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COMMENT ‘There are actual guitar strings, on which you can play actual songs, in the door bins’ IMAGE
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The project, largely funded through various government channels over the years, has seen all partners benefit: electric motor maker Equipmake, for example, has five times more employees than when it all started and battery supplier Delta Engineering has recently been acquired by Cosworth. Given the challenges faced by the British automotive industry as it attempts to transition to electrification (p15 and p16), these collaborative efforts are an ideal example of how it can work together for the greater good.
facebook.com/autocarofficialyoutube.com/autocartwitter.com/autocarautocar_official ROAD TEST: CATERHAM SEVEN 420 CUP 32 ELECTRIFYING ARIEL HIPERCAR DRIVEN 42 F-150 EV: LUMBERJACKS’ NEW BEST FRIEND? 52 DETAILS OF THE NEXT-GENERATION AUDI R8 4 THE INDUSTRY IS BEING SLEEPWALKED INTO A CONTRACTION FROM WHICH IT MAY NEVER RECOVER JIM HOLDER ON WHY THE UK MUST SORT OUT ITS BATTERY FACTORY PLANS RIGHT NOW 15 NEW ARIEL PROTOTYPE IS ALREADY A SUCCESS LONG-STANDING readers willknow our admiration for Ariel’s examples of excellent engineering, no better demonstrated than by the Atom 4, winner of our annual Britain’s Best Driver’s Car contest in both 2020 and 2021. We first reported on the next step in Ariel’s evolution in 2017, when it revealed images and plans for what we described as the “fastest-accelerating and most advanced supercar in history, a 1200bhp, four-wheel-drive electric two-seater with a revolutionary turbine range extender powertrain”. That very car, known for now as Hipercar, is at the advanced prototype stage and in this week’s issue road tester editor Matt Saunders gets an exclusive go in it (p42).
Rachel Burgess Magazine of the caroftheyear.orgCarcommitteeorganisingofOfTheYear Haymarket is certified by BSI to environmental standard ISO14001 and energy managementISO50001standard Autocar (ISSN 1355-8293 USPS 25-185) is published weekly by Haymarket Media Group, Bridge House, 69 London Road, Twickenham TW1 3SP, United Kingdom. The US annual subscription price is $190.00. Airfreight and mailing in the USA by agent named World Container Inc, 150-15, 183rd Street, Jamaica, NY 11413, USA. Periodicals postage paid at Brooklyn, NY 11256. US postmaster: Send address changes to Autocar, Air Business Ltd, c/o World Container Inc, 150-15, 183rd Street, Jamaica, NY 11413, 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 Media Group, Bridge House, 69 London Road, Twickenham, TW1 3SP, United Kingdom, haymarket.com Tel +44 (0)20 8267 5000 Autocar magazine is also published in Estonia, Greece, India, Japan, Latvia, Korea and Thailand.
editor rachel.burgess@haymarket.com @theburgeword NEVER MISS AN ISSUE Subscribe p40 31 AUGUST 2022 AUTOCAR.CO.UK 3 THIS WEEK Issue 6530 | Volume 313 | No 10 COVER STORY 29 NEWS Next-gen R8 Audi halo’s root-and-branch reinvention 4 Skoda EVs SUV range-topper leads new-model blitz 8 GR Yaris H2 Toyota’s hydrogen-combustion racer 10 Numberplate theft Cloning crime is rising sharply 12 Apple car US tech giant ramps up Project Titan 14 Car production Prospects are bleak despite growth 16 TESTED MG 4 Is affordable EV a Volkswagen ID 3 beater? 22 BMW X7 Mid-life update ushers in new 523bhp V8 26 Alfa Romeo Tonale Mild-hybrid crossover hits UK 27 BYD Atto Chinese EV spearheads major Euro push 29 Mazda CX-60 Does first PHEV drive like a Mazda? 30 Genesis GV80 Diesel SUV, plus updated Ford Focus 31 Caterham Seven 420 Cup ROAD TEST 32 FEATURES Believe the Hipe Early taste of wild 1180bhp Ariel EV 42 If Airbnb did motors… Get paid by renting your car 50 F-150 Lightning Electric beast goes tree-felling 52 Rouven Mohr We meet Lambo’s new technical chief 58 OUR CARS Honda HR-V Epic 10-country European adventure 64 Mercedes S-Class Le Mans road trip beats flying 66 Dacia Jogger Budget MPV’s interior has Audi vibes 67 EVERY WEEK Jesse Crosse Could this rotary unit save the engine? 13 Jim Holder EV transition could soon be on red alert 15 Matt Prior If only buying cars was like buying jeans 17 Steve Cropley Did you ever spot the Ariel Mustang? 19 Damien Smith Toasting Vauxhall’s racing heritage 20 Subscribe Save money and get exclusive benefits 40 Your Views Alfa blunder; 86mpg Yaris; Cavalier 4x4 60 On this day 1936: Delahaye test; Donington drama 63 Autocar Archive Access 125 years of issues for free 79 Slideshow Famous car badges and what they mean 82 DEALS As good as new Last-of-its-breed VW Up GTI rated 68 James Ruppert Used Italians that are worth the risk 69 Cult hero How to buy a Porsche 928, now from £10k 70 New cars A-Z Key car stats, from Abarth to Zenvo 72 Road test index Track down that road test here 81 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, Forautocar@haymarket.com.contactmoreinformation,contactIPSOon03001232220orvisitwww.ipso.co.uk Autocar is a member
A udi is readying an R8 successor for a middecade launch, which will reinvent the marque’s famous halo model while also helping to reposition the brand as an electric forerunner. The supercar has not yet been officially signed off but is very much under way, according to insiders. It won’t be called the R8 and will take an entirely new design direction, so it won’t resemble the long-standing model. However, it will stay true to a pure sports car concept, with two doors and more power than anything else in the Audi range, albeit coming from an electric set-up.
Audi R8 to be reinvented as flagship electric supercar
R8 successor tipped to use Porsche platform; will follow mid-engine run-out model
IMAGE 4 AUTOCAR.CO.UK 31 AUGUST 2022 NEWS GOT A STORY? Email our news felix.page@haymarket.comeditor
The current R8 remains in production and a run-out model, expected to be a RWD GT, will be revealed later this year before all variants of the car stop being made at the end of Talking2023.about that specific model, Audi Sport boss Sebastian Grams said: “What we are trying to do is get as close as we can to that ultimate feeling of racing.” He added that 60% of its parts are similar to GT3-spec cars. The R8 is made alongside the E-tron GT and RS E-tron GT at the Audi Sport factory in Böllinger Höfe, Germany –considered at the forefront of Audi’s productioninnovativetechniques –
31 AUGUST 2022 AUTOCAR.CO.UK 5
ELECTRIC AUDI CAN’T so the facility is already geared up to produce high-end electric expeditesWhilemodels.AudiSportdevelopment of the R8 successor, the team responsible for primarily handbuilding the R8 will stay on at the factory after R8 production ends, allowing Audi to ramp up E-tron GT However,production.italsomeans they will be trained and ready to start building the R8 successor within a couple of years, because Audi is keen for handbuilt elements to remain a feature of a new flagship sports car to reflect its position in the line-up and justify its expense. Grams said: “Absolutely we will keep craftsmanship as it’s what makes the car unique from the rest of the portfolio. If we bring an R8 successor, we will try to continue to do that. It is important for the customer. There’s love inside an R8.” Audi has a plethora of platform options for an R8 ◊
The inherent modularity and universal applicability of EV architecture is a boon for cash-savvy car manufacturers, which can slash development and manufacturing costs by building, say, a seven-seat SUV on fundamentally the same platform as an urban supermini. But some argue that this makes it harder for more exclusive and performanceoriented range-toppers to stand out from their technically similar, volumegeared range-mates.
R8 SUCCESSOR
The R8 successor will stay true to a pure sports car concept and have more power than any other Audi Böllinger Höfe plant is ideally set up to make R8 successor
Certainly, the similarities in EV performance across the board don’t help here. So the successor to the Audi R8 faces a much tougher task than did its predecessor, whose bellowing, mid-mounted V10 engine and low-slung supercar immediatelysilhouetteputitat arm’s length from the rest of the Audi Sport line-up. If an electric version is to carve out a similarly distinct niche, it will need to be measurably different –stylisticallydynamically,andinterms of performance – from upcoming EV versions of the RS3, RS4 and RS6. Happily, Audi and Porsche’s sporting J1 platform is demonstrably different from the more mainstream MEB platform – and both have pledged that its PPE successor will be similarly athletic, so the firm has form when it comes to fine-tuning EV hardware to appease hardcore driving enthusiasts. It just needs to ensure the electric R8 is a halo car in more than simply looks and price.
PLAY IT SAFE FELIX PAGE
New Audi flagship will mark a visual departure from R8
6 AUTOCAR.CO.UK 31 AUGUST 2022 ∆ successor, although it’s most likely to use one developed with Porsche, given the firm’s sports car expertise. The SSP Sport platform, recently confirmed by Porsche, will be used on SUVs and saloons and replace the J1 platform currently used for the Porsche Taycan and Audi E-tron GT sibling cars. It’s one option for an R8 successor, depending on its ability to scale down. However, there’s another possible basis for a nextgeneration R8: the sports car platform Porsche is readying for its upcoming electric 718 of higher-density batteries in itsGramsset-up.said: “We have already proven that it is possible to generate RS love in an electric model. If you look at the E-tron GT, 60% of sales are RS. “We want to make the car different, like we do in the chassismodelstoworld.combustion-enginedOurcustomerswantdifferentiatefromother–indesign,bodywork,andperformance.With SPY SHOTS AUDI R8 RUN-OUT SPECIAL PB18 E-tron concept, shown in 2018, is likely to be a design influence 4 October 2006 Audi’s answer to the 911 mated Lamborghini Gallardo underpinnings with the RS4’s snarling V8, and despite being priced to match the Carrera 4S, it was planned to be a more exclusive proposition. “What’s the next surprise from ambitious Audi?” we wondered when it was unveiled in 2006. We want to make the car different, like we do in the combustion-engined world Swansong R8 model is expected to be rear-wheel drive Boxster and Cayman. Notably, this architecture aims to mimic the current 718 duo’s mid-engined handling characteristics by stacking the batteries vertically behind the seats for a low centre of gravity and optimum weight distribution – and it could serve a similar purpose for an electric successor to today’s mid-engined R8. The platform of choice also depends on whether Audi Sport wants to persevere with a mid-engined R8 successor to emulate the outgoing model. However, Grams said this is not the philosophy of Audi Sport: “We see every project as its own. Otherwise we wouldn’t be so successful.”
On the topic of platforms, Grams said: “We have brands around the Volkswagen Group which can be synergised. Despite being on the same platform, E-tron GT is very unique from Taycan.
R8 special will share many parts with GT3-spec car
“If you look at Audi Sport sales, we sold nearly 40,000 cars last year, which shows that our customers are hot on our products. Therefore, we have the freedom needed to make great products. And that means we should be involved in platform development as early as possible.”
Audi Sport has already shown its electric sporting capability with the RS E-tron GT, which sprints from 0-62mph in 3.3sec and delivers 637bhp, as well as having 237 miles of range and rapid charging capability.
A future R8 will need to exceed these figures, as well as having sufficient power and range for track driving, which is likely to mean the inclusion
Talking about the upcoming model, Grams said: “I’m fighting for [an R8 successor] and so are the board of Audi. We are looking at different kinds of concepts, and the direction is electrified. If I get my wish, it will be an R8 that’s electric. And if you do a super-sports car, then it’s a two-door concept.”
The first bespoke EV from Audi Sport’s Affalterbachbased rival will be a rakish super-saloon in the vein of today’s GT 4-Door Coupé. Expect an equal focus on outrageous straight-line pace, keen handling and endurance.
TBC: Honda NSX
On making the most of its combustion-engined line-up, Grams said: “We believe we can squeeze out extra in the R8, and the same for RS4 and RS3 Competition packages with our legendary fivecylinder. It’s an entry point into our Audi Sport portfolio.” Will every Audi model get an RS version in the future? “We are not [giving the Audi Sport treatment] to every car. We look to where it really makes sense, and that’s where we are different to our rivals. But the starting point is the RS3, for which we have overwhelming feedback. It’s the sweet spot of entering the RS world.”
2025: Mercedes-AMG Vision
WHAT THE R8 SUCCESSOR WILL BE UP AGAINST
RACHEL BURGESS RS E-tron GT paves the way for other hot Audi Sport EVs RS3 is “the sweet spot” so it’s likely to survive in an EV era RS4 E-tron will pick up the baton from a pumped final version of today’s petrol RS4
ELECTRIFICATION
2025: Polestar 6 Stunning O2 concept has been confirmed for production as the Swedish brand’s most exclusive model yet. Keeping its folding hard-top and priced from £170,000, it will pack up to 874bhp and dispatch 0-62mph in around 3.0sec.
The Japanese marque will launch a sleek, highperformance halo car as part of its EV push but has yet to disclose any details. The car will showcase Honda’s commitment to offering a “sports mindset and distinctive characteristics”. ON FOR RS MODELS
A new Audi TT is another popular Audi Sport model under consideration. “We are working on that,” said Grams. “It was an icon. But for the moment, my focus is an R8 successor.”
Grams: boss of Audi Sport
Audi is looking into making a TT successor to follow its EV the RS E-tron GT, we are the [electric] forerunner in a field of competitors.”Discussinghow to differentiate future electric RS models, when all EVs accelerate rapidly thanks to instant torque, Grams said: “We believe we can do more on the technical side of EVs. We also need to offer customers a digital experience around RS models – how you customise the look and feel inside the car. We can play with that. “In the RS E-tron GT, we have a very unique sound, which is not comparable to the combustion-engine world. We decided we needed the sound to be unique and invested in sound engineering. We can also imagine other special driving modes. There are endless opportunities.“Weneedto be brave, as we were with the first-generation R8. It was a brave decision to make that car. We need to be innovative and transform into the electric world and arrivaldigitalisation.”TheR8successor’swillbecarefully timed to spearhead Audi’s plans to launch only electric models from 2026 in its mainstream line-up, although the strategy for Audi Sport models is slightly different (see separate story, below).
31 AUGUST 2022 AUTOCAR.CO.UK 7 NEWS AUDI SPORT BOSS
Any mainstream Audi models launched from 2026 will be electric, but it’s a slightly different story at Audi Sport, which is taking a more softlysoftly approach. “By 2026, 80% of Audi Sport models will be electrified, and by 2030, 100% will be electrified,” said Audi Sport boss Sebastian Grams. “This shows our direction in the electric world. We have models which jump to plug-in hybrid and afterwards to electric, and others where we go directly to EVs. It depends on the platforms available but also customer demand. We’re trying to make the best of today’s world.”
Seven-seat SUV concept heralds rugged new design language; due on sale in 2026
WORDS NOT IMAGES
S koda will launch a rangetopping electric sevenseat SUV by 2026, plus a supermini and a compact crossover, in a push to become one of Europe’s leading sellers of mass-market EVs. The flagship SUV has been previewed by the striking new Vision 7S concept, which recently appointed brand boss Klaus Zellmer has described as an “entirely new” proposition for Skoda, in the sense that it showcases a radical new design language referred to as ‘Modern Solid’.
Skoda’s new design direction brings with it new branding, said to be modern and simple and demonstrating the firm’s digital-first approach. Only ‘Skoda’ wording will feature on future cars, including the Vision 7S, with the traditional roundel used more widely. It puts a caron, described as a key part of Skoda’s Czech heritage, within the letter ‘S’. EV on sale today, hinting at how substantially different the SUV will be from Skoda’s current electric offering, the Enyaq iV. Before it launches the production version of the Vision 7S, Skoda will continue to push on with ICE cars, revealing a new Superb and a new Kodiaq in the second half of 2023, then a refreshed Octavia in 2024. Hybridised powertrains are expected to be launched with the new models, but it’s not yet known if they will follow the new design direction, which majors on ruggedness but nods to electric propulsion –a dramatic departure from anything that Skoda has created to date. Design boss Oliver Stefani said the minimalistic and functional look “conveys a sense of security and radiates strength” while also “enhancing the aerodynamics of the vehicles we will be adding to our portfolio in the future”.
OFFICIAL PICTURES
Ford has delayed investment in its Valencia plant, which is set to produce its next generation of EVs, citing “a revised financial outlook for Europe”. Although it wouldn’t confirm further details, Ford reaffirmed its “commitment” to the Spanish site.
The SUV will be among the final Volkswagen Group cars to use a variation of the MEB modular platform – which will be phased out from 2025 to be replaced by the new SSP architecture – and will effectively serve as an electric alternative to the combustion-engined Kodiaq. The concept has a WLTP range of more than 370 miles, courtesy of an 89kWh battery that can charge at rates of up to That’s200kW.farquicker than any mainstream Volkswagen Group
Seven seats include central one for child; physical dials coexist with touchscreen
PRODUCTION IN SIGHT FOR FARADAY
“Through our new brand identity, we’re getting ready for the electric future,” said marketing boss Martin Jahn. “With the new styling, we’re taking the brand to the next level.” This look includes a hardened face, named Tech Deck, accompanied by Skoda’s signature small front grille, which has been designed so that it can feature on both the firm’s larger and smaller cars. This is flanked by new T-shape headlights, mirrored in the rear light design. Large skidplates front and rear round off the rugged design. These are expected to become defining features throughout the Skoda EV
Skoda previews electric future
FORD DELAYS EV FACTORY INVESTMENT
8 AUTOCAR.CO.UK 31 AUGUST 2022
Production of the 1050bhp FF91 may finally start –if Faraday Future can source more cash. The US company first unveiled the electric SUV in 2017. Deliveries would begin six weeks after the factory gets going, which it hopes will happen this year.
Kodiaq, Superb, Octavia Skoda has also confirmed that it will be releasing a new Kodiaq and a new Superb, plus an updated Octavia, maintaining its dueforexpectedoffering.combustion-enginedTheOctaviaistogoelectricitsnextgeneration,around2028. line-up, beyond just its SUVs. One of the most striking features of the Vision 7S concept is the seven vertical air intakes at both the front and the rear, which feed the cooling system and direct air to the brakes – something Skoda says will feature on its upcoming larger models. In the centre of both sets of intakes sits an orange control element, which can be removed and used as a vehicle-to-load power connection for large external devices, such as a generator. Future Skoda models are also set for an interior shakeup, with the brand wanting to incorporate a minimalistic design to enhance usability. The Vision 7S concept showcases opposite-opening doors (something that isn’t expected to make production), a portrait-oriented ‘floating’ infotainment screen, physical buttons for frequently used functions, a wide and thin steering wheel and, most unconventionally, a child seat integrated within the centre console.
Nissan has announced the closure of part of its Sunderland engine factory. The Japanese firm said the decision was made as its deal to supply Renault cylinder heads won’t be renewed past 2024. Around 250 staff are set to be redeployed.
Sauber is set to build four rings’ first grand prix racer since 1939 Air intakes at front and rear cool battery, motors, brakes
AUDI HAS CONFIRMED that it will join Formula 1 for the first time in 2026, bringing its own powertrain to the sport. The announcement, which has been on the cards for months, comes in the wake of the FIA’s approval of new F1 powertrain regulations for the 2026 season. These were broadly seen as a green light for Audi and sibling brand Porsche to enter the fray. Audi will build the engine at its motorsport headquarters in Neuburg, Germany. Both Audi CEO Markus Duesmann and technical boss Oliver Hoffmann have suggested the V6-hybrid development programme will inform development of electrified road cars. “This is the first time in more than a decade that a Formula 1 powertrain will be built in Germany,” noted Audi. The decision not to announce which team will run its powertrain has been a surprise. Audi says it will reveal this by the end of 2022.
City car Skoda will introduce a “distinctive” sub£20,000 compact urban EV alongside the sevenseat SUV. Effectively a replacement for the axed Citigo-e iV, this will use a smaller version of the Volkswagen Group’s MEB architecture. It’s due in 2026 and will have Cupra and Volkswagen siblings.
“That we will inform you as soon as we know,” he said, adding that “the decision on the team we will do this year”. What Duesmann did confirm is that Audi has chosen not to set up a works team from scratch – a difficult and highly expensive move. He said: “There’s a high likelihood of having an Audi powertrain in an existing car. We won’t set up a team.” Audi’s announcement was welcomed by F1 president and CEO Stefano Domenicali.
Kia has confirmed that the EV9, the biggest car it has ever produced, will be unveiled in the first quarter of 2023. The electric Land Rover Discovery rival, which will use Kia’s new E-GMP architecture, was previewed as a concept earlier this year and has recently been seen testing.
WILLRIMELL
GOVERNMENT FUNDS LOCAL CHARGERS
Audi confirms F1 entry for 2026
31 AUGUST 2022 AUTOCAR.CO.UK 9 NEWS
OFFICIAL PICTURE SPY SHOT KIA EV9
More than £20 million will be invested in building 1000 local EV chargers, the government has said. Ministers hope this will help electric car uptake for drivers without a private driveway, where a home charger would normally be fitted.
WHAT’S NEXT FROM SKODA?
KIA TO UNWRAP DISCOVERY RIVAL EARLY NEXT YEAR
“This is a major moment for our sport that highlights the huge strength we have as a global platform that continues to grow,” he said.
SUNDERLAND TO STOP RENAULT SUPPLY
An alliance with the Swiss Sauber team, currently competing as Alfa Romeo Racing, is the most likely. On the question of Audi’s partner team, Duesmann refused to be drawn.
Crossover An electric crossover in the vein of the VW ID 3 is primed to be Skoda’s next EV. It will be offered with only rear-wheel drive but three battery capacities and two power outputs. It’s expected to be more stretched than the ID 3 but sit on the same MEB platform.
T oyota president and CEO Akio Toyoda has doubled down on his enthusiasm for GRoftechnology,hydrogen-combustiontakingtothewheeltheflag-bearingToyotaYarisH 2 prototype at the recent Ypres Rally Belgium. The motorsport fanatic demonstrated the potential of the specially adapted prototype, a hydrogenfuelled thatservingchampionhatchback,acclaimedconceptcombustion-enginedversionofthebrand’sfour-wheel-drivehotwithfour-timeWRCJuhaKankkunenashisco-driver.ItwasthefirsttimeToyotahaddeployed
a hydrogencarbon-neutrality.”anpotentialhighlightengine,drivingIexternalatasoundtrackgivenracesaprototypehydrogen-combustionoutsideofJapan.Toyodasaidtherun“wasgoodchancetothinkaboutwithspectatorsinmind”,thattheGRYaris’sICEremains.Headded:“WealsohadToyotaMirai[fuelcellEV]thevenuedemonstratingpowersupply,andbelievethat,togetherwithusingahydrogenwewereabletoinEuropetheofhydrogenasoptionforachievingKankkunensaid:“Theengineputout solid torque, making it no different from a [petrol] engine. Because they emit zero CO2, I believe hydrogen engines will become one of the options for achieving “existingmanufacturersbecauserelativelybecomeallowshydrogeneverydayalsomotorsportinneutralitycarbon-notonlytheworldofbutintheworldofcars.”Toyotasaidthatcombustioncarstozero-emissionaffordably,itenablestoexploitinternalcombustion
FELIX PAGE
In 2006, BMW modified the 7 Series to burn hydrogen, lowering the compression ratio of its 6.0-litre V12, fettling the injection system and lining the induction system with aluminium. The hydrogen storage added 250kg, the engine made only 256bhp. After driving it, we said: “It proves that hydrogen-powered cars can be made safe for our roads, be produced in the same factories as any other car and provide levels of performance and refinement that are within touching distance of their petrolpowered siblings.”
Akio Toyoda is vocal proponent of hydrogen tech Water vapour and tiny amount of NOx are only emissions
IT’S NOT A NEW IDEA
Toyota chief demonstrates hydrogen-combustion technology in GR Yaris rally car engine know-how and manufacturing investment”. Toyota Europe CEO Matt Harrison has said that using this technology would allow Toyota to “deliver almost zero tailpipe emissions theelectrificationwithoutbutdosowhileretainingthethingswhichfanslovemostaboutracecars:thespeedandnoise”.TheGRYarisH 2 uses the same turbocharged 1.6-litre three-cylinder engine as the standard GR Yaris and the same refuelling hardware as the Mirai. Subtle modificationsmechanicalarelimited to strengthening the engine block (because hydrogen explodes more violently than petrol), new valve seats and an upgraded injection system. Toyota powertrain boss Thiebault Pâquet previously estimated that it would achieve “similar efficiencies” to its unmodified petrol counterpart, but performance details remain under wraps.
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Hydrogen ICE comes to Europe
The hydrogen combustion engine isn’t likely to enter production “in its current form”, however, as this virtual test was more about exploring its technical potential.
PORSCHE IS ALSO eyeing up hydrogen as a low-emissions fuel for combustion engines, and it has been using a virtual recreation of the Nürburgring to evaluate whether it can offer inonoutputthespecificallytestvirtualatexpertVincenzothisofvehicles,focusedprogrammesengineshydrogen-combustionmanufacturersperformancecomparabletopetrol.Porschenotedthatotheraretestingbutsaidthatotherarelargelyoncommercialelicitinganoutputaround67bhpperlitre.“Forthepassengersector,isinsufficient,”saidBevilacqua,seniorofenginesimulationPorscheEngineering.ThereforePorsche’shydrogen-combustionprogrammeisaimedatachievingsamepowerandtorquefromrunninganenginehydrogenasonpetrol–thisinstancethetwinturbocharged 4.4-litre V8 used by the Porsche Cayenne and Porsche Panamera. It has been modified to run on hydrogen, featuring a higher compression ratio and, more significantly, new electrically assisted turbos derived from those in Porsche race cars, because standard blowers wouldn’t be able to feed in sufficient air mass while coping with the lower exhaust pressure resulting from hydrogen combustion. So tested, the V8 produces 590bhp, and by keeping the fuel-air mixture lean and the combustion process as cold as possible, it can be run without any exhaust aftertreatment.
IS HYDROGEN A DIRECT PETROL REPLACEMENT? JESSE CROSSE Cayenne Turbo GT set pace for JCB’scombustionhydrogen-Porschehydrogenbackhoeloader makes construction greenerYaris H2 acted as safety car on special stage 11 in Flemish farmland 31 AUGUST 2022 AUTOCAR.CO.UK 11 NEWS
“With this know-how,” said Bevilacqua, “we’re ready to efficiently handle future customer projects.”
Bosch The parts-supply giant has worked with Graz University of Technology to convert a 2.0-litre turbo petrol engine to run on hydrogen, demonstrating “significant functional potentials” in terms of power per litre, torque and NOx emissions.
Ricardo The renowned engineering firm is a vocal advocate of both hydrogen fuel cells and combustion. It’s currently testing the performance of a single-cylinder hydrogenfuelled prototype engine in a range of different scenarios.
Porsche also noted that “in addition to its barely measurable emissions”, running the V8 on hydrogen “offers high efficiency in the WLTP test cycle as well as in customer-relevant cycles”.
JCB
Porsche said hydrogencombustion engines can be produced at a similar cost to petrol engines, because dispensing with catalytic converters compensates for the added cost of the more complicated turbos.
Porsche claims success in virtual trial of hydrogen V8
The heavy machinery maker’s four-pot hydrogen engine showcases its view that such conversions are a cheaper and quicker way of reducing emissions on-site. “We don’t believe that batteries and fuel cells are the only solutions,” said chairman Lord Bamford.
WHO ELSE IS COOKING ON GAS?
Matthias Böger, specialist engineer of engine simulation at Porsche Engineering, said: “As it turned out, the nitrogen oxide emissions are well below the limits set by the Euro 7 standard currently under discussion and close to zero over the entire engine map.”
Hydrogen is much less fussy than petrol or diesel, mixing and burning fully and efficiently in a much wider range of air-to-fuel ratios. As a result, a hydrogen engine can be run very lean (more air, less fuel) and still produce much lower engine-out levels of NOx than a petrol or diesel engine. Tailpipe emissions can be reduced to minute levels using existing exhaust emissions technology. These appealing facts depend on a number of things. Although hydrogen carries a high amount of energy by weight, it’s far less dense than liquid fuels, so port-injected engines, in which fuel is injected into the inlet manifold and mixed with air outside of the cylinders, yield significantly less power running on hydrogen than they do on petrol. Direct fuel injection improves matters and, in combination with engineshydrogen-combustionturbocharging,variable-geometrymakesmoreviable.
Porsche simulated a hydrocarbon-free lap of the Nürburgring using a “luxury-segment reference vehicle” weighing 2650kg and posted a time of 8min 20sec. That’s only 42sec slower than the time achieved in reality by the 631bhp, 2220kg Porsche Cayenne Turbo GT last year.
n just 18 seconds during one evening in April this year, another car became a statistic in the UK’s growing epidemic of numberplate theft. As our black and white stills, taken from a security camera near the vehicle owner’s house in Farnborough, show, the thief knows precisely which car to target and quickly unscrews the plate before melting into the Figuresshadows.obtained from police forces by Direct Line reveal that 53,000 numberplates were stolen from vehicles in 2021. Because numberplate theft is not generally reported, statistics for other years are difficult to obtain. However, figures on the cloning of numberplates – the practice of disguising a car’s true identity by fitting it with plates stolen from a similar model or made illegally, often to avoid ANPR camera detection or congestion zone charges –are easier to obtain because victims appeal the penalty notices that result. For example, last month, Transport for London (TfL) revealed that it had cancelled 641 penalty charge notices generated between October 2020 and April 2021 by owners of cars whose numberplates had been stolen or copied and fitted to similar-looking vehicles. However, in the same period one year later, and following the expansion of London’s ULEZ scheme, it cancelled 4700 penalty charge notices. Meanwhile, the RAC says that in March 2020 across the country, 1105 motorists contacted the DVLA to report their vehicle had been wrongly linked to offences, compared with 656 in April 2019. To limit the possibility of cloning, numberplates can be produced and sold only by suppliers registered with the DVLA. Crucially, they must
theft on rise as crooks clone and dodge fines
Numberplate
Police term for stolen and cloned cars parked on streets.
Numberplates are being stolen and fitted to similar-looking vehicles for criminal gain
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Farnborough theft (right) was caught on CCTV and took 18sec
‘On-streetstorage’
theCheckVIN Shane Teskey of Motor Check says that to help avoid buying a cloned car, purchasers should cross-check the car’s VIN and registration numbers with the vehicle’s V5. 867% Rise in overturned PCNs (from 61 to 584) issued by TfL between April 2021, when lockdown was lifted, and April 2022. check an application for a new numberplate is lawful. however,Recently,areporter for a
• Submit photos of damage or other marks on your car that will help distinguish it from the cloned vehicle.
RADICAL IDEAS FOR internal combustion engines aimed at replacing the four-stroke piston engines we have today have come and gone, but that hasn’t stopped new ideas from surfacing. One that has been garnering a fair bit of attention this year is Astron Aerospace’s Omega 1, a rotary design that isn’t a Wankel engine or turbine. It’s claimed to produce near-zero emissions and has a high specific power (power-to-weight ratio) so in theory it could equally be used for powering cars, motorcycles or aircraft. The engine consists of two pairs of rotors, with each pair comprising one rotor sitting atop another. The two are geared together so rotate in opposite directions. The first pair is ‘cold’ and the second ‘hot’. The first pair acts as a supercharger, ingesting and compressing air into a pre-chamber and then on to the rear pair, which takes care of combustion and exhaust. The supercharger compresses intake air at 200-300psi compared with anything up to maybe 35psi for a conventional boosted engine.
national newspaper was able to source six numberplates without their vehicle ownership details being checked.
JOHN EVANS
“Regulation by the DVLA is ineffective and prosecutions are rare,” he said. “We have asked it to allow us to validate a purchaser and their link to the vehicle using its database, as a member of the British Parking Association can, but it has refused. Abroad, online suppliers working crossborder in places such as the Republic of Ireland and the Channel Islands ignore the DVLA requirement for proof of entitlement and identity.” A spokesperson for the DVLA told Autocar that the cloning of numberplates is a police issue, but although it does audit numberplate suppliers, it does not have “readily available” figures regarding the numbers of cautions and theirthatreportedthefttheMeanwhile,prosecutions.inFarnborough,victimofthenumberplatesaysthatshehasittotheDVLAandthepolicehaveupdatedANPRdatabase.
WILL THIS BE THE ROTARY ENGINE TO SUCCEED WHERE OTHERS FAIL?CROSSE
Figures obtained by Direct Line show that 53,000 numberplates were stolen from vehicles in 2021
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• Gather
THEUNDERSKIN JESSE
PENALTY • Contact
Ian Southern, managing director of Fourdot, a company that designs and manufactures bespoke numberplates, says poor regulation is to blame.
