THIS WEEK
‘It makes you know a little better what it’s like to be a Weetabix’
34
Issue 6508 | Volume 312 | No 1
NEWS
COMMENT
Lotus Eletre Fast, high-tech, Urus-sized electric SUV 4 Honda’s second EV Small SUV previewed; due 2023 10 Kia EV9 Large flagship now set to come to Europe 12 Ola Electric Indian start-up to sell EV line-up in UK 14 PHEV eco rethink EU efficiency test under scrutiny 16 VW Group profits up Key figures from latest results 18
TESTED
CAN LOTUS EMULATE PORSCHE’S EXAMPLE? CADILLAC’S 668BHP M5 RIVAL UNLEASHED 26
Cadillac CT5-V Blackwing 668bhp V8 swansong 26 Cadillac CT4-V Blackwing M3 Competition rival 28 Alpine A110 S Better for or spoilt by latest revamp? 29 Audi R8 V10 Performance RWD The last of the line 30 Nio ET7 EV eyes Tesla Model S with 438-mile range 31 Mercedes C220d Estate Doubles that ET7’s range 32 Volkswagen Golf R Estate World’s best all-rounder? 33 VW Transporter Sportline Kombi SWB ROAD TEST 34
FEATURES BMW M240i vs rivals Coupé takes on Porsche, AMG 42 Next slide, please Lamborghinis let loose on the ice 50 Wing it We fly an electric plane (and drive an Enyaq) 52 Sierra RS500 Cosworth Group A continuation run 54
LAMBORGHINIS ON ICE: WE TAKE A HOLIDAY 50
OUR CARS Ford Puma ST Performance crossover makes debut 62 Honda HR-V Technology glitches prove frustrating 63 Dacia Duster £20k diesel SUV; plus VW ID 3 update 64
EVERY WEEK Jesse Crosse How simulators make EVs drive better 13 Matt Prior Enough with the touchscreens already 15 Jim Holder Renault and Russia: it had to call a halt 19 Steve Cropley Two sports cars, Mk1 Civic, size issue 21 Damien Smith Comeback kids Magnussen and Jani 22 Subscribe Save money and get exclusive benefits 24 Autocar Archive Access 125 years of issues for free 56 Your Views Cost of petrol vs electric; chip shortage 58 On this day Best family 4x4 in 1987, plus WTCC spat 61 Slideshow Great examples of the wedge-shaped car 82
BMW M240i COUPE vs CLA 45 S AND CAYMAN 42
DEALS
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THESE SCREENS ARE BEING ASKED TO DO TOO MUCH. IT’S DISTRACTING. IT’S DANGEROUSa
James Ruppert Laguna, 6 Series, Rover Streetwise 66 Cult hero Alfa Romeo GTV: a £2k slice of 1990s cool 68 As good as new Bag a Mk2 Jeep Compass for £14k 70 Take it or leave it VX220, Juke, CR-Z, Alfa Giulietta 71 New cars A-Z Key car stats, from Abarth to Zenos 72 Road test index Track down that road test here 81 Autocar, ISSN number 1355-8293 (USPS 25185), is published weekly by Haymarket Media Group, Bridge House, 69 London Road, Twickenham TW1 3SP, United Kingdom. The US annual subscription price is $199.78. Airfreight and mailing in the USA by agent named WN Shipping USA, 156-15, 146th Avenue, 2nd Floor, Jamaica, NY 11434, USA. Periodicals postage paid at Jamaica NY 11431. US Postmaster: Send address changes to Autocar, WN Shipping USA, 156-15, 146th Avenue, 2nd Floor, Jamaica, NY 11434, USA. Subscription records are maintained at Haymarket Media Group, Bridge House, 69 London Road, Twickenham TW1 3SP, United Kingdom. Air Business Ltd is acting as our mailing agent. Autocar is published by Haymarket Automotive, Bridge House, 69 London Road, Twickenham, Middlesex, TW1 3SP, UK, haymarketgroup.com Tel +44 (0)20 8267 5000 Autocar magazine is also published in China, Greece, India, Indonesia, Japan, Korea, Malaysia, Philippines and Thailand. Autocar is a member of the Independent Press Standards Organisation (IPSO). We abide by the Editors’ Code of Practice and are committed to upholding the highest standards of journalism. If you think we haven’t met those standards and want to make a complaint, contact autocar@haymarket.com. For more information, contact IPSO on 0300 123 2220 or visit www.ipso.co.uk
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MATT PRIOR SAYS CAR MAKERS NEED TO RETHINK THE USE OF TOUCHSCREENS 15
COVER STORY
JUST THREE WEEKS after our first verdict on the brilliant new Lotus Emira sports car, we bring you news of another remarkable leap forward for a Norfolk firm that, until its current owners arrived, had spent much of its recent history in survival mode. It is not hyperbole to brand the Eletre (see p4) as the most radical Lotus ever made. It isn’t a sports car, supercar or even a saloon or coupé, but an SUV. Such a model from Lotus would be radical enough on its own but – bombshell number two – this is an SUV that’s electric powered. It’s a big, family-friendly SUV at over five metres long, and it’ll be built not at Hethel but in China. Ready for a lie down? Lotus enters true unknown territory with the Eletre. Yet while the car opens up the brand to a whole new audience, Lotus is not leaving behind what has made it so special with its driver’s sports cars, as the Emira shows. That the Emira and Eletre arrive so close together is a statement of the two-pronged Lotus we can expect in the future: a maker of more usable cars with much broader appeal that are still rooted in the firm’s dynamic DNA, alongside a range of ever-better sports cars to give the brand a halo effect. Which sounds a lot like Porsche… And there are worse brands to emulate.
Mark Tisshaw Editor mark.tisshaw@haymarket.com @mtisshaw
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Autocar is a member of the organising committee of Car Of The Year caroftheyear.org
FULL DETAILS OF THE SHOCK NEW LOTUS SUV 4
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N E WS G O T A S T O RY ?
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EXCLUSIVE PICTURES
Eletre SUV marks Lotus’s shift to high-tech EV maker All-new EV will arrive next year as an Urus-sized, tech-rich, high-performance SUV
T
he Eletre begins Lotus’s reinvention as an electric performance vehicle firm offering a breadth of cars, rather than just the sports cars for which it is traditionally known. The SUV is the first of four
4 AUTOCAR.CO.UK 30 MARCH 2022
EVs set to arrive by 2025 from the Geely-owned British brand. Until now, the Eletre was codenamed Type 132 and the subsequent electric models are currently known as Type 133, Type 134 and Type 135, the last of which is the Evija hypercar.
The Eletre has almost exactly the same footprint as the Lamborghini Urus, at 5105m long, 2131mm wide and 1630mm tall, but is roomier thanks to its long wheelbase. It is therefore a large car that caters to demand in
China and the US (two crucial markets), although Lotus is also confident of strong uptake in mainland Europe and the UK. There are no true rivals yet. The Urus is the most similar but is petrol engined, while the upcoming Ferrari Purosangue
will be hybrid only. The Porsche Taycan is the closest competitor, but that’s a saloon rather than an SUV. The Eletre’s platform is all new and created by Lotus, rather than adapted from existing Geely hardware.
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Lotus said the target is a top speed of 162mph and sub-3.0sec time for the 0-62mph sprint
THE FIVE LOTUS EVs DUE BY 2027
a 2022 Evija The ultimate halo model, the Hethelbuilt Evija is a near2000bhp hypercar. Only 170 examples will be built.
2023 Eletre Lotus’s first seriesproduction EV is an Audi E-tron-rivalling SUV with an obvious dynamic focus.
2023 Type 133 A sporty saloon. Described as large but much lower than the Eletre, it will be a direct rival to the Porsche Taycan.
That means the aluminium architecture, which can be applied to smaller and possibly slightly bigger models, must be used widely to justify the investment. As well as being adopted by the other known upcoming models and no doubt more in the future, Lotus will also sell it to other car makers to recoup costs. It expects to announce several significant deals in the coming months. Called the Electric Premium Architecture (EPA), the skateboard-style design is easily adaptable not only to different sizes of car but also to different battery sizes, electric motors, component layouts and intelligent driving technologies. The Eletre, whose name means ‘coming to life’ in ◊
2024 Type 134 This crossover, sitting between the Eletre and Type 133, is predicted to be the best-selling (and cheapest) of this medium-term line-up.
Cabin is high-tech; infotainment “sets new standards”
2026 Type 136 The spiritual successor to the Elise sports car is being engineered in partnership with Alpine (to replace its A110) and will be built in the UK.
30 MARCH 2022 AUTOCAR.CO.UK 5
Δ Hungarian, will be offered in three forms, with differences in performance and specification but always four-wheel drive. Confirmed technical figures are not yet available, but Lotus said the target is a top speed of 162mph and a sub-3.0sec time for the 0-62mph sprint. Every Eletre will have a battery capacity of more than 100kWh and power upwards of 592bhp. Maximum range is 348 miles and a full recharge will be possible in 18 minutes from a 350kW charger. Air suspension, active aerodynamics and active ride height will be standard, while options will include active dampers, active rear-axle steering and torque vectoring via an electronic limited-slip differential. Lotus said every Eletre will come “with exceptional dynamics, outstanding comfort and true Lotus performance”. DESIGN The Eletre was designed at the Lotus Technology Creative Centre (LTCC) in Coventry, Warwickshire – the firm’s new design hub for its ‘lifestyle’ cars, which opened four years ago and now has 120 staff. Sports cars are still designed at Lotus headquarters in Hethel, Norfolk.
PORSCHE TAYCAN TURBO
LOTUS ELETRE
VS POWER
592bhp 617bhp 162mph* 161mph 3.0sec* 3.0sec TOP SPEED
0 - 60MPH
In China – a core market for the Eletre – Lotus buyers are half the age of those in the US and Europe.
B AT T E RY
100kWh* 93kWh 348 279 RANGE IN MILES
T O P C H A R G E R AT E
350kW 270kW *Estimated It has a cab-forward stance, a long wheelbase and very short front and rear overhangs. The compact bonnet echoes styling cues from Lotus’s historic mid-engined layout. LTCC boss Ben Payne, who led the Eletre’s design, said: “We have tried to push the nose forward and have a very short hood and a very sharp nose, all of which helps make the
Active aero helps to improve dynamics and efficiency
Stylistic cues from the Evija and Emira feature throughout
Rear will house two seats in China but three for Europe 6 AUTOCAR.CO.UK 30 MARCH 2022
product look longer, lower and sleeker than it really is.” There are a number of nods to Lotus’s most recently shown sports cars, including the sharp edges at the front, which are reminiscent of the Emira and Evija. The glass canopy on top of the body is also intended to mimic the Evija, said Payne. An important aerodynamic feature of the design, according to Lotus, is ‘porosity’ – how air flows through the car as well as under, over and around it, enabling less resistance and more efficiency for range, speed and performance. As seen on the Emira and Evija, air is channelled under the leading edge, emerging through two vents into
NEWS
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Maximum range is 348 miles and a full recharge will be possible in 18 minutes from a 350kW charger a
the bonnet. There are also examples of this behind the front wheel arches, behind the rear wheels and at the top of the D-pillar. Lotus is trying to push the boundaries with lighting on the Eletre, said Payne: “Audi plays [lighting] very well. The Eletre’s lights flick like the winglet of a plane. The main beam light function is hidden.” At the rear, the full-width ribbon light is red when the car is moving. It curves into the air outlets from the wheel arches for another similarity to the Emira and Evija. It can also appear orange or green, indicating the battery charge. “It’s about utilising the technology,” said Payne, “and asking ourselves: ‘Can we make
two functions of one light?’” The rear also incorporates a carbonfibre, three-stage deployable, split, roof-mounted spoiler that is intended to evoke race car winglets. The central part is absent in order to save weight – one of several ways Lotus has sought to promote its trademark emphasis on lightness. Other examples include putting the charging port on the front wing, which means electricity coming into the car will be as close as possible to where it is required, cutting down on unnecessary internal cabling and the extra weight that this would entail. The only design element that will not make production from this near-production car is ◊
IS LOTUS AHEAD OF THE CURVE? R ACH E L B U RG ESS
Lotus’s ability to deliver the Eletre in under three years is remarkable given the average time of six to eight years at much larger, massmanufacture car firms. You sense that has meant many sleepless nights for all involved, exacerbated by a not inconsiderable amount of pressure from the Geely owners to hit such a target – but, by Jove, they’ve done it. In that time, not only has Lotus built a design centre from scratch and the team within it to design the car, but
it has also created a bespoke electric platform, rather than one poached from elsewhere in the Geely empire. Now that the Coventry design base for non-sportscar Lotuses is up and running, you would hope that the task of creating the Type 133 and Type 134 might be slightly less stressful. Even so, it won’t be a breeze: the 133 is due in 2023 and the 134 in 2024, which still means incredibly swift turnaround times compared with industry averages. A
version of the Type 133 was hidden away from our prying eyes when we visited, so it’s clearly under way. The first Eletres are due to be delivered next year. Lotus has shown the design and technology intent of the Eletre with this nearproduction concept. Now it must deliver the quality and performance expected of any car at this level of the market. Anything less will quickly leave a bitter taste, however impressive the car’s development has been.
30 MARCH 2022 AUTOCAR.CO.UK 7
A focus on advanced aero and distinctive lighting feature at the front
Short overhangs and a long wheelbase add up to 5105mm overall Δ the lines of
Q & A B E N PAY N E , M A N A G I N G D I R E C T O R , LT C C What was the biggest challenge with the Eletre? “Balancing everyone’s expectations. It’s critical for the success of the brand. It must appeal to the 22-yearold hyper-rich Chinese buyer versus someone who has owned 10 Lotus sports cars. It’s a hell of a responsibility taking a heritage brand like Lotus and balancing the product so it appeals to a huge customer base.” How quickly did you turn the car around? “Six months ago, this car was unrecognisable and
8 AUTOCAR.CO.UK 30 MARCH 2022
now it’s tooled. Traditionally, product development takes eight years. When you have a tech-laden product such as the Eletre, the tech moves fast. Our processes are now solidified. We’ve delivered one car, so it should be easier with the second and third car.” What’s the spirit of the Eletre in your mind? “It is about pushing the boundaries and going about things slightly differently. It comes back to the brand. What was the ethos of Lotus? What was Colin Chapman
trying to do? We look back for the mentality of Lotus rather than for styling direction. When we say ‘lifestyle products’, it’s something that has the emotion of Lotus but is also practical for every day. But it can’t be all things to all people. The brand represents something progressive.”
The Lotus badge seen on the Eletre has been simplified in the past couple of years so that the logo appears better in digital form.
light on the door handles. The 23in wheels pictured will be offered, alongside a 22in set.
TECHNOLOGY Lotus hasn’t traditionally been at the forefront of technology innovations, but it is seeking to change that with the Eletre. It has placed the world’s first deployable lidar sensors around the Eletre’s exterior, which enables it to offer levelfour self-driving capability where this is allowed – namely China, which is ahead of the West on vehicle autonomy use. The hidden sensors emerge from the top of the windscreen and wheel arches when wanted. (The rear sensor is fixed.)
Meanwhile, each door mirror is replaced by Lotus’s new Electric Reverse Mirror Display, which houses three cameras – one for the internal rear-view ‘mirror’, one to contribute to a 360deg view of the car and one as part of the intelligent driving technologies. This step-change continues inside the Eletre, where the infotainment experience is claimed to set “new standards in the automotive world”. Below the instrument panel is a blade of light that changes colour to communicate with occupants – for example, if a phone call is received. Rather than a traditional instrument cluster binnacle, there is a slim strip (less than 30mm
NEWS W H E N L O T U S D I D T H I N G S D I F F E R E N T LY
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Customer deliveries of the Eletre, which will cost from under £100,000, start in 2023 a 1979 Talbot Sunbeam Lotus Here was a Hethel-fettled hot hatch with a 2.2-litre twin-cam slant four sending 140bhp to the rear and a sub-tonne kerb weight – an unimaginably attractive proposition. We found it “went extraordinarily well” but felt let down by its sub-par economy, poor refinement and propensity for understeer.
1989 Lotus Elan (M100) A dalliance with front-wheel drive for Lotus’s would-be Mazda MX-5 killer. It never matched the sales of its rival, but we still reckoned “you should sell your grandmother” to own one and labelled it a worthy bearer of the hallowed Elan name.
1990 Vauxhall Lotus Carlton Never before and perhaps never again will a car attract quite so much attention from outside the car world as did the Lotus Carlton. It was the ultimate Q car: a Vauxhall saloon with 377bhp and a Ferrari Testarossa-matching 0-62mph time. Motorway Patrol weren’t huge fans, but we were smitten.
tall) to display key vehicle and journey information. In the middle is a 15.1in landscape-oriented touchscreen that automatically folds flat when not required. Although everything can be controlled digitally or largely via voice control, certain key functions, such as heating, also have analogue switches. A camera in the dashboard observes where the driver is looking and adjusts screen brightness accordingly. For example, the screens connected to the door ‘mirror’ cameras are at 50% brightness until the driver looks at them to avoid unnecessary distraction. A dedicated smartphone app, 5G data compatibility and over-the-air software updates
are also part of the offering. The interior has a driverfocused cockpit and a high centre console inspired by the Emira and Evija and is intended to be “visually lightweight”. Lotus uses Kvadrat, a sustainable material, on some touchpoints and a wool-blend fabric on the seats that is 50% lighter than traditional leather. The Eletre will feature five seats, including a split, folding rear bench, except for in China, where it will have four seats. Combined boot and ‘frunk’ space will exceed 470 litres, beating the Taycan’s 447 litres. Payne said: “We tried to push it in terms of a premium interior and technology. The car can measure your body temperature. The introduction
of those products is key. It’s a big step-change for Lotus. “We’ve reduced mass where we don’t need it. For example, the middle section of the instrument panel isn’t needed. Lotus is a driver’s brand so we have a 15.1in touchscreen and we’re making sure it’s the bare minimum [in appearance] for the driver.” The Eletre will be built at the new Lotus site in Wuhan, China. Sales aspirations haven’t been shared, but the plant has annual capacity for 150,000 cars, to eventually include the Type 133 and 134, which could mean up to 50,000 Eletres. Customer deliveries of the Eletre, which will cost from under £100,000, start in 2023. RACHEL BURGESS
Light band can also glow green or orange to signal battery charge 30 MARCH 2022 AUTOCAR.CO.UK 9
New e:Ny1 previews a 2023 electric-powered small SUV
IMAGE
Electric Honda SUV due 2023 Firm’s second EV will be a compact family model and join an all-electrified line-up
H
onda will launch an electric small SUV next year based on the newly revealed e:Ny1 Prototype. The firm has also announced two more electrified models for 2023: a compact hybrid SUV and a new-generation CR-V, which will be offered with hybrid and plug-in hybrid powertrains. The Japanese car maker said the upcoming e:Ny1 will be “at the centre of Honda’s future product line-up” and offer “the unique blend of dynamics, technology and design for which Honda is known”. It added that the model will be “a great option for families looking for their first EV”. The latest hybrid-only Civic for Europe has also been revealed, which completes Honda’s plans to electrify its
entire mainstream line-up by the end of 2022 (see opposite). When the 11th-generation Civic arrives in the autumn, it will sit alongside the hybridised Jazz, Jazz Crosstar, CR-V and HR-V and the electric Honda E. The Honda E has proved popular with its retro looks since arriving in 2020 but has
limited appeal as a city car with 137 miles of range. The e:Ny1, which will be a similar length and width to the HR-V, will look to correct that as a familyfriendly car with a longer, as yet unconfirmed electric range. It will sit on a newly developed platform called e:N Architecture F that, said
New hybrid compact SUV is also due to arrive next year…
Honda, has been created for the new vehicle. However, economies of scale mean the platform is likely to be used in a number of future models. The second new model for 2023, a hybrid compact SUV, will be a similar size to the outgoing CR-V, rivalling the Kia Sportage and Toyota RAV4. In
…to take on the Toyota RAV4 and Kia Sportage
NO NEW ICE NISSANS AFTER NEXT YEAR
BERLIN MAKES ITS FIRST TESLA MODEL Y
Nissan has confirmed it will axe new purecombustion-engined models from next year and it expects 75% of its sales mix to be electrified models by 2026. The X-Trail will be the next model to get a hybrid variant.
The first Tesla Model Y to be made at the brand’s new Berlin Gigafactory has rolled off the line. CEO Elon Musk was joined by German chancellor Olaf Scholz to oversee the first 30 cars built at the €5 billion plant being handed over to customers.
10 AUTOCAR.CO.UK 30 MARCH 2022
turn, the new CR-V will grow to compete with Skoda’s Kodiaq. Honda expects its EV and fuel cell vehicles to make up 40% of sales by 2030 in Europe and 80% by 2035. It has committed to end the sale of combustion-engined cars globally by 2040. The firm said the next
NEWS New HR-V-sized EV will have a longer-legged range than a Honda E
EUROPE’S NEW CIVIC IS HYBRID BUT TYPE R TO STAY PURE-COMBUSTION THE NEW CIVIC, first revealed for the US market at the LA motor show last year, pairs a newly developed Atkinson-cycle 2.0-litre petrol engine with two electric motors to produce 181bhp and 232lb ft. The hybrid will emit less than 110g/km of CO2 , says Honda. The model’s design is evolutionary, although it adopts a fastback-style sloping roofline, ditching the current model’s prominent rear wing. Inside, it features
2024 LINE-UP
HONDA E
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The new models in 2023 set the course for the next generation of Honda cars a
stage in its electrification journey is using a “multipathway strategy” to achieve carbon neutrality by 2050. It plans to invest in “a range of zero-emission technologies, including solid-state batteries, swappable battery systems, carbon-neutral fuels and hydrogen cells”. Honda Europe senior vice-president Tom Gardner said: “The completion of our electrification goal marks a significant moment for Honda in Europe. However, we’re not resting on our laurels. “The new models we will introduce in 2023 set the course for the next generation of electrified Honda cars, all retaining engaging driving dynamics, comfort and exceptional usability.” RACHEL BURGESS
HONDA JAZZ
a minimalistic design similar to the HR-V. The upcoming Civic Type R will retain a pure-combustion
Q & A T O M G A R D N E R , S E N I O R V I C E- P R E S I D E N T, H O N D A E U R O P E How important is the Civic these days, when you consider the rise of SUVs, big Jazz volume and the move to fully electric? “Civic is one of our global pillars of the brand. It’s the North America Car of the Year for the second year running. There is a loyal understanding of the car in Europe and particularly in the UK [in which people know it] as a dynamic five-door hatchback. The sector still has a lot of appeal to people. And it is where the halo comes in terms of the Type R, which cascades down.”
HONDA e:NY1
HONDA HR-V
COMPACT SUV
HONDA CR-V
HONDA CIVIC
set-up, likely to be based on a tweaked version of the current car’s 316bhp turbo 2.0-litre four.
The new Civic Type R will arrive next year. What can you tell us about it? “More [information] will come in due course about the Type R. It fulfils a very important part of our DNA. The Type R is synonymous with Honda and our racing heritage is embedded in the product. It’s about putting a smile on your face. After my boss in Japan drove it, he sent me a text with a thumbs-up emoji, so that’s a very good sign.” Are you readying Honda for electric performance cars? “It’s too soon to say whether we would do [electric performance versions]. We will continue to package products that produce a joy of driving. We are looking to maintain dynamics and we have been praised on that with the Honda E.”
What can you tell us about the B-segment electric SUV? Does it look much like the similarly sized HR-V? “It will have some of the same heritage [as the HR-V]. It shares some family [design] traits. It’s a different platform, called the e:N Architecture F, which is focused on front-wheel drive and driving performance. It’s a full battery-electric vehicle, which moves us into a different segment appealing to families and a lifestyle proposition.” Honda is introducing a PHEV version of its upcoming CR-V. Are there plans to introduce more? “This is our first PHEV. CR-V is a sector where we see quite a lot of demand for that kind of product and we are delighted to be able to bring it to market. There is no statement about other [PHEV] products at the moment. Honda is pursuing a multi-pathway strategy towards net zero, which includes fuel cells, e-fuels, swappable batteries and more. This PHEV plays a part in that.”
would say ‘wow’. It evolved from the fact it needed to be true to Honda’s heritage and a flagship for our electrification intent.” How will Sony and Honda’s partnership affect the company in Europe? “The facts are still being ironed out on what happens next. The goal is to have the product on sale in 2025, which is an ambitious target. The intent is to sell in Japan, the US and Europe. The strengths of Honda is hardware and development of vehicles, as well as the customer care in our networks. From Sony, there is digitalisation and the new customer experience. “The partnership is one of several Honda has embraced. Honda has stood alone more than most, but now you see us regularly embracing new partnerships – for example, with General Motors, Google, Cruise and now Sony.”
Why did Honda start its EV push with a low-range city car, when most volume brands went for family SUVs? “An urban car was the most appropriate first battery EV for us. The last project leader’s goal for this product was that anybody who saw the Honda E for the first time
SKODA SET FOR ‘DRAMATIC CHANGE’
SPECIAL G-CLASS MARKS AMG’S 55TH
Skoda will launch a new design language later this year, described as “the most dramatic change for Skoda since joining the Volkswagen Group”. It will include a new brand design, vehicle design, model range and product positioning.
The Mercedes-AMG G63 Edition 55 has been unveiled to celebrate 55 years of the AMG brand. Available in black or white, it gets 22in grey wheels and gloss black exterior details. The twin-turbo 4.0-litre V8 petrol is unchanged from the G63.
30 MARCH 2022 AUTOCAR.CO.UK 11
Kia readies Range Rover rival Boldly styled EV9 electric large SUV will go on UK sale next year
OFFICIAL PICTURES
K
are set to be retained for the ia has confirmed that it production version. will offer the EV9 electric The EV9 is likely to have SUV in Europe and the a dual-motor powertrain UK from 2023 as its giving four-wheel-drive, new largest model. but an entry-level variant Previewed by the Concept with a single motor on the EV9 that was unveiled at the rear axle is a possibility. Los Angeles motor show late The E-GMP platform has an last year, it is similar in size to 800V electrical architecture, the US-only Telluride and was devised specifically to cater for enabling rapid charging at rates of up to the demand in that market 350kW. for large SUVs. But with European The growing calls for such design chief styling vehicles in Europe, Gregory Guillaume of the it will now be said Kia has “never done Concept offered for sale cookie-cutter design” and EV9 is here as well. each of its future EVs will described While the EV9 have its own distinct by Kia’s is unlikely to sell in character. great numbers in the UK due to its size, Kia believes that it can serve as a brand-building halo model by winning over buyers of Range Rovers and other large premium SUVs. The Concept EV9 uses the same Hyundai Motor Group EV-specific platform as the current Kia EV6 crossover, with its 4930mm length Infotainment and 3100mm wheelbase system will allow both the largest that can be you to add features achieved. Those dimensions
OFFICIAL PICTURE
Slimline seats enhance feeling of spaciousness
Gov’t promises 300k EV chargers by 2030 THE NUMBER OF EV chargers in the UK will increase tenfold by 2030 to a total of 300,000, the government has promised. That’s five times the number of fuel pumps and 10 times the number of chargers today. Westminster has announced a £500 million scheme (part of a £1.6 billion fund announced previously) to install “highquality, competitively priced” chargers across the country. Of that, £450m will go into
on-street charging and hubs; and £50m into researching local EV challenges and charger planning so future developments can complement other methods of travel. SMMT boss Mike Hawes said the strategy points in the right direction, but if “industry and consumers are to have the certainty they need to invest [in EVs], commensurate and binding targets must be set for infrastructure provision”.
Ferrari Purosangue breaks cover The first official image of the upcoming Ferrari Purosangue SUV has been published on the Italian company’s Instagram page, along with the words: “You’ve heard the rumours… and we’re delighted to confirm they’re true (some of them). All will be revealed later this year.” The picture of the front end reveals a long and low bonnet, hinting at a front mid-engined set-up reminiscent of the 812 Superfast grand tourer. A plug-in hybrid set-up derived from that of the new V6-powered 296 GTB sports car is due, plus electrified V8 and V12 variants.
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Scheme will enhance on-street charging to encourage EV uptake
Sources suggest the EV9 will have a 100kWh-plus battery, substantially bigger than the largest one (77.4kWh) currently used on the E-GMP platform.
Angular design is a departure from Kia’s current cars
NEWS European design chief, Gregory Guillaume, as being “a close preview” of the production version, albeit with some of the more outlandish features set to be scaled back. The bold, angular exterior styling is due to be retained, along with the ‘digital tiger face’ front end, which features customisable LED lights effectively hidden inside the bodywork in what Kia calls a ‘star cloud platform’. While the rear-hinged rear doors and lack of B-pillar featured on the Concept EV9 are unlikely to carry over to the production car, a number of internal features, including the stripped-back dashboard and seats with thin, angular headrests, are expected to be retained in some form. Significantly, the production version of the EV9 will be the first Kia to be offered with the firm’s Automode autonomous driving technology. It will also be designed to utilise both over-theair software updates and feature-on-demand (FOD), whereby owners can buy extra features and functions using the in-car connectivity. Like a number of other car makers, Kia is aiming for FOD to become a key part of its business model in the future, potentially allowing for cars to be sold in fewer variants, with owners then buying the specific functions they want. JAMES ATTWOOD
NEW CUPRA HYBRID SUV DUE 2024 Cupra will launch a new mid-size SUV in 2024 in both mild-hybrid and plug-in hybrid forms, the latter offering 62 miles of electric-only range. At 4.5m long (the same size as the Audi Q3 Sportback, alongside which it will be built), it will sit below the brand’s other upcoming SUV, the electric Tavascan. The radically styled Urban Rebel electric supermini will arrive in 2025.
Hybrid SUV (top) will arrive alongside electric Tavascan
UNDER THE SKIN JESSE CROSSE
HOW SIMULATION CAN STRETCH THE RANGE OF AN ELECTRIC CAR
THE USE OF simulators to develop cars in a virtual environment is as old as the hills, but like everything involved in the design and use of EVs, simulation is potentially an old dog that can learn new tricks. Range is one of the biggest considerations for anyone going electric. When buyers are handing over considerably more of their own cash than they would for an ICE car, expecting them to accept less capability from the new technology is asking rather a lot. But range isn’t just about the vehicle hardware and software, it’s also about adapting to a different driving style and making the most of the unique features an EV has, such as driver-controllable regenerative braking effort and coasting. The problem with that for EV makers is the difference between individual drivers’ abilities and styles and whether or not making the effort to drive in a rangefriendly way is something they want to bother with or even within their capability. So manufacturers need to find new ways of anticipating as many driving scenarios as possible, and the earliest way to do that in development is by adapting simulators. Two features in use with simulators fast enough to work in real time are driver-inloop (DIL) and hardware-in-loop (HIL). DIL means “a driving simulator”, but it’s more than a screen and controls. It moves and behaves exactly according to the components fitted to the virtual car, so the engineer driving it can feel and gather data on exactly how the set-up responds, right down to individual part numbers. HIL includes actual hardware being considered for the car, like braking systems or whatever needs physically testing. Simulator manufacturer Ansible Motion believes that hooking up an EV’s battery, motor and inverter with an HIL link enables manufacturers to gain a better understanding of how factors like pedal sensitivity and regenerative braking effort affect range at an early stage of development, before a prototype is built. It says there’s a knack to configuring different driving modes, such as Eco, Normal and Sport, in a way that doesn’t detract from the driving experience. For example, if an Eco mode is too
Driver-in-loop and hardware-in-loop simulation allows the thermal state of EV batteries to be tested in real time.
sluggish or the driver finds it uncomfortable to use over a period of time, they might just stop using it, consequently shortening the car’s range. It’s also conceivable that a driver might not make the best choices with manual features, such as paddle-controlled regenerative braking. For instance, choosing an aggressive setting for regenerative braking and one-pedal driving might be the best choice in traffic, but is coasting superior on motorways? Being able to simulate the behaviour of a virtual chassis in real time can also be tailored specifically to some of the unique features of EVs with their low centre of gravity. Would a more sophisticated design be best or would a simple design work just as well and maximise battery space? An Ansible DIL simulator was used in the development of the Ford Mustang Mach-E, and an early cut was deemed “not a Mustang”, leading to a revision. It seems the real-world future is relying more on virtual worlds by the day.
RISE OF THE ROBOTS Is the rise of the machines as depicted in the Terminator movies really on the way? Hopefully not, but ABB Robotics predicts exponential growth in the development of more sophisticated robots as artificial intelligence matures. The familiar static robots used in vehicle assembly plants will be served components by Autonomous Mobile Robots; and smaller, self-learning robots will join them, performing warehousing and distribution tasks.
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Ola shared preview image of its first car in January
Ola is cutting out much of the supply chain by building most of its components in-house. The only part of the S1 scooter sourced externally is the battery cells, but the firm is also planning to create those in future.
Indian EV firm ready to hit UK Ola Electric’s ambitious plan is to introduce a range of premium cars and scooters ndian start-up Ola Electric will introduce a range of vehicles in the UK by 2025, following the rapid roll-out of its first product, the S1 scooter, in its home market. Alongside the ‘premium’ S1, Ola will offer a cheaper scooter and a car in the next three years, both in the UK and other markets globally. Its longer-term plans include a number of fourwheel vehicles, stretching from those that “address urban use scenarios” to others that “have greater [driving] ranges and greater capabilities”, explained design chief Wayne Burgess. The Brit, who in a previous role at Jaguar worked on cars including the F-Type and XF, is leading Ola’s designers
both at its headquarters in Bangalore and at the technical centre in Coventry that was opened in January. The firm said it will invest £100 million over the next five years into the Warwickshire site, employing more than 200 automotive designers and engineers.
Best known for its ridehailing and food delivery service, Ola is now aiming to revolutionise the EV market by making it accessible to all. Marketing boss Varun Dubey said: “There are three things an Ola product must have: the best design in its category, the best technology – for
Ola will turn to cars after launch of S1 scooter in home market
example, the S1 comes with cruise control – and the best performance. “Our vision is to be a global EV company, and our timing ambitions are fast. “We started in 2016, before it was cool to be electric. We started trying to understand swappable batteries and a bunch of other experiments. “From there, we learned that if you want to do this really well, you need to look at the big picture. Outside of North America, the rest of the world moves on two wheels. “But the world of electric mobility isn’t going to be monolithic. You might own a two-wheeler or a car, or both, or use a ride-hail [service] sometimes.”
Ola will build cars at a different site to its scooter factory, where its first vehicle was built only 10 months after the land was acquired. Dubey confirmed this will be in India. While the Indian and UK markets are very different, Ola vehicles won’t be targeted at the budget end of the British market. “We’ve found that as long as you provide the right value to customers, they’re willing to provide the right price, which may not be the lowest price,” said Dubey. “That’s what we’ve done with the S1 and what we will do across the board. “[Our products] are right up there with the best in the world in terms of quality.” RACHEL BURGESS
Q & A WAY N E B U R G E S S , D E S I G N V I C E- P R E S I D E N T, O L A E L E C T R I C Why set up in Coventry? “Look at the other brands here: there’s Tata, there’s Mahindra. To achieve our goals, we need to leverage all the experience that’s here, and [CEO] Bhavish Aggarwal was very receptive to that. “If you look at Formula 1 and Formula E teams, almost all of them are within a 50mile radius. It’s good to have a presence.” What are you designing? “It’s about first principles. What’s the best way to get out of a vehicle? It isn’t having a B-pillar. We’re forgetting about engineering
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challenges. What’s the best way for a customer to wipe a windscreen? Do you need to touch anything any more? Does the car need to know it’s you? Those kinds of things will give us a point of difference, and we will commit to solving these problems in our products.” unusual for a car designer to Why did you join Ola? say, but the actual transport “The whole relationship device has moved down the with mobility solutions is priority scale. Instead, it’s changing, and one of the about the way you engage things that attracted me to with the ecosystem, the Ola is that it already has this user experience. That’s our app-based ecosystem. You competitive advantage, as can ride-hail, you can order t anducim , quawe’ve atur? Per it’sibus where come from.” food [in India]. It might sound tionAgn cap
OLA OPENS WOMEN-ONLY AUTOMOTIVE FACTORY Ola Electric has claimed a world first by employing only women at its new scooter factory in Tamil Nadu, India. Once at full capacity, the site – unveiled by (male) company boss Bhavish Aggarwal, above – will have a team of 10,000, making it the world’s largest women-only factory and the only all-women automotive manufacturing facility.
NEWS
Matt Prior
THE
NOTEBOOK
TESTER’S NOTES
CLEANING THE STREETS As well as pioneering EV development, Audi is trying to prevent harmful materials entering our ecosystems and “filter out microplastics where they’re created”. In collaboration with the University of Berlin, the car maker is developing filters for streets, drains and sewers to stop tyre and road particles from entering soil, rivers and the ocean. It says around 110,000 metric tonnes of the stuff ends up on the streets of Germany alone each year. “Our goal is to take preventative actions wherever possible,” said environmental foundation director Rüdiger Recknagel. The filters also capture cleaning waste, cigarette filters, wrappers and other plastic granules measuring up to 3mm in size.
BLUE-SKY THINKING The old dream of flying cars might still come true, after Suzuki announced a tie-up with Skydrive, described as “a leading manufacturer of flying cars in Japan”. They’re collaborating on a compact two-seat flying electric car, with plans for full production. An air taxi service is even planned to start in 2025 in Japan. Mind you, the term ‘car’ is used pretty loosely here. Skydrive’s creations so far would be best classed as small aircraft, with legs rather than wheels and propellers on each side. Suzuki said it wants to “develop products of superior value by focusing on the customer” and add a fourth mobility branch to its offering of automobiles, motorcycles and marine outboard motors.
How has this come from the same firm that made the W124? ow look here, car companies. I know that using lots of buttons is expensive and they can look cluttered on the dashboard, and that touchscreens are so much tidier and cheaper. And I know that touchscreens are much more accommodating to over-the-air updates than buttons, and that they’re oh so versatile for giving access to lots of different features, and that they’re very easy to personalise. But maybe we haven’t told you this enough, although it feels like we all have: can you honestly please just stop it? Theses screens are being asked to do too much. It’s distracting. It’s – and I don’t use this word lightly – dangerous. Recently I drove the Citroën C5 X, and I like the car. It’s comfy, spacious and good value. One of its engineers said the touchscreen layout was based on a similar principle to a smartphone. I like smartphones too. Mine is very easy to use. Certainly no harder than a bunch of static buttons or a control wheel – while I’m sitting on my sofa, but not while I’m driving. It’s illegal to use a smartphone, for very good reasons, while I’m doing 70mph. Because at that point, I should primarily be looking at something else.
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Maybe we haven’t told you enough, although it feels like we have: can you please just stop it? Knob-twiddling or button-pushing are things that I can do without taking my eyes away from the road for too long. A normal button or control wheel or dial lets me do this. A touchscreen doesn’t. I’m not singling out the C5 X, by the way; it’s just my most recent example. Actually, with a customisable display, big buttons and separate controls for air-con, it’s not bad by most standards. The current worst protagonist is probably Volkswagen, particularly as it has put the heater controls just where you would choose to rest your hand to use the infernal screen – and doesn’t backlight them at night. But Mercedes-Benz is pretty poor too. That’s two sometime paragons of ergonomic excellence, then, making infuriating interiors. There are others. Tesla, which maybe started it all, Volvo, Ford… Basically, just about everyone. An exception is BMW, which uses a very big touchscreen but also retains its iDrive rotary controller, which allows
Cheap day return? A car is probably still your best bet
a
things on the screen to be highlighted and clicked at a glance. As it should be. Erstwhile BMW exec Ian Robertson once spoke at the Autocar Awards, at a time when new EV start-ups seemed to be appearing every 30 seconds. His gist was that before people wrote off the ‘legacy makers’, they should remember that they were very good at the essential concept of vehicle engineering. It would benefit a lot of cars if their manufacturers remembered it too. ■ In the face of rising fuel costs, I read today that Germany is to heavily subsidise public transport. Good news. Take that, profiteering oil companies. In the UK? Well, not so much. When I buy a train ticket, the profits from Chiltern Railways filter to its parent company, Arriva Group, which is in turn owned by Deutsche Bahn, which is in turn owned by the German state. So basically, buy a train ticket in the UK and help subsidise German commuting. I know some car companies have partial state ownership (Volkswagen and Renault, for example), but if that particularly irks you (seems unlikely), you can choose not to buy from them. Not so if shelling out £69 for a standard day return from my place to London.
GET IN TOUCH
matt.prior@haymarket.com @matty_prior 30 MARCH 2022 AUTOCAR.CO.UK 15
4677 Number of PHEVs sold this February – 7.9% of the market (Source: SMMT)
Plug-in hybrids under scrutiny PHEVs aren’t as green as they can seem, so EU and UK are considering their future
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he mismatch between the quoted and actual fuel economy of plugin hybrids is coming under greater scrutiny as EU authorities look to tighten the testing process in reaction to data harvested from the vehicles themselves. The EU and the UK (which copied over the legislation) have since January 2020 required all new cars to monitor and store fuel consumption data for inspection by authorities, including electricity use for PHEVs, so that they can calculate more precise official CO2 figures. PHEVs combine an electric motor and battery with a petrol or diesel engine to theoretically cut CO2 emissions to less than 50g/km in most cases – well below that of even the most frugal hybrid without a socket. That in turn unlocks a range of tax incentives, the most generous of which in the
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UK is a discount on benefitin-kind (company car) tax. However, a number of recent studies have openly challenged whether the official testing procedure for PHEVs is so far removed from reality that we’re actually incentivising the wrong technology. The most recent came in December last year from the International Council on Clean Transportation (ICCT), following tests on a “representative” 2020 BMW X1 xDrive25e to work out where the modern WLTP test procedure was going wrong. The testing discovered that an ambient temperature of 23deg C was just too generous. At -5deg C, for example, CO2 emissions shot up to 94g/km, when in theory they should have been zero while the car was still in ‘charge depletion’ mode (ie draining its battery of mains-supplied electricity). Add in driving in ‘charge
sustaining’ mode and the figure should be closer to 122g/km, it reckoned, not 43g/km. The ICCT also blasted the ‘charge increasing’ mode that uses the engine to replenish the battery, which it reckoned
bumped the CO2 to 246g/km, even in ambient temperatures. The pressure is having an effect. Reuters reported in February that the EU was “discussing” plans to change the PHEV test from 2025.
The EU plans, copied by the UK, already called for an assessment of the data collected from all cars (including PHEVs) by 1 June 2023. Should this find that the emissions data is excessively
PHE V M A K ERS F IND A NE W TA X LOOPHOLE At the recent launch of the Vauxhall Astra Hybrid-e, we questioned the gap between the 37-mile quoted electric range and the 43-mile range measurement for working out its benefit-in-kind tax band. The difference is a money saver, dropping the PHEV from the 12% band into the 8% band. Why the two figures? Amazingly, this is down to a decision by HMRC to allow from 6 April 2020 companies to quote what is called the equivalent all-
electric range (EAER), rather than all-electric range (AER). AER is what you would expect: the range covered in ‘charge depleting’ mode before the engine fires up. But EAER also includes an element of engine running, so it is not emissions-free.
Why? Many PHEVs don’t completely decouple the engine in electric-only mode, so EAER is as good an approximation as you will get, despite it not being actually zero-emissions driving. BMW, for example, warns in the small print that pureelectric mode isn’t available in sub-zero temperatures “until after the vehicle has travelled a few miles”. In the world of PHEVs, ‘zero emissions’ isn’t quite as billed.
BUSINESS
Stellantis and LG plan Canadian gigafactory
10,417 Number of EVs sold this February – 17.1% of the market (Source: SMMT)
awry (which it almost certainly will be), the EU will in 2027 put in place “a mechanism to adjust the manufacturer’s average specific emissions of CO2 as of 2030”. PHEVs have become an incredibly important way for car companies – particularly premium ones – to reduce their fleet-average CO2 emissions. Last year, eight out of the 10 best-selling PHEVs in the UK were made by premium brands, topped by the BMW 330e, according to figures from the Society of Motor Manufacturers and Traders. In fact, the 330e M Sport was BMW’s top-selling model overall in the first three quarters of the year, according to Department for Transport data, while the A250e AMG Line was Mercedes-Benz’s best seller. PHEVs are incredibly vulnerable to sudden changes in legislation. For example, in Norway, sales plummeted 78% in the first two months of this year compared with the same period in 2021 after tax breaks were removed from 1 January, increasing the share of pureelectric car sales from 50% to 80%, according to Norway’s roads authority, the OFV. Already in the UK, PHEVs are unlocking fewer benefits. Their purchase grant was axed in 2018 and they stopped getting free entry into London’s Ultra Low Emission Zone from 25 October last year. However, manufacturers are starting to take action to prove to the authorities that PHEVs can be a useful tool for emissions reduction if people actually charge them as intended – which isn’t a given when they are already saving a fortune in company car tax. “We know, based on 200 million kilometres of results,
Many are attracted more to a PHEV’s BIK rating than its EV range the fuel economy and what we need to influence the number of people charging,” Citroën boss Vincent Cobée told Autocar during the recent launch of the C5 X PHEV. One tool? A digital nudge to get out your charge cable. “The less often you charge it, the more often you get a reminder,” explained Cobée. BMW, meanwhile, has expanded the number of its city-centre eDrive Zones to 13 in the UK, having launched the scheme in 2020. This encourages drivers to save their PHEV’s battery charge for use in city centres (to improve local air quality) by rewarding them with points to be redeemed at BMW-linked charging stations. However, given what the ICCT has told us about the CO2 penalties for ‘charge increasing’ modes to give PHEVs adequate electriconly range when they get there, the CO2 penalty of this could be high. Manufacturers are increasing the size of the batteries in PHEVs to extend the electric-only range. For example, the PHEV versions of the new Range
Rover are said to be capable of 70 miles on electricity alone, pushing them into an even more generous BIK tax band from 5 April. The penalties for PHEVs remain the same, though. The average weight of a new PHEV sold in 2020 was 1921kg, compared with 1686kg for electric cars and 1457kg across all fuel types, according to ICCT figures (although the fact that big SUVs are over-represented in the PHEV category partly accounts for this). They also usually end up losing boot space, due to battery packaging. But for many people, they are the only practical solution for reducing BIK tax and keeping a practical range. Whether PHEVs remain in favour with authorities depends partly on how frugally people drive them. If even just a small percentage of drivers fail to take the charging cable out of its wrapping, the resultant hike in fuel use will be logged to bring down the reported average to the point that the penalties could prematurely kill the category for good. NICK GIBBS
STELLANTIS AND LG Energy Solution have announced a C$5 billion (£3.01bn) investment in a joint venture to build a battery factory in Canada with an annual capacity of 45GWh. The companies claim the new site in Windsor, Ontario (handily just across the US border from Detroit), will be the first large-scale battery production plant in Canada. It is intended to produce cells for the North American market, where the Chrysler, Dodge, Jeep and Ram brands are crucial to Stellantis’s success. Last year, Jeep’s share of the US market, which totalled just over 15 million, was 5.16%. Stellantis claimed that the gigafactory will open in 2024 as it pushes for five million annual global EV sales by 2030. The ambition is for 50% of Stellantis’s North American sales and 100% of its European sales to be electric by that date.
The move comes as more manufacturers push for EV parts production in Canada. Britishvolt hopes to open a 60GWh battery factory in Quebec in 2026, while Snow Lake Lithium’s 55,000-acre mine in Manitoba is expected to produce 160,000 tonnes of 6% lithium spodumene per year when it opens in 2024. LG Energy Solution has been making lithium batteries since 1999. It was part of LG Chem, a subsidiary of the vast Korean conglomerate LG, before being spun off and publicly listed in December 2020. As of 2021, it had annual sales of $15.6bn (£11.8bn) across a range of battery technologies and nearly 28,000 employees around the world. When the Windsor factory is opened, LG Chem’s North American battery production capacity will rise to 200GWh – enough for 2.5 million EVs.
Jeep is biggest Stellantis brand in North America
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PHEVs are incredibly vulnerable to sudden changes in legislation a
ITALY INVESTS IN FERRARI ELECTRIFICATION
Independent test on X1 xDrive25e revealed stark CO2 fluctuations
Ferrari has received financial backing from the central Italian government and the local Emilia-Romagna region as part of an R&D investment plan as it prepares to electrify further. Some 250 new jobs will be created at Maranello and Modena as the performance car manufacturer aims to reduce its environmental impact and increase its digitisation.
