1 2.0 T 296 170 4.7-5.3 53kWh 154 115 7.7 214 0 X-Trail 5dr SUV £26,235–£33,220 AAABC 2.5 S 339 177 4.4-4.6 61kWh 154 115 7.7 250 0 Shortfalls on refinement and drivability, plus a slight lack of the 4.0 GTS 396 182 4.5 original’s character. LxWxH 4640x1820x1710 Kerb weight 1505kg 4.0 Spyder 414 189 4.4 HS 5dr SUV £21,495–£32,595 AAACC 1.3 DiG-T 160 158 123 11.5 37.8-38.5 166-173 Goes big on metal for the money but covers its budget roots with 1.7 dCi 150 148 121 10.7 44.5-47.5 155-171 718 Cayman 2dr coupé £46,630–£78,495

Luxurious in every respect and a tantalising showcase for the future. LxWxH 5032x1899x1411 Kerb weight 2480kg 325

122 123

need. LxWxH 4544x1729x1509 Kerb weight 1532kg

1.5 T-GDI AAAAB 1.5 T-GDI PHEV

EQS 5dr saloon £99,995–£113,995

138 156

Revamped big saloon is an absolute belter, making it almost the perfect grand tourer. LxWxH 5049x1937x1423 Kerb weight 1815kg

2.9 V6 2.9 V6 4 2.9 V6 4S 2.9 V6 4 E-Hybrid 2.9 V6 4S E-Hybrid 4.0 V8 GTS 4.0 V8 Turbo S 4.0 V8 Turbo S E-Hybrid

325 325 434 456 552 473 621 690

168 167 183 174 185 186 196 196

5.6 5.3 4.3 4.4 3.7 3.9 3.1 3.2

27.7 27.2 27.4 78.5-85.6 78.5-85.6 23.3 22.1 97.4-104.6

232 235 234 60 60 275 289 62-66

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Panamera Sport Turismo 5dr estate £77,895–£145,000 AAAAB

Octavia 5dr hatch £21,700–£36,720

The Panamera in a more practical form, and now it’s a good-looking beast. LxWxH 5049x1937x1428 Kerb weight 1880kg

Does comfort and practicality like no other. Good, frugal engines too. LxWxH 4689x1829x1470 Kerb weight 1225kg

No-nonsense crossover doesn’t quite make enough sense.

LxWxH 4450x1780x1615 Kerb weight 1355kg

2.9 V6 4 2.9 V6 4S 2.9 V6 4 E-Hybrid 2.9 V6 4S E-Hybrid 4.0 V8 GTS 4.0 V8 Turbo S 4.0 V8 Turbo S E-Hybrid

1.0 TSI 110 1.5 TSI 150 1.4 TSI iV PHEV 1.4 TSI iV vRS PHEV 2.0 TSI vRS 2.0 TDI 116 2.0 TDI 150 2.0 TDI 200 vRS 2.0 TDI 200 vRS 4x4

1.6i 2.0i 2.0i e-Boxer

325 434 456 552 473 621 690

163 180 174 182 181 196 196

5.3 4.3 4.4 3.7 3.9 3.1 3.2

26.4 26.4 78.5-85.6 78.5-85.6 22.8 21.7 94.2-97.4

242 242 60 60 280 295 65-69

AAAAB

Taycan 4dr saloon £72,905–£139,335

First all-electric Porsche shows the rest of the world how it should 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

Taycan Cross Turismo 5dr estate £81,555–£140,415 AAAAB 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

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

0 0 0 0 0

155

5.0

16.8-17.4 367-380 AAAAC

Ghost 4dr saloon £261,100–£293,500

‘A ffordable’ Rolls is a more driver-focused car than the Phantom.

Still hugely special. LxWxH 5399x1948x1550 Kerb weight 2360kg 6.6 V12

563

155

4.9-5.0

18.5-18.6 347-348

Phantom 4dr saloon £378,700–£450,700 Phantom takes opulent luxury to a whole new level.

LxWxH 5762x2018x1646 Kerb weight 2560kg 6.75 V12

563

155

263 377 438

144 161 169

6.4 4.8 4.5

26.4 25.4 25.0

228 251 255

5.1-5.2

AAAAA

1.0 TSI 110 1.5 TSI 150 1.4 TSI iV PHEV 1.4 TSI iV vRS PHEV 2.0 TSI vRS 2.0 TDI 116 2.0 TDI 150 2.0 TDI 200 vRS 2.0 TDI 200 vRS 4x4

Refreshed look, improved engines and interior, and a better SUV overall. LxWxH 4926x2194x1673 Kerb weight 2175kg 3.0 V6 3.0 V6 E-Hybrid 2.9 V6 S 4.0 V8 GTS 4.0 V8 Turbo 4.0 V8 S E-Hybrid

335 456 340 453 542 671

152 157 152 168 178 183

S E AT

Mii Electric 5dr hatch £22,800

Not as desirable or plush as the e-Up but nearly as good to drive.

LxWxH 3557x1643x1474 Kerb weight 1160kg

6.2 5.0 6.2 4.8 4.1 3.8

Cayenne Coupé 5dr SUV £67,880–£146,210

81

81

115-117 121-123 21 27 157 109 109-115 130 145

12.3

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

AAACC

XV 5dr SUV £28,360–£33,680 112 154 148

109 120 120

13.9 10.4 10.4

TBC 35.7 35.7

AAACC

Forester 5dr estate £36,360–£39,360

Solid, spacious and wilfully unsexy. A capable 4x4 nonetheless.

LxWxH 4610x1795x1735 Kerb weight 1488kg 2.0i e-Boxer

148

117

11.8

34.7

118-119 123-126 30 27 159 111 112-118 132 147

185 AABCC

Outback 5dr estate £33,995–£39,495 AAAAC Acceptable in isolation, but no class leader.

53.3-54.3 50.4-52.3 256.8 217.3 40.4 67.3 62.8-65.7 55.4 50.4

180 180 180

LxWxH 4815x1840x1605 Kerb weight 1612kg 2.5i

172

130

10.2

33.0

193

SUZUKI

AAAAC

Ignis 5dr hatch £14,449–£17,999

Cute and rugged-looking 4x4 city car capable of tackling roads bereft of asphalt. LxWxH 3700x1660x1595 Kerb weight 855kg 1.2 Dualjet 12V 1.2 Dualjet 12V Allgrip

83 83

103 103

12.7 12.8

52.3 48.6

110-112 121 AAABC

Swift 5dr hatch £14,999–£22,070

Given mature looks, more equipment and a hybrid powertrain, but Superb 5dr hatch £26,415–£42,560 AAAAC it’s no class leader. LxWxH 3840x1735x1495 Kerb weight 890kg 18.6-18.8 341-344 Another great Czech value option that’s big on quality and space if 1.2 Dualjet 83 12V 82 112 13.1 59.7 106 not on price. LxWxH 4869x1864x1469 Kerb weight 1340kg 1.2 Dualjet 83 12V Allgrip 82 106 13.8 52.3 121 AAAAC 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 AAABC 2.0 TDI 200 4x4

Cullinan 4dr SUV £279,100–£320,500

AAAAB 37kWh electric

Cayenne 5dr SUV £63,230–£129,370

54.3-56.5 52.3-53.3 235.4 233.5 40.9 68.9 64.2-67.3 56.5 51.4

LxWxH 4667x1814x1465 Kerb weight 1247kg

Big, bold new 4x4 begins the next era for the brand, with a model Macan 5dr SUV £49,745–£66,735 AAAAB that convinces. LxWxH 5341x2164x1835 Kerb weight 2730kg Spookily good handling makes this a sports utility vehicle in the 6.75 V12 563 155 5.2 17.3-18.1 355-370 purest sense. LxWxH 4696x1923x1624 Kerb weight 1770kg 2.0 3.0 V6 S 3.0 GTS

10.5-10.8 8.5 7.7 7.3 6.8 10.3 8.7 7.4 6.8

AAAAB Class-leading amount of space and practicality. Comfortable, too.

Essentially as Wraith, except with a detuned engine and in elegant convertible form. LxWxH 5295x1947x1502 Kerb weight 2560kg 563

129 143 136 139 155 131 143 154 150

Octavia Estate 5dr estate £22,680–£36,055

Dawn 2dr open £297,700–£337,900 6.6 V12

113 148 201 242 242 114 148 197 197

AAAAC

Po

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148 188 276 215 148 197 197

137 148 155 138 138 151 148

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 132 143 155 140 133 145 142

22.6-24.4 76.3-88.3 21.9-23.5 20.2-21.2 20..0-20.9 68.9-74.3 20.0

112 120 132

9.2 7.7 5.3 7.8 9.2 7.9 7.3

1.4 Boosterjet 48V Sport

129

130

9.1

50.4

125 AAABC

Swace 5dr estate £27,499–£29,299

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

99

Vitara 5dr SUV £22,249–£27,049 AAABC AAAAC Utterly worthy addition to the class drives better than most.

Superb Estate 5dr estate £27,695–£43,000

AAAAB 1.5 TSI 150 148 22.6-24.6 259-283 Reinvigorated Ibiza is more mature and takes the class honours 2.0 TSI 190 188 from the Fiesta. LxWxH 4059x1780x1444 Kerb weight 1091kg 76.3-91.1 71-83 2.0 TSI 280 4x4 276 21.9-23.9 268-292 1.0 MPI 80 79 106 14.6 50.4-52.3 122-128 1.4 iV PHEV 215 20.0-21.2 301-219 1.0 TSI 95 93 113 10.9 52.3 124-125 2.0 TDI 150 148 20.0-20.9 305-319 1.0 TSI 110 109 121 10.3 51.4 123-124 2.0 TDI 200 197 68.9-74.3 86-92 2.0 TDI 200 4x4 197 Leon 5dr hatch £20,855–£36,190 AAAAC AAAAC A creditable effort and a notable improvement in form, with plenty Kamiq 5dr SUV £19,095–£26,075

Ibiza 5dr hatch £16,495–£20,605

9.0-9.2 7.7 5.5 7.7 9.1 7.9 7.2

40.9-45.6 141-157 39.8-40.9 162-168 33.2-34.0 188-194 148.7-188.3 33-42 53.3-57.7 129-140 49.6-51.4 140-144 47.9 157 AAABC

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

128 140 AAACC

SX4 S-Cross 5dr SUV £24,999–£29,799

Latest round of updates help keep it a decent budget offering.