A single Omega unit weighs 15.9kg and produces 160bhp and 170lb ft of torque with a redline set at 25,000rpm. By comparison, a typical three-cylinder 1.0-litre petrol engine weighs around 97kg and produces just over 120bhp. Efficiency gains come largely from not suffering the kind of internal ‘parasitic’ losses that are unavoidable with a piston engine, such as pumping losses and the effort it takes to work the valve train and compress valve springs thousands of times a minute. The Omega also dodges the friction caused by a myriad of moving parts, such as bearings, the valve train again, pistons sliding up and down the bores at a phenomenal speed and pumping coolant around. It’s air cooled and has no poppet valves or valve springs. The only moving parts are the rotating elements. There’s no offset crankshaft like a piston engine and it doesn’t have an eccentric shaft like a Wankel. Instead, power is transmitted directly and efficiently from one rotating power shaft. A ‘skip fire’ feature improves efficiency and has a similar effect to cylinder deactivation in piston engines. The engine fires every rotation when it’s working hard,
NEWS 31 AUGUST 2022 AUTOCAR.CO.UK 13
Astron has formed a partnership with a US Department of Defense contractor to supply the engines to the US government but only time will tell whether the idea whets the appetite of any car or motorcycle manufacturers. The capacity of lithium ion cells reduces over time because the negative electrode (anode) changes volume during charging and discharging. Lithium ions combine with nanoparticles during charging and these crack and cluster together, reducing the amount of charge that can be stored. But the Gwangju Institute of Science and Technology has developed a web made from graphene oxide that binds the nanoparticles together and fixes the problem.
PROTECT YOUR CAR’S NUMBERPLATES: TOP TIPS FROM POLICE FORCES • Park your car in a garage at night or park it to prevent access to its numberplates. • Park it in a safe public car park. • If parking
New type of rotary engine doesn’t suffer the internal wear of a Wankel engine and can run on a variety of fuels. on a public road, park in well-lit spot. forciblytonumberplatestheft-resistantdesignedbreakapartiftheyareremoved. Fit security screws that cannot be removed using standard tools. WRONGLY IMPOSED the issuing authority immediately. Send the authority a police crime reference number. evidence to support claim, including CCTV or dashcam footage and GPS data.
LITHIUM ION ISSUE SORTED but when cruising, it fires only as required, which may be every five or 10 rotations, for example. Astron puts the complexity of the engine, in terms of the number of parts it has, on a par with a single-cylinder four-stroke lawnmower engine. It also claims the engine will require just simple, low-cost maintenance, with complete overhauls being needed only beyond 100,000 miles. One thing it does share with a Wankel engine is that it can be modular, stacking together with others to multiply the power and torque. A stack of two Omegas will produce twice the power and torque, so 320bhp and 340lb ft from a tad under 32kg.
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Nio Has its ES8 SUV on sale in Germany and Norway and ET7 saloon on the way. UK sales are expected by 2025. Aiways Five-year-old EV brand is due to land in the UK next year with its £33,500 Skoda Enyaq iV-rivalling U5 SUV.
Although now largely through the full hype cycle, total autonomy is still at least 10 years away, according to analysis company Gartner, which would mean a selfdriving Apple car presents little threat to the current sales model for car makers. If Apple really does launch an autonomous car in 2025, it would be largely a test car, with possibly a limited role as a Already active in Europe through its focusingE-tron-rivalling2020,plansbuses,knowncommercialHungary-basedvehiclesdivision,intheUKforitselectricBYDfirstconfirmeditstosellcarsinEuropeinstartingwiththeAudiTangSUVandinitiallyonNorway.
OTHER CHINESE EV COMPANIES IN EUROPE
public robotaxi in the manner of the Chevrolet Bolts that Cruise has roaming San Francisco. Apple does have ambitions on your next car, though. It recently unveiled the latest version of CarPlay, a software package that allows drivers to control their music, change the cabin temperature, remotely check the fuel level and more. Apple is hoping car makers will figure that, rather than waste precious resources developing their own in-car software, they would be better off using Apple’s, which can reach deep into the car.
14 AUTOCAR.CO.UK 31 AUGUST 2022 T echnology giant Apple has again signalled its intentions to push on with its secretive car project, hiring the former head of chassis and vehicle dynamics at Lamborghini.
BYD, the world’s biggest seller of EVs so far this year, will begin full-scale European deliveries of three new electric cars in the coming weeks, climbing up from a market foothold that it has quickly established since starting limited sales in 2021.
The brand did previously offer the e6 electric crossover in limited volumes in the UK, primarily to private hire fleets, but it has been absent from the market for nearly a decade. Now it’s returning with a trio of EVs targeted at the most popular segments in an attempt to steal market share from Tesla.
BYD arrives with a car that it claims has been conceived “with European customers in mind”: the Atto 3 crossover. It is this model that will come to the UK, with deliveries set to begin before the end of the year. The first car to be based on BYD’s new e-Platform 3.0, the 201bhp, front-driven Atto 3 is similar in size to the MG ZS EV – at 4.5m long, 1.9m wide and 1.6m tall – and similar
Premium Han’s range pushes 400 miles; cheaper Atto 3 gets 261
IMAGE
Luigi Taraborrelli – whose 20-year career at the Italian supercar maker is surely a red herring as to the type of car that Apple will make – signed on with the American firm to work on its autonomous vehicle, named Project Titan. Now in the eighth year of development, its launch date has been pencilled in for 2025. Recent reports suggest that a passenger-facing design has now been signed off. News that the Apple car might not feature a steering wheel will reassure many car manufacturers, at least in the medium term.
Chinese EV giant BYD to sell three cars across Europe
Xpeng Already well established in Europe with its P5 and P7 saloons and G3 SUV. Has no plans yet for the UK, though. Great Wall Motor Coming here this autumn with its £30,495 Ora Funky Cat. Range now is 193 miles but bigger batteries are due.
CHINESE COMPANY
Reports suggest that a passengerfacing design has been signed off
Ex-Lambo chassis chief joins Apple Appointment quells rumour tech giant had axed autonomous car project; 2025 launch expected
Jim Holder
With direct control over central processors and links to on-board sensors, autonomous driving would be the next logical step. However, the sheer number of seasoned car industry executives and engineers who are ending up at Apple’s headquarters in Cupertino, California, suggests that a car is Apple’s ultimate goal. An autonomous car would give Apple a nice long runway to solve its car production problem, given that in the first few years its needs will barely run into the hundreds, let alone the thousands.
First withaTangshuttleautonomousthancarSUVisalreadysuccessinNorway249-milerange
The company has said the Blade Battery, which it claims to be 50% more energy-dense than a conventional lithium ion EV battery, was developed to “resolve issues in battery safety while also redefining safety standards for the entireTheindustry”.Atto3will be sold in Europe alongside the Han, a Tesla Model 3-rivalling executive saloon, and the Tang, a seven-seat SUV that has been available in Norway since July 2021 – and last month became the EV-loving nation’s E-segmentsecond-favouriteelectricSUV.
It’s also part of the reason why you will hear increasingly desperate calls for support for the EV transition, now seven and a half years away. They will come from industry bodies like the Society of Motor Manufacturers and Traders but also from industry leaders past and present, with senior high-ups such as ex-Aston Martin boss Andy Palmer (never a man to shy away from saying what he thinks) laying down what they see as necessary with increasing alacrity. The risk is that the messages they convey are dismissed for their vested interests or because they’re seen as having an affinity for an industry that has served them well. While there’s undoubtedly a strong truth to that, there’s also a truth to the fact that unless positive action is taken quickly, much of the industry we have today will quickly be forced to either restructure beyond recognition or go out of Whybusiness.so?Because 80% of cars made in the UK are exported, 55% to the EU,
Thousands of jobs are at risk if doesn’tgovernmentlendahand LAST YEAR, 8.2% of the 705,826 cars made in the UK were electric and a further 17.9% hybrid. The remaining 73.9% were either petrol or diesel. That, in the most simplistic of terms, tells you all about the steepness of the challenge faced by the car industry to get ready for global ICE cut-offs, starting in earnest in 2030 – and even then assuming that all hybrids will live on, rather than just plug-in hybrids.
31 AUGUST 2022 AUTOCAR.CO.UK 15 NEWS
Apple has famously had little to say on the progress and ambition of its automotive exploits. But with tech rivals Huawei, Sony and Xiaomi joining the EV fray and a raft of start-ups and even established car makers turning to contract manufacturers to launch EVs, the project’s feasibility is only becoming more pertinent.
INSIDE INFORMATION with which we have agreed increasingly strict rules of origin, essentially boiling back to us manufacturing EV batteries here or having an industry so far on the back foot that it would be highly unlikely to ever be able to operate competitively in a global market. So far, with only a couple of notable exceptions, the UK’s plans for battery factories lag far behind those of other countries. Given the scale of the investment needed and the timescales to go from concept to production, we’re probably months, maybe a year, from sleepwalking our industry into an enforced contraction from which it may never recover. Why does it matter? Statistics provided by the SMMT and requoted by government (and therefore, you would hope, reliable) suggest that the car industry is turning over £67 billion per year, investing £3bn in R&D and exporting goods worth £77bn – about 10% of the value of the UK’s exports of everything in a year.
IMAGE
NICK GIBBS
The company won’t want to build the car itself, but neither has it had much luck persuading anyone else to, reportedly failing to reach an agreement with Hyundai. Its long-time contract maker of the iPhone, Taiwan’s Foxconn, could be in the frame, though. It is already heavily involved in the car industry.
FELIX PAGE » BYD ATTO 3 DRIVEN P29
Apple EV will be more
in terms of characteristics.performanceItoffersaWLTPrange of 261 miles, a 0-62mph time of 7.3sec and charging at rates of up to 88kW. Power is supplied by a 60.5kWh lithium-ironphosphate battery, which contains no cobalt, designed and made by BYD itself.
adownit’swithqueuinggovernmentWhenforincreasinglyalmostchainaspeople,directlyManufacturingemploys182,000whiletheindustryawhole,fromthesupplytoretailing,employs782,000.Givenwhat’satstake,desperatecallssupportneedtobeheard.itwasallgoingwell,ministerswereuptobeassociatedthecarindustry,butnowwhenthechipsarethattheycanmakerealdifference.
British car production rose for a third consecutive month in July, new data from the SMMT has revealed, but the underlying trend shows that car making in the UK is still declining. The data shows that the UK recorded an 8.6% year-on-year increase to 58,043 cars. However, this was significantly below pre-pandemic levels. The UK built 108,239 cars in July 2019. Moreover, the 4605-unit improvement compared with July 2021 must be qualified against that being the worst July for car production since 1956, when the Suez Crisis forced petrol rationing and dampened demand for cars. Exports to the EU and the US were down by 7.3% and 22.3% respectively in July
UK car makers still struggling UK is making only 54% as many cars as it was pre-Covid
Fully accessible chargers promised to disabled drivers
FULLY ACCESSIBLE HIGHspeed EV charging sites will become the norm up and down the UK, according to the CEO of Osprey Charging, which is aiming to eliminate range anxiety – especially for disabled drivers. Ian Johnston’s words came as Osprey, which operates more than 300 chargers across the country, opened its first fully accessible site in Brackley, Northamptonshire. This has eight 150kW chargers fed by an on-site substation, lightweight cables, no kerbs and low-positioned screens and buttons for use by anyone who needs them.
Osprey’s new Brackley site is unusually spacious to 22,842 and 7615 cars. Orders from Asia increased, though, by 54.0% from China and by 40.1% from Japan to 4701 and 1950 cars apiece.
Exports are critical to the UK’s car industry, said the SMMT, with 78.8% of cars built here since January shipped overseas, 59.3% to the EU.
So far in 2022, 461,174 cars have been produced in the UK, which is 16.5% fewer than in the same period last year.
The UK made 363,223 cars for export this year up to July, down 21.5% on the 461,356 recorded at the same point in 2021. Meanwhile, production for the domestic market rose by 7.6% to Production97,951.ofelectric cars surged by 65.9% year on year in July, likely driven by buyers seeking cheaper-to-run cars, as well as increased demand from company fleets. In fact, 29.9% of all cars the UK made in July were hybrid, plug-in hybrid or fully electric, amounting to a total of 17,356.
Space is one of the Brackley site’s defining factors, with 12 spaces used for the eight chargers to enable easy access for wheelchair users.
CAR OUTPUT – ROLLING YEARLY TOTAL 0.81.81.61.41.21.00.6 2016Jul 2017Jul 2018Jul 2021Jul 2022Jul2020Jul2019Jul Millions shortageChip Covid lockdown starts 17-year manufacturing high 16 AUTOCAR.CO.UK 31 AUGUST 2022
“This is the minimum of what every site should be like going forward,” said Johnston. By ensuring that future Osprey sites follow a similar if not identical layout to this, said Johnston, more motorists, including those who are disabled, will be able to use them easily.
CHARLIE MARTIN
Parts shortages, structural changes, weak exports and high energy costs blamed
The SMMT attributed the production shortfall to “supply chain shortages, structural changes and weak exports”, and CEO Mike Hawes added energy costs – “rising at alarming rates” – to the list. Hawes commented: “The continued success of this export-led sector isn’t guaranteed amid some of the toughest economic conditions in living memory. Urgent action is needed to bring down the high energy costs faced by automotive factories if their competitiveness is to beRichardsustained.”Peberdy, UK head of automotive at accountancy firm KPMG, agreed with the SMMT’s reasons for the decline, saying: “Rising energy, supply and labour costs are driving up the cost of car production at a time when many consumers are applying the brakes to their spending plans.”
“Whenever we build a new hub going forward, this will be the standard in terms of the accessible layout and the charging hardware that we’re using,” said Johnston. “We just have to keep pushing ourselves forward to make [charging] hubs better and better.”
The same model type will now be bigger on the outside and vastly different inside. It will try to steer for you when you don’t want it to and it will have an unfathomable touchscreen where some simple-touse switches and knobs used to be. It will be heavier. Much more complicated. Much more expensive to buy and even more complicated to fix. It will be obliged to have a raft of safety equipment which you concede that perhaps it should but which will push its price up by hundreds, perhaps thousands of pounds. It might even take hours rather than seconds to fully refuel.
QUICK ROUND OF GOLF Volkswagen’s new Golf R 20 Years edition is officially the fastest R road car to date. The hot hatchback lapped the 12.9-mile Nürburgring in 7min 47.31sec, breaking the standard Golf R’s record by 4.68sec. Due to be sold for just one year, the 20 Years has a 13bhp advantage over the standard Golf R, outputting 328bhp from its 2.0-litre turbo petrol four-pot. The record-breaking car had all the standard kit plus the Performance Package, Driving Dynamics Manager and R-Performance Torque Vectoring options.
You stand, mystified, wondering, and ask yourself: does it have to be this complicated?
“Ah, sorry, that’s not possible. They don’t make those any more. But there is a new one?” And what a new one it will be!
“With this car, I can drive here on the Nürburgring and the next stop is then the baker’s or the DIY store. It’s really an all-rounder that can do everything,” said Volkswagen R development driver Benjamin Leuchter.
Unlike clothes, where the difference between an old pair of jeans or trainers and a new version might be a cut of the leg here and there, or a zip where the buttons used to be, or the pattern on the sole, a car will have changed beyond comprehension.
The retailer looks up at the sky and draws his hand across it, imagining a world full of new possibilities for you and your new car. You stand, mystified, wondering how to change the interior temperature in this Volkswagen and asking yourself: does it have to be this complicated?
Someone should mod 996 – and fix lights while they’re at it just wanted to buy the same pair as last time. I had noted down the model name and size and walked into the shop trying to find the same type of jeans as the ones I had just worn out. But no. Different season (different year?), different styles, so I had to start trying to find the ‘right’ pair all over again. Try some, reject most of them, settle on one, then purchase it. That’s presumably fine if you like that sort of thing. But if clothes shopping is something that you endure rather than enjoy, it’s just half an hour of a Sunday that you will never get back. So I thought I had better buy a couple of pairs to put off having to do it again tooAndsoon.as I set out to repeat the above process for a new pair of trainers, I thought: some people must feel the same way about cars, but with the faffometer of replacing an old one multiplied by perhaps a hundred. Say you have a car and have kept it for years, you don’t care too much I 21C PLUS 21C IS… A BIT OF A HEAD-SCRATCHER Czinger has revealed that some of its customers are so torn over which variant of its new £1.5 million 21C hypercar to go for that they’re purchasing both. The start-up offers the aerodynamically focused 21C and the speed-chasing 21C V Max, both at the same price and within the same 80-car production run.
about cars in general but you like what you’ve had. So you walk into a showroom and ask to have the same one again, if at all possible, just in a less old and broken form.
THE NOTEBOOK
Matt Prior
31 AUGUST 2022 AUTOCAR.CO.UK 17 NEWS
Many people want their new car to be just like their old one GET IN TOUCH matthew.prior@haymarket.com @matty_prior TESTER’S NOTES
■ A reader writes in about Porsche 911 restomods (restored and modified cars), the trend for which shows no sign of Thereabating.havebeen new models from Singer, Paul Stephens, Tuthill, Ruf, Gunther Werks and more in just the past few weeks. But why, he asks, don’t they use 996-generation 911s, rather than rarer and more expensive models? There are plenty of 996s around and they’re (relatively) inexpensive compared with, say, 964s or 993s. I think he has a point. See also early Porsche Boxsters, which I think could make fantastic Speedster-like roadsters. And at the same time as they receive a bunch of other modifications, their weird-looking headlights could be changed. Wins all around.
“I’m sorry, did you say you want a diesel?”
“We’ve already had five people who couldn’t decide between the different body variants and have each put deposits on two cars,” said company co-founder Kevin Czinger. “So they’ve put down deposits on cars that are each costing them $5 million-plus [due to options]. They’re like: ‘I can’t make up my mind, I’m taking both of them.’”
MONDAY Now it can be told: for the past five years, we’ve been tracking the progress of the mighty Ariel Hipercar, the next-generation project this unique firm has been building in the background while progressing its Atom, Nomad and Ace (see p42). It has been a fascinating and complex journey. One bizarre Ariel creation I’ve always wanted to talk about, not possible until now, has been a plastic-bodied Ford Mustang mule, complete with an enigmatic message on the side. Under those white flanks lurks a Hipercar prototype, used for the past few years for a range of early road trials. Did it ever pass you? How fast? I would be amused to hear. We were meant to drive the fully fledged Hipercar prototype today, but the weather turned to rubbish – ironic, given the pervading drought. Wet roads, 1200bhp, acceleration runs and 800V were never going to mix well, so we called it off.
Steve Cropley
to don the black armband, because I believe its later years have been needlessly blighted by an announcement – already nine months old – that it’ll die in favour of a new, similarly sized SUV due in 2025. A new platform is needed, evidently. But in a market restricted on EV supply, there appear to be 50-odd Leafs available in dealerships for immediate sale. This, you might think, tells its own story, but I still see it as a well-proven, goodlooking, enjoyable and capable car that has the additional major virtue of being made in the UK. The Leaf, and its Renault-built cousin, the Zoe, were first to show early adopters how EVs bought for families as second cars were rapidly promoted to first cars – because they were so easy and cheap to use.
TUESDAY Today, after a shaky start, the weather was just about good enough. Road test editor Matt Saunders was able to get the power down and the results were spectacular. It’s typical of Ariel that it should be the first of the UK’s niche vehicle makers to propose something brand new for life after 2030. Lessons from the Hipercar are bound to inform what Ariel does with its other models in future years. Tragically, an appointment clash today meant I couldn’t see the car run or get behind the wheel (I will), but I did phone Matt for a download. His pithy comment said everything: “Who the hell else could make a car like this?”
This raunchy-looking Discovery, spotted in a Cotswold street, fills me with a familiar desire. I’ve always liked the idea of grabbing a cheap Land Rover, radically kitting it for off-roading, then taking it as far away from civilisation as Respectingpossible. placesthatresearchtoenvironmentthehasbeapriority,butrevealstherearestillyoucango.
MY WEEK IN CARS
Dacia long-term test has been extended indefinitely
FRIDAY As this is written, the motoring know-alls are predicting road chaos across the country for the forthcoming long weekend. Festivals, football matches and end-of-holiday traffic will combine to cause carnage. But on the strength of observations during 1000 miles of driving on deserted roads in the past three days, I’m predicting a damp squib. It seems to me that people are either going slowly to save fuel or not driving at all. By the time you see this, we will know who was right.
AND ANOTHER THING…
THURSDAY The stir caused by the arrival of the “disruptive” MG 4 (driven, p22) reminds me of the remarkable strength of some brands, which seem all but impervious to damage caused by crummy products. Alfa Romeo is one: people like us consistently revered the name for 30 years –1980 to 2010 – while its proprietors kept attaching it to very ordinary cars. MG has been the same: remember the Metro, Maestro and Montego, plus the more recent 6 and sundry other unworthies? It just goes to show how great brands rise above bad stuff. Now MG’s Chinese owners have a perfect identity for their fastimproving products.
Ariel replaced this old muscle car’s V8 with EV wizardry GET IN TOUCH steve.cropley@haymarket.com @stvcr
WEDNESDAY Every time a Nissan Leaf drives by (and I’ve spotted plenty on holiday), I feel the weird urge Who the hell else could make a car like this?
COMMENT 31 AUGUST 2022 AUTOCAR.CO.UK 19
MOTORSPORT RACING LINES
Damien Smith hatever it does, Britain’s survivingprominentmostmassmarket car maker can never quite shake off that lingering musty aura of flat caps and string-back driving gloves. Yet in motorsport terms, not to mention for a dedicated band of enthusiasts who lovingly nurture even the least exceptional griffinbadged repmobiles from a patchy past, Vauxhall’s old whiff of lavender is overpowered by something much more potent, evocative and high in octane – as was seen on a sunny August Sunday at Brands Hatch. The Kent circuit’s inaugural Vaux Valves celebration event was lowkey, essentially a badge for a belt-and-braces British clubbie. But the bustling owners’ club congregation behind the main straight and a fine bevy of cult-hero competition cars gathered for the high-speed lunchtime demonstration was enough to prove that Brands was on to something with what at first glance New event at Brands Hatch celebrates Vauxhall’s racing heritage POPS
VAUX
The people who own these old Vauxhalls should be very proud might have been chuckled at by the Instead,uncharitable.theLuton theme should become a summer staple, especially if it helps jolt Vauxhall from its ongoing absence from the British Touring Car
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CLELAND AND ALLAM STAR Beyond Marshall, John Cleland is another largerthan-life figure from Vauxhall racing folklore, and the popular Scot – who won the last multi-class BTCC title in a humble Astra in 1989, then beat all the superstars in a peach of a Cavalier at the height of the Super Touring boom in 1995 – made the 10-hour journey south to join old team-mate (and proper mate) Jeff Allam as the guests of honour. Cleland being the grounded chap he is slogged south driving his own truck containing the 1997 BTCC Vectra he has restored with his son. The car couldn’t take its place in the demo, sadly, following its appearance at the Sir Jackie Stewart Classic at Thirlestane Castle in June (from which it returned “looking like it had done the Safari Rally”), but it
Gerry BritishFirenzaMarshall’sremainsafanfavourite
Vauxhall’s greatest tin-top hits were let off the leash at lunchtime, thanks to the private owners who independently keep the brand’s competition flameInevitably,burning.the oversized image of the late, great Gerry Marshall loomed large as Joe Ward led the pack in Baby Bertha, the outlandish Firenza silhouette racer in which the man who titled his autobiography Only Here For The Beer twirled to countless mid-1970s Super Saloon wins. It’s always a treat to see one of British motorsport’s most famous cars, and the same can be said for Gary Fletcher’s Firenza Droop Snoot, Colin Robbins’ Viva GT, Tony Davies’ Transpeed Firenza and Gregor Marshall, who does so much to keep memories of his dad burning bright, in the 1974 Firenza that he bought and restored. Big Gerry won more than 600 races in a glorious pick ’n’ mix career, but it was in the string of silver Dealer Team Vauxhalls that he wrote his most familiar signatures, always with a sideways flourish.
BABY RIDESBERTHAAGAIN
ancientneglectedmotorsportbetterdecades.itthetofaithfulbehighendAstrasof(discountingChampionshipthecoupleageingmakeweightoldthatvaguelykeepitsup).Theseriesisridingrightnowbutwouldbetterstillifthisonce-perennialreturnedanarenainwhichitdefied‘boring’perceptionsofsocolourfullyacrossfourVauxhalldeservesthanforitsrichhistorytobeasanincreasinglynostalgialegacy.
Ypres Rally BelgiumTOP STEP Tänak
The Penske ace scored his fifth win of the Indycar season at the St Louis oval and closed to within three points of team-mate Will Power. Just 17 points cover the top four with two rounds to go. It’s going to be a thrilling ride to the end.
KIMI RAIKKONEN The 2007 Formula 1 world champion made his Nascar Cup debut at a wet Watkins Glen, only to suffer a wrist injury when he was eliminated in an accident that he didn’t cause. But the Finn enjoyed himself and hasn’t ruled out a return.
MOTORSPORT 31 AUGUST 2022 AUTOCAR.CO.UK 21 POOLCONTENTBULLRED/IMAGESGETTY
JOSEF NEWGARDEN
All the professional drivers, the Alain Menus and Steve Sopers, did very little on a Monday morning. I would leave the circuit, drive home and be back in the office first thing at 8.30am. It gave me a chance to forget the racing. I could have been a hero all week, a Jack the Lad. Instead, going back to work meant nobody knew what I had done. It was a great leveller.” Allam until recently kept a direct link to the BTCC as its driving-standards steward –a thankless task! He’s a bit more polite about the current brigade than his old mate, but both agree that they perfected the BTCC “kiss” over the crumpling collision and that a bottle of wine and a curry was their shared idea of pre-race training. Vauxhall couldn’t wish for better racing ambassadors. Now it should rediscover its mojo and unearth some new ones.
Toyota’s Elfyn Evans and Esapekka Lappi joined him on the podium
Richie Ginther remains underrated in F1. While the little frecklefaced American was no Dan Gurney, he still achieved plenty. He came to prominence in the late 1950s in NART Ferraris, then joined the Scuderia in F2. Come 1961, when Ferrari stole a march in F1 with the 156, Ginther joined Phil Hill and Wolfgang von Trips to lead the line. Probably his greatest performance was at Monaco, where he faced an inspired Stirling Moss; he would have beaten anyone else that day. Ginther moved to BRM for 1962 and finished a fine second to Jim Clark in 1963. But his best moment came in 1965, when he scored Honda’s historic first win. Ginther joined Gurney’s Eagle team in 1967, only to quit suddenly while practising for the Indy 500. He went to live in a van in the desert, growing his hair in a style that made him unrecognisable. Ginther died of a heart attack while on holiday in France in 1989.
TWO WEEKS AFTER Ott Tänak conquered Rally Finland, he was back on top, winning on the roads of Ypres in Belgium. The Estonian ace managed what his Hyundai team-mate Thierry Neuville failed to do by running virtually trouble-free, as the Belgian lost a second consecutive win at his home event through an agonising mistake on the penultimate stage of Saturday’s leg. Neuville crashing out handed the lead to Tänak, who then fended off an attack from Toyota’s Elfyn Evans to beat the Welshman by five seconds. As for Kalle Rovanperä, the 21-year-old sensation proved that he’s human after all with a barrel roll on only the second stage of the event on Friday morning. His team pulled out the stops to repair the mangled GR Yaris, which allowed him to return under the WRC’s restart rules and he repaid the graft with a maximum score of five bonus points for winning the Power Stage finale. The result reduced his titlechase lead over Tänak, but at a significant 72 points, his first WRC crown still looks assured. As for M-Sport, the Ford Pumas were again in the wars. Adrien Fourmaux crashed out of what looked a sure fifth place late on, then Craig Breen and Gus Greensmith came to grief on the very same stage. For Irishman Breen, a third consecutive crash was hard to take – but probably more so for his team, which hasn’t won since a guesting Sébastien Loeb won the WRC’s first hybrid rally in Monaco in January. That’s increasingly feeling like a long time ago. John Cleland has restored his 1997 Vectra with his son GOOD WEEK BAD WEEK took pride of place on static display, as Cleland and Allam entertained an appreciative crowd with twinkle-eyed war stories from the BTCC and beyond. Naturally, Cleland did most of the talking, with Alan Hyde –the unmistakable ‘voice of the BTCC’ – required only to nudge him into the next tall tale.
RICHIE GINTHER MOTORSPORT GREATS
RACE ON SUNDAY, SELL ON MONDAY Allam and Cleland were part of the BTCC old guard in the early 1990s as ex-Formula 1 drivers and a new hardedged arrivedprofessionalismtoraisethebar. Both stepped up and relished the challenge, and remarkably both retained their day jobs running dealerships selling cars for Vauxhall. At least Cleland did until he switched to flogging Volvos instead… “Like Jeff, I was a Vauxhall dealer right up until 1989, which was the first year I signed a contract to drive for Vauxhall – and I then became a Volvo dealer,” he chuckled. “I never quite worked out how they never fired me at the same time I fired them! I’ve come here to Brands to see the cars I was selling in the 1980s, some in showroom condition. The people who own them should be very proud.” Cleland is remembered fondly for his feistiness in car and out, although he claims that was adrenaline talking. He was never overawed or intimidated by the influx of stars, as Steve Soper recalls all too well from their famous collision at Silverstone in 1992, which made them both household names thanks to the BBC coverage voiced by the great Murray Walker. In fact, Cleland reckons his day job gave him an edge. “Jeff and I had a great relationship: I used to buy the drink, Jeff ate all the food!” he quipped. “We were of a similar age, both car dealers. won inconsecutivesecondrallyHyundaii20N
22 AUTOCAR.CO.UK 31 AUGUST 2022 FIRST DRIVES NEW CARS TESTED AND RATED Having exploded in popularity in Britain with bargain crossover and estate EVs, the Chinese firm has added an electric hatchback MG 4 TESTED 22.8.22, OXFORDSHIRE ON SALE OCTOBER PRICE £28,495
Even a short while ago, the idea that MG could directly benchmark one of its cars against a Volkswagen, not merely as an ambition but as a serious attempt to match and even better the model in question, would have produced reactions ranging from acidic cynicism to full-on mirth. But study the look, content, price, specification and price again of the MG 4, then take a drive, and your mind will be duly adjusted. This car is more than competitive, more sophisticated than anything the Chinese company has offered to date, decently enjoyable to drive, very well equipped, civilised and priced to make you look twice. Guy Pigounakis, MG commercial director and industry veteran of more than 40 years, calls the 4 a “disruptor”, for offering vastly more for less. He is particularly pleased with a residual-value forecast that enables an especially competitive PCP, starting at £300 per month. Market essentials such as these, along with a now-extensive dealer network and a seven-year/80,000mile warranty, provide the bedrock from which to launch a car that Pigounakis expects to swiftly become MG’s best seller. And that will make it quite a big seller, too, as the brand’s UK market share is swelling near-unstoppably. The essence of the 4 is an allnew modular scalable platform that will serve across the SAIC group of brands, potentially achieving massive volumes. The 4 is the first SAIC product to use a platform notable for a slender battery pack that occupies almost the entirety of the wheelbase, a compact rear-mounted motor and a 50:50 weight distribution regardless of battery output. There’s a choice of two, the 51kWh pack of the £25,995 base SE teamed with a 168bhp motor to deliver 218 miles of range and a 7.7sec sprint to 62mph. The £28,495 Long Range SE gets a 64kWh pack good for a 281-mile range and a slightly slower surge to 62mph in 7.9sec, while the range-topping £31,495 Long Range Trophy serves the same statistics with usefully more kit. Not that the standard SE goes short, providing a floating 10.25in Apple CarPlay and Android Autocompatible infotainment screen, a DAB radio, a data-packed 7.0in instrument display, an extensive suite of electronic aids (including adaptive cruise control, traffic jam assistance, lane keeping assistance), five driving modes and four regenerative braking levels.
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Those after a pokier 4 can look forward to the sportier dual-motor version coming next year, which is good for sub-5.0sec 0-62mph dashes. The motor’s instant torque certainly gives the traction control system plenty to do if you cane the 4 through a roundabout and lifting off produces entertainingly strong tuck-in. Driven less provocatively, the 4 corners with some panache and plenty of grip, this the benefit of Interior may look gloomy but feels classier than rivals’ and contains good tech
TESTER’S NOTE It’s well buried within the touchscreen, but the stability control can be turned off. Best not to during rain, though, because an instant 184lb ft easily overwhelms the rear tyres.
Body control on B-road blasts is fabulous, letting you have plenty of fun
RB that long, slim, low-mounted battery pack, the 50:50 weight distribution and very limited body roll. Demandingly lumpy B-roads are met with excellent body control, little bump-thump and good stability. Even if there’s strong side-to-side rocking over sudden camber changes, the 4 is undoubtedly modern MG’s most entertaining five-door model yet. To that end, you can individually alter brake-pedal effort, steering
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All this is packaged within a style that’s notably more contemporary than you will currently find in an MG showroom, if a little generic. That said, the short rear overhang, elaborate tail-lights, floating roof and heavily sculpted, black lower bodywork produce a look that’s more athletic than the Volkswagen ID 3’s. The dashboard is more striking too, its strong horizontality broken by the twin floating screens and a steering-wheel rim that’s flat at both the top and the bottom. If the cabin is a little gloomy – the seats, carpets, doors and headlining all dark as night – it’s nevertheless pretty spacious, especially against the electric superminis that the 4 competes with on price. Boot space is less clever, but the false floor allows tidy stowage of the charging cable and the folding rear seats are split. Such practicalities are soon forgotten when it comes to the driving. Merely getting in ignites the twin screens and readiness is achieved by pressing the brake pedal. Swivelling an almost comically large rotary knob resembling a high-end 1970s amplifier’s volume control selects drive and then you’re off, in silence and enjoying a ride that rounds off sharp bumps to comfortingly good effect. If you’ve recently stepped out of an ID 3, you will also notice less road noise, a smoother ride and slightly sharper performance. Of which there’s plenty, given that this is a family hatchback with enough in-gear zest to make overtaking a satisfyingly brisk experience. As with most of the more affordable (or less unaffordable) EVs, the instant torque’s surging effectiveness begins to taper off past 70mph, but few hatchback buyers will be bothered by that.