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Volkswagen Group flying high Focus on premium brands during chip crisis yielded 33% profit-per-car increase
Lamborghini profit margin was 20% in 2021, led by Urus SUV
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ne good way of gauging the success of the Volkswagen Group’s financial year is via CEO Herbert Diess’s performancerelated bonus. In 2021, he took home an extra €5.29 million (£4.4m), bringing his total remuneration to €8.6m (£7.1m). Why was Diess, along with his fellow board members, so well rewarded in a troubling year for the automotive industry? Because the German company made profits of €20 billion (£16.6bn) on sales of 8.6 million new vehicles. That’s compared with €19.3bn (£16.1bn) profit on 11 million cars in 2019. Or to put it another way, the group’s €2325 (£1945) profit per car last year was up €571 (£478) on a year in which there was no Covid disruption or semiconductor shortage. Across the industry, the so-called chip crisis actually contributed to bumper profits. “Vehicle sales across the group declined 6.3%, yet we were able to increase revenues 12% to €250bn [£208bn] as we allocated more chips to higher-margin models and reduced sales incentives,” Diess told financial analysts. Higher margins equal more profits, so production of the relatively budget Volkswagen
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Golf dropped a whopping 35% while those factories operated by the group’s premium brands were running at full tilt. Lamborghini broke out its financial results for the first time to show a 20% margin on record sales of 8405 cars. The same goes for Bentley, which managed a 14% margin on record sales of 14,594 cars. Both brands capitalised on demand for their closely related best-selling SUVs, the Urus and Bentayga. Audi posted a healthy €5.5bn (£4.6bn) profit on one million sales – nearly double 2020’s figure, despite a slight drop in sales, led by the Q5 SUV. Audi said the bumper year was “mainly attributable to a significant improved pricing”, meaning it discounted less and focused on its pricier models. Porsche came close to Audi, posting profits of €5bn (£4.1bn), despite recording fewer than a third of its sibling’s sales, at just under 300,000. It meant Porsche’s revenue per car sold just pushed over €100,000 (£83,440), of which
HOW THE VW GROUP BR ANDS FA R ED IN 2021 PR
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€17,000 (£14,180) was profit. The Cayenne SUV was once again the brand’s best seller, followed by the Macan SUV. It wasn’t all good news, though. Seat failed to post a profit, despite a revenue boost from its pricier Cupra models. The group said the Spanish company’s performance
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had been “appreciably weakened by commodity price increases and the shortage of semiconductors”. The group’s profit boost didn’t just come from higher prices (or fewer discounts) on the more expensive models. It also gained from the high price of used cars, notably through those owned by its leasing arm, Volkswagen Financial Services (VWFS). Cars it had budgeted being worth one price when they came back were suddenly commanding a premium as the
shortages of new cars bumped up the value of used ones. That meant VWFS profits more than doubled to almost €6bn (£4.9bn), “primarily due to the high demand for used vehicles and considerably lower risk costs for credit risk and residual value risk”. However, analysts have been lukewarm about the ongoing ability of the group to maintain this high level of profitability. The €9bn (£7.5bn) boost to profits from car sales was “mostly driven by external factors” outside of its control, Philippe Houchois, an analyst at investment bank Jefferies, wrote in a note to investors. He warned that the “fixed and variable cost drift had resumed after 2020’s hiatus”, drawing attention to the company’s long-flagged inability to properly get to grips with its high cost base. This ‘annus mirabilis’ could end up being a one-off as the chip crisis eases, especially as the €1.9bn (£1.5bn) hit from rising raw material and production costs is likely to go up as production numbers increase. The Volkswagen Group, along with the rest of the industry, will need to use this year’s windfall profits wisely. NICK GIBBS
BUSINESS
Why Suzuki isn’t following the agency retail model trend
Jim Holder I N S I D E I N F O R M AT I O N
Russian car maker Lada is a major contributor to Renault Group fortunes
Many UK Suzuki dealers are small scale and family-run ACCORDING TO THE SMMT, around 8%, or roughly 300, of the 3800 main dealers that it represents are what can be termed single-site franchise businesses. Many are those just described, with longterm brand relationships and deep connections with their local communities. It sounds like automotive business utopia, but the much-trumpeted sales agency sales model, whereby the manufacturer sells cars directly to customers at fixed prices, could spell trouble. It leaves dealers as kind of ‘experience centres’, fielding enquiries, handing over new cars, servicing customers’ cars and retailing used ones. But Jim Saker, president of the Institute of the Motor Industry, believes the agency model could be the saviour of independent dealers. He said: “It’s a bit of a win for them. It takes new car stock off their balance sheets, enabling them to borrow money for
other things, such as investing in premises, people and brand standards. If they can leverage the value chain effectively, they should achieve a higher return on sales, too. “Also, quality of staff is vital to an agency model in which customer experience is everything. Here, small dealers could have an advantage over larger ones, because their customer care is already often much better, while being embedded in the local community means they are a familiar and trusted face.” However, Suzuki has announced that it is happy with things as they are. The Japanese company has only a 1.5% UK market share, with annual sales of about 35,000, but Dale Wyatt, its UK director of automobile, has insisted this position suits its business model perfectly. He explained: “Annual sales of 50,000 is the tipping point when a brand’s focus shifts more to distribution
A DEALER’S PERSPECTIVE “If I want to paint the showroom pink this afternoon, I can,” says Stephen Ody, co-founder and managing director of Tracks Suzuki of Exeter (he also has a branch in Taunton). His point is that, as the owner of an independent business, he has freedom to make decisions. Tracks sells about 500 new cars across its two branches annually, and
in 2021 it was crowned Suzuki dealer of the year. “Suzuki is a friendly company and easy to do business with,” says Ody. “They’re realistic about what a business like ours can achieve. We don’t have anyone demanding we build a multimillionpound showroom.” He admits it’s hard work but says the reward is customer retention of around 45%.
and processes and away from its dealers. How you deliver these business needs without alienating dealers is critical. Agency would be a distraction; we could waste two years on it. It puts dealers last when my aim is to put them first.” Suzuki has 150 dealers here, around 100 of them individually owned, mostly by families. Wyatt said: “I value the speed of decision-making within smaller dealers and the close relationships we have with them. They’re very stable, although the risk is that family problems – a midlife crisis or a fallout – can derail them. “On the other hand, each one is a reflection of its owner. And as a result, the businesses each have a unique personality – a fact that resonates with our aim to be the trusted brand for those proud to be different.” It seems that within Suzuki’s ranks at least, the future of the small, independent franchised dealer is assured. JOHN EVANS
IT HAS TAKEN a month, but the Renault Group has finally shuttered – for now – operations in Russia, partly due to political pressure, partly because sanctions have bitten and the requisite parts to finish cars have become harder to source. It remains to be seen how Russian president Vladimir Putin will respond. He has threatened to nationalise any Western business that refuses to continue operations in what is now regarded as a pariah state. It is hard to judge the Renault Group’s exposure to the fallout from the invasion of Ukraine. Russia has been important for it in recent years, contributing about a fifth of its global output and 10% of its revenue. Most notably, the Avtovaz subsidiary (which includes Lada) was just two months ago estimated to have £2.6bn in assets. Now it’s effectively worthless as its operation – and the rouble – collapses. The potential loss of Lada is particularly galling for the Renault Group. Back in 2012, it was encouraged by Putin to take a controlling stake in the ailing company, and it has spent the past decade trying to modernise it, taking huge flak as it cut its workforce – large enough at the Togliatti plant to have its own on-site hospital – from 100,000 to 40,000. The rewards were once worth the hassle. Lada may have been largely confined to Russia by tougher global
emissions rules, but it has continued to dominate its home market (which peaked at 2.98 million in 2008 and has since settled at 1.5 million to 1.8 million), with a share of around 20%. In recent months, reports suggested it hoped to ‘do a Dacia’ and globally launch a new Niva into the affordable SUV market. Walking away from good news is hard for anyone, but for a firm that’s rebuilding in the wake of exceptionally hard times, reluctance to shut off a potential profit centre is understandable. For weeks, boss Luca de Meo prevaricated, walking the tightrope, helped by the French government’s seemingly laissez-faire attitude towards interests in Russia (perhaps partly guided by its ownership of stakes in many of them, the Renault Group included). In the face of the reality of war crimes, though, the argument that the firm wasn’t prepared to skewer ordinary Russians whose livelihoods depend on it could no longer hold. The biggest irony of all, though, comes via the Financial Times. Lada is booming, its cars being bought up by middle-class Russians who can’t afford property as they seek to put their savings into something – anything – material before the rouble collapses. When a Lada becomes an investment, the world really has gone mad.
Autocar Business is our industry-focused brand, delving deeper into the business of the automotive world. Sign up for our regular bulletin at autocar.co.uk/business-signup.
30 MARCH 2022 AUTOCAR.CO.UK 19
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COMMENT
Steve Cropley MY WEEK IN CARS
Cropley drove his own A110 to meet updated model Original Honda Civic blew motoring press away 50 years ago
SUNDAY I’ve had a thunderous weekend in an Audi R8 V10 Performance RWD, the epitome of a last-hurrah supercar, aimed unerringly at those people whose future option will be some kind of lower, shorter, Audi-fied Porsche Taycan. This particular R8’s major purpose in life is to provide an envelope for one of the most stirring petrol engines ever built, and at this it does a handsome job (driven, p30). There’s something super-special about a V10: it has the sophistication and precise response of other big-capacity, multi-cylindered engines, but there’s much more inherent animalistic purpose than you find in a smooth V8 or a refined V12. The R8’s ever-present exhaust and induction duet makes this extremely obvious. I found that just giving this car the beans a few times – I’m talking the full 7800rpm – can change your whole day for the better. Wise owners will cling to their V10s in the brave new tomorrow.
MONDAY It’s hard to believe the Honda Civic is 50 years old, but it’s true. European buyers will soon be offered an 11th-generation model (see p11), although the element of surprise is somewhat dulled, because this one has ‘quieter’ styling than recent spiky creations, and in any case it bobbed up at last year’s Los Angeles motor show. A breathless road test of the original Civic was in the first motoring magazine that I ever worked on. We were captivated by the cheeky little 1972 edition’s shape, size and status as a pioneering supermini. In my head (and in the succeeding nine generations), it hasn’t quite matched that purity, for all its built-in competence.
TUESDAY Maximum respect to James Cameron, founder and CEO of a charity called Mission Motorsport
`
It makes you wonder at the wisdom of shelling out a (and more recently Mission Automotive), who works every day to ensure that anyone who has served in the armed forces isn’t disadvantaged in their further career by that service. It’s 10 years since Cameron returned from his own tank service in Afghanistan, during which “quite a few” comrades were injured. He became aware that no one was taking responsibility for their journey back to rewarding work and decided to help, using a well-developed facility for persistence and numerous contacts in motorsport and the car industry. So far, the two charities have helped more than 2000 veterans back to a rewarding civilian career, and the job is far from finished. “This nation has a debt,” says Cameron, “and I believe it should be paid.”
WEDNESDAY When invited to the launch of the updated Alpine A110 range (see p29), I couldn’t resist attending in my 21-plate A110, on two counts. One was to take the highly predictable and cheesy owner’s picture outside the Formula 1 team’s headquarters; the other was a maudlin desire to discover whether my car had now been eclipsed by the new one. I had confidence on the second count: the original A110 (an Autocar five-star award winner) is still so good that the greater risk seemed to be that Alpine would spoil it. But I returned with good news from both the manufacturer’s point of view and my own: the car is sufficiently refreshed to attract new owners, but it’s also dynamically unchanged, which is the bit I care about.
THURSDAY
AND ANOTHER THING… Get set for this year’s Festival of the Unexceptional (aka Concours d’Ordinaire), the classic car show that’s gloriously earmarked for the Maestros, Horizons, Marinas and Avengers of this world. On 30 July, it will be back at Grimsthorpe Castle, near Bourne in Lincolnshire. But beware! It sells out fast. Get your tickets now.
Astute observation from the Twitter account Car Industry Analysis (@lovecarindustry) that there is only six inches – or 3.5% – between the lengths of the new Alfa Romeo Tonale SUV and its Stelvio sibling, even though we’re encouraged to view one as fitting a class below the other. The same goes, more or less, for Maserati’s “compact” new Grecale SUV and “full size” Levante. It makes you wonder at the wisdom and the value of choosing (and shelling out for) the larger models in manufacturers’ families.
GET IN TOUCH
steve.cropley@haymarket.com
@stvcr
30 MARCH 2022 AUTOCAR.CO.UK 21
M OTO R S P O RT
Damien Smith R AC I N G L I N E S
Superb fifth earned first points for Haas since start of 2020
COMEBACK KINGS How Kevin Magnussen’s F1 return opened a new door for Neel Jani eel back to 1 March and put yourself in the shoes of Kevin Magnussen. Life is pretty great right now. You have recently become a father and have a packed year of sports car racing to get stuck into. You are still only 29 but have found peace with the apparent reality that Formula 1 is now firmly in your past. After all the toil, it wasn’t to be. That sensational second place on your F1 debut for McLaren at the start of 2014 seems like another lifetime ago. But the year at middling Renault and then four years at an increasingly uncompetitive Haas left you with little to show compared with what you could – perhaps should – have achieved. At least you went further than your old man, Jan, whose shootingstar trajectory in 1990s F1 burned out before it really began to shine. But like so many before you and the many more who will follow, you just never landed the
R
breaks. That’s life; that’s F1. Still, Dad shook off his F1 disappointments to enjoy a long and fulfilling career in endurance racing. Now you’re following the same path, and how special was that to share a car with him in the Le Mans 24 Hours last year, even if luck gave you both another kicking. This year, there’s so much to get the juices flowing: a fantastic dual campaign racing for Chip Ganassi’s Cadillac DPi squad in the US-based IMSA Sportscar Championship and, once it’s ready, Peugeot’s fabulouslooking 9X8 LMH to get to grips with in the World Endurance Championship. Next up is a second shot at the Sebring 12 Hours on 19 March, with victory in your sights. Yes, life is good. Very good, in fact. What more
could you possibly wish for? Now, on 1 March, you’re told that instead of pounding around Sebring a few weeks later, you will be qualifying seventh for the Bahrain Grand Prix for the team that shut down your F1 career a little more than a year before, then the next day you will bring your Haas home in a mind-bending fifth place… You might well be seriously considering your own sanity. As unlikely comebacks go, Magnussen’s Bahrain story is up there with the best. A HAPPY KN OCK- O N
Another Lazarus act was playing out that weekend, generating fewer headlines despite being directly linked to Magnussen’s F1 return. As Haas called on a known quantity and a safe pair of hands to plug the gap left
`
Both drivers must have relished a satisfying sense of redemption a
by exiled Russian Nikita Mazepin, Chip Ganassi faced a similar last-minute quandary to fill the space that Magnussen had in turn created. Who could drop in, do the job and, just as significantly, not blow it for a team that knew a victory was well within its range? Neel Jani was the answer, the Swiss veteran joining quick Brit Alex Lynn and old Porsche comrade Earl Bamber in the #2 Cadillac DPi-VR for the 70th running of the once-round-the-clock Florida classic. And much like Magnussen in Bahrain, Jani stepped up with a flourish, as the trio won the race. Both drivers must have relished a satisfying sense of redemption when they awoke the following morning. Unlike Magnussen, Jani never quite made it to F1, hitting the ceiling as a test driver for Toro Rosso (the team now known as AlphaTauri). But he’s one of those drivers who commands respect despite never having
MOTORSPORT started a grand prix. In the A1GP ‘world cup of motorsport’, featuring lairy, hairy V8-engined singleseaters, Jani won more races than anyone to lift the cup for Switzerland. Then when he switched to sports cars, he continued to show his class, becoming a member of Porsche’s factory team in the high-tech 919 Hybrid LMP1 era. He was one of the drivers, along with Romain Dumas and Marc Lieb, who inherited victory at the Le Mans 24 Hours when the leading Toyota failed with just three minutes on the clock in 2016 – the year in which he also became a WEC champion. But since then, it hasn’t all been plain sailing. When Porsche dived into Formula E, Jani was called up to lead the line with André Lotterer, surely with those stellar A1GP days in mind. But while Lotterer remains, Jani was replaced by Pascal Wehrlein after just one season in 2019/20, and he has since fallen back on GT racing. Last year, Jani was a threetime GTE Pro class winner in the WEC and came second in the GT category at Sebring with Bamber and Laurens Vanthoor. Hardly shabby, but at 38, there are probably younger, more ‘fashionable’ drivers ahead of him on the wish list in the new manufacturer-packed GTP era that will begin in 2023. That’s why Jani’s lastminute pitch into the Caddy seat and how he played his part in a cherished victory in one of sports car racing’s ‘majors’ could prove vital to extend an already long and varied career. After Sebring, his route back into the premier class of sports car racing might just have become a little clearer. D O U B L E -T I C K I N G A B OX
“When I sit back and look at what I want to achieve in
Jani has done a lot in his long career but is by no means finished
TOP STEP
1000 Miles of Sebring and Sebring 12 Hours Michael Christensen and Kévin Estre won GTE Pro class for Porsche
GOOD WEEK JIMMIE JOHNSON The seven-time Nascar Cup Series champion made his first Indycar start on an oval at Texas Motor Speedway – and finished sixth. The Californian, 46, has inevitably struggled to adapt to road and street courses, but oddly enough, he looked more at home when turning only left.
BAD WEEK SCOT T M cL AUG H LI N The winner of the Indycar Series season opener in Florida looked set to triumph again in Texas, only for Penske teammate Josef Newgarden to nick it at the final turn. The American won by just 0.0669sec for Penske’s 600th Indycar victory.
my career, it’s winning the big sports car races overall, in the top category, that counts,” Lynn told us when we spoke to him ahead of the Daytona 24 Hours (26 January). Well, the Brit has double-ticked the Sebring box now, having kept up his perfect record in the 12 Hours: two starts and two wins, following the victory that he shared with Ricky and Jordan Taylor in Wayne Taylor Racing’s Cadillac DPi-VR in 2017. Le Mans, Daytona, plus the 24-hour races at the Nürburgring and Spa-Francorchamps… For such drivers who missed out on F1 (and for those who made it only to be spat out the other side), it’s the majors that count the most. Just as they always have.
THE DAY BEFORE the Sebring 12 Hours round of the IMSA Sportscar Championship, the 2022 World Endurance Championship began at the Florida circuit with the 1000 Miles of Sebring. And shock horror: a Toyota didn’t win. The Toyota GR010 Hybrid’s whitewash in 2021 resulted in a heavy Balance of Performance (BoP) penalty for the start of the new season, and neither
Gazoo Racing entry had an answer to the ‘grandfathered’ LMP1 Alpine A480 as Nicolas Lapierre, Matthieu Vaxivière and André Negrão took a first WEC win for the French firm. The race was stopped three times: once for a big accident for José María López in the #7 Toyota, then for the threat of thunderstorms and finally for a deluge that stopped the race for good with 14 minutes to go.
Porsche defeated Corvette in the GTE Pro class, but the American team claimed GTD honours at IMSA’s 12 Hours the next day as Nicky Catsburg, Antonio García and Jordan Taylor brought home their C8.R just four seconds ahead of TR3 Racing’s Lamborghini Huracán. Overall honours in the 12 Hours went to the top-class Cadillac DPi-VR of Earl Bamber, Neel Jani and Alex Lynn.
Toyota couldn’t overcome BoP to beat Alpine
M O T O R S P O R T G R E AT S
JAN MAGNUSSEN Kevin Magnussen’s dad was great, whatever his slim Formula 1 record may suggest. A world karting champion, Jan Magnussen won the Formula Ford Festival in 1992, then set a new record in British Formula 3 by winning 14 races from 18 starts in 1994 (as Kevin watched from his buggy). Signed by Mercedes-Benz to race in the DTM, he made his F1 debut for McLaren in late 1995. When Paul and Jackie Stewart took their team into F1 for 1997, they signed Magnussen alongside Rubens Barrichello – only for the Dane’s performances to spiral down with his confidence. He was dropped after seven races in 1998, despite scoring his first point in his final grand prix. But a colourful sports car career revived his spirits, first with Panoz, where he and David Brabham took on and beat the mighty Audi R8s; then with Corvette for a long and happy stint in GTs, winning his class at the Le Mans 24 Hours three times in a row, later adding a fourth. Still only 48, Magnussen remains a hugely popular figure – even if (or rather because) his irreverence and loose approach to the sport that he loves meant he never fitted the F1 driver template.
30 MARCH 2022 AUTOCAR.CO.UK 23
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F I R ST D R I V E S N E W C A R S T E ST E D A N D R AT E D
TESTED 3.3.22, CALIFORNIA, US ON SALE NOW (US)
CADILLAC CT5-V BLACKWING General Motors bids farewell to the small-block V8 with one last super-saloon s great farewells go, the new Cadillac CT5-V Blackwing is right up there, being a love letter from General Motors engineers to both the Chevrolet small-block V8 engine and the super-saloon that it inhabits. Both are on borrowed time as Cadillac prepares for its journey towards becoming an all-electric brand, which will begin with the weird-looking Lyriq crossover next year and continue, we’re willing to wager, with a long line of luxurious zero-emissions high-riders. That might explain why absolutely nothing has been left on the table with the latest CT5-V Blackwing. A natural rival to the BMW M5 CS, the CT5-V Blackwing gets the ‘LT4 Gen 5’ supercharged 6.2-litre small-block V8 engine that was last used in the previous-generation Chevrolet Corvette Z06.
A
26 AUTOCAR.CO.UK 30 MARCH 2022
It already employed lightweight titanium valves, forged connecting rods and pistons and a large, 1.7-litre Eaton TVS supercharger, and further work has been done to improve the Caddy’s cold air intake and exhaust to liberate 668bhp and 659lb ft – a healthy improvement on both the hot ’Vette and the Chevy Camaro ZL1 (up 18bhp and 9lb ft). Those output figures also utterly humiliate the M5 CS, maybe not for power (626bhp) but in the torque (553lb ft) it produces – although the four-wheel-drive German
annihilates its American opposition off the line with a 0-62mph time of 3.0sec (versus 3.6sec to 60mph). The big Blackwing claws back an advantage with its 205mphplus top speed and the fact that it offers something that none of its European rivals can: a good old-fashioned manual gearbox. The GM-Ford 10-speed automatic is also available, of course, but you could never be friends with anyone daft enough to choose the two-pedal version over the sublime six-speeder. Offering a silky-smooth shift,
` You could never be friends with anyone daft enough to choose the automatic version
a
incredibly, there’s none of the nasty driveline shuntiness that you have to tolerate in some other powerful reardriven cars. The clutch is light and progressive and feels Japanese in the level of precision that it offers. There’s also a handy rev-matching mode and a flat-shift function – although its towering torque peak meant I was never quite brave enough to try the latter. Speaking of which, all that supercharged engine’s might is channelled to the rear pair of wheels. Four-wheel drive isn’t an option, and while countless BMW M engineers have insisted that anything more than 550bhp is undrivable in a performance saloon, traction is truly remarkable here (at least in the dry), thanks to an electronically controlled locking rear differential, GM’s latest fourth-generation Magnetic Ride Control trick dampers and a set ◊
FIRST DRIVES
TESTER’S NOTE As in all the very best performance cars, there’s real joy to be extracted from driving the manual slowly. The clutch is light, the control weights are even and then there’s that engine… JM
Each V8 bears a plaque signed by its builder
Handsome CT5 is enhanced by subtle bodykit and black trim
Interior is fully loaded, if not up to premium German standards
Agility is outstanding, as are throttle response and understeer resistance 30 MARCH 2022 AUTOCAR.CO.UK 27
Δ of specially developed Michelin Pilot Sport 4S tyres. Braking is nothing short of sensational from the optional carbon-ceramic discs (£6700), whether they’re hot or cold, with levels of feel comparable to the very best offered by a Porsche GT car. The composite anchors also helpfully carve 29kg off the unsprung weight. Weight is the enemy of all supersaloons, but the CT5-V Blackwing is almost lithe compared with the new breed. Delete the sunroof and
add the big stoppers and the kerb weight falls to about 1870kg with a full tank of fuel – around the same mass as the M5 CS. From behind the wheel it feels lighter still, with agility that makes you begin to question its size. On typically tight, bumpy and unforgiving Californian canyon roads, the amount of confidence that it bestows on the driver is unnerving. Part of that is to do with its stopping power, its unbelievable
ability to resist understeer and its responsiveness to the throttle, but most of it is due to the astonishing damping and grip summoned by its modest (19in) Michelin-shod rims. In Sport and Track driving modes, body control is impeccable, but even in its softest Tour setting, the big Caddy flows with the road. Dumb muscle car it isn’t. Throw in the stirring V8 soundtrack and it’s arguably the most capable, engaging and enjoyable performance saloon since the seminal HSV GTSR W1.
From the equivalent of just £63,620 across the pond, it is also less than half the price of the M5 CS, even with those fancy carbon-ceramic brakes installed. Gripes? Its 15mpg thirst when you’re pushing on provides for a paltry 200-ish miles between topups, which simply isn’t good enough. Its cabin, meanwhile, although intuitive and easy to use, is humbled by the likes of Audi for perceived quality, but that’s far from being a deal-breaker. Cadillac truly has left its best till last. JOHN MAHONEY
CADILLAC CT5-V BLACKWING Stuns with its hammer-blow power and sublime handling, and all at a price that’s impossible to ignore
AAAAA Price Engine
$83,995 (£63,620) V8, 6162cc, supercharged, petrol Power 668bhp at 6500rpm Torque 659lb ft at 3600rpm Gearbox 6-spd manual, RWD Kerb weight 1870kg 0-60mph 3.6sec Top speed More than 205mph Economy 18.0mpg (US) CO2, tax band na RIVALS BMW M5 Competition, Mercedes-AMG E63 S
Menacing face is more than matched by the growl it emits
TESTED 3.3.22, CALIFORNIA, US ON SALE NOW (US)
CADILLAC CT4-V BLACKWING America’s answer to the BMW M3 arrives with a twin-turbocharged V6 f you think the Cadillac CT5-V Blackwing sounds impressive, imagine one that has shrunken in a hot wash, conveniently lost 120kg of weight and somehow gained motorsport-derived aerodynamics and you will almost be there. Created to battle it out with the BMW M3 Competition and Mercedes-AMG C63 S, the new CT4-V Blackwing sits on the same
28 AUTOCAR.CO.UK 30 MARCH 2022
General Motors Alpha platform as its bigger brother but, crucially, misses out on its sublime supercharged V8. In its place is a less heroic-sounding twin-turbocharged 3.6-litre V6 that makes 472bhp and 445lb ft. Both of those output figures are overshadowed by the car’s closest German rivals, with the M3 Competition good for an extra 31bhp and 34lb ft.
The rear-driven baby Blackwing is also 30kg heavier, but there was no certainly evidence of any deficit in performance where it counts, in a straight line and on the challenging mountain roads that we tackled. Where the BMW fidgets, the Caddy flows. Like its bigger brother, the CT4-V Blackwing has GM’s latest Magnetic Ride Control trick dampers, and these, combined with puny 18in wheels (bigger ones aren’t even an option), enable it to blend astonishing composure with a decent ride and stonking cross-country pace in its Tour and Sport driving modes. Throw in precise steering, a quickwitted 10-speed automatic gearbox (a six-speed manual is also available and even easier to recommend), mighty and fade-free brakes and it delivers levels of confidence and engagement that have it rocket to the very top of the class. Only the slightly flat-sounding V6’s aural disinterest at lower revs let the side down; but when worked hard, it finally finds its voice and even sounds like a gravelly V8 flat out. That aside, the CT4-V Blackwing’s broad bandwidth shines through
CADILLAC CT4-V BLACKWING Leaves no stone unturned in its quest to thoroughly thrash the BMW M3 on both road and track
AAAAB Price Engine
$58,995 (£44,680) V6, 3564cc, twinturbocharged, petrol Power 472bhp at 5750rpm Torque 445lb ft at 3500rpm Gearbox 10-spd automatic, RWD Kerb weight 1747kg 0-60mph 3.9sec Top speed 189mph Economy 22.8mpg (US) CO2, tax band na RIVALS BMW M3 Competition, Mercedes-AMG C63 S
and makes for one of the fastest, most complete small performance saloons we’ve driven. The fact that Cadillac will sell you one (in the US) with almost every option fitted for around £15,000 less than the base M3 Competition is just the icing on the cake. JOHN MAHONEY
FIRST DRIVES
TESTER’S NOTE The faster-acting new infotainment software gets standard Apple CarPlay and Android Auto and appears to boost the patchy radio reception. Over-theair updates and extra apps are due soon. SC
TESTED 21.3.22, OXFORDSHIRE ON SALE NOW
ALPINE A110 S Alpine aims to improve superlative sports coupé without diminishing its purist appeal he danger was always that Alpine would spoil the second iteration. In its original 2017 guise, critics reckoned the modern A110 was an unusually good little sports coupé – light, quick, agile, comfortable and well resolved on all fronts. Rarely had an all-new product popped out of the pod so perfectly formed. The car was rapidly embraced by the UK’s automotive intelligentsia. Master engineer Gordon Murray started driving a Launch Edition to work. Rock star car collector Nick Mason bought one and so did ex-Autocar TV pundit James May. All were responding to the car’s lightness, its inspired use of simple and affordable proprietary Renault components and its exceptionally pretty body that neatly referenced the revered 1960s A110 without over-egging the pudding. The trouble was that it didn’t sell. Impressed potential buyers stood on the brink – then bought a Porsche 718 Cayman. After several years of frustration,
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Alpine began a fightback, geared to new big boss Luca de Meo’s ‘Renaulution’ revival plan. The Renault Sport performance car arm was rebranded Alpine and the Renault Formula 1 team ditto. It was announced that Alpine prototypes would contest the Le Mans 24 Hours. Talk of the Dieppe-based brand’s potential demise abruptly ceased. The moves yielded results. Poor (if Covid-affected) 2020 European sales of 1527 improved 74% last year to 2659. In France, the expansion hit 117%; here, the figure was 92%. Awareness of the brand grew and A110 sightings on Europe’s roads approached a critical-mass stage. Then a new problem emerged: how would Alpine stimulate new sales with improvements to a car whose styling and performance were so much admired without ruining it? Several months ago, its solution emerged: to improve the car’s main area of weakness (the infotainment system) then gently reorganise the models into three logical strands:
base (A110), grand touring (A110 GT) and overtly sporty (A110 S). Dress them up with new paint, decor and options – including an aerodynamics pack for the S that cuts drag and boosts high-speed stability – but preserve everything else. When right-hand-drive versions recently arrived in the UK, we were invited to drive them. The £59,995 S seemed a good choice, complete with the aero pack (£4650), Michelin Pilot Sport Cup 2 tyres (£640), microfibre cabin trim and steering wheel (£1430) and a Flame Orange paint job with a black roof (£1650). All in, its price was £71,689. When I say there are no surprises about the way the new A110 models drive, the claim should be viewed with relief, not disappointment. The perfectly weighted controls, chassis balance, ideal size and surprising cabin access are all as they were. The S’s combination of 19% more engine power, stiffer suspension rates and Michelin make it plainly the sportiest of the trio.
The 296bhp version of Renault’s 1.8-litre turbocharged four-cylinder engine in the S (and in the GT) has noticeably more shove and exhaust crackle beyond 5000rpm (not much more lower down). You definitely notice a shade less body roll and a sharper turn-in, too. In exchange, you get a less composed ride than from lesser versions, something made obvious on our Cotswolds test roads. The bottom line is entirely positive: the base model retains its purity, the GT is marginally the better-equipped for long-distance travel and the S is the clear choice for those who will sometimes drive on circuits. It’s that simple. Otherwise, it’s A110 situation normal. STEVE CROPLEY
@stvcr
ALPINE A110 S Still absolutely outstanding to drive but no longer has tech limitations, and new options are all welcome
AAAAA Price Engine Power Torque Gearbox Kerb weight 0-62mph Top speed Economy CO2, tax band RIVALS
Optional aero kit includes rear wing; touchscreen system is now much better
£59,995 4 cyls, 1798cc, turbo, petrol 296bhp at 6300rpm 250lb ft at 2400rpm 7-spd dual-clutch auto, RWD 1119kg 4.2sec 155mph 41.5-42.2mpg 153-160g/km, 34-36% BMW M240i, Porsche 718 Cayman, Toyota GR Supra
30 MARCH 2022 AUTOCAR.CO.UK 29
TESTER’S NOTE The digital tacho shows a larger red sector starting at 6000rpm until the V10 is well and truly warm and ready to be revved to its usual 8500rpm redline. SC
TESTED 18.3.22, WARWICKSHIRE ON SALE NOW
AUDI R8 V10 PERFORMANCE RWD Final incarnation of piston-propelled Audi supercar arrives in Britain ars like the Audi R8 are starting to look time-limited. Sure, there are still nearly eight years before UK law bans their sale, but Audi is already working on an electric version of its supercar and Lamborghini has a hybrid solution on the way for its Huracán, which shares most of the R8’s underparts. Depending where you stand, this means that if you are in the market for a £130,000 supercar, you have two starkly different ways to jump. You can proceed with a purchase now, knowing you will be owning one of the most practical and bestdeveloped full-performance piston sports cars there’s ever likely to be, or you can keep your eyes ruthlessly on the future and wait for the first crop of super-performance EVs to land. Wait and you will get the very latest thing – very modern in design, less mechanically complicated and certain to be more ‘sanitised’ in the way it drives. Buy today and you will get long range and versatility with your traditional high performance.
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Best of all, you will get a gently improved version of Audi’s muchpraised V10 engine, complete with its famed unearthly howl at full noise. In the Performance RWD variant, it has ‘only’ 562bhp, which is 50bhp shy of its output in the four-wheeldrive Quattro Performance, with that extra power accounting for 0.6sec off the 0-62mph time. The RWD can both lay down a 3.7sec 0-62mph acceleration time and soar past 200mph flat out – a combination that forthcoming performance EVs won’t be able to deliver, especially if they hope to provide even a fraction of the 380-mile touring range available from the RWD’s 73-litre fuel tank. True, the R8’s styling is ageing, but as well as all that performance, it offers supreme low-speed traffic ability, comfort and luggage space in generous proportions, and there’s a dealer in every decent-sized town. The price makes more sense than most, too: our test car’s £128,510 price was augmented by just £1685
for paint and upgraded wheels. The steering has a fixed ratio, the dampers aren’t adaptive and the limited-slip differential is of a conventional mechanical type. Perhaps it’s these last features that make the RWD so easy to drive and understand in a world of increasing complexity. The steering is accurate and has a near-perfect heft to it (even if, occasionally, the front tyres feel rather lightly loaded in the wet). The visibility and sensible dimensions make it seem more compact than many. The ride suits pockmarked roads, providing a firm-ish ride in Normal (the best of the four driving modes) yet smooths jagged potholes with aplomb and displays impressive body rigidity and excellent damping by meeting bumps with one clean impact and no aftershocks. The black cabin is well ordered but less ‘designed’ than many supercars’, so you can find stuff with minimal looking. Many of the controls are familiar (and very good quality) Audi hardware, which also helps.
Back in the R8’s early days, one of the objectives was that any Audi driver should be able to jump in and operate an R8 easily, and so it still proves. That engine will never be ordinary, however. We’re close enough to the end of ICE to know that its glory is unlikely to be eclipsed by any other V10. It’s massively quick at the top of the power band, but its special appeal is in the noise and vibe. It feels feistier and less conventional than a V8. Also less creamy and refined than a V12 – in a good way. It will pootle with the best of the 1.6-litre four-pots, but its delivery beyond the mid-range is pretty damn close to explosive. In short, it is and will remain one of the best advertisements going for performance cars powered by petrol. STEVE CROPLEY
@stvcr
AUDI R8 V10 PERFORMANCE RWD The value choice in the slimmeddown R8 range provides a unique mix of excitement and durability
AAAAC Price Engine Power Torque Gearbox Kerb weight 0-62mph Top speed Economy CO2, tax band RIVALS
R8 feels secure even with only one driven axle; interior layout is very driver-friendly 30 AUTOCAR.CO.UK 30 MARCH 2022
£128,510 V10, 5208cc, petrol 562bhp at 7800rpm 406lb ft at 6400rpm 7-spd dual-clutch auto, RWD 1665kg 3.7sec 204mph 22.4mpg 286g/km, 37% Aston Martin Vantage, BMW M8 Coupé, Porsche 911
FIRST DRIVES TESTED 6.3.22, SHANGHAI, CHINA ON SALE NOW (CHINA)
NIO ET7 Chinese EV specialist expands away from SUVs with 438-mile Tesla Model S rival hinese EV firm Nio entered the Norwegian market last year and will expand into another four European countries this year, most notably Germany. Whereas Norway got the original ES8, all following markets will get only second-generation models. The first of three new cars to arrive this year based on Nio’s 2.0 platform, the ET7 gives us a glimpse at what we Europeans can look forward to. Compared with previous Nio cars, which were all SUVs, the ET7 is quite a departure. Sleek, almost coupé-like lines announce a Tesla Model S rival. It is bristling with sensors. Among the most noticeable identifiers are the units above the windscreen: this is one of the first cars to employ lidar. While the interior looks familiar, Nio has really upped its game in terms of quality. The cabin is swathed in soft-touch and textured materials, giving it a very premium feel. While not as minimal as that of a Tesla, the dashboard is uncluttered with almost everything controlled via the central touchscreen or orally through Nio’s digital assistant, Nomi, which swivels to address the speaker. The driver gets both a digital dial screen and a head-up display. Unusually, there’s no glovebox, which helps open up space for the front passenger. The ‘floating’ centre console has storage space underneath it and there’s a neat cubby that hinges a different way depending on who opens it. It can act as a safe, accessed by either facial recognition or a code. Like the Mercedes-Benz EQS,
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Suspension set-up affords good body control; cabin is minimalist yet luxurious the ET7 features the Dolby Atmos system, which incorporates speakers in the roof above each seat to give a greater depth and spatial definition to music from a total of 23 sources. Rear head room should be enough for anyone a shade over 6ft tall and leg room is good. The rear seats have the same air cushions and massage, heating and cooling functions as those in the front. The panoramic roof makes the space incredibly airy. In Sport+ driving mode, the steering and suspension stiffen up and acceleration is fastest. It enables the ET7 to remain composed, despite its size, thanks to the air suspension and continuous damping control. There are also Sport, Comfort and Eco modes, plus a customisable mixand-match one. Others, such as Snow and Sand, are likely to follow through over-the-air software updates. Outside Sport+ mode, the steering tends to be on the light side, and this, coupled with how easy it is to get the wheel disoriented (you have to
make sure the logo is the right way up), means it can be problematic. There’s a bias for power from the front motor, with the more powerful rear motor mainly getting used for acceleration and times when allwheel traction is really needed. One option cuts the 0-62mph time right down to 12.9sec and makes the car front-wheel drive only. Even the strongest regeneration setting is far from aggressive, and it brings the car to a coast, not to a stop, so one-pedal driving is off the cards. Nio has said the UK will be one of the 25 markets that it will sell in by the end of 2025 but hasn’t announced a clearer timetable. The ET7 will be one of the first cars available, and it’s a highly capable performance EV with a premium interior to rival anything from the big German trio. One Nio service element that currently no company can match is battery swapping at special stations, meaning you can cut charging times on long journeys to mere minutes.
Also, by the time UK sales start, a 150kWh semi-solid-state battery will be available, extending the ET7’s already impressive range yet further. MARK ANDREWS
NIO ET7 PREMIER VERSION Impressive inside and multi-talented on the road, the ET7 holds its own beside established luxury saloons
AAAAC Price Engine Power Torque Gearbox Kerb weight 0-62mph Top speed Battery Range, economy CO2, tax band RIVALS
¥526,000 (£63,000) Two electric motors 643bhp 553lb ft 1-spd, 4WD 2349kg 3.8sec 124mph 100kWh 438 miles (CLTC), 4.4mpkWh 0g/km, na Lucid Air, Tesla Model S
TESTER’S NOTE Nio claims to use 40% more nappa leather than any other brand by adding it to areas like inserts and the steering wheel. MA
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TESTED 17.3.22, SUSSEX ON SALE NOW
MERCEDES-BENZ C220d ESTATE Base diesel version of new big-booted C-Class should hold plenty of fleet appeal ave you noticed recently, when walking or driving around after dark, how many windows are lit not the colour of halogen but any lurid combination of red/blue/green? The reason I ask is because of the dash in the new C-Class Estate. The entire thing is backlit, even the air vents, and you can pick from myriad colour schemes via the new 11.9in touchscreen, which has supplanted most switchgear. It’s right on-trend.
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The MBUX system facilitated by that offers everything you could wish for, and possibly even more, and it sits beside a customisable 12.3in dial display. Are we complaining? Not really. It works fine and looks slick. Our test car is a C220d. Yes, a new dirty diesel in 2022 – except it’s not dirty. It uses a new 2.0-litre four-pot with a 48V mild-hybrid system, and it officially emits just 124g/km of CO2, 0.007g/km of NOx and 0.0002g/km
of nasty ultra-fine particles. This data is available because it complies with RDE2 – which incidentally lowers its company car tax from 32% to 28%. That’s appealing. Not as appealing as the 1% for an EV, you may counter, but can you name an EV that has an official range of 873 miles? Thought not. And the 60.1mpg claim that gives us that is realistic: over 565 miles at a 35mph average, we scored 57.8mpg. The engine is a smooth performer. It has plenty of punch, too, enabling you to blast away on a surge of lowrev or mid-range torque, all while remaining impressively isolated. Thankfully, the ride doesn’t suffer firmness from the C220d trying to be sporty, although jolts over potholes sometimes interrupt its graceful gait. In general, it’s a lovely cruiser. And if forced by traffic onto a rural rat run, you can enjoy controlling what is a surprisingly nimble chassis through direct and accurate steering. We took three adults with us on one long drive, and each was impressed by the car’s refinement and comfort, plus the commodiousness of its rear. The boot is also competitive, at 490 litres or 1510 with the rear seats down.
The C-Class must be far from the top of Mercedes’ priority list when it’s investing ¤60 billion into going fully electric by 2026, yet it has still managed to make tangible progress between C-Classes. Consequently, the C220d does much to advertise itself to time-poor, high-mileage drivers. KRIS CULMER
MERCEDES-BENZ C220d ESTATE SPORT Refined, comfortable and strongperforming, not to mention impressively economical
AAAAC Price Engine
£42,150 4 cyls in line, 1993cc, turbo, diesel, plus 48V ISG Power 197bhp at 4200rpm Torque 325lb ft at 1800rpm Gearbox 9-spd automatic, RWD Kerb weight 1815kg 0-62mph 7.4sec Top speed 150mph Economy 60.1mpg CO2, tax band 124g/km, 28% RIVALS Audi A4 Avant 40 TDI, BMW 320d Touring
FIRST DRIVES TESTED 14.3.22, WARWICKSHIRE ON SALE NOW
VOLKSWAGEN GOLF R ESTATE Most multi-talented version of the Golf becomes even more practical f the Volkswagen Golf R were a fictional character, it would have to be some kind of Marvel Avenger. It does everything: it’s fast, it’s fun, it handles, it has fourwheel-drive usability and it’s adultfour-seater practical yet also doddleto-park compact. An estate derivative therefore makes a lot of sense, since it introduces even more usability and practicality into the equation without detracting from any other quality. The estate uses the same 315bhp 2.0-litre four-pot turbo petrol engine, hydraulically controlled 4WD system and torque-vectoring rear differential as the hatchback and almost identical uprated suspension and brake parts. Because it’s longer, it has slightly more even weight distribution and thus its own suspension settings, but they’re only marginally different. Volkswagen has made a slightly better fist of the estate’s design this time around. The funny proportions have been banished; the estate has a longer wheelbase than the hatchback now, so its extended rear overhang doesn’t look quite so conspicuous. Avoiding the optional panoramic
VOLKSWAGEN GOLF R ESTATE Enhanced practicality and handling dynamism give load-lugger a slightly different character than previously
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sunroof, meanwhile, should make for more than adequate head and leg room for adults in both rows, and there’s a really useful-size boot that offers some underfloor storage with a pretty expansive load bay above it. To drive, the Golf R is in large part the same multi-talented all-rounder. Those stiffer suspension rates and 19in wheels do make for a little more roar and thump from its ride than Golf R regulars might be used to, but not so much as to change its defining strength: its adaptability.
On optional adaptive dampers, it can be absorptive and easy-going when set for those priorities; then in Race mode, it feels much meatier, meaner and tauter. Here, outright grip, agility and driver engagement aren’t quite in Honda Civic Type R or Renault Mégane RS territory, but they don’t miss by much. But all that real-world performance and dynamic adaptability don’t come cheap. When Volkswagen revised the old R Estate in 2019, it reissued it at a price some £6000 lower than the new
THE
Price Engine Power Torque Gearbox Kerb weight 0-62mph Top speed Economy CO2, tax band RIVALS
£43,175 4 cyls, 1984cc, turbo, petrol 315bhp at 5500rpm 310lb ft at 2100-5350rpm 7-spd dual-clutch auto, 4WD 1555kg 4.9sec 155mph 34.9-35.8mpg 178g/km, 37% Merc-AMG CLA 35 Shooting Brake, Cupra Leon Estate
car’s. Today, then, you’re being asked to pay BMW 330i M Sport Touring money when your last R Estate might have been yours for the price of a 318i. That’s quite a leap; and as a result, one of the most recommendable realworld driver’s cars of recent times has become that bit less of a default pick. MATT SAUNDERS
iX Search: BMW iX
ALLELECTRIC
#bornelectric
Mpg (l/100km): Not applicable. CO2 emissions: 0 g/km. Electric energy consumption for the iX model range (combined): 20 to 21 kWh/100Km / 3 – 3.1 miles/kWh. Electric range: 246382 miles. These figures were obtained after the battery had been fully charged. The iX is a battery electric vehicle requiring mains electricity for charging. Figures shown are for comparability purposes. Only compare electric range figures with other cars tested to the same technical procedures. These figures may not reflect real life driving results, which will depend upon a number of factors including the starting charge of the battery, accessories fitted (postregistration), variations in weather, driving styles and vehicle load.
ROAD TEST
PHOTOGRAPHY LUC LACEY
No 5567
Volkswagen Transporter Can VW successfully transpose the GTI treatment onto a Transporter van? MODEL TESTED Price £59,460
Power 201bhp
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Torque 332lb ft
0-60mph 9.1sec
S P O R T L I N E KO M B I S W B B L AC K E D I T I O N 30-70mph in fourth 10.4sec
Fuel economy 32.0mpg
CO2 emissions 199-213g/km
70-0mph 47.1 m
ROAD TEST he increasing prevalence of bolder sport styling on new commercial vehicles might simply be evidence that vans, lorries and pick-up trucks inevitably follow where market trends for passenger cars lead. This week’s road test subject, however, suggests that something more interesting could be afoot. Some buyers of these super-functional, hard-working utility vehicles might be ready for more serious pseudoperformance van derivatives, right out of the showroom, than they have hitherto been offered. They might even be ready to pay surprisingly high prices for them. The Transporter Sportline is the new range-topping version of Volkswagen’s mid-sized van. Having been added to the Transporter range in 2021 shortly after a mid-life facelift for the T6-generation vehicle dubbed the T6.1, the Sportline adds more than a few tokenistic performanceaping exterior styling touches. Its specification includes 18in alloy wheels with performance tyres, lowered sports suspension and partleather sports seats, as well as the dinky roof spoiler and eye-catching front bumper pictured on these pages. So what are we to make of the idea of a 2.1-tonne utility monocab that wears hot hatch garb at least semi-seriously? Is this a real attempt at a cargo carrier with a little added driver appeal? Or is it simply a dose of visual razzle-dazzle for the entrepreneur who wants the world to know his bathroom-fitting business is doing well? And whichever it is, does that have implications for how functional or useful this vehicle is in its primary purpose?
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DESIGN AND ENGINEERING
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We like z Still a sensible, practical, super-versatile vehicle at heart z Extra technology and niceties in the cabin are welcome z Grips and corners surprisingly well on smooth roads
We don’t like z Doesn’t offer much more to the interested driver than any other T6.1 z Open loadbay brings some refinement problems z Could easily cost £60,000 with some options, and that’s too much
This vehicle joins a Transporter model line-up that already caters to all manner of purposes. If you want Sportline trim, you’re restricted to either a standard panel van body or a Kombi crew van (which has a removable second row of seats and can therefore accommodate up to six occupants). There is only one engine option, which is the same 201bhp 2.0-litre twin-turbocharged diesel that serves in other top-end Transporter models, so there’s no direct power boost to report here. You can only have a two-pedal dual-clutch automatic gearbox. And while you get a choice of wheelbase lengths (3.0m or 3.4m), there’s only one default choice of roof height and carrying capacity (all Transporter Sportlines are based on VW’s T32 chassis specification, with maximum payload ratings ranging from just under to just over one tonne). Elsewhere in the wider line-up, of course, configurability is the Transporter’s middle name. The entry-level Startline short-wheelbase panel van can be bought for less than £30,000 including VAT; it comes with a 109bhp 2.0-litre diesel engine and front-wheel drive; and it will haul
Range at a glance ENGINES
T30 Startline Kombi T30 Startline Kombi T32 Startline Kombi DSG T32 Startline Kombi 4Motion T30 Highline Kombi BiTDI DSG T32 Highline Kombi BiTDI LWB T32 Sportline Kombi BiTDI DSG
POWER
FROM
109bhp
£32,640
148bhp
£34,866
148bhp
£37,704
148bhp
£38,724
201bhp
£44,562
201bhp
£46,164
201bhp
£58,302
z Sportline is the only Transporter to come on 18in alloy wheels, but that is as big as you can go. Hankook Ventus Evo tyres have a usefully wide 255-section and offer plenty of grip.
TRANSMISSIONS 7-spd dual-clutch automatic (DSG models only) 5-spd manual (109bhp 2.0 TDI) 6-spd manual (148bhp 2.0 TDI) The Transporter range is sprawling. We’ve listed only Kombi crew vans like our test car above, but regular panel vans are cheaper, and there are Shuttle nine-seaters too, plus the related Caravelle and California.
800kg of cargo or swallow a couple of Euro 3 pallets in its hindquarters. The engines progress up to the 201bhp 2.0-litre oil-burner of our test car, and all come from VW’s EA288 four-pot diesel family, with a fully electric option now available in the shape of the ABT e-Transporter. Those engines mount transversely in the front of the vehicle, with drive going to the front wheels in all but the Haldex-style 4Motion versions. There is a Transporter Shuttle model for those who need more than six seats in a strictly commercial version of the vehicle, and also the plusher Caravelle upmarket people mover and the California camper, of course. Pretty much whatever useful purpose you imagine putting a big monocab vehicle to, then, the Transporter ought to be able to meet it in one of its many guises. The Transporter switched to modern monocoque chassis construction in its fourth generation. The latest version has electromechanical power steering not least so that it can offer up-to-date driver assistance systems, as well as all-independent suspension via struts at the front axle and semi-trailing arms at the rear, and coil springs. As such, this is a prime candidate among vans of its size for a light performance makeover – even if ◊
z Roof spoiler hits the ‘big enough to notice, but not so big that you would point and laugh’ sweet spot quite skilfully. And it doesn’t stand proud of the roof profile either, so you shouldn’t knock it off on height restrictors.
z Front bumper design looks aggressive from a distance, but up close it’s pretty obvious how little of it provides necessary airflow. Would something subtler have been better? Perhaps.
z Both headlights and tail-lights have strong LED-illuminated ‘daytimerunning’ visual design signatures – the arrow-shaped motif of the latter being the visually more appealing in our book.
T4 of 1990 ushered in front-engine layout 30 MARCH 2022 AUTOCAR.CO.UK 35
Weights and measures
10 30 mm
81 0m m
ma x
1990mm
990m
0.35
1000m m
m max
DIMENSIONS
Kerb weight: 2068kg 3000mm
911mm
993mm
4904mm
z Driving position will be a high climb for most. Front seats look semi-sporty but lack useful lateral and under-thigh support.
PA R K I N G Typical garage height
Typical parking space width (2400mm)
2150mm
Typical leg room 810mm
z Rear seats offer generous space for adults. They also fold flat, can be removed entirely and when in place also offer through-loading space under the bases.
2300mm (without mirrors) 3730mm
W H E E L A N D P E DA L ALI G N M E NT Van pedal placement often suffers slightly with wheel-arch intrusion, but the Transporter’s isn’t too bad: just a little offset to the left of ‘normal’.
20mm 120mm
Width 1230-1550mm
Height 12901370mm Length 15602520mm
H E AD LI G HTS LED headlights as standard, with auto levelling. Fairly bright, with good range on high beam and a well-set dip level.
Δ VW has employed the lightest of touches in that respect. A set of 18in alloy wheels – bigger in diameter and wider of rim, and fitted with wider, lower-profile tyres, than any other Transporter uses – come as standard. They roll underneath Eibach sports springs that lower the vehicle 30mm closer to the road than other Transporters are carried. There is no brake upgrade for the vehicle and you can’t get VW’s adaptive dampers (which are optional on other derivatives), the Sportline sticking with the Transporter’s standard-fit loadsensitive passive shock absorbers. Our test car came in range-topping Black Edition trim, which accounts for its tinted glazing at the side and rear, and its black styling elements (wheels, sill bars and body decals).
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Centre
INTERIOR
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The Transporter Sportline may have sporty aspirations, but it’s still a van – and as soon as you hear the slightly reverberant clang of the driver’s door as it closes behind you, you’ll know as much. Once you’re in, you find seats that make only a gesture at sportiness (part-leather upholstery and red stitching, but short cushions and no side bolstering, and little or no lateral support). They offer great forward visibility, though, and are comfortable enough if you adopt the tradesmanfavoured jacked-up driving position. There are also handles on the cab’s A-pillars for those who want to use a free hand to better secure their body weight during faster cornering than the seat design is given to do. Still,
z VW offers twin side-hinged boot doors on lesser models, but Sportlines are tailgate-only, with powered lifting. Loadbay area is up to 2.5 metres in length.
a van’s a van and, ergonomically at least, this one doesn’t do much differently from any other. You get a leather steering wheel, digital instruments, an 8.0in touchscreen infotainment system, and a few metallised highlights and bits of slightly showy trim for your money. The Transporter’s dashboard is made uniformly of hard, scratchresistant mouldings, while the cab is carpeted and well furnished for storage cubbies and cupholders, on the upper and lower dashboard and in the door consoles. In the back, two glazed, powersliding rear passenger doors come as standard. The rear seats (Kombi crew vans have two rows) divide into a two-seater unit on the offside and an individual chair on the nearside of the vehicle. Both fold forwards, and
the latter also leans forward to allow access to the cargo area through the nearside side door. Both seat units can also be removed entirely (although they’re heavy and awkward), opening up a vast loading area that we measured at just over 2.5 metres in total length – and that’s in the short-wheelbase version. Even with the rear seats in place, there’s room to thread longer items along the floor and underneath the back seat cushions if you need to. The loading area in five-seat mode is more than a metre and a half long anyway, as well as more than a metre and a half wide at its widest, and approaching a metre and a half tall from floor to ceiling. That’s much more room than you would get in any SUV or big people carrier, and there are lashing eyes to secure heavier loads. ◊
ROAD TEST
z The Transporter’s dashboard is jam-packed with storage cubbies, useful ledges and cupholders. Shame the glovebox is only big enough for a pair of gloves.
z Sliding rear doors are motorised and can be opened and closed by pressing a button on the dash. Handy if a rear passenger got out and forgot to pull the door to.
z Auxiliary heating system for the second-row seats is a £330 option, controlled from this roof panel. A parking heater, working off a second 12V battery, costs £3216.