LxWxH 4300x1785x1593 Kerb weight 1305kg 1.4 Boosterjet 48V 127 1.4 Boosterjet 48V Allgrip 127

121 118

10.2 10.2

53.2 46.3

120 139 AAABC

Across 5dr SUV £45,599

Little different to drive from the standard car but certainly has an of niche appeal. LxWxH 4282x1816x1459 Kerb weight 1202kg appeal all of its own. LxWxH 4931x1983x1676 Kerb weight 2030kg 1.0 TSI 110 108 122 10.9 51.4-52.3 123-126

Skoda’s supermini platform has birthed a practical but predictable compact crossover. LxWxH 4241x1793x1553 Kerb weight 1251kg

Rebadged Toyota PHEV plunges Suzuki convincingly into several new segments. LxWxH 4635x1855x1690 Kerb weight 1915kg

3.0 V6 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

1.0 TSI 95 1.0 TSI 115 1.5 TSI 150

2.5 PHEV

335 456 428 453 533 671 632

150 157 163 168 178 183 186

6.0 5.1 5.0 4.5 3.9 3.8 3.1

263-283 73-85 271-292 302-318 307-319 87-92 319

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

108 128 148 188 201 113

119 129 135 144 137 124

10.8 9.4 8.7 7.4 7.5 10.2

50.4-51.4 49.6-51.4 48.7 42.2 235.4 64.2-65.7

124-129 124-128 133 131-154 26-28 113-115

93 112 148

11.1 9.9 8.3

49.6 129 47.1-49.6 130-136 46.3-47.9 133-139

class dynamically. LxWxH 4138x1780x1543 Kerb weight 1165kg

R E N A U LT

Twizy 2dr hatch £11,995–£12,695

AAABC 1.0 TSI 95 93 107 11.2 51.4 124 1.0 TSI 115 113 113 9.8-10.0 47.9-53.3 121-134 1.5 TSI EVO 150 148 127 8.3 44.8-45.6 140-143 0 Ateca 5dr SUV £24,560–£36,570 AAAAB AAABC Seat’s first SUV is very good. So good, in fact, it’s a Qashqai beater.

Yeti replacement may not have its forebear’s quirkiness, but it’s brilliant otherwise. LxWxH 4382x1841x1603 Kerb weight 1265kg

AAAAC

Kodiaq 5dr SUV £28,195–£45,170

Zany solution to personal mobility is suitably irreverent and impractical. LxWxH 2338x1381x1454 Kerb weight 474kg

Skoda’s first seven-seat SUV is a viable alternative to a traditional MPV. LxWxH 4697x1882x1676 Kerb weight 1430kg

6kWh

1.5 TSI 150 2.0 TSI 190 4x4 2.0 vRS 2.0 TDI 150 2.0 TDI 150 4x4 2.0 TDI 200 4x4

17

50

na

62

Zoe 5dr hatch £30,095–£34,795

A far more practical zero-emission solution. Attractive price, too.

LxWxH 4084x1730x1562 Kerb weight 1470kg

LxWxH 4363x1841x1601 Kerb weight 1280kg

1.0 TSI 110 1.5 TSI EVO 150 2.0 TSI 190 2.0 TDI 116 Clio 5dr hatch £16,200–£23,600 AAAAC 2.0 TDI 150 Plusher, smoother and much more mature. A car of substance as 2.0 TDI 150 4Drive 50kWh R110 50kWh R135

107 132

84 87

11.4 9.5

233 232

0 0

well as style. LxWxH 4047x1728x1440 Kerb weight 1148kg 1.0 SCe 65 1.0 TCe 90 1.6 E-Tech Hybrid

64 88 138

99 112 112

17.1 12.2 9.9

54.3 54.4 65.7

117 117 96

108 148 188 114 148 148

112 124 133 115 126 122

11.4 8.5 7.0 10.9 9.3 8.7

44.1-46.3 42.2-43.5 34.9-35.3 54.3-55.4 55.4-58.9 47.1-48.7

139-146 149-152 181-183 135-137 141-166 141-166

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

1.5 TSI EVO 150 Mégane 5dr hatch £21,960–£38,035 AAABC 2.0 TSI 4Drive 190 Stylish and refined but bland. Trophy-R hot hatch an altogether 2.0 TSI 245 different prospect. LxWxH 4359x1814x1447 Kerb weight 1340kg 2.0 TDI 150 1.6 E-Tech PHEV 153 109 9.4 235.4 28 2.0 TDI 200 4Drive 1.8 RS 300 298 162-163 5.4-5.7 34.9 184

148 188 242 148 197

124 130 142 124 130

9.9 8.0 6.2 10.2 7.8

38.7-41.5 31.0-31.7 32.1-32.8 49.6-52.3 41.5-42.8

155-166 201-207 195-200 144-150 172-178

9.3 TBC 6.6 9.8 9.6 7.8

37.2-39.2 32.1-32.5 32.5 46.3-47.9 44.8-47.9 41.5-42.5

164-172 196-200 198 154-161 155-165 175-178

SMART

81

11.6-11.9 81-84

fluent-riding. LxWxH 4122x1778x1566 Kerb weight 1184kg 1.0 TCe 90 1.3 TCe 140 1.6 E-Tech Hybrid 1.6 E-Tech PHEV

89 138 140 156

104 122 106 107

8.7 9.2 10.6 10.1

47.9 48.7 56.5 217.3

Kadjar 5dr SUV £25,200–£28,200

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

Arkana 5dr SUV £25,300–£30,900

143-147

1.0 TSI 95 1.0 TSI 110 AAABC 1.5 TSI 150

Showy styling clothes an eminently sensible but unspectacular car. LxWxH 4568x1820x1576 Kerb weight 1435kg 1.3 TCe Mild Hybrid 140 1.6 E-Tech Hybrid 145

138 143

127 107

9.8 10.8

48.7 58.9

132 108

R O L L S - R OYC E

AAAAB

Wraith 2dr coupé £274,300–£314,500

An intimate and involving Rolls. Not as grand as some, but other traits make it great. LxWxH 5285x1947x1507 Kerb weight 2360kg 6.6 V12

624

155

4.6

Undercuts rivals on price and ushers in a sharp new design language for Skoda. LxWxH 4362x1793x1471 Kerb weight 1381kg 94 108 148

118 123 137

11.0 10.1 8.2

53.3 119-120 51.4-53.3 120-124 50.4-51.4 125-128

22

155 200

3.1 2.0

405 396

0 0 AAAAC

Lowest-price, biggest-volume Tesla yet arrives in the UK after wooing the US. LxWxH 4694x1849x1443 Kerb weight 1726kg Standard Plus Long Range Performance

320 434 522

140 145 162

5.3 4.2 3.1

267 360 352

0 0 0 AAAAB

Model X 5dr SUV £98,980–£110,980

A genuine luxury seven-seat electric SUV that also has a large range. LxWxH 5036x2070x1684 Kerb weight 2459kg Long Range Plaid

670 1020

155 163

3.8 2.5

348 340

0 0 AAAAC

Model Y 5dr SUV £54,935–£64,935

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

AAACC

Aygo 3dr hatch £13,145–£15,695 71

99

13.8

56.5

114 AAABC

Stylish interior but ultimately a scaled-down version of bigger Toyotas. LxWxH 3495x1695x1510 Kerb weight 1310kg 114

109

9.7

65.7-68.9 92-98

Four doors bring more mainstream practicality, but still hobbled by low range. LxWxH 3495x1665x1554 Kerb weight 1200kg GR Yaris 5dr hatch £30,020–£33,520 AAAAA 17kWh 79 81 12.7 84 0 Focused, exhilarating all-wheel-drive hot hatch is the most exciting Toyota in ages. LxWxH 3995x1805x1455 Kerb weight 975kg S S A N G YO N G

AAABC

Tivoli 5dr SUV £14,360–£21,860

dynamics. LxWxH 4450x1870x1629 Kerb weight 1610kg

Fabia Estate 5dr estate £17,640–£19,090

670 1020

Model 3 4dr saloon £40,990–£59,990

AABCC 1.5 VVT-i Hybrid

EQ Forfour 5dr hatch £22,295–£23,445

AAAAC 1.5 GDI-Turbo 160 119 12.0 37.2 172 Outgoing, previous-generation wagon still majors on boot space.

1.6 D 2WD 133 112 12.0 45.2 159-164 LxWxH 4262x1732x1467 Kerb weight 1182kg 1.6 D 4WD 133 112 12.0 41.5 178 1.0 TSI 95 94 115 10.9 50.4-52.3 121-126 Musso 5dr SUV £28,128–£37,728 AAACC AAABC Scala 5dr hatch £17,585–£24,955 AAAAC Practical pick-up has a refined engine and direct steering, but ride 133-134 134-135 113-114 30-33

Long Range Plaid

Yaris 5dr hatch £20,210–£24,420 0

AAAAC much. LxWxH 4195x1795x1590 Kerb weight 1270kg Stylish and refined estate car is still bland like the hatch. Smaller Strong ergonomics and fine road manners – if you buy one of the 1.2P 128 126 112 10.6 47.9 158 than its predecessor. LxWxH 4626x1814x1457 Kerb weight 1409kg more powerful models. LxWxH 4108x1780x1459 Kerb weight 1119kg 1.5P 163 160 112 tbc 42.8 161-164 1.6 E-Tech PHEV 153 111 9.8 217.3 29-30 1.0 MPI 65 63 106 15.9 55.4-58.9 114 1.6D 136 130 108 tbc 50.4 145 1.0 MPI 80 78 111 15.5 55.4 116 Captur 5dr SUV £19,300–£32,695 AAAAC 1.0 TSI 93 121 10.6 55.4 115-116 Korando 5dr SUV £20,420–£32,770 AAACC Jacked-up Clio is among the better downsized options. Stylish and 1.0 TSI 110 109 127 9.7 57.6 113-127 Competitive towing capabilities and generous kit, but still lacks

Fabia 5dr hatch £14,905–£19,330

282.4

luxury motoring. LxWxH 4978x1963x1445 Kerb weight 2108kg

AABCC 1.0 VVT-i

Pricey, EV-only two-seater has urban appeal but is short on performance. LxWxH 2695x1663x1555 Kerb weight 1085kg 79

6.0

Impactful styling does a lot to recommend it, but not as refined nor as practical as some. LxWxH 3455x1615x1460 Kerb weight 840kg

Trails the Duster as the best-value small crossover – but not by

S KO DA

Mégane Sport Tourer 5dr estate £30,995–£32,995

AAABC

123 TBC 144 123 120 131

EQ Fortwo 3dr hatch/open £21,700–£27,995

AAAAC 17kWh

Tarraco 5dr SUV £30,080–£43,350

148 188 242 148 148 197

112 TESLA

Model S 5dr hatch £91,980–£118,980 AAAAB AAAAC Large range makes it not only a standout EV but also the future of

Karoq 5dr SUV £23,675–£35,660

AAAAC 1.0 TSI 110 108 117 11.1 44.8-47.9 133-143 RADICAL Good-looking and responsive hatchback-turned-estate.

