sin46th magzus.org by Thomas Swift

SUBSCRIBE TODAY

PUTTING YOU IN THE DRIVER’S SEAT SINCE 1895 For 126 years, our mission has been to bring the car driving experience to you. Join Autocar Subscriber Extra today to get even closer to the action.

DISCOUNTS Exclusive discounts from carefully selected partners

COMPETITIONS Subscriber-only competitions

WEEKLY NEWSLETTERS Exclusive content in weekly newsletters

SUBSCRIBER EVENTS Access to exclusive subscriber-only events

SAVE 50%

SUBSCRIBE TODAY

Subscribe to Autocar and you will get access to the exclusive benefits of Subscriber Extra. These include being the first to read Richard Bremner’s Not Quite A Classic column every month and our weekly email newsletters, where Autocar’s editors take you behind the scenes of the magazine. Scan the QR code for a taster.

SCAN FOR EXCLUSIVE BENEFITS

FINAL WEEKS OF SUMMER SALE FIRST 13 ISSUES FOR £24.49 Visit autocar.co.uk/subscribe or call 0344 848 8807 and quote promotional code SS21PA09

WHY NOT TRY OUR OTHER GREAT TITLES? View all of our offers on themagazineshop.com

TERMS AND CONDITIONS: This is a UK-only offer; for overseas offers, please visit themagazineshop. com or call +44 (0)1604 251 461. All savings are based on the UK cover price of £3.80. Please allow up to 35 days for delivery of your first issue. Direct Debit rates are valid for one year, after which they are subject to change; should prices change, we will inform you in writing. Should you wish to cancel your subscription, it will be cancelled on expiry of the current term, which will not be refundable, other than in exceptional circumstances. Details of the Direct Debit Guarantee are available on request. Offer ends 6 October 2021.

THIS WEEK

‘A car so inherently dull the Bond film makers had to chop it in half’

Issue 6482 | Volume 310 | No 1

NEWS Lotus’s EV era Sports cars, four-door coupé, SUVs Aura roadster Innovative EV using pooled UK tech Cupra and Seat CEO outlines future for both brands Mini’s bold rethink Design boss on new-look line-up Polestar’s flying start Why it has done so well in UK

TESTED 20 25 26 27 27 28

FEATURES Loony tunes US muscle cars in 1600bhp twin test Aston Martin DB5 Goldfinger For your eyes only James Bond’s 10 worst cars Just say never again Press gang UK firm making new classic car bodies Guenther Steiner Haas F1 team boss talks candidly

36 42 46 48 55

OUR CARS Mazda MX-30 Final verdict on our short-range EV 60 Cupra Formentor The honeymoon is over, but why? 63

EVERY WEEK Subscribe Save money and get exclusive benefits Jesse Crosse How Renault boosts lithium ion juice Jim Holder Citroën CEO on future mobility needs Steve Cropley Land speed record holder’s new car Damien Smith Moss tribute at Goodwood Revival Motorsport round-up BTCC, Indycar, DTM, Bathurst Your Views Cyclists, moribund tech, Boxster, WRX Matt Prior Meanwhile, at a public loo in Odiham…

4 15 17 19 52 53 58 82

DEALS James Ruppert Buy a Merc estate, while stocks last 64 As good as new £14,000 for a 2020 Peugeot 208 67 Spied in the classifieds Five Bond cars from £5250 68 Used buying guide How to bag a Ford Escort XR3i 70 New cars A-Z Key car stats, from Abarth to Zenos 72 Road test index Track down that road test here 81 Autocar, ISSN number 1355-8293 (USPS 25185), is published weekly by Haymarket Media Group, Bridge House, 69 London Road, Twickenham TW1 3SP, United Kingdom. The US annual subscription price is $199.78. Airfreight and mailing in the USA by agent named WN Shipping USA, 156-15, 146th Avenue, 2nd Floor, Jamaica, NY 11434, USA. Periodicals postage paid at Jamaica NY 11431. US Postmaster: Send address changes to Autocar, WN Shipping USA, 156-15, 146th Avenue, 2nd Floor, Jamaica, NY 11434, USA. Subscription records are maintained at Haymarket Media Group, Bridge House, 69 London Road, Twickenham TW1 3SP, United Kingdom. Air Business Ltd is acting as our mailing agent. Autocar is published by Haymarket Automotive, Bridge House, 69 London Road, Twickenham, Middlesex, TW1 3SP, UK, haymarketgroup.com Tel +44 (0)20 8267 5000 Autocar magazine is also published in China, Greece, India, Indonesia, Japan, Korea, Malaysia, Philippines and Thailand.

SHUTTERSTOCK

Haymarket is certified by BSI to environmental standard ISO14001 and energy management standard ISO50001

CAR BRANDS TRADE ON VALUES, NOT HERITAGE FIRST DRIVE: BMW’S NEW iX FLAGSHIP 20

BMW iX Landmark large electric SUV. Worth £92k? Skoda Kodiaq Targeted updates for seven-seater Genesis G70 3 Series rival driven on British roads Audi Q8 60 TFSIe Big rakish SUV gets PHEV boost Mercedes-AMG GLE 63 S Eats sports cars for fun Renault Mégane E-Tech PHEV 160 ROAD TEST

Autocar is a member of the Independent Press Standards Organisation (IPSO). We abide by the Editors’ Code of Practice and are committed to upholding the highest standards of journalism. If you think we haven’t met those standards and want to make a complaint, contact autocar@haymarket.com. For more information, contact IPSO on 0300 123 2220 or visit www.ipso.co.uk

COMMENT

6 10 12 14 16

TROUBLE FINDING AUTOCAR? If you struggle to find a copy of Autocar in your local retailer or area, please send an email to alex.drummond@flgroup.co.uk who will investigate the problem for you.

IF YOU WERE running

a car ﬁrm in the current era, would you rather have a brand with a rich history that has faded from prominence, or a cleansheet start-up? I was pondering that while reading about the development of Lotus and Polestar, two Geelyowned brands with very different heritages – but equally bold and bright 847BHP MUSTANG MEETS 770BHP CAMARO 36 futures (Lotus, p6 and Polestar, p16). The Lotus name comes loaded with an enviable history of Colin Chapman, motorsport machines and innovative, lightweight sports cars. But Geely will follow the example set by BMW in its custodianship of Mini (p14): keep one core product that embodies the brand’s history (in Mini’s case, a compact, agile and familiar-looking hatchback; LICENCE TO SPILL: BOND’S BEST CAR DRIVEN 42 in Lotus’s, a two-seat sports car with exquisite ride and handling), which provides the freedom to broaden the ` brand’s range in ways once thought unimaginable, to SUVs, crossovers… Polestar doesn’t have to worry about respecting its heritage, of course. It essentially has none. But it’s succeeding, a where so many other new brands have failed, by following the example of CITROEN CEO VINCENT COBEE EXPLAINS WHY Tesla: it has created a tangible brand THE BRAND IS FOCUSING ON INNOVATION 17 with values (sustainability and design) COVER that people can buy into. STORY Which, really, is the same at Lotus. Ultimately, the power of IMAGE a car brand is rooted not in how old or new it is, but in its values.

MOBILITY GIVES YOU LIFE, YET WE’RE ENTERING A WORLD WHERE IT’S GOING TO BE RESTRICTED

#- & " ' #-" * #.'

+/++ " # *# ' * " - " " " ! &

$%#%

- ## ' ! & * & ,

3()& &HUWLILHG 7KLV SURGXFW LV IURP VXVWDLQDEO\ PDQDJHG IRUHVWV DQG FRQWUROOHG VRXUFHV ZZZ SHIF FR XN

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

LOTUS’S BOLD EV PLANS LEAD TO THIS 6

)+ // !# &" ! '* &$

James Attwood Executive editor

NEVER MISS AN ISSUE

james.attwood@haymarket.com @atters_j

Subscribe p4

29 SEPTEMBER 2021 AUTOCAR.CO.UK 5

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

Email our news editor felix.page@haymarket.com

IMAGE

Electric Elise successor to crown Lotus’s EV rebirth New 2026 two-seater will kick-start an electric era of Hethel-developed sports cars

otus is ramping up development of the allnew, pure-electric sports cars that will take the place of the now-retired Elise, Exige and Evora at its UK HQ in Hethel from 2026. As the company prepares to put the 130-run Evija hypercar into production and get the Emira, its final combustionengined car, into dealerships in the coming months, it has revealed the first details of the E-Sports architecture that underpins its bold plan to

6 AUTOCAR.CO.UK 29 SEPTEMBER 2021

electrify all future sports cars. More ‘lifestyle’-oriented EVs, including the Type 132 SUV, Type 133 four-door coupé and Type 134 crossover, will be built at the Lotus Technology HQ in Wuhan, China, from next year. The E-Sports platform has yet to be revealed in its entirety but will be based around a lightweight rear subframe housing batteries and motors, developed by the dedicated Project LEVA (Lightweight Electric Vehicle Architecture) programme.

Said to be 37% lighter than the equivalent structure used by the Emira, it has been designed from the ground up to compensate for the added weight of an electric powertrain and with a view to replicating the typical dynamic traits of previous Lotus models. The batteries can either be stacked vertically behind the seats – in a layout reminiscent of a conventional mid-engined format – or arranged under the floor in longer-wheelbase cars with rear seats.

Its first production application will be as the basis of the Type 135 two-seat sports car, due in 2026 and previewed for the first time recently as part of Lotus’s long-term product strategy announcement. As yet unnamed, the new sports car will effectively serve as the electric successor to the Elise, which recently bowed out after 25 years on sale, by forming the entry point to Lotus’s new-era performance line-up. The LEVA unit will be mated

to a bulkhead and front end completely unrelated to those used by the Emira, but managing director Matt Windle is keen for Lotus’s trademark dynamic agility to be carried over to the new models. “It’s our DNA: dynamics, aerodynamics, lightweighting – that’s what we do on all our products,” he told Autocar. “We still want these to be Lotus products. They are going to have a different propulsion system but that system comes with benefits as well:

Emira (above) will be last ICE Lotus, Type 135 (left) its fifth EV

The batteries can be stacked behind the rear seats, replicating a mid-engined layout a instant torque, easier cooling and better packaging, so the first sports car [the Type 135] will have a lot of storage and packaging benefits as well.” The E-Sports architecture will host single- and twin-motor powertrains ranging in output from 469bhp to 872bhp. This means the entry-level sports car will pack nearly double the power of even the most powerful iteration of the Elise, and more powerful versions could fill the gap left by the more track-focused Exige. The E-Sports platform

Lotus has revealed first details of vital E-Sports platform

will accommodate rear- and four-wheel-drive powertrains from the off, although the conceptual applications previewed so far by Lotus all use a rear-mounted drive system. Windle told Autocar that Lotus does not “want to close off the possibility” of offering a similar torquevectoring set-up to that found in the top-rung Evija, which will continue to serve as the brand’s halo model in the coming years in both a marketing and engineering sense. As a result, some of ◊

A LPINE TO USE NE W LOTUS E V PL ATFOR M FOR NE X T A110 The E-Sports platform has huge implications for the future of Lotus’s own line-up, but it will also find its way into models from other manufacturers. The firm’s consultancy arm, Lotus Engineering, is already talking to interested parties, but only Renaultowned Alpine has publicly declared its intention to use Lotus-fettled underpinnings. Alpine is collaborating with Hethel on chassis development with a view to launching an EV successor to the A110 coupé. Alpine’s sibling model to the Type 135, Lotus MD Matt Windle hinted, is likely to have a shorter wheelbase (the current A110’s wheelbase is 120mm shorter than the Evora’s, for reference) and recent comments by Alpine technical chief Gilles

Le Borgne suggest it will, like Lotus’s car, maintain a commitment to agility over outright pace. “For us, it’s more important to keep the right balance between power and agility. That’s what performance means when you talk about Alpine: it’s our DNA,” he told Autocar, echoing the pledge made by Windle. He also, like Windle, suggested that torque-

vectoring functionality will play a role. Alpine has yet to confirm a launch date for the electric A110 successor but will begin its all-out electrification push with a hot Alpinebadged version of Renault’s new 5 supermini in 2024 and go on to launch a fourwheel-drive SUV-coupé with “really amazing handling performance” among its core characteristics.

IMAGE

Electric A110 successor is likely to be shorter than Type 135

29 SEPTEMBER 2021 AUTOCAR.CO.UK 7

MD Matt Windle said ‘there is always scope’ for a Lotus model with 872bhp a

IMAGE

A 2+2 spiritual successor to the Evora is in the frame Δ the Evija’s defining features will make their way into more mainstream Lotus sports cars. One early hint is that the EV will be made as aero efficient as possible with aerodynamic aids “running through the car”, in the vein of the Evija’s prominent Venturi tunnels, thereby taking advantage of the more compact nature of an EV drivetrain. However, the Type 135 will be far more accessible than the hypercar. Windle emphasised Lotus’s commitment to affordable performance and

said “efficiencies” throughout the Geely group, which also includes Volvo, Polestar, Lynk&Co and LEVC, will allow Hethel to use components and systems from other brands to keep development and retail costs down. He said Lotus will struggle to offer the Type 135 at a similar price point to the entry-level Elise but forecasted that a “significant price drop” in the cost of necessary materials and components could enable it to be priced at the upper end of the Exige line-up, which

Evija will influence the design and engineering of electric Lotuses 8 AUTOCAR.CO.UK 29 SEPTEMBER 2021

suggests a price of between £80,000 and £100,000. However, the overarching priority for the Type 135 is to stay true to the company’s long-held reputation for lightweight, accessible performance. Windle said the stacked battery arrangement used for the Type 135 gives “the yaw control and stability that we’re used to setting cars up around” while enabling a “sports car feel”. Notably, Lotus used this arrangement for the first-generation Tesla Roadster, which had a wheelbase only 50mm longer than that of the Elise, on which it was loosely based. This set-up also allows the driver to sit as close to the ground as possible, like in a petrol-engined Lotus sports car, whereas the underfloor batteries used in larger E-Sports-based cars will raise the seat height – and vehicle profile – by some 100mm. But Lotus sports cars won’t sacrifice day-to-day usability in their pursuit of

dynamic superiority. The smallest battery fitted to this platform will be a 66.4kWh unit, which could feasibly offer a range of around 300 miles in a lightweight, low-slung two-seater (given that sibling brand Polestar’s two-tonne 2 saloon musters 260-273 miles with a similarly sized unit). The larger, 99.6kWh battery – also available in ‘slab’ or ‘chest’ format – could bump up the range to nearer 450 miles. The architecture will also be equipped with 800V charging hardware to make it compatible with the fastest chargers on the market. Windle was tight-lipped on the specifics of the other cars that will use the E-Sports architecture but emphasised that Lotus UK “should not be a single-model producer” and will build a line-up of distinct sporting models “in multiple segments in the market range”. Not every retired model will necessarily be replaced, but the capacity for the platform to accommodate a rear-driven

four-seater with a wheelbase of 2650mm paves the way for an electric successor to the Evora, too. The Type 135 remains the main priority at Hethel currently, so no details have emerged about any potential larger sports cars, but a post2026 launch date for such a model – following the Type 135’s arrival – could enable it to serve as the EV replacement for the Emira, and thus provide a dual focus on dynamism and refinement. As the Emira is available with a choice of V6 and turbo four-pot power, any electric successor would be likely to offer a range of power outputs, and potentially rear- and four-wheel drive. As for the confirmed maximum output of the E-Sports architecture, Windle said “there is always scope” for a Lotus model with 872bhp – more power than a Lamborghini Sián – but he would not be drawn on what that could look like. FELIX PAGE

NEWS Q&A M AT T W INDLE, M A N AGING DIR ECTOR , LOTUS CA RS Do you envisage replacing each of Lotus’s recently retired models? “For me, what’s important is that while we talk about the history of dynamics in our DNA, I also want to innovate and look forward, and EV powertrains give a lot of different options. You’ve seen it on Evija, with the chest battery and the aerodynamics running through the car, so I don’t want to limit the creativity of the team by saying we’ve got to replicate something that’s gone before, but we always will use it as a reference.” E-Sports can accommodate a crossover, so will Hethel build an SUV? “No. But this platform has been developed both for our own products and Lotus Engineering. It was part of the Vision80 strategy that we sold to Geely, and they agreed that if we designed our own platforms, we would not only get the products we want at the end of it, but it also gives us a way to commercialise those platforms with other OEMs. We have tried to make them as adaptable and flexible as possible, so if somebody wanted to do a sports crossover, they could probably do it on this platform.” Are Lotus Engineering’s commercialisation goals

Matt Windle: “EV powertrains give a lot of different options” crucial to the wider company’s strategy? “The biggest element of our revenue will be from vehicle production. However, it is a significant part of our plans going forward. We believe that we have the people, the innovations and the technology that can help advance people’s programmes. We’re an open business, and we’re happy to talk to anybody and to see if we can help them with their future requirements.” Is there a separation between Hethel’s sports cars and the ‘lifestyle’ Lotus EVs that will be built in China? “No. We are a global brand. Our headquarters are in Hethel but to achieve

the volume we need – not just in production but in engineering, testing and design – we are working with Lotus Technology in Wuhan. We all report to the same CEO and we have really strong collaboration. The design of the Type 132 [SUV] has been done in the UK, as has the attribute setting and some of the early development, but as that becomes a mainstream programme, it will be engineered and produced by Lotus Technology. So we do have differentiation between the sports cars and lifestyle cars as far as manufacturing is concerned, but in terms of engineering, PR, marketing and finance, it’s a completely cross-functional operation that is managed globally.”

Less dynamically led EVs like the Type 133 will be built in Wuhan

IMAGE

29 SEPTEMBER 2021 AUTOCAR.CO.UK 9

Sophisticated app accurately predicts remaining range

OFFICIAL PICTURES

Aura is British EV tech showcase New roadster concept combines innovative technology from five UK companies

he futuristic Aura is a one-off road-legal two-seater developed by a consortium of British companies to showcase an array of new technologies that could shape the development of electric cars. Four outfits contributed to the project: Astheimer led the design, Potenza Technology supplied the batteries and motors, BAMD Composites developed the body panels and vegan interior and Conjure was responsible for the human-machine interface (HMI), which uses technology from Spark EV to effectively manage battery charge. Although it’s designed in the mould of a traditional open-top roadster, the Aura’s prevailing focus is on sustainability and efficiency, rather than outright pace and dynamic agility. It’s described as “Britain’s first long-range EV” and employs an array of measures to maximise range and reduce its environmental impact. Its body is formed from lightweight natural fibre

composites and shaped using computational fluid dynamics to optimise aerodynamic efficiency. The rear wheels are covered to reduce drag, while the prominent rear diffuser helps to minimise the car’s wake. It also wears lowresistance tyres to limit friction. Two 44kWh battery packs are separated for optimum weight distribution and a low

centre of gravity, with one positioned under the long, low ‘bonnet’ and the other mounted more conventionally under the floor. As well as enhancing the car’s dynamic performance, this format also allows for easy access to the battery packs for maintenance. The cells send their reserves to a rear-mounted motor of undisclosed capacity and are

claimed to endow the Aura with some 400 miles of range, making it one of the longestrange functional EVs yet built. Where the Aura most obviously differs technically from mainstream seriesproduction EVs is in its potential to reduce range anxiety with a bespoke battery management platform. Conjure’s Android-based HMI system, displayed via a self-levelling 5.0in circular display in the steering wheel and a 10.0in central touchscreen, uses Spark EV’s energy-optimisation technology to offer highly accurate and realistic battery-charge estimates, based on a vast array of influencing factors, including driving style,

Aura has one battery in floor and another where engine would usually be

Aura’s claimed range of some 400 miles makes it one of the longestrange functional EVs yet built

FORMER FCA BOSS LEAVES STELLANTIS

ADDISON LEE ADDS ID 4, GOES EV-ONLY

Mike Manley, former Jeep boss and Fiat Chrysler Automobiles CEO, has stepped down from his role as head of Americas for Stellantis. The Brit will become CEO of Autonation, one of the biggest car dealer groups in the US.

Britain’s biggest private hire firm, Addison Lee, will move to an all-electric fleet by 2023 through a £160m investment and a tie-up with Volkswagen. It is adding the VW ID 4 to its fleet in the largest UK purchase of EVs by any private hire fleet.

