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THIS WEEK
‘I don’t do it for money. Out in the forest at night is the right place for me’
50
Issue 6525 | Volume 313 | No 5
NEWS
COMMENT
Mini Aceman EV sparks big design and line-up rethink 6 TVR relaunch Back with a bang, and EVs, from 2024 10 Honda Civic Type R All new; more power than ever 14 Porsche’s new SUV Electric; larger than a Cayenne 16 Recruitment crisis Fears as China’s brands enter UK 18 Meanwhile in China Trouble hiring overseas talent 20
LET’S HOPE THIS TIME IT’S DIFFERENT FOR TVR MERCEDES’ HIGH-TECH VISION EQXX DRIVEN 26
TESTED
Mercedes-Benz Vision EQXX It’s the future of EVs 26 Aston Martin DBX 707 The best car the firm makes 30 Citroën C5 X PHEV Big, comfy, idiosyncratic barge 32 Kia Xceed Refresh for successful family crossover 34 Ford Mustang CS850 R 847bhp and track friendly 35 Cupra Born 77kWh e-Boost New long-range model 35 Cupra Leon 2.0 TSI 245 VZ2 ROAD TEST 36
FEATURES
Mammoth Ram 1500 TRX Huge 1012bhp US pick-up 44 Group B movie On set of new WRC 1983 season film 50 Village car show From Audi Sport Quattro to kit cars 54 Drug driving It’s on the rise. We investigate the issue 56
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OUR CARS
Dacia Duster Test ends with a surprising outcome 64 Jaguar E-Pace Is a diesel one better than a PHEV? 66 Volkswagen ID 4 GTX The family give their opinions 67
EVERY WEEK
Subscribe Save money and get exclusive benefits 4 Jesse Crosse Bentley Bentayga’s ‘Airline Seat’ tech 15 Matt Prior Why Australian Supercars racing is ace 17 Jim Holder Is selling optional kit for a month smart? 21 Autocar Archive Access 125 years of issues for free 22 Steve Cropley Aston talk; Austin Sevens; speeding 23 Damien Smith Irreplaceable BTCC kingpin retires 24 Your Views Jaguar’s future; noisy Kona; Giulia QV 60 On this day 1980: Delta, 323 and F1 stars in F2 scrap 63 Slideshow Finest car engines Britain has designed 82
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COVER STORY
AND THERE’S ANOTHER REASON WHY THIS SPEEDING TICKET IRKS STEVE CROPLEY 23
week sets out its bold plans to launch not one but three electric models – a sports car, saloon and SUV – all while finally putting its Griffith sports car into production. We’ve heard promises of new models before, of course. The reborn Griffith was revealed in 2017 but a factory to produce it has yet to emerge, let alone a customer car. So news of anything in the medium- or long-term future must be met with a degree of caution until a Griffith is in the hands of a customer. Let’s fast forward and assume (hope) that day comes. What of this week’s news? Are things different this time? Can we really see TVR’s future plans and launches as ones they can pull off ? TVR says it can. It has a wealthy new benefactor, Daniel Layton, whom we interview on p12. An unknown in the automotive world, he is an expert in green lithium mining, a handy field in the electrification era. He says he is ready to invest more as needed (will an eight-figure sum really be enough for these plans?) or seek other investors. Make or break time has now arrived for TVR. The future it presents is a tantalising one. Finally, it must now deliver it. If it can, the automotive world will be a richer and better one for having TVR as part of it.
Mark Tisshaw Editor
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OFFICIAL PICTURES
New Mini EV heralds bold design and range shake-up Compact electric crossover, due 2024, initiates reboot of Mini’s look and line-up 6 AUTOCAR.CO.UK 27 JULY 2022
T
he Mini Aceman concept will evolve into a new compact electric crossover at the end of 2024 to fill the gap between the flagship Mini hatch and the mid-sized Countryman. It uses a stretched version of the all-new Spotlight architecture that is being developed jointly by BMW and Chinese partner firm Great Wall and will form the basis for the next-generation electric Mini hatchback. Although Mini says it is a pure concept, it isn’t very far from the car that will arrive in dealerships in two years’ time. Mini has not given any clues to the likely battery sizes or potential range of the final production version of the Aceman. However, the Spotlight-based EV hatchback will come as a 181bhp Cooper with an approximately 40kWh battery and a 221bhp Cooper S with a 50kWh pack, giving a range of around 250 miles, so the production Aceman will be broadly similar. Sources emphasise that this concept is not intended as a Countryman replacement. That model will be reborn in a third generation as a larger car with a bigger boot and be twinned with the next-generation BMW X1. The Aceman is shorter than today’s Countryman, at 4050mm long, 1990mm wide and 1590mm tall. However, the Aceman could be seen as an indirect replacement for the Clubman, which, Autocar understands, will be phased out in the middle of 2023. Sources say the departure of the Clubman
will be marked by at least one special edition, recalling the original Clubman estate’s trademark side graphics. The five-door Mini hatch is also not set to get an electric successor. The Aceman concept is the result “of a lot of research and feedback”, Mini design chief Oliver Heilmer told Autocar. “The owners of the Mini hatch and Countryman are very happy, but they are very different people,” he said, hinting that the Aceman will target a demographic that has never owned a Mini. “This is classic Mini in the sense of the very short front and rear overhangs, but we have a very different side elevation. There is much more muscle in the sides.” The clean, almost fuselagelike sides have been replaced by surfaces that are more clearly stamped and industrial. BMW said: “This ‘edginess’ signifies a progressive interpretation of the robustness and versatility characteristic of a crossover model.” Also gone are the prominent chrome door handles and the triangular panel between the front wheel arch and front door. Heilmer’s team has reduced the Aceman’s front-end design to a bare minimum. The Mini’s large, chromerimmed headlights have been
greatly reduced visually and the brand’s traditional ‘face’ is now defined by an LED outline. The Mini grille has donated its outside edge as a very minimalist reminder of the brand’s roots. “This car feels robust, but it is not huge. The new Countryman will have more boot space,” said Heilmer. “The shoulder on the car is a result of the aerodynamic performance needed for an electric vehicle. “The tailgate spoiler and the way the rear of the glasshouse narrows was also driven by aerodynamics, as was the wheel design.” The car also has a glazed roof with no strengthening bars, something that might be made possible on the production car by using the battery pack as a structural part of the chassis. This glass roof also gives a clear view of an especially neat feature on the concept: a roof rack whose structure, when mounted on the Aceman’s diagonal roof bars, references the Union Jack. Heilmer said the BMW board was interested in making this conceptual flourish a production reality. The Union Jack theme appears throughout the car: as a brace behind the minimalist dashboard, stamped into the wheel-arch mouldings and ◊
LEDs replace chrome as part of reworking the front-end look
Union Jack theme occurs throughout the outside and cabin
Battery will be located in the floor: 40 and 50kWh likely
❝
Although Mini says it’s a concept, it isn’t very far from the car that will arrive in dealerships in two years ❞ Tapered rear, roof spoiler and wheels are all aero influenced
27 JULY 2022 AUTOCAR.CO.UK 7
∆ designed into the Aceman’s rear light clusters. Heilmer said this graphic is “popular all around the world”. While the Aceman exterior is a big departure from the Mini norm, the interior is a complete break from what has come before but, Heilmer argues, it is much more philosophically in tune with the austere Sir Alec Issigonis-designed original. “This is pretty much the [production] interior,” Heilmer said of the Aceman’s spacey and bare cabin. The dashboard has been reduced to a single circular OLED touchscreen with a small toggle bar beneath it. “This is the same user interface as the [2023] threedoor. There’s no controller and the display is much cleaner. It’s a touchscreen with pop-up support. You have to swipe to change the temperature,” Heilmer told Autocar. “The toggle bar has five elements, like in the original Mini,” he added. One of the toggles acts as the transmission shifter and one switches between drive modes. Another is the parking brake. Because the Aceman uses a bespoke EV platform, the interior is far more open and spacious than today’s fivedoor hatch and Clubman. The dashboard volume especially has been greatly reduced, as has the steering wheel’s bulk. “There’s more cabin space, especially in the front, as we have been able to push the HVAC [heating and ventilation pack] forward because there’s no conventional engine under the bonnet,” said Heilmer. The dash is covered in knitted textiles, but it’s not yet known if this will make it to the final production model. On the subject of more ecologically sound materials
in production, Heilmer said leather is likely to be replaced by the latest incarnation of leatherette, which, he explained, is now pretty much indistinguishable from the real leather used in today’s cars. “Leatherette is the future. It is better quality and customers cannot tell,” he said. The move to declutter and pare back interior volumes has resulted in more useful door pockets and a centre console area that is now nearly completely empty. The centre console storage has been dropped and the central armrest swapped for one sited on the side of the seat. “We’ve had so many requests for somewhere to
store a bag, so now it can fit between the front seats. And having the armrest in the seat is more flexible for the customer,” said Heilmer. “Chrome is not good [ecologically],” he said, so it has been eliminated entirely in the cabin and the exterior. As brightwork was such a major part of the aesthetic of the original and BMW Minis, it is perhaps this change that will have the greatest impact on the way people will view the new Mini family. Heilmer acknowledged this: “The Aceman is not retro or cute and we can’t stand still, in design terms. But I also think that this car keeps our roots.” HILTON HOLLOWAY
Union Jack roof rack is being considered for production
Aceman’s daytime-running lights can display animations, and external speakers at the front emit a specially tuned acceleration sound on the way to 19mph.
Aceman is 4050mm long, 1590mm tall and 1990mm wide Concept includes a number of fresh ways of exploiting new LED technology. Perhaps the most engaging and production feasible is the ability to project a map onto the whole of the dashboard.
Roomy cabin has space between the seats to stow a bag 8 AUTOCAR.CO.UK 27 JULY 2022
Pared-back look is in keeping with the original, says Mini
NEWS Q&A OLIVER HEILMER, HEAD OF DESIGN, MINI Would you agree that the Aceman concept is quite a departure from the Mini as BMW has defined the brand over the past 21 years ? “The design target was to give this concept some edge, not try to make it too cute. I wanted something fresh and bold, within certain boundaries.”
Glazed roof beneath the rack forgoes strengthening bars
What does the Aceman tell us about the future Mini family? “Each member of the Mini family will have its own character. There will be a new [design] step for the hatchback and the Countryman will be remade for the third generation. I wanted to extend the [design] bandwidth of the Mini brand. “There’s no grille on this EV and other traditional details such as the standout door handles have gone. There will be new iconic
elements [for the future Mini family] and existing design elements will be treated differently. We want to expand beyond the British Racing Green and whiteroof classic Mini look.” What about the traditional buyer customisation that Mini has become known for? “There’ll be less customisation and less complex speccing for the future Mini family and more emphasis on different interior curations and optimal trim packages for technical upgrades, such as headlamps or driver assist packages and even dealerpurchased accessories.”
Wheel volume has been reduced; eco fabric is widespread
THIS IS AN INTELLIGENT AND MUCH NEEDED RETHINK H I LT O N H O L L O WAY
Rear offers seating for three but middle perch is occasional
A full quarter of a century and three generations of BMW’s new Mini later, it was clearly time for another deep rethink. When Oliver Heilmer took the Mini design hot seat in autumn 2017, there were already plans to give the current Mini models a serious makeover. The shift to sharing a BMW front-drive platform and the need to share the same dashboard between the three-door hatch and larger Countryman had rather compromised the final products in some eyes, from long front overhangs to rather cartoonish exterior
detailing. The awkward fivedoor hatch – itself necessarily spun off the Clubman – was not well liked internally, either. The 2017 Mini Electric concept and the John Cooper Works GP concept gave big clues to a planned major overhaul of the cars, pencilled in for around 2019. But the automotive world was changing fast and BMW had to both make sense of the relatively small-sized Mini brand and deal with demand for electric vehicles, especially in China. Such a huge reorientation – requiring a partner for a
bespoke electric platform, the establishment of a factory in China and the drawing up of a new roadmap for Mini – will have taken over five years since BMW hit the pause button. But the splitting of Mini into ICE and pure-EV families – combined with Heilmer’s back-to-basics design, embracing the spartan approach of the original Mini – is a compelling and intelligent change of direction. The proof will be in the market, but it makes for an encouraging third reinvention of Mini as it heads for a seventh decade.
27 JULY 2022 AUTOCAR.CO.UK 9
WORLD EXCLUSIVE
TVR Griffith EV set to be followed by saloon and SUV New backer supports 2024 launch of V8 coupé; trio of EVs to come
L
egendary British sports car firm TVR will relaunch in 2024, with the Griffith V8 finally making production and a Griffith EV scheduled to be on sale just six months later. Thereafter, two more cars, believed to be an electric saloon and SUV, are planned for production, although the timeline for their launches has yet to be confirmed. The long-awaited revival project – revealed exclusively to Autocar by owner Les Edgar, major investor and chairman of green lithium firm Ensorcia Automotive Daniel Layton and CEO Jim Berriman – will kick-start a longer-term plan to seize the opportunities of electrification and turn TVR into a global luxury car maker. Responding to questions about the long gestation of TVR’s relaunch to this point – having acquired the brand in 2013, started development of the Griffith with Gordon Murray in 2014 and then revealed a productionready prototype of the car in 2017 – Edgar said: “It has taken longer than expected but everything is now in place for us to succeed long into the future. “We have always had the right car for the relaunch, the concept engineered by Gordon Murray and ready to be built using his innovative production practices. All the feedback is clear that it is the right product for us to build on TVR’s 75-year history. “Crucially, though, we now have the right investment
and the right route to building a sustainable future with a family of electric vehicles, which is where Daniel [Layton] comes in. We are ready to start work on the manufacturing site and build towards a 2024 launch.” The Griffith V8 will be sold in near-identical specification to the car first revealed at the Goodwood Revival in 2017, powered by a naturally aspirated 5.0-litre Ford V8, dry-sumped by
Cosworth and producing 450500bhp. It will be available with a six-speed manual gearbox. Edgar says the firm still has “several hundred” deposits from “engaged, excited and ready” customers for the car, although he admits some may switch their orders to the EV, the performance
statistics for which have yet to be revealed. The lease for the Ebbw Vale production plant – potentially the first to utilise Murray’s iStream production process outside of his own company – is not yet finalised, but TVR ◊
OFFICIAL PICTURE
NEW MOKE OWNER PLANS EV EMPIRE
X-TRAIL GETS PETROL-POWERED EV TECH
Moke International, the UK firm behind an ‘electromod’ version of the 1960s Mini beach car, has been acquired for £46.2 million by the newly formed EV Technology Group, which plans to build a family of low-volume EV makers.
Nissan has given fresh details of the new X-Trail ahead of its arrival. With a tech-heavy interior and bold new look, it drives exclusively on EV power but with a 1.5-litre petrol engine supplying charge and offers front- and four-wheel drive.
10 AUTOCAR.CO.UK 27 JULY 2022
NEWS Ebbw Vale production site is still mooted, but that could change
Griffith EV will share its platform with the V8-engined model
TVR adopted Gordon Murray’s iStream production principles
Q&A LES EDGAR, CHAIRMAN, TVR
Why the delay? “Principally, the approvals needed by the Welsh government to start the factory renovation followed by the pandemic. But the former is necessarily thorough and – in truth – it saved us. If it had gone through quickly and we’d launched prior to the pandemic, then we’d likely be dead now.”
❝
The feedback is clear that it is the right product for us to build on TVR’s 75-year history ❞
CEO Berriman: “The UK will always be the centre of this brand”
Do you have the money to launch now? “We wouldn’t have repaid the government loan with substantial interest this year if we didn’t. This isn’t a hobby; we have the funding and we have a long-term plan to build a sustainable business.” Isn’t the Griffith V8 a bit old now? “What would we have done to it today if it had launched three years ago? Changed the bumper and added some chrome? It was designed right and, with an oldschool charm, originally. It’s as gorgeous today as it was then, it’s brilliantly
ASTON UPDATES ICONIC BADGE
AU REVOIR, MON AMIS MEGANE
Aston Martin has updated its famous winged logo for the first time in 19 years. The first models to feature the revised badge will be the updated versions of the Vantage, DB11 and DBS, which are due to launch in early 2023.
The Renault Mégane has left the building, or the UK at least. After 27 years and four generations, the Ford Focus rival has bowed out to make room for an EV successor of the same name. Production of left-hand-drive models continues until 2024.
engineered and meets every regulation it needs to.” What will set the Griffith EV apart? “Gordon [Murray] created a fundamentally light, aeroefficient car. We can use that to keep battery weight down while still offering good range. All EVs are fast – we won’t chase a tenth off the 0-60mph time; we want exceptional handling and entertainment.” The idea of a silent TVR is surely missing the point? “EVs are coming. None of us can stop it. I won’t say how, but we have that covered. EVs don’t have to be silent, and the noise they make doesn’t have to be artificial or amplified to be exciting.” When will we learn more about the saloon and SUV? “These are early days. We want to show we have a plan, but that plan needs to remain fluid. The styling is advanced, but we need to build the brand and the confidence in it to keep growing.”
27 JULY 2022 AUTOCAR.CO.UK 11
OFFICIAL PICTURE
Battery-powered Griffith is due six months after the V8
∆ has long had close ties to the Welsh government, which has a 3% stake in the firm having invested in it in 2016. As part of that deal, TVR was loaned £2 million, although the company repaid that, along with accrued interest, earlier this year, potentially leaving it free to explore other manufacturing sites. “We will make a decision very soon,” said Berriman. “The key to our assembly process is that it can be set up very quickly, but all our decisions have to be taken with the longer-term plans for the firm in mind. The UK will always be the centre of this brand, but we expect to be agile enough to look at production in other locations as we seek to expand our plans globally.” The Griffith EV – exclusively revealed here in official styling images ahead of TVR’s owners formally launching their revival plans at an event in Mayfair, London, tonight (Wednesday) – will sit on the same Murraydesigned platform as the V8. However, the company is in talks with a “highly established, world-leading” partner to supply a skateboard platform to develop its future models, potentially including the electric saloon and SUV. Sales will be handled directly by TVR, with the brand building its online presence to offer international orders. The focus will initially be on the UK, where three ‘brand experience centres’ will be opened to showcase the vehicles and an array of high-end, luxury options, with the first expected to be in Mayfair. A launch-edition Griffith V8 will be limited to 500 units, with prices starting from £90,000 and reservations available for a £5000 deposit. Pricing for the Griffith EV has not been revealed, but it is expected to push the firm further into the luxury market at around £150,000. JIM HOLDER
12 AUTOCAR.CO.UK 27 JULY 2022
Griffith V8 will be almost unchanged from the model revealed in 2017
Q & A D A N I E L L AY T O N , C H A I R M A N , E N S O R C I A A U T O M O T I V E What is Ensorcia Automotive? “A leading green lithium company, with rights to lithium around the world and a patented method of extracting lithium that is cheaper, easier and less environmentally damaging.” Do you have the funds for automotive? “I made my money in petrochemicals, and then got out mainly to focus on greener technology some time ago. The company today can be measured in billions, not millions. To date we have put an eight-figure sum into
TVR, which is enough to get it up and running. If we need to do the rest we will, but it might be better to bring on some more investors.” Why TVR? “Many companies
approached us to access our lithium supplies, but our focus was not on supplying the automotive industry. TVR was different, for its history and heritage, its small scale and its focus on the luxury market. There is a huge job to do but also huge potential in this new electrified world; I’m not comparing us to them, but Lucid, Rivian and Tesla have shown what’s possible.” Doesn’t TVR’s uniquely British heritage hinder global ambitions? “Not at all. TVR’s heart will always be in Britain, and sports cars and extreme
cars will always be part of its line-up. But ‘Cool Britannia’ echoes around the world – and TVR is very cool. It will take time and budget, but this is a brand we can market around the world.” The Formula E tie-up is presumably part of that marketing. Could you race there? “We needed to start building awareness that we were coming back, and supporting some Formula E races has done that. It’s also opened a lot of conversations, and we’ll see where they lead. Racing is part of TVR’s DNA, certainly.”
NEWS Sagaris was last car to bear the TVR badge
WILL THE TVR COMEBACK F I N A L LY H A P P E N ? JIM HOLDER
❝
Sales focus will initially be on the UK, where three ‘brand experience centres’ will open ❞
Prices for the launchedition Griffith will start around £90,000
TVR’s owners understand why the question is being asked but bristle a bit at having to answer it: as far as they’re concerned, it was never off, just delayed by politics and a pandemic. Now they want to look forward and not back. They argue that the initial excitement (including hundreds of deposits) proves there’s a customer base waiting for them, and that commissioning Gordon Murray to create a car – a prototype of which is still out on the road turning heads – proves they are serious. There are many hurdles ahead, of course, not least of which is commissioning a manufacturing base and announcing a partner for development of an EV to meet the tight 2025 deadline TVR has set itself. Both decisions are, they say, imminent. From that point to the first V8s rolling off the line
still feels a monumental task, though, and from there building a three-strong EV line-up to rival the likes of Aston looks like a lifetime’s work. But, admirably, all of them acknowledge the scale of the challenges. Better, they argue, passionately and persuasively, to enjoy the ride, to savour the prospect of a Cosworth-engineered V8, built proudly in Britain, and embrace the EV transition, which itself raises the possibility of another British luxury car maker emerging as a global brand. Ambitious? Of course. Difficult? Certainly. Impossible? Any automotive enthusiast only has to check their pulse as they think about the prospect of a thriving TVR to hope not. As the owners point out, electrification has allowed other brands to break through; wouldn’t it be great if TVR could be one of them?
Cosworth-modified Ford V8 has a dry sump and makes 500bhp 27 JULY 2022 AUTOCAR.CO.UK 13
New Civic Type R is hottest yet “Fastest, most addictive” Type R set to sign off combustion-only Hondas in Europe
T
he new Civic Type R has been revealed – and it’s set to be the most pulsating iteration of Honda’s hot hatch yet. The performance model enters its sixth generation with redesigned bodywork based on that of the recently renewed Honda Civic, and it features a raft of significant mechanical upgrades and improved aerodynamics. After much speculation about the powertrain, it has been revealed that the new Type R will be propelled by an ‘evolved’ version of the 2.0-litre turbocharged 17YM engine used by the outgoing model, mated to an improved six-speed manual gearbox. Honda’s ‘mainstream’ models have already shifted to hybridonly powertrains in Europe, and
OFFICIAL PICTURES
New Type R’s styling is more restrained than the previous model’s
Large rear wing signifies the Civic Type R’s sporting intent
Wheels are 19in alloys; brakes are upgraded for better cooling
Revised 2.0-litre engine will top old car’s 316bhp
A110 E-ternité points to Alpine’s all-electric future ALPINE HAS REVEALED the battery-powered A110 E-ternité as an intriguing glimpse of the marque’s all-electric future. The one-off is not only the brand’s first electric car but also its first drop-top, featuring a removable roof section that has minimal impact on the car’s rigidity and silhouette. Based on the same chassis as the current production car, it uses battery packs from the Renault Mégane E-Tech but houses them in bespoke casings and spreads them around the chassis for optimum weight distribution: there are four at the front and eight at the rear,
14 AUTOCAR.CO.UK 27 JULY 2022
in a bid to maintain the A110’s characteristic mid-engined handling characteristics. The cells weigh 392kg, but Alpine claims to have increased the prototype’s kerb weight by a total of only 258kg, putting the E-ternité at 1378kg at the kerb. That’s not only good news for its handling characteristics but also for its efficiency: Alpine claims a range of 261 miles per charge. Performance-wise, the
prototype is a close match for the combustion-engined car on which it is based. It packs 239bhp and 221lb ft from a single rear-mounted motor for a 0-62mph time of 4.5sec and a top speed of 155mph. To all intents and purposes – aside from the open roof and bespoke rear deck – it is also visually identical inside and out. The roof panel is made in part from recycled carbonfibre for optimal rigidity and weight while boosting sustainability credentials. A second prototype features body panels made using flax, which, says Alpine, is as strong as carbonfibre but has better acoustic properties.
OFFICIAL PICTURES
Electric prototype weighs 258kg more than regular A110
NEWS this is likely to be the last purely combustion-engined car the brand launches here. Honda says the uprated engine, which gains a revised turbocharger and new compact housing, is the strongest VTEC turbo unit yet and that it helps to “deliver the fastest, most addictive yet secure and rewarding drive” in Civic Type R history. Stats aren’t yet official, but the new Type R will have an improved power-to-weight ratio, torque output and top speed over those of the previous model, using one of the most powerful engines per litre in its class. The previous car produced 316bhp, weighed 1380kg, reached 62mph from rest in 5.8sec and had a maximum speed of 169mph – and the replacement is likely to offer improvements on those figures across the board. Prior to its unveiling, it rounded Japan’s 2.2-mile Suzuka circuit in 2min 23.120sec, setting a new lap record for front-wheel-drive cars. The time was 0.873sec
faster than the previous record holder, the Honda Civic Type R GT Limited Edition, based on the FK8-generation car. The model was also said to be “ready for Nürburgring testing”, suggesting the Type R could be set to challenge the front-wheel-drive record at the Nordschleife, too. While the old Type R sported a particularly dramatic exterior design, this new version is rather more understated. A large rear wing makes a return, though, and it rides on purposeful, lightweight 19in alloy wheels wrapped in Michelin Pilot Sport 4S tyres. The brakes have also been upgraded to offer “enhanced temperature control and air cooling”. Other design features include a larger lower grille, new front bumper air vents and a revised bonnet to improve airflow to the engine. Honda has not yet revealed pricing for the model but said deliveries will get under way early next year. Expect a list price in the region of £35,000. JACK WARRICK
Gearbox is six-speed manual; a ’Ring record attempt is likely
MINI MONTE HERO HOPKIRK DIES AT 89 Legendary rally driver and charismatic brand ambassador Paddy Hopkirk has died at the age of 89 – nearly 70 years after his first motorsport victory. Belfast-born Hopkirk became a motorsport superstar in 1964 when he claimed victory at the Monte Carlo Rally with a Mini Cooper S, and spent the next half-century heavily involved in the UK motorsport scene.
UNDER THE SKIN JESSE CROSSE
HOW BENTLEY’S LATEST TECH LEAVES YOU SITTING PRETTY
SEATING MAY NOT be the first thing that springs to mind when pondering car tech, but unlike living room sofas, car seats can be highly sophisticated pieces of equipment. Back in the 1960s and 1970s, the opposite was true until some car companies, notably Saab and Volvo, started making dramatic improvements. Prompted by freezing Scandinavian winters, both firms started to look at the value of seat comfort and its effect on the well-being of drivers. They employed orthopaedic specialists to design seats and added seat heating not just for cosiness but also because warmth is healthy for a driver’s back and reduces fatigue. At the time it was advanced thinking, so how have things evolved since then? These days, the role seats play in reducing fatigue means that technical improvements have tripped off the scale, with crashresistant fi xings, integrated seatbelt tensioners, airbags, high-tech interlayers and covering fabrics and integrated infotainment screens. The pinnacle of seat sophistication is, unsurprisingly, lurking in the rear of the most luxurious cars, and Bentley’s new Bentayga EWB Airline Seat Specification is one of the latest examples. As well as the hand-stitched loveliness you might expect on the outside, the insides of the seats are a mixture of chiropractor’s consulting room and climate laboratory. Taking the second of those first, the seat has an ‘auto climate system’ incorporating a suite of sensors that measure passenger contact surface temperature and humidity to an accuracy of 0.1deg C every 25sec. The passenger has control of where they want that to be from a choice of seven settings. One of those is neutral, which applies preset algorithms figured out during testing with different passengers. From then on, claims Bentley, the seat makes changes it knows are needed before the passenger does. Although the heating tech is unchanged from previous designs, a new type of cooling fan can move around 80% more air than before. For some, seat massage systems are about as relaxing as a child kicking the backrest, but the Bentley doesn’t have that. Instead, it has something called ‘postural adjustment’
Bentley’s new Airline Seat Specification rear seats conceal an array of 12 silent motors, giving 22 separate adjustments.
aimed specifically at keeping fatigue at bay. The system consists of six pneumatic zones that adjust the contact pressure between body and seat, but in a subtle way, says Bentley. In all, the system can make 177 individual pressure changes across the zones. The activity includes three-dimensional twists, using movements developed in conjunction with a chiropractor. From that input, Bentley, with specialist Comfort Motion Global, developed algorithms and evolved the system during scientifically based trials. In studies, it was found that supporting bodyweight dynamically and morphing to each individual’s weight and shape relieves strain that can lead to what Bentley calls a “lack of focus”. Those early pioneers of the 1970s were well ahead of the game, and understanding the importance of how seating technology can improve well-being during a longer journey has been a game-changer.
E-BIKE TAPS WILLIAMS TECH Triumph has achieved a category-leading 100-mile real-world range in the WMTC (world motorcycle test cycle) for its TE-1 prototype electric superbike, with a battery based on Formula E and F1 KERS technology. The know-how came from Williams Advanced Engineering, which squeezed 15kWh of capacity into the bike with a compact battery pack.
27 JULY 2022 AUTOCAR.CO.UK 15
Autocar has been told the SSP platform is also set to be used by upcoming electric models from Audi, Bentley and Lamborghini.
New model will share architecture with next Panamera and Taycan
Porsche plots new luxury SUV EV will sit on a new, Porsche-developed platform variant, priced above the Cayenne
P
orsche has revealed plans for a new luxury SUV based on a ‘Sport’ variant of the Volkswagen Group’s Scalable Systems Platform (SSP). The SUV will share the new SSP architecture with the upcoming third-generation Panamera – confirmed as an EV (see box, right) – and secondgeneration Porsche Taycan. The new SUV is likely to be priced above the Macan and Cayenne when it is launched during the latter half of the decade, and suggestions are that it could be the unidentified car shown as a design model to North American Porsche dealers last year. At the time, dealers described it as being “wider and larger than the Cayenne”, and said it featured a “flat
rear design, not anything like the Macan and Cayenne”. Porsche CEO Oliver Blume said: “We plan to add to our attractive portfolio a luxury, all-electric SUV model, which will roll off the production line in Leipzig. This will further expand our position in the luxury automotive segment. We are targeting the highermargin segments in particular and aim to tap into new sales
opportunities in this way.” Blume also disclosed that Porsche has been granted the engineering lead for the new Sport variant of the SSP architecture. The Porschedeveloped electric car platform draws on the ‘backbone’ of the standard SSP structure, which is set to make its debut in 2025 with the launch of the Volkswagen ‘Trinity’ – a Tesla Model 3 rival likely to be sold
Porsche has confirmed a third model for its family of SUVs
under the ID 4 Saloon name. Among the SSP Sport’s key developments will be highperformance electric motors and battery components, in a strategy similar to that set to be undertaken by MercedesBenz and its AMG performance car division. It is also expected to support an 800V electric architecture and 350kW rapid charging. While Porsche’s new SUV model is set to be based on the SSP Sport architecture, Blume’s long-term platform strategy update presentation confirmed that upcoming electric versions of the Macan and Cayenne will sit on the Premium Platform Electric architecture due to make its first appearance with the launch of the Audi Q6 E-tron. GREG KABLE
DOES PORSCHE NEED ANOTHER SUV? F E L I X PA G E
A luxurious electric SUV that’s even bigger than the Cayenne? Some will call it sacrilege, but others will nod in approval, safe in the knowledge that it will objectively be among the most competent cars on sale – in any segment – and that by virtue of merely existing, it safeguards some sort of future for Porsche’s traditional sports cars. Porsche romped to record
16 AUTOCAR.CO.UK 27 JULY 2022
sales last year, with the Macan and Cayenne SUVs making up well over half of its 300,000 deliveries and providing bags of revenue that could then be spent (in part) on the development of a new ‘midengined’ EV successor to the 718 Cayman/Boxster duo and future variants of the 911. If this new arrival brings with it even greater margins and increased appeal in the luxury-obsessed Chinese
and US markets, it will help compensate for the relatively niche and less profitable positioning of Porsche’s dedicated sports cars, thus helping them hang around. Diehard enthusiasts tend to baulk at multi-tonne, tech-laden SUVs from onceexclusively sporting brands, but the fact is those cars are usually very good, and they’re vital if we still want traditional sports cars. Bring it on.
Sales of the Macan and Cayenne shore up revenues for Porsche
PANAMERA REBORN AS EV The next Panamera will go electric in a move that will twin it with the secondgeneration Taycan. This confirmation comes shortly after camouflaged Panamera prototypes were spied winter testing, prompting speculation of a combustion-engined replacement. However, it appears now that an extensive update to get the saloon to the end of its life cycle is more likely.
Matt Prior NEWS
THE
NOTEBOOK
TESTER’S NOTES
Aussie Supercars has hit upon a crowd- and Prior-pleasing formula
GIVING IT THE BEANS If you ever feel tired in town, you can always pop into the nearest Costa or Starbucks for a pick-me-up. But what if you’re so tired you can’t even lift the cup? Step forward Bugatti’s new carbonfibre espresso cup. Yes, from the brand that brought you the 8.0-litre W16 comes an ultra-light 0.059-litre vessel for your morning fix. To try it for yourself, head to the new coffee shop in HR Owen’s Mayfair dealership, take a seat on a chair from the Bugatti Home Collection, order a £50 ‘Ettore Shot’ and peruse a wide array of Bugatti-themed merchandise.