1.5 TSI 150 148 126 8.1-8.3 42.8-44.8 143-149 Rapture 0dr open £110,000 AAABC LxWxH 4549x1816x1454 Kerb weight 1236kg 20 TSI 190 4x4 188 132 7.3 33.2 191 Not as well mannered as some lightweights but spectacular in its 1.0 TSI 100 108 124 11.2 49.6-51.4 126-129 2.0 TDI 116 114 118 10.6 58.9 126 track-day element. LxWxH 4100x1790x1130 Kerb weight 765kg 1.0 eTSI 108 124 10.9 49.6 130 2.0 TDI 150 148 127 9.0 50.4-52.3 142-148 2.2 Turbo 360 165 3.1 NA NA 1.5 TSI EVO 130 128 130 9.7 49.6-51.4 125-128 2.0 TDI 150 4x4 148 121 8.8 42.8 172-174 1.5 TSI EVO 150 148 135 8.9 47.9-48.7 132-133 RXC GT 2dr open £145,000 AAABC 2.0 TSI EVO 188 145 7.6 42.2 151-152 Enyaq iV 5dr SUV £34,510–£46,610 AAAAC Designed for pounding around a track; out of its element on the 1.4 eHybrid PHEV 201 137 7.5 235.4 26-28 Practical, rangy, and well priced. Hits a sweet spot in the EV road. LxWxH 4300x1960x1127 Kerb weight 1125kg market. LxWxH 4649x1879x1621 Kerb weight 1917kg 2.0 TDI 113 124 10.5 64.2-65.7 114-116 3.5 V6 400 400 179 2.8 NA NA 62kWh 60 177 99 8.7 256 0 3.5 V6 650 650 180 2.7 NA NA Arona 5dr SUV £19,260–£25,045 AAAAC 82kW 80 201 99 8.5 331 0 Seat’s second SUV doesn’t disappoint, with it taking charge of the 82kWh 80x Sportline 263 99 6.9 303 0

Leon Estate 5dr estate £23,065–£37,470

182

needs refinement. LxWxH 5095x1950x1840 Kerb weight 2155kg 2.2d 181

178

115-121 12.2

28.2-31.8 231-261 AAABC

Rexton 5dr SUV £38,035–£40,705

1.6 AWD

253

143

5.5

TBC

186 AAABC

Yaris Cross 5dr SUV £22,515–£30,545

A credible compact SUV, buoyed by good driving dynamics and efficiency. LxWxH 4180x1765x1595 Kerb weight 1175kg 1.5 Hybrid 1.5 Hybrid AWD

114 114

106 106

7.0 7.3

56.5-64.2 100-112 55.4 115 AAAAC

Corolla 5dr hatch £24,485–£30,025

Rebranded hatch has rolling refinement, interior ambience and affable handling. LxWxH 4370x1790x1435 Kerb weight 1340kg 1.8 VVT-i Hybrid 2.0 VVT-i Hybrid

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 1.8 VVT-i Hybrid 2.0 VVT-i Hybrid

122 180

111 111

11.1 8.1

56.5-62.8 103-113 53.3-56.5 112-121 AAAAC

Prius 5dr hatch £24,880–£29,540

A vast improvement. Better on the road but without ditching its argicultural roots. LxWxH 4850x1960x1825 Kerb weight 2102kg

Better all round compared with its predecessors. Challenging looks, though. LxWxH 4540x1760x1470 Kerb weight 1375kg

2.2d 181

1.8 VVT-i Hybrid

178

115

11.3-11.9 32.9

205-227

Levorg 5dr estate £34,810

Impressively practical but only offered with an automatic gearbox and one trim. LxWxH 4690x1780x1490 Kerb weight 1568kg 2.0i

148

121

120

112

10.6

58.9-67.3 94-109

Prius Plug-in Hybrid 5dr hatch £32,645–£34,745 AAAAC AAACC Plug-in version is clever and appealing. Seems more comfortable in

SUBARU

11.7

32.6

its skin. LxWxH 4645x1760x1470 Kerb weight 1530kg 1.8 VVT-i Hybrid

120

101

11.1

188.3-217.3 29-35

196

18.5-18.6 347-348

16 MARCH 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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AAAAC

Mirai 4dr saloon £49,995–£64,995

A courageous endeavour, and one with the trappings of future acceptability. LxWxH 4975x1885x1470 Kerb weight 1905kg Hydrogen FCV

Lucid Air On sale October, price £50,000 (est) Production of the first EV from US start-up Lucid is now in full swing. The Air limousine is claimed to be the most aerodynamic car on sale, helping it score a range of up to 516 miles. This is from the £100k Grand Touring model, with a huge 112kWh battery and two motors combining for 789bhp. The £66k Touring gets 612bhp and 406 miles, while the £40k rear-driven Pure gets 395bhp and 240 miles. Charging can be done at up to 300kW. The spacious, minimalist interior is dominated by a 34in curved 5K screen.

174

109

9.0

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0-6

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AAAAB

Golf 5dr hatch £23,860–£40,025

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AAAAC

Tiguan Allspace 5dr SUV £32,135–£45,295

New strengths and familiar ones carry it back to the class lead, but Has all the Tiguan’s sensibility and refinement, now with the bonus only marginally. LxWxH 4284x1789x1492 Kerb weight 1231kg of seven seats. LxWxH 4486x1839x1654 Kerb weight 1490kg

69.4mpkg 0

1.0 TSI 110 108 1.5 TSI EVO 130 128 C-HR 5dr SUV £27,440–£33,570 AAAAC 1.5 TSI EVO 150 148 Coupé-shaped crossover certainly turns heads and impresses on 1.5 eTSI EVO 150 148 the road. LxWxH 4360x1795x1565 Kerb weight 1320kg 1.4 TSI eHybrid 201 242 1.8 Hybrid 119 105 11.0 57.7-58.9 109-110 1.4 TSI GTE 2.0 TSI GTI 242 2.0 Hybrid 181 112 8.2 53.3-54.3 119 2.0 TSI 300 GTI 296 296 RAV4 5dr SUV £31,095–£50,895 AAACC 2.0 TSI 320 R 4Motion 2.0 TDI 115 113 A solid option but ultimately outgunned by Korean competition.

LxWxH 4605x1845x1675 Kerb weight 1605kg 2.0 TDI 150 148 197 2.5 Hybrid 194 112 8.4 50.4-51.3 126-131 2.0 TDI 200 GTD 2.5 Hybrid AWD 194 112 8.1 47.9-48.7 131-134 2.5 PHEV 302 112 6.0 TBC TBC ID 3 5dr hatch £29,635–£38,815

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

1.5 TSI EVO 150 2.0 TSI 4Motion 2.0 TDI 150 2.0 TDI 150 4Motion 2.0 TDI 200 4Motion

148 188 148 148 197

123 132 126 123-124 132

9.5-10.0 7.7 9.7 9.8 TBC

37.2-39.2 32.5 44.8-47.1 41.5 40.4-41.5

164-176 193 164-165 177-179 176-184

AAAAC

Touareg 5dr SUV £56,240–£73,215

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 3.0 V6 TDI 231 3.0 V6 TDI 286

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

V O LV O A very mature electric car whose substance of engineering is Land Cruiser 5dr SUV £42,405–£57,680 AAABC central to its appeal. LxWxH 4261x1809x1568 Kerb weight 1730kg S60 4dr saloon £40,345–£47,475 AAAAC Likeably simple, functional, and worth considering if you need a 110kW 45kWh 148 99 8.9 217 0 Fresh-faced saloon now sits comfortably among the ranks of its dual-purpose SUV. LxWxH 4335x1885x1875 Kerb weight 2010kg German peers. LxWxH 4761x1916x1437 Kerb weight 1616kg 107kW 58kWh 143 99 9.6 263 0

2.8 D-4D

201

109

12.7

29.1-31.0 239-250 150kW 58kWh 201 150kW 77kWh 201 Highlander 5dr SUV £50,610–£52,590 AAABC Seven-seater bucks the trend of large hybrid SUVs being of the ID 4 5dr SUV £34,995–£55,555

plug-in variety. LxWxH 4966x1930x1755 Kerb weight 2050kg 2.5 Hybrid

244

112

8.3

39.8

159-160

99 99

7.3 7.9

261 336

0 0 AAAAC

2.0 B5P 2.0 T8 Recharge PHEV

246 384

112 112

6.7 4.6

41.5 153 122.8-176.5 42 AAAAB

V60 5dr estate £34,835–£48,150

Impressively refined and versatile SUV marks VW out as a maker of Spacious and comfortable, with a characterful, Scandi-cool design. fine electric cars. LxWxH 4584x1852x1640 Kerb weight 1890kg LxWxH 4761x1916x1427 Kerb weight 1729kg

109kW 52kWh 148 99 AAAAC 125kW 52kWh 170 99 Brings welcome muscle, fun and variety to the affordable sports 150kW 77kWh 204 99 car class. LxWxH 4379x1292x1854 Kerb weight 1541kg 220kW GTX 299 112 2.0i 250 155 5.2 38.7 167 3.0i 335 155 4.3 34.5 188 Passat 4dr saloon £28.205–£40,820

GR Supra 2dr coupé £46,010–£54,365

10.9 9.0 8.5 6.2

213 213 317 301

0 0 0 0

2.0 B3 2.0 B4 2.0 B5 2.0 B6 2.0 T6 Recharge PHEV AAAAC 2.0 B4D

161 197 246 297 335 197

112 112 112 112 112 112

9.1 8.0 6.8-6.9 6.0 4.6 7.6

40.9 41.5 37.7-40.4 36.2 362.6 47.0-50.4

155 152 157-170 175 18 146-156

Lands blows on rivals with its smart looks, civilised refinement, quality and usability. LxWxH 4767x2083x1476 Kerb weight 1367kg V60 Cross Country 5dr estate £42,370–£42,970 AAAAC Corsa 5dr hatch £17,015–£33,545 AAABC 1.5 TSI EVO 150 148 137 8.7 46.3-47.9 139-146 Brings extra ride height, all-wheel drive and off-road body cladding.