It’s more agreeably engaging than the ID 3, better to sit in and substantially more affordable weight (although not steering feel, of which there’s little to none), throttle response and regenerative braking intensity via the touchscreen and the selection of five driving modes (Normal, Sport, Eco, Snow and Custom) if chosen via one of the steering wheel’s shortcut buttons. That said, it’s a faff to set this up compared with the simple paddle system of the Kia Niro EV, say, which requires no setting up at all. Sport and Eco modes also intensify the regen in a more accessible way. Intriguingly, toggling between these modes alters your projected range. The display indicated 270 miles at the start of my test drive, this falling to 238 in Eco after 26 enthusiastically driven miles, 227 in Normal or 215 in Sport. It’s much easier to do this toggling if, as mentioned, you access the modes via one of the steering wheel’s two shortcut buttons. With the other, you could jump to the air conditioning, for example. The wheel’s pair of toggles also ease the navigation of the infotainment touchscreen.
WHAT IT LOOKS LIKE UNDER THE SKIN
Corsa-e,RenaultZoe,VauxhallVolkswagenID3
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Other negatives include the jutting ledge that carries the transmission knob, whose hard edge your left knee soon tires of rubbing, and the apparent inability to turn the car off should you wish to do that and remain in it, perhaps for a nap. Powering it down requires you to get out and lock it. But when you get in again, a seat sensor turns the screens and air-con fan back on. Hmm. Despite these issues, the 4 offers a great deal, especially for the price. It’s more agreeably engaging than the ID 3, more sporting, better to sit in, better to look at and substantially more affordable. It’s much roomier than its supermini rivals, too. The finish is pretty good for the price, even if subtle cost-savings such as the lack of grab handles, a rear-seat armrest or sill treadplates contrast with the soft-feel upper fascia, leather-edged wheel and dual digital screens. Chinese-built MGs are already a common sight on our roads, and this keenly priced, stylish, roomy, swift and very capable hatchback guarantees that they will become more plentiful still. If you remain doubtful, consider that this longrange 281-mile SE costs £350 per month, the 260-mile ID 3 £564 and the much smaller, 222-mile Vauxhall Corsa-e £430. It’s a comparison that should prove disruptively attractive.
Range,
RICHARD BREMNER Price £28,495 Engine synchronousPermanentmagnetmotor Power 201bhp Torque 184lbft Gearbox 1-spdreductiongear,RWD Kerb weight 1685kg 0-62mph 7.9sec Top speed 100mph Battery 64.0/61.7kWh(total/usable) economy 281miles,4.6mpkWh CO2, 0g/km,2% RIVALS MG 4 LONG RANGE SE
Using said touchscreen is a mild challenge, the lack of a ledge on which to rest your wagging hand and the small virtual buttons that are your targets disappointing from a firm that likes to major on technology.
tax band
The MG 4’s motor sits between its rear wheels, suspended by four-link independent coil-sprung suspension damped by vertically oriented shock absorbers. The package is designed to be as compact as possible to enable the battery pack to occupy as much of the wheelbase as possible and to prevent the motor from hijacking too much boot space. This has been only partially successful. MG quotes 367 litres of “wet volume” luggage space, which presumably means it filled one with water to maximise the number. Seats down, the figure is 1177 litres wet, that measurement task doubtless even messier. Up front are MacPherson struts flanking a substantial front subframe that will carry the second motor of the 31-minutecomposition,awhileminutesbelithium-iron-phosphate,promisedfour-wheel-drivehigh-performance,modelthat’stoarrivenextyear.Thebasic4’sbatterycellsareandcanchargedfrom10-80%in35froma150kWsource,LongRangeversionsusenickel-manganese-cobaltallowingfora10-80%infusion.
An excellent all-round package for the money, being well finished, roomy, civilised and good to drive AAAAC
At 4287mm long, 1836mm wide and 1504mm tall, it’s more hatch than crossover
Rear is roomier than in any comparably priced EV
GREG KABLE
BMW X7
The restyled dashboard features a curved digital panel, like in the iX, matching a 12.3in instrument display with a 14.9in infotainment touchscreen, all controlled by BMW’s latest iDrive 8 software. The air-con controls, meanwhile, have made way for an unnecessarily complex set of icons on the touchscreen, which are a real chore to use while driving. Roominess continues to be one of the X7’s biggest drawcards. With the choice of either a six- or seven-seat layout, it’s agreeably versatile. With the third-row seats in use, mind you, the boot shrinks to just 300 litres. Central among the changes to the engine line-up is the introduction of BMW’s latest turbocharged 3.0-litre straight-six petrol and diesel engines.
he X7 has received possibly the most comprehensive midlife update of any BMW to date, endowing the American-built giant SUV with fresh appeal just over three years after its UK introduction. With heavily altered front-end styling – including split headlights and, on the flagship M60i xDrive driven here, an illuminated grille –the X7 now has clear visual ties to the recently unveiled new 7 Series limo.
For the first time on any BMW, buyers can now specify 23in wheels, plus the new M Sport and M Sport Pro styling packs bring added dashes of sporting boldness to the exterior by way of unique bumpers, a series of black accents and other touches. The interior has also been changed significantly.
T
Each is mildly hybridised by a 48V motor integrated into the eight-speed automatic gearbox, this boosting both performance and efficiency.
The outputs of the xDrive40i have increased by 50bhp and 52lb ft to hit 375bhp and 398lb ft, while the xDrive40d has gained 12bhp and 15lb ft to make 347bhp and 531lb ft.
The M60i xDrive succeeds the M50i xDrive and is the first car to use BMW’s S68 engine. A development of the N63, it’s a twin-turbo 4.4-litre V8. Output remains the same, at 523bhp and 553lb ft, but the 48V mild-hybrid system can add 12bhp and up to 148lb ft under acceleration. This V8 imbues the X7 with truly effortless mile-eating qualities and a very smooth and collected character, striking an appealing balance of allout performance under more extreme loads and refined civility in cruising. The accompanying soundtrack is rich and entertaining, too, although with such outstanding refinement and excellent noise isolation within the cabin, its deep growl in Sport mode is always a distant delight. The 0-62mph time of 4.7sec is the same as that quoted for the old M50i, despite a 120kg gain in kerb weight. Consumption is claimed to have improved, now at 21.9-23.3mpg, although direct comparison is tricky, because the figures for the older car were attained on a different test cycle. The quick and smooth actions of the gearbox add to the driving experience, making the most of the performance added by the electric motor. This is particularly noticeable in urban settings, where the M60i manages smooth and muscular stepoff despite its considerable weight. BMW’s fast-acting xDrive four-wheel drive system ensures that there’s loads of traction. Air suspension with variable dampers affords impressive body control in corners. Indeed, the M60i hides its size well, encouraging you with well-weighted, precise steering. That said, it’s just as happy to waft along the motorway in taller gears in Comfort mode. With plenty of torque and flexibility from the engine, it’s delightfully calm and quiet at speed. The ride on the 23in wheels can get a bit fidgety, owing to its underlying tautness on some surfaces, although the excellent compliance provided by the advanced underpinnings ensures that it’s never uncomfortable or uncompromising, even in Sport. The changes that BMW has brought to the X7 have made it even more compelling than before. There’s added style and richness to the cabin, while the mild-hybrid tech adds to the drivability and refinement. With new driver-assistance functions, it’s now one of the most advanced cars in its class. And as far as big luxury SUVs go, it’s quite engaging, with surprisingly sharp actions and well-controlled handling. Yes, there really is a lot to like. We suspect the xDrive40i and xDrive40d will prove wiser buys, but if you want your SUV to have a V8, whether for the performance or the cachet, there’s no reason why it shouldn’t be an M60i.
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you TESTER’S
Relaxed cruising can soon transition into quick cornering; steering won’t dissuade NOTE The gear selector has been replaced by a compact slider, similar to that in the iX. Manual shifts are therefore now performed exclusively using the wheel-mountedsteeringpaddles.
GK Price £103,600 Engine V8,4395cc,twin-turbo,petrol,plus48VISG Power 523bhpat5500-6000rpm Torque 553lbftat1800-4600rpm Gearbox 8-spdautomatic,4WD Kerb weight 2600kg 0-62mph 4.7sec Top speed 155mph Economy 21.9-23.3mpg CO2, tax band 274-292g/km,37% RIVALS GLS,AudiSQ7,Mercedes-AMGRangeRoverP530 BMW X7 M60i xDRIVE Mid-life upgrades lift X7’s appeal yet higher. Luxurious, potent and, given its size, rather engaging to drive AAAAC TESTED 23.8.22, GREENVILLE, SOUTH CAROLINA, US ON SALE NOW
BMW updates its biggest and brashest SUV, giving the M version an even brawnier V8
a
In N, at a steady 30mph, I hit the throttle and a stopwatch at the same time, and it wanted more than 3.5sec to gain just 10mph. For comparison, I climbed into a Citroën Berlingo diesel van – not a rival, I know, but what I had to hand – and it was a full second quicker. You can select and hold gears yourself (the gearlever has a manual mode), but it shouldn’t be this hard work. I doubt this saves much fuel over D mode, either, given you will be on the throttle that much harder. And either way, this isn’t much more than a 40mpg car. It’s not entirely a rival, but the new Honda Civic I drove last week, easily breezing past 60mpg with a much more responsive and predictable set-up, shows how it can be done. The Tonale’s handling is, though, very agile, so if that’s what Alfa was going for, it nailed that. It rolls just enough to lean on and I doubt there’s another car in the class that’s this willing to turn, yet it does it without the harshness of ride that you get in, say, the smaller Ford Puma ST. Even on 20in wheels (and in lefthand drive, which often doesn’t help the perception of ride quality in the UK, because it sits the driver on the worst bit of the road), the Tonale is well controlled yet far from harsh, breezing aside most imperfections. The steering is very quick, at around 2.2 turns between locks; really responsive, even just off the straight-ahead; and extremely light. Which means that for all its agility, the Tonale doesn’t feel very stable. Combine that with the difficult drivetrain and, even though it comes across as quite dynamic, this is a difficult car to drive smoothly, get into a rhythm with or feel relaxedly comfortable with. The dynamism isn’t without appeal, but I find the Tonale harder to warm to than, say, Alfa’s incredibly compelling Giulia saloon.
ALFA ROMEO TONALE 1.5 HYBRID
Athletic compact crossover arrives in the UK with mildly 1.5 HYBRID Ti The Alfa Romeo Tonale compactish SUV has arrived in the UK for review, albeit still in lefthand-drive form. It has a mildly hybridised 1.5-litre turbocharged four-cylinder petrol sending 158bhp to the front wheels through a sevenspeed dual-clutch automatic gearbox. A plug-in hybrid is coming later. Here, with just 20bhp provided by the electric motor, it’s good for 46.3mpg and 139g/km of CO2. For rivals, of which there are a lot, you could consider anything from the Audi Q3 through to the Volvo XC40, but everyone from Ford to Hyundai has something like this in their range these days. There are three trim levels. This one is the middle Ti, which starts at £39,995, but it has some options, most notably 20in alloy wheels. If you go for the range-topping Veloce (£42,495), you get flappy gearshift paddles and adaptive dampers too. I quite like it inside. There’s a bit of a mixed bag when it comes to materials, but the small round steering wheel is cool and the dashboard’s brightwork is pleasing.
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There are comfortable and supportive seats and it’s good to see prominent separate switchgear for the heating and ventilation, which means the touchscreen isn’t too overloaded (and it will mirror your phone anyway). But the perceived solidity of some of the materials I don’t think would match up to the plushest alternatives.
There’s reasonable room in the rear for a 4.5-metre-long car and a competitively sized 500-litre boot. The driving experience is as mixed a bag as the interior. Alfa has fitted its DNA driving-mode selector, and only in D (for Dynamic) is it particularly satisfying, with the system selecting the right gear to provide enough response to suggest that the claimed 8.8sec 0-62mph time is accurate.
In N (Natural) or A (Aargh, It’s Unbearable), the Tonale is to increasing degrees gelatinous and gloopy, attempting to begin moves with the motor in what I presume is a futile attempt to not use too much fuel but which leaves it infuriatingly ponderous before the engine pitches in. It’s particularly wilfully bad in A (actually Advanced Efficiency).
Cornering enthusiasm is its finest element, followed closely by interior layout @matty_prior
MATT PRIOR
Overt handling dynamism can’t compensate for the frustrations with this mild-hybrid powertrain AAACC
electrified petrol four Price £39,995 Engine 4cyls,1469cc,turbo,petrol,plus48VISG Power 158bhpat5750rpm Torque 177lbftat1500rpm Gearbox 7-spddual-clutchauto,FWD Kerb weight 1525kg 0-62mph 8.8sec Top speed 130mph Economy 46.3mpg CO2, tax band 139g/km,32% RIVALS BMWX1,VolvoXC40 ALFAROMEO TONALE
TESTED 21.8.22, WARWICKSHIRE ON SALE SEPTEMBER
TESTER’S NOTE I’m reminded of the Mini Countryman from 2010, another crossover with hyper steering to make it feel more agile than it ought to be. MP
BYD ATTO
U sually, we hear rumblings that a manufacturer is planning a new model. Then a few months later, we might see a concept car or some spy shots. After what seems like an eternity, it will be unwrapped, and if we’re really lucky we get invited to drive it within half a year, at first on a carefully curated scenic route abroad, then some months later on UK roads, shortly before it finally starts making its way to customers. That’s not what has happened with the BYD Atto 3. Our hands gripped the wheel for the first time about 14 hours after we saw it in the metal for the first time and about 13 hours after we got official confirmation that it was coming to the UK (News, p14). And by that, we mean it’s probably on the boat already. In line with its rapid and hugely ambitious global growth ambitions, BYD – the world’s biggest EV seller in the first half of 2022 – will introduce three EVs to Europe by the end of the year: the premium Han saloon and Tang SUV and this mainstream crossover. Not that the Atto feels like the runt of the litter. Climb aboard and marvel at how BYD has achieved what so few established brands have managed in recent years: conceived a cabin that feels at once exciting and liveable.
For now, though, it suffices to say that the Atto stacks up enticingly against its competitors in terms of raw specification and is individual –quirky, even – enough to stand a real chance of gaining traction in this
Interior is nicely designed, practical and well built; it has no obvious vices on the road @felix_page_
This is one of three models the world’s biggest seller of EVs is letting loose on Europe
The Atto’s low-speed warning sound is modelled on classical music, which is lovely, but it’s loud enough inside to grate after a few minutes. When will we be able to change these like we used to do with ringtones?
FP Price £40,000 (est) Engine Electric motor Power 201bhp Torque 229lb ft Gearbox 1-spd reduction gear, FWD Kerb weight 1680kg 0-62mph 7.3sec Top speed 100mph Battery 60.5kWh (usable) Range, economy 261 miles, 4.3mpkWh CO2, tax band 0g/km, 2% RIVALS Renault Mégane Electric,E-Tech Volkswagen ID 3 BYD ATTO 3 Rivals the Volkswagen ID 3 with a slick, attractive interior and a compelling specification TESTED 25.8.22, THE HAGUE, NETHERLANDS ON SALE AUTUMN unrelentingly competitive segment. Stand by for a comprehensive onroad test drive in the coming weeks. FELIX PAGE
The Atto 3 is the first model based on BYD’s slick new e-Platform 3.0, so it’s doubly important, but there’s only so much that anyone can say about the dynamic and accelerative performance of a car after a couple of supervised 2.8-mile laps around a crumbling airport perimeter road at fairly tame speeds – so no star rating yet. Perhaps the most insightful and most revealing thing that we can say about its driving behaviour is that it’s almost entirely unremarkable. Be in no doubt that this is good news. Step-off from rest is swift, if not categorically rapid; the steering is responsive but a touch unfeelsome; and the suspension is stiff under load but forgiving of road imperfections. The 60.5kWh battery supplies a competitive WLTP range of 261 miles and can be charged at rates of up to 88kW, and family buyers will be pleased with the 440-litre boot and roomy rear seats.
Plus, BYD’s bespoke infotainment software – which is operated via a crisp, clear and graphically attractive touchscreen – seems as intuitive as it is functional but sensibly leaves some of the most commonly used functions to good old buttons and switches on the steering wheel and centre console. First impressions are promising, then, and it’s refreshing for such a huge company to move so quickly and with such conviction.
3
The big, 12.8in touchscreen rotates as you like, the interior door handles are sculpted grips atop the speakers and there are actual guitar strings, on which you can play actual songs, in the door bins. Don’t show the kids.
TESTER’S NOTE
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A lot depends on where BYD decides to land on pricing. Too low, it says, and it would risk devaluing the technology contained within its cars. Too high and it would dent its chance of capturing the imagination of a largely brand-agnostic target market.
Beyond a synthesised low-speed warning soundtrack, the cabin stays quiet around town. Comfort and refinement levels are high. However, pushing harder elicits uncertainty from the powertrain, the transition from electric to blended power often marked by hesitation. By the time a similarly potent EV would have projected itself down the road, the Mazda is still gathering pace. The Skyactiv engine is effective but with a coarse soundtrack that gets loud when it is pushed harder. It becomes increasingly reluctant past 5500rpm and won’t exceed 6100rpm. This may be one of the quickest Mazdas yet, but it’s definitely not an addition to the long list of joyful fourpots from the brand’s vibrant past. The chassis impresses much more, even with the biggest (20in) wheels. Traction is assured, and although it rarely shows evidence of its rearward torque bias, it resists understeer well.
MIKE DUFF
The ride remains composed and comfy whether you’re tackling nasty potholes or twisting, cresty A-roads.
While bigger lateral loadings do bring discernible body lean and the steering lacks feedback, responses are respectably crisp and enthusiastic for something so tall and heavy. Indeed, the limiting factor was adhesion; the CX-60 feels well up to exploiting tyres grippier than its unsporty Bridgestone Alenza set. The cabin is well finished and in top-end Takumi trim gets upmarket materials inspired by contemporary Japanese design, including wooden cappings and cloth dashboard facing. It also has door trims made of metal and seemingly modelled on the fins of a 1950s Cadillac – in a good way. Strangely, the 12.3in central screen reacts to touch when running Apple CarPlay or Android Auto but not when showing Mazda’s sat-nav. Space up front is good but the back is far tighter; adults will feel squashed if those in front are making the most of their freedom. The rear backrest is also steeply angled to carve out more boot space – an acceptable 570 litres. It has always been easy to criticise PHEVs for the compromises inherent in lugging around two powertrains at once, and that hasn’t changed. While there’s lots to like about the CX-60, its standout features are mostly unrelated to its powertrain. Of course, people usually choose PHEVs for reasons beyond mechanical charisma, not least their tax advantages. As such, the CX-60’s CO2 emissions rating of 33g/km may well be its most compelling statistic. No wonder Mazda expects it to take an outright sales majority in the UK. Like other PHEVs, though, it feels like a timid step into electrification, especially amid the growing number of compelling EVs in the same space.
Although Mazda’s first plug-in hybrid is very tardy by wider industry standards, it arrives carrying plenty of innovation.
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The first novelty is the lack of a turbocharger, instead the relatively big engine capacity of 2.5 litres giving efficiency gains under gentle loads. The second is a clever new eightspeed automatic gearbox that uses an electronically controlled clutch pack rather than a torque converter.
Mazda’s typical sporty feel hasn’t been lost; interior is great to look at and to use
MAZDA CX-60 E-SKYACTIV PHEV
The electric motor is powered by a 17.8kWh battery that gives a claimed electric-only range of 39 miles – sadly short of the Toyota RAV4 PHEV’s 46 miles and the Volvo XC60 Recharge T6’s 48 miles. It can be fully refilled by a 7kW charger in 180 minutes, or you can while driving get the engine to charge it to a certain level for later. As with many PHEVs, gentle use suits the CX-60 well. It defaults to EV mode on start-up, and although the motor drives through the gearbox, producing the slightly odd sensation of shifting, it feels very brawny and responsive enough for everyday use.
One key advantage a PHEV has over an EV is towing capacity and endurance. The CX-60 PHEV can haul a braked trailer of up to 2500kg, plus it has a bespoke driving mode for towing. MD
first plug-in hybrid from maverick manufacturer hits British roads Price £48,050 Engine 4cyls,2488cc,petrol,pluselectricmotor Power 323bhp Torque 368lbft Gearbox 8-spdautomatic,4WD Kerb weight 2146kg 0-60mph 5.8sec Top speed 124mph Battery 17.8kWh(total) Economy 188.3mpg Electric range 39miles CO2, tax band 33g/km,12% RIVALS ToyotaRAV4,VolvoXC60 MAZDA CX-60 E-SKYACTIV PHEV 2.5 TAKUMI AWD
A generally accomplished premium SUV that deserves a slicker and quieter powertrain AAABC
TESTED 23.8.22, MERSEYSIDE ON SALE NOW
TESTER’S NOTE
Innovative
Ford claims the new pairing makes the Focus more efficient and more speed automatic gearbox so that, while it’s no great pleasure to rev or to listen to when working hard, you’re only exposed to any thrash when you need to be. Outright accelerative urge is a little lacking, but in a big car like this you seldom feel like hurrying.
The GV80 is a big car with quite a laid-back dynamic character. It’s lavishly roomy and generally very smooth and quiet, with a richly equipped and upholstered interior, a giant steering wheel, a soft ride and fairly gentle handling responses. The engine contributes fairly well to that relaxing vibe, but the ride associated with the big wheels definitely doesn’t.
Is this
31 AUGUST 2022 AUTOCAR.CO.UK 31 FIRST DRIVES
our
better?
Genesis’s four-pot develops enough accessible torque to move the car’s mass easily in typical traffic, and it combines well with Hyundai’s eightvoice control. More active safety technologies have also been added. As for the actual car stuff, the front end has gained a new look and mild hybridisation of the 1.0-litre three-pot petrol engine has gone from niche to mainstream, offered on the 123bhp or 153bhp units for an extra £1400; and now also with a dual-clutch automatic gearbox, not just a six-speed manual.
trimST-LineinispicturedCar refinement, and it’s certainly supple and agreeable when the surface suits it, but the company really must do a better job of the secondary ride isolation to justify those claims. As it is, only those content to buy at the cheaper end of the GV80 range stand to get the truly relaxing car that they’ve been promised.
The diesel ‘spa on wheels’ got 3.5 stars in road test. petrol version
Genesis makes some big claims about fun to drive – the former borne out in our test, the latter hard to determine. As before, the Focus emanates that distinct Ford quality of being a car that can sensibly, comfortably and practically transport your family at the weekend but always with cheeky, tacit hints that when you’re driving alone in the week, it will enjoy letting loose just as much as you might. Every petrol Focus now has a twist-beam rear, but the only real difference is bigger hits over potholes. Indeed, on the 16in wheels and tall tyres of Titanium trim, the ride is still comfy in the primary sense, jittery in the secondary. The reward is, of course, handling. Dive into an inviting corner and the chassis responds without hesitation, then obediently keeps to your chosen line. Plus ça change – pour de bon. Also still present is Ford’s hallmark elasticity in the steering, which you will either love or find caricatured. The manual may be less satisfying than the Focus ST’s, but there’s still lots of good to say. Faster and slicker the DCT may be, but you won’t relish it like this, owing to such tactility. In fact, tactility is the crux of my big
The Mk4 Ford Focus launch was a significant event in 2019, yet not even three years later, the car feels a bit of an anachronism. And another sign of the times is that its mid-life facelift is far more about the digital than the mechanical side. Where previously was an 8.0in touchscreen running Sync 3 software is now a 13.2in one with Sync 4, its novelties being wireless updates, live traffic data and Alexa-style
ever has been, save for the
Affordable yet accomplished hatchback gets one last update before its 2025 demise admirable as the Mk4 Focus climate
TESTED 22.8.22, EAST SUSSEX ON SALE NOW
Economy is perhaps the greater disappointment: drive gently and you might just about see 28mpg. Whether you drive gently or not, however, the ride varies from quiet and settled to suddenly quite jarring.
GENESIS GV80 2.5T FORD FOCUS Price £24,750 Engine 3cyls,999cc,turbo,petrol Power 123bhpat6000rpm Torque 125lbftat1400-4500rpm Gearbox 6-spdmanual,FWD Kerb weight 1330kg 0-62mph 10.2sec Top speed 124mph Economy 47.1-52.3mpg CO2, tax band 121-135g/km,29-32% RIVALS KiaCeed,SeatLeon Price £62,315 Engine 4cyls,2497cc,turbo,petrol Power 300bhpat5800rpm Torque 311lbftat1650-4000rpm Gearbox 8-spdautomatic,4WD Kerb weight 2145kg 0-62mph 6.9sec Top speed 147mph Economy 30.5-31.4mpg CO2, tax band 239-248g/km,37% RIVALS MercedesGLE,VolvoXC90 FORD FOCUS ECOBOOST 125 TITANIUM GENESIS GV80 2.5T LUXURY LINE Just as
Genesis wants increasingly to look like a responsible alternative to the usual suspects in the luxury car market. Its first electric cars are now arriving in showrooms and in Europe it’s omitting some of the more potent engines that buyers elsewhere in the world can choose. So if you would rather petrol than diesel power in your large SUV, the GV80 offers a four-cylinder engine only. It’s a 2.5-litre turbocharged unit with both direct and multi-point fuel injection, and it makes bang on 300bhp – more than the equivalent Volvo XC90 offers but less than most other rivals, which use six cylinders. The GV80 is also a little bit cheaper than most of those rivals if you buy it in basic Premium trim, although we tested it in top-end Luxury guise. Both versions run ostensibly the same rolling chassis specification: steel coil suspension with cameracontrolled adaptive dampers and rear-biased four-wheel drive with an optional electronic locking differential. However, while the cheaper trims come on 20in wheels as standard, the upper ones get 22s.
controls. Great value for money Engine gives passable performance and refinement but fuel economy and ride comfort ought to be better AAAAC AAACC TESTED 21.8.22, WARWICKSHIRE ON SALE NOW
MATT SAUNDERS criticism of this facelift. The air-con controls have been moved onto the touchscreen – and despite this now being comically large, the icons are tiny and the menus are fiddly. Why? The Mk4 Focus latterly was the last bastion of sensible yet enjoyable ICE family cars for the middle class. The Mk4.5 remains all that, just with one unnecessary, infuriating flaw.
KRIS CULMER
32 AUTOCAR.CO.UK 31 AUGUST 2022 Caterham Seven PHOTOGRAPHY EDLESTONMAX ROAD TEST No 5589 Fantastically hardcore new Seven is a competition car with numberplates Price £54,990 Power 210bhp Torque 150lb ft 0-60mph 4.2sec 30-70mph in fourth 4.9sec Fuel economy 27.1mpg CO2 emissions na 70-0mph 46.0m 420 CUPMODEL TESTED
Caterham has explored larger diameters in recent years but the 420 Cup uses 13in wheels and looks all the better for it. Three choices of tyre: roadready Avon ZZS, standard-fit ZZR and competition-ready ZZR Extreme. Wing mirrors are paltry but easy to adjust and offer surprisingly good visibility, just like the carbonfibreframed rear-view mirror. Ergonomics aside, they also look great – really serious and motorsporty, which is just what you want in a car like this. Bilstein dampers are unique to the 420 Cup and adjustable through 10 settings (10 eliciting the highest rates). The dial is easy to tweak on the front axle but harder at the back, where your hand must slip between tyre and wing.
DESIGN AND ENGINEERING AAAAB You’ll not find anything revelatory in the layout of the 420 Cup, and neither would you want to. The basic Seven design, laid down by Colin Chapman in the 1960s, remains timelessly appealing and all that’s left for Caterham to do is to optimise the character of its various flavours of Seven with expert tuning and careful choice of hardware. That said, the firm’s new track-day tool is not your typical Seven, which is perhaps why this is one model that doesn’t come in kit form for assembly C These were the 420 Cup’s starting point at home. For one thing, this is the first-ever Caterham Seven to feature adjustable suspension, something brought about by Bilstein dampers, whose rates can be moved through 10 ‘clicks’. This not only allows the handling balance to be altered during track days but should also prove useful if you ever needed simply to get from A to B on a wet day, when the softest rates would come into their own. In terms of fundamental suspension geometry, the 420 Cup doesn’t have quite the same level of adjustability as the Championship racing car but there’s good scope nonetheless and you can also specify aerodynamically optimised wishbones, for less drag. In terms of back-axle contact patch, the 420 Cup is as well endowed as any Seven you’ll find, with 215-section tyres matching those fitted to the racing car, with plenty of aesthetically pleasing sidewall permitted by the 13in wheels. Regular tyre options come in the form of Avon’s ZZS and ZZR and are typical Seven fare, but as a dealer-fit option, the 420 Cup can be had with ZZR Extreme tyres, which is a semi-slick (with more emphasis on the ‘slick’) that’s race ready. Our test car, geared up for both road and track, rides on ZZS rubber.
31 AUGUST 2022 AUTOCAR.CO.UK 33 ROAD TEST
aterham doesn’t need to build specific, rarefied versions of the Seven in order to homologate its racing cars, but if it did, the result would look like the 420 Cup. This unmistakable, caged and liveried new model is, in the words of its maker, “a machine built specifically for the race track” and as such takes its mechanical lead from the uncompromising 420R-based Caterham Seven Championship racer. It is, for all intents and purposes, a road-legal version of the slick-shod competition car, only with a little ‘luxury’ thrown in here and there and, usefully, a passenger seat. It’s also a concoction that Caterham employees have apparently been enjoying internally for a while, mostly at track days, where the package has been disguised as an existing Seven, to remain incognito.
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MODELS POWER PRICE 170 84bhp £24,990 360 180bhp £31,990 420 210bhp £35,990 420Cup 210bhp £54,990 620 310bhp £51,990 TRANSMISSIONS 6-spd5-spdmanualsequential
Carbonfibre aero screen is an optional extra and you can save some money by opting for a less exotic composite one. Or you can have an actual windscreen, though presumably this affects the rollcage options, of which there are three.
Caterham’s range of Sevens has surprising breadth, given every car sticks rigidly to the same lightweight template. The entry-level 170 uses a 660cc Suzuki triple, although every other model is powered by a version of Ford’s 2.0-litre Duratec unit, which is supercharged to more than 300bhp in the 620. Gearbox options are limited to a five-speeder by Mazda or, at the upper limits of the range, a six-speed sequential by Sadev. Most models are available in either narrow-body or widened SV-body guise. S trim is standard on most Sevens, with the racier R spec a cost option. Factory-built cars cost £2595 more than build-at-home kits on everything below a 420 Cup.
Range at a glance
We don’t like We like Chassis’ tweakability makes for not only a more capable Seven but also a more intriguing and engagingCombinationone of red-raw transparency and intuitive handling borders on the sublime Expensive after options. This is a Seven that costs more than a well-optioned Ariel Atom It’s very demanding away from the track and lacks slickness when not being thrashed
As a brief aside, you might argue that those employees deserve some fun: Caterham’s order bank currently exceeds its 500-car annual production capacity – so much so that the showroom at Gatwick is being converted into a second production plant. (The first remains in Dartford.) Business is deservedly good, although tough decisions lie ahead. Caterham lost access to Ford’s 1.6-litre Sigma engine last year and the 2.0-litre Duratec powering the bulk of the range is guaranteed until 2025 but can’t go on forever. Finding suitable replacements isn’t an easy task, and the spectre of electrification –anathema for an outfit that worships at the altar of lightness – looms. But that’s all for another time. Now that the 420 Cup recipe is available to the public, this is our chance to get to know it. Expect it to be spectacular, but spectacular enough? At more than £54,000, the asking price is going to make even hardcore Seven acolytes pause for thought. After all, this isn’t even the fastest Seven Caterham offers. The supercharged 620R, with which the naturally aspirated 420 Cup shares its gearbox and dashboard, remains the true supercar slayer in the range, toting almost a third more power than the new track-day star. However, it is the 420 Cup that promises the most intense Seven experience achievable on both road and track. Time to find out if it delivers.
Weights and measures
34 AUTOCAR.CO.UK 31 AUGUST 2022
Caterham positions its pedal box for serious track work and left-foot braking. The brake pedal is therefore dead centre, equidistant from the clutch and the accelerator. It’s all very tightly packed.
DIMENSIONSPARKING
This car is fitted with the race cage, which has longitudinal outer members that make ingress and egress more involved. Most testers went in and out via the top.
Kerb weight: 3100mm560kg 950mm 1050mm 1090mm 1575mm (with mirrors) na Typical parking space width (2400mm)heightgarageTypical 1090mm 80mm 70mm Centre
WHEEL AND PEDAL ALIGNMENT
Carbonfibre seats are by Tillett and are supportive and generally comfortable, even if fishing around for belt latches becomes tiresome. They can also be heated.
Boot cover on the 420 Cup is metal not fabric, and this is a reference to the 420 Championship racing car. The corners still unclip and come off easily enough.
HEADLIGHTS The Seven’s headlights weren’t tested on this occasion, although our test car was equipped with £800 high-intensity LEDs.