10 AUTOCAR.CO.UK 29 SEPTEMBER 2021

the weather and the surrounding environment. Spark EV says its software can ensure “the driver will never run out of electricity unexpectedly or wait on a charge point for longer than is necessary”, giving readings to within 99.5% accuracy. Many EVs, Spark EV claims, give “up to 100% inaccurate” charge indications, because they don’t analyse enough external data. It says its system can provide “near-perfect” energy optimisation midjourney and can be connected to a ‘digital twin’ of the car to provide the driver with analysis of regular driving routes to boost range and reduce environmental impact. Spark EV CEO Justin Ott explained to Autocar: “We

NEWS

Murray touts EV potential of iStream process

Efficiency-focused EV has a number of aero enhancements say whether or not you can go to your destination, then we compare predicted energy against actual energy and refine it using a machinelearning algorithm tailored to each user. And that’s really useful, because it adapts to changes in the battery health and condition and you as a driver.” An associated app visualises this data as a boundary line on a map (see above left), showing how far the Aura can travel in each direction based on all the metrics taken into account. Ott revealed that Spark EV is in conversations with two manufacturers in China regarding the fitment of this system in two “premium” electric cars going into production this year. It has also recently won a project with an electric truck company that will use the technology to advise customers on which battery packs to specify in their vehicles, based on predicted load weight and use cycles. FELIX PAGE

GORDON MURRAY DESIGN (GMD), the all-encompassing engineering firm founded by the McLaren F1 designer, has revealed a lightweight urban EV concept that showcases its innovative iStream vehicle manufacturing process, which it first announced back in 2015. Said to be adaptable for “a broad portfolio of vehicles” ranging from the new Motiv concept (pictured) to mid-engined sports cars and even petrol-powered SUVs, the iStream process aims to optimise the performance, cost and efficiency of future electrified vehicles. It is especially applicable, GMD says, to battery-electric vehicles, because the light weight of the architecture will allow for maximum range and optimised all-round performance. Using the iStream process can reduce the overall weight of a typical family car by more than 20% and requires 50% fewer body panel components, according to its inventor. Using recycled fibre body panels ensures the ultimate vehicle weight remains as light as possible. The iStream architecture

OFFICIAL PICTURE

is also claimed to be more rigid than conventional structures, which brings benefits for safety, refinement, dynamics and durability. GMD added that the cradleto-grave CO2 emissions of an iStream-produced vehicle are substantially lower than those of conventional counterparts. The Motiv represents what an “autonomous e-hailing personal mobility” vehicle using iStream could look like. Measuring 2537mm by 1310mm and weighing 376kg

iStream uses metallic frame to which parts are mounted, cloaked in composite panels

without the battery fitted, it is classed as a quadricycle yet complies with the same crash regulations as mainstream passenger cars. Its 17.3kWh battery offers a range of 124 miles (or 93 miles in autonomous mode) and can be charged at rates of up to 35kW for a 20-80% top-up time of 40 minutes. Power is sent to a single electric motor at the rear that produces 27bhp. Despite its light weight and utilitarian focus, the Motiv

is equipped with automatic climate control, anti-lock brakes, an expansive 24.0in infotainment screen and electric upward-opening doors. GMD will make iStream structures available to third-party automotive manufacturers, plus it has hinted at the potential for the technology to be used for other applications, revealing that it is in discussions with several aerospace companies on the subject of electric cargo drones and light aircraft.

UK firm claims “holy grail of battery modelling” SILVER POWER SYSTEMS (SPS) claims it has achieved the “holy grail of battery modelling” with a digital platform that can predict the usable lifespan of an electric vehicle’s battery. Over the past nine months, the British company has been working on a research programme dubbed Redtop (Real-time Electrical Digital Twin Operating Platform) in partnership with Imperial College, the London Electric Vehicle Company (LEVC) and JSCA, the research and development arm of the Cornwall-based Watt Electric Vehicle Company (WEVC). The project has resulted in a virtual model of an EV battery, linked to a real-

world counterpart, that gives “not just an unprecedented view of real-time battery performance and state of health but also the potential to enable these highly sophisticated battery models to predict battery lifespan”. As part of the Redtop programme, 50 LEVC TX range-extender taxis and the WEVC Coupé electric sports car have travelled more than 300,000 miles, gathering data that Imperial College researchers use to create the ‘digital twins’. SPS says the potential benefits of this technology are “enormous”, explaining that it can give a comprehensive overview of battery activity, highlight differences between

batteries and ultimately create a ledger that shows the battery’s health state over the life of the vehicle. SPS suggests that EV manufacturers could use its virtual-battery tool to accelerate vehicle

development; fleet operators could streamline their operations by charging and using their EVs most efficiently; and fleet owners could calculate residual values based on the predicted battery health at a given time.

Digital model of EV’s battery reveals health, predicts lifespan

SUMMER LAUNCH FOR GRENADIER TRIO

LOTUS EMIRA NOW ON SALE AT £76K

Ineos will launch the Grenadier in the UK in July 2022 in three bodystyles – two-seat commercial, five-seat commercial and full-sized passenger car – starting from around £48,000 for the twoseater. It also aims to open 23 retail sites in the UK.

The new Lotus Emira is priced from £75,995 in V6-powered First Edition trim, which packs a raft of bespoke design touches and additional kit. The AMG four-cylinder turbo engine will arrive this autumn and a sub-£60,000 variant is due in 2023.

29 SEPTEMBER 2021 AUTOCAR.CO.UK 11

Griffiths says Formentor will be “a game-changer”

For Cupra, UK is ‘a big challenge’ CEO of buoyant Seat and fast-rising Cupra tells us how the two brands will develop

rit Wayne Griffiths was the man tasked in 2019 with the launch of the Volkswagen Group’s new performance brand, Cupra. Last year, Griffiths added to his business card CEO of Seat, a marque whose sales and marketing operations he has overseen since 2016. At the recent Munich motor show, he told Autocar what the future holds for his Spanish brands. How does Cupra now sit alongside Seat? “We’re a company with two brands. I joined Seat and tried to make Seat cool and desirable – not just a cheaper VW. We made Seat the youngest brand in Europe with the highest conquest rate, a new Leon that cost €1 billion [to develop], three SUVs, PHEVs: Seat has

12 AUTOCAR.CO.UK 29 SEPTEMBER 2021

never been as strong. We made the decision to elevate Cupra, and to do sporty differently and with clear differentiators with a sporty EV brand.” What’s in Seat’s long-term future? “Seat will exist in 50 years’ time. We’re making lots of plans with Seat as a mobility company. Seat is in a different

part of the market, making attractive cars for younger people. If the market changes – as in car buying moving to sharing rather than owning – we need to offer different mobility solutions. Seat has e-scooters already, and there’s a lot for Seat to develop into for mobility, but with sharing and subscriptions for cars, not just scooters.”

Tavascan electric SUV is due to arrive in 2024

How do you rate Cupra’s UK performance? “In the UK, we still see it as a big challenge. We had a good start with Ateca but Formentor is our game-changer. Then there’s Born, Tavascan and Urban Rebel – cars to make a breakthrough in the UK. We’ll make it with sporty cars . In the UK, you have to deliver. You can’t just make it with

Motorsport, such as ETCR, benefits Cupra’s EVs

marketing. Formentor is the big one for us. We still have industry disruption in the UK as well [with new electric car brands]. It’s a great opportunity for new brands to emerge, not just with new technology but for people looking for something new.” How will Cupra evolve its dealer model, given its cars are largely sold through Seat dealers? “With the [Cupra] Born, it will be an agency model, sold directly. This is good for dealers and customers. It’s a good package with a good monthly rate. All future EVs will be sold on an agency model. It’s harder [to do that] with existing models as there are existing demands and expectations, but all future Cupras will.”

NEWS

Citroën’s vision of urban mobility SKATE, A NEW platform concept, is Citroën’s vision for the future of autonomous shared mobility in cities and forms part of a revolutionary “open-source” model that the firm says could improve traffic fluidity by 35%. The platform, equipped with level-five autonomous capabilities to move around urban areas with no human input, can operate “almost continuously” 24/7, charging itself at dedicated hubs. It has a maximum speed of 3mph or 16mph, depending on its surroundings, and is equipped with Citroën’s Advanced Comfort hydraulic cushion suspension set-up for optimum ride quality.

Bespoke motorised spherical wheels designed by Goodyear allow for 360deg manoeuvrability, “just like a computer mouse”. The Skate has been designed to accommodate interchangeable travel ‘pods’ from a variety of providers that offer different takes on the concept of ride sharing. Citroën says the pods can be swapped in just 10 seconds. Early design concepts have been shown by hospitality giant Accor and advertising company JCDecaux. Accor’s “spectacular and statuesque” Sofitel en Voyage pod (below left) is inspired by the eponymous hotel chain, featuring sleek wooden surfaces, a dedicated luggage compartment, a bar, mood lighting and a touchscreen. The Pullman Power Fitness pod is essentially a mobile exercise room

comprising a rowing machine, an exercise bike and a digital coach that’s displayed on a holographic screen. JCDecaux, meanwhile, has focused on the “on-demand” aspect of mobility services with its City Provider pod. Said to be “accessible to all users”, this “functional” pod offers the quickest routes through the city and comes equipped with USB chargers and interactive screens to “enhance the mobility experience”. Citroën CEO Vincent Cobée recently highlighted the importance of urban mobility in an automotive landscape that’s transforming rapidly in the wake of the pandemic (see p17), and the unveiling of the Skate concept follows the UK market launch of the diminutive Ami two-seater in the French brand’s continued exploration of affordable and sustainable travel solutions.

Third-party pods attach to Citroën’s autonomous battery-electric platform

Wayne Griffiths with the concept that will become Cupra’s city EV Seat and Cupra aim to be distinct, even with a similar car

Has Cupra already launched its last ICE car? “There is still room for PHEV [plug-in hybrid] technology in the next few years. It’s an appealing technology for Cupra. You enhance performance, and you have a performance hybrid. I wouldn’t say the last ICE car has already been

launched, but all future Cupras will be electrified.” Will you launch even higher-performance EVs? “We need to find out what that is in an EV era. We were very good at that in the ICE era. We need new ways of enhancing performance and there is room for that. Then there’s the link

with motorsport: ‘spice’ could come from that. Our e-racer is winning in electric touring cars and we are in Extreme E as well. Motorsport can give us elements to bring in.” Is Cupra stealing Seat sales? “Seat’s market share went up 2-3% [since Griffiths joined]. Seat is the market leader on

its own in Spain, at 8%. It’s 4% in Germany and 3.2% in the UK. Cupra’s market share will come on top of Seat. It’s not stealing sales. In Spain, Cupra is already getting 1-2% market share, where the brand is at the level of Alfa Romeo in three years. Cupra is not just a model but is becoming a brand.” MARK TISSHAW

CONFIDENTIAL

THE TWIN HYDROGEN tanks in BMW’s new iX5 Hydrogen run at 700 bar of pressure but can actually handle more than 2000 bar. So stable and safe are they that one of the tests involved shooting them with a real gun – and there was no explosion, as we found out when we emerged shakily from our hiding place under the table. WHILE OTHER CAR makers struggle to get the sums to add up for city cars, Hyundai continues to make a success – in both sales and proﬁt terms – of the i10. Indeed, Hyundai Europe chief operating ofﬁcer Michael Cole says he sees the i10 as the entry point into the Hyundai line-up for “the foreseeable future” and it remains “very much part of the product plan”. THERE WAS HUGE interest last week in our story on Ford’s plan to revive some of its most hallowed and best-known nameplates for future EVs. European design boss Murat Gueler wouldn’t “name any names” but we can be pretty sure about one thing: the Scorpio isn’t coming back. “That’s maybe one I wouldn’t have thought of,” he said, laughing. “The chances of that are relatively low: that’s okay to state.” Phew.

RENAULT CEO Luca de Meo ascribes the firm’s new-found confidence to its disastrous financial results two years ago: “In a strange way, it has been our licence to be more progressive. We have less to lose than others. We feel freer to make big decisions, I think.” For proof of that brave outlook, look no further than the showstopping 5 prototype.

29 SEPTEMBER 2021 AUTOCAR.CO.UK 13

Mini plots radical new line-up Design chief talks of a new approach for an expanded, more varied model range

IMAGE

Hatchback will get an evolved design and be smaller yet roomier

ini has nearly signed off the designs of its next generation of models, which include smaller and bigger models with a mix of petrol and electric power. Design boss Oliver Heilmer, speaking to Autocar at the recent Munich motor show, promised an evolution in style for the “icon” of its range, the staple three-door hatchback, but more radical designs are on the cards for the rest of the line-up, with clues provided by the recent Urbanaut concept. The new Mini hatchback range will be split into two distinct models: a petrol variant built in Oxford and based on a heavily updated version of the existing car’s architecture; and a new electric version that will be slightly shorter and built

in China only on a dedicated EV platform as part of a joint venture with Great Wall Motors. Both are due in 2023. This Chinese joint venture will also spawn a new electric crossover, while the nextgeneration Countryman will be built in Germany and offered with petrol and electric power. Other Minis understood to be planned but not yet officially confirmed include a small electric MPV dubbed the Traveller. A production version of the Urbanaut concept is also under consideration for later in the decade. However, it is by no means a given that all of the current Mini models will be replaced. The range has both expanded and shrunk during BMW’s ownership of the brand in

Heilmer on the design of future Minis: “You go even more radical” 14 AUTOCAR.CO.UK 29 SEPTEMBER 2021

response to prevailing market needs, with differing executions and even bodystyles between generations, as with the Clubman. On the topic of how big the Mini range could grow, Heilmer said: “It’s a topic we [Heilmer and Mini boss Bernd Körber] discuss every two weeks.” Heilmer added: “We talk of new models, different models, and first ask about whether it’s a brand fit and not just doing the car for the sake of it. Interestingly, we’re not exploding to eight to 10 [models]. It’s always around four or five. It’s always important to question models and ask if they will have a market in the future. We’re in that process now, not for the next four to five years but the years after that.” As for the styling of the core model, Heilmer indicated it will very much be an evolution of the three-door hatchbacks created under BMW to date, as it’s Mini’s “icon” and “it’s set”. However, other models will get more revolutionary looks. “Yes, you go even more radical. Just look at the Urbanaut,” said Heilmer when asked how bold other future Minis will be. “The closer you get to the original icon, the less revolutionary you become.

The Urbanaut is the furthest away from the original hatch, but we can extend the brand more the further away we go from the original car.” Heilmer also discussed comments made by Körber that the proportions of the next-generation hatchback will be altered to reduce the excessive front-end overhang of the current model. “It’s a tricky topic. [Today’s car] is mostly driven by crash regulations,” Heilmer said. “I’ve heard a lot about the current generation, not least those proportions at the front, but we know where they come from. Without them, we can’t sell in certain markets. “The next hatchback, and the EV with an EV architecture, does offer chances in terms of improving proportions and trying to make it shorter than the current generation while having more interior space. Which sounds like a contradiction!” The next generation of Mini models could also be subtly shifted further upmarket, following on from the much more mature execution of its current models, but with a cleaner, reductionist approach. More fabrics of different textures and knits are set to be used instead of leather,

which will be phased out, along with chrome, as Mini seeks to include only trim that is functional rather than purely for decoration. “Customers wouldn’t expect less premium,” said Heilmer, “but premium is changing. It’s not any more about adding more and more elements. “For the next-generation car, we looked at the beginning of Mini to see if there were any elements on it simply because they [the design team] wanted them. Any decoration? They didn’t. So let’s try to reduce again and focus on what’s necessary, but not too practical and without emotion. We will bring in warmth again with colours and fabrics. When you have fewer elements, it’s more important that the fabrics have warmth to compensate.” This minimalist approach to design was recently showcased by the pared-back Strip concept, developed in partnership with fashion designer Paul Smith. The car shed all non-essential trim elements and even its exterior paint in the name of sustainability and simplicity. Heilmer added that the removal of leather “was a challenge” but is important in “having a big impact on CO2 emissions”. Meanwhile, chrome

NEWS Electric crossover will be built in China and is due in 2023

UNDER THE SKIN JESSE CROSSE

RENAULT REVEALS NEW TRICKS TO SQUEEZE MORE OUT OF BATTERIES

IMAGE

Urbanaut gives design clues and might spawn MPV BMW X1-based SUV will be the largest Mini model so far

IMAGE

is something “you don’t need at all now”. Although the models in Mini’s future line-up will all look quite different from one another, there will be “unifying elements that are obvious” between them, said Heilmer. The next Countryman is set to be a sibling to the BMW X1 and will grow in size accordingly, but as for how big Minis will become, Heilmer said: “We don’t know what we will need in 10 years’ time, so it’s really hard to predict.” He said he can never see a Mini close to five metres in length but size is relative between markets: “It’s a European phenomenon, being small. When you go to the US, they ask: why have we built the Countryman that small? You

can resolve this looking at what models are in what markets.” Asked whether the muchloved Rocketman concept still inspires Mini, Heilmer said: “Bernd and I are working on a project in A0 [the city car segment]. It’s a vision we have. But we don’t start from a size perspective. You look at customer expectations. People say the Mini Electric should have more range, but physics dictates the battery size between the wheels. To go smaller, you go smaller with range. That’s less than is acceptable today. It is a dilemma we have and is not resolved yet [in regards to battery range and crash requirements]. As long as these don’t change, it will be tricky.” MARK TISSHAW

Mini Strip’s reductionist approach will be applied to new models

THE LATEST EV announcements give an inkling as to how the technology will evolve before the end of the decade and what we can expect to see in forthcoming cars. In particular, with the Mégane E-Tech Electric revealed recently at the Munich motor show, Renault has firmly planted its flag in the sand and potentially made the best possible choices to eke out every single milliamp of power from the lithium ion battery. First, that battery. No whizz-bang surprise announcement here of a soonerthan-expected solid-state battery but more fine-tuning of the best that lithium ion has to offer. To be clear, lithium is only part of the mix in an EV battery, which gets its name from the fact that lithium ions migrate between the electrodes during charge and discharge. Lithium ion batteries contain lithium, of course, but also graphite and variously silicone, iron, phosphate, manganese, aluminium, cobalt or nickel. Tinkering with the list of ingredients and how they interact is one way that battery cell manufacturers like LG Chem (which has partnered with Renault in EV battery development for almost a decade) are able to draw more performance and range from batteries. The electric Mégane uses a new nickel manganese cobalt oxide (NMC) formulation in its battery cells developed by LG. NMC isn’t a new technology and many manufacturers use it in addition to Renault, but changing the proportions of the ingredients in an NMC battery allows it to favour either power or energy density (which equates to power and range in an EV respectively). The same cell optimised for power may have as much as a third less energy capacity so the two can be balanced to give the best of both worlds. Nickel is an attractive ingredient, because it’s so much cheaper than cobalt, which ultimately has an impact on the ticket price of the car. The Mégane’s battery has 20% greater energy capacity per litre than that of the Renault Zoe. It’s also 40% smaller and the thinnest on the market, at 110mm. On the other side of the equation for all EVs is weight and the efficiency of anything

Renault partner LG Chem describes NMC battery technology as the “gold standard” for electric vehicles.

that consumes energy outside of the drivetrain – mainly the heating, ventilation and air conditioning system (HVAC). EV manufacturers use heat pumps, the same kind of thing that has taken off as an efﬁcient and economic way of heating a house. A heat pump uses the refrigeration cycle to move heat around from one place to another. It works like a household refrigerator, which takes heat from inside the fridge and radiates it into the room. In the Mégane, a new patented heat pump and HVAC system manage battery, drivetrain heat and ambient temperature to heat or cool the cabin, reducing the amount of energy it draws from the battery by 30%. Finally, the electric drive motor has shrunk compared with the Zoe’s and weighs 10% less. Like the Zoe’s, it’s an ESSM (electrically excited synchronous motor), which means it has electromagnetic windings instead of less sustainable rareearth permanent magnets on its rotor.

AUDI BRAINS TURN TO DRAINS Nasty things, microplastics: they get into watercourses and do untold damage to wildlife, the food chain and us. Audi is currently doing research into filters that can be fitted to roadside drains in order to trap microplastics from tyres and other sources. Various types are under evaluation with a range of filters, sieves and magnetic field modules.