JUST LET ’EM RACE Formula 1 can sometimes feel more ‘Contrive to Deprive’ than ‘Drive to Survive’ from a fan’s point of view, with the stewards’ decisions often getting more attention than the track action itself. “I think what we need are simple rules that everyone understands, not complex rules with a lot of different potential outcomes for different scenarios, because that can confuse a fan,” Alpine team principal Otmar Szafnauer told Autocar, referencing the hit documentary series. “I’ve got a lot of friends in America that started watching due to Netflix and the feedback I get from them is that the more they understand the rules, the more they enjoy it.” FIA handbooks at the ready, then…
t’s the halfway point of the 2022 Australian Supercars championship, my favourite race series because the cars are powerful and noisy and extremely closely matched. Better than that, its organisers know that spectators are central to the show, so a new-generation race car will arrive next year aimed at making the racing closer than ever. These ‘Gen 3’ cars have reduced downforce to put the premium back on mechanical grip and reduce the adverse aerodynamic effects of following another car closely. Development Gen 3 cars are making regular track appearances now. Test and guest race drivers are already complaining about how wild they feel, which is probably a good thing. There’s loads of power and not enough grip to tame it easily. Supercars has also insisted they keep it old-school and retain clutch pedals and a single gearlever for the sequential gearbox, rather than moving to steering wheelmounted paddles. Two manufacturers – Ford and General Motors – will be involved next year, with aggressive-looking Mustang and Camaro race cars. Supercars
I
Regs keep cars simple and closely matched
❝
Drivers are complaining about how wild the cars feel, which is probably a good thing ❞ controls the aero design to ensure there’ll be nothing between them, and ditto their V8 engine specifications. On test benches, they’ve found there’s less than 1% difference between the two cars’ power outputs, which is even less than the current-generation Ford Mustangs and Holden Commodores. The end of the ’22 season will mean a final end for Commodore involvement in the championship, and with it the age-old Ford/Holden rivalry. GM has already cancelled Holden as a car maker, but Commodores without Holden branding are still raced, including by Walkinshaw Andretti United, a team that was once the official Holden Racing Team under its founder Tom Walkinshaw and which is still run by his son Ryan today. Walkinshaw’s outfit also owned Holden Special Vehicles, which was independent from Holden but partly on the inside (a bit like Alpina was to BMW), making hotted-up Holden road cars like the Monaro coupé, the Maloo pick-up and the Commodore saloons we enjoyed here badged as Vauxhall VXR8s. Today, the company imports American muscle cars and can convert them to right-hand drive. But – controversially, given its history with Holden – the race team has signed a deal to run Ford Mustang race cars next year, instead of the Camaro. This year’s championship is far from
done, then, but the movements and developments mean I’m already looking forward to the next one. I Watching Supercars races in the UK, of course, means buying another subscription. It’s worth it – it costs less than £40 a year – but add that to the subs I already have for newspapers, streaming services and the like and they all end up costing quite a bit of money and, as significantly, time. I should read more car articles, but how many subs can you take on? My personal holy grail is for publishers to make it easy to read a single piece of work by allowing a simple single micropayment, with no lengthy subscription requirement. Not that I find reading other car stuff that easy, mind you. If their stories aren’t as good as mine, that annoys me. And if they’re better, that’s even worse. I Further to Steve Cropley’s recent talk about upcoming Autocar podcasts, if you are interested in an immediate Prior pod fix, the other week I was a guest on Car Chat, a podcast presented by Sam Moores. You can find it by searching the usual poddy places, or look for it on YouTube.
GET IN TOUCH
✉ matthew.prior@haymarket.com @matty_prior 27 JULY 2022 AUTOCAR.CO.UK 17
3
Number of Volvo factories in China. There are six in total – one in the US and two in Europe
Recruitment crisis looms as Chinese brands set up shop Top talent is in demand amid a turbulent employment market 18 AUTOCAR.CO.UK 27 JULY 2022
ndustry insiders will have been startled by the recent news that Volvo high-flyer Matt Galvin had suddenly departed the company. Commercial director Galvin, six years at Volvo UK and a key influence on the brand’s recent business renaissance as well as the likely successor to managing director Kristian Elvefors, was lured away by an even better offer from Chinese electric car maker Nio. He has been tasked with establishing from scratch a new brand in the UK with a sales, parts and service operation. It’s the sort of career-defining offer that comes rarely to a car executive. There are power politics
NEWS
15,000
Number of Nio employees in 2021, a near 100% increase from 2020 (Source: Macrotrends)
More Chinese brands are heading to the UK over the next three years at play here, of course. Volvo is owned by Chinese company Geely, and Galvin’s departure to an ambitious Chinese rival shines a light on a challenge confronting Chinese automotive brands more than others: how to set up new UK operations and recruit the best staff during a time of wage inflation, a skills shortage and the upheaval of electrification. Every car maker in the UK is facing some of these problems, of course, but the next wave of new brands coming here will be predominantly from China and require completely new workforce teams, at a time when the recruitment environment is the toughest it
has been for decades. “This is a real issue for all industries, but for Chinese OEMs, the timing is difficult,” said Lynda Ennis, founder of Ennis & Co, an executive search specialist in the automotive and mobility industries. “To attract the best talent is going to require some clever and flexible management thinking.” Next month, Ennis & Co will publish its Skills Evolution: Roadmap 2025 report that will analyse the trends and issues. Galvin’s departure has raised fears at Volvo UK, for example, of further defections as Nio builds its new management team from the ground up and fills key posts in sales,
E XPAT LIF E LOSES IT S A LLUR E China has gone up: highquality housing, travel and fees at private international schools can easily add 50% or more to the near six-figure salaries a top European car exec can command in China. The rewards are certainly there, however, for those expats with a top pedigree who are willing to take on the challenge. “There’s not really a pattern to salary and benefits, because quite often there are three or four companies chasing the same person,” said Ennis. One practice she suggests
The flow of automotive executives from the UK and mainland Europe to China might be slowing down, which is another post-Covid and skills gap development, according to Ennis & Co’s Lynda Ennis (pictured). The shine has been taken off oversees postings, with many expat staff struggling with extensive periods of lockdown in China, and two years of erratic air travel preventing visits home. With recruitment more difficult, the cost of employing foreign talent in service and finance using colleagues whose skills are well established. But Nio, which isn’t commenting on the situation, is essentially following a well-trodden path in recruiting local talent to set up a whole new sales operation. French, German and Italian brands started the process in the 1960s and 1970s when they moved in to challenge the dominance of British Leyland and Ford in the UK market, and the Japanese and Koreans continued the pattern in the 1980s, 1990s and early 2000s. In short, install a chairman from the board at company HQ to oversee the new UK operation and link with main board directors, and then recruit locally for the best talent in sales, service and other specialist functions. The Chinese, however, are facing very different postCovid employment market conditions. A second wave of perhaps six new brands is set to hit the UK market in the next three or so years as Britain pivots towards EVs, a strong area for Chinese car makers. As well as Nio, expected arrivals include Great Wall, with its Ora Cat EV; Aiways, with its U5 electric SUV; and Xpeng, which has the P5, a Tesla Model 3 rival. There’s also Changan, which already has an engine design facility in Nottingham, and WM Motor, with its EX6 SUV. “There are very different circumstances now, though,” said Ennis. “The car industry is
41,000
Number of full-time employees at Volvo Cars in 2021 (Source: Volvo)
shifting to battery-electric and expertise in data services is emerging at the cutting edge, so executives with experience in the EV world and data software are in the top three areas where shortages are most acute – and they are in demand from other industries.” It isn’t just a UK issue. Manpower Group, the world’s third-biggest staffing company, publishes an annual employment outlook survey. Its most recent report says the global skills shortage is the largest for 16 years. So how do new OEM entrants make headway in the UK? One possible strategic shortcut for the second wave of Chinese OEMs would be to acquire an established dealer group or distributor for its top expertise, although there is no sign of this happening yet. If recruiting local talent for a ground-up operation, Ennis suggests finding staff who have flexible skills that can be transferred from one specialist area to another – what she terms ‘duplicating’. Another solution is to look more flexibly
❝
A new brand coming here from China will require a completely new workforce ❞
might become more widespread to solve a skills shortage in China is to send a key Chinese employee overseas to learn from a new market, before bringing them back to deploy new-found skills and experiences. at filling specialist posts by, for example, finding the top talent and offering shorterterm contracts. That might be more expensive, but it takes away the problem of longterm commitment and staff retention. An important strategic move, meanwhile, might be to locate away from the Midlands, where automotive skills shortages are already acute. At the operational or technical level, reskilling is an option, whereby staff with expertise in traditional engineering are moved across to the electrical and batteryelectric technology areas. “The most highly skilled people won’t be applying to job adverts”, added Ennis. “They aren’t sitting around, on the market, looking.” Lotus, which is controlled by Geely, has been grappling with the challenge of growing its workforce. In September, Lotus will be five years under Geely majority ownership, during which time the workforce has roughly doubled to 1500. Posts have been filled in some cases from Europe but more usually from UK rivals in the Midlands, such as JLR, which has shed staff in cost-cutting moves. What Lotus hasn’t done is a mass import of Chinese staff, instead limiting a few key roles to Geely board-level people and specialists such as translators, while keeping the flavour of the company British. “We are proud of our heritage and will protect and nurture it very firmly,” said one insider. Amid a tough employment market and the upheaval of electrification, finding the best staff to launch new car operations in the UK will stretch China’s fabled entrepreneurial spirit to the limit. JULIAN RENDELL
» THE TALENT GOING TO CHINA P20 27 JULY 2022 AUTOCAR.CO.UK 19
Experience managing production lines is a valued skill in China
Post-Covid China changes tack to court foreign talent AS CHINESE BRANDS reach outwards into Europe and expand their footprint abroad, back in China the lure of foreign talent remains of great interest across a variety of roles, from engineering right through to marketing and communications. For the time being, talent for China-based roles must largely be found within the country itself because the approval of business visas has been highly restricted since the start of the pandemic. There are examples of European-based workers, accepted for a role in China, waiting more than a year without being granted a working Z-visa. This has not stopped companies trying, though, with Angela Tian, a visa consultant at Hired China,
confirming that her company has recently been helping car firms hire foreigners for positions in China, “mostly for roles managing production lines that require people with experience”. This is a view supported by Tu Le, founder of Sino Auto Insights. “What we’re seeing in some instances is Chinese EV start-ups and tech companies entering the space and looking for foreign talent, namely from Germany, to help them build teams and give those teams a bit of credibility with their staff,” he said. “The fact is that in these legacy automakers,
promotions and bigger titles are few and far between, so we’re seeing more interest from the candidates as well.” In the international hub of Shanghai, which recently experienced a lockdown of more than two months, the pinch on international talent is likely to be felt more in the coming months as more and more foreigners working
there start to plan for life outside China, keen to avoid future restrictions. This could adversely affect Shanghaibased brands such as Nio, SAIC (owner of MG) and even Tesla. In China, certain qualifications are valued more than others when it comes to visas, with highly skilled roles such as engineers and doctors heavily prioritised
❝
The approval of business visas has been restricted by the pandemic ❞
32%
Percentage of 2021 global vehicle production in China, a record high (Source: Statista)
20 AUTOCAR.CO.UK 27 JULY 2022
Since Covid, more roles have been filled by Chinese nationals
and often able to attract visa sponsorship from cities with a skills shortage. European automotive and media experience is also sought after. As evidenced by your correspondent, those based in China with the requisite skills and experience can expect to be courted for China-based roles with the prospect of deployment in Europe in a couple of years. This could be interpreted as brands ensuring that their European presence has a familiarity both with head office identity and practices and with a European network and mindset. It’s a practice commonly employed by expanding Chinese EV start-ups that have already built a strong reputation. “I am frequently contacted now by foreign friends interested in opportunities with Chinese EV companies such as Nio and Xpeng because they’re building a brand image that’s currently fading from legacy automakers,” said Tu. “If you join those start-ups and are issued equity as part of the compensation package, many now see that as more of an upside for them. It’s an interesting time to be in the space if you’re a talented and skilled candidate, that’s for sure.” MARK RAINFORD
NEWS
UK firm plans fuel cell future CATALYTIC CONVERTER and hydrogen technology specialist Johnson Matthey is to develop an £80 million hydrogen fuel cell components facility at its Royston plant near Cambridge. The site will be repurposed from its current role making catalytic converters to produce proton exchange membranes for fuel cells. The plant will make enough membranes to build 3GW’s worth of fuel cells annually when running at maximum capacity, although that capacity could be tripled to meet future demand. The facility will be operational by the first half of 2024. “The fuel cell market has now reached a pivotal moment with the increasing urgency to decarbonise transportation,” Johnson Matthey CEO Liam Condon said in a statement. “Fuel cells will be a crucial part of the energy transition.” Investment in the facility was backed by
Larger vehicles are set to adopt fuel cell tech to reduce CO2
EV UPTAKE OFFSETS VOLVO’S SALES SLIDE Volvo sales fell sharply in the second quarter of this year, but the firm has shored up revenues and posted an uptick in electrified car demand. Volvo sold 143,006 cars last quarter, down 27% on the same period last year. The Chinese Covid lockdowns were a driving factor in this downturn, but despite the dip in sales, Volvo was able to limit the impact on revenues to a significantly smaller 2% decline year on year.
the government-funded Automotive Transformation Fund, although no figure was given for the precise level of support received. The investment supports the UK government’s target to make the country a leading producer and developer of fuel cells. The governmentbacked Advanced Propulsion Centre (APC), which supports investment in new mobility technology, estimates the UK will need 14GW of fuel cell stack production and 400,000 high-pressure carbonfibre tanks annually to meet local vehicle production demands by 2035. While cars are generally moving in the direction of battery-electric, heavier vehicles are expected to pivot towards fuel cells. Johnson Matthey has also invested in ‘green hydrogen’ production, which uses a reversal of the fuel cell process to create hydrogen from water. “It’s hardcore metals chemistry,” Condon said during an investor call
in March. “This is a core competency of JM.” The increased output in the new plant will go some way to reducing the high cost of fuel cell production through economies of scale. Increasing production from 0.1GW to 2GW would reduce the kilowatt hour cost of the stack plus tank storage from £223 per kWh to £100 per kWh, which is more in line with battery costs, according to figures from the APC. It estimates that battery and fuel cell costs will converge at around £67 per kWh by 2030. “We already have 15% of the fuel cell value chain radiating from UK businesses, but this could be as much as 65% just by expanding on current strengths in electrochemistry and coatings,” said APC head Ian Constance. Johnson Matthey has pivoted away from EV batteries after selling its cell materials business to Australian group EV Metals for £50 million in May.
Jim Holder I N S I D E I N F O R M AT I O N
The internet is up in arms at BMW’s payas-you-go extras plan SO YOU’VE BEEN Publicly Shamed is a best-selling book exploring the causes and impacts of social media pile-ons. This very modernday phenomenon is not dissimilar to a medieval turn in the stocks but with a global army at its disposal, hurling derision rather than rotten veg. In essence, social media users decide you’ve said or done the wrong thing and it snowballs from there, sometimes (but not always) regardless of the nuances of the situation. Depending how the next months and years go, BMW might have cause to reflect on its narrative given the reaction to its announcement that it will offer certain upgrades to its cars in exchange for monthly payments in future. Heated seats? £15 a month. Heated steering wheel? £10 a month. Adaptive cruise control? £35 a month. The list goes on. The internet has not reacted well, the snowball turning into an avalanche as the news spread and people asked incredulously why they should pay a recurring fee to switch on technology that is already fitted to their car. BMW has been lampooned. However – communications possibly aside – I’m not sure the backlash is justified. To my mind, the key detail that has been missed in the furore is that you can still buy all these functions for a one-off payment (or more likely on top of your monthly lease), just as you have always been able to. In that regard, nothing has
changed; the tick-boxes are still there on the option sheet, and a quick glance suggests they are no more (or less) expensive than they have always been. I get the frustration of paying for a car that is capable of doing more, but only if you hand over an extra fee for it. But in many regards that’s been the case for years, from car makers fitting inoperable screens through to lowerspec models featuring many a blanking cover in years gone by. Cars have never been created equally – until, perhaps, now. The change means that in cold winter months, a BMW owner can pay a small fee to warm up. If someone builds a new road, they can update their mapping from home. And if they are making a once-a-year cross-continent drive, they can opt for the adaptive cruise control and dynamic suspension. What’s more, the next owner and the one after that and so on can do the same. Everyone benefits, because there’s no more getting beaten down at trade-in time because you didn’t spec the sat-nav; the next owner can just pay extra to have it switched on. Yes, I have no doubt that BMW has done the maths and worked out it can make more money this way, both by reducing manufacturing complexity and through the ongoing income. But capitalism isn’t a crime, and if customers have more options available and no more cost, what’s not to love?
27 JULY 2022 AUTOCAR.CO.UK 21
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COMMENT
Steve Cropley MY WEEK IN CARS
The GRRC’s eclectic breakfast club was a fantastic mix of motors
SUNDAY
Great motoring morning: took the Alpine to Goodwood for the GRRC’s breakfast club, and I enjoyed it more than any I’ve attended, mainly because of the variety of cars on hand. You had to register to display your car and someone, somewhere, had cleverly curated the attending motors for variety. How often can you see an early Mini Moke parked a few yards away from a late-1940s Triumph Renown saloon, with a slammed Chevrolet pick-up parked opposite and a beautiful vintage Invicta just a few yards away? Breakfast clubs have become common since the Duke of Richmond first launched the idea – and these days the smaller ones tend to be best. But this was special.
MONDAY
The air is full of Aston Martin talk. They’re raising £653m partly from the Saudis, about half of which will pay accumulated debts. I’m a balance-sheet ignoramus, but by my calculation this latest cash poultice equates roughly to the company’s profit margins on 21,500 vehicles – average price £250k – and Aston currently sells 5000-6000 units a year. Under those circumstances, what on earth is the hope? But hold on: Aston Martin is 109 years old and has been rescued seven times from worse circumstances than these. What is more, hardheaded Geely lately bid to buy the manufacturer outright, so there’s obviously value there. But I would love someone to explain what a stable, profitable Aston operation would look like: what models, what volumes, what supporting activities, what management? Aston Martin has chewed up many owners up to now; can Lawrence Stroll really be the man for the job?
❝
I’m annoyed. This is my first transgression in 20 years
Austin Seven bash reaffirms the might of the old-car lobby
❞ WEDNESDAY
Uplifting sight in Moreton-in-Marsh: hordes of cheerful Austin Sevens, every one seemingly unique in colour and spec. This is the Seven’s centenary year, a hugely significant anniversary, and the fraternity had gathered for a week of shenanigans at the nearby Fire Service College. Events like this, and Goodwood, remind you of the sheer size and enthusiasm of the ‘special car’ lobby. Few of us do big miles, so we do negligible environmental damage. But if there’s ever a threat, we’ll have a strong lobby to fight for the freedoms we have.
THURSDAY
I’m nicked! A notice arrives saying I’ve been clocked at 26mph in a 20mph zone near our
AND ANOTHER THING… Since suggesting Matt Prior and I might have a bash at a podcast, we’ve had plenty of mail, some vehement. My mistake was not saying our print columns would continue, so we have been urged to keep thumping our keyboards. Big thanks to all who sent this unexpected vote of confidence. It makes the job even easier and even more enjoyable.
Middlesex offices on the outskirts of London. I’m annoyed because this is my first transgression in 20 years and I like having a clean licence. I’m also cheesed off because the reason for this new, dogslow limit on a safe, familiar road is to cut noise and pollution – and the offending vehicle is my near-silent, zero-emission BMW electric scooter. Most of all, I’m annoyed by the triviality of it all. This road doesn’t need a 20mph limit. It has one, I surmise, because it’s fashionable among councils, all of them members of the Anti-Destination League. Thus the authorities want to award me points – or send me on a speed awareness course – for riding a zero-emission machine 4mph slower than was deemed legal and safe a few months ago. Makes you tired.
FRIDAY
An interesting Twitter thread suggests that most people own ‘eight or nine’ cars in a lifetime. Seems amazingly few, doesn’t it? Set me off listing the cars I’ve owned (again). So far it’s 47, and more will doubtless emerge from the fog. Also 40-ish motorbikes, two aeroplanes and half a boat. My biggest regret is not having pictures, dates and details. Never bothered at the time, but now it matters. Free advice to those involved with cars: store your motoring history.
GET IN TOUCH
✉ steve.cropley@haymarket.com
@stvcr
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M OTO R S P O RT 24 AUTOCAR.CO.UK XX MONTH 2016
Damien Smith R AC I N G L I N E S
Peter Riches has been BTCC technical director for 30 years
WEALTH OF KNOWLEDGE
Why the retiring Peter Riches will be a huge loss to the BTCC eter Riches will retire from his post as the British Touring Car Championship technical director at the end of this season, after 320 events, 820 races and 30 seasons policing the paddock as both the teams’ best friend and worst enemy. He’s the series’ own Charlie Whiting, ensuring each car is legal and safe, and would be equally as difficult to replace as Formula 1’s late technical director, were it not for son Sam being on hand to fill the breach. Riches Jr has 20 seasons of BTCC experience as understudy to the old man, which should ensure a seamless transition – especially as Peter’s retirement will be carefully phased. He’s promised to stay on as a consultant for as long as he’s needed. The move is one that series boss Alan Gow has been trying to delay for years, such is Riches’ importance to the smooth running and success of the BTCC.
P
“It was something we planned to do earlier, but then I agreed to stay and then Covid came along,” says Riches, who turned 70 this year. “We thought we’d get to 30 seasons. Alan has always said he doesn’t want me to go, so he kept making me put off the decision. He was stuck with what to do because getting somebody from outside might have been like reinventing the wheel. There’s so much history with these jobs. You see what’s happened in F1. “Not many cross over to the dark side, as the joke goes, and most soon head back to the white side. In F1 you had Laurent Mekies [who joined the FIA in 2014, became deputy race
director, but then headed to Ferrari in 2018] and Marcin Budkowski [who joined the FIA after time with Prost, Ferrari and McLaren, then courted controversy by moving back to a team role at Renault]. They were geared up as Charlie’s replacement and it never happened. It is difficult. Alan’s fear is a team engineer taking the job, changing their mind and then two years down the road he’d be looking for somebody else. In-house was his preferred option and Sam has taken the challenge on.” THE RIGHT TIMING
Beyond neat anniversaries, Riches’ imminent departure makes sense now the BTCC has made its successful
❝
If you look at the racing in the Super Touring era, it was actually nowhere near as good ❞
transition to hybrid power, which has replaced weight ballast as the means of balancing the performance of a highly competitive grid. “There are still a few teething problems but we’re basically all right,” says Riches. “It is the right time to go because these five-year rules cycles come around quickly. There are some pretty complex questions that have to be asked, and for 2027, what should a car be? Will a 2.0-litre engine still be acceptable politically? Do you up the electric content? If you do, the cost will go up, so is that sustainable for a national championship? “Somebody said to me EVs are very nice when they shoot off the line, but that’s the end of the story. So there’s a lot to decide and I just didn’t want to go through that again. If you want to reinvent the car, that has to be decided by 2025, and that’s little more than two years away.” What’s his feeling on future BTCC regs? “I really don’t
MOTORSPORT know,” he admits. “Are we drifting away from electric cars with all these new synthetic and e-fuels? That is a very good question. Ulrich Baretsky at Audi has always said the electric car will never be the answer, it will be a combination, that the petrol engine has a long way to go. He may well be right.” T H E M A N I N B L AC K
Scrutineers are like referees in football: you only ever hear about them when there’s trouble and it’s a thankless task. Riches found himself drawn in during the 1980s when he worked for Lotus, which made him a prime example of poacher turned gamekeeper. His experience is vast, with his focus turning exclusively to the BTCC in 1993 and then full-time from 1996 – the heart of the fabled Super Touring era. That’s a long time marshalling testy team principals. “You get hardened to it because at times it becomes a whingeing championship,” he says. “Everybody whinges. In some ways, if they are all whinging, we’ve got it about right.” He’s careful on what he says about the current teams – because he still has to work with them! But does he have particular affection for the old Super Touring golden era? “From the point of view of the technology and the people, yes,” he says. “The characters we had back then: Gabriele Tarquini, Frank Biela, Rickard Rydell, Alain Menu, Laurent Aïello, Yvan Muller, Charly Lamm, Tom Walkinshaw and all the rest. But if you look at the racing, it was actually nowhere near as good. Lap times used to jump by a second a season, so it was a Volvo year or a Nissan year or a Renault year. “People have rose-tinted glasses about Super Touring because of the technology, who was in it and the money
TOP STEP
RALLY ESTONIA Rovanperä looks to be flying towards his first WRC title
GOOD WEEK N I C K C A S S I DY The Kiwi scored his first Formula E victory for Envision in New York. But only after becoming the first of several to crash in a heavy downpour that stopped the race. He was awarded the win on the laps countback rule.
TOP STEP
BAD WEEK E D OA R D O M O R TA R A The Venturi driver lost his Formula E points lead in the New York double-header. A penalty for speeding under a full-course yellow dropped him to ninth in race one and he finished only 10th in the second. Mercedes’ Stoffel Vandoorne leads ahead of the London round.
that was spent. There was no limit in reality. But it’s excellent now because we get closer racing, with 20 cars within one second. What is very clear is we run an entertainment business and the fact we are on ITV1 for the next two rounds shows there is a public need for it.” Such is his experience, Riches is irreplaceable in many regards, just as Whiting was in F1. But he also makes a disconcerting point: his boss is only three years behind him in age. “Alan will be 70 by 2025,” he says. “Will he want to carry on?” Gow did have a short hiatus after the Super Touring boom exploded early in the new millennium – and it didn’t go well for the BTCC, which is why he came back. The BTCC without Alan Gow? It doesn’t bear thinking about.
KALLE ROVANPERA TOOK another step towards his first World Rally Championship title with his fifth win from seven rounds for Toyota. Just 21 years old, the Finn put in what is now becoming a standard masterclass performance, in tricky mixed conditions. Team-mate Elfyn Evans led for most of the opening day, before a downpour on the final stage caused a degree of chaos. Running first on the
road as championship leader, Rovanperä overturned his deficit to take a lead he would not lose – despite Evans’ best efforts. The rally winner was a full minute up the road at the finish, having conquered 14 of the event’s 24 special stages to extend his title advantage over Hyundai’s Thierry Neuville to an impressive 83 points. Belgian Neuville finished a relatively quiet fourth behind team-mate and local hero
Ott Tänak, the 2019 world champion receiving a €4000 fine for failing to wear a Pirelli cap on the podium. The fast gravel roads of Rally Finland are next up on 5-7 August. Last year, Evans scored a fantastic victory there and he needs a repeat performance if he is to stand any hope of closing the gap to his high-flying team-mate. Rovanperä’s first world title is looking a near-certainty.
Toyota took one-two on Rally Estonia, with Hyundai third
M O T O R S P O R T G R E AT S
Peter Riches (top right) will pass on duties to son Sam
He may be a Kiwi, but Scott Dixon is well established as a true hero of American motorsport. At 41, the Chip Ganassi Racing ace has equalled Mario Andretti’s tally of 52 Indycar race wins, second only to AJ Foyt’s record of 67. Dixon’s first victory of 2022 came on the streets of Toronto, where he overcame pole-sitter Colton Herta to close within 44 points of Indycar series leader and Ganassi teammate Marcus Ericsson. If Dixon can overhaul Ericsson during the final six rounds and claim the title, it will be his seventh – equalling a record also held by Foyt. Such a feat looks unlikely this year, but Dixon is simply too good to be ruled out. While only one of his 52 victories has come at the Indianapolis 500, he is also a four-time winner (one of which was in the GT class) of America’s greatest sports car race, the Daytona 24 Hours, and might well have a role in Ganassi’s forthcoming Cadillac LMDh campaign.
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GETTY IMAGES
SCOTT DIXON
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
magine an electric car that would allow you to get from the centre of London to the car park at the UK’s northernmost point at Dunnet Head, near John O’Groats, on a single battery charge – almost 700 miles – with absolutely no compromise in speed, comfort or, most important of all, driving enjoyment. Not possible? Mercedes-Benz is convinced it is and has created the Vision EQXX concept to prove it. The rear-wheel-drive saloon acts as a showcase for the sort of electric driveline technology, aerodynamic developments and lightweight construction Mercedes says it is pursuing for future production models. Unlike most concepts, it is fully road legal. The new four-door is claimed to achieve 7.5 miles per kWh – twice as efficient as the recently introduced EQE 350. With a specially constructed 100kWh battery integrated into its flat floor, this gives it a theoretical range of over 700 miles. By comparison, the rear-drive EQE 350 with a 90.6kWh battery
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has a claimed range of 410 miles. The 900V unit features the latest lithium ion cells from CATL. They use a silicon anode and are claimed to provide an energy density of up to 400Wh per litre, making them far more energy efficient than the cells used in the batteries fitted to existing EQ electric models. It is also claimed to be 50% smaller and 30% lighter than today’s batteries. Mercedes has already shown the potential of the Vision EQXX in two development drives, the latest of which was from Stuttgart to Goodwood, a distance of 747 miles, without the need for recharging. However, this was achieved by a team of highly trained test drivers with real-time access to all the information thrown up by a boot full of data loggers and in constant radio contact with engineers back at Mercedes’ base in Germany. Nevertheless, so confident is Mercedes in the Vision EQXX’s ability to hit lofty efficiency targets with any driver at the wheel that it has just thrown me the key and told me to go for a drive to find out for myself just what is possible. Not just a low-speed tootle up the ◊
TESTED 11.7.22, IMMENDINGEN, GERMANY ON SALE NA PRICE NA
MERCEDES-BENZ VISION EQXX
Wind-cheating saloon concept previews the electric driveline technology and range-busting qualities that we can expect from electric cars in the future
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Quality of this concept is superb; all functions on the wide touchscreen work as a production car’s do ∆ road and back, either, but a proper run along a series of undulating roads in and around its sprawling Immendingen R&D facility. It is the second time we’ve stepped aboard the low-slung four-seater, the first having come as a passenger ride in April. But before I slide into the driver’s seat and hit the start button, a quick recap of what’s underneath its distinctive teardrop-shaped body, which with various active spoilers, including a complex multi-piece diffuser that motors out from the lower edge of the rear bumper at speed, achieves a record-breaking drag coefficient of 0.17. The starting point for the Vision
EQXX was an EQB prototype mule known as Emma (see separate story, right). Constructed last year, it was used to test the packaging and durability of the concept’s high-tech driveline and the various software that allows it to achieve such outstanding economy figures. The car itself is largely bespoke, including the platform, which has a distant relationship to the Mercedes Modular Architecture (MMA) used for cars such as the EQC saloon that will reach the UK around 2025. At 4977mm long, 1870mm wide and just 1350mm tall, the Vision EQXX is 226mm longer, 50mm wider and 105mm lower than today’s
C-Class. Its wheelbase is 40mm shorter, at 2800mm. With a high-strength steel body structure, carbonfibre doors and aluminium brake discs among other weight-saving measures, it also weighs only 1755kg, which has allowed Mercedes to fit just one motor. The compact 241bhp synchronous unit, integrated into the rear axle, was developed jointly by Mercedes’ German engineering team and its HPP (High Performance Powertrain) division in Brixworth. Drive to the rear wheels is via a single-speed gearbox. The driver’s door opens wide, providing easy entry despite the
Teardrop shape contributes to an unprecedented 0.17 Cd and impressive energy efficiency 28 AUTOCAR.CO.UK 27 JULY 2022
TESTER’S NOTE We’ve driven many one-off concepts over the years but few, if any, have matched the overall build integrity of the EQXX. In this particular respect, it puts many production cars to shame. GK
relatively low height. The hardshell front seats, with rather firm cushioning yet little lateral support, are mounted fairly low, but without dedicated footwells, the pedals are set quite high, creating a very sporty driving position. The view to the rear is non-existent, because an array of solar cells covers the entire roof and the space that would usually be dedicated to the rear screen. The dashboard, largely devoid of switchgear, sits quite low and houses a full-width, 1100mm-wide 8K curved digital display panel. The touchscreen unit is home to a whole load of menus and data, including wind direction, which is measured by three tiny sensors within the front end. It’s all very stylish, but it’s not simply for show. Everything functions just as you’d expect it to on a regular Mercedes production car. To move off, you draw the Direct Shift column stalk down into P and nudge the throttle, just like in any EQ production model. There are smooth and highly refined qualities to the electric motor once under way. For a one-off, it exudes outstanding drivetrain engineering integrity. Performance is quite strong from the off and it feels rather brisk under load up to the governed 87mph top speed. But with Mercedes’ engineers remotely tracking my every move, now is not the time to explore just how fast it can accelerate. Instead, we settle into a loping cruise to see just how close we can
FIRST DRIVES MEET EMMA, THE EQXX’S OLDER SISTER
❝ At motorway speeds, it is
Before Mercedes-Benz began to construct the Vision EQXX concept in September 2021, its electric driveline, high-tech battery and software were first put to the test in a specially modified version of the EQB SUV. The prototype mule, known to Mercedes engineers as Emma, has undergone extensive testing at the car maker’s test tracks in Germany and the IDIADA facility near Barcelona in Spain, where much of the EQXX’s development has taken place. To accommodate the new electric driveline, the Mercedes engineering team removed the EQB’s front electric motor and rear seats. They have also made extensive changes to the platform in order to fit the battery.