As for the powertrain, this engine is the same dry-sumped 210bhp 2.0-litre Ford Duratec four-pot used by the regular 420R. It means the 420 Cup is a good deal more powerful than the Championship racing car yet is claimed to weigh the same 560kg. It gives the new model a power-to-weight ratio of 375bhp per tonne – more than that of the latest Porsche 911 GT3. Downstream of the engine sits a race-grade sixspeed Sadev sequential gearbox, which in turn feeds a mechanical limited-slip differential in the de Dion rear axle. In line with the laptime-hunting remit of the 420 Cup, Caterham’s trusty five-speed manual isn’t offered, although you can have the car in wide-body SV guise for an additional £2500.
INTERIOR AAAAC There’s a process you must undertake before even acquainting yourself with the 420 Cup’s minimalist interior. Assuming you have the full ‘Race’ roll-cage like our car (less involved cages are available), you need to lift yourself onto the ‘roof’ of the car and then lower yourself carefully, threading your legs into the nose and onto the tiny pedals. (The contact patch of the accelerator is only the size of a 50p piece.) Once in, now is the time to lean forward, reach over the short carbon aero screen and grab the steering wheel and keys you remembered to place at the top of the bonnet. Squeeze the quickrelease ring at the back of the wheel and slot it onto the steering column. Now, assuming you remembered to move the belts out of the bucket of the seats before climbing in, you can do them up. If not, climb out and do it all again, correctly this time. Then it’s a matter of turning the key, depressing the clutch and holding down the engine start toggle on the dashboard. Now you’re ready to rumble. The distraction-free interior of the 420 Cup is much the same as that of the 620R. Unlike an Ariel Atom, with its race-grade digital readout, the Caterham stays analogue, with diddy dials and banks of toggle switches. It’s all intuitive enough, and visibility is very good, too, perhaps unsurprisingly. Along with the Race cage, our car is also fitted with the lowered floor, which is useful for taller drivers but for those of average height may mean the transmission tunnel feels too high and gets in the way a little. Option with care.
The only other major decision you’ll need to make concerns the seats. Our car’s carbonfibre Tillett shell buckets proved comfortable all day long, but they cost £1200 with padding, rising to £1600 if you want them heated. Given the warmth that emanates from the transmission tunnel and the 420 Cup’s unsuitability for touring, we don’t see the need for heating. With its new Alcantara and flashes of colour, the 420 Cup’s cabin is more characterful than the Seven norm but every bit as fastidiously uncompromising. You’ll either love it or hate it.
Alcantara Momo steering wheel, keys, battery master switch: don’t leave the house without all three. Or your full-face helmet, earplugs and balaclava.
Metal toggles can take some figuring out but they’re lovely to use when you’re familiar with them. This is the same dashboard as in the 620 and is nicely backlit.
ROAD TEST 31 AUGUST 2022 AUTOCAR.CO.UK 35
Ford Duratec 2.0-litre engine is in naturally aspirated 210bhp trim here, redlines at 7900rpm and, as in other Caterham Sevens, sits behind the front axle.
PERFORMANCE AAAAB
The 420 Cup is another Caterham Seven that makes relatively modest power and torque outputs feel invigorating. Just 210bhp is less than you’ll get today from a Volkswagen Golf GTI, but short gearing and the fact that the power pushes against a mere 560kg is enough to result in acceleration times many serious mainstream performance cars would rightly be proud of. The 1.9sec taken to dispatch 30-50mph in third is an exact match for the Porsche 911 Carrera S. Despite its breeze-block shape, the Caterham’s tiny surface area also means less air resistance at higher speeds, and to 100mph the 420 Cup proved just 0.6sec slower than the 503bhp BMW M4 Competition. Finessing standing starts is also enjoyable, although our consistent best runs of 4.2sec to 60mph were short of the factory claim of 3.6sec, which was perhaps achieved with the more adhesive ZZR Extreme tyres. However, more meaningful than the numbers are the sensations this powertrain gives. Throttle response is pleasingly sharp, and the delivery of power linear, all the way to the 7900rpm redline. It’s well mannered, too, at least in terms of the delivery itself. Fling open the throttle at 1500rpm and the engine can stutter momentarily but this isn’t something you’ll ever do in the real world and the rest of the time the only rawness about this 2.0-litre ◊
New model introduces weather-resistant Alcantara to the Seven range. It adds a dash of luxury and colour to an otherwise spartan cabin.
If you want to know how the 420 Cup really handles, and fully rewards its driver, you need to find a circuit (see Track Notes, opposite). It’s here that the free-revving, oversquare engine and gearbox also do their best work, because the most extreme trackday Caterham to date is nothing if not a car that craves being driven at nine- or ten-tenths. This isn’t a Seven 160, and neither should it be treated as such. It needs track-level commitment to come alive. However, that isn’t to say the 420 Cup can’t be enjoyed on the road, because in shortish stints, when the weather and your mood suits, it absolutely can. Key to this is the adjustable suspension. The settings that work best on track are inevitably overblown on the road, but take the dampers down from, say, setting nine to setting five on both axles and you’ve got a different proposition. The result is a Seven that will bob happily down B-roads with the kind of pliancy and phenomenal (and pleasingly visible) wheel control we expect from these cars. You can dial the dampers down further to unlock really quite generous body movements, and these allow you to feel like you’re working the car, even when you aren’t. Moreover, and in stark contrast to supercharged Sevens, one thing you don’t really need to worry about on the road is traction, at least in the dry. (It didn’t rain during our road test.) So composed is the 420 Cup that, on circuit, it only ever starts to move about when serious weight transfer is factored in, but on the road, you’ll rarely if ever get to this point. At the same time, this naturally aspirated engine simply doesn’t have the goods to unstick the rear tyres with anything less than a clutch-dropping standing start or with pretty ham-fisted cornering. It means the 420 Cup feels dependable, and you can get stuck into the driving controls without worrying which hedge you’re going to be fired into for enjoying yourself a little too much. And enjoy yourself you will, because the deft cornering balance, plus the intimate but ironveined unassisted steering and, of course, the innate lightness of the thing, allow any Seven to serve up driving sensations few other cars could dream of offering.
Driving a 420 Cup is an assault at any speed, albeit an entertaining one
36 AUTOCAR.CO.UK 31 AUGUST 2022 ∆ unit is its outrageous intake gargle and booming exhaust (positioned below your right ear). The only issue you’re likely to face is the occasional incidence of ‘kangaroo petrol’, which usually rears its head at low speeds and comes from a combination of the throttle pedal’s sensitivity and road furniture that makes it momentarily difficult to keep your inputs smooth. As for the gearshift, it’s arguably the star of the show. In casual driving, it’s often best to help this notchy and firm-levered sequential ’box along by using the clutch, but clutchless redline flat shifts are awe-inspiring in their speed and precision. And often in their loudness. Between the clonking differential, the whining gears and the mechanical timbre of the shifts, driving a 420 Cup is something of an assault at any speed, albeit an entertaining and enlivening one. Just know that selecting reverse can be tricky: avoid three-point turns.
HANDLING AND STABILITY AAAAA
It’s best to adjust the dampers to one of the slacker settings for road use to get a welcome B-road pliancy. Its traction, poise, immediacy and handling balance all delight.
BUYING AND OWNING AAABC
Long T3 hairpin tightens on exit and can induce creeping understeer. It’s fun to play around with the damper settings and find out what cures it.
The 420 Cup, more so in windscreenless guise, wears its unwillingness to coddle occupants like a badge of honour. Now, it’s important to say that for track-day driving, there’s really very little to complain about here. The car is raw and allencompassing but also comfortable enough that you could do a 45-minute stint and hop out feeling well exercised but reasonably fresh. The seats clamp you into place securely and at speed the lightness of the steering makes this chassis easy enough to flow through consecutive high-loadHowever,corners.the420 Cup also has numberplates, so we need to address its on-road characteristics, which are uncompromising in the extreme.
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The Seven 420 Cup starts at £55,000 and it’s quite easy to break the £60,000 mark with some options. It therefore costs considerably more than the upcoming BMW M2 is expected to cost, so this very special machine really is only for the diehards who will spend the majority of their time on track. Even then, the rational case for buying one of these cars is tenuous. It’s possible to find a Championship racing car for far less than Caterham asks for the 420 Cup, so if you foresee yourself trailering the new model before you drive it, you might be better off sacrificing the road-legal element entirely. If you do need the road-legal element, there are other options worth considering. An Ariel Atom 4 exposes you more to the elements than the 420 Cup but can be tamer when you just want to mooch along. It’s also cheaper, a three-year waiting list notwithstanding. Equally, lesser Sevens can be set up and equipped to deliver much of the 420 Cup’s unvarnished thrills. This is a special Seven, no doubt, but also a physical one that requires high levels of commitment both to use and to fork out for. More prosaically, fuel economy is good, and better than you’ll get from any supercharged Seven. Our average of 27.1mpg included plenty of track driving and, with the 36-litre tank, equates to a range of 215 miles.
DRY CIRCUIT
Caterham Seven 420 Cup 1min 10.2sec Ariel Atom 4 1min 8.9sec
It generates reassuring stability on the heavy braking zone into T5. Through T1, a trailing brake rotates the car beautifully before a full-throttle exit maintains just a slither of yaw.
The 420 Cup offers an unadulterated experience on track. The fact that there is no ABS or traction or stability control sets the tone, and this is a machine that requires assertive use of certain controls (gearbox, throttle) alongside delicate and considered use of others (steering, brakes). It makes for an immensely engaging experience and one that you’re never quite happy to finish, such is the endless scope for exploration of not only the car’s capabilities but also your own. The car is an exceptional canvas in this respect – agile and in some ways ‘loose’ but also predictable and heroically well balanced. You really are getting the filigree responses of something light and mid-engined, only with the indulgent, forgiving handling traits of something front-engined. Oversteer comes easily, but only when you desire it, and so effective is the sequential gearbox that redline upshifts into fifth hit home with vicious speed but no break in the flow. Just be sure to rev-match during those brilliant and breathless bouts of consecutive shifting down the gearbox, lest you lock the rear wheels. Best of all, so light is the 420 Cup that it never seems to cook its cast iron brakes or its tyres, which were the tamest Avon ZZS option in this case. The more serious ZZRs would have let the car dip below 1min 10.0sec.
As for ride quality, slackening the dampers to their softest gives fine primary ride but it can’t mitigate the general jolts that come with driving what is essentially a bathtub on wheels. The pedal box is also cosy in the extreme, but at least the clutch pedal is firm enough for you to rest your redundant left foot on it while cruising. Admittedly, the 105mm-wider, 250mm-longer (and 25kg-heavier) SV chassis and a windscreen would mitigate much of the above, but stray too far from the pared-back template and you miss the point of the 420 Cup, don’t you? Fact is this track-day hero of a Seven is not for faint of heart and neither should it be.
120mph 16.0s 110mph 12.4s 010s 30mph40mph50mph 60mph 70mph80mph90mph 100mph 1.9s 2.7s 5.3s3.4s 4.2s 9.0s6.6s8.0s 30mph-050mph-070mph-0 8.6m21.5m44.1m 10m20m40m30m0 120mph 10.6s 110mph 8.4s 010s 30mph40mph50mph 60mph 70mph80mph90mph 100mph 1.5s 2.0s 3.9s2.5s 3.2s 6.9s4.7s5.8s Start/finish T1 T2 T3 T4 T5 T6 T7 30mph-050mph-070mph-0 46.0m23.7m9.1m 10m20m40m30m0 Track notes ROAD TEST 31 AUGUST 2022 AUTOCAR.CO.UK 37 COMFORT AND ISOLATION ABCCC
So loud are the straight-cut cogs of the gearbox that at anything below about 3000rpm they drown out the exhaust boom, which is hardly dulcet. Earplugs are recommended, even underneath a helmet, which will need to be full-face if you’re to avoid swallowing flies or, less amusingly, stones flicked up by vehicles ahead.
ACCELERATION
Ariel Atom 4 (20deg C, dry) Caterham Seven 420 Cup (32deg C, dry) BRAKING 60-0mph: 3.10sec Ariel Atom 4 (20deg C, dry) Standing quarter mile 11.3sec at 123.4mph, standing km na, 30-70mph 2.4sec, 30-70mph in fourth 4.2sec Caterham Seven 420 Cup (32deg C, dry) Standing quarter mile 12.8sec at 111.3mph, standing km 23.7sec at 130.0mph, 30-70mph 3.4sec, 30-70mph in fourth 4.9sec
36 litres 38 AUTOCAR.CO.UK 31 AUGUST 2022 MAX SPEEDS IN GEAR ACCELERATIONACCELERATION IN GEAR Read all of our road tests autocar.co.uk ROAD TEST No 5589 Data log 135 60mph 7900rpm 97mph 7900rpm 130mph 7900rpm *claimed 79mph 7900rpm 114mph 7900rpm 24 136mph* 7419rpm 6 ECONOMY CLAIMEDTESTMPG TECHNICAL LAYOUT Track-day-ready 420 Cup follows the conventional Seven template, with a riveted aluminium floor mated to a welded steel tubular chassis. The aluminium body sits atop. Semi-independent de Dion axle delivers power to the road via a limited-slip differential. Front axle suspension is by double wishbones and there are manually adjustable dampers at all corners. Longitudinal four-pot is naturally aspirated. CATERHAM SEVEN 420 CUP On-the-roadprice £54,990 Priceastested £61,280 Valueafter3yrs/36kmiles na Contracthirepcm na Costpermile na Insurance na TYPICAL PCP QUOTE Threeyears/mileageunspecified £625.36 costTotalhadSevens.CaterhamoffersitsownfinancingdealsforallWith£11,000down,the420Cupcanbefor£625monthly,spreadoverthreeyears.amountpayableis£63,575,meaningtheofinterestwouldbe£8767.APRis7.9%. EQUIPMENT CHECKLIST Schroth620-style420Quick-ratioTrack-dayUpratedfour-pistonVentilatedadjustableRaceAvon13inApolloalloywheelsZZStyressuspensionwithdampersdiscswithcalipersbrakemastercylinderexhauststeeringrackCuptranslucentdecalsdashboardsix-pointharnesses Carbonaeroscreen £450 Loweredfloors £500 Raceroll-cage £900 Heater £450 Heated,paddedcarbonseats £1600 High-intensityLEDlights £800 Clearlenspack £90 Paintedrollbar(white) £500 Two-tonewheels £1000 Optionsin bold fittedtotestcar =Standard na=notavailable ENGINE Installation rear-wheelFront,longitudinal,drive Type petrol4cylsinline,1999cc, Madeof Aluminiumblockandhead Bore/stroke 87.5mm/83.1mm Compressionratio 10.8:1 Valvegear 4percyl Power 210bhpat7600rpm Torque 150lbftat6300rpm Redline 7900rpm Powertoweight 375bhppertonne Torquetoweight 268lbftpertonne Specificoutput 105bhpperlitre CHASSIS & BODY Construction steelAluminiumbody,spaceframe Weight/asclaimed na/560kg Dragcoefficient 0.54 Wheels 6.0Jx13in(f),8.0Jx13in(r) Tyres 185/55R13(f),215/55R13(r),AvonZZS Spare None SAFETY Six-pointharnesses,fullroll-cage EuroNCAPcrashrating Nottested BRAKES Front 254mmventilateddiscs Rear 229mmsoliddiscs Anti-lock Notfitted Handbraketype Manual Handbrakelocation Centreconsole TRANSMISSION Type 6-spdsequential 1stRatios/mphper1000rpm 2.40/7.6 2nd 1.84/10.0 3rd 1.49/12.3 4th 1.27/14.5 5th 1.11/16.5 6th 1.00/18.3 Finaldriveratio 3.62:1 MPH TIME(sec) 0-30 1.9 0-40 2.7 0-50 3.4 0-60 4.2 0-70 5.3 0-80 6.6 0-90 8.0 0-100 9.0 0-110 12.4 0-120 16.0 0-130 23.8 0-140 –0-150 –0-160 –RPMin6that70/80mph=3819/4364 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 Seven contact Caterham Cars, Dialog, Fleming Way, Crawley, RH10 9NQ (01293 312300, caterhamcars.com). 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). mph 2nd 3rd 4th 5th 6th 20-40 – 1.9 – – –30-50 – 1.9 2.4 2.9 3.4 40-60 – 2.0 2.5 2.9 3.3 50-70 – 2.0 2.5 3.1 3.7 60-80 – – 2.5 3.3 4.1 70-90 – – 2.7 3.3 4.5 80-100 – – – 3.6 4.7 90-110 – – – – 5.3 100-120 – – – – 6.9 110-130 – – – – –120-140 – – – – –130-150 – – – – –140-160 – – – – –Track 15.3mpg Touring 35.3mpg Average 27.1mpg Low na Mid na High na Extrahigh na Combined na Tanksize 36litres Testrange 215miles EMISSIONS & TAX CO2 emissions na Taxat20/40%pcm na SUSPENSION Front anti-rollDoublewishbones,coilsprings,bar Rear DeDion,coilsprings,anti-rollbar CABIN NOISE Idle 77dBA Maxrpmin3rdgear 113dBA 30mph 84dBA 50mph 92dBA 70mph 98dBA STEERING Type Unassisted,rackandpinion Turnslocktolock 1.7 Turningcircle 11.0m
A comprehensive lack of refinement to one side, our reservation is the cost, particularly in relation to such narrow scope. The car costs almost double a Seven 360, even though the 360 supplies much the same intrinsic thrill. For £60,000, you could even do some actual Seven Championship racing, although how you spend your money is up to you. Seven serves up sensational driving thrills, for a price AAAAB
AAAAC £39,995 (2016) 350bhp, 350lb ft 3.0sec (est), 165mph (est) na 1 2 BAC MONO Even rawer and more spine-tingling than the Cup, even faster on track – and even less suited to the road. Eye-popping.
ROAD
The 420 Cup is a gloriously pure Seven but don’t be under any illusions concerning what it’s like on the road. Even with the dampers slackened, this car leaves you tired in short order. Don’t regard the wider SV body as a cop-out. You need to be able to heel-and-toe, and the narrow-body car can be pretty challenging in this respect for taller drivers. Full weather equipment is available for £1500. Offer a quieter exhaust, if only for those who will drive, rather than trailer, their car to the track. Consider offering the 620 engine with this recipe, assuming the ’box could handle it. Then go Ariel Atom hunting. A couple more no-cost wouldn’toptionsgoamiss.
RICHARD LANE I’ve driven all manner of Sevens but always avoided goldwhendomytheintoUntilhottattooinginadvertentlymyselfwiththeside-exitexhaust.now.WhilereachingthecabintoretrieveCup’skeys,Ifriedshin.JustgladIdidn’titafterourhotlaps,thetractturnedwiththeheat.
ARIEL ATOM 4 Turbo Atom communicates likes nothing else on four wheels but doesn’t reward circuit driving as cleanly or easily as the Seven 420 Cup.
DALLARA STRADALE Almighty asking price is just about justified by a package that lets you cosplay Le Mans prototype racing. Very serious toy.
he 420 Cup may wear numberplates but Caterham expects most owners to trailer their car to circuits, and it’s not hard to see why. This is an awesomely serious and physical Seven – one with an authentic connection to Caterham’s top-tier racer and that, just like the competition car, needs commitment to extract its best. There are very few cars that make the prospect of an hour or two on circuit seem quite so delicious, and that’s because the 420 Cup pairs its hardcore make-up with true dynamic finesse and an immense depth of capability, so you’ll never tire of exploring what it can do. This new model also introduces fresh technology for any Seven. Adjustable dampers make the 420 Cup a more interesting and capable car on track and more amenable off it; we welcome them.
AAAAB 210bhp,£54,990150lb ft 3.7sec, 136mph na
AAAAC 305bhp,£165,125227lb ft 2.7sec, 170mph na 3
AAAAA 316bhp,£39,975310lb ft 2.6sec, 162mph na
notesTesters’ Spec advice Jobs for the facelift ROAD TEST 31 AUGUST 2022 AUTOCAR.CO.UK 39
VERDICT p72newonVerdictseverycar,
AAAAC 395bhp,£172,200369lb ft 3.3sec, 216g/km,165mph29.5mpg 45TEST RIVALS
CATERHAM SEVEN 420 CUP Serious and fun in equally high measure. It isn’t as laidback on the road as the Atom, but it feels the more malleable on track. Epic.
ZENOS E10 R Little-known Brit hero is a touch easier to live with than the Caterham, if not quite so deft or intoxicatingly pure on circuit.
Power,Price 0-62mph,torquetop speed CO2, economy T Track-day
MATT SAUNDERS
42 AUTOCAR.CO.UK 31 AUGUST 2022 INITIATE HIP
31 AUGUST 2022 AUTOCAR.CO.UK 43 ARIEL HIPERCAR DRIVE
pervades
C boss Simon Saunders says they worked through plenty of other more conventional-looking, conventionally aerodynamic low-drag designs but rejected them all because they weren’t daring enough.
44 AUTOCAR.CO.UK 31 AUGUST 2022 urrently rolling out from under the domed roof of a Race Shuttle trailer is an advanced taste of things to come from Ariel Motor Company Ltd. A fairly compact, SLRatheandArielnearthatatmosphericscreen,aauditoriumitFerrari,typicaltheairborneneededlandownertimedishevelledbase.aboutwe’reveryanddroppingmoreIt’splaces–trailerathathugeclosedinsectoid-lookingunconventional,supercarwithacockpit,dihedraldoors,someaerofins,andhindquarterscouldhavebeendonatedbyjetaircraft,itgentlydropsofftheramp,andthenjustsitstheresoboldastobealmostindecentin–readyforcloserinspection.alongwayfromanAtom,inwaysthanone.Thisisthejaw-electrifiedArielHipercar–today,wewillbeamongthefirstintheworldtodriveit.It’searlyonafoggyTuesdayandonadisusedairfield,only20milesfromAriel’sSomersetTheoldrunwaysherelooktosaytheleast(thelasttheyhadfreshbitumen,thesays,waswhentheytobeconcealedfromthegazeoftheLuftwaffe).Ifwewereabouttogetalookatfirstelectricmodelfromamoresportscarbrand–Porsche,Mercedes-AMG,youname–we’dbeinanair-conditionedinstead,infrontoftenniscourt-sizedprojectionbombardedwithlasersandmusic;andyoucanbetwewouldn’tbegoinganywhereadriver’sseat.Thankfully,doesthingsalittledifferently–todaythereisnowhereelseinworldI’dratherbe.Wow,thisthingisaneyeful–bitlikesomeremodelledMcLarenwithaNapoleoncomplex.Ariel
“Plush
Saunders and Saunders: Simon (left) and Matt Test car is purposeful and functional
“Not us,” he says. What they’ve ended up with is a car of a similar skeletal character as an Atom, one whose tyre contact patches and beautifully machined front wishbones are visible through the partly open frontal structure but whose size and proportions are both much less toy-like and more imposing than those of an Atom. This car has looming, predatory presence – just as a 1180bhp hypercar should. The Hipercar we’re looking at is Ariel’s first full-bodied running prototype. It has 3D-printed body panels for ease of manufacture, whereas finished versions will have all-carbon panels for a more upmarket material appeal. But I must admit, as graphic as it may sound, I do want more of the car’s innards on display. I want to see it working, the way you do an Atom – especially around the drive motors and that gas turbine at the rear. I want the whole car to be like looking at a Lego Technic model kit – because that feels like an Ariel thing now. Trouble is, the Hipercar will be a fully type-approved vehicle – crash tested, wind tunnel tested, emissions tested, the works. And where the Atom can get away with its scaffolding-like frame via the individual vehicle approval process, the rules on bodywork gaps in type-approved cars are much, much stricter. There’s a slightly beetlish quality about the Hipercar’s cabin-rear silhouette. The cockpit could ◊ Our test took place on an airfield near Ariel’s Somerset HQ Le Mans” is final aim for cabin influence
A motorsport
ARIEL’S PAST, PRESENT, FUTURE
This car has looming, predatory presence, just as a 1180bhp hypercar should Ariel started out making two-wheelers
The Ariel brand has had two starkly different historical phases. It was established in 1870 by ‘pennyfarthing’ bicycle pioneers James Starley and William Hillman (Starley’s nephew John went on to invent the diamond-frame bicycle still used today), but by 1902 it was making motorcycles. These thrived at first but, like many British brands, their fortunes faded in the 1950s and 1960s in the face of Japanese competition.
“Preserving the environment is something we should all care about,” he says. “It’s only right that Ariel should do its bit.”
When in 1999 designer turned lecturer Simon Saunders (above) sought a production brand for the skeletal Atom mid-engined sports car he and a studentcolleague, Niki Smart, had devised at Coventry University in the mid-1990s, he was able to acquire rights to the Ariel brand and start making cars at new premises near Crewkerne, Somerset. The car was immediately successful. Today’s company, Ariel Motor Co, has expanded its range to include the Ace motorcycle and the Nomad off-roader. The Atom has reached its fourth iteration and remains one of the world’s fastest cars, especially when assessed on performance against cost. The Hipercar, which will eventually have a production name in keeping with its siblings, will be available either as a pure EV or with an optional gas turbine-powered range extender. Powered by either two electric motors or four (to drive either the rear wheels or all of them), this new model is tipped to start production at the end of 2024 and be the first of Ariel’s cars to embrace full electrification, an automotive trend Saunders actively welcomes and supports.
ARIEL HIPERCAR DRIVE
The Hipercar is small and light, around 10cm shorter than a BMW Z4 and about the same weight – between 1450kg and 1550kg in production, depending whether it’s the two-motor 2WD or the four-motor 4WD version. This is a prodigious achievement, given that in its most powerful 4WD form the Hipercar packs an 800V propulsion system that includes four 295bhp, 10,000rpm Equipmake electric motors (each driving its own wheel through a single-speed reduction gearbox) plus a bespoke inverter, a 62.2kWh traction battery (5760 cells, 32 modules) and – perhaps the star of the show – an optional, petrol-powered gas turbine range extender motor rated at 47bhp. When running – and emitting a sound like a jet fighter – this can maintain the car’s performance on the road until the 35-litre fuel tank and the battery run out. Without the range extender, the predicted WLTP battery range for the 590bhp twin-motor model is 150 miles. The Hipercar’s low weight seems all the more remarkable when you survey the complexities of its engine bay. It has eight different cooling circuits for what Saunders calls its various “Goldilocks” components (not too hot, not too cold) and all are set to deliver different optimum temperatures.
“Some people think that engineering an EV is easy,” he says, “but we’ve learned that it can be extremely complex. But we’re proud of what we’ve achieved, and we reckon it can have a big future. Hipercar is go!”
As Ariel’s fourth model moves into its production phase, Saunders acknowledges there’s much work still to do, and a whole new funding round to contemplate. But he believes Ariel and its partners have successfully proved the concept, and created a car that can be now put into production.
STEVE CROPLEY
46 AUTOCAR.CO.UK 31 AUGUST 2022
WHAT’S GOING ON UNDER ITS RADICAL-LOOKING SKIN Suspension and braking systemEightcooling systems (these go through the battery, motors, HVAC) 800V battery pack
High-voltage cables and charge points greatly reduce the scope for necessary changes along the production path. Besides, calculations of his own and by suspension consultant Richard Hurdwell (late of Bentley, Lotus Formula 1, Rover’s Metro 6R4 and Ariel’s Atom 4) indicated that the aluminium-versuscarbon weight saving would be small. The suspension is double wishbones with outboard coilover units and antiroll at either end, and the brakes are large AP Racing discs, although, as with most EVs, retardation is greatly assisted by regenerative braking.
Ariel did dozens of simulations, discovering that delivering the circuit performance was the killer: for a car like this with a 0-60mph time of around 2.0sec and a 0-100mph time well under 5.0sec – standards
HOW THE HIPERCAR CAME ABOUT AND HOW IT WORKS
Simon Saunders and Ariel first started thinking about an EV nearly 20 years ago, when a customer – a founder of Tesla, as it turned out –set out to electrify an Atom. The car was good, but compared with the regular petrol-powered Atom 2, it was heavy and very expensive. And slower. “We learned a lot,” says Saunders, “but mainly that this wasn’t the way to go. Telling people your car is slower but greener isn’t much of a marketing pitch. “However, we knew we had to find an EV future for Ariel so in 2014 we commissioned a feasibility study backed by the Niche Vehicle Network to investigate what kind of EV sports car the company should build –something we could go on producing into the future, much as we do now.” The result was the Hipercar, an experimental name coined to stand for High-Performance Carbon Reduction. In production, this name will probably be replaced with one more in keeping with Ariel’s other models, the Atom, Nomad and Ace. The new car’s required properties soon became clear. It was going to be more expensive, so it needed to be faster than an Atom. It needed to push existing EV technology to the limit – even though there were few ready-made components or suppliers for such cars, and very little existing infrastructure. The Hipercar would need stellar circuit performance (because owners and road testers tend to judge cars by lap times) but it would also need respectable endurance, difficult to provide for a car with so much performance. That –and the need for impeccable handling – made lightness imperative.
Four andgearboxes,motors,inverterscontroller extendergeneratorCatalyticrangeandtank
As our main story shows, the acceleration is extraordinary, limited mostly by wheelspin in the test phase even though the car already has an electronic traction control mechanism while a more advanced torquevectoring system is developed. For its launch editions, the Hipercar will be the compact gullwing coupé seen here. Saunders says the flexible chassis design would allow both different dimensions and opencockpit versions at some time in the future, although no specific plans exist. There has been a good deal of careful aerodynamic development (CFD specialist TotalSim is a partner in the project) and the interior styling is currently being developed along lines Saunders calls “plush Le Mans”, which seems to mean lightweight, minimal, businesslike and stylish.
It needed an Ariel aesthetic but type-approvalwithinrules From top: tub is aluminium; EMC testing; an early design deemed “a bit bland”
The basis would need to be a foldedbonded-riveted aluminium monocoque tub, Ariel decided. A carbon structure might have seemed appropriate, but Saunders calculated that this would
Saunders believed he needed to reach with the ultimate version – the difference in power demand and heat management between “driving like an idiot on the road” and driving flat out on a circuit was about 10 times greater. It caused a great deal of head scratching among the three major participants at the concept phase –Ariel, Cosworth-Delta and Equipmake – but they eventually reached today’s look and mechanical layout, which has changed surprisingly little over the four years of the car’s gestation.
ARIEL HIPERCAR DRIVE 31 AUGUST 2022 AUTOCAR.CO.UK 47
Of course it will oversteer: it’s an Ariel, isn’t it?