29 SEPTEMBER 2021 AUTOCAR.CO.UK 15

‘We knew we had to be different’ Polestar’s UK boss discusses its creation, first year of sales and aims for the future

onathan Goodman is the UK CEO of Polestar and its head of global communications, having played an integral role alongside global CEO Thomas Ingenlath in launching the brand from scratch over the past five years. He has previously held senior roles with a multitude of responsibilities at car companies including the PSA Group and Volvo. Here, Goodman discusses Polestar’s success to date, why Tesla is its biggest rival

through all the things that had frustrated me in my career in established organisations, trying to find new ways of working to avoid them. “It wasn’t an opportunity that I could ever have turned down. The mandate was that we knew the world didn’t need yet another car company doing the same thing, so go out and create one that’s doing it differently. We set out to offer something different, and I think few would argue that we aren’t already achieving that.”

and what his expectations are for the future. Setting up a new car company is famously difficult. Did you have any qualms when you were asked to be Polestar chief operating officer alongside Ingenlath back in 2017? “In truth, it took me about five seconds to decide. After 28 years in the industry, it was a golden opportunity – not just exciting for all the obvious and positive reasons but also a chance to work

How is Polestar going in the UK so far? “The short answer is that we’re going really well. For Polestar, this is one of the best-performing countries in the world. There’s a real appetite for EVs in the UK, which has been helped enormously by the [1%] benefit-in-kind taxation, which pushes a lot of business car users to choosing an EV. “But it’s clear that Polestar’s positioning is working, too. The avant-garde premium

design and drivability of our cars has resulted in some incredible press coverage across the board. “The public’s reaction has also been incredibly strong, as there are around 3000 Polestar 2s on the road today. We’re on track for 4000 deliveries this year and our biggest concern is supply, not demand. That’s a very happy place to be – and ahead of where we wanted to be in terms of our initial projections.”

WHERE EV AND ICE CAR PRODUCTION EMISSIONS COME FROM 17%

13%

10%

Steel and iron

Electronics

11%

Polymers

29% Li-ion battery modules

POLESTA R 2

Polymers

Fluids and undefined

Other metals Copper Natural materials Tyres Glass

34% Steel and iron

V O LV O XC 4 0

Tyres Natural materials Other metals Copper

Glass

16 AUTOCAR.CO.UK 29 SEPTEMBER 2021

29%

34%

Aluminium

NEWS

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

Vincent Cobée has been Citroën boss for 20 months VINCENT COBEE IS the current boss of Citroën, a former head of Mitsubishi and Datsun and has thus far enjoyed the sort of career that even other people’s parents would have to describe as stellar, earning academic and business accolades at every step. Maybe more crucially, the 52-year-old Frenchman is something of a philosopher, with a keen sense of winning over his audience, his charm extending to ordering ﬁsh and chips and quoting key lines from Autocar articles on a recent visit to the UK. Despite taking the top job in January 2020, and thereby facing a baptism that perhaps only wartime eras could rival, Cobée has commanding views on everything from today’s struggles to tomorrow’s potential disruptions. In his certainty, he’s very much like his boss, Carlos Tavares. On Citroën’s purpose he is clear – or, to take a word he uses often himself, militant: “I don’t believe in the race to add more equipment, to add more range, to add ultimately more weight. I want us to build cars with courage that suit a need and have a focus on continuing to provide the freedom of mobility, and that includes accessibility of price.” While talk of the eyecatching Ami dominates, he’s at pains to describe it as “just one expression of Citroën”. The philosophy it expresses is core: “Mobility

gives you life, yet we’re entering a world where it will be restricted. The cost of transport is going to become a restraint. We see that as an innovation trigger. Not quirky and occasionally successful. We must bring solutions to real problems.” The new C5X, at once an SUV, saloon and estate, is an example of this philosophy. “We don’t feel any obligation to repeat what we’ve done in the past,” explains Cobée. “Some industry colleagues are on generation eight of the same car; we prefer to evolve with the situation we find ourselves in. The C5X is flowing, elegant and fluid, not a bulky SUV.” Another is the New C3, a supermini for emerging markets that embodies the stylish frugalism that’s set to be a Citroën hallmark. “We’re facing many more months of crisis: economic crisis, national debt, global upheaval, resource shortage, inflation, political instability and environmental,” says Cobée. “The answer is individual clean mobility that’s affordable. An £80,000 electric city car? It’s clean but not affordable.” Of all the brands, Citroën has perhaps the greatest bandwidth to innovate. What his predecessors set in motion Cobée has the confidence to accelerate. It’s refreshing and exciting – but the big question is whether enough car buyers are ready to follow such a profoundly logical path.

Autocar Business is our industry-focused brand, delving deeper into the business of the automotive world. Sign up for our regular bulletin at autocar.co.uk/business-signup.

29 SEPTEMBER 2021 AUTOCAR.CO.UK 17

'$ % ) ' , ' %% ' ($ $% * ' $ ( % % '' $ , (, , ($ +' * $ * ' ( $ ' % ( ' ' $ ( * ' $! ! '#% % %, %

' $" % % ' $ ' $ % ! $ , $% * #) $ ' %' + $' (, ) ' (% %% * ' $ % ) ' ' $ ) *% , ( $ , $ % ( ' ' % , ( , ($ $ ' $ ' %' !

, ( (, ' $" , ( * , (#$ '' $ $ '$(%' $! ($ * '* $ $ ' $% ) % ($ $ $' $ ' ) $ ' %' (%' $ % $) %( $'! ,#) % ' ' ($ $ % ) , ,%' $, % ( $ ' $ % % ' $ #% $ , ( ' !

' ) $, %' ' $ %% , (#$ '$ ' $ , ( * ' ' $ $ ' ' % %' % % $ , (! $ %( ' %% ' * %' %% %'$ %% $ '' $ , ( ' , , ($ * $ ) $ !

' ' %' %' $% '

COMMENT

Steve Cropley MY WEEK IN CARS

PHEVs’ distinct personalities shone through

SATURDAY How fantastic to see Goodwood right back on top form. It seemed to me that this year’s Revival worked as if the pandemic had never happened: magniﬁcent cars, superb racing and a huge crowd of happy people. There were reﬁnements to the organisation, of course, as is always expected of one of the Duke of Richmond’s events. This time there were trade stands and exhibits stretching right down the inside of the Lavant Straight, which drew us punters out there and showed us how excellent the place is for watching as well as shopping. This might sound a bit offbeat, but my personal Goodwood hero was the bloke (it had to be a bloke) who paid £32,200 in the Bonhams auction, including premium, for a 1945 DUKW – a six-wheeled amphibian army truck that has to be the absolute heart and soul of an impractical vehicle. The Steering Committee had a university friend who owned one, in which he crossed the Channel one day with his whole family on board – including his mother-in-law in a chair on the top deck, enjoying the sunshine. Some people simply don’t see problems, do they?

SUNDAY Terriﬁc driving day out, ﬁrst to the British Motor Museum to look in on the 20-year celebrations for Keith Adams’ wonderful web-based historic resource and labour of love, AR Online; and then to Shelsley Walsh hillclimb, near Worcester, to watch the concluding round of the Young Drivers’ Championship that we’ve been sponsoring with Paul Matty and the Midland Automobile Club. Seeing the whole crew of them still carousing together an hour after the season’s last action concluded was a special pleasure. The idea was always to start injecting younger blood into

The Revival worked as if the pandemic never happened a this deeply satisfying form of motorsport, and it seems to be working.

TUESDAY They say it’s autumn, but for me it’s the season for impromptu homespun comparisons. After a recent face-off between an Alpine A110 and a Porsche 718 Boxster, this week on my patch an Audi Q8 PHEV met a Bentley Bentayga PHEV – not because I organised it that way but because the pair were passing en route to different jobs. Both cars use the same powertrain: a 3.0-litre petrol V6 with a 130bhp electric motor sandwiched between it and the automatic gearbox. What struck me was how different they felt – and how well they represented their own brand values. The Audi had that clinical, appliance-like quality that I’ve respected but

AND ANOTHER THING… Andy Green, the world’s fastest man, is ditching internal combustion in his latest car, a Stanley Steamer he bought for the Brighton run. Steam cars held the record around 1906, but Green says he will save his record breaking for jet and rocket cars.

Autocar’s young hillclimbers have all formed a bond never really warmed to, whereas the Bentley (for which you have to pay twice the price, remember) seemed almost human. It’s clear these differences occur only because many talented people spend thousands of hours making them so. I sometimes worry that we customers don’t appreciate their efforts enough.

WEDNESDAY It’s great to see a new boss of the classic car movement, Garry Wilson, stepping up to defend a sector that’s important to most of us at a time when it might be threatened by the car world’s headlong rush into electrification and modernisation. The body is the Historic and Classic Vehicles Alliance, and Wilson (who I’ve known in other roles, including at the Advanced Propulsion Centre) is just the kind of determined and energetic person the sector needs. In his first statements, Wilson has embraced the notion of electrification of classic cars, acknowledged the difficulties of E10 petrol and powerfully made a series of vital points: that the UK classic car movement is worth £18 billion in turnover every year, that it encourages important international trade and that it supports thousands of small businesses that employ well over 100,000 people, many of whom are keeping rare restoration skills alive.

GET IN TOUCH

steve.cropley@haymarket.com

@stvcr

29 SEPTEMBER 2021 AUTOCAR.CO.UK 19

F I R ST D R I V E S N E W C A R S T E ST E D A N D R AT E D

TESTED 13.9.21, BERCHTESGADEN, GERMANY ON SALE NOVEMBER PRICE £91,905

BMW iX

Comfort-conscious yet also strong and athletic, this large SUV is the incredibly bold new flagship for BMW’s family of electric cars

20 AUTOCAR.CO.UK 29 SEPTEMBER 2021

e’ve waited a long time for the iX. Originally previewed by the Vision iNext concept at the Paris motor show in 2018, it’s BMW’s third EV, following the i3 and iX3. BMW sees the introduction of the distinctively styled large SUV as a watershed moment in its transition from traditional internal combustion engines towards an all-electric future, suggesting the lessons learned in its development will influence new models such as the imminent i4 executive saloon and electric versions of the nextgeneration 5 Series and 7 Series. The iX is meant to convey a new form of relaxed driving pleasure.

With power outputs ranging from 326bhp in the xDrive40 to 600bhpplus in the yet-to-be-revealed M60, though, performance remains a priority, despite the weight penalty incurred by a large battery pack. The lack of a number in the model’s name is meant to signal its positioning as the flagship of BMW’s i sub-brand. Although the radical lines of the Vision iNext have been watered down for production, there’s still no denying that this is a BMW like no other. The basic proportions follow those of the X5. However, the surfaces are super-smooth and a lot more rounded. And rather than serving as an air intake, the giant ◊

29 SEPTEMBER 2021 AUTOCAR.CO.UK 21

Δ kidney ‘grille’ is a composite panel that’s transparent to various sensors behind it, which are used for the car’s many driver assistance systems. The slim headlights, meanwhile, use the latest LEDs and can be ordered with BMW’s Laserlight technology. For the first time on a BMW SUV, the doors are frameless and do away with conventional handles for an electronic mechanism. The polygonal wheel arches – a feature brought over from the concept – form an integral part of the body sides. And there’s a wraparound look to the rear end, with thin horizontal LED tail-lights integrated within the tailgate to accentuate the car’s width. Our test car had optional 22in alloy wheels with performance-oriented 275/40-profile Bridgestone Alenza tyres, providing it with a suitably confident stance. At 4953mm long, 1967mm wide and 1695mm tall, the iX is 15mm longer, 37mm narrower and 53mm lower than the current X5. It also has a wheelbase 28mm longer than its ICE-powered sibling’s. The smooth and unadorned exterior, combined with a fixed bonnet, a flat underbody, low-drag wheels and other detailed measures, nets the iX a drag coefficient of just 0.25 on standard 20in wheels – close to the class best. It sits on a heavily modified version of BMW’s CLAR platform, mated to a “carbonfibre cage”. The lightweight inner body structure supports composite body panels, providing it with greater rigidity than any other BMW. The upshot is that our car weighs 2510kg at the kerb – 475kg more than the petrol X5 xDrive40i. The iX has two electric motors: one at each axle driving through fixed-ratio transmissions to enable it to vary drive between the front and rear wheels depending on driving conditions across two driving modes: Efficiency and Sport. In the xDrive50 variant driven here, the front motor makes 254bhp and 269lb ft and the rear motor 309bhp and 295lb ft, combining for maximums of 516bhp and 564lb ft. A 105.2kWh lithium ion battery pack operating at 380V is mounted underneath the floor and within the centre tunnel, providing the iX with a low centre of gravity and a range of between 341 and 392 miles. Our testing suggested that you will be able to exceed 300 miles between charges with regular driving. As with the exterior, the interior represents a new direction in design. Opening the frameless driver’s door reveals the lightweight construction methods through swathes of unpainted carbonfibre concentrated within the sills, pillars and other sections of the inner body structure. The first thing that grabs your attention, though, is the hexagonal steering wheel. The screens for the digital dials and infotainment, meanwhile, are grouped together on a single free-standing curved display atop the low-mounted dashboard.

22 AUTOCAR.CO.UK 29 SEPTEMBER 2021

The latter can be controlled via touch or conversational speech commands as well as BMW’s traditional rotary controller, which was fashioned from crystal glass on the iX we tested. Buyers can also specify gesture control. BMW has further refined its iDrive system for the iX, which is the first model to receive an eighthgeneration version. One notable change is a separate climate menu that can be accessed at all times without you having to dig deep into the menu layers. Thanks to the long wheelbase, there’s no shortage of rear-seat accommodation. But due to the flat floor and subsequent lack of footwells, your feet are positioned quite a bit higher than in other CLAR-based BMWs. Perhaps oddly, given the size of the iX, there’s no option of a third row of seats. Boot space, meanwhile, is a somewhat disappointing 500 litres (160 less than in the rival Audi E-tron and 150 less than in the X5), due to a high floor necessitated by the packaging of the charging system. This increases to 1750 litres when the split-folding rear seats are stowed. A full-length glass roof with optional control that allows you to automatically dim the amount of sunlight entering makes for a bright environment inside. BMW has also included a lot of recycled materials within the interior. The material used for the seat coverings, for example, is a microfibre fabric made of polyester. The driving experience of the iX is predictably well distinguished

` In Efficiency mode, the iX glides along with whisperquiet, limousine-like repose

iX rides well on air springs but struggles with bigger bumps

Kidney grille is actually sensor cover; charging cables live under boot floor

from that of the X5, and not only on account of the electric powertrain. The emphasis is on comfort and refinement – both of which are clear strengths. There will be more powerful versions of the iX promising greater performance in time, but the balance struck by the xDrive50 should suit a wide range of potential buyers. Step-off is sharp in Sport mode. It isn’t kick-in-the-back aggressive, like some battery-propelled rivals. Rather, it has been programmed to deliver a smooth surge of propulsion from the off, after which it gathers speed very smartly. The claimed 0-62mph time is no match for the Tesla Model X, but it betters that of the E-tron, Jaguar I-Pace and Mercedes-Benz EQC. The acceleration is instant, and with all that torque in play, there’s plenty of it, accompanied by a faint but never disturbing whine from the motors under load. There’s no discernible trailing off of performance like in the Model X after multiple surges of acceleration, either. A newly developed software package for the four-wheel drive system provides outstanding traction, with anything from pure rear-wheel drive to permanent fourwheel drive with torque-vectoring functionality for the rear wheels.

FIRST DRIVES

TESTER’S NOTE BMW’s new front seats, with rounded squab edges and rather flat backrests, don’t contain your body as well as they should. They alter in form slightly when you switch from Efficiency to Sport driving mode but are uncharacteristically soft in cushioning and lacking in lateral support. GK

The solid reserves and highrevving qualities of the motors ensure that the iX continues to feel engagingly strong well into three-figure speeds, despite its single-gear transmissions and increasing aerodynamic drag. Efficiency mode brings more measured performance that’s well suited to urban driving. Here, more relaxed throttle mapping makes for super-smooth progress, as the iX glides along with whisper-quiet, limousine-like repose. The energy recuperation can be operated either automatically or manually, the latter offering high, medium and low strength via steering wheel-mounted paddles. As well as using various sensors to vary between coasting and braking, the automatic recuperation taps into the sat-nav data to provide constantly adaptive qualities depending on the route and terrain. It’s simple to use and very intuitive. Knocking the stubby gear selector across into ‘B’ brings maximum braking effect, allowing you to come off the throttle and rely on the strong deceleration to wipe off speed and eventually come to a halt without touching the brake pedal. So configured, it also acts as a hillholder, keeping the iX stationary until you’re ready to set off again. ◊

Steering is light yet engaging; interior design is minimalist 29 SEPTEMBER 2021 AUTOCAR.CO.UK 23

` It sets new levels of refinement

THE DIFFERENCE BETWEEN 40 AND 50 The iX will initially be sold with two powertrain options. Alongside the xDrive50 driven here is the xDrive40. It uses the same two electric motors for an overall system output of 321bhp and 464lb ft. But while the xDrive50 receives a huge 105.2kWh battery, the xDrive40 gets a smaller 71.0kWh unit. This brings a 145kg weight saving, taking the kerb weight down to 2365kg. The upshot, however, is a reduced range of between 231 and 265 miles – 110 to 127 miles fewer than the xDrive50. The xDrive40’s charging system is also reduced to a maximum of 150kW on a DC system, providing it with a 0-100% charge in a claimed 31 minutes.

for a BMW, delivering an abiding sense of calm and tranquillity

iX is surprisingly wieldy for a car of its considerable size and weight The serenity of the powertrain is combined with particularly wellsuppressed wind noise. Our car’s performance-based tyres did prove sensitive to road surface changes, but we suspect the standard rubber will be less prone to such noise. In any case, the iX sets new levels of refinement for a BMW, delivering an abiding sense of calm and tranquillity in everyday driving. The xDrive50 is underpinned by a double-wishbone front and multi-link rear steel suspension with BMW’s lift-related dampers as standard. Air springs and adaptive dampers, like those fitted to our test car, are available as an option. The electromechanical steering is lightly weighted by BMW standards, although it’s quite incisive in its

action, delivering an engaging sense of precision on turn-in. This directional responsiveness in combination with outstanding all-round purchase ensures the car remains contained and predictable along winding roads, although the handling is ultimately limited by the weight of the battery, which contributes to an early onset of roll and in doing so defines how much speed you can carry through corners. Still, for an SUV of such mass, the iX is commendably wieldy. Its four-wheel drive system is programmed to provide a rear bias, but you have to be quite committed in Sport mode before this is noticeable. The stability and traction control systems, meanwhile, are well judged,

remaining unobtrusive until they’re really required. The iX rides well in Efficiency mode on smooth-surfaced roads, delivering impressive vertical body control and, with the optional air springs and adaptive dampers, an ability to absorb road shock over smaller imperfections without deterioration in overall compliance. But again the effect of its generous kerb weight is noticeable over larger transverse ridges and deep potholes, where it sometimes struggles to maintain composure. An ability to charge at rates of up to 200kW from a DC system gives the iX a distinct advantage over the I-Pace, EQC and Model X in terms of charging time. BMW claims a 0-100% charge takes as little as

35 minutes, or some 11 hours from an 11kW AC system. The iX is a creditable addition to the premium large SUV ranks. In xDrive50 guise, it’s very capable, with luxurious and terrifically refined qualities. It may lack the ultimate driver engagement and overall dynamic prowess of the best BMW models, but it’s highly responsive and as fast as any X5 in real-world driving conditions. There are arguably roomier and more versatile electric SUVs on sale, and the iX’s £91,905 starting price is significantly higher than that of the E-tron, I-Pace and EQC, but none strikes quite the same balance between usability and driving fun. GREG KABLE

BMW iX xDRIVE50 SPORT Driver engagement and comfort are allied with strong performance and long range in this futuristic EV

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

Rear of the cabin is commodious; crystal rotary controller sits on centre console 24 AUTOCAR.CO.UK 29 SEPTEMBER 2021

£91,905 Two electric motors 516bhp 564lb ft 1-spd (front); 1-spd (rear) 2510kg 4.6sec 124mph 105.2kWh 341-392 miles 0g/km, 1% Audi E-tron, MercedesBenz EQC, Tesla Model X

FIRST DRIVES

TESTER’S NOTE 4x4 Kodiaqs get an off-road driving mode that primes the traction control and shows an altimeter, an inclinometer and a compass. Useful for a muddy field, but this is no Land Rover. IV

TESTED 21.9.21, OXFORDSHIRE ON SALE NOW

SKODA KODIAQ Sensible seven-seat SUV is given a simple update to burnish its family-favourite image ome facelifts are a tacit admission that there was something wrong with the original car. The Skoda Kodiaq’s is quite the opposite. It sold well from the start and continues to do so; the changes focus on making it slightly better here and there. It has received the usual visual nip and tuck. You will mainly recognise the facelift model from the slightly slimmer headlights: they’re always LEDs now, and SE L trim and above get matrix LEDs. Inside, there’s a new steering wheel, some grey stitching and revised ‘ergonomic seats’. As before, all trims but entry-level SE get you seven seats as standard. The engine line-up stays largely the same, with one major exception: there’s now just one diesel unit: a 2.0-litre four-pot with 148bhp or 197bhp, which always comes mated to a dual-clutch automatic gearbox. On the petrol side, you can choose between a 148bhp 1.5-litre turbo and a 187bhp 2.0-litre turbo (tested here), both of them with four cylinders.