Multimedia system
AAACC
The Transporter still uses the old 8.0in Discover Media touchscreen infotainment system of Volkswagen’s lastgeneration passenger car models. That is no bad thing, given our reservations about usability in the latest MIB II set-ups. It doesn’t lack for functionality, offering wireless smartphone mirroring, wired device charging by USB-C ports, 32GB of on-board media storage and connected services, with online media streaming (for a year, and then via subscription) courtesy of VW’s We Connect Plus service. It’s somewhat of a shame to find no physical volume knob here, but usability is otherwise good. Navigation destinations are easy to program via fingertip input; a little bit less so, perhaps, by voice command – but the system typically worked at the second or third attempt for us. The quality of the audio system is respectable but not up to the standards of a similarly priced premium one in a passenger car. The ambient noise level in the back is likely to make rear-seat passengers prefer headphones, and their own entertainment.
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` It clearly wouldn’t make you late for opening time at the builders’ merchant
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PERFORMANCE
AAACC
As we’ve mentioned, the particular specification and tuning of the Transporter Sportline’s 2.0-litre BiTDI diesel engine and its seven-speed dual-clutch gearbox aren’t anything special. There isn’t even a sports exhaust or a Sport driving mode here, which the vehicle could certainly do with. It’s fairly brisk and flexible on the road; not assertively fast, but probably about as quick as you would want a load carrier of this type to be. Our test car managed 100mph from rest within a standing kilometre, and hit the same speed within a standing mile when locked in fifth and sixth gears, so it clearly wouldn’t make you late for opening time at the builders’ merchant. Even so, it needed a little over nine seconds to hit 60mph from rest, which would leave its driver with plenty to do to keep pace with
a fast supermini in 2022 (not that many van drivers typically seem to struggle with such challenges). The Transporter’s gearbox feels like a more heavy-duty unit than the kind you get in Volkswagen’s modern passenger cars. It has a pretty gentle initial step-off, and what feels like a subsequent second stage of full engagement with the driveline once you are up beyond walking pace. That’s just what you would want when ushering a heavy load steadily into motion, or towing a heavy trailer, but faster starts take lots of revs and come with a slightly snatchy delivery of torque to the front wheels. Unless, that is, you knock the gearbox into manual mode, keep your left foot on the brake pedal, plant the accelerator and – as we were as surprised to find as you probably are to read – activate the electronic launch control mode. Using it better regulates the delivery of torque to those front wheels, and
could make the difference between a 0-60mph dash in the high nines, and one that could even be in the high eights on a dry day. The DSG gearbox feels shortlegged on the road, as you would expect of a van. It won’t do 40mph in second gear, and you will find fourth and fifth are your most useful driving gears as you speed up out of town. But torque comes stoutly at low revs, and so pulling higher gears even with a load on board wouldn’t be a problem. Braking performance on test was very respectable, the Transporter stopping from 70mph in less than 50 metres even in slightly damp conditions. But the brake is a little grabby at the top of the pedal and can be irksome in stop-and-start traffic, which is evidence that vans like this still aren’t quite finished to the same dynamic standard as equivalently priced passenger cars in some respects.
H A N D L I N G A N D S TA B I L I T Y
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The default dynamic tuning of a cargo-lugging van keeps the Transporter planted, stable and fairly steady in its body control when you give it some speed to carry on a halfway challenging country road. We could only test it in an unloaded condition, when you would expect it to have some composure in reserve. But given the tall body profile, it’s quite impressive how hard you can corner in it, and how much outright grip those Hankook sport tyres can provide for it, on a sufficiently smooth and wide canvas of a surface. The Sportline rolls a fair bit as it corners, but not enough to prevent the van from keeping its weight fairly evenly spread across its axles, or to cue up steady-state understeer, surprisingly enough. It turns in quite sleepily, but stays true to a cornering line once it has been taken, except
z Transporter Sportline offers van drivers a more urgent if not especially engaging option and families a spacious but less refined alternative to modern passenger cars.
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ROAD TEST Assisted driving notes AABCC Like all Transporter T6.1s, the Sportline comes with VW’s Front Assist autonomous emergency braking system as standard, as well as an adaptive cruise control system and a driver monitoring system. You can add a lane keeping assistance system, with Side Assist blindspot monitoring, for £1230. Our vehicle didn’t have it. VW’s Front Assist AEB system can be tuned to intervene either early or late, or deactivated entirely, through the touchscreen infotainment system. We tested it in both its middle and lower intervention settings and found it unintrusive at all times. It doesn’t offer pedestrian or cyclist detection, however. The adaptive cruise control is a simple system without any speed limit detection or automatic speed adaptation functionality, although it does offer a manual speed limiter if you prefer. A speed limit detection system would be a useful addition but only comes as an option.
where bigger bumps come into play. And it has enough grip at the front wheels to haul itself away from an apex with a modicum of urgency, too. If you are the sort of van driver who just likes to get from A to B in a hurry, and don’t much care how that is achieved, the Transporter Sportline’s outright adhesion and body control probably would feel like a modest step up from your existing van. If, on the other hand, you are used to the sort of agility, chassis balance, damping dexterity, control feedback and all-round driver engagement that you might get from even an average performance car in 2022, this will just feel like a van. At times, a pretty busy- and fiddly-riding one at that, without much keenness at all in its responses, and no apparent life or liveliness at all about its controls. Because the Transporter’s steering is tuned to keep its high body steady and not to disturb its load, it is slow around dead centre, and quite light
A U T O N O M O U S E M E R G E N CY BRAKING z Does the system seem prone to false activation? ✗ z Can it be deactivated? ✓ z Does it have pedestrian/cyclist detection? ✗ L A N E K E E P I N G A S S I S TA N C E Not fitted. INTELLIGENT CRUISE CONTROL z Can the system consistently recognise and automatically adopt motorway gantry-signed variable speed limits? ✗ z Does it prevent undertaking? ✓ z Does it have effective audible or visual alerts, or steering intervention, to prevent changing lanes into the path of an overtaking car? ✓ (Side Assist optional)
with it, which makes changes of direction feel a bit unenthusiastic. Navigate that first hurdle and you will find the Sportline is ready to corner quickly enough, but not in a particularly enjoyable way. Your backside is positioned so high above the vehicle’s roll axis that you feel every degree of lean, and the seats aren’t great at keeping that backside where you would like it to be.
C O M F O R T A N D I S O L AT I O N
AACCC
If you are used to driving a van with no dividing bulkhead, the noisy ride of the Transporter Sportline won’t bother you. Ride resonance is an inherent problem of vehicles of this size, which don’t have insulation materials to dampen any vibration, and offer a large and uninterrupted passenger compartment in which that resonance can reverberate. Put shortened, firmed-up suspension springs on such a car and the
resonance potential only increases. That’s why the Sportline’s ride can, to ears more familiar with passenger car refinement levels at least, sound a little like a drum solo in an Anderson shelter. It’s at its noisiest on bumpy country roads where you can hear every impact on the rear axle, and every flick of broken twig or loose stone on the underbody. On better surfaces, the roar of passing Tarmac under the tyres, and of wind around those door mirrors, is a lot less likely to perturb you – but it’s hard to ignore entirely, especially if you’re travelling in the back. All of this comes with the territory where open-cab vans are concerned, but if you’re considering a vehicle like this as an alternative to a big passenger car for longer family trips, it is certainly something to consider. The driver’s seat is at least comfortable over distance, once it is set to a height to support your legs, with armrests on both sides.
BUYING AND OWNING
AAACC
Prices (inclusive of VAT, which a great many of its buyers won’t pay) start from a little over £54,000 for a short-wheelbase Transporter Sportline panel van, rising to a little under £60,000 for a long-wheelbase Kombi. That is quite an ambitious price for some lowered suspension springs and a roof spoiler, you might think. Nevertheless, if you want an equivalent ‘hot’ van from a third-party company such as MS-RT, it will cost you a fair bit more still in 2022. With the Transporter Sportline, you can buy straight out of the showroom, and at a price you might just be able to stomach. For fuel economy, our vehicle averaged 32.0mpg over the full course of our testing, with 70mph touring possible at almost 40mpg, so at least that factor need not put anyone off. ◊
AC C E L E R AT I O N Volkswagen Transporter Sportline Kombi SWB Black Edition (8deg C, damp and windy) Standing quarter mile 17.3sec at 82.7mph, standing km 31.3sec at 103.4mph, 30-70mph 9.0sec, 30-70mph in fourth 10.4sec 30mph
40
60mph
50mph
3.1s 4.6s
70mph
9.1s
6.6s
0
12.0s
80mph
90mph
15.8s
20.6s
10s
20s
Volkswagen Grand California 600 (2019, 9deg C, damp) Standing quarter mile 20.9sec at 68.3mph, standing km 38.2sec at 84.3mph, 30-70mph 16.7sec, 30-70mph in fourth 19.3sec 30mph
5.2s
40mph
50mph
8.0s
0
11.4s
60mph
70mph
15.8s
80mph
21.9s
10s
90mph
31.4s
20s
49.3s
30s
40s
B R A K I N G 60-0mph: 2.94sec (damp patches) Volkswagen Transporter Sportline Kombi SWB Black Edition (8deg C, damp and windy) 30mph-0
50mph-0
9.0m 0
70mph-0
24.3m 10m
20m
47.1m 30m
40m
Volkswagen Grand California 600 (2019, 9deg C, damp) 30mph-0
50mph-0
13.4m 0
10m
70mph-0
34.0m 20m
30m
66.8m 40m
50m
60m
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Data log VW TRANSPORTER S P O R T L I N E KO M B I S W B B L AC K E D I T I O N On-the-road price Price as tested Value after 3yrs/36k miles Contract hire pcm Cost per mile Insurance
£59,460 £59,790 na na na na
70 litres
TYPICAL PCP QUOTE 3 years/30,000 miles, 25% deposit £532 This quote, from VW Financial Services, is for the Sportline panel van (£55,092 including VAT) but gives you an idea of what the pricier Kombi will cost. It includes a £300 manufacturer deposit contribution at an APR of 5.5%, and with an optional final balloon payment of just under £28k.
EQUIPMENT CHECKLIST
T E C H N I C A L L AYO U T
18in gloss black alloy wheels Heavy-duty toolkit and jack Adaptive cruise control Digital instruments Alarm system with interior monitoring Eibach lowered coil suspension Sports-styled front bumper Illuminated chrome side bars Nappa leather and Alcantara seats with red contrast stitching Cab carpets Discover Media 8.0in touchscreen system with factory navigation LED headlights and tail-lights Front foglights with cornering function Heated driver and front passenger seat Powered sliding rear passenger doors and powered tailgate Rear-view camera system Additional heating system for rear passenger compartment £330 Pure Grey paint nco Options in bold fitted to test car = Standard na = not available nco = no-cost option
Transporter switched to monocoque body construction decades ago with the T4. With the latest T6.1, all engines are mounted transversely up front for optimal packaging, drive is either via the front wheels or via Haldex-style 4Motion fourwheel drive and steering is electromechanical. Suspension is via struts up front and independent at the rear in all versions. Weight distribution was 62:38 front to rear.
Construction Weight/as tested Drag coefficient Wheels Tyres Spare
Steel monocoque 2068kg/2108kg 0.35 8.0Jx18in 255/45 ZR18 103Y, Hankook Ventus S1 Evo3 None (mobility kit)
POWER & TORQUE
Installation
332lb ft at 1400-2250rpm
350
300 250
201bhp at 4000rpm
200
Track Touring Average
18.6mpg 39.1mpg 32.0mpg
CLAIMED
Low Mid High Extra high Combined
30.1mpg 39.2mpg 44.1mpg 36.2mpg 37.7mpg
Tank size Test range
70 litres 493 miles
350
300 250
TEST MPG
200
150
150
100
100
50
50
E M I S S I O N S & TA X
0
CO2 emissions Tax at 20/40% pcm
Engine (rpm) 2000 4000
0
6000
199-213g/km £50/£99
TRANSMISSION Type 7-spd dual-clutch automatic Ratios/mph per 1000rpm 1st 3.56/4.9 2nd 2.53/6.8 3rd 1.59/10.9 4th 0.94/18.4 5th 0.72/24.0 6th 0.69/29.5 7th 0.52/39.1 Final drive ratios 4.65:1, 3.95:1 (6th, 7th, reverse)
BRAKES
SAFET Y
Front 308mm ventilated discs Rear 294mm ventilated discs Anti-lock Standard, with brake assist Handbrake type Manual, lever Handbrake location Floor, centre of cab
ABS, ESC, Automatic Post-Collision Braking, HSA, Front Assist with City Emergency Braking Euro NCAP crash rating Not tested
CABIN NOISE STEERING
SUSPENSION Front MacPherson struts, coil springs, anti-roll bar Rear Semi-trailing arms, coil springs, anti-roll bar
AC C E L E R AT I O N
AC C E L E R AT I O N I N G E A R mph 20-40 30-50 40-60 50-70 60-80 70-90 80-100 90-110 100-120 120-140 140-160 160-180 180-200
2nd – – – – – – – – – – – – –
3rd 3.5 3.8 – – – – – – – – – – –
4th 5.8 4.6 5.3 5.8 7.3 – – – – – – – –
5th – 6.4 6.4 6.9 7.9 9.3 11.9 – – – – – –
6th – – 7.9 8.2 9.2 10.9 15.6 – – – – – –
7th – – 11.3 10.4 11.1 14.0 – – – – – – –
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 Transporter, contact Volkswagen Commercial Vehicles, Yeomans Drive, Blakelands, Milton Keynes, MK14 5AN (0800 783 4909, volkswagen-vans. co.uk). Cost-per-mile figures calculated over three years/36,000 miles, including depreciation and maintenance but not insurance; Lex Autolease (0800 389 3690). Insurance quote covers 35-year-old professional male with clean licence and full no-claims bonus living in Swindon; quote from Liverpool Victoria (0800 066 5161, lv.com). Contract hire figure based on a three-year lease/36,000-mile contract including maintenance; Wessex Fleet Solutions (01722 322888).
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400
0
MPH 0-30 0-40 0-50 0-60 0-70 0-80 0-90 0-100 0-110 0-120 0-130 0-140 0-150 0-160
TIME (sec) 3.1 4.6 6.6 9.1 12.0 15.8 20.6 27.1 – – – – – –
ECONOMY
400
Power output (bhp)
Front, transverse, front-wheel drive Type 4 cyls in line, 1968cc, twin-turbocharged, diesel Made of Cast iron block, aluminium head Bore/stroke 81.0mm/95.5mm Compression ratio 16.2:1 Valve gear 4 per cyl Power 201bhp at 4000rpm Torque 332lb ft at 1400-2250rpm Redline 4600rpm Power to weight 97bhp per tonne Torque to weight 161lb ft per tonne Specific output 102bhp per litre
Torque (lb ft)
C H A S S I S & B O DY
ENGINE
Type Electromechanical, rack and pinion Turns lock to lock 3.0 Turning circle 11.9m
Idle 46dBA Max rpm in 4th gear 78dBA 30mph 66dBA 50mph 71dBA 70mph 74dBA
MAX SPEEDS IN GEAR
1 2 3 4 5 6 7
22mph 4600rpm 31mph 4600rpm 50mph 4600rpm 85mph 4600rpm 110mph 4600rpm 126mph 4271rpm 126mph* 3223rpm * claimed
RPM in 7th at 70/80mph = 1790/2046
R OA D T E S T N o 5 5 67
Read all of our road tests autocar.co.uk
ROAD TEST Testers’ notes MATT SAUNDERS The VW has that empty cereal box feel when bumps hit the loaded side of the axles, and the body reverberates. At speed, it makes you know a little better what it’s like to be a Weetabix. ILLYA VERPRAET Body control and performance aren’t brilliant but are good enough in something intended for carting around a tonne of ballast, or packing for an activity-filled family holiday with a kayak on the roof. When fully loaded, vans aren’t for driving fast anyway.
VERDICT
AAACC
Not compromised but hardly enhanced by its sporting agenda he Autocar road test dips only rarely into the world of the commercial vehicle, but when we do, it’s almost always because we have been tempted by the prospect of something extraordinary. The Volkswagen Transporter Sportline looked as if it might have that kind of potential; to be a corollary of the Ranger Raptor, and do for the workaday van what the Ford helped to do for the pick-up truck a few years ago, kindling interest and making people look anew at a vehicle concept they had always overlooked before. The versatile, cavernous, hard-working van certainly deserves a champion, but in the end, this Transporter fails to break away on a path of its own. It may look intriguing, but it fails to offer anything dynamically to really set it apart from any other panel van, or that justifies you paying a premium for. Performance is lukewarm; handling, roadholding and body control are as a whole only marginally above the van-segment standard; and the desirability-boosting premium features don’t divert your attention for long from what would be a very functional but broadly ordinary van driving and owning experience.
T
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
FORD TRANSIT CUSTOM MS-RT SWB AUTO CREW CAB Now available through Ford showrooms. Not as powerful as the VW but done with more commitment. Pricey, though. AAAAC £61,425 182bhp, 306lb ft na, 106mph 196g/km, 37.7mpg
2
TOYOTA PROACE DESIGN CREW CAB 2.0D 180 Semi-sporty looks, 17in alloys, a kit-laden cabin and a twopedal gearbox. See also Peugeot Expert, Vauxhall Vivaro et al. AAABC £43,485 177bhp, 295lb ft 8.5sec, 106mph 196-208g/km, 35.7-37.6mpg
3
MERCEDES-BENZ VITO L2 CREW VAN 119 CDI PREMIUM A bit of an old-stager now, but still offers RWD, strong performance, just under a tonne of payload and a Merc badge. AAABC £43,878 188bhp, 325lb ft na, 128mph 205g/km, 36.2mpg
4
VW TRANSPORTER SPORTLINE KOMBI SWB BLACK EDITION Looks good on paper and in the metal, but struggles a little to follow through with the drive you would expect for the money. AAACC £59,460 201bhp, 332lb ft 8.9sec, 126mph 199-213g/km, 37.7mpg
Spec advice Think whether a (cheaper) Transporter T32 Highline BiTDI 4Motion might better suit your needs. If not, go for a shortwheelbase Sportline if you’re a regular user of ordinary car parking spaces, unless you really need the biggest loadbay.
Jobs for the facelift z Boost power and performance to a level that feels worth paying extra for. z Find some refinementboosting measures to quieten the ride for back-seat passengers. z Refine the frontseat design for better lateral support.
5
RENAULT TRAFIC LL30 BLUE DCI 170 EDC6 AUTO SPORT+ Had a light facelift and a refitted interior in 2021. Doesn’t match rivals for power, performance or beefy sporting looks. AAACC £47,410 168bhp, 280lb ft 10.6sec, 115mph tbc
30 MARCH 2022 AUTOCAR.CO.UK 41
42 AUTOCAR.CO.UK 30 MARCH 2022
BMW M240i vs RIVALS COMPARISON
NORMAL SERVICE HAS BEEN RESUMED The M240i is BMW back to its traditional best – on the face of it. In reality? A Cayman and CLA 45 S help Richard Lane decide PHOTOGRAPHY LUC LACEY nd relax. Enjoy the respite. You’ve certainly earned it. BMW-land has of late been an exhausting kaleidoscope of odd contours, oversized grilles, transverse engines, endless crossovers, mass, girth and, although it’s quite understandable, widespread electrification and the compromises that brings. Buy an iX and you get the full house. It’s a
BMW, but it’s not a BMW. Do they even make those any more, for those of us who can’t stretch to an M5 CS? Turns out they do. One look at the new G42-gen 2 Series Coupé’s monolithic bonnet tells you that not only does this car possess an engine but also it’s set lengthways rather than sideways. And the car is therefore natively rear driven. Elsewhere, the silhouette is clean, the kidneys are right-sized, and there is
of course the two-door form, which feels an increasingly rare thing in today’s world. It’s no exaggeration to say that all of this comes as an enormous relief, because for a while there, we thought the understated non-M driver’s Beemer was lost to us. To explain: in 2019, eyebrows were raised following the decision to move the rear-driven 1 Series hatchback onto a front-drive platform. A year later, that discomfort morphed into ◊
30 MARCH 2022 AUTOCAR.CO.UK 43
H A L F- P R I C E A LT E R N AT I V E S
You sit higher in the CLA than its rivals here but the seats are superbly supportive Δ a distinct jitteriness when the 2 Series Gran Coupé arrived with the same underpinnings. And with the subsequent announcement of the 2 Series Active Tourer MPV, things looked grim. It seemed the twodoor Coupé could be about to follow suit and ditch the layout of Ferrari, Aston Martin and almost every great BMW for one favoured by modern Volkswagen and Vauxhall. And make no mistake: for the last outpost of affordable, thoroughbred BMW-ness (because, let’s face it, the gawky 4 Series is no longer that car), it would be better to just kill the 2 Series Coupé off. And the worst thing? Had that happened, nobody would have been that surprised. So, welcome to the respite. In this instance, it comes in the form of the £45,795 M240i xDrive – the topbilling 2 Series until the M2 arrives later this year as M division’s 50th birthday present to itself. Unlike those frumpier bodystyles in the 2 Series range, the Coupé is built on the same CLAR platform as the 4 Series and is therefore more purist in its hardware. CLAR also permits the 368bhp straight-six turbo engine that instantly cements the M240i as an enticing, old-school proposition. (Four-cylinder options exist lower down the range.) Caveats? The car is available only with four-wheel drive and an automatic gearbox. However, early exposure suggests these elements serve more to infuse the M240i with added all-weather, junior GT-car appeal than to detract from its attributes as an enjoyable and sound driver’s car. This example is otherwise mechanically standard. It wears 19in wheels with Pirelli P Zero tyres (Pro Pack cars are fitted with Michelin Pilot Sport 4S tyres) and uses the regular two-mode M Sport suspension rather than the £500 M Adaptive set-up. An electronically controlled M Sport differential and beefy M Sport front seats come as standard in the UK. How good is it? To find out, we’ve brought this one – daubed in Thunderlight metallic, a deep shade of purple redolent of the fabulous Techno Violet that first
44 AUTOCAR.CO.UK 30 MARCH 2022
BMW has 19in wheels and P Zero tyres
M E RCE D ES C63 AM G AMG’s 6.2-litre M156 V8 is one of the great road car engines and the W204 C-Class chassis an excellent match for it. Not cheap to run, but now priced from around £18,000. It’s hard to imagine a more versatile, entertaining coupé at that price.
PO RSCH E CAYMAN S Around £25,000 buys the best of the late 987-gen Caymans with the post-facelift 3.4-litre flat six, so the same power as our base 718 but a far more musical delivery. A touch more gets a higher-mileage example of its 981-gen successor, mind.
You get 20in wheels on the CLA 45 S
B MW M3 (E92) The only M3 road car ever to tout eight cylinders, the E90 is a lazier proposition than the E46 that preceded it (the two generations are now similarly priced), but this makes it an appealing GT-cum-sports car.
Cayman has 18in wheels as standard appeared on the E36-gen 3 Series Coupé – to Snowdonia, along with two key rivals. One is Porsche’s 718 Cayman, which in entry-level form costs almost exactly what the BMW does. You therefore cannot buy one of these cars without considering the other. The final member of our trio is Mercedes-AMG’s CLA 45 S. In Plus trim, it costs a not inconsequential amount more than the Porsche and the BMW but it’s the most impressive and carefully conceived non-V8 AMG there has ever been so, if nothing else, it deserves to be here to better frame BMW’s efforts. Having driven here from London this morning in the supernovabright Porsche, the first few runs in the M240i over one of our favourite testing roads immediately highlight two things. First, the BMW is
On a cold day, the warm glow from looking at a longitudinal straight six is welcome
BMW M240i vs RIVALS COMPARISON
fantastically refined. Its cabin, modelled on that of the 4 Series, is both interesting to look at and very tightly screwed together. Factor in the fine Each averages just over 30mpg officially driving position, still a brand hallmark, and an expansive view over the power-domed bonnet and this is a comfortable and vaguely romantic place to spend ZF-supplied eight-speed torqueday-long drives. And so quiet. Too converter automatic, for which quiet, perhaps. The 718 Cayman is the lowest three ratios have been lower and smaller and puts you at squeezed together and whose shift the coalface of progress. In terms quality is now exquisitely crisp, it of isolation, it’s closer to the retired weighs 1690kg. If that looks a big Lotus Exige than it is to the BMW: number on the page, context does it more trying but also more enlivening no help at all. When this car’s M235i for it. Could the M240i be too xDrive predecessor broke cover in cultured for a punchy sports coupé? 2014, it weighed 1525kg. Even the M4 Second, and related, the BMW Competition of the last generation feels a touch tubby. Mainly because weighed only 1595kg, and that car it is. With four-wheel drive and a carried an additional turbocharger
and had a bigger footprint. The Porsche, this one with a heavy dual-clutch ’box, tips the scales at 1365kg and the mad Merc – all four doors, torque-vectoring clutch packs, front driveshafts, 20in wheels and dual-clutch gearbox of it – comes in just 5kg heavier than the M240i. BMW talks about weight-minimising wheel bearings and the broad use of aluminium in the suspension and body, which is fine, but this is an unacceptably heavy car. Knowing just how much weight is involved makes the manner in which this car does point to point all the more sensational. Direction changes don’t unfold in perfect simpatico between the axles, as they do with the Cayman, but the M240i cuts an effortlessly cohesive
figure all the same. You would hope for the upcoming M2 to be more chuckable – to feel a touch less nose led, higher voltage on turn-in and with more iron-fisted rear-axle damping mid-corner – but that car’s M-lite understudy isn’t imprecise or flabby. It’s accurate and composed. And if not thrown, the M240i at least seems to like being abruptly poured in to bends, where both ends load up quickly and the heavily rear-biased power delivery and throttle-on adjustability can be enjoyed. Of the two damper modes, Comfort provides enough control for all but the most challenging roads, where you might go to Sport. Either way, there’s finesse and flow in the body movements and this goes some way to making up for the shortfall in confidence imparted by muscularly ◊
30 MARCH 2022 AUTOCAR.CO.UK 45
the lovely, minimalist little GT sports steering wheel, the standard seats are too short and weakly bolstered after the chunky, deep items in the M240i (again, very super-saloon). Road roar, cabin technology, visibility: all inferior to the new BMW. But you’re not really paying much attention to those trivialities, because even pulling out of the lay-by, the steering’s already talking to you in a way that’s alien to the BMW and it feels divine. This rack is lower on assistance, lower on elasticity, perhaps a little less direct but laced with genuine feel and weight. By 30mph, it’s already dreamy and it only gets better as forces build, when the deftness of the chassis comes to the fore. As mentioned, the engine is only really any good for maintaining momentum, despite the fact that
BMW can be made to oversteer but it’s also sure-footed if you want
Δ weighted but mainly numb electrically assisted steering. The overall experience is more scaleddown super-saloon than light, lithe sports coupé – maybe not quite what you’re looking for in this class, but fierce and satisfying all the same. And the performance. Just wow. The upshot of BMW’s reworking of the trusty 3.0-litre B58 straight six is that between 1900rpm and 6500rpm, there’s only a brief 500rpm interlude when you’re not being fed either all 368bhp or all 369lb ft. Thrust is monstrous by any standards, upshifts mere flickers of interruption (downshifts are more fleeting still), and traction is genuinely challenging to comprehend. If there’s one thing they’ve really succeeded with here, it’s the way in which the tyres can quite easily be unstuck mid-corner if so desired, yet once you’re on the way out and on to the next straight, the stability is immense. They’ve judged the M240i’s limits very nicely in this regard. I don’t know many cars that so instinctively know when to doggedly grip or dutifully slip, and while the xDrive system is effective, there’s surely some wickedly clever ESP tuning going on behind the scenes. As for sound, there are synthetic elements, and perhaps the engine feels a little too remote, but you won’t find anything else so richly layered or shapely at this price. Certainly not in the Porsche. Both the CLA and the 718 Cayman throw the BMW’s strengths and weaknesses into useful relief, but it’s the Porsche that matters more in this contest because of its price and reardriven layout. In truth, it probably loses more than it wins against the BMW, but where it does win, it wins big (more on which shortly). The
46 AUTOCAR.CO.UK 30 MARCH 2022
Dynamics are stamped ‘Porsche’, too
Herein lies AMG-grade thuggish drama
BMW’s 4WD adds to M240i’s appeal 296bhp flat four in this basic model sounds plain agricultural after the M240i’s six. It plods at idle and revs in hollow, laboured fashion, and the ratios of the seven-speed PDK ’box are too long for the power and torque outputs to ever get properly atop even the Cayman’s low mass. It’s a tool in the truest sense, whereas the engine in the BMW is arguably the main course. And while this example has
` Divergent they may be in their charms, but the Porsche and BMW feel special at all speeds a
BMW M240i vs RIVALS COMPARISON it revs higher than the BMW’s, but maintaining momentum is a joy in this Porsche. Even through very faint changes in heading, with close to no weight transfer side to side, you can sense the deftness with which the suspension takes up load. A degree or two of roll here and there, beautifully cushioned. It’s so sophisticated, and no matter the corner profile, both outside wheels share the burden equally, where the BMW would initially lean on its front axle more and then shuffle it backwards. In short order, the Porsche becomes ridiculously intuitive. The BMW is dependable and true, but those downhill, off-camber bends with the little stream of water just inside the white line, and the big ditch just inches to the outside, and oh that’s tightening earlier than it looked
– you know the ones – are spliced through with nary a lift when the M240i would have demanded a dab of brakes and a break in the flow. People tend to think the 911 Turbo is the wet-weather king and ultimate tool for sight reading exciting back roads, but in truth, a basic Cayman is what you want because it’s smaller, more organic and more transparent in its movements. This one is fitted with the optional £926 torquevectoring and mechanical limitedslip differential and I think that’s all you would need. The car speaks the language of almost imperceptible adjustments, which is why, even on unfamiliar roads, you find yourself setting the steering angle on the way in to bends and miraculously never needing to make changes throughout the duration of the corner. This ◊
Cayman flows on challenging roads with confidence-inspiring, measured responses
What do you think of the 2 Series’ appearance? Former BMW man and A-list car designer Frank Stephenson, speaking on his YouTube channel, isn’t convinced, especially in regard to the rear graphics and the overly long snout. Personally, I’m not complaining too much, particularly because the ‘shark nose’ aesthetic seems to have returned with this new 2 Series.
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` How does the AMG feel? Imagine crossing an old Subaru Impreza Turbo with a recent Audi R8 a Each of these cars offers its own, very distinct flavour of driver reward Δ happens a lot in the Porsche, but rarely in the others. I leave the AMG until last, for the same reason you would leave tequiladrenched chocolate Guinness cake until after the sea bass carpaccio. What an obscene creation this is. Slide aboard and you’ll find the supercar-grade buckets are mounted high compared with the others and the pervading feeling is one of having your nose pressed up against the windscreen. The car is showing its hatchback roots here. Doesn’t last, mind. The M139 2.0-litre engine – rotated 180deg so that the turbo faces backwards and the intake manifold faces forwards, for better cooling and
less lag – makes no less than 416bhp and it’s breathy, racy and thuggishly potent. Those who love the M240i for its GT qualities will be disappointed, as will the Porschephiles who prize the Cayman’s telepathic dexterity. The AMG is brash and locked down. No nonsense but, at the same time, pure nonsense. It’s an exercise in technical prowess and it’s impossible not to be blown away by, in no particular order, the sensationally flat body control, the light, sharp steering, the wild speed of the thing, the surprising playfulness that the clever rear axle engenders and the security underwheel. How does it all feel? Imagine
So what can we expect from the upcoming M2? Modified axles with more aggressive suspension geometry, extra bracing and, of course, the S58 engine from the M3. But less weight? Don’t bet on it. M cars are getting heavier, and this especially affects the little ones.
crossing an old Subaru Impreza Turbo with any recent Audi R8 and you’re almost there. However, it does occur to me that, unless you’re driving at escape velocity, the 45 is just another CLA. Divergent they may be in their charms, but the Porsche and BMW feel special at all speeds, and particularly the little yellow one. Speed isn’t everything. Who wins? Let’s put it like this: seven out of 10 people would be happiest with the M240i. This new
Here be dragons: CLA breathes fire best
Low-slung Cayman cabin feels, like the M240i’s (right), solidly constructed but the BMW has the edge for long-haul refinement 48 AUTOCAR.CO.UK 30 MARCH 2022
generation has opulently long legs but won’t let you down on those right road, right time occasions. It’s an unusually coherent and capable device that will rotate around your hips one moment but blitz 250-mile drives without fuss. Is it a little too aloof for a junior BMW offering with that hint of M in the make-up? Undoubtedly, but still, compelling overall. Two of those 10 will have the Porsche and will adore its finesse and feel. For them, nothing else will do, and the paucity of firepower and lack of refinement are worthwhile sacrifices. It is a thoroughbred sports car, whereas the M240i merely moonlights, this G42-generation car being far more GT in character than its predecessor, and with too little dynamic contrast to fast versions of the 4 Series and possibly even the 6 Series (really). The Porsche is flawed but unmistakable; the BMW excellent but almost generically so. Food for thought in Munich. And the AMG? That’s for your one in 10, or perhaps one in 100. It’s for the headbangers, whose commitment to going warp speed I can admire but can’t quite buy into, especially at nigh on £60,000. In my book, it comes third, behind the Porsche and the BMW. L
BMW M240i vs RIVALS COMPARISON Porsche 718 Cayman PDK AAAAB £48,540 4 cyls horizontally opposed, 1988cc, turbocharged, petrol 296bhp at 6500rpm Power 280lb ft at 2150-4500rpm Torque 7-spd dual-clutch automatic, RWD Gearbox Kerb weight 1365kg 4.9sec 0-62mph 170mph Top speed 30.7-31.7mpg Economy CO2, tax band 201-208/km, 37% Rating Price Engine
BMW M240i xDrive Coupé
Mercedes-AMG CLA 45 S 4Matic+ Plus Coupé
AAAAB £45,795 6 cyls in line, 2998cc, turbocharged, petrol 368bhp at 5500-6500rpm 369lb ft at 1900-5000rpm 8-spd automatic, 4WD 1690kg 4.3sec 155mph 32.1-34.4mpg 186-200g/km, 37%
AAAAC £59,545 4 cyls in line, 1991cc, turbocharged, petrol 416bhp at 6750rpm 369lb ft at 5000-5250rpm 8-spd dual-clutch automatic, 4WD 1695kg 4.0sec 168mph 31.7mpg 189g/km, 37%
1st 2nd
Latest hot 2 Series ramps up the refinement and the performance but is playful in the right circumstances. Exceptional everyday choice.
Lacks the BMW’s versatility and not simply because of its diddy dimensions. It’s hardly spartan, though, and takes the driver places the others can’t.
3rd
An exhibition in terms of cross-country pace. Wildly exciting compared with any Golf R but a little one-dimensional in this company.
30 MARCH 2022 AUTOCAR.CO.UK 49
Holiday on ice What can you offer the multimillionaire who has everything? Lamborghini thinks it knows the answer, writes Mike Duff t’s hard to think about anything while sitting in a hard-working Lamborghini other than the car itself, but I spent at least some of my time during a trip in various of the company’s cars remembering Dave Stewart. Not, it must be said, for the music that he and Annie Lennox created; rather because after Eurythmics’ chart success had peaked, he claimed to suffer from Paradise Syndrome – depression caused by a lifestyle that was too perfect and too predictable. Multimillionaires with the ability to scratch every itch obviously need to find some more prickles to soothe. Which is where Lamborghini’s Ad Personam division can help. Although best known for the
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50 AUTOCAR.CO.UK 30 MARCH 2022
ability to order bespoke options for new cars, Lamborghini also gives its more demanding clients the chance to attend a variety of exclusive experiences. It has organised a three-day tour of the Italian Alps in cars ranging from a Huracán Spyder to an Aventador SVJ to show journalists the sort of thing that is possible. The luxurious hotels and carefully curated tasting menus are predictably lovely, but it was the chance to drive the company’s spikier cars in harsh conditions that brought me here. Lamborghini does offer a fully fledged ice-driving experience, the Esperienza Accademia Neve, which normally takes place on an ice circuit at the ski resort of Livigno. This isn’t
Touring Italian Alps in Lamborghinis? Blis s
that, but I have been promised the chance to experience the Huracán STO on similarly low-grip surfaces. My first experience is on the narrow road that leads to the high-altitude observatory in Saint Barthélemy. The plan is to go there to look at the Cor Tauri star that Lamborghini’s electrification strategy is named after.
It’s late in the day and the temperature is dropping. The STO is wearing a set of Pirelli Sottozero winter tyres but otherwise functionally identical to the car I drove at Vallelunga last year – my only previous experience of it. On a warm track, the STO was defined by the hugeness of the grip its semi-slick tyres and aerodynamic downforce could generate. On a sub-zero mountain pass, adhesion is scant and hard to find. Even with the stability control fully engaged, the V10 is surging and the rear axle vibrating as the wheels spin on the slippery surfaces, all the active systems struggling to find traction for even a small percentage of the peak 631bhp. It’s thrilling and
LAMBORGHINI AD PERSONAM INSIGHT
Duff would rather be back caning it around sunny Vallelunga
` It spends much of the session rotating in uncatchable low-speed spins. It feels entirely ludicrous a
This may look fast, but we weren’t even close to second gear
terrifying in equal measure – not something modern supercars are often allowed to be. An even less likely challenge comes the following day on a miniature ice course constructed to give some low-speed thrills. Very low-speed thrills, as it turns out. Both the STO and the fourwheel-drive Huracán Evo laid on for comparison are still riding on Sottozeros rather than the studded tyres that might stand a chance of finding usable grip. Despite that, the Evo acquits itself impressively well, all four wheels spinning most of the time but with the ability to send torque forwards allowing it to recover from some lurid slides. Not so the STO, which struggles to get past an indicated 12mph and never leaves first gear, spending much of the session rotating in uncatchable low-speed spins. It feels entirely ludicrous, but
surely even the most overindulged millionaire couldn’t fail to find amusement in such a challenge. That is the definite advantage of top-end driving programmes, allowing those who are rich on cash but poor on time to enjoy condensed adventures and tick off experiences without the trouble of organising, planning or tidying up afterwards. While I can’t imagine driving an STO on ice again, I’m glad to be able to say that I’ve done so. L
LAMBORGHINI’S AD PERSONAM DIVISION Red with green? Blue with yellow? Brown with anything? And do you want the seatbelts to match? Who knew that specifying your own anything-goes supercar would involve so many choices? This abundance of decisions when almost anything is possible is why Lamborghini, like other luxury car manufacturers, has devised a way to make the process easier. Favoured buyers have long been able to visit the Sant’Agata factory, but now they can combine a tour with a stop at the Ad Personam studio, where an expert guides them in a specifying session. This is a more involved process than any online configurator and a very hands-on one. The studio has paint and fabric swatches for every factory option and ‘extended’ colour so you can see what goes with what. The consultants are also adept at offering advice on what goes with what and what definitely doesn’t. “Two colours are good, three colours can work, but I always suggest not going
beyond that,” says Camilla Keim, the expert who’s talking me through what will necessarily be an entirely fictional Huracán STO purchase. While the colour of some parts can’t be changed (most obviously the switchgear and door cards), a huge amount is configurable, especially including things like stitching colour (and even personalised stitched patterns), carbon packs and exterior stickers – or the choice of having graphics hand-painted instead. What’s missing are price tags. Buyers invited to the studio will have already put down a deposit and discussed basic pricing with their dealer. The considerable cost of bespoke add-ons will then be sent back to the dealer for agreement or further negotiation. It won’t be cheap, but it does feel special.
Sparks fly First, electric cars became de rigueur. Now, the first type-approval has been issued for an electric aircraft. Colin Goodwin parks up his Skoda Enyaq iV and takes to the skies PHOTOGRAPHY MAX EDLESTON
n my youth, I was always running out of petrol – a combination of being too tight to brim the tank and an addiction to gauge gambling. I’ve grown out of it now. I can’t be bothered with the hassle or the reaction from my wife when the engine starts to splutter. But there’s another reason for this more mature attitude to fuel quantity, and that’s because 16 years ago I learned to fly. Early on in my flying career, I very nearly ran out of petrol while flying over mountains in Wales. I’ve never been so frightened or so relieved to be back on the ground. Ever since, I’ve been anal about always having plenty of reserve. My aeroplane has a fuel capacity of 160 litres, which, assuming there isn’t a headwind
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and I select an economical power setting, will get me from London to Cannes in one hit. If it looks like I won’t have enough fuel for another 45 minutes of flying when I arrive, I will stop to refuel. That’s my rule. This new-found super-awareness is well timed, because my road testing life these days involves regularly driving EVs. Early on in the electric revolution, I did run out of juice – in a
Controls are much simpler if plane is electric, not ICE
Mitsubishi i-MiEV that turned out to have a range of less than 25 miles on a freezing-cold day. I had to be towed home behind a Ford Transit. A lesson learned, and since that day I’ve not come close to whirring to a stop – partly due to my new maturity, partly because today’s EVs have pretty good range and, more importantly, ever more accurate range prediction.
thought it a good idea to organise an event at which journalists would drive an Enyaq and then transfer into a Pipistrel Velis Electro. This is the first electric aircraft to receive type certification. Built in Slovenia, it is based on the Alpha, which uses a 1.5-litre flat four with air-cooled cylinders and water-cooled
ELECTRIC AEROPLANE FIRST FLIGHT I T ’ S TA K I N G O F F Amazing developments are being carried out in the world of electric aviation. Rolls-Royce plc’s Spirit of Innovation, which has a 400kW electric propulsion system, recently set a speed record of 345.4mph over a 3km course, reaching a 387.4mph peak. And the world’s first manned electric aircraft race series will begin this year. Called Air Race E, it will feature teams from all over the world racing singleseaters very similar in design to Formula 1 racing aircraft from the late 1950s and 1960s. Without doubt some valuable lessons will be learned for electric recreational aircraft.
concern is where the weight is placed. If you were to put all the batteries behind the cockpit, the centre of gravity would be way too far back. If you took off, the aircraft would immediately stall and fall back to Earth on its back. Put all the batteries ahead of the cockpit and it would try to bury itself nose first into the ground. So one battery is in between the firewall and the motor and the other is behind the cockpit. The motor and power controller are both water-cooled by their own system. The batteries (each 12kWh) are also water-cooled and feature a radiator that is cooled by air drawn in through a scoop on the port side of the fuselage. The air is extracted via a duct under the fuselage. There’s no on-board charger because of weight, so instead the batteries are charged via a unit that needs 415V three-phase AC power.
Before we go any further, we need to talk range, or rather endurance. The Pipistrel Velis Electro has an endurance of about 45 minutes with around 15 minutes of reserve – not dissimilar to the 1960s English Electric Lightning supersonic fighter. Its top speed, or VNE (velocity never exceed), is 108 knots and its cruising speed at 6000ft is 102 knots. Pipistrel markets the Velis Electro as a trainer, due to its limited range and endurance. UK importer Deepak Mahajan, my captain in the Velis Electro, backs this up. So far, he has sold several of the £155,000-plus-tax machines to flying schools. The instrument panel is exactly the same as in the Alpha Pipistrel, apart from a screen for the Electric Propulsion System Indicator. This displays battery charge and battery and inverter temperatures when the aircraft is on charge; or revs, power, battery charge, time remaining, voltage, battery temperature and coolant temperatures for the motor and battery systems when it’s flying. That’s more data than you get in the Enyaq, but then in an aircraft, you need to know immediately if something is going wrong. Finally, there are a couple of panels for warning lights that will tell you if your day is about to be spoiled. Let’s go. Flick on the master switch and the instrument panel comes alive and the aircraft carries out some tests on itself. When all is well, you select Power Engaged (you must have the power lever in its Cut Off position). In my aeroplane, I have to fiddle around priming the engine (it’s easy to flood it), open the throttle about an
Electric cars are getting better at range prediction
Goodwin gets to grips with a new way of piloting
Velis Electro has to be charged by a bespoke device
eighth of an inch, jiggle the mixture knob and then turn the ignition key. If I’m lucky, it starts first time. The 5.8-litre engine is bloody noisy and vibrates a fair bit. In the Velis Electro, you push forth the power lever and the propeller starts spinning with barely a murmur. It’s very pleasant. Taxiing across the grass uses around 3kW of power. The pre-takeoff checks are simply selecting full power to ensure that the system is producing at least 50kW, power back to cut-off, then check the motor and battery temperatures and that both batteries are active. Full power and off we go down the runway and into the air. You’re allowed full take-off power for a maximum of 90 seconds, during which time the batteries are discharging at a terrifying rate. As they do at maximum cruising power. Ease back on the power and the range comes back to 48 minutes. It’s just the same as in an electric car but even more of a relief. Once we’re airborne, Mahajan hands me control. Purring along almost silently, the Velis Electro feels just the same to fly
as its petrol-engined brother: crisp handling, very stable and with nicely balanced controls. An experienced pilot could wander out of sight of the airfield, but for a student flying solo, this would be extremely unwise, as you would need to get lost for only a short time to put yourself in a tricky position later on. The Velis is extremely slippery, generating little drag. To help slow it down when approaching to land, the piston-engined version has air brakes, but they are heavy so aren’t fitted to the electric one. On top of that, there’s no engine braking, so managing your speed when you’re landing takes good judgement. The problem is that if you botch the approach to landing and have to go around again for another try, you use a lot of juice. If the charge indicator reads less than 15%, an amber caution message states ‘No Go Around Available’, and that would be hugely stressful for a student. An experienced pilot might be able to sneak around, but you wouldn’t want to be in that position. Unsurprisingly, Mahajan makes a perfect landing. A very interesting experience. No doubt as battery energy density improves, driven by developments in the car world, aircraft like the Velis Electro will get longer ranges. Even an hour with 20 minutes of reserve would make a huge difference to learning to fly in one. The minimum number of hours that you need to fly to get your private pilot licence is 45 (15 of which have to be solo). I reckon that you could probably do about 10 of them in the Velis Electro before needing to move to a piston-engined aeroplane to carry out longer flights and navigational exercises. Not only will aircraft like this make learning to fly a bit cheaper, but their virtual silence will get around the increasing problem of noise at airfields, too. Unfortunately, though, I suspect I will be long gone before an electric light aircraft is able to fly from London to the south of France. L
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ROUSING RETURN
The famous Group A Ford Sierra RS500 Cosworth is being given a new lease of life courtesy of three in-period continuation models. Mark Smyth pays the workshop a visit he Ford Sierra is regarded by most as being rather unexceptional, but then there’s the Sierra RS500, a car that still has a cult following today and examples of which fetch big money. But wait: there’s more, because beyond that is the RS500 race car, which dominated the British Touring Car Championship in the 1980s, scoring 40 race wins. Nine of those victories were with Andy Rouse at the wheel. Not only is he a four-time BTCC champion but his race car preparation business, Andy Rouse Engineering (ARE), also built the cars. Former ARE employee Alan Strachan now owns CNC
T
Motorsport AWS and recently announced plans to build three continuation RS500 models to the exact Group A specification of the era, with Rouse’s blessing. Many of the original RS500 race cars were built in small workshops, so it’s perhaps appropriate that the three continuation cars are being created in a nameless industrial unit in Gloucestershire. Inside, we’re greeted by a customer’s immaculate RS500 road car and beside it sits the Sierra Sapphire Cosworth driven by Sabine Schmitz in Group N racing in Germany. Further in is a Rover SD1, a Jaguar E-Type and among the rarest of Rovers, one of only two works racing P6 models. But we’re not here for those, not this time anyway. Upstairs, alongside a pair of Merkur XR4Ti restorations sits ’
Strachan. “Andy got on board with it, which is surprising because he doesn’t understand why people still hold him in such high regard. For him, it was just his job and his job was to build and race cars.” Now it’s Strachan’s job to continue that legacy. Production of what will become ARE 001/22 gets under way this month and will take around six months to complete. Although Strachan has all the original regulations and technical specifications, he has also reverse engineered many of the components over the years and his workshop has full CNC milling facilities to make anything from brake calipers to a full front suspension kit. That’s useful because he says there are no original parts available anywhere in the world and none of the original suppliers exists. The first task now will be to prepare the shell, including seam welding and fitting the roll-cage. Strachan says he currently has around 30% of the parts needed, including a brand-new 575bhp Cosworth YB engine that has just been
e Parts can be reverse engineered in-hous
Strachan (left) worked for Andy Rouse Engineering, which built the original cars; a new Cosworth YB engine is lined up for car 001/22 54 AUTOCAR.CO.UK 30 MARCH 2022
delivered to the workshop. The engines are being manufactured by race engine specialist Harvey Gibbs, while the five-speed gearboxes and differentials will be made by Bara Motor Sport. Other components that have had to be outsourced include the instrument cluster and electronic control unit. Although each car will be built to the exact regulations of the time, there are a few areas of interpretation. This includes the roll-cage, for which Strachan has certification to meet historic racing rules, and both the famous rear spoiler and bumpers. Originals were made of plastic but, he says, they are impossible to find. Instead, he is having new ones made from
FORD SIERRA RS500 RESURRECTION
` Each car will be built to the exact regulations of the time a
Continuation RS500 will end up looking something like this
CNC Motorsport AWS’s first job is to prep the bodyshell
he is sure that even the purists will be okay with this. They should be, because he himself is a purist, telling us that, yes, he could build an all-singing, all-dancing car in an original shell, but it wouldn’t be allowed to race against a proper period car. “If you want to race a Group A touring car, race a Group A touring car, not something that isn’t,” he says vociferously. He has a passion for period cars and that’s clear, but what about the provenance of the continuation models? “Each continuation car will create its own history, while still being part of the history of the RS500,” he says. So how does Rouse feel about
successful racing car by far,” says Rouse. “It was the most iconic car, the greatest car to drive. It was a really good business for us. We built probably 30 cars and over 100 engines in the space of two or three years. So it was a great time. I’m pleased with the fact that Alan’s going to produce these cars, because it creates a new interest. I’m just amazed people still remember me and what I did after all this time.” Rouse may be modest, but those who hand over £185,000 for one of the continuation models will have a genuine Andy Rouse Engineering Group A Ford Sierra RS500 Cosworth, a car for which the word ‘modest’ will never be appropriate. L
A Q U I C K G U I D E T O A N DY R O U S E Andy Rouse is regarded by many as the best BTCC driver of all time. He has four BTCC titles to his name, 60 race victories in the championship and two Willhire 24-hour race wins. He also raced at Le Mans three times. His career started in the 1960s in Formula Ford and he switched to saloon car racing in the 1970s. He won the Ford Escort Mexico series and then joined Broadspeed in the British Saloon Car Championship, winning the overall title in 1975. He set up his own race car engineering company in 1981 and won the BTCC in 1983 and in 1984, famously driving
a Rover SD1 that finished ahead of the Rover factory team. In that same year, Ford gave him the contract to build the Sierra Cosworth touring cars, but it was in a Ford XR4Ti that he took his final BTCC title in 1985. Rouse continued to build race cars but eventually retired from professional motorsport in 1995.
