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New 830bhp Merc flat out
MEGA AMG GT 63 ‘Performance has hit new heights’
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300mph Bugatti driven
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Honda NSX is back!
20 – 27 April 2022
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OFFICIAL MERC’S AFTER ROLLS DEFENDER EV 20 April 2022 | Dacia Jogger
This’ll really upset purists...
20 22 ’ S U N L I K E LY H E R O
We’re in love with a £15k Dacia
£5 K U S E D G U I D E
Porsche 944: a forgotten gem
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THIS WEEK
‘It really does get your attention, because we’re talking about a mile in 11 seconds’
Issue 6511 | Volume 312 | No 4
NEWS
Macan EV, Q6 E-tron Hot new Porsche, Audi SUVs 4 Audi’s luxury city car Autonomous, with own cinema 7 Mercedes-Benz EQS SUV Full details of EV flagship 8 Insurance premiums How road-fix bills may hit you 10 Honda NSX Electric supercar to top 30-car EV push 12 Dacia’s design future By new ex-Aston design boss 14 Alfa Romeo Tonale Inside its game-changing plant 16 This is the future What Norway’s EV life teaches us 18
COMMENT
DACIA DOES IT AGAIN – WITH BRILLIANT JOGGER MERCEDES EQS SUV: FACTS, FIGURES, PHOTOS 8
TESTED
Mercedes-AMG GT 63 S E Wild 4-Door Coupé PHEV 24 Twisted T90 EV UK firm turns Defender all-electric 28 Toyota GR Yaris Iberian Cup Hardcore rally version 31 Ford Focus New updates include mild-hybrid boost 33 Toyota RAV4 Adventure SUV gets all-roads version 33 Dacia Jogger 1.0 TCe 110 Comfort ROAD TEST 34
FEATURES
Bugatti Chiron Super Sport Driven, plus tour of HQ 42 World’s fastest cars From Miura to 304mph Bugatti 48 Diesel’s last stand? Repmobile test of big oil-burner 52 McLaren in Extreme E Why it’s racing electric SUVs 56
OUR CARS Skoda Kodiaq Updated seven-seat SUV begins test Polestar 2 Let’s download a power hike overnight Alfa Romeo Stelvio QV Weekend away in fiery SUV Land Rover Defender Off-roading and an epic drive
WE DRIVE THE WORLD’S FASTEST CARS 48
62 63 64 65
EVERY WEEK
Jesse Crosse What ‘swarm data’ can do for your car 13 Matt Prior A 1100-mile US road trip – on a Harley 15 Jim Holder What’s going on at US start-up Rivian? 19 Subscribe Save money and get exclusive benefits 20 Steve Cropley A simple way to beat the traffic jams 21 Damien Smith ’90s F1 cars thrill at Goodwood meet 22 Your Views Late, great Vic Elford; Tesla Model Y 58 On this day Mille Miglia in 1933 and Jag’s forebear 61 Slideshow Seven world-class automotive engineers 82
66 68 70 71 72 81
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COVER STORY
CEO JEAN-PHILIPPE IMPARATO ON ENSURING THAT TONALE PRODUCTION IS FLAWLESS 16
FAMILY CARS ARE all getting bigger, heavier, more complicated and, ultimately, more homogenised, right? Well, nobody at Dacia got that memo, as the brilliant new Jogger (road test, p34) shows. In an industry where seemingly every niche has already been filled, Dacia managed to find a new one by combining the qualities of an MPV, estate, SUV, crossover and family hatchback into an incredibly versatile package that starts at under £15,000. It is a unique and compelling offering that, as our road test conclusion notes, will enter so many buying and ownership conversations. Dacia made a huge splash in the UK when it launched in 2013 with the Duster and Sandero. While it has become an established player in that time, it also feels like it hasn’t evolved hugely beyond that initial offering and has been playing the same record for a long time. It was not yet in danger of drifting into ‘familiarity breeds contempt’ territory, but the Jogger shows we needn’t have doubted the Romanian firm’s ability to innovate in creating products that are both outstanding cars and value-for-money offerings. And with the current squeeze on the cost of living, the Jogger’s arrival couldn’t be better timed.
Mark Tisshaw Editor mark.tisshaw@haymarket.com @mtisshaw
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DRIVEN: MERCEDES-AMG’S MIGHTY MEGA-PHEV 24
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N E WS G O T A S T O RY ?
Email our news editor felix.page@haymarket.com
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Macan EV and Q6 major steps in Porsche and Audi electrification All-new SUVs from partnered brands to accelerate move away from petrol power
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orsche and Audi are putting the final touches to a pair of co-developed high-performance electric SUVs, each of which will serve as a spearhead for a new family of premium-orientated and tech-rich electric cars built on an all-new architecture. The new Porsche Macan EV and Audi Q6 E-tron – each
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technically unrelated to any existing models in their respective manufacturers’ portfolios – represent the next step in the rapid electrification plans laid out by the two German marques. Each will serve as an electric alternative to their respective most popular combustion-engined models and should rapidly
accelerate both Audi’s and Porsche’s transition to allout electrification. PORSCHE MACAN EV Porsche will look to build on the huge success of its debut EV, the Taycan, with a new electric take on the Macan SUV, which has been its bestselling car globally since 2015.
The Macan EV, due on sale next year, will arrive in dealerships around nine years after the current petrol-engined car, which was heavily updated in 2019, was revealed. But it won’t immediately replace its combustion-engined forebear; much like the Panamera remains on sale alongside the similarly sized and
positioned Taycan, Porsche will continue to sell the existing Macan alongside the EV – although it has yet to give a fixed timeline for the model line going purely electric. The Macan EV will be one of the first production cars to use Porsche and Audi’s Premium Platform Electric (PPE) architecture, which combines
NEWS Macan EV will be one of the first cars to use AudiPorsche PPE architecture
S PY S H OT
PORSCHE MACAN EV
Macan EV’s test programme has focused on achieving best-in-class performance
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Porsche fully intends for the Macan EV to be the sportiest model in the segment ❞
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For now, Taycan EV is sold beside ICE Panamera
Electric successor to 718 Cayman is due before 2030
elements of the J1 architecture – used by the Porsche Taycan and Audi E-tron GT – and the MEB platform used more widely by the Volkswagen Group’s more mainstream EVs. The PPE structure will form the basis of the group’s more dynamically focused and upmarket EVs, but so far only Porsche and Audi have confirmed its use for production cars. Lamborghini’s first EV is now expected to arrive after the group’s SSP platform is introduced and Bentley has lined up the new Artemis platform, currently in development at Audi, for its own first EV. Porsche, unlike Volkswagen and Audi, decided not to adapt ICE car platforms for its first wave of EVs. Its R&D boss, Michael Steiner, said that “there’s
always some compromise in weight, package and other dimensions” with a multipowertrain platform. One advantage of a dedicated EV architecture is a more spacious interior, thanks largely to the lack of a transmission tunnel, and improved handling due to a lower centre of gravity and improved weight distribution. Following an extensive period of virtual testing, realworld Macan EV prototypes are now testing on the road, laying bare the differences that will set the electric SUV apart from its combustionengined predecessor. Porsche fully intends for the Macan EV to be the sportiest model in the segment, and much of the testing programme has centred around its capacity
to offer “repeatable best-inclass performance figures”, although no details have yet been given of the model’s ultimate capability. The Macan EV will play a key role in taking Porsche to a recently announced target of 80% EV sales in 2030, along with several variants of the Taycan and a new electric successor to the 718 Boxster and Cayman sports-car duo. Porsche has yet to confirm plans for an electric take on its largest car, the Cayenne SUV, and has repeatedly stated that the 58-year-old 911 sports car will be its final model to ditch combustion, likely after 2030. AUDI Q6 E-TRON Audi’s first car to use the new architecture is tipped to quickly become one of its best-selling EVs, given its ◊
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SHARE TO BE DIFFERENT Pointing to the differences between the Taycan and the E-tron GT, Audi said: “A shared platform isn’t an obstacle to realise brand-specific vehicle design and characteristics.”
S PY S H OT
A U D I Q 6 E -T R O N
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Q6 E-tron’s Singleframe grille will be complemented by slimline headlights ∆ similar size and positioning to the conventionally fuelled Q5, which dominated the German firm’s sales chart last year. Audi has so far been tightlipped about the precise technical specifications and performance details of the Q6 E-tron, but it has given strong clues of what to expect with a pair of PPE-based concepts that closely preview saloon and estate versions of its upcoming
A6 E-tron sibling, due in 2024. Each of those concepts is obviously distinguished from Audi’s first generation of EVs – the E-tron, E-tron GT and Q4 E-tron – by a radical new styling treatment that puts even greater emphasis on aerodynamic efficiency and dynamism. Recent spy shots showing a Q6 E-tron prototype with its front end unwrapped confirm
that it will largely follow suit, albeit with a raised ride height and a more upright silhouette. Defining features visible at this stage include an expansive new interpretation of Audi’s trademark Singleframe grille (which on future EVs will take the form of a flat, one-piece decorative panel), slimline LED headlights (likely using the advanced digital matrix technology seen on the A6
PPE: BUILDING ON AN ELECTRIC FUTURE The PPE architecture will underpin a varied range of Audi EVs across different segments, ranging from an electric follow-up to the A4 to the large ‘Landjet’ limousine that will succeed the A8 and the production version of
the 5.5m-long Urbansphere MPV concept (see p7). Initial details released by the brand reveal that PPE allows for ride heights ranging between 152mm and 217mm, a wheelbase of between 2890mm and 3080mm and
Grandsphere concept previewed the ‘Landjet’ A8 successor
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a track width of 1641mm and 1714mm, giving a high degree of carryover between several core models and in turn cutting development and production costs. Porsche has been less forthcoming about its plans for the new platform, but the details already given by its sibling brand suggest that will be well placed to underpin EVs both underneath and above the Macan EV. Recent reports suggest that the next-generation Cayenne will gain an electric version, which is likely to drastically increase Porsche’s EV sales mix, given that the SUV is currently the marque’s second best-selling model.
Q6 E-tron will likely be followed by coupé-inspired Q6 Sportback E-tron concepts) and an array of vents to channel cooling air. The rear end styling treatment will be a closer match to that of the existing Q4 E-tron. Like that car, the Q6 E-tron is likely to ultimately be offered in rakish-roofed (and slightly more aerodynamic) Sportback guise as well. Audi has already given clues to the outright performance potential of models built on the new PPE platform, with the A6 E-tron concept offering a combined 469bhp and 590lb ft from its twin-motor, four-wheel-drive powertrain. That format is expected to be carried over into production, although the brand has confirmed that the PPE platform can also host single, rear-mounted motors in less powerful entry-level models. In line with plans to future-
proof its sports car offerings, Audi is also working on a range of electric RS performance models, with the top-rung version of the E-tron GT setting the tone for the electrification of the Audi Sport division. The hot version of the Q6 E-tron will be marked out chiefly by more aggressive styling, beefier brakes and a more dynamically focused chassis set-up, but it will also benefit from a notable power boost over the standard car. With an output likely north of 500bhp, it will rival the likes of the Ford Mustang Mach-E GT. Audi hasn’t, however, suggested that any PPEbased cars will be equipped with an asymmetrical trimotor powertrain, as used by its most powerful current electric SUV, the E-tron S. FELIX PAGE
NEWS Large size and MPV shape yield most space possible
Audi envisions megacity car
Urbansphere concept created for future where cars are self-driving living spaces
T
he Urbansphere is the final entry in a trio of radical Audi concept cars developed to showcase a range of future autonomous EVs atop the PPE architecture. At 5510mm long, 2010mm wide and 1780mm tall and with
a wheelbase of 3400mm, it’s significantly larger than any EV created by the Volkswagen Group so far, including the Volkswagen ID Buzz MPV. Despite its size, the Urbansphere has been conceived with megacities
Each of four occupants gets own screen and headrest speaker
in mind, specifically those in China. It was created in partnership with Audi’s design studios in Beijing, taking into account the “human needs” of real customers in the capital. The Urbansphere features counter-hinged doors at both the front and the rear, with no B-pillar. The seats swivel outwards for ease of access and a red “carpet of light” is projected onto the ground. Each of the four seats, which can rotate to form a communal area for the driver and passengers, has a speaker in the headrest and its own privacy screen. Audi said the Urbansphere can serve as a lounge or as a mobile office, providing a
UR BA NSPHER E SUGGEST S A N UNCOMFOR TA BL E T RU T H F E L I X PA G E
Audi’s 2019 AI:ME concept followed many of the same principles as the Urbansphere but showed that many of the same goals and functions could be achieved with a much more tightly packaged and familiar proposition. But that was three years ago now, and Audi has since remained quiet on any plans for an MEB-based city car. All of its EV concepts since have used the more premium PPE architecture and placed an overt focus on dynamism, interior space or luxury, which prompts the question: how would an electric small hatch fit into Audi’s future line-up?
It’s strange that Audi’s smallest and largest concepts in recent memory should be targeted so closely at the same segments, but perhaps it’s a reflection of a somewhat
uncomfortable truth: bigger cars make for more flexible interiors and therefore better urban propositions in the future of autonomous vehicles.
A2-like AI:ME concept no longer seems to fit in Audi’s future
third living space for owners when they’re stuck in traffic. In autonomous driving mode, the steering wheel, pedals and dashboard can all be hidden, while new functions made possible by level four autonomy include making restaurant reservations, online shopping, picking up passengers from their homes, finding a parking space and locating a nearby charger. The Urbansphere is driven by two electric motors, positioned on the front and rear axle, producing a total of 395bhp and 508lb ft of torque. The concept also uses rear-axle steering and adaptive air suspension, which Audi said offers “outstanding comfort not only on city highways but even on the uneven, often patched asphalt of downtown streets with no noticeable body movement”. Electricity is supplied by the same 120kWh battery as in the Grandsphere limousine, giving up to 466 miles of range and able to charge at rates of up to 270kW for a 5-80% charging time of less than 25 minutes. Although the Urbansphere is targeted towards Chinese cities, Audi says it’s designed to work anywhere in the world. “We believe this is a concept by all means that could benefit other megacities of this world; it will find relevance there,” said Silke Guse, Audi’s brand and communication strategy boss. “A European design wouldn’t be much different, really. Our claim is this must be a car that works everywhere in the world.” JACK WARRICK
IN DE TA IL
NEW FACE In place of a traditional grille, the Urbansphere wears a large octagonal LED panel dubbed the Audi Light Canvas. A similar, rectangular arrangement appears at the rear of the car.
SUSTAINABILITY FOCUS Many materials used in the car’s construction are from sustainable sources. Wood in the cabin comes from nearby Audi production sites, while the seats are made of recycled polyamide.
IN-CAR CINEMA A large, transparent OLED ‘cinema screen’ that pivots vertically from the roof of the car can be used to watch movies or join video conferences.
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Top-spec EQS 580 features Hyperscreen dash display
The EQS SUV is built in Tuscaloosa, in the US, alongside the combustion-engined GLE and GLS and soon the smaller EQE SUV.
OFFICIAL PICTURES
Luxury SUV leads EQ line-up EQS SUV to join Mercedes-Benz EV range as Audi E-tron-rival; due late this year
T
he Mercedes-Benz EQS SUV, revealed here as an all-new luxury flagship for the German marque’s fastgrowing line of EVs, will rival the Audi E-tron and BMW iX when it arrives at the end of this year. As with the EQS and EQE saloons, the US-built EQS SUV is based on the dedicated electric vehicle architecture (EVA) platform, which supports
EQS SUV shares wheelbase with EQS limousine
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both single-motor, rear-wheeldrive and dual-motor, fourwheel-drive layouts. Power for all launch models is provided by a 107.8kWh battery – the same one used by the EQS saloon – packaged within the floorpan to give the luxury SUV a largely flat floor and what Mercedes says is the lowest centre of gravity of any of its SUV models.
DESIGN At 5125mm long, 1959mm wide and 1718mm tall, the EQS SUV is 82mm shorter, a scant 3mm wider and 105mm lower than the GLS SUV. It also rides on a wheelbase that’s 75mm longer than its combustion-engined equivalent, at 3210mm – the same as that of the EQS saloon. The exterior draws heavily on the smooth-surfaced design first established on the threeyear-old EQC SUV and which is also reflected on the more recent EQS and EQE saloons. Key styling elements include a blanked-off black panel ‘grille’ that extends well into the lower section of the front bumper (optionally with a starpattern treatment), angular LED headlights (optionally with Mercedes’ Digital Light functionality) and a horizontal LED light bar across the leading
edge, all of which provide a clear family resemblance to other EQ models. As on the EQS and EQE saloons, the EQS SUV’s large clamshell-style bonnet is designed to be opened only during servicing, with the filler for the windscreen washer integrated into the driver’s-side front panel. In a departure from the EQS and EQE saloons, the doors are framed. They also feature flush handles as standard on all models. Narrow running boards will be offered as optional equipment, and these are claimed to contribute to aerodynamic efficiency by smoothing the airflow along the side of the new model. Mercedes has yet to reveal a drag coefficient for the EQS SUV, although
officials suggest it’s the most aerodynamically efficient SUV in its ranks, thanks in part to a completely flat undertray. POWERTRAINS Mercedes has confirmed that three EQS SUV variants will be available from the start of UK sales. The entry point to the lineup is the EQS 450. It comes in single-motor, rear-wheel-drive EQS 450+ and dual-motor, four-wheel-drive EQS 450 4Matic guises, both with 355bhp and with 419lb ft and 590lb ft respectively. Efficiency for the base car is pegged at between 23.0 and 18.6kWh per 100km on the WLTP cycle, giving corresponding ranges of between 333 and 410 miles. The twin-motor EQS 450 4Matic musters between 315
NEWS Flat-floored EQS has the lowest centre of gravity of any Mercedes SUV
and 381 miles from a charge. The battery can be charged at up to 200kW on a DC system, from 10-80% capacity in a claimed 31 minutes. And heading the line-up is the four-wheel-drive EQS 580 4Matic with 536bhp and 632lb ft. These figures represent slight increases over the equivalent EQS saloon, but the SUV manages the same range figures as the lesserpowered 4WD model. There are three different levels of energy recuperation: D+ (coasting), D (standard regeneration) and D(enhanced regeneration). The driver can also choose an adaptive setting called D-Auto, which constantly alters the regeneration depending on the driving conditions. CHASSIS Like the EQS, the EQS SUV is underpinned by four-link front and multi-link rear suspension featuring Mercedes’ Airmatic air springs and variable damping control as standard. The ride height can be raised
Ride height adjusts for optimal aero efficiency; air springs are standard
Further EQS SUV models, including a high-performance variant from AMG, are set to join the line-up from next year.
EQXX GOES THE DISTANCE Mercedes’ radical EQXX concept has covered more than 620 miles on a single charge, at an average of 7.14 miles per kWh, hinting at the capability of future production EVs that will use similar battery and drivetrain technology. The journey from Sindelfingen, Germany, to Cassis, France, was taken in “cold and rainy conditions” and at “regular road speeds” of up to 87mph. The prototype even had 87 miles left in its sub-100kWh battery at the end.
by up to 25mm at speeds up to 50mph, while above 68mph it is automatically lowered by 10mm in Comfort mode and by 15mm in Sport mode to reduce drag and aid overall efficiency. A rear steering angle of up to 4.5deg is standard across the EQS SUV line-up but can be optionally boosted to 10deg to reduce the turning circle from 11.9m to 11.0m – roughly the same as the Volkswagen Golf’s. There are four primary driving modes: Eco, Comfort, Sport and Off-Road, the last of which can be operated with or without the electronic stability control engaged. In Off-Road mode, the respective thresholds of the traction-control system, anti-lock brakes and downhill speed regulation, as well as the mapping for the throttle, are matched to “enable the EQS SUV to tackle light terrain”, according to Mercedes. INTERIOR A high-mounted dashboard houses individual 12.3in digital instrument and 12.8in portrait-
Kable (on right) examined new EQS SUV in Germany style infotainment displays as standard, while the plusher EQS 580 gets the headline Hyperscreen, which operates on an eight-core processor and with 24GB of RAM. At 1410mm wide, it includes 12.3in instrument, 17.7in infotainment and 12.3in front-passenger screens in one expansive surface. The MBUX operating system supports conversational speech commands via a “Hey Mercedes” prompt and can receive over-the-air software updates. There’s also an optional head-up display with augmented-reality sat-nav.
An optional third row of seats extends accommodation to seven in all, although leg room and knee room are at a premium for adults back there. So configured, the EQS SUV offers 195 litres of luggage space. GREG KABLE
EQS TO SPAWN R O L L S R I VA L As previewed by the Maybach Concept EQS unveiled at last year’s Munich motor show, Mercedes’ new electric SUV will form the basis of an even more luxurious model aimed further upmarket. It will retain the same silhouette as the EQS SUV but will add its own styling cues and cabin elements in a bid to compete with the first electric cars from Aston Martin, Bentley and Rolls-Royce.
EQXX is optimised for efficiency in both its design and engineering
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Road-repair overcharging inflating motor insurance Contractors cash in on post-accident infrastructure repairs, claims leading adjuster
GETTY IMAGES
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K drivers are paying millions of pounds more for their motor insurance because of inflated compensation claims for damage to roads by contractors hired to repair them, according to a leading insurance adjuster. The charge follows a successful appeal by CMA, a claims management and investigations company, on behalf of a motor insurer that had a £440,000 repair bill reduced by £309,000 after a review by government lawyers.
In December 2016, an accident involving a MercedesBenz E-Class resulted in a section of the Higham Road Bridge on the A45 in Northamptonshire being damaged. National Highways, the government-owned organisation responsible for building and maintaining motorways and major roads in England, commissioned Amey, a contractor, to repair the bridge. As part of the work, Amey installed temporary traffic lights and a barrier that it left in place for two
years until permanent repair work began in 2019. Amey eventually billed National Highways £440,000 for its work, which the organisation paid before then billing the Mercedes driver’s insurer. However, CMA established that £276,000 of Amey’s £440,000 repair bill was for the traffic management scheme alone and that National Highways had paid Amey’s total bill without first checking that it was fair and reasonable. Following CMA’s intervention, the Government
Legal Department (GLD) appointed an independent quantity surveyor to review Amey’s work. Concerning the traffic management claim, the surveyor said: “There’s nothing that we’ve reviewed that could justify a cost of £276,359.77 that Highways England [renamed National Highways in August 2021] states has been paid out.” Following the GLD’s review, National Highways and CMA agreed a reduced claim of £131,000. CMA managing director
LONE-STAR JOGGER REBUFFS ADAS
LUCID LAUNCHES LONG-RANGE AIR
The new Dacia Jogger scored just one star in its NCAP crash tests, with the lack of a seatbelt reminder for the optional third row dropping it below the two-star threshold. Dacia says its customers “don’t want” certain ADAS features.
American EV maker Lucid is putting a megapower, ultra-long-range version of its Air saloon into series production. The new Grand Touring Performance packs 1035bhp, gets from 0-62mph in 2.6sec and musters a 446-mile range.
10 AUTOCAR.CO.UK 20 APRIL 2022
Philip Swift, a specialist in strategic road network claims scrutiny, said: “We deal with overstated road incident claims every day, but this is an especially egregious example. How did Amey come to charge £309,000 too much? Why did National Highways simply pay, no questions asked? We’ve repeatedly warned National Highways that its checks aren’t robust enough and its contractors are taking advantage.” Colin Lowther, head of service delivery at National
Cost of an average comprehensive UK car insurance policy, according to Money Supermarket
When infrastructure is damaged in accidents, insurers foot the bill
for National Highways and its predecessors of inflating the value of many such claims. It’s a practice that they allege has been going on for years. During a House of Lords debate in 2017, the Earl of Lytton, a chartered surveyor, said overcharging was commonplace. “Highways England’s contractors are apparently not averse to submitting inflated green claims for highway infrastructure damage caused during motor accidents,” he said. “These increase insurance costs and appear to [exceed] the contractual arrangements with Highways England, and yet nothing seems to be done about them.” In the same year, CMA estimated that green claims had been inflated by a total of £10m over the previous three years. At the time, it had just won a court ruling against Kier Highways, a contractor, that it accused of submitting a higher claim for costs to its insurer client than it would normally have charged Highways England, including £70 an hour for “asset incident watchmen” rather than the £25 it charged Highways England for the same service. In this case, Kier had charged the third party’s insurer directly, because the value of the claim fell below the threshold – typically £10,000 – above which contractors were expected to bill Highways England. CMA is currently contesting a green claim from National Highways worth £230,000 and involving
COUNCIL GREEN CLAIMS KEPT IN CHECK Green claims for recompense following repairs to local roads and roads infrastructure damaged by third parties are also issued by councils. The Local Government Association doesn’t collect green claims data, but a freedom of information request submitted to Devon County Council in 2020 revealed that the council had issued 101 green claims for repair costs. However,
Contractor Amey had a road repair claim cut by £309,000
35,000+
Number of road repairs carried out after ‘wear and tear and damage’ in 2021, according to Highways England
Swift: “Checks aren’t robust”
it had successfully recovered only 56 of them, worth a total of £112,000. Extrapolated across England’s 24 county councils, this suggests that each year up to £3 million may be recovered from drivers and insurers. Since much of the repair work is done by councils’ own highways departments, it should be safe to assume the incidences of overcharging are at a minimum.
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Contractors aren’t averse to submitting inflated claims for highway infrastructure damage ❞
Amey billed Highways England £440,000 for Higham bridge repair
DYNAMICS KEY TO NEW VELAR HST
FORD MACH-E HIT BY MAJOR PRICE HIKE
The Range Rover Velar has gained a handlingfocused HST edition. The SUV features air suspension, unique styling and a choice of 395bhp petrol or 296bhp diesel straightsix power. Prices start at £71,315.
Ford has blamed dramatic increases in material and energy prices for a £6000-plus hike in the entry cost of its Mustang Mach-E EV. It now starts at £47,530, up from its original launch price of £41,330. The change came into effect on 1 April.
damage to a bridge, repaired by a contractor. According to CMA, the initial claim, received in 2017, indicated the value was less than £10,000, but by 2019 the final bill was £237,000, which National Highways paid. “We’ve asked National Highways for evidence of a pre-payment audit but have received nothing,” said Swift. “It has now appointed lawyers to pursue its green claim.” Swift said this and the Higham Road Bridge case are the tip of the iceberg: “I believe green claims and charges imposed directly by contractors are inflated, typically by 50%. There’s talk of auditing procedures being tightened, but I can’t see that they will stop companies from profiteering at the expense of motorists. They will just find a different way and people will continue to pay more than they need to for their motor insurance.” JOHN EVANS
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£444
NEWS Highways, denied that the organisation had been overcharged by Amey and said it has “robust” processes in place to ensure costs can always be accounted for. “National Highways is entrusted with billions of pounds of public money every year, and we work diligently to ensure that every penny is spent appropriately,” he said. A spokesperson for Amey said the repair work it carried out was different both in scope and in time from that considered by the governmentappointed quantity surveyor. “Amey rigorously ensures that it always provides value for money maintaining the highway network to a high safety standard,” they added. Claims made by National Highways or local authorities to recover the costs of repair work following an accident involving a third party are called green claims. In the year to March 2021, National Highways recovered £15.5 million in green claims from third parties. Critics accuse contractors working
OFFICIAL PICTURE New NSX and GT are part of the EV roll-out due by 2030
In Europe, Honda will launch an HR-V-size electric SUV in 2023 and is targeting a 40% share of its sales for EVs, including fuel cell vehicles, by 2030.
IMAGE
New NSX joins Honda EV blitz
Electric supercar and sporting GT will lead burgeoning new range of Honda EVs
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he Honda NSX will return as a supercar flagship for a 30-strong line-up of electric vehicles that Honda will launch as part of an ambitious £31 billion electrification strategy. The Japanese company has pledged to achieve annual EV production volumes of more than two million by 2030, usher in solid-state battery technology and launch a pair of all-electric sports car flagships, all on the way to ending ICE car sales globally by 2040. Honda aims to achieve net
carbon-neutrality by 2050 but says “a multi-faceted and multi-dimensional approach” to electrification is needed, “not a mere replacing of engines with batteries”. To this end, it will allocate a portion of an ¥8 trillion (£49bn) R&D budget to developing hydrogen powertrains and battery-swapping hardware as a means of facilitating the phase-out of combustion powertrains over the next 10 years. Of this, ¥5tn (£31bn) has been reserved exclusively for “electrification and
software technologies”. Honda has also given initial details of its rapid-fire global EV roll-out in the run-up to 2030 – and it includes an all-electric successor to
the NSX supercar and a new grand tourer flagship. “Honda always has a passion to offer fun for its customers,” the firm said, giving no details of the new sports cars but
promising they will continue to offer a “sports mindset and distinctive characteristics”. The grand tourer looks unrelated to any current model, but the new supercar’s
JAPAN’S MAKERS TURN TO ELECTRIC SPORTS CARS Honda is the latest Japanese brand to commit to offering dedicated sports cars in the electric era. Toyota has previewed a lightweight twoseater in the vein of the MR2,
Lexus is working on an EV follow-up to the LFA, Nissan recently showed the drop-top Max-Out concept and Subaru revealed a 1073bhp 4WD racer called the STI E-RA.
Toyota plans an MR2-style EV
Deus makes debut with 2169bhp Vayanne hypercar Vayanne: top speed 248mph, 0-62mph 1.99sec
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NEW AUSTRIAN COMPANY Deus has revealed its first EV, the Vayanne hypercar, which is set to become one of the most powerful road cars on the market when it arrives in 2025. Developed in partnership with Italdesign and Williams Advanced Engineering (WAE), the 99-off Vayanne produces more than 2169bhp and 1475lb ft, according to computer simulations. That makes it notably more powerful than the 1877bhp Pininfarina Battista, 1923bhp Lotus Evija
and 1888bhp Rimac Nevera. The 0-62mph time is put at just 1.99sec and the top speed is a McLaren Speedtailrivalling 248mph. Despite the Vayanne’s pace and 120mm ride height, Deus says it will offer a “comfortable and luxurious ride” and “maximum daily usability in the hypercar class”. The Vayanne is thought to be underpinned by a ‘turnkey’ package EV architecture announced by Italdesign and WAE in 2021. The package is
claimed to be suitable for GTs, crossovers and saloons and created from aluminium and recycled composite materials. The firms say it can be equipped with two, three or four electric motors and support battery sizes of up to 160kWh for a potential range of up to 620 miles. Deus has previously said Italdesign offered “strategic and technical support” to integrate new technologies, while WAE provided electrification tech.
NEWS
UNDER THE SKIN JESSE CROSSE
SWARM FRONT BRINGS CLOUD AND OUTBREAKS OF AUTONOMY
Honda revealed a preview of its new e:-badged EVs last October silhouette bears an obvious resemblance to today’s NSX. Meanwhile, in North America, Honda will launch two “mid to large” electric SUVs in alliance with General Motors in 2024 and three years later a range of “affordable” EVs with “cost and range that will be as competitive” as petrol cars’. Ten new Honda EVs are set to be launched in China by 2027. In Japan, the firm will start with a small commercial EV priced from around £6000 before introducing passenger cars, including an electric SUV. In 2026, Honda will start rolling out a new softwareintegrated e:Architecture EV
Hybrid NSX will bow out this year
platform – an evolution of that used by its sole existing BEV, the E supermini – which will come with the latest generation of its Sensing autonomous driving functionality. Honda has already previewed a radical new design language for this new era of electric cars, with a trio of striking e:-badged concept cars in 2021. The enhanced connectivity brought by the e:Architecture platform is fundamental to Honda’s forward strategy. The firm said: “Honda positions its electrified products as ‘terminals’ and connects energy and information stored in each product with its users and society”. As with other manufacturers, enhancing the connectivity of its vehicles will open up significant new revenue streams for Honda. FELIX PAGE
HONDA PLOT S SOL ID-STAT E BAT T ER IES Currently, Honda sources lithium ion batteries from an array of suppliers worldwide: EV development partner General Motors supplies its Ultium batteries for use in future US-market Honda EVs; CATL supplies the manufacturer’s Chinese operations; and Envision AESC will power Honda’s small Japanese-market EVs. But the marque has
now detailed a plan to bring its own solid-state battery technology to market, investing the equivalent of £263 million in the construction of a demonstration production line, which is scheduled to be in operation in spring 2024. Honda plans to have EVs powered by solid-state batteries on sale in the second half of this decade.
Deus plans to make 99 examples and claims good daily usability
‘SWARM DATA’ IS a term that has been cropping up more frequently in the past year or two. It refers to data collected from multiple sources (the swarm) and shared via the cloud with all the individuals of the swarm. It can be used for all kinds of things, including, for example, warning drivers of upcoming hazards and adverse road-surface conditions. Last month, Volkswagen announced the latest version of its Travel Assist with Swarm Data. The technology is part of the Volkswagen Group’s ADAS suite, and while its announcement was relatively low-key, the technology behind it is intended to underpin new navigation standards for autonomous driving. Back in 2017, Volkswagen signed an agreement with Israeli tech firm Mobileye to develop the feature, which is based on Mobileye’s Road Experience Management system. REM is a camera-based map and localisation technology that acquires highdefinition track data of individual cars. Two front-facing cameras ‘see’ lane markings and road information, which is interpreted by Mobileye’s systems and compressed and then flows to a cloud. As the store of data grows, it’s used to build and continuously improve high-definition digital maps with very precise localisation information. ‘Localisation’ is a key word in the field of autonomous driving, referring to the fact that to operate autonomously at all, a vehicle must first know its location at any given time to within a few centimetres (hence ‘high definition’). The new Travel Assist with Swarm Data does the things associated with any decent adaptive cruise control (ACC) system but can also drive slightly to the left of the lane, rather than exactly in the middle, adjust to the driver’s style and adapt to local speed limits and road layouts, such as corners and roundabouts, in ACC mode. Two radar sensors at the rear and ultrasound also let the car keep an eye on surrounding traffic; and at more than 55mph on motorways, it can actively support lane-change manoeuvres if the driver wants it to. When it’s activated, all the driver has to
Volkswagen’s new ID software upgrade hints at fully autonomous driving functions.
do is use the indicator and the car will make the manoeuvre if the coast is clear. A telling detail, which reveals the system as perhaps being more sophisticated than what has gone before, is that the new Travel Assist feature can provide driver support where there’s only one lane marking by aligning itself with a detected lane boundary. This means that even on country roads with no central lane marking, the car should be able to stay on track. Seat and Skoda will also use the tech. Earlier this year at the Las Vegas tech show CES, Ford and Geely-owned EV brand Zeekr also joined Mobileye to announce programmes involving the firm’s mapping system. Ford aims to incorporate REM into its Bluecruise hands-free driving system for use on 130,000 miles of ‘pre-qualified’ roads in North America. Blue lighting on the instruments lets the driver know that the car is in a hands-free zone. One of the first cars to get it is the Mustang Mach-E.
GRAPHITE BREAKTHROUGH American materials company Urbix has come up with a graphite-processing method that it claims uses 10% of the energy and 6% of the acid in 7% of the time and with double the yield of lithium-ion-anode-grade graphite compared with existing processes. It aims to supply 30% of all EV battery material in Europe, reducing dependence on China, which supplies almost all of the graphite for EV batteries used today.
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Evolving Dacia’s design doesn’t mean taking it upmarket, Miles Nurnberger said. “We all naturally associate better design with more expensive products, but actually it’s a phoney equivalence.”
Nurnberger arrived with Jogger; has ‘squeezed lemon’ on Bigster
Design big part of Dacia future New design boss Miles Nurnberger shares how he will shape Renault’s budget brand
E
x-Aston Martin designer Miles Nurnberger’s arrival at Dacia coincided with the unveiling of the new Jogger (road test, p34) and came shortly after a radical transformation plan for the marque was detailed as part of parent company the Renault Group’s Renaulution strategy. Nurnberger gave Autocar the first clues of what to expect as Dacia embraces its new identity and electrifies. When will we see your influence on Dacia’s cars? “The majority of my job is spent worrying about cars coming four years down the line, or even as long as a decade. But I have been able to have some influence on the next big model programmes we’ve got coming before that – more about the
Current line-up comprises Jogger, Duster and Sandero
execution of them, rather than conception. Just being able to ‘squeeze the lemon’ on them.” Will we see a Miles Nurnburger concept car to start a new era? “You might do. The brand has gone through an incredible evolution. [Renault Group CEO] Luca de Meo’s Renaulution plan has now given Dacia its own dedicated design team, which it never had before. “Our culture is growing, and that culture, and the concept you’re talking about, is now mine to be guardian of. We have a proper brand mindset now. That will quite naturally lead us to progress and to make new design statements.” How do you feel the group’s commitment to design is now compared with decades ago?
“Renault has always been a quiet powerhouse for design, but it feels like there’s a new emphasis on design throughout the group now, on design as a differentiator. “Luca is definitely a design enthusiast – very literate and perceptive. But there are other key design facilitators throughout the organisation, too, like engineering boss Gilles Le Borgne. When I ask him for great proportions in cars, he will deliver them, because he understands why I’m asking and why the customer wants them.” Where do you think design ranks as a motivator for a Dacia buyer? “Right now, price, value and functionality all outrank it. So for us, being pragmatic is very important. But our customers are surprisingly emotional, too. Some of them rank design number one already. But that doesn’t mean we need to start doing design for its own sake. We need to be honest and authentic in what we give; there will be no flamboyance. Clean, friendly, readable designs will always shine, a bit like the sort of cars Land Rover used to make.” How do you feel about retro car design? “It’s not part of my
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vocabulary at Dacia. There’s a mood for it elsewhere in the group, and the Renault 5 production car is super nice, but if you’re doing retro, it should be more about recapturing a feeling than making a visual pastiche of something. I have no problem being romantic about old ideas spun in new ways, but it’s not my go-to place.”
How do you give a cheap compact car kerbside appeal? Is there a trick to it? “You need good proportions. That means you don’t need to tart up a design with bad stance or long overhangs. Beyond that, I’d say we express our character, keep things neat and simple, but not go down the Russian-doll route.” MATT SAUNDERS
CITY CARS “INTERESTING CHALLENGE” Asked whether Dacia could usher in a new city car, Miles Nurnberger said: “They’ve become very difficult to do, but it’s an interesting challenge. We could look at it. There’s definitely still a place for those cars, even though government policy isn’t really for lightweight hatchbacks with efficient engines at the moment.” The urban-focused Spring
Electric, currently Europe’s cheapest EV, is based on the Chinese-market Renault City K-ZE, and it will be replaced entirely in 2024. It will continue to use the group’s smallest platform, CMF-A (and thus be smaller than Renault’s CMF-B-based 5), but is due to be brought closer into line with other Dacias, given it will no longer be a rebadged Renault.
Spring Electric will get a fully fledged Dacia design in 2024
Matt Prior NEWS
THE
NOTEBOOK
TESTER’S NOTES
US road trip cliché piles on top of US road trip cliché. And why not?
WAGON WANT WANES Mercedes-Benz has long been candid about the uncertain future of estate cars. Speaking about the flexibility of the next-gen EVA2 platform ahead of the EQS SUV’s unveiling, EV drivetrain and architecture boss Christoph Starzynski said: “I always get the same question about station wagons. Of course it’s possible. The question is: is there demand to do another body variant?”
END OF THE ALLROAD? In other electric German estate car news, Audi has hinted its Allroad models could get an EV reprieve. Asked if the A6 Avant E-tron concept will be offered in jacked-up guise with protective body trim, product marketing boss Niko Martens said: “Never say never.” But would it go on sale here? The A4 and A6 Allroads were taken off UK sale earlier this year and Audi said it has no plans to import further generations.
WOULD ZOO BELIEVE IT? We’ve heard of recycled fishing nets being used for sustainable car interiors, but fire hoses being turned into monkey hammocks is a new one. As it repurposes its Ellesmere Port factory to build EVs, Vauxhall has donated 50 old fire hoses to Chester Zoo, which will turn them into bedding, puzzles and training aids for its ape and elephant enclosures.
t takes me a good few miles to get used to the HarleyDavidson Street Glide. I squeak nervily into San Francisco traffic and try not to think too hard about its 375kg weight – or what would happen if I drop it. I have a few days with a long way to go to drive some cars, and I had wondered: what’s the status of the all-American road trip? Can you head out onto the open road, wind in your armpits, into a country in love with the automobile and just drive easy and free for mile after mile? Or, better still (sorry, but at times it is), ride? The good people of Harley-Davidson said I could test one of their bikes, which they rent out through the Eaglerider chain of bike-hire shops. At £180 a day, I won’t pretend it’s cheap, but they don’t polish the chrome like this at the Global car rental desk. If you’re on a work trip and your office will pay for a hire car but lets you upgrade to top up the difference, which
I
‘Scenic and twisty’ sat-nav route option fulfilled its brief
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I’m not sure how much I’d enjoy the Harley Street Glide in London. But I’m not in London ❞ is what I had planned to do, it could work nicely. Plus there’s room for laptops and clothes and work kit on a ‘bagger’ like this – bikes so named after their trademark saddle bags. There are two boxes here, which swallow a week’s kit more easily than I expected. That’s one reason why you will find this bike under the ‘grand American touring’ section of Harley’s website. Others are the 1868cc – not a typo – V-twin engine, mated to a six-speed gearbox, sizeable top fairing, incredibly soft seat, big foot pegs and a stereo. It makes 93bhp at a lazy 5250rpm and an endearing throb all of the time. It’s basically unstallable. Some of my mates rib me about its size and showiness. Okay, I’m not sure how much I’d enjoy it in London, but I’m not in London. Its sat-nav gives me several route options: direct or scenic and twisty, and here’s the beauty of a US road trip: big distances fall aside easily and the miles shown on signs to faraway towns drop as quickly as the kilometres seem to back in continental Europe. I head south towards Los Angeles. It’s a good six hours-plus if I choose the direct route. Instead, I opt for the scenic version, California State Route 1 – the coast road – until time gets tight and I
divert onto a more direct freeway. And then it happens. A mate said I wouldn’t hear the radio very well, but I try it and it’s astonishing – like it’s piped into my helmet. ‘The Hippo’ 104.3FM (I don’t know…) comes on and plays Lynyrd Skynyrd’s Sweet Home Alabama. A Ford Mustang rumbles past me to my left. The California evening sunshine to my right warms my back. And uncontrollably, I laugh. It cruises for 250 miles between £25 fill-ups (Americans are aghast at the price of their of fuel), and over the next three days, interspersed with driving a Range Rover, a BMW-based Smit Oletha and a Gunther Werks 993-generation Porsche 911 (stories to come), I ride 1102 miles, culminating in crossing the Golden Gate Bridge, even though it’s a bit out of the way, because, well, I just want to. I come back thinking I’d quite like a Harley. Perhaps not this one, not where I live, but there’s something big-hearted about the engine and the relaxed style. And next time I’m in the US, I’ll get the company to hire some spudder and I’ll top up the difference.
GET IN TOUCH
✉ matt.prior@haymarket.com @matty_prior 20 APRIL 2022 AUTOCAR.CO.UK 15
17th out of 18
The Alfa Romeo Giulia’s ranking in the executive class of What Car?’s 2021 Reliability Survey
Premium production for Tonale Alfa Romeo crossover gets rebuilt plant with new machines, tools and quality checks
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lfa Romeo CEO JeanPhilippe Imparato was on fighting form when we met him at the new facility that’s ramping up to full-scale production of the Tonale crossover. “It’s worldclass everything: a premium plant for premium products,” he pithily summarised. Imparato was extremely keen to deliver his message that the Tonale is unlike any past Alfa, thanks to hitherto unseen levels of deeply rooted quality and precision assembly. The Giambattista Vico plant – part of the Pomigliano d’Arco facility near Naples that makes the Fiat Panda – is effectively all new, with only “the shape of building remaining”. Alfa’s historic reputational issues were clearly at the front
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of Imparato’s mind during our tour of the plant, which was in its final day of pre-production mode, carefully assembling just 15 Tonales per day. Alfa has specially selected 425 workers – those who are “proud to be part of the tribe” – and they’ve undergone a
collective 19,000 hours of training for building Tonales. One of the training stations shows workers how to correctly clip together the wide range of electrical connectors in the car. It’s no good Alfa having monthly meetings with suppliers to ensure
Consistency of quality is ensured by a ‘master block’
the consistent quality of components when the fault is actually a badly fitted clip. The production lines are new from the ground up. Imparato said all the workstations have been redesigned to make the assembly process easier, while new tools have been designed to enable a “precise and methodical job”. The new plant, which Alfa would only say cost “hundreds of millions”, has a substantially electrified production line, so it’s much quieter than before. It has also been designed to be much more pleasant to work in. For example, the workstation that deals with underbody assembly (one of 160 in total) has been rethought so that workers don’t have to hold their arms above shoulder height.
Of the 750 or so new robots on the Tonale line, the level of investment in ensuring super-accuracy was best seen in the workstation that glues the windscreen to the painted bodyshell. There are no fewer than 12 robots and laser alignment involved in the instalment, which takes a number of operations and clearly isn’t being rushed. One of the other notably expensive and precise new workstations handles what Imparato calls the marriage, where the running gear (engine and suspension) arrives under the bodyshell and is lifted upwards to be secured to the structure. Clearly, this is one area where the tiniest deviation could bolt quality problems firmly into place.
BUSINESS
49%
SUVs sales as a proportion of new car volume in Europe in February 2021
As impressively clean and bright as the new assembly plant is, the most arresting aspect of the Tonale’s quality story is the solid-aluminium master tool of the body. This is known by the German term meister bock; master block seems a good translation. It’s made of substantial chunks of aluminium and milled into shape to 0.07mm precision. Alfa is following the practice of German brands like Audi and Porsche in having a superstable master block that can be referred to if errors start creeping into production. One example shown was a problem with the fitting of the light cluster attached to the rear quarter and the matching cluster attached to the tailgate. The master block also creates a focus for meetings with component suppliers, enabling real-world examination of problems. Imparato also points out that the Tonale master block sits just 150 metres from the production line, allowing quick reference if problems arise. One of the managers said the master block technology is pretty much identical to what’s used by the Sauberrun Alfa Romeo Racing Formula 1 team and the aerospace industry. Alfa also makes 3D scans of the fitted car interior. The resulting image is colour-coded: green for within tolerance, yellow for close to the edge of the permitted tolerance and red for out of tolerance. Another quality area is a series of heavily lit bays for examining the fit and finish of a car coming off the production line and details such as the doorclosing noise.
(Source: Jato Dynamics)
Attention to detail on factory line has been raised to Porsche levels
LIF TING THE CURSE OF THE A LFASUD wowed the press and keen drivers, its build quality was abysmal and the workforce was rebellious. Arguably, the debacle has haunted Alfa ever since, with virtually all subsequent models tainted to a degree by the Alfasud’s reputation for rampant rust and electrical fragility.