The 1.5 TSI is the only Kodiaq you can get with a manual gearbox. Atop the range sits the vRS, which has swapped its diesel engine for the 2.0 TSI of the Volkswagen Golf GTI. You are likely to buy the Kodiaq for reasons of practicality, cost or looks: it’s not a driver’s car. However, in its own way, it’s quite satisfying to drive – quickly or slowly. Those new seats have lots of adjustment and are soft yet very supportive, while the control weights feel right, with steering that even gives a hint of feedback and brakes that are easy to modulate and inspire confidence – something that so many modern cars get wrong. It backs that up with very tidy handling and response for what it is. The flip side is that, on the 20in wheels of the Sportline trim, the ride can get a bit thumpy for a family SUV. In general, this combination of the 2.0 TSI engine and Sportline trim isn’t the best for the Kodiaq. There’s nothing particularly wrong with the engine: it provides plenty of overtaking punch, despite

sounding a little rough when pushed, and its real-world MPG – mid-30s in mixed use, high 30s at a cruise – is respectable. However, the effortless torque of a diesel would suit the Kodiaq better, as would the more restrained style and slightly smaller wheels of one of the other trim levels. Similarly, the ‘carbonfibre’ trim in the interior is a bit much, but the rest of the interior is typical Skoda: solidly built, with plenty of clever storage solutions and mostly made out of appealing materials, albeit with coarse plastic for the grab handles. That won’t bother you, but it’s just a reminder that you’re not in an Audi. Also unchanged is the space on offer. Adults in the second row can stretch out easily, but they will have to compromise using the sliding bench if the third row is to be used by anyone other than small children. It has Isofix points only on the outer seats of the second row, though, and some younger rivals are yet roomier. Earlier this year, the Kodiaq was given a smaller update that brought

a new touchscreen infotainment system. Although it’s based on Volkswagen architecture, in Skodas it tends to be more logical and work more quickly. As an added bonus, the Kodiaq retains its physical controls for the heating and ventilation. The Kodiaq exists in a crowded segment with plenty of rivals that have more modern bones that allow for hybrid powertrains. As is typical for a Skoda, the base price (£28,185) is quite attractive, but even on the higher trims, some things you might expect, like adaptive cruise control or Isofix on the front passenger seat, are options, making it pricier than rivals. However, if you’re happy to stick with pure petrol or diesel power and take care when picking options, the Kodiaq is as good as it has ever been. ILLYA VERPRAET

SKODA KODIAQ 2.0 TSI 190 4x4 SPORTLINE DSG Maintains its considerable family appeal, although diesel power and other trims better fit its character

AAAAC

Kodiaq is better to drive than you might expect; cabin is ergonomically sound

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

£40,170 4 cyls, 1984cc, turbo, petrol 187bhp at 4200-6000rpm 236lb ft at 1500-4100rpm 7-spd dual-clutch automatic 1718-1801kg 7.7sec 133mph 33.6-34.5mpg 186-190g/km, 37% Kia Sorento, Peugeot 3008

29 SEPTEMBER 2021 AUTOCAR.CO.UK 25

TESTER’S NOTE The three trim levels are Premium Line (starting at £33,400), Luxury Line and Sport Line. Beyond these are various options packs, four of which take the price of our car from £40,480 to £49,590. RL

TESTED 21.9.21, BUCKINGHAMSHIRE ON SALE NOW

GENESIS G70 Hyundai luxury brand’s UK offensive continues with a rear-driven executive saloon ere’s the reality: in Europe, premium saloon drivers nearly always buy German. They’re also among the least likely of any cohort to switch brands, and if they do, they go to another German marque. These conditions are the rocks against which the ambitions of Cadillac, Chrysler, Infiniti, Lexus and even Alfa Romeo and Jaguar have been dashed, with some worthy cars going unloved over the years. The new Genesis G70 won’t shake things up either, but in the SUV era, you have to welcome the arrival of any new three-box saloon, especially one with some slick design cues, sensible dimensions, rear-wheel drive and sporting undertones. Which is exactly what we have here in the G70, right down to the racy Michelin Pilot Sport 4 S tyres. Genesis Europe has some big names involved at present, including chief engineer Tyrone Johnson (who has the last Ford Focus RS on his résumé), chief creative officer Luc Donckerwolke (who is responsible for the Lamborghini Murciélago and Bentley’s still-breathtaking EXP 10 Speed 6 concept) and research and development boss Albert Biermann (who oversaw some of the greatest BMW M3s and M5s ever built).

Biermann’s official title is head of the R&D division at Hyundai Motor Group, from which Genesis was born in 2015. The young brand exists as the luxury spearhead of the Korean conglomerate and has arrived in Europe this year not only with the BMW 5 Series-size G80 saloon and its GV80 SUV twin but also with this new BMW 3 Series-size G70 saloon, whose GV70 SUV counterpart we’ve already driven and quite liked. Still to come is an electric version of the G80 (watch out, Mercedes-Benz EQE) and an electric compact SUV called the GV60. Note that Genesis is completely bypassing hybrids; it will in time pivot directly from ICE to all-electric powertrains. The more traditional G70 is available only in turbo petrol and diesel flavours. While similarly sized to those cars, the G70 is at the heavier end of the spectrum – although in terms of layout, its longitudinally mounted engine and lack of front driveshafts put it closer to BMW than Audi. The same 3.3-litre twin-turbo petrol V6 used by the Kia Stinger GT-S is offered in some markets but isn’t yet confirmed for the UK, where there will at first be a choice between a 241bhp four-cylinder turbo petrol and a four-cylinder diesel with less

Exterior design is handsome, in our view; interior is comfy and nicely put together 26 AUTOCAR.CO.UK 29 SEPTEMBER 2021

power but more torque. In each case, drive is fed through an eight-speed automatic gearbox, and while Genesis fits an electronic limited-slip differential to the GV70, the G70 does without. It’s a simple recipe but also an appealing one – assuming it has been executed well. So, has this executive saloon been executed well? In parts. With the weight of only four cylinders in its long nose, the G70 is keen to turn into bends and feels more innately fleet-footed, despite its mass. Its character is likeably energetic, even if the engine suffers from turbo lag. It also possesses an easy-going reardriven balance, although given the underpinnings are shared with the excellent Stinger GT-S (albeit with the axles closer together in the case of the G70), that’s not surprising. At a canter, the G70 rides fluidly, the vertical body control being particularly deft. In general, it cuts a cultured figure, with good rolling refinement and healthy mid-range torque helping it along. What’s quite obviously lacking is true dynamic polish when you push on a bit. The steering response is keen but numb; the gearbox shiftmapping never quite gets it right; and the suspension begins to fidget

and shimmy awkwardly if you really start to work the car on tricky B-roads, where it loses its sense of cohesiveness and doesn’t always feel properly dialled into the road surface, as the XE or 3 Series would. Also, the driving position is too high, although the seats themselves (trimmed in leatherette as standard or in the real thing as an option) are broad and comfortable, with bolsters that gently squeeze the base of your ribcage in Sport driving mode. In fact, the cabin is generally pleasant, if short of leg room in the rear and with some switchgear whose perceived quality is more Kia than Genesis would like to admit. The G70 is an interesting effort, and with Genesis’s commitment to ‘we will come to you’ customer service, it might just be the easiest ownership proposition in the class. But it’s also an esoteric choice that’s outclassed by rivals in the ways that matter for lightly sporting saloons. RICHARD LANE

@_rlane_

GENESIS G70 2.0T SPORT LINE More of an understated, interesting cruiser than a driver’s car but still a worthy effort in this tough class

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

£40,480 4 cyls, 1998cc, turbo, petrol 241bhp at 6200rpm 260lb ft at 1400-4000rpm 8-spd automatic 1675kg 6.1sec 149mph 31.9-35.4mpg 182g/km, 37% BMW 320i, Jaguar XE P300

FIRST DRIVES TESTED 20.9.21, GLOUCESTERSHIRE ON SALE NOW

AUDI Q8 60 TFSIe Audi’s flagship SUV adds an electric motor and battery to its 3.0-litre turbo petrol V6 efore you pay £85,000 for a new Audi Q8 60 TFSIe Quattro Competition (or £92,000 in the case of our optioned-up car), it makes sense to examine exactly why you’re buying the plug-in hybrid version of Audi’s flagship SUV. The case for the car itself is strong: this is a rakish-looking SUV-coupé featuring all the latest hardware from a progressive manufacturer. It’s both better looking and sportier than the Q7 that sits below it in the Audi range, because it’s 66mm shorter and 33mm lower, yet it has virtually the same roomy five-seat interior, because it sits on the same wheelbase. The PHEV part contains the conundrum. Instead of buying a conventional V6 petrol engine, you’re committing (for more money) to a powertrain whose main virtue is a 22- to 27-mile electric-only range in a car whose size means its main strength is long journeys. This is the seventh modern Audi PHEV to be offered in the UK, and most of the others are more economical. However, once you start to drive the Q8 PHEV, one property that

AUDI Q8 60 TFSIe QUATTRO COMPETITION Refined at low speed and still drives very handsomely, but pure-petrol versions make more sense

AAABC Price Engine

definitely helps make the case for it is the car’s ability to glide on electricity at low speeds. Even when the electric range is gone, the 17.9kWh battery retains and receives enough power to allow smooth and precise manoeuvring at low speed. In reality, you’re talking about a big Audi with the strong and precise step-off of an EV, the all-round acceleration, traction and pace of a 455bhp four-wheel-drive SUV (0-62mph takes just 5.4sec) and

an overall fuel consumption – on a 350-mile day of motoring – of about 35mpg. Ignore the official 97mpg figure: that just shows the continuing inadequacy of statutory tests. The Q8 PHEV finds loads of traction, even on the wettest roads, and corners on rails, with little body roll, yet it still has the accurate but lifeless steering that’s typical of Audis. Why don’t they fix that? Still, it’s an imposing, impressive machine, made to the usual high

Power Torque Gearbox Kerb weight 0-62mph Top speed Battery Economy Electric range CO2, tax band RIVALS

£85,030 V6, 2995cc, turbocharged, petrol, plus electric motor 455bhp at 5000rpm 516lb ft at 1370rpm 8-spd automatic 2440kg 5.4sec 149mph 17.9kWh 97.4mpg 22-27 miles 66g/km, 17% Range Rover Sport P400e, Volvo XC90 T8 Recharge

standards. But at this stage in automotive history, pure-petrol Q8s make more sense and smaller Audi PHEVs deliver better economy. STEVE CROPLEY

TESTED 22.9.21, SOMERSET ON SALE NOW

MERCEDES-AMG GLE 63 S Mighty 604bhp SUV arrives with the intent of high-performance cosseting iven that the MercedesAMG GLE 63 S is among the growing ranks of high-powered super-SUVs, it’s surreal that the overriding initial impression is how pliant and serene it is in spite of its considerable size. It’s disarmingly quiet, smooth and, thanks to a raft of driver assistance systems and sensors, easy to thread down even small streets. If you’re happy to waft along in

quiet contentment, you could easily forget this machine is produced in Affalterbach. Until, that is, you apply a bit of vigour to the throttle pedal and awaken AMG’s monster biturbo V8 engine. It’s the unit used in most of the performance brand’s 63-badged range-toppers, although to cope with the GLE’s near two-anda-half-tonne kerb weight, it’s now armed with a 22bhp mild-hybrid electric motor. That puts the output

of this 63 S (the only version of the model offered in the UK) at 604bhp, enough to shift the GLE to 62mph from rest in just 3.0sec. In the real world, one in which you won’t regularly select the Sport+ drive mode and use the Track timing function, that mighty turn of pace allows for remarkably easy progress. The GLE 63 S can reach motorway cruising speed without breaking a sweat, and the vast reserves of torque mean you’ll never struggle to shift the weighty chassis. The AMG-tuned air suspension and adaptive damping offer an agreeably pliant ride – so long as you steer clear of the more aggressive drive modes – and highperformance composite brakes and anti-roll suspension help manage that weight through the corners. The interior is as comfortable and well fitted as you’d find in any highertrim GLE, including the slick MBUX infotainment, and steering wheelmounted buttons give easy access to the main drive mode and car settings. Although this car does have an EQ Boost-branded mild-hybrid system, that doesn’t make it any sort of ecowarrior, as its 281g/km CO2 output

MERCEDES-AMG GLE 63 S 4MATIC+ Ridiculously powerful and quick, while also being an incredibly comfortable, capable cruiser

AAAAC Price Engine

£117,095 V8, 3982cc, twin-turbo, petrol, plus electric motor Power 604bhp at 5750-6500rpm Torque 627lb ft at 2500-5000rpm Gearbox 9-spd automatic Kerb weight 2420kg 0-62mph 3.0sec Top speed 155mph Economy 22.8mpg CO2, tax band 281g/km, 37% RIVALS BMW X5 M Competition, Porsche Cayenne Turbo

and official fuel economy of 22.8mpg attest. And at £117,095, the GLE 63 S isn’t cheap, although it usefully undercuts the similarly powerful Aston Martin DBX and Bentley Bentayga Speed. And there’s no doubt buyers are getting a car of incredible – and surprisingly broad – ability. JAMES ATTWOOD

29 SEPTEMBER 2021 AUTOCAR.CO.UK 27

ROAD TEST

PHOTOGRAPHY OLGUN KORDAL

No 5543

Renault Mégane Ageing hatchback gets a novel hybrid system to see out its twilight years M O D E L T E S T E D E-T E C H P L U G - I N H Y B R I D 16 0 R S L I N E Price £31,495

Power 158bhp

28 AUTOCAR.CO.UK 29 SEPTEMBER 2021

Torque na

0-60mph 8.6sec

30-70mph in fourth na

Fuel economy 60.1mpg

CO2 emissions 28g/km

70-0mph 50.2m

ROAD TEST ith the launch of the pure-electric Zoe in 2012, Renault was one of the first brands to create a credible EV for the European market. In the ensuing years, things remained quiet around electrification at Renault while other manufacturers launched hybrids, plug-in hybrids and fully electric models. And now, as the current Mégane is due to be replaced by an all-electric successor and EVs are generally gaining ground, Renault has launched a plug-in hybrid version of the recently facelifted outgoing model. In fact, the brand has rapidly pivoted from hybrid sceptic to hybrid believer, as it adds E-Tech hybrid and plug-in hybrid versions to the line-ups of most of its models. It has also turned into a defender of the hybrid, with the firm’s leadership recently telling Autocar that the European Commission’s proposed ban on hybrids in 2035 may come too soon, particularly for the cheaper end of the market that Renault subsidiary Dacia operates in. As the facelifted Mégane undergoes our road test, the question is whether the technology is worth defending. Renault must certainly think so, because the E-Tech plug-in hybrid is now the only Mégane you can buy. The full Mégane range received a facelift in 2020 that brought some subtle styling tweaks and a muchneeded overhaul of the infotainment, but the petrol and diesel versions proved short-lived, with all except the plug-in hybrid removed from sale earlier this year. The current-shape Mégane is likely to disappear not too long after its pure-electric successor arrives, but the E-Tech powertrain is set to become a mainstay of the Renault – and perhaps Dacia – line-up, so it’s worth taking a closer look.

DESIGN AND ENGINEERING

AAAAC

We like z Fascinating drivetrain concept works smoothly and unobtrusively z Comfortable ride and good noise insulation

We don’t like z Interior is short on space, and looks and feels dated z Lacks the latest active safety features

If nothing else, the concept of the E-Tech powertrain, whether in full hybrid or plug-in hybrid form, is an interesting one. With battery-electric vehicles, we may be heading into an era of mechanical uniformity, but hybrids are providing room for engineers to come up with novel concepts. With its clutchless, unsynchronised four-speed automatic gearbox, Renault’s might be the most novel of them all. The Mégane is a plug-in hybrid, but the conventional hybrid powertrain found in the Clio and new Arkana E-Tech is essentially the same save for a smaller battery and a less powerful electric motor. All use a naturally aspirated 1.6-litre four-cylinder engine paired with one big electric motor and one smaller unit acting as a starter-generator. As the gearbox is clutchless, the engine cannot be decoupled – only put in neutral – so the car always sets off on electric power to get around the fact that a petrol engine cannot operate from zero RPM. To ensure

Range at a glance ENGINES

POWER

FROM

E-Tech Plug-in Hybrid 160

158bhp

£31,495

TRANSMISSIONS 4-spd automatic Not too long ago, Renault offered the Mégane with a range of petrol and diesel engines, and automatic and manual gearboxes, but the plug-in hybrid is now the only option. You don’t get much more choice of trim level. There is the base Iconic and RS Line, the latter adding bigger wheels, sporty styling, automatic emergency braking, a larger touchscreen, adaptive cruise control, automatic parking, a leather steering wheel and the options of heated leather seats and the eCall emergency call system.

there is always enough battery to do so, the engine can run the generator while in neutral. Once the car is up to speed, the engine can be engaged to any of the four ratios of the automatic gearbox, and to make sure there is no unseemly grinding of gears, the starter-generator adjusts the engine and input shaft’s RPM to match. To change gears after that, the engine is put in neutral, and the starter motor will again match the revs to smoothly engage the next gear, in a similar way to how you might limp a manual car with failed clutch hydraulics to a garage. There are just four gear ratios, but this transmission has the unusual ability where the engine can use any of the four gear ratios to drive through, while the big electric motor can use only two of them. That means, in a sense, that the gearbox can be in two gears at the same time – one for the engine and one for the electric drive motor. In practice, the system claims a few benefits. First, it is relatively compact and low cost, to the point that Renault has hinted it may also appear in future Dacias. Renault will also tell you that it feels more natural and allows for more driving engagement than, say, a CVT. Second, it is very flexible. Because the engine and the large electric motor can be decoupled from each other in order for either to drive the car by itself, the Mégane can function as a series or parallel hybrid, or as an EV. In other words, in town it can drive electrically with the engine either turned off or acting as ◊

z Our test car’s badges had a strange finish that made them look like they were beginning to degrade in the sun. Renault’s record on build quality isn’t great but, other than the badges, our car had no issues.

z Those two big exhaust pipes on the RS Line don’t require particularly close inspection to reveal they are completely fake. A single downturned pipe is hiding behind the bumper. The diffuser isn’t fooling anyone, either.

z First introduced in 2016, the C-shaped LED headlights still look fresh, to the point that a version of them can be found on the Mégane’s electric successor. The RS Line bodykit rather oversells this car’s sportiness but visually suits it.

z Despite the otherwise sporty look of the RS Line trim, it features wheels just 17in in diameter with tall-sidewalled Continental ContiEcoContact tyres. These provide a comfortable ride but only adequate grip.

Fourth-generation Mégane landed in 2016 29 SEPTEMBER 2021 AUTOCAR.CO.UK 29

Weights and measures 720mm

68 5

x ma mm 0 109

2921202 litres

Kerb weight: 1599kg 2670mm

918mm

1447mm

1045m m max

DIMENSIONS

770mm

4358mm

z Ultra-sporty seats are more comfortable than they look, despite lacking adjustable lumbar support or a tilt function.

PA R K I N G Typical garage height

Typical parking space width (2400mm)

2050mm

2020mm (with mirrors)

Typical leg room 685mm

z There is plenty of head room in the rear, but leg room is particularly tight. Even some superminis are more spacious.

3620mm

W H E E L A N D P E DA L ALI G N M E NT While the lateral pedal alignment is perfectly conventional, the pedals are set too close to the driver in the footwell, limiting leg room and creating an uncomfortable angle for the right foot. The steering column does not extend enough to compensate.

35mm 155mm Width 1020mm

Height 550mm

Length 745mm

H E AD LI G HTS All Mégane E-Techs have full LED headlights, but matrix LEDs are not available. The power is good, but the automatic high beam does not dip the lights in time.

Δ a generator. Alternatively, both can work together; or the electric motor can be decoupled on the motorway for the engine to drive the car alone, which is more efficient at higher speed.