superbly refined. There is almost no wind buffeting
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One regen setting enables ‘freewheeling’ with virtually no discernible mechanical drag
Saving weight includes door pulls
get to matching the economy figure achieved by Mercedes’ test drivers. A digital readout display provides real-time consumption, which we try to keep as low as possible within a reasonable speed. The original plan was to run without air-con to gain an added advantage on the economy front, but with the temperature nudging 30deg C in the midday sun, we decide this isn’t such a good idea. At typical motorway speeds, the Vision EQXX is superbly refined. Besides the hushed qualities of the electric motor, there is an almost complete lack of wind buffeting. It’s here where the rear diffuser deploys to lengthen the bodywork, reduce underbody turbulence and provide added longitudinal stability. There are four modes of regenerative braking, activated via steering wheel-mounted paddles. At one end of the scale, you rarely need to physically operate the brakes, even in slower corners. At the other end, the Vision EQXX rolls freely without any discernible mechanical drag for impressive distances without using any electricity at all thanks in part to its 185/65 R20 low-rolling-resistance tyres, developed specifically for the concept by Bridgestone. The constant juggling between the different modes makes the consumption rise and fall. It’s both challenging and entertaining. From a driver’s point of view, there’s a lot to like about the dynamics. It starts with the rear-
wheel-drive layout. The steering is also quite weighty and surprisingly precise, while the packaging of the battery within the floor provides a low centre of gravity and with it engagingly agile, almost sporting traits to the handling. The suspension is heavily damped to ensure a constant ride height and the best possible aerodynamics. On the typically smooth German roads we’re on, the ride is perfectly acceptable – firm but never harsh. With excellent forward vision and relatively narrow width, the Vision EQXX is easy to place on the road. For an electric car, it feels uncommonly lithe, responding immediately to every input. As we settle in for the remainder of our test drive, we notice that the concept already has more than 10,000 miles on the odometer – proof that there is real substance to its engineering. It feels right at home making progress on a variety of different roads, at both low and high speeds. Right now, it is hard to say just how much of the Vision EQXX’s rangebusting technology is set to feature in upcoming electric Mercedes models. But as a show of intent, it is very impressive. The longer you drive it, the more convincing it becomes. It already feels mature enough to go into production right now. Such thoughts, however, ignore the costs that have gone into its creation. When we reach the end of our test
drive, we receive a readout from the data logger that shows the throttle applications, braking, steering angles, operating temperature and much more. It is the economy figure we’re after, though. To our surprise, it actually betters Mercedes’ claim, at 8.0 miles per kWh, despite the operation of the air-con and the inclusion of a passenger throughout. London to John O’Groats on a single battery charge? No problem at all. In fact, by our reckoning, you’d achieve it with range to spare. GREG KABLE
MERCEDES-BENZ VISION EQXX A peek into Merc’s EV future. Sleek, smooth, punchy and, as its claims suggest, incredibly economical Price Engine
Not for sale Permanent magnet synchronous motor Power 241bhp Torque 368lb ft (est) Gearbox 1-spd reduction gear, RWD Kerb weight 1755kg 0-62mph 6.8sec (est) Top speed 87mph Battery 100kWh Range, economy 750 miles (est), 7.5mpkWh (est) CO2, tax band 0g/km, na RIVALS Tesla Model 3 Long Range, BMW ‘NK1’, Volkswagen ‘Trinity’
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TESTED 6.7.22, WARWICKSHIRE ON SALE NOW
ASTON MARTIN DBX 707
Thorough engine and chassis upgrades make a fine SUV even more accomplished
T
his will sound like tone-deaf blasphemy but the towering, 2.2-tonne DBX 707 is the best car Aston Martin makes. Aston clearly knows this, and wants us to know it, too, which is why our first taste of this 697bhp crossover on British roads follows a substantial test in Sardinia and, before that, a Pirelli-smoking go behind the wheel of a validation prototype at Aston’s Stowe Circuit test track at Silverstone. In general, you don’t trail a duffer this assiduously. Bluntly, neither can the 707 afford to be anything of that sort. Despite the £190,000 asking price, £18,000 more than the regular model, Aston hopes the car will make up as much as half of DBX sales. And because the
DBX already accounts for roughly half of Aston’s total annual sales, the fiscal benefits of the 707 being not just good but brilliant – and an unambiguous sales success – are clear. Especially when you’re in quite a bit of debt. But the car itself. Whether or not the beefed-up, hunkered-down aesthetic appeals to you will be personal, but in objective terms, the more you learn about the 707, the more reasonable the £18,000 premium seems. Perversely, the 707 even starts to look good value compared with the base DBX, because the changes Aston has made are not simply of a magnitude to what, say, Porsche achieves when it converts 911 GT3 into GT3 RS,
but closer to what it achieves when transforming garden 911 Carrera into diamond-edged 911 GT3. As the name suggests, power climbs, from 542bhp at 6500rpm to 697bhp (707PS), arriving 500rpm earlier. This isn’t mere software trickery. While the regular DBX sources its turbos from the MercedesAMG GT 63 4-Door Coupé, the 707 borrows the larger, quicker-spooling, ball bearing-equipped, 160,000rpm blowers of the GT Black Series. The electronically controlled differential in the back axle is also upgraded, the 707 receiving the unit from the GT 63, which offers about 15% more clamping force than the E63 S-sourced unit in the standard DBX. As with the power hike, neither
is this new diff plug-and-play: being 20kg heavier, the rear driveshafts have required reinforcement. The GT 63 also donates its ‘wetclutch’ nine-speed gearbox, which not only withstands the 707’s hulking 664lb ft (up 148lb ft) but is said to improve throttle response and shift speed. For similar benefits, the propshaft has marginally better torsional stiffness. A lot of work, then, even before you get to the new double-stacked outboard rads, which sit behind bodywork with 30% more intake area and the potential for 80% more mass airflow than that of the regular DBX. Cooling ensured, the resulting performance is every bit as stark as the claimed 7.4sec 0-100mph time
❝ The towering, 2.2-tonne DBX 707 is the best car Aston Martin makes
❞
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FIRST DRIVES suggests. In any gear, from all but the most lethargic crankshaft speeds, the 707 darts forward viciously and then proceeds to bury you into its resculpted semi-bucket seats without any trouble at all, if also without quite the extraordinary, supercar-esque force the official literature would have us believe. Perhaps the chassis is to blame. So eerily effective is this set-up in balancing control and compliance that it dilutes your perception of speed. The 707 uses the same Bilstein DampTronic struts as the standard car, only with altered valving to give the car a greater feeling of muscular intent without hurting the existing, exemplary long-wave gait of the DBX. Along with the fluidity with which the car covers ground, the almost total lack of hard edges to the ride – even on vast, 707-specific 23in wheels – shows the changes have worked beautifully. New hydrobushes, rather than an elastomer material, are said to be particularly expensive and also play their part in allowing the struts to move fore and aft in relation to the road surface, only without
That big, yellow knob can select four driving modes but Sport and Comfort are all you need
Engine upgrades mean the 707 also has improved cooling; its chassis impresses, from B-roads to motorways
TESTER’S NOTE There are two startup modes: one subtle, one less so. For the latter, pull the righthand shift paddle, wait for the start button to pulse, then push it for a flare of revs. Or don’t. Quite rightly, the choice is yours. RL
hampering steering precision (which is further helped by a new sheer panel that stiffens the front subframe). That remarkable precision is at odds with the car’s appearance, and credit must go as well to the 707’s standardfit carbon-ceramic brake discs, which save 40.5kg in unsprung mass. So the 707 canvas is very good, bordering on brilliant. Handily, the handling is equal to it. So balanced and in certain cases adjustable is the hottest DBX that you might even wonder why four-wheel drive hasn’t been deployed for the Vantage or DBS. (Unsurprising answer: complete re-engineering of the platform would be required.) The 707 has four drive modes selected by a manettino-style knob on the transmission tunnel, but the Comfort and Sport settings are all you’ll ever need. Cornering entails positive, crisp turn-in followed by an enjoyable softness at the rear axle, with torque used to easily overcome the natural, faintly nose-led stance the 707 tends to adopt. The active anti-roll bars, which are operational at all speeds and in every driving
mode, play their part. They don’t only slacken on the straights for better ride quality. By shifting the 707’s roll centre from front to rear during cornering, they work together and contribute to the car’s combination of taut, reactive initial direction changes followed by a more forgiving and indulgent tail on exit. The big Aston is a little like Alfa Romeo’s Stelvio Quadrifoglio in this respect. Ultimately, no other super-SUV feels as intuitive as this new DBX. To guide along good roads, it is truly satisfying, and the comprehensive 707 chassis revisions allow the car to feel a great deal more manageable and dynamically deft than its weight and dimensions suggest. You can also take fine everyday road manners and proper suitability for long-distance escapades for granted: given what it will do on an interesting B-road, the 707 laps up motorway work. Whether it also laps up prospective patrons of Porsche and Lamborghini remains to be seen, but it certainly deserves some success in this regard. RICHARD LANE
@_rlane_
ASTON MARTIN DBX 707 Remarkable Aston SUV hides its weight and delivers dynamic finesse in a way that it has little right to
AAAAB Price Engine
£190,000 V8, 3982cc, twinturbocharged, petrol Power 697bhp at 6000rpm Torque 664lb ft at 4500rpm Gearbox 9-spd automatic, 4WD Kerb weight 2245kg 0-60mph 3.1sec Top speed 193mph Economy 19.9mpg CO2, tax band 323g/km, 37% RIVALS Lamborghini Urus, Porsche Cayenne Turbo GT
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TESTED 18.7.22, WORCESTERSHIRE ON SALE NOW
CITROEN C5 X PHEV Fastback has a lot to live up to and mostly just parts bin kit to do it with – and yet…
N
ot so long ago, when French autoroutes were paragons of motoring freedom and stories of biker-gendarmes marching errant motorists to cashpoints were non-existent, another glorious automotive phenomenon was common on the motorways of France. It was the Big Citroën, a low and graceful conveyance with decisively different styling from the executive car norm. It never seemed to travel at less than three-figure speeds (in MPH) and carried its serene occupants with a supple stability that eluded everything else on the road, especially the pricier, brasher Germans. There was a 60-year run of these big Citroëns – DS, CX, XM, C6 to name four – all with unique technology and very different driving characteristics. Sadly, it ended with the last C6, roughly 10 years ago. The cars were all dogged by the same problem: too small an export market to balance their high cost of development and manufacture.
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In Britain, especially, their rates of depreciation resembled that of a piano falling from the fifth floor. Citroën’s marketeers knew the problem but couldn’t resist forcing cars down the sales pipeline. Values collapsed. Other models and the firm’s reputation suffered. For this and other reasons, the glorious lineage ended. Now it’s back. Make way for the
Citroën C5 X, a 4.8m-long five-door saloon whose artfully designed fastback body manages to echo the svelte lines of its predecessors, while fairly claiming (because of its carefully won interior space) the combined advantages of the modern estate car and the SUV, while offering better aerodynamics and efficiency than either. The car uses an extended
Part SUV, part estate car, part fastback and 100% big Citroën
version of the Stellantis group’s EMP2 platform, closely related to that of the recently launched Peugeot 308. This time, however, the company is doing big cars very differently. First, for all its special persona, the C5 X draws heavily on affordable and well-proven Stellantis componentry. Second, the car has been carefully configured and priced to fit a
FIRST DRIVES TESTER’S NOTE Top-spec Shine Plus C5 X has adaptive dampers as well as the firm’s Progressive Hydraulic Cushions to improve its ride. These offer three ride modes, but more importantly appear to allow a lower spring rate in Comfort because the adaptive dampers act quickly to tame large body movements. It’s indisputably the most comfortable C5 X. SC
❝ This is a car that tends to shrink around you A mostly refined powertrain and supple ride suit long-distance use
❞
Spacious, well-equipped cabin remains quiet and comfortable on the move European D-segment market that, although declining, has lately been deserted by major players and thus offers rich pickings. The C5 X also carefully targets the UK’s userchooser fleets with well-equipped models and impressively low prices (the basic petrol model starting below £28,000, the full-house plugin hybrid ending below £40,000). Third and most important, Citroën UK has a specific agreement from Paris that C5 X models will be built to order and not forced into the market. There will be no rental sales, a major generator of depreciation. There are three trim levels: Sense Plus, Shine and Shine Plus. All are well equipped, but Shine Plus is plushest, as well as being the one that offers a route to a suite of luxurious extra-cost options. All have highquality, stylishly designed interiors and introduce a swish new level of screen-based infotainment. The headline-grabber is a C5 X Shine Plus PHEV, which combines the output of a 178bhp 1.6-litre petrol engine with a 109bhp electric motor and an eight-speed automatic
gearbox to drive the front wheels. This model has a 12.4kWh battery that delivers an electric-only range of “up to 37 miles” and its low CO2 emissions rating of 30g/km attracts a 12% benefit-in-kind rating. Two other purely petrol models are offered: a 129bhp 1.2-litre threecylinder and a 178bhp 1.6-litre four. All C5 X models have standard eight-speed automatic gearboxes. On a recent UK launch, we did most of our miles in the headlinegrabbing PHEV 225, discovering a Citroën that does indeed recall the long-legged luxury of its predecessors. The powertrain is mostly refined and quiet (disturbed occasionally by stumbles when the engine restarts after smooth and nearly silent electric-only phases). There are Sport, Normal and Comfort modes selectable on a console-mounted rocker switch, but because our full-house PHEV also had adaptive damping, we soon opted for Comfort, having learned that the adaptive function would tame body movement in extremis. This is a car that tends to shrink
around you, with nicely weighted and fairly quick-geared steering and a flat, supple ride. Road noise is tamed, too. Given its head, the 225 will sprint to 62mph from standstill in a decent 7.9sec and its 145mph top speed shows the benefit of its relatively small frontal area and 0.291 aerodynamic drag factor. We also tried a Shine Plus model powered by the 1.2-litre triple, which gave a decent account of itself mainly because the eight-speed gearbox has enough ratios to make good use of the torque. The big issue for us was whether Citroën was over-egging the pudding by claiming a close relationship for the C5 X with those sainted, sophisticated, chevronwearing saloons of yesteryear. But the relationship seems real. By comparison with its predecessors, the C5 X is conventional indeed, but it genuinely does have a decent helping of their style, comfort and cruising ability. And it brings something new to a crowded market. STEVE CROPLEY
@stvcr
CITROEN C5 X PHEV 225 SHINE PLUS Svelte but spacious crossover recalls the greatest big Citroëns of the past using cleverly adapted running gear
AAAAC Price £39,960 Engine 4 cyls, 1598cc, turbo, petrol, plus electric motor Power 222bhp Torque 184bhp at 1750rpm Gearbox 8-spd automatic, FWD Kerb weight 1826kg 0-62mph 7.9sec Top speed 145mph Battery 12.4kWh Economy 186.2-232.2mpg Electric range 37 miles CO2, tax band 30g/km, 12% RIVALS Skoda Superb, VW Passat
27 JULY 2022 AUTOCAR.CO.UK 33
TESTER’S NOTE If supply chains improve and the demand is there, then mild-hybridassisted 1.5-litre and 1.0-litre petrols could join the range, as could the firm’s 1.6-litre diesels. JD
TESTED 20.7.22, FR ANKFURT, GERMANY ON SALE AUTUMN
KIA XCEED Big-selling high-rise hatchback arrives in lightly refreshed form
T
he Xceed has been, ahem, exceedingly successful for Kia. Since its debut in 2019, the SUV-like hatch has notched up 120,000 European sales, while in the UK it makes up 10% of the brand’s volume. It also represents half of all Ceed sales, which, following the recent demise of the Renault Mégane and imminent death of the Ford Focus, feels like another nail in the coffin of the compact family hatch. Given its success, Kia has played fairly safe with the Xceed’s mid-life nip and tuck. For now, there’s a 158bhp 1.5-litre petrol, which is the most popular with retail buyers here, and a 139bhp 1.6-litre PHEV, the fleet favourite. There’s a fancy new GT-Line trim to match other Ceed variants, plus there are new LED headlights, and a tweaked grille and reprofiled bumper that includes ‘air curtains’ to smooth airflow across the front wheels. At the rear there’s a fresh diffuser that includes a gloss black finish and ‘exhaust look’ mouldings. Hmm…
Inside, it’s much as before, with the same slick touchscreen infotainment and TFT, plus a look and feel that’s closer to premium than you’d expect. Sharing its 2650mm wheelbase with the standard car means it’s no roomier for those in the back, but longer overhangs have allowed the boot capacity to be increased by 31 litres to 426 litres, making it a marginally more practical choice than many straight hatchbacks. There’s the same longer-travel suspension, while the Xceed’s greater commitment to comfort over the Ceed hatch is highlighted by spring rates that are softer by 7% at the front and 4% at the rear (the PHEV is a little stiffer to compensate for its weighty battery), while hydraulic bump stops are used at the front, but all of this was part of the outgoing model’s make-up. In its EV mode, the PHEV serves up reasonably brisk and near-silent acceleration, while its claimed electric range of 30 miles is enough for most daily chores, even if it
doesn’t qualify for the lower 8% BIK company car tax. The transition between lithium ion and unleaded power is smooth, although the 1.6-litre engine sounds strained when extended, and all-out go is sluggish. It’s also both aided and abetted by a six-speed dual-clutch automatic gearbox, which trails the best for speed and smoothness. On the plus side, that softer suspension set-up delivers a nicely languid ride, with only some patter and fidget at low speed when highfrequency road imperfections upset the sense of calm. Quick steering means the Xceed turns in crisply, and while there’s minimal feel at the rim, the set-up is well weighted and accurate. There’s decent grip and overall body control is good, allowing the Kia to carve through corners with surprising precision. The PHEV’s extra battery mass does manifest as a hint of laziness through faster direction changes, while at the limit it eventually runs wide with gentle understeer scrub.
Soft suspension aids comfort, and boot is bigger than regular Ceed’s; cabin has a quality feel 34 AUTOCAR.CO.UK 27 JULY 2022
A quick spin in the lighter petrol revealed greater agility and poise, plus an even more cushioned ride. Neither version is particularly engaging, but there’s something refreshing in the firm’s recognition that most customers would rather make restful and stress-free progress than revel in razor-sharp turn-in and vertebrae-vibrating body control. Pricing has yet to be revealed, but the outgoing car is only a few hundred pounds more than an equivalent Ceed. Factor in the greater comfort and bigger boot, and this updated Xceed could take even more sales from its lower-slung sibling. JAMES DISDALE
KIA XCEED 4 PHEV Emphasis on comfort suits the Xceed’s easy-going character, but 1.5-litre petrol is better to drive
AAABC Price Engine
£35,000 (est) 4 cyls, 1580cc, turbo, petrol, plus electric motor Power 139bhp at 4000rpm Torque 195lb ft at 4000rpm Gearbox 6-spd dual-clutch automatic, FWD Kerb weight 1609kg 0-62mph 11.0sec Top speed 117mph Battery 8.9kWh (usable) Economy 201.8mpg Electric range 30 miles CO2, tax band 32g/km, 12% RIVALS Renault Captur E-Tech PHEV, DS 4 E-Tense PHEV
FIRST DRIVES TESTED 15.6.22, HAMPSHIRE ON SALE NOW
FORD MUSTANG CS850 R
Clive Sutton works its magic to create an 847bhp road-friendly, track-focused ’Stang
L
ondon-based importer and tuner Clive Sutton has been at work on the Mustang again – something at which it is quite adept – to produce this spirited road/trackfocused version of Ford’s muscle car. It’s the CS850 R, to sit alongside the softer (these things are relative) CS850 GT we’ve previously driven. The number roughly references the power, which sits at 847bhp from a supercharged 5.0 V8, with torque running at 665lb ft. It drives the rear wheels through a six-speed manual gearbox, but it’s at the back where the differences start. It runs a shorter final drive to promote ferocious acceleration and has a torque-sensing limited-slip differential to give it more cornering adjustability. Suspension is no longer magnetorheological dampers as on the 850 GT but trick ‘pro action’ dampers and struts by Steeda, said to give better control and precision, with reduced body movements. There are a number of braces and anti-roll bars that do feature on the GT. The result is a car that, for all the talk of its track focus, still makes for a
Supercharged V8 makes 665lb ft
FORD MUSTANG CS850 R One of the most ferocious muscle cars around, coupled to a mature ride and serious chassis balance
very pleasing road car. The Mustang is fundamentally a big American coupé built for long distances as well as the drag strip so it has a lot of comfort to spare, and the CS850 R retains a fair bit of it. The ride rounds off the worst edges of lumps and bumps but does have an additional element of body control. You can change the steering’s weight, although it’s always linear and responsive, and you get a good feel for what the front end is doing. And if you do get liberal with the
throttle, the shorter gearing and prodigious power make it very easy to spin up the rear wheels, where it shows itself to be a terrifically adjustable car with a great balance. Heavy for a track car, but great for hooning. And with an exhaust note to match – a little too much for the road in its loudest mode. The CS850 R is priced from £121,000 – a lot for a Ford Mustang, but not so bad for a car with this much power and poise and precision.
AAAAB Price £121,000 Engine V8, 4951cc, supercharged, petrol Power 847bhp at 7300rpm Torque 665lb ft at 5200rpm Gearbox 6-spd manual, RWD Kerb weight 1720kg 0-62mph 3.5sec (est) Top speed 180mph (est) Economy 20mpg (est) CO2, tax band na RIVALS Corvette C8, Mercedes-AMG GT
MATT PRIOR
TESTED 20.7.22, LONDON ON SALE NOW
CUPRA BORN 77KWH E-BOOST
Bigger battery pushes the real-world range closer to 300 miles – but for a price
A
s is the way with electric cars, the normal rules don’t apply. If you want the fastestaccelerating Cupra Born, you don’t actually want this, the most expensive version. Instead, you need the 228bhp e-Boost version with the smaller battery. Less weight, you see. Still, with the biggest battery (77kWh usable), this particular Born e-Boost is the one with the longest range. The theory is 305-340 miles
and in the real world that bears out as high-200s, so ever so slightly ahead of cars like the Kia e-Niro. Being ‘the schporty one’, the Cupra gets more power than its Volkswagen ID 3 sibling. With 228bhp and 229lb ft, it’ll accelerate from 0-62mph in 7.0sec (7.3sec for the ID 3, 6.6sec for the 58kWh e-Boost Born). Our test car is the top-spec V3 version, so inside it gets the lovely Granite Grey Dinamica electric seats
that are grippy and relatively figure hugging. There’s also a nice design detail in the fabric, so it feels special, albeit not £42k special. V3 also gets 20in wheels as standard. In terms of dynamic ability, this particular Born is no different from the others. That’s no bad thing: with its rear-wheel drive, it tilts towards a bit more handling dynamism than is normal in this class. It’s no Ford Fiesta ST, but the chassis is at least a bit more adjustable on the throttle than those of other supermini EVs. Like all Borns, the e-Boost models get adaptive dampers as a £790 option (fitted to our car), so it rides with a compliance that’s welcome on a long journey. The caveat to this is that the normal springs are also surprisingly comfortable, albeit with a little less give, so either way you’re good. As we’ve touched on, the range is impressive and gives the Cupra more flexibility. My commute is more than 100 miles so, certainly in summer, I can get away with a round trip with no charging. All of a sudden, that’s making this EV a stand-up rival for cars like the ICE Volkswagen Golf.
CUPRA BORN 77KWH E-BOOST V3 Longest-range Born is an impressive mile-muncher, but at over £40,000, it’s hardly a value exercise
AAABC Price £41,975 Engine Permanent magnet synchronous motor Power 228bhp at 5300-7000rpm Torque 229lb ft at 0-5000rpm Gearbox 1-spd reduction gear, RWD Kerb weight 1946kg 0-62mph 7.0sec Top speed 99mph Battery 82/77kWh (total/usable) Range, economy 305-340 miles, 3.5-3.9mpkWh CO2, tax band 0g/km, 2% RIVALS VW ID 3, Kia e-Niro
This is a genuinely usable machine. If we’re honest, though, that’s probably the sole reason to get this version of the Born as the power deficit of the 201bhp model is no deal breaker. Crucially, that power output also drops the Born under £40k. PIERS WARD
27 JULY 2022 AUTOCAR.CO.UK 35
ROAD TEST
PHOTOGRAPHY LUC LACEY
No 5584
Cupra Leon
Can the pure-petrol hot hatch claim bragging rights over its Golf GTI stablemate? M O D E L T E S T E D 2 .0 T S I 2 4 5 V Z2 Price £34,415
Power 241bhp
36 AUTOCAR.CO.UK 27 JULY 2022
Torque 273lb ft
0-60mph 5.9sec
30-70mph in fourth 7.8sec
Fuel economy 34.0mpg
CO2 emissions 163g/km
70-0mph 43.8m
ROAD TEST hile we’re still waiting for a credible electric contender, the traditional hot hatch segment has changed beyond all recognition. A lot of the big players of old have abandoned it completely: Renault, Peugeot and Vauxhall have decided they can’t make the sums work, so they’re concentrating on SUVs and hybrids. In their place have come manufacturers that only 10 years ago you would never have associated with hot hatchbacks: Hyundai has emerged as the defender of the performance hatch, BMW wants us to forget all of that advertising about front-wheel drive being wrong, and Cupra is its own brand now. We’re still unsure what to make of Cupra. In many ways it seems to be usurping Seat, as it can sell cars for a higher price and therefore more profit; it’s trying to be a luxury brand. But then it’s also still functioning as the performance arm of Seat. Whatever the Cupra’s more recent direction with the Born and the Formentor, the Leon is very much a classic Cupra – a hot Seat. In many ways it’s a very traditional hot hatch: take one family hatchback, add a more powerful engine, a bodykit, sports seats and a more focused suspension set-up. Done. At the same time, the Cupra Leon is trying to have a finger in every performance car pie. You can have one as a hatchback or an estate, with front- or four-wheel drive and as a pure petrol or as a plug-in hybrid. We’ve previously road tested the 306bhp four-wheel-drive estate and found it to be fiercely quick but lacking some involvement, while the hybrid’s 1.4 doesn’t really feel at home in a performance derivative. We have driven the petrol hatch before: the 300 version featured in last year’s Britain’s Best Affordable Driver’s Car competition, but it was somewhat overshadowed by the more exciting junior hot hatches. As an all-round proposition, though, it might do rather better. So since Cupra has finally started deliveries of the entry-level 245 version, it’s a good opportunity to put the petrol hatchback through the full road test.
W
DESIGN AND ENGINEERING
AAAAC We like Chassis combines fluidity and control to dispatch bumpy B-roads Just enough throttle adjustability to keep things interesting A relatively pure hot hatch experience
We don’t like Too many essential functions are accessed through the touchscreen Mute steering No manual gearbox option
The current Seat Leon has been around for just over two years now, while the Cupra version followed about a year later after its launch, so there are no big surprises with this particular car. The Leon is a remarkably restrained design, whether in Seat or Cupra guise. Compared with the Seat’s, the Cupra front bumper is only slightly more aggressive, while at the rear there is a relatively subtle diffuser flanked by twin exhausts in this 245 version, or quad pipes in the faster ones. There are plans to differentiate the Cupra from the Seat, though.
Range at a glance ENGINES
POWER
FROM
245 TSI VZ1 245 eHybrid VZ2 300 TSI VZ2 245 eHybrid VZ2 Estate 310 TSI VZ2 Estate
241bhp 241bhp 296bhp
£33,100 £36,710 £37,130
241bhp 306bhp
£37,890 £40,705
T R A N S M I S S I O N S 7-spd dual-clutch automatic (TSI) 6-spd dual-clutch automatic (eHybrid) The hatchback is always front-wheel drive and is powered by a fourcylinder engine, either a 2.0-litre with 241bhp or 296bhp, or a 1.4-litre plug-in hybrid. The estate comes with either the front-wheel-drive hybrid or an even more powerful tune of the 2.0-litre with four-wheel drive. A DSG automatic is the only gearbox option. There are three trim levels – VZ1, VZ2 and VZ3 – but not all engine and trim combinations are possible.
A facelifted Cupra Leon, due next year, has already been teased and will lose the Seat grille and gain a more distinctive front bumper, but is unlikely to sprout a showy bodykit. Mechanically, the Leon is composed of familiar MQB platform elements, though Cupra limits itself to the more powerful powertrains from the Volkswagen Group parts warehouse. The 245 TSI version tested here is the entry-level Cupra and uses a 241bhp version of the well-proven EA888 2.0-litre four-cylinder turbo engine. The 300 version is boosted to 296bhp but remains frontwheel drive only. In the UK, these powertrains are only available in the hatchback body, though other markets can also get it in the estate. Slightly confusingly, there is another Cupra Leon 245, but that is a plug-in hybrid powered by the familiar combo of a 148bhp 1.4-litre four-cylinder engine and a 114bhp electric motor and is available as a hatchback or an estate. The most expensive Cupra Leon is the estate with the 306bhp four-wheel drivetrain we road tested last year.
Cupra calls it a panoramic sunroof but we reckon that’s overstating its size a bit. It’s nice to have, though, as it causes minimal buffeting, doesn’t eat into rear head room and has a manual blind for when you don’t want extra sunlight.
The Cupra Leon gains minimal sporty addenda compared with a Seat. Normally, you would expect some aggressive side skirts here, but the sills are left quite rounded. Some might want more to mark out their hot hatch; others will appreciate the incognito style.
The petrol 245 version receives these simple round exhaust pipes, while more powerful versions get quad pipes. They can be slightly boomy in town and on the motorway. The hybrid is marked out by chintzy copper-coloured fake trims.
INTERIOR
AAAAC Apart from the badge and the sportier seats, you might not even notice you’re in the sporty one, because it’s mostly standard Seat Leon in here. In most respects, that’s not a bad thing. So long as you stay away from the plug-in hybrids, whose battery ◊
2002 Leon Cupra R showed up the Golf GTI
VZ2 and VZ3 cars ride on 19in wheels with 235-section tyres, while VZ1 has 18s and 225-section rubber. We would happily lose that little bit of mechanical grip for slightly taller and more absorptive tyre sidewalls.
27 JULY 2022 AUTOCAR.CO.UK 37
Weights and measures
m
5m 107
9 5 0m m
0.31
3801301 litres
725mm
max
Kerb weight: 1410kg 2683mm
903mm
1442mm
1025m m max
DIMENSIONS
812mm
4398mm
PA R K I N G Typical garage height
Standard sports seats are supportive and are adjusted manually, including the lumbar. The lowest setting isn’t quite on the deck, but it’s not far off.
Typical parking space width (2400mm)
1940mm
Typical leg room 725mm
1992mm (with mirrors)
The Leon is one of the more spacious hatchbacks, with plenty of leg and head room. The sunroof opens outwards, so doesn’t take up any head room.
3600mm
W H E E L A N D P E DA L ALI G N M E NT One of the more rarely discussed benefits of the MQB platform is that things like pedals are mostly standardised, so you won’t find many VW Group cars with funny pedal placements. The Leon is no exception.
65mm 195mm Width 1010mm
H E AD LI G HTS Surprisingly for a manufacturer positioning itself as a premium brand, matrix LED headlights are not available. All Cupra Leons get plain LED headlights, though, which are adequate in most situations.
∆ packs rob an annoyingly large amount of boot volume, the Leon is a particularly roomy hatchback, offering 380 litres of boot space, and almost as much rear leg and head room as the most spacious rivals. The boot is a slightly awkward shape, though, and could really do with a variable floor. In the front of the Cupra are two sports seats with just enough lateral support to keep you in place during hard cornering, but whose bolsters aren’t too extreme for daily use. In lower-spec VZ1 and VZ2 Leons like our test car, they are adjusted manually and lack the pull-out thigh support and cushion angle adjustment of more expensive versions, but lumbar support is standard.
38 AUTOCAR.CO.UK 27 JULY 2022
Height na
Centre Even the lower-spec models keep up a reasonably convincing air of luxury. The materials are generally a cut above those in a Volkswagen Golf and the imitation leather on the seat bolsters does a decent enough impression of the real stuff. Special mention needs to be made of the steering wheel, which is almost round and avoids the thick rim so pervasive in modern performance cars. Instead, it’s thin and firm, upholstered in pleasingly smooth leather and with a flat edge at the front that your thumbs naturally find. We wouldn’t be surprised if one or two of Cupra’s interior designers have 1980s Porsches in their private garages. And the spokes house real buttons, rather
Length 800-1505mm
So long as there are no hybrid batteries using up space, the boot is big too. There is a relatively high sill and some ridges, and the rear seats don’t fold completely flat.
than touch panels. Sadly, the Cupra Leon’s interior hasn’t entirely eluded the VW Group’s corporate penny-pinching department. In the faster versions, the button to turn off the stability control takes pride of place in the centre console, a neat statement of intent. In this more affordable version, the centre console button remains, but it now starts the engine, while the driving mode and stability control are run through the screen. To change the heating and ventilation, you will also need the screen and the unlit touch bar, as is typical for recent VW Group products. Familiarity with the menu layouts helps, but it’s all still suboptimal.
PERFORMANCE
AAAAC Despite a power deficit compared with the Ford Focus ST and Hyundai i30 N, the entry-level Cupra Leon powered to 60mph a few tenths quicker than both, though it is helped in this respect by a quick-shifting seven-speed dual-clutch gearbox, whereas its rivals had traditional six-speed manuals. However, it’s still no match for the now-discontinued Honda Civic Type R, and it’s fair to assume the same will be true of the new one, due later this year. Holding your left foot on the brake while flooring the accelerator triggers a launch control mode that primes the e-diff, but if you turn the ◊
ROAD TEST
Digital gauge cluster has a wealth of different display modes. We went traditional, but those with mechanical sympathy will appreciate the oil temperature display.
Not offering a manual gearbox option is one thing, but then at least make the paddles nice and tactile. These plastic efforts are more button than paddle.
Centre console is well laid out with good cupholders and space for odds and ends. The tray for your phone could be deeper, as it flies out during hard cornering.
Multimedia system
AABCC
We’ve experienced Seat’s and Cupra’s infotainment many times before (including in the Born we road tested a few weeks back). Familiarity helps, no doubt, but it still isn’t a great experience. In this car, we encountered no bugs and the screen responded reasonably promptly. The steering-wheel buttons are physical items, too, so that’s a couple of annoyances avoided. Apple CarPlay and Android Auto work wirelessly, though a wireless charger is fitted on only the VZ3 trim level. Still, switching between smartphone mirroring and the built-in nav is clunky, some settings are hidden deep in a sub-menu and changing the volume using the touch bar is an exercise in frustration even if you’re the passenger. You’ll need the screen to tweak the climate control too, and those menus are a maze in themselves. Voice control is never an adequate substitute for buttons, but even so, the Cupra system could be cleverer.
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❝ It’s no hooligan like a Focus ST but feels agile and playful
❞
∆ traction control off, you’ll still have to manage the wheelspin yourself, because once the engine hits its stride around 5000rpm, the car will happily spin its power away in first gear. Keep it in ESC Sport mode, however, and the systems will manage everything for you, though not quite as neatly as the most sophisticated systems. It’s effective enough, mind, as it produced nighon the same time as when we were feathering the throttle ourselves. From there on, the engine’s hunger for revs means the Cupra enthusiastically romps through the gears. That said, the Focus ST’s in-gear figures still have a slight edge. While its DSG no doubt helps the Cupra achieve its acceleration figures, it is a pity that a manual isn’t even offered. The ’box shifts quickly and responds well to the (disappointingly small and plasticky) paddles, and while it will upshift automatically at the redline, it leaves it late enough
for it to rarely be an issue. Apart from some slight hesitancy during hurried three-point turns, it is impeccably behaved on the daily grind, too. The 296bhp Leon theoretically shaves 0.7sec off the 245’s 0-62mph time, and pulls even more violently in gear. That can feel like too much performance for the road, though, whereas in 241bhp tune there is enough grunt to give the chassis a workout, without being a prod of the throttle away from losing your licence. The power delivery is strong throughout but still gives a reason to visit the upper end of the rev range. Even in ‘Cupra’ mode, there is no piped-in engine noise, just a slight burble from the twin round exhaust pipes. The EA888 isn’t the most tuneful unit, and at higher revs the intake noise and valve thrash take over. In some applications this engine can sound like the timing chain might make a break for freedom, but in the Leon it’s more subdued.
The brakes deserve praise as well. The Leon needed slightly less distance or time to come to a stop than any of its rivals, and the pedal is perfectly progressive on the road too.
H A N D L I N G A N D S TA B I L I T Y
AAAAB The no-nonsense feeling of the Cupra Leon continues when you find some corners. There’s no contrived sportiness here, no needlessly heavy steering, unyielding suspension or complicated four-wheel drive system. The bottom trim, VZ1, gets 18in wheels with 225-section tyres and passive dampers. We suspect this set-up would harmonise well with the rest of the car’s character. Our VZ2 test car, with its 19in wheels, 10mm-wider tyres and adaptive dampers, will be more representative of how people spec their cars, though. The dampers are adjustable through no fewer than 12 settings. That sort of granularity is
overkill, no doubt, but with a bit of experimentation, there is a good compromise in there. We found that the standard Sport preset soaks up big bumps very adroitly while taming the worst of the body roll. It allows some movement, but in the absence of any real feedback from the steering, that’s quite helpful in gauging what the chassis is doing. Moving the slider further to the right ramps up the control, but also introduces brittleness, so the firmer settings are better left for a smooth track. On a road with some medium sweepers, the chassis shows itself to be sweetly balanced. The stability control can be turned off, and a welltimed lift of the throttle will make the rear end edge ever so slightly wide. The Leon is no hooligan like a Ford Focus ST and is never going to catch a driver unawares but offers just enough throttle adjustability to make it feel agile and playful.