Rouse (lead car) built and raced RS500s
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YO U R V I E WS WRITE TO
autocar@haymarket.com Thanks but no thanks Your article about petrol Kia versus electric Kia was great. As one of the ‘on-the-edge adopters’, I was really interested to see the electric car used only £17 less ‘fuel’ and took just 40 minutes longer, but you missed the bit about the biggest differences. The Proceed starts at £25,480, while EV6 starts at £40,995, which is a staggering £15,515 difference, and now the government won’t even help with a decent grant or VAT reduction. Add that to your article regarding the growing shortage of chargers (News, 9 March) and I’m going to agree with fellow reader Richard Bradshaw (Your Views, 9 March) and stick with my Porsche Cayenne GTS for the foreseeable.
LETTER OF THE WEEK
MG Metro 6R4 is a British rallying icon written out of ignorance. Whoever is responsible ought to passenger in a 6R4 up Shelsley Walsh or similar. If it doesn’t change his mind, it might change his trousers… Ian Elliott Via email
Roger Wilson Via email
It doesn’t add up Your comparison of Kia’s EV6 and Proceed definitely shows how quickly EV development is progressing now car makers have got fully on board. However, the cost of the EV6’s trip genuinely shocked me. We’re sold the story that EVs are frugal to run, yet this wasn’t far behind petrol in terms of cost. Factor in that more than 50% of petrol cost is tax versus just 20% for electricity and the fuel is actually substantially more expensive. The thought of spending an extra £15,000 on the EV6 and then having to drive more than 400,000 miles to make that up doesn’t make sense. David Priddy Datchet, Berkshire
Best of both worlds Nigel Page’s letter (9 March) made me think of my experience of driving with a gearstick versus shift paddles. I actually like both. Let me explain. I’m lucky to own a Honda S2000, which has arguably the best manual gearbox of all, and a Jaguar F-Type V6 with paddles. The S2000 is king of the B-roads. It has no haptic controls; all knobs and switches are accessible and close to the wheel. The F-Type is my A-to-B car. Accelerating with paddles
The trouble with taxes
The article concerning the two Kias driven from Brighton to Glasgow (‘The proclaimer’, 9 March) didn’t make an overwhelming case for electric from a running cost perspective, at £82 for the EV6 against £99 for the petrol Proceed. The EV6 driver pays 20% VAT on fuel, of course, so £68 net value, meaning a total tax burden for the trip of £14. The Proceed driver also pays 20% VAT but in addition pays fuel duty (57.95p per litre), so in this case the taxation is almost £55. Using off-motorway chargers in everyday driving would lower the cost of electricity further so that the loss of revenue to the Exchequer is even greater. National expenditure can’t cope with this heavy discounting, and the answer seems to be indicated as future road charging. However, this is to a degree unfair, because it takes no account of how carefully a car is driven. It seems the government can take 20% VAT when it identifies that electricity is being used for a vehicle, so any additional taxation to bring EVs in line with ICE cars should be possible. (Home charging on a threepin plug might evade this, so some means of blocking might be in order.) We know not where fuel prices will end up after the current turmoil ceases, but with equable taxation, it isn’t likely to favour the EV. Noting the fast chargers in use for the EV6, there seem to be six at Leeds Skelton Lake services, but when half the cars on the road are EVs, the demand on such locations will be more than 100 times greater. Mike Young Retford, Nottinghamshire
is amazing, but its modern touches are a pain so aren’t used much. Phil Roberts Fareham, Hampshire
Won’t take orders
You’ll struggle to get a new Jag saloon 58 AUTOCAR.CO.UK 30 MARCH 2022
WIN Letter of the week wins this ValetPRO exterior protection and maintenance kit worth £48
In reply to Bruce Henderson’s letter (9 March), my dealer told me that since Jaguar drastically reduced the prices of the XE and XF, it doesn’t make any profit on them and nor does the dealer, so they aren’t even taking orders for them at present. The only
cars they are taking orders for are the F-Type, E-Pace, F-Pace and I-Pace. Jaguar Land Rover is clearly going to use what chips it can get in highvalue, high-profit Range Rovers. Michael Moles Colchester, Essex
Metro was a masterpiece I choked a bit on my muesli when I saw the MG Metro 6R4 described as “not much cop” (On This Day, 2 March). Rather a twerpish bit of copy,
This particular ignorant twerp was making the point that the 6R4 never won in the WRC so can’t be put in the same league as the Audi Quattro and Peugeot 205 T16, but yes, it achieved a good amount at national level – KC
Worrying Discovery I’m not sure how much notice manufacturers had of the recent amendments to the Highway Code, which came into force on 29 January 2022. I found the ‘Dutch reach’ an interesting idea, as selfish and abrupt opening of car doors has always been a problem for cyclists. Imagine my surprise when, in my otherwise excellent 2021 Land Rover Discovery Sport, I found opening my door with my left hand nigh on impossible, due to the position of the grab handle. Frank Crowe Edinburgh
Losing interest in Golf My son ordered a new Volkswagen Golf R in June 2021. The estimated delivery date was late November 2021, but here we are in March 2022 and there’s still no sign of it. He sold his Honda Civic Type R in the autumn to take advantage of
LETTERS high used car values and got more for it than he had paid two years before, which was great. However, he’s now getting itchy feet and is thinking of cancelling his Golf R in favour of a new Toyota GR86 or Civic Type R. Volkswagen can give no indication as to when he can expect delivery of the Golf R. I know the hold-up is due to the chip shortage and now the war in Ukraine, but it seems Volkswagen is suffering more than other car makers. What would you advise?
G R E AT R E A S O N S T O B U Y
NEXT WEEK’S ISSUE ON SALE 6 APRIL DRIVEN
EDITORIAL Email autocar@haymarket.com Editor Mark Tisshaw Editorial director, Automotive Jim Holder Editor-in-chief Steve Cropley Executive editor Rachel Burgess Associate editor Piers Ward Managing editor Sami Shah Editor-at-large Matt Prior Deputy digital editor Tom Morgan-Freelander Road test editor Matt Saunders Road testers Richard Lane, Illya Verpraet News and features editor Felix Page Staff writer Jack Warrick Editorial apprentices Jack Harrison, Rebecca Sylvestre Used cars editor Mark Pearson Chief sub-editor Kris Culmer Group art editor Stephen Hopkins Art editor Sarah Özgül Senior designer Rebecca Stevens Prepress manager Darren Jones Senior photographer Luc Lacey Photographer Max Edleston Videographer Tej Bhola SEO manager Jon Cook Picture editor Ben Summerell-Youde
Rob Pearce Via email
All manufacturers are continuing to suffer from supply chain issues, although Toyota had the foresight to prepare for a chip shortage – KC
Swede spot In the 2 March issue, the Nissan Bluebird (1986-1990) was compared unfavourably with the Peugeot 406 (1995-2004) when the 405 (19871995) would’ve been fairer, and Matt Windle’s first car was a Volvo 343 but you showed a 345 (count the doors). Nick Tiley Cambridge
How I was hooked I was fascinated to read Damien Smith’s column on the continuation BRM P15 (9 March). As a 15-yearold schoolboy attending my first race meeting – the National Trophy in August 1952 at the short-lived Turnberry circuit in south-west Scotland – I was hooked for life on Formula 1 by the banshee howl of the V16, reputedly audible 15 miles away. The P15s were driven, if memory serves me right after 70 years, by Reg Parnell and Ken Wharton, and they were obviously a real handful. Stirling Moss drove an ERA G-Type and Mike Hawthorn drove Tony Vandervell’s Thinwall Special. The circuit (now buried under one of Donald Trump’s golf courses) used the runways and perimeter roads of a World War II aerodrome and the to-modern-eyes-horrendous device of cars running in opposite directions on either side of the main runway separated by straw bales. It was used only a few times, then superseded by Charterhall in the Borders. Alan Sneddon Via email
The original car magazine, published since 1895 ‘in the interests of the mechanically propelled road carriage’
BMW 7 Series It hasn’t even been revealed yet, but we’ve already had an early drive in BMW’s all-new flagship saloon. Here’s how it’s shaping up F E AT U R E
I N V E S T I G AT I O N
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
Dacia world tour
Cost of motoring
One tank of fuel, lots of exotic (and familiar) place names… Matt Prior is your guide
Buying and owning cars has never been pricier. Where will it end? We investigate
The record shows Moss as entering for ERA but never arriving – KC
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V16-engined BRM blew young Alan’s mind back in 1952
Mercedes-Benz S580
Maserati Quattroporte
Anything the new 7 Series can do, the new S-Class might do already
V8-engined, Pininfarina-bodied Mk5 is now £10k up. But exercise caution
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30 MARCH 2022 AUTOCAR.CO.UK 59
CONTENTS SUBJECT TO CHANGE
PRODUCTION Tel +44 (0)20 8267 5561 Head of production operations Trevor Simpson Production controller Lee Brister
®
ON THI9S87DAY
Which 4x4 is best for families?
IN 1
Trooper was almost as good as Shogun yet much cheaper
MOTORSPORT
KRIS CULMER
Seat creates bonkers Ibiza
Acrimonious start to World Touring Car Championship The inaugural FIA World Touring Car Championship had turned sour before a wheel was even turned, after F1 supremo Bernie Ecclestone had taken over its promotion late on and imposed an entry fee of $60,000 (£273,000 today), prompting several top teams, including Rover Vitesse outfit Tom Walkinshaw Racing, to walk away. And it got still worse after the season-opening Monza 500. The race had been won by the works BMW M3 (run by Schnitzer Motorsport) of F1 veterans Riccardo Patrese and Johnny Cecotto, but this and the team’s six other cars were disqualified. The M3 had been homologated with a plastic bootlid but raced with a carbonfibre one, leaving it slightly under the minimum weight. A similar fate befell Eggenberger Motorsport’s new Ford Sierra RS Cosworth pair, which used Bosch electronic management when they were meant to employ a Marelli-Weber system. Clearly the degree of ‘flexibility’ to the rules that was allowed in the first years of Group A was no more. The victory therefore defaulted to the private Holden Commodore of Allan Moffat and John Harvey. All’s well that ends well, though: BMW’s Roberto Ravaglia won the drivers’ title, Ford the teams’ one.
LONG BEFORE THE Nissan Qashqai popularised crossovers, the Mitsubishi Shogun 4x4 set the ball rolling by finding favour with many who didn’t need to off-road. Rolling slowly, mind you: 4x4s took about 1.5% of UK sales in 1987, compared with around 45% by SUVs today. It was no surprise, then, when Isuzu created a Shogun competitor, the Trooper, and we gathered them alongside rivals to evaluate the state of play. The 4x4s they faced were the posh Mercedes-Benz G-Wagen and Range Rover, plus the Nissan Patrol and little Daihatsu Fourtrak. Each came with a diesel engine, as this was the default choice for 4x4s at the time. We found the Rangie “the best and comfiest on and off the road”, while the 300GD, despite its Mercedes appeal, was too slow and expensive. The Shogun again proved to be “an excellent vehicle that offers near Range Rover-like road behaviour and acceptable off-road ability at a more reasonable price”. The Trooper was more able off road, but its engine “lacked power and refinement” and its interior “wasn’t quite as well trimmed”. However, it was considerably cheaper again. The Fourtrak offered “excellent performance” but suffered from a rugged ride, due to it using “cart springs”. That left the Patrol at the back of the pack, although we didn’t mean that as an indictment.
So iconic has the Lotus version of the Vauxhall Carlton saloon become that its forebear is rarely mentioned any more. And that’s a shame, because the 177bhp GSi 3000 was good enough to trouble the BMW 535i. We said: “The engineers have managed to produce a chassis that allows you to exploit fully the extra performance without extracting too great a toll in other dynamic areas.”
What do you do if developing fourwheel drive for rallying would cost too much? Make a car with an engine at each end, of course. Well, at least that seemed obvious to Seat when it created the Ibiza Bimotor. Fitting the two 120bhp 1.5-litre fours was easy enough; synchronising them wasn’t. It rallied at national level in Spain but unsurprisingly found little success.
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O U R CA RS F E AT U R E D T H I S W E E K
FIAT 500
FORD PUMA ST
HONDA HR-V
LEXUS UX
PEUGEOT 508 PSE
VOLKSWAGEN ID 3
FORD PUMA ST Having loved a regular Puma, our man fancies a go in the new performance version FIRST REPORT WHY WE ’ R E RU N N I N G IT To learn if a sporty crossover can ever be as rewarding to own as a hot hatch
h, to be a fly on the wall in a Ford Performance planning meeting. “Shall we do a ULEZcompliant 284bhp sports pick-up?” “Sure, why not?” “A snarling souped-up Mustang to pay tribute to a 1960s film?” “Let’s do it.” “A V6 supercar channelling the spirit of a Le Mans legend?” “For sure.” Honestly, the Puma ST must have been met with a sigh of relief from the exasperated accountants. Here’s a sporting proposition that actually meets the basic requirements of a mass-market car: accessibly priced, sensibly sized, pokey and none too
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62 AUTOCAR.CO.UK 30 MARCH 2022
thirsty. It looks almost staid parked up next to its sporting stablemates. Well, perhaps not the limited-run Gold Edition that we’re running for the next few months. You don’t get many sub-£150,000 cars with racing stripes in the post-Max Power era, and much fewer still fitted with gold wheels and a fruity sports exhaust. Take the Puma ST to dinner at your nan’s house at your own risk. Once she’s done fawning over its boy-racer looks, your uncle will want a briefing on the differences over the standard Puma and your little cousins a few laps of the block. Ask me how I know. The hot crossover is a category of car that we’ve come to know very well very quickly as manufacturers strive to appease dog-walking, school-running driving enthusiasts. It’s not a concept that will appeal to staunch traditionalists, granted, but as far as high-rise hot hatchbacks go, you could do a lot worse than this.
For starters, the Puma ST is based on one of our favourite crossovers currently on sale and shares much of its drivetrain with one of the most universally adored affordable driver’s cars around, the giant-killing Fiesta ST. That means 197bhp and 236lb ft from a peppy and purposeful threecylinder turbo petrol engine that sends its reserves to the front axle via a short-throw six-speed manual gearbox and – fitted as standard on the Gold Edition – a Quaife limited-slip differential. An enticing concoction, you must surely agree. Plus, because it weighs just 50kg more than the Fiesta ST and is connected to the road by shorter, stiffer springs, beefier anti-roll bars and bespoke Michelin Pilot Sport 4S tyres, it’s not far off in terms of outright driver appeal. The keener chassis set-up and lower ride height abate most of the roll that blots the dynamic verve of
SECOND OPINION More than 275,000 votes were cast on social media to help create this model, but with just 350 examples destined for the UK, only a few Ford fans will ever see one. At least it’s hard to miss. It can be like a red rag to a bull among easily triggered drivers when overtaking on motorways. TM
UK will get 350 of 999 Golds globally
First impressions lea`ve little to be desired in terms of real-world dynamism a
HONDA HR-V Adaptive cruise control and road departure mitigation cause trouble MILEAGE 5732 WHY WE ’ R E RU N N I N G IT To see if this hybrid-only mini-SUV can be an efficient long-distance commuter
enevolent soul that I am, I’ve agreed to exchange my new Skoda Kodiaq (which you will meet soon) for Luc Lacey’s Honda HR-V. A high-mileage photographer with a penchant for extreme sports and camping with his friends clearly has more need of a capacious 4x4 than I do. Compact crossover for me it is, then. I must be honest: the HR-V hasn’t made a great go of ingratiating itself. That’s not because it’s bad to drive, ugly or nasty inside. In fact, it’s the opposite of those things. Instead, it has irked me through its technology. My struggle to get the infotainment system to accept my iPhone for Apple CarPlay set the tone (I did manage it eventually, but I haven’t any idea what I did different on the fifth try). I was driving home from the office on the adaptive cruise control when I suddenly felt myself slowing, but this time not to match the vehicle in front. Huh? I looked down at the digital dial display and saw the system was off. Perhaps I had accidentally knocked the button on the steering wheel. So
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Page enjoys pace and agility, if not snappy steering
the regular Puma, which, together with hyperactive steering, means you can maintain much of your easily won pace beyond the end of the straights and well into tight bends. Having spent a few very happy months in 2020 living with a regular Puma, I am well placed to judge the Puma ST on its own merits as a novel take on the hot hatchback formula. Obviously, it will still need to ferry me from A to B on a daily basis to make good on its promise of accessible performance, but I already know the Puma is a charismatic, comfortable and capacious runaround, so I’m not expecting much in the way of annoyances in that regard. In fact, I wasn’t even thinking when I lifted up the boot floor yesterday to stow my recycling in the much-ballyhooed 80-litre Megabox; it was just muscle memory. And I wasn’t at all surprised to see the economy readout tick past 41mpg on a recent motorway schlep; despite its extra 500cc and 43bhp over the standard Puma, the Ecoboost threepot remains one of the smallest and most efficient engines fitted to a dedicated performance car today. But somewhat paradoxically, it’s this overt and undeniably welcome emphasis on daily usability that most jars about the Puma ST’s overall conception: if you’re buying a car for the fun of driving, would you not
buy something smaller, lower and less compromised? And if you need something frugal with a big boot, there are much quieter, softer and less luridly styled cars on the table, and some of them aren’t half bad to drive (the standard Puma, for one). Yes, it’s a question that you could ask of any prospective hot hatch or super-saloon buyer, but it’s especially prevalent in this case, because the Fiesta ST is undeniably the better driver’s car yet barely diminished in terms of its functionality as a daily driver and, you could certainly argue, more likely to be taken seriously. So is this a case of Ford being overly liberal with its deployment of the hallowed ST moniker? Can the Puma ST at once win us over on the grounds of its liveability while stacking up comfortably against its universally acclaimed rangemates in terms of performance? First impressions leave little to be desired in terms of real-world dynamism (although I’m not yet sold on the slightly snappy steering and firm ride), or in outright punch, but I know just how quickly an overenthusiastic chassis and energetic motor can grate over the course of a few months’ daily drudgery. A heavily varied few thousand miles beckon for Gold Edition number 4 of 999 over the coming months. I’m looking forward to seeing if I will come to the end of them pining for the refinement of something more subdued.
LOVE IT LOU N G I N G AROU N D There are shades of the Honda E to the interior. It’s nicely laid out and looks great in cream and light grey.
LOATHE IT VE XI N G VE XI LLO LOGY Those with any knowledge of flags will know why the white, blue and red horizontal tricolour motifs of the Sport Pack feel inappropriate.
I tried to reactivate it, only to be met with a bong and ‘OFF’ by the cruise symbol. This weird self-cancellation has occurred several times since, and in perfect conditions – so surely not due to obscured sensors. To test this theory, I pulled over and restarted the car, at which point it let me use cruise again. Another disappointing application of ‘driver assistance’ tech is the road departure mitigation. It’s a welcome guard on the motorway, but it often springs into action when I’m driving in town, often for no apparent reason. A particularly scary instance occurred when I had to manoeuvre around two parked cars. I felt no need to indicate, as I was only marginally crossing the centre line, leaving room aplenty for oncoming traffic (not that there was any). So the HR-V actively tried to steer me back into the path of the parked cars. Can you imagine? “I swear, officer, it was the car’s fault…” It’s so sad when positive aspects of any car are pushed down the order of discussion by frustrating electronics. While I’m in the mood to complain, I might as well get this said: 20 miles isn’t enough warning for a required refuelling. Yes, I know I should keep note of the gauge at all times, but I’m rightly used to the fuel light coming on with 40 or 50 left. Fortunately, I was 17 away from the next service station this morning and not 21. KRIS CULMER
TEST DATA H O N DA H R -V E : H E V ADVAN CE ST YLE Price £32,210 Price as tested £32,760 Faults Unavailable ACC Expenses None Economy 47.6mpg Last seen 23.3.22
OWN ONE? SHARE YOUR EXPERIENCE kris.culmer@haymarket.com HR-V is nice to drive under all the electronics
FELIX PAGE
TEST DATA FORD PUMA ST GOLD EDITION Price new £32,595 Price as tested £33,195 Options Driver assistance pack £600 Faults None Expenses None Economy 41.5mpg
OWN ONE? SHARE YOUR EXPERIENCE felix.page@haymarket.com 3O MARCH 2022 AUTOCAR.CO.UK 63
DACIA DUSTER It’s diesel, it costs about £20,000 and it might just be all the car you will ever need MILEAGE 5015 WHY WE ’ R E RU N N I N G IT To see if the market’s best-value SUV, now refreshed, still embodies the Dacia ethos of functionality with affordability
he Duster has already started doing that familiar Dacia thing: gobbling miles just because it’s so damned convenient and economical. As I write, the car has been here exactly two months and the mileage has climbed from 385 to just over 5000. I happen to have one of those lives in which you accumulate miles, but normally I spread them more across other cars. The Duster is like its brethren: one of those cars that’s easiest to fall into than most – convenient enough, small enough, quick enough, quiet enough, comfortable enough, frugal enough. Chuck in the facts that when you take it places it doesn’t try to make any particular statement about you (a bonus in our trade) and that even rival designers feel able to praise its chunky styling
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LOVE IT ALL- RO U N D AB I LIT Y This car displays a rare willingness to make a decent fist of anything you want, short of track days.
LOATHE IT R E A R S E AT ROO M Don’t expect big people to be comfortable in the back for long. Knee room is at a premium.
64 AUTOCAR.CO.UK 30 MARCH 2022
and you have an extremely complete car. All of this for £20,000. There was an early electronic glitch when the power steering stopped working and an array of warnings flashed up on the instrument display. However, the problem turned out to be temporary and is quite likely to have been caused by operator error. By the time Dacia’s people had taken the car away and checked it, it had reset itself and was behaving faultlessly. When a couple of weeks later it happened again, I noted that it had followed an extended bout of traffic crawling, during which I’d developed the thoroughly undesirable habit of resting my clog on the clutch while stationary, thus not quite allowing the stop-start system to kick in. I’m now convinced my bad habit was tricking the electronics into a failure mode, especially since I’ve now
stopped doing it and the car has been faultless for 3500 miles. I’m still cogitating on the spec we chose: our Comfort 4x4 is one above bog-basic and there are two more on top with the potential to add up to £1800 to the fully built price (less towbar) of £21,040. But Comfort brings you plenty of equipment including a reversing camera, Apple CarPlay and a driver’s seat height adjuster, while keeping the extremely important (to me) 16in alloy wheels that allow the car to ride better and quieter than pricier models on 17s. I feel no guilt about going for diesel, because every time I fill the car, my trip computer average for the 4600 miles so far – 57.3mpg – promises a 600-to-620-mile touring range. These two figures are such obvious signs of efficiency in the real world, especially in a car with a standard 4x4 facility, that I rate the
Duster’s smooth and healthy 1.5-litre diesel engine as an ideal choice. In any case, you can’t have four-wheel drive without diesel in the Duster, and I’m still praying for snow so that I can properly test the 4WD traction. Living where I do, it’s looking as though I’m going to be disappointed. The Duster is giving a decent account of itself as a motorway car, which really counts to me. It will cruise in the business-driver traffic without excessive din (even on rough bitumen, the road noise is lower than in many); and even when you cruise as fast as you feel comfortable and can get away with, you still get most of 50mpg. The comfort is fine for me, although the Steering Committee is inclined to whinge a bit about a lack of lumbar support on long trips. And rear room is acceptable for kids, poor for adults. Lots of boot space, mind. All said, I’m simply looking forward to more effortless miles in this prince of all-rounders. Its clearest claim to fame is that it just makes motoring simple. STEVE CROPLEY
TEST DATA D AC I A D U S T E R B L U E DCi 115 4x4 COM FORT Price new £20,145 Price as tested £21,040 Faults Brief power steering malfunction Expenses None Economy 57.3mpg Last seen 9.3.22
OWN ONE? SHARE YOUR EXPERIENCE steve.cropley@haymarket.com
OUR CARS
Fiat 500 MILEAGE 2799
LAST SEEN 2.3.22
I was greeted by the 500 one morning with an “SOS failure! Check SOS system” warning message on the dashboard. There wasn’t anything obvious buried in the onscreen settings menus, and the user manual suggests such an error is cause for a dealer visit. Thankfully, an off-and-on-again reboot made it go away, but it’s just the latest in a growing list of electrical gremlins. TM
VOLKSWAGEN ID 3 How did we feel going back to the EV after playing the field? MILEAGE 4815 WHY WE ’ R E RU N N I N G IT To see if this family EV has the versatility to be Volkswagen’s new people’s car
aking part in a winter range test of 10 electric cars – from a Fiat 500 to a Porsche Taycan – really helped to put my Volkswagen ID 3 into perspective. Although the ID 3 wasn’t among those being put through their paces, I’d driven up to the Millbrook Proving Ground in my car and felt surprisingly happy to get back into it for the drive home. I’m not suggesting that I’d take it over a Taycan, but I preferred it to threequarters of the cars we’d been testing. The reason why this came as a surprise is that I hadn’t been feeling all that upbeat about the ID 3 for a while prior to the Millbrook event, tending to focus on its shortcomings and struggling to feel any real sense of attachment. But this back-toback comparison reminded me that beneath its flaws (and there
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LOVE IT U N D E R FLOO R STO R AG E There’s a good-sized compartment beneath the boot floor that’s ideal for a couple of coiledup charging cables.
LOATHE IT H I G H - S E T R E AR S E ATS Due to the height and angle of the seat bases, rear head room isn’t great, especially for a middle passenger.
There’s space for all your odds and ends are quite a few), the ID 3 is a very capable car. It’s just that it’s a bit too good at disguising that fact. After a long day of going round and round in circles on Millbrook’s highspeed bowl, the ID 3 immediately felt roomier, quieter and comfier than many of the other cars we’d been driving, and the mostly motorway run back to London was dispatched as painlessly as any other journey in the ID 3, long or short. Even on a very chilly day, range wasn’t an issue, and I found myself thinking: “For the money, what else is better?” Apart from the closely related Cupra Born (which has a smarter-looking cabin) and the excellent Kia e-Niro, there really aren’t any EVs in the ID 3’s price bracket that can match its combination of a good range, a well-judged ride-and-handling balance, strong performance and good space and practicality. On the subject of space, the ID 3 has loads of it, not only for occupants but also for bits and bobs. Between the front seats, it has an
unusually low-set console and individual fold-up armrests. This arrangement frees up lots of elbow room for the driver and front passenger and makes access to the storage cubbies exceptionally easy. You can simply drop your left hand into any of them, rather than having to be a contortionist. Behind the two cupholders, there’s a handy compartment with an angled, adjustable, rubberised tray that’s ideal for stashing your phone and keys in; and at the back of the console, there’s a long bin with a retractable lid that, while not as deep as some, is still very useful. The front door bins are a good size, too. The only thing I’m not convinced about is the slender armrests. When they’re folded down, they feel a bit flimsy (I’m reluctant to put much weight on them) and not as plush under my elbow as a padded single armrest would be. When I’m driving, I tend to leave the armrests folded up and enjoy all that space.
Lexus UX 300e MILEAGE 5235
LAST SEEN 16.3.22
When I was first handed the keys to the UX 300e, its digital display showed 3.2 miles per kilowatt hour – a reasonably efficient figure. That number has since fallen to 2.9mpkWh, which means I’m getting 18 fewer miles per charge. Is that the hours spent on the motorway or my overzealous acceleration? I might need to adjust my driving style. JW
ALLAN MUIR
TEST DATA VO LKSWAG E N I D 3 PRO PE R FO R MAN CE FAM I LY Price £32,475 (after grant) Price as tested £34,770 (after grant) Faults Keyless entry not working, infotainment/instrument panel glitch Expenses None Range 185 miles Last seen 23.3.22
OWN ONE? SHARE YOUR EXPERIENCE allan.muir@haymarket.com
Peugeot 508 PSE MILEAGE 7912
LAST SEEN 16.3.22
Sport, as is customary on faster cars, is one of five driving modes on the 508 PSE. It’s subtle in the same way as the car’s performance, but, still, you’ll find the full 355bhp, heavier steering, stiffer dampers and a sharper setting on the throttle map. It also generates the highest level of battery regeneration to keep the electric power flowing. RB
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WITH JAMES RUPPERT
What to buy, where to buy it and how much to pay
USED CARS
BANGERNOMICS BEST BUYS
Economical, laid back and fairly reliable: what more could you want?
KICKING TYRES
RENAULT LAGUNA irst off, the Mk3 Renault Laguna isn’t pretty. However, unlike the Mk2, it isn’t quite the cluster of painful complication that could reduce you to tears. Unfortunately, this sort of repmobile/ family hatchback and estate was going very much out of fashion during the Mk3’s production run of 2007 to 2015, which means there are fewer buying options. The poorly selling range was continually pared back to the essentials, which is actually good news. Diesel is the best choice for most used buyers in these hard times. The excellent 1.5 dCi will deliver MPG figures in the high 50s and there’s a perkier 2.0 dCi that will do around 47mpg. The 1.6-litre and 2.0-litre fourcylinder petrols are there if you
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don’t get out of town much and don’t want to gum up the EGR (exhaust gas recirculation) system. Specifications are good. Expression gets you air-con, alloys and electric windows, while Dynamique adds halfleather seats and cruise control. Initiale means electrically adjustable leather seats, parking sensors and sat-nav.
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It makes some sense if it’s cheap and has a comprehensive service history a
There was also the fancy GT variant, with four-wheel steering and 2.0-litre turbo petrol and diesel engines. Better yet is the Sport Tourer estate, where one button push folds the rear seats totally flat and there are lots of hooks and eyes to secure loads in place. It makes some sense if it’s cheap and has a comprehensive service history. The turbo on the 1.5 dCi engine can blow and the EGR valve needs replacing, too, but can be skimped. Hard-used examples could have a whiny gearbox that is probably on its way out. Clutches are pricey to fix and the suspension can voice complaints about shot shocks and bushes. Otherwise, it’s the usual worries, such as leaking air-con and loose trim. On the whole, though, the Laguna is underrated and worth finding.
Y O R TR S TH I
2009 Renault Laguna 2.0 16v 205 GT 2011 Renault Laguna Sport Tourer 2.0 107,000 miles, £3495 dCi Dynamique 83,000 miles, £4695 This Laguna is a rarity for us to enjoy. Four previous owners have already had their fun. There are lots of nice GT-specific details and it seems to be in tidy condition.
Here’s a special-edition estate with a reasonable mileage and just the one previous owner. It has an old TomTom sat-nav system plus parking sensors, Bluetooth and electric most things.
2011 Vauxhall Insignia Sports Tourer 2.0 CDTi SRi VX-Line Red 166,000 miles, £3990 Yes, it has done the miles, but this is a purposeful 52mpg diesel. It’s had important cambelt and water pump changes so should be fine for a while.
USED CARS
I DO L FAN CY
E63 can do both comfy cruising and high jinks
E RT ’S W HAT R U P P O F D R EAM IN G TH IS W E E K
E R’ S D A E R ER CO R N
Look who’s come crawling back Miles rather than smiles to the gallon. If there’s a trend right now, it’s people looking for the most amount of MPG. As there has been a drift away from diesel in recent years, it’s not surprising that there’s now something of a stampede back to the shops for oil-burners. For the long term and ULEZ entry purposes, they’re compromised. But 50-60mpg, though…
BMW 6 SERIES 2004-2010 Forget the cool 1970s E24 BMW 6 Series, the E63 was designed for an overweight middle-aged driver and three passengers. Consequently, it was a halfdecent four-seater, limited rear leg room aside, and there was a thoroughly decent boot. Originally you could get only the 635i, powered by a V8. By 2004, the straight-six 630i was arguably the best buy, with potential for 30mpg and a bit of added lightness to sharpen up the handling. A revamp in 2007 brought the Efficient Dynamics package on the 630i, which boosted MPG to 35.
If you’re concerned about fuel returns, the 635d straight-six diesel was quick yet also scored 40mpg. If none of that matters, there was a V10 M6 for the fan boys and girls, but let’s stick to the standard cars. All you need to know is that every 6 Series costs a fortune to run and fettle and it’s best not to be tempted by the sometimes marginal pricing. A blocked diesel particulate filter is the least of your worries. Oil can leak from everywhere and should scare you off. Worn valve stem seals, too, and engine gasket failure. A professional inspection is a must.
BANGERNOMICS WORLD r my
ts fo I’ve ordered par It needs a over. Series 3 Land R might as well so it new alternator, lus there’s p , o to lt e b n fa get a new t cover to be h lig r a re n e k ro ab , this will all y r o e th In . d e c repla o, and that’s be a doddle to d of old the attraction rs. Meccano moto
B UY N OW Rover Streetwise 2003-2005 Here’s a proper oddity: the Rover 25 reimagined as a crossover. In many ways, it’s just a daft derivation of a pretty ordinary small hatchback. But it’s rather endearing and is becoming some sort of collectible. There aren’t many left now, so good luck finding one. They were a few hundred quid just a short while ago but are now on the up. There was just the one engine, a 1.4-litre fourcylinder petrol that can get 38mpg. It always had head gasket issues, so you need look out for that. Otherwise, it’s rust, wear and tear (suspension and brakes) that take a toll. Oh, and neglect by owners who never appreciated that this is a historically significant vehicle. The bottom line is that the Streetwise is all the SUV that you will never need.
2005 Rover Streetwise 1.4 S 5dr 59,000 miles, £1298
Streetwise predicted popularity of SUVs, if not their lardiness
Here’s a five-door model so all the family can enjoy the ride in some comfort. The MOT has expired, but there will be a fresh one when the buyer pays the reasonable enough price, which has dropped a few hundred quid since it went on sale. The mileage is low for the year and the data checks give it the all-clear.
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CU LT H E RO
ALFA ROMEO GTV
POETRY IN MOTION The Alfa Romeo GTV is a coupé worthy of Wordsworth, reckons Mark Pearson liss it was in that dawn to be alive, but to be young was very heaven. I think Wordsworth had it right. Those with memories that extend back to the 1990s will remember it as a golden age for coupés. Keen drivers now can only look back in envy at the bounteous choice we had back then. If you felt so inclined, you could have chosen from a whole plethora of two-door sportiness that included such desirables as the Fiat Coupé, Honda Prelude, Peugeot 406 Coupé, Nissan 200SX and Volkswagen Corrado. Even Rover was in on the act with its 200 Coupé and Vauxhall with its Calibra.
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But for those with an eye for style and a yearning for a romantic badge, there was one coupé that stood head and shoulders above all the others: the Alfa Romeo GTV. Designed by Pininfarina, it was a low-slung, wedge-shaped, devilishly handsome two-plus-very-tight-two with dual round headlights and a delightful heart-shaped grille that looked a million dollars but cost considerably less.
Its interior had been given serious thought, too, with cowled dials and part of the instrument panel invitingly angled towards the driver. And for those who liked to have their hair ruffled, there was even a drop-top Spider version, albeit with what turned out to be a considerably more flexible body than the GTV. Under its pert bonnet, you could have initially chosen from a 148bhp 2.0-litre Twin Spark inline four or,
`
It was the way the GTV steered and took bends that really set it apart a
a year or two after launch, a 217bhp 3.0-litre 24-valve V6. Both engines were tweaked considerably over the car’s long life, gaining such niceties as direct injection and more capacity, but even the early cars had a fair turn of speed – think 0-60mph in 8.0sec for the Twin Spark, 6.6sec for the V6. But it was the way the GTV steered and took bends that really set it apart. It may have sat on a modular Fiat platform that it shared with more humdrum models, but with a deliciously quick 2.2 turns lock-tolock rack and a low centre of gravity, it responded eagerly and gripped impressively. And all this despite the lack of a limited-slip differential or any other limiting electronic device.
USED CARS E H OW TO G ET O N IN YOU R GARAG E
An expert’s view A D R I A N J A R D I N E , A L FA A I D “The most important thing to note is that the Twin Spark engine uses oil and will blow up if not looked after. The V6 is great. It does have an oil cooler whose pipes will corrode through and empty the sump in about 10 seconds, though. Watch out for the airflow meters on both versions and the throttle potentiometers. The exhausts rot over time, as can the radiators. The sunroof rusts and its motors can seize, which is an expensive fix. The Cup racing version is very rare and definitely worth more, even though the mechanicals are the same. If you’re interested, definitely buy now, because prices are on the up.”
Tip it in and enjoy. Just remember there’s no traction control…
Buyer beware… Q E N G I N E Both engines require a new cambelt every 36,000 miles or three years and an oil change is recommended every 8000 miles. On all engines, rough running and misfiring might be due to poor timing, or on the V6 a faulty mass airflow sensor or even a head gasket failure. The tensioner on the Twin Spark was changed to a 36,000-mile interval from a 72,000 one midway through the car’s life after belt slipping was reported. Q G E A R B O X If the Twin Spark’s clutch bites near the top of the pedal travel, it probably needs replacing. The V6’s pull clutch gets very heavy and notchy when it’s warm. Check for smooth shifts. Swarf build-up in the end casing can cause gear selection issues. The clutch slave cylinders can give trouble.
WHAT WE SAID THEN 22 MARCH 1995
Interior looks good and is well laid out, but watch for wear
“Break open the Lambrusco! Alfa is back, building exactly the kind of beautiful sporting cars that created the sheer dynamic competence of legend. These two wonderful new Alfas something far more expensive. have indisputable style, a great engine and Everyone knows, of course, gearchange, a proper driving position and that Alfa Romeos are made civilised road manners that never detract of cheese, so the GTV was from, and only add to, the overwhelming hopelessly unreliable, right? driving pleasure they offer. They’re Wrong. Buy one now and you sweet, sensitive and inspiring. will have to go through everything Welcome home, Alfa, you’ve with a fine-tooth comb, but this been missing for far is, after all, a very old car. Back in too long.”
In fact, traction control wasn’t offered until 2003. It fed all its power rather brazenly to the front wheels but didn’t suffer much as a result (although aftermarket diffs are quite common), and it had the flair and
the day, they gave many delighted owners many miles of largely trouble-free motoring, somewhat to everyone’s surprise. For sure, take on board what our expert says and watch out for those difficult to source parts, but find a good one and this little jewel might still make you feel young again.
Q S T E E R I N G , S U S P E N S I O N AND BRAKES Lower front wishbones wear at each end, causing inner-shoulder wear on the front tyres, although you will need to check first that this isn’t just a wheel-alignment issue. Bushes on the rear suspension can wear and specialists advise replacing with Powerflex items. On the V6, feel for warped front discs. Early cars have a brake compensator. Rear brakes were always a problem. Pipes can rot and rear calipers can seize. Q B O DY Galvanised bodies with an extensive use of plastic, especially at the front, mean corrosion is fairly rare. Rust takes hold in the rear deck where metal joins glass and under the rear arches. If it’s visible, it’s serious. Repairs are possible but will be expensive if they are to last.
Q I N T E R I O R Check the windows work. Check the heated rear screen, too, as it can burn out its connection or, worse, the fuse box. ECU overheats and cooks itself. The airbag warning light can be a problem. The wiper motor can stick, and that needs a specialist to repair, as a dealer could charge about £800.
Also worth knowing A full service history is a must, as neglect can cause oil to clog the Twin Spark engine, possibly leading to failure. Check the tyre pressures, too, because the wheels can become porous, letting air leak out. Check they have the red-topped master key as well as the blue-topped one. You can’t get duplicates cut without it, and replacing it is expensive. Torn or frayed seats will cost more than you would expect to fix. Windows can be pricey, too, and check for damage to door panels caused by the seatbelts. Seat bolsters wear, too. In cornering, the rear wheels turn slightly before centrifugal force realigns them.
How much to spend £2 0 0 0 - £ 4 9 9 9 Early Twin Sparks at around or above 100,000 miles but in good condition and from a private buyer or trader. Some Category N write-offs. £5 0 0 0 - £6 9 9 9 First of the V6s. Most cars with about 100,000 miles but also a full service history and in good overall condition. £70 0 0 A N D A B O V E Earlier cars with a low mileage and in immaculate condition. Later cars in good condition, including limited editions. Good V6s are especially sought after, like cars with full history and evidence of much remedial work.
One we found A L FA R O M E O G T V V6 L U S S O , 1 9 9 8 , 1 4 3 K M I L E S , £5 4 95 There’s an extensive history on this well-kept, five-owner example. It has been upgraded with Powerflex rear bushes and a stainless-steel exhaust. The wheels are original and perfect. It has been recently serviced and has a year’s MOT. Two red-topped keys.
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AS GOOD AS NEW
JEEP COMPASS Few SUVs have more cred than a Jeep. Jack Warrick points you in the right direction
OUR TOP SPEC he Jeep Compass had a tough task when it launched into its second generation in 2018. It was the firm’s major entry into the fiercely competitive C-segment and a rival to the popular Skoda Karoq, Vauxhall Grandland X and Renault Kadjar. Could it hold its own as a capable, spacious SUV? Buyers clearly thought so. It has become Jeep’s most popular model in Europe, accounting for 40% of the brand’s sales. Which is good news for used buyers because it means there is a good selection of cars available on the second-hand market.
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LO N G ITU D E As Jeep expected, launch opened with Longitude proved popular and Sport, which included is the most abundant on the 16in alloy wheels, used market now. It offers a leather steering the best value for money wheel, cruise control, in terms of kit. LED tail-lights and
The Mk2 Compass is based on a stretched version of a platform shared with the smaller Renegade and was launched in diesel and petrol guises. The diesels kicked off with a 118bhp 1.6-litre turbo model that had a six-speed manual gearbox and was two-wheel drive only. A 2.0-litre diesel, available with 138bhp and 168bhp, offered four-wheel drive and the choice of an automatic. The petrol, a 1.4-litre engine, also came in 138bhp and 168bhp outputs. The Compass’s trim levels at
forward collision warning. Step up to Longitude for additional standard kit, including Apple CarPlay and Android Auto, a bigger, 8.4in infotainment display, a reversing camera, front foglights, electric lumbar support and dualzone climate control. Limited added 18in wheels, silver roof rails, leather heated seats, a heated steering wheel, automatic wipers with inbuilt de-icer,
and plenty of assistance systems. If you plan to take your Compass properly off road, Trailhawk is the ideal specification. It’s based on the same equipment level as the Limited spec, but gains a host of go-anywhere extras, such as off-road suspension, front and rear off-road bumpers, halogen projector lights, a hill descent mode and a Rock mode to help overcome difficult obstacles. A 2021 facelift did away with the diesels but introduced the plug-in hybrid 4xe, which offered up to 30 miles of all-electric range from a 11.4kWh battery. All cars gained a refreshed interior that featured a
BUYER BEWARE RELIABILITY CONCERNS Before you buy a Compass, be aware that in the 2019 What Car? Reliability Survey, Jeep was ranked the thirdmost unreliable car brand with a score of 84.4%. The Renegade, which shares its platform with the Compass, scored a poor 77.1%.
Driving position gives a good view out; kit is decent 70 AUTOCAR.CO.UK 30 MARCH 2022
GOING UP The Compass isn’t the easiest car in its class for everyone to get in and out of, according to What Car?’s
accessibility statistics. In its lowest position, the driver’s seat is 690mm from ground level. Drivers with reduced leg mobility might also want to take account of the high door sills, which sit 480mm above the road. C L O G G E D F I LT E R S Diesel particulate filters can clog if the car is left standing for too long, such as on a forecourt. If it can’t be fixed with a motorway blast, it could result in an expensive repair.
USED CARS
N E E D TO K N O W The Compass can tow up to two tonnes (braked), which makes it a useful second-hand option for pulling trailers or caravans. The starting price for a new second-generation Compass in 2018 was £22,995 but the earliest Sport cars can now be had from as low as £14,000 – a reasonable price given the generous levels of standard kit. Mid-range Longitude cars cost from around £15,000 and Limited ones from £17,000. Expect to pay at least £18,000 for a post-facelift Night Eagle. The Compass has achieved a five-star Euro NCAP safety rating, scoring an impressive 90% for adult occupancy and 83% for child occupancy. That’s thanks to more than 70 active and passive safety features offered on the model, including blindspot monitoring, lane departure warning and adaptive cruise control.
TAKE IT 1 . 6 M U LT I J E T I I 12 0 2 W D OUR PICK The 1.6-litre diesel is the most refined engine option and offers a claimed economy figure of 64.2mpg (on the older, NEDC test). 4XE Plug-in power isn’t for WILD everyone, but 30 miles CAR D of all-electric range is appealing for those who do lots of shorter journeys. Just be prepared to pay a higher sticker price.
10.25in digital driver’s display and a more accessible central touchscreen. Outside, there were slimmer headlights and restyled bumpers. The new entry-level trim was Night Eagle, followed by Limited – both available with front-wheel drive, a six-speed manual gearbox and a 128bhp 1.3-litre turbo petrol. For four-wheel drive, you will need the Trailhawk or range-topping S – a pair of plug-in hybrids with a six-speed auto, 237bhp, 199lb ft and a claimed fuel economy of 141.2-156.9mpg. The Compass’s driving strengths include useful mid-range muscle, especially in the 2.0 diesel and 4xe versions. There are also decent levels of grip and good stability, helped by electronic traction and stability controls, which combine nicely with Jeep’s four-wheel drive system to provide sure-footed progress.
ONES WE FOUND 2018 Jeep Compass 1.6 Multijet II Longitude, 20,000 miles, £15,625 2018 Jeep Compass 1.4 Multiair Longitude, 7000 miles, £16,490 2018 Jeep Compass 2.0 Multijet II Limited 4WD, 13,000 miles, £21,995
LEAVE IT
Vauxhall VX220 £19,950 WHY DIDN’T THINGS work out for the Vauxhall VX220? On paper, it seemed to have all the ingredients needed to shake up a niche vehicle segment. It was light, mid-engined, striking to look at and properly rapid, outperforming the likes of the Mazda MX-5 and Toyota MR2 with ease. Alas, the VX220, launched in 2000, was the unfortunate victim of badge snobbery and was often disregarded by drivers who considered it to be nothing more than a rebadged version of the Lotus Elise S2. Although it was true that some of the VX220’s brilliance came from its Lotus-derived underpinnings, including the Elise’s bonded, lightweight aluminium chassis tub, the two cars actually shared only 141 components (around 10% of its total parts). Vauxhall gave the VX220 a wider rear track and longer wheelbase,
TA KE IT
added anti-lock brakes and swapped the Elise’s 16in wheels for a 17in set. It was all change in the powertrain department, too. Vauxhall removed the original Elise’s Rover-sourced K-series engine and replaced it with a normally aspirated 2.2-litre Astra SRi unit, which produced 145bhp. A 2.0-litre turbocharged engine was offered from 2003, which upped the power to 197bhp. The 2.0 turbo version covered 0-62mph in just 4.7sec, despite being slightly heavier than the naturally aspirated model (930kg compared with 870kg), but both offered supercar-rivalling performance. We think anyone who missed out back in the early noughties should make amends today, because the VX220 is still excellent to drive. But you might want to get in sooner rather than later because used prices are starting to climb.
Unfortunately, numbers are relatively limited. Production ended after just five years and there are fewer than 800 VX220s on UK roads today, according to howmanyleft.co.uk. Our pick is one of the later, 2005 Turbo models, with 56,000 miles on the clock. It’s priced at £19,950 – a good deal when you consider that it comes with a comprehensive service history and a recently replaced cambelt and water pump. Its rims, underside, interior and Targa-style top are all in near-perfect condition and, unlike many other examples, it hasn’t been modified. JACK WARRICK
LE AV E IT LE AV E IT
TA KE IT
Nissan Juke £10,594
Honda CR-Z £4995
Alfa Romeo Giulietta £7900
The commercial success of the Nissan Juke is one of the main reasons why the compact crossover segment is so well populated today. But despite being something of a pioneer, the first-generation Juke had its flaws, including its cheap interior and poor ride. This one, at £10,594, is also expensive for a base-spec model.
Powered by a 1.5-litre petrol engine mated to an electric motor, the CR-Z is fun to drive, even though its 9.1sec 0-62mph time isn’t exactly worldbeating. Still, it’s quicker than a contemporary 2.0 TDI Audi TT and it offers great economy of up to 56.5mpg. This regularly serviced example from 2011 is for sale at an attractive price and comes with dealer warranty.
Here’s a great-looking small hatchback with decent all-round ability. However, this example has only been on the road since 2015 yet has already received a new starter motor, cambelt, water pump, flywheel and clutch. Add to that a small driver’s footwell, an awkward driving position and tiring levels of road noise and it’s one to avoid.
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CCCCC Inherently dangerous/unsafe. Tragically,
irredeemably flawed.
BCCCC Appalling. Massively significant failings. ACCCC Very poor. Fails to meet any accepted
class boundaries.
ABCCC Poor. Within acceptable class AACCC AABCC AAACC AAABC AAAAC AAAAB AAAAA
boundaries in a few areas. Still not recommendable. Off the pace. Below average in nearly all areas. Acceptable. About average in key areas, but disappoints. Competent. Above average in some areas, average in others. Outstanding in none. Good. Competitive in key areas. Very good. Very competitive in key areas, competitive in secondary respects. Excellent. Near class-leading in key areas and in some ways outstanding. Brilliant, unsurpassed. All but flawless.
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Stelvio 5dr SUV £45,249–£74,949 Between the various figures produced on the old-style NEDC, transitional NEDC Correlated and new-style WLTP laboratory emissions and fuel economy tests, it has become tricky to compare manufacturers’ claimed efficiency on the latest new cars. When you see a fuel economy and CO2 figure reference elsewhere, it’s often without explanation. So, to provide as fair and clear a basis for comparison as possible, you’ll only ever read WLTP combined fuel economy and CO2 figures in Autocar’s first drive reviews, features and comparison tests – and on these data pages. Those are the aggregated results of four lab tests carried out across as many different cruising speed ranges – although they’re sometimes expressed as a range rather than as one specific figure to show the different results recorded by the heaviest and lightest available examples of the car in question (depending on optional equipment). In road tests, you’ll also see our own independently produced real-world fuel economy test results for comparison with the lab test claims. We produce an average, track and touring figure for each car we test, as often as possible on a brim-to-brim test basis. While ‘average’ represents the overall economy returned by a new car over a full road test and ‘track’ is relevant only to intensive performance testing (the length and conditions of which can vary slightly), ‘touring’ gives the best guide of the kind of economy you might see from a car at a steady 70mph motorway cruise. We do real-world efficiency and range testing on electric cars, too, expressing the former in terms of miles per kilowatt hour, as manufacturers do increasingly widely by convention.