INTERIOR

AABCC

With its updated infotainment system and brand-new hybrid powertrain, where the Mégane most shows its age is in the interior. It wasn’t a class leader when we first tested it in 2016, meriting just three stars, and while updates have prevented it from slipping down too much further since, they can only do so much. For instance, a facelift can’t do anything at all about the car’s

30 AUTOCAR.CO.UK 29 SEPTEMBER 2021

Centre

packaging, and the fact that the Mégane simply doesn’t make enough of the space within its wheelbase available to passengers. Despite being the same size as most hatchback rivals, it doesn’t feel as roomy inside, with downright poor rear leg room for adults. That’s made disproportionately worse with a tall driver, with the front footwells being oddly shallow on the side of the accelerator pedal, and so pushing both pedals and driver back inside the wheelbase, causing something of an awkward driving position for taller people in particular. The boot is a little larger than its direct hybrid rivals, at 292 litres, though that is still down on regular hatchbacks since the battery robs

z Square shape can’t compensate for the small overall dimensions. Underfloor cubby will store one charge cable, or two at a push.

some space. It also suffers from a fairly high load lip, and the rear seats will not quite fold flat. There is an additional 16-litre compartment under the boot floor for cable storage, but that is the only underfloor space available. If you do need more room, Renault does offer a Sport Tourer estate. With more recent models such as the Captur and Clio, Renault has shown evidence of higher standards for perceived quality, but the Mégane looks a tad drab, with big slabs of rubberised dashboard broken up only by a sliver of unconvincing ‘carbonfibre’. The mood lighting is a neat touch; the matt surfaces in the centre console feel solid enough; and the important touchpoints are

covered in leather, but the lower dashboard is still made of coarse plastics. Interior storage includes a decent-size centre armrest, two cupholders and a tray for your phone (but no wireless charging). One benefit of the car’s antiquated dashboard design is that there are plenty of buttons: for the climate control, heated seats if fitted, lane departure warning and EV driving mode. Just a physical volume control is missing, though the driver does get the traditional Renault media controls behind the steering wheel. They’re easy to mock, as they wouldn’t look out of place on a 1997 Laguna – but, with practice, they soon become remarkably user-friendly. ◊

ROAD TEST

z Let’s hope those side bolsters are made of a hard-wearing material, because they take a beating when you get in and out.

z Physical climate control buttons and knobs are very welcome, as is the lane departure warning button. The touch-sensitive volume control is less successful.

z Little clips are provided to hold the rear seatbelts so that the backrests can fold down without being hindered by the belts. So simple but quite useful.

Multimedia system

AAABC

Renault has never quite managed to lead the market when it comes to infotainment technology, but the current iteration of its touchscreen set-up, called Easy Link, uses a 9.3in screen (or 7.0in on lower trims) and represents a massive improvement over the R-Link system in the pre-facelift Mégane. The screen is big and clear and responds quickly enough; not quite like a smartphone, but better than some Volkswagen Group systems. The built-in navigation is powered by Google, so its directions are generally sensible and alternative routes are easy to choose, but the way it displays public chargers is confusing. The problem is that there are no shortcut buttons other than a home button, so switching between the driving mode selection screen, the in-built navigation and media through Apple CarPlay or Android Auto takes quite a few taps. And that’s an issue, because with the portrait-oriented screen and no place to rest a hand, you sometimes need multiple stabs to hit the right button.

29 SEPTEMBER 2021 AUTOCAR.CO.UK 31

` There is a strangely playful chassis hiding underneath

PERFORMANCE

AAACC

Given this E-Tech hybrid system is one of the more intriguing pieces of automotive engineering that the volume car market has seen in recent years, it’s ironic that when driving the Mégane E-Tech, it is best not to think too much about what is going on in the engine compartment. That must have been Renault’s view as well, since there is no way to make the digital instrument cluster display a tachometer or a gear indicator, and nor is it possible to take control of gear selection yourself. The Mégane performs respectably enough for its 158bhp. It was possible to beat the quoted 0-62 time of 9.4sec by four tenths, though it does depend on the battery’s state of charge. It only partially delivers on Renault’s promise of a “dynamic and enjoyable driving experience”, however. The engine is very quiet under normal use and all ratios of the four-speed

gearbox feel very long, so you get neither the instant and uninterrupted punch of a pure EV, nor much of a sense of an engine climbing through the rev range as you accelerate. Driven hard, the powertrain feels a little asthmatic, with the petrol engine getting quite noisy. Renault claims the gearbox technology has been inspired by Formula 1, but it certainly doesn’t deliver shift speeds worthy of the comparison, taking its time to match the revs and creating a noticeable interruption to acceleration. More importantly for a family hatchback, perhaps, the system doesn’t suffer with that same elastic feeling you can have with Toyota’s hybrid powertrains, and in normal driving does its work smoothly and quietly, with adequate power available and linear if slightly soft response from the throttle. Under lighter loads, you don’t feel the gearchanges when they come, as the large electric motor has enough

power to compensate for the engine being out of action for a moment. The E-Tech system also manages to combine its various powertrains with no jolting or hesitation when one hands over to the other. EV mode can be engaged using a clearly labelled button on the centre console, and we managed to cover 27 miles on a full charge before the engine cut back in, just three miles off the quoted figure. With just 64bhp to call on, electric progress is hardly brisk, but it’s fine for town driving and, because it has two gear ratios at its disposal, the Mégane is capable of maintaining motorway speeds easily enough, even if that is clearly not its natural environment. The car may not let you control the gears, but there is at least some control over the battery charge. If you put a destination in the navigation, it will use that to manage and optimise your battery usage. Alternatively, you can turn on E-Save mode, which holds the battery’s state of charge. The

automatic gear selector also offers a B mode, which ups regenerative braking on a trailing throttle.

H A N D L I N G A N D S TA B I L I T Y

AAABC

Despite the RS Line looks and the extremely aggressive sport seats in our test car, the Mégane E-Tech isn’t out to convince you that it’s some electrified hot hatchback. With its compliant suspension and 50-aspect tyres on 17in wheels (16in alloys with even taller tyres are standard on Iconic trim), it has a relaxed gait that remains reasonably composed over uneven Tarmac. However, being a hatchback with a low centre of gravity, it gets away with its soft suspension better than a similarly sprung crossover SUV might. The steering could be quicker, at almost three turns lock to lock, but it responds in a linear and predictable fashion. What’s more, there is a strangely playful chassis hiding underneath. Even though Renault

z Extending the Mégane revealed brake and tyre shortcomings but also welcome signs of mischievousness, though it ran out of puff sooner than the sporty billing implied.

32 AUTOCAR.CO.UK 29 SEPTEMBER 2021

ROAD TEST Assisted driving notes AAACC It’s tempting to give the Mégane a generous score for assisted driving, simply by virtue of the system not being annoying or distracting. In another sense, though, this is another area where the Mégane shows its age: a lot of systems such as cross-traffic alert and, most significantly, lane keeping assistance with semi-autonomous driving and automatic speed limit adjustment are simply not available. What is there works well, however. The adaptive cruise control is not the smoothest in traffic but doesn’t easily get confused by other cars and confidently speeds up and slows down. The lane departure warning can be adjusted for sensitivity, and we experienced no false activations from the collision alert and autonomous emergency braking. Traditionalists will love the Mégane, but a modern family hatchback really should offer more than it does.

does not let you turn off the stability control, the Mégane showed the clear beginnings of lift-off oversteer at Millbrook before its electronic stability control systems intervened. Even on the road, it will noticeably tighten its line on a closed throttle. This translates to keen turn-in and quite an enjoyable chassis balance. Unfortunately, grip is ultimately modest, particularly in the wet, owing to the ContiEcoContact tyres. Some slightly better tyres would have been welcome to go with the other sporty addenda on the RS Line. Likewise, it’s a mixed bag with the brakes. In our testing, they performed similarly to the Mégane’s competitors, but the issue lies with feedback. To give consistent pedal feel as the system blends regenerative and friction brakes, Renault has chosen a purely ‘by-wire’ set-up. That in itself does not have to be a bad thing, but the E-Tech’s brake pedal is permanently soft and overly sensitive, to the point that you can easily press

A U T O M AT I C E M E R G E N CY BRAKING z Does the system seem prone to false activation? ✗ z Can it be deactivated? ✓ z Does it have pedestrian/cyclist detection? ✓ L A N E K E E P I N G A S S I S TA N C E z Is the system tuned to keep the driver engaged at all times? ✓ z Is it adjustable for sensitivity? ✓ z Does it allow you to drive around a pothole/obstacle within your lane easily and without deactivation? ✓ INTELLIGENT CRUISE CONTROL z Can the system consistently recognise and automatically adopt motorway gantry-signed variable speed limits? ✗ z Does it prevent undertaking? ✗ z Does it have effective audible or visual alerts, or steering intervention, to prevent changing lanes into the path of an overtaking car? ✗

the pedal to the floor when stopped and quickly hit the pedal stop when stopping in an emergency: a disconcerting sensation.

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

AAABC

The Mégane’s soft suspension set-up and tall tyres make for a very comfortable ride that’s not excessively floaty. Potholes produce an audible thump but disturb the ride far less than in other cars, while good noise insulation helps to make the Mégane one of the more comfortable choices in the hatchback segment: it’s a few decibels quieter at all speeds than its direct rivals despite some wind whistle around the mirrors. It would be significantly more comfortable still with a better driving position. The seat itself is a curious choice. In the RS Line, Renault fits the same bucket seats as in the full-fat Mégane RS. The excellent lateral support is of little relevance in the E-Tech, but the aggressive

bolsters make getting in and out unnecessarily difficult. The lack of adjustable lumbar support isn’t an issue because there is plenty to begin with, but a tilting function for the cushion is an unfortunate omission given how close the pedals are. Because of this, the side bolster actually comes in handy as ad-hoc thigh support.

BUYING AND OWNING

AAAAC

Buying any Mégane of this generation has meant accepting some compromises. That was true when this generation was launched in 2016, and is even more so today. By and large, the list price reflects that – when compared with other plug-in hybrids, at least. Renault has recently taken all regular petrol and diesel Méganes off sale, leaving just this PHEV. Batteries and electric motors cost money, so if you’re just after a family hatchback and a plug-in hybrid doesn’t work for you, it leaves the

Mégane as an expensive proposition even compared with a regular hybrid like the Toyota Corolla. Compared with the plug-in hybrid versions of the Volkswagen Golf and Seat Leon, however, the Mégane is a few thousand pounds cheaper spec for spec; but it’s roughly the same price as a better-equipped Kia Xceed PHEV. On PCP finance, all are almost exactly the same, although Renault is offering a 0% APR deal that makes the Mégane significantly cheaper. Renault provides a five-year, 100,000-mile general warranty on the car, as well as eight years on the battery. Fuel consumption figures are a tricky subject with plug-in hybrids, as they are wholly dependent on your mileage in EV mode. A 27-mile range provides decent scope to maximise that, but when you run out, you can expect ‘range extended’ cruising economy in the low 50s. Note that the car cannot rapid charge, so a full charge from empty typically takes the best part of three hours. ◊

AC C E L E R AT I O N Renault Mégane E-Tech Plug-in Hybrid 160 RS Line (23deg C, dry) Standing quarter mile 16.8sec at 85.4mph, standing km 30.5sec at 105.8mph, 30-70mph 7.4sec, 30-70mph in fourth na 30mph

40mph

50mph

3.6s

4.9s

6.7s

60mph

70mph

8.6s

80mph

11.0s

100mph

90mph

13.8s

24.9s

18.9s

10s

20s

Toyota Corolla 2.0 Hybrid Touring Sports (2019, 9deg C, dry) Standing quarter mile 16.6sec at 87.3mph, standing km 29.9sec at 110.3mph, 30-70mph 7.7sec, 30-70mph in fourth na 30mph

40mph

50mph

3.3s

4.7s

6.4s

60mph

70mph

8.5s

80mph

11.0s

100mph

90mph

14.0s

22.4s

17.7s

10s

20s

B R A K I N G 60-0mph: 3.08sec Renault Mégane E-Tech Plug-in Hybrid 160 RS Line (23deg C, dry) 30mph-0

50mph-0

8.8m 0

70mph-0

24.2m 10m

20m

50.2m 30m

40m

50m

Toyota Corolla 2.0 Hybrid Touring Sports (2019, 9deg C, dry) 30mph-0

50mph-0

8.9m 0

70mph-0

24.5m 10m

20m

47.9m 30m

40m

29 SEPTEMBER 2021 AUTOCAR.CO.UK 33

Data log R E N AU LT M E GA N E E -T E C H P L U G - I N HYB RI D 160 RS LI N E On-the-road price Price as tested Value after 3yrs/36k miles Contract hire pcm Cost per mile Insurance

£31,495 £32,945 £12,375 na 55 pence 22/£640

9.8kWh

TYPICAL PCP QUOTE 3 years/30,000 miles, 15% deposit £415 Renault is offering a 0% APR deal, which means that with a £5000 deposit and a £1000 dealer contribution, our test car costs just £415 per month, with an optional final payment of £12,000. On the standard 3.9%, that becomes £450 per month.

39 litres

EQUIPMENT CHECKLIST T E C H N I C A L L AYO U T The Mégane E-Tech rides on the familiar Renault-Nissan-Mitsubishi Alliance’s CMF platform that underpins most of its larger cars. This means struts at the front and a multi-link arrangement at the rear to cope with the heavy battery. The Mégane E-Tech always drives the front wheels through a four-speed clutchless gearbox.

ENGINE

R E S I D UA L S

Installation

£750 £700 £1200 £350

Front, transverse, front-wheel drive Type 4 cyls in line, 1598cc, petrol Made of Aluminium block and head Bore/stroke 78.0mm/83.6mm Compression ratio na Valve gear 4 per cyl Power 90bhp Torque 109lb ft Hybrid assist 64bhp permanent magnet synchronous motor, plus ISG Drive battery 10.4/9.8kWh (total/usable), 400V, lithium ion Total system power 158bhp Total system torque na Power to weight 99bhp per tonne Torque to weight na

C H A S S I S & B O DY Construction Weight/as tested Drag coefficient Wheels Tyres

Spare

Steel monocoque 1599kg/na na 7.5Jx17in 205/50 R17 93V XL, Continental ContiEcoContact 6 None (mobility kit)

TRANSMISSION Type 4-spd automatic clutchless unsynchronised gearbox Ratios/mph per 1000rpm na

SUSPENSION Front MacPherson struts, coil springs, anti-roll bar Rear Multi-link, coil springs, anti-roll bar

AC C E L E R AT I O N MPH 0-30 0-40 0-50 0-60 0-70 0-80 0-90 0-100 0-110 0-120 0-130 0-140 0-150 0-160

TIME (sec) 3.6 4.9 6.7 8.6 11.0 13.8 18.9 24.9 – – – – – –

TEST MPG

Track Touring Average

21.0mpg 69.0mpg 60.1mpg

CLAIMED

Combined

235.4mpg

Renault Mégane E-Tech 160 RS Line

Skoda Octavia iV SE Technology

Tank size 39 litres Battery size 9.8kWh (usable)

15 10

Kia Xceed PHEV 3

TEST RANGE

5 0 New

1 year

2 years

3 years

Electric 27 miles Combustion na Total 515 miles

4 years

z Mégane is predicted to lose more of its value in year one than rivals, but that levels off towards years three and four.

E M I S S I O N S & TA X

BRAKES

SAFET Y

Front 296mm ventilated discs Rear 290mm solid discs Anti-lock Standard, with brake assist Handbrake type Automatic Handbrake location Middle of centre console

ABS, ESP, driver fatigue alert, lane departure warning, six airbags, AEB (on RS Line) Euro NCAP crash rating 5 stars (2015) Adult occupant 88% Child occupant 87% Pedestrian protection 71% Safety assist 71%

STEERING

CABIN NOISE

Type Electromechanical, rack and pinion Turns lock to lock 2.9 Turning circle 11.3m

Idle na Max power at 90mph 71dBA 30mph 54dBA 50mph 60dBA 70mph 68dBA

CO2 emissions Tax at 20/40% pcm

28g/km £60/£121

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

TIME (sec) 2.5 3.1 3.8 4.2 5.3 7.9 11.1 – – – – – –

THE SMALL PRINT Power-to-weight and torque-to-weight figures are calculated using manufacturer’s claimed kerb weight. © 2021, Haymarket Media Group Ltd. Test results may not be reproduced without editor’s written permission. For information on the Mégane, contact Renault UK, The Rivers Office Park, Denham Way, Maple Cross, Rickmansworth, WD3 9YS (0344 335 0000, renault.co.uk). Cost-per-mile figures calculated over three years/36,000 miles, including depreciation and maintenance but not insurance; Lex Autolease (0800 389 3690). Insurance quote covers 35-year-old professional male with clean licence and full no-claims bonus living in Swindon; quote from Liverpool Victoria (0800 066 5161, lv.com). Contract hire figure based on a three-year lease/36,000-mile contract including maintenance; Wessex Fleet Solutions (01722 322888).

34 AUTOCAR.CO.UK 29 SEPTEMBER 2021

ECONOMY

Value (£1000s)

17in alloy wheels 9.3in touchscreen with navigation and smartphone mirroring 10.0in digital gauge cluster Front and rear parking sensors and reversing camera Keyless entry Adaptive cruise control Traffic sign recognition Lane departure warning Front, side and curtain airbags Electrically heated and folding mirrors Heated windscreen Leather steering wheel Iron Blue metallic paint Safety Pack (eCall) Alcantara seats Heated front seats (on Alcantara seats only) Options in bold fitted to test car = Standard na = not available

R OA D T E S T N o 5 5 4 3

Read all of our road tests autocar.co.uk

ROAD TEST Testers’ notes ILLYA VERPRAET I appreciate a driver’s seat with good lateral support as much as anyone, but on a modestly tyred hybrid Mégane, the RS Line buckets are overkill. MATT SAUNDERS The physical gear selector looks quite oldfashioned but is both more satisfying to grab and easier to find without looking than a lot of the smaller, trigger-style alternatives.

Spec advice

VERDICT

AAACC

Interesting hybrid powertrain in a car that’s clearly on its way out ven though the current Renault Mégane isn’t long for this world, with an EV successor waiting in the wings, Renault has fitted it with its new and unusual E-Tech plug-in hybrid drivetrain, and has given it a limited dose of extra appeal. The hybrid system is a very appropriate companion for the Mégane’s laid-back chassis. It is smooth and flexible, providing just a touch more dynamism than some hybrid drivetrains as well as the potential for great economy. Just don’t expect too much of Renault’s ‘inspired by F1’ marketing to come true when you flex the accelerator pedal. However, it’s impossible to get away from the fact that this modern drivetrain has been wrapped up in a pretty old package. An updated infotainment system mitigates things somewhat, while the Mégane’s old-tech layout and feel bring with it certain benefits; but the car’s dated and cramped interior, absent active safety features and so-so comfort and handling prevent it from competing with the best of the competition. Depending on the financial deals that are available, the Mégane might still be a savvy buy, but there is no question that more rounded, practical and modern hatchbacks are available.

These days, the Mégane works better as a value proposition, so if you can live without adaptive cruise control, the base Iconic trim makes the most sense.

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

SKODA OCTAVIA iV 1.4 TSI SE TECHNOLOGY Similar relaxed character to the Mégane, with more power, range and space, in a modern package. Standard spec isn’t generous. AAAAC £31,225 201bhp, 184lb ft 7.7sec, 137mph 21g/km, 287.6mpg

SEAT LEON 1.4 E-HYBRID FR SPORT Brisk and somewhat dynamic to drive, with a good electric range, but competent rather than inspiring. AAAAC £34,530 201bhp, 184lb ft 7.5sec, 137mph 31g/km, 201.8mpg

TOYOTA COROLLA 2.0 PETROL HYBRID GR SPORT Not a plug-in hybrid, but still very frugal, with good looks and intuitive handling. Disappointing cabin fittings and infotainment. AAAAC £30,220 181bhp, 140lb ft 7.9sec, 111mph 119g/km, 50.4mpg

Jobs for the facelift z Finally sort out those primary ergonomics and the packaging, so that the Mégane can compete with rivals on level terms. z Give us a more modern-looking interior while you’re at it. z Have a brake pedal that feels more natural and is easier to modulate.