Finished versions should be quieter, too. I reach up onto the flight panel-like roof console, select drive, squeeze the accelerator and trundle my first few feet. The absence of chassis insulation is very apparent, but the unadulterated, unfiltered noise of an electric motor at each corner is actually really interesting on the ear. Here’s hoping they keep plenty of that in the car’s audible mix. Surely it’s much too early for Ariel to have done any artificial sound tuning with these motors? Either way, as you move off, the car issues to the world outside a low, bassy hum that’s somehow enticing and menacing in equal measure. From within, that low pulsing throb is less apparent. You just hear the whining of rotors, and the distant, high-frequency scream of high-voltage current, as you accelerate – and the flicking and pinging of rubber and stones ◊
It looks for all the world like a tiny rocket booster
∆ almost be sitting behind a compact, front-mid-mounted V8 engine if you didn’t know better. Instead, however, there’s a 295bhp electric motor for each of its individual drive wheels; a 62kWh drive battery under the cabin floor; a tremendously complicated multi-circuit cooling system for the car’s various heat sources; and what looks for all the world like a tiny rocket booster sticking naughtily out of that perky rear end. “That’s the gas turbine range extender,” says Saunders, “and I’m afraid we can’t demonstrate it for you today. Our supplier isn’t quite happy with its refinement yet, so they’ve asked us not to run it. When it’s working, though, it does sound a bit like a jet engine, which justifies all the styling references, we hope!” For now, we’ll just have to take the man’s word for it. It feels odd to be opening a door on an Ariel at all, and stranger still finding comfortable leather seats, three-point belts and, err, a windscreen once you have. This is more of a fully fledged sports car than an Atom might ever be, of course, and Saunders is clear about the added usability and convenience that will be expected of it. The sills are wide but easy to vault over. Visibility is great forwards, although that turbine range extender forbids any potential for a rearview mirror corridor. Otherwise, this is the interior of an unfinished prototype quite lovely in its spartan specification, although the finished product will look and feel much more inviting. (Note to the Ariel design department: if it doesn’t have a missile-trigger-style activation button for that range extender, a trick has been missed.)
extendergasPetrol-poweredturbinerangeisoptional
This project involves expanding partners
After two development stages, concept and prototype, the Ariel Hipercar is poised to begin its vital third phase: production. All signs for the future look positive: although the new Ariel is still at least two years from reaching its first customer –and company bosses haven’t even devised a system for collecting deposits – there have been dozens of “expressions of interest”. Potential customers are both current Ariel owners, who have an inkling of what to expect based on their existing machinery, and others who just love the Hipercar’s unique purpose and persona. Whatever, the new Ariel is much more than a new, extremely fast, British-built EV with an optional gas turbine range extender. It is rolling proof of the success of various government-backed financial assistance schemes devised by successive administrations. The Hipercar’s concept phase was partfunded to the tune of £2 million by Innovate UK. The three principal partners in that project were Ariel (which has expanded and thrived), electric motor manufacturer Equipmake (now a public company with five times as many employees as when the project started) and Delta Engineering, supplier of the Hipercar’s battery and range extender, whose expanding business has proved so attractive that it recently become a division of Cosworth Engineering. The Hipercar’s prototype phase, just completed, was part-funded by a £6m grant from the howtoexpertiseJohnsongroupblue-chiptakenPropulsiongovernment-backedWarwick-based,AdvancedCentre.Forthis,Arielhasinmorepartners,includingfirmssuchasengineeringGKNandchemicalsgiantMatthey,whichhavetocontributebutalsoneedtrackthefast-developingknow-projectslikeAriel’scangenerate.Giventhetangibleachievementstodate,andthecan-doreputationofArielanditspartners,nosensiblepersonwouldbetagainsttheHipercarachievingproductionattheplannedrateof50to100carsayear,costing“underamillion”intoday’smoney.Buthere’sthebiggestpoint:whenitcomestostimulatingthetechnicaladvancementofUKplcinaseriesofhighlycompetitivefields,theHipercarprojectisalreadyaroaringsuccess.
key,
HOW THE HIPERCAR BOOSTS UK PLC IT’S ALREADY MAKING ITS MARK. STEVE CROPLEY EXPLAINS ∆ picked up by the car’s Michelin Pilot Sport Cup 2 tyres and thrown at the underside of the aluminium tub. The Hipercar feels unexpectedly laid-back to begin with. The accelerator calibration and motor response isn’t at all savage from rest; the ride is only medium firm; and the steering is weighty, assured and connected of feel but quite gently paced, at three turns between locks. There’s a reason for that, though. “These are just our baseline settings,” says project engineer Tom McLaren. “We’ve had almost no time for tuning yet, but we want a really dynamic character, and we’ll perfect things like spring and damper calibration, and steering gear, as we go.” Four drive modes will be on offer in the Hipercar: Eco, Sport, Serious and Fun. (Read drift mode for the last of those.) None has been fully finished in our prototype, with the Ariel’s asymmetrical torque-vectoring motor control software in particular still to be written by key systems partner Delta-Cosworth. Sport mode gives the car access to about 80% of its total reserves, I’m told (1324lb ft as well as that 1180bhp). Thus configured, the car is certainly not wanting for potency. Whether by calibration or not, Final version will have a dynamic“reallycharacter” It weighs about the same as a BMW Z4 and is 10cm shorter
Small Ariel team punches well above its weight
48 AUTOCAR.CO.UK 31 AUGUST 2022
ARIEL HIPERCAR DRIVE 31 AUGUST 2022 AUTOCAR.CO.UK 49 Price “Under a million at current prices” Power 1180bhp (4WD), 590bhp (2WD) Torque 1324lb ft (4WD), 662lb ft (2WD) Engine Four electric motors (4WD), two electric motors (2WD), plus optional 47bhp petrol gas turbine range extender Gearbox 1-spd reduction per wheel Kerb weight 1556kg (4WD), 1445kg (2WD) Length 4298mm Width 2152mm (with mirrors) Height 1354mm Wheelbase 2685mm 0-60mph 2.09sec (4WD, simulated) 0-100mph 4.42sec (4WD, simulated) 60-120mph 3.51sec (4WD, simulated) Top speed 155mph (4WD and 2WD) Battery 62.2/56.0kWh (total/usable) Range 150 miles (WLTP) without range extender Fuel tank 35 litres ARIEL HIPERCAR the Hipercar’s drive motors seem to need a second to hit full stride when you launch it from rest, so there’s a second wave of thrust that seems to overtake the car as you pass 40mph in addition to the one that initially propels it off the line. At least, there is today. Then I realise that this is likely to be the impact of the car’s traction control limiting torque at lower speeds on that patchy, slippery old runway; because once the car finds grip and settles down, it simply soars up to 100mph and beyond, with a force that pins you back in your seat. Zero to 100mph in less than five seconds? That would be Bugatti Veyron beating, but on this evidence, on a good surface, I can believe it. Some flat corners and manoeuvres areas elsewhere on the airfield, meanwhile, reveal only a little about the dynamic fundamentals of the Hipercar’s chassis. But enough to be really impressed with its dry grip level, lateral body control and steady-state handling balance. And to be heartened by its readiness to transfer its weight longitudinally when cornering (with the help of some battery regeneration at those front wheels on a trailing throttle), and to move around underneath you with a little bit of liveliness andOncharisma.thisevidence, driving the Ariel Hipercar never ought to be boring, irrespective of which driving mode you’ve chosen. It will be 18 months to two years before they are ready to show us a finished car, within which time they should also have a new ‘carbon-positive’ factory to build it in. Landmark times are ahead, then, for little Ariel, as it continues to set the standard for its nichemanufacturer rivals to follow. I reckon its next 20 years might be even more impressive than its first. And won’t that be going some? L
It’s the first electric Ariel – and the first with ‘proper’ doors Its coilovers are (just about) visibleAero elements were honed at lengthCooling has been a tough nut to crack
Once it finds grip, it simply soars to 100mph and beyond
Want to earn £450 a month from it? If so, personalAirbnb-stylecarrentalcouldbeforyou
Do you own a car?
S Car-sharing apps like Turo can be a money-spinner for those whose cars spend more time on the driveway than on the road, discovers John Evans
ales people are fond of reminding us that after a house, a car is the second most expensive thing we ever buy. Add the fact that many people drive fewer than 7000 miles a year and the result is a rather expensive asset sitting on the driveway doing nothing but costing money in servicing, fuel, depreciation and interest. In these times of rising living costs, that hurts. What to do? How about renting it out for cash? I know what you’re thinking and I agree. I mean, I have trouble lending my car to a family member, never mind a complete stranger. However, what if you could rent out your car Airbnb-style to vetted users, with comprehensive safeguards (financial and duty of care) in place and, in return, make around £400 a month? Companies enabling peer-to-peer car sharing like this include Hiyacar, Getaround and Turo. In 2019, one
50 AUTOCAR.CO.UK 31 AUGUST 2022
PHOTOGRAPHY MAX EDLESTON
You can rent Porsches, Teslas and Defenders if Isaacs’ A1 is occupied
Of the 32 million cars in the UK, 95% are idle at any one time
Turo(4milesaway) Fiat500 400 31ppermile £62 Hiyacar(6miles) Fiat500 300 20ppermile £99 KendallCars(1mile) Fiat500 300 12ppermile £79
Turo vets all newly enrolled rentees (who the firm calls ‘guests’) before they can rent a car, and depending on the car being rented, younger or riskier guests may be required to pay a deposit. In Isaacs’ experience, most guests stick to the rules and respect her cars. The fact is that if they don’t, cameras in her cars. When she’s not available to do the handover, she gives guests access to her cars via Linkey remote, an internet-based locking and unlocking system. Turo itself offers a similar app-based feature that it calls TuroGo. Turo offers hosts a choice of two rental plans designed to protect them while generating the company an income. The 65 Plan pays hosts 65% of the rental but reimburses them 100% of eligible damage repairs and loss of hosting income up to £300. The 75 Plan pays 75% of the rental income but offers reduced benefits. The company earns additional income from charging guests a percentage of the rental. In addition to the UK, Turo operates in the US, where it was founded, and Canada. It recently expanded into France with the purchase of car-share operator OuiCar. Across all of its markets, the company has 100,000 hosts with 200,000 cars, serving two million guests. It’s coy about its UK numbers, saying only that it has seen an increase in bookings this summer of more than 200%, alongside an increase in host earnings of 60% (the average monthly rental income is £442). Also in the same period, it says, the number of electric cars on its UK books has increased by 200%.
The argument for renting through Turo and other car sharers is choice and convenience, so how do they compare with a traditional car rental company?
“At first, I was concerned about letting strangers drive my car – I hated them moving my seat and mirrors – but I quickly got used to it, and in any case, I made certain that I set out dos and don’ts in my rental agreements,” she says. Cars offered on Turo may be no older than 10 years but can be worth up to £100,000. In the US, the founder of the company offers his Lucid Air for rent. In the UK, people with deep pockets can choose from old-school Land Rover Defenders, they get a bad review, which affects their ability to rent in future. By the same token, should a renter, or ‘host’, under-deliver, they too will get a bad review that can deter guests. Any costs that hosts incur as a result –for example, of a guest exceeding the inclusive mileage limit, being slapped with a speeding fine or returning the car with less fuel – are automatically charged to the guest by Turo and the host is promptly reimbursed.
We compared two-day car hire advertised by Turo and Hiyacar hosts located as close to us as possible and Kendall Cars, a vehicle rental company, just down the road. The rentals quoted for Turo and Hiyacar are before extra charges, while that quoted for Kendall Cars is inclusive but for a £300 deposit on top. Rental rates and mileage terms may vary between hosts. THE TURO GUEST
Turo vice-president Xavier Collins admits there have been some false dawns in the sector but is confident about the future. “Of the 32 million cars in the UK, 95% of them are idle at any one time. We can help make more efficient use of them, and who is going to say no to some valuable extra income?” At the same time, he’s careful to emphasise the quality of the Turo experience: “Aside from the money they can make, for us the ideal Turo host is someone who provides a five-star experience and who simply enjoys sharing their car.” I will try to remember that the next time my sons ask to borrow my precious Volkswagen Golf… L
Renter Model Excessmileage Rentalprice
CAR SHARING vs CAR RENTAL
CAR SHARING INSIGHT 31 AUGUST 2022 AUTOCAR.CO.UK 51 Luke Franklin has been renting cars via Turo since 2019 and has booked 44 trips in them. “I rent from Turo now because I don’t have a car, but even when I did, I did so just to enjoy something special,” he says. “Last weekend was my wife’s birthday, so I rented a BMW 120d M Sport.” Including the host’s two-day hire charge of £150, Turo’s £20 Minimum insurance cover, the company’s trip fee of £44 (it’s calculated on a percentage of the trip or rental price) and the VAT Turo charges on its services, the BMW cost Franklin £219. “It was a bit steep, but it was a special occasion,” he says.
Ford Mustangs, Porsches and Teslas. Lower down the pecking order, most makes and models are offered. People carriers are especially popular.
London-based renter boasted to This is Money of earning £25,000 in two years from renting out her fleet of eight cars on car-sharing app Drivy, a now-defunct service bought by Getaround the same year. Writing on the Hiyacar blog, an employee of the company claims to have earned an average of £450 per month over the past five months renting out her Mini in London. Joy Isaacs, who splits her time between London and Cambridgeshire and who rents out her two cars, a Seat Leon and an Audi A1, through Turo at around £60 each per day, claims to have been earning £700 per month in recent times and occasionally as much as £1000. Isaacs rented out her first car, also a Leon, in 2013, first through EasyCarClub, then through Turo, after the latter bought the company.
Inclusivemileage
Guests must take out insurance for each rental and can choose from three levels of cover provided by Turo, with Premium, the most expensive, offering the lowest excess (£250) but costing a hefty 80% of the ‘trip’ or car rental price. At the other extreme, Minimum costs 5% of the trip price or no more than £10 per day, but the excess is £2000. It’s the most popular. Isaacs makes sure her cars are sanitised, fuelled and cleaned and expects them to be returned in the same condition. Before each rental, the host and guest take videos of the car as evidence of its condition. As an extra layer of protection, Isaacs has installed front and rear-facing
Isaacs has made £700 a month renting her cars through Turo app
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FORD F-150 LIGHTNING ON DUTY 31 AUGUST 2022 AUTOCAR.CO.UK 53
n instant hit of torque isn’t exclusive to electric vehicles –it’s also quite pronounced in electric chainsaws. Which is quite a daunting prospect when you’ve never picked up a chainsaw of any kind. Giving a numpty like me a Husqvarna 540ixp – which has a maximum chain speed of roughly 45mph, reached with a mere twitch of the fingers – is like popping a learner driver in a Porsche Taycan Turbo S for their first lesson. Everyone is going to be holding on tight. Thankfully, I successfully slice through the trunk of tree before me with zero incident. In fact, it’s all rather pleasant, the typical gnawing scream of a chainsaw significantly muted, bringing just a touch more peace to this Peak District woodland. You can hear yourself think with an electric chainsaw –and trust me, I’m thinking pretty hard as I slice up a bunch of logs small enough to load into the vehicle I’ve brought along. Yep, the chainsaw isn’t the only plug-in power tool I’m using today. The Husqvarna –plus my delectable lumberjack outfit – made it to the cool, blissful forest in the load bed of a Ford F-150 Lightning. Yes, the all-American pick-up truck – the best-selling vehicle in the US for donkey’s years – has gone electric. While official imports to the UK aren’t likely, largely on account of its sheer girth, Ford has shipped one across for a bit of a holiday. And what better place to take it than a glorious National Trust reserve in the Peaks, just as the conservation society is planning how to morph its fleet of diesel vehicles to electric?
We’re spending the day in Dovedale, weaving the Lightning past hordes of heatwave picnickers to go beyond public access points and learn of the benefits of tree-felling for a place like this. These tracks feel narrow in the Isuzu Rodeo that my wise partner for the day, Charlie Horsford, usually drives. Now they’re downright claustrophobic. This is certainly no place to explore the Ford’s scintillating performance, in other words. But a day of trundling around at walking pace will barely bother its battery as a welcome bonus. An electric workhorse could work an absolute treat in locations like this, the slower pace of life dictated by the terrain meaning charging might not prove the bugbear it does in everyday urban use.
It has enough to uncouthly fling all three tonnes to 60mph in 4.3sec
We’re in the full-fat Extended Range variant, with motors front and rear delivering peaks of 572bhp and 775lb ft – enough to uncouthly fling all three tonnes of the Lightning to 60mph in 4.3sec. One minimal prod of the accelerator pedal on my way here sent Horsford’s chainsaws in all manner of directions behind us, so it will be a feathered throttle from here on in – but not before I flash him an apologetic glance. Clearly of more importance is its 320-mile range, 54 miles of which can be gained in 10 minutes on a 150kW charger. While the battery life of an electric chainsaw can often match the lifespan of a tank of fuel in a petrol equivalent, there’s still the small issue of keeping fresh batteries charged. That’s where this particular F-150 presents its biggest trump card in my mentor’s eyes. There are power sockets everywhere: a handful in the ‘frunk’, in the load EV creeps through the forest like a hunter stalking its prey
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The on-board scales that tell you how much of the load bed’s payload has been used, and the electrically powered tailgate? Horsford sees them as a touch more gimmicky beside his unashamedly honest Rodeo, but he’s still bewitched by the sheer breadth of technology aboard the Lightning.
FORD F-150 LIGHTNING ON DUTY 31 AUGUST 2022 AUTOCAR.CO.UK 55
bed and scattered around the commodious fiveseat cab. Charging Horsford’s chainsaw batteries in the background is a cinch, while other electrical tools could plug directly into the truck if we wanted, too. The Lightning can even power your house should a storm knock out the local grid.
“At the moment, we go through a lot of batteries, and being able to charge more on site – and plug in the [Panasonic] Toughbook laptop for our daily risk assessments – is brilliant,” beams Horsford. I can confirm that much less rugged Apple Macbooks charge up a dream, too.
Girth aside, the Ford shrugs off the Dovedale terrain with nary a concern. Four-wheel-drive is a given with those two motors, and the powertrain can be flicked between Normal, Sport, Tow and Off-Road modes. Only the first one is really needed today: a spell of blazing weather means the ground is dry and the Lightning takes lumps and bumps in its stride, though a brief fizz from its rear wheels as we’re fording through the River Dove suggests that I should have maybe thought ahead and notched us into Off-Road. But beyond sending a cooling spray of water over Clemmett’s faithful dog (who has had a riot triggering the emergency braking system by excitedly circling the truck as I’m guided through the forest), it’s a drama-free crossing. We’re on the river for a demonstration of why felling trees isn’t always a bad thing. Those logs I ◊
ALTERNATIVE ELECTRIC PICK-UPS
There’s no shortage of rivals in the Ford F-150 Lightning’s US homeland. The Rivian R1T (pictured), GMC Hummer EV and Chevrolet Silverado EV are among the most credible, while the much-hyped Tesla Cybertruck might at some point provide a more angular approach to plug-in pick-ups –and with typically over-the-top performance claims to go with it. Back in Europe, electric options are much less varied, but the Chinese Maxus T90EV has gazumped all of the established truck makers to provide the UK’s first officially sold EV pick-up. It’s rear-wheel drive only, mind, with a 201bhp motor at the back and an 88.5kWh battery providing a 220-mile range. Prices start at £49,950 before VAT. With a £10,000-£20,000 budget, you’re looking at dinkier side-by-sides, like the Polaris Ranger EV, Yamaha UMX AC and Electric Wheels’ varied range of UTVs, some of which seat four. They don’t possess the range, performance or towing ability of the Lightning, but they will be much less hectic on narrow trails.
This will clearly be a tricky hurdle in his employer’s race to electrify its fleet. “We as an organisation are moving over to EVs. We’re going to stop buying new diesel vehicles over the next few years and by 2030 we hope to have transitioned wholly,” he explains. “We’re moving our power tools over as well. It’s a phased process that fits in with the national government’s approach.”
Electric chainsaws prove less taxing than petrol ones Huge screen and 360deg camera are invaluable here This behemoth can haul enough logs to build a cabin
4500kg
Ian Clemmett, the National Trust’s lead ranger in this corner of the Peak District, is more concerned by the Lightning’s 2.0-metre width (2.4m with the mirrors included). “We’re still hanging onto our Land Rovers!” he says. “We can get to places in those where Toyota Hiluxes are a bit of a faff. Even the Ford Ranger is too chunky.”
F-150towingLightning’scapacity
You can enjoy the handling – but mind what’s round the bend
LEGAL RESTRICTIONS
I potter around Horsford, assisting when I can, feeling every inch the work experience schoolboy drowning in one of his dad’s shirts, and let him make the final move that sends our chosen tree tumbling gracefully into the river.
Power sockets in the load bed charge ranger’s tools… …while those in the ‘frunk’ charge our man’s laptop
400 litres Capacity of the storage space under the hood Approximate starting price of the LightningF-150intheUS
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Knowing the fish aren’t being disturbed by a grumbling diesel engine goes some way to help silence any doubts about the true environmental credibility of a three-tonne EV. Well, at least while I’m lost in the trance-like state that secluded spots like this lull you gently into.
As Horsford snaps me back out of it to load up the tools so we can finish for the day, I finally get to relax into using the Lightning as a ‘car’ on the wonderfully twisting Staffordshire roads that lead me to his place. And I have a fair amount of fun doing so. There’s the obvious and downright comical novelty value of bludgeoning something this large down poky single-track lanes, albeit a novelty that wears off the second a touristpacked Vauxhall Mokka homes in from the other direction. Although it’s fair to say that wannabe opponents succumb to reversing into a passing place more often than I do. Funny, that… It also handles surprisingly tidily for something so hefty, while its regenerative braking is much less pronounced than in most EVs that I’ve tried –to the detriment of range, perhaps, but it makes for a smooth powertrain. There’s the option of one-pedal driving within the touchscreen if you’re concerned, but there’s no call for it on the sinuous roads in this corner of the world. The steering is quick and precise too, certainly by the sort of standards I’m used to from European commercial vehicles. So while my acceleration has to be muted, I’m able to maintain the speed that I’ve built pretty easily once the roads widen and my heart rate returns to normal. Occasional shudders through the chassis from a more rudimentary set-up than an SUV occasionally bring me back to my senses, but otherwise (and when I’m not perilously squeezing down the side of another road user), I’m easily enough convinced that this pick-up is a close relation of the Mustang Mach-E. Transplanting its sibling Ford EV’s large portrait display inside helps make the case. The Lightning has put in a more confident, less tentative performance than I have today, in other words. While one of us was gritting his teeth and sweating profusely at the mere thought of firing up a chainsaw, the other was thundering over rough terrain without once troubling the peace and quiet of the Peaks. Sure, the Lightning is probably a touch too much for gorgeous corners of the UK like this, but only in its vastness. If Ford can channel its nous into something that slinks through British forests with a touch less drama, it should find itself fielding a fair few calls from the country’s park rangers.
∆ cut up were mere practice for the more involved task of knocking an entire tree into the river. “Larger trees still need petrol chainsaws,” says Horsford, firing something noisier into life, “but on smaller trees it’s nicer to use electric. You can be talking and communicating better and there are fewer noise pollution issues.”
Electric vehicles might soon become a vital part of Charlie Horsford’s work. While there aren’t currently any laws dictating that vehicles or equipment used in national parks or beside rivers need to be electric, there are unlimited fines and potential prison sentences for any pollution of a water course. Tesco was fined £8 million when one of its petrol stations leaked fuel into a Lancashire sewerage system in 2016, for instance, while UK water companies were fined a total of £102.5m for pollution incidents in 2021. Using bio-oils in equipment is one way to reduce the risk of this happening at the moment, but swapping for electrically powered equipment is obviously a more succinct – if initially pricey –way to combat the problem. The awarding bodies for environmental work grants increasingly look favourably on those who vow to use more sustainable equipment, and regulations are likely to be implemented as infrastructure improves and the sector’s EV adoption becomes more widespread.
£39,920
“We’re funded by a Water Environment Grant to promote and renaturalise the river,” says Horsford. “This will slow the river’s flow in winter, stopping flooding in urban areas. It also cleans the riverbed and improves spawning habitats for the trout and grayling.”
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FORD F-150 LIGHTNING ON DUTY 31 AUGUST 2022 AUTOCAR.CO.UK 57 Price $85,974(£72,820) Engine Twopermanentmagnetsynchronousmotors Power 572bhp Torque 775lbft Gearbox gearing,1-spdreduction4WD Kerb weight 2989kg 0-60mph 4.3sec Top speed 112mph Battery 131kWh(usable) Range, economy 320miles,2.4mpkWh CO2, tax band 0g/km,flatrate FORD F-150 LIGHTNING EXTENDED RANGE LARIAT It thundered over rough terrain without once troubling the peace and quiet
Vorsprung durch Technik
Because while much of Mohr’s personality is as you might expect from a German automotive engineer (including a ferocious intelligence, borne out by the title of his doctoral thesis, Consistent Time Integration of Finite Elast-Plasto-Dynamics), he’s also a car enthusiast, one whose interests are much broader and more esoteric than you might expect. Having started out working in chassis testing for Audi in 2008, Mohr progressed rapidly, moving to Lamborghini for the first time in 2017 as head of whole vehicle development before returning to Audi for another stint. He acknowledges that Reggiani was a huge influence. “Legend is the right word,” says Mohr. “For me, it’s even more. I would say he was a mentor to me, always L Mohr’s passion for drifting brought this Huracán special to life
58 AUTOCAR.CO.UK 31 AUGUST 2022 amborghini’s cars are never short on character, and the same can usually be said of the company’s senior executives. Few were more charismatic (or knowledgeable) than Maurizio Reggiani, Lambo’s longserving chief technical officer, whose previous career highlights included doing much of the development work on the Bugatti EB110 and its quadturbocharged V12 engine. So when it was announced earlier this year that Reggiani was leaving his role to head up Lamborghini’s motorsport division and was set to be replaced by an Audi engineer called Rouven Mohr, it looked like the start of a new (and possibly duller) corporate era. Yet we shouldn’t be worrying.
“That’s something I definitely want to do,” he says.
It’s got nothing to do with
A suit from Audi might not be the obvious choice for Lamborghini technical boss, but there’s more to Rouven Mohr than meets the eye, finds Mike Du Mohr is thinkingalreadyabouthow to integrate Lamborghini’s confirmed LMDh hypercar programme into the firm’s road-going portfolio.
ROUVEN MOHR INTERVIEW 31 AUGUST 2022 AUTOCAR.CO.UK 59
Rouven Mohr acknowledges that one of the biggest challenges of full electrification will be ensuring cars still deliver an appropriate level of excitement – a vital characteristic for any “TheLamborghini.problemisthat the acoustic characteristic of every electric motor is quite similar; it’s not like the combustion world, where you have the huge difference between a threecylinder and a W16. So there are fewer possibilities,” he admits. “But I’m definitely not a fan of everything being artificial in terms of soundtrack. We definitely won’t do something like put 10 additional speakers into a car and then play a fake V10 sound,” he says, before adding, with a grin: “Well, maybe as an Easter egg.” The idea is to work with what there is: “We can analyse the frequencies that are available and look to eliminate some and enhance others. Then there are some vibrations, maybe imperfections in the transmission. Beyond that, there are opportunities to sound-engineer the motors, but to develop what is already there.” Mohr proves the point, and also the level of his product knowledge, with an in-depth explanation of the way the Urus’s engine and transmission mountings are carefully designed to allow a higher level of vibration in more aggressive dynamic modes. He may be the boss, but he’s also a details guy.
ELECTRICLAMBORGHINI’SFUTURE so prominently, “but I was always fascinated by them. When the R32 was launched, it was so different to the European cars of that period. It had four-wheel steering, four-wheel drive and a bi-turbo in-line six that officially made 280 horsepower. That was huge at the end of the ’80s.” His enthusiasm for Japanese cars flowed into his other love when younger: drifting, initially in a Nissan 350Z with a modified limited-slip differential and revised suspension that he tuned himself. “I was only an amateur; it was never serious for me, and it was nothing like the sport is today,” he says. “More having fun with friends, to push and dance with the car. This thereWhilearen’t any Lambos in Mohr’s personal collection yet, he did have a Diablo poster in his bedroom as a kid: “Three weeks ago, I found the same poster in a book shop in Maranello and bought it. But my girlfriend says I can’t have it on my bedroom wall.” is something that’s really relaxing.”
While the Nissan is still nominally road-legal in Germany, where it lives, Mohr has subsequently bought a much more serious drift car: a former Team Falken G35 Infiniti powered by a Toyota 2JZ engine. “I drive that one maybe once a year,” he admits. “You need a proper event for the noise regulations and you need a trailer and lots of tyres. But sometimes I do go into the garage and start the engine. It’s got anti-lag, and I love that sound.” His drift experience briefly crossed into his professional life, when he persuaded former Lamborghini boss Stefano Domenicali to support pro drifter ‘Mad Mike’ Whiddett’s desire to build a Huracán-based special, the so-called Mad Bull, in 2019. While many engineers have hands-on experience of twirling spanners, Mohr admits that drifting has also given him an appreciation of the way cars handle when pushed to extremes.
“It’s in the last 10% that you recognise the corporate culture,” says Mohr. “If a company stops after 90% and says ‘that’s good enough’, you can always tell. You can survive with that approach in the volume sector, but in our segment, where people buy with the heart, you have to go much further.” This isn’t just ragged-edge stuff, says Mohr, but the entire experience: “A Lamborghini must have a certain performance level. We can never be disappointing in that. But that’s not the only selling point. We want the most thrilling car, the one with the most feedback, the best reactions and which also creates a high level of trust from the driver. But it has to feel like a Lamborghini. That always comes first.”
L POOLCONTENTBULLRED
Huracán Tecnica (l) and Urus Performante are the latest Lambos Urus MohrPerformante:hasdialledup and sharpened super-SUV Maurizio Reggiani was a legend. The shoes I’m filling are incredibly big supporting even when I wasn’t at Lamborghini. The shoes I’m filling are incredibly big.” Mohr is now 43, although he looks younger, and his automotive passions are definitely those of a child of the 1990s. He won’t give an exact number for his own car collection –“let’s just say it’s somewhere between 10 and 20” – but admits that the tally includes a full set of Nissan GT-Rs from the R32 to the R35, a Lotus Exige, a Peugeot 205 Rallye, a Renault Clio Williams and a U406 Mercedes-Benz Unimog with bigger wheels and a custom paint scheme.
“I wouldn’t say it’s something that has huge relevance to building road-legal cars, because drifting has a very specific driving style,” he says. “But it helps build an understanding of how changing things influences the way the car reacts – and also how you can judge the car, the transition from neutral to understeer or oversteer, if the car is snappy enough.” It’s not just understanding the way a car handles but also appreciating the reasons it behaves the way it does.
“I would say that 15 years ago, nobody really cared about GT-Rs or [Toyota] Supras in Germany,” he says when asked why Japan features
Bernard May Dorset You will be pleased to know, then, that Alfa Romeo is working on a new supermini and a reborn Spider – KC Can’t beat the real thing Richard Lane’s first drive of the new Mercedes-Benz EQE 350+ (10 August) was the best article that I’ve ever read about an EV. In summary, if you want an E-Classsize Mercedes, buy an E-Class and save yourself £30,000. That will buy you a lot of petrol, which is currently reducing in price every day, whereas electricity is currently increasing in price every day. And when it runs low on petrol, you can go to one of the UK’s many petrol stations, fill it up in five minutes and carry on with your journey. Sounds sensible to me.
IMAGE 60 AUTOCAR.CO.UK 31 AUGUST 2022 YOUR VIEWS
With regard to the comments by Mike Varey concerning Toyota hybrids’ fuel consumption (3 August), I felt that I should mention our experience. My wife and I have a Mk4 Yaris Hybrid Excel that never ceases to amaze us. On a journey a few months back from Glasgow to Largs on the Clyde coast with a mix of motorway, city and A-road driving, we recorded 86mpg! Just last month, on a 100-mile motorway journey from Glasgow to Carlisle then on main roads through the Borders back to Glasgow, we recorded overall 76mpg. The car was regularly in electric mode at speeds averaging 65 mph. Mike stated that his C-HR gets 60-65mpg where Toyota states 53mpg. Perhaps he had been on longer journeys previously that kept the MPG looking higher? Our around-town figure is roughly 70-73mpg, which doesn’t include a previous longer journey. Our Yaris runs in electric mode approximately 65-70% of the time, certainly not only at low speeds. You don’t have to be super-careful on the throttle to achieve this, just drive sensibly and within the limits.
Anthony Bunnage Via email There’s an error on the Alfa website that makes everything appear £10 more expensive than it actually is. They’re working on it… – MP You forgot your Cossie While we all have our favourites, how could David Finlay in his selection
What’s not to like? Frank Deasy Bishopbriggs, East Dunbartonshire high-end cars like the coupé, I would love to see a new Spider and perhaps an entry-level car to encourage a whole new generation of Alfisti.
WIN Letter of the week wins this ValetPRO exterior protection and maintenance kit worth £48
Allan inrelivingfanciesthe’90saCavalier4x4
Also, have your car serviced regularly by a Toyota dealer and you will have a warranty that can last up to 10 years. Let’s see the socalled premium manufacturers beat that.
Why would you want to spend a king’s ransom on a cumbersome large SUV when the brilliant Yaris can move you around in comfort? Excel trim brings light-coloured sports seats that are very comfortable and a lightcoloured interior instead of the very drab black interiors of so many cars. It has exceptional fuel consumption, good looks and is great to drive.
WRITE TO autocar@haymarket.com
Alan Roadley Burnley, Lancashire That’s more like it I absolutely love Autocar’s imagining of a future mid-engined sports coupé from Alfa Romeo (News, 10 August). I would have one like a shot if I could afford one and I could get it in Alfa Red with light-tan leather upholstery, like the phase-two 916-series GTV Lusso that I had for many years. That was the most enjoyable car I’ve ever owned, as well as being 100% reliable. I’m afraid to admit that I loved it so much I would drive slowly past shop windows so that I could admire its reflection. Unfortunately, since the demise of the 916 GTV, there has been little to whet my appetite for a new Alfa that I could aspire to and afford. As well as
LETTER OF THE WEEK
Lucy P Via autocar.co.uk For the sake of a fiver So Alfa Romeo has delivered a pretty decent small SUV that could sell well. But then it has priced it so stupidly that you have to ask if a General Motors employee from the 1980s is in charge of pricing. In the UK, £40,000 is the difference between a regular car and a luxury car, so some genius decided to price the Tonale from £40,005 (that after the launch edition has sold out). For short-sighted stupidity such as this, it deserves to fail – and I say that as a big Alfa fan. Why would I want to saddle myself with thousands of pounds of extra VED over years three to five for the sake of five pounds?
Bernard loves vision of new Alfa coupé Why would you buy EQE over E-Class?
Yaris never stops amazing
Pedalling a new idea With the three-pedal layout for car control now at least a century old and in most cases now a two-pedal layout, is it time to rethink things? What I’m wondering about is: acceleration on the right and braking (regenerative and physical) on the left, with your feet on both pedals while you’re driving. It requires a little recalibration of muscle memory, but to my mind it makes sense. Changing from accelerator to brakes has to be quicker that way than heeland-toeing. Same for emergency stops: your left foot is already where it needs to be. No lost time while you move the right foot from one pedal to another. Added bonus? It should cut down the ‘wrong pedal’ accidents that some, particularly elderly, drivers seem prone to. While I’m on the car-control theme, with drive-by-wire steering systems, such as that Lexus is now introducing, could sports cars come with detachable steering wheels, as in Formula 1, and be supplied with two: a conventional round one for everyday driving and a yoke type for track days or high-performance driving? When you change the wheel, the ratio would automatically adjust. Have I just reinvented the car for the next decade? Or not!