The 241bhp Cupra Leon blends usable performance and practicality to fine effect; engaging steering and a stick shift are rewarding daily driver’s only notable omissions.
40 AUTOCAR.CO.UK 27 JULY 2022
ROAD TEST Track notes Less sporty cars and SUVs in particular can tie themselves in knots over the crests and through the compressions at Millbrook, but the Cupra Leon feels right at home. Its 241bhp has absolutely no problem powering the relatively light hatchback up the hills and the brakes make light work of scrubbing off the speed when coming down. On the relatively even surface, the VAQ differential is indistinguishable from a more traditional unit and drags the car out of corners with little drama. The limit of grip is high, and on a dry track it is made quite clear when it is approaching. The ESC Sport mode cleverly manages traction and oversteer so that less experienced drivers can start exploring the limit without the car spitting them off. Turn everything off and the Leon behaves much like it does on the road. Some gentle lift-off oversteer is easily induced, and just as easily gathered up.
Given how keen the Leon is to slide on the road, we expected this behaviour to be amplified in T3, a long right-hand sweeper, but even when provoked, the Leon’s reactions remain fairly mild.
Even on the track, the only time the steering really lets you know what’s going on with additional weight is through the heavily cambered T5.
T2
T4
T3
T6 T1
If you barrel into a hairpin like T2, the car will naturally run wide, but the limit of grip is so high that there is no real excuse.
T7 T5
FINISH
Pure-petrol Cupra Leons benefit from a VAQ system on the front axle, which uses a clutch pack on the right driveshaft to mimic a limited-slip differential. On the trickiest roads it’s possible to occasionally detect some slip from the inside front wheel, but mostly it drags the Leon out of corners decisively with no fuss. If only the steering would give a little more back. At two turns lock to lock, it’s pretty quick but never feels nervous. It’s also perfectly accurate and it’s possible to vary the weight in the driving mode settings. It’s not plagued by unnatural weighting or the elasticated feeling found in fast Fords, so the lack of feedback is never an impediment to fast road driving, but a touch more communication would complete the dynamic picture.
C O M F O R T A N D I S O L AT I O N
AAAAC Despite 19in wheels and 35-aspect tyre sidewalls, on its adaptive
dampers this hot hatch rides more comfortably than the vast majority of cooking family cars. Put the suspension in its softest mode and the Leon lopes along, flattening most bumps in the road. It’s well controlled too, so never becomes a floaty barge. That compliance makes it all the more obvious when the suspension does run out of ideas. The lack of tyre sidewall can only be camouflaged so much, and the nastiest potholes will elicit a noticeable bang as the 19in wheel smacks through it. On the rare occasion that you encounter a pothole when the front suspension is already at the top of its stroke, it feels like the strut may come through the bonnet. On long journeys, the Cupra Leon is about as easy to live with as a hot hatch gets. At a 70mph cruise, our noise meter showed 70dBA, the same as the Ford Focus ST and Hyundai i30 N. The exhaust is a tad boomy at town and motorway speeds but is easily drowned out by the stereo.
START
The seats are comfortable and supportive, and even VZ1-spec cars get manually adjustable lumbar support. Aspiring touring car drivers may wish for a slightly lower driving position and a bit more angle on the seat base would have made the driving position perfect, but it’s not far off, anyway.
BUYING AND OWNING
AAAAC With a starting price of £33,100 for the Cupra Leon 245 TSI VZ1, it is currently the least expensive of the C-segment hot hatches, being nearly £1000 cheaper than a manual Hyundai i30 N and more than £3000 less than a manual Volkswagen Golf GTI, with automatic versions of those cars being even pricier. VZ2, our test car’s trim, raises the price to £34,415 and adds adaptive dampers and larger wheels but still misses out on things you might expect like heated seats, a wireless
phone charger and adaptive cruise control. VZ3 adds some of those, but is currently unavailable due to the chip shortage. There aren’t many optional extras – just premium paint options, driver assistance features and a glass sunroof. Our test car came with the Safety and Driving Pack M, which adds high beam assist, adaptive cruise control and traffic sign recognition. The advanced driver aids are much improved from earlier Volkswagen Group systems and the lane keeping assistance is relatively easy to turn off, but some usability issues remain. At one point, the traffic sign recognition indicated a 90mph speed limit and we had a few false warnings from the collision avoidance system. As is typical for a relatively heavily boosted engine, fuel economy varies greatly depending on driving style, which explains the wide spread in our test figures. But high 30s are easily achievable during gentle motoring. ◊
AC C E L E R AT I O N Cupra Leon 2.0 TSI 245 VZ2 (18deg C, dry) Standing quarter mile 14.5sec at 102.1mph, standing km 25.9sec at 129.5mph, 30-70mph 4.7sec, 30-70mph in fourth 7.8sec 30mph 40mph 50mph
60mph
70mph
80mph
2.7s 3.6s 4.6s
5.9s
7.4s
9.2s
0
90mph
11.4s
100mph
110mph
13.8s
16.9s
10s
120mph
130mph
21.0s
29.9s
20s
Ford Focus ST (2019, 24deg C, dry) Standing quarter mile 15.0sec at 101.3mph, standing km 26.4sec at 130.8mph, 30-70mph 4.9sec, 30-70mph in fourth 7.1sec 30mph 40mph 50mph
60mph
70mph
80mph
2.7s 3.7s 4.7s
6.1s
7.6s
9.4s
0
90mph
11.7s
100mph
110mph
120mph
130mph
14.1s
16.7s
21.1s
25.3s
10s
20s
B R A K I N G 60-0mph: 2.39sec Cupra Leon 2.0 TSI 245 VZ2 (18deg C, dry) 30mph-0
50mph-0
8.1m 0
70mph-0
22.4m 10m
20m
43.8m 30m
40m
Ford Focus ST (2019, 24deg C, dry) 30mph-0
50mph-0
8.6m 0
70mph-0
22.4m 10m
20m
45.1m 30m
40m
27 JULY 2022 AUTOCAR.CO.UK 41
Data log CUPRA LEON 2.0 TSI 2 4 5 V Z2 On-the-road price Price as tested Value after 3yrs/36k miles Contract hire pcm Cost per mile Insurance
£34,415 £36,250 £17,575 £400 na 30/£816
TYPICAL PCP QUOTE
50 litres
3 years/30,000 miles, 15% deposit £483 If you put down £5200 for a PCP on our test car, Cupra will contribute another £500. There is a balloon payment of £16,369 and a 6.9% APR. The resulting monthly rate is the same as for a manual Hyundai i30 N, and considerably less than for a Volkswagen Golf GTI.
EQUIPMENT CHECKLIST
C H A S S I S & B O DY Construction Weight/as tested Drag coefficient Wheels Tyres Spare
Steel monocoque 1410kg/1468kg 0.31 8.0Jx19in 235/35 R19 91Y Spacesaver
The Leon rides on the familiar Volkswagen Group MQB platform, which means a transversely mounted engine up front with front-wheel drive or Haldex-based four-wheel drive on the estate. Suspension is by struts up front and a multi-link axle at the rear. On the scales, the weight was distributed 62:38 front to rear.
ENGINE
POWER & TORQUE
Installation
241bhp at 5250-6500rpm 525 52
250
250 200
150
150
100
100
50
50
2000
Engine (rpm) 4000 6000
16.3mpg 43.4mpg 34.0mpg
CLAIMED
Low Mid High Extra high Combined
26.2mpg 39.2mpg 47.1mpg 41.5mpg 37.2mpg
Tank size Test range
50 litres 374 miles
300
200
0
Track Touring Average
0
8000
E M I S S I O N S & TA X CO2 emissions Tax at 20/40% pcm
163g/km £220/£439
BRAKES
SAFET Y
Front 340mm ventilated discs Rear 310mm ventilated discs Anti-lock Standard Handbrake type Automatic Handbrake location Centre console
AEB, driver and passenger, front side and curtain airbags, lane keep assist, tiredness monitor Euro NCAP crash rating 5 stars (2020, 1.5) Adult occupant 91% Child occupant 88% Vulnerable road users 71% Safety assist 80%
SUSPENSION
STEERING
CABIN NOISE
Type Electromechanical, rack and pinion Turns lock to lock 2.0 Turning circle 11.2m
Idle 45dBA Max rpm in 4th gear 75dBA 30mph 58dBA 50mph 65dBA 70mph 70dBA
MAX SPEEDS IN GEAR
R E S I D UA L S
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 90-110 100-120 110-130 120-140 130-150 140-160
2nd 1.7 1.9 – – – – – – – – – – –
3rd 3.2 2.6 2.7 3.2 – – – – – – – – –
4th – 3.9 3.7 3.9 4.2 4.3 4.6 5.6 – – – – –
5th – 7.0 5.2 5.3 5.5 5.9 6.4 6.9 7.8 – – – –
6th – – 8.2 6.8 7.3 7.8 8.6 9.8 – – – – –
7th – – – 9.5 9.3 10.5 12.2 – – – – – –
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 Leon, contact Cupra Customer Service, Yeomans Drive, Blakelands, Milton Keynes, MK14 5AN (0800 049 7106, www.cupraofficial.co.uk). Costper-mile figures calculated over three years/36,000 miles, including depreciation and maintenance but not insurance; Lex Autolease (0800 389 3690). Insurance quote covers 35-year-old professional male with clean licence and full no-claims bonus living in Swindon; quote from Liverpool Victoria (0800 066 5161, lv.com). Contract hire figure based on a three-year lease/36,000-mile contract including maintenance; Wessex Fleet Solutions (01722 322888).
42 AUTOCAR.CO.UK 27 JULY 2022
273lb ft at 1600-4300rpm
TEST MPG
Type 7-spd dual-clutch automatic Ratios/mph per 1000rpm 1st 3.40/5.3 2nd 2.75/8.8 3rd 1.77/13.7 4th 0.93/19.7 5th 0.71/25.8 6th 0.76/32.1 7th 0.64/38.2 Final drive ratios 4.17:1 (first, fourth, fifth), 3.13: 1 (second, third, sixth, seventh) Front MacPherson struts, coil springs, anti-roll bar Rear Multi-link, coil springs, anti-roll bar
TIME (sec) 2.7 3.6 4.6 5.9 7.4 9.2 11.4 13.8 16.9 21.0 29.9 – – –
400
300
0
TRANSMISSION
ECONOMY
400
Power output (bhp)
Front, transverse, front-wheel drive Type 4 cyls in line, 1984cc, turbocharged, petrol Made of Aluminium block and head Bore/stroke 82.5mm/92.8mm Compression ratio 9.6:1 Valve gear 4 per cyl Power 241bhp at 5250-6500rpm Torque 273lb ft at 1600-4300rpm Redline 6800rpm Power to weight 171bhp per tonne Torque to weight 194lb ft per tonne Specific output 122bhp per litre
1 2 3 4 5 6 7
36mph 6800rpm 60mph 6800rpm 93mph 6800rpm 134mph 6800rpm 155mph 6010rpm 155mph 4827rpm 155mph* 4059rpm * claimed
RPM in 7th at 70/80mph = 1833/2095
50
40
Value (£1000s)
Options in bold fitted to test car = Standard na = not available
T E C H N I C A L L AYO U T
Torque (lb ft)
19in alloy wheels Dynamic Chassis Control 10.0in infotainment system with navigation and wireless smartphone mirroring and four USB-C ports Digital gauge cluster Cruise control Front and rear parking sensors Reversing camera LED headlights Cloth and imitation leather sports seats Heated steering wheel Keyless entry and start Urban Silver metallic paint £575 Safety and Driving Pack M (adaptive cruise control, high beam assist, traffic sign recognition) £235 Panoramic sunroof £1025 Safety and Driving Pack L £660 Safety and Driving Pack XL £840 Matt paint £1350
Cupra Leon 2.0 TSI 245 VZ2 BMW 128ti
30
20
Ford Focus ST
10 0 New
1 year
2 years
3 years
4 years
Cupra is not as well known for hot hatches as Ford and doesn’t have the clout of BMW, hurting residuals a little.
R OA D T E S T N o 5 5 8 4
Read all of our road tests autocar.co.uk
ROAD TEST Testers’ notes ILLYA VERPRAET This is my kind of hot hatch. It’s not shouty, in its styling or exhaust bark, it stays out of the horsepower war and it doesn’t hit you over the head with fake noise or a bone-shaking ride. It is engaging to drive, has a responsive engine and gearbox, and it works on UK roads, too.
VERDICT
AAAAC
Brilliantly rounded hot hatch shines in its simplest spec ot all Cupra Leons are equal, it appears. Any Leon is a practical and mostly welldesigned hatchback that’s hampered somewhat by its aversion to buttons. The Cupra hybrid can’t live up to its performance branding and the 4WD estate is rapid but a bit uninvolving. This pure-petrol hatchback, however, has impressed us with its sweetly balanced yet surprisingly comfortable chassis and strong but usable performance. The 300 version left a slightly lukewarm impression during last year’s Britain’s Best Affordable Driver’s Car competition because, judged purely as a driver’s car, the Leon was not quite as exciting as the Hyundai i20 N or a Ford Puma ST. For the occasional B-road blast, the Focus ST also just edges it. However, viewed as an all-round proposition, its practicality and comfort propel the Cupra Leon to the top of its class, even though we can’t help wishing for a manual gearbox. And the 245 loses very little compared with the 300 other than several thousand pounds off the price. We suspected it before and this test confirms it: a plain Cupra Leon is an improved and better-value Volkswagen Golf GTI.
N
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
CUPRA LEON 2.0 TSI 245 VZ2 Combines thrills and usability like no other. Not the most exciting, but close. Represents good relative value as well, especially in VZ1 trim. AAAAC £34,415 241bhp, 273lb ft 6.4sec, 155mph 37.2mpg, 163g/km
2
FORD FOCUS ST-3 The benchmark for driving thrills, thanks to a charismatic engine, playful chassis and manual ’box. Less luxurious and refined, strange steering feel. AAAAC £34,960 276bhp, 310lb ft 5.7sec, 155mph 35.3mpg, 183g/km
3
VOLKSWAGEN GOLF GTI Harder-edged than previous generations. More serious and less comfy than the Cupra, but available as a manual. Still expensive, though. AAAAC £36,185 241bhp, 273lb ft 6.4sec, 155mph 38.2mpg, 168g/km
4
HYUNDAI i30 N PERFORMANCE Slightly heavy-handed in the way it pummels a road into submission, but exciting in its own way. Good value, and with a manual gearbox as standard. AAABC £32,511 276bhp, 289lb ft 5.9sec, 155mph 35.3mpg, 182g/km
RICHARD LANE The road gets twisty; you want a bit of fun. Press on the car icon to go to the settings. Press on the Lane Assist button to turn it off, open the ESC drop-down menu and select ESC off. Confirm you want to do this. Press the drive mode switch and choose Sport mode. Pull a paddle to put the ’box into manual. You’re ready to enjoy the Leon’s handling balance. The road has straightened out again.
Spec advice Although the adaptive dampers work well, we’d be tempted to save some money and stick with the entry-level VZ1, as it doesn’t lose out on any other equipment.
Jobs for the facelift Fit the steering wheel-mounted start/ stop and drive mode button to all versions. Add physical media and climate controls. Make VZ3 trim an option on the 245 engine.
5
BMW 128ti Has premium appeal and a strong engine, but the chassis feels strangely unfocused when you attack a good road. AAABC £35,575 261bhp, 295lb ft 6.1sec, 155mph 40.9mpg, 158g/km
27 JULY 2022 AUTOCAR.CO.UK 43
44 AUTOCAR.CO.UK 27 JULY 2022
MAMMOTH RAM 1500 TRX DRIVE
MA
SS I
Mam ton n moth b es a n y d pa name, t ck s 1 h 012b is Henn e hp f rom ssey-tu a sup ned erch pickup t arge PHO d V8 f ruck is TO GR a or 0 A PH - 60m lso garg YL UC a L AC ph i EY n 3.2 ntuan in s e c. Mat size, we i t Pr ior d ghs 3.5 rive s it
VE
AT T ACK
27 JULY 2022 AUTOCAR.CO.UK 45
’m an extremely professional car reviewer. My colleagues always say as much when they’re waiting for my overdue copy to be filed, or for me to arrive late to a photoshoot. Yup. There’s nothing I won’t drive and no job I won’t undertake. But oh dear, today I almost wish there was. On my driveway is a car that makes the vehicle next to it – an Audi Q7 V12 – look discreet. It is a Mammoth Ram 1500 TRX, a pick-up modified by American tuner Hennessey. And right now, I’d rather it was a Hyundai i10. I’ve never felt so conspicuous. Partly it’s the size – well over two metres wide and five metres long. Then it’s the hardware. In front, the TRX has a 6.2-litre supercharged V8 engine with – wait for it – 1012bhp. Hennessey claims it is the fastest and most powerful pick-up ever produced. It has 969lb ft of torque and can go from 0-60mph in, it’s claimed, 3.2sec. It weighs 3538kg and I can’t think of a car that is as out of step with current automotive trends. Still, at least it’s a subtle colour, eh? I’ve suggested we photograph it in Bristol, home to plenty of heavy dated ironwork itself: there are girder bridges and railways, and its bustling harbour area was a proud ship-building hub. It’s also a historic urban environment in which the TRX will look, well, simply as big as its size dictates it will look. I prepare my “it’s not mine” shtick for dubious onlookers and brace to get through the day. Context is everything. John Hennessey has been “making fast cars faster since 1991” and has modified more than 10,000 cars or trucks in that time from Hennessey Performance’s base in Texas, where it has its own quarter-mile dragstrip and where, you’d imagine, Rams look less conspicuous. Hennessey’s stock is usually in modifying American cars: Ford, Ram, Dodge, Chevy, Cadillac or Jeep. But its Venom GT of the past decade had a Lotus Exige-based chassis, and 30 years into its modifying career came the Venom F5, a bespoke mid-engined car, the first it has constructed as a manufacturer in its own right. It’s a “love letter to excess horsepower”. Target: just the 300mph. We will not be doing 300mph today, even with the application of 1012 horses, although the eruption when I thumb the starter is enough to suggest that we could. I suspect even the base car would rumble a little,
I
Yes, it’s also big, powerful and facing extin
46 AUTOCAR.CO.UK 27 JULY 2022
ction
It exudes even more presence than Bristol’s graffiti art
Careful: you can easily lose a Golf or three in blindspots
MAMMOTH RAM 1500 TRX DRIVE
❝ I’ve never felt so
conspicuous. Partly it’s the size. Then it’s the hardware
❞
Load bed suffers a reduction in payload to
MEANWHILE, OVER AT FORD… The ludicrous pick-up market also features the Ford F-150 Raptor, a V6 performance truck with 444bhp and 510lb ft, which now seems positively meek in this company. Instead, then, Ram rival Ford has gone all-electric with its next fast truck, the F-150 Lightning, which has 563bhp and 775lb ft. It will be “wickedly quick off the mark”, says Ford, with a 0-60mph time in the 4sec bracket.
594kg
Supercharged 6.2 V8 makes 1012bhp, 969lb ft
mind. The Ram 1500 TRX is a performance pick-up before modifications, with 702bhp from its 6.2 V8 and costing the equivalent of £66,400. To that base car, Hennessey upgrades the supercharger and its pulleys, the spark plugs and injectors, improves oil flow and fits a new ECU. The new maximum power output comes in at 6500rpm. Peak torque is at 4200rpm. All four wheels are driven through an eight-speed automatic gearbox and the merest hint of throttle builds a whine from the supercharger and a bark from the exhausts. They’re quite a long way away, behind three rear seats and then the load bed, but you can hear them. And so can everyone else. It’s curious to drive a car this big with this level of performance. Ram at first and Hennessey thereafter have both tried to make the TRX capable and fun, but there’s no getting away from the truck roots. It’s like driving a tipper van with a Nascar engine. Its ride is relatively soft – although it would be weird if it weren’t, given the compliance of 37in diameter BF Goodrich ‘Mud Terrain’ tyres ◊
27 JULY 2022 AUTOCAR.CO.UK 47
It’s approximately 2.0m wide, 2.0m tall and 5.8m long
∆ and adjustable Bilstein dampers big enough to absorb the hit of a steam locomotive. On the road, this translates to a wobble and shimmy. If you have any middle-aged flab, a different part of you will resonate depending on the road surface. On a motorway, the muted whine of a supercharger and the not so muted hum of the tyres sound and feel like a washing machine on a spin cycle. Now, I love old American pick-ups more than the next person. But I’m finding it hard to warm to the TRX. Being in the UK does not help its cause. There are two mirrors each side but still big blindspots in which you can lose most British hatchbacks. They appear briefly in a mirror or a window as you manoeuvre through roundabouts and junctions, flitting like flies you glimpse out of the corner of an eye, before they become hidden by another part of TRX. Partly this car is so big outside because it’s so big inside. It seats five but you could barely reach a passenger from the driver’s seat. The seats are comfortable, the controls are chunky and there is some carbonfibre trim, which is perhaps installed for a laugh. There are ample power sockets and no fewer than 14 drinks receptacles. As is the way with mega-performance pick-ups, a focus on driving dynamics – such as it is – comes at the expense of the payload, which is just 594kg, rather than the 800kg-plus of most Ram 1500s. (It can, though, still tow 3.67 tonnes.) That performance bent, ripe for dune driving like a Baja race ‘pre-runner’, means it’s set up to have lots of wheel travel. At full throttle, then, its compliance means it squats heavily to the rear and its steering becomes vague as the motor howls as the Mammoth builds speed. Curiously, while I don’t doubt the power or the pace, it doesn’t feel that fast. Perhaps it insulates you from the speed in the same way that a jetliner doesn’t really feel like it’s doing 150mph when you
48 AUTOCAR.CO.UK 27 JULY 2022
POWER-CRAZED V8s
Anything with a four-figure power output is deep into ludicrous territory. And it’s pretty rare these days to find it from a pure internally combusted motor, let alone a V8. Lotus, Rimac and Pininfarina all get their near 2000bhp outputs from electric motors, while Bugatti’s most powerful Chiron makes its 1578bhp from a W16. When it comes to V8s, you’re mostly looking at models various from Koenigsegg (such as the Jesko, pictured). Or from American tuning parts fitted to standard V8s. Given the drag and custom scene is so big in the US, that’s no surprise.
Prior (full sized) reaches summit via base
camp
take off, because you sit so far from the ground. But ultimately, the speedometer suggests it moves quickly, marginally faster than the fuel gauge, which at the end of the day suggests it has returned 10.1mpg. Don’t forget the point one. There is no question the Mammoth is out of kilter with not just UK roads, but the way quite a lot of the world is beginning to think. And yet. I am no more than half an hour into driving it when it gets its first big thumbs-up from a motorcyclist. Van drivers want to chat at traffic lights. Car drivers might, too, but maybe can’t crane their necks that far. Pedestrians stop, and point, and wave, and want throttle blips. To say it spreads quite a lot of warmth would be rather too literal and tactless. But, perhaps because it’s such a curio here, I don’t meet anyone who actively hates it. And at the end of it all, it doesn’t feel quite as big as when it started. Would I buy one in the UK? Absolutely not. But if I lived in the US? Still absolutely not. But every time I see one in either place – unlikely though that is, given there will only ever be 200 of them – I will stop and point and laugh. L
MAMMOTH RAM 1500 TRX DRIVE
❝ People stop, and point, and
wave, and want throttle blips
❞
HENNESSEY MAMMOTH RAM 1500 TRX Price Engine Power Torque Gearbox Kerb weight 0-60mph Top speed Economy CO2 , tax band
£150,000 V8, 6166cc, supercharged, petrol 1012bhp at 6500rpm 969lb ft at 4200rpm 8-spd automatic, 4WD 3538kg 3.2sec 122mph 10.1mpg (as tested) na
27 JULY 2022 AUTOCAR.CO.UK 49
Film depicts 4WD Audi Quattro versus RWD Lancia 037
LIGHTS, CAMERA , TRACTION The 1983 WRC Group B duel between Audi and Lancia contains all the ingredients for a great movie – and now there is one. Damien Smith is on set to see it being made PHOTOGRAPHY MATTEO LEONETTI 50 AUTOCAR.CO.UK 27 JULY 2022
GROUP B MOVIE ON LOCATION Spoiler alert: Audi beat Lancia on the 1983 Rally Portugal
ames Hunt versus Niki Lauda in Rush; Ford versus Ferrari at Le Mans in 1966; the one-sided Senna documentary that triggered a wave of sports biopics; Netflix and its Drive to Survive Formula 1 soap opera phenomenon. Now there’s even news of Brad Pitt and Sir Lewis Hamilton teaming up to create fiction out of grand prix racing’s barely believable reality. The movie and entertainment world sure has fallen for motorsport in a big way these past years, with storytellers naturally drawn to racing’s greatest hits and heroes. But a feature-length drama set for cinema release about the battle for the 1983 World Rally Championship? That’s unexpected. Still, it’s in the
J
was made with mostly Italian funding and an Italian crew, features an international cast and is propelled by an English producer best described as a titan of the movie business. Jeremy Thomas is an avid car enthusiast and lifelong Autocar reader (which explains our invitation) and has a remarkable credit list of movies behind him – the type that win big awards at Cannes and the like. The biggest has been the Best Picture Academy Award for Bernardo Bertolucci’s 1987 masterpiece The Last Emperor. Now Thomas has made a film about a chapter of rallying that only hardened enthusiasts will know about. What’s he thinking? “I love making films and I love cars,” he tells Autocar between takes. “These are my two passions. Then I heard about this incredible story and the subterfuge within it, and the stars aligned. The more you dig into it as someone with an understanding about cars, two-wheel drive versus four-wheel drive, the more you understand it was a miracle that Lancia won.” That’s the key. This is a David versus Goliath tale: the might of Audi’s well-funded Vorsprung durch Technik Quattro technology against Lancia’s outdated (but oh so pretty) rear-driven 037 that, against all odds, won the Italian company a WRC constructors’ title. Audi’s Hannu Mikkola, who died last year, swept to the drivers’ title with victories in Sweden, Portugal, Argentina and Finland – but that might have been a different story had Walter Röhrl, fresh from his second title in 1982 and a falling out with Opel, actually been bothered
can and will hit screens next year. I know because I’ve seen it. Well, the making of it, at least. This summer, Autocar was exclusively invited to visit the set in sunny Sanremo, Italy, to find out why, in a fast-changing and increasingly electrified world, respected film makers have become inspired by a relatively obscure, ancient and ‘analogue’ duel set in the heart of the fabled Group B era. The rivalry that boiled that season 39 years ago between Audi and Lancia is a great story, certainly – but it’s an offbeat choice, especially for a mass audience. How refreshing. The movie is called 2 Win (a play on words, although not to be confused with the Producer Thomas (left) is an Autocar read er transportation company). It
about becoming world champion for a third time (see separate story, overleaf). Instead, he vowed to rally just enough to help Lancia clinch an unlikely teams’ crown, and with victories on the Monte Carlo, the Acropolis in Greece and in New Zealand, he did just that. Lancia edged Audi by two points. The story is told from the perspective of Lancia team chief Cesare Fiorio, veteran of the titlewinning Lancia Stratos and Fiat 131 Abarth campaigns of the 1970s. Fiorio, who went on to run Ferrari’s F1 team for a brief and explosive spell at the end of the 1980s, is something of a cult figure today, thanks in part to not only his fine record of success but also his charismatic, old-school, Machiavellian playboy reputation. This is where Riccardo Scamarcio comes in. Well known as a leading man in Italy, Scamarcio is also a car enthusiast. He got to know Fiorio and found inspiration. There’s no book source material here, but Fiorio’s personal accounts of 1983 spurred Scamarcio to co-write a screenplay with Filippo Bologna and respected director Stefano Mordini, who also takes the big chair. Scamarcio co-produces with Thomas and plays Fiorio, with Daniel Brühl in the role of Roland Gumpert, his opposite number at Audi. Hiring Brühl adds international credibility: fantastic as Lauda in Rush, the German actor came to prominence in Quentin Tarantino’s Inglorious Basterds and is now Marvel royalty, having played a villain in the Captain America films. Autocar is invited into Scamarcio’s trailer to meet him properly and find out more. On set in Lancia shirt, jeans and brown leather loafers, he looks just the part as mean, moody Fiorio. Up close, he has the face of a spaghetti western villain – but with a warm smile. “I wasn’t passionate about rallying,” he says. “I got into this world because this is a story about Europe, our values and our paradoxes. Let me explain. We focus on two teams: Audi from Germany, Lancia from Italy. Very different approaches. The Germans ◊
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GETTY IMAGES
∆ are very organised, are precise, spend a lot of money and are technologically very strong. The Italians that year were less technologically advanced and didn’t yet have 4WD. I play Cesare Fiorio, and he tried to breach the impossible.” The subterfuge that Thomas mentions is the cheeky tactics Fiorio dreamed up to combat the disadvantages that Lancia faced: buying bags of salt to spread on snowy corners on the Monte, inventing problems on start lines to allow Audi’s dust to settle and delay letting his drivers loose over stages… There’s scope for Italian Job-style high jinks in this story and fun to be had with the contrasting characters of the egocentric Fiorio and Röhrl. Authenticity is always essential to the success of racing movies, so how accurate to history is this one? “Before we wrote the script, we had long discussions over many days with Cesare, who is our mentor,” says Scamarcio. “He told us all the secrets – and from his voice, we built the script. Of course it’s cinema, but the script tells exactly what happened. We’re very respectful of that. We didn’t invent things that didn’t happen, except little adaptations. The real story was already so cinematic.” Poetic licence is inevitable, or else a movie becomes a documentary. Here, there’s an invented character who adds an English flavour: Jane, a sports doctor (played by Katie Clarkson-Hill) and the daughter of a rally driver killed in competition years before. Her role, as an outsider coming in, is to ask the questions that a mass audience is likely to ask. Why are these people so driven to win? Why does it matter? The female headcount is added to by Audi’s legendary Michèle Mouton and her co-driver Fabrizia Pons, and along with Röhrl, there’s also the wonderful (in real life) Markku Alén to keep Lancia’s end up. As Scamarcio points out, there’s freedom in portraying real people who aren’t famous beyond a fairly small world, and there’s value too in exploring uncharted territory. Can you think of a film about the WRC? “We don’t see cars going on a track. We see cars going into the mountains, through snow, on real roads,” says Scamarcio. Pleasingly, I’m told the authentic approach will stretch to the action scenes. CGI will be limited to filling
The film was made using a largely Italian
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❝
THE ENIGMATIC WALTER ROHRL The story of 2 Win is told mainly from Cesare Fiorio’s perspective, but when it comes to the cast of fantastic drivers in the 1983 WRC, the film makers struck gold with the character of Walter Röhrl. The German, now 75, remains one of rallying’s greatest exponents – and one of its most notorious oddballs. Röhrl scored 14 WRC rally wins and two titles, first in Fiat’s 131 Abarth in 1980 and then in Opel’s Ascona in 1982. But his career numbers would surely have been greater had he been motivated by such trinkets. He absolutely wasn’t, as he told me when I interviewed him a dozen years ago. “I wanted to show that I was the best and then stop,” he said. “After 1980, [co-driver] Christian [Geistdörfer] said to me: ‘You must be crazy to stop now. We’re world champions. For the first time, we can earn money!’ I told him: ‘I don’t do it for money. I do it just for me. I only want to know for myself if I’m good, and out in the forest at night is the right place for me.’ “World championships didn’t mean much to me. In 1983, I was second in the world championship by three points from six rallies. Everybody said: ‘You must do one rally more.’ But I said: ‘No, I don’t want to be champion. It doesn’t give me anything.’” Röhrl was “strange”, as he admitted, and professed some regret for that decision. But not much. Volker Bruch, who plays him in the movie, must have had a ball with the part.
crew
We didn’t invent things that didn’t happen. The real story was already so cinematic
❞
Most of the cars used in
the film are originals
The way the cars are driven won’t be doctored with CGI
GROUP B MOVIE ON LOCATION
Creative thinking allowed Italy to play many WRC locations
in or changing background detail – not messing with physics-defying car dynamics, as disappointingly seen in both Rush and Ford vs Ferrari. And the majority of the cars are genuine, widely sourced directly from Lancia and private owners around Europe. Filming included time at the famous Balocco test track, and Italy’s variety of topography has been stretched to resemble most rally locations, from Finnish forests to the rocky sunburnt stages of the Acropolis. “There’s an extraordinary amount of original machinery,” says Thomas proudly. “When I first arrived on set, I thought: ‘Wow, I’m back in 1983.’ It’s the opposite of electric, an analogue past, the road racing of its day.” On the quest for authenticity, he says: “That’s why Autocar is among the first people here. I wanted to show that we’re striving so hard to be as authentic as we can, with all machinery, the logos, exactly what it looked like. The drama between the two teams didn’t need much embroidery, because it was extraordinary, including Walter’s strong position on what he would and wouldn’t do.” “We want to reproduce and make an old-fashioned European movie for cinema,” says Scamarcio, who has worked hard with Thomas to keep control of the production in that chase for authenticity. “We had Italian B-movies in the 1970s that influenced Quentin Tarantino. The approach we’re using is more or less similar on the action side. Real cars, real sound, real engines. We even used the real 037 chassis #1 for when Walter Röhrl first tries the car. We also have real mechanics here who are now in
their seventies, including the Baldi brothers [Lancia veterans Elio and Giovanni].” Walking on set, I’m astonished by the attention to detail. I’m in a mocked-up Sanremo service park, the start/finish ramp situated exactly where it was in 1983, and the period vans and transporters are, in some cases, as cool as the rally cars. There’s an awful lot of hanging around. Then everything bursts into life as Mordini turns from a mildmannered gent into a raging bull. It’s fascinating to see how a director can energise a set and shape what we see on screen. He’s barefoot most of the time and even jumps on the camera to get the shot he has in his head. Now they’re making it, this is his movie. We witness the final scenes: Fiorio on a CB radio desperately trying to speak to Röhrl, who has hit trouble on the final stage. There are sharp words, anxious glances and fabulous blue-steel stares into the distance. Scamarcio looks fabulous in his role. Then Alén roars into service and onto the ramp to win, Lancia’s mechanics rushing out to greet him with whoops of joy. An Audi trails in, ignored by the mass of extras, to the obvious displeasure of Gumpert, who is finally distracted from a gloriously massive Commodore computer that he has been studying. Then there’s Röhrl in his Martini 037, second in this rally to confirm Lancia as the 1983 champion. More wistful looks from Fiorio, then a smile of quiet satisfaction. The job is done. You can almost imagine the credits roll. Hammy? It might be, but that’s okay. We will only find out if it works in cinemas next year. But our glimpse into this make-believe world that looks so familiar leaves us with high hopes for a feel-good movie that will celebrate the best of motorsport culture, back in distant, crazy days before it grew a conscience and became sensible. Pass the popcorn. L
OUR FAVOURITE MOTORSPORT MOVIES Racing’s relationship with cinema has been patchy at best through the decades and clichés usually abound. Only a few have nailed the authenticity while capturing the true spirit of the sport. Here’s our pick of the best.