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A3 Saloon 4dr saloon £26,215–£59,650
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A7 Sportback 5dr coupé £48,870–£117,455
Alfa’s first SUV is a solid effort. Choosing the petrol version gives it Undercuts the case to own an A4. Upmarket interior and good to charisma. LxWxH 4687x1903x1671 Kerb weight 1604kg drive. LxWxH 4495x1984x1425 Kerb weight 1225kg
Easy on the eye and to live with, but let down by stolid dynamics. LxWxH 4969x1908x1422 Kerb weight 1880kg
2.2 Turbo Diesel 190 2.2 Turbo Diesel 210 Q4 AWD 2.0 Turbo 200 Q4 AWD 2.0 Turbo 280 Q4 AWD 2.9 BiTurbo Quadrifoglio
2.0 45 TFSI quattro 2.0 50 TFSIe quattro 3.0 55 TFSI quattro 4.0 RS7 quattro 2.0 40 TDI 2.0 40 TDI quattro 2.0 45 TDI quattro 3.0 50 TDI quattro 3.0 S7 TDI quattro
187 207 197 276 503
130 134 134 143 197
7.6 6.6 7.2 5.7 3.8
45.6 42.8 30.1 30.4 24.6
ALPINA
B3/D3 4dr saloon/5dr estate £55,850–£68,225
159 168 206-209 208 261
1.0 30 TFSI 1.5 35 TFSI 2.0 40 TFSI quattro 2.0 S3 quattro 2.0 RS3 quattro 2.0 30 TDI 2.0 35 TDI AAAAA 2.0 40 TDI quattro
108 148 188 308 394 116 148 198
130 144 154 155 155 130 142 155
10.6 8.7 7.0 4.8 3.8 10.1 8.5 6.8
50.4-51.4 47.9-50.4 39.2-40.9 35.3-36.2 31.4-31.7 62.8-64.2 58.9-67.3 48.7-51.4
124-128 127-134 157-165 178-181 202-205 114-119 111-127 145-152
Buchloe’s take on 3 Series makes a case for being all the car you could ever need. LxWxH 4620x1811x1430 Kerb weight 1865kg
A4 4dr saloon £31,660–£58,435
3.0 BiTurbo 3.0 D3S
High quality and competent but leaves the dynamic finesse to its rivals. LxWxH 4726x1842x1427 Kerb weight 1320kg
462 355
186-188 3.8-3.9 168-170 4.6-4.8
25.9 37.2
247 199
2.0 35 TFSI 148 139 AAAAC 2.0 40 TFSI 187 155 Is it the best alternative to an M5? Yes, at least from a practicality 2.0 45 TFSI quattro 242 155 viewpoint. LxWxH 4956x1868x1466 Kerb weight 2015kg 3.0 30 TDI 132 133 4.4 V8 BiTurbo 599 200-205 3.5-3.7 23.5 272 2.0 35 TDI 148 136 3.0 D5S 347 171 4.8 42.2 199 2.0 40 TDI quattro 187 146 3.0 S4 TDI 342 155 B7 4dr saloon £121,920 AAAAC A 7 Series with a power boost gives BMW a worthy challenger to A4 Avant 5dr estate £33,060–£84,435
B5/D5 4dr saloon/5dr estate £64,395–£97,570
the AMG S-Classes. LxWxH 5250x1902x1491 Kerb weight 2060kg 4.4 V8 BiTurbo
599
205
4.2
24.4
264
AAAAC
8.6 7.3 5.6 9.5 8.9 7.4 4.8
40.9-46.3 40.9-44.8 34.9-35.3 50.4-55.4 50.4-55.4 50.4-54.3 40.4-40.9
140-157 143-187 181-184 133-146 133-146 137-148 181-183
Classy and demure estate lacks the dynamic sparkle of rivals. LxWxH 4725x1842x1434 Kerb weight 1370kg
Huge power and impressive luxury credentials, but can’t justify the mundane to drive. LxWxH 4673x1846x1371 Kerb weight 1390kg hefty price jump. LxWxH 5151x2218x1797 Kerb weight 2655kg 2.0 35 TFSI 148 140 8.9 41.5-45.6 141-154 621
180
4.2
23.5
274
2.0 40 TFSI 187 150 7.2 2.0 45 TFSI quattro 242 155 4.8 ALPINE 2.9 V6 TFSI RS5 quattro 448 174 3.9 A110 2dr coupé £49,005–£61,665 AAAAA 2.0 35 TDI 163 162 8.2 A much, much greater car and achievement than the sum of its 2.0 40 TDI quattro 187 146 7.4 parts suggests. LxWxH 4180x1980x1252 Kerb weight 1080kg 3.0 V6 S5 TDI quattro 339 155 4.6 1.8 Turbo 248 155 4.5 39.2 162 1.8 Turbo S 288 162 4.4 38.7 163 A5 Sportback 5dr coupé £39,015–£89,320
155 155 155 174 152 155 155 155 155
6.2 6.3 5.3 3.6 8.3 7.0 6.4 5.6 5.1
35.3-36.2 177-183 134.5-141.2 46-47 32.1-34.0 189-199 22.2-23.0 280-287 47.9-49.6 150-156 45.6-47.1 158-163 40.9-43.5 171-180 38.2-39.8 186-193 35.3-35.8 205-208 AAAAC
A8 4dr saloon £73,785–£108,340
Technical tour de force benefits from Audi’s knack of making very good limousines. LxWxH 5172x1945x1473 Kerb weight 1920kg 3.0 55 TFSI quattro 3.0 55 TFSI quattro LWB 3.0 60 TFSIe quattro 3.0 50 TDI quattro 3.0 50 TDI quattro LWB
335 335 449 282 282
155 155 155 155 155
5.6 5.7 4.9 5.9 5.9
28.2-29.4 217-228 28.2-29.1 219-228 100.9-113.0 57-64 38.7-40.9 180-192 38.2-40.4 182-193
E-tron 5dr SUV £61,275–£102,875 AAAAB AAAAC A rounded, uber-luxurious addition to the premium EV niche.
2.0 35 TFSI 148 136 8.9 39.8-44.8 143-162 B8 Gran Coupé 4dr saloon £138,330 AAAAC 2.0 40 TFSI 187 148 7.5 39.8-43.5 147-162 Superbly rounded, but lacking some of the dynamism implied by its 2.0 45 TFSI quattro 242 155 6.0 33.6-34.4 187-191 looks. LxWxH 5090x1930x1430 Kerb weight 2140kg 3.0 V6 TFSI RS4 Avant 448 155 4.1 28.1-28.2 220-226 4.4 V8 BiTurbo 621 201 3.4 25.4 270 2.0 30 TDI 132 131 9.8 49.6-54.3 137-150 2.0 35 TDI 148 132 9.2 49.6-54.3 137-150 XD3 5dr SUV £68,410 AAAAC 2.0 40 TDI quattro 187 143-144 7.6-7.9 47.9-52.3 141-154 Pleasant BMW SUV impressively enhanced with the usual Alpina 3.0 50 TDI Allroad quattro 282 155 5.3 38.2 194 toolkit. LxWxH 4732x1897x2015 Kerb weight 2015kg 3.0 S4 TDI quattro 342 155 4.9 39.2-39.8 186-189 3.0 BiTurbo 330 158 4.9 31.4 173 A5 2dr coupé £39,010–£89,320 AAAAC XB7 5dr SUV £125,720 AAAAC Refreshed coupé gets a sharper look and a refreshed interior. Still 4.4 V8 BiTurbo
242 299 335 596 201 201 242 282 344
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41.5-47.1 34.9-38.8 29.1 51.4-55.4 50.4-54.3 39.2-40.4
141-154 180-184 220 133-144 135-146 184-188
LxWxH 4901x1935x1629 Kerb weight 2490kg 50 quattro 71kWh 55 quattro 95kWh S quattro 95kWh
308 403 503
118 124 130
6.8 5.4 4.5
190 237 223
0 0 0 AAAAB
E-tron Sportback 5dr SUV £63,075–£104,675
Quick and classy EV builds on the solid foundations of its more upright sibling. LxWxH 4901x1935x1616 Kerb weight 2480kg 50 quattro 71kWH 55 quattro 95kWh S quattro 95kWh
308 403 503
118 124 130
6.8 5.7 4.5
192 242 224
0 0 0 AAAAB
E-tron GT 4dr saloon £81,915–£135,355
Combines striking looks with a high-class interior and never feels short of pace. LxWxH 4989x2158x1396 Kerb weight 2276kg quattro 93kWh RS quattro 93kWh
528 646
152 155
4.1 3.3
296 283
0 0 AAAAC
Q2 5dr SUV £24,295–£46,825
Audi’s smallest SUV is a decent stepping stone from the A3 to the Q range. LxWxH 4191x1794x1508 Kerb weight 1205kg
1.0 30 TFSI 114 122 10.3 44.8-47.1 135-143 1.5 35 TFSI 148 131 8.5 42.2-44.8 142-151 AAAAC 2.0 40 TFSI quattro 187 141 6.5 34.0-34.9 184-187 Refined, good-looking four-door coupé is sadly short on charm and 2.0 SQ2 TFSI 298 155 4.8 32.8-33.2 192-195 ARIEL finesse. LxWxH 4733x1843x1386 Kerb weight 1425kg 2.0 30 TDI 114 125 9.9 58.9-60.1 124-129 Atom 0dr open £40,669 AAAAB 2.0 35 TFSI 148 139 9.1 40.9-44.8 144-158 2.0 35 TDI quattro 148 131 8.1 45.6-47.9 155-163 Simple, purist concept remains but everything else has changed… 2.0 40 TFSI 187 150 7.5 40.9-44.8 143-158 for the better. LxWxH 3520x1880x1122 Kerb weight 595kg 2.0 45 TFSI quattro 242 155 5.8 34.4-35.3 183-187 Q3 5dr SUV £30,565–£63,950 AAABC 2.0 turbo 320 162 2.8 NA NA 2.9 V6 TFSI RS5 quattro 448 174 3.9 28.5-28.8 222-224 Typically refined and competent but feels more like an A3 than an 2.0 35 TDI 148 135 9.1 50.4-54.3 135-147 Audi SUV. LxWxH 4388x1831x1608 Kerb weight 1385kg Nomad 0dr open £37,549 AAAAA 2.0 40 TDI quattro 187 146 7.6 49.6-54.3 137-149 1.5 35 TFSI 148 128-131 9.2-9.6 38.7-42.2 153-166 Well inside the top 10 list of our favourite cars. A revelation and a 3.0 S5 TDI quattro 345 155 4.9 39.8-40.4 183-187 2.0 40 TFSI quattro 187 136 7.4 31.0-32.5 197-207 riot to drive. LxWxH 3215x1850x1425 Kerb weight 670kg 2.0 45 TFSI quattro 243 147 5.8 31.0-31.7 201-205 242 130 7.3 141.2 44-45 2.4 K24 i-VTEC 235 125 3.4 NA NA A5 Cabriolet 2dr open £43,140–£64,755 AAAAC 2.0 45 TFSIe 396 155 4.5 27.7-28.8 222-230 More practical than smaller options. Lower-powered, steel-sprung 2.5 RS Q3 quattro ASTON MARTIN trim is best. LxWxH 4673x1846x1383 Kerb weight 1600kg 2.0 35 TDI 148 128 9.2 47.9-49.6 150-154 148 131 9.3 39.2-40.9 182-188 Vantage 2dr coupé/2dr open £117,150–£144,300 AAAAB 2.0 35 TFSI 150 136 9.8 38.7-40.4 160-165 2.0 35 TDI quattro 188 137 8.0 37.7-40.4 84-195 The faster, cleverer, more hardcore entry-level Aston tops its 2.0 40 TFSI 187 150 7.9 38.7-40.4 160-165 2.0 40 TDI quattro class. LxWxH 4465x1942x1273 Kerb weight 1630kg 2.0 45 TFSI quattro 242 155 6.5 32.8-33.2 192-196 4.0 V8 503 190-195 3.6-3.8 25.7 276 2.0 40 TDI quattro 187 145 8.0 47.1-48.7 152-157 Q3 Sportback 5dr SUV £33,365–£62,800 AAABC 4.0 V8 F1 Edition 527 195 3.6 24.3 264 A more sporting take on the compact SUV, with similarly stable A6 4dr saloon £39,950–£80,365 AAAAC handling. LxWxH 4500x1856x1567 Kerb weight 1460kg DB11 2dr coupé/2dr open £152,865–£168,300 AAAAA Supremely well constructed but a bit soulless to drive. A smart 1.5 35 TFSI 148 126 9.6 39.2-41.5 154-163 office on wheels. LxWxH 4939x1886x1457 Kerb weight 1645kg The stunning replacement for the already seductive DB9 is tyre2.0 40 TFSI quattro 188 136 7.4 30.7-32.1 199-208 shreddingly good. LxWxH 4739x2060x1279 Kerb weight 1875kg 2.0 40 TFSI 201 152 7.3 37.7-39.2 163-171 2.0 45 TFSI quattro 243 146 5.8 32.5-32.8 195-197 4.0 V8 503 187 4.0 25.1 254 2.0 45 TFSI quattro 242 155 6.0 35.3-37.2 172-182 2.0 45 TFSIe 242 130 7.3 141.2 44-45 5.2 V12 AMR 630 208 3.7 21.1 303 2.0 50 TFSIe quattro 299 155 6.2 217.3 31 2.5 RS Q3 quattro 396 155 4.5 27.7-28.5 223-231 3.0 55 TFSI quattro 335 155 5.1 32.8-34.9 184-196 2.0 35 TDI 148 126 9.3 48.7-51.4 14552 DBS 2dr coupé/open £236,400–£254,800 AAAAA 2.0 40 TDI 201 152 8.1 47.9-51.4 145-155 2.0 35 TDI quattro 148 126 9.3 40.4-44.8 166-183 Effortlessly fast, intoxicating to drive: the big Aston is better than 2.0 40 TDI quattro 201 153 7.6 45.6-47.9 155-163 2.0 40 TDI quattro 188 134 8.3 38.2-39.8 185-195 ever. LxWxH 4712x2146x1280 Kerb weight 1693kg 3.0 50 TDI quattro 282 155 5.5 38.7-40.4 183-191 5.2 V12 715 211 3.7 20.9 306 3.0 S6 TDI quattro 344 155 5.0 36.2 203-205 Q4 E-tron 5dr SUV £40,750–£65,070 AAABC
1.4 T-jet 180 Rivale
177
140
6.7
36.2-36.7 171
A L FA R O M E O
Giulia 4dr saloon £36,595–£68,995 197 276 503
146 149 191
6.6 5.7 3.9
72 AUTOCAR.CO.UK 30 MARCH 2022
A3 Sportback 5dr hatch £24,250–£59,650
AAAAC
Bolder design and improved dynamics make the A3 stand out more than ever. LxWxH 4343x1816x1425 Kerb weight 1220kg
AAAAB 1.0 30 TFSI 1.5 35 TFSI 2.0 40 TFSI quattro 36.2 176-184 2.0 40 TFSIe 33.6 195 2.0 45 TFSIe 28.5 230 2,0 S3 quattro 2.0 RS3 quattro 2.0 30 TDI 2.0 35 TDI 2.0 40 TDI quattro
Handsome and special dynamically but lacks finesse and comes as an auto only. LxWxH 4643x1860x1436 Kerb weight 1429kg 2.0 Turbo Petrol 200 2.0 Turbo Petrol 280 2.9 BiTurbo Quadrifoglio
AAAAB
Practical, pleasant and efficient – if not quite a superior premium
AAAAC product. LxWxH 4588x2108x1632 Kerb weight 1890kg Doesn’t try to be the biggest, fastest SUV, and may be all the more A capable and high-tech throwback that’s a timely reminder of 35 125k 168 99 9.0 201 0 ABARTH appealing for it. LxWxH 5039x1998x1680 Kerb weight 2245kg what Audi does best. LxWxH 4939x1886x1467 Kerb weight 1710kg 40 150kW 201 99 8.5 307 0 595 3dr hatch/2dr open £17,775–£29,225 AAABC 4.0 V8 550 181 4.5 19.8 323 2.0 40 TFSI 201 149 7.5 36.2-38.2 168-178 50 quattro 220kW 296 111 6.2 298 0 The Fiat 500’s Abarth makeover makes it a true pocket rocket. 2.0 45 TFSI quattro 242 155 6.2 34-36.2 177-189 AU D I LxWxH 3657x1627x1485 Kerb weight 1070kg 2.0 50 TFSIe quattro 299 155 6.3 217.3 31 Q4 E-tron Sportback 5dr SUV £42,250–£66,570 AAABC 1.4 T-jet 145 143 130 7.8 38.7-39.2 162-164 A1 Sportback 5dr hatch £19,380–£32,470 AAABC 3.0 55 TFSI quattro 335 155 5.3 31.7-34.0 189-201 Fastback variant of Audi’s mainstream electric SUV is agile and 1.4 T-jet 165 Turismo 162 135 7.3 37.7-38.2 161-166 Quite pricey, but a rounded car with plenty of rational appeal. 4.0 RS6 quattro 596 174 3.6 21.9-22.6 283-294 terrifically refined. LxWxH 4588x2108x1614 Kerb weight 1895kg LxWxH 4029x1746x1418 Kerb weight 1105kg 1.4 T-jet 180 Competizione 177 140 6.9 36.7 171 2.0 40 TDI 201 149 8.3 45.6-49.6 150-162 35 125kW 168 99 9.0 211 0 1.4 T-jet 180 Essesse 177 140 6.7 36.7 171 1.0 25 TFSI 94 118 10.8 48.7-50.4 128-133 2.0 40 TDI quattro 201 150 7.8 44.1-46.3 159-167 40 150kW 201 99 8.5 318 0 1.0 30 TFSI 114 126 9.5 46.3-51.4 124-139 3.0 50 TDI quattro 282 155 5.7 38.2-39.8 187-195 50 quattro 220kW 296 111 6.2 302 0 695 3dr hatch/2dr open £30,785 AAABC 1.5 35 TFSI 148 137 7.7 44.1-44.8 142-145 3.0 S6 TDI quattro 344 155 5.1 35.3 209 A convincing track-day 500 with decent dynamic ability, but overly 2.0 40 TFSI 197 146 6.5 40.4 158 Q5 5dr SUV £44,710–£73,335 AAAAC
firm ride spoils it. LxWxH 3657x1627x1485 Kerb weight 1045kg
DBX 5dr SUV £160,300
108 148 188 201 242 308 398 113 148 198
127 139 150 141 144 155 155 128 142 151
10.6 8.7 6.9 7.6 6.8 4.8 3.8 10.1 8.3-8.5 6.8
48.7-51.4 46.3-50.4 38.7-40.4 235.4 235.4 34.4-34.9 31.0-31.4 61.4-64.2 56.5-62.8 47.9-50.4
125-132 128-138 159-166 29 29 183-186 205-207 115-122 112-130 148-155
A6 Avant 5dr estate £42,050–£115,680
Appealing combination of Audi allure, affordable SUV practicality and attractiveness. LxWxH 4663x1893x1659 Kerb weight 1720kg 2.0 45 TFSI quattro 2.0 50 TFSIe quattro 2.0 55 TFSIe quattro 2.0 40 TDI quattro 3.0 SQ5 TDI quattro
242 249 363 187 344
147 148 148 136 155
6.4 6.1 5.3 8.1 5.1
31.0-33.6 128.4 108.6 41.5-44.8 32.8-34.4
191-206 49 56 165-179 216-224
AAABC
Q5 Sportback 5dr SUV £47,160–£75,785
Reduced accommodation and practicality, but still a refined and solid steer. LxWxH 4689x1893x1660 Kerb weight 2010-2150kg 2.0 45 TFSI quattro 2.0 50 TFSIe quattro 2.0 55 TFSIe quattro 2.0 40 TDI quattro 3.0 SQ5 TDI quattro
263 297 364 201 336
149 148 148 137 155
6.1 6.1 5.3 7.6 5.1
31.7-33.6 192-202 176.6-188.3 36-38 156.9-166.2 41-42 42.2-44.8 166-176 33.2-34.4 216-222
N E W CAR PR I CES Po
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2 Series Gran Coupé 4dr saloon £27,335–£38,540
no (M
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AAACC
134 148 155 138 148
8.7 7.1 4.9 8.6 7.5
46.3-47.1 46.3-47.1 37.2 58.9-60.1 56.5-57.6
136-138 136-139 172 123-125 129-131
268 308
Takes everything positive about its predecessor and refines it further. LxWxH 4537x2068x1390 Kerb weight 1490kg 220i M240i xDrive 220d
184 374 188
147 155 147
7.5 4.3 6.9
44.1 34.4 60.1
145 186 122
mp
h Ec
) y e) km o m ang (g/ o n MPG/r CO 2 (
AAAAC
8.7 7.5 5.9 5.9 5.9 4.5 8.8 7.1-7.9 7.4 5.6 5.4 4.8
AAAAC
42.2 152-153 42.2 152-153 39.2-40.9 156-163 176.6-201.8 32-37 156.9-176.6 37-42 33.6 191 57.6-58.9 126-127 54.3-57.6 115-121 51.4-54.3 136-143 45.6-47.1 158-163 43.5-44.8 166-171 44.8 165
sDrive20i sDrive30i sDrive M40i
still the best. LxWxH 4942x2126x1498 Kerb weight 1630kg 520i 530e 530e xDrive 540i xDrive 520d 520d xDrive 530d xDrive
181 292 292 335 187 187 261
139 140 140 155 147 144 155
8.2 6.1 6.1 5.1 7.8 7.9 5.6
40.4-42.2 152-160 156.9-176.6 35-40 134.5-156.9 42-47 34.9-35.8 179-185 52.3-55.4 134-142 49.6-52.3 140-148 46.3-47.9 160
124 124
6.1 4.6
256 375
0 0 AAAAC
195 255 338
155 155 155
6.6 5.4 4.6
39.8-40.4 160-161 39.8 161-162 35.8 181
C AT E R H A M
AAAAC
7 Series 4dr saloon £71,730–£91,585
AAAAB
Seven 2dr open £22,990–£53,885
Rules on in-car entertainment and diesel sophistication; otherwise The 360 is the sweet spot, giving the Seven just the right hit of too bland. LxWxH 5098x1902x1478 Kerb weight 1755kg performance. LxWxH 3100x1575x1090 Kerb weight 490kg 740i 750i xDrive 745e 730d 730d xDrive 740d xDrive
338 527 283 261 261 315
155 155 155 155 155 155
5.5 4.0 5.1-5.2 6.1 5.8 5.2
34-35.8 180-190 26.4 243-245 104.6-141.2 46 49.6-51.4 144-148 47.1-47.9 155-158 46.3-47.1 158-159
8 Series 2dr coupé/2dr open £74,665–£133,450
AAAAC
660cc Suzuki 170 2.0 Duratec 360 2.0 Duratec 420 2.0 Supercharged 620S 2.0 Supercharged 620R
84 180 210 310 310
105 130 136 145 155
6.9 4.8 3.8 3.4 2.8
58.4 NA NA NA NA
109 NA NA NA NA
CHEVROLET
Has dynamism to spare but not quite the breadth of ability of the best sporting GTs. LxWxH 4843x1902x1341 Kerb weight 1830kg 840i M850i xDrive M8 Competition 840d xDrive
335 523 623 316
155 155 155 155
5.0 3.7 3.2-3.3 4.9
33.2-33.6 24.8-25.2 25.2-25.4 40.4
AAAAC
Corvette 2dr coupé/2dr open £84,000–£89,410
Mid-engined chassis brings handling smarts the ’Vette has never known the likes of. LxWxH 4634x1935x1235 Kerb weight 1655kg
193-194 6.2 V8 475 185 3.5 255-260 CITROEN 252-254 183-184 C1 3dr hatch/5dr hatch £12,945–£13,435
23.3
277 AAABC
Slightly cheaper than its Toyota sibling but less visually charming. 8 Series Gran Coupé 4dr saloon £72,615–£123,950 AAAAC LxWxH 3455x1615x1460 Kerb weight 855kg Four-door grand tourer offers greater practicality than its two-door 1.0 VTI 72 71 99 12.6 58.9 109-110 siblings. LxWxH 5072x1932x1397 Kerb weight 1800kg 840i M850i xDrive M8 Competition 840d xDrive
335 523 623 316
155 155 155 155
5.2 3.9 3.2 5.1
33.2 24.6 25.4 39.8
X1 5dr SUV £29,935–£40,855
194 260 254 187
Pick of the premium bunch but a tad unrefined and has ordinary handling. LxWxH 4439x1821x1598 Kerb weight 1395kg sDrive18i sDrive20i xDrive20i xDrive25e sDrive18d xDrive18d xDrive20d
138 189 189 218 148 148 187
127 138 TBC 120 126 126 136
9.7 7.4 7.7 6.9 9.3-9.4 9.3-9.4 7.8
42.8 149-150 40.9 156-157 38.2-38.7 166-167 134.5-148.7 50-51 55.4 133-134 50.4-51.4 145-146 49.6 148-149
AAABC
C3 5dr hatchback £14,180–£20,775
Funky, fresh look gives a lease of life, shame that underneath isn’t the same. LxWxH 3996x1749x1474 Kerb weight 976kg
1.2 PureTech 82 1.2 PureTech 110 AAAAC 1.5 BlueHDi 100
79 107 96
107 117 115
12.8 9.3 10.6
51.3 52.3 67.0
C3 Aircross 5dr hatchback £17,320–£23,080 Funky-looking C3 gets a jacked-up, rugged SUV look. LxWxH 4155x1765x1637 Kerb weight 1088kg 1.2 PureTech 110 1.2 PureTech 130 1.5 BlueHDi 100
107 127 96
115 124 109
11.3 10.4 12.8
130-131 129-131 117-118 AAABC
51.5 47.3 62.7
141-143 150 126-128 AAACC
C4 5dr hatchback £21,260–£34,995
Interesting to look at but soft and unrewarding to drive. Electric X2 5dr SUV £30,915–£46,800 AAAAC ë-C4 is better. LxWxH 4355x1800x1525 Kerb weight 1247kg Proves crossovers aren’t always worse than the hatchbacks on 1.2 PureTech 99 114 11.3 54.8 116 which they’re based. LxWxH 4360x1824x1526 Kerb weight 1460kg 1.2 PureTech 130 128 130 8.9-9.4 50.2-54.7 117-127 sDrive18i sDrive20i xDrive20i xDrive25e M35i sDrive18d xDrive18d xDrive20d
138 189 189 220 302 148 148 185
127 141 TBC 121 155 129 128 137
9.6 7.7 7.6 6.8 4.9 9.3-9.8 9.2 7.7
42.8-43.5 40.9-41.5 38.7-39.2 156.9 34.4 55.4 50.4-51.4 49.6-50.4
148-150 154-156 164-166 40-41 187 132-134 144-146 147-149
Downsized X6 is respectable enough if not lovable, but the X3 is a
Our favourite high-end small car happens to be an EV, and it could change motoring. LxWxH 3999x1775x1578 Kerb weight 1245kg 120Ah 120Ah S
167 180
1.2 PureTech 155 1.5 BlueHDi 1.5 BlueHDi 130 ë-C4 50kWh
153 108 129 134
93 99
7.3 6.9
181 175
iX3 5dr SUV £58,850–£62,730
0 0
129 120 128 93
8.5 10.9 9.5 9.7
48.8 68.7-69.1 64.5-64.9 227
Grand C4 Spacetourer 5dr MPV £26,530–£32,525
131 114-115 114-115 0
AAAAC
Alternative MPV offers something fresh, comfy, spacious and quietly upmarket. LxWxH 4602x1826x1638 Kerb weight 1297kg
1.2 PureTech 130 AAAAC 1.5 BlueHDi 130
X3 5dr SUV £43,470–£84,765
Continues where the last one left off. Dynamically good and more
4 Series Convertible 2dr open £45,785–£54,005
326 523
Better to drive than ever but makes a better open-top cruiser than a true sports car. LxWxH 4689x1942x1293 Kerb weight 1485kg
AAAAC better option. LxWxH 4671x1881x1624 Kerb weight 1735kg Fabric-roofed grand tourer has just as much talent as its coupé xDrive M40i 336 155 4.9 31.7 203 sibling. LxWxH 4768x2081x1384 Kerb weight 1715kg X4M Competiton 503 155 4.1 24.8 259 Continental GTC 2dr open £185,100–£233,200 AAAAB 420i 181 147 8.2 40.4-41.5 154-159 xDrive20d 187 131 8.0 47.1-47.9 161-165 Immensely capable and refined open-top cruiser with effortless 430i 242 155 6.2 38.7-40.4 160-165 xDrive30d 254 145 5.8 45.6-46.3 159-163 performance. LxWxH 4850x2187x1399 Kerb weight 2414kg M440i xDrive 371 155 4.9 35.3 182 xDrive M40d 322 155 4.9 43.5 169 4.0 V8 542 198 4.0 23.3 275 M4 xDrive Competition 503 155 3.7 27.7 231 6.0 W12 Speed 626 207 3.7 20.2 336 420d 188 147 7.6 55.4-57.6 129-134 X5 5dr SUV £62,210–£136,470 AAAAC 430d 282 155 5.8 50.4-52.3 141-146 More capable, convenient, refined and classy SUV that’s a more satisfying drive. LxWxH 4922x2004x1745 Kerb weight 2110kg Flying Spur 4dr saloon £162,500–£215,500 AAAAB New from the ground up, with the looks and technology of a class 4 Series Gran Coupé 4dr coupé £40,800–£54,670 AAAAC xDrive40i 335 155 5.5 27.7-28.2 227-231 winner. LxWxH 5316x1879x1483 Kerb weight 2437kg The same impressive package we love from the 3 Series, with xDrive45e 282 155 5.6 188.3-235.4 31 added style. LxWxH 4783x2073x1442 Kerb weight 1825kg 4.0 V8 548 198 4.1 22.2 288 xDrive M50i 523 155 4.3 27.3 276 6.0 W12 632 207 3.8 19.1 337 420i 181 146 7.9 41.5 154 X5M Competition 623 155 3.8 22.1 304 430i 242 155 6.2 39.8 160-161 xDrive30d 261 130 6.8 41.5-42.2 175-179 Bentayga 5dr SUV £155,660–£183,735 AAAAB M440i xDrive 371 155 4.7 35.3 182 xDrive40d 340 152 5.5 38.7-39.2 192-196 Crewe’s first attempt at an SUV remains ahead of most luxury 420d 188 146 7.3 56.5 130 rivals. LxWxH 5140x1998x1742 Kerb weight 2505kg 420d xDrive 188 145 7.6 53.3 138 X6 5dr SUV £63,950–£139,170 AAABC 3.0 V6 Hybrid 448 158 5.5 83.1 82 The world’s first off-road coupé, but appearances make it difficult 4.0 V8 542 171 4.5 21.7 302 5 Series 4dr saloon £39,275–£102,385 AAAAB to love. LxWxH 4909x1989x1702 Kerb weight 2065kg The perfect compromise between the comfy E-Class and dynamic xDrive40i 338 155 5.5 28.0-28.5 225-230 BMW XF, and then some. LxWxH 4936x2126x1479 Kerb weight 1530kg xDrive M50i 523 155 4.3 23.5 272 1 Series 5dr hatch £25,915–£37,700 AAAAB 520i 181 146 7.8 44.8-45.6 142-145 X6 M Competition 623 155 3.8 22.4 287 May not drive like a traditional BMW but delivers on upmarket hatch 530e 288 146 5.9 117.7-128.4 32-43 xDrive30d 254 143 6.7 42.2-42.8 172-176 values. LxWxH 4319x1799x1434 Kerb weight 1365kg 530e xDrive 288 146 5.9 134-166 38-48 xDrive40d 340 154 5.5 38.7-39.8 187-191 118i 138 132 8.5 46.3-47.1 130-134 545e xDrive 394 155 3.8 128-134 49-51 128ti 261 155 6.1 40.9 157 M550i xDrive 528 155 3.8 25.9 247 X7 5dr SUV £78,920–£103,815 AAAAC M135i xDrive 302 155 4.8 36.2 177 M5 Competition 616 155 3.3 25.4 252 BMW’s largest SUV yet crowns the line-up, but faces strong 116d 114 TBC 10.1-10.3 60.1-62.8 119-123 520d 187 147 7.5 57.6-58.9 126-129 competition. LxWxH 5151x2000x1805 Kerb weight 2395kg 118d 148 134 8.4-8.5 58.9-60.1 123-127 520d xDrive 187 144 7.6 54.3-55.4 132-135 xDrive40i 338 155 6.1 28.7 249-250 120d 187 144 7.3 55.4-57.6 129-133 530d xDrive 261 155 5.4 51.4-52.3 143-145 xDrive M50i 523 155 4.7 22.1 283-291 120d xDrive 187 TBC 7.0 52.3-53.3 139-142 xDrive40d 340 152 6.1 36.2 203-204 5 Series Touring 5dr estate £41,860–£57,915 AAAAB 2 Series 2dr coupé £34,980–£45,795 AAAAB The excellent 5 Series made in more practical form. The 520d is i3 5dr hatch £33,805–£34,805 AAAAB 23.9 20.8
0-6
2 0/6
Z4 2dr coupé £38,760–£51,295
AAAAC luxurious inside. LxWxH 4708x1891x1676 Kerb weight 1750kg BAC A rounded, engaging and potent coupé let down only by its looks. xDrive20i 181 134 8.3 35.3-35.8 179-181 Mono 0dr open £165,125 AAAAB LxWxH 4768x2081x1390 Kerb weight 1590kg xDrive30e 288 130 6.1 134.5 51-54 An F-22 Raptor for the road, only significantly better built. 420i 181 149 7.5 42.2-44.1 146-151 xDrive M40i 355 155 4.8 31.4 204 LxWxH 3952x1836x1110 Kerb weight 580kg 430i 254 155 5.8 40.4-42.2 153-159 X3M Competition 503 155 4.1 24.8 261 2.5 VVT 305 170 2.8 NA NA M440i xDrive 369 155 4.5 36.7 175 xDrive20d 187 132 8.0 47.1-47.9 154-156 M4 Competition 503 155 3.9 28.8 228 xDrive30d 261 149 5.8 45.6 161-163 BENTLEY M4 xDrive Competiton 503 155 3.5 28.2 227 xDrive M40d 321 155 4.9 43.5 171 Continental GT 2dr coupé £160,500–£212,200 AAAAC 420d 187 143 7.1 58.9-61.4 121-126 Refined and improved in every area, making the Conti a superb 420d xDrive 187 148 7.4 55.4-57.6 129-135 X4 5dr SUV £49,010–£86,525 AAABC 3.9 3.6
)
xDrive 40 xDrive 50
138 178 302 148 188
money can buy. LxWxH 4620x1811x1430 Kerb weight 1565kg
198 207
ph
218i 220i M235i xDrive 218d 220d
AAAAC 318i 152 137 Usable but no less involving or dramatic for it. V10 is deliciously 320i 181 143 brutal. LxWxH 4426x1940x1240 Kerb weight 1590kg 330i 254 155 5.2 V10 RWD 538 201 3.7 22.2 288 330e 292 143 5.2 V10 quattro 567 201 3.4 21.9 294 330e xDrive 292 140 5.2 V10 Performance q’tro 610 205 3.1 21.7 295-296 M340i xDrive 371 155 318d 148 133 R8 Spyder 2dr open £128,875–£168,580 AAAAC 320d 188 142 Taking the roof off the R8 enhances the drama tenfold. 320d xDrive 188 142 LxWxH 4426x1940x1245 Kerb weight 1680kg 330d 263 140 5.2 V10 RWD 538 200 3.8 20.9 307 330d xDrive 261 155 5.2 V10 quattro 567 200 3.5 20.5 313 M340d xDrive 340 155 5.2 V10 Performance q’tro 610 204 3.2 20.3 315 4 Series 2dr coupé £40,800–£78,315
542 626
p
(m
Comfort conscious yet strong and athletic. A bold new flagship for BMW’s EV family. LxWxH 4953x2230x1696 Kerb weight 2510kg
218i 134 127 9.3 44.1-44.8 143-145 220i 181 142 7.4 42.2 151-153 Q7 5dr SUV £58,770–£98,745 AAAAC 225xe 248 125 6.7 88.3-100.9 44 Unengaging to drive and light on feel, but the cabin is both huge 216d 114 121 11.1 58.9 125-126 and classy. LxWxH 5052x1968x1740 Kerb weight 2060kg 218d 148 129 9.0-9.1 56.5 130-132 3.0 V6 55 TFSI quattro 338 155 5.9 25.4-27.4 233-253 220d 187 141 7.6 54.3 136-137 3.0 V6 55 TFSIe quattro 376 149 5.9 108.6-113 56-58 220d xDrive 187 138 7.5 51.4 144-145 3.0 V6 60 TFSIe quattro 462 149 5.4 97.4-100.9 65-66 4.0 SQ7 quattro 435 155 4.1 29.4-30.1 245-251 2 Series Gran Tourer 5dr MPV £28,960–£39,155 AAABC 3.0 V6 45 TDI quattro 228 142 7.3 32.1-34.0 217-230 Brings a proper premium MPV to the table. Third-row seats aren’t 3.0 V6 50 TDI quattro 282 152 6.3 32.1-34.0 217-230 adult-sized, though. LxWxH 4556x1800x1608 Kerb weight 1475kg 218i 134 127 9.5-9.8 42.2-42.8 150-152 Q8 5dr SUV £68,115–£124,685 AAAAC 220i 181 137 7.8 40.4-40.9 157-158 Striking and effective coupé-SUV range-topper leaves us wanting 216d 114 119 11.8 55.4-56.5 132-133 more. LxWxH 4986x1995x1705 Kerb weight 2145kg 218d 148 127 9.6 53.3-54.3 137-138 3.0 V6 55 TFSI quattro 335 155 5.9 25.9-26.4 243-248 220d 187 138 8.2 51.4-52.3 143-144 3.0 V6 55 TFSIe quattro 381 149 5.8 94.2 67-68 220d xDrive 187 135 8.0 49.6 150 3.0 V6 60 TFSIe quattro 462 149 5.4 94.2-97.4 66-68 4.0 SQ8 quattro 503 155 4.1 31.0-31.7 234-239 3 Series 4dr saloon £32,595–£77,015 AAAAA 4.0 V8 RS Q8 quattro 592 155 3.8 20.2-20.5 314-318 Latest 3 Series has a growth spurt, but size is no obstacle for an 3.0 V6 50 TDI quattro 282 152 6.3 32.8-33.2 222-226 engaging drive. LxWxH 4709x1827x1442 Kerb weight 1450kg 318i 152 138 8.4 44.1 145-146 TT 2dr coupé £33,730–£67,115 AAAAC 320i 181 146 7.1 44.1 144-146 Still serves up plenty of pace, style and usability for the money. It’s 320i xDrive 181 142 7.6 41.5-42.2 153-154 better to drive, too. LxWxH 4191x1966x1376 Kerb weight 1365kg 330i 254 155 5.8 40.9-42.8 150-156 2.0 40 TFSI 194 155 6.6 40.4-41.5 154-158 330e 288 143 5.9 188.3-201.8 37-38 2.0 45 TFSI 242 155 5.8-5.9 38.7-39.2 162-167 330e xDrive 288 143 5.9 TBC TBC 2.0 45 TFSI quattro 242 155 5.2 34.9-35.8 180-184 M340i xDrive 369 155 4.4 34.9 185 2.0 50 TFSI quattro TTS 302 155 4.5 34.9-35.3 180-183 M3 Competition 503 155 3.9 28.8 223 2.5 TT RS quattro 395 155 3.7 30.7 208-210 M3 xDrive Competition 503 155 3.5 28.2 228 318d 148 132 8.3-8.4 52.6-62.8 117-129 TT Roadster 2dr open £35,480–£68,865 AAAAC 320d 187 146 6.8-7.1 56.5-60.1 124-131 Plenty of pace and driver reward, along with prestige and design- 320d xDrive 187 144 6.9 54.3-56.5 130-136 icon style. LxWxH 4191x1966x1355 Kerb weight 1455kg 330d 263 155 5.5 47.1-49.6 150-156 2.0 40 TFSI 194 155 6.9 39.2-40.4 159-163 330d xDrive 263 155 5.1 47.1 157-158 2.0 45 TFSI 242 155 6.0-6.1 37.2-38.2 168-172 M340d xDrive 338 155 4.6 46.3 160 2.0 45 TFSI quattro 242 155 5.5 33.6-34.4 185-190 2.0 50 TFSI quattro TTS 302 155 4.8 34.0-34.4 185-188 3 Series Touring 5dr estate £34,430–£52,400 AAAAB 2.5 TT RS quattro 395 155 3.9 29.7-30.1 214-215 Towering everyday appeal. Arguably the best all-rounder sensible
4.0 V8 6.0 W12 Speed
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BMW’s FWD hatch is a proper contender but not as practical as some of its rivals. LxWxH 4342x1800x1555 Kerb weight 1360kg
grand tourer. LxWxH 4850x1966x1405 Kerb weight 2244kg
p)
Blends 1 Series platform with rakish looks, but lacks the coupé’s driver appeal. LxWxH 4526x1800x1420 Kerb weight 1350kg
2 Series Active Tourer 5dr hatch £27,045–£38,775
R8 2dr coupé £120,185–£159,890
Po
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128 126
125-128 10.8 130 11.3
46.9 60.1
143-145 136-137 AAABC
C5 Aircross 5dr SUV £24,630–£35,700
Smooth-riding SUV has an easy-going nature, but not the most dynamic. LxWxH 4500x1859x1670 Kerb weight 1530kg 1.2 PureTech 130 1.6 PureTech 225 PHEV 1.5 BlueHDI 130
128 223 129
117 140 117
10.5 TBC 10.4
44.2 184.0 57.3
149-151 50 138-139 AAAAB
Berlingo 5dr MPV £21,875–£28,880
Boxy, slightly quirky and immensely practical van-based car returns to top form. LxWxH 4403x1921x1849 Kerb weight 1398kg 1.2 PureTech 110 1.2 PureTech 130 1.5 BlueHDI 100 1.5 BlueHDI 130 ë-Berlingo 50kWh
108 128 101 128 136
109 124 109 116 84
11.5-12.1 12.3 12.3 10.3 11.7
42.0-43.5 43.7 55.6 54.2 174
154-160 152-156 141-148 144-149 0
CUPRA
AAABC
Leon 5dr hatch £32,005–£37,235
PHEV makes for a confused take on the hot hatch. ICE versions are more enjoyable. LxWxH 4398x1799x1467 Kerb weight 1596kg 1.4 eHybrid 2.0 TSI 2.0 TSI 300
241 242 298
140 155 155
6.7 6.4 5.7
217.3 39.2 37.2
30-32 162-163 171-172 AAAAC
Leon Estate 5dr hatch £36,300–£41,060
More practical version of the most potent Leon blows as hot and cold as the hatch. LxWxH 4657x1799x1463 Kerb weight TBC 1.4 eHybrid 2.0 TSI 310
241 306
140 155
7 4.9
201.8 31-34 32.8-34.4 186 AAABC
Ateca 5dr hatch £39,525–£44,795
First model from Seat’s stand-alone performance brand has decent pace and precision. LxWxH 4376x1841x1615 Kerb weight 1615kg 2.0 TSI 300
296
153
5.2
32.5
197 AAAAC
Formentor 5dr SUV £28,270–£43,550
Bespoke SUV delivers a well-rounded, sure-footed and rewarding drive. LxWxH 4450x1839x1511 Kerb weight 1569kg 1.5 TSI 150 2.0 TSI 190 1.4 eHybrid 204 1.4 eHybrid 245 2.0 TSI 310
148 188 201 242 310
127 137 127 130 155
8.9 7.1 7.8 7.0 4.9
43.5-44.8 36.2-37.7 201.8-235 176.6-188 32.8-33.2
143-148 171-176 33-37 33-35 193-194
DACIA
AAAAC
Sandero 5dr hatch £9845–£11,995
Still as cheap, remarkably likeable and usable as most recent superminis. LxWxH 4088x1848x1499 Kerb weight 1130kg
1.0 SCe 75 1.0 TCe AAAAC 1.0 TCe Bi-Fuel
67 90 99
98 111 114
16.7 11.7 11.6
53.3 53.3 52.3
120 120 123
All-electric SUV is brisk, agile, versatile and competitive with its closest rivals. LxWxH 4584x1852x1640 Kerb weight 2185kg
Sandero Stepway 5dr hatch £11,895–£14,295
80kWh
A more expensive and slightly more rugged cheap car – but still limited. LxWxH 4099x1848x1535 Kerb weight 1040kg
282
112
6.8
286
0
1.0 TCe 1.0 TCe 100 Bi-Fuel
88 99
107 109
12 11.9
AAABC
50.4 48.7
127 130-131
30 MARCH 2022 AUTOCAR.CO.UK 73
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Dynamically superb and continues the Fiesta legacy. No longer the class leader, though. LxWxH 4040x1735x1476 Kerb weight 1113kg 73 98 123 153 197
103 112 126 136 144
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14.5 10.8 9.4 8.9 6.5
53.3 53.3 56.5 55.4 42.8
121 120 96-121 104-123 149
options. LxWxH 4995x1925x1465 Kerb weight 1930kg 2.5T 2.2D
Better to drive and look at than before, and impressively good value. LxWxH 4378x1825x1471 Kerb weight 1369kg
301 207
155 147
6.0 8.0
and style. LxWxH 4165x1800x1550 Kerb weight 1233kg
1.0 T-GDi 120 1.6 GDi Hybrid 2.0 T-GDI N GV80 5dr SUV £56,715–£62,415 AAABC Electric 39kWh Electric 64kWh Rich, spacious and comfortable but not a world-class luxury car
31.0 44.8
205 164
just yet. LxWxH 4945x1975x1715 Kerb weight 2145kg
2.5T AAAAB 3.0D
Focus 5dr hatch £22,615–£35,785
301 278
147 143
7.7 7.5
26.2 33.2
240 220
G I N E T TA
AAABC
118 134 278 134 201
112 119 149 96 104
12.0 10.2 5.5 9.6 7.6
44.1-44.8 52.3 32.8 180 280
142-147 114-123 194 0 0
AAABC
Nexo 5dr SUV £69,495
Impressive effort that heads in the right direction for fuel cell cars. LxWxH 4670x2060x1640 Kerb weight 1814kg 95kW fuel cell
161
130
9.6
42.0mpkg 0
1.0 Ecoboost MHEV 125 123 124 10.0-10.3 55.4 116 Duster 5dr SUV £13,995–£20,845 AAAAC 1.0 Ecoboost MHEV 155 152 129-131 9.2-9.5 55.4 116 A value champion. If cheap family transport is what you require, 2.3T Ecoboost 280 ST 276 155 5.7 34.3 187 the Duster delivers. LxWxH 4341x2052x1633 Kerb weight 1189kg 1.5 EcoBlue 120 118 117-122 10.0-10.8 62.8 119-127 1.0 TCe 90 89 103 13.5 46.3 139 2.0 EcoBlue 150 148 127-130 8.5-9.1 60.1 125 1.3 TCe 130 128 120 10.6 45.6 141 2.0 EcoBlue 190 ST 188 137 7.6 50.4 148 1.3 TCe 150 148 125 9.7 44.8 143 1.0 TCe 100 Bi-Fuel 99 106 14.4 TBC 146 Focus Estate 5dr estate £23,845–£34,685 AAABC 1.5 dCi 115 113 113 10.3 57.7 128 Almost as good to drive as the hatch, but a Skoda Octavia will carry more. LxWxH 4669x1825x1481 Kerb weight 1485kg 1.5 dCi 115 4x4 113 108 12.1 51.4 143 1.0 Ecoboost MHEV 125 123 120-123 10.3-10.6 55.4 98-116 DS 1.0 Ecoboost MHEV 155 152 127-130 9.4-9.7 55.4 116 3 Crossback 5dr SUV £22,960–£38,600 AAABC 2.3T Ecoboost 280 ST 276 155 5.8-6.0 35.3 183 First foray into compact SUVs comfortably competes with more 1.5 EcoBlue 120 118 118-120 10.3-11.1 62.8 119 established rivals. LxWxH 4118x1802x1534 Kerb weight 1205kg 1.5 EcoBlue 150 148 127-129 8.7-9.3 60.1 125 1.2 PureTech 100 98 112 10.9 80.4 127 2.0 EcoBlue 190 ST 188 137 7.7 50.4 148 1.2 PureTech 130 128 124 9.2 47.1 141 1.2 PureTech 155 153 129 8.2 46.6-52.0 127-143 Mondeo 5dr hatch/4dr saloon £25,570–£35,735 AAAAC 1.5 BlueHDI 100 98 112 11.4 62.7 123 Does what great Fords do, by over-delivering on practicality, handling and value. LxWxH 4871x1852x1482 Kerb weight 1455kg 50kWh E-Tense 132 93 8.7 191-206 0 2.0 TiVCT hybrid 187 184 116 9.2 50.4 134-142 4 5dr hatch £25,350–£43,695 AAAAC 2.0 TDCi EcoBlue 150 148 131-133 10.7-10.9 52.3-56.5 136-146 Lavish, high-riding hatchback gets serious about chasing premium 2.0 TDCi EcoBlue 190 188 138 8.9 51.4 145-148 German rivals. LxWxH 4400x2061x1470 Kerb weight 1352kg 2.0 TDCi EcoBlue 190 AWD 188 137 9.1 47.9-48.7 155-158 1.2 PureTech 130 128 130 9.3 41.4-48.6 132 S-Max 5dr MPV £33,335–£43,010 AAAAC 1.6 PureTech 180 177 143 8.0 43.9 145 Better to drive and better looking than most but not quite the 1.6 PureTech 225 223 146 7.9 43.7 146 class leader it was. LxWxH 4976x1916x1655 Kerb weight 1645kg 1.6 E-Tense 225 223 145 7.7 176-232 27-35 188 115 9.8 44.1 147 1.5 BlueHDI 130 128 129 10.9 51.4-61.2 121-144 2.5 FHEV 190 2.0 TDCi EcoBlue 150 148 123 10.3 47.1 159-160 7 Crossback 5dr SUV £32,370–£46,550 AAABC 2.0 TDCi EcoBlue 190 188 129 9.5 43.5 170-171 DS’s first premium SUV certainly has the right price tag, equipment 2.0 TDCi EcoBlue 190 AWD 188 128 9.8 40.9 181
G40 Club Car 2dr coupé £35,000 (+champ pack)
Tardis-like SUV stalwart has lots of space for five and a big boot. LxWxH 4605x1820x1685 Kerb weight 1515kg
XF Sportbrake 5dr estate £37,190–£46,650
and appeal. LxWxH 4570x1895x1620 Kerb weight 1420kg
2.0 i-MMD hybrid
Superb XF is now available in the more practical Sportbrake form. It’s a win-win. LxWxH 4955x1880x1494 Kerb weight 1660kg
1.2 PureTech 130 1.6 PureTech 180 1.6 E-Tense 225 1.6 E-Tense 4x4 300 1.5 BlueHDi 130
129 178 223 295 TBC
122 137 140 149 121
10.2 8.3 8.9 5.9 11.7
42.2-46.0 143-152 42.2 152 157-176 36-41 176.6-201.8 32-40 54.1-55.3 143
9 5dr saloon £40,605–£57,200
New flagship is a refreshing alternative to the usual German executives. LxWxH 4934x2079x1460 Kerb weight 1540kg 1.6 PureTech 225 1.6 E-Tense 225 1.6 E-Tense 4x4
223 223 356
146 149 155
8.1 8.3 5.6
40.9 176-256 176-256
AAABC
Galaxy 5dr MPV £33,735–£39,610
Huge seven-seat MPV. Easy to place on the road but not cheap to buy. LxWxH 4848x1916x1747 Kerb weight 1708kg
2.5 FHEV 190 2.0 TDCi EcoBlue 150 2.0 TDCi EcoBlue 190 AAAAC 2.0 TDCi EcoBlue 190 AWD
188 148 188 188
115 122-123 129-131 128
10.0 10.9 9.6-9.8 10.6
43.5 46.3 43.5 40.4
148 160 171 184
A balanced, affordable and fine-looking track-day car. Some of the finish isn’t quite up to snuff. LxWxH TBC Kerb weight 840kg 1.8 Zetec
135
125
TBC
NA
1.0T Ecoboost 125 1.0T Ecoboost 140
123 138
111 115
11.0-11.6 47.1 10.2 47.1
135 136
AAAAC
The entry-level Ferrari has the power, the looks and the touring ability. LxWxH 4586x1938x1318 Kerb weight 1664kg 3.9T V8
591
199
3.5
Roma 2dr coupé £175,000 3.9T V8
612
199
3.4
Compact crossover finally has a class leader capable of appealing to petrolheads. LxWxH 4186x1805x1554 Kerb weight 1280kg
14.7-28.0 230-436 1.0T Ecoboost MHEV 125 1.0T Ecoboost MHEV 155 AAAAB 1.5 Ecoboost ST
Gorgeous coupé is a proper grand tourer with a focus on usability. LxWxH 4656x1974x1301 Kerb weight 1570kg
9.8 8.9 6.7
50.4 50.4 41.5
127 127 155 AAAAC
and refinement. LxWxH 4614x1883x1678 Kerb weight 1698kg
More powerful than the F12, but with better road manners making it the star of the range. LxWxH 4657x1971x1276 Kerb weight 1630kg 211 211
119 124 137
Kuga 5dr SUV £26,795–£39,305
AAAAA 1.5T Ecoboost 150 The last hurrah for the pure internal combustion V8-powered 2.5 FHEV mid-engined Ferrari. LxWxH 4611x1979x1206 Kerb weight 1435kg 2.5 PHEV 3.9T V8 Tributo 710 211 2.9 21.9 292 1.5T EcoBlue 120 2.0T EcoBlue 150 MHEV 812 Superfast 2dr coupé/open £263,098–£446,970 AAAAA 2.0T EcoBlue 190 AWD
777 819
123 153 198
14.7-28.0 230-436 All-new version of popular SUV mixes dynamism with practicality
F8 Tributo 2dr coupé/open £203,476
6.5 V12 6.5 V12 Competizione
AAAAC
Puma 5dr SUV £20,745–£29,710
2.9 2.9
11.2-20.0 320 13.9 385
148 198 223 118 148 188
121 122 125 112 121 129
9.7 9.1 9.2 11.7 9.6 8.7
41.5-42.8 51.4 201.8 55.4 56.5 47.9
151 125 32 134 132 159
Likeable, practical high-rise EV has only a badge in common with its coupé namesake. LxWxH 4712x1881x1597 Kerb weight 1993kg
68kWh Standard RWD 265 111 6.1 68kWh Standard AWD 265 111 5.6 SF90 Stradale 2dr coupé/open £379,000–£425,000 AAAAA 88kWh Extended RWD 290 111 6.2 Plug-in hybrid doesn’t do things conventionally. A 986bhp technical 88kWh Extended AWD 346 111 5.1 masterpiece. LxWxH 4710x1972x1186 Kerb weight 1570kg 88kWh GT AWD 487 124 4.4 4.0T V8 986 211 2.5 46.3 154 Mustang 2dr coupé/open £44,255–£55,255
273 248 379 335 310
0 0 0 0 0
AAABC What’s not to like? LxWxH 4784x1916x1381 Kerb weight 1653kg Super-desirable, cute city car. Pleasant, if not involving to drive – 5.0 V8 444 155 4.8 23.5-23.9 268-274 and better as an EV. LxWxH 3571x1627x1488 Kerb weight 865kg 5.0 V8 Mach-1 453 163 4.6 22.8 260 1.0 Mild Hybrid 69 104 13.8 53.3 119-121 Electric 24kWh 95 84 9.5 118 0 GT 2dr coupé £420,000 AAAAC Electric 42kWh 118 93 9.0 199 0 The GT is back as a race car for the road. Compelling if not perfect.