KIA XCEED PLUG-IN HYBRID 3 Raised hatchback offers a lot of equipment for the money. Hybrid powertrain lacks power and the estate version is no longer available. AAABC £31,805 139bhp, 196lb ft 10.4sec, 107mph 32g/km, 201.9mpg

RENAULT MEGANE E-TECH PLUG-IN HYBRID 160 RS LINE Hybrid drivetrain works well with the relaxed chassis. Lower trim level is good value, but the base car feels its age. AAACC £31,495 158bhp, na 9.4sec, 109mph 28g/km, 235.4mpg

29 SEPTEMBER 2021 AUTOCAR.CO.UK 35

DA N C I N G T O A DIF F ER EN T T U N E Muscle cars are an A mer ican obsessio sug gests mor n that Matt P e Brits ought rior t o indulge in, as coupés offer these h igh ly real th rills fo tuned r relatively m odest bills PHOTOGR A PH Y OLG U N KOR DA L

36 AUTOCAR.CO.UK 29 SEPTEMBER 2021

CAMARO ZL1 vs SUTTON MUSTANG MUSCLE CARS

29 SEPTEMBER 2021 AUTOCAR.CO.UK 37

am not normally an envious man, but a photographer friend moved to the US several years ago, and when I see pictures of him flying his plane over vast Californian landscapes or down the Pacific coast, or working on his classic car in the sunshine outside his large garage, I do think ‘yeah, I fancy a bit of that’. The chief designer of the Jeep Wrangler once told me that, in winter in Michigan, he pops his snowmobile on the back of his pick-up truck, unloads it a short drive away from home and then can cruise for hour after hour on hundreds of miles of deserted track. I’m not convinced about the healthcare costs, the risk of being shot or the predilection for plastic cheese with every meal, but there are definitely things about America that I could bond with. Muscle cars with a shedload of power are another of them. Sure, we have modified cars in the UK, perhaps more diversely than ever. There’s the old cliché that ‘finance killed the scene’, but there’s still plenty going on these days. Earlier this month, there was a sold-out Reunion festival for cars of the Max Power generation, Volkswagens more than two decades old are ‘slammed’ as often as not and modifications haven’t really gone away. But it’s not quite as easy or popular here as it is in the US to buy Detroit muscle and a load of hot-up parts off the shelf, then find a garage in any given town to do the work and leave you with nigh-on 800bhp of V8 to the back wheels. That’s supercar territory for executive saloon prices. But if you’re prepared to look, you will find it. In north London, that might be at Clive Sutton, that longtime purveyor of Americana, and such is its expertise and experience in the sector that it now even does the normal things, like a configurator, finance and a warranty for some of the wildest Ford Mustangs that your money can buy. Such as the one we have here, the new CS850GT.

We’ve driven a few of Sutton’s Mustangs before, most recently one with a mere 800bhp. Yeah, I know: that’s barely worth getting up for. This one, then, has even more oomph – 847bhp and 665lb ft – to make what Sutton says is the most powerful Mustang offered in the UK for those who would think Ford’s own Shelby GT500 is a bit limp, with its paltry 760bhp, and a lot too left-hand drive. Highlights of the CS850’s 5.0-litre V8 include a Whipple supercharger, a vast intercooler, a dramatic-sounding active-valve exhaust system (from an even more dramatic-sounding Australian company called XForce) and some new engine management to make it all hang together. Given that Sutton makes it easy for you to tick a few boxes and hand over £115,000, this is one of the more straightforward ways to get a lot of brand-new muscly Americana. But let me introduce you to Gary Handa and his rather different tack. Gary wanted the latest Chevrolet Camaro (made since 2016), which is entirely understandable, because it looks sensational and goes like stink. But like you, me and most of the world, he couldn’t officially have one. General Motors, a purveyor of lots of cars outside Europe but never really having much of an idea of how to make money on this continent, doesn’t support this market or offer right-hand-drive cars in any sense, let alone specialist muscle cars, no matter how often it still promises to bring the new Corvette here. Gary therefore bought a lefthooker and added the performance extras himself, which isn’t entirely straightforward either, because if you buy a car that’s too new, you can end up paying quite a lot of tax both in the UK and in the US. There are agents to do this for you and then help get it road registered. It’s not that complex; it’s usually just the tail-lights that need to change the way they work. Having navigated all of that, Gary brought a 2018 Camaro ZL1 here, “because it isn’t a Mustang or a Dodge Charger and it just does everything so well”. It has a ◊

This ZL1 has in its boot a methanol mixture that lowers inlet temperatures to keep the car boosting. With five litres, it will get through a day’s hard testing.

The interiors of both the Mustang and Camaro remain comfortable for long journeys, despite the macho powertrains, and are well equipped, if not exactly of outstanding quality 38 AUTOCAR.CO.UK 29 SEPTEMBER 2021

CAMARO ZL1 vs SUTTON MUSTANG MUSCLE CARS

` It’s supercar territory for executive saloon prices a

MORE AMERICAN T E M P TAT I O N S

DO DG E CHARG E R S RT H E LLCAT Dodge’s 6.2-litre Hellcat V8 engine makes 717bhp before aftermarket tuners turn their attention to it. In the Charger, Dodge melds it to a four-door saloon platform, so you can scare the heck out of quite a lot of passengers for just $74,720 (£54,610).

FO RD M USTAN G S H E LBY GT500 Ford’s own superfast Mustang lacks RHD but does get a lot of grunt: 760bhp and 625lb ft. That’s small beer by the standards of the CS850, but it’s the authentic thing, if that matters to you. The V8 has 5.2 rather than 5.0 litres and the price is $72,900 (£53,270).

H E N N ESS E Y VE N O M 775 SU PE RCHARG E D F-150 Muscle isn’t for cars only. Ford’s F-150 truck has a 5.0-litre V8 with 400bhp, to which Hennessey adds 375bhp via a new supercharger, intercooler, engine management and throttle body. Torque climbs from 410lb ft to 685lb ft. Only 100 will be sold for $110,000 (£80,370).

Sutton gives Mustang DBA brakes, while ZL1 ships with Brembo items; both cars are easy to drift, thanks to huge power, rear-wheel drive and accurate and responsive steering 29 SEPTEMBER 2021 AUTOCAR.CO.UK 39

` It feels harder, louder and sharper – in short, old-school angrier a

Δ 6.2-litre V8 to which Gary has ported the supercharger, changed the pulleys to make it boost harder and changed the exhaust so it now makes 770bhp and more than 737lb ft. Those don’t sound like worldshattering alterations, do they? Get more explosive gases in, get more spent gases out and tweak some electronics. No changes to internals or metal. But I guess these are big, not-very-stressed engines in the first instance. In obtaining 847bhp from 5.0 litres, at less than 170bhp per litre, the CS850 still has a lower specific output than that of the Ferrari F8 Tributo (which has more than 180bhp per litre), and it does rev to 7500rpm, after all. We’ve got the muscle together not for a twin test in the conventional sense – metal versus metal – but merely to bask in the joy of what

you can have if you look for it and, if pushed, to ponder how, if you would and you could, just how you should. To the Mustang first, then, which I drive to our test track rendezvous. It feels wide on British roads, because it is, but it also gets suspension tweaks (to the springs, dampers and anti-roll bars) so loses much of the float and looseness of the standard Mustang and instead is keyed in, tied down. It’s firm but never harsh, because it has a big body and there’s still a degree of bump absorption. On the road, though, and especially on track, the Cliveness is really all about the drivetrain. It starts with a short-shifter for the six-speed manual gearbox, which tightens that up like the suspension changes tighten the chassis. Then at anything above idle, there’s the supercharger whine that dominates proceedings.

It sings away at all revs and positively cackles if you’re hard on the throttle, as urge tries – and often succeeds – to overwhelm the rear tyres. Nonetheless, the CS850 isn’t an entirely unrefined car in normal driving. It’s still a grand tourer for the very reasons that Ford badges Mustangs as GTs. The seats are broad and comfortable, the ergonomics are good and, while there’s always some engine drama happening, the lightly tickled interior, with its contrasting stitching, leather and Alcantara, is a chilled place from where to enjoy it. On track, meanwhile, the CS850 is a total giggle. Compared with the standard Mustang, it in some ways feels not unlike the Aston Martin Vantage F1 Edition: much pointier at the front, owing to the fact that both the front and rear ends are better tied down, and then, with the right

amount of power (you won’t need all of it), entirely capable of punting the tail wide for laughs. It generally adopts an easygoing stance – the steering is heavy but feelsome and the wheelbase is long – so can be slid and held with the rear tyres on fire. I didn’t drive Gary’s Camaro on the road, but I can tell you that it’s equally a riot on a circuit. The interior is probably more interesting than the Mustang’s while ergonomically its equal and comfortable, even without bespoke modifications. The ZL1 comes with a 10-speed automatic gearbox, rather than a stick shift, yet still the experience is dominated by a special-feeling drivetrain rather than the chassis. And while in the CS850 the noise is all supercharger whine, in the ZL1 it’s purely exhaust driven, despite

Look out for the charity Sporting Bears doing ‘dream rides’ at an event near you. Sporting Bears has raised £2.5 million over the years and Gary takes along his Camaro to please passengers.

Engines are a work of art just to look at; Camaro’s red eyes give it a devilish appearance 40 AUTOCAR.CO.UK 29 SEPTEMBER 2021

CAMARO ZL1 vs SUTTON MUSTANG MUSCLE CARS more boost. It feels harder, louder and sharper – in short, old-school angrier. Ditto the chassis, which over ridges and edges rides with shorter, sharper body movements than the CS850. It steers more lightly but also more pointedly: you turn, it goes. There’s no slack like in a normal grand tourer or muscle car: it’s all sports. There are two kinds of suspension available on the ZL1: standard magnetic dampers or fancy DSSV (dynamic suspensions spool valve) dampers from motorsport firm (and Ford GT manufacturer) Multimatic. Gary’s car has the magnetic dampers, which are said to be more

chilled than the DSSV ones, so heaven knows how tightly controlled the ZL1 feels with those, because it’s already pretty solid and responsive even with these. It’s a hardcore car. Likewise in terms of straight-line speed. With its automatic gearbox and a power output that starts with a mere seven, you might expect it to feel positively wimpish compared with the Mustang. Not a bit of it: they’re both sensationally, gigglingly, brilliantly fast, similar in thrills and pace but different in character. They come to the same end from different starting points, and both are undeniably muscle.

By doing things his own way, Gary has managed to save money compared with the more corporate route. He reckons that, all told, you can just take the dollar price for the car and components and, by the time they’re here, call it pounds. He has spent about £75,000 on his ZL1, compared with a “from £115,000” for the CS850. I’m not looking for a winner in this test. We don’t all have the time or energy that Gary does, but the method does appeal to me. It’s clear he has lavished a lot of time and love on his Camaro, getting it to look the way it does and feel the way it does.

Price Engine Power Torque Gearbox Kerb weight 0-62mph Top speed Economy

The CS850 feels less individual, which is a peculiar thing to say about a Mustang, given that they’re rare and special in the UK in the first instance, even before they get bespoke modifications and 850bhp. And it’s a very complete, very competent, well-rounded package: a proper product. If it were my choice, I could more easily imagine my car’s bonnet open, outside a big garage on a warm summer’s evening, with a bunch of my own tools resting on the wing with the golden-hour sun warming my face, happy if envious of warmer winters and wider open spaces. L

Clive Sutton CS850GT Ford Mustang

Gary Handa’s modified Chevrolet Camaro ZL1

£115,000 V8, 4951cc, supercharged, petrol 847bhp 665lb ft 6-spd manual 1720kg 3.5sec (est) 180mph (est) 20mpg (est)

£75,000 (est) V8, 6162cc, supercharged, petrol 770bhp 737lb ft 10-spd automatic 1760kg 3.5sec (est) 180mph (est) 20mpg (est)

29 SEPTEMBER 2021 AUTOCAR.CO.UK 41

ROAD TEST

SHUTTERSTOCK

No 10,007

Aston Martin DB5 Special version of impressive grand tourer commissioned for anonymous professional MODEL TESTED DB5 GOLDFINGER

42 AUTOCAR.CO.UK 29 SEPTEMBER 2021

ASTON MARTIN DB5 GOLDFINGER SPECIAL ROAD TEST ur recent road test of the Aston Martin DB5 (18 September 1964) confirmed that the newly launched British grand touring sports car offers a peerless combination of style and performance. The conclusion we reached in that test was that “this is a car that cries out to be driven, to be driven well and to be driven far. It is a car requiring skill and muscle – a man’s car – which challenges and satisfies and always excites.” We would not seek to revise that verdict in any substantial way. Yet we have recently had the opportunity to test a modified version of the DB5 – one that has been given a variety of customised options on behalf of somebody who was, we’re told, a “very demanding” client. All of these were surprising, some were positively dangerous and together they made this car an even more compelling proposition than the basic model.

DESIGN AND ENGINEERING The provisions of the Official Secrets Act prevent us from describing the specifics of this DB5’s use, but Aston Martin insiders told us its former keeper was a keen Bentley man who was initially reluctant to embrace new technology. The excitement of the car’s earlier life was borne out by some very interesting patina. The standout modification is undoubtedly that of the twin .303-calibre machine guns that have been mounted within the front wings, electromechanical actuation deploying the barrels from behind the lenses of the indicators when they’re armed. These aren’t precision weapons; they can’t be elevated or declined and can be aimed only by steering the car. But their ability to each fire up to 650

z Rotating triangular prism enables car to be registered in three nations at once

z Front indicators fold down to reveal barrels of .303-calibre machine guns

z Paranoid drivers will be pleased to find protection against rear-fired projectiles

z For reasons unclear, the bumpers are fitted with a special ramming function

rounds per minute more than makes up for their limited accuracy. This Aston Martin has also been given many defensive features. These include a smokescreen and a rear-mounted oil slick to discourage any pursuers, as well as a deployable bulletproof shield located behind the rear windscreen. There are also power-operated rams within the front and rear bumpers, although we suspect that, like us, this DB5’s former keeper struggled to find a use for these. The real highlight is the rotating three-sided numberplates, which allow the car to be legally taxed and registered in multiple jurisdictions at the same time. That would surely make more sense than

the scurrilous suggestion that the car could display counterfeit credentials.

INTERIOR This special DB5’s interior is finished to the same sumptuous standard as that of the standard car, its specification including the pioneering fitment of what Aston Martin calls electric windows. These employ 12V motors hidden within the doors for their operation in place of traditional hand cranks, these being controlled by switches on the dashboard. We struggle to see the point of such a complex answer to an unasked question. In addition to the futuristic power-operated glazing, a host of ◊

Bespoke DB5 proved a blinking nuisance 29 SEPTEMBER 2021 AUTOCAR.CO.UK 43

Δ cutting-edge features have been added to this DB5. The centre of the dashboard contains a circular cathode-ray screen that acts as a simulated map, this capable of reporting the position of another vehicle that has been fitted with a compact tracing device. Such technology is certainly impressive and could perhaps ultimately be developed to offer inattentive drivers a visual representation of their immediate environment or even routing instructions. The radio-telephone that has been incorporated into the pocket of the driver’s door is even more advanced to modern eyes, offering the spaceage possibility of communication on the move. In addition to this, a compact console between the front seats with a pop-open lid contains

the controls for most of the car’s additional features – although not, as we discovered later, quite all of them.

PERFORMANCE Aston Martin’s straight-six engine, fed by triple carburettors, has already proved itself to be one of the most effective high-performance powerplants in the world, giving the DB5 the ability to travel at the speeds permitted by our growing motorway network. A speed of 140mph can be achieved and maintained in perfect safety, beyond the need to take account of the surprised and frequently sluggish reactions of those road users unable to achieve such lofty velocities. Yet we were unable to confirm the ability of this special car to match that achievement, and we suspect

that the additional mass added by the non-standard gadgetry has had an adverse effect on its straight-line performance. We’re sad to report that during testing, the car struggled to pull away from a pack of 63bhp Mercedes-Benz 180 saloons.

H A N D L I N G A N D S TA B I L I T Y The DB5’s sure-footed roadholding was evident during our testing of the original model, helped in large part by the substantial dimensions of its Avon cross-ply tyres (their 670 width equivalent to a metric size of 185), these mounting to monstrous 15in wheels. This special car also features what are described as tyre-shredders: rotating blades that extend outwards from the hubs, which seem to us somewhat unsporting in the sneakiness of their lethal purpose.

This specially commissioned DB5 grips as hard and turns as keenly as its standard sister, its steering rack sharing the same sprightly ratio of four and a half turns between its lock stops and with an advanced disc-brake system on each axle providing assured retardation. We did encounter one unpleasant surprise during performance testing, discovering that the red button integrated into the top of the gear selector is not, as we initially thought, for an additional overdrive. Curiously, it instead activates what can only be described as an ejector seat, which throws the occupant of the front passenger seat clear of the car. For what purpose we can only imagine. Fortunately, our junior road tester is expected to make a full recovery. MIKE DUFF

z Beware: this button is more MartinBaker than Laycock-de Normanville

z Additional controls are located discreetly atop the transmission tunnel

SHUTTERSTOCK

Fast forward to 2021… While earlier Aston Martin Continuation cars were designed to be almost exact copies of the hallowed originals, the DB5 Goldfinger Continuation threw up a much greater challenge. The gadgets that made the original film car famous were theatrical props that needed to work only once; those fitted to the Continuation had to be able to operate repeatedly. They would also need to be non-lethal. Gaydon’s lawyers were apparently very insistent on that point. There’s an almost full set of gadgets, created under the supervision of Chris Corbould, an Oscar-winning specialeffects designer who has worked on no fewer than 15 James Bond films, including No Time to Die. They include machine guns, rotating numberplates, on-board radar, a bulletproof rear screen, an oil slick and a smokescreen, plus the front and rear bumper rams,

44 AUTOCAR.CO.UK 29 SEPTEMBER 2021

which were referenced but not used in 1964’s Goldfinger film. The original film car used blankfiring guns, which were an impractical solution for the Continuation, because they would be too loud and indeed illegal in many territories. Instead, its barrels simulate fire with ultrabright LEDs and a motorised recoil action, accompanied by a loudspeaker soundtrack that’s much more subdued than real gunfire. For similar reasons,

the oil slick actually fires water and the tyre-slashers come in a display case and can’t actually be fitted to the car. And although the asymmetric sunroof aperture is present, the Continuation doesn’t feature an ejector seat. Disappointingly, pressing the red button beneath the gearlever’s folding flap doesn’t do anything; some passenger-startling under-seat vibration would have been a nice touch. Aston provides a remote control box

to allow owners to have a better view of the operation of the various gadgets. The machine guns are definitely more impressive when viewed from outside; there’s a definite frisson of excitement as the indicator lenses fold down and the barrels appear. The glycol-mix smokescreen also creates a billowing cloud that, without wind, can quickly hide the car. But the novelty of the simulated gadgets soon fades. Like most noisy toys, you don’t want to play with it for too long at a sitting. Which is where the greater appeal of having a factory-fresh DB5 takes over. Aston has diligently added the proviso that the Goldfinger isn’t road legal to every official announcement, but the fact the company’s demonstrator was road registered shows how easily that legislative hurdle can be cleared (in the UK, at least) through an IVA test.

ASTON MARTIN DB5 GOLDFINGER SPECIAL ROAD TEST New film’s fake DB5s For No Time to Die, Aston Martin went to the considerable trouble and expense of creating a DB5 lookalike for the spectacular action and chase sequences. These used steel chassis fitted with carbonfibre bodywork, and although Aston hasn’t confirmed the engine’s origins, they clearly had E46 BMW M3 straight sixes when we visited the set in Italy in 2019. With 340bhp and weighing around 1250kg, they had around twice the power-to-weight ratio of the original DB5. Much of the stunt driving was done by former rally star Mark Higgins. While the body doubles were used for the action, most of the close-ups were of original DB5s. See if you can spot the difference.

Easy to dismiss as juvenile but truly entertaining. A man’s man’s car hile some of the additional features of this very special DB5 might seem like childish distractions, it’s clear that the car was created to accomplish a very special mission – one attested to by discoloration from what appeared to be gold paint. Also, more confusingly, we found a trove of Slazenger No 1 golf balls. The standard DB5 is truly special, but we suspect that future buyers will all wish their cars could feature similar enhancements to this one. Our only substantive complaint is with the car’s Fern Green paintwork; we struggle to see such a drab hue catching on. While this car hasn’t caused us to substantially revise the conclusion we reached in our earlier DB5 road test, its impressive arsenal has given cause to amend it slightly. Because this is a man’s man’s car: one that savages, chastises and frequently bites.