LxWxH 4784x1916x1499 Kerb weight 1792kg Improved in many ways but lacks the appeal to match its price. EV 1.4 TSI GTE PHEV 215 138 7.4 217.3 30 is more likeable. LxWxH 4060x1765x1433 Kerb weight 1141kg 2.0 TDI 122 120 127 11.3 58.91 125 2.0 B5P 248 112 6.9 35.8 180 VA U X H A L L

MARCH

Aston Martin Valkyrie, Audi A8 update, BMW 2 Series Active Tourer, Bowler CSP 575, Cupra Born, DS 4, 4 Cross, Ford Fiesta update, Focus update, Genesis GV60, GMA T50, Lamborghini Countach LPI 800-4, Lotus Emira, McLaren Artura, Mercedes-AMG EQS 53, GT 63 S 4-Door Coupé E Performance, S63 S E Performance, SL 55, SL 63, Mercedes-Benz EQT, T-Class, Morgan Plus 8 GTR, Ora Cat, Peugeot 308, 308 SW, Porsche 718 Cayman GT4 RS, Cayenne update, Tesla Model Y, Toyota GR86, Vauxhall Astra, Astra Sports Tourer, Volkswagen ID 5, Polo GTI update, Volvo C40 Recharge APRIL

Alpina B4 Gran Coupé, D4 Gran Coupé, Aston Martin DBX 707, V12 Vantage, Bentley Flying Spur PHEV, BMW 8 Series update, iX M60, X2 update, Citroën Ami, Genesis Electrified G80, Land Rover Range Rover, Mazda 2 Hybrid, Mercedes-Benz A-Class update, Porsche 911 GT3 RS, Macan T, Taycan GTS, Taycan Sport Turismo, Skoda Karoq update, Toyota Aygo X, Volkswagen Multivan, T-Roc update, T-Roc Cabriolet update M AY

Citroën C5 X, Dacia Jogger, Maserati Grecale, MercedesAMG C63, Vauxhall Grandland update, Wey Coffee 01 JUNE

Alfa Romeo Tonale, BMW M4 CS, Chevrolet Corvette Z06, Citroën C5 Aircross update, Dacia Spring EV, DS 7 Crossback update, Genesis Electrified GV70, Hyundai Ioniq 6, Jeep Grand Cherokee, Lotus Evija, Mercedes-Benz EQE, Morgan Super 3, Nissan Ariya, X-Trail, 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, Volkswagen ID Buzz AU G U S T

Cupra Formentor VZ5, Kia Xceed update, Lexus RZ SEPTEMBER

Mazda CX-60, Renault Mégane E-Tech Electric, Toyota Corolla Cross OCTOBER

BMW M3 Touring, X1, Honda Civic, Lamborghini Aventador replacement, Lucid Air, Mercedes-AMG One, Mercedes-Benz GLC, Renault Austral N OV E M B E R

Audi E-tron update, E-tron Sportback update, BMW iX1, Ferrari SP3 Daytona, Honda Civic Type R, Hyundai Ioniq 5 N, Kia EV6 GT, Lotus Type 132, Polestar 3, Toyota GR Corolla DECEMBER

Aston Martin DB11 update, DBS update, Vantage update, BMW i7, M2 Coupé, Z4 update, Ferrari Purosangue, Ford Ranger, Honda CR-V, Land Rover Defender 130, Mazda MX-30 REx, 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

Aston Martin Valhalla, Audi Q6 E-tron, BMW XM, Fisker Ocean, Ford electric SUV, Maserati Granturismo, Granturismo Folgore, Mini Countryman, hatchback, Porsche Macan EV, Rolls-Royce Spectre, Smart #1, Volkswagen Aero-B

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

125 126-134 0 109-110

2.0 TDI 150 2.0 TDI 200

148 197

139 147

8.9 7.4

Passat Estate 5dr estate £30,515–£42,845

58.9-60.1 124-127 53.3 138

All the Passat’s redeeming features in spacious, practical estate

VW’s flagship saloon is well made and luxurious but rather bland to

AAAAC drive. LxWxH 4862x1871x1450 Kerb weight 1505kg More composed and practical than the hatchback.

1.5 TSI 150 148 137 8.9 42.8-44.8 LxWxH 4702x1809x1510 Kerb weight 1273kg 2.0 TSI 190 187 149 7.9 36.2-38.2 1.2 Turbo 130 128 134 9.5 53.3 119 1.4 TSI eHybrid 218 138 7.8 217.3 1.2 Turbo 145 142 137 9.0 54.3 119 2.0 TSI R 4Motion 316 155 4.9 31.0 1.5 Turbo D 122 118 130 9.8 55.4-64.2 116-113 2.0 TDI 150 148 137 9.5 55.4-58.9 2.0 TDI 200 197 147 7.9 51.4-54.3 Insignia 5dr hatch £24,330–£41,045 AAAAC 2.0 TDI 200 4Motion 197 145 7.4 46.3

Astra Sports Tourer 5dr estate £21,190–£27,460

The good-looking and tech-filled Insignia makes an attractive proposition. LxWxH 4897x1863x1455 Kerb weight 1714kg 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

171 179 121 121

197

112

8.2

47.9

155

S90 4dr saloon £57,775–£58,550 AAAAC AAAAC Volvo’s mid-sized exec majors on comfort, style and cruising

AAAAC form. LxWxH 4767x2083x1516 Kerb weight 1395kg Good handling and nice engines, but its working-class roots still 1.5 TSI EVO 150 148 133 8.9 44.8-45.6 144-151 show through. LxWxH 4370x1809x1485 Kerb weight 1244kg 1.4 TSI GTE PHEV 215 138 7.6 201.8 33 1.2 Turbo 110 108 124 10.2 54.3 119 2.0 TDI 122 120 123 11.5 57.6 129 1.2 Turbo 130 128 134 9.9 54.3 119 2.0 TDI 150 148 130-132 9.1 56.5-57.6 128-132 1.2 Turbo 145 143 137 9.7 54.3 121-124 2.0 TDI 200 197 145 7.6 52.3 143 1.5 Turbo D 105 102 124 10.2 65.7 113 1.5 Turbo D 122 118 127-130 9.7-10.2 64.2 115 Arteon 4dr saloon £34,725–£51,765 AAABC

Astra 5dr hatch £20,235–£26,925

2.0 B4D

144-151 168-178 30-31 207 126-134 137-145 159

ability. LxWxH 4963x2019x1443 Kerb weight 1665kg 2.0 T8 Recharge PHEV

384

112

5.1

TBC

AAAAC

V90 5dr estate £42,045–£58,300

Luxury estate takes on the 5 Series and the E-Class. Comfy and a good cruiser. LxWxH 4936x2019x1475 Kerb weight 1679kg 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

AAAAC

V90 Cross Country 5dr estate £51,785–£55,660

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

Arteon Shooting Brake 5dr estate £36,110–£53,270 AAABC XC40 5dr SUV £25,855–£56,700 Hybrid option and estate bodystyle’s extra versatility enhance the Arteon’s appeal. LxWxH 4866x1871x1450 Kerb weight 1529kg

TBC

196 196 181 AAAAC

Volvo’s take on the crossover aims to rival BMW, Mercedes and Audi. LxWxH 4425x1910x1658 Kerb weight 1626kg

1.5 TSI 150 148 135 8.9 42.2-43.5 145-153 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 Crossland 5dr SUV £17,555–£28,575 AAABC 2.0 TSI R 4Motion 316 155 4.9 31.0 207 Still only a mid-pack player in a busy crossover market, but simple 2.0 TDI 150 148 135 9.4 54.3-57.6 128-136 and easy to operate. LxWxH 4212x1765x1605 Kerb weight 1245kg 2.0 TDI 200 197 145 7.9 50.4-53.3 139-147 1.2i 83 81 105 14.0 47.1 142 2.0 TDI 200 4Motion 197 143 7.4 46.3 161 1.2i Turbo 110 108 117 10.6 47.1 140 1.2i Turbo 130 128 128 9.1 44.1-48.0 136-146 Touran 5dr MPV £29,750–£36,665 AAAAC 1.5 Turbo D 110 107 111 9.9 61.4 120 Dull overall, but it’s a capable MPV, well made and hugely refined.

LxWxH 4527x1829x1659 Kerb weight 1436kg 1.5 Turbo D 120 116 114 10.8 55.4 137 1.5 TSI EVO 150 148 118 11.4 39.8-40.9 154-162 Mokka 5dr SUV £20,940–£34,995 AAABC 2.0 TDI 150 148 128-129 9.3 50.4-52.3 142-147

1.5 T2 1.5 T3 1.5 T4 Recharge 1.5 T5 Recharge PHEV 2.0 B4P 2.0 B5P 69kWh Recharge 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

50kWh e 1.5 Turbo D 110

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

168-176 23-64 25-64 161-166

2.0 B5P 2.0 B6P 2.0 T8 Recharge PHEV 2.0 B5D

246 296 384 232

112 112 112 112

7.7 6.7 5.8 7.6

32.4 90.7 217 41.5

198 210 28-76 178

AAABC

C40 Recharge 5dr SUV £57,400

Kit will appeal to many but twin-motor potency isn’t a natural fit for relaxed dynamics. LxWxH 4431x1910x1582 Kerb weight 2185kg 78kWh Recharge

402

112

4.9

273

0

Radically overhauled crossover now comes with the option of battery-electric power. LxWxH 4151x1791x1531 Kerb weight 1750kg T-Cross 5dr SUV £20,950–£28,710 AAAAB XC60 5dr SUV £42,485–£61,600 AAABC 1.2 100 99 115 10.6 51.4 124 Compact crossover delivers a classy, substantial feel on UK roads. Looks like a small XC90 and carries on where the old one left off. A good, capable cruiser. LxWxH 4688x1999x1658 Kerb weight 1781kg 1.2 130 128 125 9.1 47.1-50.4 126-137 LxWxH 4108x1760x1584 Kerb weight 1270kg 134 108

93 118

8.7 10.8

201 0 64.2-65.7 114 AAACC

Grandland 5dr SUV £25,500–£35,015

1.0 TSI 95 1.0 TSI 110 1.5 TSI EVO 150

93 108 147

112 117 124

11.5 47.9 132-133 9.9-10.4 42.8-48.7 132-149 8.5 46.3-47.1 136-138

Does well to disguise its 3008 roots but too bland to stand out in a T-Roc 5dr SUV/open £24,545–£42,190 AAAAC congested segment. LxWxH 4477x2098x1609 Kerb weight 1350kg VW’s junior SUV is beguiling and sophisticated. It drives rather well, XC90 5dr SUV £56,635–£76,775 AAAAC 1.2 Turbo 130 128 117 10.9-11.1 45.6 141-147 too. LxWxH 4234x1992x1573 Kerb weight 1270kg Clever packaging, smart styling, good to drive: Volvo’s closest thing 1.6 Hybrid 223 140 8.6 192.0-210.0 34 1.0 TSI 110 108 115 10.8 43.5-46.3 133-146 to a class leader. LxWxH 4950x2008x1776 Kerb weight 1961kg 1.5 Turbo D 130