Jean-Philippe Imparato, who has been Alfa Romeo CEO for only 14 months, accompanied the press on the first occasion that Alfa’s brand-new factory in southern Italy had been seen by people outside of the Stellantis empire. In a previous guise, this building once hosted production of the 147 – one of nine different Alfa models made at the site since it was opened in 1972, initially to make the radical Alfasud. In fact, a total of 3.8 million Alfas have passed through the factory gates. Infamously, the Alfasud project (named in reference to Alfa beginning production in the less prosperous south of Italy) wasn’t a happy one. While the compact four-door
Imparato is a genuine Alfisti
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There’s no doubting the huge effort that has gone into giving potential buyers a sense of deep quality ❞ Indeed, all the finished cars undergo electrical tests, static finish checks, testing of the engine, gearbox and brakes and a high-intensity water-sealing test before being run on a short test track at the factory. The work on the quality of the bodyshell goes beyond geometric accuracy (although this is wisely seen as nonnegotiable for competing in the global premium market), with Alfa also claiming big advances at the new body shop where it’s assembled. This uses the latest ‘3D vision’ laser-welding
technology and more attention is being paid to the sealing of the flanges where body panels meet and are welded and how the underside is sealed. Even after all that, Alfa has set up a very interesting post-delivery quality checking system. It has selected 12 dealers with which it will have very close contact in order to track with “precise info” any customer complaints or warranty claims. Imparato says the intention is to visit the dealer to see the issue with the car, and this direct feedback will allow Alfa
“I want to destroy this history,” Imparato said with some force. “I don’t want to hear again this condescending and patronising ‘it’s an Italian car’. When this perception is gone, Alfa will fly.” The issue is personal to the Frenchman, thanks to his Alfisti father: “In the 1970s, he used to say to me ‘I need two cars to make one [good one]’, and he eventually moved to another premium brand, a German one.” Imparato concluded: “The reason I’m showing this plant today is to show the advances we’ve made. This technology is more associated with Formula 1 and aerospace than the car industry.” to react to problems “within 24 hours”. It’s intended that this 12-dealer feedback network will be rapidly expanded. Apparently, an early version of this approach to post-sale issues has already been tried at the nearby Cassino plant (which builds Alfa’s Giulia saloon and Stelvio SUV) and post-sales claims have dropped by a third, against a target of two-thirds within the year. Even allowing for PR polishing, there’s no doubting the huge effort that has gone into creating a bodyshell that’s very finely constructed and gives the potential buyer a sense of deep quality even on first acquaintance. The new Tonale operation (this plant is exclusively for the crossover) is clearly tightly integrated and focused on getting one car very right. HILTON HOLLOWAY
A HUGE INVESTMENT The fearsome emphasis on quality is being overseen by PSA Group veteran Sandrine Gredelu, who worked at the Rennes and Poissy plants, latterly overseeing the Citroën C5 Aircross and Peugeot 5008 models. She acknowledged to Autocar that the Tonale approach is something of an experiment within Stellantis, as the attention to detail goes further than it would for a mainstream brand, but that comes at a significant cost, and such an investment needs to be paid back. One of the new mantras of the plan is to “never receive,
produce or receive a defect”. The three-pronged approach comprises the suppliers not sending defective parts, the Alfa factory not introducing defects and the buyer not receiving a defective car.
Gredelu oversees Tonale quality
Perhaps the biggest realworld test for any aspiring premium brand is to have the confidence of the used car market three years down the line. Alfa boss Jean-Philippe Imparato told Autocar that the quality and durability of the Tonale production cars will be examined closely after three years and 37,000 miles. “I have a high sense of responsibility [with the Tonale],” he said. “This is a huge investment for Alfa.” It’s also one that will have to be seen to be paying off under the hard-headed leadership of Stellantis boss Carlos Tavares.
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Norway leads switch to EVs How has it got ahead of the game and what does it tell us about our future?
About 10% of all private cars in Norway are now EVs
H
eidi Myrene parks her 2015 Tesla Model S in the last available slot in a Supercharger station in Lier, 23 miles south-west of Oslo. She’s off to the family lakeside cabin, where the charging is slower than in their main home. It’s a hassle stopping to charge and she rarely needs to, but this ensures the battery will be full enough for the return journey. It’s all so normal that she seems surprised to be asked
questions about her EV life. Welcome to Norway, a country where the electriccar future has already arrived. The country will ban sales of new ICE cars in 2025, the earliest in the world, but so generously has it incentivised the transition to EVs that it’s nearly already there. In the first two months of 2022, 80% of all new cars sold were EVs. As of February, Norway had registered more than 470,000 EVs, accounting for almost 10%
of the total number of private cars in the country, according to Norway’s roads federation, the OFV. The UK isn’t far off, with 420,000 EVs as of the end of February, but that’s just 1.3% of its car parc. The incentives are hard to ignore. Research by the Norwegian Electric Car Association (Elbil) in 2021 compared the import price of an ICE Volkswagen Golf at an equivalent of £18,747 with that of an electric e-Golf costing the
T H R E E D R I V E R S G I V E A S N A P S H O T O F E V L I F E I N N O R WAY
Bjarn Haug In his sixth month of driving an Audi E-tron 55 courtesy car, waiting for his delayed Audi Q4 E-tron to arrive. “The power is ridiculous. You don’t need it. It’s fun for the first weeks, but if you go flat out all the time, then your range is halved. It’s fantastic compared with my old Audi A4 Avant diesel, but charging is a hassle.”
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Lalnazar Khan A taxi driver in Oslo in his four-day-old Tesla Model Y, which has replaced a Mercedes-Benz A-Class diesel. “The timing is now for electric. They’re going to close the city to diesel by 2024. I don’t have a charger at home, but we have many places to charge. I charge for just half an hour per day, so it’s good for me.”
equivalent of £28,093. Local benefits. An EV can travel in taxes hiked the price of the ICE bus lanes on the motorways car to £28,976 while the e-Golf leading into Oslo and it’s much price went up by just £211. cheaper to fuel than an ICE car. Levelling prices by “I was tired of expensive exempting EVs from import diesel,” Frank Skarpass, a duties and 25% VAT, among Jaguar I-Pace owner, told other incentives, “is the us. “I went from paying about main reason why the 4000kr [£350] a month to Norwegian EV a couple of hundred.” market is so It helps that he successful”, gets free charging Elbil said. at work. There However, the This year, EVs are liable are other wider reality is for Norway’s purchase split on income tax again, after it was lines. EV life for scrapped in 1996. many Norwegians
2022
Frank Skarpass Charging his I-Pace in Lier, outside Oslo, on his way to a conference. “Normally, I get 350km [217 miles] on a charge. That’s more than enough. The distance to Oslo from where I live is 400km, so I have to stop. I don’t miss anything about diesel, apart from maybe the faster fuelling. I love the speed, the driving experience, silence – everything.”
is reflected by the experience of Benedicte Hoslund, charging a Mk1 Nissan Leaf. She’s renting it from a friend while her Citroën C3 diesel is in the garage. “I don’t like it,” she told us. “You need to charge it a lot, because it’s old.” Its average 62 miles of charge is useless for her daily driving as a nurse and parent of three children, duties that push her annual mileage to 15,000. How Norway persuades Hoslund and the other 90% of car owners who haven’t gone electric to switch over at a reasonable cost is going to be the big question. NICK GIBBS
BUSINESS
Jim Holder
Digital platform has grown but dealers remain integral
I N S I D E I N F O R M AT I O N
Rivian has now got production going with R1T pick-up
Smart defines new brand strategy SMART IS EMBARKING on a wide-reaching revamp of its branding, product portfolio and retail network as it brings its new #1 electric SUV to global markets and will implement a new direct sales model that caters to both digital and physical buying channels. It will centre around the implementation of a buying process that aims to enable customers to choose their Smart EV and sign for it in just six steps and 15 minutes. Saskia Oboril-Klein, the EV brand’s European head of business development, explained that the priority was to offer “a consistent customer experience and stable and transparent pricing” and vowed that “no matter through which channel a customer interacts with us, they will always find the same vehicle at the same price”.
PARTNERS MAKE SMART LIFE SIMPLER New partnerships have enabled Smart to reduce obstacles that customers commonly see as “pain points”. Geely-owned Ecarx has helped to ready the Smart #1 for use as a shared car in commercial fleets, ABB has been appointed wallboxcharger supplier for Smart EVs in Europe and fleet manager ALD will run leasing for an estimated 50% of all #1s sold. Importantly, a build-to-stock production model in Europe will mean that Smart “will have a product available for a customer at exactly the time they need or want to have it, not having to wait another six, nine or 12 months”. Smart’s enhanced digital network will facilitate not just a quick sales process but also enable over-theair software updates for cars; remote predictive maintenance and repair services; and access to a
new dedicated Customer Experience Centre. The brand is adamant that its physical retail sites will still play a key role, however. It estimates that around two-thirds of its European dealerships and 50% of its sales partners will remain. And in the UK, Smart cars will continue to be sold at 35 Mercedes-Benz dealerships, with a dedicated Smart agent on hand in a specially branded section. FELIX PAGE
“EV START-UPS HAVE raised money, floated and set up factories; all they need to do now is make the vehicles,” wrote a Financial Times reporter in a recent deep dive into the challenges facing new firms looking to seize the opportunities of electrification and its seemingly lower entry costs than for ICE car making. Few exemplify the point like Rivian, the American electric truck maker that has been backed by Amazon and at one point had a stockmarket valuation double that of Ford (another early investor); yet has made so far fewer than 1500 vehicles and warned recently that it’s unlikely to have made more than 25,000 by year’s end. That’s some way short of the 50,000 originally forecast, hampered, it said, by supply shortages in the wake of the pandemic. Bad news for a company burning through $2.5 billion per month. As a result of that mega-flotation, it’s more than cash-rich enough to weather the situation for now, but the grim reality of moving from promising start-up to bona fide vehicle manufacturer is providing the sternest of challenges. As with Tesla before it, the hype that earned Rivian a mega-valuation has also brought greater scrutiny. Surprise has come in the form of Amazon ordering tens of thousands of trucks from Stellantis parallel to its existing order from
Rivian – hardly a ringing endorsement, especially given its insider knowledge. Scandal is exemplified by ongoing arbitration with highly regarded former sales and marketing boss Laura Schwab, ex of Aston Martin and Land Rover, who left publicly alleging that a “toxic bro culture” made her position at Rivian untenable. But most damaging of all was a recent price increase, initially backdated onto customers sitting in line for a vehicle. With an estimated 70,000 buyers having paid a deposit based on an agreed price, Rivian announced a 17% hike for its pick-up and 20% for its SUV, blaming rising supply-chain costs. Just a few days later, the outcry made it backtrack. Public seesawing has never done much for any company’s reputation, and today Rivian is valued at almost a third of its peak. So it is that a company that has enough deposits to keep production running to the end of 2023 already; has won awards for the quality of its products; has already earmarked new production facilities to take its capacity beyond 500,000 per year; and which has the jump on the likes of Tesla and Ford in bringing large electrified trucks to market; is on the ropes, if not financially then certainly reputationally. Turning hype into reality has always been difficult, but in the automotive industry, it seems to be doubly so.
MERCEDES TO HALVE ITS CARBON FOOTPRINT BY 2030 Mercedes-Benz has committed to reducing its CO2 emissions by 50% by 2030, crucially looking at the entire value chain in the process. A pledge to go all-electric, though, was caveated with “where market-conditions allow”. In a wide-ranging conference, the German manufacturer also stated that it wants its senior management team to be 30% female by the end of the decade.
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COMMENT
Steve Cropley MY WEEK IN CARS
WO Bentley’s 8 Litre is an intriguing mix of old and contemporary
SATURDAY PM
Happy afternoon watching a mixture of practice sessions and racing, especially enjoying the effect this unique circuit’s long, fast corners have on cars – particularly Gerry Marshall Trophy saloons – that by today’s standards have too much weight, high centres of gravity and not enough rubber on the road. From where I was, the lurid slides and generous drift angles looked downright graceful. (I’m sure they felt rather more violent in the cars.) The experience always makes me wonder how modern, non-classic, non-vintage racing can ever match this spectacle, where the car-control challenges are almost as clear to a watcher 100
❝
The lurid slides looked downright graceful ❞ yards away as they are to the driver. If people want Goodwood crowds at modern racetracks, surely that’s an avenue worth exploring…
TUESDAY
Half my income seems to go on club magazines, so I’m well used to pitching barely flickedthrough club organs into the recycling bin. What a pleasure, therefore, to spend an absorbing half hour with the latest online copy of Motorsport UK’s magazine, Revolution, every one of whose coverlines caught my interest. ‘How to buy a racing car’ is a perennial story, but you still read it when it’s done well – which it was. I haven’t done much with my competition licence so far this year, but this definitely boosts my desire to make some plans.
AND ANOTHER THING… A 4am holiday weekend trip from Gloucestershire to the south coast taught me what ridiculous creatures of habits we drivers are. The M23 was deserted, but four hours later (others report) it was rammed and crawling. Me? I just went to bed a bit earlier that night.
WEDNESDAY
I’m delighted to see the British Motor Museum at Gaydon doing justice to one of the UK’s first and best-looking performance EVs, the Lightning GT, which first bobbed up 14 years ago at the London motor show. The entrepreneur marketing man behind it, Iain Sanderson (who also owns the Vanwall marque) first equipped it with four wheel motors before discovering that a pair of meaty inboard motors worked better. The car is handsome and modern enough to have been made last year (the designer is Daniel Durrant, now of Lotus Emira fame) and will be a star exhibit at Gaydon for the next year or two. Exhibitions boss Stephen Laing already reports plenty of keen interest, especially from younger visitors.
THURSDAY
I must say I’m amused by the daily rags’ treatment of news that Volkswagen plans to “axe” 30% of its models between here and 2030. I mean, what did they expect? The number of people wanting to buy petrol and diesel cars is already declining, and the fall will get steeper. Their EV replacements will have different proportions, weights and (above all) prices, because – as we keep getting told – traction batteries are bulky, heavy and hideously expensive and buyers want them big enough to give touring ranges in the mid-200s. There’s just no case for Volkswagen to go on making the same cars, is there?
GET IN TOUCH
✉ steve.cropley@haymarket.com
@stvcr
20 APRIL 2022 AUTOCAR.CO.UK 21
GETTY IMAGES
SATURDAY AM
Serious elation this morning as we headed into the Goodwood Members’ Meeting, first and most intimate of the great Sussex estate’s three big car events this year. Not only had the organisers lucked into a perfect crisp, sunny day but our transport was remarkable, too: WO Bentley’s personal 1930 Mulliner-bodied 8 Litre ‘company car’. In 10 miles was an experience that said much about the direction of motoring progress. On one hand, the giant in-line six belched and blew back like a draught horse until warm and you needed a blacksmith’s forearms to turn the steering wheel. It wasn’t possible to effect a smooth gearchange (even if you’re handy with crash gearboxes; I’m not) until the oil was well and truly warm. On the other hand, the 8 Litre’s level of luxury and style effortlessly equalled that of top cars today, and the visibility was a lot better. Most striking of all was the (warmed) engine’s amazing mechanical refinement and its mighty torque from 1000rpm. In some ways, vintage cars aren’t old at all.
UK Motorsport’s magazine is full of captivating stories
M OTO R S P O RT 22 AUTOCAR.CO.UK XX MONTH 2016
Damien Smith R AC I N G L I N E S
Fine weather and finer racing made for a fab weekend
SPRING IN OUR STEP
How 1990s Formula 1 cars added to a feel-good vibe at Goodwood ow-key? Of course it’s not. This is Goodwood, after all. But compared with the Revival, the Sussex circuit’s Members’ Meeting (MM) has a less contrived – some might say less stuffy – vibe that gives it a charm that’s perhaps harder to find these days at its bigger sibling. The rebirth of the spring two-day ‘clubbie’ was warmly welcomed when the 72nd MM launched in a blaze of daffodils in 2014, picking up 48 years after the 71st at the end of Goodwood’s original period timeframe. The 79th, held earlier this month, remained carefully curated to avoid the trappings that have made the Revival such a monster. There’s a welcome lack of (obvious) corporate sponsorship, for a start, and because spectator entry is limited to Goodwood Road Racing Club members, you can move freely about the Motor Circuit without facing a scrum every few yards. “The right crowd and no crowding” was the awful
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elitist refrain at pre-war Brooklands, and it jars to say that there are echoes at the MM. Still, a weekend attendance of 36,000 is a long way from paltry. Seven years into its second life, it’s clear that the MM is well established as the perfect third string to Goodwood’s formidable automotive bow. It’s a wonderful UK season curtain-raiser. A W E L C O M E H E A D AC H E
The daffodils had wilted this year, given the meeting’s slightly later April date, the 79th following just six months after the 78th, which was Covid-delayed to October last year. It felt like another sign of our normality returning to head through the circuit gates on fresh and sunny spring days. Everything is a little looser at the MM, too. There’s no nostalgia dress
code, which combines with a conscious effort to welcome modern-era cars outside of the Revival’s 1948-1966 period brief, particularly in the choice of “high-speed demonstrations” that complement the fabulous programme of historic races. This year, there were two: the 40th anniversary of Porsche’s much-celebrated 956 and 962 Group C racers offered the perfect excuse for a sumptuous gathering of 1980s Le Mans favourites that ran into a picturesque sunset on Saturday evening and through the brightness of Sunday lunchtime. But it was the other demo that grabbed headline status, as Goodwood gathered a mixed bag of “V10-engined” 1990s Formula 1 cars. The quote marks are important, because most of them were actually V8s… But it didn’t matter.
❝
It’s the perfect third string to Goodwood’s formidable bow ❞
Modern-era F1 cars are tough even for the Duke of Richmond’s renowned team of hunter-gatherers to coax out, because they’re rare and fiendishly expensive to run, plus transporting anything from the continent is harder than it used to be. Still, what was cobbled together, despite the late withdrawals, offered an old, familiar eartingling aural sensation. I had forgotten the dim headache that grands prix used to induce 30 years ago. Strange as it might sound, it was lovely to experience one again after all these years. T R E AT S A N D RARE GEMS
The F1 assortment couldn’t help but make you smile. What is it about F1 backmarkers? Sure, Ayrton Senna McLarens, exotic Ferraris and illustrious Williams race winners always draw a crowd. But here were cars we hadn’t seen since they were struggling (or failing) to make it on to F1 grids three decades ago. The 1990 Brabham BT59 still looked as pretty as the
MOTORSPORT
There aren’t many places you can see 1990s F1 cars run
TOP STEP
Rome ePrix
GOOD WEEK CHAR LES LECLE RC The Ferrari man was dominant in the first Australian GP since 2019 to score his fourth F1 win and the second of a potentially fruitful season. Dare we say it? A first Ferrari champion since Kimi Räikkönen in 2007? Woah. Way too early to get too carried away…
TOP STEP
BAD WEEK MA X VE RSTAPPE N …although a 46-point lead over his main rival is a handy advantage three races in. The reigning world champion branded his Red Bull’s second breakdown in three races “unacceptable”. Ferrari’s home turf at Imola this weekend would be the best place to hit straight back.
at the last minute. The later you go into the 1990s, the more complex and expensive such cars become. Rebuilds of the Peugeot engine are required after just 600km (yes, really: not even miles). So how much had the weekend cost him? “I don’t want to think about it. I will look at the bank balance on Monday.” The demos are muted compared to the flat-out laps witnessed at the lockdown (and therefore crowdless) Speedweek one-off of 2020, but Griffiths didn’t hold back too much. The Jordan skittered over the bumps into Madgwick emitting a glorious V10 squall. He has no idea when next he will get to run it again, because opportunities for such cars are limited, which is why the MM demos matter. Only at Goodwood, as they say.
Jaguar was firmly on top on Rome street circuit JAGUAR HAS HAD its moments since joining Formula E in 2016 but always fallen short in its title aspirations. Might that be about to change at the sixth time of asking? Kiwi Mitch Evans, who has driven for Jaguar from the start of its FE campaign, jumped into title contention after a double victory in the Rome ePrix. The 27-year-old came from ninth on the grid to comfortably
beat Robin Frijns of Envision in the Saturday race, then the next day pulled off a repeat in more stressful circumstances. A strategy to use his mandatory Attack Mode power boost late in the race almost backfired when the safety car was scrambled. But Formula E’s new ‘overtime’ regulations, adding minutes to interrupted races, allowed him to still use his full allocation.
In doing so, Evans lost a place to Jean-Éric Vergne (DS Techeetah), immediately took it back, passed André Lotterer (Porsche) and Frijns ahead of him and held off a late attack from Vergne to complete a perfect weekend, in the city where he broke his own and Jaguar’s FE ducks in 2019. Evans now lies fourth in the standings, just nine points behind new leader Vergne.
Mitch Evans could chase title in his sixth FE season
M O T O R S P O R T G R E AT S
ALESSANDRO NANNINI Nelson Piquet wasn’t the only star to race a Benetton B190. Chain-smoking, caffeine-addicted Alessando Nannini was a fast and dashing Italian who made the F1 grade with Minardi and then progressed to Benetton in 1988. The following year he scored a surprise first win in odd circumstances when Ayrton Senna and Alain Prost collided at Suzuka. The Brazilian recovered and passed Nannini, only to be disqualified, Nannini looking a little confused as he stepped onto the podium. Sadly it was to be his only victory. A regular front-runner in 1990, he was rudely nerfed out by Senna in Hungary – a race he insisted he would have won – before his F1 career was brought to a brutal conclusion by a helicopter crash. His right arm was severed by the rotor, and although a surgeon reattached the limb, he never regained the strength to pilot an F1 car in anger. However, he did make a remarkable return to racing, winning for Alfa Romeo in the glory days of the DTM. Now that’s a comeback.
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1992 Brabham BT60B looked hideous, while I had almost forgotten the pug-ugly Tyrrell 021 from 1993. How about that Coloni? And as for the Forti… Utterly hopeless in period, fittingly it wasn’t a runner. But among the gems that did fire up were a couple that really took me back. One was the Benetton B190 in which Nelson Piquet basked in an unexpected Indian Summer in 1990. John Reaks has owned his for 14 years and says it’s the actual chassis in which the great Brazilian won the Japanese and Australian GPs back to back. He relished the chance to exercise it in something close to anger (even if his pace was sadly but sensibly limited by the demonstrators running behind a safety car). Powered by its original works FordCosworth HB V8 (which requires a rebuild every 1500 miles), it looked every bit as characterful as it ever did. John Barnard was always snooty about this one. The architect of McLaren’s mid1980s success and Nigel Mansell’s stunning Ferrari 640 joined Benetton in the autumn of 1989, too late to have much influence on Rory Byrne’s B190. “It had a nose like Alain Prost’s: big and broken,” he said of its signature hooked Roman snout. “I thought it was exceedingly ugly.” Still, it served Piquet well, and Reaks certainly loves it. “It had 680bhp in period, but we get 700bhp out of it today,” he said. “You don’t feel it’s running away from you.” Just as well, given that it’s geared for 200mph. Among the few genuine V10 runners was Steve Griffiths in his ex-Eddie Irvine 1995 Canadian GP podium finisher, a JordanPeugeot 195. The Welshman bought it in France two-anda-half years ago. “It hadn’t run for 27 years until this weekend,” he said following Sunday’s blast and a rebuild that only finished
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 9.4.22, SEVILLE, SPAIN ON SALE MAY PRICE £173,655
MERCEDES-AMG GT 63 S E PERFORMANCE 4DR COUPE Mercedes’ performance division enhances its V8 flagship with an electric motor to create its first PHEV and most potent model yet
24 AUTOCAR.CO.UK 20 APRIL 2022
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ong promised, the electrification of Mercedes-AMG’s engines begins here. The new GT 63 S E Performance 4-Door Coupé is the first plug-in hybrid (PHEV) by Mercedes-Benz’s performance car division, and with 831bhp (a significant 111bhp more than the raucous GT Black Series two-door), it also holds the distinction of being the most potent AMG yet. The luxurious liftback builds on the GT 63 S 4-Door Coupé that was launched in 2018. Its brawny twinturbocharged 4.0-litre V8 petrol engine has been combined with an electric motor integrated into the rear axle in an electrification process that AMG’s chief technical officer, Jochen Hermann, says we will see a lot more of in the not too distant future. Operating at 400V, the motor adds 201bhp to the 630bhp of the engine, lifting power well beyond that of the rival Porsche Panamera Turbo S E-Hybrid (690bhp), as well as traditional super-saloons like BMW’s M5 Competition (616bhp). It’s the torque that benefits the most, though, climbing from
an already potent 663lb ft to a considerably more serious 1082lb ft. The decision to mount the motor at the rear allows its drive to be channelled directly to the rear wheels via a two-speed gearbox. The engine, meanwhile, sends its reserves to all four wheels via the nine-speed Speedshift MCT automatic gearbox of the GT 63 S. There are six driving modes: Slippery, Electric, Comfort, Sport, Sport Plus and Race. The Drive Dynamic controller also supports an Individual mode that allows you to tailor various aspects of the car. Electricity is provided by a liquid-cooled 6.1kWh battery of more than 560 cylindrical cells, mounted atop the electric motor at the rear. Unique to the GT 63 S E Performance for now, it’s claimed to have twice the power density of the various batteries used by conventional Mercedes PHEVs. Charging, via a port on the righthand side of the rear bumper, can occur at rates of up to 3.6kW on an AC system. Owing to the relatively small capacity of the battery, faster DC charging isn’t supported. ◊
20 APRIL 2022 AUTOCAR.CO.UK 25
TESTER’S NOTE This PHEV’s off-theline acceleration is every bit as savage as that of the latest electric performance cars in Race mode. What sets it apart is its wonderfully characterful exhaust. It’s one of the most alluring automotive soundtracks. GK
❝ The integration of the engine and motor is outstanding, as is the ability of the fourwheel drive to deploy it all
❞
Rear wing deploys electrically, its position determined by speed and drive mode What you end up with is a car that weighs a considerable 460kg more than its ICE sibling, at 2380kg, yet also one able to sprint from 0-62mph in 2.9sec and reach 196mph flat out – 0.3sec faster and the same speed. When fully charged, it can drive only 7.5 miles on electricity alone, and combined fuel economy is just 35.8mpg on the WLTP test for high overall CO2 emissions of 180g/km. “The focus is very much on performance,” explains Hermann. “We have electric capability, but range wasn’t a big priority for us.” In terms of character, the GT 63 S E Performance doesn’t feel a lot
different from the GT 63 S. Step-off is very strong when both powerplants combine, rabidly so in racier modes. The characterful engine delivers abundant performance along with a terrifically vocal soundtrack, with cracks and pops on the overrun. While the motor can give 201bhp for short bursts, it’s programmed to offer a milder 94bhp of continuous boost. There’s huge flexibility, imbibing smooth and outstanding refinement in everyday driving. Open-road cruising is effortless. Response is great and there’s always plenty in reserve for reassuring surges during overtaking. In this
Highly luxurious interior is equipped with all Mercedes’ latest tech 26 AUTOCAR.CO.UK 20 APRIL 2022
respect, the car is both entertaining and wonderfully accommodating. What you will really want to do, though, is find a race track with a long straight and dial up Race mode. Largely unshackled from its various assistance systems, the car provides mesmerising performance. The motor was developed for far more rapid power deployment than those of normal Mercedes PHEVs. So rather than merely boosting the reserves, it also brings an added degree of response to the delivery. The way this five-metre-long, 2.3-tonne car surges off the line and continues to gather pace well
on the way to 200mph is really quite extraordinary. It’s more sledgehammer than hammer. The integration of the engine and motor is outstanding, as is the ability of the four-wheel drive to deploy it all. Sophisticated energy recuperation also lets the battery charge on the go by using the engine as a generator. A lap or two of gentle running is all it take to top up the energy reserves in readiness for a full-out attack. There’s an underlying firmness to the ride, even in Comfort mode. However, bumpy roads are dealt with authoritatively by the quick-acting adaptive dampers, which provide excellent shock absorption at speed, helping the car settle quickly when challenged by broken bitumen. What you do feel, though, is pronounced sensitivity on coarse surfaces. Large contact patches and resulting tyre roar can take the edge off the otherwise impressive touring qualities on less than smooth roads. The steering is very responsive off centre, giving the PHEV an inherent sharpness very similar in character to its ICE sibling. For such a big and heavy car, it changes direction eagerly and incisively. There’s typical heft to the electromechanical system and some welcome feedback, too. There’s quite a bit of body movement when you dive into a more tightly apexed corner, but it’s exceptionally well controlled. Lean
FIRST DRIVES RESTRICTIONS OF A GEARBOX BYPASSED Mercedes-AMG’s chosen method of electrifying its twin-turbocharged 4.0-litre V8 petrol engine lays the foundation for its other upcoming plug-in hybrid models. The so-called P3 set-up in the GT 63 S E Performance sites an electric motor at the rear, where it provides drive directly to the rear wheels via a two-speed gearbox, rather than channelling it through the nine-speed automatic and four-wheel drive system used by the V8. As a result, its reserves aren’t restricted by the power and torque limits of the regular gearbox and four-wheel drive, as in the P2 set-up of regular Mercedes PHEVs, which site their motor at the front, within the forward section of the gearbox housing. Other models planned to adopt the P3 system include the nextgeneration C63 S, on a reworked version of the heavily boosted four-cylinder engine found in the A45 S hot hatchback.
Put your foot to the floor and you will receive quite the shove builds progressively from the instant you begin to turn in, so you’re always well aware of the approaching limits. With drive going to all four wheels, the standard Michelin Pilot Sport 4 tyres find huge amounts of grip. Added response and engagement can be summoned through the Sport, Sport Plus and Race driving modes. So configured, the GT 63 S E Performance feels predominately rear-biased. As such, it’s good fun. You never really lose sight of the weight brought on the motor, battery and power electronics; but the car offers astonishing acceleration and is imminently adjustable on throttle.
The constantly variable qualities of the 4Matic+ system, which differs in set-up from that on regular Mercedes cars, ensures drive goes quickly to the front when the car starts sliding, giving it reassuring neutrality, even when the stability control is relaxed. Interestingly, the packaging of the motor and battery at the rear has improved weight distribution, taking it from 54:46 to a perfect 50:50. “The PHEV isn’t quite at the level of the ICE model for outright dynamic prowess, but the overall balance has been improved by adding weight at the rear,” Hermann says. The brakes are 420mm front
and 380mm rear carbon-ceramic discs with big Brembo calipers. They’re immensely powerful, but the inclusion of four-stage regenerative braking (operated via the drive selector) has robbed them of feel. When switching between driving modes, you occasionally notice the pressure within the brake pedal alter. At £173,655, the PHEV will set you back £31,800 more than the ICE car, and it will take a trained eye to spot your extra investment. Changes to the exterior design are restricted to a lightly altered front bumper, new badges and uniquely styled 20in (or optionally 21in) alloy wheels; and it’s
a similar story inside, where the only real giveaway is a new digital readout within the digital instrument panel. That doesn’t really matter, though, because electrification has brought a new dimension to what was already a highly capable performance car, ratcheting up the excitement and accelerative ability without any real detriment to its dynamic character or overall comfort. GREG KABLE
MERCEDES-AMG GT 63 S E PERFORMANCE 4-DOOR COUPE Performance hits new heights, with more drama coming at no significant loss to handling prowess or comfort
AAAAB Price Engine
Battery steals 126 litres of boot but rear cabin remains spacious
£173,655 V8, 3982cc, twin-turbo, petrol, plus electric motor Power 831bhp Torque 1082lb ft Gearbox 9-spd automatic and 2-spd fixed ratio, 4WD Kerb weight 2380kg 0-62mph 2.9sec Top speed 196mph Battery 6.1kWh Economy 35.8mpg Electric range 7.5 miles CO2, tax band 180g/km, 37% RIVALS BMW M5 Comp’n, Porsche Panamera S E-Hybrid
20 APRIL 2022 AUTOCAR.CO.UK 27
TESTER’S NOTE Twisted’s range estimate seems pretty realistic. On a 95% charge, our test car indicated just over 120 miles and, both through town and out of it, used power as it anticipated. MS
TESTED 5.4.22, LONDON ON SALE NOW
TWISTED T90 EV Restomodder of classic Land Rover Defenders turns its attention to electrification t has been an eventful time for Twisted. When last we checked in on the Yorkshire-based Land Rover Defender modifier, in 2018, it had not long launched its first Chevrolet V8-powered model. It has since been sued by Land Rover – twice – over trademark infringement and won both times. But neither that nor the wider business challenges of the last few years has held up the firm’s expansion much. There are now Twisted Defenders being sold under licence in the UAE and the US, and the firm has new UK dealerships in Kensington (London) and Salcombe (Devon) to go with its headquarters in Thirsk. Of the 240 last-off-the-line Defender Commercials that Twisted founder Charles Fawcett bought up back in 2016 (and if Land Rover had a problem with his business model, which was already well established by that time, you might wonder why it sold them to him), apparently only 40 ‘new’ chassis remain as a departure point for anyone who comes through the door without a donor car for a restomod build. And the firm’s latest introduction is likely to bring a whole new kind
28 AUTOCAR.CO.UK 20 APRIL 2022
of buyer through the door. That’s because, as an alternative to one of the company’s top-level Chevy V8 and 2.3-litre Ford Ecoboost-powered models (or just a birthday upgrade for your hard-working Defender diesel), you can now have an electromod. In a vehicle like a Defender, electric power may not be an instinctive fit; and the management realises that only a minority of its customers, for now at least, will want one. Even
so, it says a fifth of all new business enquiries that it’s currently getting are about an EV, and that’s clearly not a sign that it can afford to ignore. Engineered by Dutch electronics specialist Plower, the Twisted EV effectively swaps out the standard Defender gearbox (upstream of the old-school four-wheel drive system) for a 268bhp electric motor and fills the space where its engine and fuel tank would have otherwise been with
It performs almost like a hot hatch but definitely doesn’t handle like one
liquid-cooled lithium ion batteries and power electronics. If you have a short-wheelbase T90, you get 61kWh of capacity for an advertised 140 miles of range (and end up with a Defender that weighs about 300kg more than a combustion-engined 90). Go for a T110 instead and capacity rises to 81kWh for more like 180 miles on a charge. Neither version yet offers DC rapid charging, however; 22kW
FIRST DRIVES
Twisted can do all kinds of restomodding to suit the customer’s wishes
Engine bay is filled by battery and power electronics
❝
Taking the engine out makes you realise how many other sources of commotion there are
❞
three-phase AC is the fastest possible. The rest of the car’s body, chassis, suspension and interior are upgraded to Twisted’s familiar and alluringly high standard. And in the truck-cab T90 that we tested, the result was very smart indeed. Climbing up and getting comfortable in any Defender remains a bit of an undertaking. Even after Twisted’s modifications and fitting of its sports seats, you sit with limited room at the controls, squeezed in close to the driver’s door. It’s nothing that Defender devotees won’t be used to; but it’s also your first clue that an electric drivetrain doesn’t turn this updated old-stager into something that’s much like any other EV you might have driven, whether around town, out of town or anywhere else that it’s capable of going. Driving the Twisted EV is less physically taxing, in some respects,
than a traditional Landie might be. However, the steering is still heavy and slow-geared (despite working through a smaller rim than most Defenders have); the turning circle, even with the short wheelbase, is poor when you’re manoeuvring; the low-speed ride is often rough and clunky; and at higher speeds, in spite of Twisted’s best efforts at improved cabin sealing, the car is a feast of wind noise and road roar. Instead of really making for a more refined car, taking the combustion engine out of the Defender actually just makes you realise how many other sources of noise and commotion there have always been in one. Not that, if you like these cars, you’re likely to mind that much. Is it fast? Honestly, it’s not nearly as quick as you might expect of something with a claimed 885lb ft of torque (which, in any case, I can’t
believe you can put through the drivetrain of an old Defender without it becoming an inadvertent exponent of the automotive pole vault). In Eco driving mode, torque is meted out and managed for a smooth, pleasant step-off. Use Sport mode instead and the car can dart into motion more keenly and up to the national speed limit about as quickly as a lower-order hot hatchback. But in Sport mode, you have to put up with a bit of driveline shunt and a slightly sensitive accelerator pedal (a bigger bugbear than you might realise in a car that’s always busy on its springs). When you do get up a head of steam, the handling is typically animated and approximate, although always involving if you like to earn your keep behind the wheel. Faster cornering is best considered with plenty of circumspection, but no more than you would reserve for any other Defender. No major manufacturer would, I suspect, risk launching a car that feels simultaneously as mechanically forthright and decidedly 21st century as this. It’s an enigmatic and unexpectedly likeable contradiction, although the idea of it is sure to be divisive. But be assured, however irrelevant
that £270,000 price might make this car to you (and Twisted can do a simple EV powertrain swap on a donor car for less than £100,000, if that’s all you want), this is still a Defender, warts and all. The next time someone claims that all electric cars are the same, you can tell them – thanks, not least, to the aftermarket – how wrong they are. MATT SAUNDERS
@thedarkstormy1
TWISTED T90 EV Eye-wateringly expensive and unlike any other EV but appealing for being still so much like an authentic Landie
AAACC Price £270,000 Engine Electric motor Power 268bhp Torque 885lb ft Gearbox 1-spd, 4WD Kerb weight 2250kg (est) 0-62mph 8.0sec (est) Top speed 100mph (est) Battery 61kWh Range, economy 140 miles, 2.2mpkWh CO2, tax band 0g/km, 2% RIVALS Lunaz Range Rover Classic, Rivian R1S
20 APRIL 2022 AUTOCAR.CO.UK 29
Date: 11.Aug 2021 09:23:42
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FIRST DRIVES
TESTER’S NOTE How does the WRC Yaris compare? It doesn’t; different league. It uses a four-cylinder hybrid engine with 500bhp, there’s no centre diff, the suspension is far more sophisticated and there’s the aero. It also uses a bespoke spaceframe, so it’s not really a Yaris at all. RL
TESTED 24.2.22, BARCELONA, SPAIN ON SALE NOW
TOYOTA GR YARIS IBERIAN CUP Wick is turned up on our favourite hot hatch for one-make rally series
T
his is, perhaps, the Toyota GR Yaris of your dreams: a strippedout competition version of the hot hatch of the moment, with rally-spec suspension and gravel or dirt tyres, plus some driveline tweaks but no uplift in power or complexity, so it’s still very approachable. The Toyota Gazoo Racing Iberian Cup is a joint venture between Toyota Spain, the Madrid-based Motor and Sport Institute (MSi) and Caetano, Portugal’s long-time Toyota importer. It will form the basis of a one-make series consisting of nine mostly gravel rallies around the Iberian peninsula. MSi has developed the car. It has made some obvious changes to the road-legal GR Yaris (shell seats, a roll cage, a fire-retardant interior stripped almost bare) and some more clandestine ones. The regular GR Yaris with Circuit Pack uses Torsen differentials on both axles, but this car uses a plated mechanical limited-slip differential supplied by Cusco, and the clutch is reinforced. The suspension layout
remains but is now controlled by remote-reservoir Technoshock coilovers. There are some fancy droplinks and extra bracing between the front struts, but the brakes appear to be standard and must sit very snugly within the rally car’s 15in dirt-spec wheels (asphalt wheels are larger), which wear high-profile Michelins. You get sump guards, a roof air intake, more powerful headlights and an exhaust that retains the catalyser but gets more of that hollow, WRC-lite yowl out of the GR Yaris’s unaltered turbo three-pot. The door mirrors are carbonfibre, the front wings are aluminium (presumably so they can easily be bent back into shape) and chunky red mudflaps give off Tommi Mäkinen vibes. We borrowed the car of MSi development driver and double Spanish rally champion Pepe López, and we had a short dirt circuit to play on at the part-test track, partmountain getaway of the current Dakar champion Nasser Al-Attiyah. There’s a curious role reversal
between the road GR Yaris and the Cup. The latter is awkward to get into, because you need to fold yourself between the contours of the Atech buckets and the roll cage. However, once you’re inside, the rally car addresses arguably the biggest failing of the road car: its lofty driving position. It puts you so high that the rear-view mirror can invade your sightline on a good B-road; in the Cup, you’re right on the floorpan. Getting going is easy: the clutch and beautifully straightforward, finger-tippy steering are light and visibility is reasonably good. You can even have the regular car’s rev-matching function engaged for the six-speed gearbox, but there’s nothing else to distract. What follows is an absolute riot. It feels raw but weightless compared with the road car and is shockingly accelerative on a dusty surface. Those Cusco diffs must be tuned quite aggressively, because beyond a sliver of understeer, the chassis answers throttle openings with
Interior is stripped back to the bare metal; entry is awkward but low-set driving position is welcome
sharp but addictively controllable oversteer. The fact that a novice can quickly get to the point of swinging into third-gear corners with a proper Scandinavian flick – thereafter exiting in a whirlwind of dirt and to the cacophony of stones hammering off the bodyshell – is telling. The blend of adjustability and stability is joyful. Freer suspension travel and reduced weight means the car floats lithely across the ground and mops up the landing of this short course’s one small jump (taken slightly sideways) near-seamlessly. And then it’s over. Naturally, I now desperately need an Iberian Cup GR Yaris, plus the space to use it properly. Inevitable, really. RICHARD LANE
@_rlane_
TOYOTA GAZOO RACING GR YARIS IBERIAN CUP GR Yaris is liberated in junior rally guise, but its approachability stems from the road car’s natural talent Price €65,800 (£54,800) plus tax Engine 3 cyls in line, 1618cc, turbocharged, petrol Power 256bhp at 6500rpm Torque 266lb ft at 3000-4000rpm Gearbox 6-spd manual, 4WD Kerb weight 1280kg 0-62mph 5.0sec (est) Top speed 140mph (est) Economy na CO2, tax band na RIVALS Toyota GT86 R3, Renault Clio Rally4
20 APRIL 2022 AUTOCAR.CO.UK 31
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FIRST DRIVES TESTED 28.3.22, WARWICKSHIRE ON SALE NOW
FORD FOCUS
Mid-life updates for this family hatch include the introduction of a mild-hybrid system n its pomp, the Ford Focus was a giant of the European car market worth more than 500,000 sales, but to find a year in which it hit even half of that tally, now you have to look back more than a decade. Good car or not, its fortunes are dwindling, and that helps to explain quite a lot about its latest overhaul. It brings a refreshed look, a new cabin layout and plenty of new infotainment and active safety features, but it disguises plenty of cuts, too. Where a couple of years ago there was a range of three- and four-cylinder engines, now only the originally entry-level Ecoblue options remain on the diesel side, while the upper-level 1.5-litre petrols are gone. Ford is using its 48V mild-hybrid technology to bring a little variety back into the Focus’s technical armoury. Its multi-award-winning three-pot Ecoboost petrol engine can be had with or without this simplified hybrid arrangement, producing up to 153bhp and 177lb ft; and now also in combination with a seven-speed dual-clutch gearbox for the first time (although our test car had a manual).
ideally with a chassis that handles with tenacity, balance and poise. More than 20 years on, the Focus still succeeds emphatically at making everyday trips feel special. Here’s hoping there’s enough appetite for it to keep it going for years to come. MATT SAUNDERS
FORD FOCUS 1.0 ECOBOOST MHEV ST-LINE VIGNALE New powertrain works really well in cheeringly fun family hatch that has learned some more modern tricks
The exterior design refresh brings a bold and appealing front end, while the interior layout has been tidied and rationalised effectively. All cars but the entry-level one now get a dominating 13.1in touchscreen system that incorporates the heating and ventilation controls but is easy enough to use and makes space just below (where the old HVAC controls were) for a more prominent engine start button and a few other more conveniently placed minor controls. The ST-Line Vignale spec’s sports
seats are a little hard and short in the base, but the ergonomics are otherwise good, and the new digital instruments bright and readable. On the move is where the Focus’s really distinguishing qualities are still to be found. Its electrified engine responds strongly and with great accessibility of performance. It’s freerevving, torquey and characterful. It’s hard to average much better than 45mpg from it but equally hard not to be impressed by its blend of qualities in any case, and they mix
AAAAB Price Engine
£28,625 3 cyls, 999cc, turbo, petrol, plus 48V ISG Power 153bhp at 6000rpm Torque 177lb ft at 2500rpm Gearbox 6-spd manual, FWD Kerb weight 1349kg 0-62mph 9.0sec Top speed 131mph Economy 52.3mpg CO2, tax band 121g/km, 29% RIVALS BMW 1 Series, VW Golf
TESTED 8.4.22, MIDDLESEX ON SALE NOW
TOYOTA RAV4 ADVENTURE
Compact hybrid SUV receives a minor going-over and gains a soft-roader variant
T
oyota has a knack for keeping alive types of car that other manufacturers have given up on. Not in a behind-the-times way; rather it manages to make things work that others can’t. Affordable sports cars, rally-refugee hatches and city cars are no longer viable, due to emissions and rising costs; the GR86, GR Yaris and Aygo X beg to differ. The Allroad or Cross Country look went from big to forgotten in the past
two decades, but now we have the RAV4 Adventure, with black plastic trim, beefier skidplates, redesigned bumpers and four-wheel drive. Along with the Adventure grade, the updated SUV gains redesigned LED projector headlights, electric adjustment for the passenger seat on some trims and – drum roll – four USB-C ports in the interior. All good things, but just a tad half-hearted. This RAV4 has been around since
2018, so now would have been a good time for a more full-featured facelift bringing proper matrix LED headlights and an update for the badly dated, slow touchscreen infotainment. Maybe next year. To drive, the Adventure is much the same as other full-hybrid RAV4s, with a chassis that’s quite soft but underdamped, meaning it’s neither particularly dynamic in the corners nor perfectly comfortable. At least the cabin is quiet on the motorway. Toyota knows how to do hybrids by now, though. Sure, the RAV4 emits the typical CVT drone under hard acceleration, but the two electric motors in this four-wheel-drive version give plenty of torque to make the powertrain perfectly relaxed and quiet in most scenarios, while also returning an easy 43mpg. Other than adding imitationleather seats with a red stripe, the Adventure trim is the same inside as any other new RAV4, which means it’s very spacious, there are lots of chunky buttons and everything feels like it will last forever, but the materials used are more appropriate for a £25,000 car than a £43,395 one.
Adventure is the most expensive trim on the RAV4; unless you really like the outdoorsy styling and a glass roof, others offer much better value. As do rivals like the Kia Sportage and Nissan Qashqai, even if they can’t quite match the RAV4’s fuel economy. ILLYA VERPRAET
TOYOTA RAV4 2.5 HYBRID AWD-i ADVENTURE Updates are useful but very minor. Pseudo-off-road Adventure package is expensive for what it offers
AAACC Price Engine
£43,395 4 cyls, 2487cc, petrol, plus two electric motors Power 219bhp at 5700rpm Torque na Gearbox CVT, 4WD Kerb weight 1650kg 0-62mph 8.1sec Top speed 112mph Economy 47.9mpg CO2, tax band 133-136g/km, RIVALS Ford Kuga, Kia Sportage, Nissan Qashqai
20 APRIL 2022 AUTOCAR.CO.UK 33
ROAD TEST
PHOTOGRAPHY JOHN BRADSHAW
No 5570
Dacia Jogger
MPV and SUV tropes fuse with a compact seven-seater of likeably humble aspect M O D E L T E S T E D 1 .0 T C e 11 0 C O M F O R T Price £16,595
Power 109bhp
34 AUTOCAR.CO.UK 20 APRIL 2022
Torque 148lb ft
0-60mph 11.0sec
30-70mph in fourth 12.1sec
Fuel economy 43.8mpg
CO2 emissions 130-131g/km
70-0mph 47.4m
ROAD TEST tories of rising commercial success have been hard to find in car-industry circles these past couple of years, but there have been a few among budget brands – and none more significant than that of the Renault Group’s Romanian value marque, Dacia. After its acquisition by Renault in 1999, this firm’s modern story began in 2004 with the launch of the first-generation, Renault-backed Logan saloon. Steady initial sales growth quickly accelerated and Dacia consolidated its position as a 500,000-units-a-year car maker (not counting commercial vehicles) in 2021. It now has one of Europe’s topthree most popular cars, in the form of the Sandero hatchback, and has just introduced its first electric car, the Spring EV. Not bad for a brand that few outside of Eastern Europe had even heard of 20 years ago. And now, since it’s bold enough not to be bound by the trends that guide so many other volume brands, Dacia is consolidating its place in a part of the car market that many of its rivals have given up on. The new Dacia Jogger is a seven-seat, C-segment MPV – on the face of it, the kind of car that a great many European car makers once made (think Ford Grand C-Max, Renault Grand Scénic and Vauxhall Zafira) but whose place in the market has lately been usurped by the crossover SUV. However, this isn’t a classic monocab MPV – and nor is it Dacia’s first MPV, although the UK market never saw either of its predecessors (the Moroccan-built Lodgy and Dokker). From its styling to its platform to its interior layout, the Jogger ploughs a new furrow. And by doing that technically as well as stylistically, it comes to the UK market with an entry-level price that doesn’t just make it cheap – something you would expect of a Dacia – but that also gives it a relative pecuniary advantage worth more than £10,000 compared with some seven-seat MPV rivals.