Driving the prototype through Middle England felt every bit as special as you would expect it to, although Aston had inhibited the Bond equipment for our test, which stopped us subjecting Great Missenden to a simulated shoot-up. The world has moved on considerably since our original DB5 road test in 1964, and even a factory-fresh DB5 no longer feels particularly fast or wieldy. The Continuation has been given a slightly uprated 4.0-litre version of the original car’s straight-six engine. This makes a claimed 290bhp, but the claimed torque peak of 288lb ft is much more important for the DB5’s sense of relaxed muscularity. Under gentle throttle openings, the throaty noise made by the triple SU carburettors is particularly enticing. But beyond the modern technology behind the gadgets, this isn’t a

restomod , so there are no anachronistic modifications or enhancements. Dynamically, it’s soon obvious why Aston went to the considerable trouble of creating a new stunt-spec DB5 replica for filming 007’s latest outing (see above right). The Continuation’s slow, heavy steering and the limited grip of its Avon Turbospeed cross-ply tyres give no encouragement to push harder. Nor does the suspension, which manages to feel too hard over smaller imperfections yet too soft when dealing with bigger ones. Nor, for that matter, does the car’s £3.3 million price tag. Yet however preposterous the DB5 Goldfinger Continuation might seem, spending time with it triggers an almost visceral desire to possess one – and Aston says it hasn’t reached its limit of 25 cars yet. This is James Bond’s car, and it doesn’t get cooler than that.

29 SEPTEMBER 2021 AUTOCAR.CO.UK 45

WHAT IN THE LIVING DAYLIGHTS…

RE NAU LT 11

A V I E W TO A K I LL , 1985

A car so inherently dull they had to chop it in half and send it skittering around Paris just to liven up the scene. The only real entertainment it provides is seeing just how unlike Roger Moore the stuntman looks when the roof gets chopped off. This was the absolute nadir of the Bond oeuvre, when even the director appears to have lost all interest. It shows.

…were they thinking? Andrew Frankel picks the worst cars that 007 ever drove

BMW Z3 G O LD E N E Y E , 1995 SU N B E AM ALPI N E

D R N O, 1962

In the first book, Bond drove a 1933 supercharged ‘Blower’ Bentley. (Fleming got his date wrong. The car ceased production in 1930.) In the first film? A Sunbeam Alpine. Not a bad car, but some distance from what you’d want to introduce the world’s least secret agent to the silver screen. An E-Type Jaguar – powerful, handsome and just a little rough around the edges – would have been far more appropriate.

Product placement is as much a part of Bond as dry martinis, Walther PPKs and Q-branch, but parachuting 007 into this dull and slow roadster was just plain cynical. There are plenty worse cars on this list, but he arrived at them incidentally: they were not the big ‘This is what James Bond chooses to drive’ statement. The Z3 was. After six years off the screen, it was the only bum moment in an otherwise cracking Bond caper. No wonder it was barely used.

LU NAR BUGGY

ASTON MARTIN VANQUISH D I E A N OTH E R DAY, 2002

This could have been in the top 10 until the producers decided it could become invisible. The resulting Aston Martin ‘Vanish’ was Bond’s ‘Fonzie jumps the shark’ moment, after which I couldn’t take him, his car or anything he did in it seriously again for the rest of what was already an entirely rubbish film.

46 AUTOCAR.CO.UK 29 SEPTEMBER 2021

D IA M O N DS A R E FO R E V E R , 1971

As a kid, I used to think this was quite cool, but looking at it again recently, it just looks like what it is: a prop for a film – and the fact that Bond escapes in it after having apparently discovered NASA trying to fake the moon landings stretched the willing suspension of disbelief way past breaking point.

10 WORST BOND CARS AMC HORN ET TH E MAN WITH TH E G O LD E N G U N , 1974

A dreadful car in a dreadful film. Even if it had had the biggest, baddest engine available at the time, it would still have had only 175bhp, a 5.9-litre V8 with less power than a 1.6-litre Ford Fiesta ST. The bridge jump stunt was quite cool, done with no camera tricks and in a single take. Otherwise, risible.

BMW 750iL TO M O R ROW N E V E R D I E S , 1997 Another that’s not a bad car, just a poor choice of transport for 007 – not least because in its key scene, he’s not even in the driving seat. First, a massproduced executive express is not in any way Bondian. Second, having him control it remotely by joystick puts a barrier between man and machine that

may add novelty value but kills the sense of action stone dead.

BEST OF THE BADDIES’ CARS

CITROE N 2CV

FO R YO U R E Y E S O N LY, 1981

Offered here under protest, because anyone who’s driven a 2CV will know it’s actually probably the best car Bond ever drove. But ever since someone described them as upturned corrugated prams, there has been this notion that a 2CV is what you bought when you couldn’t afford anything else. But even I can see that they do not make ideal getaway cars.

It’s not just Bond who got to drive cool stuff. Who can forget Goldfinger’s Rolls-Royce Phantom III, Blofeld’s Mercedes-Benz 600 (On Her Majesty’s), Sanchez’s Maserati Quattroporte in Licence to Kill, or the improbably named Xenia Onatopp’s Ferrari F355 in Goldeneye? But there’s only one I really wish I’d driven: the Jaguar C-X75 in 2015’s Spectre. Best of all, out went the electric motors of the concept car, replaced by a bloody great V8 located in a spaceframe chassis designed on World Rally Car principles. Oh to have been the stuntman who got to spend a few weeks on location playing with that.

LEYL AN D SH E RPA VAN TH E S PY W H O LOV E D M E , 1977

It is possible I have lost my objectivity here after years of being dragged to school sports events in the back of one of these appalling machines, but at the time, I also used to help out doing deliveries in a Transit and even then I can remember thinking how wildly superior was the Ford. This Sherpa died in the desert, the best place for it.

FORD MONDEO CA S I N O ROYA LE , 2006

It’s just such a bland, middle-of-the-road choice, even if it is clearly a hire car. Can you imagine the conversation at the Avis desk in Montenegro airport? “An Aston Martin? I can do better than that, Mr Bond. Here’s a new car from the company that actually owns Aston Martin, you lucky man…”

29 SEPTEMBER 2021 AUTOCAR.CO.UK 47

HOT OFF THE PRESS

A thriving engineering ﬁrm is using rescued tooling and historic paperwork to help keep Britain’s classic car industry on its wheels. Steve Cropley pays them a visit PHOTOGRAPHY JOHN BRADSHAW

e’re standing in a surreal setting on the outskirts of Warwick, a football pitch-size compound filled on all sides with huge metal blocks piled to twice head height, most streaked with rust acquired from a life in the great British outdoors. Each block has some sort of serial number on its side. Mostly the hieroglyphics are unintelligible, but a few carry the great names of British motoring: Jaguar, Rover, MG, Triumph. These are press tools from the past, used for making body panels back in the day, often employed again today by a unique company, British Motor Heritage (BMH), to make them again. Such a

48 AUTOCAR.CO.UK 29 SEPTEMBER 2021

collection of weird shapes may not look much like a treasure trove, but that’s what this is. It’s still early morning, so cars behind us in the street Taylor and Payne are reviving British clas sics swish past as workers from adjacent businesses arrive for the day. A familiar exhaust rasp gets our attention as an MGB, a This collection has been decent-looking red roadster, parks in amassed over many years by BMH, a space across the road. The routine saved from the defunct factories all event has a particular poignancy: over England and vital nowadays this 50-year-old sports car was so for keeping British classics on the rust-prone from new that it must road. Our guides to the collection are by now have needed comprehensive BMH’s recently appointed managing repairs to retain its health, and director, Graham Payne, and surrounding us are the very press Iain Taylor, general manager of tools likely to have produced this its Warwick-based panel-pressing car’s repair parts – or perhaps its partner, Taylor Pressform. all-new body. The irony is compelling. Between them, the two companies

make the body bits that keep MGBs and MGFs, Triumph TR4s, 5s and 6s, Triumph GT6s and Stags, Morris Minors, all kinds of original-shape Minis and classic Range Rovers on the road. To cap all that, every week they make two or three complete new Jaguar E-Type bonnet assemblies, a complex, hand-finished structure that runs to 80-odd separate parts. Today, we’re on a tour with two parts. BMH’s headquarters are in Witney, Oxfordshire, but Payne has suggested we start at Warwick to see the tools and to watch Taylor Pressform make some parts in real time, from original tools. Our other mission is to view the extraordinary

BRITISH MOTOR HERITAGE INSIGHT

Vast document archive is a museum-piece collection of British motoring heritage array of historic plans, drawings, blueprints and documents BMH has inherited during its 45-year journey and which it is just beginning to digitise and organise. Then we’ll go to the main manufacturing plant at Witney to see more stuff being made. It’s my idea of a great day out. The document cache is mindblowing – and daunting in size. These papers, some a century old, have spent much of their recent years in four 40ft containers. Payne leads us past the steel mountains to what looks like an ex-MoD building at the back of the site, opens a heavily padlocked door and lets us inside. The place is packed almost to the roof with files, cabinets and drawers, bulging with documents that surely tell a new tale of the British car industry’s heyday. Payne estimates there are one million pieces waiting to be revealed, and he has begun a slow and steady campaign back at Witney to organise them all. They’re

homing in on sheet number 18,000, and many are buried treasure. Payne guides us proudly to an extraordinary find, a plan of Rover’s Solihull factory site that is so early it reveals details of workshops used for automotive jet engine research before the end of the 1940s. As well as viewing these remarkable documents, we’re here for another purpose: to witness the reorganisation and expansion of BMH’s business, led by a continuing strong demand for parts from agents around the world and from revitalised hands-on car repairers. Covid lockdown has created demand in two ways: by encouraging people to complete restoration projects they’ve been working on for years, and by feeding nostalgia for the ‘good old days’. Payne has an extensive career history in old car parts, having been chief operating officer at Rimmer Brothers and also citing previous ◊

Huge stacks of rescued pressing tools have a new lease of life at BMH

` The document cache is mind-blowing. Some are a century old a

29 SEPTEMBER 2021 AUTOCAR.CO.UK 49

tion Lockdowns have inspired return to restora

projects

Accessories such as wipers are still made in Witney

` We get orders from people wanting to finish projects they began 20 years ago a

Many of BMH’s staff are highly skilled craftsmen

Collection of artefacts includes historic blueprints Δ stints at Bearmach and Unipart as well as a previous term as sales and marketing director at BMH. He was instrumental in setting up the original Jaguar Land Rover Classic Parts division, too. Since taking the helm at BMH 10 months ago, Payne has upgraded the websites and IT systems, started making new products, set up the document digitisation project and reorganised many procedures, including communications with his 60-odd Heritage Approved parts specialists. He has also revised BMH’s Tex-branded “wipers and mirrors” business and acquired trim maker Concours Carpets, whose assets include 800 carpet patterns for classic British cars. “Our big problem at present is a

50 AUTOCAR.CO.UK 29 SEPTEMBER 2021

chronic steel shortage,” says Payne. “Material costs are very high, in some cases three times what we were paying pre-Covid. Another issue is the need to rethink our logistics: in many cases we’ll have a demand for 50 parts a year, made with tools built to make 500 parts a week. A minimum at Taylor’s is often 100, so we need to be clever about storing both tools and parts.” Over at Witney, an hour away if you’re lucky with the traffic, things are thriving. Today, they’re doing Mini bits parts and E-Type bonnets. Fronted by offices and a nice boardroom, BMH is really a metalshaper’s paradise, full of the sounds and smells of creative industry, with plenty of screens to spare eyes from welding sparks and flash. Lots of

UK’s classic car scene is in rude health. BMH is reaping the benefits

BRITISH MOTOR HERITAGE INSIGHT CLASSIC CARS’ FUTURE What’s ahead for classic cars? Is their future bright? BMH boss Graham Payne is extremely positive about it, negating popular predictions that interest in MGB-era classics will wane as the world’s baby boomers drop off the perch. There’s simply no sign of a decline, he says. “Our statistics tell us that the biggest age group for restorers is 45 to 54 years old,” adds Payne. “They’re not all old men in sheds. Our traditional business, Midgets and MGBs, is strong, but we’ve also been boosted by demand for Mini parts, and there’s absolutely no sign of that declining. The reverse, if anything. Rimmer Brothers, where I used to work, are also talking about year-on-year increases in demand.” Another new source of demand, explains Payne, comes from the growing number of remanufactured classics (every David Brown Remastered Mini starts with a BMH body shell) and from the fast-growing business in electrified classics – electric MGBs and others. Payne anticipates good growth for future demand. So bright is the future, in fact, that BMH is having to future-proof itself. “Classic car demand will change,” he says, “but it’s not going away.”

Hundreds of classic car carpet patterns are available

Plan of Rover’s Solihull plant dates back to the 1940s what they do is hand-finished; some of the country’s most skilled artisans work here – and to judge by the happy demeanour of the people we meet, they are proud to do so. Complete bodies tend to be made in batches, 20 to 30 Million-document collection is being digi tised cars at a time, usually twice a year. Demand is reliable, says Payne. Suppliers book spaces in the next batch of bodies, we haven’t stopped – it’s not as if which means the pieces are all sold you can take your work home in our at manufacturing time. That makes business – and the worldwide market this a nice business – as long as you has been consistently strong.” can get the steel. BMH is well into its fifth decade, “The biggest market demand right having been founded as a division of now is for repair panels,” says Payne. BL in either 1975 or 1979, depending “We’re getting lots of orders from on who you ask. For a while it was people who want to finish projects viewed as a profit-earning arm of they began 20 years ago. Since Covid, the British Motor Industry Heritage

Trust, now the British Motor Museum at Gaydon, but that link was severed long ago. BMW also owned BMH for a while but stepped away in 2001. One name that comes up is that of David Bishop, who led BMH into the 2010s but whose greatest contribution was his penchant for combing defunct UK manufacturing plants for discarded tooling that he knew would come in handy again. Many of his treasures reside in that compound in Warwick with the MGB parked outside. What of BMH’s future? Payne says he has no specific production targets because demand is relatively reliable and predictable. BMH has an annual turnover of £5 million and since

1991 has made countless thousands of repair panels plus precisely 6274 complete bodies, a total that includes 2009 for the three-year MGR V8 production programme. So far they have made 1717 ‘other’ MGBs, 1177 Midgets and 865 Minis. Payne expects volume and demand to continue at current levels, along with around 120 E-Type bonnets a year. “We’re concentrating on greater efficiency,” he says. “We want to put what we do onto a secure basis with our top 50 products available off the shelf, with our specialists in closer touch and with our bills of materials in a nice, secure database. At present, so much knowledge lives in the heads of dedicated employees who’ve been here up to 36 years. That’s great for now, but they can’t go on forever.” L

29 SEPTEMBER 2021 AUTOCAR.CO.UK 51

Six pages of news, insight and opinion from the world of motor racing

M OTO R S P O RT

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

Damon Hill and Jackie Stewart watched #722’s last lap

REMEMBERING MOSS AND #722 Mercedes has retired Stirling’s greatest car after final run at Revival lliot Moss looks a size or two larger than his famously trim old man, but the resemblance to Sir Stirling was uncanny as he stood arm in arm with Sir Jackie Stewart and Damon Hill on the grid at Goodwood. They were gathered earlier this month in front of a stunning and large collection of Moss-related cars to pay an emotional tribute to Stirling at the first Revival to take place since his death aged 90 last year – although he was surely there in spirit. Ahead of them all sat the glorious Mercedes-Benz 300 SLR, its number 722 bold in red across its nose confirming that here for one last time was the most important (and surely most valuable) historic racing car in the world. For it was in #722 that Moss and his navigator – short, bearded, bespectacled journalist Denis Jenkinson – conquered the 1955 Mille Miglia in a little over 10 hours, at an average speed just a shade under 100mph. Counting

up the landmark Moss performances in Formula 1, sports cars and beyond would be the work of many pages, but for many people (this writer included), that win, captured so colourfully by Jenks’ famous report for Motor Sport, is the beacon for his status as the greatest. SILENT IN RETIREMENT

There had been talk that Sir Lewis Hamilton would be on hand to drive #722 at Goodwood, and as wonderful as that would have been, it was better that the seventime Mercedes-powered world champion stayed away. Hamilton’s star power would most likely have taken some of the shine away from the car, and instead it was far more fitting that mechanic Gert Straub took the wheel. He may not be a household

name, but Straub has served Mercedes for 47 years and for most of them has carefully tended to this most famous of racing cars. At Goodwood, he drove it one last time with Stirling’s beloved wife, Lady Susie, sat beside him for a tear-stained goodbye to a wonderful car and an even more wonderful man. The next day, Straub too entered the world of retirement. But what a shame that Mercedes is choosing to mothball #722 in its Stuttgart museum for now and forever after. Its rasping straight eight will be silent and never tingle another eardrum, because the car has been judged too valuable to be risked as a moving museum piece. Yes, it’s very special – but that’s exactly why it needs to be preserved as a living specimen,

They don’t make them like ‘Mr Motor Racing’ any more – largely because it’s impossible a

rather than a fossil, so that new generations can fully understand why it matters so much and why Moss making the best of it over 1000 miles around Italy all those years ago was so magical. It won’t be anywhere near as potent sitting silent in a museum forever after. A R AY O F S U N B E A M

Propping up the back of the Moss parade was a humble saloon that at first glance might have been overlooked among such spectacular company. But for those who knew (and there were plenty of them at Goodwood), the Sunbeam Talbot 90 2A absolutely held its own as a delightful representation of Stirling’s wonderfully diverse driving career. In this little Sunbeam, registered late in 1952, Moss returned to the Monte Carlo Rally in January 1953 for a second consecutive crack at what was then one of the ‘majors’ of the motorsport season. He had finished a remarkable second in a similar car in 1952 and this time managed sixth, joined

MOTORSPORT

N E WS R O U N D - U P Lizzie Dudley, Alfie Westlake and James Gwilliam made podium

Smith was privileged to display Moss’s Monte Carlo Rally Sunbeam section, Moss “collapsed from nervous strain and couldn’t stop shaking”, having driven for “24 hours solid”. In later years, he even admitted that he had burst into tears. Not even the Mille Miglia or his famous wins at the Nürburgring and Monaco made him cry (heaven forfend). But as he always did when he slid behind a steering wheel, Moss had given his all – and earned what is perhaps his least heralded major achievement. They don’t make them like ‘Mr Motor Racing’ any more – largely because it’s impossible. SPOT THE SLIDE

One last thought from the Revival: there’s nowhere better to watch the art of tailout driving than Madgwick corner during the St Mary’s Trophy saloon races or at the chicane during the Sussex Trophy 1950s sports racer bash that closed Saturday’s action. James Cottingham in the Tojeiro Jaguar and Sam Hancock in the Ferrari 246S Dino, take a bow. As for Michael Dunlop and his antics on a 1967 MV Agusta 500cc in the Barry Sheene Memorial Trophy, let’s just say it’s remarkable that he can even swing a leg over a motorcycle given the apparent size of his, um, commitment. Nineteen Isle of Man TT wins and counting? No wonder.

James Cottingham and Harvey Stanley won the Moss Memorial Trophy

Dudley is new hillclimb star

Undulating Bathurst in New South Wales is a fan favourite

Lizzie Dudley has won the inaugural Autocar-Shelsley Walsh Young Drivers’ Championship, the 19-yearold from Cambridge having claimed four outright wins from the six events. Alfie Westlake was runner-up. The series, open to 19- to 22-yearolds driving 1.2-litre Vauxhall Corsas, is set to expand to Prescott and Loton Park when it returns next year.

Colin is king of Croft Infiniti Q50 racer Aiden Moffat and MB Motorsport Ford Focus man Jake Hill claimed their first British Touring Car Championship wins of the season at Croft recently. Four-time champion Colin Turkington won the finale – remarkably, his 13th BTCC win at the Yorkshire circuit.

Kubica crowned Euro Le Mans champion Team WFT crew Robert Kubica, Yifei Ye and Louis Delétraz sealed the European Le Mans Series championship with a round to spare after victory in the four-hour race at SpaFrancorchamps recently. The trio – who missed out on the Le Mans 24 Hours LMP2 class win due to a mechanical issue on the final lap – were helped after several rivals were caught up in a first-lap incident.

while a tough weekend for Audi’s Kelvin van der Linde helped Ferrari driver Liam Lawson take the points lead.

Indycar announces 17-race schedule The 2022 Indycar Series will start in St Petersburg, Florida, in February. The 17race calendar features seven road courses, five oval races and five street circuits – one of which is in Toronto, Canada, which returns to the schedule after being absent since 2019 due to the pandemic.

Bumper Bathurst to end Supercars season The 2021 Australian Supercars season will end with a six-day Super Bathurst event at the famous track in December. The event will encompass both the Bathurst 1000 race and the Bathurst International meeting. Supercars bosses are currently trying to rework the end of the season after several races were cancelled due to Covid-19-induced lockdowns. Holden Commodore racer Shane van Gisbergen holds a healthy points lead.