Grand Prix
1966 John Frankenheimer’s epic Formula 1 tale has plenty of flaws but still stands as the benchmark that Brad Pitt and Lewis Hamilton must aim for in their effort. James Garner is perfect as Pete Aron, who prevails against the odds, including a spell as a TV pundit. The real action footage captured at 1966 grands prix remains breathtaking and makes forgiving the cornball script all the easier.
Le Mans
1971 Steve McQueen was beaten to the punch by Frankenheimer with his F1 movie in the mid-1960s, but that motivated him to make what stands as the most celebrated racing flick. McQueen’s poise and charisma help, but the cars are the true stars. Porsche 917s and Ferrari 512Ms were captured in all their considerable glory in the 1970 race itself and for three months after in the ultimate dollar-burning, true-life location shoot. David Piper even lost a leg.
Cars 2006
The World’s Fastest Indian 2005
For our money, no other movie captures the passion, commitment and humour of racers better than the brilliant Anthony Hopkins in this true story of New Zealander Bert Munro and his quest to set speed records at Bonneville on his modified 1920 Indian Scout motorcycle. Hopkins must have a thing about speed record-breakers: he also shone as Donald Campbell in the 1988 TV movie Across the Lake, which is also highly recommended.
It’s a kids’ film, apparently… but through Pixar’s magical animation, this tale of a young and arrogant Nascar-type racer who goes through a painful but funny process of awakening captures and celebrates racing culture quite beautifully. Owen Wilson is excellent as Lightning McQueen, but true-life racer Paul Newman (in his final acting role) steals the show as grizzled, embittered Piston Cup legend Doc Hudson, who becomes a mentor to the (figuratively and literally) lost hero. We challenge you not to well up at least once.
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T H E V IL L AG E G R E E N P R E S E RVAT IO N S OC IE T Y Hampton Court Palace concours? Jim Holder prefers the vibe at the Hampton village show ake your pick…” So said the kind man from Audi when I asked “ if I might borrow a car from its heritage collection for the seventh annual Classics on the Green car show in Hampton village. With all due respect to the pair of enticing A2s, I didn’t really pause for breath before asking after the Sport Quattro, one of just six originally brought to the UK. I asked because I live exactly five metres from the aforementioned green and because I am, as for similar shows that entertain me and many other enthusiasts every year, in awe of the
T
voluntary hard work that goes into putting on a display for the local community. Sure, I didn’t need to borrow a £300,000-ish icon of automotive history to show my support and, yes, maybe it was a little bit over the top, but frankly the sheer outrageousness of being handed the keys to it made me admire even more the much-loved, hard-polished and mostly self-prepared array of eclectic machinery that emerged from around the locality. As a tribute to them all, as well as to humble car show organisers up and down the country, here is a sample of what made the Hampton event so special.
TH E M G
It’s surely an unwritten law of village car shows that an MG of some description attends, and preferably more. Here we have a TF, which was produced between 1953 and 1955 as a late member of the T-Type family that spanned the 1930s, 1940s and 1950s.
BO R N I N TH E USA
A slice of Americana here, albeit with a British twist. This is a 1957 Austin Nash Metropo litan, powered by a 150cc engine. It was originally created for the American market but was assemble d in the UK to be sold here between 1953 and 1961 .
PO NY O N TH E G R E E N
Possibly the most displayed model at the show, appearing in hard-top and soft-top configurations, the Ford Mustang is a guaranteed crowd-pleaser. This first-generation car was developed under the watchful eye of car industry legend Lee Iacocca.
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CLASSICS ON THE GREEN SHOW REPORT
TH E ‘ I D O N ’ T CAR E WHAT IT I S’
Sometimes a vehicle captures your attention just by how it looks. This Chevrolet 3100 Fleetside pick-up truck is one such example, winning over visitors of all ages. This half-tonner is a later-series model, having been built in 1953.
TH E O D D BAL L
There’s odd and then there’s very odd. Few cars are more striking (or odde r) than this Nova kit car, which combines a fibreglass shell with a Volk swagen Beetle chassis and mechan icals. Why have a separate roof and doors when you can combine them into one?
AN U N E XPEC TE D PI O N E E R
History may not recall the Mitsubishi Shogun (aka Pajero and Montero) as a groundbreaker, but the rugged off-roader could be seen as a pioneer of the SUV craze that predominates today. It was launched in 1981 and taken off sale only last year.
TH E ‘ WE LL , I TH I N K IT ’ S A CL A SS I C’
There’s no room for snobbery at the best village car shows, and so it was that this Citroën AX (resplendent with an L-plate on the rear and powered by a 954cc engine to ensure ultracheap insurance) sat mirror to mirror with various desirables on the village green.
TH E S M I LES - PE R - M I LE FAVOU R ITE
Look closely at the picture of ‘our’ Audi Sport Quattro and you will see it was parked alongside this Ford Fiesta van in Popular trim and powered by a 1.1-litre engine. Estimates value the Ford at 1% of the price of the Audi, yet they received equal numbers of admiring glances.
IT ’ S A WI N N E R
D’ TH E ‘ WE S H OU LD HAV E A S KE
314 of the SS Jaguar 100 or Suffolk kit car? Just SS Cars and by 1939 to 1936 from t buil were former l stunning) (stil a is r othe The . ions are now worth mill ed by own inal orig replica built from moulds of an ey. New an Adri us geni ing neer engi Formula 1
Another Jaguar, this time an XK120 fixed head, won the Best in Show award at the Classics on the Green event, after receiving the most votes from visitors. This example was built in 1954, putting it among the final examples to leave the factory, with production ending later that year, and is powered by a 3.8-litre engine. Fewer than 12,000 XK120s were built in total and just 195 of them were fixed heads in right-hand drive. A harsh spotlight has been shone on first-past-the-post democracy in recent times, but who could argue with the choice of overall winner when it’s this beautiful? The prizes were decided by visitors’ votes and given to cars according to the decade in which they were built and then the car with the most votes overall.
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TAKING THE HIGH ROAD More and more people are driving under the influence of drugs – and innocent bystanders are being injured or killed as a result. John Evans investigates ILLUSTRATION REBECCA STEVENS
DRUG DRIVING INVESTIGATION rug driving is a menace, and it’s getting worse. In 2015, UK traffic law was updated with the addition of 17 drugs, each with a specific limit, opening the door to roadside testing and higher conviction rates. However, the high cost of confirmation testing, the wide variations in the level of testing among police forces and the fact that publishing offence and casualty data isn’t mandatory (as it is for drink driving) mean that enforcement isn’t as rigorous as it could be and the scale of the problem is only partially understood.
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Roadside testing takes place, but it’s a postcode lottery
H OW B I G A PRO B LE M I S D RUG D R IVI N G?
In 2019, 12,391 people in the UK were convicted of a drug driving offence – a significant increase on 2015, when the government strengthened the Road Traffic Act 1988 by introducing a new strict liability offence (Section 5a) that specified blood drug concentrations for 17 different compounds to supplement existing legislation about driving under the influence of drugs. This has led to a steady increase in arrests for drug driving, with 10,232 cases going to court in England and Wales in 2018, compared with 5368 cases in 2017. However, unlike roadside alcohol testing, there’s no requirement for forces to publish roadside drug test data, meaning the number of drug drivers who go undetected is believed to be much higher. When drug testing is properly recorded, the scale of the problem becomes clearer. For example, as part of their seasonal safety campaign in December 2020, police forces administered 42,613 screening breath tests and 6217 screening drug tests. The breath tests produced 3917 (9%) positives, the drug tests 2813 positives (45%). By last December, when forces repeated the exercise, the figures for drug driving had worsened. Of the 46,000 breath tests that they administered, 17.5% were positive, and of the 4600 drug tests, 66% were.
44%
In September 2021, the Department for Transport Percentage of drug-driving and the priority given to it by published for the first time official offences committed police and crime commissioners, estimates of road deaths in which by a reoffender enforcement of drug-driving laws drug driving was involved. In 2018, varies dramatically – what has been 235 people were killed in a collision called a postcode lottery. Some forces involving a drug driver. Official now have as many convictions for drug estimates of those killed by drink driving driving as for drink driving, while other forces have always been published. Those for 2018 show that between 220 and 260 people were killed ration their patrols to a single drug test. in accidents where at least one driver was over the alcohol limit, with a central estimate of 240 deaths. H O W M U C H D O E S I T C O S T P O L I C E DO POLICE TEST FOR DRUG DRIVING AS R I G O R O U S LY A S T H E Y D O F O R D R I N K?
It’s cheaper for forces to test for alcohol than for drugs, which is why, depending on their budgets
It’s not just illegal recreational drugs that are tested for
FORCES TO TEST FOR DRUGS AND W H AT I S I N V O LV E D ?
There are three stages to consider. The first is that testing a driver for impairment costs forces nothing. The driver is asked to perform a series of co-ordination tests to establish their alertness and fitness to drive. These include walking in a straight line, standing on one leg and touching their nose with their eyes closed. If impairment is suspected and assuming that forces have a testing kit to hand (most use the Securetec Drugwipe) and aren’t summoned to another incident, they may then administer a saliva-based, roadside drug test – at a typical cost of £16. If this comes back positive, a confirmation blood test will be sought later at a laboratory – at a cost of £100 to £300. Alternatively, forces might choose to sidestep the roadside test and go straight to the laboratory blood test. Currently in development is a saliva-based confirmation test that would be almost as accurate as a blood test but costing a fraction of the price.
WH I CH D RUGS ARE TESTE D FO R?
In March 2012, the government announced a new offence in regard to driving with a specific controlled drug in the body above the accepted limit for that drug. In 2015, it decided to take a zero-tolerance approach to the eight drugs most associated with illegal use, assigning to each specific and extremely low (in effect trace) limits. It also added, with higher limits, eight generally prescriptive drugs that can affect driver behaviour if taken incorrectly. These drugs and their acceptable limits are listed in tables below. ◊ LEGAL LIMIT OF RECREATIONAL DRUGS IN MG/L OF BLOOD Benzoylecgonine (from cocaine) 50 Cocaine 10 Delta-9-tetrahydrocannabinol (THC, from cannabis) 2 Ketamine 20 Lysergic acid diethylamide (LSD or acid) 1 Methylamphetamine (crystal meth) 10 Methylenedioxymethamphetamine (MDMA or ecstacy) 10 6-monoacetylmorphine (heroin) 5 LEGAL LIMIT OF PRESCRIPTION DRUGS IN MG/L OF BLOOD Clonazepam Diazepam Flunitrazepam Lorazepam Methadone Morphine Oxazepam Temazepam Amphetamine
50 550 300 100 500 80 300 1000 250
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HOW MANY DRUG - DRIVE FATA L I T I E S A R E T H E R E ?
I N R E A L I T Y, H O W D O T H E L O W D R U G D R I V E L I M I T S C O M PA R E W I T H T H O S E F O R A L C O H O L?
While people who regularly consume alcohol might be able to drive and be below the legal blood alcohol limit at certain times, people who regularly consume drugs are less likely to be able to drive when below the legal blood drug limit. For example, a person who has consumed cannabis in the evening is much more likely to be over the limit the morning after than someone who consumed alcohol the evening before. HOW DO DRUGS AFFECT A PERSON’S AB I LIT Y TO D RIVE?
It’s said that a drink driver knows their driving is affected but a drug driver thinks theirs isn’t. The reality is very different and entirely depends on the drug. For example, cocaine and amphetamines are stimulants that boost confidence and encourage thrill-seeking. Cannabis, on the other hand, is a depressant that slows reaction times, and it can make someone overly aware of their impairment, causing them to drive much more slowly. Common to all drugs, though, is a general disregard for a driver’s own and others’ safety. W H O A R E B R I TA I N ’ S D R U G D R I V E R S?
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Drug drivers fall roughly into four categories. A small minority are the recreational users of popular conception. Then there are the habitual users who do everything
Number of people estimated to have been killed in a collision involving a drink driver in 2018
under the influence of drugs, who likewise represent a small group. A larger group are those drivers who use drugs to manage their working lives. An example is stressed delivery drivers on zero-hours contracts who use drugs to stay alert during the day and to wind down in the evenings. Taxi drivers are another group known to use drugs this way. Easily the biggest group of drug drivers are those taking medication for health conditions but who underestimate their level of impairment. They tend to be older. G I V E N D R U G S ’ A D D I C T I V E N AT U R E , H O W S E R I OUS AN I SSU E I S R EO FFE N D I N G?
Between 2010 and 2019, around 24% of those convicted of drug driving were reoffenders, while 44% of drug-drive offences were committed by a reoffender. By comparison, in the same period,
Recreational drug users account for a minority of offences
❝ Common to all drugs is a general disregard for a driver’s own and others’ safety ❞ W H AT C O U L D B E D O N E T O TAC K L E T H E P R O B L E M? In a report published last year, the Parliamentary Advisory Council for Transport Safety made several recommendations about drug driving. The major government departments and the National Police Chiefs’ Council should undertake a review of policy on drug driving. The government should introduce a new combined drink-driving and drug-driving offence, with a lower blood alcohol limit. Levels of drug-driving enforcement should be increased in the UK, particularly in those police force areas where levels are low. The Home Office should review the bloodtesting process and seek ways to reduce costs and increase the efficiency of laboratory testing. It should also consider the possibility of reclaiming costs from those who are found guilty. A drug-drive rehabilitation course, based on the current drink-drive course, should be introduced. The Department for Transport should publish robust offence and casualty data on drug driving, as it does for drink driving.
Most police forces use Securetec’s Drugwipe test
235
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Number of people estimated to have been killed in a collision involving a drug driver in 2018
DRUG DRIVING INVESTIGATION
£300
Cost of some confirmation blood tests for drugs, compared with £2 for one testing alcohol
Different drugs have different limits and effects on drivers
7% of drink drivers were reoffenders, with 17% of drink-drive offences committed by a reoffender. I S D R I N K-AN D - D RUG D R IVI N G AN I SSU E?
It is, but even though a driver’s impairment is likely to be greater if on drugs as well as drunk, the law doesn’t apply tougher penalties, so the likelihood is that only drink driving is likely to be tested for and prosecuted. However, the government has said that it will call for evidence for a review of road traffic law, so this might change. W H AT A R E T H E P E N A LT I E S F O R D RUG D R IVI N G?
Those convicted of drug driving face a minimum one-year driving ban, an unlimited fine, up to six months in prison and a criminal record. If they cause a death by dangerous driving while on
Drug drivers are responsible for many road injuries and deaths drugs, they could receive a 14-year sentence. In April 2022, the government announced proposals to require convicted drug drivers to attend a rehabilitation course before being allowed back behind the wheel, just as drink drivers must. Grant Shapps, the transport secretary, said: “It’s only right that drug drivers must undergo rehabilitation before getting back behind the wheel, helping protect the public from this hidden problem and stamping out drug driving for good.” A N D T H E C O N S E Q U E N C E S?
Putting to one side the guilt felt for being the cause of someone’s injury or death, a drug driver will have their offence recorded on their driving licence for 11 years. During this period, they can expect to pay considerably higher motor insurance premiums and to find entry into other countries, especially the US, difficult if not impossible. L
It was 8am on August Bank Holiday Monday in 2014. I was motorcycling from home to work in central London, along the A3. Naturally, on this day and at this time, it was almost empty. Perfect for a ride, then – except that as I approached the Cobham turn-off, I saw a Volkswagen Polo ahead of me moving around erratically in the nearside lane, its young driver by turns furiously scratching his head and waving his arms around. All of a sudden, the car took off diagonally across the carriageway towards the central reservation before lunging back to the nearside. The next thing it slowed to a crawl, so I took my chance to overtake. But soon after we were in a 50mph zone and it started accelerating towards me before veering wildly away and recommencing its zig-zag course for the next five miles. The head-scratching was the clue. The driver was drugged to his eyeballs, perhaps returning home from an all-nighter. When the road narrowed at Wandsworth, he began braking and accelerating hard, entirely at random, still furiously scratching his head. I stopped and called the police, giving them the Polo’s registration. The call handler said they had already taken other calls about it and were on the case. I peeled off for central London while the Polo took a right at the Wandsworth roundabout. I like to think the driver was nicked, although this being before roadside drug-driving limits and testing were introduced, I doubt he was.
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F I R S T- H A N D E X P E R I E N C E
YO U R V I E WS WRITE TO
autocar@haymarket.com What the beep?
We were excited to pick up our new Hyundai Kona Electric recently. It’s a lovely car, although we’re ‘alarmed’ at the noise that Hyundai has chosen to alert people when it’s reversing. We live in a quiet suburban street and are embarrassed every time we reverse the car from our driveway, as it sounds like a delivery lorry beeping. I’m not sure why Hyundai decided the beeping needed to be so loud. It will mean that if we return home late at night or early in the morning, we will need to park elsewhere to avoid waking the whole street. It seems that part of the problem is the speaker for the reversing noise being placed at the front of the car. Our neighbour has a new Model Y, and although it too makes a noise when reversing, Tesla has chosen a more discreet yet still effective noise to alert people. So unless you live by a goods yard, you might want to consider your relationship with your neighbours before purchasing a Kona Electric. Ali C Hove, East Sussex
Regulations dictate that an EV must emit a noise at low speeds to warn pedestrians, but this one sounds more obnoxious than most – KC
A sinking ship
I’ve just read Autocar’s latest ‘news’ on Jaguar (29 June). Nothing to see here – just a mocked-up picture of an inflated Tesla Model 3, waffle from management and their aim to sell Jaguars to people at two or three times the current prices in three years maybe. A few pages later were reports about Hyundai’s new Ioniq 6 and Ioniq 7 EVs. Modern, well styled and well engineered, with excellent sustainable interior finishes, these are available in nine months’ time and at less than half the price that Jaguar is planning. Sorry, JLR, but someone needs to tell you that the iceberg is coming and you’re the Titanic. Pete Meagher Via email
LETTER OF THE WEEK
David much prefers the previous SL
The only proper choice
I thought long and hard about which car should replace my Alfa Romeo Giulia Veloce, a car that had all the bits from the Giulia Quadrifoglio – sport seats, 19in teledial wheels, switchable suspension and limited-slip differential – but not the glorious Ferrari-based V6. Was it time to go electric? I nearly bought a Jaguar I-Pace, but due to the ridiculous shortage of public chargers and general range anxiety, I decided to not take the plunge. After all, I’m a petrolhead; the inevitable can wait a few years yet. BMW has totally lost its design direction: its cars all look poorly proportioned and ugly, as though one designer designed the front, another the rear, and they had a fight in the middle. Don’t even talk about the grilles. Maybe I could go for the M2, but you need to wear your baseball cap the wrong way round for that. Mercedes-Benz is no better and going down the same route as BMW with the wretched touchscreen interiors. An Audi appeared on my shortlist because of its build quality and beautifully chiselled styling. Really, though, there was only one choice as the car to buy as the last hurrah before we all go electric: the Giulia Quadrifoglio. Beautiful to look at, sensational to drive and, despite what the motoring press might say, lovely inside, without a touchscreen in sight. You even get a wave from other Giulia and Stelvio owners. It’s because we know what it takes to drive a car with such an amazing engine, delicious quick-rack steering and just sensational looks. What’s more, you can get one in 12 weeks. Barry Coupe Via email
Disaster plan
Hyundai crossover or delivery truck? 60 AUTOCAR.CO.UK 27 JULY 2022
WIN
Letter of the week wins this ValetPRO exterior protection and maintenance kit worth £48
Your latest items about Jaguar made interesting reading. But what really is the point of Jaguar now? Hopefully nothing like Autocar’s images, which could’ve come from any other brand. It seems that we will get three new SUVs from Jaguar. Correct me if I’m wrong, but does not sister brand Land Rover already have that market perfectly covered?
As for competing with Bentley, dream on. That’s also what the Range Rover does rather well. The German competition were mentioned too. Jaguar currently has an aged range, apart from its trio of SUVs. The XE was supposed to save the company, but spot one if you can: the boring design ensured them to be as rare as hen’s teeth. Meanwhile, BMW and Mercedes-Benz produce
an exciting range of saloons, estates, cabriolets and sports cars, besides the SUVs. Why was the new XJ canned? It might have sold in small numbers, but as a flagship model, it should have found a very successful niche. As a proud XK owner, I pray that Jaguar gets it right and produces a range of stunning, beautiful vehicles that Sir William Lyons would have been proud of, rather than have him turning in his grave. Allan Fuller London
Master plan
Jaguar’s strategy makes sense to me. The I-Pace has a six-month waiting list, basically because of the semiconductor crisis. If you go back to before we had the problem, Jaguar could depend on 20,000 sales a year of a £60,000 car. In fact, that number would possibly be greater now, given the growth in demand for EVs. If all three of Jaguar’s new electric SUVs share components (remember EVs are easier to make than ICE cars), they will need fewer sales. So the plan makes sense on an economic basis. It seems to me that Jaguar wants to be Britain’s Porsche in the longer term. I think that’s a sensible plan. By shrinking down to something where the numbers work, Jaguar should be able to grow again. ‘T Stag’ Via autocar.co.uk
Some readers have questioned Jaguar’s planned rebirth
LETTERS
I’ve just configured a Mercedes-AMG SL 43 online. I was interested because I have a previous-generation SL 400. Both my car and the new SL 43 are bottom of their respective ranges. The old SL has a folding metal roof for refinement and security, a creamy 362bhp V6 and enough boot space for a couple on a road trip. It’s beautifully made, goes and handles just fine and is stylish but not brash. And unlike an illustrious rival, it doesn’t suffer intrusive tyre roar. What’s not to like? The new SL has a vulnerable fabric roof, a very small boot and two tiny back seats where luggage will inevitably end up in full view of passing low life. But to cap it all, this near-£110,000 car has a four-cylinder engine sourced from a hot hatch! Sorry, Merc, but I’ll keep my old car as it steadily acquires classic status.
G R E AT R E A S O N S T O B U Y
NEXT WEEK’S ISSUE O N S A L E 3 AU G U S T F E AT U R E
EDITORIAL Email autocar@haymarket.com Editor Mark Tisshaw Editorial director, Automotive Jim Holder Editor-in-chief Steve Cropley Executive editor Rachel Burgess Associate editor Piers Ward Managing editor Sami Shah Editor-at-large Matt Prior Road test editor Matt Saunders Deputy road test editor Richard Lane Road tester Illya Verpraet News and features editor Felix Page Deputy news editor Will Rimell Staff writer Jack Warrick Editorial apprentice Charlie Martin Used cars editor Mark Pearson Chief sub-editor Kris Culmer Group art editor Stephen Hopkins Art editor Sarah Özgül Senior designer Rebecca Stevens Senior photographer Luc Lacey Photographer Max Edleston Picture editor Ben Summerell-Youde
David Bannerman Via email
Recyclers rejoice
“Cars and their parts can have second and third lives”. Such a refreshing comment from Renault’s Gilles Mériadec (Business, 8 June), who then confirmed this is better for the planet too. This statement has been at the core of the vehicle recycling community for many years, and it’s great to hear similar from car makers. Many vehicles get in incidents and aren’t repaired by insurers. These have lots of undamaged parts that could have a second or even third life. Over the years, many voices have condemned reclaimed parts for a number of reasons, including quality, provenance and warranty, and in some cases they’ve been correct. But the UK vehicle recycling industry has taken action in recent years to address this with a certification scheme, the first of its type globally. Dismantlers and recyclers can now become VRA Certified, giving prospective customers reassurance that they are quality operations fully licensed to do the work and that all parts are quality-controlled, are guaranteed and have provenance. So the next time your vehicle needs a new part, follow Renault’s example and purchase a reclaimed part from a VRA Certified recycler or dismantler, saving you cost and saving the planet.
The original car magazine, published since 1895 ‘in the interests of the mechanically propelled road carriage’
Improving on perfection? These three British tuning firms reckon they’ve improved some of our favourite affordable sports cars. Which does it best? DEEP DIVE
TESTED
EDITORIAL CONTRIBUTORS European editor Greg Kable Business correspondent Nick Gibbs Used car correspondent James Ruppert Senior contributing writer Andrew Frankel Senior contributing editor Richard Bremner Contributing editor Mike Duff Motorsport editor Damien Smith Senior consulting editor Tom Evans Special correspondents James Attwood, Mauro Calo, Jesse Crosse, James Disdale, John Evans, Colin Goodwin, Hilton Holloway, Simon Hucknall, Julian Rendell, Richard Webber Special contributors John Bradshaw, Alastair Clements, Kiall Garrett, Giles Harper, Peter Liddiard, Allan Muir, Sam Phillips, Will Williams, Oliver Young MEDIA ENQUIRIES Tel +44 (0)20 8541 3434 Contact Martin Saarinen (martin@performancecomms.com) SUBSCRIPTIONS Tel 0344 848 8816 Overseas +44 (0)1604 251450 Email subscriptions.team@haymarket.com
The future of Alpina
Ferrari 296 GTB
We find out what BMW’s buyout means for the Buchloe brand by meeting its CEO
Biblically quick V6 hybrid lands in the UK. So is it still a five-star car?
Andy Latham Via email
EVERY WEEK FIRST DRIVE
HOW TO BUY
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SYNDICATION ENQUIRIES Tel +44 (0)1962 867705 Contact Simon Fox (simon@foxsyndication.com) LICENSING ENQUIRIES Contact Lydia Curtis (lydia.curtis@haymarket.com) BACK ISSUES Tel 0344 848 8816 Email help@autocar.themagazineshop.com ADVERTISING Classified +44 (0)20 8267 5776 Display +44 (0)20 8267 5541 Production +44 (0)20 8267 5814 Fax +44 (0)20 8267 5312 Director of sales and commercial partnerships Kate Hannam Business development manager Jonny King PRODUCTION Tel +44 (0)20 8267 5561 Head of production operations Trevor Simpson Production controller Lee Brister MANAGEMENT Managing director Rachael Prasher Marketing director Darren Pitt Publishing and events executive Lydia Curtis
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© 2022, Haymarket Media Group Ltd. Autocar, Motor, Autocar & Motor are registered trademarks. Circulation enquiries: Frontline Ltd, 1st Floor, Stuart House, St John’s Street, Peterborough PE1 5DD (01733 555161). Printed by William Gibbons, Wolverhampton. Registered as a newspaper with the Royal Mail. Member of the ABC. ISSN 1355-8293. No part of this magazine may be reproduced, stored in a retrieval system or transmitted in any form except by permission. The publisher makes every effort to ensure contents are correct but cannot accept responsibility for errors or omissions. Unsolicited material is submitted to Autocar entirely at the owner’s risk; the publisher accepts no responsibility for loss or damage. With regret, competitions and promotional offers, unless otherwise stated, are not available to readers outside the UK and Eire.
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CONTENTS SUBJECT TO CHANGE
It was better before
Date: 11.Aug 2021 09:23:42
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Mk1 Delta was produced from 1979 until 1994
ON THIS80DAY IN 19
Lancia presents the Car of the Year front-driven family five-door in 1.5-litre form, its 85bhp petrol fourpot coming from the Fiat Ritmo. “The abiding impression given by the engine is of a delightful smoothness with an eagerness. “The Delta is very nearly among the top in its class in steering (having ‘excellent feel’), falling
short only because of too slow gearing: 3.8 turns lock to lock. “This is offset by the car’s marked reluctance to roll much. It corners very tautly for a normal car. “Married to the performance, the ultimate handling invites exhilarating cross-country driving. “The ride is an unusual mixture.
It copes well with low-frequency bumps, but most of the time you’re aware of a high-frequency shake.” The Delta was beaten by the Alfa Romeo Alfasud and Volkswagen Golf GTI for practicality, but it was absolutely no less “endearing to the discriminating driver”. KRIS CULMER
MOTORSPORT
Mazda goes European
Title fight between young Brits tightens at wet Zandvoort Three young Brits challenged for the European Formula 2 title in 1980: Brian Henton and Derek Warwick for Toleman-Hart and Nigel Mansell for Ralt-Honda. At the ninth of 12 rounds at Zandvoort, the Toleman duo looked a sure bet for another lock-out, having taken four wins and five seconds already – but then it started to rain. As had been the case at Pau, this weather played into the hands of the cars shod with Goodyear tyres, as opposed to those supplied by Pirelli. One of them, the wide-track AGS-BMW of Frenchman Richard Dallest, took pole position with ease, while the Toleman duo started only seventh and eighth. Dallest relinquished his lead to the March-BMW of Andrea de Cesaris, but the Italian spun out of a one-minute lead (because of course he did) with four laps left and so missed out on his first F2 win. Warwick overtook several cars as the track dried, coming second, while Henton rued keeping a dry car set-up, spinning twice to finish 12th. He bounced back with two more seconds to be champion before the final round. Yet while Mansell and Warwick became racing legends, ‘Superhen’ never got the chance to show his talent in a competitive F1 car and so quit motorsport in 1983.
Gloomy forecast for UK The future of UK car production was looking gloomy in 1980. The nation was set to make just 950,000 cars in the year – the first time the total would fail to hit a million since 1957. Only British Leyland and Ford were major contributors (they had made 500,000 and 400,000 in 1979). And this came despite global production being predicted to expand from 32m to 43m by the end of the decade.
With the new 323 hatchback, Mazda left behind the Japanese tradition of “dull” rear-driven hatchbacks for a “really interesting front-driver, fun to drive in the European manner”. Not only was the layout new; so too were the engines. Influence from the new Fiesta was almost a certainty, considering that Ford had recently purchased a 25% stake in Mazda.
BRUCE GRANT-BRAHAM
THE HF AND Integrale sporting versions of the Lancia Delta have earned such a cult following that the everyday hatchback has been virtually forgotten about, despite being good enough to be voted the European Car of the Year for 1980. That summer, we fully evaluated the Giorgetto Giugiaro-designed,
Get every Autocar since 1895
Sign up at themotoringarchive.com 27 JULY 2022 AUTOCAR.CO.UK 63
O U R CA RS F E AT U R E D T H I S W E E K
DACIA DUSTER
FORD MUSTANG MACH-E
JAGUAR E-PACE
MERCEDES-BENZ S-CLASS
SKODA KODIAQ
VOLKSWAGEN ID 4 GTX
DACIA DUSTER
Our value-led 4x4 SUV made such an impression during its long-term test that its keeper decided not to hand it back FINAL REPORT
MILEAGE 11,270
WHY WE R AN IT To see if the market’s best-value SUV, now refreshed, still embodies the Dacia ethos of functionality with affordability
f you saw last week’s issue, you may already have twigged that the Dacia Duster 4x4 longtermer that has served me well for the past few months – and was due earlier this month to be handed on to a new owner – isn’t going anywhere. I’ve decided to buy it as a replacement for the long-serving Citroën Berlingo Multispace that has been our household’s do-it-all runabout for the past 19 years. This has been a wrench, but having savoured and approved of the Duster’s excellent audition for the role (and having realised that the
I
64 AUTOCAR.CO.UK 27 JULY 2022
Citroën is starting to need more titivation than it once did), I’ve decided to make the switch. I know what you’re thinking. If a bloke shells out his own cash for a nearly new car (new official price was £21,040, plus £788 afterfit towbar; I’m paying £19,600), he’s hardly likely to be impartial about whether it’s a good car or not. People aren’t. But then, I was pretty damned partial even before this long-term test began: I covered this revised Duster’s launch for Autocar and rated it highly. Along with other Dacias, the Duster makes you wonder why on earth people pay so much for other cars. In the olden days, cheap cars were classed and equipped as ‘poverty models’, with one sun visor, no parcel shelf and no lid on the glovebox. But today’s average Duster (mine’s a mid-spec Comfort, recently renamed Expression) has
Cropley took pleasure in the Duster’s easygoing road manners more gubbins than plenty of cars costing a lot more: a reversing screen, automatic lights and wipers, rear parking sensors, Apple CarPlay and a truckload of other modern essentials. Big money is saved elsewhere in its make-up: for instance, the only available upholstery is a hefty black fabric, durable enough to win the war. The air-con isn’t climate controlled. Instead, it blasts you enthusiastically from round holes in the dashboard. It isn’t the most powerful going, either, as I’m finding out today (it’s 38deg C). But for 363 days of the year, it’s fine, and even today it’s coping. There are no front parking sensors because Dacia takes the not unreasonable view that you’re looking forward
anyway. Pragmatic thinking is evident all over this car, one of the reasons I so like it. There’s more. The Duster is far from imposing in a ‘my-4x4’sbigger-than-yours’ way but it looks chunky and purposeful. While the size is perfect for parking, there’s enough uncluttered space inside with the rear seats folded to handle the frequent trips to the recycling centre our lives seem to entail. True, long-legged rear passengers will be cramped on that once-in-a-bluemoon trip to the train station – but you’re doing them a favour anyway. The chassis corners neatly and grips well. The ride is supple and
Practicality was put to the test often – and it always passed
L OV E I T
TEST DATA D AC I A D U S T E R B L U E D C i 115 4X4 COM FORT MILEAGE 385 11,270 PRICES List price new £20,145 List price now £20,945 Price as tested £21,040 OPTIONS Metallic paint £595, spare wheel £300 FUEL CONSUMPTION AND RANGE Claimed economy 53.3mpg Fuel tank 50 litres Test average 58.5mpg Test best 64.0mpg Test worst 39.9mpg Real-world range 643 miles TECH HIGHLIGHTS 0-62mph 10.2sec Top speed 108mph Engine 4 cyls, 1461cc, turbocharged, diesel Max power 114bhp at 3750rpm Max torque 191lb ft at 1750rpm Gearbox 6-spd manual, 4WD Boot 411-1623 litres Wheels 19in, alloy Tyres 215/65 R16 Kerb weight 1405kg SERVICE AND RUNNING COSTS Contract hire rate na 139-140g/km CO2 Service costs None Other costs None Fuel costs £1624 Running costs inc fuel £1624 Cost per mile 14.9 pence Faults None DEPRECIATION At start At end
Duster has a knack of looking at home almost anywhere
Duster replaced a Sandero Stepway, also well regarded
❞ SECOND OPINION I drive a lot of cars that make me wonder why, for all the money the company charges, they couldn’t have paid more attention to this or that detail. The Duster is the opposite: for its price, it’s got no business being as good as it is. I can absolutely see why Steve didn’t want to give it back. IV
surprisingly well damped. Road noise is lower than in many. The steering, which is light at parking speeds, makes pricey models feel as if there’s unnecessary stiction in their mechanisms. The 10.2sec 0-62mph acceleration and the game little engine’s decent ground-floor torque delivery make the Duster feel quite responsive, but its true métier is rolling happily along with the crowd, not competing with the testosterone gang. If you’re in a hurry, you can get going quite well, but Duster drivers don’t habitually beat up other traffic, and there will be curious looks from the surrounding Audi and BMW brigade if you take your chassis anywhere
near the limit of its capabilities. Most people buy two-wheel-drive Dusters because they’re cheaper and more economical with fuel. But I chose the all-wheel-drive version because from our semi-rural location I like ambling about on grassy banks, we have friends who encourage us to park in fields, and the Steering Committee has connections with the farming fraternity, whose access roads can be tricky. And just occasionally in snowy weather, leaving our house can be a challenge. I’m already looking forward to it. Getting used to the 4x4’s six-speed manual gearchange can also present a challenge, for a week or so. First is a crawler gear intended mainly for off-road use so it’s mostly too low for normal motoring. Day to day, you have to get used to what is, in effect, a five-speed ’box with a dog-leg first. Get this, and the gearchange action feels crisp and precise. Despite the 4x4-ness, motorway cruising is no problem. The Duster will roll with the rest at 80mph. And at the end of most high-mile days, the trip computer, which promises 640 miles of range when you brim the car, will also show close to
SIPS SLOWLY Smooth 1.5 diesel often delivers 60mpg-plus; decent tank capacity enables a range of over 600 miles.