S
DESIGN AND ENGINEERING
AAAAB
We like Outstandingly good value Versatile and practical for its size Shows very few signs of cheapness
We don’t like Powertrain has its rougher, lazier moments Passenger space isn’t as generous for adults as it might be Limited engine range won’t meet with universal acclaim
At just over 4.5 metres in length, the Jogger is a little shorter at the kerb than a typical C-segment MPV, but that doesn’t prevent it from offering usable passenger accommodation for up to seven. At just under 1.7 metres tall and with 200mm of ground clearance, it’s also little higher of profile than most typical MPVs and is intended as what we might have called a soft-roader a few years ago: a car to easily tackle uneven tracks and the like. Dacia has stopped short of giving the car four-wheel drive, though, or all-season tyres or even an off-road-style tractioncontrol regime. The car’s platform might have been a restrictive factor in some of those respects, but it certainly isn’t when it comes to delivering the value for money central to the Jogger’s
Range at a glance ENGINES
POWER
1.0 TCe Essential 109bhp 1.6 hybrid 138bhp
FROM
£14,995 tbc
TRANSMISSIONS 6-spd manual 4-spd automatic (hybrid only) Until the 1.6-litre hybrid comes along in 2023, there will be only one engine and transmission for the Jogger and only three equipment levels. Entry-level Essential has no infotainment system, although it does have stereo speakers through which your smartphone can play music or digital radio. It also comes with manual air conditioning and manual cruise control, as well as automatic headlights and an AEB crash-avoidance system as standard. Comfort cars add modular roof rails, automatic wipers, a reversing camera and touchscreen infotainment, while Extreme SE models get factory-fit sat-nav, wireless smartphone mirroring, alloy wheels and heated seats.
market positioning. It uses RenaultNissan’s shared CMF-B supermini platform, which also forms the basis of the Dacia Sandero and (in slightly upgraded form) the Renault Clio and Captur. The car’s mechanical layout is therefore entirely conventional. It has a transverse-mounted engine up front, a manual gearbox in line with the crankshaft and front-wheel drive. Suspension is via steel coil springs, MacPherson struts at the front and a torsion-beam axle at the rear. Simplicity certainly seems to save weight for this car. At as little as 1205kg unladen in its entry-level form, the Jogger is 200kg lighter than the very lightest Volkswagen Touran that UK customers can currently buy – but it’s still rated to haul more than 600kg of combined cargo and passenger ballast and to tow 1200kg on a braked trailer. You might not see many Joggers towing bigger caravans, then, but it’s the kind of car that could certainly handle a smaller one, or a trailer tent. Only one engine is offered in the car for now: Renault’s turbocharged 1.0-litre three-cylinder petrol, which makes 109bhp and a healthy 148lb ft of torque and drives through a sixspeed manual gearbox. A 1.6-litre full-hybrid petrol-electric option, also currently powering the Clio E-Tech, will arrive in 2023 and ◊
Dacia calls these 16in steel rims Flex wheels. The wheel itself is designed to be fully hidden by the covers, which make the wheels look a lot like alloys but can be replaced cheaply when damaged. Not a new trick but a sensible one.
Kinked upper window line isn’t actually matched with a corresponding kink in the roofline, but it does create better head room and visibility in the back rows, and it visually references utility wagons like the Matro Rancho and Skoda Roomster.
Modular roof bars can be unscrewed via four Torx bolts and refixed as a transverse roof rack onto which you could mount a roof box or bike carrier directly. Very clever.
Third-row passengers are well provided for and even have their own ventilation: the rearmost side windows can be cracked open at the trailing edge on hinged latches.
Logan got the new-era Dacia ball rolling 20 APRIL 2022 AUTOCAR.CO.UK 35
Weights and measures 910mm
1602085 litres
69 0m m
68 0m m
mm 30 10
x ma
960m m
0.32
Kerb weight: 1205kg 2898mm
830mm
1691mm
1020m m max
DIMENSIONS
820mm
4548mm
Front seats feel a little high-set but still accommodate taller drivers comfortably. There’s adjustment for the height of the seat’s base but not for its lumbar support.
PA R K I N G Typical garage height
Typical parking space width (2400mm)
1970mm
Typical leg room 680-690mm
Rear seats are quite long in the bases; will both fold and tumble forwards; are split 60:40; and offer Isofix points on the outer positions only.
2010mm (with mirrors) 3520mm
W H E E L A N D P E DA L ALI G N M E NT Pedal box is decently large, with enough room in between the pedals so that the biggerfooted won’t feel squeezed in. Steering column offers reach and rake adjustment but not an abundance of either.
50mm
60mm 175mm
Height 550-910mm
Width 1030-1250mm
H E AD LI G HTS Standard headlights have LED running-light and dipped-beam illumination and a halogen high beam. Not the brightest beams in the world, but manual dip-level adjustment is very welcome.
∆ provide the Jogger’s only two-pedal powertrain option. The Jogger’s design is likeably functional, from the upright rear window to the kinked upper window line, which makes extra head room for passengers travelling in the rear (and visually references cars like the Matra Rancho). All versions get wheel-arch cladding, chunky bumpers and stylised roof bars as standard, but on middle and upperspec cars, those roof bars convert really simply into an elegant lateral roof rack of their own. Mid-spec Joggers like our test car also feature 16in steel Flex wheels with very alloy-like covers that are intended to be easier and cheaper to replace, when damaged, than real alloys might be.
36 AUTOCAR.CO.UK 20 APRIL 2022
Length 340-1120-1860mm
Centre
INTERIOR
AAAAB The Jogger’s interior doesn’t make it the most spacious, adult-appropriate seven-seater family car you can buy, but so much could generally be observed about so many compact MPVs; and the Dacia is ingeniously versatile, more than passably pleasant, and well enough appointed and prepared for the practicalities of modern life. You get a clear sense that this car is supermini-derived from the driving position, which is a little perched. Although it doesn’t offer abundant leg room for taller drivers, our tallest tester (6ft 3in) was still comfortable at the wheel. The driver’s seat feels a little spongy in its cushioning and
With the third row of seats removed and the second row folded forwards, outright boot space is very good – more than 1800 litres overall, in fact.
does without any adjustable lumbar support. It’s the kind of seat that threatens to put your backside to sleep over longer trips, even though it never did so for any of our testers. Aft of that, the second-row seats are of a reasonable size and accessible height, offering decent head room but slightly limited knee and leg room for full-sized adults and Isofix child seat points on the outer two seats. These seats are split 60:40, with the smaller, single seat directly behind the driver. Their backrests don’t just fold forwards, either. Rather, the whole seat tumbles forwards about the front edge of the base so that, when folded, two passengers can travel in the Jogger’s third row almost as if in a black cab. Alternatively, you can lift the
third-row chairs out of the car individually (the latches aren’t particularly fiddly and the seats surprisingly light) and open up a deep cargo space with a flat floor that, Dacia claims, is ready to accept more than 1800 litres of luggage. The spare wheel, where optioned, is carried underneath the car. The Jogger’s interior quality surpasses most reasonable expectations. The cabin materials feel a little plain, hard and coarse in a few places, but the general standard of finish is very acceptable, given the price you’re paying. It would be better if the passenger doors sounded a little less hollow as you close them; also, if the mouldings in the driver’s footwell were a little better secured, so that you couldn’t inadvertently ◊
ROAD TEST
Cloth trim on the door panels and dashboard is repeated from the seat upholstery. It lifts the ambience but might not be as hard-wearing as other options.
A ‘curry hook’ in the passenger footwell has long been the hallmark of a really practical car. Even in 2022, it seems, Dacia drivers won’t use Deliveroo.
Third row has almost as much leg room as the second row – and more still if you tumble the middle seats forwards, when the Jogger takes on a black-cab vibe.
Multimedia system
AAACC
There are three infotainment offerings in the Jogger. The base-level car comes with a DAB radio and four-speaker audio system called Media Control, although there’s no central display screen for it. Instead, Dacia provides a dashboard dock for your smartphone, a nearby USB port for connectivity and an app through which you can connect it with the car’s wider systems. Our mid-spec test car had Dacia’s Media Display system, which includes an 8.0in touchscreen of pretty simplified layout and functionality. There are separate heater controls and no fitted sat-nav. Wired device mirroring for Apple and Android phones is included, although it worked a little sporadically for us. The system is fairly responsive and easy to use, with clear menu icons that aren’t small or hard to hit with an outstretched hand. DAB radio reception is only average and the audio system power a little meek, but neither is poor enough to annoy. The top spec is called Media Nav and adds factory sat-nav.
20 APRIL 2022 AUTOCAR.CO.UK 37
❝ Jogger owners should
expect to beat 50mpg on longer runs
❞
∆ work them loose with a stray left foot. There are some evident cost-related compromises here but nothing at all unpalatable. Meanwhile, the car’s secondary features look after the necessities rather well. Oddment storage is very reasonable and there are 12V power sockets in all three rows. There are even proper cupholders, useful storage cubbies and partly opening windows for those in row three.
PERFORMANCE
AAABC A 1.0-litre three-cylinder petrol engine sounds like it ought not to be powerful enough for a car with the sheer versatility and work ethic of the Jogger, but in practice it’s up to the job. It can be a little rough around idle and, unlike some three-cylinder units, it doesn’t like to rev much
beyond 5000rpm. But it settles down nicely at a cruise; and it also makes a surprisingly useful amount of midrange torque, which allows the car to pull its longish upper-intermediate gear ratios pretty stoutly when climbing or accelerating from low revs, and does plenty to engender a clear sense of fuss-free, easy drivability for the Jogger. The motor has one annoying mannerism: the surge of torque it serves up as its turbo boost arrives just below 3000rpm, which demands a little patience and precision with your right foot if you want to accelerate up through the gears perfectly smoothly. This lag and surge can be seen pretty clearly in our in-gear acceleration numbers, the car’s opening acceleration increment in each gear often being notably slower than the second and third. The throttle response is more
crisp and the power delivery more linear elsewhere in the rev range. A 0-60mph clocking of 11.0sec need be no embarrassment for the Jogger in normal daily driving, when it has more than enough performance to move with the general cut and thrust and to manage single-carriageway overtaking comfortably enough. The light but fairly slick and welldefined manual lever makes up for a slightly woolly-feeling clutch action, so shifting is no chore – provided you don’t hurry changes through more quickly than suits the slightly gelatinous feel and the gentle natural syncopation of the whole apparatus. The brake pedal is progressive and easy to modulate; and it managed to pull the Jogger to a standstill from 70mph in less than 50 metres in slightly damp test conditions, even on modest-sized 16in wheels
and 205-section tyres, which is equally respectable.
H A N D L I N G A N D S TA B I L I T Y
AAABC The Jogger’s name may be suggestive of a particular style of motion, but in fact the car doesn’t bound down the road like some long-distance runner, and nor does it loll and lope along in the way others might expect, given the longish-travel suspension. It feels medium firm in its spring rates; pretty sturdy and steady in its gait; stable, staunch and fairly upright in its cornering aspect; and thus ready to carry a bit of a load when you need it to – just as you’re likely to want it to. It has slowish steering by compactcar standards, with more than three full turns between locks, and it isn’t particularly agile or keen when changing direction. It also has only a modest lateral grip level, so it doesn’t
Jogger’s handling is well matched to its role as a seven-seater with a slightly elevated ride height, so it’s tidy and predictable if you stay within its easily identifiable limits.
38 AUTOCAR.CO.UK 20 APRIL 2022
ROAD TEST Assisted driving notes AABCC Dacia fits the Jogger with a standard radar-based autonomous emergency braking system, which works to warn the driver of an impending frontal collision with another car and can apply the brakes if no action is taken. Because it’s only radar-based, it doesn’t offer pedestrian or cyclist detection and it’s not adjustable for sensitivity. You can deactivate it entirely if you prefer, but it’s not an over-sensitive or intrusive system. Buy a mid-spec Jogger Comfort, like our test car, and you will also get a reversing camera with obstacle detection as well as rear parking sensors and door mirrors with blindspot warning lights that illuminate when a vehicle is close on your flank. These don’t add any audible warnings or steering interventions to prevent you from
changing lanes into the path of an overtaking car, though, and no active lane keeping system is fitted. Dacia’s manual cruise control is the same across the range and doesn’t take in radar-based speed adaptation or speed-limit recognition on any trim. A U T O N O M O U S E M E R G E N CY BRAKING Does the system seem prone to false activation? ✗ Can it be deactivated? ✓ Does it have pedestrian/cyclist detection? ✗ L A N E K E E P I N G A S S I S TA N C E Not fitted. INTELLIGENT CRUISE CONTROL Not fitted. (Manual cruise control and speed limiter only.)
respond particularly encouragingly to being hurried along, although its adhesive limits are easy to gauge and they’re guarded by an effective electronic stability control system. Unloaded, the Jogger certainly isn’t the kind of car that will easily carry the sort of cornering speeds that would give it body-control problems around tighter bends. At greater speeds on crosscountry roads, the primary ride is consistently level, and the car deals with bigger inputs without being flustered or disturbed. There’s some evidence of a slight crudeness in the damping in the car’s secondary ride, which can become a little wooden and clunky over sharper edges and more sudden lumps and bumps; and these can sometimes filter through into the generally light and mutedfeeling steering, too, which exhibits the occasional twitch of torque steer when the car is accelerating hard. The ESC system is always on but doesn’t intrude, warding off power-on understeer fairly gently but effectively and seldom having cause to deal with much else.
and some persistent road roar from it respectively. The motorway ride can be accompanied by the odd buzz of loose cabin trim, some of which can be traced and secured while others are more elusive, but that’s the price you pay for a car with lots of movable, removable fittings. The net effect is pleasant enough, though – and the motorway is also where the engine is at its most refined.
C O M F O R T A N D I S O L AT I O N
AAACC There are occasions when the Jogger has that telltale ping and clang of the oft-disparaged ‘cheap tin box’, but those moments don’t actually undermine its appeal. More often than not, they’re shrugged off by a car that has pretty decent cruising credentials. We already covered the slightly rattly thud of its passenger doors, which betrays a certain evident cheapness in the car’s construction. Add to that a level of wind and road noise that’s more noticeable than intrusive (it registered 66dbA on our noise meter at a 50mph cruise, probably a couple of decibels noisier than a typical compact estate car) and we’re assembling a picture of a car that may not be unrefined in a broad sense but is also no more hushed than you would expect a hard-working budget estate to be. The ride is quieter over smoother surfaces, but sharper inputs and coarser Tarmac bring out a slightly fidgeting shortage of wheel control
BUYING AND OWNING
AAAAA The Jogger’s faintly astounding entry-level price is £14,995. It’s a car that can also be had on a personal finance term of four years for less than £200 deposit and £200 a month. And anyone wondering what, exactly, comes as standard on a seven-seat family car that costs so little in 2022 might be interested to find out that the answer isn’t nothing. Entry-level Essential-trim cars are expected to account for less than 15% of the Jogger’s UK sales mix, but they’re not meanly equipped. Body-coloured bumpers, tinted side windows, rear parking
sensors, air conditioning, an engine immobiliser, remote central locking, cruise control, six airbags and an autonomous emergency braking (AEB) system are all included; and although you do have to use your smartphone for in-car navigation and entertainment, Dacia provides a handy dock for it on the dashboard and integrates its functionality properly through on-board speakers and an app. Our mid-spec Comfort test car, which is the trim level expected to dominate UK sales, adds modular convertible roof bars, a reversing camera, keyless entry, climate control and an 8.0in touchscreen media display with wired smartphone mirroring. If you want factory sat-nav and wireless mirroring, only top-of-the-line Extreme SE trim offers them. On fuel economy, Jogger owners should expect to beat 50mpg on longer runs if they’re willing to check their hurry a little. Our test car returned 48.5mpg on a windy day at a 70mph cruise, but it did much better at slightly lesser speeds. ◊
AC C E L E R AT I O N Dacia Jogger 1.0 TCe 110 Comfort (13deg C, damp) Standing quarter mile 18.4sec at 77.9mph, standing km 33.5sec at 97.3mph, 30-70mph 11.0sec, 30-70mph in fourth 12.1sec 30mph
40mph
50mph
4.1s
6.1s
8.4s
60mph
11.0s
0
70mph
15.1s
80mph
90mph
19.5s
10s
26.4s 20s
Vauxhall Combo Life 1.5 Turbo D Energy (2018, 12deg C, damp) Standing quarter mile 20.2sec at 68.7mph, standing km 37.2sec at 87.0mph, 30-70mph 16.2sec, 30-70mph in fourth 19.9sec 30mph
40mph
4.7s
7.7s
50mph
10.8s
0
60mph
70mph
14.7s
80mph
21.0s
10s
90mph
28.8s
20s
42.8s 30s
40s
B R A K I N G 60-0mph: 2.92sec Dacia Jogger 1.0 TCe 110 Comfort (13deg C, damp) 30mph-0
50mph-0
9.1m 0
70mph-0
24.6m 10m
20m
47.4m 30m
40m
Vauxhall Combo Life 1.5 Turbo D Energy (2018, 12deg C, damp) 30mph-0
50mph-0
8.7m 0
70mph-0
23.6m 10m
20m
46.5m 30m
40m
20 APRIL 2022 AUTOCAR.CO.UK 39
Data log DAC I A J O G G E R 1 . 0 TCe 110 COM FORT On-the-road price Price as tested Value after 3yrs/36k miles Contract hire pcm Cost per mile Insurance group
£16,595 £17,490 £9850 tbc tbc 15/£501
TYPICAL PCP QUOTE
50 litres
3 years/30,000 miles, 10% deposit £212 Strong forecast residual values are allowing Dacia to deliver appealing monthly finance quotes on the Jogger, even at 5.9% interest rates. Monthly payment for this one could be driven down further over a longer term.
EQUIPMENT CHECKLIST T E C H N I C A L L AYO U T
Jogger adopts the slightly cheaper derivative version of Renault-Nissan’s CMF-B supermini platform. It’s driven by a transversely mounted three-cylinder engine up front, a six-speed manual gearbox and front-wheel drive. Suspension is via steel coils under struts at the front and a torsion-beam axle at the rear. Weight was distributed 58:42 front to rear on our test car.
ENGINE
POWER & TORQUE
ECONOMY
Installation
200
148lb ft at 2900-3500rpm
150
109bhp at 5000-5250rpm 500 100
100
50
50
0
TEST MPG
Track Touring Average
24.9mpg 48.5mpg 43.8mpg
CLAIMED
Low Mid High Extra high Combined
42.8mpg 53.3mpg 57.6mpg 43.5mpg 48.7mpg
Tank size Test range
50 litres 482 miles
200
150
Power output (bhp)
Front, transverse, front-wheel drive Type 3 cyls in line, 999cc, turbocharged, petrol Made of Aluminium block and head Bore/stroke 72.2/81.3mm Compression ratio 11.0:1 Valve gear 4 per cyl Power 109bhp at 5000-5250rpm Torque 148lb ft at 2900-3500rpm Redline 6200rpm Power to weight 90bhp per tonne Torque to weight 123lb ft per tonne Specific output 109bhp per litre
0
2000
Engine (rpm) 4000 6000
0
8000
Torque (lb ft)
16in Flex steel wheels with covers Front, side and curtain airbags 8.0in Media Display touchscreen infotainment system with wired device mirroring, four-speaker audio Keyless entry Climate control Electric front and rear windows Modular roof bars Comfort cloth upholstery Satin chrome interior door handles and air vents Split, folding second-row seats Folding, removable third-row seats Automatic wipers Front and rear parking sensors Engine immobiliser 12V power socket for each row of seats Cruise control with speed limiter Metallic paint, Iron Blue £595 Spare wheel £300 Options in bold fitted to test car = Standard na = not available
E M I S S I O N S & TA X CO2 emissions Tax at 20/40% pcm
130-131g/km £86/£171
C H A S S I S & B O DY
TRANSMISSION
BRAKES
SAFET Y
Construction Steel monocoque Weight/as tested 1205kg/1267kg Drag coefficient 0.32 Wheels 7.0Jx16in Tyres 205/60 R16 92H, Hankook Ventus Prime 3 Spare None (full size optional)
Type 6-spd manual Ratios/mph per 1000rpm 1st 3.91/4.3 2nd 2.29/7.4 3rd 1.48/11.5 4th 1.03/16.5 5th 0.74/22.9 6th 0.56/30.3 Final drive ratio 4.50:1
Front 280mm ventilated discs Rear 229mm drums Anti-lock Standard, with brake assist Handbrake type Electric Handbrake location Centre console
ABS, ESC, Brake Assist, AEBS, BSW, HSA, E-Call Euro NCAP crash rating Not tested
STEERING
Idle 43dBA Max rpm in 4th gear 77dBA 30mph 63dBA 50mph 66dBA 70mph 69dBA
Type Electromechanical, rack and pinion Turns lock to lock 3.2 Turning circle 11.7m
Front MacPherson struts, coil springs, anti-roll bar Rear Torsion beam, coil springs
AC C E L E R AT I O N
AC C E L E R AT I O N I N G E A R
MPH 0-30 0-40 0-50 0-60 0-70 0-80 0-90 0-100 0-110 0-120 0-130 0-140 0-150 0-160
mph 20-40 30-50 40-60 50-70 60-80 70-90 80-100 90-110 100-120 120-140 140-160 160-180 180-200
TIME (sec) 4.1 6.1 8.4 11.0 15.1 19.5 26.4 37.1 – – – – – –
2nd 3.1 – – – – – – – – – – – –
3rd 4.0 4.0 4.8 – – – – – – – – – –
4th 7.1 5.8 6.0 6.3 7.9 11.0 – – – – – – –
5th – 9.8 8.9 9.3 10.3 12.8 19.0 – – – – – –
6th – 21.0 15.9 14.3 16.9 – – – – – – – –
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 Jogger, contact Dacia UK Customer Services, The Rivers Office Park, Denham Way, Maple Cross, Rickmansworth, WD3 9YS (0344 335 1111, dacia.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 20 APRIL 2022
MAX SPEEDS IN GEAR
R E S I D UA L S 25
27mph 71mph 114mph
6200rpm 6200rpm 4969rpm
1
2
3
4
5
6
46mph 102mph 114mph*
6200rpm 6200rpm 3761rpm *claimed
RPM in 6th at 70/80mph = 2309/2639
20
Suzuki SX4 S-Cross 1.4 Boosterjet 48V SZ4 Skoda Scala 1.0 TSI 110 SE
Value (£1000s)
SUSPENSION
CABIN NOISE
15
10
5
Dacia Jogger 1.0 TCe 110 Comfort
0 New
1 year
2 years
3 years
4 years
Value positioning hasn’t penalised Jogger’s residuals. A 60% three-year forecast from CAP is very impressive.
R OA D T E S T N o 5 570
Read all of our road tests autocar.co.uk
ROAD TEST Testers’ notes RICHARD LANE I have a friend who’s looking to replace a trusty Volvo for mucky household jobs and general dog-carrying. He took one look at the Jogger and just knew it was all the car he needed. Can’t argue with design as direct as that.
AAAAB
MATT SAUNDERS The Jogger trounced a Volkswagen Golf R Estate for appeal to my two kids, who adored folding the middle-row seats forwards and lording it up in the back. There’s a storage cubby next to the nearside seat just large enough for a Nintendo Switch, too.
Superb versatility, outstanding value and so likeable with it
Spec advice
VERDICT
acia has demonstrated great design, outstanding product positioning judgement and not a little bit of bravery with the new Jogger. A car maker with less of a maverick streak and less intimately in touch with the tastes and needs of its customers might have been dissuaded from launching such a car by current market trends. But this one took inspiration from the platform technology at its disposal and the value that it could add to the budget family car market, and it has really delivered. The Jogger is a product unlike any rival. An MPV/estate/crossover/SUV that’s both affordable and versatile enough to insert itself into myriad buying conversations and ownership scenarios, it’s brilliantly flexible for passengers and cargo. It’s also comfortable, respectably refined and quite well presented on the inside, and is as pleasant and cheery to drive as it is to behold; as it is, once again, to consider in sheer metal-for-the-money terms. There are certain things you don’t expect of a £15,000 family car, of course. The Jogger’s performance is only modest, its spec basic in some ways and its dynamic character simple. But its directness and no-frills simplicity are extremely easy to like, and it deserves success.
D
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
DACIA JOGGER 1.0 TCE 110 COMFORT Breaks new ground for metalfor-the-money, family-car value and is packed full of versatility. Cheery, likeable and capable. AAAAB £16,595 109bhp, 148lb ft 11.2sec, 114mph 130-131g/km, 47.1-49.6mpg
2
CITROEN BERLINGO 1.2T FEEL XL Petrol version is technically no longer part of UK range but may still be in dealer stock. Worth seeking out. Super-practical. AAAAC £23,860 109bhp, 151lb ft 12.1sec, 108mph 150g/km, 38.4-45.8mpg
3
VOLKSWAGEN CADDY SWB 1.5 TSI 7-SEATER Unlike the Citroën, this commercial-based seven-seater can still be had with an ICE. Dacia makes it look seriously pricey. AAABC £26,999 113bhp, 162lb ft 11.9sec, 112mph 147g/km, 43.5mpg
4
SKODA SCALA 1.0 TSI 110 SE Like the Jogger, uses supermini platform to larger effect. Not nearly as spacious, but if you need only a bog-standard hatch, it’s passable and cheap. AAABC £19,625 109bhp, 148lb ft 10.0sec, 126mph 119g/km, 50.4-53.3mpg
Comfort trim is worth the extra £1600 over Essential: it better shrugs off an austerity look with its body-coloured mirrors and door handles and the cabin-equipment level is important. Add a spare wheel for £300.
Jobs for the facelift Consider a bigger, torquier engine option for tougher hauling duties. This is probably a car that could still sell as a diesel. Add a folding front passenger seat. Think about Joggerbranded lifestyle accessories: panniers, roof boxes, bike carriers and ski racks.
5
SSANGYONG TIVOLI 1.2 VENTURA Can no longer be had in sevenseat form but has plenty of space for five. Boxy looks aren’t quite as appealing as Jogger’s. AAABC £17,595 127bhp, 170lb ft tbc, 112mph 158g/km, 40.4mpg
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O E Z A L B A 42 AUTOCAR.CO.UK 20 APRIL 2022
BUGATTI MOLSHEIM INSIGHT
Y R O L G F O E epic finale ly u r t a is t r o p S h iron Super C le b a s it at the p t a e c e m h r p io m r 0 P 0 3 t t e a Th hypercars. M i t t a g me next u o B c l E il C w I t e a r h u w p s r e t fo nd contempla a e m o h h c n e r ON firm’s F M A X EDLEST TOGR A PH Y PHO
20 APRIL 2022 AUTOCAR.CO.UK 43
ou may know Andy Wallace for a few different things. If not for recently taking a Bugatti Chiron Super Sport to 300mph, it will be for taking a McLaren F1 to 240mph, winning at Le Mans on his first try or winning the Daytona 24 Hours three times. Bugatti’s ‘pilote officiel’ has enjoyed – and is still enjoying – quite the career. These days, many weeks it involves climbing into his own Volkswagen ID 3 in Buckinghamshire and driving to the Bugatti factory in Molsheim, a town in Alsace, north-eastern France, taking less than an hour to charge. So perhaps it feels like he hasn’t entirely stopped endurance racing, where the less time you spend stationary the better. The Molsheim gaff is cool. It’s the original home of the Bugatti factory and, despite Croatian EV specialist Rimac taking some kind of control of the company alongside Porsche (of the Volkswagen Group), it looks like it will stay that way. When the Volkswagen Group revived Bugatti in 1998, group bosses thought that customers would probably go to Wolfsburg – group headquarters – to take delivery of or specify their cars, have them serviced and so on. Not so. The leafy Molsheim campus, with a small museum and reception rooms in a few stable blocks and an orangery, roaming deer and its original château alongside a contemporary assembly plant and servicing operation, has become the draw for owners of the multi-million-pound hypercars constructed on site. One of them was then driven up to 300mph by Wallace at the Volkswagen Group’s Ehra-Lessien test track in Germany. So how was that, Andy? “Well,” he says, with a pause and an infectious laugh. “You could lie and say ‘it’s fantastic; you should try it’. But in all honesty, it really does get your attention, because we’re talking about 140 metres per second, which is a kilometre in seven ◊
Y
W16 engine is a unique work of art
B U GAT T I ’ S F I R S T E V As well as cars, Ettore Bugatti was big into diverse new technology. There’s a surprising amount of archive video footage available from the time, because he thought it was important. And a company derived from his original one (unrelated to the car stuff) still makes aircraft componentry locally. In 1927, Ettore Bugatti made his first EV, the Type 56. He designed it for running around his estate without disturbing his horses or wildlife and so he could surprise staff, but some people wanted one, so he made more – reputedly six. Ten years ago, Bugatti bought one, made for the Queen of Luxembourg, at an auction in the US to display in the factory’s small museum. The two-seater drives. It has new batteries, of course. Eight of them, powering a single motor. Our guide suggests it could do 40mph but, it being directed by a tiller rather than a wheel, I’m not sure I would want to try that. Whatever happens to the next generation of Bugatti hypercar, then, it won’t be the first Bugatti to be electrically powered.
E? HOW DOES IT DRIV It’s only four miles between the factory and a car park where Andy Wallace gets out of the Chiron Super Sport’s driver’s seat and I get in, but he has already shown how it makes over 900bhp at less than 4000rpm and can navigate France’s biggest speed bump without cracking its undertray. We’re testing it on public roads “because it’s a road car,” he says. It’s just one with 1578bhp and a 273mph speed limiter. The Super Sport is slightly more habitable than the limited-edition Super Sport 300+, which replicated the prototype Wallace took to 300mph. It’s mechanically identical but has an interior like the regular Chiron: leather-lined and comfortable. Most significantly, the Super Sport cars have their rear extended by 250mm. The exhausts are turned vertically and separated, rather than sitting horizontally in the centre of the car, so the diffuser can be wider and stretch closer to the upper body. This extends and closes the tail, making it closer to the ideal ‘teardrop’ shape. The numbers are ludicrous, of course. It will do 0-62mph in 2.4sec and 0-124mph in 5.8sec;
44 AUTOCAR.CO.UK 20 APRIL 2022
BUGATTI MOLSHEIM INSIGHT
❝ The Super Sport is sensationally, uncomfortably, absurdly fast ❞
0-186mph in 12.1sec and 0-249mph in 28.6sec. The Super Sport could maintain its 273mph top speed until its fuel tank had emptied. Eight minutes, if you could find a long enough track. These figures are impressive if you believe in the point of engineering £2.75m hypercars, which I sort of do, even if I think a Morgan 3 Wheeler would be more fun more often. But Bugatti’s real achievement isn’t those numbers themselves; it’s that, as with other Chirons and Veyrons, they come with an integrity that makes the Super Sport as straightforward to drive as a Volkswagen Golf. None of that is evident as you slide into the snug driver’s seat. The fairly small, thin-rimmed steering wheel manually adjusts generously. The gearlever is beautifully machined from aluminium. A strip that runs down the centre console similarly from one piece. There are cubbies, door pockets and a glovebox. With its small, shallow boot at the front, the Super Sport is almost a grand tourer. It’s quite loud. The engine isn’t over dramatised, just naturally dramatic, because it’s a quad-turbo
It rides firmly at any speed, with tremendous body control and little roll. Yet the steering builds weight as cornering forces increase, so there’s something reassuring to lean on. Balance is good and feedback strong, which isn’t always a given in a four-wheel-drive car. It can actually be It’s wide and, at nearly two tonnes, heavy, but enjoyed as a sports it’s still a pleasing sports car at ordinary speeds. car at sane speeds Traction is phenomenal. And the Super Sport is sensationally, uncomfortably, absurdly fast, like a Porsche Taycan Turbo S from rest but 8.0-litre W16 starting at speed. The noise is ever angrier, the ’box shifts just after 7000rpm and it all starts again. making 197bhp per litre. The peculiar layout isn’t It would keep going and going and going, were we silken like, say, a V12. It makes an imposing noise, not on a road; so the experience takes considerably like a ship or a tank. There’s a lot going on. less time than it took you to read this paragraph. But it’s still a Volkswagen Group car, so it creeps Braking is exceptional, too. Heave the anchors from rest easily, while the steering is mediumand the rear wing becomes an airbrake, acting like a weighted, nicely geared at 2.2 turns between locks calming hand at the back of the car and maintaining and electrically assisted and has a good blend of stability. It’s an extraordinarily capable car. response and stability around the straight-ahead. But for me, its greatest achievement isn’t that it There’s a bit of road noise – not unusual in carboncould do 300mph. It’s that it could do that while being tubbed cars with tremendous rigidity. But the plush no harder to drive the rest of the time than a Golf. interior mutes it more than in, say, a McLaren.
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∆ seconds and a mile in around 11 seconds, so it’s all happening pretty quickly. “Here’s one of the things I had never thought about. As kids, we played with spinning tops: you spin it up, then it’s got a mind of its own and it’s off all over the place. Well, that happens to a car at 300mph. The wheels are turning so fast that they become large gyroscopes, and the force is so great that it overcomes the suspension geometry. So effectively it’s as if you have no caster angle [the Chiron has -2.5deg, helping stability normally]. So once the car starts to go left and you want to correct it, you put a small amount of corrective lock and it brings it back, but it just keeps going, so there’s a constant correction of your correction. Whereas at 280mph, it’s almost a walk in the park.” One suspects that it isn’t really, but given that Wallace’s duties include sitting beside customers and journalists while they drive this 1578bhp car,
I N S I D E T H E FAC T O RY There’s a new ownership structure at Bugatti, but it shouldn’t make a difference to the customer experience. Rimac owns 55% and Porsche 45% of Bugatti Rimac. Rimac itself, meanwhile, is owned 35% by its founder Mate Rimac, 22% by Porsche, 11% by Hyundai and 32% by others. What comes after the Chiron is down to 615 people: 300 in Croatia, 180 in Wolfsburg and 135 in Molsheim, Bugatti’s original and enduring home. It’s here where cars are assembled, taking six weeks at a time and at a rate of around 70 per year. About 40 more Chirons were left to make when I visited, so production will stop in 2022. There are old buildings and new. The service facility and assembly plant make up the new. Founder Ettore Bugatti never lived in the château, but he did host parties there. He kept stables, too, plus he had a building set aside for pilgrims; there had been a monastery on the site from the 1300s. What strikes me as we tour the assembly plant is just how much needs putting together. I knew there was no foundry or carbonfibre facility, so I had imagined big modular lumps arriving. But there are small individual pipes and clips and intricate components to fit as the cars are built. Bugatti “is very much part of the history of this area,” says Andy Wallace. “We’re dripping with German engineering and will be with Croatian engineering as well. But the way of the Chiron is: wherever you can get the best, that’s where it’s sourced from. So we have French tyres, a German engine, a gearbox from the UK, glass from Finland, leather from Austria, a carbonfibre tub from Italy...”
46 AUTOCAR.CO.UK 20 APRIL 2022
maybe it’s less stressful doing 300mph himself. He sits beside me while I drive around the greater Molsheim area. Bugattis may be made here, but they’re still a rare enough sight to turn heads and drop jaws. The first Chiron Super Sports are about to reach their buyers, which means Chiron production is nearing its end. All 500 examples are sold (and there’s a waiting list, just in case any buyers find their assets suddenly seized, perhaps), closing out the purely internally combusting era of Bugatti. Rimac is a world leader in high-performance electrification and Porsche knows a thing or two about it too. I’m here ostensibly to drive the Chiron Super Sport and revel in the astonishing numbers (it eats 1000 litres of air a second at maximum revs and throttle), but can we talk electrification too? One thing that strikes me about this Chiron is that, even though two of its four turbochargers
are throttled off at low revs to improve response, the W16 engine still makes nearly 200bhp per litre, so some lag is inevitable. It whooshes and builds in the way that an EV, well, doesn’t. “The acceleration [of EVs] is immense, and they can beat all the numbers on the zero-to-whatever,” Wallace points out, but they struggle to reach or maintain a really high top speed. “In order to reach 300mph in any car, basically you’re wide open over quite some seconds,” he explains. “During that event in a combustion car, you will be putting a lot of energy into the water and oil, but the cooling systems are such that you can stabilise that temperature. “When you’re drawing energy from the battery [in an EV] and then the inverter is converting that into the power that the motors need, the inverter is getting hot. You can draw the energy out over a certain period of time but then, in order to save
BUGATTI MOLSHEIM INSIGHT
Super Sport is distinguished by ‘teardrop’ rear end
Interior is ultra-highspec, of course, yet still totally intuitive
Bugatti ‘pilote officiel’ Andy Wallace (on left)
❝ At 300mph, there’s constant correction of your correction. Whereas at 280mph, it’s almost a walk in the park ❞
advises Prior
itself [from the heat], you get a power reduction. So you don’t have it for long enough to reach 300mph – although I’m sure in the end it will happen.” Does a future Bugatti with a plug-in-hybridised version of the W16 engine have to have a top speed as high – or higher – than the Chiron’s? “Throughout history, that has been the case,” answers Wallace. “I think we’re a bit too early in the programme to know the full answer to that; but every time a new car comes out, a new Bugatti comes out, it’s a big jump over the one before, and I’ve no reason to think that it won’t be again.” And what with his ID 3 bought through choice, Wallace is, one suspects, already on board with what’s coming next. “I’m not at all worried,” he says. “I’m a big fan of electric [cars] anyway. It’s coming. There’s nothing you can do about it. So if you embrace it, get your head around it, some fantastic things can happen.” Meanwhile, though, I’m slightly distracting us from the machine at hand. We’re on an autoroute on the way back to the factory. Traffic is light. “If we find space,” Wallace says, “go down a couple of gears and just send it.” So I do. L
BUGATTI CHIRON SUPER SPORT Price Engine Power Torque Gearbox Kerb weight 0-62mph Top speed Economy CO2, tax band RIVALS
£2,750,000 W16, 7993cc, quad-turbocharged, petrol 1578bhp at 7000rpm 1180lb ft at 2250-7000rpm 7-spd dual-clutch automatic, 4WD 1995kg 2.4sec 273mph 13.2mpg 487g/km, 37% Koenigsegg Jesko, Rimac Nevera
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KEEP LIFTING ME HIGHER AND HIGHER
From 174mph in 1964 to 304mph in 2019, Simon Hucknall tracks the astonishing, unrelenting rise of supercar top speeds PHOTOGRAPHY OLGUN KORDAL upercar: it’s a name that we’re all familiar with, arguably coined for the Lamborghini Miura 57 years ago. The Miura’s 174mph top speed was back then the highest achieved by any production road car. Proving that envelope-pushing V-maxes have never gone out of fashion, we’ve decided to chart their
S
1960s
steady progress, decade by decade, ending in excess of 300mph. It would be easy to dismiss each as a seldom-attained irrelevance, but the cars that achieved them were technological flag-bearers that improved the breed overall. They also serve as a potent epitaph to the mighty internal combustion engine, which might never again be allowed to raise the bar any higher.
LAMBORGHINI MIURA P400 174MPH
Inspired by the competition success of the Ford GT40, Lamborghini was persuaded to steal a march on Ferrari with a mid-engined production car, and by 1965 a rolling chassis was revealed with a Giotto Bizzarrini-designed 3929cc 60deg V12 mounted transversely behind the cabin. Marcello Gandini sculpted a body that would make Enzo Ferrari weep with envy while allowing the car to spear through the air quicker than anything else on the road. Even now, the Miura is a radical shape to behold, with its ultra-low stance, sharply raked windscreen and standout features like the slatted rear screen and eyelashed pop-up headlights. Dropping into the cabin, I’ve barely enough head room and my arms need be fully extended to reach the wheel. But it’s worth it as soon as I fire up the V12 to be surrounded by a soundtrack straight out of the film Grand Prix. Accelerating hard along our test track’s main straight, any ergonomic failings fade away. Gear noise fights with the V12’s roar as I clip the ton, before I heel-and-toe down through the precise, mechanical shift for the right-hander at the end, the Miura feeling rock-solid and stable and surprisingly flat in the faster bends. If we were handing out awards for intensity today, it would win outright.
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TECH SPEC Engine V12, 3929cc, all-alloy, dual overhead cams, six twin-choke carburettors Power 350bhp at 7000rpm Torque 300lb ft at 5500rpm Gearbox 5-spd manual, RWD 0-60mph 6.7sec Top speed 174mph Price new £9529 (£188,885 in today’s money)
FU N FAC T s had The first Miura flight r fo y sit a propen not fully at high speed, suspension resolved until made we revisions re to the 1971 SV model.
THE RISE OF TOP SPEEDS RETROSPECTIVE 1970s
FU N FAC T Ferrari’s The BB wasn’t a model at pt m te first at ed 12; in nt ou with a mid-m uration’s ig nf co e th , 1964 proven in benefits were r. ce the 512 ra ca
FERRARI 365 GT4 BB 188MPH
Our first Ferrari here was significant because, when it arrived in 1973, its all-new 380bhp 4.4-litre flat 12 marked the start of a mid-engined era for Maranello’s 12-cylinder, twoseat road cars that was to endure for nearly a quarter of a century. There’s a simplicity and purity to the 365 GT4 BB’s Pininfarinapenned shape that later derivatives never quite matched. Shorn of all unnecessary addenda, with hardly a flat edge adorning a panel, it avoided the need for unsightly side scoops
and even had an aileron integrated into its roofline for delivering air to its four, triple-choke carburettors. And the rip-snort from those Webers is what you hear first on start-up. Snick the chromed gearlever into its dog-leg first, then marvel as the engine timbre hardens into a trumpeting roar towards its 7600rpm redline. As we clip just shy of 100mph on the straights, I’m barely flexing my right foot. The steering is deliciously light, telegraphing every nuance of the surface through the wheel’s rim. I have to conclude that, if one had had to traverse whole countries in the 1970s, this would have been the weapon of choice, with its easy-going savoir faire and abundant reserves of power to banish any contender from its rear-view mirror. TECH SPEC Engine Flat 12, 4391cc, all-alloy, DOHC per bank, four triple-choke carburettors Power 380bhp at 7200rpm Torque 301lb ft at 3900rpm Gearbox 5-spd manual, RWD 0-60mph 6.5sec Top speed 188mph Price new £14,255 (£183,440)
W H AT W E SA ID 18 .5 .8 8
1980s
th road , it “O n a smoo r tingly fast ca is a scintilla g in m ar le and ch that is doci use its n ca u Yo . in its nature l in it . ce and reve performan the is it e doubt There’s littl of n io at ic if very person or ts the term sp car.”
FERRARI F40 201MPH
And now we reach the double ton… Ferrari’s sales had started to falter in the 1980s, with accusations that its cars were turning soft. A plan was hatched to enter Group B rallying, resulting in the hardcore 288 GTO road car, which in 1987 begat a model even less compromising: the F40. Powered by a twin-turbocharged 2936cc V8 producing 478bhp, the F40 had prodigious performance and was optimised by a kerb
weight of just 1235kg, thanks to a tubular spaceframe chassis clothed with a combination of Kevlar and carbonfibre panels. Wind-tunnel testing also resulted in a relatively low drag coefficient of 0.34, helping the F40 achieve its 201mph V-max. I close the driver’s door with its pull chord and find myself ensconced in a wonderfully pared-back cabin. Pull away and I note a rather abrupt clutch, but also weighty steering,
which is a delight once speeds rise, taut and alive with feel. I unleash the near-500bhp arsenal, and while there’s some old-school lag, it’s more than compensated for by the truly absurd levels of midrange thrust as the twin IHI turbos spool towards their maximum 1.1 bar boost, accompanied by the loudest wastegate whoosh imaginable The F40 was the perfect tonic for those accusations of Ferrari softness.
TECH SPEC Engine V8, 2936cc, all-alloy, two turbochargers Power 478bhp at 7000rpm Torque 426lb ft at 4000rpm Gearbox 5-spd manual, RWD 0-60mph 4.1sec Top speed 201mph Price new £193,000 (£577,655)
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W H AT W E SA ID 18 .1 0 .0 5
at be the best “In trying to on fails yr Ve e th , everything s y area that ha er in the one ke ov s ar rc great supe defined the titanic e th ite sp the years; de d refinement, an performance ab you it doesn’t gr like it lly na emotio should.”
1990s
McLAREN F1 240MPH
The McLaren F1 was never conceived Performance was immense: to be the world’s fastest sports car but 0-60mph took 3.2sec, with 100mph simply the best. arriving 3.1sec later, topped by a In 1989, McLaren technical barely believable 240mph maximum. director Gordon Murray convinced I didn’t drive the F1 GTR you see company chief Ron Dennis to let here, but colleague Matt Prior drove him build the ultimate road-going the original road test F1, called XP5, sports car. With his team assembled, not so long ago. a three-seater carbonfibre tub was “The V12 starts without the designed, placing the driver histrionics of so many of today’s centrally between two supercars,” he says. “Its W HAT passengers, with the response is pure and linear W E SA ID powertrain located and matched by the 11. 5. 94 behind; BMW other controls. The F1 e th “We are convinced built a bespoke gearshift is positive, of ed as one atmo 6.1-litre the steering picks up will be remember ry to his e th in V12 producing weight as cornering the great events g kin loo e u ar an astonishing forces build, and of the car. What yo ssibly the at here is very po 627bhp. it’s engaging and ad n ro fastest productio car the world will ever see.”
involving like precious little else. “In its immediacy and compactness, the F1 feels not unlike a Lotus Elise – only with a frankly preposterous amount of shove behind it.” At the time, we speculated that a road car would never go so fast again. It turned out that we were wrong… TECH SPEC Engine V12, 6064cc, all-alloy, DOHC per bank, electronic fuel injection Power 627bhp at 7000rpm Torque 479lb ft at 4000-7000rpm Gearbox 6-spd manual, RWD 0-60mph 3.2sec Top speed 240.1mph Price new £634,500 (£1,342,885)
In August 2019, Bugatti’s Chiron Super Sport 300+ hit 304.77mph. The £3.1 million car has still yet to attain European type approval, but forgive us this small transgression for the sake of a headline figure. Replacing the Veyron, the Chiron had beefed-up engine internals and its four turbochargers increased in
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THE RISE OF TOP SPEEDS RETROSPECTIVE 2000s
BUGATTI VEYRON 16.4 253MPH
It was as if Volkswagen Group boss Ferdinand Piëch had plucked the Veyron’s target numbers out of thin air: 1000PS (986bhp), a 250mph-plus top speed and price of ¤1 million. At launch, its W16 engine not only made the requisite 1000PS but also an eye-watering 922lb ft of torque, resulting in a top speed of 253mph. Ten radiators had to be used to cool the 8.0-litre engine, which was left
2010s
without a cover to release more hot air. In order to deploy all that power, a four-wheel drive system was created with a complex Haldex differential working on the front axle and a limited-slip differential at the rear. Strangely, the Veyron’s cabin is the least intimidating of all our cars so far. Push the start button, select drive, accelerate away at a normal rate and I could be driving a slightly
larger Volkswagen Golf. Wake all four turbos, though, and it sounds like a Boeing 747 on full thrust. After some initial lag, the Veyron’s 1888kg is no match for the monstrous torque, and as I head towards turn one, the speed it reaches is nearsuicidal. Thankfully, the brakes are equally stupefying, and I get to live another day. Well, at least until I try the Bugatti Chiron…
TECH SPEC Engine W16, 7993cc, all-alloy, DOHC per bank, four turbochargers, electronic fuel injection Power 987bhp at 4200rpm Torque 922lb ft at 2200rpm Gerabox 7-spd dual-clutch automatic, 4WD 0-62mph 2.5sec Top speed 253mph Price new £925,000 (£1,469,640)
BUGATTI CHIRON SUPER SPORT 300+ 304MPH FU N FAC T 1 racer Juan Ex-Formula ya once took to on M Pablo hiron from C a standard 32 .6sec and in ph m 49 0-2 dstill in back to a stan twoa er 9.4sec ov . mile distance
size, resulting in a 1479bhp output. The 300+ went still further, with a boost to 1578bhp, and a 9.8in-longer rear with a narrower wing helping it to just exceed the triple ton. You know I’m going to tell you that this ‘stock’ Chiron feels fast. I make three full-bore rolling starts from 30mph, the rear wheels scrabbling
slightly, and clip 150mph each time before having to brake hard for corners. Objectively, engaging all four turbos is so much easier than in the Veyron, with a lift in low-end performance that is stratospheric. It’s the sheer lack of drama with which the Chiron goes about its incredible business that impresses
me the most, though. Unrelenting, mesmerising, frightening amounts of power are deployed with an almost serene indifference. So, is this story’s final top-speed legend the pinnacle of ICE brilliance or the final bastion of automotive profligacy? I fear that’s a question to which the answer is ‘both’.