FEATURE ROAD TESTCULT HERO DRIVEON SALE 7 SEPTEMBER GREAT REASONS TO BUY NEXT WEEK’S ISSUE
Your article about forgotten fourwheel-drive saloons (Slideshow, 10 August) struck a chord with me. At the beginning of the 1990s, I was offered a company car for the first time. However, there was a strict hierarchy and an eligibility list. As you can imagine, I forensically examined this: Peugeot 406 or Vauxhall Cavalier? Sadly, the Cavalier SRi wasn’t available on my pay grade. But wait a second: hidden in the list was a Cavalier 4x4. Nothing special about that, except that it was fitted with the uprated SRi engine. I guess not a lot of people knew that. Fingers crossed, I put in my application and it was approved. But before I could enjoy the guilty pleasure of having beaten the system, the list was revised and the Cavalier SRi was included, so I subsequently took delivery of a new red SRi. It was a great car to drive, especially over the Brecon Beacons! I eventually passed it on to a colleague, who left it at Cardiff airport, from where it was stolen and crashed through the fence of a local school. It didn’t deserve that. But here’s the thing: I sometimes wonder how good the 4x4 would have been if I had stuck with my original choice, although I remember that the boot space was compromised by the addition of rear-wheel drive. Did that really matter? And are there any left?
David Hebb Via email Three cheers for Cavaliers
Allan Britton Cwmbran, Monmouthshire Just 41 Cavalier 4x4s are left on UK roads, according to DVLA data – KC mechanically propelled road carriage’
The original car magazine, published since 1895 ‘in the interests of the
CHANGETOSUBJECTCONTENTS EDITORIAL Email autocar@haymarket.com Editor Mark Tisshaw Editorial director, Automotive Jim Holder Editor-in-chief Steve Cropley Magazine editor Rachel Burgess Associate editor Piers Ward Managing editor Sami Shah Editor-at-large Matt Prior Road test editor Matt Saunders Deputy road test editor Richard Lane Road tester Illya Verpraet News and features editor Felix Page Deputy news editor Will Rimell Staff writer Jack Warrick Editorial assistant Charlie Martin Used cars editor Mark Pearson Chief sub-editor Kris Culmer Group art editor Stephen Hopkins Art editor Sarah Özgül Senior designer Rebecca Stevens Senior photographer Luc Lacey Photographer Max Edleston Picture editor Ben Summerell-Youde 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 SYNDICATION ENQUIRIES Tel +44 (0)1962 867705 Contact Simon Fox (simon@foxsyndication.com) LICENSING ENQUIRIES Contact Lydia Curtis (lydia.curtis@haymarket.com) BACK ISSUES Tel 0344 848 8816 Email help@autocar.themagazineshop.com ADVERTISING Classified +44 (0)20 8267 5776 Display +44 (0)20 8267 5541 Production +44 (0)20 8267 5814 Fax +44 (0)20 8267 5312 Director of sales and commercial partnerships Kate Hannam Business development manager Jonny King PRODUCTION Tel +44 (0)20 8267 5561 Head of production operations Trevor Simpson Group production manager Ailsa Donovan ManagingMANAGEMENTdirectorRachael Prasher Marketing director Darren Pitt Publishing and events executive Lydia Curtis © 2022, Haymarket Media Group Ltd. Autocar, Motor, Autocar & Motor are registered trademarks. Circulation enquiries: Frontline Ltd, 1st Floor, Stuart House, St John’s Street, Peterborough PE1 5DD (01733 555161). Printed by William Gibbons, Wolverhampton. Registered as a newspaper with the Royal Mail. Member of the ABC. ISSN 1355-8293. No part of this magazine may be reproduced, stored in a retrieval system or transmitted in any form except by permission. The publisher makes every effort to ensure contents are correct but cannot accept responsibility for errors or omissions. Unsolicited material is submitted to Autocar entirely at the owner’s risk; the publisher accepts no responsibility for loss or damage. With regret, competitions and promotional offers, unless otherwise stated, are not available to readers outside the UK and Eire. 31 AUGUST 2022 AUTOCAR.CO.UK 61 LETTERS SUBSCRIBE autocar.co.uk/subscribe or see p40 EVERY WEEK Kia Niro EV Has Kia nailed the second generation of its popular electric crossover? Smart Roadster The fun factor is high in this dinky sports car from 2004 BAC Mono R Extra-special, extra-powerful, British-built track-day wonder takes to the wilds of North Wales Range Rover Sport Our first chance to get behind the wheel of the new footballers’ favourite The latest radical EV We meet the former Jaguar and Williams engineers behind the Bo M e-scooter FEATURE
of ‘the greatest British-designed car engines’ (Slideshow, 29 July) not include the two most significant post-war British engines? The Jaguar XK, the first mass-produced DOHC unit, powered numerous sports and saloon cars from 1949 to 1992, as well as five Le Mans-winning Jaguars and even powered armoured cars and reconnaissance vehicles. The Cosworth-Ford DFV, meanwhile, won 155 grands prix and twice at Le Mans. As well as its unmatched racing record, it was the archetype for almost all engines that followed – ie narrow-angle four-valve head design, ‘tumble’ gas-flow dynamics, effective crankcase and oil-pump system etc.
KRIS CULMER sports car
Dynamic duo wow Donington crowd in summer scorcher Film stars’ glamorous cars V8 from Ford of Britain every Autocar since 1895 Sign up at themotoringarchive.com
“It’s beautifully balanced on a corner, so that one goes round fast without particularly thinking of the process; the steering is never heavy but is certainly not too light.
“The [95bhp 3.2-litre straightsix] engine is delightfully smooth and very quiet mechanically. “It has the best virtues of the best sports type of car” – and cost just £913 (£45,000 in our money).
The Junior Car Club held its 200 Mile race annually at Brooklands throughout the 1920s, the last edition coming in 1928 as manufacturers’ interest switched from grand prix to sports car racing. Remarkably, when the race was reprised at Donington Park in 1936, Richard Seaman drove the winning Delage of 1928 to victory again – all the more impressive given the removal of the capacity limit.
New
Seaman completed the first lap in third, behind Peter Whitehead and Dennis Scribbans, but he passed both ERAs on the next lap to take the lead and built up a healthy advantage, typically driving in an outwardly effortless manner. He had a scare 20 minutes in, narrowly avoiding being hit by an errant wheel, Austin Dobson doing well to stop his now tripod Alfa Romeo from about 100mph. Not long later, on the 10th lap, Earl Howe passed not just Prince Bira but also Seaman. However, the Delage had a tank big enough not to need refuelling, whereas the ERA needed to stop for 38 seconds on lap 50.
Hollywood stars have always loved flash motors, and their choices in the art deco era were far lovelier than any SUV. Our gallery revealed that Ginger Rogers (below) had a PierceArrow V12, Tom Walls a Rolls-Royce and Katharine Hepburn a Bugatti, oddly with a Hispano-Suiza mascot. Claudette Colbert, however, was happy driving an everyday Dodge.
“Howe drove with might and main, but Seaman’s lead was not to be shaken. He duly notched his fifth big victory of the year – and both he and Howe received great applause for their splendid display.”
from France ON THIS DAY IN 1936 BONHAMS
This Henri Chapronbodied 135 sold for $434,500 in 2016 MOTORSPORT HOW OFTEN THESE days do we hear of a faltering marque aiming to appeal to a younger, richer and sportier clientele? Ninety years ago, this was the story for Delahaye. The French firm swapped tractors, trucks and basic cars for tourers that won it rallies, fame and the finest coachbuilders’ attention – and probably the most admired of all was the 135, which we tested on its UK arrival as a drophead. We clocked it doing 0-60mph in 13.7sec and topping out at 99mph.
“There’s no tendency to sway, no soft up-and-down motion. Without being harsh, the springing resembles more a true sports car system. At speed, there’s all the stability that can be wanted, as well as extremely comfortable riding.
Fantastic new
The latest creation from Dagenham was an evolution of its popular little V8 saloon, named the Model 62. The flathead engine was uprated slightly to 22bhp, weight cut and “a distinctly pleasing appearance achieved”. Ford claimed it “put the last word in luxury car performance within the comfortable reach of the economically inclined”, but this didn’t prove the firm’s happiest V8.
Get
31 AUGUST 2022 AUTOCAR.CO.UK 63
“The car sweeps up hills, and it has brakes and roadholding in keeping,” we beamed. “The whole thing is almost alive, so exactly does the engine answer the driver’s ideas and so exactly do the controls perform the necessary operations.
OUR CARS FEATURED THIS WEEK We put our crossover to the ultimate
ast October, I needed a laughably thick dossier of documents just to go through France and into Belgium. Ten months later, I require only a QR code to prove that I’ve had my three vaccines. At long, torturous last, the pandemic appears to be over, and my best mate and I are celebrating by driving through 10 European countries. Our destination is the Dolomites, and our mountain bikes are stowed beneath a tarpaulin and our baggage in the extended boot of my Honda HR-V. Somehow we avoid the results of our government’s incompetence and spend just a few hours at the Eurotunnel. Our compact crossover feels sure-footed and entirely relaxed as Hauts-de-France blurs into Flanders, our excited anticipation abating the tedium of the featureless landscape. Whether that feeling will last until our overnight stop in nine hours’ time, never mind when we return home after a week on the go, is the ultimate test of the car. We’re soon approaching Brussels, whereupon Apple Maps throws up a warning on the car’s touchscreen: ‘Environmental zone ahead’. To our shock, the website replies ‘non’ when we check if our Euro 6 hybrid is eligible for entry. Siri plots a new course to a metro station in the industrial suburb of Anderlecht, famed for its football team. Parking is free and the train to the capital is cheap, depositing us near Grand Place – which ought to be used as a re-education centre for architects. If French motorists on the whole drove as poorly as the British, the Belgians are rather worse. As for the Luxembourgers who come next, like their little country itself, they barely register. Entering Germany, though, makes us take note, as here we find surely the world’s most disciplined drivers on the world’s best roads. Having nonchalantly cruised at 76mph for most of the day, darkness falls, Stuttgart nears and we pass that uniquely magical sign of the German autobahn. Slowly the dial creeps up, the e-CVT forcing the fourpot into screaming action, settling at 103mph. Just 3mph short of the top is impressive, considering the 200kg of men and cargo – as is the 47mpg it has averaged over the 569 miles. Next morning, we head straight over to the Mercedes-Benz Museum, which exceeds my high expectations. It spirals down many storeys from the first car of 1885 to the AMG One, this physical history complemented by wider context on the walls. It’s terrific and alone well worth going to Stuttgart for. (Our visit to BMW Welt in Munich a few days later only serves to enhance this impression…) Progressively the terrain becomes craggier as Autobahn 81 progresses, L Alpine roads never failed to look cinematic test: a 10-country, 1910-mile European road
trip MILEAGE 15,410 WHY WE’RE RUNNING IT To see if a hybrid-only mini-SUV can be an efficient long-distance commuter car HONDAHR-VJAGUARE-PACE MERCEDES-BENZ S-CLASSCUPRABORNDACIAJOGGER 64 AUTOCAR.CO.UK 31 AUGUST 2022 VOLKSWAGENID4GTX
HONDA HR-V
Also, while we take reliability as a given nowadays, to me it’s still remarkable that a machine of countless parts can perform complex operations constantly for hours at a time without once giving even a hint of trouble. Not even the air-con has tired of blasting freezing air at us in a heatwave. The Kuwaiti lads we meet at the tunnel, driving their 1970s Nissan Skylines and 2005 Shelby Mustang right across Europe, surely had a much less carefree time. As I park up after 1910 miles over a week away, I reflect on what I would change if I were to do it all again. I conclude that I would definitely buy an MTB with rear suspension and hydraulic brakes – but I wouldn’t feel at all reluctant to take it in an HR-V.
One peaceful ride amid the rushes of adrenaline
is thanks to the supple ride (no firm dampers or undertyred alloys here) and the seats, neither me nor Ben (who is a very different shape to me and has a slight back problem) ever once feeling aches or pains, despite many very long stints.
KRIS CULMER
HONDA HR-V E:HEV ADVANCE STYLE Price £32,210 Price as tested £32,760 Faults None Expenses None Economy 47.0mpg Last seen 24.8.22 TEST DATA WYEBEN 31 AUGUST 2022 AUTOCAR.CO.UK 65
Although panting, the HR-V did climb those mountains easily highlighted by a spectacular bridge over the river Neckar. Turns out this is only a hint of what’s to come after we’ve passed a Swiss border-guard grilling, when spectacularly begin the Alps. It’s the first time I’ve ever seen true mountains, and I will be unable to stop marvelling at such demonstrations of nature’s awesome power for the rest of our time here. Did you know that Switzerland has the highest nominal wealth per adult of any country in the world? Zurich, its largest city, which wraps around the shore of a huge lake, is filled with classical architecture and lush green spaces, looking fabulous basking in the 38deg C heat, although the Patek Philippe vendors and ¤8 baguettes bluntly remind us we don’t belong. The bowed Zürichsee shoots us eastward, and out of pure curiosity we take a tiny diversion through the country of Liechtenstein, a curious vestige of these lands before Otto von Bismarck’s grand unification, with only as many inhabitants as Great Yarmouth over just 62 square miles. The Alps continue to stagger us into Austria, almost as much as the infrastructure coexisting within them – chiefly the world’s ninthlongest road tunnel, at 8.7 miles.
Finally, it’s up to Antwerp and west to the tunnel – the straight tracking here amazingly the only section in 40 hours that I desperately want to end. That says as much about the splendour of southern Europe’s scenery as the ease of driving the HR-V. This whole time the car has been just so relaxed and comfy. That OWN ONE? SHARE YOUR EXPERIENCE kris.culmer@haymarket.com
Alpine towns, including a favourite one nestled at the foot of a mountain beside a shimmering lake, exited via a switchback climb and then descent. Our overnight stop is in Frankfurt (the less said about which the better), before the slog north to the historic cathedral city of Aachen, famous as the seat of Charlemagne, and where we suddenly realise that all of the German cars bear green emissions stickers and we’ve thus been lucky to avoid a fine from the Polizei. Sheiße!
We enter South Tyrol, Italian land now but culturally still mostly Austrian, via the Brenner Pass, a Romeo’sBritain.be68mphstunningArmcoconcrete-and-rusted-rollercoasterdowntheGardenavalleyatwhensurelyitwouldacamera-riddled50mphinIcanonlyhopeAlfababySUVwillbeevenhalfasprettyandenjoyableasitsnamesake.FinallywearriveatthelittleskiresortofSëlvaaftermorethan16hoursofdriving,yetneitherwenortheHondafeelwornout.WespendthenexttwodaysontheSellaRondamountain-bikingcircuit,intermittentlymarvellingandbeingterrifiedbytheviewsandterrain’schallenges–anddiscoveringwheremostoftheEuropeanMercedes-BenzG-ClassesandSuzukiJimnysendup.Iwouldwanta4x4inthewintersnow,butfornowtheHR-Vmakeslightworkofthefantasticswitchbackroads,thechassisbeingsurprisinglyenjoyable,evenifthenowbreathlesspowertrainandnumbsteeringaren’t.Thefirstlegofourreturndriveisimpossiblypretty,traversingAustriathroughmulticolouredInnsbruckandthenaseriesofquintessentially
Austria’s glistening lakes beckoned in 30deg-plus heat
its
driver. LOATHE IT LOVE IT MILEAGE 8822 WHY WE’RE RUNNING IT To see if a plug-in hybrid S-Class can be as convincing an ultimate long-distance luxury saloon as its diesel ancestors 66 AUTOCAR.CO.UK 31 AUGUST 2022
MERCEDES-BENZ S-CLASS
Our S-Class’s only problem seems to be a mild case of hypochondria the normal one. I was late for a client meeting, it was dark and I figured that if I called the recovery people, my evening was over anyway, so I might as well plug on and hope it was just an electronic ghost in the machine. I got there and got home again without problem. But the next day, the sign was back. I had the option of flying to Paris and getting a transfer or crossing my fingers and driving. What would you do? Flying is a hateful business right now, so I just crossed as many digits as I could and headed for the tunnel. Photographer Luc Lacey took the flying option and was so delayed that he arrived four hours after me. And the Benz hasn’t so much as flashed a sign, let alone missed a beat, ever since. I’d love to tell you more about those journeys, but the truth is I remember remarkably little about them. There was no time to take the scenic route, nor was this the right kind of car for that. I just had to get there, do the job and get back again. And that, in a nutshell, could be a job description written for the S-Class design team. For this isn’t the kind of journey that you choose to remember. I’m not that fond of the M4, M25 or M20. The autoroute that runs from Calais to Le Mans via Rouen and Alençon is quieter and less ugly by far, but you’re still sitting there with the cruise set to whatever maximum speed you think is guaranteed not to earn the attention of the local gendarmerie. What I don’t want here – and this may surprise you – is a magic carpet ride. I want the car to be supremely comfortable and for the seats to be tuned perfectly to the suspension, but I also want some sense of connection to the road. I don’t want to feel as if I’m suspended a few inches above it. And this the S-Class does as well as any car I’ve driven. I do want it to be as quiet as OWN ONE? SHARE YOUR EXPERIENCE autocar@haymarket.com
AMG LINE PREMIUM PLUS EXECUTIVE Price £113,880 Price as tested £113,880 Faults Erroneous ‘stop vehicle’ warning message Expenses None Economy 51.1mpg Last seen 24.8.22 TEST DATA humanly possible, though. In most cars, I listen to music, but really only because it’s preferable to the sounds coming from the engine, wind and tyres. But in just a few (the Bentley Flying Spur, the Rolls-Royce Ghost and the new Range Rover), the noise levels are so muted that I’ll never turn on the entertainment and travel in near silence, alone with my thoughts. The S-Class is one of those cars, too. When the S-Class flashed up that warning on the screen, all that was required to make it go away was the usual remedy of switching it off, getting out, walking around for five minutes and getting back in again. And that, in turn, is what a 500-mile journey to Le Mans does for me. A car that quiet and comfortable plus a trip undertaken in silence amounts to a control-alt-delete for my brain. I arrive happier, sharper and more creative than when I left, and somehow less tired too. Which is precisely what an S-Class was put on this earth to do, and this one does it as well as any I’ve known.
ANDREW FRANKEL alone problems when none exists, but it does speak of staggering electronic complexity that it can fool itself into believing something is wrong. the environment for a neurological reboot for the
FRANKEL SAYS RELAX Perfectly judged ride and refinement provides
FALSE ALARMS It’s not
t’s a peculiar quirk that the distance from my front door to the barrier that guards the entrance to the lower paddock at Le Mans is precisely 500 miles. To the tenth. I would leave on a Wednesday morning, drive there, spend the night, spend the following day working, then turn around and drive straight home again. A thousand miles in 40 hours. Alone. If ever a job called for an S-Class, this surely was it. But there had been a problem. A couple of days earlier, a warning light had flashed up on the dash telling me in red letters to ‘Stop vehicle’. Which I did. On further investigation, it claimed there was a problem with the 12V battery, so not the hybrid one but I This beats flying first class for getting to Le Mans quickly and in supreme comfort
MERCEDES-BENZ S580e L
in flagging
ideal
Jaguar E-Pace MILEAGE 9921 LAST SEEN 17.8.22 I’m often distracted or in a mad rush when exiting the E-Pace, which means I’m a serial offender in terms of forgetting to lock it – something I’m not proud of. Anyway, Jaguar’s phone app alerts you if the car remains unlocked 15 minutes after being parked. It’s one of the most useful car features I’ve ever had. RB Put your chiropractor on speed dial
Starting with the interior, which is where unflattering cost-cutting is usually most apparent and is probably where most reservations harboured by any prospective Jogger buyers will reside. However, it isn’t the explosion of cheap plastics and rough fabrics that you might expect it to be. That, indeed, I was absolutely expecting it to be. Clearly, it’s all built to a cost and L Is no-frills interior common sense or an affront to the senses?
LUC LACEY
ife with the Jogger continues, and so far, this budget-friendly,Romanian-built,sevenseat option is proving likeable and adept. I’ve not had the opportunity to properly stretch its 999cc, front-driven legs yet (although my colleague Felix Page has done so, the resulting 2000-mile feature appearing in last week’s issue), but hopefully that will happen soon enough – and before then, there’s plenty more worth discussing.
AC Volkswagen ID 4 GTX MILEAGE 5839 LAST SEEN 24.8.22 After weeks of tinkering, I’ve settled on my preferred driver settings. The ID 4 feels best on the road when the chassis is in Comfort mode, but setting the steering to Sport adds a nice weighty feel. Despite the GTX being a performance model, I’ve settled for Eco driving mode for those welcome extra miles.
DRIVING POSITION I’m not getting on particularly well with the short-leg, long-arm arrangement. The headrest pushes your head forward awkwardly, too.
MILEAGE 11,481
JW
OWN ONE? SHARE YOUR EXPERIENCE luc.lacey@haymarket.com DACIA JOGGER 1.0 TCe 110 COMFORT Price £17,945 Price as tested £18,840 Faults None Expenses None Economy 50.4mpg Last seen 24.8.22 TEST DATA 31 AUGUST 2022 AUTOCAR.CO.UK 67 OUR CARS
INFOTAINMENT There’s no nav, but the system is otherwise modern and generally nice, and it works well with Apple CarPlay and Android Auto.
in outright plushness is a step down from what you get even with the traditional master of the rational car purchase, Skoda, but there’s nothing that offends in here, and there’s actually something of modern Audi about the gearlever and the climatecontrol dials. I also like the textural variety of the dashboard, which gives this monotone cabin a much-needed visual lift and mitigates some of the coarser material elsewhere. In short, I find the Jogger’s interior perfectly acceptable when it comes to Unfortunately,ambience.Ican’t quite say the same about the driving ergonomics. Visibility is fine and there’s nothing dangerous here; it’s just the driving position, which is hampered by the lack of steering-column adjustability and the fact that you can’t set these seats especially low. It means taller drivers are stuck with a short-leg, long-arm layout of the type found in old Italian performance cars. It’s a bit van-like and not especially comfortable. However, worse still are the headrests, which I imagine wouldn’t receive the blessing of many chiropractors. They jut forward, pushing your head forward and in turn compounding my existing ‘millennial mobile phone’ neck. The general ergonomics are better. Rear-seat space is good, and even the third row is a realistic prospect for adults, if only for journeys of up to, say, an hour’s duration. What’s really useful is that those back-row seats can be fully and easily removed from the car. Do this, and also fold (and then tumble) the second-row seats forwards so they nestle up to the backs of the front seats, and you’ve got outright carrying capacity that’s roughly equal to what you get from the Mercedes-Benz E-Class Estate. I find this ridiculously impressive for something built on a supermini platform and a real string to the Jogger’s bow. Assuming you have space in your house to store the rearmost seats, the car is indecently capacious but not always the most comfortable for the driver. It’s a true tool car in this respect, which is as you would expect, but when Dacia devises changes for the eventual facelift Jogger, a more car-like driving position should be top of the list.
DACIA JOGGER
WHY WE’RE RUNNING IT
To see if this humble but capable sevenseater is slick enough in day-to-day use
Cupra Born MILEAGE 3820 LAST SEEN 17.8.22 Supermarket vouchers for money off petrol are common, but not actual free fuel. Yet that’s what several chains offer EV owners, with free chargers at larger stores. I’ve taken advantage and it’s a great initiative, but don’t expect life-changing savings: with a 7kW Pod Point and a three-hour maximum stay, you’re looking at around 70 extra miles if you’re a very slow shopper.
LOATHE IT LOVE IT
COLD SNAP In especially cold weather, the springs are at risk of snapping under significant loads. Until they’ve had time to flex and the damper has
EMISSIONS REDUCTION In 2020, Volkswagen gave the Up GTI its new badge and reduced the power output slightly (118bhp to 113bhp) to comply with emissions regulations. However, the performance is much the same as the pre-facelift car. Sure, there are cars like the Ford Fiesta ST and the Suzuki Swift Sport, but they’re both from the size above and expensiveconsiderablynowadaysmoretobuynew.TheUpisavailablein both three- and five-door bodystyles, with the five-door a more popular choice among buyers. While the added practicality does make it easier to access the rear seats, you aren’t robbed of leg room with the three-door equivalent, because their dimensions are identical. No matter which version you go for, the Up GTI oozes
travelled, take it easy over bumps. When buying used, always check the springs and dampers for signs of wear.
KERB YOUR ENTHUSIASM
ASASGOODNEW
The small engine size means that there’s plenty of room in the Up GTI’s engine bay for mechanics to inspect and access easily. When you’re looking under the bonnet, look up to check the bonnet latch. Stone chips can strip away the paintwork and leave the area prone to rust. Thankfully, as the Up GTI is a relatively new car, there should still be time to rectify any corrosion issues.
Celebrate the sporty city car before it’s too late, urges Jonathan Bryce
T
BRAKE CHECK Before buying, check the brakes have been properly maintained. A car like this is likely to need its brakes checked every few months, depending on the level of usage. If they’re worn, budget around £200 for new discs and pads.
ON THE LATCH
ake the Volkswagen Up GTI at face value and you might see it as a slightly disappointing hot hatch. With 113bhp and a 0-62mph time of 8.8sec, it wouldn’t take much to beat it in a straight line. The interior is finished in hard and scratchy plastics and you’re so surrounded by glass that you feel like you’re the centre of an art exhibition. But consider this. When you drive an Up GTI, you’re in one of only 4000 jollying around Britain’s B-roads. If it’s exclusivity you’re after, find an all-white GTI and you will be the talk of the town. It really isn’t like anything else on the road, with no direct contenders pitted against it.
OUR TOP SPEC GTI Every Up GTI has the same trim and equipment level, with a reasonable amount of kit including air conditioning, heated front seats, electrically adjustable and heated door mirrors, interior ambient lighting, electric front windows and front foglights. You also get bespoke 17in alloy wheels, plenty of GTI badging, distinctive red exterior detailing and windows.tinted
The wheels of the Up GTI are highly unusual, being large in diameter but thin in profile, and therefore there isn’t much sidewall to the tyres, making it easier to kerb. The alloys are diamond-cut, which makes them more expensive to repair. To have an alloy repaired at an approved workshop, set aside £90 to £110.
BUYER BEWARE
CARSUSED paytomuchhowanditbuytowherebuy,toWhat
echoessatisfyingcontrolstheEverythingtighteveryefficiencyGermanfromoneofitspanelgaps.fromventilationtothethudthatafteryouclosethe door makes it feel built to last. Inside, you will find Jacara tartan cloth seats, a nod to the Mk1 Golf GTI, strategically placed GTI badging and even moody red ambient lighting. Other creature comforts include heated seats, a leather-wrapped multifunction steering wheel, an optional reversing camera and a
VOLKSWAGEN UP GTI
KICKING TYRES
The tiny, tarted-up 158bhp, 130mph 595 is questionable on space, quality and value but is an amusingly big-hitting, puppy-dog hoot on the right roads. The ride is firm but the fun factor’s high. WILD CARD 300W Beats sound system. All in all, big-car tech for a small-car cheque. That big-car feel extends to the way the Up GTI handles itself on the road. It feels composed and mature on a motorway cruise and in urban areas. Despite having only a 1.0-litre three-cylinder engine, around town the little turbocharger helps it jump away from the lights with all the fervour of a mountain goat on new-found grassland. It sounds good, too. Volkswagen fitted a sound actuator to make the most of the miniature orchestra under the bonnet, and the result is a throaty, thrummy warble reminiscent of a Golf R32. In the corners, it grips extremely well and the accuracy of the steering inspires great confidence. The brakes are strong and progressive, a high point for the city car class. Both the brake and throttle pedals are nicely weighted, too. Prices? You will need to pay around £11,000 for a 2018 car, between £12,000 and £13,000 on ones from 2019, and at least £15,000 on excellent examples from 2020 and 2021 with low mileages. So, the Up GTI didn’t rewrite the hot hatch rulebook, but for celebrating the simple thrill of driving, not much else gets close any more. It’s a last hurrah for the sporty city car breed, the like of which we’re unlikely to see much more of, sad to say.
31 AUGUST 2022 AUTOCAR.CO.UK 69 USED CARS
JamesRuppert
RUPPERT’S GARAGE I don’t want to keep going on about fuel, but I’ve just been on the radio to tell drivers not to fall for those ‘miracle fuel pill’ scams. Well, they might not be scams. They might even work. But they probably don’t. Remember, if it seems too good to be true…
The Up came eighth in the latest What Car? Reliability Survey. No common major faults have arisen. Some issues have been reported regarding carbon build-up on the intake ports and valves in the 1.0 TSI engine, but this can be flushed out with a slug of super unleaded. A mechanical decarbonisation is recommended every 50,000 miles. 1.0 TSI There’s only the one engine, but this has an impressive amount of shove from low revs. It zips readily round to the redline, made a real pleasure by the enhanced noise. Expect 45mpg in daily use, too.
Touch wood, this yellow Italian won’t join the other on the scrapheap Spider, which continues to look great in the wild. It’s an alt-Mazda MX-5, of course, but it has rarity on its side, if not rock-bottom prices. A 2014 1.4 MultiAir at a Toyota main agent was a few hundred below guide prices. A 63,000-miler with a full service history and just the one pre-owner, it was £14,950. That’s one Italian you really should buy and truly enjoy. Spiritually, though, I’m always drawn to a Fiat Panda for a few old lira, even though they’re not as cheap as they used to be. How about £890 for a 2007 1.1 Active with 90,000 miles, matt paint and sundry parking dents?
Euro NCAP awarded the Up only three stars for safety in 2019, down from five stars under the previous testing regime. It scored poorly for protection of vulnerable road users and assistance tech, though, rather than for its occupant safety.
NEED TO KNOW
The new Tipo was better than anyone could have expected, but there were so many other alternatives, mainly SUV scale. A 2017 1.4 MPI in Lounge specification with 90,000 miles and 12 months’ warranty for £6499 still looks contemporary and is ready for hard work, even in London’s ULEZ. Mostly, though, wouldn’t you really like an executive express that’s Maserati-shaped? Buying solid Germans is easy, whereas there are hugely giant risks in taking on a Quattroporte, but what a wonderful thing to behold. There are some proper cheapy private ones around at less than £10,000, but here’s an independent dealer offering a 2007 47,000-mile example, enthusiastowned so it will be serviced and warranted before sale. Certainly £11,500 seems worth the effort when it comes to a beautiful four-door supercar. I’ve always liked the Abarth 124 A thousand pounds’ worth of Mito: what could go wrong? Several things I
OUR PICK ABARTH 595
talian used cars: anyone who took a punt on one of those back in the day was brave, after a bargain and quite possibly very cool. I’m wondering whether that’s still the case. There isn’t the variety on offer like before, but maybe we can enjoy something different from the boringly predictable norm. A thousand pounds’ worth of Alfa Romeo Mito: what could go wrong? Several things, but here’s a sporty supermini that has a wide-eyed charm. A 2010 1.3 JTDM diesel isn’t the most desirable set of wheels, but potentially 65mpg combined should be very attractive to any buyer on a budget. I found this three-owner car with just over 100,000 miles for £1000. It seemed a decent amount of car in Turismo specification. What better way to tackle the day-to-day family grind than in an estate-style hatchback that was in the Fiat showrooms for a couple of years?
The Porsche 928 is the car that tried to kill the 911. Mark Pearson says it’s full of ability
So were we surprised by this front-engined, rear-wheel-drive 928 bearing his name when it hit the streets in 1978? You bet we were. If it wasn’t its voluptuous shape that had us reeling, it was the notion of Porsche finally throwing the towel at the age-old, tail-heavy 911 (as it was then planning to do) and giving us in its place a GT of infinite grace and impeccable manners. All in, it was a marvellous car.
70 AUTOCAR.CO.UK 31 AUGUST
HERO PORSCHE 928
It looked terrific, it was quick, it handled brilliantly and it rode delightfully 2022 he wind blows to the south and turns to the north; round and round it goes, ever returning on its course. Consider the case of Ferdinand Porsche. His first automotive dabblings were with electric cars and petrol-electric hybrid cars, and more than 120 years later, look where we’ve all ended up. He was keen on front-wheel-drive cars, too, which might seem a strange fit for a man who went on to design a number of immensely successful front-engined, rear-wheel-drive racing cars for Mercedes-Benz, and whose name went on – via the KdFWagen and VW Beetle, and through the whole 911 line – to be, for a huge chunk of time, synonymous with rear-engined, rear-wheel-drive cars.
ASSASSIN
It looked terrific, it was quick, it handled brilliantly and it rode delightfully on what was then the best sticky, wide and low-profile tyre available, the Pirelli P7. It even won the 1978 Car of the Year award, which was quite something for a sporting, aspirationally priced premium car. Further joy was beholden when we opened the bonnet and found an all-new, all-alloy, liquid-cooled V8. Initially of 4.5 litres, the fuel-injected V8 produced 237bhp, and the drive went via a five-speed manual gearbox or optional Mercedes-sourced threespeed auto. That front engine was set quite a way back, too, and at the other end, balancing it out and linked via a torque tube, was a transaxle. Upgrades followed. For the bespoilered and sensibly improved 928 S of 1980, the engine grew to 4.7 litres and produced 296bhp. The 928 S2, essentially a more powerful (306bhp) and updated S, arrived in 1984. The S4 of 1987 upped the ante with a 32-valve 5.0-litre V8 producing 316bhp. The limitededition SE manual appeared in 1988, followed a year later by the 325bhp GT manual. In 1992, the S4 and GT became the GTS, powered by a 5.4-litre V8 producing T
THE FROM STUTTGART
CULT
An owner’s view ANDY JEFFREYS “I bought one of the last 928 GTSs ever made in 2003. It had hardly been used and was in perfect condition –beautiful, if at that point hugely unfashionable. By far the most fun trip I ever took in it was to drive from Beirut to Istanbul. The low chassis struggled across the poor roads and the car finally surrendered as we arrived in Aleppo – not because of the terrain but because the local petrol was of such low quality. Overall, though, my 928 was a terrific way to get around: smooth, stylish and fast, with enough space to make it a decent grand tourer. The biggest regret is selling it in 2008 for £3500, no question the worst financial decision of my life.”