25
❝
20 Value (£1000s)
For all this talk of practicality, my main motivator for buying it is driving pleasure
RIDE REFINEMENT Long-travel suspension plus very good damping give a comfortable ride and help to quell road noise.
£20,945
EYE APPEAL
15
£9325
10 5 0 New
1 year
2 years
3 years
Duster’s well-proportioned shape emphasises Dacia’s mantra that affordable cars can look good, too.
4 years
PREVIOUS REPORTS 9 Mar, 30 Mar, 13 Apr, 27 Apr, 11 May, 25 May, 8 Jun, 22 Jun
60mpg. It’s another form of freedom. Of course, even through my rose-tinted specs, it is clear the Duster isn’t the perfect car. Despite the functionality, the cost saving is obvious. Whether you can tolerate this – or even take pleasure in it, as we zealots do – largely governs how you rate the Duster. But for all this talk of practicality and cost saving, my main motivator for buying this car is driving pleasure. I invariably get back into the Dacia after spending time in things that are grander and more exotic – and I’ve had this happen with Mercs, McLarens and Bentleys – to discover that, even if the Dacia isn’t actually better than they are, it still feels pretty damned good. Good enough to want one on the drive. STEVE CROPLEY
OWN ONE? SHARE YOUR EXPERIENCE steve.cropley@haymarket.com
WHEEL SENSE Comfort trim’s modest 16in wheels on tallish tyres improve ride quality and help guard against kerbing.
L OAT H E I T
KNOBBLY KNEES Rear knee room is nothing to write home about; barely better than in a Sandero, which is a size smaller.
27 JULY 2022 AUTOCAR.CO.UK 65
JAGUAR E-PACE
While our PHEV is in for repair, will its stand-in woo us away to a diesel life instead? MILEAGE 9035 WHY WE ’ R E RU N N I N G IT Have a new platform and PHEV power made Jaguar’s cub fully fighting fit?
t’s the perennial modernage question: should I buy an electrified car or stick with what I know? We’ve been running the plug-in hybrid E-Pace for a couple of months now, but while it’s back at Jaguar with some as yet undiagnosed electrical problems, we’ve borrowed an E-Pace D200, the mild-hybrid diesel offering in the compact SUV range. In fact, for the moment, it’s the only other E-Pace currently available to order alongside the PHEV, because of the semi-conductor shortage. We’re in the D200 R-Dynamic SE, one trim above our R-Dynamic S PHEV, but to compare like for like, in S trim the diesel costs £42,840 and the plug-in hybrid is £48,795 (a sizeable £2800 price rise since our test car’s arrival). In personal lease terms, based on a quick look on the web, the diesel is around £610 a month for three years at 12,500 miles a year whereas the PHEV is £670.
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LOVE IT D I ES E L’ S LO N G E R LEGS D200’s diesel tank means fewer stops.
LOATHE IT D I ES E L’ S G E T- U P -AN D - G O Moving off in the D200 isn’t as smoothly satisfying as in the PHEV.
66 AUTOCAR.CO.UK 27 JULY 2022
D200’s black cabin feels businessfriendly; P300e’s silver looks sedate Other figures on paper? The PHEV’s claimed CO2 emissions are 44g/km and combined consumption is 141mpg, while the diesel is 173g/km and 43.9mpg. If it’s a company car, the difference in benefit-in-kind tax is huge: 8% for the PHEV and 37% for the diesel. In reality, our time so far with the PHEV means the average fuel economy is pretty much in line with the diesel, at around 41mpg. Admittedly, that’s not optimum: I use the full-electric mode sporadically but not as much as I could, so it could be higher but it’s hard to imagine it ever being at 141mpg, although that’s true of all plug-in hybrid figures. Visually, there’s little difference between the two cars other than the vibrant red of the diesel versus the sedate silver of the PHEV. The wheels of the diesel are slightly less kerbable, there’s a more business-friendly black leather interior rather than
the slightly more flash cream and burgundy of the PHEV, and there are a few different options, most notably the £990 panoramic sunroof. Getting into the diesel after time in the PHEV, the most prominent difference is the lack of immediate smooth power facilitated by the electric motor and instant torque of the PHEV. For driving around town, it takes a bit of readjusting to the combustion-engined delivery of power and it feels more jarring. You notice the gearbox shifting around from its naturally high eco gear selection to a couple of ratios down to give you the torque you want. In the PHEV, it’s mostly smooth sailing on EV power alone around town so responses are almost instant. The D200 is naturally noisier, too, although for a diesel, the engine is well insulated and refined. As has always been the case with diesels, it’s comforting to see on the
dashboard the high number of miles left in the fuel tank and only a dent on the fuel gauge after a decent journey. In terms of mileage per tankful, it has almost double that of the PHEV, at just under 600 miles. That feeds into diesels as the longstanding powertrain of choice for mile-munching – and this D200 is very much at home on the motorway, although it’s happy around town, too. Acceleration is slower than in the PHEV – 0-62mph takes 8.4sec to the PHEV’s swift 6.5sec – but it’s still good for getting up to speed. The PHEV’s driving dynamics are better – not surprisingly when it’s billed as the sporty E-Pace – but the diesel is no damp squib in this arena, either. So which would I go for? For my lifestyle, living in town but adding plenty of long-distance miles at the weekends, the PHEV feels the more natural fit. The P300 is a refined, comfortable, enjoyable car – all words that could also describe the diesel, but with diesel prices constantly on the up and high taxation, the PHEV feels like a more sensible long-term solution. RACHEL BURGESS
TEST DATA JAG UAR E- PACE P300 E R - DYNAM I C S Price £45,995 Price as tested £51,645 Faults Electrical issues Expenses None Economy 41.7mpg Last seen 20.7.22
OWN ONE? SHARE YOUR EXPERIENCE rachel.burgess@haymarket.com
OUR CARS
Skoda Kodiaq MILEAGE 12,732
LAST SEEN 13.7.22
For a brand as sensible and focused on practicality as Skoda, it is surprising to see how much of a meal it’s made of the cupholders in the Kodiaq. The car simply doesn’t have any dedicated cupholders. Instead, there is an insert in the centre console storage bin with roughly circular cut-outs. Trouble is, they’re very small and close to the side of the bin, so wider cups don’t fit. LL
VOLKSWAGEN ID 4 GTX Never mind its 295bhp: how does it handle daily family duties? MILEAGE 3561 WHY WE ’ R E RU N N I N G IT To see if the hot version of Volkswagen’s electric SUV lives up to its GT ambitions
top the presses: my family actually likes a car I’ve brought home! This truly is a revelation. With my previous longterm test cars, they have variously complained about a shortage of leg room in the back and stingy boot capacities, and have even shared their disappointment about the lack of sizeable storage bins. It’s all smiles this time, though, because the ID 4 is brilliantly packaged and great in terms of practicality. Let’s start with the boot. The GTX’s measures 543 litres and has plenty of room for several suitcases (nine carry-ons under the parcel shelf, according to our friends at What Car?), a full family shop or a worthwhile trip to the tip. The ID 4 scores additional points
S
LOVE IT D R IVI N G PE DAL S The ‘play’ and ‘pause’ design of the driving pedals is good fun and adds to the overall digital feel of the car.
LOATHE IT G LOSSY PL A STI CS The interior ambience is spoiled slightly by the abundance of cheaplooking, shiny plastics, which are a magnet for dust and fingerprints.
Rear passengers appreciate the space thanks to the shape of its rear end. It’s more of a traditional SUV shape, unlike the closely related, coupéinspired ID 5, with an angular back end designed to improve aerodynamics. In my experience, a sloped rear isn’t ideal for pets, but our Lab is right at home in the ID 4. There’s also an adjustable boot floor and space for charging cables beneath it so they’re not flying around back there. Leg room is also generous, to the extent that even my grandparents paid their compliments during a recent trip to the pub. That’s no doubt helped by the car’s 4584mm length, which is slightly shorter than a Ford Mustang Mach-E (4713mm), but it offers comparable space in the rear. I’m also making good use of the numerous storage spaces around the car, such as the door bins, which are large enough for a 1.5-litre bottle of water and particularly useful during thermometer-busting heatwaves. Rear passengers also have access to pockets on the back of the front
seats, which are handy for tactically planting the latest issue of Autocar. And you can be sure that filling the ID 4 to the brim will not hamper its performance. The powertrain is so far certainly helping the car live up to its “as sporty as a GTI billing”. Power is instant and acceleration smooth, and the GTX’s 295bhp and 6.2sec 0-62mph time are, dare I say it, making the GTX actually quite good fun to drive. It’s well capable of shocking neighbouring motorists at a set of traffic lights or briskly overtaking a sluggish A-road driver. No matter your view on what a GTX should be, or how much performance cars bearing the badge should have at their disposal, the average driver will never want for sufficient power. Having made my peace with various software-related issues experienced early on in my stewardship, the GTX is growing on me. Its range, performance and practicality have so far shown it has the potential to be a genuinely dependable family hauler.
JACK WARRICK
TEST DATA VO LKSWAG E N I D 4 GT X Price £50,540 Price as tested £51,225 Faults None Expenses None Range 263 miles Economy 3.4mpkWh Last seen 20.7.22
OWN ONE? SHARE YOUR EXPERIENCE jack.warrick@haymarket.com
Mercedes-Benz S-Class MILEAGE 7707
LAST SEEN 20.7.22
“I say,” came the voice from beneath the panama hat. “You really have parked that car incredibly badly.” The temptation to respond saying it was a bloody miracle I’d parked it at all was considerable, but he was right. When I lived in London, I could park an aircraft carrier on a postage stamp. Now I struggle to park an S-Class in a city street. AF
Ford Mustang Mach-E MILEAGE 12,786
LAST SEEN 13.7.22
London to Norwich and back, over about 320 miles. I worried right up until I learned of Gridserve’s new facility in the region, with 36 charging points, 22 capable of charging at 350kW – far in excess of the Ford’s 107kW maximum. I stopped, went to Costa, checked a few things on the (free) internet and returned to find the car full again. Amazing. JH
27 JULY 2022 AUTOCAR.CO.UK 67
What to buy, where to buy it and how much to pay
USED CARS 68 AUTOCAR.CO.UK 27 JULY 2022
AS GOOD AS NEW
VAUXHALL CORSA This supermini has something to offer for almost every kind of driver, reports Oliver Young
OUR TOP SPEC magine developing a car for three years and then having to start over because your employer has been bought by another company. That’s exactly what happened to the engineers and designers of the Mk5 Corsa when General Motors sold Vauxhall to the PSA Group (since subsumed into Stellantis) in 2017. Rather than become despondent, though, the team buckled down and got the job done in record time. The Mk5 Corsa was launched in 2019 and swiftly became one of the UK’s bestselling cars, as its forebears had been. Nowadays, you can pick up a used Mk5 Corsa for around £11,500 – a saving of nearly £6000 over a new one. Even nearly new examples
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S E NAV
SE trim brings a generous can be found for also the electric amount of equipment, but we would just £15,000. Corsa-e, which look out for the Nav pack, which adds has a 50kWh Is it worth the sat-nav. Smartphone mirroring is price, though, battery and a standard from new on all models, and does it feel 134bhp motor. though, so you should be able like a rushed The Corsa’s to hook up navigation even product? Yes to get-up-and-go if you can’t track down the former and no is matched by a Nav model. to the latter, mostly impressive fuel because the Corsa now economy – and a WLTP takes advantage of shared range of 209 miles for the EV. parts between Stellantis’s latest and The diesel comes with an official greatest. For instance, it sits on the figure that’s north of 70mpg, but we same platform as the Peugeot 208. would recommend that model only if As you can imagine, the engine you’re a frequent motorway user. range is shared with the French car The 99bhp petrol is the allas well. The Corsa is available with rounder of the group, and it still a 74bhp 1.2-litre petrol, 99bhp and averages 52.3mpg. 128bhp 1.2-litre turbo petrols and The Corsa proves stable and surea 101bhp 1.5-litre diesel. There’s footed, with good grip, and its light
BUYER BEWARE
Interior quality feels better than in the old Corsa
INTERIOR WEAR AND TEAR Check the interior for any broken bits of trim and that the seat fabric hasn’t been damaged by child seats. We’ve heard from one owner who has had experience with the seat clips breaking, making it hard to release the seatbacks. This could be an isolated incident, but it’s probably worth checking that the seats fold as they should.
F R O N T A I R B AG CONTROL UNIT The child-seat safety cradle and transponder might not interact as intended with the smart airbag deactivation function on the front passenger seat. This is a software concern with the control unit, so if your car is involved in this recall, the unit will need replacing – for free by a Vauxhall dealer, of course.
USED CARS
James Ruppert KICKING TYRES
Yellow VW Beetle attracts attention without even trying ne of my friends recently requested a replacement convertible – specifically one that had a 2.0-litre engine, an automatic gearbox, a comfortable ride and yellow paint. What on earth did we do before the interweb, I wondered, as a whole brace of brightly coloured roofless wonders turned up after just a couple of carefully co-ordinated clicks. What showed up first was a Volkswagen Golf without a roof, better known as a Beetle Cabriolet. In a way, this is what Beetles did best: got attention without really trying. My find was a 2008 2.0 auto with 120,000 miles, a full service history, three previous owners and a condition that could best be described as tidy. No dinks, donks or desperate paintwork, plus an intact roof, all for a reasonable asking price of £3499. This pretty much fitted the bill, but I kept surfing nonetheless. The great thing about convertibles is they needn’t be wallflowers and absolutely can be modern classics. A Mercedes-Benz SL is always hard to miss, and the banana flavouring of the one I found didn’t detract from its inherent class. It was a 320 from the 1995 glory period, wearing the excellent hard top. (Best to plan on taking it off with a friend so you can check out the fabric.) It had 120,000 miles under its wheels, four previous keepers and body damage that would have to be addressed if it were to be taken seriously at £5950. Rather more acceptable and not so in-your-face was an Audi A4 Cabriolet in a paler shade of yellow. It was a 2004 2.4 CVT, so it should have been super-comfy at all times, if not the most pleasant-sounding. A fourowner example in decent condition with a full year’s MOT and at just £3000, it seemed an excellent highquality buy for not so much at all. Alternatively, something that still looks like it’s from the future is the
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steering makes urban motoring a doddle. It isn’t the firmest small car, either, meaning its suspension smoothens out road imperfections quite effectively. There isn’t quite as much driving fun to be had as there is with the rival Ford Fiesta, but it still feels polished and capable. Entry-level SE trim has the everyday basics covered, including cruise control, 16in alloy wheels, air conditioning and electric windows, while SE Premium gets you heated front seats, a heated steering wheel, automatic lights and wipers and rear parking sensors. Go for one of the plusher trims like Ultimate and the standard 7.0in infotainment touchscreen grows to 10.0in, plus you get matrix headlights and adaptive cruise control. From 2022, the Corsa’s trim level structure was simplified to consist of just three options: Design, GS Line and Ultimate. The Corsa is a smart package inside and out that will work just as well for small families as it will for a first-time driver, a pensioner or a commuter. It appeals to about as wide an audience as is possible, so no wonder it’s so popular. And under Stellantis ownership, the model is objectively the best it has been in a long while.
NE ED TO KN OW Analogue dials come as standard from new, flanking a 3.5in screen that displays trip information. A 7.0in digital instrument display features in SRi models and above. Tall drivers receive plenty of space, but the rear isn’t the easiest to get in and out of. The boot is fair for a supermini, at 309 litres. The Corsa-e has a slightly longer wheelbase to accommodate the sizeable, H-shaped battery.
1.2 100 TURBO While the 74bhp 1.2-litre petrol might suffice in and around town, the 99bhp turbo version provides better flexibility and performance. What’s more, the difference in MPG will be minimal.
OUR PICK
CORSA- E This is an approachable way of making the jump to electromobility. A decent range enables it to perform well outside town, so it’s no onetrick pony. You will need at least £21,000 to buy one, however.
WILD CAR D
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Convertibles needn’t be wallflowers and absolutely can be modern classics ❞
Saab 9-3 Convertible – available in a metallic limey yellow. It seemed the perfect pick, especially as I found a 2004 2.0T Aero with only 60,000 miles from a caring private seller at £3500. Enthusiastic drivers say these Swedes are floppy, but that completely misses the point. A test drive later and my friend owned a Saab. Not the lime one, though: this was black and needed far more remedial work. But that’s friends for you. Incidentally, looking for cars in the old days was more random, less yellow and more fun.
RUPPERT’S GARAGE After some time off, not necessarily for good behaviour, my Mini Cooper went in for its MOT and some light fettling. The interesting thing is classic cars aren’t obliged to have an annual check any more, so sometimes they get skipped. Inevitably the Cooper needs work, especially in the suspension area.
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CU LT H E RO
PORSCHE 911 GT3 AND GT3 RS (997)
IT CAME, IT SOARED, IT CONQUERED A 2006-2011 911 GT3 or GT3 RS starts at £90,000. Oliver Young says it’s priceless
ust when you get used to each succeeding generation of 911 and can’t see how such a thing can be improved on or stir the senses more, Porsche seems to answer the question with its own GT3 variants. The GT3 nameplate was first introduced on a race-focused variant of the ‘996’ 911 road car in 1999. Now, make no mistake, the true purpose of the GT3 has always been to provide a platform for Porsche’s lucrative Clubsport sporting activities, but by gum, it’s also as a corollary produced some superb road cars. Take this 997 version. On its arrival in 2006, the GT3
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70 AUTOCAR.CO.UK 27 JULY 2022
made itself clear as a weapon of choice for driving purists: those of us who live and breathe naturally aspirated engines, manual gearboxes and engaging handling. Early cars feature a 3.6-litre flat six producing 409bhp and that’s enough for 0-60mph to be dispatched in 4.3sec. A slick, six-speed manual gearbox was the cherry on top. Then there’s the GT3 RS: a
machine for those who obsess over every detail of driving. In essence, it’s the track-focused version of an already track-focused car. It’s 20kg lighter than the 1395kg GT3, plus it has a wider track and a unique rear wing (among other go-faster tweaks and additions). The engine and gearbox are the same but its 0-60mph time is reduced to 4.2sec. Early examples are known as
❝
It becomes all the more rewarding the harder and faster you drive it ❞
997.1 cars, while a facelift gave rise to the 997.2 GT3 in 2009 and the subsequently revised GT3 RS in 2010. Starting with the 997.2 GT3, the engine grew in displacement and power. Now a 3.8-litre flat six with 429bhp, the model was able to beat the previous GT3 RS’s 0-60mph time by 0.1sec. So the GT3 RS needed some extra bratwurst, too. Its 3.8-litre received 444bhp, lowering the 0-60mph time to 4.0sec. It also gained racier looks than before, with a new spoiler and an exuberant paint and sticker scheme among the optional extras. The driving experience, of course, is special. All 911s have a knack for
USED CARS E H OW TO G ET O N IN YOU R GARAG E It’s sublime to drive enthusiastically, especially on a track
An expert’s view
D A N N Y K AY E , R E VO LUTI O N PO RSCH E “The GT3 and GT3 RS are absolutely amazing cars. They tick all the boxes. My favourite aspect is the handling, and on track they come alive and they’re phenomenal. It’s one of those cars that should be on everybody’s tick list to drive. As far as I can see, prices are only going one way and they’re not going down. The engines are pretty bombproof, although one thing I always notice with these cars – whenever we’re doing inspection work – is coolant leaks. They’re heavy on brakes and tyres, too. Always get a pre-purchase inspection, because so many cars have been used as track toys.”
Buyer beware… As with all 911s, it has a simple yet effective layout
■ ENGINE Watch out and monitor for coolant leaks. The front coolant pipes are known for corrosion as well as for swelling with temperature. Perform regular oil changes, especially if you’re doing track work. ■ WHEELS The centre-lock wheels of earlier cars had issues, so keep an eye on them. If they have exhibited problems, make sure they have been fixed correctly. They are difficult to torque up. The wheel alignment also needs to be perfect. ■ TYRES AND BRAKES Inspect the extent of tyre and brake wear and replace accordingly. ■ T R AC K W E A R A N D T E A R Because the GT3 and GT3 RS are often used as track toys, they carry a higher likelihood of being damaged on track and repaired. The evidence isn’t always clear on the outside, so it’s worth getting a pre-purchase inspection. If the example in question has previously been damaged, make sure it has been repaired correctly.
WHAT WE SAID THEN 17 MAY 2006
“[The GT3 is] predictably excellent. The factory has been cautious with the amount of understeer built into the chassis, but there’s a whole range of adjustment to sort that out should you want to. We all know Porsche can make a fast, invigorating track car. But I just didn’t credit how amenable the GT3 could be as everyday transport.”
being exceptionally polished, refined and sharp to drive, but the GT3 and GT3 RS somehow go one better. All of the controls, from the steering to the gearshift, are beautifully weighted and precise. Aiding your confidence is phenomenal balance (despite the rear-engine layout) and grip, hinting
at the reality that it becomes all the more rewarding the harder and faster you drive it. As you do, you’ll also hear the gem of a six-cylinder engine howl as it races beyond 8000rpm to its redline. A shift of the utterly sublime manual gearbox lets you do it all over again and there’s an intimacy to the steering that subsequent, electrically assisted GT3s just can’t match. So for many, this remains the high-water mark for the GT3 – from the 997.1 GT3 to the 997.2 GT3 RS. Prices do reflect its sought-after appeal and exceed £100,000 in most cases. That’s a lot of money, sure, but no more than this car is worth.
£ 1 0 0 , 0 0 0 – £ 1 1 9, 9 9 9 More 997.1 GT3s, but with fewer than 10,000 miles on the clock and in exceptionally good nick. £ 12 0 , 0 0 0 – £ 12 9, 9 9 9 Pristine 997.2 GT3s. £ 13 0 , 0 0 0 – £ 1 4 9, 0 0 0 Collectable 997.1 GT3 RS cars with mileages of around 30,000. £ 1 5 0 , 0 0 0 – £2 0 9, 0 0 0 Even more collectable GT3 RS cars – 997.2 generation – again with around 30,000 miles.
Also worth knowing The GT3 RS 4.0, launched in 2011, is often considered the best of the breed. It has a 493bhp 4.0-litre engine and weighs less than the standard RS, at 1360kg, thanks to its use of carbonfibre. Only 600 examples were built for worldwide sale and today they often fetch upwards of £300,000.
How much to spend
£9 0 , 0 0 0 – £9 9, 9 9 9 Early 997.1 GT3s with under 50,000 miles in very respectable condition.
One we found
PORSCH E 911 GT3 3.6, 2 0 07, 22 , 5 0 0 M I L E S , £9 9, 9 9 0 No GT3 is cheap, but this early car is half the price of late GT3 RS examples. And you really can’t go wrong here, so don’t expect the driving experience or performance to be anything less than stellar.