TECH SPEC Engine W16, 7993cc, all-alloy, DOHC per bank, four turbochargers, electronic fuel injection Power 1578bhp at 4200rpm Torque na Gearbox 7-spd dual-clutch automatic, 4WD 0-62mph 2.3sec Top speed 304.77mph Price new £3,100,000
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ESSENTIAL OIL Do big, mile-crunching oil-burners still have a vital role to play in the UK automotive landscape? Simon Hucknall goes diesel for a typical work trip PHOTOGRAPHY JOHN BRADSHAW
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DIESEL CARS BUSINESS CASE ust as we turn off the M1 at junction 14, our car’s range indicator clicks around to 875 miles. That’s nearly 100 miles more than its WLTP figures predict and, in theory, means we could now schlep to Dundee and back without troubling a credit card. You see, the Skoda Superb Estate we’re in is powered by an ultra-frugal diesel engine, aka the much-maligned, pilloried-by-the-tabloid-press, filthy, NOx-belching oil-burner that nearly brought this car’s parent company to its knees seven years ago as a result of the Dieselgate emissions scandal. People have taken the bad press to heart, too. According to the Society of Manufacturers and Traders (SMMT), diesel engines powered 50.8% of all cars bought in the UK a decade ago, thanks in part to government incentives based on CO2 emissions (see separate story, p54), which tended to favour diesels. Last year, that figure was just 14.3%, with the SMMT predicting that by the end of next year, diesel sales will make up a mere 7.9% of the car market. In other words, Rudolf Diesel’s 130-year-old technology is on the way to being consigned to the car history books. But bad press or not, a diesel car’s range capability is still in demand by some drivers. Before the first lockdown, an independent survey commissioned by the RAC found that business car users were driving 24,000-25,000 miles a year, and even in a period that included lockdowns (May 2020-2021), it was still around 17,000 miles. So as life – and commerce – returns to normal, 500-mile-plus working weeks will be the norm again for such drivers.
J
Which is why we’re in the Superb today, using it just as a busy, longhaul business driver would, plying this nation’s main artery to find out if its fitness for purpose can yet be challenged. I feel quite at home, too. Pre-lockdown, I was among the extreme commuters, with an annual mileage of around 50,000. Various media jobs over the years had landed me daily commutes of between 130 and 250 miles, which tended to be the bare minimum after I accounted for work appointments further afield. So the thought of using any car that didn’t require a trip to the black pump would have been anathema to me. Snapper John Bradshaw and I have started our quest at Toddington Services on the M1 in Bedfordshire with a sneaky Greggs coffee to kick off our journey. With photographic gear filling the Superb’s ample cargo area and caffeine coursing through our veins, we’re ready for everything this busy motorway can throw at us. And now I’m back in the saddle, I’m rather pleased to be here. I’ve already covered 350 miles from a brimmed tank in the Skoda the previous day and its range indicator still resolutely refuses to drop below 500 miles. I’m not sure what the opposite term is to ‘range anxiety’, normally associated with BEVs, but whatever it is, we have it in bucketloads. It engenders a sense of freedom unencumbered by concerns about charging availability/ compatibility/dependability that, for now at least, may prey on the minds of electric car drivers. In fact, with care, we could drive from Land’s End to John o’ Groats non-stop, spend 10 minutes refilling, turn around and head back whence we came. Thankfully, today is less onerous: a shorter haul to Leicester ◊
It’s relatively quick to fill and the pumps generally work
Many happy returns, fuel price aside
Our business trip had to start somewhere, and where better than a Moto services? 20 APRIL 2022 AUTOCAR.CO.UK 53
∆ and back – around 150 miles, all told. But already, despite the fast-moving, close-knit traffic around us, I feel about as relaxed as you can be in this environment. Much of that is certainly linked with the expansive range, but it’s also the engine’s calming zen. At 70mph, it’s ticking over at around 1600rpm, and you just can’t hear it. It’s creamy smooth, too, even as you accelerate through the DSG gearbox’s seven speeds to reach cruising velocity. And why wouldn’t it be? Modern engines aren’t the soot-emitting pariahs they once were. Selective catalytic reduction (SCR) systems have reduced NOx levels – what the tabloids previously latched on to – significantly. And in terms of efficiency, refinement and performance, the Superb’s 148bhp four-cylinder turbocharged unit pretty much embraces the systems you can now expect in most modern diesels: common-rail fuel injection, infinitely variable oil pressure regulation, high and low-pressure exhaust gas recirculation and an electrically adjustable turbocharger. All of which conspire to banish any evidence of the rattle and hum and turbo lag from diesels of yore. But even for drivers of older diesels, a motorway will always be their car’s natural stomping ground. With their copious torque (251lb ft
Is the writing on the signpost for diesels?
at 1750rpm for the Superb) enabling high gearing and fewer revs at any given speed, diesels thrive on higherspeed routes, while being more economical and generally producing fewer CO2 emissions than a petrol engine of equivalent capacity. And that generous well of torque is ideal today, as traffic speeds ebb and flow, while the gearshift display almost never changes from ‘D7’. The Superb may not be the sharpest tool on a twisty B-road, but for long hauls, you couldn’t want for much more. At our halfway mark, we drop into the services to top up the Superb’s 66-litre tank to gauge how efficient we’ve been so far. We’ve managed an impressive average of 59mpg, but sadly it’s negated by Leicester Forest East services charging us £84.91 for 9.4 gallons of diesel, or £1.989 per litre – and that’s the day after the chancellor reduced fuel duty by 5p per litre. Only in the interests of journalism and photography
Over 100 miles done, still 750 miles of range left; no need to park at a charger
did we fill here, I hasten to add, because a local supermarket was about 30p per litre cheaper. And it’s the costs associated with running a diesel car – almost all of which are tax related – that start to make the ownership proposition look less robust for many drivers. Running ‘our’ top-spec £38,475 Superb as company wheels would set a 40% taxpayer back £395 per month, which is a fair chunk of anyone’s net earnings, even if your fuel is paid for. Compare that with an identically priced EV, taxed at just 2% of its P11D value in this tax year, and you would be looking at around £26 per month. As ever, though, fitness for purpose should be any driver’s guiding mantra. We head back south on the M1, and even though we’re at the national speed limit, the range keeps rising and soon hits the aforementioned 875 miles. It’s a ludicrous number, but if you had a 400-mile round trip to make in a day, mainly on motorways, with little or no slack in your schedule, who would bet against this or any diesel being the most efficient and convenient way of getting there and back with complete peace of mind? You can also buy the entry-level model of this diesel Superb Estate for £29,220, or roughly the cost of a far smaller mid-range Vauxhall Corsa-e with a
SKODA ENYAQ iV
SKODA SUPERB ESTATE VS PRICE
£33,125 £35,385 55.9mpg 3.0mpkWh 812 miles 249 miles ECONOMY
RANGE
C O 2 , TA X B A N D
132g/km, 29% 0g/km, 2% B I K TA X P E R M O N T H *
£318
£24
*Based on a 40% income tax band
A full 66-litre tank could last you 875 miles
TA X : O N C E T H E FRIEND OF DIESEL There’s no getting away from some form of vehicle tax, whether you’re a private or fleet driver, and a good chunk of it is C02 emissions based. Vehicle excise duty (VED) applies to all cars and was first introduced in 2001, split between 13 bands. In 2010, buyers of new cars also incurred a first-year ‘showroom tax’, which buyers of sub-130g/km vehicles could avoid. In 2017, this changed, with only zero-emissions cars exempt from paying VED. Company car drivers are liable for benefit in kind, a tax based on a calculation using a car’s C02 emissions, its P11D value and the driver’s income tax rate. Diesels have fared well historically, due to their lower C02 emissions versus petrol-engined cars. But in recent years, diesels have attracted a 4% surcharge, unless they meet RDE2 emissions standards.
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High torque, low revs, relaxed cruise: that’s the diesel way
DIESEL CARS BUSINESS CASE
❝ It’s creamy smooth, even as you accelerate to reach cruising speed ❞ few options (and a 209-mile range). Alas, new diesel cars will become a rarity very soon. Despite believing that its diesel engines could become even more efficient, Skoda for one has no plans to hybridise them, which rules out diesel power for its new cars in the UK beyond 2030 – if not before. With a significant growth in charging infrastructure, a reduction in their purchase price, and improvements in their highspeed range, EVs might one day be able to soak up the high-mileage tasks that today’s diesels take in their stride. But for now, as we glide down this 200-mile-long backbone of our country, I’m wondering if I can make Nice without a refill… L
T H R E E U S E D D I E S E L S T H AT W I L L G O T H E D I S TA N C E
B MW 320 d M S PO RT AUTO £25,000 2019 (19-reg), 29,673 miles, Mineral White metallic, one owner from new, 18in alloys, adaptive LED headlights and acoustic glass.
S KO DA SU PE R B 2 .0 TD I E LEGAN CE DSG £10,000 2013 (13-reg), 31,866 miles, dual-zone air conditioning, heated front seats, full leather upholstery and bi-xenon headlights.
VAUXHALL I N S I G N IA 2 .0 CDTI S E £2000 2012 (62-reg), 135,000 miles, seven months’ MOT, service history, two former keepers, sat-nav, spare key and cruise control.
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Formula other one
McLaren is now racing in Extreme E as well as F1. Its boss tells James Attwood why f you were looking for a team that embodies the pomp and excess that Formula 1 is known for, you would likely pick McLaren Racing. Think of the incredible Norman Fosterdesigned McLaren Technical Centre, the grandiose Brand Centre, the hospitality unit that began a ‘mine’s bigger than yours’ building race and the meticulous level of preparation and cleanliness. Things have changed since Ron Dennis stepped down as the boss in 2016, and under Zak Brown, the team has strived to create a more open, relaxed image. Even so, it’s quite the culture shock to see a McLaren Racing team operating out of a no-nonsense tent in the middle of a dusty, dirty Saudi Arabian desert. But your eyes aren’t deceiving you: that really is an Extreme E electric off-road SUV resplendent in McLaren’s papaya orange. “I think we took people by surprise,” says Brown laughing, when asked to reflect on the reaction to the announcement that McLaren
I
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would expand into a series using rest of motorsport. Things began electric SUVs racing in remote to change in 2017, when the team locations to highlight the impact returned to the Indianapolis 500 of climate change. And it’s just with Fernando Alonso – although the one step of a notable expansion car was run by Andretti Autosport. of McLaren Racing’s motorsport It returned two years later, this time activities outside of F1. Why? in partnership with Carlin, before “McLaren has a history of being agreeing a collaboration with brave and doing innovative things,” Arrow Schmidt Peterson team says Brown. for the full 2020 season, and then New Zealand-born racing driver taking a controlling stake in the Bruce McLaren founded his team in Indianapolis-based team last year. 1963 to run in the Australian Tasman As a high-level single-seater series, Series but quickly diversified. Indycar makes a lot of sense for “In the early days, it was McLaren, particularly given the extra F1, it was Indycar, it was CanAm and more,” says Brown. “McLaren Racing is in the business of going racing, and now that we’ve got the F1 team back on track in terms of team structure, we felt it was the time to start expanding our racing enterprise.” Even so, it’s quite a change: during McLaren’s 1980s and 1990s pomp, it was purely focused on F1, in part because Brown: “McLaren has a history of being that category became ever brave” more separated from the
marketing opportunities it offers in the US. But Extreme E? What’s a team famous for its meticulous, spotlessly clean approach doing in an off-road series for electric SUVs? “For us, sustainability is critically important,” says Brown, noting that it became F1’s first certified carbon-neutral team in 2011. “The combination of the core values of Extreme E and McLaren meant it was a racing series we wanted to be involved in from a brand standpoint. “We wanted a platform to showcase and educate and learn, and this is a platform beyond F1 to highlight what we’re doing in the sustainability arena. Gender equality was huge, too. We liked Extreme E because we felt it has multiple elements to it in some of the initiatives: climate change, EV and gender equality.” There are some external factors, as well. It helps that Extreme E is extremely costeffective: the teams lease the cars from the series organisers and there are strict limits on the
McLAREN MOTORSPORT Skills learnt in its F1 activities are transferable
Extreme E’s wider goals beyond pure racing also appealed
❝ It’s all about preparation, the
technical side, data analytics and having the best drivers
❞ Although an F1 car and an Extreme E SUV are very different beasts, Brown says the “discipline of how you go motor racing” means some of the skills learned in grand
it doesn’t detract from what McLaren Automotive is doing. And never say never: I’m sure an EV will come from them at some point.” Besides, Brown reckons that fans of McLaren – whether the racing team or the road car arm – will be excited by its continued expansion. “People who buy McLaren road cars love motorsport, so it’s not just a technology play,” he says. “We’re a racing team and a racing brand, and the more racing we can do, the more we can showcase those opportunities.” L
M C L A R E N ’ S G R E AT E S T H I T S O U T S I D E O F F O R M U L A 1
CAN -AM McLaren was a dominant force early in the rules-light Canadian-American Challenge Cup sports car series. Although it missed the inaugural 1966 title, the squad won the next five with drivers Bruce McLaren, Denny Hulme and Peter Revson. The Chevrolet V8-powered M6A that it used to win the 1967 crown was the first to feature the team’s now-trademark papaya livery.
I N DYCAR With backing from tyre supplier Goodyear, which was eager to break rival Firestone’s dominance of the race, McLaren regularly contested the Indianapolis 500 and USAC Champ Car series in the 1970s. With the rapid M16B, it notched up several wins and showed incredible pace before Johnny Rutherford scored its first Indy 500 win in 1974 (although Mark Donohue had won in 1972 in a Penske-run M16B).
LE MAN S When McLaren’s road car division started out with the F1 in 1992, it insisted it had no plans to produce a racing version. It eventually relented with the launch of the BPR Global GT Series in 1995, and a McLaren F1 GTR fielded by Kokusai Kaihatsu Racing took a shock outright win in the 1995 Le Mans 24 Hours. Unusually, it was a McLaren Automotive project, with no link to McLaren Racing.
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GETTY IMAGES
numbers of personnel at each event and limited running time. Brown also admits that the new F1 cost cap and headcount restrictions were “a contributing factor”, because the McLaren Extreme squad can employ mechanics it might otherwise have had to lose. For example, Lando Norris’s old engineer is now tending to the Spark Odyssey SUV. While the bulk of the McLaren Extreme mechanics have come from the F1 operation, the team has sought specialist help. It has a partnership with veteran motorsport outfit Multimatic and leading rallying engineer Leena Gade is its principal engineer. It has also recruited two hugely experienced off-road drivers: American rallycross star Tanner Foust and Kiwi rally driver Emma Gilmour. The team’s first outing in the Desert X-Prix showed plenty of promise. After early struggles, Foust and Gilmour together won the so-called Crazy Race before Foust, unsighted by heavy dust, crashed into a slowing rival in the Final race.
prix paddocks can be transferred to the electric off-road series. “It’s all about the preparation, the technical side, the data analytics and having the best drivers,” he says. “The mechanical elements of the cars are different but the mindset is the same.” Part of the reason why Extreme E might seem such an odd choice for McLaren Racing is that the McLaren Automotive road car arm offers neither an EV nor an SUV. However, Brown notes that “this is clearly a McLaren Racing effort, and
YO U R V I E WS WRITE TO
autocar@haymarket.com All that Jazz
Your article about the Kia Proceed and Kia EV6 driving from Brighton to Glasgow (‘The proclaimer’, 9 March) was excellent. I’ve just completed a similar trip from Dunbar, East Lothian, to Worthing, West Sussex, in my 2021 Honda Jazz hybrid. It took just under nine hours, including stops for breakfast, coffee and a quick lunch. So we weren’t driving very slowly (it was the bottom of the M1 and the M25 that slowed us down; we’re usually home an hour earlier). The total distance was 444 miles, using 29.7 litres of petrol at a cost of £47.49. This makes both the petrol and electric Kias rather expensive, at £99 and £82 over about 500 miles (but yes, I know they’re a bit bigger). We’re just off to Italy, where we do 600 miles each day and still get good petrol mileage. It’s a great little car. Michael Gilmore Via email
There’s more to life than money
There were several letters on the cost of EV driving in the 30 March issue. I’ve leased a Renault Zoe for the past two years, charging at home on an overnight tariff. The running costs have been 1.5p per mile. I agree that rapid chargers are expensive, but with most people charging at home, the cost savings are significant. I would also highlight that cost saving is only one small part of EV ownership. Zero local emissions when driving and an energy supplier that (apparently) uses only renewable energy goes a long way to helping local and national emissions. I feel that’s worth paying extra up front for. Ben Soar Via email
Don’t know left from right
I’m hoping that your combined experience, knowledge and general cleverness will help an old man. I’ve worked in this wonderful industry of ours for 20-plus years, but I’ve been stumped by some questions from my 13-year-old daughter: “Why do we have the steering wheel on the right
LETTER OF THE WEEK
16 was far more relevant than Arkana
Remembering Quick Vic
Damien Smith’s Motorsport Greats piece on the late, great Vic Elford (23 March) brought back happy memories of my fledgling amateur rallying career on the restricted calendars of the late 1950s and early 1960s. As a member of the then Bexley Light Car Club, I was privileged to have competed in some of the same rallies as the burgeoning young Elford, albeit at the opposite end of the results table! In 1960, Vic, partnered by the intrepid David Seigle-Morris, won Bexley’s prestige Witsend Rally. To see, hear and experience that pair thrashing across the narrow winding roads of the Romney Marsh on a foggy November night was an experience to behold. So much so that when the buzz in the clubroom bar was that Vic had entered an upcoming rally, you intrinsically knew that it was going to be a good ’un – rough and tough – and that the pace of the leaders (ultimate winners) was going to be furious! A rally with Vic taking part was always a must-do event. Rest in peace. Michael Jefferys Headcorn, Kent
side of the car and drive on the left side of the road when others do the opposite? Who decided this and what was their reason? Why isn’t the wheel on the left and we drive on the left?” We were discussing the opportunity to buy a seven-seat Tesla Model Y from the US for use in Britain, and in explaining that the wheel would be “on the wrong side”, I was then hit with the challenge above. Mike Bennett Via email
Ben now drives around town guilt-free 58 AUTOCAR.CO.UK 20 APRIL 2022
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Letter of the week wins this ValetPRO exterior protection and maintenance kit worth £48
There’s evidence to suggest we’ve kept left since Roman times, likely mainly because most people are right-handed so could that way more easily interact with oncoming traffic. It became UK law in the 1835 Highways Act – KC
competitors look distinctly old-hat. It was so forward-thinking and accomplished that it can hold its own in 21st-century conditions. In fact, the ultra-long-travel torsion-bar suspension is ideal for dealing with the state of British roads in 2022. It was a game-changer in a way the Arkana is certainly not. When you use the electric windows in your family car, just remember the 16 offered this feature, plus many others, in 1968. Richard Allen Rothwell, Northamptonshire
Fading into the background
Your long-term car reports are now mainly about everything but what the car is like to drive. It’s just a device to get from A to B. So, it seems in the move to electric we worry about infotainment, space for odds and sods, cupholders, phonecharging ability etc and take the bits that we used to care about as a given. Fair enough, as this seems to be the way life is going, but it’s sad. Your comparison tests are more like it – but for how long? Will group tests below Porsche Taycan level just compare equipment and packaging? It’s all a bit sad for a man who, being born in 1952, has seen the most fantastic 70 years of car development. At least I saw it, though. And wow. Simon Astley Rickmansworth, Hertfordshire
Real revolutionary Renault
Renault’s marketing department is stretching things a bit – no, a lot – to suggest that the new Arkana is in any way comparable to the 16 of 1965 (Our Cars, 23 March). The Arkana would seem to be just another arrival on the SUV market, stylish but with utility and rear-seat comfort compromised by style. The 16, on the other hand, was one of the most important and influential cars of its time, in effect creating the modern lifestyle car subsequently called the hatchback, combining utility with a high level of comfort, even luxury. Its avantgarde styling was accompanied by technical sophistication that made its
We try to focus on the realities of living with a car in long-term tests; detailed
LETTERS Infrastructural issue
Your 23 March road test was critical of the Tesla Model Y for a number of factors that are poor for a car of this price, and you concluded that it wouldn’t ordinarily be a four-star car but the “clincher” for that verdict was Tesla’s Supercharger network. Surely the criteria for judging a car should be the ways the car itself performs. Otherwise my mediocre Suzuki Baleno would be elevated to the four-star class because of the convenient nearby petrol pumps.
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Ian Helm Oldham, Lancashire
Charging remains the biggest practical hurdle to running an EV, and for as long as one manufacturer is making that hurdle significantly easier to negotiate than any other, it will continue to be a significant factor when assessing ownership viability and deserve consideration in any verdict. If your Baleno had its own particular refuelling infrastructure, it would be a fairer comparison – MS
Y would you?
I noted the comments about poor ride comfort in your Tesla Model Y road test. Various reports over the past couple of years have mentioned the less than perfect ride comfort of Teslas, but not to the degree that you pointed out. What stood out for me was your criticism of the touchscreen system, which, while it might work in part, has to be very distracting. It’s so far from the driver’s line of sight; it has to take up time to use when the driver isn’t looking at the road; and the lack of anywhere to rest your hand during the operation is also far from ideal. Yet despite all of your negative comments, you still gave it four stars. What’s more, the Full Self Driving Capability option costs £6800, and it’s not even legal to use it in the UK! So we have a poor ride, a distracting touchscreen and an interior with all the style and quality of a fridge’s, yet there are a lot of these things about. I can only conclude that people will put up with a great deal to pay the minimum tax on their company cars.
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CONTENTS SUBJECT TO CHANGE
driving impressions in first drives and road tests. Although yes, there’s far less driving distinction between EVs – KC
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Straight-six saloon cost a mere £335 – £25k in our money
SS 1 draws the blueprint “A really fierce performance is possible on second gear to 40mph, and third is also very useful, while even on top the acceleration is still very rapid, which is not always the case with a sports car,” we swooned. “The keen driver will find it a car after his own heart, for the gear change is of the type which allows rapid alterations to be made with
a satisfying crispness and silence. “Roadholding is particularly good. When bends are taken fast, the car remains very steady, and there is no sign of rolling. It is in no small measure owing to these good qualities that the car is so likeable and is such a pleasure to drive. “The rear seats provide ample room for two adults of normal build.
“The coachwork is soundly built and well finished, the upholstery being well sprung and padded so that it gives the necessary comfort for long journeys without fatigue.” What became of SS, you ask? Did it not produce any follow-ups? Let’s just say you could summarise the 1 as having grace, space and pace... KRIS CULMER
MOTORSPORT
Paris plans pleasure spiral
Scuderia Ferrari wins Italian epic for Alfa Romeo “In all Europe there is no race quite like the Mille Miglia. For months crews have worked hard on their cars, have gone into strict training and each driver’s hopes, fears and expectations are shared with the friend who also shares the wheel.” It’s easy to see why: first held in 1927, this was an endurance epic around Italy, from Brescia down to Bologna, Siena and Rome, then east to Ancona, back up to Bologna, east to Treviso and back west to Brescia – about 1000 miles in total. Alfa Romeo was the favourite, having won the previous year with its new 8C. It had quit racing due to its financial woes, but a privateer named Scuderia Ferrari had taken over its sporting efforts, and its four cars indeed dominated the MM. The 86 cars blasted away at a terrific pace, dicing on twisting country roads, mountain passes and village streets, the 8C of Baconin Borzacchini going at a record pace that his team-mate Carlo Trossi crashed trying to copy. Unjustly a broken cylinder head forced his retirement, henceforth the 8C of Tazio Nuvolari leading all the way to the finish, cruising in to a rapturous reception after 15hr 11min at an average of 67.45mph. And to the delight of the British, the 1100cc class was won by an MG.
Literal one-pedal driving We often speak of one-pedal driving in EVs, but we don’t mean it literally, like AC Neville did in his patent filing. We explained: “Depressing the pedal releases the brakes, then allows the throttle to open. As pressure is released, the throttle is closed and the brake comes into operation. Further release allows the brakes to be applied more vigorously.” Surely an answer to a question no one asked.
Did you know the Eiffel Tower was meant to stand for only 20 years? Built for the 1889 World Fair, it was initially the subject of much disgust but gradually became a cultural icon. Would the same have gone for the Phare du Monde, planned for the 1937 World Fair? As we reported in 1933, it was to have a spiralling road around it, leading to a 500-car garage for a restaurant 700 metres up.
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COVENTRY FIRM SWALLOW achieved much in its first decade, crafting sidecars and specials, so it decided to make a car of its own (under the brand name SS); and the 1 arrived to an Autocar rave review. Naturally the 62bhp 2.5-litre version was even more appealing to us than the 40bhp 2.0-litre, so we got hold of one post-haste.
O U R CA RS F E AT U R E D T H I S W E E K
ALFA ROMEO STELVIO QV
FIAT 500
FORD PUMA ST
LAND ROVER DEFENDER
LEXUS UX
POLESTAR 2
SKODA KODIAQ
SKODA KODIAQ After more than 600,000 sales, this seven-seat SUV has been treated to an update FIRST REPORT WHY WE ’ R E RU N N I N G IT To keep tabs on the career of Skoda’s popular seven-seat SUV offering
hen I entered automotive journalism six years ago, the Volkswagen Group was in the ascendancy. It had the budget and mainstream markets wrapped up with its Seat, Skoda and Volkswagen brands, while Audi and Porsche were going from strength to strength at the high end. This seemed an impossible position to fall from. It had, as far as we were concerned, almost perfected the creation of everyday cars. And then there was a sudden fall from grace into a mire of problems that it’s yet to escape, as it struggled in making technology the central point of cars, rather than driving or practicality. Leon, Fabia, Octavia,
W
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Golf, Polo, A3… All stayed the same to drive while becoming harder to use. However, one Volkswagen Group car that arrived at about the same time as me has avoided that fate so far, its recent update a facelift rather than a full renewal: the Skoda Kodiaq. Not only does that mean it still has fine ergonomics and strong driving attributes but also that it has yet to receive any electrification. Our road testers said on first impression that “some facelifts are a tacit admission that there was something wrong with the original car; the Kodiaq is quite the opposite”, and I wholeheartedly agree. Only a dedicated enthusiast could pick out a facelifted Kodiaq by the more upright front grille, new LED headlights and reshaped front and rear bumpers; other than that, there’s very little to give the game away. Inside, it’s even subtler; not even the infotainment touchscreen has
grown any larger (dramatic gasp!), although its software is updated. We’ve gone for third-of-four Sportline trim, which brings (as well as flat-grey paint that will fool some into thinking you’ve shelled out for the hot Kodiaq vRS) adaptive matrix headlights; an extended roof spoiler; gloss-black exterior trim pieces; a rear-view camera; sports seats; and faux-Alcantara ‘microsuede’ upholstery with grey stitching. This all makes an affordable seven-seat family SUV feel just a tad racy. The Virtual Cockpit digital screen is a worthy option at £405, allowing you to configure the dials in various ways (the sat-nav map between them is especially good) and surely helping it come resale time. Although having said that, putting a lap-timer in the display is surely pushing the sporty impression to the point of parody… The powertrain certainly isn’t a parody, thankfully. We’ve chosen the
SECOND OPINION The 187bhp 2.0-litre petrol might seem like a strange engine here, overendowed for daily mooching yet lacking the effortless torque and efficiency of a diesel, but I suspect that Kris might find hidden depths to justify it. The Kodiaq should suit him very well in many other ways, too. IV
Touchscreen is one of the better ones
POLESTAR 2
Downloading more power is no longer a science-fiction fantasy MILEAGE 12594
❝
It feels eminently practical, with lots of space and all the gear you would expect ❞
Sportline tag is justified by neat dynamic qualities more powerful petrol Sportline, with a 187bhp 2.0-litre four-cylinder turbo petrol engine rather than a 148bhp 1.5-litre four-cylinder turbo petrol. There’s also a 2.0-litre four-cylinder diesel making 148bhp or 197bhp if you’re so inclined. The more powerful versions of both the petrol and diesel engines also add a driveshaft to the rear to enhance the sure-footedness. My first impressions are very positive: this feels just like those previous-generation Volkswagen Group cars that I so enjoyed, and that’s even despite the fact that it’s a fully fledged SUV. For although it’s undoubtedly a big car, it’s certainly not as big, either literally or visually, as rivals like the Kia Sorento. It has more than enough power to minimise stress on the motorway, while it doesn’t float or roll around like you might expect, riding quite firmly in order that it can serve up some semblance of sporty handling (furthered by steering that gains weight progressively as you turn). It is indeed only a semblance, but I see that as for the better, because it means the car still feels laid-back rather than always raring to go like proper sports SUVs, for instance our Ford Puma ST. (You could also add Dynamic Chassis Control for £1105 if you wanted to.)
It also feels eminently practical, right to the brief, with loads of space for passengers and luggage, convenient little features, a big boot with a third row that’s easy to erect and then fold away again and all the gear you could reasonably expect. As such, in addition to the Virtual Cockpit, the only options fitted to our car are a USB-C port by the rear-view mirror (for further facilitation of our surveillance state), the Virtual Pedal (so you can make the boot open by swiping your foot beneath the rear bumper) and a Canton stereo, which has passed the ‘does it trying to do justice to drum-and-bass make me cringe?’ test but disappointingly for some reason isn’t possible to order in the UK at present. I was delighted to avoid all the ‘active safety’ nonsense, although I would have added rear side airbags and Crew Protection Assist (£545) . Now, I must admit that my first week with the Kodiaq was far from smooth. At least the car itself could be absolved of almost all the blame. For now I will just say the one bright side was the effectiveness of the standard tyre-pressure monitoring system… More detail next week. That debacle now thankfully consigned to memory, I’ve gone back to thoroughly enjoying the sizeable Skoda, visiting friends both far-flung and local to test its touring and practical capabilities. It has come as no surprise whatsoever that I’ve already had borrowing requests from colleagues.
WHY WE ’ R E RU N N I N G IT To see if an electric car fits into a high-mileage life
he update has landed. Yup, the £1000 optional extra – the Performance software upgrade – that adds 67bhp to the Polestar 2, which we agreed we should test on this car, announced via the touchscreen that it was available to me and that I should download it. So I did. I mean, it didn’t say exactly that 67bhp was ready to arrive. It said that a software update was ready to download (of which I knew the power rise was a part) and that I should pick a moment when I could leave the car locked and not in use while an overair update came down. It included a few bug fixes and other things too. I left it overnight to do its thing. On getting back in, I was rather hoping it would be accompanied by a loud fanfare and maybe some balloons floating up the touchscreen, like social media sites show on your birthday. Alas, no. There was a green tick. Well done, you; you let some new software come down. To Dual Motor cars like this it gives “a power boost at higher speeds”, according to Polestar’s bumf.
T
LOVE IT SU N NY DAYS The range seems to be going up now the weather is warmer. Of course, if I were writing this in November, it could be a ‘loathe it’.
LOATHE IT FU M B LI N G AROU N D It’s hard to see the filler flap in the dark – although with lighter evenings, that’s less of an issue.
It’s said to cut the 0-62mph acceleration time from 4.7 to 4.4sec. But perhaps more important is that the 50-75mph time is claimed to have been cut by 0.5sec to 2.2sec. That’s actually quite a sizable difference. Given an electric motor makes its peak torque from rest, how much would I notice a 3% torque increase? Answer: not a huge amount from rest, but at the higher speeds where the Polestar has felt a bit stickier, the power increase is more notable. The throttle map is adjusted too, though, and I wonder whether most of the work of the power increase could have been emulated by freeing up throttle response at higher speeds. Either way, it seems expensive for what is basically already there – and how often are you at full throttle from 50-75mph anyway? Customers who do buy the upgrade also get something physical, though. There’s a new badge for the front grille and new stickers for the doors. Or you could leave them off, in the sort of equivalent of having 520d badges on a BMW M5. Only not really. Anyway, Polestar life is otherwise very straightforward, apart from a tyre-pressure warning. I checked the tyre, but there was nothing visibly wrong, and then checked the pressure. It was a couple of PSI short, but after I topped it back up, it has stayed steady. MATT PRIOR
TEST DATA PO LESTAR 2 LO N G R AN G E D UAL M OTO R Price £49,900 Price as tested £55,800 Faults None Expenses None Range 203 miles Last seen 6.4.22
OWN ONE? SHARE YOUR EXPERIENCE matt.prior@haymarket.com
KRIS CULMER
TEST DATA S KO D A KO D I A Q 2 . 0 T S I 190 4x4 SPORTLI N E DSG Price new £41,035 Price as tested £41,710 Options Virtual Cockpit £405, Virtual Pedal £215, USB-C port by mirror £55, Canton sound system £na, Faults None Expenses None Economy 34.5mpg (WLTP)
OWN ONE? SHARE YOUR EXPERIENCE kris.culmer@haymarket.com
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ALFA ROMEO STELVIO QUADRIFOGLIO Can a trip to the countryside tame our Latin thoroughbred’s thirst for fuel?
MILEAGE 5661 WHY WE ’ R E RU N N I N G IT To find out if Alfa’s flagship is a practical, SUV-shaped supercar or a niche too far
eading through past Autocar tests of the Stelvio, it’s clear that we’ve always enjoyed the way the big Alfa Romeo drives. Where it has tended to fall down, however, has been in its usability as a family SUV – in particular the way that rather focused character can make it a bit of a chore to live with as a daily driver. So what better way to test that criticism than a weekend away – complete with kids and dogs – to visit relatives in the West Country? The first challenge was overcome pretty easily: packing. For all its high-performance potential, the Stelvio is, at its heart, a pretty
R
LOVE IT D R IVI N G POS ITI O N Forget those age-old Italiancar clichés: after a bit of fiddling with seat and wheel, this one fits me like a glove.
LOATHE IT B L ACK BAD G I N G I realise that matt-black is somehow seen as ‘sporty’, but when the rest of the styling looks so classy, the badges on the back just look a bit naff.
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Underfloor of boot offers a fun game; dogs were happy above it decently packaged SUV. There are a few thoughtful touches, too, such as a neat little concealed hook so you can suspend the boot-floor panel from the boot aperture while you pack the underfloor area, Tetrisstyle, with smaller items. The luggage bay itself isn’t vast, at 525 litres with the seats up, but it’s a good, square shape – although the tapering roofline meant I had to pack carefully to place the dogs where they would get plenty of head room. Key among our road testers’ criticism was that the Quadrifoglio was “too unyielding and hardcore”, even on comparatively smooth motorway. I can’t help wondering if the optional carbonfibre-shell buckets fitted to that particular test car were a part of the problem. Mine has the standard sports seats, and while they’re undoubtedly firmly
stuffed and supportive, they’re also really comfortable, with a good range of adjustment including squabs that extend to provide support for my long thighs. In the back, the kids complain that the rear bench is a bit upright, but they have plenty of leg room, even with my seat set well back. The ride is certainly on the hard side, particularly for an SUV, but the active double-wishbone front and multi-link rear suspension set-up is well damped in its softer settings and never bothers me at speed, even over ruts and expansion gaps. Around town, it’s more noticeably jiggly but still better than numerous supposedly ‘sporty’ machines with hard springs and cheap dampers. And there’s little doubt that it’s well worth putting up with when you factor in the rewards available as you turn off the motorway and
onto twisting country lanes, where the Alfa really excels. Here that magnificent V6 engine can be let off the leash once again and the ZF eight-speed automatic can be set to manual mode, when it’s at its most responsive. The gearbox is generally pretty good as an auto, too, although it can be frustrating in Eco mode, when it can argue with the start/stop system – occasionally leaving you stranded right at the very moment when you want to burst out of a junction or into a gap on a roundabout. But perhaps the best thing to come out of a long journey has been the increase in ‘economy’. The inverted commas are there because my new best is a still-meagre 22.6mpg, but that was enough to boost my average over nearly 1000 miles by a whole 1mpg. With petrol prices continuing to skyrocket, I’ll take what I can get. That aside, the Stelvio continues to be a daily pleasure. If this is what a chore feels like, I’m happy to take on a greater workload. ALASTAIR CLEMENTS
TEST DATA ALFA RO M EO STE LVI O Q UAD R I FOG LI O Price £74,949 Price as tested £77,849 Faults None Expenses None Economy 17.0mpg Last seen 13.4.22
OWN ONE? SHARE YOUR EXPERIENCE alastair.clements@haymarket.com
OUR CARS
Fiat 500 MILEAGE 2981
LAST SEEN 30.3.22
Yes, the 500 is a very compact car, but it’s still a shame Fiat couldn’t find somewhere neat to store its charging cables. I’ve taken to stuffing our car’s three-pin domestic cable under the boot floor, where it (just about) fits around the puncture repair kit. The Type 2 cable has its own bag, but I rarely have the patience to neatly wrap it up – even if it does get in the way of shopping bags. TM
LAND ROVER DEFENDER This week: off-roading in Wales and 1000 miles across France MILEAGE 6727 WHY WE ’ R E RU N N I N G IT Can it appeal everywhere from disaster zone to congestion charge zone?
ou might recall that I introduced the Defender as the car that Matt Prior built, our esteemed editor-at-large getting himself all excited speccing it to perfection and then watching in (polite, restrained) frustration as production delays meant he had another car lined up. I didn’t, and so it was that I became the lucky custodian of one of the most in-demand cars in the country. And sure enough, in demand it has been, the aforementioned Prior not unreasonably wasting little time in securing his position at the front of the queue. First up was a trip to Wales for some off-roading. Says Prior: “It was light stuff, but what stood out was that it just wants to make life easy for you. Whereas the Jeep Wrangler or the Ford Bronco wants to involve
Y
LOVE IT POWE R TO TH E PEO PLE There’s a charging point for everyone, eradicating one common source of family arguments.
LOATHE IT FL AT R E FUSAL The fact that the rear seats don’t fold flat is inconvenient for most and ruinous for many.
It’s one way to warm your lunch through you in the process, the Defender just takes care of it for you. From that point of view, I think it’s one of the most relaxing cars around to drive.” Watch-outs? Just one of note: “It’s a bit wide for some country lanes but very square and easy to place, plus you don’t have to concentrate on grip levels and so on while off-roading. In terms of a working vehicle, I suspect there are few better or more chilled. So long as nobody lets the tyres down in the night.” That last comment is a reference to the recent spate of ‘direct actions’ by SUV-hating environmentalists. However, another experience taking the Defender from London to Molsheim, France, the home of Bugatti, provided some more insights into its all-round capabilities that, on this evidence, are perfectly fit for the modern world. “It was just mega,” says Prior, who travelled two-up with photographer Max Edleston and all his kit on the 1000-mile round trip. “Aside from the
fact that the rear seats don’t fold flat and the boot would’ve been rather small if we had been more than two-up, it was terrific. “Throughout, it offered outstanding stability, an isolated ride and a very long range. I filled it up at Ashford services in Kent, drove to Molsheim and about halfway back across France before needing to refuel. An average of over 30mpg was quite possible. “I also loved the amount of storage space up front. Sure, the bit in front of the cupholders is a little random, but it’s great for just lobbing stuff in. The fact that there are plenty of power sockets is helpful, too, although it couldn’t quite decide whose phone it wanted to pair with first.” It seems as though anyone who worried a Defender couldn’t do offroad and luxury needs to reappraise their biases: this one is capable and cosseting off and on road. “There’s nothing agricultural or unrefined about it at all,” summarises Prior. “I loved it.”
JIM HOLDER
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 30.1mpg Last seen 6.4.22
OWN ONE? SHARE YOUR EXPERIENCE jim.holder@haymarket.com
Lexus UX 300e MILEAGE 5942
LAST SEEN 30.3.22
A trip to Avebury on the sunniest weekend of 2022 so far highlighted how easy the UX 300e is to park. With help from (very loud) front and rear parking sensors and a reversing camera, I was able to slot effortlessly into a space in an extremely busy car park, helped by its 10.4m turning circle. But it was all in vain, as I didn’t have enough change for a ticket. JW
Ford Puma ST MILEAGE 1890
LAST SEEN 13.4.22
A chance to get the Puma together with our now-departed Peugeot 508 PSE made me wonder which would appeal more to the fun-loving family driver. Set aside the £20k and 160bhp chasm between them and I reckon the ST just edges it for whimsy and poise. Even with lurid green accents and sports wheels, the 508 looks more executive than extrovert. FP
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What to buy, where to buy it and how much to pay
USED CARS
66 AUTOCAR.CO.UK 5 JANUARY 2022
BANGERNOMICS BEST BUYS
WITH JAMES RUPPERT
There’s almost nothing a big old Mondeo can’t do
KICKING TYRES
FORD MONDEO he Mk4 Ford Mondeo is a great example of a working-class company car. Some people call it the Mk3, but really there were two distinct ones, then an excellent third and then this very decent workhorse. It’s hard to avoid the obvious fact that it’s absolutely huge inside, whether it’s in saloon or estate form. There are plenty of engines to pick from. The tiny 1.6-litre petrol doesn’t really work until you get to the 2010 revamped model, when the Ecoboost motor was introduced, being both lively and economical. Otherwise the 2.0-litre petrol is fine if you do few miles, and there’s a turbocharged 2.5-litre V6 that’s properly nippy. Practically it has to be diesel still for most people, and the 2.0-litre rather
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than the less sophisticated 1.8-litre. There’s also a 2.2-litre if you want or need a little bit more oomph. Base trim is the Edge, and even this gets air-con. Then there’s the Zetec and even a Zetec Business Edition with sat-nav and more. Econetic does what it says on the badge. Big-spec Titaniums are
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It’s absolutely huge inside, whether it’s in saloon or estate form ❞
around in numbers in several varieties, including X, Plus and X Sport. There isn’t really a wrong choice, but the more toys the better. There was more standard kit from 2010, including a rear-view camera and various lane-departure and alertness gadgets. That facelift was literal, bringing a new front end with LED lights. Meanwhile, the interior got a quality-revamp treatment. Air-con failure is quite common, mainly because it might not have been serviced in recent years. Otherwise it’s electricals, such as the remote locking and other ECU issues; and noisy power steering, which could mean the rack is on the way out. Shop carefully for a tidy example, then sit back and enjoy.
Y O R TR TH I S
2007 Ford Mondeo 2.5 V6 Titanium X 2009 Ford Mondeo 2.2 TDCi Titanium 97,000 miles, £3250 111,000 miles £3790
2010 Skoda Superb 1.9 TDI S 104,000 miles, £2945
Here’s a big old petrol Mondeo with reasonable miles and everything specification. Just the one previous owner, too, and it can be driven into the ULEZ with impunity. Great buy.
Here’s a five-door from Skoda with the most frugal pairing of manual ’box and 1.9 diesel. Two ex-owners and a full service history, plus recent bills for the timing belt and water pump.
This is a full-house diesel Mondeo with the top-end heated seats, half-leather trim and Bluetooth. It seems to have been looked after by three previous owners and has had a recent service.
USED CARS
I DO L FAN CY
E R’ S R EADN E R CO R
E RT’ S W HAT R U P P O F G IN M D R EA TH IS W E E K
Far from home Range Luciano is my good friend in Italy. I’ve even bought a car off him and seen his collection of Fiats, Alfa Romeos and Lancias. He recently found a Range Rover in the countryside and is now embarking on a fairly epic restoration of it. He has asked me to look for some parts, as anything Range Roverrelated costs a fortune. I will keep you posted.
This four-wheel-drive wagon is a satisfyingly capable real-world car
SAAB 9-3X 2009–2011 The 9-3X was probably peak contemporary Saab, and it still looks remarkably modern now. Taking the 9-3 wagon of 2005 and adding some off-road ability was a smart move, even if its Cross Wheel Drive (XWD) was rather expensive to build. This complicated tech works well enough and does all the hard work for you, like any good system should. Even so, rather than being a hardcore mud-plugger, the 9-3X is more usefully ‘lifestyle’. There are a couple of engines, a 1.9 TTiD diesel and a 2.0T petrol. Incredibly, the diesel rides
B UY N OW Kia Rio 2001-2005 This is a five-door hatchback resembling an estate gone wrong. Like all Kias of the era, it’s certainly not a looker. Effectively it’s just a dull old thing with some engines. That makes it cheap, if not cheerful, but the chances of a decent one breaking down are remote: this is a super-reliable small family bus. There isn’t a lot of choice, either a 1.3-litre or 1.5-litre petrol engine, and by 2004 Kia had cut back the range to just a couple of specifications. All you need to know is that the old LX and later LE+ give you a bit more stuff. At the very least get air-con, which you will find in an SE or an LX+. It’s a struggle to find problems with all but the scruffiest and neglected examples. Any issues should just be related to wear and tear, so brakes, exhaust, tyres and MOT-failing localised corrosion.
20mm lower, so the petrol is the more versatile. It has a super standard spec that includes heated part-leather sport seats, cruise control, a good stereo, dual-zone climate control and 17in alloys. You get loads of space, too: 477 litres or 1331 with the rear seats folded. The steep rear screen means boxy things fit, and there’s an underfloor space to keep items hidden or muddy boots out of the way. There’s not a great deal to check for except for minor electricals, such as the windows and remote locking. Parts are available from Orio and others.
BANGERNOMICS WORLD
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What could be more exciting? Actually, don’t answer that
2003 Kia Rio 1.3 LX 64,000 miles £1495 This is a pretty clean, two-owner, dealer-sold example. LX trim means electric windows and central locking but not air conditioning. That’s not a deal-breaker, though, because it has a ULEZ-friendly petrol engine and a very reasonable mileage. It would make a decent, economical family car and a great alternative to a silly SUV.
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CU LT H E RO
PORSCHE 944
FIELDING A FRONT FOUR
Porsche picked an unusual attack in 1982, but it scored big, reports Oliver Young he 944 isn’t a traditional Porsche sports car. In fact, it’s a far cry from that iconic flat-six, rearengined coupé you’re thinking of. Little does that matter, however. In its heyday, this masterpiece was the most successful sports car in the manufacturer’s history, with more than 163,000 examples produced. Introduced in 1982, the 944 built on the platform its 924 predecessor had established. It features a frontengined, rear-wheel-drive layout and a range of in-line fours. Initially offered with a 161bhp 2.5-litre unit under the bonnet, the standard car – called Lux – is no
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68 AUTOCAR.CO.UK 20 APRIL 2022
slouch, although it’s no rocket either. The 217bhp Turbo offers more fiery performance, with a 0-60mph time of 5.9sec. It arrived in 1986. Next to be introduced was the S, with a 187bhp 2.5-litre atmo engine. And at the top of the performance ranks, you have the Turbo S. This 247bhp limited edition appeared in 1988 and today is the rarest and most sought-after 944.