LxWxH 4808x1928x1692 Kerb weight 1912kg
AAACC 3.5 V6 Ecoboost
500L 5dr MPV £18,525–£21,825
A costly option but has some style to fill out some of its missing substance. LxWxH TBC Kerb weight 1245kg
650
216
3.0
TBC
TBC
1.5 i-MMD
109
108
9.4-9.9
62.8
AAABC
Hasn’t kept pace with its rivals, but sells robust, practical charm better than most. LxWxH 3653x1643x1551 Kerb weight 940kg 0.9 Twinair 85 1.0 Mild Hybrid
83 69
103-110 11.2-12.1 96 14.7
37.2 166-168 50.4-52.3 126-132
Tipo 5dr hatch £17,695–£21,695
Likeable left-field choice has style but struggles to threaten the establishment. LxWxH 4685x1850x1400 Kerb weight 1675kg 9.1 6.1 7.4
35.4 35.4 44.5
181 181 166
A ’90s reboot that has been on a diet. Decent to drive and ample interior space. LxWxH 4368x1792x1495 Kerb weight 1195kg
G70 Shooting Brake 5dr estate £33,850–£42,550
1.0 100hp 1.0 Cross
Best-looking Genesis yet is also the best to drive, despite slightly flat four-pot engines. LxWxH 4685x1850x1400 Kerb weight 1717kg
98 98
119 114
11.8 12.2
51.4 49.6
125 130
2.0T 197 AAABC 2.0T 245
Tipo Station Wagon 5dr estate £19,675–£21,675
197 245
135 146
9.3 6.4
AAAAC
32.5-34.0 193-204 32.5-34.0 193-204
Estate version is more practical, which mixes well with its driving characteristics. LxWxH 4571x1792x1514 Kerb weight 1205kg
GV70 5dr SUV £39,450–£44,370
1.0 100hp
Wilfully different from the posh SUV competition and none the worse for it. LxWxH 4715x1910x1630 Kerb weight 2010kg
98
119
11.8
50.4
126-128
2.5T 2.2D
74 AUTOCAR.CO.UK 30 MARCH 2022
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AAAAC
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AAAAB
XE 4dr saloon £30,210–£40,180
A fresh look while remaining practical, refined and upmarket. Lacks Tops the pile thanks to outstanding driver appeal. Poised and some dynamism. LxWxH 4518x1799x1434 Kerb weight 1275kg engaging but refined. LxWxH 4678x1850x1416 Kerb weight 1450kg 1.0 VTEC Turbo 126 1.5 VTEC Turbo 182 2.0 VTEC Turbo Type R
124 179 315
125-126 10.2-11.2 47.9 125-136 8.2-8.5 46.3 169 5.8 33.2
HR-V 5dr SUV £26,960–£31,660
124-141 137 191-193
1.5 eHEV
131
106
10.7
52.3
CR-V 5dr SUV £31,470–£40,420 181
112
9.2
NSX 2dr coupé £150,090
2.0 P300 AWD 2.0 D200
573
191
2.9
2.0 P250 2.0 P300 AWD 2.0 D200 AAAAC 2.0 D200 AWD 122
38.2
162
AAAAB 2.0 P250 2.0 P300 AWD 2.0 D200 26.4 242 2.0 D200 AWD
i10 5dr hatch £13,025–£16,400 99 84
115 106
10.5 12.6
52.3 51.4
i20 5dr hatch £16,500–£24,995
123 124
98 98 118 201
117 117 115 142
10.4 10.4 10.2 6.7
30.8-32.4 197-207 54.0-57.7 128-137
246 296 198 198
155 155 146 143
246 296 198 198
150 155 143 143
6.9 6.1 7.6 7.8
7.1 6.2 7.8 8.0
33.0-34.9 31.2-32.8 52.8-56.5 48.9-51.3
183-193 194-204 131-140 128-137
AAAAB
32-33.7 29.9-31.2 50.7-53.7 47.0-49.1
189-199 204-213 138-146 151-157
and beauty. LxWxH 4482x1923x1311 Kerb weight 1525kg 2.0 P300 5.0 P450 5.0 P575
296 444 518
155 177 186
5.7 4.6 3.7
29.9 215 26.0-26.8 239-246 26.4 243
F-Type Convertible 2dr open £63,445–£103,200 AAAAB AAAAC Costs serious money, but you get a serious car with a likeable wild
Steady gains for a versatile runabout that, N version aside, still lacks personality. LxWxH 4035x1734x1474 Kerb weight 980kg 1.0 T-GDi 100 1.0 T-GDi 48V MHD 100 1.0 T-GDi 48V MHD 120 1.6 T-GDi N
5.9 7.3
F-Type 2dr coupé £54,965–£98,110 AAAAB AAAAC A full-blooded assault on Porsche’s backyard, with noise, power
HYU N DAI
1.0 T-GDi 1.2 MPi
155 146
LxWxH 4954x1880x1457 Kerb weight 1545kg
Honda’s supercar given a modern reboot, and it’s some piece of engineering. LxWxH 4487x1939x1204 Kerb weight 1725kg 3.5 V6 hybrid
296 198
XF 4dr saloon £33,975–£44,800 AAAAB AAABC Outstandingly broad-batted dynamically, plus a pleasant cabin.
Fine ergonomics and big on superficial charm, but ultimately leaves us cold. LxWxH 4340x1790x1582 Kerb weight 1380kg
47.9-49.6 54.3-55.4 53.3 40.4
120 115-118 120 158
side. LxWxH 4482x1923x1308 Kerb weight 1545kg 2.0 P300 5.0 P450 5.0 P575
296 444 518
155 177 186
5.7 4.6 3.7
29.6 217 26.0-26.6 241-247 26.4 243 AAABC
E-Pace 5dr SUV £36,015–£50,240
Misses the mark for keen drivers, but is still a desirable SUV i30 5dr hatch £20,910–£33,745 AAABC nevertheless. LxWxH 4411x1984x1649 Kerb weight 1775kg As good as we’ve come to expect from Hyundai, but not one inch 2.0 P200 198 134 7.7 30.1 213 better. LxWxH 4340x1795x1455 Kerb weight 1194kg 2.0 P250 245 143 6.6 29.8 215 1.0 T-GDi 120 118 1.5 T-GDi 157 2.0 T-GDi 275 N Performance 272 1.6 CRDi 115 113
118 130 155 118
11.1 8.6 6.1 11.0-11.2
45.6 42.2-46.3 34.0 58.9-60.1
121-122 142 188 121-122
charm. LxWxH 4455x1795x1425 Kerb weight 1287kg 1.5 T-GDi 157 2.0 T-GDi 275 N Performance 272
130 155
8.6 6.1
49.6-52.3 141-151 34.0 188
AAABC
Ioniq 5dr hatch £24,045–£35,050
2.0 P300 1.5 P300e 2.0 D165 2.0 D165 AWD 2.0 D200 AWD
295 305 163 163 201
151 134 128 124 131
5.9 6.5 10.0 9.8 8.4
28.3 143.1 43.4-45.4 42.9-43.4 42.9-43.0
226 44 163 171-172 170-173
AAAAC
F-Pace 5dr SUV £40,675–£78,165
Credible first SUV effort is as refined and dynamic as a Jaguar should be. LxWxH 4731x2071x1666 Kerb weight 1690kg 246 394 398 548 163 197 296
135 155 149 178 121 130 143
7.3 5.4 5.3 4.0 9.9 8.0 6.4
30.4 28.8 112.5 23.1 45.4 45.4 38.1
214-220 222-230 51-55 275 165-171 165-171 195-202 AAAAB
I-Pace 5dr SUV £65,245–£76,695
First attempt at electrification for the masses is a good effort. LxWxH 4470x1820x1450 Kerb weight 1370kg
Fast, refined and the first of its kind from a European manufacturer. LxWxH 4682x1895x1558 Kerb weight 2133kg
1.6 Hybrid 141 1.6 Plug-in Hybrid 141 Electric
EV400
139 139 132
115 110 110
10.8-11.1 61.4-62.8 102 10.8 256.8 26 10.6 194 0
398
124
4.5
292
0
JEEP
AAACC AAAAC Wants to be a catch-all crossover but is beaten by more road-
Ioniq 5 5dr hatch £36,995–£48,145
1.0 T-GDi 48V MHEV AAABC 1.0 T-GDi 48V MHEV 120
G70 4dr saloon £33,400–£40,480 139 149 143
AAABC
JAGUAR
AAAAC
Civic 5dr hatch £21,990–£40,090
affections. LxWxH 4180x1775x1500 Kerb weight 1233kg GENESIS
197 245 200
156 144-151 162 127 31
Compass 5dr SUV £27,125–£37,795
Won’t upend the electric SUV segment, but a compelling option in a focused rivals. LxWxH 4394x2033x1629 Kerb weight 1430kg
Ranger 4dr pick-up £24,369–£47,889
2.0T 197 2.0T 245 AAABC 2.2D 200
40.9 43.5 39.8 50.4 201.8
102-110
AAAAC developing class. LxWxH 4635x1890x1605 Kerb weight 1145kg 1.4 95hp 93 103-111 13.4 38.7-39.8 166-170 Capable pick-up becomes off-road monster in Raptor spec but 58kWh 170 115 8.5 240 0 loses VAT incentives. LxWxH 5277x1977x1703 Kerb weight 1866kg 73kWh 217 115 7.4 300 0 500X 5dr hatch £19,865–£24,065 AAABC 2.0 EcoBlue 130 128 106 13.5 42.8 173 73kWh AWD 305 115 5.2 268 0 Familiar styling works rather well as a crossover. Drives okay, too. 2.0 EcoBlue 170 158 109 11.8 40.4-43.5 184-207 LxWxH 4248x1796x1600 Kerb weight 1295kg 2.0 EcoBlue 213 210 106 10.5 30.7 201-233 Bayon 5dr crossover £20,295–£24,545 AAAAC 1.0 120hp 118 117 10.9 42.2-45.6 142-153 3.2 Duratorq TDCI 200 197 109 10.6 32.1-36.2 221-231 Much better at meeting your motoring needs than kindling your
Panda 5dr hatch £13,130–£18,530
10.3 9.6 9.0 8.0 8.6
Superficial charm and an expansive cabin but not much polish to Jazz 5dr hatch £19,445–£23,715 AAAAC the powertrain. LxWxH 4785x1900x1710 Kerb weight 2005kg Not the most compact or vivacious but has decent handling and is 1.6 TGDi Hybrid 228 116 8.9-9.1 42.2 145-168 cleverly packaged. LxWxH 4044x1694x1526 Kerb weight 1300kg 1.6 TGDi Plug-in hybrid 262 116 8.8 173.7 37
2.0 P250 AWD 3.0 P400 AWD i30 Tourer 5dr estate £21,660–£26,460 AAABC 2.0 P400e AWD Another solid car. Good value and practical but lacks excitement. 5.0 V8 SVR 550 AWD LxWxH 4585x1795x1465 Kerb weight 1245kg 2.0 D165 AWD 1.0 T-GDi 120 118 117 11.4 47.9-49.6 130-139 2.0 D200 AWD AAAAC 1.6 CRDi 136 134 123 10.9 56.5-57.6 126-127 3.0 D300 AWD
American muscle built for the UK, in coupé and convertible forms.
F I AT
500 3dr hatch/2dr open £13,405–£33,495
Shows Hyundai can do both style and substance. A family SUV that’s easy to like. LxWxH 4500x1865x1653 Kerb weight 1425kg
1.6 T-GDi 150 148 117 1.6 T-GDi 48V MHEV 150 148 117 E 5dr hatch £30,715–£33,215 AAABC 1.6 T-GDi 48V MHEV 180 178 125 Eminently likeable, with good dynamics but a limited range and 1.6 TGDi Hybrid 228 120 ambitious price. LxWxH 3894x1752x1512 Kerb weight 1520kg 1.6 TGDi Plug-in hybrid 263 119 36kWh 136 90 9.0 137 0 36kWh Advance 154 90 8.3 136 0 Santa Fe 5dr SUV £39,460–£49,010
i30 Fastback 4dr saloon £25,660–£34,495 AAABC AAAAC Combines good looks with sensible practicalities and dynamic
Mustang Mach-E 4dr crossover £41,330–£67,225
AAAAC
Tucson 5dr SUV £28,710–£42,030
H O N DA
FERRARI
Portofino 2dr open £166,295
NA
AAACC The smallest Hyundai matures and regains leadership of the city Facelifted version of the pumped-up Fiesta is okay, but developing- car class. LxWxH 4035x1734x1474 Kerb weight 933kg world roots show. LxWxH 4096x1765x1653 Kerb weight 1280kg 1.0 MPi 67 97 14.6 53.3 114-120
Ecosport 5dr SUV £20,250–£22,300 155 33-35 41-43
)
CO 2
(
G80 4dr saloon £37,460–£47,950 AAAAC Kona 5dr crossover £21,265–£37,200 AAAAC AAAAB A luxury car for those who’ve had their fill of the typical premium Hyundai’s first crossover is the perfect blend of practicality, value
FORD
Fiesta 3dr/5dr hatch £16,645–£24,980 1.1 75 1.0 Ecoboost 100 1.0 Ecoboost MHEV 125 1.0 Ecoboost MHEV 155 1.5T Ecoboost 200 ST
Po
we
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6.1 7.9
29.7 40.0
216 185
98 118
113 115
10.7 10.4
53.3 53.3
120-121 121
1.4 Multiair 140 1.4 Multiair 170 4WD 1.6d MultiJet 120 2.0d MultiJet 170 4WD
138 167 118 167
119 124 115 122
9.9 9.5 11.0 9.5
37.7 32.5 47.9 38.2
172 209 157 191 AAABC
Renegade 5dr SUV £23,405–£36,500
Middling compact crossover with chunky looks but no obvious charm. LxWxH 4236x1805x1667 Kerb weight 1346kg 1.0 GSE T3 120 1.3 GSE T4 150 1.3 Turbo 4xe 1.3 Turbo 4xe Trailhawk
118 148 188 238
115 122 113 124
11.2 9.4 7.5 7.1
38.2 151 38.2-39.8 151 122.8-134.5 42-49 117.7-128.4 51-53 AAAAC
Wrangler 2dr/4dr SUV £49,450–£58,120
Heavy-duty off-roader goes anywhere but lacks on-road manners. LxWxH 4223x1873x1840 Kerb weight 1827kg 2.0 GME 2.2d MultiJet II 200 4WD
265 197
110 114
7.3-7.6 9.5
25.4-26.4 248-254 28.8-30.4 243-247
KIA
AAAAC
Picanto 5dr hatch £11,200–£16,000
A pleasingly well-rounded and charming value offering, but not in all of its guises. LxWxH 3595x1595x1485 Kerb weight 977kg 1.0 1.0 T-GDi
66 99
100 112
16.6 9.9
53.3 48.7
119 120
N E W CAR PR I CES Po
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AAABC
Rio 5dr hatch £13,850–£20,350 83 99 118
108 115 118
12.7 10.0 9.8
52.3 53.3 51.4
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A delicate, vivid and unfettered drive; if you want a daily driver, shop elsewhere. LxWxH 3824x1719x1117 Kerb weight 830kg
120-122 120 118-125
1.8 Sport 240 1.8 Cup 250
243 248
147 149
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MX-5 RF 2dr open £25,995–£32,370 AAAAA AAAAC Remains perfectly poised and vibrant, even with a folding metal
LOTUS
Elise 2dr open £41,245–£49,145
More comfortable and more grown-up in fourth-gen form, but not any more fun. LxWxH 4065x1993x1450 Kerb weight 1143kg 1.2 DPi 1.0 T-GDi 1.0 T-GDi 48V
Po
we
h r (b
4.5 4.3
36.2 36.2
177 177
roof. LxWxH 3915x1735x1230 Kerb weight 1090kg 1.5 Skyactiv-G 132 2.0 Skyactiv-G 184
129 181
126 8.6 124-126 7.9-8.7
44.1 142 37.7-40.4 155
McLAREN
AAAAC
Ceed 5dr hatch £20,055–£29,025
AAAAB
Exige 2dr coupé/open £66,385–£102,985
Third-generation hatchback can now compete for class honours. LxWxH 4310x1800x1447 Kerb weight 1315kg
Sharp, uncompromising track car. Unforgiving on the road. LxWxH 4084x1802x1129 Kerb weight 1125kg
1.0 T-GDi 118 1.5 T-GDi 158 1.6 T-GDi 201 1.6 CRDi 48V
116 156 198 134
116 128-130 142 124
10.9 8.6-8.9 7.5 9.8
47.9-50.4 43.5-46.3 38.2 57.6
3.5 V6 Sport 390 3.5 V6 Sport 420 3.5 V6 Cup 430
1.6 CRDi 48V 1.6 GDi PHEV
134 137
124 106
10.0 10.5
57.6 121-126 118.3-217.2 33
122-126 129-135 153 118-120
397 420 430
172 180 174
3.8 3.4 3.3
27.7 28.7 27.7
230 230 230
AAAAA
720S 2dr coupé/open £221,800–£250,290
The start of an era for McLaren and what a way to begin it is. LxWxH 4543x2059x1196 Kerb weight 1419kg 4.0 V8
710
212
2.9
23.2
276 AAAAB
765LT 2dr coupé £312,800
Longtail treatment puts a deliciously sharp edge on the 720S. Defender 110 5dr SUV £49,665–£108,040 AAAAB Evora 2dr coupé £85,285–£88,285 AAAAC LxWxH 4600x2161x1159 Kerb weight 1419kg Ceed Sportswagon 5dr estate £20,755–£30,540 AAAAC Promises, and delivers, unrivalled off-road performance with Dynamically, it puts nearly everything else in the shade. Shame 4.0 V8 755 205 2.8 23.0 280 on-road niceties. LxWxH 5018x2008x1967 Kerb weight 2209kg about the interior. LxWxH 4084x1802x1129 Kerb weight 1395kg All of the above, but with cavernous, more practical load space. LxWxH 4600x1800x1465 Kerb weight 1389kg 2.0 P300 298 119 8.1 24.2 263 3.5 V6 GT410 404 174-190 4.1-4.2 25.7-26.7 248 GT 2dr coupé £165,300 AAAAB 1.0 T-GDi 118 116 118 10.9 47.1 121-127 3.0 P400 398 119 6.1 24.6-24.7 260-261 Woking’s most user-friendly car to date is still a McLaren first and M A S E R AT I foremost. LxWxH 4683x2095x1213 Kerb weight 1339kg 1.5 T-GDi 158 156 128-130 8.6-8.9 43.5-46.3 131 2.0 P400e 398 119 5.6 85.6 77 5.0 P525 3.0 D200 3.0 D250 AAABC 3.0 D300
Proceed 5dr hatch £25,080–£29,840
518 198 246 296
119 109 117 119
5.2 10.3 8.3 7.0
19.1 32.2 32.2 32.2
334 230 230 230
AAAAC
EV6 5dr hatch £40,895–£51,895
Swish, spacious and swift enough to become the pick of the EV crossover bunch. LxWxH 4680x1880x1550 Kerb weight 2090kg 77.4kWh 77.4kWh AWD
226 321
114 116
7.3 5.2
328 300
0 0 AAAAC
Soul EV 5dr hatch £34,945
Electric-only hatch with looks that divide opinion, but competitive range. LxWxH 4220x1825x1605 Kerb weight 1757kg 64kWh
201
104
7.6
280
0 AAABC
Stinger 4dr saloon £42,905
Sleek coupé-shaped saloon has the appeal and dynamics to rival Europe’s best. LxWxH 4830x1870x1400 Kerb weight 1717kg 3.3 V6 T-GDi
360
168
4.7
27.7
233 AAABC
Niro 5dr SUV £25,405–£39,645
Versatile and well-equipped family transport in a choice of hybrid and EV flavours. LxWxH 4355x1805x1545 Kerb weight 1500kg 1.6 GDi Hybrid 1.6 GDi Hybrid PHEV 39kWh e-Niro 64kWh e-Niro
137 137 132 198
101 107 96 104
11.1 10.4 9.5 7.5
58.9 201.8 180 282
110-120 29 0 0 AAABC
Stonic 5dr SUV £18,650–£22,700
Kia’s first crossover is striking and reasonably good considering the value. LxWxH 4140x1760x1520 Kerb weight 1160kg 1.0 T-GDi
116
115
9.9
46.3-47.1 137 AAABC
Sportage 5dr SUV £23,810–£34,700
Good ride, handling and usability. Looks good and is decent value. LxWxH 4480x1855x1635 Kerb weight 1454kg 1.6 GDi 1.6 T-GDi 1.6 T-GDi AWD 1.6 CRDi 134 48V
128 172 172 132
113 127 125-126 112
11.1 8.9 8.8-9.2 11.6
34.9-35.7 34.4-34.9 31.7-32.5 42.8-43.5
177-184 183-184 192-201 141-161
AAABC
Sorento 5dr SUV £39,350–£53,485
Lacks polish, but its abundant utility appeal and value shine through. LxWxH 4810x1900x1695 Kerb weight 2006kg 1.6 T-GDi HEV 1.6 T-GDi PHEV 2.2 CRDi
226 261 199
119 119 127
8.7 8.4 9.1
40.9 176.6 42.2
158-166 38 176
KTM
AAAAC
X-Bow 0dr open £57,345–£70,717 Eccentric looks and sharp handling but expensive. LxWxH 3738x1915x1202 Kerb weight 847kg 2.0 R 2.0 GT
290 280
143 143
3.9 4.1
NA NA
NA NA AAAAC
Huracán 2dr coupé/open £167,180–£262,312
Junior Lambo mixes usability and drama skilfully, in both coupé and Spyder forms. LxWxH 4459x1924x1165 Kerb weight 1389kg 202 201 202
3.3 2.9 3.0
20.5 20.3 20.3
330-335 332-338 331 AAAAC
Aventador 2dr coupé/open £274,106–£482,962
Big, hairy V12 has astonishing visuals and performance. Handling could be sweeter. LxWxH 4797x2030x1136 Kerb weight 1575kg 6.5 V12 S 6.5 V12 SVJ
730 759
217 217
2.9 2.8
15.4 15.8
499 486
189
3.6
22.2
325
desirability. LxWxH 4597x2069x1727 Kerb weight 1732kg 2.0 P250 2.0 P290 1.5 P300e 2.0 D165 2.0 D200
298 398 518 198 246 296
247 288 298 162 201
140 144 130 112 117
8.1 7.5 6.6 10.6 8.9
30.1 211 29.7 214 143.4-158.6 40-44 41.5 179 41.5 179 AAAAB
Discovery 5dr SUV £53,150–£68,110
119 119 119 109 117 119
3.0 P360 3.0 D250 3.0 D300
355 246 296
130 120 130
6.5 8.1 6.8
26.0-26.4 241-245 33.4-33.7 220-222 33.2-33.5 221-223
24.6 25.6 19.3-19.5 32.8 32.8 32.7
4.9 4.3
25.0 23.0
254 279
23.7
270
4.0 V8
789
208
2.8
22.7
280
MERCEDES-BENZ
AAACC
Quattroporte 4dr saloon £87,565–£128,100
AAAAC
A-Class 5dr hatch £24,100–£57,235
Now a full-sized executive limo, with some added flair. Off the pace A little bit of luxury in a desirable, hatchback-sized package. in several key areas. LxWxH 5262x1948x1481 Kerb weight 1860kg LxWxH 4419x1992x1440 Kerb weight 1445kg 3.0 V6 3.0 V6 S 3.8 V8
345 424 572
168 179 203
5.5 5.0 4.5
25.0 24.8 23.2
257 257 277
challenging styling. LxWxH 4688x1830x1447 Kerb weight 1430kg
1.3 CLA 180 133 130 1.3 CLA 200 161 140 2.0 CLA 250 222 155 6 4dr saloon £24,990–£32,370 AAABC 1.3 CLA 250e 215 146 A compelling mix of size, economy and performance. Interior is a 2.0 AMG CLA 35 4Matic 302 155 let-down. LxWxH 4870x1840x1450 Kerb weight 1465kg 2.0 AMG CLA 45 S 4Matic+ 415 168 2.0 Skyactiv-G 143 129 9.9 42.2 152 2.0 CLA 220d 185 147 2.0 Skyactiv-G 163 134 9.4 42.2 152 2.0 Skyactiv-G GT 191 142 8.1 38.2 167 B-Class 5dr hatch £28,050–£38,250 56.5
114-117
2.0 Skyactiv-G 2.0 Skyactiv-G 2.0 Skyactiv-G GT
143 163 191
128 133 139
10.0 9.4 8.1
41.5 41.5 37.2
155 155 172
CX-30 5dr SUV £22,945–£31,700 AAAAC AAABC Dynamic qualities, a classy interior and a handsome look set it
LEXUS
Gatecrashes the German-controlled saloon market in a way the GS apart from rivals. LxWxH 4395x1795x1540 Kerb weight 1334kg could never manage. LxWxH 4975x1865x1445 Kerb weight 1680kg 2.0 e-Skyactiv-G 120 116 10.6 47.9 134
9.2 8.4 6.4 6.9 4.9 4.0 7.2
35.8-40.9 35.3-40.9 37.7-40.9 256.8 36.2 32.8 43.5-48.7
140-141 141-142 157-159 24 183-191 203-205 135-136
AAABC
218
112
8.9
53.2
119
2.0 e-Skyactiv-X 186
457 354
168 155
4.7 5.0
34.8 24.3
184 262
MX-5 2dr open £24,055–£30,170
242 306
124 124
7.7 6.3
44.1 256-313
145 20-26
259-260 RX 5dr SUV £52,665–£64,215 AAABC 256 Low flexibility, but hybrid powertrain makes a degree of economic 327-330 sense. LxWxH 4890x1895x1690 Kerb weight 2100kg 226 3.5 V6 RX 450h 308 124 7.7 34.4 185 226-227 226 UX 5dr SUV £25,950–£42,855 AAABC
Refreshingly different premium SUV is a credible, if not classleading, alternative. LxWxH 4495x1840x1520 Kerb weight 1620kg 2.0 UX 250h 2.0 UX 250h E4 UX 300e 150kWh
181 181 201
110 110 100
8.5 8.7 7.5
50.4 47.0 TBC
126 136 TBC
127
8.3
50.4
215 114 148 187
146 124 136 145
6.8 9.8 8.3 7.2
235.4 61.4 57.7 56.5
27 137-138 134-144 136-137 AAAAC
C-Class 4dr saloon £38,785–£52,125
Sumptuous interior and impressive tech, but let down by harsh suspension. LxWxH 4751x2033x1437 Kerb weight 1650kg
127
AAAAA
Brilliantly packaged, priced and perfectly poised but more vibrant than the original. LxWxH 3915x1735x1225 Kerb weight 1050kg
AAAAC 1.5 Skyactiv-G 132 2.0 Skyactiv-G 184
NX 5dr SUV £38,300–£57,810
183
1.3 B250e 1.5 B180d 2.0 B200d 2.0 B220d
1.5 C200 221 153 7.3 44.1 146 2.0 C300 278 155 6.0 42.2 152-159 LS 4dr saloon £78,925–£105,405 AAABC CX-5 5dr SUV £27,545–£38,785 AAAAC 2.0 C300e 331 152 6.1 256.8 14-24 Luxury saloon gets more tech and opulence but is let down by its Offers powerful diesel engines and strong performance, plus a 2.0 C220d 218 152 7.3 61.4 120-127 hybrid powertrain. LxWxH 5235x1900x1460 Kerb weight 2270kg welcoming interior. LxWxH 4550x1840x1675 Kerb weight 1575kg 2.0 C300d 283 155 5.7 55.4 133-139 3.5 V6 VVT-i LS 500h 348 155 5.4 30.7-36.6 175-208 2.0 165 162 125 10.3 38.7 152-154 2.5 194 191 121 9.2 35.3 182 C-Class Estate 5dr estate £40,420–£53,425 AAABC RC 2dr coupé £64,550–£81,550 AAABC 2.2d 150 148 127 9.9 50.4 151-154 Impressive and tech-filled inside, albeit in a curiously unsatisfying dynamic package. LxWxH 4755x2033x1494 Kerb weight 1710kg An also-ran, but the V8 RC F packs plenty of character and handles 2.2d 184 181 129 9.3 42.8 175 well enough. LxWxH 4695x1840x1395 Kerb weight 1736kg 1.5 C200 221 149 7.5 38.1-43.4 149-168 5.0 V8 RC F 470 168 4.5 23.9 268 MX-30 5dr SUV £28,545–£35,195 AAAAC 2.0 C300 278 155 6.0 41.0 157 Classy and affordable all-electric crossover marred only by its 2.0 C300e 331 151 6.2 403.6 15 LC 2dr coupé/open £81,750–£98,275 AAAAC limited range. LxWxH 4395x1795x1555 Kerb weight 1645kg 2.0 C220d 218 151 7.4 57.7 129 Superb-looking coupé shows flickers of what made the LFA great. 35.5kWh 143 87 9.7 124 0 2.0 C300d 283 155 5.8 54.4 136
AAAAB 2.5 NX 350h 2.5 NX 450h+ PHEV
7.1 6.0 5.2 9.8 8.0 6.7
3.2
A slightly odd prospect, but practical and classy nonetheless. The country bumpkin given elocution lessons without losing its 6 Tourer 5dr estate £25,990–£33,710 AAABC LxWxH 4393x1786x1557 Kerb weight 1395kg rugged capabilities. LxWxH 4956x2073x1888 Kerb weight 2115kg Attractively styled and spacious inside, but only average to drive. 1.3 B180 134 132 9.0 45.6 140-142 2.0 P300 296 125 7.3 24.9-25.1 254-256 LxWxH 4805x1840x1480 Kerb weight 1465kg 1.3 B200 159 139 8.2 46.3 140-142
Breadth of capability matches that of the five-door, with even more kerb appeal. LxWxH 4583x2008x1974 Kerb weight 2190kg 2.0 P300 3.0 P400 5.0 P525 3.0 D200 3.0 D250 3.0 D300
178 203
Refined and dynamically satisfying in a saloon bodystyle.
PHEV option and welcome cabin overhaul sustain the allure of the firm’s best-seller. LxWxH 4660x1865x1640 Kerb weight 1990kg
L AN D ROVE R
Defender 90 5dr SUV £48,910–£105,395
424 572
AAAAB LxWxH 4460x1795x1440 Kerb weight 1405kg Seven seats, at home on road and off road, plus new-found 2.0 e-Skyactiv-X 186 183 134 8.1
LxWxH 4770x1920x1345 Kerb weight 1935kg
power better. LxWxH 5112x2016x1638 Kerb weight 2200kg 631
31.7 201 31.6 201 31.3 203 166.2-193.5 33-38 43.4-45.9 160-171 43.8 169
Discovery Sport 5dr SUV £32,430–£51,895
AAAAC 5.0 V8 LC 500 Lambo’s second SUV is more alluring and aims to use the V8’s 3.5 V6 LC 500h
Urus 5dr SUV £177,297–£197,150 4.0 V8
8.0 7.0 6.3 6.4 10.1 8.5
204
1.3 A180 134 134 9.2 47.9 134-138 1.3 A200 161 140 8.2 47.9 135-145 2.0 A250 221 155 6.2 41.5 155-165 2.0 A250e 215 146 6.6 256.8 25 Range Rover Velar 5dr SUV £51,265–£71,315 AAAAC Levante 4dr SUV £67,220–£125,370 AAACC 2.0 AMG A35 4Matic 302 155 4.7 33.6-35.8 184-193 The most car-like Landie ever doesn’t disappoint. Expensive, Italian flair and good looks in abundance, but diesel not as 2.0 AMG A45 S 4Matic+ 415 168 3.9 33.6 204-207 though. LxWxH 4804x1930x1685 Kerb weight 1829kg sonorous as petrols. LxWxH 5003x1968x1679 Kerb weight 2109kg 1.5 A180d 114 126 10.0 62.8 127-130 2.0 P250 248 135 7.5 27.8-29.2 217-229 3.0 V6 339 156 6.0 22.6 283 2.0 A200d 148 137 8.1 58.9 129-139 3.0 P400 394 155 5.5 27.3-28.0 227-230 3.0 V6 S 424 164 5.2 22.4 286 2.0 P400e 398 149 5.4 TBC TBC 3.8 V8 GTS 526 180 4.3 17.9 357 A-Class Saloon 4dr saloon £26,195–£45,995 AAABC 2.0 D200 201 130 8.2 41.6 168-178 3.8 V8 Trofeo 572 186 4.1 17.8 359 Larger, more grown-up A-Class adds premium touch to smallest Merc saloon. LxWxH 4549x1796x1446 Kerb weight 1465kg 3.0 D300 MHEV 296 143 6.5 36.1-37.2 199-205 MC20 2dr coupé £189,520 AAAAB 1.3 A180 134 134 8.9 42.8-48.7 133-137 Range Rover Sport 5dr SUV £64,685–£114,985 AAAAB A triumphant return to the supercar ranks: fast and thriling, yet 1.3 A200 161 143 8.3 48.7 133-137 Bigger and better; a cut-price Range Rover rather than a jumped-up approachable. LxWxH 4669x1981x1693 Kerb weight 1475kg 2.0 A250 221 155 6.3 42.2 154-156 Discovery. LxWxH 4850x2073x1780 Kerb weight 2111kg 3.0 V6 621 203 2.9 24.6 262 2.0 A250e 215 149 6.7 256.8 25 2.0 P300 298 125 7.3 26.1 245 2.0 AMG A35 4Matic 302 155 4.8 32.9-36.7 177-187 MAZDA 2.0 P400e PHEV 401 137 6.7 75.3-86.9 69 1.5 A180d 114 128 10.2 56.5-64.2 126-129 3.0 P400 398 140 6.2 27.4 234 2 5dr hatch £16,475–£20,845 AAAAC 2.0 A200d 148 141 8.2 58.9 127-131 5.0 V8 P575 SVR 572 176 4.5 19.6 331 Grown up, well made and drives with charm and vigour; engines 2.0 D250 248 130 8.5 33.1-33.3 224-239 aren’t brilliant. LxWxH 4060x1695x1515 Kerb weight 1141kg CLA Coupé 4dr saloon £31,695–£59,150 AAAAC 3.0 D300 298 130 7.3 34.1 220-247 1.5 Skyactiv-G 75 74 106 12.1 49.6 121 May use A-Class underpinnings, but engineered to be much sportier to drive. LxWxH 4688x1830x1444 Kerb weight 1490kg 3.0 D350 348 140 6.9 29.8 249 1.5 Skyactiv-G 90 88 110 12.1 52.3 122 1.5 e-Skyactiv-G 90 88 114 9.8 60.1 107 1.3 CLA 180 133 134 9.0 47.9 138-140 Range Rover 5dr SUV £83,525–£179,785 AAAAB 1.5 e-Skyactiv-G 115 113 124 9.1 56.5 113 1.3 CLA 200 161 142 8.2 42.8-47.9 138-140 Wherever you are, the Rangie envelops you in a lavish, invincible 1.3 CLA 250e 215 149 6.8 282.5 23 sense of occasion. LxWxH 4999x2220x1835 Kerb weight 2249kg 3 5dr hatch £21,805–£28,905 AAAAC 2.0 CLA 250 222 155 6.3 38.7-42.2 154-155 3.0 P400 398 140 6.3 26.1-26.7 240 Pleasing dynamism teamed with good practicality and punchy 2.0 AMG CLA 35 4Matic 302 155 4.9 34.9-37.2 177-187 diesel engines. LxWxH 4460x1795x1435 Kerb weight 1411kg 2.0 P400e 399 137 6.8 75.7-85.1 75 2.0 AMG CLA 45 S 4Matic+ 415 168 4.0 33.2 200-202 5.0 V8 P525 522 155 5.4 19.7-20.0 318-322 2.0 e-Skyactiv-G 120 122 10.4 50.4 124-127 2.0 CLA 220d 185 152 7.1 53.3-57.7 132 5.0 V8 P565 SVAD 562 155 5.4 18.9 342 2.0 e-Skyactiv-X 186 183 134 8.1 53.3 118-121 3.0 D300 298 130 7.4 33.0 228-238 CLA Shooting Brake 5dr estate £32,695–£60,150 AAABC 3.0 D350 348 140 7.1 30.5-30.9 240-256 3 saloon 4dr saloon £24,805–£28,905 AAAAC The most practical of the A-Class range, but it suffers for its
2.5 VVT-i ES 300h
608 631 631
134 143 150 132 120 120
ES 4dr saloon £35,905–£49,455
LAMBORGHINI
5.2 V10 Evo RWD 5.2 V10 Evo 5.2 V10 STO
198 248 298 298 163 201
612
Maser’s compact exec has the allure but lacks power and is poorly finished in places. LxWxH 4971x1945x1461 Kerb weight 1810kg Senna 2dr coupé £750,000 AAAAA 2.0 Hybrid 325 158 5.7 33.2 192 Astounding circuit performance made superbly accessible. LxWxH 4744x2155x1229 Kerb weight 1309kg 3.0 V6 345 166 5.5 25.2 254
Alluring and interesting, but not quite as special to drive as it looks. LxWxH 4605x1800x1422 Kerb weight 1405kg Range Rover Evoque 5dr SUV £32,115–£55,350 AAAAC 3.0 V6 S 1.5 T-GDi 158 156 128-130 8.6-8.9 43.5-46.3 131-136 Refined, luxurious baby Range Rover has matured for its second 3.8 V8 generation. LxWxH 4371x1996x1649 Kerb weight 1891kg 1.6 T-GDi 201 198 140 7.2 39.3 163 2.0 P200 Xceed 5dr hatch £21,205–£35,055 AAABC 2.0 P250 Crossover-styled hatch that drives well, but lacks practicality and 2.0 P300 polish. LxWxH 4395x1826x1483 Kerb weight 1332kg 1.5 P300e 1.0 T-GDi 118 116 115 10.9 45.6 140-146 2.0 D165 1.5 T-GDi 158 156 129 8.7 44.8 142-143 2.0 D200 1.6 GDi PHEV 137 99 10.6 217.3 38
AAACC 4.0 V8
Ghibli 4dr saloon £64,065–£104,960
129 181
127 136
8.3 6.5
44.1 40.4
142 153
C-Class Coupé 2dr coupé £40,120–£84,660
AAAAC
Outgoing two-door keeps a nice balance of style, usability and driver reward. LxWxH 4696x1810x1405 Kerb weight 1505kg 1.5 C200 2.0 C300 3.0 V6 AMG C43 4Matic 4.0 V8 AMG C63 S 2.0 C220d 2.0 C300d 4Matic
181 258 385 503 192 241
149 155 155 180 149 155
7.9 6.1 4.7 3.9 7.0 6.0
C-Class Cabriolet 2dr open £43,695–£87,500
37.7-42.2 35.8-39.8 28.0-29.4 25.0-25.5 46.3-52.3 42.8-48.7
155-156 161-175 221-225 250 133-145 151-164
AAAAC
Take all the good bits about the coupé and add the ability to take the roof off. Bingo. LxWxH 4686x1810x1409 Kerb weight 1645kg 1.5 C200 2.0 C300 3.0 V6 AMG C43 4Matic 4.0 V8 AMG C63 S 2.0 C220d 2.0 C300d
181 258 385 503 191 242
146 155 155 174 145 155
7.9 6.3 4.8 4.1 7.5 6.3
36.2-40.4 34.0-37.7 27.4-28.5 24.4-24.8 44.8-49.6 42.2-47.1
167-168 173-184 229-231 258 141-153 153-167
30 MARCH 2022 AUTOCAR.CO.UK 75
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and luxurious. LxWxH 4923x1852x1468 Kerb weight 1680kg 7.4 5.8 5.0 4.5 3.4 7.4 6.3 5.9 5.1
38.2 188.3 31.7 30.4 22.8-23.7 53.3 47.9 217.3 42.2
165-166 41 204 212-215 277 139-157 153-167 39 176-188
S-Class Coupé. LxWxH 4846x1860x1431 Kerb weight 1685kg 155 155 155 145 155 155
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Electric 3dr hatch £28,500–£35,050
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AAAAC
2008 5dr SUV £21,365–£38,580
2.0 GLC 300 4Matic 255 2.0 GLC 300e 4Matic 320 3.0 V6 AMG GLC 43 4Matic 388 4.0 V8 AMG GLC 63 S 4Matic+ 502 2.0 GLC 220d 4Matic 191 2.0 GLC 300d 4Matic 242 2.0 GLC 300de 4Matic 302
33kWh
149 143 155 155 134 144 143
6.2 5.7 4.9 3.8 7.9 6.5 6.2
34.4 122.8 27.4 22.7 47.9 42.8 148.7
187-198 53 233-245 294-296 154-167 178-179 50
149 143 155 155 135 145 143
6.3 5.7 4.9 3.8 7.9 6.6 6.2
32.8 104.6 27.7 22.1 44.1 40.9 134.5
195-202 52-54 232-242 290-291 167-173 182-184 55
180
93
7.3
144
0
1.2 PureTech 100 1.2 PureTech 130 MORGAN 1.2 PureTech 155 Plus Four 2dr open £63,605 AAABC 50kWh e-2008 1.5 BlueHDi Morgan’s four-cylinder lifeblood model gets 21st-century
underpinnings. LxWxH 3830x1500x1250 Kerb weight 1013kg 2.0
255
149
5.1
38.8
165
98 128 153 136 98
115 122 129 93 115
10.9 8.9 8.2 8.5 11.4
52.0 50.6 46.6 191-206 62.7
125-127 132 141 0 118-120
AAAAC
3008 5dr SUV £27,555–£47,210
6.4 5.0 4.4 7.6 6.4 5.3
31.0 29.1-31.4 30.1-31.4 43.5-50.4 42.2-47.9 TBC
180-182 201 212-215 154-155 166-167 189
3.0
335
166
4.2
38.2
180
1.6 Hybrid4 1.5 BlueHDi 130
AAAAC
1.0 IG-T 92
91
111
11.8
50.4
electric hatch. LxWxH 4387x1768x1520 Kerb weight 1245kg 40kWh 62kWh
5.1
244-255 0 AAAAC
GLE 5dr SUV £64,650–£117,095
The ML replacement isn’t inspiring to drive but does come with a classy interior. LxWxH 4819x2141x1796 Kerb weight 2165kg
The replacement for the massive GL can still seat seven in comfort. LxWxH 5216x2030x1823 Kerb weight 2415kg 3.0 GLS 400d 4Matic 4.0 GLS 600 Maybach 4.0 AMG GLS63
327 549 625
148 155 174
6.3 4.9 4.2
32.8 21.4 23.7
227 304 273
5.9 9.5
166-235 55.1
36 137-139
AAAAC
5008 5dr SUV £30,010–£41,340
123-129
80kWh 400 4Matic
112
149 119
Refreshed look and better handling makes it an enticing choice. Less MPV, more SUV, and shares its siblings’ good looks. Competent Has its flaws, though. LxWxH 3991x1743x1455 Kerb weight 1490kg to drive, too. LxWxH 4641x1844x1640 Kerb weight 1511kg
on UK roads. LxWxH 4762x1884x1624 Kerb weight 2495kg 408
298 126
NISSAN
Micra 5dr hatch £14,340–£19,390
1.2 PureTech 130 1.6 PureTech 180 AAAAB Leaf 5dr hatch £28,495–£34,945 AAAAC 1.5 BlueHDi 130 Brisk, tidy-handling electric SUV has everything needed to do well Better looks, better value and better range from this second-gen 2.0 BlueHDi 180
2.9 GLE 450 4Matic 362 155 5.7 32.5 229 2.0 GLE 300d 4Matic 242 140 7.2 39.2 198-207 2.9 GLE 350d 4Matic 268 143 6.6 36.2 206-214 2.0 GLE 350de 4Matic 317 130 6.8 256.8 29 E-Class Estate 5dr estate £42,100–£101,565 AAAAC 2.9 GLE 400d 4Matic 328 152 5.7 35.3 220 Far more practical than its rivals, but pricier and less sporty than 3.0 V6 AMG GLE 53 4Matic+ 432 155 5.3 26.7 246-248 those closest to it. LxWxH 4933x1852x1475 Kerb weight 1780kg 4.0 V8 AMG GLE 63 S 4Matic+ 603 155 3.8 TBC 281 2.0 E200 197 144 7.7 31.0-35.3 173-174 AAAAC 3.0 V6 AMG E53 4Matic+ 429 155 4.6 29.7 216-219 GLE Coupé 5dr SUV £72,215–£125,770 May not be your idea of a desirable luxury car, but it’s certainly an 4.0 V8 AMG E63 S 4Matic+ 603 180 3.5 22.6-23.3 282 2.0 E220d 191 142 7.8 50.4 148-161 effective one. LxWxH 4946x2014x1716 Kerb weight 2295kg 432 155 5.3 25.7 244 2.0 E300d 242 155 6.6 40.4-46.3 156-159 3.0 AMG GLE 53 4Matic 188.3 41 4.0 AMG GLE 63 S 4Matic 603 174 3.8 TBC 280 2.0 E300de 302 146 6.0 2.9 E400d 4Matic 325 155 5.3 40.9 181-192 2.0 GLE 350de 4Matic 320 130 6.9 313.9 23-24 2.9 GLE 400d 4Matic 327 149 5.7 33.6 219 E-Class Coupé 2dr coupé £46,515–£70,590 AAAAC Big, laid-back four-seat tourer. Borrows looks from the ravishing GLS 5dr SUV £84,430–£171,620 AAABC 237 362 429 189 242 325
p)
Won’t break records on range or usability, but has plenty of zip and Compact crossover has most rivals licked, but class is still waiting driver appeal. LxWxH 3850x1727x1414 Kerb weight 1440kg for a game-changer. LxWxH 4300x1770x1550 Kerb weight 1205kg
AAAAC 2.0 GLC 300 4Matic 255 2.0 GLC 300e 4Matic 320 3.0 V6 AMG GLC 43 4Matic 388 3.0 V6 AMG CLS 53 4Matic+ 429 155 4.5 29.7 216 4.0 V8 AMG GLC 63 S 4Matic+ 502 3.0 CLS 300d 4Matic 261 155 6.4 44.1 168 2.0 GLC 220d 4Matic 191 3.0 CLS 400d 4Matic 325 155 5.0 38.7 191 2.0 GLC 300d 4Matic 242 2.0 GLC 300de 4Matic 302 E-Class 4dr saloon £39,760–£99,565 AAAAC A wee bit pricey, and less sporting than its rivals, but still comfy EQC 5dr SUV £65,720–£74,610
2.0 E300 3.0 E450 4Matic 3.0 AMG E53 4Matic+ 2.0 E220d 3.0 E300d 4Matic 2.9 E400d 4Matic
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Not exactly exciting to drive, but does luxury and refinement better than most. LxWxH 4656x1890x1639 Kerb weight 1735kg
Retains the sleek coupé style and has more tech – without losing its allure. LxWxH 4996x1896x1436 Kerb weight 1935kg
149 155 155 155 155 146 155 149 155
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Cleverly packaged Peugeot offers just enough SUV DNA to make GLC Coupé 5dr SUV £47,420–£95,225 AAAAC Plus Six 2dr open £82,945 AAABC the difference. LxWxH 4447x2098x1624 Kerb weight 1250kg A coupé-shaped SUV destined to be outrun by the X4 – unless Feels like progress in lots of ways, but not yet the driver’s car it 1.2 PureTech 130 126 117 10.5-10.8 37.2 146-149 you’re in an AMG. LxWxH 4732x1890x1602 Kerb weight 1785kg might be. LxWxH 3890x1756x1220 Kerb weight 1075kg 1.6 Hybrid 223 146 5.9 157-222 29
CLS Coupé 4dr saloon £58,950–£78,740
194 315 363 429 603 191 261 302 325
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GLC 5dr SUV £44,545–£93,400
2.0 E200 2.0 E300e 3.0 E450 3.0 AMG E53 4Matic+ 4.0 V8 AMG E63 S 4Matic+ 2.0 E220d 2.0 E300d 2.0 E300de 2.9 E400d 4Matic
my
147 214
90 98
7.9 6.9-7.3
168 239
0 0
126 178 129 175
117 135 119 131
10.4-10.9 8.3 10.7 9.1
46.0 39.6 57.3 47.3
150-153 168-170 139-142 164-166
P O L E S TA R
AAAAC
1 2dr coupé £139,000
Limited-run sports GT delivers petrol-electric performance and Juke 5dr hatch £18,840–£25,340 AAABC Swedish styling. LxWxH 4586x2023x1352 Kerb weight 2345kg Second-generation crossover is mpressive in some respects, but 2.0 plug-in hybrid 596 155 4.2 353.1 29 outstanding in few. LxWxH 4135x1765x1565 Kerb weight 1605kg 1.0 DiG-T 114
114
112
10.7
47.9
134-139
AAAAC
2 5dr hatch £40,900–£46,900
High-rise saloon takes the EV off in a development direction all of Qashqai 5dr SUV £23,555–£38,285 AAAAC its own. LxWxH 4607x1859x1478 Kerb weight 2048kg Ticks the important family car boxes, but ICE powertrain lacks 63kWh Standard Range 221 99 7.4 273 0 refinement. LxWxH 4425x2084x1625 Kerb weight 1435kg 78kWh Long Range 228 99 7.4 317 0 1.3 DiG-T 140 1.3 DiG-T 158
138 156
122 123
10.2 9.9
44.3 143-144 41.5-44.4 145
78kWh Long Range AWD
402
127
4.2
298
0
PORSCHE
AAABC
X-Trail 5dr SUV £26,235–£33,220
Shortfalls on refinement and drivability, plus a slight lack of the original’s character. LxWxH 4640x1820x1710 Kerb weight 1505kg 1.3 DiG-T 160 1.7 dCi 150
158 148
123 121
11.5 10.7
Our idea of drop-top heaven. Exceptional to drive, whether cruising or hurrying. LxWxH 4379x1801x1280 Kerb weight 1335kg
37.8-38.5 166-173 44.5-47.5 155-171
2.0 2.0 T 2.5 S GT-R 2dr coupé £88,365–£184,065 AAAAC 4.0 GTS Monstrously fast Nissan has been tweaked and sharpened. Still a 4.0 Spyder
blunt object, though. LxWxH 4710x1895x1370 Kerb weight 1725kg 3.8 V6 3.8 V6 Nismo
562 592
196 196
2.9 2.8
20.2 19.7
316 325
AAAAB
718 Boxster 2dr open £48,490–£76,905 290 296 339 396 414
170 170 177 182 189
4.9-5.1 4.7-5.3 4.4-4.6 4.5 4.4
32.5 32.5 29.1 25.9 25.4
198 199 229 247 251 AAAAA
718 Cayman 2dr coupé £46,630–£78,495
Scalpel-blade incisiveness, supreme balance and outstanding driver involvement. LxWxH 4379x1801x1295 Kerb weight 1335kg
NOBLE