128

119

10.2

54.3

136

1.5 TSI EVO 150 148 127 8.3-9.6 40.9-47.9 144-158 2.0 TSI 4Motion 188 135 7.2 36.2 177-178 Combo Life 5dr MPV £23,015–£28,460 AAABC 2.0 TSI R 300 4Motion 298 155 4.9 31.7 201 Van-based people carrier is usable, spacious and practical, if not 2.0 TDI 115 113 116 10.4 56.5-60.1 137-146 very pretty to look at. LxWxH 4403x1841x1921 Kerb weight 1430kg 2.0 TDI 150 148 124 8.8-10.8 50.4-53.3 140-146 1.2 Turbo 110 108 109 11.9 40.9 156 1.2 Turbo 130 128 115 12.3 40.3 157 Tiguan 5dr SUV £27,915–£46,220 AAAAC 1.5 Turbo D 100 99 107 12.7 52.3 142-145 An improvement on the previous model and will continue to sell by the bucketload. LxWxH 4486x1839x1654 Kerb weight 1490kg 1.5 Turbo D 130 128 115 10.6 51.3 144 1.5 TSI EVO 130 128 119 10.2 44.1-44.8 143-146 V O L K S WA G E N 1.5 TSI EVO 150 148 126 9.2-9.3 38.2-42.2 143-168 Up 3dr/5dr hatch £13,250–£23,555 AAAAC 1.4 eHybrid 242 127 7.5 148-176 36-44 It’s no revolution, but VW’s hallmarks are in abundance.

2.0 TSI 4Motion 188 133 7.4 33.2-34.0 187-192 LxWxH 3600x1428x1504 Kerb weight 926kg 2.0 TSI R 316 155 4.9 28.5 225 1.0 65 64 100 15.6 54.3 119 2.0 TDI 150 148 125-127 9.3 47.1-50.4 146-157 1.0 115 GTI 113 119 8.8 51.4 125-126 2.0 TDI 150 4Motion 148 124-125 9.3 43.5-45.6 163-171 e-Up 81 80 12.4 159 0 2.0 TDI 200 4Motion 197 134 7.5 42.8 172-177 AAAAC

Polo 5dr hatch £17,885–£26,430

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

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

VUHL

AAAAC

05 0dr open £59,995–£89,995

Mexican track-day special has a pleasingly pragmatic and forgiving chassis. LxWxH 3718x1876x1120 Kerb weight 725kg 2.0 DOHC Turbo 2.3 DOHC Turbo RR

285 385

152 158

3.7 2.7

NA NA

NA NA

WESTFIELD

AAAAC

Sport 2dr coupé £19,950–£35,800

Sport Turbo is very quick and fun but not a patch on the Caterhams. LxWxH TBC Kerb weight TBC 1.6 Sigma 1.6 Sigma 2.0 Duratec 2.0 Ecoboost

135 155 200 252

TBC TBC TBC TBC

TBC TBC TBC TBC

NA NA NA NA

NA NA NA NA AAABC

Mega 2dr coupé £16,950

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

AAAAB

E10 0dr coupé £26,995–£39,995

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

Enyaq EV is getting coupé-style sibling 78 AUTOCAR.CO.UK 16 MARCH 2022

250 350

145 155

4.0 3.0

NA NA

NA NA

SILVERSPEED

URGENTLY WANTED!

ORT INTERESTING SHES AT PL R BE NUM s short dateless registrationg lin sel t no d an cash paid on your behalf

DVLA AUCTION FEB 22 sold 313M @£39k!!)

£27,995

We only sell plates we own. Good old fashion service. Been in the business 25 years.

G70

14 O

6AE

£39,995

ch8 £POA

£POA

£17,995

GREAT VALUE

PLATES

10XWE £1995

£8995 (NICK!)

2 RHT £7995

VNV 3 £6995

3 VYJ £3995

3 OJX £3995

4 NYJ

£24,995

30 VYP £1995

44 OAY £1995

44 XAM £2495

60 XKY £1995

66 NRY

£3995

£3995

17SDM 9 ROT

975 AC

thd3

£7,995 £6,995

£6,995

£5,995

NICE INITIALS

1998 AM

MUD93Y £3995 (Range Rover?)

£5995

RAD1D

MUS55A (MUSSA) £16995

2093 fs

£7995 (Radio)

996 KP

NAD74A

INTERESTING PLATES

ROL15S

£3995

(NADIA) £3995

NAME PLATES

51lla

FUN PLATES

gul74m

£6995

100 vo

£5995

£6995

993 jay

£1995

88 HXE £1995

80 VXP

650 AA

TI CBH £I200 T40 CHA £750 DI3 CHR £850 CHZ 966 £750 J2I CJB £950 K22 CJM £850 J24 CJS £750 J28 CKO £2300 JI2I CKO £I300 L6 CLE £850 CI5 CLK £I200 CLK 767 £2200 J26 CMB £750 X5 CMR £850 J24 CMW £750 T6 COD £I400 W8 COE £950 B9 COL £2500 B33 COL £I500 S66 COL £I500 H6 COM £II00 J27 CON £850 J27 COS £850 J29 COX £850 B555 COX £850 W6 CRA £950 J27 CRG £750 L9 CSW £850 CUJ 442 £750 BI DAC £I300 H9 DAG £I200 47 DAH £3500 BII DAJ £750 WII DAN £3I00 KI2I DAN £I600 L32I DAN £I500 G778 DAN £850 E860 DAN £750 Y9 DAP £850 J26 DAS £750 GI5 DAV £I400 RI6 DAV £I200 J5I DAV £850 G8 DAW £I600 DAZ 388 £I500 DAZ 4074 £750 A4 DBW £750 K9 DCL £750 L4 DCW £I400 DD 4798 £I800 8335 DD £I400 MI9 DEB £I900 JI2I DEB £I500 J28 DEC £850 LII DEE £I900 L2I DEE £I300 J23 DEE £I800 M23 DEE £I500 P23 DEE £II00 C4 DEK £I200 RI8 DEL £950 V20 DEL £850 K2I DEL £II00 J3I DEL £II00

thd2

£6995

88 YHB

UDD1P £2995

£5995

YOU63F (YOUSEF) £6995

£2995

aam11f £2995

givme

max4r

YOU 55

£8495

£4995

£7995

3 AND 3’S ALWAYS GREAT VALUE AND TAKE OFF THE AGE

£5995 (Rolls)

OCT4V £3995

£3995

h00600H £2995

MAA2A

(Mazza!) £4995

£5995

mad111x £3995

vex50

123 WVN

£1695 (Merc)

£1495

666 VRX

F8AYL

333 OXU £1495

333 UXX

£4995

£1495

V1JCE

N7 JCT £850 J28 JDB £750 YI JDT £850 J27 JEB £750 VI6 JEF £950 R2I JEF £850 J24 JEF £950 NIII JEF £750 K24 JEM £950 K23 JEN £I700 J24 JEN £2500 V400 JEN £950 J23 JES £I500 R77 JET £850 JIL 779 £950 K27 JJB £750 J27 JJC £750 J27 JJH £850 J28 JJM £950 J32I JJM £850 W600 JJM £750 V65 JJS £750 GI0 JJW £750 J24 JKE £750 JI23 JLB £750 K27 JLH £750 J23 JLM £750 P2I JLS £750 J24 JMB £850 B8 JME £I600 JI2I JMS £850 2947 JN £I500 RI7 JOE £I800

£850 £750 £850 £750 £950 £I700 £I500 £I500 £750 £750 £II00

DI GRN PI0 GUN B20 GUY K24 GUY GYC 207 84II HA W5 HAL DI2 HAL LI8 HAL I39 HAL E4 HAM

£2500 £I300 £I400 £850 £750 £I600 £950 £850 £750 £I500 £I500

EI9 JAS K27 JAS N27 JAS J24 JAX K24 JAX S50 JAY JAZ 722 Y5 JBW KI JCA WI JCC P5 JCL

£I300 £I300 £I200 £850 £750 £I600 £2200 £850 £850 £I400 £I300

K24 JOE J28 JOE CI03 JOE J32I JOE K24 JON J50 JOY J24 JRS JS 99I6 Y9 KAN N2I KAS S40 KAS

£I900 £2I00 £950 £I600 £2300 £950 £850 £3600 £850 £950 £850

(Pilot) £2695

£1295

KUI 166 £495

444 XAA £1995

£1495

RO51GAY

YOU1G

RFO 447

999 EKK

£2995

£1495

£3995

S12 MAA

T66 KAS £850 P2I KAY £I500 J29 KAY £I500 KBR 562 £850 FI KEE £I900 K23 KEL £I300 J26 KEL £II00 JI23 KEL £950 LI0 KEN £I700 EI2 KEN £I700 T2I KEN £I600 KEN I85 £2900 T32I KEN £850 K23 KEV £I500 WI23 KEV £950 KEZ 884 £850 KJI 6I3 £750 60 KWD £I900 G7 LAD £2I00 H6 LAF £850 H2 LAP £I300 LAR 3Y £2800 C8 LAS £I400 J27 LAU £850 K24 LAW £950 L3I LAW £950 I05 LBP £II00 AI0 LEC £I400 B9 LED £I400 K25 LEE £I800 J27 LEE £2I00 KI23 LEE £I600 J32I LEE £I700

B2 LEG YI LEN LEN 6P BI2 LEN DI8 LEN L2I LEN RII LEO L2I LES J28 LFC T6 LOR N24 LOR

747 OYE

J1 DRX

£1495

JI LOS £I700 J2I LOT £850 J27 LOU £I700 JI2I LOU £I400 PI LUM £2300 G5 LUX £850 HI4 LYD £850 L2I LYN £I300 K26 LYN £I200 324 LZ £I600 N23 MAC £I800 J29 MAC £I900 JI23 MAC £I700 J26 MAD £850 NI9 MAG £850 X27 MAG £850 MAL IW £3400 L2I MAL £I500 N23 MAL £850 J27 MAL £I200 K28 MAL £I300 569 MAL £3500 J26 MAR £950 K29 MAR £850 P7 MAT £2200 J24 MAT £I500 K26 MAT £850 K24 MAX £I500 J26 MAX £I700 L26 MAX £I600 K2I MAY £850 R24 MAY £850 J27 MAY £I600

REGISTRATIONS URGENTLY WANTED FOR IMMEDIATE PURCHASE A87 FAY T222 FAY FAZ 770 FCM 965 6235 FD FF 7I94 9696 FH FIL 47I FIL I823 K2I FLY J23 FOX