A year later came a 163bhp 2.7-litre engine (a detuned version of the 187bhp unit in the 944 S) to replace the 2.5, as well as the arrival of the 3.0-litre S2. Its four-cylinder engine has 205bhp, meaning it treads on the heels of the mighty Turbo. Porsche, upon noticing this, then replaced the Turbo’s 217bhp engine with the 247bhp unit of the Turbo S. The updated Turbo got all the Turbo
❝
It’s remarkably fun in corners, with accurate, suitably weighted steering and little body roll ❞
S enhancements bar the M030 suspension and Club Sport wheels. Finally, just a few months before the 944 gave way to the 968, the Turbo Cabriolet landed in 1991. Buyers could choose between a standard five-speed manual gearbox or a three-speed automatic (most chose the former), and the 944’s rear-mounted transaxle (made by Audi) helped achieve a near-perfect weight balance. It therefore feels like a true driver’s car, possessing excellent balance and agility. In pre-1988, non-Turbo form, it’s also around 200kg lighter than the current 718 Boxster, despite packing a couple of modestly sized rear seats.
USED CARS E H OW TO G ET O N IN YOU R GARAG E
An expert’s view
D A N N Y K AY E , R E VO LUTI O N PO RSCH E “I’m a big fan of the 944. With the engine in the front and the gearbox in the rear, it has brilliant balance and is an amazing track car, if that floats your boat. There are pitfalls, though. You could buy one that has been partially restored by someone who hasn’t done it correctly, and within a year of ownership, corrosion starts to rear its head. It’s also important to check the timing belt, water pump and balanced belts. So whenever you buy one of these cars, definitely get a pre-purchase inspection before you hand your money over.”
Buyer beware… Interior is pure 1980s; check the electronics work
■ ENGINE Check for oil changes at 6000 miles on pre-1986 cars and Turbos or at 12,000 miles on later cars. It needs the timing and balancer shaft belts replaced every 40,000 miles or three years and a new water pump every 80,000 miles. Check the exhaust camchain tensioner on the 2.7 S. Vibration at idle could be due to the engine mounting or clutch’s thrust bearing. Test the latter by resting your foot on the clutch: if it’s failing, the vibrations stop. Oil and water mixing suggests a failed head gasket or integrated oil cooler on all engines bar post-1989 Turbos. Smoke on start-up is due to worn valve stem seals; smoke in general running is due to the cylinder liners. ■ TRANSMISSION Expect transaxle whine. Clutches last 70,000 miles but are dear to replace. Check for a leaking master cylinder.
WHAT WE SAID THEN 29 MAY 1982
“Overriding all is the 944’s out-of-the-ordinary efficiency, handling and grip. It’s superbly finished and has a unique balance of qualities that for the price makes its few issues seem utterly insignificant.”
It’s remarkably fun to pilot through a set of winding corners, with accurate, suitably weighted steering and little body roll. In fact, it even makes a good track-day car. Then again, the 944 can double up as a grand tourer, too, thanks to a comfortable ride, a well-appointed interior and a decent boot, as well as
944 works as both comfy grand tourer and silly sports car the previously mentioned rear seats. Confidence-inspiring reliability acts as the cherry atop this delectable cake. Find a 944 that has been well looked after and properly maintained and it shouldn’t cause you an unprecedented number of problems. You could truly use it every day. Although if you do, just remember that it’s an appreciating asset, and one that’s only getting rarer. Despite being one of the most accessible Porsche models right now, the best, most desirable cars – Turbo and Turbo S variants with low mileages – can often sell for more than £30,000. But even then, it remains a steal compared with rival classics.
■ STEERING, BRAKES AND SUSPENSION Clonking noises or front-wheel shake suggests worn suspension bushes; floaty handling means worn wishbone ball joints or dampers. On non-powerassisted cars, vague steering could indicate a worn rack; on assisted ones, look for steering pump leaks. ■ B O DY Rust hits the sills, rear wheel arches, suspension mounts and front jacking points. On early cars, check the fuel tank. Beware of uneven shutlines and ripples in the boot floor. ■ WHEELS AND TYRES Check for cracked alloy wheels and look out for perished tyres. ■ INTERIOR Ensure all the ancillary motors work, the headlining is secure and the fascia isn’t cracked.
Also worth knowing
Unlike the preceding 924’s engine, which was sourced from Audi, the 944’s 2.5-litre unit is pure Porsche. It’s in essence one half of the 928’s 5.0-litre V8, although very few of the parts are actually interchangeable. The in-line four configuration was chosen due to its size and efficiency; although two counter-rotating balance shafts were fitted to help the engine run more smoothly.
How much to spend £5 0 0 0 – £6 9 9 9 Mid to late 2.5-litre examples with mileages generally north of 100,000. Conditions aren’t all terrible; actually, there are some really respectable cars here.
£70 0 0 – £9 9 9 9 Now 2.7-litre cars enter the fold, as do 3.0-litre S2s. Mileages still run as high, although 2.5-litre cars can be found with fewer than 80,000 miles. £10,000 –£15,999 Cabriolet versions of the S2 appear. Conditions are good but mileages generally remain high, then begin to waver around 100,000 towards the top end, where you will find examples in nearly showroom condition. £ 1 6 , 0 0 0 – £ 1 9, 9 9 9 High-mileage Turbos in respectable condition appear and make up the majority of models here. £2 0 , 0 0 0 A N D A B O V E Late Turbo cars in excellent condition and, in some cases, fewer than 70,000 miles on the clock.
One we found
PORSCHE 944 2.5 LUX, 1 9 8 5 , 92 , 0 0 0 M I L E S , £ 13 , 5 0 0 This is perfect for those who want to spend just enough cash to get a really good 944. It has had some work done to “bring it back to its former glory”, including “significant mechanical investment”, and it looks stunning inside and out. It has also been resprayed in a classy metallic gold.
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AS GOOD AS NEW
PEUGEOT 508
Fastback and estate ramp up the style. Jack Warrick says they’re also big on value
OUR TOP SPEC eugeot has been on a roll recently. After several years of visually underwhelming models, the French firm has well and truly recovered its position as a style icon for the everyday driver. The Peugeot 508, offered in both Fastback and SW estate bodystyles and introduced in 2018, is a fine case in point. Not only is it a looker, but it’s also practical, good to drive and a capable rival for the segment-leading Volkswagen Passat and Skoda Octavia. With several powertrain variants available, the 508 can cover a wide spectrum of duties.
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ALLU R E A larger touchscreen and active suspension are two key attractions but this well- uses a 1.6-litre petrol engine and an electric equipped trim level offers motor for a combined many more, including 222bhp. The model value for money.
Diesel options are the cheapest on the used market and the range opens with a 1.5-litre BlueHDi, which produces 128bhp for a 0-62mph time of 10sec. A more powerful 2.0-litre diesel, also available since launch but removed from sale in 2021, comes in 161bhp and 175bhp guises. For petrol, drivers can choose from a 129bhp 1.2-litre and a 1.6-litre unit with outputs of 179bhp and 218bhp. In its 218bhp guise, the 508 offers a punchy 0-62mph time of 7.4sec. A plug-in hybrid arrived in 2019. It
achieves 0-62mph in 8.3sec and has an electriconly range of up to 32 miles. In 2020, the Peugeot Sport Engineered (PSE) performance model joined the range. The most powerful Peugeot production car yet, it pumps out 355bhp and 383lb ft from its plug-in hybrid powertrain and has a 0-62mph time of 5.2sec. All engines provide decent performance, with smooth power delivery, but the 508’s cruising
capabilities are certainly more of a draw than its straight-line pace. Fans of outright speed will be better off with rivals such as the Audi A4 and the BMW 3 Series. Where the 508’s engines might leave some drivers wanting more, its handling is fluid and direct. The model also offers a largely comfortable ride, but steer clear of those 19in alloys if you want the best comfort the 508 has to offer. In terms of equipment, launch models were offered with Active trim as the entry-level spec, which included 17in alloy wheels, sat-nav, automatic headlights, a 12.3in
BUYER BEWARE N O W YO U S E E I T… The 508’s rear visibility is compromised by the rear headrests and the small back window. The rear pillars and small mirrors don’t help, either, so you might want to seek out a car with parking sensors or a rear-view camera – standard on Allure trim.
Low-set wheel might not suit all but kit roster will 70 AUTOCAR.CO.UK 20 APRIL 2022
PH E V E ATS S PAR E WH E E L If you choose the plug-in hybrid, you will lose your spare wheel,
which usually sits under the floor of the boot. The space is taken up by PHEV-related hardware, but you do get a tyre repair kit. R ECALL I SSU E A fault can occur on models built between 8 November 2017 and 29 January 2021 where fuel can leak due to cabling and software upgrade issues. Some 10,695 cars were recalled, with Peugeot’s 508 and Rifter both affected.
USED CARS NE ED TO KN OW The Peugeot Sport Engineered (PSE) model features three-mode shock absorption, a slightly lower ride height, better brakes and 20in alloy wheels with Michelin Pilot Sport 4S tyres. Used prices start at £40,000. At launch, new prices began at £25,000 for the Fastback and £26,845 for the SW estate. Today, used Fastback prices start from £16,000 for a model with around 60,000 miles on the clock. Less run-in Fastback models are priced from around £17,500, but estate cars kick off at around £18,000. A five-star Euro NCAP safety rating for the 508 SW was underpinned by an impressive 96% score for adult occupancy, 86% for children, 71% for vulnerable road users and 79% for the safety assist systems.
1 . 5 B L U E H D i 13 0 This particular diesel packs enough power and has ample refinement. You will save a few pennies to put towards a higher trim level, too.
OUR PICK
PEUGEOT SPORT ENGINEERED WILD Peugeot’s most CAR D powerful production car yet, the 355bhp 508 PSE plug-in hybrid has enjoyably rapid performance. It also has an official 26-mile electric-only range and is rated at 138.9mpg combined.
digital instrument cluster and an 8.0in infotainment system. Next-step Allure trim is our pick of the range because it comes with active suspension, keyless entry, a 10.0in touchscreen, all-round electric seats, a reversing camera and active blindspot detection. There’s also GT Line, which adds ambient lighting and self-levelling LED headlights among other features, and the top-of-the-range GT trim, which gains adaptive cruise control, lane-keeping assistance, 19in wheels and a Focal audio system. From September 2020, the 508’s equipment levels were refreshed to, in rising levels of kit, Active Premium, Allure Premium, GT and GT Premium. With the changes came a few styling tweaks, including black door mirrors, a dark chrome grille for GT cars and full LED lights on all models as standard.
ONES WE FOUND 2019 Peugeot 508 Fastback 1.6 Allure, 17,000 miles, £19,298 2019 Peugeot 508 SW 1.5 Blue HDi Allure, 14,000 miles, £20,999 2019 Peugeot 508 Fastback 2.0 BlueHDi GT Line, 16.000 miles, £20,495
TAKE IT
LEAVE IT
Nissan 350Z £8495 YOU DON’T HAVE to break the bank for a satisfying dose of speed these days. For proof, look no further than the Nissan 350Z – one of the Japanese firm’s most alluring junior performance packages that, even in its heyday, had an attainable price and bags of kerb appeal. Propelled by a naturally aspirated 3.5-litre V6, the early 350Z offered 276bhp. It was initially available as a coupé and all cars were rear-wheel drive with a six-speed manual gearbox. Power was uprated in 2005 to a lusty 296bhp and a roadster was added to the line-up. Straight-line speed was quick enough to get your attention: with 296bhp, the model completed 0-62mph in 5.8sec in the coupé and 6.2sec in the roadster. If that’s not enough poke, look for the HR (for ‘high response’) model.
Produced from 2007, it received a comprehensive engine overhaul that boosted power to 308bhp. The revised car also gained a new front bumper, bi-xenon headlights and updated LED tail-lights. And inside, the 350Z was equipped with a new sat-nav as well as larger door bins. We thought the transmission was far smoother than the original car’s and road noise was reduced. In fact, we would certainly choose a later example, if funds allow, because of its vastly improved refinement and impressive engine reliability over those from launch. We were tempted by a 2009 example that’s up for just £8495. Although it has covered 115,000 miles, it’s a one-owner car with no aftermarket additions, a full Nissan service history, a three-month warranty and 12 months of AA cover.
TAK E IT
It’s also in GT spec, which adds features such as electric seats, leather upholstery and cruise control. With any 350Z, it’s wise to check the suspension bushes, because the ones on the lower control arms tend to fail at 75,000 miles. Ensure the power steering is in good nick, as well as the clutch, which might need replacing after around 45,000 miles at a cost of £600 or so. JACK WARRICK
LEA VE IT
LEA VE IT
TAK E IT
Suzuki Alto £4560
BMW 330Ci £6250
Lotus Europa S £24,995
The current owner describes this 2014 Suzuki Alto as “ultra-low” mileage, and it has covered a low-sounding 34,440 miles, but that’s only about 4500 below the typical mileage for an Alto of this age. It also suffered a category-S incident at some point (although it has been fully repaired), which makes its £4650 price seem less tempting.
This 2005 BMW coupé is a no-brainer. It has been routinely serviced, meaning its ‘M54’ 3.0-litre six-cylinder petrol engine should be in excellent condition for its 86,900 miles. The advert also says the car has always been garaged and used sparingly in wet weather – and there’s certainly no sign of rust on the bodywork in the photos. So go on: you know you want to.
The Europa S was meant to be a more comfortable alternative to the Elise, but the reality was blunted handling and not enough refinement, so sales were tiny. This 2007 example has done 57,800 miles and comes with a full (Lotus specialist) service history. But for less than its £24,995 price, you could – and, we think, should – get a 2007 Porsche Cayman instead.
20 APRIL 2022 AUTOCAR.CO.UK 71
NEW CARS A Z P
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For full reviews of every car listed here, visit our website, autocar.co.uk ECONOMY EXPLAINED Between the various figures produced on the old-style NEDC, transitional NEDC Correlated and new-style WLTP laboratory emissions and fuel economy tests, it has become tricky to compare manufacturers’ claimed efficiency on the latest new cars. When you see a fuel economy and CO2 figure reference elsewhere, it’s often without explanation. So, to provide as fair and clear a basis for comparison as possible, you’ll only ever read WLTP combined fuel economy and CO2 figures in Autocar’s first drive reviews, features and comparison tests – and on these data pages. Those are the aggregated results of four lab tests carried out across as many different cruising speed ranges – although they’re sometimes expressed as a range rather than as one specific figure to show the different results recorded by the heaviest and lightest available examples of the car in question (depending on optional equipment). In road tests, you’ll also see our own independently produced real-world fuel economy test results for comparison with the lab test claims. We produce an average, track and touring figure for each car we test, as often as possible on a brim-to-brim test basis. While ‘average’ represents the overall economy returned by a new car over a full road test and ‘track’ is relevant only to intensive performance testing (the length and conditions of which can vary slightly), ‘touring’ gives the best guide of the kind of economy you might see from a car at a steady 70mph motorway cruise. We do real-world efficiency and range testing on electric cars, too, expressing the former in terms of miles per kilowatt hour, as manufacturers do increasingly widely by convention. S TA R R AT I N G S E X P L A I N E D
CCCCC Inherently dangerous/unsafe. Tragically,
irredeemably flawed. BCCCC Appalling. Massively significant failings. ACCCC Very poor. Fails to meet any accepted
class boundaries. ABCCC Poor. Within acceptable class AACCC AABCC AAACC AAABC AAAAC AAAAB AAAAA
boundaries in a few areas. Still not recommendable. Off the pace. Below average in nearly all areas. Acceptable. About average in key areas, but disappoints. Competent. Above average in some areas, average in others. Outstanding in none. Good. Competitive in key areas. Very good. Very competitive in key areas, competitive in secondary respects. Excellent. Near class-leading in key areas and in some ways outstanding. Brilliant, unsurpassed. All but flawless.
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Stelvio 5dr SUV £45,249–£74,999
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(g/ O2
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AAAAB
ABARTH
2.2 Turbo Diesel 190 2.2 Turbo Diesel 210 Q4 AWD 2.0 Turbo 200 Q4 AWD 2.0 Turbo 280 Q4 AWD 2.9 BiTurbo Quadrifoglio
187 207 197 276 503
130 134 134 143 197
7.6 6.6 7.2 5.7 3.8
45.6 42.8 30.1 30.4 24.6
ALPINA
B3/D3 4dr saloon/5dr estate £55,900–£67,950
1.0 30 TFSI 1.5 35 TFSI 2.0 40 TFSI quattro 2.0 S3 quattro 2.0 RS3 quattro 2.0 30 TDI 2.0 35 TDI AAAAA 2.0 40 TDI quattro
3.0 BiTurbo 3.0 D3S
462 355
186-188 3.8-3.9 168-170 4.6-4.8
25.9 37.2
247 199
177
140
A L FA R O M E O
Giulia 4dr saloon £38,599–£70,299
36.2-36.7 171
the AMG S-Classes. LxWxH 5250x1902x1491 Kerb weight 2060kg 4.4 V8 BiTurbo
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130 144 154 155 155 130 142 155
599
205
4.2
24.4
264
10.6 8.7 7.0 4.8 3.8 10.1 8.5 6.8
50.4-51.4 47.9-50.4 39.2-40.9 35.3-36.2 31.4-31.7 62.8-64.2 58.9-67.3 48.7-51.4
124-128 127-134 157-165 178-181 202-205 114-119 111-127 145-152
AAAAC
High quality and competent but leaves the dynamic finesse to its rivals. LxWxH 4726x1842x1427 Kerb weight 1320kg 8.6 7.3 5.6 9.5 8.9 7.4 4.8
40.9-46.3 40.9-44.8 34.9-35.3 50.4-55.4 50.4-55.4 50.4-54.3 40.4-40.9
140-157 143-187 181-184 133-146 133-146 137-148 181-183
Huge power and impressive luxury credentials, but can’t justify the mundane to drive. LxWxH 4673x1846x1371 Kerb weight 1390kg hefty price jump. LxWxH 5151x2218x1797 Kerb weight 2655kg 2.0 35 TFSI 148 140 8.9 41.5-45.6 141-154 4.4 V8 BiTurbo
2.0 40 TFSI 187 150 7.2 2.0 45 TFSI quattro 242 155 4.8 ALPINE 2.9 V6 TFSI RS5 quattro 448 174 3.9 A110 2dr coupé £49,905–£59,995 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 £39,885–£90,675 621
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Easy on the eye and to live with, but let down by stolid dynamics. LxWxH 4969x1908x1422 Kerb weight 1880kg 2.0 45 TFSI quattro 2.0 50 TFSIe quattro 3.0 55 TFSI quattro 4.0 RS7 quattro 2.0 40 TDI 2.0 40 TDI quattro 2.0 45 TDI quattro 3.0 50 TDI quattro 3.0 S7 TDI quattro
242 299 335 596 201 201 242 282 344
155 155 155 174 152 155 155 155 155
6.2 6.3 5.3 3.6 8.3 7.0 6.4 5.6 5.1
35.3-36.2 177-183 134.5-141.2 46-47 32.1-34.0 189-199 22.2-23.0 280-287 47.9-49.6 150-156 45.6-47.1 158-163 40.9-43.5 171-180 38.2-39.8 186-193 35.3-35.8 205-208
A8 4dr saloon £74,985–£114,190
AAAAC
Technical tour de force benefits from Audi’s knack of making very good limousines. LxWxH 5172x1945x1473 Kerb weight 1920kg 3.0 55 TFSI quattro 3.0 55 TFSI quattro LWB 3.0 60 TFSIe quattro 3.0 50 TDI quattro 3.0 50 TDI quattro LWB
335 335 449 282 282
155 155 155 155 155
5.6 5.7 4.9 5.9 5.9
28.2-29.4 217-228 28.2-29.1 219-228 100.9-113.0 57-64 38.7-40.9 180-192 38.2-40.4 182-193
E-tron 5dr SUV £61,275–£102,875 AAAAB AAAAC A rounded, uber-luxurious addition to the premium EV niche.
Classy and demure estate lacks the dynamic sparkle of rivals. LxWxH 4725x1842x1434 Kerb weight 1370kg
2.0 35 TFSI 148 136 8.9 39.8-44.8 143-162 B8 Gran Coupé 4dr saloon £135,285 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 £68,400 AAAAC 2.0 40 TDI quattro 187 143-144 7.6-7.9 47.9-52.3 141-154 3.0 50 TDI Allroad quattro 282 155 5.3 38.2 194 Pleasant BMW SUV impressively enhanced with the usual Alpina toolkit. LxWxH 4732x1897x2015 Kerb weight 2015kg 3.0 S4 TDI quattro 342 155 4.9 39.2-39.8 186-189 3.0 BiTurbo 330 158 4.9 31.4 173 A5 2dr coupé £39,885–£90,675 AAAAC XB7 5dr SUV £134,300 AAAAC Refreshed coupé gets a sharper look and a refreshed interior. Still 41.5-47.1 34.9-38.8 29.1 51.4-55.4 50.4-54.3 39.2-40.4
141-154 180-184 220 133-144 135-146 184-188
LxWxH 4901x1935x1629 Kerb weight 2490kg 50 quattro 71kWh 55 quattro 95kWh S quattro 95kWh
308 403 503
118 124 130
6.8 5.4 4.5
190 237 223
E-tron Sportback 5dr SUV £63,075–£104,675
0 0 0 AAAAB
Quick and classy EV builds on the solid foundations of its more upright sibling. LxWxH 4901x1935x1616 Kerb weight 2480kg 50 quattro 71kWH 55 quattro 95kWh S quattro 95kWh
308 403 503
118 124 130
6.8 5.7 4.5
192 242 224
E-tron GT 4dr saloon £81,915–£135,355
0 0 0 AAAAB
Combines striking looks with a high-class interior and never feels short of pace. LxWxH 4989x2158x1396 Kerb weight 2276kg quattro 93kWh RS quattro 93kWh
528 646
152 155
4.1 3.3
296 283
Q2 5dr SUV £24,870–£47,400
0 0 AAAAC
Audi’s smallest SUV is a decent stepping stone from the A3 to the Q range. LxWxH 4191x1794x1508 Kerb weight 1205kg
1.0 30 TFSI 114 122 10.3 44.8-47.1 135-143 1.5 35 TFSI 148 131 8.5 42.2-44.8 142-151 AAAAC 2.0 40 TFSI quattro 187 141 6.5 34.0-34.9 184-187 Refined, good-looking four-door coupé is sadly short on charm and 2.0 SQ2 TFSI 298 155 4.8 32.8-33.2 192-195 ARIEL finesse. LxWxH 4733x1843x1386 Kerb weight 1425kg 2.0 30 TDI 114 125 9.9 58.9-60.1 124-129 Atom 0dr open £40,669 AAAAB 2.0 35 TFSI 148 139 9.1 40.9-44.8 144-158 2.0 35 TDI quattro 148 131 8.1 45.6-47.9 155-163 Simple, purist concept remains but everything else has changed… 2.0 40 TFSI 187 150 7.5 40.9-44.8 143-158 for the better. LxWxH 3520x1880x1122 Kerb weight 595kg 2.0 45 TFSI quattro 242 155 5.8 34.4-35.3 183-187 Q3 5dr SUV £31,265–£63,850 AAABC 2.0 turbo 320 162 2.8 NA NA 2.9 V6 TFSI RS5 quattro 448 174 3.9 28.5-28.8 222-224 Typically refined and competent but feels more like an A3 than an 2.0 35 TDI 148 135 9.1 50.4-54.3 135-147 Audi SUV. LxWxH 4388x1831x1608 Kerb weight 1385kg Nomad 0dr open £37,549 AAAAA 2.0 40 TDI quattro 187 146 7.6 49.6-54.3 137-149 1.5 35 TFSI 148 128-131 9.2-9.6 38.7-42.2 153-166 Well inside the top 10 list of our favourite cars. A revelation and a 3.0 S5 TDI quattro 345 155 4.9 39.8-40.4 183-187 2.0 40 TFSI quattro 187 136 7.4 31.0-32.5 197-207 riot to drive. LxWxH 3215x1850x1425 Kerb weight 670kg 2.0 45 TFSI quattro 243 147 5.8 31.0-31.7 201-205 2.4 K24 i-VTEC 235 125 3.4 NA NA A5 Cabriolet 2dr open £44,010–£65,625 AAAAC 2.0 45 TFSIe 242 130 7.3 141.2 44-45 More practical than smaller options. Lower-powered, steel-sprung 2.5 RS Q3 quattro 396 155 4.5 27.7-28.8 222-230 ASTON MARTIN trim is best. LxWxH 4673x1846x1383 Kerb weight 1600kg 2.0 35 TDI 148 128 9.2 47.9-49.6 150-154 Vantage 2dr coupé/2dr open £117,150–£152,900 AAAAB 2.0 35 TFSI 150 136 9.8 38.7-40.4 160-165 2.0 35 TDI quattro 148 131 9.3 39.2-40.9 182-188 The faster, cleverer, more hardcore entry-level Aston tops its 2.0 40 TFSI 187 150 7.9 38.7-40.4 160-165 2.0 40 TDI quattro 188 137 8.0 37.7-40.4 84-195 class. LxWxH 4465x1942x1273 Kerb weight 1630kg 2.0 45 TFSI quattro 242 155 6.5 32.8-33.2 192-196 4.0 V8 503 190-195 3.6-3.8 25.7 276 2.0 40 TDI quattro 187 145 8.0 47.1-48.7 152-157 Q3 Sportback 5dr SUV £34,065–£65,000 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–£168,500 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 £241,100–£259,900 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 £42,540–£66,860 AAABC
DBX 5dr SUV £160,300-£190,000
AAAAB
550 697
181 193
4.5 3.3
A3 Sportback 5dr hatch £25,010–£61,080
19.8 19.9
323 323
AAAAC
Bolder design and improved dynamics make the A3 stand out more than ever. LxWxH 4343x1816x1425 Kerb weight 1220kg
AAAAB 1.0 30 TFSI Handsome and special dynamically but lacks finesse and comes 1.5 35 TFSI as an auto only. LxWxH 4643x1860x1436 Kerb weight 1429kg 2.0 40 TFSI quattro 2.0 Turbo Petrol 200 197 146 6.6 36.2 176-184 2.0 40 TFSIe 2.0 Turbo Petrol 280 276 149 5.7 33.6 195 2.0 45 TFSIe 2.9 BiTurbo Quadrifoglio 503 191 3.9 28.5 230 2,0 S3 quattro 2.0 RS3 quattro 2.0 30 TDI 2.0 35 TDI 2.0 40 TDI quattro
72 AUTOCAR.CO.UK 20 APRIL 2022
108 148 188 308 394 116 148 198
2.0 35 TFSI 148 139 B5/D5 4dr saloon/5dr estate £65,350–£97,500 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 £125,985 AAAAC A 7 Series with a power boost gives BMW a worthy challenger to A4 Avant 5dr estate £35,355–£85,690
AAABC 4.0 V8 4.0 V8 DBX 707
6.7
To
p ps
A4 4dr saloon £33,995–£59,180
Practical, pleasant and efficient – if not quite a superior premium AAAAC product. LxWxH 4588x2108x1632 Kerb weight 1890kg A capable and high-tech throwback that’s a timely reminder of 35 125k 168 99 9.0 201 0 what Audi does best. LxWxH 4939x1886x1467 Kerb weight 1710kg 40 150kW 201 99 8.5 307 0
A6 Avant 5dr estate £42,050–£115,680
2.0 40 TFSI 2.0 45 TFSI quattro 2.0 50 TFSIe quattro AU D I 1.4 T-jet 145 143 130 7.8 38.7-39.2 162-164 3.0 55 TFSI quattro 1.4 T-jet 165 162 135 7.3 37.7-38.2 161-166 A1 Sportback 5dr hatch £19,805–£32,895 AAABC 4.0 RS6 quattro 1.4 T-jet 180 Competizione 177 140 6.9 36.7 171 Quite pricey, but a rounded car with plenty of rational appeal. 2.0 40 TDI LxWxH 4029x1746x1418 Kerb weight 1105kg 1.4 T-jet 180 Essesse 177 140 6.7 36.7 171 2.0 40 TDI quattro 1.0 25 TFSI 94 118 10.8 48.7-50.4 128-133 3.0 50 TDI quattro 695 3dr hatch/2dr open £31,305 AAABC 1.0 30 TFSI 114 126 9.5 46.3-51.4 124-139 3.0 S6 TDI quattro A convincing track-day 500 with decent dynamic ability, but overly 1.5 35 TFSI 148 137 7.7 44.1-44.8 142-145 1.4 T-jet 180 Essesse
p)
A3 Saloon 4dr saloon £26,975–£62,080
159 168 206-209 208 261
Buchloe’s take on 3 Series makes a case for being all the car you could ever need. LxWxH 4620x1811x1430 Kerb weight 1865kg
The Fiat 500’s Abarth makeover makes it a true pocket rocket. LxWxH 3657x1627x1485 Kerb weight 1070kg
firm ride spoils it. LxWxH 3657x1627x1485 Kerb weight 1045kg
(bh
Alfa’s first SUV is a solid effort. Choosing the petrol version gives it Undercuts the case to own an A4. Upmarket interior and good to charisma. LxWxH 4687x1903x1671 Kerb weight 1604kg drive. LxWxH 4495x1984x1425 Kerb weight 1225kg
Doesn’t try to be the biggest, fastest SUV, and may be all the more appealing for it. LxWxH 5039x1998x1680 Kerb weight 2245kg
595 3dr hatch/2dr open £18,295–£29,745
Po
r we
108 148 188 201 242 308 398 113 148 198
127 139 150 141 144 155 155 128 142 151
10.6 8.7 6.9 7.6 6.8 4.8 3.8 10.1 8.3-8.5 6.8
48.7-51.4 46.3-50.4 38.7-40.4 235.4 235.4 34.4-34.9 31.0-31.4 61.4-64.2 56.5-62.8 47.9-50.4
125-132 128-138 159-166 29 29 183-186 205-207 115-122 112-130 148-155
201 242 299 335 596 201 201 282 344
149 155 155 155 174 149 150 155 155
7.5 6.2 6.3 5.3 3.6 8.3 7.8 5.7 5.1
36.2-38.2 34-36.2 217.3 31.7-34.0 21.9-22.6 45.6-49.6 44.1-46.3 38.2-39.8 35.3
168-178 177-189 31 189-201 283-294 150-162 159-167 187-195 209
50 quattro 220kW
296
111
6.2
298
Q4 E-tron Sportback 5dr SUV £44,040–£68,360
0 AAABC
Fastback variant of Audi’s mainstream electric SUV is agile and terrifically refined. LxWxH 4588x2108x1614 Kerb weight 1895kg 35 125kW 40 150kW 50 quattro 220kW
168 201 296
99 99 111
9.0 8.5 6.2
Q5 5dr SUV £45,445–£74,070
211 318 302
0 0 0 AAAAC
Appealing combination of Audi allure, affordable SUV practicality and attractiveness. LxWxH 4663x1893x1659 Kerb weight 1720kg 2.0 45 TFSI quattro 2.0 50 TFSIe quattro 2.0 55 TFSIe quattro 2.0 40 TDI quattro 3.0 SQ5 TDI quattro
242 249 363 187 344
147 148 148 136 155
6.4 6.1 5.3 8.1 5.1
Q5 Sportback 5dr SUV £47,895–£76,520
31.0-33.6 128.4 108.6 41.5-44.8 32.8-34.4
191-206 49 56 165-179 216-224
AAABC
Reduced accommodation and practicality, but still a refined and solid steer. LxWxH 4689x1893x1660 Kerb weight 2010-2150kg 2.0 45 TFSI quattro 2.0 50 TFSIe quattro 2.0 55 TFSIe quattro 2.0 40 TDI quattro 3.0 SQ5 TDI quattro
263 297 364 201 336
149 148 148 137 155
6.1 6.1 5.3 7.6 5.1
31.7-33.6 192-202 176.6-188.3 36-38 156.9-166.2 41-42 42.2-44.8 166-176 33.2-34.4 216-222
N E W CAR PR I CES P
e ow
r (b
hp
)
T
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(
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0 0-6
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P
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2 Series Active Tourer 5dr hatch £30,265–£36,390
P
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(
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0 0-6
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154 201 148
137 150 137
8.1 7.0 8.8
3 Series 4dr saloon £33,250–£78,425
Striking and effective coupé-SUV range-topper leaves us wanting more. LxWxH 4986x1995x1705 Kerb weight 2145kg 3.0 V6 55 TFSI quattro 3.0 V6 55 TFSIe quattro 3.0 V6 60 TFSIe quattro 4.0 SQ8 quattro 4.0 V8 RS Q8 quattro 3.0 V6 50 TDI quattro
335 381 462 503 592 282
155 149 149 155 155 152
5.9 5.8 5.4 4.1 3.8 6.3
25.9-26.4 94.2 94.2-97.4 31.0-31.7 20.2-20.5 32.8-33.2
TT 2dr coupé £34,460–£68,245
243-248 67-68 66-68 234-239 314-318 222-226
AAAAC
Still serves up plenty of pace, style and usability for the money. It’s better to drive, too. LxWxH 4191x1966x1376 Kerb weight 1365kg 2.0 40 TFSI 2.0 45 TFSI 2.0 45 TFSI quattro 2.0 50 TFSI quattro TTS 2.5 TT RS quattro
194 242 242 302 395
155 155 155 155 155
6.6 5.8-5.9 5.2 4.5 3.7
40.4-41.5 38.7-39.2 34.9-35.8 34.9-35.3 30.7
TT Roadster 2dr open £36,210–£69,995
154-158 162-167 180-184 180-183 208-210
AAAAC
Plenty of pace and driver reward, along with prestige and designicon style. LxWxH 4191x1966x1355 Kerb weight 1455kg 2.0 40 TFSI 2.0 45 TFSI 2.0 45 TFSI quattro 2.0 50 TFSI quattro TTS 2.5 TT RS quattro
194 242 242 302 395
155 155 155 155 155
6.9 6.0-6.1 5.5 4.8 3.9
39.2-40.4 37.2-38.2 33.6-34.4 34.0-34.4 29.7-30.1
R8 2dr coupé £129,785–£165,890
159-163 168-172 185-190 185-188 214-215
AAAAC
Usable but no less involving or dramatic for it. V10 is deliciously brutal. LxWxH 4426x1940x1240 Kerb weight 1590kg 5.2 V10 RWD 538 5.2 V10 quattro 567 5.2 V10 Performance q’tro 610
201 201 205
3.7 3.4 3.1
22.2 21.9 21.7
R8 Spyder 2dr open £138,475–£174,580
288 294 295-296 AAAAC
Taking the roof off the R8 enhances the drama tenfold. LxWxH 4426x1940x1245 Kerb weight 1680kg 5.2 V10 RWD 538 5.2 V10 quattro 567 5.2 V10 Performance q’tro 610
200 200 204
3.8 3.5 3.2
20.9 20.5 20.3
307 313 315
BAC
Mono 0dr open £165,125
AAAAB
An F-22 Raptor for the road, only significantly better built. LxWxH 3952x1836x1110 Kerb weight 580kg 2.5 VVT
305
170
2.8
NA
NA
BENTLEY
Continental GT 2dr coupé £168,500–£212,200
AAAAC
Refined and improved in every area, making the Conti a superb grand tourer. LxWxH 4850x1966x1405 Kerb weight 2244kg 4.0 V8 6.0 W12 Speed
542 626
198 207
3.9 3.6
23.9 20.8
Continental GTC 2dr open £185,100–£233,200
268 308 AAAAB
Immensely capable and refined open-top cruiser with effortless performance. LxWxH 4850x2187x1399 Kerb weight 2414kg 4.0 V8 6.0 W12 Speed
542 626
198 207
4.0 3.7
23.3 20.2
Flying Spur 4dr saloon £162,500–£215,500
275 336 AAAAB
New from the ground up, with the looks and technology of a class winner. LxWxH 5316x1879x1483 Kerb weight 2437kg 4.0 V8 6.0 W12
548 632
198 207
4.1 3.8
22.2 19.1
Bentayga 5dr SUV £155,660–£189,165
288 337 AAAAB
Crewe’s first attempt at an SUV remains ahead of most luxury rivals. LxWxH 5140x1998x1742 Kerb weight 2505kg 3.0 V6 Hybrid 4.0 V8
448 542
158 171
5.5 4.5
83.1 21.7
82 302
152 181 181 254 288 288 369 503 503 148 187 187 263 263 338
138 146 142 155 143 143 155 155 155 132 146 144 155 155 155
47.1-47.9 135-137 45.6-46.3 138-140 57.6-58.9 127-129
44.1 145-146 44.1 144-146 41.5-42.2 153-154 40.9-42.8 150-156 188.3-201.8 37-38 TBC TBC 34.9 185 28.8 223 28.2 228 52.6-62.8 117-129 56.5-60.1 124-131 54.3-56.5 130-136 47.1-49.6 150-156 47.1 157-158 46.3 160
6.2 V8
M135i xDrive 116d 118d 120d 120d xDrive
302 114 148 187 187
155 TBC 134 144 TBC
2 Series 2dr coupé £34,980–£45,795
4.8 10.1-10.3 8.4-8.5 7.3 7.0
36.2 60.1-62.8 58.9-60.1 55.4-57.6 52.3-53.3
177 119-123 123-127 129-133 139-142
pe
ed
(m
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)
0-6
0/6
2m
ph Ec
) y e) km o m ang (g/ o n MPG/r CO 2 (
AAAAC
475
185
3.5
23.3
C3 5dr hatchback £14,630–£21,225
277 AAABC
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 1.5 BlueHDi 100
X1 5dr SUV £30,555–£41,660
AAAAC
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
79 107 96
107 117 115
12.8 9.3 10.6
51.3 52.3 67.0
C3 Aircross 5dr hatchback £17,845–£23,195
130-131 129-131 117-118 AAABC
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
51.5 47.3 62.7
C4 5dr hatchback £21,940–£34,995
141-143 150 126-128 AAACC
Interesting to look at but soft and unrewarding to drive. Electric ë-C4 is better. LxWxH 4355x1800x1525 Kerb weight 1247kg
1.2 PureTech 99 114 11.3 54.8 116 X2 5dr SUV £32,495–£47,700 AAAAC 1.2 PureTech 130 128 130 8.9-9.4 50.2-54.7 117-127 AAAAB Proves crossovers aren’t always worse than the hatchbacks on 1.2 PureTech 155 153 129 8.5 48.8 131 Towering everyday appeal. Arguably the best all-rounder sensible which they’re based. LxWxH 4360x1824x1526 Kerb weight 1460kg 1.5 BlueHDi 108 120 10.9 68.7-69.1 114-115 money can buy. LxWxH 4620x1811x1430 Kerb weight 1565kg sDrive18i 138 127 9.6 42.8-43.5 148-150 1.5 BlueHDi 130 129 128 9.5 64.5-64.9 114-115 318i 152 137 8.7 42.2 152-153 sDrive20i 189 141 7.7 40.9-41.5 154-156 ë-C4 50kWh 134 93 9.7 227 0 320i 181 143 7.5 42.2 152-153 xDrive20i 189 TBC 7.6 38.7-39.2 164-166 330i 254 155 5.9 39.2-40.9 156-163 xDrive25e 220 121 6.8 156.9 40-41 C5 Aircross 5dr SUV £25,360–£37,580 AAABC 330e 292 143 5.9 176.6-201.8 32-37 M35i 302 155 4.9 34.4 187 Smooth-riding SUV has an easy-going nature, but not the most 330e xDrive 292 140 5.9 156.9-176.6 37-42 sDrive18d 148 129 9.3-9.8 55.4 132-134 dynamic. LxWxH 4500x1859x1670 Kerb weight 1530kg M340i xDrive 371 155 4.5 33.6 191 xDrive18d 148 128 9.2 50.4-51.4 144-146 1.2 PureTech 130 128 117 10.5 44.2 149-151 318d 148 133 8.8 57.6-58.9 126-127 xDrive20d 185 137 7.7 49.6-50.4 147-149 1.6 PureTech 225 PHEV 223 140 8.7 184.0 50 320d 188 142 7.1-7.9 54.3-57.6 115-121 1.5 BlueHDI 130 129 117 10.4 57.3 138-139 320d xDrive 188 142 7.4 51.4-54.3 136-143 X3 5dr SUV £44,205–£86,425 AAAAC 330d 263 140 5.6 45.6-47.1 158-163 Continues where the last one left off. Dynamically good and more C5 X 5dr SUV £26,490–£38,670 AAAAC 330d xDrive 261 155 5.4 43.5-44.8 166-171 luxurious inside. LxWxH 4708x1891x1676 Kerb weight 1750kg An unconventional take on the conventional that brings comfort to M340d xDrive 340 155 4.8 44.8 165 xDrive20i 181 134 8.3 35.3-35.8 179-181 the fore. LxWxH 4805x1865x1485 Kerb weight 1418kg xDrive30e 288 130 6.1 134.5 51-54 1.2 PureTech 130 128 130 10.4 48.6 136 4 Series 2dr coupé £40,465–£79,755 AAAAC xDrive M40i 355 155 4.8 31.4 204 1.6 PureTech 180 181 143 8.1 43.9 147 A rounded, engaging and potent coupé let down only by its looks. X3M Competition 503 155 4.1 24.8 261 1.6 PureTech 225 PHEV 223 145 7.8 186-236 30-34 LxWxH 4768x2081x1390 Kerb weight 1590kg xDrive20d 187 132 8.0 47.1-47.9 154-156 420i 181 149 7.5 42.2-44.1 146-151 xDrive30d 261 149 5.8 45.6 161-163 E-Berlingo 5dr MPV £30,995-32,995 AAACC 430i 254 155 5.8 40.4-42.2 153-159 xDrive M40d 321 155 4.9 43.5 171 New electric version of venerable people carrier is suddenly the M440i xDrive 369 155 4.5 36.7 175 only one available. LxWxH 4403x1921x1849 Kerb weight 2440kg M4 Competition 503 155 3.9 28.8 228 X4 5dr SUV £49,965–£88,185 AAABC 50kWh 136 84 9.0 182 0 M4 xDrive Competiton 503 155 3.5 28.2 227 Downsized X6 is respectable enough if not lovable, but the X3 is a CUPRA 420d 187 143 7.1 58.9-61.4 121-126 better option. LxWxH 4671x1881x1624 Kerb weight 1735kg 420d xDrive 187 148 7.4 55.4-57.6 129-135 xDrive M40i 336 155 4.9 31.7 203 Born 5dr hatch £33,735–£37,375 AAABC X4M Competiton 503 155 4.1 24.8 259 Electric hot hatch shows promise and annoyance in equal 4 Series Convertible 2dr open £45,800–£83,335 AAAAC xDrive20d 187 131 8.0 47.1-47.9 161-165 measure. LxWxH 4322x1809x1540 Kerb weight 1736kg Fabric-roofed grand tourer has just as much talent as its coupé xDrive30d 254 145 5.8 45.6-46.3 159-163 58kWh 201 99 7.3 262-263 0 sibling. LxWxH 4768x2081x1384 Kerb weight 1715kg xDrive M40d 322 155 4.9 43.5 169 420i 181 147 8.2 40.4-41.5 154-159 Leon 5dr hatch £32,560–£37,830 AAABC 430i 242 155 6.2 38.7-40.4 160-165 X5 5dr SUV £63,490–£115,350 AAAAC PHEV makes for a confused take on the hot hatch. ICE versions are M440i xDrive 371 155 4.9 35.3 182 More capable, convenient, refined and classy SUV that’s a more more enjoyable. LxWxH 4398x1799x1467 Kerb weight 1596kg M4 xDrive Competition 503 155 3.7 27.7 231 satisfying drive. LxWxH 4922x2004x1745 Kerb weight 2110kg 1.4 eHybrid 241 140 6.7 217.3 30-32 420d 188 147 7.6 55.4-57.6 129-134 xDrive40i 335 155 5.5 27.7-28.2 227-231 2.0 TSI 242 155 6.4 39.2 162-163 430d 282 155 5.8 50.4-52.3 141-146 xDrive45e 282 155 5.6 188.3-235.4 31 2.0 TSI 300 298 155 5.7 37.2 171-172 xDrive M50i 523 155 4.3 27.3 276 4 Series Gran Coupé 4dr coupé £41,650–£55,695 AAAAC X5M Competition 623 155 3.8 22.1 304 Leon Estate 5dr hatch £36,870–£41,675 AAAAC The same impressive package we love from the 3 Series, with xDrive30d 261 130 6.8 41.5-42.2 175-179 More practical version of the most potent Leon blows as hot and added style. LxWxH 4783x2073x1442 Kerb weight 1825kg xDrive40d 340 152 5.5 38.7-39.2 192-196 cold as the hatch. LxWxH 4657x1799x1463 Kerb weight TBC 420i 181 146 7.9 41.5 154 1.4 eHybrid 241 140 7 201.8 31-34 430i 242 155 6.2 39.8 160-161 X6 5dr SUV £65,190–£118,050 AAABC 2.0 TSI 310 306 155 4.9 32.8-34.4 186 M440i xDrive 371 155 4.7 35.3 182 The world’s first off-road coupé, but appearances make it difficult 420d 188 146 7.3 56.5 130 to love. LxWxH 4909x1989x1702 Kerb weight 2065kg Ateca 5dr hatch £40,105–£45,480 AAABC 420d xDrive 188 145 7.6 53.3 138 xDrive40i 338 155 5.5 28.0-28.5 225-230 First model from Seat’s stand-alone performance brand has decent xDrive M50i 523 155 4.3 23.5 272 pace and precision. LxWxH 4376x1841x1615 Kerb weight 1615kg 5 Series 4dr saloon £40,125–£104,380 AAAAB X6 M Competition 623 155 3.8 22.4 287 2.0 TSI 300 296 153 5.2 32.5 197 The perfect compromise between the comfy E-Class and dynamic xDrive30d 254 143 6.7 42.2-42.8 172-176 XF, and then some. LxWxH 4936x2126x1479 Kerb weight 1530kg xDrive40d 340 154 5.5 38.7-39.8 187-191 Formentor 5dr SUV £28,895–£44,225 AAAAC 520i 181 146 7.8 44.8-45.6 142-145 Bespoke SUV delivers a well-rounded, sure-footed and rewarding 530e 288 146 5.9 117.7-128.4 32-43 X7 5dr SUV £80,495–£97,670 AAAAC drive. LxWxH 4450x1839x1511 Kerb weight 1569kg 530e xDrive 288 146 5.9 134-166 38-48 BMW’s largest SUV yet crowns the line-up, but faces strong 1.5 TSI 150 148 127 8.9 43.5-44.8 143-148 545e xDrive 394 155 3.8 128-134 49-51 competition. LxWxH 5151x2000x1805 Kerb weight 2395kg 2.0 TSI 190 188 137 7.1 36.2-37.7 171-176 M550i xDrive 528 155 3.8 25.9 247 xDrive40i 338 155 6.1 28.7 249-250 1.4 eHybrid 204 201 127 7.8 201.8-235 33-37 M5 Competition 616 155 3.3 25.4 252 xDrive M50i 523 155 4.7 22.1 283-291 1.4 eHybrid 245 242 130 7.0 176.6-188 33-35 520d 187 147 7.5 57.6-58.9 126-129 xDrive40d 340 152 6.1 36.2 203-204 2.0 TSI 310 310 155 4.9 32.8-33.2 193-194 520d xDrive 187 144 7.6 54.3-55.4 132-135 DACIA 530d xDrive 261 155 5.4 51.4-52.3 143-145 i3 5dr hatch £33,805–£34,805 AAAAB Our favourite high-end small car happens to be an EV, and it could Sandero 5dr hatch £11,245–£12,845 AAAAC 5 Series Touring 5dr estate £42,710–£57,930 AAAAB change motoring. LxWxH 3999x1775x1578 Kerb weight 1245kg Still as cheap, remarkably likeable and usable as most recent The excellent 5 Series made in more practical form. The 520d is 120Ah 167 93 7.3 181 0 superminis. LxWxH 4088x1848x1499 Kerb weight 1130kg still the best. LxWxH 4942x2126x1498 Kerb weight 1630kg 120Ah S 180 99 6.9 175 0 1.0 TCe 90 111 11.7 53.3 120 520i 181 139 8.2 40.4-42.2 152-160 1.0 TCe Bi-Fuel 99 114 11.6 52.3 123 530e 292 140 6.1 156.9-176.6 35-40 iX3 5dr SUV £60,970–£63,970 AAAAC 530e xDrive 292 140 6.1 134.5-156.9 42-47 All-electric SUV is brisk, agile, versatile and competitive with its Sandero Stepway 5dr hatch £12,745–£15,145 AAABC 540i xDrive 335 155 5.1 34.9-35.8 179-185 closest rivals. LxWxH 4584x1852x1640 Kerb weight 2185kg A more expensive and slightly more rugged cheap car – but still 520d 187 147 7.8 52.3-55.4 134-142 80kWh 282 112 6.8 286 0 limited. LxWxH 4099x1848x1535 Kerb weight 1040kg 520d xDrive 187 144 7.9 49.6-52.3 140-148 1.0 TCe 88 107 12 50.4 127 530d xDrive 261 155 5.6 46.3-47.9 160 i4 4dr saloon £51,905–£63,905 AAAAC 1.0 TCe 100 Bi-Fuel 99 109 11.9 48.7 130-131
3 Series Touring 5dr estate £35,085–£53,385
7 Series 4dr saloon £76,405–£92,260
Duster 5dr SUV £14,495–£20,545
730d xDrive 740d xDrive
1.0 TCe 90 1.3 TCe 130 1.3 TCe 150 1.0 TCe 100 Bi-Fuel 1.5 dCi 115 1.5 dCi 115 4x4
261 315
155 155
5.8 5.2
8 Series 2dr coupé/2dr open £74,665–£133,450
47.1-47.9 155-158 46.3-47.1 158-159 AAAAC
Has dynamism to spare but not quite the breadth of ability of the best sporting GTs. LxWxH 4843x1902x1341 Kerb weight 1830kg
xDrive 40 xDrive 50 M60
326 523 623
Z4 2dr coupé £39,545–£51,295
124 124 155
6.1 4.6 3.8
256 375 346
0 0 0
AAAAC
A value champion. If cheap family transport is what you require, the Duster delivers. LxWxH 4341x2052x1633 Kerb weight 1189kg 89 128 148 99 113 113
103 120 125 106 113 108
13.5 10.6 9.7 14.4 10.3 12.1
46.3 45.6 44.8 TBC 57.7 51.4
139 141 143 146 128 143
Jogger 5dr MPV £14,995–£17,395 AAAAB AAAAC A real reason for families to flock to Dacia dealers. Basic to drive
Better to drive than ever but makes a better open-top cruiser than a true sports car. LxWxH 4689x1942x1293 Kerb weight 1485kg
AAAAB 840i 335 155 5.0 33.2-33.6 193-194 M850i xDrive 523 155 3.7 24.8-25.2 255-260 sDrive20i 195 155 6.6 39.8-40.4 160-161 M8 Competition 623 155 3.2-3.3 25.2-25.4 252-254 sDrive30i 255 155 5.4 39.8 161-162 220i 184 147 7.5 44.1 145 840d xDrive 316 155 4.9 40.4 183-184 sDrive M40i 338 155 4.6 35.8 181 M240i xDrive 374 155 4.3 34.4 186 C AT E R H A M 220d 188 147 6.9 60.1 122 8 Series Gran Coupé 4dr saloon £72,615–£123,950 AAAAC Four-door grand tourer offers greater practicality than its two-door Seven 2dr open £22,990–£53,885 AAAAB 2 Series Gran Coupé 4dr saloon £27,890–£39,315 AAACC siblings. LxWxH 5072x1932x1397 Kerb weight 1800kg The 360 is the sweet spot, giving the Seven just the right hit of Blends 1 Series platform with rakish looks, but lacks the coupé’s 840i 335 155 5.2 33.2 194 performance. LxWxH 3100x1575x1090 Kerb weight 490kg driver appeal. LxWxH 4526x1800x1420 Kerb weight 1350kg M850i xDrive 523 155 3.9 24.6 260 660cc Suzuki 170 84 105 6.9 58.4 109 218i 138 134 8.7 46.3-47.1 136-138 M8 Competition 623 155 3.2 25.4 254 2.0 Duratec 360 180 130 4.8 NA NA 220i 178 148 7.1 46.3-47.1 136-139 840d xDrive 316 155 5.1 39.8 187 2.0 Duratec 420 210 136 3.8 NA NA M235i xDrive 302 155 4.9 37.2 172 2.0 Supercharged 620S 310 145 3.4 NA NA 218d 148 138 8.6 58.9-60.1 123-125 2.0 Supercharged 620R 310 155 2.8 NA NA 220d 188 148 7.5 56.5-57.6 129-131
Takes everything positive about its predecessor and refines it further. LxWxH 4537x2068x1390 Kerb weight 1490kg
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Fast, refined and with lots of traditional appeal to convert AAAAC sceptics. LxWxH 4783x1852x1448 Kerb weight 2215kg Rules on in-car entertainment and diesel sophistication; otherwise eDrive40 338 118 5.7 352-365 0 1 Series 5dr hatch £26,450–£38,440 AAAAB too bland. LxWxH 5098x1902x1478 Kerb weight 1755kg M50 542 140 3.9 318 0 May not drive like a traditional BMW but delivers on upmarket hatch 740i 338 155 5.5 34-35.8 180-190 values. LxWxH 4319x1799x1434 Kerb weight 1365kg 750i xDrive 527 155 4.0 26.4 243-245 iX 5dr SUV £69,905–£111,906 AAAAC 118i 138 132 8.5 46.3-47.1 130-134 745e 283 155 5.1-5.2 104.6-141.2 46 Comfort conscious yet strong and athletic. A bold new flagship for 128ti 261 155 6.1 40.9 157 730d 261 155 6.1 49.6-51.4 144-148 BMW’s EV family. LxWxH 4953x2230x1696 Kerb weight 2510kg BMW
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Mid-engined chassis brings handling smarts the ’Vette has never known the likes of. LxWxH 4634x1935x1235 Kerb weight 1655kg
AAAAA 8.4 7.1 7.6 5.8 5.9 5.9 4.4 3.9 3.5 8.3-8.4 6.8-7.1 6.9 5.5 5.1 4.6
hp
Corvette 2dr coupé/2dr open £77,200–£89,410
Latest 3 Series has a growth spurt, but size is no obstacle for an engaging drive. LxWxH 4709x1827x1442 Kerb weight 1450kg 318i 320i 320i xDrive 330i Q7 5dr SUV £59,745–£99,720 AAAAC 330e Unengaging to drive and light on feel, but the cabin is both huge 330e xDrive and classy. LxWxH 5052x1968x1740 Kerb weight 2060kg M340i xDrive 3.0 V6 55 TFSI quattro 338 155 5.9 25.4-27.4 233-253 M3 Competition 3.0 V6 55 TFSIe quattro 376 149 5.9 108.6-113 56-58 M3 xDrive Competition 3.0 V6 60 TFSIe quattro 462 149 5.4 97.4-100.9 65-66 318d 4.0 SQ7 quattro 435 155 4.1 29.4-30.1 245-251 320d 3.0 V6 45 TDI quattro 228 142 7.3 32.1-34.0 217-230 320d xDrive 3.0 V6 50 TDI quattro 282 152 6.3 32.1-34.0 217-230 330d 330d xDrive Q8 5dr SUV £69,165–£124,685 AAAAC M340d xDrive
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CHEVROLET
AAAAC
Proves there’s still a place for the MPV in this SUV-led world. LxWxH 4354x1800x1555 Kerb weight 1545kg 220i 223i 218d
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but very versatile. LxWxH 4547x1848x1632 Kerb weight 1205kg 1.0 TCe
107
114
11.2
49.6
130-131
DS
3 Crossback 5dr SUV £23,520–£40,800
AAABC
First foray into compact SUVs comfortably competes with more established rivals. LxWxH 4118x1802x1534 Kerb weight 1205kg 1.2 PureTech 100 1.2 PureTech 130 1.2 PureTech 155 1.5 BlueHDI 100 50kWh E-Tense
98 128 153 98 132
112 124 129 112 93
10.9 9.2 8.2 11.4 8.7
80.4 47.1 46.6-52.0 62.7 191-206
127 141 127-143 123 0
20 APRIL 2022 AUTOCAR.CO.UK 73
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Focus Estate 5dr estate £24,125–£35,785
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Almost as good to drive as the hatch, but a Skoda Octavia will carry more. LxWxH 4669x1825x1481 Kerb weight 1485kg 1.0 Ecoboost 125 1.0 Ecoboost MHEV 155 2.3T Ecoboost 280 ST 1.5 EcoBlue 120 1.5 EcoBlue 150 2.0 EcoBlue 190 ST
123 152 276 118 148 188
120-123 127-130 155 118-120 127-129 137
10.3-10.6 9.4-9.7 5.8-6.0 10.3-11.1 8.7-9.3 7.7
55.4 55.4 35.3 62.8 60.1 50.4
S-Max 5dr MPV £37,780–£43,040
98-116 116 183 119 125 148 AAAAC
Better to drive and better looking than most but not quite the class leader it was. LxWxH 4976x1916x1655 Kerb weight 1645kg 2.5 FHEV 190
4 5dr hatch £26,350–£43,100
188
115
9.8
44.1
147
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HR-V 5dr SUV £27,960–£32,660
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Fine ergonomics and big on superficial charm, but ultimately leaves us cold. LxWxH 4340x1790x1582 Kerb weight 1380kg 1.5 eHEV
P
106
10.7
2.0 i-MMD hybrid
52.3
181
112
9.2
38.2
162
NSX 2dr coupé £150,090
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Outstandingly broad-batted dynamically, plus a pleasant cabin. LxWxH 4954x1880x1457 Kerb weight 1545kg
CR-V 5dr SUV £31,470–£40,420
LxWxH 4605x1820x1685 Kerb weight 1515kg
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XF 4dr saloon £33,975–£44,800
122 2.0 P250 2.0 P300 AWD AAAAC 2.0 D200 Tardis-like SUV stalwart has lots of space for five and a big boot. 2.0 D200 AWD 131
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246 296 198 198
155 155 146 143
6.9 6.1 7.6 7.8
33.0-34.9 31.2-32.8 52.8-56.5 48.9-51.3
XF Sportbrake 5dr estate £37,190–£46,650
183-193 194-204 131-140 128-137
AAAAB
Superb XF is now available in the more practical Sportbrake form.