ENGINE Engine smoke when warm hints at worn valve guides and cylinder bores. Check the oil level. Lumpy running could be a worn distributor or failed ECU. Vibration at idle may be worn engine mounts. Timing belts, tensioners and water pumps should be changed every 60k miles or four years. Check for coolant leaks. Well-maintained engines should exceed 150,000 miles without a rebuild.
One we found PORSCHE 928 S4, 1991, 120,000 MILES, £25,000 Same owner for the past eight years. Metallic black with grey leather interior. Upgraded by Porsche in 1997 with Club Sport package. The past 17 services all done by Porsche main dealers; in total, 24 of 27 services by Porsche. Six previous owners.
Buyer beware…
HOW TO GET ONE IN YOUR GARAGE
Check the brake lines and hoses, steering and driveshaft gaiters, and suspension arms and bushes. Clonking could mean worn bushes. The rear brakes can seize through lack of use. The suspension is very robust and only the front upper wishbone bushes give any trouble. Original Porsche dampers are expensive, but gas-filled replacements can be sourced.
WHAT WE SAID THEN 28 OCTOBER 1978 “From a standstill on a dry, well-surfaced road, there is no wheelspin; the car just takes off to reach 50mph in 6.3sec, 60mph in 8.0sec, 90mph and the quarter mile in 16.2sec and 100mph in 20.1sec. The 928’s natural attitude ultimately is understeer, accompanied by tolerable roll. It is possible to break the back away if you lift off in a bend, but you’ve got to be going very quickly. It is remarkable how well the car rides. The 928 combines performance, practicality and the safest of road manners to a degree unmatched by any other supercar. You could call the 928 a supercar.”grown-up that the omelette was being over-egged, and over the years the 928’s suavity was debased as it became raunchier, faster, harsher and a little more uncouth. Either way, a used 928 is still a desirable thing today. History shows that, despite Porsche’s original intentions for the 928, it was the 911 that prospered. Porsche, always good at doing the wrong thing the right way, developed its rear-engined wundercar to the point where criticism of its inherent solecisms seemed churlish. After all, that very first electric Porsche car had its engine at the rear, so we could have seen which way the wind was blowing way back then.
Age may weary the electrics so check it all functions inside
USED CARS 31 AUGUST 2022 AUTOCAR.CO.UK 71
Unlike a period 911, it’s hard to unstick the rear
BODY The galvanised 928 has aluminium doors, front wings and bonnet but check for bubbling around windows and rear hatch, and the underside for corrosion. Tired sunroof and tailgate seals can cause damp carpets.
INTERIOR Check all the electrical systems work. Complex electronics will play up with age and neglect. Early cars had half-leather or vinyl trim with ‘Pasha’ chequered velour centres: it’s desirable now, but most buyers preferred later full leather. Also worth knowing A coolant change every four years or so can reduce internal aluminium corrosion, while the brake fluid on a classic should be changed every two to four years. Coolant leaks aren’t uncommon and a replacement radiator is hugely expensive. One of the largest running costs for a 928 will be fuel. You’re unlikely to better 12-15mpg in an S4 around town and 18-20mpg on a run, so you’ll need to keep some money back for those sunny days. How much to spend £10,000-£14,999 Some tatty examples here, mostly 1980s cars in part-restored condition. Check the history carefully. £15,000-£29,999 Into the 1990s with a lot of S4s and similar. Some good buys, with a lot of the restoration work already done. £30,000-£59,999 Better cars of all ages in good to great to mint condition with much work carried out. Check the service history closely. Good GTSs start at around £40,000. 345bhp. The last cars left the production line in 1995. If that original 1978 car was a revelation, the 1980 S that followed it was teetering on the verge of magnificence. However, from the S4 onwards, there was just the suspicion
TRANSMISSION Check that the torque tube connecting the gearbox to the diff isn’t putting pressure on the flywheel mounting plate. Examine the underside of the automatic gearbox and torque converter for leaks. The rare manual ’box has a notchy change but too much stiffness can wear out the synchros. The threespeed and four-speed automatics are Mercedes-Benz units and require little more than an occasional fluid and filter change. The transmission was steadily updated, especially the manual, which had multiple changes to the clutch, gearbox and torque tube. The clutch was twin-plate at first and changed to single-plate on the S4.
BRAKES, STEERING AND SUSPENSION
72 AUTOCAR.CO.UK 31 AUGUST 2022 ALFA ROMEO Giulia 4dr saloon £38,929–£73,999 AAAAB Handsome and special dynamically but lacks finesse and comes as an auto only. LxWxH 4643x1860x1436 Kerb weight 1429kg 2.0 Turbo Petrol 200 197 146 6.6 36.2 176-184 2.0 Turbo Petrol 280 276 149 5.7 33.6 195 2.9 BiTurbo Quadrifoglio 503 191 3.9 28.5230 Stelvio 5dr SUV £45,999–£78,719 AAAAB Alfa’s first SUV is a solid effort. Choosing the petrol version gives it charisma. LxWxH 4687x1903x1671 Kerb weight 1604kg 2.2 Turbo Diesel 190 187 130 7.6 45.6 159 2.2 Turbo Diesel 210 Q4 AWD 207 134 6.6 42.8 168 2.0 Turbo 200 Q4 AWD 197 134 7.2 30.1 206-209 2.0 Turbo 280 Q4 AWD 276 1435.730.4208 2.9 BiTurbo Quadrifoglio 503 197 3.8 24.6 261 ALPINE A110 2dr coupé £49,990–£60,040 AAAAA A much, much greater car and achievement than the sum of its parts suggests. LxWxH 4180x1980x1252 Kerb weight 1080kg 1.8 Turbo 248 155 4.5 39.2 162 1.8 Turbo S 288 162 4.4 38.7 163 ARIEL Atom 0dr open £40,669 AAAAB Simple, purist concept remains but everything else has changed… for the better. LxWxH 3520x1880x1122 Kerb weight 595kg 2.0 turbo 320 162 2.8 na na Nomad 0dr open £37,549 AAAAA Well inside the top 10 list of our favourite cars. A revelation and a riot to drive. LxWxH 3215x1850x1425 Kerb weight 670kg 2.4 K24 i-VTEC 235 125 3.4 na na ASTON MARTIN Vantage 2dr coupé/2dr open £130,020–£159,020 AAAAB The faster, cleverer, more hardcore entry-level Aston tops its class. LxWxH 4465x1942x1273 Kerb weight 1630kg 4.0 V8 503 190-1953.6-3.8 25.7 276 4.0 V8 F1 Edition 527 195 3.6 24.3 264 DB11 2dr coupé/2dr open £161,370–£175,020 AAAAA The stunning replacement for the already seductive DB9 is tyreshreddingly good. LxWxH 4739x2060x1279 Kerb weight 1875kg 4.0 V8 503 187 4.0 25.1 254 5.2 V12 AMR 630 208 3.7 21.1 303 DBS 2dr coupé/open £251,920–£271,620 AAAAA Effortlessly fast, intoxicating to drive: the big Aston is better than ever. LxWxH 4712x2146x1280 Kerb weight 1693kg 5.2 V12 715 211 3.7 20.9306 DBX 5dr SUV £168,420–£192,420 AAAAB Doesn’t try to be the biggest, fastest SUV, and may be all the more appealing for it. LxWxH 5039x1998x1680 Kerb weight 2245kg 4.0 V8 550 181 4.5 19.8 323 4.0 V8 DBX 707 697 193 3.3 19.9 323 AUDI A1 Sportback 5dr hatch £20,265–£28,500 AAABC Quite pricey, but a rounded car with plenty of rational appeal. LxWxH 4029x1746x1418 Kerb weight 1105kg 1.0 25 TFSI 94 118 10.8 48.7-50.4128-133 1.0 30 TFSI 114 126 9.5 46.3-51.4124-139 1.5 35 TFSI 148 137 7.7 44.1-44.8142-145 A3 Sportback 5dr hatch £25,495–£61,905 AAAAC Bolder design and improved dynamics make the A3 stand out more than ever. LxWxH 4343x1816x1425 Kerb weight 1220kg 1.0 30 TFSI 108 127 10.6 48.7-51.4125-132 1.5 35 TFSI 148 139 8.7 46.3-50.4128-138 2.0 40 TFSI quattro 188 150 6.9 38.7-40.4159-166 2.0 40 TFSIe 201 141 7.6 235.4 29 2.0 45 TFSIe 242 144 6.8 235.4 29 2.0 S3 quattro 308 155 4.8 34.4-34.9183-186 2.0 RS3 quattro 398 155 3.8 31.0-31.4205-207 2.0 30 TDI 113 128 10.1 61.4-64.2115-122 2.0 35 TDI 148 142 8.3-8.5 56.5-62.8112-130 2.0 40 TDI quattro 198 151 6.8 47.9-50.4148-155 A3 Saloon 4dr saloon £27,460–£62,905 AAAAC Undercuts the case to own an A4. Upmarket interior and good to drive. LxWxH 4495x1984x1425 Kerb weight 1225kg 1.0 30 TFSI 108 130 10.6 50.4-51.4124-128 1.5 35 TFSI 148 144 8.7 47.9-50.4127-134 2.0 40 TFSI quattro 188 154 7.0 39.2-40.9157-165 2.0 S3 quattro 308 155 4.8 35.3-36.2178-181 2.0 RS3 quattro 394 155 3.8 31.4-31.7 202-205 2.0 30 TDI 116 130 10.1 62.8-64.2114-119 2.0 35 TDI 148 142 8.5 58.9-67.3111-127 2.0 40 TDI quattro 198 155 6.8 48.7-51.4145-152 A4 4dr saloon £33,965–£51,130 AAAAC High quality and competent but leaves the dynamic finesse to its rivals. LxWxH 4726x1842x1427 Kerb weight 1320kg 2.0 35 TFSI 148 139 8.6 40.9-46.3140-157 2.0 40 TFSI 187 155 7.3 40.9-44.8143-187 2.0 45 TFSI quattro 242 155 5.6 34.9-35.3181-184 3.0 30 TDI 132 133 9.5 50.4-55.4133-146 2.0 35 TDI 148 136 8.9 50.4-55.4133-146 2.0 40 TDI quattro 187 146 7.4 50.4-54.3137-148 3.0 S4 TDI 342 155 4.8 40.4-40.9181-183 A4 Avant 5dr estate £35,365–£86,795 AAAAC Classy and demure estate lacks the dynamic sparkle of rivals. LxWxH 4725x1842x1434 Kerb weight 1370kg 2.0 35 TFSI 148 136 8.9 39.8-44.8143-162 2.0 40 TFSI 187 148 7.5 39.8-43.5147-162 2.0 45 TFSI quattro 242 155 6.0 33.6-34.4187-191 3.0 V6 TFSI RS4 Avant 448 155 4.1 28.1-28.2220-226 2.0 30 TDI 132 131 9.8 49.6-54.3137-150 2.0 35 TDI 148 132 9.2 49.6-54.3137-150 2.0 40 TDI quattro 187 143-1447.6-7.9 47.9-52.3141-154 3.0 50 TDI Allroad quattro 282 155 5.3 38.2 194 3.0 S4 TDI quattro 342 155 4.9 39.2-39.8186-189 A5 2dr coupé £40,045–£91,750 AAAAC Refreshed coupé gets a sharper look and a refreshed interior. Still mundane to drive. LxWxH 4673x1846x1371 Kerb weight 1390kg 2.0 35 TFSI 148 140 8.9 41.5-45.6141-154 2.0 40 TFSI 187 150 7.2 41.5-47.1 141-154 2.0 45 TFSI quattro 242 155 4.8 34.9-38.8180-184 2.9 V6 TFSI RS5 quattro 448 174 3.9 29.1 220 2.0 35 TDI 163 162 8.2 51.4-55.4133-144 2.0 40 TDI quattro 187 146 7.4 50.4-54.3135-146 3.0 V6 S5 TDI quattro 339 155 4.6 39.2-40.4184-188 A5 Sportback 5dr coupé £39,885–£90,675 AAAAC Refined, good-looking four-door coupé is sadly short on charm and finesse. LxWxH 4733x1843x1386 Kerb weight 1425kg 2.0 35 TFSI 148 139 9.1 40.9-44.8144-158 2.0 40 TFSI 187 150 7.5 40.9-44.8143-158 2.0 45 TFSI quattro 242 155 5.8 34.4-35.3183-187 2.9 V6 TFSI RS5 quattro 448 174 3.9 28.5-28.8222-224 2.0 35 TDI 148 135 9.1 50.4-54.3135-147 2.0 40 TDI quattro 187 146 7.6 49.6-54.3137-149 3.0 S5 TDI quattro 345 155 4.9 39.8-40.4183-187 A5 Cabriolet 2dr open £44,190–£58,375 AAAAC More practical than smaller options. Lower-powered, steel-sprung trim is best. LxWxH 4673x1846x1383 Kerb weight 1600kg 2.0 35 TFSI 150 136 9.8 38.7-40.4160-165 2.0 40 TFSI 187 150 7.9 38.7-40.4160-165 2.0 45 TFSI quattro 242 155 6.5 32.8-33.2192-196 2.0 40 TDI quattro 187 145 8.0 47.1-48.7 152-157 A6 4dr saloon £40,205–£80,640 AAAAC Supremely well constructed but a bit soulless to drive. A smart office on wheels. LxWxH 4939x1886x1457 Kerb weight 1645kg 2.0 40 TFSI 201 152 7.3 37.7-39.2163-171 2.0 45 TFSI quattro 242 155 6.0 35.3-37.2172-182 2.0 50 TFSIe quattro 299 155 6.2 217.3 31 3.0 55 TFSI quattro 335 155 5.1 32.8-34.9184-196 2.0 40 TDI 201 152 8.1 47.9-51.4145-155 2.0 40 TDI quattro 201 153 7.6 45.6-47.9155-163 3.0 50 TDI quattro 282 155 5.5 38.7-40.4183-191 3.0 S6 TDI quattro 344 155 5.0 36.2 203-205 A6 Avant 5dr estate £42,355–£118,150 AAAAC A capable and high-tech throwback that’s a timely reminder of what Audi does best. LxWxH 4939x1886x1467 Kerb weight 1710kg 2.0 40 TFSI 201 149 7.5 36.2-38.2168-178 2.0 45 TFSI quattro 242 155 6.2 34-36.2 177-189 2.0 50 TFSIe quattro 299 155 6.3 217.3 31 3.0 55 TFSI quattro 335 155 5.3 31.7-34.0189-201 4.0 RS6 quattro 596 174 3.6 21.9-22.6283-294 2.0 40 TDI 201 149 8.3 45.6-49.6150-162 2.0 40 TDI quattro 201 150 7.8 44.1-46.3159-167 3.0 50 TDI quattro 282 155 5.7 38.2-39.8187-195 3.0 S6 TDI quattro 344 155 5.1 35.3 209 A7 Sportback 5dr coupé £52,475–£121,805 AAABC Easy on the eye and to live with, but let down by stolid dynamics. LxWxH 4969x1908x1422 Kerb weight 1880kg 2.0 45 TFSI quattro 242 155 6.2 35.3-36.2177-183 2.0 50 TFSIe quattro 299 155 6.3 134.5-141.246-47 3.0 55 TFSI quattro 335 155 5.3 32.1-34.0189-199 4.0 RS7 quattro 596 174 3.6 22.2-23.0280-287 2.0 40 TDI 201 152 8.3 47.9-49.6150-156 2.0 40 TDI quattro 201 155 7.0 45.6-47.1158-163 2.0 45 TDI quattro 242 155 6.4 40.9-43.5171-180 3.0 50 TDI quattro 282 155 5.6 38.2-39.8186-193 3.0 S7 TDI quattro 344 155 5.1 35.3-35.8205-208 A8 4dr saloon £77,135–£103,010 AAAAC Technical tour de force benefits from Audi’s knack of making very good limousines. LxWxH 5172x1945x1473 Kerb weight 1920kg 3.0 55 TFSI quattro 335 155 5.6 28.2-29.4217-228 3.0 55 TFSI quattro LWB 335 155 5.7 28.2-29.1219-228 3.0 60 TFSIe quattro 449 155 4.9 100.9-113.057-64 3.0 50 TDI quattro 282 155 5.9 38.7-40.9180-192 3.0 50 TDI quattro LWB 282 155 5.9 38.2-40.4182-193 E-tron GT 4dr saloon £81,915–£136,305 AAAAB Combines striking looks with a high-class interior and never feels short of pace. LxWxH 4989x2158x1396 Kerb weight 2276kg quattro 93kWh 528 152 4.1 296 0 RS quattro 93kWh 646 155 3.3 283 0 Q2 5dr SUV £25,080–£47,675 AAAAC Audi’s smallest SUV is a decent stepping stone from the A3 to the Q range. LxWxH 4191x1794x1508 Kerb weight 1205kg 1.0 30 TFSI 114 122 10.3 44.8-47.1135-143 1.5 35 TFSI 148 131 8.5 42.2-44.8142-151 2.0 40 TFSI quattro 187 141 6.5 34.0-34.9184-187 2.0 SQ2 TFSI 298 155 4.8 32.8-33.2192-195 2.0 30 TDI 114 125 9.9 58.9-60.1124-129 2.0 35 TDI quattro 148 131 8.1 45.6-47.9155-163 Q3 5dr SUV £31,625–£63,955 AAABC Typically refined and competent but feels more like an A3 than an Audi SUV. LxWxH 4388x1831x1608 Kerb weight 1385kg 1.5 35 TFSI 148 128-1319.2-9.6 38.7-42.2153-166 2.0 40 TFSI quattro 187 136 7.4 31.0-32.5197-207 2.0 45 TFSI quattro 243 147 5.8 31.0-31.7 201-205 2.0 45 TFSIe 242 130 7.3 141.2 44-45 2.5 RS Q3 quattro 396 155 4.5 27.7-28.8222-230 2.0 35 TDI 148 128 9.2 47.9-49.6150-154 2.0 35 TDI quattro 148 131 9.3 39.2-40.9182-188 2.0 40 TDI quattro 188 137 8.0 37.7-40.484-195 Q3 Sportback 5dr SUV £34,425–£65,105 AAABC A more sporting take on the compact SUV, with similarly stable handling. LxWxH 4500x1856x1567 Kerb weight 1460kg 1.5 35 TFSI 148 126 9.6 39.2-41.5154-163 2.0 40 TFSI quattro 188 136 7.4 30.7-32.1199-208 2.0 45 TFSI quattro 243 146 5.8 32.5-32.8195-197 2.0 45 TFSIe 242 130 7.3 141.2 44-45 2.5 RS Q3 quattro 396 155 4.5 27.7-28.5223-231 2.0 35 TDI 148 126 9.3 48.7-51.414552 2.0 35 TDI quattro 148 126 9.3 40.4-44.8166-183 2.0 40 TDI quattro 188 134 8.3 38.2-39.8185-195 Q4 E-tron 5dr SUV £43,290–£67,610 AAABC Practical, pleasant and efficient – if not quite a superior premium product. LxWxH 4588x2108x1632 Kerb weight 1890kg 35 125k 168 99 9.0 201 0 40 150kW 201 99 8.5 307 0 50 quattro 220kW 296 111 6.2 298 0 Q4 E-tron Sportback 5dr SUV £44,790–£69,110 AAABC Fastback variant of Audi’s mainstream electric SUV is agile and terrifically refined. LxWxH 4588x2108x1614 Kerb weight 1895kg 35 125kW 168 99 9.0 211 0 40 150kW 201 99 8.5 318 0 50 quattro 220kW 296 111 6.2 302 0 Q5 5dr SUV £45,975–£74,645 AAAAC Appealing combination of Audi allure, affordable SUV practicality and attractiveness. LxWxH 4663x1893x1659 Kerb weight 1720kg 2.0 45 TFSI quattro 242 147 6.4 31.0-33.6191-206 2.0 50 TFSIe quattro 249 148 6.1 128.4 49 2.0 55 TFSIe quattro 363 148 5.3 108.6 56 2.0 40 TDI quattro 187 136 8.1 41.5-44.8165-179 3.0 SQ5 TDI quattro 344 155 5.1 32.8-34.4216-224 Q5 Sportback 5dr SUV £48,425–£77,095 AAABC Reduced accommodation and practicality, but still a refined and solid steer. LxWxH 4689x1893x1660 Kerb weight 2010-2150kg 2.0 45 TFSI quattro 263 149 6.1 31.7-33.6192-202 2.0 50 TFSIe quattro 297 148 6.1 176.6-188.336-38 2.0 55 TFSIe quattro 364 148 5.3 156.9-166.241-42 2.0 40 TDI quattro 201 137 7.6 42.2-44.8166-176 3.0 SQ5 TDI quattro 336 155 5.1 33.2-34.4216-222 E-tron 5dr SUV £62,035–£103,435 AAAAB A rounded, uber-luxurious addition to the premium EV niche. LxWxH 4901x1935x1629 Kerb weight 2490kg 50 quattro 71kWh 308 118 6.8 190 0 55 quattro 95kWh 403 124 5.4 237 0 S quattro 95kWh 503 130 4.5 223 0 E-tron Sportback 5dr SUV £63,835–£105,435 AAAAB Quick and classy EV builds on the solid foundations of its more upright sibling. LxWxH 4901x1935x1616 Kerb weight 2480kg 50 quattro 71kWH 308 118 6.8 192 0 55 quattro 95kWh 403 124 5.7 242 0 S quattro 95kWh 503 130 4.5 224 0 Q7 5dr SUV £59,820–£99,840 AAAAC Unengaging to drive and light on feel, but the cabin is both huge and classy. LxWxH 5052x1968x1740 Kerb weight 2060kg 3.0 V6 55 TFSI quattro 338 155 5.9 25.4-27.4233-253 3.0 V6 55 TFSIe quattro 376 149 5.9 108.6-11356-58 3.0 V6 60 TFSIe quattro 462 149 5.4 97.4-100.965-66 4.0 SQ7 quattro 435 155 4.1 29.4-30.1245-251 3.0 V6 45 TDI quattro 228 142 7.3 32.1-34.0217-230 3.0 V6 50 TDI quattro 282 152 6.3 32.1-34.0217-230 Q8 5dr SUV £70,340–£128,465 AAAAC Striking and effective coupé-SUV range-topper leaves us wanting more. LxWxH 4986x1995x1705 Kerb weight 2145kg 3.0 V6 55 TFSI quattro 335 155 5.9 25.9-26.4243-248 3.0 V6 55 TFSIe quattro 381 149 5.8 94.2 67-68 3.0 V6 60 TFSIe quattro 462 149 5.4 94.2-97.466-68 4.0 SQ8 quattro 503 155 4.1 31.0-31.7 234-239 4.0 V8 RS Q8 quattro 592 155 3.8 20.2-20.5314-318 3.0 V6 50 TDI quattro 282 152 6.3 32.8-33.2222-226 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 boundaries in a few areas. Still not recommendable. AACCC Off the pace. Below average in nearly all areas. AABCC Acceptable. About average in key areas, but disappoints. AAACC Competent. Above average in some areas, average in others. Outstanding in none. AAABC Good. Competitive in key areas. AAAAC Very good. Very competitive in key areas, competitive in secondary respects. AAAAB Excellent. Near class-leading in key areas and in some ways outstanding. AAAAA Brilliant, unsurpassed. All but flawless. Power(bhp)Topspeed(mph)0-60/62mph CO2(g/km)Economy(MPG/range) Power(bhp)Topspeed(mph)0-60/62mph CO2(g/km) Power(bhp)Topspeed(mph)0-60/62mph CO2(g/km)
STAR RATINGS EXPLAINED ECONOMY EXPLAINED ABARTH 595 3dr hatch/2dr open £18,325–£29,775 AAABC The Fiat 500’s Abarth makeover makes it a true pocket rocket. LxWxH 3657x1627x1485 Kerb weight 1070kg 1.4 T-jet 145 143 130 7.8 38.7-39.2162-164 1.4 T-jet 165 162 135 7.3 37.7-38.2161-166 1.4 T-jet 180 Competizione 177 140 6.9 36.7 171 1.4 T-jet 180 Esseesse 177 140 6.7 36.7 171 695 3dr hatch/2dr open £31,765 AAABC A convincing track-day 500 with decent dynamic ability, but overly firm ride spoils it. LxWxH 3657x1627x1485 Kerb weight 1045kg 1.4 T-jet 180 Esseesse 177 140 6.7 36.2-36.7171 AC Cobra 2dr open £89,500–£145,000 AAAAC Can’t match modern supercars but is pure driving indulgence. LxWxH 3657x1627x1485 Kerb weight 1100kg 140 Charter Edition 350 na 6.0 na na 378 Superblower 650 155 4.1 na na Series 1 Electric 650 308 6.7 150 0 Economy(MPG/range) Economy(MPG/range)
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.