2.0 290 170 4.9-5.1 32.8 197 AAABC 2.0 T 296 170 4.9-5.3 35.5 198 G-Class 5dr SUV £101,565–£171,715 AAABC Deliciously natural and involving; a bit ergonomically flawed. 2.5 S 339 177 4.4-4.6 29.1 228 LxWxH 4360x1910x1120 Kerb weight 1198kg Massively expensive and compromised, but with character in 4.0 GTS 396 182 4.5 25.9 247 E-Class Cabriolet 2dr open £51,010–£74,140 AAAAC abundance. LxWxH 4866x1984x1969 Kerb weight 2550kg 4.4 V8 662 225 3.0 16.8 333 4.0 GT4 414 188 4.4 25.7 251 Refined and sophisticated four-seater in the same mould as the 3.0 GLE 400d 4Matic 325 130 6.4 25.7 281-282 P E U G E O T S-Class Cabriolet. LxWxH 4846x1860x1429 Kerb weight 1780kg 4.0 V8 AMG G63 4Matic 578 137 4.5 18.6-18.8 373 911 2dr coupé £86,835–£164,650 AAAAB 2.0 E300 237 155 6.6 30.0 189-190 108 3dr/5dr hatch £13,320–£14,925 AAABC Wider, eighth-generation 911 is still eminently fast, and capable at MG all speeds. LxWxH 4519x1852x1300 Kerb weight 1565kg 3.0 E450 4Matic 362 155 5.8 28.8-30.7 208 Sibling car to the Aygo – and a distant second to most city car 3.0 AMG E53 4Matic 429 155 4.5 29.7-30.7 217-219 3 5dr hatch £12,495 AAABC rivals. LxWxH 3475x1615x1460 Kerb weight 840kg 3.0 Carrera 380 182 4.0 27.4 233 2.0 E220d 189 147 7.8 42.8-48.7 162-163 Neatly tuned and nice sporty styling. Breaks the mould for budget 1.0 72 71 100 13.0 58.9 110 3.0 Carrera 4 380 180 4.0 26.9 238 superminis. LxWxH 4018x1729x1507 Kerb weight 1125kg 2.0 E300d 242 155 6.6 40.9-46.3 172 3.0 Carrera S 444 191 3.7 27.4 234 2.9 E400d 4Matic 325 155 5.4 TBC 193 1.5 VTi-Tech 104 108 10.9 42.3 152 208 3dr/5dr hatch £17,860–£33,975 AAABC 3.0 Carrera 4S 444 190 3.4 26.9 239 A big improvement for Peugeot, if not for the supermini class. 3.0 Carrera GTS 473 193 3.4 24.8-26.4 244-258 S-Class 4dr saloon £90,850–£204,375 AAAAB 5 SW EV 5dr estate £27,595–£31,495 AAABC LxWxH 3475x1615x1460 Kerb weight 1065kg 3.0 Carrera 4 GTS 473 193 3.3 24.8-26.6 240-259 Bristling with technology, luxury and performance. Sets new class Segment-first electric estate could be all the real-world EV you 1.2 PureTech 75 72 106 14.9 58.9 124 3.0 Targa 4 380 179 4.4 26.9 239 standards. LxWxH 5125x1899x1493 Kerb weight 1990kg need. LxWxH 4544x1729x1509 Kerb weight 1532kg 1.2 PureTech 100 98 117 9.9 53.0 124-126 3.0 Targa 4S 444 189 3.8 26.4 244 3.0 S500 440 155 4.9 29.7-35.3 181-201 53kWh 154 115 7.7 214 0 1.2 PureTech 130 128 129 8.7 51.9 128 3.0 Targa 4 GTS 473 193 3.4 24.8-27.1 236-258 3.0 S580e 510 155 5.2 353.1 19 61kWh 154 115 7.7 250 0 50kWh e-208 136 93 8.1 194-217 0 4.0 GT3 503 199 3.4 21.7-21.9 283-304 3.0 S580 Maybach 503 144 4.8 26.2 253-265 1.5 BlueHDi 100 99 117 10.2 70 109-110 3.7 Turbo 572 199 2.8 23.5 271 6.0 V12 S680 Maybach 612 155 4.5 19.8 325 HS 5dr SUV £21,495–£32,595 AAACC 3.7 Turbo S 641 205 2.7 23.5 271 2.9 S350d 286 155 6.4 39.8-42.8 173-190 Goes big on metal for the money but covers its budget roots with 308 5dr hatch £24,000–£38,800 AAAAC 2.9 S400d 328 155 5.4 38.2-38.7 192-196 mixed success. LxWxH 4574x1876x1664 Kerb weight 1489kg Brings electrification and design flair but retains the old model’s 911 Cabriolet 2dr open £96,635–£172,710 AAAAC dynamic character. LxWxH 4365x1850x1441 Kerb weight 1288kg Fewer compromises than ever, if rewarding only at full attack. 1.5 T-GDI 162 118 9.9 36.2-37.2 168 254 118 7.1 155.8 43 EQS 5dr saloon £99,995–£113,995 AAAAB 1.5 T-GDI PHEV 1.2 PureTech 130 131 130 9.7 52.1 122 LxWxH 4519x1852x1297 Kerb weight 1585kg Luxurious in every respect and a tantalising showcase for the 1.6 Hybrid 180 140 7.6 213-281 23-30 3.0 Carrera 380 180 4.4 27.2 236 future. LxWxH 5032x1899x1411 Kerb weight 2480kg ZS 5dr SUV £15,995–£33,995 AAACC 1.6 Hybrid 225 225 146 8.0 213-266 24-30 3.0 Carrera 4 380 180 4.4 26.9 238 108kW 450+ 4Matic 325 130 6.2 412-453 0 Much improved on previous MGs, but still lacks the sophistication 1.5 BlueHDi 131 129 10.6 65.4 113-114 3.0 Carrera S 444 190 4.4 27.4 233 of its closest rivals. LxWxH 4314x1809x1611 Kerb weight 1190kg 3.0 Carrera 4S 444 188 3.6 26.6 241 AMG GT 2dr coupé/open £108,390–£377,120 AAAAC 1.5 VTi-Tech 104 109 10.9 41.5 155 308 SW 5dr estate £25,200–£29,530 AAAAC 3.0 Carrera GTS 473 192 3.6 26.9 239 Million-dollar looks and a railgun V8, but extremely firm chassis 1.0T GDi 109 112 12.4 38.6 166 Blends character and practicality, without compromising on the 3.0 Carrera 4 GTS 473 191 3.5 25.0 244 affects its usability. LxWxH 4544x1939x1287 Kerb weight 1615kg 45kWh EV hatchback’s style. LxWxH 4635x2062x1442 Kerb weight 1345kg 3.7 Turbo 143 87 8.5 163 0 572 199 2.9 23.3 275 4.0 V8 GT 522 193-194 3.7-3.8 21.9-22.1 289-290 73kWh EV 156 108 8.4 273 0 1.2 PureTech 130 131 130 9.9 52.1 122 3.7 Turbo S 641 205 2.8 23.3 275 4.0 V8 GT R 577 198 3.6 22.1 289 1.6 Hybrid 180 139 7.7 213-281 25-30 MINI 4.0 V8 GT Black Series 718 202 3.2 22.1 292 1.6 Hybrid 225 225 146 7.6 213-266 26-30 Panamera 4dr saloon £72,715–£141,780 AAAAA 3dr Hatch 3dr hatch £16,605–£33,800 AAAAB 1.5 BlueHDi 131 129 10.9 65.0 113-114 Revamped big saloon is an absolute belter, making it almost the perfect grand tourer. LxWxH 5049x1937x1423 Kerb weight 1815kg AMG GT 4-Door Coupé 4dr saloon £141,855–£146,855 AAAAB Three-pot engines and cleverly designed interior make the Mini a superb choice. LxWxH 3821x1727x1414 Kerb weight 1190kg Four-door, four-wheel-drive GT is confusing to contemplate but 508 4dr saloon £27,865–£53,995 AAAAC 2.9 V6 325 168 5.6 27.7 232 impressive to drive. LxWxH 5054x1953x1447 Kerb weight 2100kg 1.5 One 101 121 10.1-10.2 49.6 130 Stylish and likeable but lacking the polish of more premium rivals. 2.9 V6 4 325 167 5.3 27.2 235 4.0 V8 GT63 S 4Matic+ 630 196 3.2 21.4-22.1 294-298 1.5 Cooper 134 130 7.8-7.9 48.7-49.6 130-132 LxWxH 4750x1859x1430 Kerb weight 1535kg 2.9 V6 4S 434 183 4.3 27.4 234 2.0 Cooper S 189 145-146 6.7-6.8 44.1 145 1.2 PureTech 130 131 127 8.1 49.1 129 2.9 V6 4 E-Hybrid 456 174 4.4 78.5-85.6 60 GLA 5dr SUV £31,465–£65,390 AAABC 2.0 John Cooper Works 227 152 6.1-6.3 39.8 160 1.6 Hybrid 223 155 8.3 166.0-235.0 27-38 2.9 V6 4S E-Hybrid 552 185 3.7 78.5-85.6 60 Not the most practical crossover but good looking and very decent 1.6 Hybrid PSE 355 155 5.2 141.2 42 4.0 V8 GTS 473 186 3.9 23.3 275 to drive. LxWxH 4417x1804x1494 Kerb weight 1395kg 5dr Hatch 5dr hatch £17,305–£25,700 AAAAB 1.5 BlueHDi 130 126 126 10.0 62.0 124 4.0 V8 Turbo S 621 196 3.1 22.1 289 1.6 GLA 180 120 124 8.7-9.0 35.3-40.4 151-155 Mini charm in a more usable package, but still not as practical as 4.0 V8 Turbo S E-Hybrid 690 196 3.2 97.4-104.6 62-66 1.6 GLA 200 152 134 8.1-8.4 34.9-39.8 151-155 rivals. LxWxH 3982x1727x1425 Kerb weight 1240kg 508 SW 5dr estate £30,515–£55,795 AAACC 1.3 GLA 250e 135 137 7.1 201.8 31 1.5 One 101 119 10.6 49.6 130 Bodystyle takes the edge off the 508’s style yet doesn’t fully Panamera Sport Turismo 5dr estate £77,895–£145,000 AAAAB 2.0 GLA 250 4Matic 204 143 6.6 32.5-35.8 172-174 1.5 Cooper 134 129 8.4 48.7-49.6 131-132 address practicality. LxWxH 4778x1859x1420 Kerb weight 1430kg The Panamera in a more practical form, and now it’s a good-looking beast. LxWxH 5049x1937x1428 Kerb weight 1880kg 2.0 AMG GLA 35 4Matic 302 155 5.2 32.5 186-198 2.0 Cooper S 175 146 6.9 44.1-45.6 141-146 1.2 PureTech 130 131 127 8.3 49.1 129 2.0 AMG GLA 45 S 4Matic+ 415 155 4.3 28.8 215-224 1.6 Hybrid 223 155 8.3 166.0-235.0 27-38 2.9 V6 4 325 163 5.3 26.4 242 2.0 GLA 200d 150 127 8.6-8.9 52.3 121 Convertible 2dr open £21,305–£30.515 AAABC 1.6 Hybrid PSE 355 155 5.2 141.2 42 2.9 V6 4S 434 180 4.3 26.4 242 2.0 GLA 220d 188 136 7.3 49.6 141-149 A fun open-top car but compromised on practicality and dynamics. 1.5 BlueHDi 130 126 129 10.1 62.0 127 2.9 V6 4 E-Hybrid 456 174 4.4 78.5-85.6 60 LxWxH 3821x1727x1415 Kerb weight 1280kg 2.9 V6 4S E-Hybrid 552 182 3.7 78.5-85.6 60 EQA 5dr SUV £43,495–£44,995 AAACC 1.5 Cooper 134 128 8.8 46.3 138-139 4.0 V8 GTS 473 181 3.9 22.8 280 A competent but entirely average electric SUV. For the money, we 2.0 Cooper S 175 143 7.2 42.2 151 4.0 V8 Turbo S 621 196 3.1 21.7 295 expect better. LxWxH 4463x1834x1624 Kerb weight 1965kg 2.0 John Cooper Works 227 150 6.6 39.2 165 4.0 V8 Turbo S E-Hybrid 690 196 3.2 94.2-97.4 65-69 67kWh 250 188 99 8.5 255-264 0 67kWh 300 4Matic 228 99 7.7 260-268 0 Clubman 5dr hatch £23,005–£36,255 AAAAC Taycan 4dr saloon £72,905–£139,335 AAAAB 67kWh 350 4Matic 292 99 6.0 268 0 Cheery and alternative Mini ‘six-door’ takes the brand into new First all-electric Porsche shows the rest of the world how it should
territory. LxWxH 4253x1800x1441 Kerb weight 1375kg
AAABC 1.5 Cooper 134 128 9.2 47.1 136-137 Boxy SUV mixes rough-and-tumble styling cues and seven-seat 2.0 Cooper S 175 142 7.3 42.2 152-153 versatility. LxWxH 4634x1834x1659 Kerb weight 2085kg 2.0 John Cooper Works All4 302 155 4.9 38.2 169 1.3 GLB 200 160 129 9.1 40.4 160-165 2.0 AMG GLB 35 302 155 5.2 32.5 198 Countryman 5dr hatch £24,805–£37,825 AAABC 2.0 GLB 200d 148 127 9.0 47.9 149-156 Bigger than before, but still more funky than useful. Still not all that 2.0 GLB 220d 188 135 7.6 47.9 156-158 pretty, either. LxWxH 4299x2005x1557 Kerb weight 1440kg 1.5 Cooper 136 124 9.7 44.8 143 1.5 Cooper All4 136 122 10.3 40.9 157-158 1.5 Cooper S E All4 PHEV 217 122 6.8 156.9 41 2.0 Cooper S 192 140 7.5-7.6 42.2-42.8 151-152 2.0 Cooper S All4 192 138 7.6 40.4 158-159 2.0 John Cooper Works All4 302 155 5.1 37.2 174
GLB 5dr SUV £36,945–£50,205
76 AUTOCAR.CO.UK 30 MARCH 2022
M600 2dr coupé £248,000–£287,600
be done. LxWxH 4963x1966x1381 Kerb weight 2305kg 79kWh 79kWh 4S 93kWh 93kWh 4S 93kWh GTS 93kWh Turbo 93kWh Turbo S
405 527 472 563 590 670 751
143 155 143 155 155 161 161
5.4 4.0 5.4 4.0 3.7 3.2 2.8
220-268 252 253-301 287 273 280 256
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Taycan Cross Turismo 5dr estate £81,555–£140,415 AAAAB
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Superb 5dr hatch £26,415–£42,560
Melds together two vehicle types, and somehow hangs together, brilliantly. LxWxH 4974x2144x1409 Kerb weight 2320kg
Another great Czech value option that’s big on quality and space if not on price. LxWxH 4869x1864x1469 Kerb weight 1340kg
93kWh 4 93kWh 4S 93kWh GTS 93kWh Turbo 93kWh Turbo S
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
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
AAAAB
Macan 5dr SUV £49,745–£66,735
Spookily good handling makes this a sports utility vehicle in the purest sense. LxWxH 4696x1923x1624 Kerb weight 1770kg 2.0 3.0 V6 S 3.0 GTS
263 377 438
144 161 169
6.4 4.8 4.5
26.4 25.4 25.0
228 251 255
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
enormous boot. LxWxH 4856x1864x1477 Kerb weight 1365kg
Mii Electric 5dr hatch £22,800
appeal all of its own. LxWxH 4931x1983x1676 Kerb weight 2030kg A creditable effort and a notable improvement in form, with plenty 3.0 V6 335 150 6.0 22.6-24.4 263-283 of niche appeal. LxWxH 4282x1816x1459 Kerb weight 1202kg 456 428 453 533 671 632
157 163 168 178 183 186
5.1 5.0 4.5 3.9 3.8 3.1
76.3-88.3 21.9-23.5 20.2-21.2 20..0-20.9 68.9-74.3 20.0
73-85 271-292 302-318 307-319 87-92 319
1.0 TSI 110 1.0 eTSI 1.5 TSI EVO 130 1.5 TSI EVO 150 2.0 TSI EVO 190 1.4 eHybrid PHEV 2.0 TDI 150
108 108 128 148 188 201 113
122 119 129 135 144 137 124
10.9 10.8 9.4 8.7 7.4 7.5 10.2
51.4-52.3 50.4-51.4 49.6-51.4 48.7 42.2 235.4 64.2-65.7
123-126 124-129 124-128 133 131-154 26-28 113-115
RADICAL
AAABC
Rapture 0dr open £110,000
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
Leon Estate 5dr estate £23,065–£37,470 Good-looking and responsive hatchback-turned-estate. LxWxH 4549x1816x1454 Kerb weight 1236kg
NA
1.0 TSI 100 1.0 eTSI RXC GT 2dr open £145,000 AAABC 1.5 TSI EVO 130 Designed for pounding around a track; out of its element on the 1.5 TSI EVO 150 road. LxWxH 4300x1960x1127 Kerb weight 1125kg 2.0 TSI EVO 3.5 V6 400 400 179 2.8 NA NA 1.4 eHybrid PHEV 3.5 V6 650 650 180 2.7 NA NA 2.0 TDI
108 108 128 148 188 201 113
124 124 130 135 145 137 124
11.2 10.9 9.7 8.9 7.6 7.5 10.5
AAAAC
49.6-51.4 49.6 49.6-51.4 47.9-48.7 42.2 235.4 64.2-65.7
126-129 130 125-128 132-133 151-152 26-28 114-116
Yeti replacement may not have its forebear’s quirkiness, but it’s brilliant otherwise. LxWxH 4382x1841x1603 Kerb weight 1265kg 1.0 TSI 110 1.5 TSI 150 20 TSI 190 4x4 2.0 TDI 116 2.0 TDI 150 2.0 TDI 150 4x4
108 148 188 114 148 148
117 126 132 118 127 121
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
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Cute and rugged-looking 4x4 city car capable of tackling roads bereft of asphalt. LxWxH 3700x1660x1595 Kerb weight 855kg 1.2 Dualjet 12V 1.2 Dualjet 12V Allgrip
83 83
103 103
12.7 12.8
52.3 48.6
110-112 121 AAABC
Swift 5dr hatch £14,999–£22,070
Given mature looks, more equipment and a hybrid powertrain, but it’s no class leader. LxWxH 3840x1735x1495 Kerb weight 890kg 82 82 129
112 106 130
13.1 13.8 9.1
59.7 52.3 50.4
106 121 125 AAABC
Swace 5dr estate £27,499–£29,299
Rebadged Toyota Corolla Touring Sports serves as a useful addition to Suzuki’s line-up. LxWxH 4655x1790x1460 Kerb weight 1420kg 1.8 Hybrid
120
112
11.1
64.2
99 AAABC
Vitara 5dr SUV £22,249–£27,049
Utterly worthy addition to the class drives better than most. LxWxH 4175x1775x1610 Kerb weight 1075kg 1.4 Boosterjet 48V 127 1.4 Boosterjet 48V Allgrip 127
118 118
9.5 10.2
52.7 45.2
128 140 AAACC
SX4 S-Cross 5dr SUV £24,999–£29,799
Latest round of updates help keep it a decent budget offering. LxWxH 4300x1785x1593 Kerb weight 1305kg
1.4 Boosterjet 48V 127 AAAAC 1.4 Boosterjet 48V Allgrip 127
Karoq 5dr SUV £23,675–£35,660
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1.2 Dualjet 83 12V AAAAC 1.2 Dualjet 83 12V Allgrip Even more commendable than above, primarily thanks to its 1.4 Boosterjet 48V Sport S E AT
p)
Ignis 5dr hatch £14,449–£17,999
Superb Estate 5dr estate £27,695–£43,000
1.5 TSI 150 148 132 9.2 40.9-45.6 141-157 AAABC 2.0 TSI 190 188 143 7.7 39.8-40.9 162-168 Cayenne 5dr SUV £63,230–£129,370 AAAAB Not as desirable or plush as the e-Up but nearly as good to drive. 2.0 TSI 280 4x4 276 155 5.3 33.2-34.0 188-194 LxWxH 3557x1643x1474 Kerb weight 1160kg Refreshed look, improved engines and interior, and a better SUV 1.4 iV PHEV 215 140 7.8 148.7-188.3 33-42 overall. LxWxH 4926x2194x1673 Kerb weight 2175kg 37kWh electric 81 81 12.3 162 0 2.0 TDI 150 148 133 9.2 53.3-57.7 129-140 3.0 V6 335 152 6.2 22.6-24.6 259-283 2.0 TDI 200 197 145 7.9 49.6-51.4 140-144 3.0 V6 E-Hybrid 456 157 5.0 76.3-91.1 71-83 Ibiza 5dr hatch £16,495–£20,605 AAAAB 2.0 TDI 200 4x4 197 142 7.3 47.9 157 2.9 V6 S 340 152 6.2 21.9-23.9 268-292 Reinvigorated Ibiza is more mature and takes the class honours 4.0 V8 GTS 453 168 4.8 20.0-21.2 301-219 from the Fiesta. LxWxH 4059x1780x1444 Kerb weight 1091kg Kamiq 5dr SUV £19,095–£26,075 AAABC 4.0 V8 Turbo 542 178 4.1 20.0-20.9 305-319 1.0 MPI 80 79 106 14.6 50.4-52.3 122-128 Skoda’s supermini platform has birthed a practical but predictable 4.0 V8 S E-Hybrid 671 183 3.8 68.9-74.3 86-92 1.0 TSI 95 93 113 10.9 52.3 124-125 compact crossover. LxWxH 4241x1793x1553 Kerb weight 1251kg 1.0 TSI 110 109 121 10.3 51.4 123-124 1.0 TSI 95 93 112 11.1 49.6 129 Cayenne Coupé 5dr SUV £67,880–£146,210 AAAAC 1.0 TSI 115 112 120 9.9 47.1-49.6 130-136 Little different to drive from the standard car but certainly has an Leon 5dr hatch £20,855–£36,190 AAAAC 1.5 TSI 150 148 132 8.3 46.3-47.9 133-139 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
Po
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10.2 10.2
53.2 46.3
120 139 AAABC
Across 5dr SUV £45,599
Rebadged Toyota PHEV plunges Suzuki convincingly into several new segments. LxWxH 4635x1855x1690 Kerb weight 1915kg 2.5 PHEV
182
112
6.0
282.4
22
TESLA
AAAAB
Model S 5dr hatch £91,980–£118,980
Large range makes it not only a standout EV but also the future of Enyaq iV 5dr SUV £34,510–£46,610 AAAAC luxury motoring. LxWxH 4978x1963x1445 Kerb weight 2108kg Practical, rangy, and well priced. Hits a sweet spot in the EV Long Range 670 155 3.1 405 0 market. LxWxH 4649x1879x1621 Kerb weight 1917kg Plaid 1020 200 2.0 396 0 62kWh 60 82kW 80 82kWh 80x Sportline
177 201 263
99 99 99
8.7 8.5 6.9
256 331 303
0 0 0
AAAAC
Model 3 4dr saloon £40,990–£59,990
Lowest-price, biggest-volume Tesla yet arrives in the UK after wooing the US. LxWxH 4694x1849x1443 Kerb weight 1726kg
AAAAC Standard Plus 320 140 5.3 267 0 Long Range 434 145 4.2 360 0 Performance 522 162 3.1 352 0 37.2-39.2 164-172 32.1-32.5 196-200 Model X 5dr SUV £98,980–£110,980 AAAAB 32.5 198 A genuine luxury seven-seat electric SUV that also has a large 46.3-47.9 154-161 range. LxWxH 5036x2070x1684 Kerb weight 2459kg 44.8-47.9 155-165 Long Range 670 155 3.8 348 0 41.5-42.5 175-178 Plaid 1020 163 2.5 340 0
Kodiaq 5dr SUV £28,195–£45,170
Skoda’s first seven-seat SUV is a viable alternative to a traditional MPV. LxWxH 4697x1882x1676 Kerb weight 1430kg
Arona 5dr SUV £19,260–£25,045 AAAAC 1.5 TSI 150 148 123 9.3 AAABC Seat’s second SUV doesn’t disappoint, with it taking charge of the 2.0 TSI 190 4x4 188 TBC TBC class dynamically. LxWxH 4138x1780x1543 Kerb weight 1165kg Zany solution to personal mobility is suitably irreverent and 2.0 vRS 242 144 6.6 impractical. LxWxH 2338x1381x1454 Kerb weight 474kg 1.0 TSI 95 93 107 11.2 51.4 124 2.0 TDI 150 148 123 9.8 6kWh 17 50 na 62 0 1.0 TSI 115 113 113 9.8-10.0 47.9-53.3 121-134 2.0 TDI 150 4x4 148 120 9.6 1.5 TSI EVO 150 148 127 8.3 44.8-45.6 140-143 2.0 TDI 200 4x4 197 131 7.8 Zoe 5dr hatch £30,095–£34,795 AAABC S M A R T A far more practical zero-emission solution. Attractive price, too. Ateca 5dr SUV £24,560–£36,570 AAAAB LxWxH 4084x1730x1562 Kerb weight 1470kg Seat’s first SUV is very good. So good, in fact, it’s a Qashqai beater. EQ Fortwo 3dr hatch/open £21,700–£27,995 AABCC LxWxH 4363x1841x1601 Kerb weight 1280kg 50kWh R110 107 84 11.4 233 0 Pricey, EV-only two-seater has urban appeal but is short on 50kWh R135 132 87 9.5 232 0 1.0 TSI 110 108 112 11.4 44.1-46.3 139-146 performance. LxWxH 2695x1663x1555 Kerb weight 1085kg 1.5 TSI EVO 150 148 124 8.5 42.2-43.5 149-152 17kWh 79 81 11.6-11.9 81-84 0 Clio 5dr hatch £16,200–£23,600 AAAAC 2.0 TSI 190 188 133 7.0 34.9-35.3 181-183 Plusher, smoother and much more mature. A car of substance as 2.0 TDI 116 114 115 10.9 54.3-55.4 135-137 EQ Forfour 5dr hatch £22,295–£23,445 AABCC well as style. LxWxH 4047x1728x1440 Kerb weight 1148kg 2.0 TDI 150 148 126 9.3 55.4-58.9 141-166 Four doors bring more mainstream practicality, but still hobbled by 1.0 SCe 65 64 99 17.1 54.3 117 2.0 TDI 150 4Drive 148 122 8.7 47.1-48.7 141-166 low range. LxWxH 3495x1665x1554 Kerb weight 1200kg 1.0 TCe 90 88 112 12.2 54.4 117 17kWh 79 81 12.7 84 0 1.6 E-Tech Hybrid 138 112 9.9 65.7 96 Tarraco 5dr SUV £30,080–£43,350 AAAAC R E N A U LT
Twizy 2dr hatch £11,995–£12,695
AAAAC
Model Y 5dr SUV £54,935–£64,935
A compelling proposition, with respectable dynamics and a long range. LxWxH 4751x2129x1624 Kerb weight 2072kg Long Range Performance
434 563
133 155
5.0 3.5
315 303
0 0
T OYO TA
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Aygo 3dr hatch £13,145–£15,695
Impactful styling does a lot to recommend it, but not as refined nor as practical as some. LxWxH 3455x1615x1460 Kerb weight 840kg 1.0 VVT-i
71
99
13.8
56.5
114
S S A N G YO N G Seat’s largest SUV brings a hint of youthful exuberance to a Mégane 5dr hatch £21,960–£38,035 AAABC practical category. LxWxH 4735x1839x1674 Kerb weight 1845kg Tivoli 5dr SUV £14,360–£21,860 AAABC Yaris 5dr hatch £20,210–£24,420 AAABC Stylish and refined but bland. Trophy-R hot hatch an altogether 1.5 TSI EVO 150 148 124 9.9 38.7-41.5 155-166 Trails the Duster as the best-value small crossover – but not by Stylish interior but ultimately a scaled-down version of bigger different prospect. LxWxH 4359x1814x1447 Kerb weight 1340kg 2.0 TSI 4Drive 190 Toyotas. LxWxH 3495x1695x1510 Kerb weight 1310kg 188 130 8.0 31.0-31.7 201-207 much. LxWxH 4195x1795x1590 Kerb weight 1270kg
1.6 E-Tech PHEV 1.8 RS 300
153 298
109 9.4 162-163 5.4-5.7
235.4 34.9
Mégane Sport Tourer 5dr estate £30,995–£32,995
28 184 AAABC
2.0 TSI 245 2.0 TDI 150 2.0 TDI 200 4Drive
242 148 197
142 124 130
6.2 10.2 7.8
32.1-32.8 195-200 49.6-52.3 144-150 41.5-42.8 172-178
1.2P 128 1.5P 163 1.6D 136
126 160 130
112 112 108
10.6 tbc tbc
47.9 42.8 50.4
158 161-164 145
1.5 VVT-i Hybrid
114
109
9.7
65.7-68.9 92-98 AAAAA
GR Yaris 5dr hatch £30,020–£33,520
Focused, exhilarating all-wheel-drive hot hatch is the most exciting Stylish and refined estate car is still bland like the hatch. Smaller Korando 5dr SUV £20,420–£32,770 AAACC Toyota in ages. LxWxH 3995x1805x1455 Kerb weight 975kg than its predecessor. LxWxH 4626x1814x1457 Kerb weight 1409kg Fabia 5dr hatch £14,905–£19,330 AAAAC Competitive towing capabilities and generous kit, but still lacks 1.6 AWD 253 143 5.5 TBC 186 dynamics. LxWxH 4450x1870x1629 Kerb weight 1610kg 1.6 E-Tech PHEV 153 111 9.8 217.3 29-30 Strong ergonomics and fine road manners – if you buy one of the more powerful models. LxWxH 4108x1780x1459 Kerb weight 1119kg 1.5 GDI-Turbo 160 119 12.0 37.2 172 Yaris Cross 5dr SUV £22,515–£30,545 AAABC Captur 5dr SUV £19,300–£32,695 AAAAC 1.0 MPI 65 63 106 15.9 55.4-58.9 114 1.6 D 2WD 133 112 12.0 45.2 159-164 A credible compact SUV, buoyed by good driving dynamics and efficiency. LxWxH 4180x1765x1595 Kerb weight 1175kg Jacked-up Clio is among the better downsized options. Stylish and 1.0 MPI 80 78 111 15.5 55.4 116 1.6 D 4WD 133 112 12.0 41.5 178 fluent-riding. LxWxH 4122x1778x1566 Kerb weight 1184kg 1.0 TSI 93 121 10.6 55.4 115-116 1.5 Hybrid 114 106 7.0 56.5-64.2 100-112 1.0 TCe 90 1.3 TCe 140 1.6 E-Tech Hybrid 1.6 E-Tech PHEV
89 138 140 156
104 122 106 107
8.7 9.2 10.6 10.1
47.9 48.7 56.5 217.3
133-134 134-135 113-114 30-33
S KO DA
1.0 TSI 110
127
9.7
57.6
113-127
AAACC 1.5 Hybrid AWD
Musso 5dr SUV £28,128–£37,728
Practical pick-up has a refined engine and direct steering, but ride Fabia Estate 5dr estate £17,640–£19,090 AAAAC needs refinement. LxWxH 5095x1950x1840 Kerb weight 2155kg Outgoing, previous-generation wagon still majors on boot space. 2.2d 181 178 115-121 12.2 28.2-31.8 231-261 LxWxH 4262x1732x1467 Kerb weight 1182kg
AAABC 1.0 TSI 95
Kadjar 5dr SUV £25,200–£28,200
109
94
115
10.9
50.4-52.3 121-126
106
7.3
55.4
115 AAAAC
Corolla 5dr hatch £24,485–£30,025
Rebranded hatch has rolling refinement, interior ambience and affable handling. LxWxH 4370x1790x1435 Kerb weight 1340kg
AAABC 1.8 VVT-i Hybrid
Rexton 5dr SUV £38,035–£40,705
Fine value, practical, decent to drive and good-looking, but the Qashqai is classier. LxWxH 4449x1836x1607 Kerb weight 1306kg
114
122
111
10.9
57.6-62.8 102-112
A vast improvement. Better on the road but without ditching its 2.0 VVT-i Hybrid 180 111 7.9 53.3-57.6 111-120 Scala 5dr hatch £17,585–£24,955 AAAAC argicultural roots. LxWxH 4850x1960x1825 Kerb weight 2102kg 1.3 TCe 140 138 124 9.8 45.6 143-147 Undercuts rivals on price and ushers in a sharp new design 2.2d 181 178 115 11.3-11.9 32.9 205-227 Corolla Touring Sports 5dr estate £25,755–£31,960 AAAAC language for Skoda. LxWxH 4362x1793x1471 Kerb weight 1381kg More practical estate bodystyle proves just as capable with hybrid SUBARU power. LxWxH 4650x1790x1435 Kerb weight 1440kg Arkana 5dr SUV £25,300–£30,900 AAABC 1.0 TSI 95 94 118 11.0 53.3 119-120 Showy styling clothes an eminently sensible but unspectacular 1.0 TSI 110 108 123 10.1 51.4-53.3 120-124 Levorg 5dr estate £34,810 AAACC 1.8 VVT-i Hybrid 122 111 11.1 56.5-62.8 103-113 car. LxWxH 4568x1820x1576 Kerb weight 1435kg 1.5 TSI 150 148 137 8.2 50.4-51.4 125-128 Impressively practical but only offered with an automatic gearbox 2.0 VVT-i Hybrid 180 111 8.1 53.3-56.5 112-121 and one trim. LxWxH 4690x1780x1490 Kerb weight 1568kg 1.3 TCe Mild Hybrid 140 138 127 9.8 48.7 132 1.6 E-Tech Hybrid 145
143
107
10.8
58.9
108
AAAAB 1.0 TSI 110 1.5 TSI 150 1.4 TSI iV PHEV 6.6 V12 624 155 4.6 18.5-18.6 347-348 1.4 TSI iV vRS PHEV 2.0 TSI vRS Dawn 2dr open £297,700–£337,900 AAAAB 2.0 TDI 116 Essentially as Wraith, except with a detuned engine and in elegant 2.0 TDI 150 convertible form. LxWxH 5295x1947x1502 Kerb weight 2560kg 2.0 TDI 200 vRS 6.6 V12 563 155 5.0 16.8-17.4 367-380 2.0 TDI 200 vRS 4x4
Wraith 2dr coupé £274,300–£314,500
An intimate and involving Rolls. Not as grand as some, but other traits make it great. LxWxH 5285x1947x1507 Kerb weight 2360kg
AAAAC
Ghost 4dr saloon £261,100–£293,500
‘A ffordable’ Rolls is a more driver-focused car than the Phantom. Still hugely special. LxWxH 5399x1948x1550 Kerb weight 2360kg 6.6 V12
563
155
4.9-5.0
that convinces. LxWxH 5341x2164x1835 Kerb weight 2730kg 563
155
5.2
17.3-18.1
355-370
113 148 201 242 242 114 148 197 197
129 143 136 139 155 131 143 154 150
10.5-10.8 8.5 7.7 7.3 6.8 10.3 8.7 7.4 6.8
Octavia Estate 5dr estate £22,680–£36,055
54.3-56.5 52.3-53.3 235.4 233.5 40.9 68.9 64.2-67.3 56.5 51.4
115-117 121-123 21 27 157 109 109-115 130 145
AAAAC
Class-leading amount of space and practicality. Comfortable, too. LxWxH 4667x1814x1465 Kerb weight 1247kg
18.5-18.6 347-348 1.0 TSI 110 1.5 TSI 150 Phantom 4dr saloon £378,700–£450,700 AAAAA 1.4 TSI iV PHEV Phantom takes opulent luxury to a whole new level. 1.4 TSI iV vRS PHEV LxWxH 5762x2018x1646 Kerb weight 2560kg 2.0 TSI vRS 6.75 V12 563 155 5.1-5.2 18.6-18.8 341-344 2.0 TDI 116 2.0 TDI 150 Cullinan 4dr SUV £279,100–£320,500 AAAAC 2.0 TDI 200 vRS Big, bold new 4x4 begins the next era for the brand, with a model 2.0 TDI 200 vRS 4x4 6.75 V12
AAAAC 2.0i
Octavia 5dr hatch £21,700–£36,720
Does comfort and practicality like no other. Good, frugal engines too. LxWxH 4689x1829x1470 Kerb weight 1225kg
R O L L S - R OYC E
113 148 201 242 242 114 148 197 197
125 139 136 139 155 128 139 152 147
10.6-10.9 8.4 7.8 7.3 6.8 10.4 8.8 7.4 6.8
53.3-54.3 50.4-52.3 256.8 217.3 40.4 67.3 62.8-65.7 55.4 50.4
118-119 123-126 30 27 159 111 112-118 132 147
148
121
11.7
32.6
196
AAAAC
Prius 5dr hatch £24,880–£29,540
Better all round compared with its predecessors. Challenging XV 5dr SUV £28,360–£33,680 AAACC looks, though. LxWxH 4540x1760x1470 Kerb weight 1375kg No-nonsense crossover doesn’t quite make enough sense. 1.8 VVT-i Hybrid 120 112 10.6 58.9-67.3 94-109 LxWxH 4450x1780x1615 Kerb weight 1355kg 1.6i 2.0i 2.0i e-Boxer
112 154 148
109 120 120
13.9 10.4 10.4
TBC 35.7 35.7
180 180 180 AAACC
Forester 5dr estate £36,360–£39,360
Solid, spacious and wilfully unsexy. A capable 4x4 nonetheless. LxWxH 4610x1795x1735 Kerb weight 1488kg 2.0i e-Boxer
148
117
11.8
34.7
AABCC
Outback 5dr estate £33,995–£39,495 Acceptable in isolation, but no class leader. LxWxH 4815x1840x1605 Kerb weight 1612kg 2.5i
172
130
10.2
185
33.0
193
Prius Plug-in Hybrid 5dr hatch £32,645–£34,745
AAAAC
Plug-in version is clever and appealing. Seems more comfortable in its skin. LxWxH 4645x1760x1470 Kerb weight 1530kg 1.8 VVT-i Hybrid
120
101
11.1
188.3-217.3 29-35 AAAAC
Mirai 4dr saloon £49,995–£64,995
A courageous endeavour, and one with the trappings of future acceptability. LxWxH 4975x1885x1470 Kerb weight 1905kg Hydrogen FCV
174
109
9.0
69.4mpkg 0 AAAAC
C-HR 5dr SUV £27,440–£33,570
Coupé-shaped crossover certainly turns heads and impresses on the road. LxWxH 4360x1795x1565 Kerb weight 1320kg 1.8 Hybrid 2.0 Hybrid
119 181
105 112
11.0 8.2
57.7-58.9 109-110 53.3-54.3 119 AAACC
RAV4 5dr SUV £31,095–£50,895
A solid option but ultimately outgunned by Korean competition. LxWxH 4605x1845x1675 Kerb weight 1605kg 2.5 Hybrid 2.5 Hybrid AWD 2.5 PHEV
194 194 302
112 112 112
8.4 8.1 6.0
50.4-51.3 126-131 47.9-48.7 131-134 TBC TBC
30 MARCH 2022 AUTOCAR.CO.UK 77
N E W CAR PR I CES W H AT ’ S C O M I N G W H E N
Po
we
h r (b
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To
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sp
d ee
(m
ph
)
0-6
0
m /62
ph Ec
o
no (M
my P
a G/r
e ng
)
C
(g O2
) /km
AAABC
Land Cruiser 5dr SUV £42,405–£57,680
Po
we
h r (b
p)
To
p
sp
d ee
(m
ph
)
0-6
0
m /62
ph Ec
o
201
109
12.7
125kW 52kWh AAABC 150kW 77kWh Seven-seater bucks the trend of large hybrid SUVs being of the 220kW GTX
plug-in variety. LxWxH 4966x1930x1755 Kerb weight 2050kg 244
112
8.3
39.8
159-160
C
(g O2
) /km
170 204 299
99 99 112
9.0 8.5 6.2
Passat 4dr saloon £28.205–£40,820
213 317 301
0 0 0
Mazda CX-60 On sale September, price £43,950 Mazda has a new flagship SUV, heralding an evolved design language, a new platform and its first plug-in hybrid powertrain. This combines a 2.5-litre four-cylinder atmo petrol engine with an electric motor and a 17.8kWh battery for 323bhp and a 37-mile electric-only range. The CX-60 will also be offered with a pair of new straight-six mild-hybrid engines, one petrol and one diesel. The new platform is said to make the SUV engaging to drive, thanks to rear drive, an optimised weight distribution and the MX-5’s ‘posture control’ tech. Its interior, meanwhile, is claimed to be even plusher.
APRIL
Alpina B4 Gran Coupé, D4 Gran Coupé, Aston Martin DBX 707, V12 Vantage, Bentley Flying Spur PHEV, BMW 2 Series Active Tourer, 8 Series update, X2 update, Bowler CSP 575, Citroën Ami, Cupra Born, DS 4, 4 Cross, Ford Fiesta update, Focus update, Genesis Electrified G80, GV60, GMA T50, Lamborghini Countach LPI 800-4, Land Rover Range Rover, Mercedes-AMG EQS 53, GT 63 S 4-Door Coupé E Performance, S63 S E Performance, SL 55, SL 63, Mercedes-Benz A-Class update, EQT, T-Class, Porsche 718 Cayman GT4 RS, 911 GT3 RS, Cayenne update, Macan T, Taycan GTS, Taycan Sport Turismo, Skoda Karoq update, Toyota GR86, Volkswagen ID 5, Multivan, T-Roc update, T-Roc Cabriolet update M AY
Citroën C5 X, Dacia Jogger, Mazda 2 Hybrid, Mercedes-AMG C63, Toyota Aygo X, Vauxhall Astra, Grandland update, Wey Coffee 01 JUNE
BMW M4 CS, Chevrolet Corvette Z06, Citroën C5 Aircross update, Dacia Spring EV, DS 7 Crossback update, Genesis Electrified GV70, Hyundai Ioniq 6, Jeep Grand Cherokee, Lotus Evija, Mercedes-Benz EQE, Morgan Super 3, Nissan Ariya, X-Trail, Ora Cat, Skoda Enyaq iV Coupé, Subaru Solterra, Toyota bZ4X J U LY
Alpina B3 update, D3 S update, BMW 3 Series update, Ferrari 296 GTB, Ineos Grenadier, Kia Niro, Niro EV, Lamborghini Urus update, McLaren Artura, Volkswagen ID Buzz AU G U S T
Cupra Formentor VZ5, Kia Xceed update, Lexus RZ, Vauxhall Astra Sports Tourer SEPTEMBER
Alfa Romeo Tonale, Maserati Grecale, Mazda CX-60, Renault Mégane E-Tech Electric, Toyota Corolla Cross
Lands blows on rivals with its smart looks, civilised refinement,
BMW iX M60, M3 Touring, X1, Honda Civic, Lamborghini Aventador replacement, Lucid Air, Mercedes-AMG One, Renault Austral N OV E M B E R
Audi E-tron update, E-tron Sportback update, BMW iX1, Ferrari SP3 Daytona, Honda Civic Type R, Hyundai Ioniq 5 N, Kia EV6 GT, Polestar 3, Toyota GR Corolla DECEMBER
Aston Martin DB11 update, DBS update, Vantage update, BMW i7, M2 Coupé, Z4 update, Ferrari Purosangue, Ford Ranger, Honda CR-V, Land Rover Defender 130, Lotus Emira, Mazda MX-30 REx, Mercedes-Benz GLC, Seat Tarraco update, Skoda Enyaq iV vRS, Toyota Prius, Volkswagen Amarok E A R LY 2 023
Aston Martin Valhalla, Audi Q6 E-tron, BMW XM, Fisker Ocean, Ford electric SUV, Lotus Eletre, Maserati Granturismo, Granturismo Folgore, Mini Countryman, hatchback, Porsche Macan EV, Rolls-Royce Spectre, Smart #1, Volkswagen Aero-B
AAABC
p
(m
ph
)
0-6
2 0/6
mp
h Ec
y e) o m ang o n MPG/r
(g/
km
)
CO 2
(
V O LV O
2.0 B5P 2.0 T8 Recharge PHEV
246 384
112 112
6.7 4.6
41.5 153 122.8-176.5 42
LxWxH 4761x1916x1427 Kerb weight 1729kg 2.0 B3 2.0 B4 2.0 B5 2.0 B6 2.0 T6 Recharge PHEV 2.0 B4D
161 197 246 297 335 197
112 112 112 112 112 112
9.1 8.0 6.8-6.9 6.0 4.6 7.6
40.9 41.5 37.7-40.4 36.2 362.6 47.0-50.4
155 152 157-170 175 18 146-156
Passat Estate 5dr estate £30,515–£42,845
AAAAC
AAAAC
V60 Cross Country 5dr estate £42,370–£42,970
All the Passat’s redeeming features in spacious, practical estate form. LxWxH 4767x2083x1516 Kerb weight 1395kg
Brings extra ride height, all-wheel drive and off-road body cladding. LxWxH 4784x1916x1499 Kerb weight 1792kg
1.2 75 1.2 100 50kWh E 1.5 Turbo D 102
1.5 TSI EVO 150 1.4 TSI GTE PHEV 2.0 TDI 122 2.0 TDI 150 2.0 TDI 200
2.0 B5P 2.0 B4D
72 97 132 98
108 121 93 117
13.2 9.9 8.1 10.2
53.3 48.7-52.3 209 70.0
125 126-134 0 109-110
AAAAC
Astra 5dr hatch £20,235–£26,925
Good handling and nice engines, but its working-class roots still show through. LxWxH 4370x1809x1485 Kerb weight 1244kg 1.2 Turbo 110 1.2 Turbo 130 1.2 Turbo 145 1.5 Turbo D 105 1.5 Turbo D 122
108 128 143 102 118
124 134 137 124 127-130
10.2 9.9 9.7 10.2 9.7-10.2
54.3 54.3 54.3 65.7 64.2
Astra Sports Tourer 5dr estate £21,190–£27,460 More composed and practical than the hatchback. LxWxH 4702x1809x1510 Kerb weight 1273kg 1.2 Turbo 130 1.2 Turbo 145 1.5 Turbo D 122
128 142 118
134 137 130
9.5 9.0 9.8
119 119 121-124 113 115
53.3 119 54.3 119 55.4-64.2 116-113
148 215 120 148 197
133 138 123 130-132 145
8.9 7.6 11.5 9.1 7.6
44.8-45.6 201.8 57.6 56.5-57.6 52.3
144-151 33 129 128-132 143
218 316 148 197 197
138 155 137 147 145
7.8 4.9 9.5 7.9 7.4
217.3 31.0 55.4-58.9 51.4-54.3 46.3
30-31 207 126-134 137-145 159
81 108 128 107 116
105 117 128 111 114
14.0 10.6 9.1 9.9 10.8
47.1 47.1 44.1-48.0 61.4 55.4
142 140 136-146 120 137
1.2 100 1.2 130 50kWh e 1.5 Turbo D 110
99 128 134 108
115 125 93 118
10.6 9.1 8.7 10.8
51.4 47.1-50.4 201 64.2-65.7
124 126-137 0 114
6.9 8.2
35.8 47.9
180 155 AAAAC
Volvo’s mid-sized exec majors on comfort, style and cruising ability. LxWxH 4963x2019x1443 Kerb weight 1665kg 384
112
5.1
TBC
2.0 B4P 2.0 B5P 2.0 B6P 2.0 T6 Recharge PHEV 2.0 B4D
197 246 297 335 197
112 112 112 112 112
7.9 6.9 6.2 5.9 8.8
TBC
40.9 36.6-40.4 34.4-36.2 TBC 44.8-49.5
Arteon Shooting Brake 5dr estate £36,110–£53,270 AAABC V90 Cross Country 5dr estate £51,785–£55,660 Hybrid option and estate bodystyle’s extra versatility enhance the Arteon’s appeal. LxWxH 4866x1871x1450 Kerb weight 1529kg
1.5 TSI 150 148 135 8.9 42.2-43.5 145-153 AAAAC 2.0 TSI 190 187 145 7.9 35.8-37.2 171-179 The good-looking and tech-filled Insignia makes an attractive 1.4 TSI eHybrid 218 138 7.8 217.3 31-32 proposition. LxWxH 4897x1863x1455 Kerb weight 1714kg 2.0 TSI R 4Motion 316 155 4.9 31.0 207 2.0 Turbo 200 197 146 7.2 37.7 171 2.0 TDI 150 148 135 9.4 54.3-57.6 128-136 2.0 GSi Turbo 230 228 147 7.0 35.8 179 2.0 TDI 200 197 145 7.9 50.4-53.3 139-147 1.5 Turbo D 122 120 127 10.7 61.4 121 2.0 TDI 200 4Motion 197 143 7.4 46.3 161 2.0 Turbo D 170 167 142 8.2 61.4 121 Touran 5dr MPV £29,750–£36,665 AAAAC Crossland 5dr SUV £17,555–£28,575 AAABC Dull overall, but it’s a capable MPV, well made and hugely refined. 1.2i 83 1.2i Turbo 110 1.2i Turbo 130 1.5 Turbo D 110 1.5 Turbo D 120
112 112
VW’s flagship saloon is well made and luxurious but rather bland to drive. LxWxH 4862x1871x1450 Kerb weight 1505kg V90 5dr estate £42,045–£58,300 AAAAC 1.5 TSI 150 148 137 8.9 42.8-44.8 144-151 Luxury estate takes on the 5 Series and the E-Class. Comfy and a 2.0 TSI 190 187 149 7.9 36.2-38.2 168-178 good cruiser. LxWxH 4936x2019x1475 Kerb weight 1679kg
Insignia 5dr hatch £24,330–£41,045
Still only a mid-pack player in a busy crossover market, but simple and easy to operate. LxWxH 4212x1765x1605 Kerb weight 1245kg
248 197
S90 4dr saloon £57,775–£58,550
AAABC 2.0 T8 Recharge PHEV
Arteon 4dr saloon £34,725–£51,765
1.4 TSI eHybrid 2.0 TSI R 4Motion 2.0 TDI 150 AAAAC 2.0 TDI 200 2.0 TDI 200 4Motion
LxWxH 4527x1829x1659 Kerb weight 1436kg 1.5 TSI EVO 150 2.0 TDI 150
148 148
118 11.4 128-129 9.3
T-Cross 5dr SUV £20,950–£28,710
158 159-175 178-184 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
196 196 181 AAAAC
XC40 5dr SUV £25,855–£56,700
Volvo’s take on the crossover aims to rival BMW, Mercedes and Audi. LxWxH 4425x1910x1658 Kerb weight 1626kg
1.5 T2 1.5 T3 1.5 T4 Recharge 1.5 T5 Recharge PHEV 39.8-40.9 154-162 2.0 B4P 50.4-52.3 142-147 2.0 B5P 69kWh Recharge AAAAB 78kWh Recharge
126 160 208 258 197 246 228 402
112 112 112 112 112 112 99 112
10.9 9.3-9.6 8.5 7.3 8.4 6.9 7.4 4.9
40.4 38.7-40.4 113-135 117.7-141.1 36.7-39.2 36.7 261 249
158 158-166 47-57 45-55 162-176 174-176 0 0
Compact crossover delivers a classy, substantial feel on UK roads. LxWxH 4108x1760x1584 Kerb weight 1270kg C40 Recharge 5dr SUV £57,400 AAABC 1.0 TSI 95 93 112 11.5 47.9 132-133 Kit will appeal to many but twin-motor potency isn’t a natural fit for Mokka 5dr SUV £20,940–£34,995 AAABC 1.0 TSI 110 108 117 9.9-10.4 42.8-48.7 132-149 relaxed dynamics. LxWxH 4431x1910x1582 Kerb weight 2185kg Radically overhauled crossover now comes with the option of 1.5 TSI EVO 150 147 124 8.5 46.3-47.1 136-138 78kWh Recharge 402 112 4.9 273 0 battery-electric power. LxWxH 4151x1791x1531 Kerb weight 1750kg AAAAC
T-Roc 5dr SUV/open £24,545–£42,190
AAABC
XC60 5dr SUV £42,485–£61,600
VW’s junior SUV is beguiling and sophisticated. It drives rather well, Looks like a small XC90 and carries on where the old one left off. A too. LxWxH 4234x1992x1573 Kerb weight 1270kg good, capable cruiser. LxWxH 4688x1999x1658 Kerb weight 1781kg
1.0 TSI 110 108 1.5 TSI EVO 150 148 Grandland 5dr SUV £25,500–£35,015 AAACC 2.0 TSI 4Motion 188 Does well to disguise its 3008 roots but too bland to stand out in a 2.0 TSI R 300 4Motion 298 congested segment. LxWxH 4477x2098x1609 Kerb weight 1350kg 2.0 TDI 115 113 1.2 Turbo 130 128 117 10.9-11.1 45.6 141-147 2.0 TDI 150 148 1.6 Hybrid 223 140 8.6 192.0-210.0 34 1.5 Turbo D 130 128 119 10.2 54.3 136 Tiguan 5dr SUV £27,915–£46,220
115 127 135 155 116 124
10.8 8.3-9.6 7.2 4.9 10.4 8.8-10.8
43.5-46.3 40.9-47.9 36.2 31.7 56.5-60.1 50.4-53.3
133-146 144-158 177-178 201 137-146 140-146
2.0 B5P 2.0 T6 Recharge PHEV 2.0 T8 Recharge PHEV 2.0 B4D
246 335 384 194
112 112 112 112
6.9 5.9 5.5 8.3
36.7-38.1 282.1 282.1 44.8-45.5
168-176 23-64 25-64 161-166
AAAAC
XC90 5dr SUV £56,635–£76,775
Clever packaging, smart styling, good to drive: Volvo’s closest thing AAAAC to a class leader. LxWxH 4950x2008x1776 Kerb weight 1961kg An improvement on the previous model and will continue to sell by 2.0 B5P 246 112 7.7 32.4 198 Combo Life 5dr MPV £23,015–£28,460 AAABC the bucketload. LxWxH 4486x1839x1654 Kerb weight 1490kg 2.0 B6P 296 112 6.7 90.7 210 Van-based people carrier is usable, spacious and practical, if not 1.5 TSI EVO 130 128 119 10.2 44.1-44.8 143-146 2.0 T8 Recharge PHEV 384 112 5.8 217 28-76 very pretty to look at. LxWxH 4403x1841x1921 Kerb weight 1430kg 1.5 TSI EVO 150 148 126 9.2-9.3 38.2-42.2 143-168 2.0 B5D 232 112 7.6 41.5 178 1.2 Turbo 110 1.2 Turbo 130 1.5 Turbo D 100 1.5 Turbo D 130
108 128 99 128
109 115 107 115
11.9 12.3 12.7 10.6
40.9 40.3 52.3 51.3
156 157 142-145 144
Up 3dr/5dr hatch £13,250–£23,555 It’s no revolution, but VW’s hallmarks are in abundance. LxWxH 3600x1428x1504 Kerb weight 926kg 1.0 65 1.0 115 GTI e-Up
64 113 81
100 119 80
15.6 8.8 12.4
AAAAC
54.3 51.4 159
119 125-126 0
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
1.0 80 1.0 TSI 95 1.0 TSI 110 2.0 TSI GTI
78 93 108 204
106 116 121 149
15.4 10.8 9.9 6.5
51.4 48.7-53.3 53.3-54.3 39.8-41.5
125 120-127 118-119 155
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
36-44 187-192 225 146-157 163-171 172-177
AAAAC
VUHL
AAAAC
05 0dr open £59,995–£89,995
Mexican track-day special has a pleasingly pragmatic and forgiving chassis. LxWxH 3718x1876x1120 Kerb weight 725kg 2.0 DOHC Turbo 2.3 DOHC Turbo RR
285 385
152 158
3.7 2.7
NA NA
NA NA
WESTFIELD Has all the Tiguan’s sensibility and refinement, now with the bonus of seven seats. LxWxH 4486x1839x1654 Kerb weight 1490kg Sport 2dr coupé £19,950–£35,800 AAAAC 1.5 TSI EVO 150 148 123 9.5-10.0 37.2-39.2 164-176 Sport Turbo is very quick and fun but not a patch on the Caterhams. LxWxH TBC Kerb weight TBC 2.0 TSI 4Motion 188 132 7.7 32.5 193
2.0 TDI 150 AAAAC 2.0 TDI 150 4Motion A thorough going-over makes it more mature, but the Polo is still a 2.0 TDI 200 4Motion
bit boring. LxWxH 4053x1946x1461 Kerb weight 1105kg
242 188 316 148 148 197
Tiguan Allspace 5dr SUV £32,135–£45,295
Polo 5dr hatch £17,885–£26,430
148 148 197
126 9.7 123-124 9.8 132 TBC
44.8-47.1 164-165 41.5 177-179 40.4-41.5 176-184 AAAAC
Touareg 5dr SUV £56,240–£73,215
Hints of ritziness and sportiness don’t impinge on this functional luxury SUV’s appeal. LxWxH 4878x2193x1717 Kerb weight 1995kg
3.0 V6 TSI 340 3.0 V6 R 4Motion PHEV Golf 5dr hatch £23,860–£40,025 AAAAB 3.0 V6 TDI 231 New strengths and familiar ones carry it back to the class lead, but 3.0 V6 TDI 286
335 462 228 282
155 155 135 148
5.9 5.1 7.5 6.1
1.6 Sigma 1.6 Sigma 2.0 Duratec 2.0 Ecoboost
135 155 200 252
TBC TBC TBC TBC
TBC TBC TBC TBC
NA NA NA NA
NA NA NA NA AAABC
Mega 2dr coupé £16,950
Mega engine makes it rapid, but isn’t as fun as Caterham’s R range. 25.2-25.7 249-252 And you have to build it yourself. LxWxH TBC Kerb weight TBC 97.4 66-68 33.6-34.4 214-219 33.6-34.9 213-219
2.0 VTEC S2000
240
TBC
TBC
NA
NA
ZENOS
AAAAB
only marginally. LxWxH 4284x1789x1492 Kerb weight 1231kg
E10 0dr coupé £26,995–£39,995
1.0 TSI 110 1.5 TSI EVO 130 1.5 TSI EVO 150 1.5 eTSI EVO 150 1.4 TSI eHybrid 1.4 TSI GTE 2.0 TSI GTI 2.0 TSI 300 GTI 2.0 TSI 320 R 4Motion 2.0 TDI 115 2.0 TDI 150 2.0 TDI 200 GTD
The latest in a long line of mid-engined British marvels. Expect a dedicated following. LxWxH 3800x1870x1130 Kerb weight 700kg
108 128 148 148 201 242 242 296 296 113 148 197
126 130 139 135 137 140 155 155 155 126 139 152
10.2 9.1 8.9 8.9 7.4 6.7 6.4 5.6 4.7 10.2 8.8 7.1
53.3 51.4-53.3 50.4-51.4 47.9-49.6 235.4 235.4 38.2 38.2 36.2 67.3-68.9 64.2 54.3
121 121-124 124-128 129-133 21-26 27-28 169 167 177 107-110 116-117 137
AAAAC
A very mature electric car whose substance of engineering is central to its appeal. LxWxH 4261x1809x1568 Kerb weight 1730kg 110kW 45kWh 107kW 58kWh 150kW 58kWh 150kW 77kWh
78 AUTOCAR.CO.UK 30 MARCH 2022
To
sp
d ee
Improved in many ways but lacks the appeal to match its price. EV is more likeable. LxWxH 4060x1765x1433 Kerb weight 1141kg
ID 3 5dr hatch £29,635–£38,815
bZ4X large SUV is first electric Toyota
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VA U X H A L L
Corsa 5dr hatch £17,015–£33,545
V O L K S WA G E N OCTOBER
Po
we
h r (b
V60 5dr estate £34,835–£48,150 AAAAB AAAAC Spacious and comfortable, with a characterful, Scandi-cool design.