AAAAB It’s a win-win. LxWxH 4955x1880x1494 Kerb weight 1660kg Honda’s supercar given a modern reboot, and it’s some piece of 2.0 P250 246 150 7.1 32-33.7 189-199 engineering. LxWxH 4487x1939x1204 Kerb weight 1725kg 2.0 P300 AWD 296 155 6.2 29.9-31.2 204-213 3.5 V6 hybrid 573 191 2.9 26.4 242 2.0 D200 198 143 7.8 50.7-53.7 138-146 2.0 D200 AWD 198 143 8.0 47.0-49.1 151-157
HYU N DAI Lavish, high-riding hatchback gets serious about chasing premium Galaxy 5dr MPV £39,940 AAABC German rivals. LxWxH 4400x2061x1470 Kerb weight 1352kg Huge seven-seat MPV. Easy to place on the road but not cheap to i10 5dr hatch £13,420–£16,795 AAAAC F-Type 2dr coupé £56,035–£100,030 AAAAB 1.2 PureTech 130 128 130 9.3 41.4-48.6 132 buy. LxWxH 4848x1916x1747 Kerb weight 1708kg The smallest Hyundai matures and regains leadership of the city A full-blooded assault on Porsche’s backyard, with noise, power 1.6 PureTech 180 177 143 8.0 43.9 145 2.5 FHEV 190 188 115 10.0 43.5 148 car class. LxWxH 4035x1734x1474 Kerb weight 933kg and beauty. LxWxH 4482x1923x1311 Kerb weight 1525kg
1.6 PureTech 225 1.6 E-Tense 225 1.5 BlueHDI 130
223 223 128
146 145 129
7.9 7.7 10.9
43.7 146 176-232 27-35 51.4-61.2 121-144
7 Crossback 5dr SUV £33,125–£54,550
Facelifted version of the pumped-up Fiesta is okay, but developing- 1.2 MPi world roots show. LxWxH 4096x1765x1653 Kerb weight 1280kg
AAABC 1.0T Ecoboost 125
DS’s first premium SUV certainly has the right price tag, equipment 1.0T Ecoboost 140 and appeal. LxWxH 4570x1895x1620 Kerb weight 1420kg 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
AAAAC
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
155 33-35 41-43
FERRARI
Portofino 2dr open £166,295
AAAAC
The entry-level Ferrari has the power, the looks and the touring ability. LxWxH 4586x1938x1318 Kerb weight 1664kg 3.9T V8
1.0 MPi AAACC 1.0 T-GDi
Ecosport 5dr SUV £21,800–£23,000 123 138
111 115
11.0-11.6 47.1 10.2 47.1
Puma 5dr SUV £23,145–£32,595
135 136
1.0T Ecoboost MHEV 125 1.0T Ecoboost MHEV 155 1.5 Ecoboost ST
123 153 198
119 124 137
9.8 8.9 6.7
199
3.0T V6
819
205
44.1
F8 Tributo 2dr coupé/open £203,476
149 AAAAA
The last hurrah for the pure internal combustion V8-powered mid-engined Ferrari. LxWxH 4611x1979x1206 Kerb weight 1435kg
53.3 52.3 51.4
114-120 123 124 AAAAC
117 117 115 142
10.4 10.4 10.2 6.7
47.9-49.6 54.3-55.4 53.3 40.4
120 115-118 120 158
1.5T Ecoboost 150 2.5 FHEV 2.5 PHEV
148 198 223
121 122 125
9.7 9.1 9.2
41.5-42.8 151 51.4 125 201.8 32
Mustang Mach-E 4dr crossover £42,530–£66,280
What’s not to like? LxWxH 4784x1916x1381 Kerb weight 1653kg 444 453
155 163
4.8 4.6
23.5-23.9 268-274 22.8 260
6.1 34.0 188 11.0-11.2 58.9-60.1 121-122
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
Ioniq 5dr hatch £24,395–£34,050
AAABC
First attempt at electrification for the masses is a good effort. LxWxH 4470x1820x1450 Kerb weight 1370kg 139 139 132
115 110 110
155 177 186
5.7 4.6 3.7
29.9 215 26.0-26.8 239-246 26.4 243 AAAAB
Costs serious money, but you get a serious car with a likeable wild side. LxWxH 4482x1923x1308 Kerb weight 1545kg 2.0 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
nevertheless. LxWxH 4411x1984x1649 Kerb weight 1775kg 2.0 P250 2.0 P300 1.5 P300e 2.0 D165 2.0 D165 AWD 2.0 D200 AWD
10.8-11.1 61.4-62.8 102 10.8 256.8 26 10.6 194 0
Ioniq 5 5dr hatch £37,420–£47,890
245 295 305 163 163 201
143 151 134 128 124 131
6.6 5.9 6.5 10.0 9.8 8.4
29.8 28.3 143.1 43.4-45.4 42.9-43.4 42.9-43.0
F-Pace 5dr SUV £41,180–£78,165
215 226 44 163 171-172 170-173
AAAAC
Credible first SUV effort is as refined and dynamic as a Jaguar should be. LxWxH 4731x2071x1666 Kerb weight 1690kg
2.0 P250 AWD 3.0 P400 AWD AAABC 2.0 P400e AWD Another solid car. Good value and practical but lacks excitement. 5.0 V8 SVR 550 AWD LxWxH 4585x1795x1465 Kerb weight 1245kg 2.0 D165 AWD 1.0 T-GDi 120 118 117 11.4 47.9-49.6 130-139 2.0 D200 AWD 1.6 CRDi 136 134 123 10.9 56.5-57.6 126-127 3.0 D300 AWD
The GT is back as a race car for the road. Compelling if not perfect. Electric LxWxH 4808x1928x1692 Kerb weight 1912kg
296 444 518
F-Type Convertible 2dr open £64,685–£105,225
i30 Tourer 5dr estate £22,010–£26,460
1.6 Hybrid 141 AAAAC 1.6 Plug-in Hybrid 141
GT 2dr coupé £420,000
155 118
i30 Fastback 4dr saloon £25,960–£34,795 AAABC AAAAC Combines good looks with sensible practicalities and dynamic
Likeable, practical high-rise EV has only a badge in common with its coupé namesake. LxWxH 4712x1881x1597 Kerb weight 1993kg
5.0 V8 5.0 V8 Mach-1
2.0 T-GDi 275 N Performance 272 1.6 CRDi 115 113
2.0 P300 5.0 P450 5.0 P575
E-Pace 5dr SUV £41,515–£51,260 AAABC AAABC Misses the mark for keen drivers, but is still a desirable SUV
As good as we’ve come to expect from Hyundai, but not one inch Kuga 5dr SUV £27,895–£39,305 AAAAC better. LxWxH 4340x1795x1455 Kerb weight 1194kg All-new version of popular SUV mixes dynamism with practicality 1.0 T-GDi 120 118 118 11.1 45.6 121-122 and refinement. LxWxH 4614x1883x1678 Kerb weight 1698kg 1.5 T-GDi 157 130 8.6 42.2-46.3 142
3.5
2.9
14.6 10.5 12.6
Steady gains for a versatile runabout that, N version aside, still lacks personality. LxWxH 4035x1734x1474 Kerb weight 980kg
AAAAC 1.0 T-GDi 100 98 1.0 T-GDi 48V MHD 100 98 1.0 T-GDi 48V MHD 120 118 50.4 127 1.6 T-GDi N 201 50.4 127 41.5 155 i30 5dr hatch £21,260–£24,045
Roma 2dr coupé £175,000
Latest in a line of fabulous Ferraris gains EV ability but loses nothing in return. LxWxH 4656x1974x1301 Kerb weight 1470kg
97 115 106
i20 5dr hatch £16,500–£25,220
Compact crossover finally has a class leader capable of appealing to petrolheads. LxWxH 4186x1805x1554 Kerb weight 1280kg
14.7-28.0 230-436 68kWh Standard RWD 265 111 6.1 273 0 68kWh Standard AWD 265 111 5.6 248 0 AAAAB 88kWh Extended RWD 290 111 6.2 379 0 Gorgeous coupé is a proper grand tourer with a focus on usability. 88kWh Extended AWD 346 111 5.1 335 0 LxWxH 4656x1974x1301 Kerb weight 1570kg 88kWh GT AWD 487 124 4.4 310 0 3.9T V8 612 199 3.4 14.7-28.0 230-436 Mustang 2dr coupé/open £45,995–£56,995 AAAAC 296 GTB 2dr coupé £241,550 AAAAA American muscle built for the UK, in coupé and convertible forms. 591
67 99 84
246 394 398 548 163 197 296
135 155 149 178 121 130 143
7.3 5.4 5.3 4.0 9.9 8.0 6.4
30.4 28.8 112.5 23.1 45.4 45.4 38.1
I-Pace 5dr SUV £65,620–£76,920
214-220 222-230 51-55 275 165-171 165-171 195-202 AAAAB
Fast, refined and the first of its kind from a European manufacturer. LxWxH 4682x1895x1558 Kerb weight 2133kg EV400
398
124
4.5
292
0
JEEP
Compass 5dr SUV £29,895–£40,895
AAACC
AAAAC Wants to be a catch-all crossover but is beaten by more roadWon’t upend the electric SUV segment, but a compelling option in a focused rivals. LxWxH 4394x2033x1629 Kerb weight 1430kg 812 Superfast 2dr coupé/open £263,098–£446,970 AAAAA Ranger 4dr pick-up £24,369–£47,889 AAAAC developing class. LxWxH 4635x1890x1605 Kerb weight 1145kg 1.3 128 119 10.3 39.2-42.2 153 More powerful than the F12, but with better road manners making Capable pick-up becomes off-road monster in Raptor spec but 58kWh 170 115 8.5 240 0 1.5 48V MHEV 128 120 10.0 47.1-50.4 133-140 it the star of the range. LxWxH 4657x1971x1276 Kerb weight loses VAT incentives. LxWxH 5277x1977x1703 Kerb weight 1866kg 73kWh 217 115 7.4 300 0 1.3 4xe PHEV 238 124 7.3 141-156 44-47 1630kg 2.0 EcoBlue 130 128 106 13.5 42.8 173 73kWh AWD 305 115 5.2 268 0 3.9T V8 Tributo
710
211
2.9
21.9
6.5 V12 6.5 V12 Competizione
777 819
211 211
2.9 2.9
11.2-20.0 320 13.9 385
SF90 Stradale 2dr coupé/open £379,000–£425,000
292
3.5 V6 Ecoboost
650
216
3.0
TBC
2.0 EcoBlue 170 2.0 EcoBlue 213 3.2 Duratorq TDCI 200
158 210 197
109 106 109
11.8 10.5 10.6
40.4-43.5 184-207 30.7 201-233 32.1-36.2 221-231
TBC
AAAAA
Renegade 5dr SUV £25,310–£36,250 AAABC AAAAC Middling compact crossover with chunky looks but no obvious
Bayon 5dr crossover £20,520–£24,770
Much better at meeting your motoring needs than kindling your affections. LxWxH 4180x1775x1500 Kerb weight 1233kg
GENESIS Plug-in hybrid doesn’t do things conventionally. A 986bhp technical 1.0 T-GDi 48V MHEV 98 113 10.7 53.3 120-121 masterpiece. LxWxH 4710x1972x1186 Kerb weight 1570kg G70 4dr saloon £33,400–£40,480 AAABC 1.0 T-GDi 48V MHEV 120 118 115 10.4 53.3 121 4.0T V8 986 211 2.5 46.3 154 Likeable left-field choice has style but struggles to threaten the establishment. LxWxH 4685x1850x1400 Kerb weight 1675kg Kona 5dr crossover £21,615–£37,200 AAAAC F I AT 2.0T 197 197 139 9.1 35.4 181 Hyundai’s first crossover is the perfect blend of practicality, value 500 3dr hatch/2dr open £14,005–£33,835 AAABC 2.0T 245 245 149 6.1 35.4 181 and style. LxWxH 4165x1800x1550 Kerb weight 1233kg Super-desirable, cute city car. Pleasant, if not involving to drive – 2.2D 200 200 143 7.4 44.5 166 1.0 T-GDi 120 118 112 12.0 44.1-44.8 142-147 and better as an EV. LxWxH 3571x1627x1488 Kerb weight 865kg 1.6 GDi Hybrid 134 119 10.2 52.3 114-123
1.0 Mild Hybrid Electric 24kWh Electric 42kWh
69 95 118
104 84 93
13.8 9.5 9.0
53.3 118 199
119-121 0 0
G70 Shooting Brake 5dr estate £35,250–£41,880
AAAAC 2.0 T-GDI N
Best-looking Genesis yet is also the best to drive, despite slightly Electric 39kWh flat four-pot engines. LxWxH 4685x1850x1400 Kerb weight 1717kg Electric 64kWh
2.0T 197 AAACC 2.0T 245 A costly option but has some style to fill out some of its missing 2.2D 200
500L 5dr MPV £18,525–£21,825
197 245 198
135 146 140
9.3 6.4 7.7
32.5-34.0 193-204 32.5-34.0 193-204 41.8 175
Nexo 5dr SUV £69,495
278 134 201
149 96 104
5.5 9.6 7.6
32.8 180 280
194 0 0
charm. LxWxH 4236x1805x1667 Kerb weight 1346kg 1.0 GSE T3 120 1.3 GSE T4 150 1.3 Turbo 4xe 1.3 Turbo 4xe Trailhawk
118 148 188 238
115 122 113 124
11.2 9.4 7.5 7.1
38.2 151 38.2-39.8 151 122.8-134.5 42-49 117.7-128.4 51-53
Wrangler 2dr/4dr SUV £51,600–£56,600
AAAAC
Heavy-duty off-roader goes anywhere but lacks on-road manners. LxWxH 4223x1873x1840 Kerb weight 1827kg 2.0 GME
265
110
7.3-7.6
25.4-26.4 248-254
KIA
Picanto 5dr hatch £11,450–£16,250
AAAAC
A pleasingly well-rounded and charming value offering, but not in
AAABC all of its guises. LxWxH 3595x1595x1485 Kerb weight 977kg Impressive effort that heads in the right direction for fuel cell cars. 1.0 66 100 16.6 53.3 119 substance. LxWxH TBC Kerb weight 1245kg LxWxH 4670x2060x1640 Kerb weight 1814kg 1.0 T-GDi 99 112 9.9 48.7 120 1.4 95hp 93 103-111 13.4 38.7-39.8 166-170 GV70 5dr SUV £39,450–£44,370 AAAAC 95kW fuel cell 161 130 9.6 42.0mpkg 0 Wilfully different from the posh SUV competition and none the Rio 5dr hatch £14,110–£20,600 AAABC 500X 5dr hatch £20,885–£27,585 AAABC worse for it. LxWxH 4715x1910x1630 Kerb weight 2010kg Tucson 5dr SUV £29,110–£42,030 AAAAC More comfortable and more grown-up in fourth-gen form, but not Familiar styling works rather well as a crossover. Drives okay, too. 2.5T 301 149 6.1 29.7 216 Shows Hyundai can do both style and substance. A family SUV any more fun. LxWxH 4065x1993x1450 Kerb weight 1143kg LxWxH 4248x1796x1600 Kerb weight 1295kg 2.2D 207 133 7.9 40.0 185 that’s easy to like. LxWxH 4500x1865x1653 Kerb weight 1425kg 1.2 DPi 83 108 12.7 52.3 120-122 1.0 120hp 118 117 10.9 42.2-45.6 142-153 1.6 T-GDi 150 148 117 10.3 40.9 156 1.0 T-GDi 99 115 10.0 53.3 120 1.3 148 129 9.6 44.1§ 145 G80 4dr saloon £37,460–£48,150 AAAAC 1.6 T-GDi 48V MHEV 150 148 117 9.6 43.5 144-151 1.0 T-GDi 48V 118 118 9.8 51.4 118-125 A luxury car for those who’ve had their fill of the typical premium 1.6 T-GDi 48V MHEV 180 178 125 9.0 39.8 162 Panda 5dr hatch £13,655–£19,055 AAABC options. LxWxH 4995x1925x1465 Kerb weight 1930kg 1.6 TGDi Hybrid 228 120 8.0 50.4 127 Ceed 5dr hatch £20,105–£27,585 AAAAC Hasn’t kept pace with its rivals, but sells robust, practical charm 2.5T 301 155 6.0 31.0 205 1.6 TGDi Plug-in hybrid 263 119 8.6 201.8 31 Third-generation hatchback can now compete for class honours. better than most. LxWxH 3653x1643x1551 Kerb weight 940kg 2.2D 207 147 8.0 44.8 164 LxWxH 4310x1800x1447 Kerb weight 1315kg 0.9 Twinair 85 83 103-110 11.2-12.1 37.2 166-168 Santa Fe 5dr SUV £40,685–£49,160 AAABC 1.0 T-GDi 118 116 116 10.9 47.9-50.4 122-126 1.0 Mild Hybrid 69 96 14.7 50.4-52.3 126-132 GV80 5dr SUV £56,715–£62,415 AAABC Superficial charm and an expansive cabin but not much polish to 1.5 T-GDi 158 156 128-130 8.6-8.9 43.5-46.3 129-135 Rich, spacious and comfortable but not a world-class luxury car the powertrain. LxWxH 4785x1900x1710 Kerb weight 2005kg 1.6 T-GDi 201 198 142 7.5 38.2 153 Tipo 5dr hatch £19,595–£21,595 AAABC just yet. LxWxH 4945x1975x1715 Kerb weight 2145kg 1.6 TGDi Hybrid 228 116 8.9-9.1 42.2 145-168 1.6 CRDi 48V 134 124 9.8 57.6 118-120 A ’90s reboot that has been on a diet. Decent to drive and ample 2.5T 301 147 7.7 26.2 240 1.6 TGDi Plug-in hybrid 262 116 8.8 173.7 37 interior space. LxWxH 4368x1792x1495 Kerb weight 1195kg 3.0D 278 143 7.5 33.2 220 Ceed Sportswagon 5dr estate £20,805–£25,210 AAAAC JAG UAR 1.0 100hp 98 119 11.8 51.4 125 All of the above, but with cavernous, more practical load space. G I N E T TA 1.0 Cross 98 114 12.2 49.6 130 XE 4dr saloon £30,210–£40,180 AAAAB LxWxH 4600x1800x1465 Kerb weight 1389kg G40 Club Car 2dr coupé £35,000 (+champ pack) AAABC Tops the pile thanks to outstanding driver appeal. Poised and 1.0 T-GDi 118 116 118 10.9 47.1 121-127 FORD A balanced, affordable and fine-looking track-day car. Some of the engaging but refined. LxWxH 4678x1850x1416 Kerb weight 1450kg 1.5 T-GDi 158 156 128-130 8.6-8.9 43.5-46.3 131 Fiesta 3dr/5dr hatch £17,070–£26,140 AAAAB finish isn’t quite up to snuff. LxWxH TBC Kerb weight 840kg 2.0 P300 AWD 296 155 5.9 30.8-32.4 197-207 1.6 CRDi 48V 134 124 10.0 57.6 121-126 Dynamically superb and continues the Fiesta legacy. No longer the 1.8 Zetec 135 125 TBC NA NA 2.0 D200 198 146 7.3 54.0-57.7 128-137 class leader, though. LxWxH 4040x1735x1476 Kerb weight 1113kg Proceed 5dr hatch £25,480–£29,180 AAABC H O N DA 1.1 75 73 103 14.5 53.3 121 Alluring and interesting, but not quite as special to drive as it looks. 1.0 Ecoboost 100 98 112 10.8 53.3 120 E 5dr hatch £34,365–£36,865 AAABC LxWxH 4605x1800x1422 Kerb weight 1405kg 1.0 Ecoboost MHEV 125 123 126 9.4 56.5 96-121 Eminently likeable, with good dynamics but a limited range and 1.5 T-GDi 158 156 128-130 8.6-8.9 43.5-46.3 131-136 1.0 Ecoboost MHEV 155 153 136 8.9 55.4 104-123 ambitious price. LxWxH 3894x1752x1512 Kerb weight 1520kg 1.6 T-GDi 201 198 140 7.2 39.3 163 1.5T Ecoboost 200 ST 197 144 6.5 42.8 149 36kWh 136 90 9.0 137 0 36kWh Advance 154 90 8.3 136 0 Xceed 5dr hatch £21,255–£35,105 AAABC Focus 5dr hatch £22,965–£34,385 AAAAB Crossover-styled hatch that drives well, but lacks practicality and Better to drive and look at than before, and impressively good Jazz 5dr hatch £19,910–£25,325 AAAAC polish. LxWxH 4395x1826x1483 Kerb weight 1332kg value. LxWxH 4378x1825x1471 Kerb weight 1369kg Not the most compact or vivacious but has decent handling and is 1.0 T-GDi 118 116 115 10.9 45.6 140-146 1.0 Ecoboost MHEV 125 123 124 10.0-10.3 55.4 116 cleverly packaged. LxWxH 4044x1694x1526 Kerb weight 1300kg 1.5 T-GDi 158 156 129 8.7 44.8 142-143 1.0 Ecoboost MHEV 155 152 129-131 9.2-9.5 55.4 116 1.5 i-MMD 109 108 9.4-9.9 62.8 102-110 1.6 GDi PHEV 137 99 10.6 217.3 38 2.3T Ecoboost 280 ST 276 155 5.7 34.3 187 1.5 EcoBlue 120 118 117-122 10.0-10.8 62.8 119-127 Civic 5dr hatch £22,590–£40,090 AAAAC EV6 5dr hatch £40,945–£51,945 AAAAC
74 AUTOCAR.CO.UK 20 APRIL 2022
A fresh look while remaining practical, refined and upmarket. Lacks some dynamism. LxWxH 4518x1799x1434 Kerb weight 1275kg
Swish, spacious and swift enough to become the pick of the EV crossover bunch. LxWxH 4680x1880x1550 Kerb weight 2090kg
1.0 VTEC Turbo 126 2.0 VTEC Turbo Type R
77.4kWh 77.4kWh AWD
124 315
125-126 10.2-11.2 47.9 169 5.8 33.2
124-141 191-193
226 321
114 116
7.3 5.2
328 300
0 0
N E W CAR PR I CES P
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7.6
280
Stinger 4dr saloon £43,305
2.0 e-Skyactiv-G 2.0 e-Skyactiv-X 186
360
168
4.7
27.7
233 AAABC
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
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AAAAC
120 183
122 134
10.4 8.1
50.4 53.3
6 4dr saloon £25,440–£32,820
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
)
AAABC
A compelling mix of size, economy and performance. Interior is a let-down. LxWxH 4870x1840x1450 Kerb weight 1465kg
Range Rover 5dr SUV £94,400-£173,200
ES 4dr saloon £37,105–£50,655
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
LAMBORGHINI
LEXUS
limited range. LxWxH 4395x1795x1555 Kerb weight 1645kg
AAABC 35.5kWh 143 87 9.7 124 0 AAAAC Gatecrashes the German-controlled saloon market in a way the GS could never manage. LxWxH 4975x1865x1445 Kerb weight 1680kg MX-5 2dr open £24,755–£30,870 AAAAA 2.5 VVT-i ES 300h 218 112 8.9 53.2 119 Brilliantly packaged, priced and perfectly poised but more vibrant NA than the original. LxWxH 3915x1735x1225 Kerb weight 1050kg NA LS 4dr saloon £78,925–£105,405 AAABC 1.5 Skyactiv-G 132 129 127 8.3 44.1 142 Luxury saloon gets more tech and opulence but is let down by its 2.0 Skyactiv-G 184 181 136 6.5 40.4 153
hybrid powertrain. LxWxH 5235x1900x1460 Kerb weight 2270kg
Huracán 2dr coupé/open £167,180–£262,312
AAAAC 3.5 V6 VVT-i LS 500h
Junior Lambo mixes usability and drama skilfully, in both coupé and Spyder forms. LxWxH 4459x1924x1165 Kerb weight 1389kg 5.2 V10 Evo RWD 5.2 V10 Evo 5.2 V10 STO
Seminal luxury SUV’s new generation covers even more bases than before. LxWxH 5052x2047x1870 Kerb weight 2379kg
348
155
5.4
30.7-36.6 175-208
RC 2dr coupé £66,050–£81,550
MX-5 RF 2dr open £26,695–£32,970
AAAAA
Remains perfectly poised and vibrant, even with a folding metal
AAABC roof. LxWxH 3915x1735x1230 Kerb weight 1090kg 330-335 An also-ran, but the V8 RC F packs plenty of character and handles 1.5 Skyactiv-G 132 129 126 8.6 44.1 142 332-338 well enough. LxWxH 4695x1840x1395 Kerb weight 1736kg 2.0 Skyactiv-G 184 181 124-126 7.9-8.7 37.7-40.4 155 331 5.0 V8 RC F 470 168 4.5 23.9 268
202 201 202
3.3 2.9 3.0
20.5 20.3 20.3
could be sweeter. LxWxH 4797x2030x1136 Kerb weight 1575kg
LxWxH 4770x1920x1345 Kerb weight 1935kg
6.5 V12 S 6.5 V12 SVJ 6.5 Ultimae
5.0 V8 LC 500 3.5 V6 LC 500h
730 759 778
217 217 221
2.9 2.8 2.8
15.4 15.8 13.0
499 486 442
457 354
168 155
4.7 5.0
LxWxH 4539x1976x1193 Kerb weight 1419kg
24.3 34.8
262 184
3.0 V6 PHEV
185
GT 2dr coupé £165,300
677
205
3.0
51.1
129
720S 2dr coupé/open £221,800–£250,290
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May use A-Class underpinnings, but engineered to be much sportier to drive. LxWxH 4688x1830x1444 Kerb weight 1490kg 133 161 215 222 302 415 185
134 142 149 155 155 168 152
9.0 8.2 6.8 6.3 4.9 4.0 7.1
47.9 42.8-47.9 282.5 38.7-42.2 34.9-37.2 33.2 53.3-57.7
CLA Shooting Brake 5dr estate £32,695–£60,150
138-140 138-140 23 154-155 177-187 200-202 132
AAABC
The most practical of the A-Class range, but it suffers for its challenging styling. LxWxH 4688x1830x1447 Kerb weight 1430kg 1.3 CLA 180 1.3 CLA 200 2.0 CLA 250 1.3 CLA 250e 2.0 AMG CLA 35 4Matic 2.0 AMG CLA 45 S 4Matic+ 2.0 CLA 220d
133 161 222 215 302 415 185
130 140 155 146 155 168 147
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
B-Class 5dr hatch £28,450–£39,845
140-141 141-142 157-159 24 183-191 203-205 135-136
AAABC
A slightly odd prospect, but practical and classy nonetheless. LxWxH 4393x1786x1557 Kerb weight 1395kg 1.3 B180 1.3 B200 1.3 B250e 1.5 B180d 2.0 B200d 2.0 B220d
134 159 215 114 148 187
132 139 146 124 136 145
9.0 8.2 6.8 9.8 8.3 7.2
45.6 46.3 235.4 61.4 57.7 56.5
C-Class 4dr saloon £38,785–£52,125
140-142 140-142 27 137-138 134-144 136-137 AAAAC
Sumptuous interior and impressive tech, but let down by harsh suspension. LxWxH 4751x2033x1437 Kerb weight 1650kg 1.5 C200 2.0 C300 2.0 C300e 2.0 C220d 2.0 C300d
221 278 331 218 283
153 155 152 152 155
7.3 6.0 6.1 7.3 5.7
C-Class Estate 5dr estate £40,420–£53,425
44.1 42.2 256.8 61.4 55.4
146 152-159 14-24 120-127 133-139 AAABC
Impressive and tech-filled inside, albeit in a curiously unsatisfying dynamic package. LxWxH 4755x2033x1494 Kerb weight 1710kg 1.5 C200 2.0 C300 2.0 C300e 2.0 C220d 2.0 C300d
221 278 331 218 283
149 155 151 151 155
7.5 6.0 6.2 7.4 5.8
C-Class Coupé 2dr coupé £40,695–£85,860
38.1-43.4 41.0 403.6 57.7 54.4
149-168 157 15 129 136
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 McLAREN 4.0 V8 AMG C63 S Aventador 2dr coupé/open £274,106–£439,801 AAAAC LC 2dr coupé/open £83,550–£102,725 AAAAC Artura 2dr coupé £185,725 CCCCC 2.0 C220d Big, hairy V12 has astonishing visuals and performance. Handling Superb-looking coupé shows flickers of what made the LFA great. Woking’s electrification era begins here - we’ve yet to test it. 2.0 C300d 4Matic 608 631 631
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CLA Coupé 4dr saloon £33,345–£61,075
124-127 118-121
AAAAB 2.0 Skyactiv-G 143 129 9.9 42.2 152 2.0 Skyactiv-G 163 134 9.4 42.2 152 2.0 Skyactiv-G GT 191 142 8.1 38.2 167 3.0 P400 398 150 5.8-6.1 28.5-29.3 218-225 Stonic 5dr SUV £18,900–£22,950 AAABC 3.0 P440e 438 140 6.0 321.9 20-21 6 Tourer 5dr estate £26,440–£34,160 AAABC Kia’s first crossover is striking and reasonably good considering 3.0 P510e 508 150 5.5 318.4 20-21 Attractively styled and spacious inside, but only average to drive. the value. LxWxH 4140x1760x1520 Kerb weight 1160kg 4.4 P530 V8 527 155 4.6-4.8 24.0-24.2 264-267 LxWxH 4805x1840x1480 Kerb weight 1465kg 1.0 T-GDi 116 115 9.9 46.3-47.1 137 3.0 D300 289 135 6.9 35.8-36.7 204-207 2.0 Skyactiv-G 143 128 10.0 41.5 155 3.0 D350 348 145 6.1-6.3 35.1-36.5 203-211 2.0 Skyactiv-G 163 133 9.4 41.5 155 Sportage 5dr SUV £26,135–£43,740 AAABC 2.0 Skyactiv-G GT 191 139 8.1 37.2 172 Does refinement, handling precision, tech, space and alternative Discovery Sport 5dr SUV £33,095–£53,510 AAAAB style well. LxWxH 4515x1865x1650 Kerb weight 1715kg Seven seats, at home on road and off road, plus new-found CX-30 5dr SUV £23,745–£33,545 AAAAC 1.6T GDi 148 117 9.9 41.5 154 desirability. LxWxH 4597x2069x1727 Kerb weight 1732kg Dynamic qualities, a classy interior and a handsome look set it 1.6T GDi 48V 148 117 9.3 41.5 146 2.0 P250 247 140 8.1 30.1 211 apart from rivals. LxWxH 4395x1795x1540 Kerb weight 1334kg 1.6T GDi 48V DCT AWD 148 117 9.4 40.4 158 2.0 P290 288 144 7.5 29.7 214 2.0 e-Skyactiv-G 120 116 10.6 47.9 134 1.6T GDi HEV 226 120 7.7 49.6 129 1.5 P300e 298 130 6.6 143.4-158.6 40-44 2.0 e-Skyactiv-X 186 183 127 8.3 50.4 127 1.6T GDi HEV AWD 226 120 8.0 44.1 146 2.0 D165 162 112 10.6 41.5 179 1.5T GDi PHEV AWD 261 119 7.9 252 25 2.0 D200 201 117 8.9 41.5 179 CX-5 5dr SUV £28,145–£37,785 AAAAC 1.6 CRDi 113 108 11.7 53.3 138 Offers powerful diesel engines and strong performance, plus a 1.6 CRDi 48V 134 112 11.0 54.3 135 Discovery 5dr SUV £54,530–£73,250 AAAAB welcoming interior. LxWxH 4550x1840x1675 Kerb weight 1575kg The country bumpkin given elocution lessons without losing its 2.0 165 162 125 10.3 38.7 152-154 Sorento 5dr SUV £40,060–£54,195 AAABC rugged capabilities. LxWxH 4956x2073x1888 Kerb weight 2115kg 2.5 194 191 121 9.2 35.3 182 Lacks polish, but its abundant utility appeal and value shine 2.0 P300 296 125 7.3 24.9-25.1 254-256 2.2d 150 148 127 9.9 50.4 151-154 through. LxWxH 4810x1900x1695 Kerb weight 2006kg 3.0 P360 355 130 6.5 26.0-26.4 241-245 2.2d 184 181 129 9.3 42.8 175 1.6 T-GDi HEV 226 119 8.7 40.9 158-166 3.0 D250 246 120 8.1 33.4-33.7 220-222 1.6 T-GDi PHEV 261 119 8.4 176.6 38 3.0 D300 296 130 6.8 33.2-33.5 221-223 MX-30 5dr SUV £28,645–£32,945 AAAAC 2.2 CRDi 199 127 9.1 42.2 176 Classy and affordable all-electric crossover marred only by its KTM
P
1.3 CLA 180 1.3 CLA 200 1.3 CLA 250e 3 saloon 4dr saloon £25,455–£29,555 AAAAC 2.0 CLA 250 Refined and dynamically satisfying in a saloon bodystyle. 2.0 AMG CLA 35 4Matic LxWxH 4460x1795x1440 Kerb weight 1405kg 2.0 AMG CLA 45 S 4Matic+ 2.0 e-Skyactiv-X 186 183 134 8.1 56.5 114-117 2.0 CLA 220d
0 AAABC
Niro 5dr SUV £25,705–£39,695
hp
Pleasing dynamism teamed with good practicality and punchy diesel engines. LxWxH 4460x1795x1435 Kerb weight 1411kg
Sleek coupé-shaped saloon has the appeal and dynamics to rival Europe’s best. LxWxH 4830x1870x1400 Kerb weight 1717kg 3.3 V6 T-GDi
r (b
)
3 5dr hatch £22,455–£29,555
AAAAC
Electric-only hatch with looks that divide opinion, but competitive range. LxWxH 4220x1825x1605 Kerb weight 1757kg 64kWh
P
e ow
h mp
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 £44,270–£88,700
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
AAAAA the roof off. Bingo. LxWxH 4686x1810x1409 Kerb weight 1645kg NX 5dr SUV £38,250–£57,700 AAAAC The start of an era for McLaren and what a way to begin it is. 1.5 C200 181 146 7.9 36.2-40.4 167-168 Urus 5dr SUV £177,297–£197,150 AAAAC PHEV option and welcome cabin overhaul sustain the allure of the LxWxH 4543x2059x1196 Kerb weight 1419kg 2.0 C300 258 155 6.3 34.0-37.7 173-184 Lambo’s second SUV is more alluring and aims to use the V8’s firm’s best-seller. LxWxH 4660x1865x1640 Kerb weight 1990kg 4.0 V8 710 212 2.9 23.2 276 3.0 V6 AMG C43 4Matic 385 155 4.8 27.4-28.5 229-231 power better. LxWxH 5112x2016x1638 Kerb weight 2200kg 2.5 NX 350h 242 124 7.7 44.1 145 4.0 V8 AMG C63 S 503 174 4.1 24.4-24.8 258 4.0 V8 631 189 3.6 22.2 325 2.5 NX 450h+ PHEV 306 124 6.3 256-313 20-26 765LT 2dr coupé £312,800 AAAAB 2.0 C220d 191 145 7.5 44.8-49.6 141-153 Longtail treatment puts a deliciously sharp edge on the 720S. 2.0 C300d 242 155 6.3 42.2-47.1 153-167 L AN D ROVE R RX 5dr SUV £53,865–£64,515 AAABC LxWxH 4600x2161x1159 Kerb weight 1419kg Defender 90 5dr SUV £58,875–£106,090 AAAAB Low flexibility, but hybrid powertrain makes a degree of economic 4.0 V8 755 205 2.8 23.0 280 CLS Coupé 4dr saloon £68,535–£78,740 AAAAC
Breadth of capability matches that of the five-door, with even more kerb appeal. LxWxH 4583x2008x1974 Kerb weight 2190kg 3.0 P400 5.0 P525 3.0 D250 3.0 D300
398 518 246 296
119 119 117 119
6.0 5.2 8.0 6.7
25.6 19.3-19.5 32.8 32.7
256 327-330 226-227 226
sense. LxWxH 4890x1895x1690 Kerb weight 2100kg 3.5 V6 RX 450h
2.0 UX 250h AAAAB 2.0 UX 250h E4 Promises, and delivers, unrivalled off-road performance with UX 300e 150kWh
on-road niceties. LxWxH 5018x2008x1967 Kerb weight 2209kg 398 398 518 246 296
119 119 119 117 119
6.1 5.6 5.2 8.3 7.0
Range Rover Evoque 5dr SUV £32,590–£56,625
24.6-24.7 85.6 19.1 32.2 32.2
260-261 77 334 230 230
124
181 181 201
110 110 100
2.0 360 3.0 400
360 400
AAAAC
Range Rover Velar 5dr SUV £51,265–£71,315
AAAAC
The most car-like Landie ever doesn’t disappoint. Expensive, though. LxWxH 4804x1930x1685 Kerb weight 1829kg 2.0 P250 3.0 P400 2.0 P400e 2.0 D200 3.0 D300 MHEV
248 394 398 201 296
135 155 149 130 143
7.5 5.5 5.4 8.2 6.5
Range Rover Sport 5dr SUV £64,685–£114,985
27.8-29.2 27.3-28.0 TBC 41.6 36.1-37.2
217-229 227-230 TBC 168-178 199-205
126 136 TBC
Retains the sleek coupé style and has more tech – without losing
AAAAB its allure. LxWxH 4996x1896x1436 Kerb weight 1935kg 3.0 V6 AMG CLS 53 4Matic+ 429 155 4.5 29.7 3.0 CLS 400d 4Matic 325 155 5.0 38.7
176 180
4.2 4.3
TBC 29.1
195 243
M A S E R AT I
AAACC
Maser’s compact exec has the allure but lacks power and is poorly finished in places. LxWxH 4971x1945x1461 Kerb weight 1810kg 325 345 424 572
158 166 178 203
5.7 5.5 4.9 4.3
33.2 25.2 25.0 23.0
Quattroporte 4dr saloon £89,605–£130,140
3.0 V6 3.0 V6 S 3.8 V8
25.0 24.8 23.2
192 254 254 279 AAACC
Now a full-sized executive limo, with some added flair. Off the pace in several key areas. LxWxH 5262x1948x1481 Kerb weight 1860kg 345 424 572
168 179 203
5.5 5.0 4.5
Levante 4dr SUV £69,800–£127,260
257 257 277 AAACC
Italian flair and good looks in abundance, but diesel not as
AAAAB sonorous as petrols. LxWxH 5003x1968x1679 Kerb weight 2109kg Bigger and better; a cut-price Range Rover rather than a jumped-up 3.0 V6 339 156 6.0 22.6 283 Discovery. LxWxH 4850x2073x1780 Kerb weight 2111kg 3.0 V6 S 424 164 5.2 22.4 286 2.0 P300 298 125 7.3 26.1 245 3.8 V8 GTS 526 180 4.3 17.9 357 2.0 P400e PHEV 401 137 6.7 75.3-86.9 69 3.8 V8 Trofeo 572 186 4.1 17.8 359 3.0 P400 398 140 6.2 27.4 234 5.0 V8 P575 SVR 572 176 4.5 19.6 331 MC20 2dr coupé £189,520 AAAAB 2.0 D250 248 130 8.5 33.1-33.3 224-239 A triumphant return to the supercar ranks: fast and thriling, yet 3.0 D300 298 130 7.3 34.1 220-247 approachable. LxWxH 4669x1981x1693 Kerb weight 1475kg 3.0 D350 348 140 6.9 29.8 249 3.0 V6 621 203 2.9 24.6 262
2 5dr hatch £16,575–£20,945
MAZDA
AAAAC
Grown up, well made and drives with charm and vigour; engines aren’t brilliant. LxWxH 4060x1695x1515 Kerb weight 1141kg 1.5 Skyactiv-G 75 1.5 e-Skyactiv-G 1.5 e-Skyactiv-G 115
74 88 113
106 114 124
12.1 9.8 9.1
49.6 60.1 56.5
216 191
E-Class 4dr saloon £40,385–£100,765 AAAAC AAAAA A wee bit pricey, and less sporting than its rivals, but still comfy
Senna 2dr coupé £750,000
and luxurious. LxWxH 4923x1852x1468 Kerb weight 1680kg
Astounding circuit performance made superbly accessible. LxWxH 4744x2155x1229 Kerb weight 1309kg
2.0 E200 194 149 7.4 38.2 165-166 2.0 E300e 315 155 5.8 188.3 41 3.0 E450 363 155 5.0 31.7 204 MERCEDES-BENZ 3.0 AMG E53 4Matic+ 429 155 4.5 30.4 212-215 A-Class 5dr hatch £24,100–£57,885 AAAAC 4.0 V8 AMG E63 S 4Matic+ 603 155 3.4 22.8-23.7 277 A little bit of luxury in a desirable, hatchback-sized package. 2.0 E220d 191 146 7.4 53.3 139-157 LxWxH 4419x1992x1440 Kerb weight 1445kg 2.0 E300d 261 155 6.3 47.9 153-167 1.3 A180 134 134 9.2 47.9 134-138 2.0 E300de 302 149 5.9 217.3 39 1.3 A200 161 140 8.2 47.9 135-145 2.9 E400d 4Matic 325 155 5.1 42.2 176-188 2.0 A250 221 155 6.2 41.5 155-165 2.0 A250e 215 146 6.6 256.8 25 E-Class Estate 5dr estate £42,725–£102,765 AAAAC 2.0 AMG A35 4Matic 302 155 4.7 33.6-35.8 184-193 Far more practical than its rivals, but pricier and less sporty than 2.0 AMG A45 S 4Matic+ 415 168 3.9 33.6 204-207 those closest to it. LxWxH 4933x1852x1475 Kerb weight 1780kg 1.5 A180d 114 126 10.0 62.8 127-130 2.0 E200 197 144 7.7 31.0-35.3 173-174 2.0 A200d 148 137 8.1 58.9 129-139 3.0 V6 AMG E53 4Matic+ 429 155 4.6 29.7 216-219 4.0 V8 AMG E63 S 4Matic+ 603 180 3.5 22.6-23.3 282 A-Class Saloon 4dr saloon £28,170–£46,495 AAABC 2.0 E220d 191 142 7.8 50.4 148-161 Larger, more grown-up A-Class adds premium touch to smallest 2.0 E300d 242 155 6.6 40.4-46.3 156-159 Merc saloon. LxWxH 4549x1796x1446 Kerb weight 1465kg 2.0 E300de 302 146 6.0 188.3 41 1.3 A180 134 134 8.9 42.8-48.7 133-137 2.9 E400d 4Matic 325 155 5.3 40.9 181-192 1.3 A200 161 143 8.3 48.7 133-137 2.0 A250 221 155 6.3 42.2 154-156 E-Class Coupé 2dr coupé £47,240–£71,440 AAAAC 2.0 A250e 215 149 6.7 256.8 25 Big, laid-back four-seat tourer. Borrows looks from the ravishing 2.0 AMG A35 4Matic 302 155 4.8 32.9-36.7 177-187 S-Class Coupé. LxWxH 4846x1860x1431 Kerb weight 1685kg 1.5 A180d 114 128 10.2 56.5-64.2 126-129 2.0 E300 237 155 6.4 31.0 180-182 2.0 A200d 148 141 8.2 58.9 127-131 3.0 E450 4Matic 362 155 5.0 29.1-31.4 201 3.0 AMG E53 4Matic+ 429 155 4.4 30.1-31.4 212-215 2.0 E220d 189 145 7.6 43.5-50.4 154-155 3.0 E300d 4Matic 242 155 6.4 42.2-47.9 166-167 2.9 E400d 4Matic 325 155 5.3 TBC 189 4.0 V8