£1695

£995

777 UEX

All registrations are offered on a first come, first served basis. All are subject to VAT and the £80 Dept. for Transport transfer fee. Prices may fluctuate. See website for full terms. We have been trading for over 45 years. THOUSANDS MORE AVAILABLE. Write: P.O.Box 100, Devizes, SN10 4TE K24 HAM £750 J26 HAN £II00 J29 HAR £750 HAZ 772 £I600 HB 9705 £2200 HG 8270 £2500 HIL 533 £I600 HIL I947 £I500 HIL 2653 £850 F7 HOB £750 K25 HOL £750 HUG 2H £3800 HUG 88H £I500 544 HUL £950 NI2 JAB £850 K2I JAB £750 K27 JAC £I700 JI2I JAC £I700 N30 JAG £I200 K60 JAG £I400 K24 JAK £I800 JI2I JAK £I300 JAK 4I2N £II00 E9 JAL £I300 KI2 JAM £950 Y6 JAN £2200 J28 JAN £I700 K28 JAN £I600 JAN I69W £I200 B269 JAN £850 M28 JAR £750 J3I JAR £850 JI23 JAR £750

AAZ 550

600 VUY

Tel: 01380 818181 elitereg.co.uk FPL 893 £950 T4 FRE £I400 J3I FRE £750 Y6 FRS £II00 AI2 FRY £750 K888 FUN £I400 V9 GAB £I300 HI4 GAR £950 A20 GAR £950 L2I GAR £850 R333 GAR £850 GAZ 866 £I700 S2 GCH £950 B2 GEF £850 E5 GEF £750 A6 GEF £950 GEF 807 £2I00 JI2I GEM £950 KI2I GEM £850 B6 GEN £750 D5 GER £I200 MII GER £750 GGL 686 £850 M28 GGS £750 GIL 558 £I500 GIL 2090 £850 GIL 83I4 £750 E4 GJD £850 X9 GLE £850 KI8 GMC £750 B9 GOS £950 BI4 GOS £750 C8 GRB £750

£1695 (Merc)

BARGAIN BUCKET

OF YOUR CAR

OPEN: MON-FRI 9AM-7PM, SAT 9AM-5PM, SUN I0AM-5PM

559I EL £850 J25 ELS £950 ELZ 644 £I500 K32I EMA £850 V400 EMA £950 BI EMC £I400 K24 EMM £850 J3I EMM £II00 J29 EMS £850 HI8 ERB £II00 K24 ERN £850 V27 ERN £850 XI ERP £750 K25 ERR £750 N2I ESS £750 J24 ESS £I900 J32I ESS £I400 LI EST £I200 W4 ESY £I600 B5 ESY £I800 P5 ETA £I700 L9 ETH £II00 K27 ETH £750 K32I ETH £950 J26 EVE £750 K28 EVE £I200 L4 EVS £I500 K24 EVS £750 J28 EVS £950 EWB 42 £I500 T6 FAD £850 PI FAS £I500 FAS 562 £I900

500 OYS

£POA

(Ferrari 550) £995

Elite Registrations JI2I DEL £750 J23 DEM £750 L2I DEN £I400 P24 DEN £I200 N3I DEN £I200 M70 DEN £I300 Y28 DES £750 D45 DES £I400 DES 48C £I500 DIB 76I £I600 DIG 566 £I700 DJ I944 £3200 J32I DJB £850 J24 DJC £750 J29 DJH £750 K24 DJW £850 JI23 DJW £750 999 DKL £I500 G9 DLS £850 E4 DMD £II00 P4 DMH £I200 J26 DMS £750 PI2 DOC £850 J3I DOG £750 V4 DON £2300 C20 DON £I800 K25 DON £I500 Y400 DON £750 B6 DOT £950 S66 DOT £850 686 DOT £I800 D2 DPH £I300 BII DRB £750 A3 DRD £I300 M6 DST £850 WII DUB £750 SI0 DUG £750 F2I DUG £750 J24 DUN £850 K24 DUN £750 J32I DYL £750 J29 EAN £I300 JI2I EAN £750 EAR 8L £2500 J28 ECK £II00 N2I EEL £750 K27 EEN £750 J28 EEP £750 3097 EH £II00

thd1

286 R

£4,995

£8,995

975 AC

£1995

OO116

£19,995 £17,995

£9,995

£4,500

£1995

5 DPE

F5 ATS £I900 PII ATY £I200 K25 ATY £I400 KI2I ATY £II00 B5 AUD £I500 AI9 AUD £850 946 AVE £850 L3I AVY £850 E7 AYR £950 J2I BAK £750 F9 BAS £I400 J26 BAS £750 BAS 9I7 £I500 BAZ 6II £I700 BAZ 6I63 £750 P28 BBY £750 J24 BEC £I400 JI23 BEC £II00 P3I BEE £750 BEK 4A £2700 K24 BEK £750 LI6 BEL £750 J25 BEL £950 BEL 70K £I300 JI23 BEL £850 J3I BEN £I600 D5 BES £850 E5 BES £750 P20 BEV £I300 R23 BEV £I300 K24 BEV £I200 K900 BEV £850 2833 BH £2I00 BIG 977 £I500 BIL 3408 £750 H5 BJB £850 PII BJB £750 BL 632 £3800 292 BLC £I200 X25 BMW £I500 W3I BMW £I300 S44 BMW £I400 T900 BMW £750 K24 BOB £I500 P24 BOB £I400 B2 BOR £850 P28 BOW £750 324I BP £I500 TI BRM £I300 W7 BRY £I200 N33 BRY £750 G7 BUD £I400 M24 BUT £750 L28 CAB £750 L5 CAE £II00 W2 CAF £I300 T28 CAM £850 JI2I CAM £750 F7 CAP £I300 VI9 CAR £950 CAR 20K £I500 L29 CAR £850 J23 CAS £750 J26 CAT £I300

£16,995

£4,995

£9,995 £7,995

spy 17 650 AA vgp 3

s1lag

CCU 1

vgp 2

£3,995

£12,995

M4X VW

£3995

JI23 ABS £750 J29 ABY £850 M24 ACE £850 B9 ACN £750 L24 ACY £750 T7 ADA £II00 FII ADC £850 KI23 ADE £750 J26 ADM £750 J32I AJB £750 J24 AJH £I500 J32I AJH £750 J2 AJK £I600 J26 AJK £750 J23 AJM £950 JI2I AJR £750 J32I AJS £750 M4 AKC £II00 J28 AKR £850 J80 AKS £750 L2I ALA £950 S30 ALA £850 J23 ALB £750 J28 ALE £750 J28 ALF £I300 K29 ALF £I200 K4 ALG £I300 J29 ALL £750 J3I ALX £850 JI23 ALX £750 FI9 ALY £850 K24 ALY £750 ALZ 577 £850 J222 AMB £750 J25 AMC £750 J26 AMD £750 M6 AMJ £850 J27 AMM £750 J29 AMR £750 JI23 AMY £I400 J28 AND £I400 J8 ANG £2500 L2I ANG £2I00 J27 ANG £I500 JI23 ANG £I400 P200 ANG £I300 M5I8 ANG £950 S2 ANN £3700 PI8 ANN £I700 E522 ANN £850 F39 ANT £950 APG 4Y £950 B2 APH £950 5603 AR £2200 J26 ARB £850 L5 ARG £950 W2 ARN £2I00 K25 ARN £750 LI0 ARY £850 J26 ASM £750 J24 ASN £750 M5 ASR £I200 R4 ATE £II00 B8 ATR £850

1 NOB 11 NOB £39,995

£39,995

934 EL

101 AE

£1995

G1VME

100C

£34,995

::: SPECIAL SELECTION ::: REDUCED!!! AMAZING OPORTUNITY

1 NOB

80 XYX

£1995 (HENRY)

£5995

NEW STOCK!

£14,995

£18,995

88 LXK

Email alspeed@live.co.uk

£19,995

VJV 1

£34,995

£29,995

GREAT SHORT

NYK 2

1 XOX

4OV

286 R 140 C

•

ULTIMATE INVESTMENTS 1 VDN 1 VTv VPU 1 £19,995

£99,995 (GTO!)

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£850 £I500 £I400 £850 £950 £II00 £850 £I800 £850 £3I00 £850

MAZ 766 £I200 MBZ 233 £950 L50 MCD £850 E4 MCS £I200 J32I MEG £I200 J29 MEL £I700 S40 MEL £I600 R44 MEL £I800 PI2I MEL £II00 T700 MEL £I300 A8 MGF £850

MIL 688 £I500 MIL 7729 £850 MJ 6708 £2600 N27 MJB £I200 J32I MJB £850 J23 MJD £850 S44 MJS £950 J24 MJW £850 M2 MLG £I400 L2 MLL £I400 D9 MML £850 L8 MMS £950 K2I MOG £850 WI5 MON £850 J27 MOO £850 D3 MPL £950 BI MTB £I300 W3 MTS £950 J2I MYS £I400 394 NAL £I500 J29 NAS £850 K28 NDY £950 K3I NEL £850 F2 NET £950 J2I NGO £I900 983 NKM £850 NL 4772 £I700 N2 NNE £950 S2 NOR £I300 J23 OAN £I500 JI2I OAN £850 J29 OCK £I200 JI2I OCK £950 JI23 ODY £I300 OEN 74 £2300 J3I ORD £I400 J25 OUL £I400 E8 OWL £I600 J28 OWL £850 J2I OYD £950 S4 PAC £I500 P8 PAG £I400 M5 PAM £I800 E8 PAM £I700 CI0 PAM £I400 JI2 PAM £I300 I5 PAM £6900 K33 PAM £I500 PAM 65R £I700

L7 PAT £2500 CI8 PAT £I600 J29 PAT £I600 D48 PAT £I500 PAT 95W £I600 PAT 482W £850 T3 PCS £850 G6 PDB £I200 PET 404 £I700 9469 PF £I400 PGS 334 £I700 7235 PL £I500 998 POO £I800 L8 POT £950 3382 PP £I800 F3 PSR £850 M5 PST £I300 E5 PSW £850 W9 PTR £850 S66 RAB £850 S40 RAE £850 J29 RAF £850 P23 RAJ £II00 J27 RAJ £I300 J2I RAM £I300 RAO 223 £950 VI4 RAY £I200 RI7 RAY £I600 K24 RAY £I300 T26 RAY £I500 S29 RAY £I700 RC 6097 £3300 RE I896 £I500 J23 RED £950 K2 REG £I200 G9 REM £850 WI2 REN £I500 T555 REV £I400 RG 9067 £3I00 A5 RGW £I400 8I79 RH £I900 L3 RJG £I400 RL 4807 £2I00 748 RME £II00 J23 RMY £I500 K2I ROB £I800 J28 ROB £I800 KI2I ROB £I400 JI23 ROB £I700 ROB 944Y £I200 SI5 ROD £950 K55 ROD £850 JI ROG £2900 CI6 ROG £I500 V2I ROG £I300 W28 ROG £I200 X88 ROG £I400 M777 ROG £II00 AI3 ROM £I500 H9 RON £I700 DI2 RON £I400 R2I RON £I500 W23 RON £I200 S33 RON £I400