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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
km
)
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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AAAAC
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
180
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23.5
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AAABC
Easy on the eye and to live with, but let down by stolid dynamics. LxWxH 4969x1908x1422 Kerb weight 1880kg 2.0 45 TFSI quattro 2.0 50 TFSIe quattro 3.0 55 TFSI quattro 4.0 RS7 quattro 2.0 40 TDI 2.0 40 TDI quattro 2.0 45 TDI quattro 3.0 50 TDI quattro 3.0 S7 TDI quattro
242 299 335 596 201 201 242 282 344
155 155 155 174 152 155 155 155 155
6.2 6.3 5.3 3.6 8.3 7.0 6.4 5.6 5.1
35.3-36.2 177-183 134.5-141.2 46-47 32.1-34.0 189-199 22.2-23.0 280-287 47.9-49.6 150-156 45.6-47.1 158-163 40.9-43.5 171-180 38.2-39.8 186-193 35.3-35.8 205-208
A8 4dr saloon £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 27 JULY 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
s op
pe
ed
(
h mp
)
0 0-6
/62
mp
h
) y e) km o m ang (g/ o n G/r Ec (MP CO 2
P
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r (b
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)
T
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)
0 0-6
/62
mp
h
) y e) km o m ang (g/ o n G/r CO 2 Ec (MP
2 Series Active Tourer 5dr hatch £30,265–£36,390
P
e ow
r (b
hp
)
T
s op
pe
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(
h mp
)
0 0-6
/62
mp
h
) y e) km o m ang (g/ o n G/r CO 2 Ec (MP
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
ph
)
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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CITROEN
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
27 JULY 2022 AUTOCAR.CO.UK 73
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Focus Estate 5dr estate £24,125–£35,785
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AAABC
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
(g/ O2
km
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AAABC
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 27 JULY 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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Soul EV 5dr hatch £34,995
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201
104
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
202 201 202
3.3 2.9 3.0
AAAAC 3.5 V6 VVT-i LS 500h
AAAAC
Big, hairy V12 has astonishing visuals and performance. Handling could be sweeter. LxWxH 4797x2030x1136 Kerb weight 1575kg 730 759 778
217 217 221
2.9 2.8 2.8
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
20.5 20.3 20.3
Aventador 2dr coupé/open £274,106–£439,801 6.5 V12 S 6.5 V12 SVJ 6.5 Ultimae
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
Junior Lambo mixes usability and drama skilfully, in both coupé and Spyder forms. LxWxH 4459x1924x1165 Kerb weight 1389kg 608 631 631
LEXUS
hybrid powertrain. LxWxH 5235x1900x1460 Kerb weight 2270kg
Huracán 2dr coupé/open £167,180–£262,312 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
15.4 15.8 13.0
499 486 442
LC 2dr coupé/open £83,550–£102,725
AAAAC
Superb-looking coupé shows flickers of what made the LFA great. LxWxH 4770x1920x1345 Kerb weight 1935kg 5.0 V8 LC 500 3.5 V6 LC 500h
457 354
168 155
4.7 5.0
24.3 34.8
Artura 2dr coupé £185,725
McLAREN
Woking’s electrification era begins here. We have yet to test it. LxWxH 4539x1976x1193 Kerb weight 1419kg
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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CLA Coupé 4dr saloon £33,345–£61,075
AAAAC
May use A-Class underpinnings, but engineered to be much sportier to drive. LxWxH 4688x1830x1444 Kerb weight 1490kg
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
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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
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h mp
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 4.0 V8 AMG C63 S 2.0 C220d 2.0 C300d 4Matic
181 258 385 503 192 241
149 155 155 180 149 155
7.9 6.1 4.7 3.9 7.0 6.0
C-Class Cabriolet 2dr open £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
308
124
7.7
34.4
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
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
2.0 UX 250h AAAAB 2.0 UX 250h E4 Promises, and delivers, unrivalled off-road performance with UX 300e 150kWh
Defender 110 5dr SUV £58,595–£108,790
181 181 201
110 110 100
8.5 8.7 7.5
50.4 47.0 TBC
126 136 TBC
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 Emira 2dr coupé £72,415–£78,380 3.0 AMG E53 4Matic+ 429 155 4.5 30.4 212-215 Charged with replacing the entire outgoing Lotus range. We’ve yet 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 to test it. LxWxH 4413x1895x1226 Kerb weight 1405kg A little bit of luxury in a desirable, hatchback-sized package. 2.0 E220d 191 146 7.4 53.3 139-157 2.0 360 360 176 4.2 TBC 195 LxWxH 4419x1992x1440 Kerb weight 1445kg 2.0 E300d 261 155 6.3 47.9 153-167 3.0 400 400 180 4.3 29.1 243 1.3 A180 134 134 9.2 47.9 134-138 2.0 E300de 302 149 5.9 217.3 39 Range Rover Evoque 5dr SUV £32,590–£56,625 AAAAC 1.3 A200 161 140 8.2 47.9 135-145 2.9 E400d 4Matic 325 155 5.1 42.2 176-188 M A S E R AT I Refined, luxurious baby Range Rover has matured for its second 2.0 A250 221 155 6.2 41.5 155-165 generation. LxWxH 4371x1996x1649 Kerb weight 1891kg Ghibli 4dr saloon £66,525–£107,420 AAACC 2.0 A250e 215 146 6.6 256.8 25 E-Class Estate 5dr estate £42,725–£102,765 AAAAC 2.0 P200 198 134 8.0 31.7 201 Maser’s compact exec has the allure but lacks power and is poorly 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 P250 248 143 7.0 31.6 201 finished in places. LxWxH 4971x1945x1461 Kerb weight 1810kg 2.0 AMG A45 S 4Matic+ 415 168 3.9 33.6 204-207 those closest to it. LxWxH 4933x1852x1475 Kerb weight 1780kg 2.0 P300 298 150 6.3 31.3 203 2.0 Hybrid 325 158 5.7 33.2 192 1.5 A180d 114 126 10.0 62.8 127-130 2.0 E200 197 144 7.7 31.0-35.3 173-174 1.5 P300e 298 132 6.4 166.2-193.5 33-38 3.0 V6 345 166 5.5 25.2 254 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 2.0 D165 163 120 10.1 43.4-45.9 160-171 3.0 V6 S 424 178 4.9 25.0 254 4.0 V8 AMG E63 S 4Matic+ 603 180 3.5 22.6-23.3 282 2.0 D200 201 120 8.5 43.8 169 3.8 V8 572 203 4.3 23.0 279 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 Range Rover Velar 5dr SUV £51,265–£71,315 AAAAC Quattroporte 4dr saloon £89,605–£130,140 AAACC Merc saloon. LxWxH 4549x1796x1446 Kerb weight 1465kg 2.0 E300de 302 146 6.0 188.3 41 The most car-like Landie ever doesn’t disappoint. Expensive, Now a full-sized executive limo, with some added flair. Off the pace 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 though. LxWxH 4804x1930x1685 Kerb weight 1829kg in several key areas. LxWxH 5262x1948x1481 Kerb weight 1860kg 1.3 A200 161 143 8.3 48.7 133-137 2.0 P250 248 135 7.5 27.8-29.2 217-229 3.0 V6 345 168 5.5 25.0 257 2.0 A250 221 155 6.3 42.2 154-156 E-Class Coupé 2dr coupé £47,240–£71,440 AAAAC 3.0 P400 394 155 5.5 27.3-28.0 227-230 3.0 V6 S 424 179 5.0 24.8 257 2.0 A250e 215 149 6.7 256.8 25 Big, laid-back four-seat tourer. Borrows looks from the ravishing 2.0 P400e 398 149 5.4 TBC TBC 3.8 V8 572 203 4.5 23.2 277 2.0 AMG A35 4Matic 302 155 4.8 32.9-36.7 177-187 S-Class Coupé. LxWxH 4846x1860x1431 Kerb weight 1685kg 2.0 D200 201 130 8.2 41.6 168-178 1.5 A180d 114 128 10.2 56.5-64.2 126-129 2.0 E300 237 155 6.4 31.0 180-182 3.0 D300 MHEV 296 143 6.5 36.1-37.2 199-205 Levante 4dr SUV £69,800–£127,260 AAACC 2.0 A200d 148 141 8.2 58.9 127-131 3.0 E450 4Matic 362 155 5.0 29.1-31.4 201 Italian flair and good looks in abundance, but diesel not as 3.0 AMG E53 4Matic+ 429 155 4.4 30.1-31.4 212-215 Range Rover Sport 5dr SUV £64,685–£114,985 AAAAB sonorous as petrols. LxWxH 5003x1968x1679 Kerb weight 2109kg 2.0 E220d 189 145 7.6 43.5-50.4 154-155 Bigger and better; a cut-price Range Rover rather than a jumped-up 3.0 V6 339 156 6.0 22.6 283 3.0 E300d 4Matic 242 155 6.4 42.2-47.9 166-167 Discovery. LxWxH 4850x2073x1780 Kerb weight 2111kg 3.0 V6 S 424 164 5.2 22.4 286 2.9 E400d 4Matic 325 155 5.3 TBC 189 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 E-Class Cabriolet 2dr open £51,735–£74,990 AAAAC 3.0 P400 398 140 6.2 27.4 234 Refined and sophisticated four-seater in the same mould as the 5.0 V8 P575 SVR 572 176 4.5 19.6 331 MC20 2dr coupé £189,520 AAAAB S-Class Cabriolet. LxWxH 4846x1860x1429 Kerb weight 1780kg 2.0 D250 248 130 8.5 33.1-33.3 224-239 A triumphant return to the supercar ranks: fast and thriling, yet 2.0 E300 237 155 6.6 30.0 189-190 3.0 D300 298 130 7.3 34.1 220-247 approachable. LxWxH 4669x1981x1693 Kerb weight 1475kg 3.0 E450 4Matic 362 155 5.8 28.8-30.7 208 3.0 D350 348 140 6.9 29.8 249 3.0 V6 621 203 2.9 24.6 262 3.0 AMG E53 4Matic 429 155 4.5 29.7-30.7 217-219 2.0 E220d 189 147 7.8 42.8-48.7 162-163 MAZDA 2.0 E300d 242 155 6.6 40.9-46.3 172 2 5dr hatch £16,575–£20,945 AAAAC 2.9 E400d 4Matic 325 155 5.4 TBC 193
on-road niceties. LxWxH 5018x2008x1967 Kerb weight 2209kg 3.0 P400 2.0 P400e 5.0 P525 3.0 D250 3.0 D300
398 398 518 246 296
119 119 119 117 119
6.1 5.6 5.2 8.3 7.0
24.6-24.7 85.6 19.1 32.2 32.2
4.0 V8
LOTUS
260-261 77 334 230 230
789
208
2.8
22.7
280
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
121 107 113
27 JULY 2022 AUTOCAR.CO.UK 75
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mp
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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
)
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mp
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GT-R 2dr coupé £88,365–£184,065
C
(g/ O2
km
)
AAAAC
Monstrously fast Nissan has been tweaked and sharpened. Still a blunt object, though. LxWxH 4710x1895x1370 Kerb weight 1725kg
327 549 625
148 155 174
6.3 4.9 4.2
32.8 21.4 23.7
227 304 273
Bristling with technology, luxury and performance. Sets new class standards. LxWxH 5125x1899x1493 Kerb weight 1990kg
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
155 155 144 155 155 155
r (b
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
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hp
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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 impressive 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 27 JULY 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
0 0 0 0 0
Taycan Sport Turismo 5dr estate £73,650–£141,259 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 99 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–£206,775 440 510 503 612 286 328
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
e ow
r (b
hp
)
T
s op
pe
ed
(
h mp
)
0 0-6
/62
mp
h
) y e) km o m ang (g/ o n G/r Ec (MP CO 2
P
e ow
r (b
hp
)
T
s op
pe
ed
(
h mp
)
0 0-6
/62
mp
h
) y e) km o m ang (g/ o n G/r CO 2 Ec (MP
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–£39,440 153 298
AAABC
109 9.4 162-163 5.4-5.7
235.4 34.9
28 184
Captur 5dr SUV £21,190–£32,690
AAAAC
Jacked-up Clio is among the better downsized options. Stylish and fluent-riding. LxWxH 4122x1778x1566 Kerb weight 1184kg 104 122 106 107
8.7 9.2 10.6 10.1
47.9 48.7 56.5 217.3
Kadjar 5dr SUV £26,185–£27,785
133-134 134-135 113-114 30-33 AAABC
Fine value, practical, decent to drive and good-looking, but the Qashqai is classier. LxWxH 4449x1836x1607 Kerb weight 1306kg 1.3 TCe 140
138
124
9.8
45.6
Arkana 5dr SUV £26,290–£32,190
143-147 AAABC
Showy styling clothes an eminently sensible but unspectacular car. LxWxH 4568x1820x1576 Kerb weight 1435kg 1.3 TCe Mild Hybrid 140 1.6 E-Tech Hybrid 145
138 143
127 107
9.8 10.8
48.7 58.9
132 108
R O L L S - R OYC E
Wraith 2dr coupé £274,300–£314,500
AAAAB
An intimate and involving Rolls. Not as grand as some, but other traits make it great. LxWxH 5285x1947x1507 Kerb weight 2360kg 6.6 V12
155
6.6 V12
563
155
18.5-18.6 347-348
Phantom 4dr saloon £378,700–£450,700
124 130 142 124 130
9.9 8.0 6.2 10.2 7.8
AAABC
Not as desirable or plush as the e-Up but nearly as good to drive. LxWxH 3557x1643x1474 Kerb weight 1160kg 37kWh electric
Fabia Estate 5dr estate £17,640–£19,090
81
12.3
1.0 TSI 95
94
115
10.9
Scala 5dr hatch £17,870–£25,395 1.0 TSI 95 1.0 TSI 110 1.5 TSI 150
94 108 148
118 123 137
11.0 10.1 8.2
10.9 10.8 9.4 8.7 7.4 7.5 10.2
Leon Estate 5dr estate £22,620–£38,205
51.4-52.3 50.4-51.4 49.6-51.4 48.7 42.2 235.4 64.2-65.7
Good-looking and responsive hatchback-turned-estate. LxWxH 4549x1816x1454 Kerb weight 1236kg 1.0 TSI 100 1.0 eTSI 1.5 TSI EVO 130 1.5 TSI EVO 150 2.0 TSI EVO 1.4 eHybrid PHEV 2.0 TDI
108 108 128 148 188 201 113
53.3 119-120 51.4-53.3 120-124 50.4-51.4 125-128
124 124 130 135 145 137 124
11.2 10.9 9.7 8.9 7.6 7.5 10.5
h
) y e) km o m ang (g/ o n G/r CO 2 Ec (MP
123-126 124-129 124-128 133 131-154 26-28 113-115
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
79
81
113 148 201 242 242 114 148 197 197
129 143 136 139 155 131 143 154 150
10.5-10.8 8.5 7.7 7.3 6.8 10.3 8.7 7.4 6.8
54.3-56.5 52.3-53.3 235.4 233.5 40.9 68.9 64.2-67.3 56.5 51.4
Octavia Estate 5dr estate £23,250–£38,520
115-117 121-123 21 27 157 109 109-115 130 145
11.6-11.9 81-84
53.3-54.3 50.4-52.3 256.8 217.3 40.4 67.3 62.8-65.7 55.4 50.4
Superb 5dr hatch £27,180–£43,325
118-119 123-126 30 27 159 111 112-118 132 147
AAAAC
Another great Czech value option that’s big on quality and space if not on price. LxWxH 4869x1864x1469 Kerb weight 1340kg 148 188 276 215 148 197 197
137 148 155 138 138 151 148
9.0-9.2 7.7 5.5 7.7 9.1 7.9 7.2
40.4-44.8 142-157 38.2-39.2 162-168 32.2-34.0 188-193 148.7-188.3 33-42 54.3-58.9 125-136 51.4-53.3 140-145 47.9 154
17kWh
79
81
0 AABCC
12.7
84
Tivoli 5dr SUV £14,495–£20,595
0 AAABC
needs refinement. LxWxH 5095x1950x1840 Kerb weight 2155kg 2.2d 181
178
115-121 12.2
argicultural roots. LxWxH 4850x1960x1825 Kerb weight 2102kg 178
XV 5dr SUV £28,360–£33,680
115
11.3-11.9 32.9
205-227
SUBARU
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
180 180 180 AAACC
148
117
11.8
34.7
112 124 133 115 126 122
11.4 8.5 7.0 10.9 9.3 8.7
pe
ed
(m
ph
)
0-6
0/6
2m
ph Ec
) y e) km o m ang (g/ o n MPG/r CO 2 (
T OYO TA
AAABC
City car returns from SUV boot camp ready for the ultimate series of speed bumps. LxWxH 3700x1740x1525 Kerb weight 940kg 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 1085kg 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 1.5 Hybrid 1.5 Hybrid AWD
186 AAABC
114 114
106 106
7.0 7.3
56.5-64.2 100-112 55.4 115
Corolla 5dr hatch £24,855–£30,580
AAAAC
Rebranded hatch has rolling refinement, interior ambience and affable handling. LxWxH 4370x1790x1435 Kerb weight 1340kg 1.8 VVT-i Hybrid 2.0 VVT-i Hybrid
122 180
111 111
10.9 7.9
57.6-62.8 102-112 53.3-57.6 111-120
Corolla Touring Sports 5dr estate £26,125–£32,515 AAAAC More practical estate bodystyle proves just as capable with hybrid power. LxWxH 4650x1790x1435 Kerb weight 1440kg 1.8 VVT-i Hybrid 2.0 VVT-i Hybrid
122 180
111 111
11.1 8.1
56.5-62.8 103-113 53.3-56.5 112-121
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
AAAAC
Plug-in version is clever and appealing. Seems more comfortable in
Acceptable in isolation, but no class leader. LxWxH 4815x1840x1605 Kerb weight 1612kg 172
130
10.2
33.0
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
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
64.2
174
109
9.5 10.2
69.4mpkg 0
99
AAAAC
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 118 118
9.0
Coupé-shaped crossover certainly turns heads and impresses on the road. LxWxH 4360x1795x1565 Kerb weight 1320kg
2.5 Hybrid
Swift 5dr hatch £15,499–£22,570
AAAAC
A courageous endeavour, and one with the trappings of future acceptability. LxWxH 4975x1885x1470 Kerb weight 1905kg
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
Mirai 4dr saloon £49,995–£64,995
2.5 Hybrid AABCC 2.5 Hybrid AWD 2.5 PHEV
Outback 5dr estate £33,995–£39,495 2.5i
185
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 Kamiq 5dr SUV £19,470–£27,860 AAABC 1.4 Boosterjet 48V 127 121 10.2 53.2 120 1.6 Hybrid 178 140 9.3 201-256 24-26 AAAAC Skoda’s supermini platform has birthed a practical but predictable 1.4 Boosterjet 48V Allgrip 127 118 10.2 46.3 139 1.5 Turbo D 130 128 130 10.6 64.2 115
49.6-51.4 49.6 49.6-51.4 47.9-48.7 42.2 235.4 64.2-65.7
compact crossover. LxWxH 4241x1793x1553 Kerb weight 1251kg
126-129 130 125-128 132-133 151-152 26-28 114-116
1.0 TSI 95 1.0 TSI 115 1.5 TSI 150
93 112 148
112 120 132
11.1 9.9 8.3
49.6 129 47.1-49.6 130-136 46.3-47.9 133-139
Across 5dr SUV £45,599 2.5 PHEV
Karoq 5dr SUV £25,950–£37,760
AAABC
Rebadged Toyota PHEV plunges Suzuki convincingly into several new segments. LxWxH 4635x1855x1690 Kerb weight 1915kg 182
AAAAC
Yeti replacement may not have its forebear’s quirkiness, but it’s brilliant otherwise. LxWxH 4382x1841x1603 Kerb weight 1265kg 11.1 8.1-8.3 7.3 10.6 9.0 8.8
44.8-47.9 42.8-44.8 33.2 58.9 50.4-52.3 42.8
133-143 143-149 191 126 142-148 172-174
112
6.0
282.4
TESLA
Model S 5dr hatch £91,980–£118,980 670 1020
155 200
Model 3 4dr saloon £42,990–£59,990
3.1 2.0
405 396
44.1-46.3 42.2-43.5 34.9-35.3 54.3-55.4 55.4-58.9 47.1-48.7
139-146 149-152 181-183 135-137 141-166 141-166
82kWh 80x Sportline
263
99
6.9
303
0
82kWh vRS
299
111
6.5
312
0
Model X 5dr SUV £98,980–£110,980
0 0
108 128 178 128
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
Insignia 5dr hatch £30,720–£39,900
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
2.0 Turbo 200 AAAAC 1.5 Turbo D 122 2.0 Turbo D 170
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 AAAAB 1.2i Turbo 110 1.2i Turbo 130 1.5 Turbo D 110
A genuine luxury seven-seat electric SUV that also has a large Enyaq Coupe iV 5dr SUV £51,885 AAABC range. LxWxH 5036x2070x1684 Kerb weight 2459kg More style-led EV is the first to wear Skoda’s performance badge. Model X 670 155 3.8 348 0 LxWxH 4653x1882x1660 Kerb weight 2204kg Model X Plaid 1020 163 2.5 340 0
Model Y 5dr SUV £54,990–£64,990
More spacious Astra wagon is as attractive as the hatchback. We have yet to drive it. LxWxH 4642x1860x1480 Kerb weight 1346kg
1.2 Turbo 110 1.2 Turbo 130 1.6 Hybrid AAAAB 1.5 Turbo D
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
22
Lowest-price, biggest-volume Tesla yet arrives in the UK after AAAAC wooing the US. LxWxH 4694x1849x1443 Kerb weight 1726kg Practical, rangy, and well priced. Hits a sweet spot in the EV RWD 320 140 5.3 267 0 Ateca 5dr SUV £25,140–£37,205 AAAAB market. LxWxH 4649x1879x1621 Kerb weight 1917kg Long Range 434 145 4.2 360 0 Seat’s first SUV is very good. So good, in fact, it’s a Qashqai beater. 62kWh 60 177 99 8.7 256 0 Performance 522 162 3.1 352 0 LxWxH 4363x1841x1601 Kerb weight 1280kg 82kW 80 201 99 8.5 331 0 108 148 188 114 148 148
T
s op
C-HR 5dr SUV £28,175–£34,305
Solid, spacious and wilfully unsexy. A capable 4x4 nonetheless. LxWxH 4610x1795x1735 Kerb weight 1488kg
1.4 Boosterjet 48V 127 1.4 Boosterjet 48V Allgrip 127
1.0 TSI 110 108 117 1.5 TSI 150 148 126 Arona 5dr SUV £20,040–£25,865 AAAAC 20 TSI 190 4x4 188 132 Seat’s second SUV doesn’t disappoint, with it taking charge of the 2.0 TDI 116 114 118 class dynamically. LxWxH 4138x1780x1543 Kerb weight 1165kg 2.0 TDI 150 148 127 1.0 TSI 95 93 107 11.2 51.4 124 2.0 TDI 150 4x4 148 121 1.0 TSI 115 113 113 9.8-10.0 47.9-53.3 121-134 1.5 TSI EVO 150 148 127 8.3 44.8-45.6 140-143 Enyaq iV 5dr SUV £34,850–£47,035
1.0 TSI 110 1.5 TSI EVO 150 2.0 TSI 190 2.0 TDI 116 2.0 TDI 150 2.0 TDI 150 4Drive
)
Aygo X 3dr hatch £14,580–£20,505
AAACC Hydrogen FCV
No-nonsense crossover doesn’t quite make enough sense. LxWxH 4450x1780x1615 Kerb weight 1355kg
AAAAC 1.8 Hybrid
40.9-45.6 141-157 39.8-40.9 162-168 33.2-34.0 188-194 148.7-188.3 33-42 53.3-57.7 129-140 49.6-51.4 140-144 47.9 157
hp
AAABC its skin. LxWxH 4645x1760x1470 Kerb weight 1530kg A vast improvement. Better on the road but without ditching its 1.8 VVT-i Hybrid 120 101 11.1 188.3-217.3 29-35
Vitara 5dr SUV £23,749–£29,299
9.2 7.7 5.3 7.8 9.2 7.9 7.3
28.2-31.8 231-261
Rexton 5dr SUV £37,995–£40,665
1.5 TSI 150 2.0 TSI 190 2.0 TSI 280 4x4 1.4 iV PHEV 2.0 TDI 150 2.0 TDI 200 2.0 TDI 200 4x4
132 143 155 140 133 145 142
r (b
Focused, exhilarating all-wheel-drive hot hatch is the most exciting Toyota in ages. LxWxH 3995x1805x1455 Kerb weight 975kg
S S A N G YO N G
enormous boot. LxWxH 4856x1864x1477 Kerb weight 1365kg 148 188 276 215 148 197 197
e ow
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 2.0i e-Boxer
Class-leading amount of space and practicality. Comfortable, too.
P
1.5 VVT-i Hybrid AABCC
EQ Forfour 5dr hatch £22,295–£23,445
AAAAC 2.2d 181
Does comfort and practicality like no other. Good, frugal engines too. LxWxH 4689x1829x1470 Kerb weight 1225kg
AAAAC Even more commendable than above, primarily thanks to its
122 119 129 135 144 137 124
mp
AAAAC 1.5 GDI-Turbo 160 119 12.0 37.2 172 1.6 D 2WD 133 112 12.0 45.2 159-164 1.6 D 4WD 133 112 12.0 41.5 178 50.4-52.3 121-126 Musso 5dr SUV £28,128–£37,728 AAACC AAAAC Practical pick-up has a refined engine and direct steering, but ride
Superb Estate 5dr estate £28,460–£44,605
A creditable effort and a notable improvement in form, with plenty of niche appeal. LxWxH 4282x1816x1459 Kerb weight 1202kg 108 108 128 148 188 201 113
/62
dynamics. LxWxH 4450x1870x1629 Kerb weight 1610kg
Octavia 5dr hatch £22,270–£37,290
162
Leon 5dr hatch £21,410–£36,770
155-166 201-207 195-200 144-150 172-178
Undercuts rivals on price and ushers in a sharp new design language for Skoda. LxWxH 4362x1793x1471 Kerb weight 1381kg
Ibiza 5dr hatch £17,165–£21,300
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
0 0-6
Outgoing, previous-generation wagon still majors on boot space. LxWxH 4262x1732x1467 Kerb weight 1182kg
0 1.5 TSI 150 2.0 TSI 190 AAAAB 2.0 TSI 280 4x4 Reinvigorated Ibiza is more mature and takes the class honours 1.4 iV PHEV from the Fiesta. LxWxH 4059x1780x1444 Kerb weight 1091kg 2.0 TDI 150 1.0 MPI 80 79 106 14.6 50.4-52.3 122-128 2.0 TDI 200 1.0 TSI 95 93 113 10.9 52.3 124-125 2.0 TDI 200 4x4 1.0 TSI 110 109 121 10.3 51.4 123-124 81
(
Trails the Duster as the best-value small crossover – but not by
AAAAA LxWxH 4667x1814x1465 Kerb weight 1247kg 1.0 TSI 110 113 125 10.6-10.9 1.5 TSI 150 148 139 8.4 6.75 V12 563 155 5.1-5.2 18.6-18.8 341-344 1.4 TSI iV PHEV 201 136 7.8 1.4 TSI iV vRS PHEV 242 139 7.3 Cullinan 4dr SUV £279,100–£320,500 AAAAC 2.0 TSI vRS 242 155 6.8 Big, bold new 4x4 begins the next era for the brand, with a model 2.0 TDI 116 114 128 10.4 that convinces. LxWxH 5341x2164x1835 Kerb weight 2730kg 2.0 TDI 150 148 139 8.8 6.75 V12 563 155 5.2 17.3-18.1 355-370 2.0 TDI 200 vRS 197 152 7.4 2.0 TDI 200 vRS 4x4 197 147 6.8 S E AT
38.7-41.5 31.0-31.7 32.1-32.8 49.6-52.3 41.5-42.8
S KO DA
Phantom takes opulent luxury to a whole new level. LxWxH 5762x2018x1646 Kerb weight 2560kg
Mii Electric 5dr hatch £22,800
ed
AAAAC much. LxWxH 4195x1795x1590 Kerb weight 1270kg Strong ergonomics and fine road manners – if you buy one of the 1.2P 128 126 112 10.6 47.9 158 more powerful models. LxWxH 4108x1780x1459 Kerb weight 1119kg 1.5P 163 160 112 tbc 42.8 161-164 1.0 MPI 65 63 106 15.9 55.4-58.9 114 1.6D 136 130 108 tbc 50.4 145 1.0 MPI 80 78 111 15.5 55.4 116 1.0 TSI 93 121 10.6 55.4 115-116 Korando 5dr SUV £20,545–£32,895 AAACC 1.0 TSI 110 109 127 9.7 57.6 113-127 Competitive towing capabilities and generous kit, but still lacks
4.6
4.9-5.0
148 188 242 148 197
Fabia 5dr hatch £15,305–£19,730
Dawn 2dr open £297,700–£337,900
Still hugely special. LxWxH 5399x1948x1550 Kerb weight 2360kg
AAAAC 17kWh
Seat’s largest SUV brings a hint of youthful exuberance to a practical category. LxWxH 4735x1839x1674 Kerb weight 1845kg
18.5-18.6 347-348 1.0 TSI 110 1.5 TSI 150 AAAAB 1.4 TSI iV PHEV Essentially as Wraith, except with a detuned engine and in elegant 1.4 TSI iV vRS PHEV convertible form. LxWxH 5295x1947x1502 Kerb weight 2560kg 2.0 TSI vRS 6.6 V12 563 155 5.0 16.8-17.4 367-380 2.0 TDI 116 2.0 TDI 150 Ghost 4dr saloon £261,100–£303,700 AAAAC 2.0 TDI 200 vRS ‘A ffordable’ Rolls is a more driver-focused car than the Phantom. 2.0 TDI 200 vRS 4x4 624
pe
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
1.5 TSI EVO 150 2.0 TSI 4Drive 190 AAABC 2.0 TSI 245 Stylish and refined estate car is still bland like the hatch. Smaller 2.0 TDI 150 than its predecessor. LxWxH 4626x1814x1457 Kerb weight 1409kg 2.0 TDI 200 4Drive 1.6 E-Tech PHEV 153 111 9.8 217.3 29-30
89 138 140 156
T
s op
EQ Fortwo 3dr hatch/open £22,225–£27,995
Mégane Sport Tourer 5dr estate £31,490–£33,490
1.0 TCe 90 1.3 TCe 140 1.6 E-Tech Hybrid 1.6 E-Tech PHEV
)
SMART
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
A far more practical zero-emission solution. Attractive price, too. LxWxH 4084x1730x1562 Kerb weight 1470kg 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
81 108 128 107
Mokka 5dr SUV £21,835–£31,995
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
27 JULY 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
P
e ow
r (b
hp
)
T
s op
pe
ed
(m
ph
)
0 0-6
/62
mp
h E
m y g e) n o /ran c o MPG
C
(
Grandland 5dr SUV £25,810–£34,220
(g/ O2
km
)
AAACC
P
e ow
r (b
hp
)
T
s op
pe
ed
(m
ph
)
0 0-6
/62
mp
h E
m y g e) n o /ran c o MPG
C
(
Touran 5dr MPV £30,470–£34,265
(g/ O2
km
)
P
e ow
r (b
hp
)
T
s op
pe
ed
(m
ph
)
0-6
0/6
2m
ph Ec
y e) o m ang o n MPG/r (
(g/
km
)
CO 2
AAAAC
Does well to disguise its 3008 roots but too bland to stand out in a Dull overall, but it’s a capable MPV, well made and hugely refined. congested segment. LxWxH 4477x2098x1609 Kerb weight 1350kg LxWxH 4527x1829x1659 Kerb weight 1436kg 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
E-Combo Life 5dr MPV £31,110–£31,710
1.5 TSI EVO 150
148
118
11.4
39.8-40.9 154-162
T-Cross 5dr SUV £21,430–£29,305
AAAAB
Compact crossover delivers a classy, substantial feel on UK roads.
AAABC LxWxH 4108x1760x1584 Kerb weight 1270kg Van-based people carrier is usable, spacious and practical, and 1.0 TSI 95 93 112 11.5 47.9 132-133 now electric-only. LxWxH 4403x1841x1921 Kerb weight 1474kg 1.0 TSI 110 108 117 9.9-10.4 42.8-48.7 132-149 50kWh 132 84 11.7 174 0 1.5 TSI EVO 150 147 124 8.5 46.3-47.1 136-138 V O L K S WA G E N
Up 3dr/5dr hatch £13,545–£24,085
It’s no revolution, but VW’s hallmarks are in abundance. LxWxH 3600x1428x1504 Kerb weight 926kg
Polestar 3 On sale early 2023, price £75,000 (est) The first SUV from Volvo’s sibling brand will be a more dynamic, electric-only cousin of the next-generation XC90, based on parent company Geely’s new SEA platform. A rival to the Jaguar I-Pace, it is said to “put the sport back into sport utility vehicle”, with an emphasis on handling and a dual-motor powertrain that’s expected to produce more than 500bhp. Meanwhile, Polestar is targeting a range of more than 370 miles, thanks to high aerodynamic efficiency and a large battery – possibly of up to 100kWh. J U LY
Alfa Romeo Giulia Estrema, Stelvio Estrema, Alpina B4 Gran Coupé, D3 S update, BMW 3 Series update, M4 CSL, Bentley Bentayga EWB, Continental GT Mulliner, Bowler CSP 575, Chevrolet Corvette Z06, Citroën Ami, C5 X, Ferrari 296 GTB, Genesis Electrified G80, Electrified GV70, GV60, GMA T50, Jeep Grand Cherokee, Kia Niro, Lamborghini Urus update, Lotus Evija, Mazda 2 Hybrid, McLaren Artura, Mercedes-AMG C63, GT 63 S PHEV 4-Door Coupé, S63 S PHEV, SL 43, SL 55, SL 63, Mercedes-Benz EQT, T-Class, Nissan Ariya, Juke e-Power, Qashqai e-Power, X-Trail, Ora Funky Cat, Porsche Cayenne update, Skoda Enyaq iV Coupé, Subaru Solterra, Toyota bZ4X, GR86, Vauxhall Astra, Astra Sports Tourer, Volkswagen ID 5, ID Buzz, Wey Coffee 01 AU G U S T
Alpine A110 Tour de Corse 75, Cupra Formentor VZ5, Lexus RZ, Mercedes-AMG E63 Final Edition, G63 Edition 55, Morgan Super 3
1.0 65 1.0 115 GTI e-Up
64 113 81
100 119 80
15.6 8.8 12.4
54.3 51.4 159
Polo 5dr hatch £18,285–£26,990
Taigo 5dr SUV £22,450–£28,850 AAABC AAAAC Crossover-coupé-SUV-type thing fills a niche. Likeable enough. LxWxH 4266x1757x1518 Kerb weight 1407kg
119 125-126 0
78 93 108 204
106 116 121 149
15.4 10.8 9.9 6.5
51.4 48.7-53.3 53.3-54.3 39.8-41.5
Golf 5dr hatch £24,430–£40,900
95 110 150
114 119 132
11.1 10.4 8.3
125 120-127 118-119 155
43.5-46.3 40.9-47.9 36.2 31.7 56.5-60.1 50.4-53.3
XC90 5dr SUV £58,965–£77,875
T-Roc 5dr SUV/open £25,000–£40,445
too. LxWxH 4234x1992x1573 Kerb weight 1270kg 1.0 TSI 110 1.5 TSI EVO 150 2.0 TSI 4Motion 2.0 TSI R 300 4Motion 2.0 TDI 115 2.0 TDI 150
108 148 188 298 113 148
115 127 135 155 116 124
10.8 8.3-9.6 7.2 4.9 10.4 8.8-10.8
133-146 144-158 177-178 201 137-146 140-146
AAAAB
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
201 242 242 296 296 113 148 197
137 140 155 155 155 126 139 152
7.4 6.7 6.4 5.6 4.7 10.2 8.8 7.1
235.4 235.4 38.2 38.2 36.2 67.3-68.9 64.2 54.3
21-26 27-28 169 167 177 107-110 116-117 137
Golf Estate 5dr estate £25,740–£43,175
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
242 188 316 148 148 197
127 133 155 125-127 124-125 134
7.5 7.4 4.9 9.3 9.3 7.5
148-176 33.2-34.0 28.5 47.1-50.4 43.5-45.6 42.8
Tiguan Allspace 5dr SUV £32,705–£44,250
36-44 187-192 225 146-157 163-171 172-177
OCTOBER
Alpina B3 update, BMW iX M60, M3 Touring, X1, Honda Civic, Kia Xceed update, Maserati MC20 Cielo, Mercedes-AMG One, Mercedes-Benz EQE, Renault Austral N OV E M B E R
Audi E-tron update, E-tron Sportback update, BMW i7, iX1, Ferrari SP3 Daytona, Hyundai Ioniq 5 N, Ineos Grenadier, Kia EV6 GT DECEMBER
Aston Martin DB11 update, DBS update, Vantage update, BMW 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 A4 update, Q6 E-tron, BMW M2 Coupé, M3 CSL, XM, Dacia Spring EV, Ferrari 296 GTS, Fisker Ocean, Ford SUV EV, Honda Civic Type R, e:Ny1, Jeep EV, Kia EV9, KTM X-Bow GT2, Lamborghini Aventador replacement, Land Rover Range Rover Sport, Lotus Eletre, Maserati Granturismo, Granturismo Folgore, Grecale Folgore, Mini Countryman, hatchback, Peugeot 408, Polestar 3, Porsche Macan EV, Panamera, Rolls-Royce Spectre, Smart #1, Ssangyong Torres, Volkswagen ‘ID 6’
148 170 204 299
99 99 99 112
10.9 9.0 8.5 6.2
213 213 317 301
0 0 0 0
V60 5dr estate £35,240–£52,830
2.0 B3 AAAAC 2.0 B4
Passat 4dr saloon £28,205–£40,820