CCCCC
2.0 Hybrid 3.0 V6 3.0 V6 S 3.8 V8
31.7 201 31.6 201 31.3 203 166.2-193.5 33-38 43.4-45.9 160-171 43.8 169
50.4 47.0 TBC
Charged with replacing the entire outgoing Lotus range – we’ve yet to test it. LxWxH 4413x1895x1226 Kerb weight 1405kg
Ghibli 4dr saloon £66,525–£107,420
8.0 7.0 6.3 6.4 10.1 8.5
8.5 8.7 7.5
Emira 2dr coupé £72,415-£78,380
2.0 P200 2.0 P250 2.0 P300 1.5 P300e 2.0 D165 2.0 D200
134 143 150 132 120 120
34.4
LOTUS
Refined, luxurious baby Range Rover has matured for its second generation. LxWxH 4371x1996x1649 Kerb weight 1891kg 198 248 298 298 163 201
7.7
Woking’s most user-friendly car to date is still a McLaren first and UX 5dr SUV £25,950–£43,615 AAABC foremost. LxWxH 4683x2095x1213 Kerb weight 1339kg Refreshingly different premium SUV is a credible, if not class4.0 V8 612 204 3.2 23.7 270 leading, alternative. LxWxH 4495x1840x1520 Kerb weight 1620kg
Defender 110 5dr SUV £58,595–£108,790 3.0 P400 2.0 P400e 5.0 P525 3.0 D250 3.0 D300
308
789
208
2.8
22.7
280
E-Class Cabriolet 2dr open £51,735–£74,990
AAAAC
Refined and sophisticated four-seater in the same mould as the S-Class Cabriolet. LxWxH 4846x1860x1429 Kerb weight 1780kg 2.0 E300 3.0 E450 4Matic 3.0 AMG E53 4Matic 2.0 E220d 2.0 E300d 2.9 E400d 4Matic
237 362 429 189 242 325
155 155 155 147 155 155
6.6 5.8 4.5 7.8 6.6 5.4
30.0 28.8-30.7 29.7-30.7 42.8-48.7 40.9-46.3 TBC
189-190 208 217-219 162-163 172 193
121 107 113
20 APRIL 2022 AUTOCAR.CO.UK 75
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ph
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0 0-6
/62
mp
h
) y e) km o m ang (g/ o n G/r Ec (MP CO 2
P
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hp
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(m
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)
0 0-6
/62
mp
h E
m y g e) n o /ran c o MPG (
GLS 5dr SUV £85,630–£174,020
C
(g/ O2
km
)
AAABC
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
hp
)
T
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(m
ph
)
0 0-6
/62
mp
h E
m y g e) n o /ran c o MPG (
GT-R 2dr coupé £88,365–£184,065
C
(g/ O2
km
)
AAAAC
327 549 625
148 155 174
6.3 4.9 4.2
32.8 21.4 23.7
227 304 273
Neatly tuned and nice sporty styling. Breaks the mould for budget superminis. LxWxH 4018x1729x1507 Kerb weight 1125kg
3.0 S500 3.0 S580e 3.0 S580 Maybach 6.0 V12 S680 Maybach 2.9 S350d 2.9 S400d
1.5 VTi-Tech
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
3.8 V6 3.8 V6 Nismo
P
108
10.9
42.3
196 196
2.9 2.8
20.2 19.7
316 325
58.9 53.0 51.9 194-217 70
124 124-126 128 0 109-110
LxWxH 3475x1615x1460 Kerb weight 1065kg
1.2 PureTech 75 1.2 PureTech 100 1.2 PureTech 130 5 SW EV 5dr estate £29,445–£31,945 AAABC 50kWh e-208 Segment-first electric estate could be all the real-world EV you 1.5 BlueHDi 100 104
562 592
152
72 98 128 136 99
106 117 129 93 117
14.9 9.9 8.7 8.1 10.2
e ow
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hp
)
T
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AMG GT 2dr coupé/open £108,390–£377,120
AAAAC
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
ZS 5dr SUV £16,495–£33,995
Much improved on previous MGs, but still lacks the sophistication of its closest rivals. LxWxH 4314x1809x1611 Kerb weight 1190kg
21.9-22.1 289-290 1.5 VTi-Tech 22.1 289 1.0T GDi 22.1 292 45kWh EV 73kWh EV AMG GT 4-Door Coupé 4dr saloon £141,855–£146,855 AAAAB 522 577 718
AAACC
193-194 3.7-3.8 198 3.6 202 3.2
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
MINI
Four-door, four-wheel-drive GT is confusing to contemplate but impressive to drive. LxWxH 5054x1953x1447 Kerb weight 2100kg 630
196
AAACC
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
Electric 3dr hatch £28,500–£35,050
AAAAC
99 99 99
8.5 7.7 6.0
255-264 0 260-268 0 268 0
33kWh
180
93
7.3
80kWh 400 4Matic
408
112
5.1
244-255 0
2008 5dr SUV £22,300–£38,415
144
2.9 GLE 450 4Matic 362 2.0 GLE 300d 4Matic 242 2.9 GLE 350d 4Matic 268 2.0 GLE 350de 4Matic 317 2.9 GLE 400d 4Matic 328 3.0 V6 AMG GLE 53 4Matic+ 432 4.0 V8 AMG GLE 63 S 4Matic+ 603
155 140 143 130 152 155 155
5.7 7.2 6.6 6.8 5.7 5.3 3.8
32.5 39.2 36.2 256.8 35.3 26.7 TBC
driver involvement. LxWxH 4379x1801x1295 Kerb weight 1335kg
AAAAC 2.0 2.0 T 2.5 S 4.0 GTS 4.0 GT4 4.0 GT4 RS AAABC
Better looks, better value and better range from this second-gen GLE 5dr SUV £67,260–£118,595 AAAAC electric hatch. LxWxH 4387x1768x1520 Kerb weight 1245kg The ML replacement isn’t inspiring to drive but does come with a 40kWh 147 90 7.9 168 0 classy interior. LxWxH 4819x2141x1796 Kerb weight 2165kg 62kWh 214 98 6.9-7.3 239 0 229 198-207 206-214 29 220 246-248 281
Juke 5dr hatch £19,200–£25,700
Second-generation crossover is mpressive in some respects, but outstanding in few. LxWxH 4135x1765x1565 Kerb weight 1605kg 1.0 DiG-T 114
114
112
10.7
Qashqai 5dr SUV £24,555–£38,855
47.9
134-139 AAAAC
Ticks the important family car boxes, but ICE powertrain lacks GLE Coupé 5dr SUV £73,915–£127,420 AAAAC refinement. LxWxH 4425x2084x1625 Kerb weight 1435kg May not be your idea of a desirable luxury car, but it’s certainly an 1.3 DiG-T 140 138 122 10.2 44.3 143-144 effective one. LxWxH 4946x2014x1716 Kerb weight 2295kg 1.3 DiG-T 158 156 123 9.9 41.5-44.4 145 3.0 AMG GLE 53 4Matic 4.0 AMG GLE 63 S 4Matic 2.0 GLE 350de 4Matic 2.9 GLE 400d 4Matic
432 603 320 327
155 174 130 149
5.3 3.8 6.9 5.7
25.7 TBC 313.9 33.6
244 280 23-24 219
X-Trail 5dr SUV £30,925
Shortfalls on refinement and drivability, plus a slight lack of the original’s character. LxWxH 4640x1820x1710 Kerb weight 1505kg 1.3 DiG-T 160
76 AUTOCAR.CO.UK 20 APRIL 2022
AAABC 158
123
11.5
37.8-38.5 166-173
ph Ec
y e) o m ang o n MPG/r
(g/
km
)
CO 2
(
AAAAB
380 380 444 444 473 473 380 444 473 503 572 641
182 180 191 190 193 193 179 189 193 199 199 205
4.0 4.0 3.7 3.4 3.4 3.3 4.4 3.8 3.4 3.4 2.8 2.7
27.4 26.9 27.4 26.9 24.8-26.4 24.8-26.6 26.9 26.4 24.8-27.1 21.7-21.9 23.5 23.5
233 238 234 239 244-258 240-259 239 244 236-258 283-304 271 271
AAAAC
4.4 4.4 4.4 3.6 3.6 3.5 2.9 2.8
27.2 26.9 27.4 26.6 26.9 25.0 23.3 23.3
236 238 233 241 239 244 275 275 AAAAA
Panamera Sport Turismo 5dr estate £77,895–£145,000 AAAAB The Panamera in a more practical form, and now it’s a good-looking beast. LxWxH 5049x1937x1428 Kerb weight 1880kg 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
290 296 339 396 414 493
170 170 177 182 188 196
4.9-5.1 4.9-5.3 4.4-4.6 4.5 4.4 3.4
32.8 35.5 29.1 25.9 25.7 21.4
197 198 228 247 251 299
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
Taycan 4dr saloon £72,905–£139,335
242 242 60 60 280 295 65-69
AAAAB
First all-electric Porsche shows the rest of the world how it should be done. LxWxH 4963x1966x1381 Kerb weight 2305kg
AAAAC 79kWh
Convertible 2dr open £22,105–£31,015
Leaf 5dr hatch £28,495–£34,945
2m
Fewer compromises than ever, if rewarding only at full attack. LxWxH 4519x1852x1297 Kerb weight 1585kg
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
Taycan Sport Turismo 5dr estate £73,650-£141,259
0 0 0 0 0
AAAAB
Less rugged than the Cross Turismo, but no less capable. LxWxH 4963x2144x1390 Kerb weight 2250kg 79kWh 79kWh 4S 93kWh 93kWh 4S 93kWh GTS 93kWh Turbo 93kWh Turbo S
405 527 472 563 590 670 751
143 155 143 155 155 155 155
5.4 4.0 5.4 4.0 3.7 3.2 2.8
222-269 222-274 259-306 259-306 263-304 263-305 267-285
Macan 5dr SUV £50,935–£68,065
0 0 0 0 0 0 0
AAAAB
Spookily good handling makes this a sports utility vehicle in the purest sense. LxWxH 4696x1923x1624 Kerb weight 1770kg 2.0 2.0 T 3.0 V6 S 3.0 GTS
263 263 377 438
144 144 161 169
6.4 6.4 4.8 4.5
26.4 26.4 25.4 25.0
Cayenne 5dr SUV £64,750–£132,060
228 224-239 251 255 AAAAB
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 Refreshed look and better handling makes it an enticing choice. 4.0 V8 GTS EQC 5dr SUV £67,320–£76,210 AAAAB Has its flaws, though. LxWxH 3991x1743x1455 Kerb weight 1490kg 718 Cayman 2dr coupé £49,800–£108,370 AAAAA 4.0 V8 Turbo Brisk, tidy-handling electric SUV has everything needed to do well 1.0 IG-T 92 91 111 11.8 50.4 123-129 Scalpel-blade incisiveness, supreme balance and outstanding 4.0 V8 S E-Hybrid
on UK roads. LxWxH 4762x1884x1624 Kerb weight 2495kg
0/6
911 Cabriolet 2dr open £99,095–£176,750
Won’t break records on range or usability, but has plenty of zip and Compact crossover has most rivals licked, but class is still waiting 79kWh 4S driver appeal. LxWxH 3850x1727x1414 Kerb weight 1440kg for a game-changer. LxWxH 4300x1770x1550 Kerb weight 1205kg 93kWh
0 1.2 PureTech 100 98 115 10.9 52.0 125-127 1.2 PureTech 130 128 122 8.9 50.6 132 AAABC 1.2 PureTech 155 153 129 8.2 46.6 141 A fun open-top car but compromised on practicality and dynamics. 50kWh e-2008 136 93 8.5 191-206 0 GLB 5dr SUV £37,470–£50,855 AAABC LxWxH 3821x1727x1415 Kerb weight 1280kg 1.5 BlueHDi 98 115 11.4 62.7 118-120 Boxy SUV mixes rough-and-tumble styling cues and seven-seat 1.5 Cooper 134 128 8.8 46.3 138-139 versatility. LxWxH 4634x1834x1659 Kerb weight 2085kg 2.0 Cooper S 175 143 7.2 42.2 151 3008 5dr SUV £28,690–£46,745 AAAAC 1.3 GLB 200 160 129 9.1 40.4 160-165 2.0 John Cooper Works 227 150 6.6 39.2 165 Cleverly packaged Peugeot offers just enough SUV DNA to make 2.0 AMG GLB 35 302 155 5.2 32.5 198 the difference. LxWxH 4447x2098x1624 Kerb weight 1250kg 2.0 GLB 200d 148 127 9.0 47.9 149-156 Clubman 5dr hatch £23,505–£36,755 AAAAC 1.2 PureTech 130 126 117 10.5-10.8 37.2 146-149 2.0 GLB 220d 188 135 7.6 47.9 156-158 Cheery and alternative Mini ‘six-door’ takes the brand into new 1.6 Hybrid 223 146 5.9 157-222 29 territory. LxWxH 4253x1800x1441 Kerb weight 1375kg 1.6 Hybrid4 298 149 5.9 166-235 36 EQB 5dr SUV £52,145–£56,645 AAACC 1.5 Cooper 134 128 9.2 47.1 136-137 1.5 BlueHDi 130 126 119 9.5 55.1 137-139 Part-time third row still a rarity in premium electric cars. Otherwise 2.0 Cooper S 175 142 7.3 42.2 152-153 unremarkable. LxWxH 4463x1834x1624 Kerb weight 2030kg 2.0 John Cooper Works All4 302 155 4.9 38.2 169 5008 5dr SUV £31,145–£41,975 AAAAC 67kWh 300 228 99 7.7 257 0 Less MPV, more SUV, and shares its siblings’ good looks. Competent 67kWh 350 292 00 6.0 257 0 Countryman 5dr hatch £25,305–£38,325 AAABC to drive, too. LxWxH 4641x1844x1640 Kerb weight 1511kg Bigger than before, but still more funky than useful. Still not all that 1.2 PureTech 130 126 117 10.4-10.9 46.0 150-153 GLC 5dr SUV £45,145–£94,600 AAAAC pretty, either. LxWxH 4299x2005x1557 Kerb weight 1440kg 1.6 PureTech 180 178 135 8.3 39.6 168-170 Not exactly exciting to drive, but does luxury and refinement 1.5 Cooper 136 124 9.7 44.8 143 1.5 BlueHDi 130 129 119 10.7 57.3 139-142 better than most. LxWxH 4656x1890x1639 Kerb weight 1735kg 1.5 Cooper All4 136 122 10.3 40.9 157-158 2.0 BlueHDi 180 175 131 9.1 47.3 164-166 2.0 GLC 300 4Matic 255 149 6.2 34.4 187-198 1.5 Cooper S E All4 PHEV 217 122 6.8 156.9 41 P O L E S TA R 2.0 GLC 300e 4Matic 320 143 5.7 122.8 53 2.0 Cooper S 192 140 7.5-7.6 42.2-42.8 151-152 3.0 V6 AMG GLC 43 4Matic 388 155 4.9 27.4 233-245 2.0 Cooper S All4 192 138 7.6 40.4 158-159 2 5dr hatch £39,900–£45,900 AAAAC 4.0 V8 AMG GLC 63 S 4Matic+ 502 155 3.8 22.7 294-296 2.0 John Cooper Works All4 302 155 5.1 37.2 174 High-rise saloon takes the EV off in a development direction all of 2.0 GLC 220d 4Matic 191 134 7.9 47.9 154-167 its own. LxWxH 4607x1859x1478 Kerb weight 2048kg MORGAN 2.0 GLC 300d 4Matic 242 144 6.5 42.8 178-179 63kWh Standard Range 221 99 7.4 273 0 2.0 GLC 300de 4Matic 302 143 6.2 148.7 50 Plus Four 2dr open £63,605 AAABC 78kWh Long Range 228 99 7.4 317 0 Morgan’s four-cylinder lifeblood model gets 21st-century 78kWh Long Range AWD 402 127 4.2 298 0 GLC Coupé 5dr SUV £48,020–£96,425 AAAAC underpinnings. LxWxH 3830x1500x1250 Kerb weight 1013kg PORSCHE A coupé-shaped SUV destined to be outrun by the X4 – unless 2.0 255 149 5.1 38.8 165 you’re in an AMG. LxWxH 4732x1890x1602 Kerb weight 1785kg 718 Boxster 2dr open £48,490–£76,905 AAAAB 2.0 GLC 300 4Matic 255 149 6.3 32.8 195-202 Plus Six 2dr open £82,945 AAABC Our idea of drop-top heaven. Exceptional to drive, whether cruising 2.0 GLC 300e 4Matic 320 143 5.7 104.6 52-54 Feels like progress in lots of ways, but not yet the driver’s car it or hurrying. LxWxH 4379x1801x1280 Kerb weight 1335kg 3.0 V6 AMG GLC 43 4Matic 388 155 4.9 27.7 232-242 might be. LxWxH 3890x1756x1220 Kerb weight 1075kg 2.0 290 170 4.9-5.1 32.5 198 4.0 V8 AMG GLC 63 S 4Matic+ 502 155 3.8 22.1 290-291 3.0 335 166 4.2 38.2 180 2.0 T 296 170 4.7-5.3 32.5 199 2.0 GLC 220d 4Matic 191 135 7.9 44.1 167-173 2.5 S 339 177 4.4-4.6 29.1 229 NISSAN 2.0 GLC 300d 4Matic 242 145 6.6 40.9 182-184 4.0 GTS 396 182 4.5 25.9 247 2.0 GLC 300de 4Matic 302 143 6.2 134.5 55 Micra 5dr hatch £16,675–£19,755 AAAAC 4.0 Spyder 414 189 4.4 25.4 251 188 228 292
0-6
AAAAC perfect grand tourer. LxWxH 5049x1937x1423 Kerb weight 1815kg Blends character and practicality, without compromising on the 2.9 V6 325 168 5.6 27.7 232 hatchback’s style. LxWxH 4635x2062x1442 Kerb weight 1345kg 2.9 V6 4 325 167 5.3 27.2 235 1.2 PureTech 130 131 130 9.9 52.1 122 2.9 V6 4S 434 183 4.3 27.4 234 1.6 Hybrid 180 139 7.7 213-281 25-30 2.9 V6 4 E-Hybrid 456 174 4.4 78.5-85.6 60 1.6 Hybrid 225 225 146 7.6 213-266 26-30 2.9 V6 4S E-Hybrid 552 185 3.7 78.5-85.6 60 1.5 BlueHDi 131 129 10.9 65.0 113-114 4.0 V8 GTS 473 186 3.9 23.3 275 4.0 V8 Turbo S 621 196 3.1 22.1 289 508 4dr saloon £29,000–£54,030 AAAAC 4.0 V8 Turbo S E-Hybrid 690 196 3.2 97.4-104.6 62-66
3.2
EQA 5dr SUV £45,656–£54,115
)
Revamped big saloon is an absolute belter, making it almost the
308 SW 5dr estate £25,835–£40,035
3dr Hatch 3dr hatch £17,405–£33,800 AAAAB Stylish and likeable but lacking the polish of more premium rivals. 21.4-22.1 294-298 Three-pot engines and cleverly designed interior make the Mini a LxWxH 4750x1859x1430 Kerb weight 1535kg superb choice. LxWxH 3821x1727x1414 Kerb weight 1190kg 1.2 PureTech 130 131 127 8.1 49.1 129 GLA 5dr SUV £31,915–£66,115 AAABC 1.5 One 101 121 10.1-10.2 49.6 130 1.6 Hybrid 223 155 8.3 166.0-235.0 27-38 Not the most practical crossover but good looking and very decent 1.5 Cooper 134 130 7.8-7.9 48.7-49.6 130-132 1.6 Hybrid PSE 355 155 5.2 141.2 42 to drive. LxWxH 4417x1804x1494 Kerb weight 1395kg 2.0 Cooper S 189 145-146 6.7-6.8 44.1 145 1.5 BlueHDi 130 126 126 10.0 62.0 124 1.6 GLA 180 120 124 8.7-9.0 35.3-40.4 151-155 2.0 John Cooper Works 227 152 6.1-6.3 39.8 160 1.6 GLA 200 152 134 8.1-8.4 34.9-39.8 151-155 508 SW 5dr estate £30,600–£55,830 AAACC 1.3 GLA 250e 135 137 7.1 201.8 31 5dr Hatch 5dr hatch £18,105–£26,200 AAAAB Bodystyle takes the edge off the 508’s style yet doesn’t fully 2.0 GLA 250 4Matic 204 143 6.6 32.5-35.8 172-174 Mini charm in a more usable package, but still not as practical as address practicality. LxWxH 4778x1859x1420 Kerb weight 1430kg 2.0 AMG GLA 35 4Matic 302 155 5.2 32.5 186-198 rivals. LxWxH 3982x1727x1425 Kerb weight 1240kg 1.2 PureTech 130 131 127 8.3 49.1 129 2.0 AMG GLA 45 S 4Matic+ 415 155 4.3 28.8 215-224 1.5 One 101 119 10.6 49.6 130 1.6 Hybrid 223 155 8.3 166.0-235.0 27-38 2.0 GLA 200d 150 127 8.6-8.9 52.3 121 1.5 Cooper 134 129 8.4 48.7-49.6 131-132 1.6 Hybrid PSE 355 155 5.2 141.2 42 2.0 GLA 220d 188 136 7.3 49.6 141-149 2.0 Cooper S 175 146 6.9 44.1-45.6 141-146 1.5 BlueHDi 130 126 129 10.1 62.0 127 4.0 V8 GT63 S 4Matic+
ph
Wider, eighth-generation 911 is still eminently fast, and capable at all speeds. LxWxH 4519x1852x1300 Kerb weight 1565kg
3.0 Carrera 380 180 3.0 Carrera 4 380 180 3.0 Carrera S 444 190 61kWh 154 115 7.7 250 0 308 5dr hatch £24,635–£38,835 AAAAC 3.0 Carrera 4S 444 188 Brings electrification and design flair but retains the old model’s 3.0 Carrera GTS 473 192 EQS 5dr saloon £99,995–£163,990 AAAAB HS 5dr SUV £22,095–£33,095 AAACC dynamic character. LxWxH 4365x1850x1441 Kerb weight 1288kg 3.0 Carrera 4 GTS 473 191 Luxurious in every respect and a tantalising showcase for the Goes big on metal for the money but covers its budget roots with 1.2 PureTech 130 131 130 9.7 52.1 122 3.7 Turbo 572 199 future. LxWxH 5032x1899x1411 Kerb weight 2480kg mixed success. LxWxH 4574x1876x1664 Kerb weight 1489kg 1.6 Hybrid 180 140 7.6 213-281 23-30 3.7 Turbo S 641 205 108kW 450+ 4Matic 325 130 6.2 412-453 0 1.5 T-GDI 162 118 9.9 36.2-37.2 168 1.6 Hybrid 225 225 146 8.0 213-266 24-30 AMG EQS 53 4Matic+ 649 155 3.8 377 0 1.5 T-GDI PHEV 254 118 7.1 155.8 43 1.5 BlueHDi 131 129 10.6 65.4 113-114 Panamera 4dr saloon £72,715–£141,780
need. LxWxH 4544x1729x1509 Kerb weight 1532kg
(m
911 2dr coupé £89,295–£166,950
3.0 Carrera 3.0 Carrera 4 3.0 Carrera S NOBLE 3.0 Carrera 4S G-Class 5dr SUV £108,815–£181,715 AAABC M600 2dr coupé £248,000–£287,600 AAABC 3.0 Carrera GTS Massively expensive and compromised, but with character in Deliciously natural and involving; a bit ergonomically flawed. 3.0 Carrera 4 GTS abundance. LxWxH 4866x1984x1969 Kerb weight 2550kg LxWxH 4360x1910x1120 Kerb weight 1198kg 3.0 Targa 4 3.0 400d 4Matic 325 130 6.4 25.7 281-282 4.4 V8 662 225 3.0 16.8 333 3.0 Targa 4S 4.0 V8 AMG G63 4Matic 578 137 4.5 18.6-18.8 373 3.0 Targa 4 GTS PEUGEOT 4.0 GT3 MG 208 3dr/5dr hatch £18,645–£33,910 AAABC 3.7 Turbo AAAAB 3 5dr hatch £12,845-£14,345 AAABC A big improvement for Peugeot, if not for the supermini class. 3.7 Turbo S
S-Class 4dr saloon £81,650–£206,775 155 155 144 155 155 155
r (b
Monstrously fast Nissan has been tweaked and sharpened. Still a blunt object, though. LxWxH 4710x1895x1370 Kerb weight 1725kg
Bristling with technology, luxury and performance. Sets new class standards. LxWxH 5125x1899x1493 Kerb weight 1990kg 440 510 503 612 286 328
P
e ow
335 456 340 453 542 671
152 157 152 168 178 183
6.2 5.0 6.2 4.8 4.1 3.8
22.6-24.6 76.3-91.1 21.9-23.9 20.0-21.2 20.0-20.9 68.9-74.3
Cayenne Coupé 5dr SUV £69,400–£149,810
259-283 71-83 268-292 301-219 305-319 86-92
AAAAC
Little different to drive from the standard car but certainly has an appeal all of its own. LxWxH 4931x1983x1676 Kerb weight 2030kg 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
335 456 428 453 533 671 632
Rapture 0dr open £110,000
150 157 163 168 178 183 186
6.0 5.1 5.0 4.5 3.9 3.8 3.1
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
263-283 73-85 271-292 302-318 307-319 87-92 319
RADICAL
AAABC
Not as well mannered as some lightweights but spectacular in its track-day element. LxWxH 4100x1790x1130 Kerb weight 765kg 2.2 Turbo
360
165
3.1
NA
RXC GT 2dr open £145,000
NA AAABC
Designed for pounding around a track; out of its element on the road. LxWxH 4300x1960x1127 Kerb weight 1125kg 3.5 V6 400 3.5 V6 650
400 650
179 180
2.8 2.7
NA NA
NA NA
N E W CAR PR I CES P
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A far more practical zero-emission solution. Attractive price, too. LxWxH 4084x1730x1562 Kerb weight 1470kg 84 87
11.4 9.5
233 232
Clio 5dr hatch £19,590–£24,990
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
0 0 AAAAC
Plusher, smoother and much more mature. A car of substance as well as style. LxWxH 4047x1728x1440 Kerb weight 1148kg 1.0 TCe 90 1.6 E-Tech Hybrid
88 138
112 112
12.2 9.9
54.4 65.7
Mégane 5dr hatch £29,990–£39,440
AAABC
109 9.4 162-163 5.4-5.7
153
111
9.8
pe
ed
(
0 0-6
/62
mp
h
) y e) km o m ang (g/ o n G/r CO 2 Ec (MP
235.4 34.9
217.3
AAAAC 17kWh
Seat’s largest SUV brings a hint of youthful exuberance to a practical category. LxWxH 4735x1839x1674 Kerb weight 1845kg
28 184
29-30
AAAAC
148 188 242 148 148 197
123 TBC 144 123 120 131
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
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
S KO DA
79
81
11.6-11.9 81-84
EQ Forfour 5dr hatch £22,295–£23,445
0 AABCC
17kWh
79
81
12.7
84
0
S S A N G YO N G
Tivoli 5dr SUV £14,495–£20,595
AAABC
Wraith 2dr coupé £274,300–£314,500
too. LxWxH 4689x1829x1470 Kerb weight 1225kg
1.0 TSI 110 18.5-18.6 347-348 1.5 TSI 150 1.4 TSI iV PHEV Dawn 2dr open £297,700–£337,900 AAAAB 1.4 TSI iV vRS PHEV Essentially as Wraith, except with a detuned engine and in elegant 2.0 TSI vRS convertible form. LxWxH 5295x1947x1502 Kerb weight 2560kg 2.0 TDI 116 6.6 V12 563 155 5.0 16.8-17.4 367-380 2.0 TDI 150 2.0 TDI 200 vRS Ghost 4dr saloon £261,100–£303,700 AAAAC 2.0 TDI 200 vRS 4x4 624
155
4.6
‘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
113 148 201 242 242 114 148 197 197
129 143 136 139 155 131 143 154 150
10.5-10.8 8.5 7.7 7.3 6.8 10.3 8.7 7.4 6.8
Octavia Estate 5dr estate £23,250–£38,520 113 148 201 242 242 114 148 197 197
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
118-119 123-126 30 27 159 111 112-118 132 147
not on price. LxWxH 4869x1864x1469 Kerb weight 1340kg
1.5 TSI 150 148 137 9.0-9.2 2.0 TSI 190 188 148 7.7 2.0 TSI 280 4x4 276 155 5.5 Ibiza 5dr hatch £17,165–£21,300 AAAAB 1.4 iV PHEV 215 138 7.7 Reinvigorated Ibiza is more mature and takes the class honours 2.0 TDI 150 148 138 9.1 from the Fiesta. LxWxH 4059x1780x1444 Kerb weight 1091kg 2.0 TDI 200 197 151 7.9 1.0 MPI 80 79 106 14.6 50.4-52.3 122-128 2.0 TDI 200 4x4 197 148 7.2 1.0 TSI 95 93 113 10.9 52.3 124-125 1.0 TSI 110 109 121 10.3 51.4 123-124 Superb Estate 5dr estate £28,460–£44,605 81
53.3-54.3 50.4-52.3 256.8 217.3 40.4 67.3 62.8-65.7 55.4 50.4
12.3
162
0
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
AAAAC enormous boot. LxWxH 4856x1864x1477 Kerb weight 1365kg 1.5 TSI 150 148 132 9.2 40.9-45.6 141-157 2.0 TSI 190 188 143 7.7 39.8-40.9 162-168 51.4-52.3 123-126 2.0 TSI 280 4x4 276 155 5.3 33.2-34.0 188-194 50.4-51.4 124-129 1.4 iV PHEV 215 140 7.8 148.7-188.3 33-42 49.6-51.4 124-128 2.0 TDI 150 148 133 9.2 53.3-57.7 129-140 48.7 133 2.0 TDI 200 197 145 7.9 49.6-51.4 140-144 42.2 131-154 2.0 TDI 200 4x4 197 142 7.3 47.9 157 235.4 26-28 64.2-65.7 113-115 Kamiq 5dr SUV £19,470–£27,860 AAABC
A creditable effort and a notable improvement in form, with plenty of niche appeal. LxWxH 4282x1816x1459 Kerb weight 1202kg 1.0 TSI 110 1.0 eTSI 1.5 TSI EVO 130 1.5 TSI EVO 150 2.0 TSI EVO 190 1.4 eHybrid PHEV 2.0 TDI 150
108 108 128 148 188 201 113
122 119 129 135 144 137 124
10.9 10.8 9.4 8.7 7.4 7.5 10.2
Leon Estate 5dr estate £22,620–£38,205
Skoda’s supermini platform has birthed a practical but predictable
AAAAC compact crossover. LxWxH 4241x1793x1553 Kerb weight 1251kg 1.0 TSI 95 93 112 11.1 49.6 129 1.0 TSI 115 112 120 9.9 47.1-49.6 130-136 1.0 TSI 100 108 124 11.2 49.6-51.4 126-129 1.5 TSI 150 148 132 8.3 46.3-47.9 133-139 1.0 eTSI 108 124 10.9 49.6 130 1.5 TSI EVO 130 128 130 9.7 49.6-51.4 125-128 Karoq 5dr SUV £25,950–£37,760 AAAAC 1.5 TSI EVO 150 148 135 8.9 47.9-48.7 132-133 Yeti replacement may not have its forebear’s quirkiness, but it’s 2.0 TSI EVO 188 145 7.6 42.2 151-152 brilliant otherwise. LxWxH 4382x1841x1603 Kerb weight 1265kg 1.4 eHybrid PHEV 201 137 7.5 235.4 26-28 1.0 TSI 110 108 117 11.1 44.8-47.9 133-143 2.0 TDI 113 124 10.5 64.2-65.7 114-116 1.5 TSI 150 148 126 8.1-8.3 42.8-44.8 143-149 20 TSI 190 4x4 188 132 7.3 33.2 191 Arona 5dr SUV £20,040–£25,865 AAAAC 2.0 TDI 116 114 118 10.6 58.9 126 Seat’s second SUV doesn’t disappoint, with it taking charge of the 2.0 TDI 150 148 127 9.0 50.4-52.3 142-148 class dynamically. LxWxH 4138x1780x1543 Kerb weight 1165kg 2.0 TDI 150 4x4 148 121 8.8 42.8 172-174 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 Enyaq iV 5dr SUV £34,850–£47,035 AAAAC 1.5 TSI EVO 150 148 127 8.3 44.8-45.6 140-143 Practical, rangy, and well priced. Hits a sweet spot in the EV
Good-looking and responsive hatchback-turned-estate. LxWxH 4549x1816x1454 Kerb weight 1236kg
Ateca 5dr SUV £25,140–£37,205
market. LxWxH 4649x1879x1621 Kerb weight 1917kg
AAAAB 62kWh 60 177 99 8.7 256 0 Seat’s first SUV is very good. So good, in fact, it’s a Qashqai beater. 82kW 80 201 99 8.5 331 0 LxWxH 4363x1841x1601 Kerb weight 1280kg 82kWh 80x Sportline 263 99 6.9 303 0 1.0 TSI 110 108 112 11.4 44.1-46.3 139-146 1.5 TSI EVO 150 148 124 8.5 42.2-43.5 149-152 Enyaq Coupe iV 5dr SUV £51,885 AAABC 2.0 TSI 190 188 133 7.0 34.9-35.3 181-183 More style-led EV is the first to wear Skoda’s performance badge. 2.0 TDI 116 114 115 10.9 54.3-55.4 135-137 LxWxH 4653x1882x1660 Kerb weight 2204kg 2.0 TDI 150 148 126 9.3 55.4-58.9 141-166 82kWh vRS 299 111 6.5 312 0 2.0 TDI 150 4Drive 148 122 8.7 47.1-48.7 141-166
115
11.3-11.9 32.9
205-227
SUBARU
hp
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Aygo X 3dr hatch £14,580–£20,505
AAABC
City car returns from SUV boot camp ready for the ultimate series of speed bumps. LxWxH 3700x1740x1525 Kerb weight 1360kg 1.0 VVT-i
71
98
14.9
57.6
Yaris 5dr hatch £20,210–£24,420
110 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
GR Yaris 5dr hatch £30,020–£33,520 1.6 AWD
AAAAA
253
143
5.5
TBC
Yaris Cross 5dr SUV £23,280–£31,310
1.6i 2.0i 2.0i e-Boxer
112 154 148
109 120 120
13.9 10.4 10.4
TBC 35.7 35.7
Forester 5dr estate £36,360–£39,360
186 AAABC
148
117
180 180 180 AAACC
11.8
34.7
Acceptable in isolation, but no class leader. LxWxH 4815x1840x1605 Kerb weight 1612kg 172
130
10.2
33.0
185
193
SUZUKI
Ignis 5dr hatch £14,749–£18,249 83 83
103 103
12.7 12.8
52.3 48.6
110-112 121 AAABC
Given mature looks, more equipment and a hybrid powertrain, but it’s no class leader. LxWxH 3840x1735x1495 Kerb weight 890kg 1.2 Dualjet 83 12V 1.2 Dualjet 83 12V Allgrip 1.4 Boosterjet 48V Sport
1.8 VVT-i Hybrid 2.0 VVT-i Hybrid
82 82 129
112 106 130
13.1 13.8 9.1
59.7 52.3 50.4
Swace 5dr estate £27,499–£29,299
106 121 125 AAABC
Rebadged Toyota Corolla Touring Sports serves as a useful addition to Suzuki’s line-up. LxWxH 4655x1790x1460 Kerb weight 1420kg 120
112
11.1
Vitara 5dr SUV £23,749–£29,299
64.2
122 180
111 111
118 118
9.5 10.2
AAAAC 10.9 7.9
57.6-62.8 102-112 53.3-57.6 111-120
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
Prius 5dr hatch £24,880–£29,540
AAAAC
Better all round compared with its predecessors. Challenging looks, though. LxWxH 4540x1760x1470 Kerb weight 1375kg 1.8 VVT-i Hybrid
120
112
10.6
58.9-67.3 94-109
Prius Plug-in Hybrid 5dr hatch £32,645–£34,745
99
AAAAC
Plug-in version is clever and appealing. Seems more comfortable in its skin. LxWxH 4645x1760x1470 Kerb weight 1530kg 1.8 VVT-i Hybrid
120
101
11.1
188.3-217.3 29-35
Mirai 4dr saloon £49,995–£64,995
AAAAC
A courageous endeavour, and one with the trappings of future acceptability. LxWxH 4975x1885x1470 Kerb weight 1905kg 174
109
9.0
69.4mpkg 0 AAAAC
Coupé-shaped crossover certainly turns heads and impresses on the road. LxWxH 4360x1795x1565 Kerb weight 1320kg 1.8 Hybrid 2.0 Hybrid
119 181
105 112
11.0 8.2
57.7-58.9 109-110 53.3-54.3 119
RAV4 5dr SUV £31,945–£46,150
AAACC
A solid option but ultimately outgunned by Korean competition. LxWxH 4605x1845x1675 Kerb weight 1605kg 194 194 302
112 112 112
8.4 8.1 6.0
50.4-51.3 126-131 47.9-48.7 131-134 TBC TBC
Land Cruiser 5dr SUV £42,405–£57,680
AAABC
Likeably simple, functional, and worth considering if you need a dual-purpose SUV. LxWxH 4335x1885x1875 Kerb weight 2010kg 201
109
12.7
29.1-31.0 239-250
Highlander 5dr SUV £51,650–£53,630
AAABC
Seven-seater bucks the trend of large hybrid SUVs being of the plug-in variety. LxWxH 4966x1930x1755 Kerb weight 2050kg 244
112
8.3
39.8
GR Supra 2dr coupé £46,010–£54,365
159-160 AAAAC
Brings welcome muscle, fun and variety to the affordable sports car class. LxWxH 4379x1292x1854 Kerb weight 1541kg 2.0i 3.0i
250 335
155 155
5.2 4.3
38.7 34.5
167 188
VA U X H A L L
Corsa 5dr hatch £17,380–£30,910
AAABC
Improved in many ways but lacks the appeal to match its price. EV is more likeable. LxWxH 4060x1765x1433 Kerb weight 1141kg
1.2 75 72 108 AAABC 1.2 100 97 121 50kWh E 132 93 1.5 Turbo D 102 98 117 52.7 128 45.2 140 Astra 5dr hatch £23,805–£35,315
Utterly worthy addition to the class drives better than most. LxWxH 4175x1775x1610 Kerb weight 1075kg 1.4 Boosterjet 48V 127 1.4 Boosterjet 48V Allgrip 127
56.5-64.2 100-112 55.4 115
Corolla Touring Sports 5dr estate £26,125–£32,515 AAAAC
2.5 Hybrid
Swift 5dr hatch £15,499–£22,570
7.0 7.3
Rebranded hatch has rolling refinement, interior ambience and affable handling. LxWxH 4370x1790x1435 Kerb weight 1340kg
AAAAC 2.8 D-4D
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
106 106
Corolla 5dr hatch £24,855–£30,580
2.5 Hybrid AABCC 2.5 Hybrid AWD 2.5 PHEV
Outback 5dr estate £33,995–£39,495
114 114
C-HR 5dr SUV £28,175–£34,305
Solid, spacious and wilfully unsexy. A capable 4x4 nonetheless. LxWxH 4610x1795x1735 Kerb weight 1488kg
2.5i
1.5 Hybrid 1.5 Hybrid AWD
AAACC Hydrogen FCV
No-nonsense crossover doesn’t quite make enough sense. LxWxH 4450x1780x1615 Kerb weight 1355kg
AAAAC 1.8 Hybrid
Even more commendable than above, primarily thanks to its
Leon 5dr hatch £21,410–£36,770
178
XV 5dr SUV £28,360–£33,680
AAAAC 2.0i e-Boxer
Superb 5dr hatch £27,180–£43,325 AAAAC AAABC Another great Czech value option that’s big on quality and space if
S E AT
Not as desirable or plush as the e-Up but nearly as good to drive. LxWxH 3557x1643x1474 Kerb weight 1160kg 81
115-117 121-123 21 27 157 109 109-115 130 145
LxWxH 4667x1814x1465 Kerb weight 1247kg
AAAAA 1.0 TSI 110 Phantom takes opulent luxury to a whole new level. 1.5 TSI 150 LxWxH 5762x2018x1646 Kerb weight 2560kg 1.4 TSI iV PHEV 6.75 V12 563 155 5.1-5.2 18.6-18.8 341-344 1.4 TSI iV vRS PHEV 2.0 TSI vRS Cullinan 4dr SUV £279,100–£320,500 AAAAC 2.0 TDI 116 Big, bold new 4x4 begins the next era for the brand, with a model 2.0 TDI 150 that convinces. LxWxH 5341x2164x1835 Kerb weight 2730kg 2.0 TDI 200 vRS 6.75 V12 563 155 5.2 17.3-18.1 355-370 2.0 TDI 200 vRS 4x4
37kWh electric
54.3-56.5 52.3-53.3 235.4 233.5 40.9 68.9 64.2-67.3 56.5 51.4
18.5-18.6 347-348 Class-leading amount of space and practicality. Comfortable, too.