£695

RON 47A £I600 J66 RON £I400 N77 RON £I300 S77 RON £I500 E78 RON £II00 S333 RON £850 RON 948 £2500 WI6 ROS £950 K24 ROS £850 MI0 ROY £I400 SI5 ROY £I500 FI9 ROY £I400 ROY 26W £2500 T29 ROY £I400 S900 ROY £850 M23 RRY £II00 J24 RRY £I200 G322 RRY £I400 L2 RSM £850 K23 RST £850 M29 RUS £850 N3 RUT £850 J3I RYS £850 B4 SAG £850 LI0 SAL £I500 J2I SAL £I200 K29 SAL £I300 L3I SAL £I400 V45 SAL £2500 J26 SAM £2500 LI7 SAN £950 M55 SAN £II00 C90 SAN £I300 SAZ 552 £750 C7 SDR £850 V2 SEC £950 N24 SHE £850 T5 SHP £850 J9 SHW £I500 SHZ 855 £850 T555 SJB £850 J32I SJC £850 NI4 SJH £950 M92 SJH £850 P28 SKA £850 VI5 SLC £850 E7 SLK £I200 I86 SMA £I500 C3 SON £I200 L3I SON £850 J3I SSA £I400 K3I SSO £950 K24 STU £I600 J27 STU £I600 KI23 STU £II00 SU 395 £3300 VI2 SUE £I900 J3I SUE £I800 SUE 56M £3600 SUE 232W£I200 CI SUS £I500 R6 SUS £950 TAD 945 £I900 92I TAF £2I00

£1495

I40 TAL £I900 FI7 TAM £950 JI TAP £I300 J2I TAY £II00 N40 TED £850 TED 879 £2300 TEL IY £2700 LII TEL £I500 WI9 TEL £II00 TER 643 £2I00 E5 TEV £I300 S98 TEW £I200 F4I THE £3800 TIB I22 £750 TIL 552 £750 9267 TJ £I500 TNV 46 £I500 D8 TOL £850 K28 TOM £I600 N77 TOM £I700 KI23 TOM £I300 TOM 398Y £I400 TOM 6I7 £3900 J800 TOM £I200 J2I TOP £850 TOT 348 £850 8662 TR £I400 K28 TTH £850 J23 TTY £950 K28 TTY £II00 S555 TVN £850 TWS 703 £750 K3I TYS £850 J32I UDE £I400 J24 UDY £I800 J32I UDY £I200 LI7 ULU £850 UVK 60I £850 KI0 VAL £I300 VI3 VAL £I500 CI4 VAL £I400 T50 VAL £950 KI55 VAL £I700 683 VAL £I800 EI3 VAN £2500 6648 VB £850 VEZ 9II £2500 7432 VF £750 VLE 498 £850 WAA 494 £950 WAX 23 £2I00 7740 WB £I900 K2I WEB £850 XI WHY £950 WIL 887 £I300 WIL 2423 £850 WIL 2448 £750 WOL 6II £I500 7483 WY £750 WYL 889 £850 N9 WYN £850 XAN 83 £I600 4956 XJ £850 K3I YYS £850

16 MARCH 2022 AUTOCAR.CO.UK 79

ROAD TEST ROAD TEST ed

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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 15.5.19 3 Series 320d M Sport AAAAA 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 14.7.21 M5 CS AAAAA 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

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

BENTLEY

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

CUPRA

Leon 310 VZ3 Estate AAAAC Ateca 2.0 TSI 4Drive AAABC Formentor 2.0 TSI VZ2 AAAAB

DACIA

8.9.21 L O T U S 23.1.19 Elise Cup 250 AAABC 29.6.16 3.2.21 Evora S 2+0 AAAAC 30.3.11 Exige Sport 390 Final Edit’n AAAAB 21.7.21

Sandero Stepway TCe 90 AAAAC 28.4.21 M A S E R AT I Duster SCe 115 Comfort AAAAC 22.8.18 Ghibli Diesel AAABC Quattroporte Trofeo AACCC DALLARA Levante Diesel AAACC Stradale AAAAB 16.10.19 S Granlusso AAABC

DS

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 AAABC15.9.21

HONDA E Advance AAABC Jazz 1.5 i-MMD Hybrid EX AAABC Civic 1.5 i-VTEC Turbo AAAAC 2.0 Type R GT AAAAB Clarity FCV AAAAC HR-V e:HEV AAABC CR-V 1.5T EX CVT AWD AAABC NSX AAAAB i10 1.2 MPi Premium AAAAC i20 1.0 T-GDI 100 48V AAABC N AAAAB i30 N AAABC 1.4 Premium SE AAABC Kona Electric 64kWh AAAAC Santa Fe 2.2 CRDi AAABC Tucson 1.6 T-GDi Hybrid AAAAC Nexo AAABC

12.3.14 4.8.21 30.11.16 8.5.19

MAZDA

3 Crossback Puretech 155 AAACC 10.7.19 2 1.5 Skyactiv-G SE AAAAC 7 Crossback Puretech 225 AAABC 19.9.18 3 2.0 Skyactiv-X AAAAC 2.2.22 MX-5 1.5 SE-L Nav AAAAB 9 E-Tense 225 AAABC MX-30 145PS AAABC FERRARI CX-3 1.5D SE-L Nav AAABC 488 GTB AAAAA 25.5.16 CX-5 2.2D Sport Nav AAAAC 7.8.19 488 Pista AAAAB 25.7.18 M c L A R E N 812 Superfast AAAAC 3.11.21 570S 3.8 V8 AAAAA SF90 Stradale AAAAC 600LT Spider 3.8 V8 AAAAB F I AT 620R 3.8 V8 AAAAC Panda 4x4 Twinair AAAAB 17.4.13 GT 4.0 V8 AAABC 26.2.14 720S 4.0 V8 AAAAA 500 Abarth 595 AAAAC 26.1.22 Senna 4.0 V8 AAAAA Icon 42kWh AAAAC P1 AAAAA

26.8.20 7.10.20 19.4.17 25.10.17 12.7.17 24.11.21 7.11.18 5.10.16

22.4.15 6.11.19 2.9.15 10.3.21 22.7.15 28.6.17 30.3.16 22.5.19 23.12.20 27.1.21 24.5.17 10.10.18 7.5.14

MERCEDES-AMG A-Class A45 S 4Matic+ Plus AAAAB 4.3.20 3.6.15 C-Class C63 AAAAB 24.4.19 C63 S Coupé AAAAB 17.10.18 CLS 53 4Matic+ AAAAC 29.7.15 GT S AAAAC 10.5.17 R AAAAB GT 4-Door Coupé 63 4Matic+ AAAAB 13.3.19 6.7.16 SLC 43 AAABC 13.6.18 GLC 63 S 4Matic+ AAABC 14.10.20 GLE 53 4Matic+ AAABC 4.7.18 5.8.20 3.4.19 21.8.19 23.7.14 14.6.17 6.10.21 16.10.13 17.11.21 16.9.20 10.2.16 17.7.19 12.2.20 20.6.18

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 2.4.14 6.12.17 Cooper S Works 210 AAAAB 25.11.15 Clubman Cooper D AAABC Convertible Cooper S Sport Automatic AAAAC 19.5.21 JAGUAR 22.2.17 Countryman Cooper D AAABC F-Type V8 S Convertible AAAAC 12.6.13 Plug-in Hybrid AAABC 26.7.17 11.6.14 V6 S Coupé AAAAB M I T S U B I S H I 22.11.17 2.0 R-Dynamic Coupé AAAAC 29.4.20 Eclipse Cross 1.5 First Edition 2WD AAACC P575 R AWD Coupé AAAAC 2.12.15 XF 2.0 R-Sport AAAAB 14.3.18 17.4.19 Outlander PHEV GX4hs AAABC 16.4.14 300 R-S Sportbrake AAABC 1.7.15 XE 2.0 R-Sport AAAAB 11.4.18 M O R G A N E-Pace D180 AWD SE AAABC 11.5.16 Plus Four AAABC 12.8.20 F-Pace 2.0d AWD AAAAC 1.12.21 3 Wheeler AAAAA P400e R-Dynamic HSE AAAAC 6.6.12 24.7.19 SVR AAAAB N I S S A N 12.9.18 I-Pace EV400 S AAAAB Micra 0.9 N-Connecta AAAAC 26.4.17 JEEP 27.3.19 DIG-T 117 N-Sport AAACC Compass 2.0 M’jet 4x4 L’d AAACC 3.10.18 Juke 1.0 DIG-T 117 AAABC 29.1.20 16.2.22 Qashqai 1.3 DIG-T 158 AAAAC 28.7.21 4xe S AAACC 16.11.16 Renegade 4xe Trailhawk AAACC 30.6.21 GT-R Recaro AAAAB Wrangler 2.2 M’Jet-II Ov’d AAAAC 10.4.19

Continental GT W12 Coupé AAAAB 2.5.18 ASTON MARTIN 22.12.21 Speed Coupé AAAAC Vantage V8 AAAAB 23.5.18 Flying Spur W12 AAAAB 15.7.20 1.9.21 Bentayga W12 AAAAB 18.5.16 F1 Edition Coupé AAAAC DBS Superleggera AAAAA 21.11.18 28.10.20 B M W DBX AAAAB 1 Series 118i M Sport AAAAC 30.10.19 AUDI 2 Series 220d Convertible AAAAC 1.4.15 A1 Sportback 35 TFSI S line AAABC 2.10.19 M2 AAAAB 15.6.16 18.11.20 M2 CS M-DCT AAAAB 19.8.20 K I A A3 Sportback S3 AAABC 18.9.19 218d Active Tourer Luxury AAAAC 24.12.14 Stinger 2.0 T-GDI GT-L S AAABC A4 S4 TDI AAAAC

SUZUKI

P O L E S TA R 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

R E N A U LT Clio TCe 100 Iconic AAAAB Mégane 1.5 dCi Dyn. S Nav AAACC E-Tech Plug-in Hybrid 160 AAACC RS Trophy-R AAAAC Grand Scénic dCi 130 Nav AAABC Kadjar dCi 115 Dyn. S Nav AAAAC Arkana E-Tech Hybrid 145 AAABC Captur 1.3 TCe 130 EDC AAABC