AAAAC quality and usability. LxWxH 4767x2083x1476 Kerb weight 1367kg Brings welcome muscle, fun and variety to the affordable sports 1.5 TSI EVO 150 148 137 8.7 46.3-47.9 139-146 car class. LxWxH 4379x1292x1854 Kerb weight 1541kg 1.4 TSI GTE PHEV 215 138 7.4 217.3 30 2.0i 250 155 5.2 38.7 167 2.0 TDI 122 120 127 11.3 58.91 125 3.0i 335 155 4.3 34.5 188 2.0 TDI 150 148 139 8.9 58.9-60.1 124-127 2.0 TDI 200 197 147 7.4 53.3 138
GR Supra 2dr coupé £46,010–£54,365
All dates are approximate and subject to change
P
)
Impressively refined and versatile SUV marks VW out as a maker of S60 4dr saloon £40,345–£47,475 AAAAC fine electric cars. LxWxH 4584x1852x1640 Kerb weight 1890kg Fresh-faced saloon now sits comfortably among the ranks of its German peers. LxWxH 4761x1916x1437 Kerb weight 1616kg 29.1-31.0 239-250 109kW 52kWh 148 99 10.9 213 0
Highlander 5dr SUV £50,610–£52,590 2.5 Hybrid
(M
a G/r
e ng
AAAAC
ID 4 5dr SUV £34,995–£55,555
Likeably simple, functional, and worth considering if you need a dual-purpose SUV. LxWxH 4335x1885x1875 Kerb weight 2010kg 2.8 D-4D
no
my
148 143 201 201
99 99 99 99
8.9 9.6 7.3 7.9
217 263 261 336
0 0 0 0
2.0 Ecoboost S 2.3 Ecoboost R
250 350
145 155
4.0 3.0
NA NA
NA NA
SILVERSPEED
URGENTLY D! WANTGESH ORT
INTERESTIN NUMBER PLATESs short dateless registrationg cash paid and not sellin on your behalf
WANTED!
low mileage interesting cars for cas h!!!
Dealers in quirky cars and great plates at realistic prices We only sell plates we own. Good old fashion service. Been in the business 25 years.
Tel 07961 808069 • Email alspeed@live.co.uk PREMIUM RANGE NUMBER 1 PLATES– NEW STOCK! ::: SPECIAL SELECTION ::: REDUCED!!! AMAZING OPORTUNITY
818M 440A £34,995
6AE
DVLA AUCTION FEB 22 sold 313M @£39k!!)
£27,995
£39,995
G70
14 O
ch8
£99,995 (GTO!)
£POA
£POA
GREAT SHORT
GREAT VALUE
PLATES
10XWE
£8995 (NICK!)
2 RHT £7995
VNV 3 £6995
3 VYJ £3995
3 OJX £3995
4 NYJ
£1995 £1995
934 EL
£1995
£3995
44 OAY
88 YHB
44 XAM
88 HXE
£1995
£1995
£1995
£2495
FUN PLATES
60 XKY
100 vo
£1995
66 NRY
£6995
£3995
£1995 (HENRY)
101 AE
5 DPE
80 VXP
650 AA
£5995
R77 AAS £250 YI2I ABC £350 T26 ABE £250 L29 ABE £350 N28 ACC £350 PI2I ACC £250 K3I ACH £350 PI2I ACH £350 K27 ADB £350 P23 ADH £250 RE03 ADS £250 K28 AEB £350 N23 AFC £350 TII AFD £I50 NII AFR £I50 J700 AGR £350 AGZ II2 £350 N836 AJB £350 K32I AJD £350 J26 AJG £350 KI2I AJG £250 K27 AJJ £350 J28 AJT £350 N8 AKP £250 N3I AKS £350 P888 AKS £250 P2I AKY £250 K28 AKY £350 AKZ 646 £250 NI2I ALC £350 K24 ALD £250 L3I ALD £350 R29 ALE £350 KI2I ALH £250 LI2I ALL £350 K26 ALP £350 PI2I ALP £350 RI2I ALP £350 K3I ALW £350 KI23 ALW £250 K23 AMF £350 BI2 AMK £250 KI2I AMM £350 N32I AMP £350 KI23 AMR £350 P24 AMT £250 K27 AMW £350 N32I AMW £250 SLI4 AND £I50 AO5I AND £250 HB53 ANS £250 L23 APB £350 K28 APC £350 N333 APC £250 K26 APH £350 N27 APH £250 P23 APS £350 P32I APS £250 K3I ARH £350 LI2I ARL £350 HE03 ARN £350 R32I ARR £350 N27 ARY £350 OX02 ASA £I50
£5995
£1995
K24 ASA £250 P90 ASA £350 LI0 ASB £350 K32I ASP £350 ASZ 2067 £I50 ASZ 2068 £I50 ASZ 2074 £75 RI2I ATH £350 T600 ATH £350 CO07 ATS £350 AXZ 565 £350 K2I AYY £350 AYZ 4473 £I50 XO02 BAB £I50 N28 BAB £350 PI2I BAB £350 WI6 BAC £350 H97 BAN £350 N900 BAS £250 K32I BAX £350 R400 BAY £250 P999 BAY £350 R24 BBB £350 K6 BCR £250 YI2I BEA £350 K23 BED £350 RI2I BED £350 R29 BER £350 RI2I BER £250 P27 BES £350 BEZ 2604 £250 BFZ 424 £250 BGZ 848 £250 BIG 7284 £350 K3I BJS £350 K25 BJW £350 PI2I BJW £250 KI2I BKR £350 K27 BOD £350 KI2I BOD £250 M28 BOS £350 SI5 BRA £350 P29 BRO £350 PI2I BRO £250 N400 BRO £350 N26 BRU £350 NI23 BRU £250 BSZ 434 £250 BSZ I046 £I50 BSZ I047 £I50 BSZ I059 £75 L32I BUC £350 M23 BUD £350 K26 BUK £350 K52 BUL £350 P32I BUL £250 BXZ 223 £250 BYZ 208I £75 OL04 CAB £I50 KI23 CAD £350 V222 CAD £350 P28 CAF £350 MO05 CAG £I50 KI23 CAG £350
K29 CAP WI0 CBR K28 CCH K27 CDB P26 CDS N24 CEC X2I CED K23 CEL T58 CFC Y400 CFC CFZ 353 CGZ 2I62 CGZ 4709 CGZ 47I0 PI2I CJC LI2I CJH P700 CJR KI2I CJW K28 CLC KI23 CLH K24 CLW SI2 CME TI2 CME L40 CMH K32I CMH P26 CML P28 CMM L23 CMR CNZ 3426 JD06 COB K24 COB N32I COB MI2I COM PA05 COS K28 COT JI0 CPD T7 CSA K698 CSL L29 CSM R3I CUT Y23 DAC Y400 DAD P28 DAF YI3 DAH LX06 DAV PL07 DAV J26 DAW XO02 DAY PI56 DAY P24 DCB P24 DCS M90 DDC L28 DDS KI2I DDS N28 DDY L2I DER K3I DER DI6 DET DEZ I5I0 DEZ 3329 N9 DFR DFZ 747 E7 DGD DGZ 535
80 AUTOCAR.CO.UK 30 MARCH 2022
£7995
£350 £350 £350 £250 £I50 £350 £250 £350 £350 £250 £250 £75 £I50 £I50 £350 £350 £350 £350 £350 £250 £350 £250 £I50 £350 £250 £250 £250 £350 £I50 £I50 £250 £350 £350 £250 £350 £I50 £350 £50 £250 £350 £350 £350 £250 £350 £250 £350 £350 £350 £250 £250 £350 £I50 £350 £350 £350 £350 £350 £250 £250 £I50 £250 £250 £250 £350
s1lag
£16,995
80 XYX £1995
£9,995
£12,995
CCU 1
£18,995
88 LXK
30 VYP
£34,995
VJV 1
£34,995
£29,995
NYK 2
£24,995
4OV
286 R 140 C £17,995
ULTIMATE INVESTMENTS JUS11N £12,995 1 VDN 1 VTv VPU 1 G1VME vgp 2 £19,995 £19,995 £14,995 £3,995 £4,995 1 NOB £39,995 1 XOX 100C 1 NOB 11 NOB spy 17 650 AA vgp 3 £39,995
975 AC £6995
996 KP £3995 NAME PLATES
£8495
M4X VW
£3995 (Range Rover?)
£5995
RAD1D
(MUSSA) £16995
INTERESTING PLATES
ROL15S
NAD74A
aam11f
MUS55A
(NADIA) £3995
993 jay
£12,995 (JUSTIN)
1998 AM
MUD93Y £7995 (Radio)
£5995
JUS11N
NICE INITIALS
£2995
£2995
51lla
givme
£6995
£3995
UDD1P
h00600H
£2995
YOU63F
MAA2A
(YOUSEF) £6995
(Mazza!) £4995
YOU 55
mad111x
£4995
£3995
FSZ I586 £75 N26 GAM £350 YIII GAN £350 M437 GAV £350 HI0 GCR £I50 GCZ 668 £250 X6 GDL £350 K27 GEF £250 Y29 GEF £250 K24 GEN £350 Y900 GER £250 GFZ 323 £250 LI5 GGB £I50 N55 GGY £I50 GHZ 696 £250 K26 GJB £350 Y333 GJB £250 T333 GJH £250 K27 GJM £350 GLZ 585 £250 LII GPD £I50 L9 GPK £I50 R856 GRA £250 M999 GRE £350 Y300 GUS £250 XO53 GXS £I50 P23 GYM £350 P3I HAD £250 PI00 HAD £I50 NI2I HAS £350 KI23 HAT £350 P28 HAW £350 HBZ 773 £250
HFZ 646 HIG 8834 HNZ 2II S900 HOB S963 HOB L25 HOE N29 HOP N99 HOP NI2I HOP YI2I HOT NI2I HOW RI2I HOW K3I HUL IAZ 988 ICZ 434 IDZ 773 IFZ 929 IHZ 353 ILZ 55I IXZ 4386 V222 JAD P24 JAF P29 JAL N562 JAT V300 JAW K23 JCC P2I JCG P32I JCH RI2I JCM KI2I JCW JCZ 339 KI23 JDH T600 JDH
£250 £250 £250 £350 £I50 £250 £250 £350 £I50 £350 £250 £350 £350 £250 £350 £350 £250 £250 £250 £75 £350 £350 £350 £250 £350 £350 £250 £350 £250 £350 £350 £350 £250
JIG 8009 JIL 39I8 P27 JJJ K28 JJP KI2I JJW K29 JKB K28 JLR P27 JMA LI2I JMH K2I JMT KI23 JMT K27 JNS SII JNW K24 JOC K70 JOC N26 JOD K32I JPB E35 JPD KI2I JPH Y900 JPR P333 JPW K32I JRM Y32I JRP T80 JRT V222 JRW JRZ I66 JRZ I833 NI23 JSC K26 JSD PIII JSK P222 JSM K3I JSW P800 JSW
£250 £350 £250 £350 £350 £350 £350 £350 £350 £350 £250 £350 £250 £250 £I50 £250 £350 £350 £350 £350 £350 £350 £350 £350 £350 £350 £I00 £350 £350 £I50 £350 £350 £250
S752 KAR P888 KAS P8 KCD KCZ 474 K28 KEE J27 KER N27 KEY K3I KEY KIG 6524 N3I KJH KI2I KJH EI7 KJP P23 KJS K29 KJW WI7 KMS P24 KOP R9 KRP V88 KRS PIII KRW KRZ I782 KRZ 7567 KRZ 7568 C7 KSP M9 KSW K3I KTY N333 LAC K24 LAD V964 LAN K28 LAR LI2I LAT LAZ 887 LBZ 776 TIII LCW
£5995 (Rolls)
OCT4V vex50
£I50 £350 £I50 £250 £350 £250 £350 £350 £I50 £I50 £I50
HCZ 343 HDZ 776 R90 HEB P99 HED R3I HEP J80 HEP PI23 HEP N900 HEP PW5I HER N99 HER J50 HEV
£I50 £350 £350 £350 £250 £350 £250 £250 £I00 £250 £350
K25 JDP V333 JEB PH02 JED KI23 JEH Y900 JEH X555 JEL K24 JER JFZ 223 JGZ 667I JGZ 6672 JHZ I44
£350 £350 £250 £350 £250 £350 £350 £250 £I50 £I00 £350
N29 JTB K26 JUD Y900 JUD YI9 JUN N29 JUN Y99 JUS L32I JUS R29 JYM L26 KAL N29 KAL W3I KAR
£350 £350 £250 £350 £350 £350 £350 £350 £350 £250 £350
T28 LEC MI2I LEO N25 LER P27 LER K25 LET M28 LET RI2I LET YI2I LET N900 LET Y27 LEV LEZ I63I
thd3
500 OYS £1695 (Merc)
£POA BARGAIN BUCKET
AAZ 550
600 VUY
123 WVN
£1695 (Merc)
£1495
666 VRX
F8AYL
333 OXU £1495
333 UXX
£1695
747 OYE (Pilot) £2695
£995
J1 DRX £1295
KUI 166
£4995
£1495
V1JCE
444 XAA
777 UEX
£1495
£1995
£1495
RO51GAY
YOU1G
RFO 447
999 EKK
£2995
£1495
£3995
S12 MAA
£250 £350 £I50 £350 £350 £350 £250 £350 £I50 £350 £250 £250 £350 £350 £250 £250 £250 £350 £I50 £75 £I50 £I50 £250 £350 £350 £350 £350 £350 £350 £350 £250 £250 £I50
H9 LFB £I50 LFZ 383 £250 LFZ 838 £250 LGZ 25I0 £I50 LGZ 2799 £75 LHZ 778 £250 LIG 972I £250 K3I LJR £250 K23 LLL £350 MI23 LMC £350 P24 LMH £250 T45I LMH £I50 P23 LMR £250 P28 LMR £350 N29 LOC £350 W44 LOD £I50 K25 LOV £I50 N25 LOV £250 PI2I LOV £I50 SIII LPC £I50 P9 LPD £I50 V25 LSA £250 R888 LSA £350 LUI 4407 £250 LUI 4408 £250 K26 LUK £350 L24 LUV £350 K3I LUV £I50 J25 MAB £350 J200 MAB £250 P333 MAF £350 RI2I MAK £350 J27 MAP £350
REGISTRATIONS URGENTLY WANTED FOR IMMEDIATE PURCHASE FJZ 449 P28 FLO PII FMB P6 FMH P24 FOS P800 FOS X90 FRY FRZ 2II FRZ 8I04 FSZ I50I FSZ I502
975 AC
OF YOUR CAR
All registrations are offered on a first come, first served basis. All are subject to VAT and the £80 Dept. for Transport transfer fee. Prices may fluctuate. See website for full terms. We have been trading for over 45 years. THOUSANDS MORE AVAILABLE. Write: P.O.Box 100, Devizes, SN10 4TE £I50 £350 £350 £250 £250 £350 £350 £350 £350 £250 £350 £350 £250 £I50 £350 £350 £350 £250 £350 £350 £350 £350 £350 £250 £350 £250 £I50 £350 £350 £350 £350 £I50 £I50
thd2
(Ferrari 550) £995
Tel: 01380 818181 elitereg.co.uk R3I EEE P24 EGG R3I EGG R32I EGG N27 EJB K28 EJH EJZ 778 NI2I ELA LI2I ELE PI23 ELE P23 ELM N2I ENN K24 ENY RIII EPS DI0I ERN T800 ERS ERZ 575 Y28 ESH S444 ESS M900 EST K26 EVN KI2I FAB P3I FAR N28 FAT K29 FAT PI2I FAT RI2 FCS VI5 FEB JI9 FEL N700 FEN P25 FER FGZ 223 RIII FJB
286 R
TAKE OFF THE AGE
OPEN: MON-FRI 9AM-7PM, SAT 9AM-5PM, SUN I0AM-5PM
£I50 £250 £350 £350 £350 £250 £350 £350 £350 £250 £350 £250 £350 £350 £350 £350 £350 £350 £350 £350 £350 £I50 £250 £250 £350 £350 £350 £350 £250 £350 £250 £75 £I50 £250 £350 £350 £250 £350 £350 £250 £350 £350 £I50 £250 £250 £I50 £50 £350 £350
£19,995 £17,995
GREAT VALUE AND
Elite Registrations DGZ II47 DGZ 2444 DHZ 77I DIG 4790 NI6 DJD K27 DJD L28 DJF K23 DJG J30 DJL KI2I DJL L32I DJP OX53 DJS X297 DJS DJZ 787 J27 DMC K26 DMG P32I DMH L27 DMM DNZ 944 Y24 DOD R70 DOL PII DPK NI00 DRH EI0 DRP K24 DRS W28 DRS P23 DSB TI6 DSM K3I DSM DSZ II4 DSZ I2I3 DSZ 2093 DSZ 2I08 K24 DUD KI2I DUF C577 DUG K24 DVE J700 DXN R28 EAM P29 EAM P25 EAR P66 EAS L2I EAU EAZ 855 EBZ 885 TIII ECB P54 EDP K26 EDW N24 EDY
thd1
3 AND 3’S ALWAYS
£3995
£2995
OO116
£7,995 £6,995
£6,995
£5,995
2093 fs
£3995
gul74m £5995
17SDM 9 ROT
£4,500
max4r
£4,995
£8,995
£9,995 £7,995
£350 £350 £350 £250 £350 £350 £350 £I50 £250 £250 £350
Y444 MAP £250 MF07 MAR£350 RI23 MAW £350 K6 MBP £350 K32I MCB £350 K29 MCF £350 KI23 MCF £250 K32I MCH £350 G475 MCL £250 KI2I MCP £350 R400 MCP £350
N23 MCR £350 YI2I MCS £250 KI23 MCW £350 KI23 MDB £350 P32I MDS £250 P26 MED £350 KI23 MED £250 MI23 MED £350 RI23 MED £I50 EL04 MER £350 N28 MES £350 T666 MES £250 K32I MET £250 R32I MET £350 MFZ I33 £250 P2I MGR £250 P23 MGR £I50 N777 MGS £250 MGZ 5903 £I50 PI3 MHW £I50 MHZ 656 £350 K3I MJE £250 KI2I MJK £250 K3I MLH £250 KI2I MLS £250 L2I2 MLY £I50 Y28 MMM £250 LII MNW £I50 P26 MOD £250 CII3 MOK £75 MI23 MOM£250 PIII MOP £I50 P23 MOS £250 NII MPE £I50 N22 MPP £I50 LI2I MRT £250 MRZ 2633 £I00 MRZ 2634 £75 K32I MUR £250 MXZ 64I6 £I00 PI2I NAB £I50 R700 NAB £250 XI9 NAG £250 J600 NAM £250 P26 NAP £250 JO07 NAS £250 CI4 NBS £I50 NBZ 778 £250 NDZ 778 £250
NFZ 445 L28 NGE NGZ I0I2 NGZ I022 NGZ 38I2 NJZ 229 PII NMD L24 NOR P222 NOR W44 NOV NRZ 474 RI2I NUT Y32I OAK OBZ 552 P23 OCT OFZ I55 OGZ 5253 OGZ 980I OJZ 878 N26 OLD W96 OLD NI2I ONG ONZ 49I0 T8 OWD OXZ I042 OXZ I07I L800 PAD K27 PAH RI2I PAH Y888 PAL S202 PAW PDZ 939 N20 PEB L200 PEB PO07 PES PEZ II9 PFZ 9I9 PGZ I264 PGZ I265 PGZ I274 PHZ 858 PHZ 8434 K700 PJD NII PKW PLZ 262 KI23 PMB S26 PMD LII PME RII PNB PNZ 474 Y60 POL RI2I POL JG05 POT R32I POT JI4 PRG Y9I7 PRO PRZ I356 PRZ 2482 PRZ 2483 J50 PUL PXZ I862 PXZ I893 PIII RDA L29 RDS
£I50 £250 £I50 £I50 £75 £I50 £I50 £250 £I50 £I50 £250 £I50 £250 £350 £250 £250 £I50 £75 £250 £250 £I50 £I50 £I50 £250 £75 £I50 £250 £250 £I50 £250 £250 £250 £250 £I50 £250 £250 £250 £I50 £I50 £75 £250 £I50 £250 £I50 £350 £250 £I50 £I50 £I50 £350 £250 £250 £I50 £250 £I50 £I50 £75 £I50 £I50 £250 £75 £I50 £I50 £250
£495
£695
GO07 RES £250 K29 REV £250 RFZ 626 £250 RGZ I062 £I50 RGZ 28I0 £I00 RIG I05I £250 N8 RKG £250 RKZ 878 £250 KI2I RMS £250 K3I RMW £250 L23 RNS £250 P8 RNW £I50 T798 ROO £250 OX03 ROW £I50 P8 RPA £250 W23 RRY £250 RRZ I026 £75 RRZ I238 £I50 RRZ I239 £I50 P525 RSR £50 TII RTD £I50 AI5 RTW £250 P23 SAD £250 W32I SAH £250 AI9 SBD £I50 SBZ 799 £350 P24 SCM £250 K26 SDM £250 P23 SDW £I50 PI2I SER £250 PI2I SES £250 T944 SET £I50 M300 SEW £250 R22 SFB £I50 TI7 SFC £250 TII SFH £I50 SGZ 2358 £I50 SGZ 2359 £I50 SHZ 359I £350 SIG I382 £I25 SIG I532 £75 P23 SJE £250 PI7 SJK £250 SKZ 858 £250 Y300 SMR £250 YI2I SMS £250 NI23 SMW £250 K3I SMY £250 R28 SOO £250 Y47 SOO £250 PII SPF £I50 L32I SPY £250 SRZ I262 £I50 SRZ I263 £I50 SRZ I274 £75 L26 SUN £250 K28 SXY £I50 Y22 TAF £250 Y27 TAG £250 L400 TAP £250 N700 TAP £I50 Y32I TAR £250 YIII TAT £250 J93 TBP £I50
£1495
TBZ 559 £250 TBZ 955 £250 N333 TCH £250 TDZ 622 £250 KI2I TEE £250 V900 TER £250 TFZ 9I9 £250 TGZ I583 £I00 TGZ I586 £I50 TGZ I587 £I50 THZ I829 £I50 TIG I672 £I50 TIG I673 £I50 TIG I704 £75 TIL 76I0 £350 TJZ 252 £350 TJZ I922 £250 N653 TOD £250 LIII TPH £I50 PIII TRH £I50 NIII TRP £I50 TRZ I034 £I50 TRZ I346 £75 G8 TSP £250 K2I TSS £250 GO07 TTS £250 PI2I TTT £250 GO07 TTY £250 UEZ 939 £250 UHZ 429I £75 UIG I0I3 £I50 UJZ 626 £250 P200 UTD £250 VBZ 686 £250 VCZ 447 £I50 VIG I22 £350 VIG I026 £I50 VIG I027 £75 VJI 9I9 £350 K2I VOW £250 J30 WAB £250 PI2I WAG £250 GO06 WAN £250 N28 WAR £250 P900 WAR £250 Y400 WES £250 WEZ 6569 £250 WHZ I0I9 £I50 WHZ I09I £I50 WIG 2I68 £I50 WIG 2I69 £I50 WJZ 424 £350 AI6 WMR £I50 M2I WOR £I50 K29 WRC £250 R50 WRH £I50 XI2 WYN £250 PI2I WYN £I50 RI2I WYN £I50 XAZ 929 £250 YHZ I495 £I50 YUI I425 £I50 YUI I426 £I50 YUI I488 £I00
ROAD TEST ROAD TEST ed
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The best new cars rated as only Autocar knows how A road test in any other magazine might well be a short, subjective summary of a new car produced under almost any circumstances, but the Autocar road test is different. Specific, rigorous and detailed, it’s the closest examination we can give of any new model. It appears over at least eight pages and is close to 50 man-hours in the making every week. Most of what the road test process entails is designed to be strictly repeatable and fair. We benchmark standing-start and in-gear acceleration at a purpose-built test facility every week. We carry out both subjective and objective handling tests on both road and track, on the latter up to and beyond the limit of grip, so as to fully assess stability, drivability and limit handling appeal. And while benchmark lap times are sometimes taken, they’re never an end in themselves. We record and publish stopping distances, too, as well as taking cabin noise measurements at various cruising speeds and benchmarking either indicated or brim-to-brim fuel economy. We independently measure leg room, head room, boot space and certain key exterior vehicle dimensions, and we also weigh every car we test. Just as every new car is different, however, the road test has developed to be versatile enough, week by week, so as to best assess and reflect the suitability of each test subject to its intended purpose. It now includes modular sections describing in detail the limit handling of a new car, or its semi-autonomous assisted driving technologies or its off-road capability. All of this goes to bringing you the most thorough, relevant and fair test of a new car we can produce. The scores reproduced here are the ones we gave the cars at the time so they don’t necessarily represent what those same cars might score today were they rejudged using current class standards. But you can dig deeper into their attributes by using the magazine publication dates listed here to look up an old test in your own collection or on The Motoring Archive (themotoringarchive.com), or you can order a back issue by phoning 0344 848 8816. Matt Saunders, road test editor
218i Gran Coupé M Sport AAACC 8.4.20 15.5.19 3 Series 320d M Sport AAAAA 15.1.20 330d xDrive M Sport AAAAB 1.7.20 330e M Sport AAAAB 6.1.21 4 Series M440i xDrive AAAAC 21.4.21 M4 Competition AAAAB 31.5.17 5 Series 520d M Sport AAAAB 20.10.21 545e M Sport AAAAC 18.4.18 M5 AAAAB 14.7.21 M5 CS AAAAA 6 Series GT 630d xDrv M Spt AAABC18.11.17 11.11.15 7 Series 730Ld AAAAC 16.1.19 8 Series 840d xDrive AAABC M8 Competition Convertible AAABC5.2.20 3.6.20 M8 Competition Coupé AAABC 21.2.18 i3 1.3S Range Extender AAAAC 19.1.22 i4 M50 AAAAC 2.3.22 iX xDrive50 M Sport AAAAB 25.9.19 X2 M35i AAABC 17.1.18 X3 xDrive20d M Sport AAAAC 13.11.19 X4 M Competition AAACC 2.1.19 X5 xDrive30d M Sport AAAAC X7 xDrive M50i M Perf’nce AAAAC 9.9.20
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ABARTH 124 Spider AAAAC
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A L FA R O M E O Giulia Quadrifoglio AAAAB Stelvio 2.2D 210 Milano AAABC Quadrifoglio AAAAC 4C Spider AAACC
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ALPINE A110 Premiere Edition AAAAA Légende GT AAAAB
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DS
FORD
Fiesta 1.0T Ecoboost AAAAC 9.8.17 15.8.18 ST-3 1.5 T Ecoboost AAAAB 20.2.19 Focus 1.5 Ecoboost 182 AAAAB 11.9.19 ST AAAAC RS AAAAA 4.5.16 14.1.15 Mondeo 2.0 TDCi AAAAC Mustang 5.0 V8 GT F’back AAAAC 24.2.16 5.12.18 Bullitt AAAAC Mustang Mach-E Extended Range RWD AAAAC 23.6.21 25.3.20 Puma 1.0T 125 MHEV AAAAB 24.3.21 ST AAAAC Kuga 2.5 PHEV ST-Line AAABC 24.6.20 28.8.19 Ranger Raptor AAAAC
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26.8.20 7.10.20 19.4.17 25.10.17 12.7.17 24.11.21 7.11.18 5.10.16
22.4.15 6.11.19 2.9.15 10.3.21 22.7.15 28.6.17 30.3.16 22.5.19 23.12.20 27.1.21 24.5.17 10.10.18 7.5.14
MERCEDES-AMG A-Class A45 S 4Matic+ Plus AAAAB 4.3.20 3.6.15 C-Class C63 AAAAB 24.4.19 C63 S Coupé AAAAB 17.10.18 CLS 53 4Matic+ AAAAC 29.7.15 GT S AAAAC 10.5.17 R AAAAB GT 4-Door Coupé 63 4Matic+ AAAAB 13.3.19 6.7.16 SLC 43 AAABC 13.6.18 GLC 63 S 4Matic+ AAABC 14.10.20 GLE 53 4Matic+ AAABC 4.7.18 5.8.20 3.4.19 21.8.19 23.7.14 14.6.17 6.10.21 16.10.13 17.11.21 16.9.20 10.2.16 17.7.19 12.2.20 20.6.18
3 1.5 3Form Sport AAABC 5 SW EV Exclusive AAABC ZS EV Exclusive AAACC
25.12.13 25.11.20 4.12.19
MINI
Mini Cooper S AAAAB 2.4.14 6.12.17 Cooper S Works 210 AAAAB 25.11.15 Clubman Cooper D AAABC Convertible Cooper S Sport Automatic AAAAC 19.5.21 JAGUAR 22.2.17 Countryman Cooper D AAABC F-Type V8 S Convertible AAAAC 12.6.13 Plug-in Hybrid AAABC 26.7.17 11.6.14 V6 S Coupé AAAAB M I T S U B I S H I 22.11.17 2.0 R-Dynamic Coupé AAAAC 29.4.20 Eclipse Cross 1.5 First Edition 2WD AAACC P575 R AWD Coupé AAAAC 2.12.15 XF 2.0 R-Sport AAAAB 14.3.18 17.4.19 Outlander PHEV GX4hs AAABC 16.4.14 300 R-S Sportbrake AAABC 1.7.15 XE 2.0 R-Sport AAAAB 11.4.18 M O R G A N E-Pace D180 AWD SE AAABC 11.5.16 Plus Four AAABC 12.8.20 F-Pace 2.0d AWD AAAAC 1.12.21 3 Wheeler AAAAA P400e R-Dynamic HSE AAAAC 6.6.12 24.7.19 SVR AAAAB N I S S A N 12.9.18 I-Pace EV400 S AAAAB Micra 0.9 N-Connecta AAAAC 26.4.17 JEEP 27.3.19 DIG-T 117 N-Sport AAACC Compass 2.0 M’jet 4x4 L’d AAACC 3.10.18 Juke 1.0 DIG-T 117 AAABC 29.1.20 16.2.22 Qashqai 1.3 DIG-T 158 AAAAC 28.7.21 4xe S AAACC 16.11.16 Renegade 4xe Trailhawk AAACC 30.6.21 GT-R Recaro AAAAB Wrangler 2.2 M’Jet-II Ov’d AAAAC 10.4.19
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SUZUKI
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PORSCHE 718 Boxster AAAAB Spyder AAAAB Cayman S AAAAB Cayman GTS AAAAB 911 GT2 RS AAAAC Carrera S AAAAB GT3 PDK AAAAB 918 Spyder 4.6 V8 AAAAA Cayenne Turbo AAAAC Turbo S E-Hybrid AAABC Taycan Turbo S AAAAA
R E N A U LT Clio TCe 100 Iconic AAAAB Mégane 1.5 dCi Dyn. S Nav AAACC E-Tech Plug-in Hybrid 160 AAACC RS Trophy-R AAAAC Grand Scénic dCi 130 Nav AAABC Kadjar dCi 115 Dyn. S Nav AAAAC Arkana E-Tech Hybrid 145 AAABC Captur 1.3 TCe 130 EDC AAABC
T OYO TA Yaris 1.5 Hybrid Design AAAAC GR Yaris Circuit Pack AAAAA Corolla 2.0 Hybrid ST AAAAC GT86 2.0 manual AAAAA Prius Business Edition AAAAC Mirai Design Premium AAAAC C-HR Excel 1.8 Hybrid AAAAC GR Supra Pro AAAAC
23.9.20 3.3.21 5.6.19 4.7.12 16.3.16 16.6.21 4.1.17 14.8.19
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
8.6.16 1.4.20 10.8.16 9.5.18 18.7.18 29.5.19 11.8.21 22.10.14 VA U X H A L L 5.9.18 Corsa 1.2T 100 auto AAABC 22.1.20 27.5.20 Crossland X 1.2T 130 Elite AAACC 7.6.17 30.9.15 29.7.20 Astra 1.6 CDTi 136 SRi AAAAC 13.4.16 ST CDTi Biturbo SRi 137 AAAAC Combo Life 1.5 TD 100 Energy AAABC27.12.18 27.11.19 Insignia Grand Sport 2.0D SRi VX-Line 17.8.16 AAAAC 3.5.17 29.9.21 Insignia Sports Tourer 2.0 Biturbo D GSI 23.10.19 AAACC 30.5.18 25.1.17 Mokka 1.2 Turbo 130 auto AAABC 12.5.21 21.10.15 Grandland X Hybrid4 AAACC 22.4.20 13.10.21 VXR8 GTS-R AAAAC 10.1.18 18.3.20
R O L L S - R OYC E Phantom AAAAA Ghost AAAAB Wraith AAAAB Dawn AAAAC Cullinan Black Badge AAAAC
Swift 1.0 SZ5 AAABC 17.5.17 Across 2.5 PHEV E-Four CVT AAAAB 7.4.21
23.8.17
SKODA
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 XC40 D4 AWD First Edition AAAAB 7.2.18 2.0 TDI vRS AAAAC 24.12.19 Superb 1.4 TSI iV 218 SE L AAAAC 26.2.20 S60 T8 Polestar En’d AAABC Karoq 2.0 TDI 150 Scout AAABC 30.1.19 V60 D4 Momentum Pro AAAAC 27.6.18 18.8.21 XC60 D4 AWD R-Design AAABC 5.7.17 Enyaq iV 80 AAAAC 23.11.16 S90 D4 Momentum AAAAC 13.7.16 Kodiaq 2.0 TDI Edition AAAAC 2.0 TSI 245PS vRS 4x4 AAABC 23.2.22 V90 T6 Recharge R-Design AAAAB 11.11.20 17.6.15 XC90 D5 Momentum AAAAC
S S A N G YO N G
Tivoli XLV ELX auto AAACC
14.9.16
SUBARU
WESTFIELD Sport 250 AAAAC
29.11.17
ZENOS
XV 2.0i SE Lineartronic AAACC 28.2.18 Levorg GT 1.6i Lineartronic AAACC 13.1.16 E10 S AAAAB
7.10.15
GREATEST ROAD TESTS OF ALL TIME
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MG 15.4.20 24.2.21 25.8.21 27.12.17 13.9.17 31.10.18 6.3.19 17.3.21 12.6.19
PEUGEOT 208 e-208 Allure Premium AAAAC 6.5.20 24.10.18 508 GT BlueHDi 180 AAAAC 8.7.20 Hybrid 225 Allure SW AAAAC 5.5.21 PSE Hybrid4 SW AAAAC 30.9.20 2008 e-2008 GT Line AAABC 3008 1.6 BlueHDi GT Line AAABC 18.1.17 5008 2.0 BlueHDi GT Line AAABC 1.11.17 1 AAAAC
CITROEN LC 500 Sport+ AAAAC 18.10.17 C3 Aircross Puretech 110 AAABC 7.3.18 NX 350h Prem’m Plus Pack AAAAC 16.3.22 26.5.21 RC F AAACC 18.2.15 C4 Puretech 130 Auto AAACC 6.2.19 C5 Aircross BlueHDi 180 AAABC 13.2.19 ES 300h Takumi AAABC 6.6.18 LS 500h Premier AWD AAACC
HYUNDAI RS4 Avant AAAAC 14.2.18 11.1.17 A5 S5 AAABC A5 Sportback 2.0 TFSI S line AAABC 8.3.17 14.11.18 A6 40 TDI S line Avant AAAAC 5.1.22 50 TFSIe S Line Quattro AAAAC RS6 Avant Carbon Black AAAAC 11.3.20 A7 Sportback 50 TDI Sport AAABC 11.7.18 A8 L 60 TFSIe Sport quattro AAABC 17.6.20 7.12.16 TT RS AAAAC 26.6.19 E-tron 55 quattro AAAAB 2.6.21 S quattro AAABC 9.11.16 Q2 1.4 TFSI Sport AAAAC 20.3.19 SQ2 quattro AAAAC 7.7.21 Q4 E-tron 40 Sport AAABC 15.3.17 Q5 2.0 TDI S line AAAAC 21.6.17 SQ5 quattro AAABC 26.10.16 Q7 SQ7 4.0 TDI AAAAC 26.9.18 Q8 50 TDI S Line AAAAC 30.12.15 R8 V10 Plus AAAAC
1.3.17 Rio 1.0 T-GDI 3 Eco AAABC 29.8.18 Ceed 1.6 CRDi 115 2 AAABC 27.2.19 Proceed 1.4 T-GDi AAABC 20.11.19 Xceed 1.4 T-GDi AAABC 31.8.16 Niro 1.6 GDI DCT 2 AAABC 1.5.19 e-Niro First Edition AAAAB EV6 77.4kWh GT-Line RWD AAAAB 12.1.22 2.3.16 Sportage 1.7 CRDi ISG 2 AAABC Sorento 1.6 HEV G-TDi 2 AAABC 20.1.21
NOBLE
M600 AAAAB
14.10.09
FORD SIERRA XR4x4
and traction was excellent. The new variable-ratio steering worked well in town and at pace. The understated cabin was more luxurious than sporty and boasted healthy standard equipment save for air-con.
TESTED 26.6.85
Ford’s answer to the Audi Quattro introduced four-wheel drive to the popular five-door Sierra. The XR4x4 was no firebreather but it handled a treat. A Formula Ferguson-derived four-wheel drive system distributed drive 34% front, 66% rear. Suspension was upgraded over the XR4i’s to accommodate four-wheel drive and allow sportier handling, and the rear brake discs were enlarged, but the rear-drive car’s biplane rear wing was ditched for a subtler spoiler. The fuel-injected 2.8-litre Cologne V6 wasn’t brimming with poke at 150bhp, a feeling heightened by the fuss-free way the four-wheel drive system laid down the available power. The engine was sweet and free-revving for the most part but became thrashy at high revs, and the five-speed manual gearbox baulked at times. Balanced handling defaulted to mild understeer at the limit, but a heavy right foot brought easily controllable oversteer,
FOR Handling, equipment levels, refinement AGAINST Fuel consumption, questionable looks FACTFILE
Price £11,737 Engine V6, 2792cc, petrol Power 150bhp at 5700rpm Torque 159lb ft at 3800rpm 0-60mph 8.4sec 0-100mph 25.0sec Standing quarter mile 16.6sec, 84mph Top speed 125mph Economy 20.4mpg WHAT HAPPENED NEXT…
The V6 grew to 2.9 litres in 1988, seeing the XR4x4 through to the Sierra’s replacement in 1993 by the Mondeo. A 125bhp 2.0-litre XR4x4 was also produced latterly. The Sierra estate offered four-wheel-drive variants, too, while the four-door Sapphire 4x4 was available in 2.0-litre form only, including the WRC-homologating 220bhp RS Cosworth 4x4.
25.4.18
30 MARCH 2022 AUTOCAR.CO.UK 81
SLIDESHOW Fifty years of the wedge
t’s now half a century since the wedge era of car design arrived, and it certainly created some of the best and most interesting shapes. Wedge cars are often the source of enormous and enduring arguments between aficionados, and so many of them seem to comprise firmly Marmite-like opinions, for or against. Here’s our pick of the best wedge wonders. Let the disputes begin.
I
Lamborghini Countach 1974-1990 If the Lamborghini Miura gave rise to the ‘supercar’ name, the Countach set the bar by which all others would be judged. Styled by Marcello Gandini, it made the most of its wedge-nosed shape to appear to be moving at 100mph even when static. The appearance wasn’t just to tease the eye, either; it was far more stable at high velocities than its predecessor. Gandini emphasised the Countach’s wedge shape with scissor doors, which became a trademark of all senior Lamborghini models. Over the years, the Countach gained more wings, scoops and bulges, but the basic outline remained unchanged over its 16 years in production and many more after that as the most recognisable supercar ever built.
ALISDAIR SUTTIE
Aston Martin Lagonda 1976-1990
Ferrari 365 GT4 2+2 1972-1976
Fiat X1/9 1972-1989
William Towns was one of the leading lights of wedge design, and this is an uncompromising example. Based on the earlier Lagonda saloon of 1974, it suffered continual production issues, due to its advanced electronics. When buyers did get their hands on this slice of four-door luxury, they enjoyed brisk performance, even if many suffered from its poor reliability. Even so, it carried on until 1990, after a facelift in 1987 that very slightly softened its angular lines.
Ferrari had already dabbled with wedge shapes, in the late 1960s, but the 365 GT4 2+2 was the real flag-bearer for this kind of design. Styled by Pininfarina, it was a big departure from the curves that had gone before and pointed the way for the company’s design direction well into the 1990s. A consequence of the looks was a much more spacious cabin for four people. The later 400 and 412 versions added more power and pace while sticking with the same simple silhouette.
While many were happy to buy MG Midgets and Triumph Spitfires, Fiat reckoned there was a more modern route and came up with the perfect wedge in the shape of the X1/9. The simple looks were helped by pop-up headlights, while a Targa roof added an extra sporting touch. Performance was brisk rather than quick, but then so was that of its major rivals, so the X1/9 soon found eager buyers in Europe and the US. Some 180,000 were sold, proving its styling had an enduring appeal.
Lotus Elite 1974-1982
Triumph TR7 1975-1981
Toyota MR2 1984-1989
Whereas the original Elite was a delicate coupé noted for its glassfibre monocoque construction, the 1974 car was a four-seat coupé-cum-estate. The work of Oliver Winterbottom, a leading figure in wedge styling, it was practical and helped Lotus move upmarket. It also gave birth to the Éclat, with its purer coupé shape, However, it was the more radical Elite that was the bigger seller, notching up 2398 sales to the Éclat’s 1299.
Harris Mann’s determinedly wedgy TR7 was a big departure from Triumph’s previous sporty roadsters. For starters, it was available only as a coupé at launch, as there was real concern that open-top cars would be banned in the crucial US market. When the convertible arrived in 1979, it lent itself more to the wedge shape, but problems with reliability and build quality had set in by then, and the TR range was in a terminal slump.
Seiichi Yamauchi managed to fit in all the wedge car design cues here – angular silhouettes, low nose and pop-up headlights – while also creating a distinct shape. A mid-engined layout lent itself to the styling, which also made the little MR2 look more aggressive. It proved a big hit, finding 166,104 buyers. Most came with the fizzy 122bhp 1.6-litre atmo engine, although Toyota also sold a supercharged version in the US with 145bhp.
82 AUTOCAR.CO.UK 30 MARCH 2022
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