Phantom 4dr saloon £378,700–£450,700
Mii Electric 5dr hatch £22,800
AAAAC 2.2d 181
AAAAB Does comfort and practicality like no other. Good, frugal engines
An intimate and involving Rolls. Not as grand as some, but other traits make it great. LxWxH 5285x1947x1507 Kerb weight 2360kg 6.6 V12
argicultural roots. LxWxH 4850x1960x1825 Kerb weight 2102kg
Octavia 5dr hatch £22,270–£37,290
r (b
Four doors bring more mainstream practicality, but still hobbled by A credible compact SUV, buoyed by good driving dynamics and low range. LxWxH 3495x1665x1554 Kerb weight 1200kg efficiency. LxWxH 4180x1765x1595 Kerb weight 1175kg
AAAAC much. LxWxH 4195x1795x1590 Kerb weight 1270kg Captur 5dr SUV £21,190–£32,690 AAAAC Strong ergonomics and fine road manners – if you buy one of the 1.2P 128 126 112 10.6 47.9 158 Jacked-up Clio is among the better downsized options. Stylish and more powerful models. LxWxH 4108x1780x1459 Kerb weight 1119kg 1.5P 163 160 112 tbc 42.8 161-164 fluent-riding. LxWxH 4122x1778x1566 Kerb weight 1184kg 1.0 MPI 65 63 106 15.9 55.4-58.9 114 1.6D 136 130 108 tbc 50.4 145 1.0 TCe 90 89 104 8.7 47.9 133-134 1.0 MPI 80 78 111 15.5 55.4 116 1.3 TCe 140 138 122 9.2 48.7 134-135 1.0 TSI 93 121 10.6 55.4 115-116 Korando 5dr SUV £20,545–£32,895 AAACC 1.6 E-Tech Hybrid 140 106 10.6 56.5 113-114 1.0 TSI 110 109 127 9.7 57.6 113-127 Competitive towing capabilities and generous kit, but still lacks 1.6 E-Tech PHEV 156 107 10.1 217.3 30-33 dynamics. LxWxH 4450x1870x1629 Kerb weight 1610kg Fabia Estate 5dr estate £17,640–£19,090 AAAAC 1.5 GDI-Turbo 160 119 12.0 37.2 172 Kadjar 5dr SUV £26,185–£27,785 AAABC Outgoing, previous-generation wagon still majors on boot space. 1.6 D 2WD 133 112 12.0 45.2 159-164 Fine value, practical, decent to drive and good-looking, but the LxWxH 4262x1732x1467 Kerb weight 1182kg 1.6 D 4WD 133 112 12.0 41.5 178 Qashqai is classier. LxWxH 4449x1836x1607 Kerb weight 1306kg 1.0 TSI 95 94 115 10.9 50.4-52.3 121-126 1.3 TCe 140 138 124 9.8 45.6 143-147 Musso 5dr SUV £28,128–£37,728 AAACC Scala 5dr hatch £17,870–£25,395 AAAAC Practical pick-up has a refined engine and direct steering, but ride Arkana 5dr SUV £26,290–£32,190 AAABC Undercuts rivals on price and ushers in a sharp new design needs refinement. LxWxH 5095x1950x1840 Kerb weight 2155kg Showy styling clothes an eminently sensible but unspectacular language for Skoda. LxWxH 4362x1793x1471 Kerb weight 1381kg 2.2d 181 178 115-121 12.2 28.2-31.8 231-261 car. LxWxH 4568x1820x1576 Kerb weight 1435kg 1.0 TSI 95 94 118 11.0 53.3 119-120 1.3 TCe Mild Hybrid 140 138 127 9.8 48.7 132 1.0 TSI 110 108 123 10.1 51.4-53.3 120-124 Rexton 5dr SUV £37,995–£40,665 AAABC 1.6 E-Tech Hybrid 145 143 107 10.8 58.9 108 1.5 TSI 150 148 137 8.2 50.4-51.4 125-128 A vast improvement. Better on the road but without ditching its R O L L S - R OYC E
e ow
Focused, exhilarating all-wheel-drive hot hatch is the most exciting Toyota in ages. LxWxH 3995x1805x1455 Kerb weight 975kg
Trails the Duster as the best-value small crossover – but not by
Fabia 5dr hatch £15,305–£19,730
P
1.5 VVT-i Hybrid AABCC
Pricey, EV-only two-seater has urban appeal but is short on performance. LxWxH 2695x1663x1555 Kerb weight 1085kg
Tarraco 5dr SUV £30,785–£44,090
than its predecessor. LxWxH 4626x1814x1457 Kerb weight 1409kg 1.6 E-Tech PHEV
T
s op
SMART
1.5 TSI EVO 150 2.0 TSI 4Drive 190 2.0 TSI 245 Mégane Sport Tourer 5dr estate £31,490–£33,490 AAABC 2.0 TDI 150 Stylish and refined estate car is still bland like the hatch. Smaller 2.0 TDI 200 4Drive 153 298
)
EQ Fortwo 3dr hatch/open £22,225–£27,995
117 96
Stylish and refined but bland. Trophy-R hot hatch an altogether different prospect. LxWxH 4359x1814x1447 Kerb weight 1340kg 1.6 E-Tech PHEV 1.8 RS 300
hp
Skoda’s first seven-seat SUV is a viable alternative to a traditional MPV. LxWxH 4697x1882x1676 Kerb weight 1430kg
AAABC
107 132
r (b
)
Kodiaq 5dr SUV £30,415–£46,035
R E N A U LT
Zoe 5dr hatch £29,095–£31,995 50kWh R110 50kWh R135
P
e ow
h mp
13.2 9.9 8.1 10.2
53.3 48.7-52.3 209 70.0
125 126-134 0 109-110
AAABC
Eye-catching, refined and polished to drive, but less practical than
SX4 S-Cross 5dr SUV £24,999–£29,799
AAACC its predecessors. LxWxH 4373x1860x1441 Kerb weight 1341kg Latest round of updates help keep it a decent budget offering. 1.2 Turbo 110 108 124 10.2 54.3 119 LxWxH 4300x1785x1593 Kerb weight 1305kg 1.2 Turbo 130 128 134 9.9 54.3 119 1.4 Boosterjet 48V 127 121 10.2 53.2 120 1.6 Hybrid 178 140 9.3 201-256 24-26 1.4 Boosterjet 48V Allgrip 127 118 10.2 46.3 139 1.5 Turbo D 130 128 130 10.6 64.2 115
Across 5dr SUV £45,599
AAABC
Rebadged Toyota PHEV plunges Suzuki convincingly into several new segments. LxWxH 4635x1855x1690 Kerb weight 1915kg 2.5 PHEV
182
112
6.0
282.4
TESLA
Model S 5dr hatch £91,980–£118,980 670 1020
155 200
3.1 2.0
405 396
1.2 Turbo 110 1.2 Turbo 130 1.6 Hybrid AAAAB 1.5 Turbo D 0 0
Lowest-price, biggest-volume Tesla yet arrives in the UK after wooing the US. LxWxH 4694x1849x1443 Kerb weight 1726kg RWD Long Range Performance
320 434 522
140 145 162
5.3 4.2 3.1
Model X 5dr SUV £98,980–£110,980
267 360 352
0 0 0
670 1020
155 163
Model Y 5dr SUV £54,990–£64,990
3.8 2.5
124 130 140 130
10.8 9.9 9.3 10.8
52.3-53.3 49.6-51.4 201-256 62.8-64.2
125-127 127-133 24-31 115-119
AAAAC
The good-looking and tech-filled Insignia makes an attractive proposition. LxWxH 4897x1863x1455 Kerb weight 1714kg 197 120 167
146 127 142
7.2 10.7 8.2
Crossland 5dr SUV £18,415–£26,655
37.7 61.4 61.4
171 121 121 AAABC
Still only a mid-pack player in a busy crossover market, but simple and easy to operate. LxWxH 4212x1765x1605 Kerb weight 1245kg
1.2i 83 81 AAAAB 1.2i Turbo 110 108 1.2i Turbo 130 128 1.5 Turbo D 110 107 348 0 340 0 Mokka 5dr SUV £21,835–£31,995
A genuine luxury seven-seat electric SUV that also has a large range. LxWxH 5036x2070x1684 Kerb weight 2459kg Model X Model X Plaid
108 128 178 128
Insignia 5dr hatch £30,720–£39,900
2.0 Turbo 200 AAAAC 1.5 Turbo D 122 2.0 Turbo D 170
Model 3 4dr saloon £42,990–£59,990
CCCCC
More spacious Astra wagon is as attractive as the hatchback. We’ve yet to drive it. LxWxH 4642x1860x1480 Kerb weight 1346kg
22
Large range makes it not only a standout EV but also the future of luxury motoring. LxWxH 4978x1963x1445 Kerb weight 2108kg Model S Model S Plaid
Astra Sports Tourer 5dr estate £21,190–£27,460
105 117 128 111
14.0 10.6 9.1 9.9
47.1 47.1 44.1-48.0 61.4
142 140 136-146 120
AAABC
Radically overhauled crossover now comes with the option of
AAAAC battery-electric power. LxWxH 4151x1791x1531 Kerb weight 1750kg A compelling proposition, with respectable dynamics and a long 1.2 100 99 115 10.6 51.4 124 range. LxWxH 4751x2129x1624 Kerb weight 2072kg 1.2 130 128 125 9.1 47.1-50.4 126-137 Long Range 434 133 5.0 315 0 50kWh e 134 93 8.7 201 0 Performance 563 155 3.5 303 0 1.5 Turbo D 110 108 118 10.8 64.2-65.7 114
20 APRIL 2022 AUTOCAR.CO.UK 77
N E W CAR PR I CES W H AT ’ S C O M I N G W H E N
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CO 2
Grandland 5dr SUV £25,810–£34,220
AAACC LxWxH 4527x1829x1659 Kerb weight 1436kg Does well to disguise its 3008 roots but too bland to stand out in a 1.5 TSI EVO 150 148 118 11.4 congested segment. LxWxH 4477x2098x1609 Kerb weight 1350kg 1.2 Turbo 130 1.6 Hybrid 1.5 Turbo D 130
128 223 128
117 140 119
10.9-11.1 45.6 141-147 8.6 192.0-210.0 34 10.2 54.3 136
Van-based people carrier is usable, spacious and practical, and now electric-only. LxWxH 4403x1841x1921 Kerb weight 1474kg 50kWh
132
84
11.7
174
0
V O L K S WA G E N
Up 3dr/5dr hatch £13,545–£24,085
Alfa Romeo Giulia and Stelvio Estrema On sale July, prices from £57,000 and £61,000 (est) Alfa Romeo has introduced limited-edition Estrema versions of its Giulia saloon and Stelvio SUV. They bridge the gap between the sporty-looking Veloce and full-bore Quadrifoglio versions of the cars, keeping the 276bhp turbocharged four-cylinder petrol engine of the former while gaining the active suspension and limited-slip differential of the latter. With an eightspeed automatic gearbox as standard, 0-62mph takes 5.5sec in the rear-wheeldrive Giulia and four-wheel-drive Stelvio and 5.1sec in the 4WD Giulia. Dark trim, including carbonfibre elements, marks out the Estremas, as do black leather sports seats and red stitching inside.
M AY
Alpina B4 Gran Coupé, D4 Gran Coupé, Aston Martin V12 Vantage, Bentley Flying Spur PHEV, BMW 2 Series Active Tourer, 8 Series update, Bowler CSP 575, Citroën Ami, C5 X, Dacia Jogger, DS 4, 4 Cross, Genesis Electrified G80, GMA T50, Land Rover Range Rover, Mazda 2 Hybrid, MercedesAMG C63, EQS 53, GT 63 S 4-Door Coupé E Performance, S63 S E Performance, SL 43, SL 55, SL 63, Mercedes-Benz A-Class update, EQT, T-Class, Porsche 718 Cayman GT4 RS, 911 GT3 RS, Cayenne update, Toyota Aygo X, GR86, Vauxhall Astra, Grandland update, Volkswagen ID 5, Multivan, Wey Coffee 01 JUNE
BMW M4 CSL, Bugatti Centodieci, Chevrolet Corvette Z06, Citroën C5 Aircross update, Dacia Spring EV, DS 7 Crossback update, Genesis Electrified GV70, GV60, Hyundai Ioniq 6, Jeep Grand Cherokee, Lotus Evija, Mercedes-Benz EQE, Morgan Super 3, Nissan Ariya, Qashqai e-Power, X-Trail, Ora Cat, Skoda Enyaq iV Coupé, Subaru Solterra, Toyota bZ4X J U LY
Alfa Romeo Giulia Estrema, Stelvio Estrema, Alpina B3 update, D3 S update, BMW 3 Series update, Ferrari 296 GTB, Ineos Grenadier, Kia Niro, Niro EV, Lamborghini Urus update, McLaren Artura, Volkswagen ID Buzz AU G U S T
Cupra Formentor VZ5, Kia Xceed update, Lexus RZ, Mercedes-AMG G63 Edition 55, Vauxhall Astra Sports Tourer SEPTEMBER
Alfa Romeo Tonale, Maserati Grecale, Mazda CX-60, Renault Mégane E-Tech Electric, Toyota Corolla Cross OCTOBER
BMW iX M60, M3 Touring, X1, Honda Civic, Lamborghini Aventador replacement, Lucid Air, Mercedes-AMG One, Renault Austral N OV E M B E R
Audi E-tron update, E-tron Sportback update, BMW i7, iX1, Ferrari SP3 Daytona, Honda Civic Type R, Hyundai Ioniq 5 N, Kia EV6 GT, Polestar 3 DECEMBER
Aston Martin DB11 update, DBS update, Vantage update, BMW M2 Coupé, Z4 update, Ferrari Purosangue, Ford Ranger, Honda CR-V, Land Rover Defender 130, Lotus Emira, Mazda MX-30 REx, Mercedes-Benz GLC, Seat Tarraco update, Skoda Enyaq iV vRS, Toyota Prius, Volkswagen Amarok
All dates are approximate and subject to change
E A R LY 2 023
Abarth 595 EV, Aston Martin Valhalla, Audi Q6 E-tron, BMW M3 CSL, XM, Fisker Ocean, Ford electric SUV, Honda electric SUV, Kia EV9, KTM X-Bow GT2, Land Rover Range Rover Sport, Lotus Eletre, Maserati Granturismo, Granturismo Folgore, Grecale Folgore, Mini Countryman, hatchback, Peugeot 4008, Porsche Macan EV, Panamera, Rolls-Royce Spectre, Smart #1, Volkswagen Aero-B
AAAAB
Compact crossover delivers a classy, substantial feel on UK roads. LxWxH 4108x1760x1584 Kerb weight 1270kg
1.0 TSI 95 AAABC 1.0 TSI 110 1.5 TSI EVO 150
E-Combo Life 5dr MPV £31,110-£31,710
39.8-40.9 154-162
T-Cross 5dr SUV £21,430–£29,305 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
Taigo 5dr SUV £22,450-£28,850
AAABC
Crossover-coupé-SUV-type thing fills a niche. Likeable enough. LxWxH 4266x1757x1518 Kerb weight 1407kg
AAAAC 1.0 TSI 95 95 114 11.1 51.4 124 1.0 TSI 110 110 119 10.4 51.4-52.3 124-125 1.5 TSI 150 150 132 8.3 47.9 138 54.3 119 51.4 125-126 T-Roc 5dr SUV/open £25,000–£40,445 AAAAC 159 0 VW’s junior SUV is beguiling and sophisticated. It drives rather well,
It’s no revolution, but VW’s hallmarks are in abundance. LxWxH 3600x1428x1504 Kerb weight 926kg 1.0 65 1.0 115 GTI e-Up
64 113 81
100 119 80
15.6 8.8 12.4
Polo 5dr hatch £18,285–£26,990
too. LxWxH 4234x1992x1573 Kerb weight 1270kg
AAAAC 1.0 TSI 110 108 115 10.8 43.5-46.3 133-146 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 51.4 125 2.0 TSI R 300 4Motion 298 155 4.9 31.7 201 48.7-53.3 120-127 2.0 TDI 115 113 116 10.4 56.5-60.1 137-146 53.3-54.3 118-119 2.0 TDI 150 148 124 8.8-10.8 50.4-53.3 140-146 39.8-41.5 155 Tiguan 5dr SUV £28,585–£47,210 AAAAC AAAAB An improvement on the previous model and will continue to sell by
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
Golf 5dr hatch £24,430–£40,900
New strengths and familiar ones carry it back to the class lead, but the bucketload. LxWxH 4486x1839x1654 Kerb weight 1490kg only marginally. LxWxH 4284x1789x1492 Kerb weight 1231kg 1.5 TSI EVO 130 128 119 10.2 44.1-44.8 143-146 1.0 TSI 110 1.5 TSI EVO 130 1.5 TSI EVO 150 1.4 TSI eHybrid 1.4 TSI GTE 2.0 TSI GTI 2.0 TSI 300 GTI 2.0 TSI 320 R 4Motion 2.0 TDI 115 2.0 TDI 150 2.0 TDI 200 GTD
108 128 148 201 242 242 296 296 113 148 197
126 130 139 137 140 155 155 155 126 139 152
10.2 9.1 8.9 7.4 6.7 6.4 5.6 4.7 10.2 8.8 7.1
53.3 51.4-53.3 50.4-51.4 235.4 235.4 38.2 38.2 36.2 67.3-68.9 64.2 54.3
Golf Estate 5dr estate £25,740-£43,175
121 121-124 124-128 21-26 27-28 169 167 177 107-110 116-117 137
1.5 TSI EVO 150 1.4 eHybrid 2.0 TSI 4Motion 2.0 TSI R 2.0 TDI 150 2.0 TDI 150 4Motion 2.0 TDI 200 4Motion
148 242 188 316 148 148 197
126 127 133 155 125-127 124-125 134
9.2-9.3 7.5 7.4 4.9 9.3 9.3 7.5
38.2-42.2 148-176 33.2-34.0 28.5 47.1-50.4 43.5-45.6 42.8
143-168 36-44 187-192 225 146-157 163-171 172-177
Tiguan Allspace 5dr SUV £32,705–£44,250
108 128 148 316 113 148 198
126 133 139 155 126 139 142
10.5 9.4 8.7 4.9 10.5 9.1 7.1
51.4 52.4 49.6 35.8 64.2 61.4 50.4
ID 3 5dr hatch £32,200–£40,550
1.5 TSI EVO 150 148 123 9.5-10.0 37.2-39.2 164-176 AAAAC 2.0 TSI 4Motion 188 132 7.7 32.5 193 2.0 TDI 150 148 126 9.7 44.8-47.1 164-165 2.0 TDI 150 4Motion 148 123-124 9.8 41.5 177-179 124 2.0 TDI 200 4Motion 197 132 TBC 40.4-41.5 176-184 123 128 Touareg 5dr SUV £53,090–£74,855 AAAAC 178 Hints of ritziness and sportiness don’t impinge on this functional luxury SUV’s appeal. LxWxH 4878x2193x1717 Kerb weight 1995kg 114 121 3.0 V6 TSI 340 335 155 5.9 25.2-25.7 249-252 147 3.0 V6 R 4Motion PHEV 462 155 5.1 97.4 66-68 3.0 V6 TDI 231 228 135 7.5 33.6-34.4 214-219 AAAAC 3.0 V6 TDI 286 282 148 6.1 33.6-34.9 213-219
A very mature electric car whose substance of engineering is central to its appeal. LxWxH 4261x1809x1568 Kerb weight 1730kg 107kW 58kWh 150kW 58kWh 150kW 77kWh
143 201 201
99 99 99
9.6 7.3 7.9
263 261 336
0 0 0
V O LV O
S60 4dr saloon £42,500–£53,730
AAAAC
Fresh-faced saloon now sits comfortably among the ranks of its German peers. LxWxH 4761x1916x1437 Kerb weight 1616kg
2.0 B5P AAAAC 2.0 T8 Recharge PHEV
ID 4 5dr SUV £34,995–£56,380
246 384
112 112
6.7 4.6
41.5 153 122.8-176.5 42
Impressively refined and versatile SUV marks VW out as a maker of fine electric cars. LxWxH 4584x1852x1640 Kerb weight 1890kg V60 5dr estate £35,240–£52,830 AAAAB 109kW 52kWh 148 99 10.9 213 0 Spacious and comfortable, with a characterful, Scandi-cool design. LxWxH 4761x1916x1427 Kerb weight 1729kg 125kW 52kWh 170 99 9.0 213 0 150kW 77kWh 220kW GTX
2.0 B3 161 112 9.1 40.9 155 2.0 B4 197 112 8.0 41.5 152 2.0 B5 246 112 6.8-6.9 37.7-40.4 157-170 Passat 4dr saloon £28,205–£40,820 AAAAC 2.0 B6 297 112 6.0 36.2 175 Lands blows on rivals with its smart looks, civilised refinement, 2.0 T6 Recharge PHEV 335 112 4.6 362.6 18 quality and usability. LxWxH 4767x2083x1476 Kerb weight 1367kg 2.0 B4D 197 112 7.6 47.0-50.4 146-156 1.5 TSI EVO 150 148 137 8.7 46.3-47.9 139-146 1.4 TSI GTE PHEV 215 138 7.4 217.3 30 V60 Cross Country 5dr estate £46,105–£50,595 AAAAC 2.0 TDI 122 120 127 11.3 58.91 125 Brings extra ride height, all-wheel drive and off-road body cladding. 2.0 TDI 150 148 139 8.9 58.9-60.1 124-127 LxWxH 4784x1916x1499 Kerb weight 1792kg 2.0 TDI 200 197 147 7.4 53.3 138 2.0 B5P 248 112 6.9 35.8 180 2.0 B4D 197 112 8.2 47.9 155 Passat Estate 5dr estate £31,240–£43,770 AAAAC All the Passat’s redeeming features in spacious, practical estate S90 4dr saloon £60,025–£64,525 AAAAC 204 299
99 112
8.5 6.2
317 301
0 0
form. LxWxH 4767x2083x1516 Kerb weight 1395kg 1.5 TSI EVO 150 1.4 TSI GTE PHEV 2.0 TDI 122 2.0 TDI 150 2.0 TDI 200
148 215 120 148 197
133 138 123 130-132 145
8.9 7.6 11.5 9.1 7.6
44.8-45.6 201.8 57.6 56.5-57.6 52.3
144-151 33 129 128-132 143
Arteon 4dr saloon £37,040–£53,580
Volvo’s mid-sized exec majors on comfort, style and cruising ability. LxWxH 4963x2019x1443 Kerb weight 1665kg 2.0 T8 Recharge PHEV
384
112
5.1
TBC
V90 5dr estate £42,595–£59,225
TBC AAAAC
Luxury estate takes on the 5 Series and the E-Class. Comfy and a good cruiser. LxWxH 4936x2019x1475 Kerb weight 1679kg
AAABC 2.0 B4P 197 112 7.9 40.9 158 VW’s flagship saloon is well made and luxurious but rather bland to 2.0 B5P 246 112 6.9 36.6-40.4 159-175 drive. LxWxH 4862x1871x1450 Kerb weight 1505kg 2.0 B6P 297 112 6.2 34.4-36.2 178-184 1.5 TSI 150 148 137 8.9 42.8-44.8 144-151 2.0 T6 Recharge PHEV 335 112 5.9 TBC TBC 2.0 TSI 190 187 149 7.9 36.2-38.2 168-178 2.0 B4D 197 112 8.8 44.8-49.5 149-164 1.4 TSI eHybrid 218 138 7.8 217.3 30-31 2.0 TSI R 4Motion 316 155 4.9 31.0 207 V90 Cross Country 5dr estate £53,590–£59,860 AAAAC 2.0 TDI 150 148 137 9.5 55.4-58.9 126-134 Volvo’s large comfy estate given a jacked-up, rugged makeover. 2.0 TDI 200 197 147 7.9 51.4-54.3 137-145 LxWxH 4936x2019x1543 Kerb weight 1826kg 2.0 TDI 200 4Motion 197 145 7.4 46.3 159 2.0 B5P AWD 250 140 7.4 32.5 196 2.0 B6P AWD 310 140 6.3 32.5 196 Arteon Shooting Brake 5dr estate £38,230–£54,435AAABC 2.0 B5D AWD 228 140 7.5 40.9 181
Hybrid option and estate bodystyle’s extra versatility enhance the Arteon’s appeal. LxWxH 4866x1871x1450 Kerb weight 1529kg 1.5 TSI 150 2.0 TSI 190 1.4 TSI eHybrid 2.0 TSI R 4Motion 2.0 TDI 150 2.0 TDI 200 2.0 TDI 200 4Motion
148 187 218 316 148 197 197
135 145 138 155 135 145 143
8.9 7.9 7.8 4.9 9.4 7.9 7.4
42.2-43.5 35.8-37.2 217.3 31.0 54.3-57.6 50.4-53.3 46.3
145-153 171-179 31-32 207 128-136 139-147 161
XC40 5dr SUV £26,485–£58,050
AAAAC
Volvo’s take on the crossover aims to rival BMW, Mercedes and Audi. LxWxH 4425x1910x1658 Kerb weight 1626kg
1.5 T2 1.5 T3 1.5 T4 Recharge 1.5 T5 Recharge PHEV 2.0 B4P 2.0 B5P Touran 5dr MPV £30,470–£34,265 AAAAC 69kWh Recharge Dull overall, but it’s a capable MPV, well made and hugely refined. 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
C40 Recharge 5dr SUV £44,800-£58,900
158 158-166 47-57 45-55 162-176 174-176 0 0
AAABC
Kit will appeal to many but twin-motor potency isn’t a natural fit for relaxed dynamics. LxWxH 4431x1910x1582 Kerb weight 2185kg 69kWh Recharge 78kWh Recharge
231 402
99 112
7.4 4.9
XC60 5dr SUV £45,110–£64,480
269 273
0 0 AAABC
Looks like a small XC90 and carries on where the old one left off. A good, capable cruiser. LxWxH 4688x1999x1658 Kerb weight 1781kg
Vantage gets V12 plus major upgrades 78 AUTOCAR.CO.UK 20 APRIL 2022
AAAAC
Clever packaging, smart styling, good to drive: Volvo’s closest thing to a class leader. LxWxH 4950x2008x1776 Kerb weight 1961kg 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
VUHL
05 0dr open £59,995–£89,995
AAAAC
Mexican track-day special has a pleasingly pragmatic and forgiving chassis. LxWxH 3718x1876x1120 Kerb weight 725kg 2.0 DOHC Turbo 2.3 DOHC Turbo RR
285 385
152 158
3.7 2.7
NA NA
NA NA
WESTFIELD
Sport 2dr coupé £19,950–£35,800
AAAAC
Sport Turbo is very quick and fun but not a patch on the Caterhams. LxWxH TBC Kerb weight TBC 1.6 Sigma 1.6 Sigma 2.0 Duratec 2.0 Ecoboost
135 155 200 252
TBC TBC TBC TBC
TBC TBC TBC TBC
NA NA NA NA
Mega 2dr coupé £16,950
NA NA NA NA AAABC
AAAAC Mega engine makes it rapid, but isn’t as fun as Caterham’s R range. Has all the Tiguan’s sensibility and refinement, now with the bonus And you have to build it yourself. LxWxH TBC Kerb weight TBC of seven seats. LxWxH 4486x1839x1654 Kerb weight 1490kg 2.0 VTEC S2000 240 TBC TBC NA NA
Wagon puts on a growth spurt and adopts the eighth-generation hatchback’s tech. LxWxH 4633-1789-1497 Kerb weight 1295kg 1.0 TSI 110 1.5 TSI 130 1.5 TSI 150 2.0 TSI R 4Motion 2.0 TDI 115 2.0 TDI 150 2.0 TDI 4Motion Alltrack
XC90 5dr SUV £58,965–£77,875
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
ZENOS
E10 0dr coupé £26,995–£39,995
AAAAB
The latest in a long line of mid-engined British marvels. Expect a dedicated following. LxWxH 3800x1870x1130 Kerb weight 700kg 2.0 Ecoboost S 2.3 Ecoboost R
250 350
145 155
4.0 3.0
NA NA
NA NA
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BOTB AUTOCAR 11-04-22.pdf
1
12/04/2022
11:53
ROAD TEST ROAD TEST
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The best new cars rated as only Autocar knows how A road test in any other magazine might well be a short, subjective summary of a new car produced under almost any circumstances, but the Autocar road test is different. Specific, rigorous and detailed, it’s the closest examination we can give of any new model. It appears over at least eight pages and is close to 50 man-hours in the making every week. Most of what the road test process entails is designed to be strictly repeatable and fair. We benchmark standing-start and in-gear acceleration at a purpose-built test facility every week. We carry out both subjective and objective handling tests on both road and track, on the latter up to and beyond the limit of grip, so as to fully assess stability, drivability and limit handling appeal. And while benchmark lap times are sometimes taken, they’re never an end in themselves. We record and publish stopping distances, too, as well as taking cabin noise measurements at various cruising speeds and benchmarking either indicated or brim-to-brim fuel economy. We independently measure leg room, head room, boot space and certain key exterior vehicle dimensions, and we also weigh every car we test. Just as every new car is different, however, the road test has developed to be versatile enough, week by week, so as to best assess and reflect the suitability of each test subject to its intended purpose. It now includes modular sections describing in detail the limit handling of a new car, or its semi-autonomous assisted driving technologies or its off-road capability. All of this goes to bringing you the most thorough, relevant and fair test of a new car we can produce. The scores reproduced here are the ones we gave the cars at the time so they don’t necessarily represent what those same cars might score today were they rejudged using current class standards. But you can dig deeper into their attributes by using the magazine publication dates listed here to look up an old test in your own collection or on The Motoring Archive (themotoringarchive.com), or you can order a back issue by phoning 0344 848 8816. Matt Saunders, road test editor
RS4 Avant AAAAC 14.2.18 11.1.17 A5 S5 AAABC 22.3.17 A5 Sportback 2.0 TFSI S line AAABC 8.3.17 14.11.18 A6 40 TDI S line Avant AAAAC A L FA R O M E O 5.1.22 50 TFSIe S Line Quattro AAAAC Giulia Quadrifoglio AAAAB 29.3.17 RS6 Avant Carbon Black AAAAC 11.3.20 3.1.18 A7 Sportback 50 TDI Sport AAABC 11.7.18 Stelvio 2.2D 210 Milano AAABC 9.1.19 A8 L 60 TFSIe Sport quattro AAABC 17.6.20 Quadrifoglio AAAAC 27.1.16 TT RS AAAAC 7.12.16 4C Spider AAACC 26.6.19 E-tron 55 quattro AAAAB ALPINA 2.6.21 S quattro AAABC B3 Touring AAAAA 4.11.20 Q2 1.4 TFSI Sport AAAAC 9.11.16 22.9.21 SQ2 quattro AAAAC 20.3.19 B8 Gran Coupé AAAAC 7.7.21 Q4 E-tron 40 Sport AAABC ALPINE 15.3.17 Q5 2.0 TDI S line AAAAC A110 Premiere Edition AAAAA 16.5.18 SQ5 quattro AAABC 21.6.17 9.3.22 Q7 SQ7 4.0 TDI AAAAC 26.10.16 Légende GT AAAAB 26.9.18 Q8 50 TDI S Line AAAAC ARIEL 30.12.15 R8 V10 Plus AAAAC Atom 4 AAAAA 9.10.19 Nomad AAAAA 24.6.15 B E N T L E Y 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 B M W 28.10.20 DBX AAAAB 1 Series 118i M Sport AAAAC 30.10.19 AUDI 2 Series 220d Convertible AAAAC 1.4.15 A1 Sportback 35 TFSI S line AAABC 2.10.19 M2 AAAAB 15.6.16 18.11.20 M2 CS M-DCT AAAAB 19.8.20 A3 Sportback S3 AAABC 18.9.19 218d Active Tourer Luxury AAAAC 24.12.14 A4 S4 TDI AAAAC
ABARTH
124 Spider AAAAC
218i Gran Coupé M Sport AAACC 8.4.20 3 Series 320d M Sport AAAAA 15.5.19 15.1.20 330d xDrive M Sport AAAAB 1.7.20 330e M Sport AAAAB 6.1.21 4 Series M440i xDrive AAAAC 21.4.21 M4 Competition AAAAB 31.5.17 5 Series 520d M Sport AAAAB 20.10.21 545e M Sport AAAAC 18.4.18 M5 AAAAB M5 CS AAAAA 14.7.21 6 Series GT 630d xDrv M Spt AAABC18.11.17 11.11.15 7 Series 730Ld AAAAC 16.1.19 8 Series 840d xDrive AAABC M8 Competition Convertible AAABC5.2.20 3.6.20 M8 Competition Coupé AAABC 21.2.18 i3 1.3S Range Extender AAAAC 19.1.22 i4 M50 AAAAC 2.3.22 iX xDrive50 M Sport AAAAB 25.9.19 X2 M35i AAABC 17.1.18 X3 xDrive20d M Sport AAAAC 13.11.19 X4 M Competition AAACC 2.1.19 X5 xDrive30d M Sport AAAAC X7 xDrive M50i M Perf’nce AAAAC 9.9.20
C AT E R H A M Seven 620S AAAAC
9.3.16
CITROEN
Rio 1.0 T-GDI 3 Eco AAABC 1.3.17 29.8.18 Ceed 1.6 CRDi 115 2 AAABC 27.2.19 Proceed 1.4 T-GDi AAABC 20.11.19 Xceed 1.4 T-GDi AAABC 31.8.16 Niro 1.6 GDI DCT 2 AAABC 1.5.19 e-Niro First Edition AAAAB EV6 77.4kWh GT-Line RWD AAAAB 12.1.22 2.3.16 Sportage 1.7 CRDi ISG 2 AAABC Sorento 1.6 HEV G-TDi 2 AAABC 20.1.21
LAMBORGHINI Huracán Performante AAAAB Evo RWD Coupé AAAAB Aventador SVJ AAAAC Urus AAAAC
11.10.17 20.5.20 19.6.19 3.7.19
LAND ROVER Defender 110 P400 X AAAAB 13.5.20 Discovery Sport D180 AWD AAAAC 8.1.20 Range Rover Evoque P300e AAAAB 10.2.21 12.12.12 Range Rover 4.4 SDV8 AAAAB Range Rover Velar D240 AAABC 30.8.17 Range Rover Sport 3.0 TDV6 AAAAB 2.10.13 SVR AAAAA 15.4.15
LEXUS
LC 500 Sport+ AAAAC 18.10.17 C3 Aircross Puretech 110 AAABC 7.3.18 NX 350h Prem’m Plus Pack AAAAC 16.3.22 26.5.21 RC F AAACC 18.2.15 C4 Puretech 130 Auto AAACC 6.2.19 C5 Aircross BlueHDi 180 AAABC 13.2.19 ES 300h Takumi AAABC 6.6.18 LS 500h Premier AWD AAACC
CUPRA
Leon 310 VZ3 Estate AAAAC Ateca 2.0 TSI 4Drive AAABC Formentor 2.0 TSI VZ2 AAAAB
8.9.21 L O T U S 23.1.19 Elise Cup 250 AAABC 29.6.16 3.2.21 Exige Sport 390 Final Edit’n AAAAB 21.7.21
DACIA
M A S E R AT I
Sandero Stepway TCe 90 AAAAC 28.4.21 Ghibli Diesel AAABC Duster SCe 115 Comfort AAAAC 22.8.18 Quattroporte Trofeo AACCC Jogger 1.0 TCe 110 Comfort AAAAB 20.4.22 Levante Diesel AAACC S Granlusso AAABC
DALLARA
Stradale AAAAB
16.10.19
MAZDA
2 1.5 Skyactiv-G SE AAAAC 3 2.0 Skyactiv-X AAAAC 3 Crossback Puretech 155 AAACC 10.7.19 MX-5 1.5 SE-L Nav AAAAB 7 Crossback Puretech 225 AAABC 19.9.18 MX-30 145PS AAABC 2.2.22 CX-5 2.2D Sport Nav AAAAC 9 E-Tense 225 AAABC
DS
FERRARI 488 GTB AAAAA 488 Pista AAAAB 812 Superfast AAAAC SF90 Stradale AAAAC
12.3.14 4.8.21 30.11.16 8.5.19 22.4.15 6.11.19 2.9.15 10.3.21 28.6.17
McLAREN
570S 3.8 V8 AAAAA 30.3.16 22.5.19 600LT Spider 3.8 V8 AAAAB 23.12.20 620R 3.8 V8 AAAAC 27.1.21 GT 4.0 V8 AAABC 720S 4.0 V8 AAAAA 24.5.17 F I AT Senna 4.0 V8 AAAAA 10.10.18 Panda 4x4 Twinair AAAAB 17.4.13 P1 AAAAA 7.5.14 26.2.14 500 Abarth 595 AAAAC 26.1.22 M E R C E D E S - A M G Icon 42kWh AAAAC A-Class A45 S 4Matic+ Plus AAAAB 4.3.20 FORD 3.6.15 C-Class C63 AAAAB Fiesta 1.0T Ecoboost AAAAC 9.8.17 C63 S Coupé AAAAB 24.4.19 15.8.18 CLS 53 4Matic+ AAAAC 17.10.18 ST-3 1.5 T Ecoboost AAAAB 20.2.19 GT S AAAAC 29.7.15 Focus 1.5 Ecoboost 182 AAAAB 11.9.19 R AAAAB 10.5.17 ST AAAAC 14.1.15 GT 4-Door Coupé 63 4Matic+ AAAAB Mondeo 2.0 TDCi AAAAC 13.3.19 Mustang 5.0 V8 GT F’back AAAAC 24.2.16 5.12.18 SLC 43 AAABC 6.7.16 Bullitt AAAAC 13.6.18 Mustang Mach-E Extended Range RWD GLC 63 S 4Matic+ AAABC AAAAC 23.6.21 GLE 53 4Matic+ AAABC 14.10.20 25.3.20 Puma 1.0T 125 MHEV AAAAB 24.3.21 M E R C E D E S - B E N Z ST AAAAC 4.7.18 Kuga 2.5 PHEV ST-Line AAABC 24.6.20 A-Class A200 Sport AAAAC 28.8.19 A250e AMG Line Premium AAACC 5.8.20 Ranger Raptor AAAAC 3.4.19 B-Class B180 Sport AAAAC GENESIS 21.8.19 CLA 250 AAACC G70 2.2 CRDi Luxury Line AAABC 10.11.21 C-Class C220 Bluetec AAAAC 23.7.14 14.6.17 GV80 3.0D Luxury 5-Seater AAABC 15.9.21 E-Class E400 Coupé AAAAC 6.10.21 E300 Cabriolet AAABC HONDA 6.4.22 S-Class S580e L AAAAB E Advance AAABC 26.8.20 EQA 250 AAACC 17.11.21 16.9.20 Jazz 1.5 i-MMD Hybrid EX AAABC 7.10.20 GLB 220d 4Matic AAABC 19.4.17 GLC 250d AAAAC 10.2.16 Civic 1.5 i-VTEC Turbo AAAAC 25.10.17 G-Class G350d AMG Line AAAAC 17.7.19 2.0 Type R GT AAAAB 12.7.17 GLS 400d AAABC 12.2.20 Clarity FCV AAAAC 24.11.21 X-Class X250d 4Matic AAABC 20.6.18 HR-V e:HEV AAABC 7.11.18 CR-V 1.5T EX CVT AWD AAABC 5.10.16 M G NSX AAAAB 3 1.5 3Form Sport AAABC 25.12.13 HYUNDAI 25.11.20 5 SW EV Exclusive AAABC i10 1.2 MPi Premium AAAAC 15.4.20 ZS EV Exclusive AAACC 4.12.19 24.2.21 i20 1.0 T-GDI 100 48V AAABC 25.8.21 M I N I N AAAAB 27.12.17 Mini Cooper S AAAAB 2.4.14 i30 N AAABC 13.9.17 Cooper S Works 210 AAAAB 6.12.17 1.4 Premium SE AAABC 31.10.18 Clubman Cooper D AAABC 25.11.15 Kona Electric 64kWh AAAAC 6.3.19 Convertible Cooper S Sport Automatic Santa Fe 2.2 CRDi AAABC 17.3.21 AAAAC 19.5.21 Tucson 1.6 T-GDi Hybrid AAAAC 12.6.19 Countryman Cooper D AAABC 22.2.17 Nexo AAABC 26.7.17 Plug-in Hybrid AAABC 25.5.16 7.8.19 25.7.18 3.11.21
JAGUAR
F-Type V8 S Convertible AAAAC V6 S Coupé AAAAB 2.0 R-Dynamic Coupé AAAAC P575 R AWD Coupé AAAAC XF 2.0 R-Sport AAAAB 300 R-S Sportbrake AAABC XE 2.0 R-Sport AAAAB E-Pace D180 AWD SE AAABC F-Pace 2.0d AWD AAAAC P400e R-Dynamic HSE AAAAC SVR AAAAB I-Pace EV400 S AAAAB
JEEP Compass 2.0 M’jet 4x4 L’d AAACC 4xe S AAACC Renegade 4xe Trailhawk AAACC Wrangler 2.2 M’Jet-II Ov’d AAAAC
KIA Stinger 2.0 T-GDI GT-L S AAABC
12.6.13 11.6.14 22.11.17 29.4.20 2.12.15 17.4.19 1.7.15 11.4.18 11.5.16 1.12.21 24.7.19 12.9.18
MITSUBISHI Eclipse Cross 1.5 2WD AAACC Outlander PHEV GX4hs AAABC
14.3.18 16.4.14
MORGAN Plus Four AAABC 3 Wheeler AAAAA
12.8.20 6.6.12
NISSAN Micra 0.9 N-Connecta AAAAC DIG-T 117 N-Sport AAACC Juke 1.0 DIG-T 117 AAABC Qashqai 1.3 DIG-T 158 AAAAC GT-R Recaro AAAAB
3.10.18 16.2.22 N O B L E 30.6.21 M600 AAAAB 10.4.19
26.4.17 27.3.19 29.1.20 28.7.21 16.11.16 14.10.09
PEUGEOT
208 e-208 Allure Premium AAAAC 6.5.20 25.4.18 508 GT BlueHDi 180 AAAAC 24.10.18
Hybrid 225 Allure SW AAAAC 8.7.20 Across 2.5 PHEV E-Four CVT AAAAB 7.4.21 5.5.21 PSE Hybrid4 SW AAAAC 30.9.20 T E S L A 2008 e-2008 GT Line AAABC 3008 1.6 BlueHDi GT Line AAABC 18.1.17 Model 3 Standard Range Plus AAAAC4.9.19 20.4.16 5008 2.0 BlueHDi GT Line AAABC 1.11.17 Model S P90D AAAAB Model Y Long Range AWD AAAAC 23.3.22 P O L E S TA R 15.2.17 Model X 90D AAAAC 1 AAAAC 21.10.20
T OYO TA
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7.10.15
GREATEST ROAD TESTS OF ALL TIME
BUGATTI EB110 GT TESTED 16.3.94
A huge injection of cash brought Bugatti back from the dead. The EB110’s five-star Autocar verdict confirmed that it was money well spent. Some of the world’s most talented automotive designers and engineers produced the long-awaited EB110 GT. At its heart was a very flexible quadturbo 60-valve 3.5-litre V12, delivering 553bhp via six slick manual gears and four-wheel drive. The EB110’s carbonfibre chassis was suspended by allround double wishbones. Capable of 30-70mph in 3.3sec, the EB110 was beaten for overall pace by only the 110kg-lighter Jaguar XJ220. It meted out its performance with more composure than the Jag, though, and emitted a Ferraririvalling scream, yet managed 21.6mpg on our touring route. The XJ220 edged the Bugatti for grip and steering feel, but the EB110 was far more agile. The Bugatti cornered beautifully, with minimal roll, yet the ride was peerless among supercars.
The brakes were also superb. The cabin was functional rather than opulent. It fitted average-sized drivers well but could barely house six-footers, and luggage space was confined to a 77-litre bin behind the seats. FOR Performance, sound, agility and ride AGAINST Functional interior, cabin space FACTFILE
Price £285,500 Engine V12, 3500cc, quadturbo, petrol Power 553bhp at 8000rpm Torque 451lb ft at 3750rpm 0-60mph 4.5sec 0-100mph 9.6sec Standing quarter mile 12.8sec at 115mph Top speed 182mph (claimed) Economy 18.8mpg WHAT HAPPENED NEXT…
The EB110 suffered at the hands of the all-conquering McLaren F1 that soon followed. After the lighter, 603bhp EB110 Super Sport, Bugatti folded, since its owner, Romano Artioli, had overstretched in buying Lotus, too. Some part-built EB110s were bought, modified and resold by Dauer. Bugatti was bought by Volkswagen in 1998 and the Veyron was launched in 2005.
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Richard Parry-Jones 1951-2021 Regardless of which car he was working on, Richard Parry-Jones always made a huge difference to improving it. From the Ford Escort of the early 1980s to the first Ford Focus that was very much his baby, he made sure that cars were good to drive even if the driver didn’t understand why. This deep understanding of what made a difference to cars was also applied to models from Aston Martin, Jaguar, Land Rover, Lincoln and Volvo while those makers were under the stewardship of Ford. Crowned Autocar’s Person of the Year in 1994, Parry-Jones had the rare ability to explain complex technical issues in a simple way. He was a keen driver, too, which made him a hands-on engineer able to translate what he felt into making a car better. Millions of drivers have benefitted from his work and dedication, which is why Autocar bestowed upon him a Lifetime Achievement Award in 2021, decided before his untimely death.
SLIDESHOW The greatest automotive engineers his month marks the first anniversary of the death of Richard Parry-Jones after an accident on his farm in Wales. Automotive engineers like ParryJones are often the unsung heroes of the cars we drive. Through their work, they’ve made millions of lives comfier, more enjoyable and safer. Here are some of the most notable from the far and near past.
T
ALISDAIR SUTTIE
Henry Ford 1863-1947
Sir Alec Issigonis 1906-1988
Spen King 1925-2010
Whereas most automotive engineers earn their place in history for furthering the technology of the car itself, Henry Ford revolutionised the way the car was made. He recognised the hand-built approach was inefficient and instead brought in production line processes to build the Model T. A measure of the success of his construction method was the price of the Model T, which dropped from its original $825 in 1908 to just $360 in 1917, despite increasing company profits.
Sir Alec Issigonis was one of the most influential engineers of the 20th century. He also designed the Morris Minor as affordable transport in the post-war era, then he set the template for future small cars with the BMC Mini. He followed that up with the Austin 1100, 1800 and Maxi, all very advanced for their time. Outside office hours, he also made an extremely competitive hillclimb car called the Lightweight Special with a monocoque and all-round independent suspension.
Charles Spencer King’s place among the greats is assured for his work on the advanced Rover P6, let alone the seminal Range Rover. He spotted the desire for an off-road car that drove just as well on the road, and the resulting SUV remained in production for 26 years. King was even honoured with a special edition of the Range Rover called the CSK. He was also instrumental in developing the TR6, Stag and Dolomite Sprint’s 16-valve cylinder head for Triumph.
Barb Samardzich 1958-
Ferdinand Porsche 1875-1951
Colin Chapman 1928-1982
After graduating with a degree in mechanical engineering, Barb Samardzich joined Ford in 1990. She has worked in several departments, including powertrain development, and has regularly been cited as one of the most influential women in the car industry after taking on the job of chief operating officer at Ford of Europe in 2013. She retired in 2016 but still works in various roles within the automotive industry.
He may have given his name to one of the most desirable car brands ever, but Ferdinand Porsche had already established himself as an engineering giant long before the first 356 was made. Indeed, its basis was the Volkswagen Type 1 that he had designed before the war. Porsche had previously worked for several firms, including Mercedes-Benz, where he came up with the iconic supercharged SSK.
Colin Chapman founded Lotus to sell his race car designs to other enthusiasts. From the very start, his approach was to make cars as light as possible so they wouldn’t need huge power. Handling was another of his obsessions, and it showed in the way his cars could outperform much more exotic machinery. It’s a testament to his engineering nous that his original 7 design of 1957 is still in production today as the much-evolved Caterham.
82 AUTOCAR.CO.UK 20 APRIL 2022
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