21.10.20

T OYO TA

23.9.20 8.6.16 3.3.21 1.4.20 5.6.19 10.8.16 4.7.12 9.5.18 16.3.16 18.7.18 16.6.21 29.5.19 4.1.17 11.8.21 14.8.19 22.10.14 5.9.18 VA U X H A L L 27.5.20 Corsa 1.2T 100 auto AAABC 22.1.20 29.7.20 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 27.11.19 Combo Life 1.5 TD 100 Energy AAABC27.12.18 17.8.16 Insignia Grand Sport 2.0D SRi VX-Line 29.9.21 AAAAC 3.5.17 23.10.19 Insignia Sports Tourer 2.0 Biturbo D GSI 25.1.17 AAACC 30.5.18 21.10.15 Mokka 1.2 Turbo 130 auto AAABC 12.5.21 13.10.21 Grandland X Hybrid4 AAACC 22.4.20 18.3.20 VXR8 GTS-R AAAAC 10.1.18

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

TESLA Model 3 Standard Range Plus AAAAC4.9.19 20.4.16 Model S P90D AAAAB 15.2.17 Model X 90D AAAAC 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

R O L L S - R OYC E Phantom AAAAA Ghost AAAAB Wraith AAAAB Dawn AAAAC Cullinan Black Badge AAAAC

Swift 1.0 SZ5 AAABC 17.5.17 SX4 S-Cross 1.6 DDiS SZ4 AAABC 30.10.13 29.4.15 Vitara 1.6 SZ5 AAABC Across 2.5 PHEV E-Four CVT AAAAB 7.4.21

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

Fabia 1.0 TSI 95PS AAAAB 9.2.22 31.7.19 Scala 1.5 TSI 150 DSG AAABC Octavia 2.0 TDI 150 SE L First Edition 2.9.20 V O LV O DSG Estate AAAAC 17.2.21 XC40 D4 AWD First Edition AAAAB 7.2.18 2.0 TDI vRS AAAAC 24.12.19 Superb 1.4 TSI iV 218 SE L AAAAC 26.2.20 S60 T8 Polestar En’d AAABC Karoq 2.0 TDI 150 Scout AAABC 30.1.19 V60 D4 Momentum Pro AAAAC 27.6.18 18.8.21 XC60 D4 AWD R-Design AAABC 5.7.17 Enyaq iV 80 AAAAC 23.11.16 S90 D4 Momentum AAAAC 13.7.16 Kodiaq 2.0 TDI Edition AAAAC 2.0 TSI 245PS vRS 4x4 AAABC 23.2.22 V90 T6 Recharge R-Design AAAAB 11.11.20 17.6.15 XC90 D5 Momentum AAAAC

S S A N G YO N G

Tivoli XLV ELX auto AAACC

14.9.16

SUBARU

WESTFIELD Sport 250 AAAAC

29.11.17

ZENOS

XV 2.0i SE Lineartronic AAACC 28.2.18 Levorg GT 1.6i Lineartronic AAACC 13.1.16 E10 S AAAAB

7.10.15

GREATEST ROAD TESTS OF ALL TIME

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 S350 Bluetec AAAAA EQA 250 AAACC GLB 220d 4Matic AAABC GLC 250d AAAAC G-Class G350d AMG Line AAAAC GLS 400d AAABC X-Class X250d 4Matic AAABC

MG 15.4.20 24.2.21 25.8.21 27.12.17 13.9.17 31.10.18 6.3.19 17.3.21 12.6.19

PEUGEOT 208 e-208 Allure Premium AAAAC 6.5.20 24.10.18 508 GT BlueHDi 180 AAAAC 8.7.20 Hybrid 225 Allure SW AAAAC 5.5.21 PSE Hybrid4 SW AAAAC 30.9.20 2008 e-2008 GT Line AAABC 3008 1.6 BlueHDi GT Line AAABC 18.1.17 5008 2.0 BlueHDi GT Line AAABC 1.11.17 1 AAAAC

CITROEN LC 500 Sport+ AAAAC 18.10.17 C3 Aircross Puretech 110 AAABC 7.3.18 NX 350h Prem’m Plus Pack AAAAC 16.3.22 26.5.21 RC F AAACC 18.2.15 C4 Puretech 130 Auto AAACC 6.2.19 C5 Aircross BlueHDi 180 AAABC 13.2.19 ES 300h Takumi AAABC 6.6.18 LS 500h Premier AWD AAACC

HYUNDAI 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

1.3.17 Rio 1.0 T-GDI 3 Eco AAABC 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

NOBLE

M600 AAAAB

14.10.09

FORD CAPRI 2000 GT

The otherwise comfy front seats lacked lateral support The Mk1 Capri was practical, and myriad switchgear was quick and engaging, and the first confusing, while the rear cabin in a long line of sporty Fords that was rather tight for adults. But were to offer affordable thrills overall, we found the Capri fast, for the masses. safe, comfy and affordable.

TESTED 10.7.69

The Capri’s Weber-carburetted V4 was sourced from the Ford Corsair, as was its close-ratio four-speed manual gearbox.

Quiet and smooth to 3500rpm, the engine became harsh above that, but the short-throw ’box was enjoyably light and precise. The 2000 GT easily outperformed the 83bhp 1600 GT model through the gears and also returned better economy above 50mph. Servoed brakes (front discs, rear drums) worked well initially but suffered fade.

The rear-drive Capri handled tidily, with gentle understeer in normal driving, throttleadjustable cornering and lift-off oversteer that only became a handful in extremis. The steering lacked feel and self-centring, though. Road noise was low, but there was some thumping over joints and an annoying exhaust resonance at 2800rpm.

FOR Pace, sweet gearbox, neat handling, value AGAINST Unrefined engine, steering, exhaust resonance FACTFILE

Price £1096 Engine V4, 1996cc, petrol Power 93bhp at 6000rpm Torque 104lb ft at 3600rpm 0-60mph 10.6sec 0-100mph 40.9sec Standing quarter mile 18.2sec, 78mph Top speed 106mph Economy 23mpg WHAT HAPPENED NEXT…

The Capri was a sales hit, and one million had been made by late 1973. During 1973-74, 248 RS3100 race-homologating specials were built using a 3.1-litre Essex V6. The Mk2 and Mk3 were less successful than the Mk1, but the Capri’s late1980s swansong was marked with the ‘Tickford Turbo’ run of 85 2.8-litre Cologne V6 specials co-developed by Aston Martin.

25.4.18

16 MARCH 2022 AUTOCAR.CO.UK 81

SLIDESHOW The greatest Q-cars of all time e don’t need to tell you that the Lamborghini Aventador SVJ is quick.

It would still look like a fast car even if it were powered by a lawnmower engine. But at the other end of the spectrum, there’s a whole group of cars that conceal powerful drivetrains beneath the metal of a normal car. So let’s take a look at some of the best ‘sleepers’ ever sold and check up on how easy they are to buy today.

W

Mercedes-Benz 500E 1991-1994

Lancia Thema 8.32 1986-1992

Volkswagen Passat W8 2001-2004

Rover 75 V8 2004-2005

The Thema 8.32 is an anonymous-looking saloon with a 212bhp 3.0-litre V8 from Ferrari stuffed in its nose. Mad, but it wasn’t actually much faster than the Thema Turbo, with its boosted 2.0-litre four-pot. The 8.32 could do 0-60mph in 6.8sec and topped out at 149mph, while the Turbo – which cost half as much – was pegged at 7.6sec and 140mph. Even worse, later cars fitted with a catalyst could manage only 7.2sec and 140mph.

Nonetheless, what a thing. From £19,000 today.

Since its introduction in 1973, the Passat had long been a byword for anonymity – until 2001, when Volkswagen made a version with a 266bhp 4.0-litre W8 engine. It took just 6.3sec to reach 60mph, benefited from Volkswagen’s 4Motion four-wheel drive system and in most places had a standard six-speed manual gearbox. Only model-specific wheels, a small W8 badge and quad exhaust tips set it apart from less powerful variants. Used ones are available from £5000.

Running out of money fast, Rover decided to rework the 75 saloon and estate for rear-wheel drive and the 256bhp 4.6-litre V8 from the Ford Mustang. Only a model-specific grille and alloy wheels set the V8 apart from lesser 75s. Fewer than 100 were ever made. The sleeper to have that’s also a unicorn is the Tourer estate version, only 17 examples of which were ever made. The rarity of the V8 75 has enhanced values today, so you won’t get one for less than £25,000.

Volvo S80 V8 2006-2010

Tesla Model S P100D/Performance

BMW 550i 2010-2017

Thanks to Tesla’s forward-thinking design, the Model S still looks high-tech and desirable today, but let’s face it, it doesn’t look like a car that can blast from a standing start to 62mph in as little as 2.3sec, does it? That makes it comfortably (or, more accurately, uncomfortably) faster than the Lamborghini Huracán Performante. You can buy a used one today from around £50,000.

The 402bhp V8 BMW 550i may lack the glamour and power of the M5, but those model-specific twin exhausts give the Q-car game away. Most examples came fully loaded, and performance was swift: 0-62mph was dispatched in 5.0sec.

There are around 350 on UK roads today, but the one you want is the Touring estate, and just a handful of these were ever sold in the UK. F10-generation 550is cost from £13,000 today.

Few luxury cars look more innocuous than Volvo’s S80. Most examples were powered by a 2.0-litre diesel engine, but it also was available with a silkysmooth 310bhp Yamaha V8 that sent its power to all four wheels. Cars so equipped look no different from their much humbler relations; only small V8 badges give the game away. It’s another sleeper that’s also a unicorn, with just 92 on UK roads today. A few are for sale from about £10,000.

82 AUTOCAR.CO.UK 16 MARCH 2022

2016-present

ROGER SMITH

It took a well-trained eye to tell the Mercedes-Benz 500E (W124 generation) apart from its cheaper, less powerful siblings doing taxi duty. It received a powertrain-specific front bumper, flared wheel arches and, of course, a model-name badge on its rear. Enthusiasts knew what they were seeing, but everyday motorists assumed it was an everyday E-Class with blownout suspension. Pushing the front wheels out was necessary to fit the 322bhp 5.0-litre V8, but this made it too wide for the W124 production line, so it was built by frenemy Porsche, and rather slowly: each of the 10,479 examples took 18 days.

It was good for 0-60mph in just 6.1sec. A 500E isn’t easy to find today, but examples are to be had from around £25,000.

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