Lands blows on rivals with its smart looks, civilised refinement, 2.0 B5 quality and usability. LxWxH 4767x2083x1476 Kerb weight 1367kg 2.0 B6 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
137 138 127 139 147
8.7 7.4 11.3 8.9 7.4
Passat Estate 5dr estate £31,240–£43,770
46.3-47.9 217.3 58.91 58.9-60.1 53.3
139-146 30 125 124-127 138
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
2.0 T6 Recharge PHEV 2.0 B4D
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
161 197 246 297 335 197
112 112 112 112 112 112
9.1 8.0 6.8-6.9 6.0 4.6 7.6
40.9 41.5 37.7-40.4 36.2 362.6 47.0-50.4
V60 Cross Country 5dr estate £46,105–£50,595
155 152 157-170 175 18 146-156
AAAAC
Brings extra ride height, all-wheel drive and off-road body cladding. LxWxH 4784x1916x1499 Kerb weight 1792kg
AAAAC 2.0 B5P 2.0 B4D
All the Passat’s redeeming features in spacious, practical estate form. LxWxH 4767x2083x1516 Kerb weight 1395kg
AAAAB
Spacious and comfortable, with a characterful, Scandi-cool design. LxWxH 4761x1916x1427 Kerb weight 1729kg
248 197
112 112
6.9 8.2
35.8 47.9
S90 4dr saloon £60,025–£64,525
180 155 AAAAC
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
AAABC Luxury estate takes on the 5 Series and the E-Class. Comfy and a VW’s flagship saloon is well made and luxurious but rather bland to good cruiser. LxWxH 4936x2019x1475 Kerb weight 1679kg drive. LxWxH 4862x1871x1450 Kerb weight 1505kg 2.0 B4P 197 112 7.9 40.9 158 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
137 149 138 155 137 147 145
8.9 7.9 7.8 4.9 9.5 7.9 7.4
42.8-44.8 36.2-38.2 217.3 31.0 55.4-58.9 51.4-54.3 46.3
144-151 168-178 30-31 207 126-134 137-145 159
Arteon Shooting Brake 5dr estate £38,230–£54,435 AAABC 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
2.0 B5P 2.0 B6P 2.0 T6 Recharge PHEV 2.0 B4D
246 297 335 197
112 112 112 112
6.9 6.2 5.9 8.8
36.6-40.4 34.4-36.2 TBC 44.8-49.5
V90 Cross Country 5dr estate £53,590–£59,860
159-175 178-184 TBC 149-164
AAAAC
Volvo’s large comfy estate given a jacked-up, rugged makeover. LxWxH 4936x2019x1543 Kerb weight 1826kg 2.0 B5P AWD 2.0 B6P AWD 2.0 B5D AWD
250 310 228
140 140 140
7.4 6.3 7.5
32.5 32.5 40.9
XC40 5dr SUV £26,485–£58,050
196 196 181 AAAAC
Volvo’s take on the crossover aims to rival BMW, Mercedes and Audi. LxWxH 4425x1910x1658 Kerb weight 1626kg 1.5 T2 1.5 T3 1.5 T4 Recharge 1.5 T5 Recharge PHEV 2.0 B4P 2.0 B5P 69kWh Recharge 78kWh Recharge
126 160 208 258 197 246 228 402
112 112 112 112 112 112 99 112
10.9 9.3-9.6 8.5 7.3 8.4 6.9 7.4 4.9
40.4 38.7-40.4 113-135 117.7-141.1 36.7-39.2 36.7 261 249
158 158-166 47-57 45-55 162-176 174-176 0 0
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
78 AUTOCAR.CO.UK 27 JULY 2022
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
AAAAC
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
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
231 402
99 112
7.4 4.9
269 273
0 0
AAAAC
Sport Turbo is very quick and fun but not a patch on the Caterhams. LxWxH TBC Kerb weight TBC
AAAAC 1.6 Sigma
C40 Recharge 5dr SUV £44,800–£58,900
New Amarok: sister of new Ford Ranger
112 112 112 112
Clever packaging, smart styling, good to drive: Volvo’s closest thing to a class leader. LxWxH 4950x2008x1776 Kerb weight 1961kg
Has all the Tiguan’s sensibility and refinement, now with the bonus 1.6 Sigma
AAAAC of seven seats. LxWxH 4486x1839x1654 Kerb weight 1490kg Wagon puts on a growth spurt and adopts the eighth-generation 1.5 TSI EVO 150 148 123 9.5-10.0 37.2-39.2 164-176 hatchback’s tech. LxWxH 4633x1789x1497 Kerb weight 1295kg 2.0 TSI 4Motion 188 132 7.7 32.5 193 1.0 TSI 110 108 126 10.5 51.4 124 2.0 TDI 150 148 126 9.7 44.8-47.1 164-165 1.5 TSI 130 128 133 9.4 52.4 123 2.0 TDI 150 4Motion 148 123-124 9.8 41.5 177-179 1.5 TSI 150 148 139 8.7 49.6 128 2.0 TDI 200 4Motion 197 132 TBC 40.4-41.5 176-184 2.0 TSI R 4Motion 316 155 4.9 35.8 178 2.0 TDI 115 113 126 10.5 64.2 114 Touareg 5dr SUV £53,090–£74,855 AAAAC 2.0 TDI 150 148 139 9.1 61.4 121 Hints of ritziness and sportiness don’t impinge on this functional luxury SUV’s appeal. LxWxH 4878x2193x1717 Kerb weight 1995kg 2.0 TDI 4Motion Alltrack 198 142 7.1 50.4 147 3.0 V6 TSI 340 335 155 5.9 25.2-25.7 249-252 ID 3 5dr hatch £32,200–£40,550 AAAAC 3.0 V6 R 4Motion PHEV 462 155 5.1 97.4 66-68 A very mature electric car whose substance of engineering is 3.0 V6 TDI 231 228 135 7.5 33.6-34.4 214-219 central to its appeal. LxWxH 4261x1809x1568 Kerb weight 1730kg 3.0 V6 TDI 286 282 148 6.1 33.6-34.9 213-219 107kW 58kWh 143 99 9.6 263 0 V O LV O 150kW 58kWh 201 99 7.3 261 0 150kW 77kWh 201 99 7.9 336 0 S60 4dr saloon £42,500–£53,730 AAAAC
109kW 52kWh 125kW 52kWh 150kW 77kWh 220kW GTX
SEPTEMBER
246 335 384 194
New strengths and familiar ones carry it back to the class lead, but Tiguan 5dr SUV £28,585–£47,210 AAAAC VUHL only marginally. LxWxH 4284x1789x1492 Kerb weight 1231kg An improvement on the previous model and will continue to sell by the bucketload. LxWxH 4486x1839x1654 Kerb weight 1490kg 1.0 TSI 110 108 126 10.2 53.3 121 05 0dr open £59,995–£89,995 AAAAC 1.5 TSI EVO 130 128 130 9.1 51.4-53.3 121-124 1.5 TSI EVO 130 128 119 10.2 44.1-44.8 143-146 Mexican track-day special has a pleasingly pragmatic and forgiving 1.5 TSI EVO 150 148 139 8.9 50.4-51.4 124-128 1.5 TSI EVO 150 148 126 9.2-9.3 38.2-42.2 143-168 chassis. LxWxH 3718x1876x1120 Kerb weight 725kg
Fresh-faced saloon now sits comfortably among the ranks of its AAAAC German peers. LxWxH 4761x1916x1437 Kerb weight 1616kg Impressively refined and versatile SUV marks VW out as a maker of 2.0 B5P 246 112 6.7 41.5 153 fine electric cars. LxWxH 4584x1852x1640 Kerb weight 1890kg 2.0 T8 Recharge PHEV 384 112 4.6 122.8-176.5 42
Alfa Romeo Tonale, Hyundai Ioniq 6, Kia Niro EV, Maserati Grecale, Mazda CX-60, Renault Mégane E-Tech Electric, Toyota Corolla Cross
AAABC
Looks like a small XC90 and carries on where the old one left off. A good, capable cruiser. LxWxH 4688x1999x1658 Kerb weight 1781kg
ID 4 5dr SUV £34,995–£56,380
Grecale rivals Porsche Macan with V6
XC60 5dr SUV £45,110–£64,480
51.4 124 51.4-52.3 124-125 47.9 138
2.0 B5P 2.0 T6 Recharge PHEV AAAAC 2.0 T8 Recharge PHEV AAAAC VW’s junior SUV is beguiling and sophisticated. It drives rather well, 2.0 B4D
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
1.0 TSI 95 1.0 TSI 110 1.5 TSI 150
2.0 Duratec 2.0 Ecoboost
135 155 200 252
TBC TBC TBC TBC
TBC TBC TBC TBC
NA NA NA NA
Mega 2dr coupé £16,950
NA NA NA NA AAABC
Mega engine makes it rapid, but isn’t as fun as Caterham’s R range. And you have to build it yourself. LxWxH TBC Kerb weight TBC 2.0 VTEC S2000
240
TBC
TBC
NA
NA
ZENOS
E10 0dr coupé £26,995–£39,995
AAAAB
The latest in a long line of mid-engined British marvels. Expect a dedicated following. LxWxH 3800x1870x1130 Kerb weight 700kg 2.0 Ecoboost S 2.3 Ecoboost R
250 350
145 155
4.0 3.0
NA NA
NA NA
Reason 07
Keep people safer now and even safer in the 100 reasons, one chip, infinite impact. With this many reasons to choose Vayyar, there’s no good reason not to. vayyar.com/auto/100-reasons-why
ED! URGENTLY WANT T ERESTING SHOR INT NUMBER PLATES s short dateless registration cash paid and not selling on your behalf
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Independent Company Providing Private Plates To Public & Trade TEL: 01257 474746 MOB: 07904 311357 Email: karen@registrationmarks .co .uk EXCLUSIVE NUMBERS 6 AE . . . . . . £50,000 6 AG . . . . . . £65,000 II0 AK . . . . . £14,000 550 B . . . . . £25,000 B4 RRY . . . £65,000 BW I3 . . . . . £32,000 I60 C . . . . . £26,000 DBH 5 . . . . £16,000 DEC III . . . . £35,000 I0I E . . . . . . £19,500 I3 FO . . . . . £10,000 9 G . . . . . . £285,000 9 GS . . . . . . £95,000 33 GX . . . . . £13,000 320 H . . . . . £23,000 56 J . . . . . . £70,500 I2I J . . . . . . £28,000 27 KP . . . . . £32,000 I2I LC . . . . . £20,000 282 LC . . . . £18,000 8I8 M . . . . . £23,000 2I2 MH . . . . £14,500 4 NN . . . . . . £88,000 5 NKS . . . . £10,500 3 OO . . . . £165,000 I0 OU . . . . . £17,000 222 P . . . . . £25,000 4 RR . . . . . . £75,000 RRX I . . . . . £55,000 I RXX . . . . . £33,000 I33 S . . . . . . £28,000 I02 SH . . . . £15,500 80I T . . . . . . £23,000 2 VOL . . . . . £11,000 I VVL . . . . . £17,000 530 W . . . . . £11,000 I0 WWW . . . £15,000 X 300 . . . . . £35,000 XS 7 . . . . . . £60,000
A 29 A . . . . . . . . £80,000 A I66 . . . . . . . . £35,000 A 363 . . . . . . . £33,000 200 A . . . . . . . £35,000 AB 787 . . . . . . £17,000 AJ 9 . . . . . . . £150,000 AJ 52 . . . . . . . £33,000 ALX 2S . . . . . . . £8,500 ALXES . . . . . . . . . . . . AM 256 . . . . . . £18,000 P90 AML . . . . . . £3,500 A6 ARC . . . . . . £3,000 I02 AS . . . . . . . £12,000 333 AS . . . . . . £17,500 AXT 8N . . . . . . . £4,900 AXTEN B 200 B . . . . . . . £30,000 B4 DGE . . . . . £10,500 350 BD . . . . . . . £7,500 T800 BEL . . . . . . £550 I0 BG . . . . . . . £19,000 2I BG . . . . . . . £15,000 333 BH . . . . . . £12,000 T8 BJK . . . . . . . . £650 I55 BM . . . . . . . £7,500 6 BMH . . . . . . £15,000 84I BUW . . . . . . £1,200 MIII CCX . . . . . . £1,300 C CC64 CCC . . . . . £900 CDS 2 . . . . . . . £18,000 CDS I2 . . . . . . £11,000 2 CFG . . . . . . . . £8,800 CLS II . . . . . . . £10,500 III CLS . . . . . . . £8,500 I975 CS . . . . . . . £6,500 CSE 289 . . . . . . £2,500 CWF IK . . . . . . . £3,800
80 AUTOCAR.CO.UK 27 JULY 2022
D DA17 REN . . . . £4,800 DARREN DBH 5 . . . . . . . £16,000 VII DBV . . . . . . . . £850 DBII OME . . . . . £4,000 F20 DMB . . . . . £1,500 900 DN . . . . . . . £7,500 X6 DNP . . . . . . . . £750 98 DS . . . . . . . £18,000 DS 7938 . . . . . . £2,300 A9 DSD . . . . . . . £950 DW 2I . . . . . . . £35,000 E EB 935 . . . . . . . £4,800 EEI9 EEE . . . . . £3,000 EE20 EEE . . . . . £1,500 88 EJ . . . . . . . £14,500 ETM 800 . . . . . . £2,200 EIO TTT . . . . . . £2,825 206 ELY . . . . . . £1,800 EMW 520 . . . . . £2,000 2 ESJ . . . . . . . . £8,500 EYO I . . . . . . . £22,000 F LA55 FAT . . . . . £4,500 2II FBB . . . . . . . £1,500 862 FDT . . . . . . £1,800 FDZ 483 . . . . . . . £900 WIII FEX . . . . . . £3,500 FFF 293 . . . . . . £2,800 FFI9 FFF . . . . . . £3,500 FJ I0 . . . . . . . . £30,000 FP 23 . . . . . . . . £8,500 850 FXK . . . . . . £1,500 I7 G . . . . . . . . £125,000 G 999 G . . . . . . . £35,000 4 GAK . . . . . . . . £8,000 GBG 5 . . . . . . . £7,500 M9 GEF . . . . . . £1,300 GIL 2 . . . . . . . . £27,000 GJH 8W . . . . . . £2,800 IIII GK . . . . . . . £12,000
227 GMO . . . . . £2,000 SI0 GMX . . . . . . . £300 2I2 GR . . . . . . . £7,500 GRX I . . . . . . . £25,000 GTC I00P . . . . . £3,500 X2 GTD . . . . . . . £1,300 GUI 90 . . . . . . . £3,600 H 5I85 H . . . . . . . . £3,600 HAZ 650 . . . . . . £1,200 I HEJ . . . . . . . . £23,000 HGA III . . . . . . . £5,500 HNP 308 . . . . . . £3,300 HNS II . . . . . . . . £7,500 J RI00 JAG . . . . . £5,500 JAM IR . . . . . . £10,800 JAY 993 . . . . . . £5,500 JB 9 . . . . . . . £120,000 2 JCK . . . . . . . £19,500 JACK . . . . . . . . . . . . . I3 JER . . . . . . . . £6,000 624 JGC . . . . . . £1,495 7 JLJ . . . . . . . . £8,500 900 JJ . . . . . . . £10,000 JJI9 JJJ . . . . . . £2,500 JLT 93 . . . . . . . £9,800 526 JML . . . . . . £6,800 J18 HNS . . . . . £15,000 45 JT . . . . . . . £21,000 888 JT . . . . . . £14,000 J2 JXE . . . . . . . . £500 K 466 K . . . . . . . £15,000 777 KA . . . . . . £20,000 KCT 96I . . . . . . £2,000 DI KDJ . . . . . . . £1,200 KER 557Y . . . . . £2,000 F488 KEV . . . . . £2,500 323 KMT . . . . . . £4,500 998 KPO . . . . . . £2,800
55 KXA . . . . . . . £4,500 II KXO . . . . . . . . £3,500 KXS 4 . . . . . . . . £5,000 L 956 LAC . . . . . . £6,000 I LBO . . . . . . . £14,500 S9 LCW . . . . . . . £900 LEE 782 . . . . . . £3,500 L7 LGX . . . . . . . . £800 I98I LM . . . . . . . £6,500 LOT 22 . . . . . . £35,000 550 LP . . . . . . . £6,000 LLR 946 . . . . . . £1,300 222 LR . . . . . . . £7,800 LWO I . . . . . . . £15,000 LYN 8IM . . . . . . £4,000 LYN 554Y . . . . . £4,500 M 49 M . . . . . . . . £75,000 V6 MAX . . . . . . £8,500 MBA 80 . . . . . . £5,800 X33 MCO . . . . . . £450 60 MG . . . . . . . £25,000 MGL 644 . . . . . . £1,700 X7 MHB . . . . . . . £950 R00 MJA . . . . . . £650 727 MJS . . . . . . £8,000 35 MU . . . . . . . . £8,250 MXI 52 . . . . . . . £1,500 N 28 NAT . . . . . . . £8,800 S330 NCK . . . . . £700 NDL 222 . . . . . . £1,950 NED 5N . . . . . . £2,500 438 NEV . . . . . . £3,300 L77 NGL . . . . . . . £500 R6 NOW . . . . . . £2,000 NN60 NNN . . . . . £850 PIII NYA . . . . . . £2,000 I2 NX . . . . . . . . . £9,000 77 NXG . . . . . . . £2,000
0 2 OBO . . . . . . £10,000 55 OFB . . . . . . . £4,500 I6 OLD . . . . . . £45,000 I GOLD . . . . . . . . . . . . L8 OOO . . . . . . £3,500 OOO IX . . . . . . £12,800 OUT IT . . . . . . . £8,500 OXS I . . . . . . . £22,000 P PHC 9 . . . . . . . . £8,000 I PJX . . . . . . . . £19,500 PIL 200I . . . . . . . £950 PJS I0 . . . . . . . . £9,800 I PJX . . . . . . . . £19,500 EI0 PLA . . . . . . . £900 507 PMY . . . . . . £2,800 X6 PPD . . . . . . . . £600 I996 PS . . . . . . . £4,800 PUR 4I5 . . . . . . £3,000 WT03 PUT . . . . . £850 R R 3 . . . . . . . . £485,000 R80 RAK . . . . . £1,200 RAW 777 . . . . . £8,500 B3 RCC . . . . . . £1,000 CI7 RDS . . . . . . £2,300 REJ 3 . . . . . . . £10,800 550 RG . . . . . . . £9,000 RGC 943 . . . . . . £1,800 I8 RMS . . . . . . £12,500 ROB 32T . . . . £18,000 ROBERT . . . . . . . . . . 72 ROD . . . . . . . £4,500 T22 RPB . . . . . . . £400 I965 RR . . . . . £18,000 RR20 RRR . . . . £2,800 G9 RSR . . . . . . £1,300
33 RWJ . . . . . . . £6,500 500 RXR . . . . . . £3,800 S MII SBB . . . . . . . £700 SBJ I56 . . . . . . . £3,400 SC55 LET . . . . . £5,500 SCARLET . . . . . . . . . . SC20 LND . . . . £1,200 SCOTLAND . . . . . . . . T8 SCS . . . . . . . £1,500 3500 SE . . . . . £11,000 I3 SLK . . . . . . . £5,500 SMJ 6 . . . . . . . £15,000 50 UND . . . . . £100,000 SOUND . . . . . . . . . . . . V6 SOP . . . . . . . £2,500 SOP 853 . . . . . . £3,200 SPD 346 . . . . . . £3,500 I5 STK . . . . . . . £3,500 S2 SXA . . . . . . . . £750 X20 SXY . . . . . . . £750 T TAR 4IS . . . . . £12,000 TED IB . . . . . . £12,000 TKJ 46 . . . . . . . £3,500 888TM . . . . . . £10,800 TRI3 MPH . . . . . £7,500 TRIUMPH . . . . . . . . . . 2 TSF . . . . . . . . £7,500 TSY 397 . . . . . . £1,300 TUB 8Y . . . . . . £16,000 U XI0 UUU . . . . . . . £700 X20 UUU . . . . . . £700 V VFW 2 . . . . . . . . £7,800 P2I VGB . . . . . . £1,200 VIA 92 . . . . . . . . £5,000 VOL IE . . . . . . . £4,500 935 VPD . . . . . . £1,500 G6 VTN . . . . . . . . £500 VVC 2 . . . . . . . £10,000
W 925 W . . . . . . . £10,500 900 WH . . . . . . . £7,500 WHII NGE . . . . . £4,500 HRII WLM . . . . . £9,800 400 WM . . . . . . £7,500 WON 2G . . . . . . £4,000 I6 WR . . . . . . . £15,000 II0 WR . . . . . . . . £7,500 S88 WRC . . . . . £1,300 WSV 441 . . . . . . £950 CI0 WTS . . . . . . £1,500 WWK 92 . . . . . . £5,600 I0 WWW . . . . . £15,000 X X 28 . . . . . . . . £55,000 34 X . . . . . . . . £40,500 I000 X . . . . . . . £35,000 I XBC . . . . . . . £25,000 I XD . . . . . . . . . £95,000 II XGH . . . . . . . . £8,500 I00 XS . . . . . . . . £7,500 I XXG . . . . . . . £25,000 XOO I . . . . . . . £32,000 XXX IG . . . . . . £10,800 XXX IP . . . . . . . £9,800 XXI9 XXX . . . . . £4,000 Y YAP 46I . . . . . . . £1,800 2 YML . . . . . . . . £5,500 YRV I . . . . . . . £15,500 308 YTB . . . . . . £2,000 XI0 YYY . . . . . . . £750
REDUCED REGMARKS ANN 7S . . . £8,000 II0 BH . . . . . £5,900 650 GH . . . . . SOLD 880 GM . . . . . SOLD 550 LH . . . . £5,800 I02 SG . . . . £8,000 I02 SH . . . . . £9,800
ROAD TEST ROAD TEST
INDEX To
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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
A5 S5 AAABC 11.1.17 A5 Sportback 2.0 TFSI S line AAABC 8.3.17 22.3.17 A6 40 TDI S line Avant AAAAC 14.11.18 5.1.22 50 TFSIe S Line Quattro AAAAC A L FA R O M E O RS6 Avant Carbon Black AAAAC 11.3.20 Giulia Quadrifoglio AAAAB 29.3.17 A7 Sportback 50 TDI Sport AAABC 11.7.18 3.1.18 A8 L 60 TFSIe Sport quattro AAABC 17.6.20 Stelvio 2.2D 210 Milano AAABC 9.1.19 TT RS AAAAC 7.12.16 Quadrifoglio AAAAC 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 28.10.20 B M W DBX AAAAB 1 Series 118i M Sport AAAAC 30.10.19 AUDI 1.6.22 2 Series 220i Coupé AAAAC A1 Sportback 35 TFSI S line AAABC 2.10.19 M2 CS M-DCT AAAAB 19.8.20 18.11.20 218i Gran Coupé M Sport AAACC 8.4.20 A3 Sportback S3 AAABC 18.9.19 3 Series 320d M Sport AAAAA A4 S4 TDI AAAAC 15.5.19 14.2.18 330d xDrive M Sport AAAAB 15.1.20 RS4 Avant AAAAC
ABARTH
124 Spider AAAAC
330e M Sport AAAAB 1.7.20 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 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
CHEVROLET Corvette LT3 Coupé AAAAC
Rio 1.0 T-GDI 3 Eco AAABC 1.3.17 29.8.18 Ceed 1.6 CRDi 115 2 AAABC 27.2.19 Proceed 1.4 T-GDi AAABC 20.11.19 Xceed 1.4 T-GDi AAABC 31.8.16 Niro 1.6 GDI DCT 2 AAABC 1.5.19 e-Niro First Edition AAAAB EV6 77.4kWh GT-Line RWD AAAAB 12.1.22 15.6.22 Sportage 1.6 HEV 2WD 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 9.3.16 Range Rover Velar D240 AAABC 30.8.17 Range Rover Sport 3.0 TDV6 AAAAB 2.10.13 SVR AAAAA 15.4.15 22.6.22 Range Rover D350 HSE AAAAB 13.7.22
CITROEN
LEXUS
C3 Aircross Puretech 110 AAABC 7.3.18 LC 500 Sport+ AAAAC 18.10.17 26.5.21 NX 350h Prem’m Plus Pack AAAAC 16.3.22 C4 Puretech 130 Auto AAACC 18.2.15 C5 Aircross BlueHDi 180 AAABC 13.2.19 RC F AAACC 6.2.19 ES 300h Takumi AAABC CUPRA 6.6.18 LS 500h Premier AWD AAACC Born 204 58kWh V3 AAABC 6.7.22 8.9.21 L O T U S Leon 310 VZ3 Estate AAAAC 27.7.22 Elise Cup 250 AAABC 29.6.16 2.0 TSI 245 VZ2 AAAAC 23.1.19 Exige Sport 390 Final Edit’n AAAAB 21.7.21 Ateca 2.0 TSI 4Drive AAABC 3.2.21 Formentor 2.0 TSI VZ2 AAAAB
M A S E R AT I
DACIA
Ghibli Diesel AAABC Sandero Stepway TCe 90 AAAAC 28.4.21 Quattroporte Trofeo AACCC Duster SCe 115 Comfort AAAAC 22.8.18 Levante Diesel AAACC Jogger 1.0 TCe 110 Comfort AAAAB 20.4.22 S Granlusso AAABC
DALLARA
12.3.14 4.8.21 30.11.16 8.5.19
MAZDA
Stradale AAAAB
16.10.19 2 1.5 Skyactiv-G SE AAAAC 22.4.15 6.11.19 3 2.0 Skyactiv-X AAAAC DS 2.9.15 MX-5 1.5 SE-L Nav AAAAB 3 Crossback Puretech 155 AAACC 10.7.19 MX-30 145PS AAABC 10.3.21 29.6.22 CX-5 2.2D Sport Nav AAAAC 28.6.17 4 E-Tense 225 AAABC 7 Crossback Puretech 225 AAABC 19.9.18 2.2.22 M c L A R E N 9 E-Tense 225 AAABC 570S 3.8 V8 AAAAA 30.3.16 FERRARI 22.5.19 600LT Spider 3.8 V8 AAAAB 488 Pista AAAAB 7.8.19 620R 3.8 V8 AAAAC 23.12.20 25.7.18 GT 4.0 V8 AAABC 27.1.21 812 Superfast AAAAC 3.11.21 720S 4.0 V8 AAAAA SF90 Stradale AAAAC 24.5.17 Senna 4.0 V8 AAAAA 10.10.18 F I AT P1 AAAAA 7.5.14 Panda 4x4 Twinair AAAAB 17.4.13 26.2.14 M E R C E D E S - A M G 500 Abarth 595 AAAAC 26.1.22 A-Class A45 S 4Matic+ Plus AAAAB 4.3.20 Icon 42kWh AAAAC 3.6.15 C-Class C63 AAAAB FORD 24.4.19 C63 S Coupé AAAAB Fiesta 1.0T Ecoboost AAAAC 9.8.17 CLS 53 4Matic+ AAAAC 17.10.18 15.8.18 EQS 53 4Matic+ AAAAC 8.6.22 ST-3 1.5 T Ecoboost AAAAB 20.2.19 GT R AAAAB 10.5.17 Focus 1.5 Ecoboost 182 AAAAB 11.9.19 GT 4-Door Coupé 63 4Matic+ AAAAB ST AAAAC 14.1.15 13.3.19 Mondeo 2.0 TDCi AAAAC 6.7.16 Mustang 5.0 V8 GT F’back AAAAC 24.2.16 SLC 43 AAABC 5.12.18 GLC 63 S 4Matic+ AAABC 13.6.18 Bullitt AAAAC 14.10.20 Mustang Mach-E Extended Range RWD GLE 53 4Matic+ AAABC AAAAC 23.6.21 27.4.22 M E R C E D E S - B E N Z GT AWD AAACC 25.3.20 A-Class A200 Sport AAAAC 4.7.18 Puma 1.0T 125 MHEV AAAAB 24.3.21 A250e AMG Line Premium AAACC 5.8.20 ST AAAAC 3.4.19 Kuga 2.5 PHEV ST-Line AAABC 24.6.20 B-Class B180 Sport AAAAC 28.8.19 CLA 250 AAACC 21.8.19 Ranger Raptor AAAAC C-Class C300e AMG Line AAAAB 4.5.22 GENESIS 14.6.17 E-Class E400 Coupé AAAAC G70 2.2 CRDi Luxury Line AAABC 10.11.21 E300 Cabriolet AAABC 6.10.21 6.4.22 GV80 3.0D Luxury 5-Seater AAABC 15.9.21 S-Class S580e L AAAAB 17.11.21 EQA 250 AAACC HONDA 18.5.22 EQB 300 4Matic AAABC E Advance AAABC 26.8.20 GLB 220d 4Matic AAABC 16.9.20 10.2.16 Jazz 1.5 i-MMD Hybrid EX AAABC 7.10.20 GLC 250d AAAAC 19.4.17 G-Class G350d AMG Line AAAAC 17.7.19 Civic 1.5 i-VTEC Turbo AAAAC 25.10.17 GLS 400d AAABC 12.2.20 2.0 Type R GT AAAAB 12.7.17 X-Class X250d 4Matic AAABC 20.6.18 Clarity FCV AAAAC 24.11.21 HR-V e:HEV AAABC 7.11.18 M G CR-V 1.5T EX CVT AWD AAABC 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
JAGUAR
F-Type V8 S Convertible AAAAC 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
12.6.13 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
MORGAN Plus Four AAABC 3 Wheeler AAAAA
Stinger 2.0 T-GDI GT-L S AAABC
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 JEEP Qashqai 1.3 DIG-T 158 AAAAC Compass 2.0 M’jet 4x4 L’d AAACC 3.10.18 GT-R Recaro AAAAB 4xe S AAACC 16.2.22 Renegade 4xe Trailhawk AAACC 30.6.21 N O B L E Wrangler 2.2 M’Jet-II Ov’d AAAAC 10.4.19 M600 AAAAB
KIA
14.3.18 16.4.14
26.4.17 27.3.19 29.1.20 28.7.21 16.11.16 14.10.09
PEUGEOT 25.4.18 208 e-208 Allure Premium AAAAC 6.5.20
308 1.2T Puretech 130 GT AAAAC 508 GT BlueHDi 180 AAAAC Hybrid 225 Allure SW AAAAC PSE Hybrid4 SW AAAAC 2008 e-2008 GT Line AAABC 3008 1.6 BlueHDi GT Line AAABC 5008 2.0 BlueHDi GT Line AAABC
25.5.22 24.10.18 8.7.20 5.5.21 30.9.20 18.1.17 1.11.17
P O L E S TA R 1 AAAAC
PORSCHE 718 Boxster AAAAB Spyder AAAAB Cayman S AAAAB Cayman GTS AAAAB 911 GT2 RS AAAAC Carrera S AAAAB GT3 PDK AAAAB Cayenne Turbo AAAAC Turbo S E-Hybrid AAABC Turbo GT AAAAC Taycan Turbo S AAAAA
R E N A U LT Clio TCe 100 Iconic AAAAB Mégane 1.5 dCi Dyn. S Nav AAACC E-Tech Plug-in Hybrid 160 AAACC RS Trophy-R AAAAC Grand Scénic dCi 130 Nav AAABC Kadjar dCi 115 Dyn. S Nav AAAAC Arkana E-Tech Hybrid 145 AAABC Captur 1.3 TCe 130 EDC AAABC
21.10.20
T OYO TA
11.5.22 8.6.16 23.9.20 1.4.20 3.3.21 10.8.16 5.6.19 9.5.18 4.7.12 18.7.18 16.3.16 29.5.19 16.6.21 11.8.21 4.1.17 5.9.18 14.8.19 27.5.20 20.7.22 VA U X H A L L 22.1.20 29.7.20 Corsa 1.2T 100 auto AAABC Crossland X 1.2T 130 Elite AAACC 7.6.17 30.9.15 Astra 1.6 CDTi 136 SRi AAAAC 27.11.19 ST CDTi Biturbo SRi 137 AAAAC 13.4.16 17.8.16 Combo Life 1.5 TD 100 Energy AAABC27.12.18 29.9.21 Insignia Sports Tourer 2.0 Biturbo D GSI 23.10.19 AAACC 30.5.18 25.1.17 Mokka 1.2 Turbo 130 auto AAABC 12.5.21 21.10.15 Grandland X Hybrid4 AAACC 22.4.20 13.10.21 VXR8 GTS-R AAAAC 10.1.18 18.3.20
VOLKSWAG EN
4.4.18 13.1.21 21.5.14 1.6.16 19.2.20
S E AT Ibiza SE Technology 1.0 TSI AAAAB 19.7.17 2.12.20 Leon eHybrid FR AAABC Arona SE Technology 1.0 TSI AAAAC 15.11.17 19.10.16 Ateca 1.6 TDI SE AAAAB
SMART Forfour Electric Drive AABCC
TESLA Model 3 Standard Range Plus AAAAC4.9.19 20.4.16 Model S P90D AAAAB Model Y Long Range AWD AAAAC 23.3.22 15.2.17 Model X 90D AAAAC Aygo X Limited Edition AAABC Yaris 1.5 Hybrid Design AAAAC GR Yaris Circuit Pack AAAAA Corolla 2.0 Hybrid ST AAAAC GT86 2.0 manual AAAAA Prius Business Edition AAAAC Mirai Design Premium AAAAC C-HR Excel 1.8 Hybrid AAAAC GR Supra Pro AAAAC
R O L L S - R OYC E Phantom AAAAA Ghost AAAAB Wraith AAAAB Dawn AAAAC Cullinan Black Badge AAAAC
SUZUKI Swift 1.0 SZ5 AAABC 17.5.17 Across 2.5 PHEV E-Four CVT AAAAB 7.4.21
23.8.17
SKODA
Up GTI 1.0 TSI 115 AAAAC 21.3.18 31.1.18 Polo 1.0 TSI 95 SE AAAAB 1.8.18 GTI AAAAC Golf 1.5 eTSI 150 Style DSG AAAAB 22.7.20 14.4.21 R AAAAC ID 3 Pro Performance Life AAAAC 31.3.21 27.10.21 ID 4 GTX Max AAABC T-Roc 2.0 TSI SEL 4Motion AAAAB 24.1.18 Cabriolet 1.5 TSI Evo DSG AABCC 10.6.20 27.9.17 Arteon 2.0 BiTDI 240 AAABC 9.6.21 eHybrid Shooting Brake AAABC 4.2.15 Passat 2.0 TDI 190 GT AAAAC 7.9.16 GTE AAAAC 3.2.16 Touran 2.0 TDI 150 SE AAAAC 22.6.16 Tiguan 2.0 TDI 150 SE AAAAB Caravelle 2.0 BiTDI Exec. AAAAC 23.12.15 Touareg 3.0 TDI R-Line Tech AAABC 8.8.18 2.1.20 Grand California 600 AAABC Transporter Kombi SWB AAACC 30.3.22
Fabia 1.0 TSI 95PS AAAAB 9.2.22 31.7.19 Scala 1.5 TSI 150 DSG AAABC Octavia 2.0 TDI 150 SE L First Edition 2.9.20 V O LV O DSG Estate AAAAC 17.2.21 C40 Recharge Twin Ult’ate AAABC 13.4.22 2.0 TDI vRS AAAAC Superb 1.4 TSI iV 218 SE L AAAAC 26.2.20 XC40 D4 AWD First Edition AAAAB 7.2.18 24.12.19 Karoq 2.0 TDI 150 Scout AAABC 30.1.19 S60 T8 Polestar En’d AAABC 18.8.21 V60 D4 Momentum Pro AAAAC 27.6.18 Enyaq iV 80 AAAAC 23.11.16 XC60 D4 AWD R-Design AAABC 5.7.17 Kodiaq 2.0 TDI Edition AAAAC 13.7.16 2.0 TSI 245PS vRS 4x4 AAABC 23.2.22 S90 D4 Momentum AAAAC V90 T6 Recharge R-Design AAAAB 11.11.20 S S A N G YO N G 17.6.15 XC90 D5 Momentum AAAAC Tivoli XLV ELX auto AAACC 14.9.16
WESTFIELD
SUBARU XV 2.0i SE Lineartronic AAACC
28.2.18
Sport 250 AAAAC
29.11.17
ZENOS E10 S AAAAB
7.10.15
GREATEST ROAD TESTS OF ALL TIME
VOLKSWAGEN PHAETON W12 TESTED 18.6.03
VW’s desire to compete in the luxury limo market created this high-tech W12 giant, but it fell woefully short of the long-established competition. Built from two VR6 engines running a common crankshaft, the relatively compact, allaluminium, 48V W12 produced 414bhp. A five-speed automatic gearbox fed a Torsen diff that split drive 50:50 front to rear in normal driving. The platform was adapted from Audi’s A8, but steel body panels contributed to a 2434kg kerb weight. Among limos, only the twin-turbo V12 Mercedes S600 accelerated faster. However, engine refinement was generally poor. Brakes were initially strong but soon faded. The air-sprung suspension was competitive only when pushing hard in Sport mode. The rest of the time it was too harsh and jittery. The variable-speed steering was vague, too. Healthy kit, ample leg room, a big boot and comfy seats were
highlights of the double-glazed interior, but drab design and a lack of perceived quality disappointed, as did its fuel economy and residual forecasts. FOR Exclusivity, performance, equipment AGAINST Inconsistent ride, thirst, steering FACTFILE
Price £68,260 Engine W12, 5998cc, petrol Power 414bhp at 6000rpm Torque 406lb ft at 3000rpm 0-60mph 5.9sec 0-100mph 14.8sec Standing quarter mile 14.4sec, 99mph Top speed 166mph Economy 15.6mpg WHAT HAPPENED NEXT?
Despite subsequently sharing its platform and engine with Bentley’s Continental models, the Phaeton was never more than an also-ran in the UK’s limo market. V6 and V8 petrols and a 5.0-litre V10 diesel were also offered but a 3.0-litre TDI V6 later became the sole UK choice. Production ended in 2016. VW has recently released photos of the Phaeton’s intended replacement but the car never made it to market.
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SLIDESHOW The greatest Britishdesigned car engines he UK had an automotive industry established as early as the 1890s. Since then, the nation has made cars to varying degrees of quality, and the same applies to engines. Some were easily forgettable, while others stood comparison with the best made anywhere in the world. Here, we present seven engines that happen to be British but of which any car-building country would be proud.
T
Rolls-Royce L-series After producing a V8 engine in tiny numbers in 1905, Rolls-Royce returned to the configuration with the 6.25-litre L-series, which made its debut in the 1959 Silver Cloud and Phantom V. It was also fitted to the Bentley S2. The engine was expanded to 6.75 litres in 1968 and would eventually have its power output boosted from an initial 172bhp to 530bhp. Further developments included turbocharging for Bentley models, starting with the Mulsanne Turbo in 1982. When the two companies split at the turn of the century, only Bentley was able to continue using the engine, which lasted until 2020 in the Mulsanne. Around 36,000 L-series engines were made, and the majority of them will still be in existence.
DAVID FINLAY
Aston Martin V8
BMC A-series
Ford Kent
Tadek Marek was responsible for the engine that replaced his own straight six at Aston Martin. He again created an alloy unit with twin overhead camshafts, but this one had a V8 configuration, and it started at a muscular 5.3 litres. Subsequent developments included capacity increases and the addition of two superchargers, the latter raising the output to 550bhp. After making its debut in the 1969 DBS, the engine was finally discontinued at the turn of the century.
The British Motor Corporation’s A-series engine made its debut in the Austin A30 of 1951 and, having received a major reworking in 1980, becoming the A-Plus, wasn’t discontinued until production of the Mini came to an end in 2000. It powered an extraordinary number of models, including several sports cars and cars from many small-scale specialists. Its many competition successes included three outright victories in the Monte Carlo Rally during the 1960s.
Despite at least two famous offshoots, the Ford Kent was a successful and long-lived engine in its own right. It made its debut in 997cc form in the 1959 Anglia and appeared in almost every small or medium-sized Ford for many years afterwards. The original cylinder head was replaced by one of crossflow design in 1967. Versions suitable for front-wheel-drive vehicles began to appear in 1976 with the Ford Fiesta, and it was also used by Caterham, Lotus, Morgan and TVR.
Jaguar V12
Lotus Twin Cam
Mercedes-AMG HPP V6
Jaguar had been considering a V12 for many years before finally putting one into production in 1971. The V12 E-Type arrived that year, followed in 1972 by the XJ12. Initially 5.3 litres, it had been extended to 6.0 litres by the time it was retired in 1997. Racing versions were enlarged further to 7.0 litres. V12 Jaguars won the European Touring Car Championship in 1984 and the World Sports Car Championship in 1987, 1988 and 1991.
Like the Cosworth BD, the Lotus Twin Cam was a derivative of the Ford Kent. It had twin overhead camshafts that, unusually, operated only two valves per cylinder. It made its debut in the 23 racer and Elan roadster in 1962 and later powered both iterations of the Lotus Cortina and the first Ford Escort Mexico. Lotus added the Twin Cam to its Europa range in 1971. It was also used in a great many single-seaters and other competition cars.
Every current Formula 1 car uses a 1.6-litre turbo V6 paired with electric motors to form a hybrid powertrain. From the introduction of this requirement in 2014 until the end of 2020, the constantly developing Mercedes-AMG system played a huge part in the Silver Arrows winning 103 of the 140 grands prix held. Mercedes may be German, but this hardware comes from its UK-based HPP division (formerly Ilmor).
82 AUTOCAR.CO.UK 27 JULY 2022
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