Romeo Tonale, Alpine A110 Tour de
Mercedes-AMG One,
iX1,
MC20
78 AUTOCAR.CO.UK 31 AUGUST 2022 Power(bhp)Topspeed(mph)0-60/62mph CO2(g/km) Power(bhp)Topspeed(mph)0-60/62mph CO2(g/km) Power(bhp)Topspeed(mph)0-60/62mph CO2(g/km)Economy(MPG/range) Economy(MPG/range) Economy(MPG/range) GR Supra 2dr coupé £46,505–£54,395 AAAAC Brings welcome muscle, fun and variety to the affordable sports car class. LxWxH 4379x1292x1854 Kerb weight 1541kg 2.0i 250 155 5.2 38.7 167 3.0i 335 155 4.3 34.5 188 VAUXHALL Corsa 5dr hatch £17,340–£31,160 AAABC Improved in many ways but lacks the appeal to match its price. EV is more likeable. LxWxH 4060x1765x1433 Kerb weight 1141kg 1.2 75 72 108 13.2 53.3 125 1.2 100 97 121 9.9 48.7-52.3126-134 50kWh E 132 93 8.1 209 0 1.5 Turbo D 102 98 117 10.2 70.0 109-110 Astra 5dr hatch £24,315–£35,325 AAABC Eye-catching, refined and polished to drive, but less practical than its predecessors. LxWxH 4373x1860x1441 Kerb weight 1341kg 1.2 Turbo 110 108 124 10.2 54.3 119 1.2 Turbo 130 128 134 9.9 54.3 119 1.6 Hybrid 178 140 9.3 201-256 24-26 1.5 Turbo D 130 128 130 10.6 64.2 115 Astra Sports Tourer 5dr estate £25,515–£29,410 More spacious Astra wagon is as attractive as the hatchback. We have yet to drive it. LxWxH 4642x1860x1480 Kerb weight 1346kg 1.2 Turbo 110 108 124 10.8 52.3-53.3125-127 1.2 Turbo 130 128 130 9.9 49.6-51.4127-133 1.6 Hybrid 178 140 9.3 201-256 24-31 1.5 Turbo D 128 130 10.8 62.8-64.2115-119 Crossland 5dr SUV £19,105–£26,165 AAABC Still only a mid-pack player in a busy crossover market, but simple and easy to operate. LxWxH 4212x1765x1605 Kerb weight 1245kg 1.2i 83 81 105 14.0 47.1 142 1.2i Turbo 110 108 117 10.6 47.1 140 1.2i Turbo 130 128 128 9.1 44.1-48.0136-146 1.5 Turbo D 110 107 111 9.9 61.4 120 Mokka 5dr SUV £22,265–£31,995 AAABC Radically overhauled crossover now comes with the option of battery-electric power. LxWxH 4151x1791x1531 Kerb weight 1750kg 1.2 100 99 115 10.6 51.4 124 1.2 130 128 125 9.1 47.1-50.4126-137 50kWh e 134 93 8.7 201 0 1.5 Turbo D 110 108 118 10.8 64.2-65.7114 Grandland 5dr SUV £26,720–£38,125 AAACC Does well to disguise its 3008 roots but too bland to stand out in a congested segment. LxWxH 4477x2098x1609 Kerb weight 1350kg 1.2 Turbo 130 128 117 10.9-11.1 45.6 141-147 1.6 Hybrid 223 140 8.6 192.0-210.034 1.5 Turbo D 130 128 119 10.2 54.3 136 Combo-e Life 5dr MPV £31,110–£31,710 AAABC Van-based people carrier is usable, spacious and practical, and now electric-only. LxWxH 4403x1841x1921 Kerb weight 1474kg 50kWh 132 84 11.7 174 0 VOLKSWAGEN Up 3dr/5dr hatch £13,940–£24,085 AAAAC It’s no revolution, but VW’s hallmarks are in abundance. LxWxH 3600x1428x1504 Kerb weight 926kg 1.0 65 64 100 15.6 54.3 119 1.0 115 GTI 113 119 8.8 51.4 125-126 e-Up 81 80 12.4 159 0 Polo 5dr hatch £18,855–£27,805 AAAAC A thorough going-over makes it more mature, but the Polo is still a bit boring. LxWxH 4053x1946x1461 Kerb weight 1105kg 1.0 80 78 106 15.4 51.4 125 1.0 TSI 95 93 116 10.8 48.7-53.3120-127 1.0 TSI 110 108 121 9.9 53.3-54.3118-119 2.0 TSI GTI 204 149 6.5 39.8-41.5155 Golf 5dr hatch £25,340–£42,190 AAAAB New strengths and familiar ones carry it back to the class lead, but only marginally. LxWxH 4284x1789x1492 Kerb weight 1231kg 1.0 TSI 110 108 126 10.2 53.3 121 1.5 TSI Evo 130 128 130 9.1 51.4-53.3121-124 1.5 TSI Evo 150 148 139 8.9 50.4-51.4124-128 1.4 TSI eHybrid 201 137 7.4 235.4 21-26 1.4 TSI GTE 242 140 6.7 235.4 27-28 2.0 TSI GTI 242 155 6.4 38.2 169 2.0 TSI 300 GTI 296 155 5.6 38.2 167 2.0 TSI 320 R 4Motion 296 155 4.7 36.2 177 2.0 TDI 115 113 126 10.2 67.3-68.9107-110 2.0 TDI 150 148 139 8.8 64.2 116-117 2.0 TDI 200 GTD 197 152 7.1 54.3 137 Golf Estate 5dr estate £26,690–£44,535 AAAAC Wagon puts on a growth spurt and adopts the eighth-generation hatchback’s tech. LxWxH 4633x1789x1497 Kerb weight 1295kg 1.0 TSI 110 108 126 10.5 51.4 124 1.5 TSI 130 128 133 9.4 52.4 123 1.5 TSI 150 148 139 8.7 49.6 128 2.0 TSI R 4Motion 316 155 4.9 35.8 178 2.0 TDI 115 113 126 10.5 64.2 114 2.0 TDI 150 148 139 9.1 61.4 121 2.0 TDI 4Motion Alltrack 198 142 7.1 50.4 147 ID 3 5dr hatch £33,835–£40,550 AAAAC A very mature electric car whose substance of engineering is central to its appeal. LxWxH 4261x1809x1568 Kerb weight 1730kg 107kW 58kWh 143 99 9.6 263 0 150kW 58kWh 201 99 7.3 261 0 150kW 77kWh 201 99 7.9 336 0 Passat 4dr saloon £28,205–£40,820 AAAAC Lands blows on rivals with its smart looks, civilised refinement, quality and usability. LxWxH 4767x2083x1476 Kerb weight 1367kg 1.5 TSI Evo 150 148 137 8.7 46.3-47.9139-146 1.4 TSI GTE PHEV 215 138 7.4 217.3 30 2.0 TDI 122 120 127 11.3 58.91 125 2.0 TDI 150 148 139 8.9 58.9-60.1124-127 2.0 TDI 200 197 147 7.4 53.3 138 Passat Estate 5dr estate £32,215–£43,770 AAAAC All the Passat’s redeeming features in spacious, practical estate form. LxWxH 4767x2083x1516 Kerb weight 1395kg 1.5 TSI Evo 150 148 133 8.9 44.8-45.6144-151 1.4 TSI GTE PHEV 215 138 7.6 201.8 33 2.0 TDI 122 120 123 11.5 57.6 129 2.0 TDI 150 148 130-1329.1 56.5-57.6128-132 2.0 TDI 200 197 145 7.6 52.3 143 Arteon 4dr saloon £38,255–£55,210 AAABC VW’s flagship saloon is well made and luxurious but rather bland to drive. LxWxH 4862x1871x1450 Kerb weight 1505kg 1.5 TSI 150 148 137 8.9 42.8-44.8144-151 2.0 TSI 190 187 149 7.9 36.2-38.2168-178 1.4 TSI eHybrid 218 138 7.8 217.3 30-31 2.0 TSI R 4Motion 316 155 4.9 31.0 207 2.0 TDI 150 148 137 9.5 55.4-58.9126-134 2.0 TDI 200 197 147 7.9 51.4-54.3137-145 2.0 TDI 200 4Motion 197 145 7.4 46.3 159 Arteon Shooting Brake 5dr estate £39,485–£56,085 AAABC 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 42.2-43.5145-153 2.0 TSI 190 187 145 7.9 35.8-37.2171-179 1.4 TSI eHybrid 218 138 7.8 217.3 31-32 2.0 TSI R 4Motion 316 155 4.9 31.0 207 2.0 TDI 150 148 135 9.4 54.3-57.6128-136 2.0 TDI 200 197 145 7.9 50.4-53.3139-147 2.0 TDI 200 4Motion 197 143 7.4 46.3 161 Touran 5dr MPV £32,735–£35,730 AAAAC Dull overall, but it’s a capable MPV, well made and hugely refined. LxWxH 4527x1829x1659 Kerb weight 1436kg 1.5 TSI Evo 150 148 118 11.4 39.8-40.9154-162 T-Cross 5dr SUV £22,130–£30,150 AAAAB Compact crossover delivers a classy, substantial feel on UK roads. LxWxH 4108x1760x1584 Kerb weight 1270kg 1.0 TSI 95 93 112 11.5 47.9 132-133 1.0 TSI 110 108 117 9.9-10.4 42.8-48.7132-149 1.5 TSI Evo 150 147 124 8.5 46.3-47.1136-138 Taigo 5dr SUV £23,155–£30,555 AAABC Crossover-coupé-SUV-type thing fills a niche. Likeable enough. LxWxH 4266x1757x1518 Kerb weight 1407kg 1.0 TSI 95 95 114 11.1 51.4 124 1.0 TSI 110 110 119 10.4 51.4-52.3124-125 1.5 TSI 150 150 132 8.3 47.9 138 T-Roc 5dr SUV/open £25,810–£41,750 AAAAC VW’s junior SUV is beguiling and sophisticated. It drives rather well, too. LxWxH 4234x1992x1573 Kerb weight 1270kg 1.0 TSI 110 108 115 10.8 43.5-46.3133-146 1.5 TSI Evo 150 148 127 8.3-9.6 40.9-47.9144-158 2.0 TSI 4Motion 188 135 7.2 36.2 177-178 2.0 TSI R 300 4Motion 298 155 4.9 31.7 201 2.0 TDI 115 113 116 10.4 56.5-60.1137-146 2.0 TDI 150 148 124 8.8-10.8 50.4-53.3140-146 Tiguan 5dr SUV £29,550–£48,540 AAAAC An improvement on the previous model and will continue to sell by the bucketload. LxWxH 4486x1839x1654 Kerb weight 1490kg 1.5 TSI Evo 130 128 119 10.2 44.1-44.8143-146 1.5 TSI Evo 150 148 126 9.2-9.3 38.2-42.2143-168 1.4 eHybrid 242 127 7.5 148-176 36-44 2.0 TSI 4Motion 188 133 7.4 33.2-34.0187-192 2.0 TSI R 316 155 4.9 28.5 225 2.0 TDI 150 148 125-1279.3 47.1-50.4146-157 2.0 TDI 150 4Motion 148 124-1259.3 43.5-45.6163-171 2.0 TDI 200 4Motion 197 134 7.5 42.8 172-177 Tiguan Allspace 5dr SUV £33,785–£45,520 AAAAC Has all the Tiguan’s sensibility and refinement, now with the bonus of seven seats. LxWxH 4486x1839x1654 Kerb weight 1490kg 1.5 TSI Evo 150 148 123 9.5-10.0 37.2-39.2164-176 2.0 TSI 4Motion 188 132 7.7 32.5 193 2.0 TDI 150 148 126 9.7 44.8-47.1164-165 2.0 TDI 150 4Motion 148 123-1249.8 41.5 177-179 2.0 TDI 200 4Motion 197 132 na 40.4-41.5176-184 ID 4 5dr SUV £36,550–£57,270 AAAAC Impressively refined and versatile SUV marks VW out as a maker of fine electric cars. LxWxH 4584x1852x1640 Kerb weight 1890kg 109kW 52kWh 148 99 10.9 213 0 125kW 52kWh 170 99 9.0 213 0 150kW 77kWh 204 99 8.5 317 0 220kW GTX 299 112 6.2 301 0 Touareg 5dr SUV £59,690–£71,170 AAAAC Hints of ritziness and sportiness don’t impinge on this functional luxury SUV’s appeal. LxWxH 4878x2193x1717 Kerb weight 1995kg 3.0 V6 TSI 340 335 155 5.9 25.2-25.7249-252 3.0 V6 R 4Motion PHEV 462 155 5.1 97.4 66-68 3.0 V6 TDI 231 228 135 7.5 33.6-34.4214-219 3.0 V6 TDI 286 282 148 6.1 33.6-34.9213-219 VOLVO S60 4dr saloon £44,580–£56,480 AAAAC Fresh-faced saloon now sits comfortably among the ranks of its German peers. LxWxH 4761x1916x1437 Kerb weight 1616kg 2.0 B5P 246 112 6.7 41.5 153 2.0 T8 Recharge PHEV 384 112 4.6 122.8-176.542 V60 5dr estate £41,325–£55,630 AAAAB Spacious and comfortable, with a characterful, Scandi-cool design. LxWxH 4761x1916x1427 Kerb weight 1729kg 2.0 B3 161 112 9.1 40.9 155 2.0 B4 197 112 8.0 41.5 152 2.0 B5 246 112 6.8-6.9 37.7-40.4157-170 2.0 B6 297 112 6.0 36.2 175 2.0 T6 Recharge PHEV 335 112 4.6 362.6 18 2.0 B4D 197 112 7.6 47.0-50.4146-156 V60 Cross Country 5dr estate £46,105–£50,595 AAAAC Brings extra ride height, all-wheel drive and off-road body cladding. LxWxH 4784x1916x1499 Kerb weight 1792kg 2.0 B5P 248 112 6.9 35.8 180 2.0 B4D 197 112 8.2 47.9 155 S90 4dr saloon £63,075–£67,825 AAAAC Volvo’s mid-sized exec majors on comfort, style and cruising ability. LxWxH 4963x2019x1443 Kerb weight 1665kg 2.0 T8 Recharge PHEV 384 112 5.1 na na V90 5dr estate £44,725–£68,525 AAAAC Luxury estate takes on the 5 Series and the E-Class. Comfy and a good cruiser. LxWxH 4936x2019x1475 Kerb weight 1679kg 2.0 B4P 197 112 7.9 40.9 158 2.0 B5P 246 112 6.9 36.6-40.4159-175 2.0 B6P 297 112 6.2 34.4-36.2178-184 2.0 T6 Recharge PHEV 335 112 5.9 na na 2.0 B4D 197 112 8.8 44.8-49.5149-164 V90 Cross Country 5dr estate £53,590–£59,860 AAAAC Volvo’s large comfy estate given a jacked-up, rugged makeover. LxWxH 4936x2019x1543 Kerb weight 1826kg 2.0 B5P AWD 250 140 7.4 32.5 196 2.0 B6P AWD 310 140 6.3 32.5 196 2.0 B5D AWD 228 140 7.5 40.9 181 XC40 5dr SUV £26,515–£51,600 AAAAC Volvo’s take on the crossover aims to rival BMW, Mercedes and Audi. LxWxH 4425x1910x1658 Kerb weight 1626kg 1.5 T2 126 112 10.9 40.4 158 1.5 T3 160 112 9.3-9.6 38.7-40.4158-166 1.5 T4 Recharge 208 112 8.5 113-135 47-57 1.5 T5 Recharge PHEV 258 112 7.3 117.7-141.145-55 2.0 B4P 197 112 8.4 36.7-39.2162-176 2.0 B5P 246 112 6.9 36.7 174-176 69kWh Recharge 228 99 7.4 261 0 78kWh Recharge 402 112 4.9 249 0 C40 Recharge 5dr SUV £47,100–£61,950 AAABC Kit will appeal to many but twin-motor potency isn’t a natural fit for relaxed dynamics. LxWxH 4431x1910x1582 Kerb weight 2185kg 69kWh Recharge 231 99 7.4 269 0 78kWh Recharge 402 112 4.9 273 0 XC60 5dr SUV £47,460–£67,780 AAABC Looks like a small XC90 and carries on where the old one eft off. A good, capable cruiser. LxWxH 4688x1999x1658 Kerb weight 1781kg 2.0 B5P 246 112 6.9 36.7-38.1168-176 2.0 T6 Recharge PHEV 335 112 5.9 282.1 23-64 2.0 T8 Recharge PHEV 384 112 5.5 282.1 25-64 2.0 B4D 194 112 8.3 44.8-45.5161-166 XC90 5dr SUV £61,990–£81,925 AAAAC Clever packaging, smart styling, good to drive: Volvo’s closest thing to a class leader. LxWxH 4950x2008x1776 Kerb weight 1961kg 2.0 B5P 246 112 7.7 32.4 198 2.0 B6P 296 112 6.7 90.7 210 2.0 T8 Recharge PHEV 384 112 5.8 217 28-76 2.0 B5D 232 112 7.6 41.5 178 WELLS Vertige 2dr coupé £40,000 AAAAC Brings traditional British sports car values to an exclusive audience. LxWxH 1450x1752x1142 Kerb weight 850 2.0 209 140 4.6 45.0 na WESTFIELD Sport 2dr coupé £19,950–£35,800 AAAAC Sport Turbo is very quick and fun but not a patch on the Caterhams. LxWxH na Kerb weight na 1.6 Sigma 135 na na na na 1.6 Sigma 155 na na na na 2.0 Duratec 200 na na na na 2.0 Ecoboost 252 na na na na Mega 2dr coupé £16,950 AAABC Mega engine makes it rapid, but isn’t as fun as Caterham’s R range. And you have to build it yourself. LxWxH na Kerb weight na 2.0 VTEC S2000 240 na na na na ZENVO TSR-S 2dr coupé £1,300,000 AAAAC Danish supercar employs a hammer-blow V8 and extreme aerodynamics. LxWxH 4815x2038x1198 Dry weight 1495kg 5.8 S/C V8 Auto 1177 202 2.8 na na NEW CAR PRICES changetosubjectandapproximatearedatesAll WHAT’S COMING WHEN
New X-Trail gets innovative hybrid tech
MG
EQE, MG 4, Renault Austral
On sale September, price (est) In a fine illustration of the luxury market’s changing tastes, Bentley has replaced its Mulsanne limousine with a whopping great SUV. This has been created by stretching the existing Bentayga by 180mm, all that extra going into the rear passenger area. Initially sold only with a twin-turbocharged 4.0-litre petrol V8, it also ushers in a suite of trim, paint and styling changes for the Bentayga, plus a rear-steering system that both tightens the turning circle and enhances high-speed stability. It will cost about 15% more than the standard SUV. Alfa Corse 6, GMA T50, Jeep Grand Cherokee, Kia Niro EV Lotus Evija, Maserati Grecale, Mazda 2 Hybrid, CX-60, McLaren Artura, MercedesAMG C63, GT 63 S PHEV 4-Door Coupé, S63 S PHEV, SL 43, SL 55, SL 63, Mercedes-Benz EQT, T-Class, 5 SW EV update, Super 3, Nissan Ariya, Juke ePower, Qashqai ePower, Ora Funky Cat, Porsche Cayenne update, Renault Mégane E-Tech Sports OCTOBER Alpina B3 Maserati Cielo, Mercedes-Benz NOVEMBER E-tron E-tron Sportback update, BMW i7, Ferrari SP3 Daytona, Hyundai Ioniq 5 N, Ineos Grenadier, Kia EV6 GT, Mercedes-Benz EQS SUV DECEMBER Aston Martin DB11 update, DBS update, Vantage update, BMW Z4 update, Ferrari Purosangue, Ford Ranger, Honda CR-V, Land Rover Defender 130, Lotus Emira, Mazda MX-30 REx, Mercedes-Benz GLC, Seat Tarraco update, Skoda Enyaq iV vRS, Toyota Prius, Volkswagen Amarok EARLY 2023
Tourer, Volkswagen ID 5, ID Buzz
Electric, Skoda Enyaq iV Coupé, Subaru Solterra, Toyota bZ4X, Corolla Cross, GR86, Yaris GR Sport, Vauxhall Astra
update, BMW iX M60,M3 Touring, X1, Honda Civic, Kia Xceed update,
Abarth 595 EV, Aston Martin Valhalla, Audi A4 update, Q6 E-tron, Bentley Mulliner Batur, BMW M2 Coupé, M3 CSL, XM, Bugatti Mistral, Dacia Spring EV, Ferrari 296 GTS, Fisker Ocean, Ford Mustang, SUV EV, Honda Civic Type R, CR-V, e:Ny1, Jeep EV, Kia EV9, KTM X-Bow GT2, Lamborghini Aventador replacement, Huracán Sterrato, Urus update, Land Rover Range Rover Sport, Lexus RZ, Lotus Eletre, Maserati Granturismo, Granturismo Folgore, Grecale Folgore, Mercedes-AMG GT, Mini Countryman, hatchback, Nissan X-Trail, Peugeot 408, Polestar 3, Porsche Macan EV, Panamera, Rolls-Royce Spectre, Smart #1, Ssangyong Torres, Suzuki Swift, Tesla Model S Plaid, Model X Plaid, Volkswagen ‘ID 6’, Wey Coffee 01 MG electric estate with sharp new look
£212,000
75, Bentley Bentayga EWB, Continental GT Mulliner, BMW 3 Series update, M4 CSL, Bowler CSP 575, Chevrolet Corvette Z06, Citroën Ami, Cupra Formentor VZ5, Ferrari 296 GTB, Genesis Electrified G80, Electrified GV70, Hyundai Ioniq
Bentley Bentayga EWB
Morgan
Audi
update,
SEPTEMBER
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80 AUTOCAR.CO.UK 31 AUGUST 2022 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 Silverspeedlondon@gmail.com SILVERSPEEDURGENTLY WANTED! INTERESTING SHORT NUMBER PLATES short dateless registrations cash paid and not selling on your behalf INTERESTING CARS WANTED TOO. if you have a unusual car email or call for cash offer!!!! “URGENTLY WANTED FOR CASH SHORT DATELESS PLATES UNLIKE MOST DEALERS WHO PROMISE CRAZY PRICES WITH SIMPLY ADVERTISING THEM AND NO RESULTS I ACTUALLY BUY THEM. GENUINE SELLERS ONLY!” 1 VDN 1 VTv THD1 £24,995 thd1 thd2 thd3 AMAZING OPORTUNITY NUMBER 1 PLATES–ULTIMATE INVESTMENTS 1 XOX £24,995 INTERESTING PLATES 1998AM £5,995 AU70CAR £8,495 140 C £29,995 14 O £POA 650AA £7,995 PREMIUM RANGE BARGAIN PLATES 17SDM £5,995 650 AA £8,995 spy 17 £9,995 G1VME £3,995 £69995 £59995 for the set! Will look amazing on your possessions!!!!prized KUI 166 £995 £395 J1DRX £1295 £795 AAZ550 £995 £695 447LBF £1495 £995 RO51GAY £995 £199 V1JCE £1495 £995 M4XVW £3995 £1995 HOO600H £2995 £1295 RFO447 £1495 £995 80 VXP £1995 £1695 2093 FS £2995 £1695 GREAT PLATESSHORT NYK 2 £8995 (NICK!) 2 RHT £7995 5 DPE £5995 10XWE £1995 30 VYP £1995 44 OAY £1995 44 XAM £2495 60 XKY £1995 80 XYX £1995 PLATESNAME gul74m £5995 £4,500 max4r £8495 mus55a (MUSSA) £16995 NAD74A (NADIA) £3995 51lla £6995 UDD1P £2995 YOU63F (YOUSEF) £6995 £5995 PLATESCOOL aam11f £2995 £1399 givme £3995 h00600H £2995 SILAG £3995 MAA2A (Mazza!) £4995 mad111x £3995 OCT4V £3995 vex50 £4995 YOU1G £2995 3X3’S GREAT VALUE PLATES! 333 OXU £1495 333 UXX £1495 444 XAA £1995 500 OYS £1695 (Merc) 600 VUY £1695 (Merc) 666 VRX £1695 747 OYE (Pilot) £2695 777 UEX £1495 999 EKK £3995 £3495 SUMMER BONANZA SOME PLATES 80% OFF AMAZING !!! 286 R £16,995 440A £29,995 6AE £44,995 £34,995 1 00C £34,995 £19,995 £17,995£19,995£19,995£15,995 9XM NEW £30,995 MED14A NEWNEWNEW £14,995 RRK 2KBU 1 £7,995£11,995 GREAT VALUE A 29 A ........ £80,000 A I66........ £35,000 A 363 £33,000 200 A £35,000 AB 787...... £17,000 AJ 9 ....... £150,000 AJ 52 ....... £33,000 ALX AXT333I02A6P90AMALXES2S.......£8,500............256......£18,000AML......£3,500ARC......£3,000AS£12,000AS£17,5008N£4,900AXTEN B 200 B £30,000 B4 DGE £10,500 350 BD .......£7,500 T800 BEL £550 I0 BG ....... £19,000 2I BG ....... £15,000 333 BH ...... £12,000 T8 BJK........ £650 I55 BM .......£7,500 6 BMH £15,000 84I MIIIBUW......£1,200CCX......£1,300 C CC64 CCC . . . . . £900 CDS 2 £18,000 CDS I2 ......£11,000 2 I975IIICLSCFG........£8,800II.......£10,500CLS.......£8,500CS.......£6,500CSE289......£2,500CWFIK.......£3,800 D DA17 REN ....£4,800 DBHDARREN5 £16,000 VII DBV. £850 DBII OME.....£4,000 F20 DMB .....£1,500 900 DN .......£7,500 X6 DNP........ £750 98 DS . . . . . . .£18,000 DS 7938 . . . . . .£2,300 A9 DSD £950 DW 2I ....... £35,000 E EB 935 . . . . . . .£4,800 EEI9 EEE . . . . .£3,000 EE20 EEE.....£1,500 88 EJ ....... £14,500 ETM 800......£2,200 EIO TTT ......£2,825 206 ELY ......£1,800 EMW 520 .....£2,000 2 ESJ ........£8,500 EYO I £22,000 F LA55 FAT.....£4,500 2II FFFWIIIFDZ862FBB.......£1,500FDT......£1,800483.......£900FEX......£3,500293......£2,800FFI9FFF......£3,500FJI0........£30,000FP23........£8,500850FXK......£1,500I7G........£125,000 G 999 G ....... £35,000 4 GBGGAK........£8,0005.......£7,500M9GEF......£1,300GIL2........£27,000GJH8W......£2,800IIIIGK£12,000 227 GMO .....£2,000 SI0 GMX £300 2I2 GR .......£7,500 GRX I £25,000 GTC I00P .....£3,500 X2 GTD. ......£1,300 GUI 90 .......£3,600 H 5I85 HGAIHAZH........£3,600650......£1,200HEJ........£23,000III.......£5,500HNP308......£3,300HNSII........£7,500 J RI00 JAG . . . . .£5,500 JAM IR £10,800 JAY 993 ......£5,500 JB 9 ....... £120,000 2 JCK....... £19,500 J2JLTJJI99007624I3JACKJER........£6,000JGC......£1,495JLJ........£8,500JJ.......£10,000JJJ......£2,50093.......£9,800526JML......£6,800J18HNS£15,00045JT.......£21,000888JT£14,000JXE£500 K 466 K £15,000 777 KA £20,000 KCT 96I ......£2,000 DI KDJ .......£1,200 KER 998323F488557Y.....£2,000KEV.....£2,500KMT......£4,500KPO......£2,800 55 KXA.......£4,500 II KXSKXO........£3,5004........£5,000 L 956 LAC......£6,000 I LBO £14,500 S9 LCW .......£900 LEE 782 . . . . . .£3,500 L7 LGX........ £800 I98I LM .......£6,500 LOT 22 £35,000 550 LP .......£6,000 LLR 946 . . . . . .£1,300 222 LR .......£7,800 LWO I....... £15,000 LYN 8IM ......£4,000 LYN 554Y.....£4,500 M 49 M . . . . . . . .£75,000 V6 MAX ......£8,500 MBA 80 ......£5,800 X33 MCO ......£450 60 MG....... £25,000 MGL 644......£1,700 X7 MHB £950 R00 MJA £650 727 MJS......£8,000 35 MXIMU........£8,25052.......£1,500 N 28 S330NAT.......£8,800NCK£700NDL222......£1,950NED5N......£2,500438NEV......£3,300L77NGL£500R6NOW......£2,000NN60NNN.....£850PIIINYA......£2,000I2NX.........£9,00077NXG.......£2,000 0 2 OBO £10,000 55 OFB.......£4,500 I6 OLD £45,000 I L8GOLDOOO ......£3,500 OOO IX...... £12,800 OUT IT .......£8,500 OXS I £22,000 P PHC 9........£8,000 I PJX........ £19,500 PIL 200I £950 PJS I0........£9,800 I PJX........ £19,500 EI0 PLA £900 507 PMY......£2,800 X6 PPD........ £600 I996 WT03PURPS.......£4,8004I5......£3,000PUT£850 R R 3 ........ £485,000 R80 RAK .....£1,200 RAW 777 .....£8,500 B3 RCC ......£1,000 CI7 RDS ......£2,300 REJ 3 . . . . . . . £10,800 550 ROBI8RGCRG.......£9,000943......£1,800RMS......£12,50032T£18,000ROBERT72ROD.......£4,500T22RPB£400I965RR£18,000RR20RRR....£2,800G9RSR......£1,300 33 500RWJ.......£6,500RXR......£3,800 S MII SBB .......£700 SBJ T8SCOTLANDSC20SCARLETSC55I56.......£3,400LET.....£5,500LND....£1,200SCS.......£1,5003500SE.....£11,000I3SLK.......£5,500SMJ6£15,00050UND.....£100,000SOUNDV6SOP.......£2,500SOP853......£3,200SPD346......£3,500I5STK.......£3,500S2SXA........£750X20SXY£750 T TAR 4IS £12,000 TED IB £12,000 TKJ 46 .......£3,500 888TM £10,800 TRI3 2TRIUMPHMPH.....£7,500TSF........£7,500TSY397......£1,300TUB8Y£16,000 U XI0 UUU £700 X20 UUU ......£700 V VFW 2........£7,800 P2I VGB ......£1,200 VIA VOL92........£5,000IE.......£4,500935VPD......£1,500G6VTN........£500VVC2£10,000 W 925 W £10,500 900 WH. ......£7,500 WHII NGE.....£4,500 HRII WLM.....£9,800 400 WM ......£7,500 WON 2G......£4,000 I6 WR ....... £15,000 II0 I0WWKCI0WSVS88WR........£7,500WRC.....£1,300441£950WTS......£1,50092......£5,600WWW.....£15,000 X X 28 ........ £55,000 34 X ........ £40,500 I000 X....... £35,000 I XBC £25,000 I XD......... £95,000 II XXI9XXXXXXXOOII00XGH........£8,500XS........£7,500XXG.......£25,000I.......£32,000IG......£10,800IP.......£9,800XXX.....£4,000 Y YAP 46I.......£1,800 2 XI0308YRVYML........£5,500I.......£15,500YTB......£2,000YYY.......£750 Independent Company Providing Private Plates To Public & Trade TEL: 01257 474746 MOB: 07904 311357 Email: karen@registrationmarks.co.uk EXCLUSIVE NUMBERS 6 AE......£50,000 6 XI0530I280II02I33IRRX4222I03542I28I8282I2I27I2I56320I0IDECDBHI60BWB4550II0AG......£65,000AK£14,000B£25,000RRY...£65,000I3.....£32,000C£26,0005£16,000III....£35,000E£19,500I3FO.....£10,0009G......£285,0009GS......£95,00033GX.....£13,000H£23,000J......£70,500J£28,000KP.....£32,000LC£20,000LC....£18,000M£23,000MH....£14,500NN......£88,000NKS£10,500OO....£165,000OU.....£17,000P£25,000RR......£75,000I£55,000RXX£33,000S£28,000SH£15,500T......£23,000VOL.....£11,000VVL.....£17,000W.....£11,000WWW...£15,000300£35,000XS7......£60,000 REDUCED REGMARKS ANN 7S ...£8,000 II0 BH £5,900 650 GH SOLD 880 GM SOLD 550 LH £5,800 I02 SG £8,000 I02 SH £9,800
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 from the most recent road tests 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
ABARTH 124 Spider AAAAC 22.3.17 ALFA ROMEO Giulia Quadrifoglio AAAAB 29.3.17 Stelvio 2.2D210Milano AAABC 3.1.18 Quadrifoglio AAAAC 9.1.19 ALPINA B3 Touring AAAAA 4.11.20 B8 Gran Coupé AAAAC 22.9.21 ALPINE A110 PremiereEdition AAAAA 16.5.18 LégendeGT AAAAB 9.3.22 ARIEL Atom 4 AAAAA 9.10.19 Nomad AAAAA 24.6.15 ASTON MARTIN Vantage V8 AAAAB 23.5.18 F1EditionCoupé AAAAC 1.9.21 DBS Superleggera AAAAA 21.11.18 DBX AAAAB 28.10.20 AUDI A1 Sportback 35TFSISline AAABC 2.10.19 A3 Sportback S3 AAABC 18.11.20 A4 S4TDI AAAAC 18.9.19 RS4Avant AAAAC 14.2.18 3 Series 320dMSport AAAAA 15.5.19 330dxDriveMSport AAAAB 15.1.20 330eMSport AAAAB 1.7.20 4 Series M440ixDrive AAAAC 6.1.21 M4Competition AAAAB 21.4.21 5 Series 520dMSport AAAAB 31.5.17 545eMSport AAAAC 20.10.21 M5 AAAAB 18.4.18 M5CS AAAAA 14.7.21 6 Series GT630dxDrvMSpt AAABC18.11.17 8 Series 840dxDrive AAABC 16.1.19 M8CompetitionConvertible AAABC5.2.20 M8CompetitionCoupé AAABC 3.6.20 i3 1.3SRangeExtender AAAAC 21.2.18 i4 M50 AAAAC 19.1.22 iX 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23.9.20 GRYarisCircuitPack AAAAA 3.3.21 Corolla 2.0HybridST AAAAC 5.6.19 GT86 2.0manual AAAAA 4.7.12 Prius BusinessEdition AAAAC 16.3.16 Mirai DesignPremium AAAAC 16.6.21 C-HR Excel1.8Hybrid AAAAC 4.1.17 GR Supra Pro AAAAC 14.8.19 VAUXHALL Corsa 1.2T100auto AAABC 22.1.20 Crossland X 1.2T130Elite AAACC 7.6.17 Astra 1.6CDTi136SRi AAAAC 30.9.15 STCDTiBiturboSRi137 AAAAC 13.4.16 ComboLife 1.5TD100Energy AAABC27.12.18 Insignia Sports Tourer 2.0BiturboDGSI AAACC 30.5.18 Mokka 1.2Turbo130auto AAABC 12.5.21 Grandland X Hybrid4 AAACC 22.4.20 VXR8 GTS-R AAAAC 10.1.18 VOLKSWAGEN Up GTI1.0TSI115 AAAAC 21.3.18 Polo 1.0TSI95SE AAAAB 31.1.18 GTI AAAAC 1.8.18 Golf 1.5eTSI150StyleDSG AAAAB 22.7.20 R AAAAC 14.4.21 ID 3 ProPerformanceLife AAAAC 31.3.21 ID 4 GTXMax AAABC 27.10.21 T-Roc 2.0TSISEL4Motion AAAAB 24.1.18 Cabriolet1.5TSIEvoDSG AABCC 10.6.20 Arteon 2.0BiTDI240 AAABC 27.9.17 eHybridShootingBrake AAABC 9.6.21 Passat 2.0TDI190GT AAAAC 4.2.15 GTE AAAAC 7.9.16 Touran 2.0TDI150SE AAAAC 3.2.16 Tiguan 2.0TDI150SE AAAAB 22.6.16 Caravelle 2.0BiTDIExec. 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Power ToTorquefrom pspeed 0-62mph CO2 from Thelatestandgreatestrated asonlyAutocarknowshow ROAD TEST INDEX
BMW Z3 M COUPE TESTED 25.11.98 It’s a cult classic today, but the quirky M Coupé’s disappointing dynamics marked it down to just a three-star verdict when new. It was identical to the M Roadster from nose to A-pillar, but the rest of the M Coupé exuded pure aggression, with its flared arches, a chunky rear deck and four big, chromed tailpipes. The 3.2-litre, 24-valve straight six was taken from the M3 and provided enough pace to outrun a Lotus Esprit GT3 from zero to 100mph and during in-gear sprints. It pulled mightily from a burbling 1500rpm but also screamed gloriously towards the 7650rpm limiter. The short-throw five-speed manual gearbox was slick and well weighted. The brakes were effective but wanted for feel. Twice the body stiffness of the roadster and slightly firmer suspension allowed the coupé to be muscled along at great speed in the dry, but there was a shortage of fluency, precision and steering feel, and understeer prevailed at the limit. Wet weather power slides were available but demanded care. A fairly supple ride was welcome during long-distance slogs, although a relatively short fifth gear, smallish fuel tank, cramped (if stylish) cabin and limited storage let the side down.
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FOR Fabulous engine, performance, appearance AGAINST Dull handling, poor packaging, steering FACTFILE Price £40,595 Engine 6 cyls in line, 3201cc, petrol Power 321bhp at 7400rpm Torque 258lb ft at 3250rpm 0-60mph 4.9sec 0-100mph 11.7sec Standing quartermile 13.5sec, 106mph Topspeed 160mph Economy 22.8mpg WHAT HAPPENED NEXT? A 3246cc, 325bhp six replaced the 3201cc engine in 2001 but the M Coupé was axed a year later. There are around 250 examples on UK roads now and almost as many again SORN. Prices of the few up for sale as this was written start at £30k and rise to (gulp) £90k. The Z4 M Coupé followed in 2006 for a two-year run and also featured the 3246cc engine.
Mercedes-Benz ‘Mercedes’ was the daughter of Daimler company partner Emil Jellinek, while ‘Benz’ came from Karl Benz, maker of the first car, the two firms merging in 1926. The logo originated from a postcard sent in the 1870s by Gottlieb Daimler to his wife, on which he marked his abode with a three-pointed star, writing by it: “One day this star will shine over our triumphant factories.” It was first used on a car in 1910 and it came to be that the star’s three spokes represented land, sea and air.
Vauxhall Vauxhall is named after the area of south-east London in which it was formed. The name itself is a corruption of Falkes’ Hall, that being a house built by one Sir Falkes de Bréauté, a soldier from Normandy in the 13th century who gained rights to the area through marriage. His family’s coat of arms was dubiously said to feature a griffin, which features on the manufacturer’s badge today, holding a flag bearing the letter ‘V’.
KRIS CULMER E 82 AUTOCAR.CO.UK 31 AUGUST 2022
(Japanese often bend the ‘h’ sound to a ‘b’ when it occurs in the middle of a word.) The tri-diamond was chosen by Yataro Iwasaki when he founded Mitsubishi in 1870. It invokes the three stacked rhombuses of his family crest as well as the tri-leaf crest of the Tosa clan, his first employer.
Alfa Romeo ‘Alfa’ is an acronym for Anonima Lombarda Fabbrica Automobili, while Romeo is the surname of Nicola Romeo, the businessman who bought the company in 1915. Of the badge, the red cross on the left is the flag of Milan (that of St Ambrose, not St George as in the flag of England), while on the right is a crowned viper swallowing a child – the insignia of the House of Visconti, which historically ruled the northern Italian city. Legend has it this symbol was appropriated from a Saracen leader killed by a Milanese militia in Jerusalem during the Second Crusade of the 1100s.
Ferrari At the top of the logo is the Italian flag, below it is a shield of yellow – the colour of Modena – bearing a prancing black horse. After winning a race, Enzo Ferrari met a countess whose late son, Francesco Baracca, had been a fighter ace in the Great War with this image on his fuselage. She told Ferrari to use it for good luck. Some believed that Baracca had copied it off the plane of an adversary from Stuttgart whom he had shot down. Thus Ferrari’s horse could well be related to Porsche’s one.
Mitsubishi Mitsubishi is unusual in that its name describes its logo, rather than the other way around. ‘Mitsu’ means three, ‘hishi’ means water caltrop, which is often used to refer to a rhombus or diamond.
SLIDESHOW
Subaru Subaru started as the automotive division of the multi-faceted Fuji Heavy Industries Corporation. ‘Subaru’ is Japanese for ‘coming together’ and is the name given to the Pleiades star cluster, which the company’s logo originally mirrored. The stars have since been altered, with the larger one to the left representing FHI and the smaller ones the five companies that had merged to form it. The logo’s background is blue, the same colour as Pleiades.
Porsche Porsche’s insignia is intrinsically linked to the brand’s home town, which is written in the centre. Below it is a horse: ‘Stuttgart’ translates as ‘stud garden’. The quartered crest around it is taken from the coat of arms of the Free People’s State of Württemberg, founded in 1918 with Stuttgart its capital. The two trios of black antlers signify the greater region of Swabia, while the red and black stripes are the Duke of Württemberg’s.
Car emblems with unusual origins
mblems are synonymous with the companies they represent, and each is something every car fan – and even many non-enthusiasts –will recognise in an instant. However, most people don’t know the often fascinating symbolism within them. Here, we pick seven with the most interesting origins –and you can learn the meanings of many more at tinyurl.com/3k53j29b.
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