Kubica, Delétraz and Ye’s Oreca won for Belgian Team WRT

Lawson moves into DTM points lead BMW’s Marco Wittmann and Mercedes-AMG’s Lucas Auer claimed their first DTM wins of the season at Assen recently,

ROLEX

once again by Desmond Scannell from the British Racing Drivers’ Club and journalist John Cooper from The Autocar. And it’s that tenuous link through the decades that led me to be invited to drive the very same Sunbeam in the Moss parade this month. It was a privilege and an honour that words struggle to express. The reminder of Moss’s Monte exploits highlights why he stands out and always will. Not only did he take on such challenges but he also gave them his full attention and therefore tended to achieve wonders. Beyond the Monte, he also took on the Alpine Rally three times in succession between 1952 and 1954, across 31 of Europe’s highest peaks, each time over six gruelling days. Given that this was a summer event, run in July, it must have been fantastic preparation for racing in the British Grand Prix. What do you reckon, Lewis? Each time on the Alpine, Moss finished clean (without penalty) and he became only the second driver to earn a Coupe des Alpes – a little gold cup that stood for a great deal more than its humble appearance. On his last Alpine, the conditions were appalling, despite the time of year, and so was the strain on the frazzled driver. According to his diaries, over one final

29 SEPTEMBER 2021 AUTOCAR.CO.UK 53

BEHIND THE SCENES

Sprint qualifying played key role in McLaren’s shock win at Monza

A new formula for qualifying Is there a more entertaining but also fair way to set starting grids?

hat’s the best way to set the grid for a race? It’s a question that several series are grappling with at present and cuts to the heart of the debate over whether motorsport is a sporting contest or entertainment product. In Formula 1, there’s much discussion about the new sprint qualifying races, and it’s a talking point in Formula E, which uses a heavily criticised multi-session format that handicaps the front-runners by forcing them into action when track conditions are least favourable. There’s an unresolvable tension to qualifying, especially amid demands that sessions make compelling viewing. Putting the fastest driver

GETTY IMAGES

HOW IT WORKS

at the front is the best way to reward performance but generally comes at the expense of entertainment during the race: imagine giving the fastest qualifier for the Olympic 100m final a head start. But what are the alternatives? You could scrap qualifying entirely. In grand prix racing’s early days, grids were drawn at random. It wasn’t until 1933 that the grid was first set by lap times in practice. A lottery would be democratic but unfair: imagine if two drivers were locked in a title battle at the season finale, then one was drawn on pole, the other 20th. What about the system that Nascar has adopted since the start of the pandemic? At all but a handful of key races, the grid is set by a formula that

Car numbers in Formula 1

Did you know that a Formula 1 driver’s race number must be “clearly visible from the front of the car” and on his helmet? It says so in the sporting regulations. What’s the point of the latter requirement, given that the halo safety bars block our view (while of course serving a vital purpose)? Since 2014, F1 drivers’ numbers have been permanently allocated via ballot, meaning they can choose one that has some personal meaning. The idea was influenced by MotoGP legend Valentino Rossi, for whom #46 is a trademark. The rules state that “a driver’s career in F1 will be deemed to have ended if he does not participate in an event for two entire consecutive championships”. Kimi Räikkönen will retire at the end of this season, which means his number seven (lucky for some, especially Barry Sheene, but picked by Räikkönen simply because it was the number he had the season before) will become available in 2024. Any takers?

54 AUTOCAR.CO.UK 29 SEPTEMBER 2021

incorporates championship positions, results and lap times from the previous race. While it means the in-form drivers tend to start near the front, the lack of practice means there’s often early shuffling. But then qualifying is a key TV event, which is important for teams, sponsors and broadcasters… Frankly, I don’t think there’s much wrong with F1’s current system, except for the bodged ways F1 bosses have tried to mix up the starting order through the liberal use of grid penalties for incidents or part changes. It’s stupid when the starting grid so often differs from the qualifying order due simply to some tedious penalties. Ultimately, if F1 bosses are set on changing the formula, they need to fully embrace

it. Sprint qualifying isn’t a bad idea, not least because it creates an extra TV event with Friday evening qualifying. But it’s hamstrung by only having a handful of points on offer, in a move to appease traditionalists. Drivers have more to lose than gain, with little incentive to try risky moves. If the sprint winner were given 10 points, rather than three, I suspect we would see more action. Would that detract from the grand prix? Perhaps, but I doubt those gunning for a win would battle any less fiercely. They’re racing drivers, after all. So what is the best way to set the starting grid for a race? I would be fascinated to hear your thoughts. JAMES ATTWOOD

MOTORSPORT GREATS ROMAIN DUMAS

Winner of the Le Mans 24 Hours, Spa 24 Hours, Nürburgring 24 Hours and Sebring 12 Hours, outright record holder at Pikes Peak and the Goodwood Festival of Speed, EV lap record holder at the Nürburgring and 2021 St Mary’s Trophy winner in a Ford Thunderbird, Romain Dumas is the sort of driver Sir Stirling Moss would appreciate, because he’s had a go (and been quick) in just about everything. The 43-year-old Frenchman has also scored a World Rally Championship point and is a veteran of four Dakar Rallies. In fact, he credited his off-road experience as the key to manhandling the wayward and hefty saloon on his Revival debut. He also came second in the all-Mini John Whitmore Trophy and took pole position for the RAC TT Celebration in an AC Cobra, losing victory only because of a time penalty for a driver-change infringement.

MOTORSPORT Haas is the first US-registered constructor to compete in F1 since the entirely unrelated Haas Lola, which was run by Indycar team owner Carl Haas with little success in 1985 and 1986.

Motorsport veteran Guenther Steiner has led Haas since day one

Down but most definitely not out uenther Steiner has had the toughest job of any Formula 1 team principal this year. His Haas squad has the slowest car and at the time of writing is rooted to the bottom of the constructors’ championship with zero points, which in most seasons would represent unmitigated disaster. But this is no ordinary campaign for Haas, which effectively gave up on 2021 to focus on next year’s dramatically overhauled technical regulations. “Transitional,” interjects Steiner in his distinctive Tyrolean accent, which has been made famous by his cult role in Netflix’s documentary series Drive to Survive. It adds up to the same thing and, counterintuitively for such a competitive sport, is absolutely the right move. The eruption of the pandemic early last year created a unique set of conditions that Haas reacted to pragmatically, initially suspending development of its 2020 car

amid uncertainty about what income could be expected that year with the F1 season indefinitely suspended. The team then committed to making the bare minimum of changes to that machine to meet the lightly modified regulations for 2021. “It’s the only decision that made sense, because if

we had started to spend money on this car, we would have made little progress and compromised the future,” says Steiner. “The car was pretty bad in 2019, and in 2020 we didn’t develop because the coronavirus came, the regulations changed a little bit and we weren’t fully staffed any more, so the wind-tunnel work was non-existent. “So not only would we have made little progress with this year’s car, but also we would have compromised the future. And the future isn’t one year: it’s five years at least with the new regulations. So this was the only way that made sense. Obviously, if we had billions to spend, it would be a different story – but we couldn’t spend it anyway, because of the budget cap. So I stand behind the decision.” This isn’t defeatism, especially for a team in Haas’s position. It’s an ability to recognise reality that allowed Gene Haas, boss of machine-tool manufacturing behemoth Haas Automation ◊

29 SEPTEMBER 2021 AUTOCAR.CO.UK 55

HAAS / LAT

Haas may be rooted to the back of the Formula 1 grid, but its future is looking brighter than ever, as team principal Guenther Steiner explains to Edd Straw

` If you’re last, that doesn’t make you stupid. We just need to put the right effort in and we will come back a

Δ and co-owner of the Stewart-Haas Racing Nascar squad, to create the most successful startup team in F1 in almost a quarter of a century when it joined the grid in 2016. Steiner, who got to know Haas having been dispatched to the US by Red Bull to run its Nascar programme, came up with a workable model for the team that still leans heavily on Ferrari after it became clear that the initial idea of running a fullblown customer car was a regulatory impossibility. Several key elements of an F1 car must be designed by each team. These are the so-called ‘listed parts’, which include the monocoque, the front impact structure, the roll structures and, crucially, the bodywork. That latter point includes all the aerodynamic surfaces, which are crucial to the performance of the car. Everything else – thousands of parts – can be supplied by a rival. Haas’s deal therefore means that much of its car is made with latest-specification Ferrari parts – albeit not the ones that have the biggest impact on performance. Ferrari also provides use of its Maranello wind tunnel, with Dallara engaged to produce the parts that Haas needs to build. That structure has taken another step this year with the creation of a Haas building at Maranello,

56 AUTOCAR.CO.UK 29 SEPTEMBER 2021

…and Nikita Mazepin, who br ought a title sponsor che Haas is running F2 champion Mick Schuma

r…

headed by technical director Simone Resta and a number of other ex-Haas employees. Haas is now doing a little more of its own design work as a result, but Dallara still provides support on design, aerodynamic work and wind-tunnel operation. So far from being a team that’s fading to nothing at the back, it’s very much one entering a new era. “People always think that because you’re last, you’re bankrupt, you will never come back, you’re going out of business,” says Steiner. “It isn’t like that. If you’re last, that doesn’t make you stupid. We’ve had very good seasons and a lot of the

people are the same still, so we just need to put the right effort into what we’re doing and we will come back. “How strongly? I don’t know. If we aren’t fifth next year, I won’t be disappointed. But we want to at least be in the fight in the midfield. That’s where we want to be, and I think we have a good chance with all the changes that are coming.” “Changes” refers first to the cost cap, which, with some exemptions, such as driver pay, limits F1 teams’ spending. The baseline for this figure is $145 million (£106m) this year and drops to $140m (£102m) in 2022, while the commercial agreements that bind the teams, F1 and the FIA are now more equitable in terms of the way the teams

MOTORSPORT FOR HAAS, THE O N LY WAY I S U P

split their share. Gene Haas himself is on record as questioning the business model previously, but this is a more sustainable version. “Absolutely, and therefore we’re still here,” replies Steiner when asked if this model works. “Before the budget cap, teams could spend any money they wanted, but that’s not possible any more. That’s one of the reasons why we’re still around, because if it would have been like in 2019 and 2020 for us, there would have been no point. “For the future, we’re in a very good place. We just need now to get ourselves back in the position we want to be, or where we should be, and fight. The other nine teams are trying to do the same, but we just need to do a good job and show that we belong here.” It’s an upbeat prognosis, and Steiner is right to point out that the team might not exist in its present form had it not been for the seismic changes made to F1 last year. Since the sport’s financial foundation was restructured, Gene Haas has cut back on his criticisms, although there is a feeling that the team’s form in 2022 will be crucial in deciding if he sticks around for the long term. There’s no lack of interested buyers for F1 teams, and some even have the resources to pull it off –

including Dmitry Mazepin, father of Haas driver Nikita Mazepin and whose Uralkali chemicals company is Haas’s title sponsor. “F1 as a sport and as an entertainment business is doing very well,” says Steiner when asked about Gene Haas’s commitment. “There’s a big future. With Liberty Media taking over [F1 in 2017], they’ve done a great job in changing what we’ve got now. Also financially, exposure-wise. “That convinced Gene that F1 is the right thing to be in. Without the budget cap, I don’t think we would be here, and the distribution of the prize money has changed, which is in favour of the smaller teams. He doesn’t make emotional decisions: this was based on something factual.” Whether Haas can have the success it needs to stay viable remains to be seen, but even with the advantage of its reliance on Ferrari (which some rivals have criticised in the past as an overreliance), Haas has previously proved that it can be a contender towards the sharp end in F1. It’s also a team that’s continuing to learn a lot operationally. While the past three seasons have been tricky, Steiner is still pushing the team hard to extract the maximum from limited machinery. It’s running an all-rookie line-up (only the

eighth time in the past four decades a team headed into a season with two newcomers) of Mazepin and Mick Schumacher. As well as the inevitable attention that comes for the latter as the Ferraribacked son of seven-time F1 champion Michael Schumacher, this quiet learning year has also been disrupted by a very obvious rift between the two drivers, just to make a difficult season even harder. It’s a cliché, but you can learn much in bad times that will serve you well when good times come. “Every day we gain knowledge,” says Steiner. “We’re a lot better now than when we came in [in 2016], but last year we took a step backwards and had to recoup that. With Simone Resta coming on board and putting the new structure in place in Maranello, we made a good step. “But still we are the youngest team, even if we aren’t a young team any more. The others are established, some of them for 70 years, and they get better every year. But we’re working to catch up and improve ourselves.” Whatever happens, Haas is a team that deserves plaudits, given that it’s the only start-up F1 team of the 21st century to have survived. And that spirit, even in a year like this, justifiably gives it hope for the future. L

29 SEPTEMBER 2021 AUTOCAR.CO.UK 57

HAAS / LAT

Gene Haas founded his Nascar team in 2002, and then three-time champion Tony Stewart took a 50% share in 2009. The squad landed the Cup Series title in 2011 and 2014.

At the time of writing, after the Italian Grand Prix, Haas has failed to score a point in 20 races and sits alone at the bottom of the constructors’ championship. Yet its hundreds of personnel are expected to keep pushing to the limit. It’s not an easy task, but it’s more pleasant than the situation last year, when the team’s very existence was threatened. “Last year was a different challenge, because we didn’t know where it was going and if we would sign [F1’s] new commercial agreement,” says team principal Guenther Steiner. “This year, the focus is for next year, and we’re over the hump of mid-season, so it’s going towards the end. We try to let our people know what we’re doing with the development of the new car. That will pump people up, because they can see there’s a lot of work going on.” But despite the stresses of last year, Steiner picks out the final races before the midway point of this season as the team’s toughest. “The most difficult was just before the summer break, because we weren’t even halfway and we were doing badly on the track,” he says. “Now we’re over halfway, it’s coming: let’s get ready for next year. The light at the end of the tunnel is now here.”

YO U R V I E WS WRITE TO

autocar@haymarket.com Cycling proficiency While we must cut the pollution that causes so much harm and I agree that cycling is one method, I think that if cyclists are to use roads, they must be subject to the same laws as other road users and be policed accordingly. In Glasgow, cycle paths are being put everywhere, usually reducing the road width for other users, buses etc, and as a result of this causing further delays. The traffic just doesn’t flow. I travel past several cycle lanes daily yet am lucky if I see two cyclists. I understand they aren’t fully utilised because the pavements aren’t full! With more appearing to be spent on creating first-class road surfaces for bikes (the roads in Glasgow are appalling), the cycling community should make a contribution to help cover costs, as do I, at £140 per year. I also have to be insured and wear a seatbelt for safety. As a minimum, the wearing of helmets for cyclists should be a legal requirement. Most cyclists’ attitude to red lights seems to be that they’re there only to brighten up the pole they sit on; and front and rear lights are for cars only. The situation has now got worse with advent of city bike hire, whereby anyone who can stay upright can ride a bike, be that on the pavement or the wrong way down the road. I know this will be seen as a rant and a dig at cyclists, and it is indeed both – but justified. David Young Glasgow

LETTER OF THE WEEK

Tommy is a big fan of new Dacia Jogger engine design that’s less prone to bore and inlet-manifold maladies. Ben Hiscock Pembrokeshire

Advantage, Alpine

WIN

Okay computer? I enjoyed Matt Prior’s column of 11 August regarding the retirement of Autocar’s old road test laptop, but it turned up the volume on an alarm bell that I’ve been hearing in the background for some time now. I’m no techie, but surely the electronics involved in most new cars in the form of touchscreens etc can only lose efficiency and degrade over time? My own elderly Toshiba laptop has slowed to the point of making it virtually unusable, but at least it can be retired in the same way as yours, because I’m not relying on it to operate a car’s systems. What price a 20-year-old Tesla with a clapped-out touchscreen?

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

Dave Pritchard Bexleyheath, Kent

Who is to blame? Is it the UK importer or the EU fines for fleet-average CO2 emissions that’s stopping the new Subaru WRX coming here? Like the new BRZ, I’m sure it would sell. I’m sure Subaru dealers would welcome something people actually want to buy. Sad that we miss out… again. ‘Artill’ Via autocar.co.uk

Selling fewer than 300,000 cars yearly in the EU qualiﬁes Subaru as a ‘niche manufacturer’, so this is due mainly to Subaru UK repositioning itself as an SUV/estate brand – KC

Soventem critique For their sake, I hope the two vehicles illustrated by Soventem (News, 1 September) are purely to grab attention and not serious proposals for production. Car sharing is only likely to take off in cities, initially at least. Soventem’s four-seater design either has a very cramped, narrow passenger cell or is stupidly wide overall. Wide vehicles struggle in cities. Mind you, this issue will quickly be taken care of by occasional car-sharing drivers misjudging or forgetting just how far beyond the passenger cell the wheels project. David McNeill Cambridge

Values and ethics

Soventem is impractical, reckons David 58 AUTOCAR.CO.UK 29 SEPTEMBER 2021

It’s such a shame to hear that the Geneva International Motor Show organisers have partnered with Qatar (News, 1 September). Your article stated the Canton of Geneva offered a bailout but they rejected it because

the terms were “contradictory to the show’s values”. I would therefore be very interested to hear which of their values are so aligned with those of Qatar, reportedly one of the worst human rights offenders on the planet. This is quite a stunning and shameful comment on their part. Tim Washington London

Boxing clever I’ve just read Steve Cropley’s piece on the basic Porsche 718 Boxster 2.0 (My Week in Cars, 15 September). By chance, I’ve just sold a couple of more modern cars (a Ford Mustang V8 and a Mercedes-Benz SL), as prices are just daft at present, and bought a wellfettled early Boxster 2.5 for £4000. It has been a revelation: it goes plenty well enough, steers and handles sharply, makes a nice noise and is just on the cusp of becoming a classic Porsche, unlike a cheap, older one. I’m also told 2.5 cars have a stronger

I was surprised by Steve Cropley’s suggestion that a Porsche 718 Boxster will have a better residual value than an Alpine A110. I’ve read elsewhere that Alpines don’t depreciate, while certainly Porsches do depreciate. The lack of depreciation of the A110 would be another benefit in choosing it. Mark Gilbert Portishead, Somerset

Cap HPI predicts that after three years and 36,000 miles, an A110 Pure will have a residual value of 63% and a 718 Boxster 2.0 one of 53% – KC

We can’t keep up Around half of the countries on our planet are third world or developing. Modern vehicles are simply too sophisticated for them, and that will only get worse with EVs. Even in relatively commercialised Antigua, where I live, it’s almost impossible to get cars properly serviced, and today’s multitude of complex parts are priced well beyond the means of many car owners, resulting in modified cars being less efficient and more polluting than the highly chipped cars of today. Often

LETTERS ECUs are bypassed and catalytic converters hacked out of exhausts, with results that are obvious as cars smoke along the roads. It’s not just the parts issue but also the lack of diagnostic equipment and mechanic training that makes the maintenance of these cars impossible. It would make much more sense for manufacturers to develop simple cars for emerging markets with simple, efficient mechanicals but without all the bells, whistles and especially computer chips. Cars that could be easily and cheaply maintained and less polluting in the long run. Politicians legislate primarily for the Western markets, but there is half the world out there that is going to continue to use petrol for decades to come in badly modified vehicles.

G R E AT R E A S O N S T O B U Y

NEXT WEEK’S ISSUE ON SALE 6 OCTOBER F E AT U R E

EDITORIAL Email autocar@haymarket.com Editor Mark Tisshaw Editorial director, Automotive Jim Holder Editor-in-chief Steve Cropley Executive editors James Attwood, Rachel Burgess Associate editor Piers Ward Managing editor Sami Shah Editor-at-large Matt Prior Deputy digital editor Tom Morgan Road test editor Matt Saunders Road testers Richard Lane, Illya Verpraet News editor Felix Page Staff writer Jack Warrick Used cars editor Mark Pearson Chief sub-editor Kris Culmer Group art editor Stephen Hopkins Art editor Sarah Özgül Senior designer Rebecca Stevens Prepress manager Darren Jones Senior photographer Luc Lacey Photographer Olgun Kordal Junior photographer Max Edleston Videographers Tej Bhola, Mina Fakhouri SEO manager Jon Cook Picture editor Ben Summerell-Youde

John Duffy Antigua

Many manufacturers do indeed build more basic cars for less economically developed countries. Would it not be better if the industry were to invest in better parts supply and staff training than in the design and production of higher-polluting cars? – KC

Going for a Jog I love the new Dacia Jogger. It seems a spiritual successor to the Skoda Roomster, with its hugeaperture boot and removable seats. The designers have referenced the concept of a hatchback coupled to a big box space and surely had the Skoda in mind. I imagine top-spec hybrid models will cost £18,000 or thereabouts, which is vastly cheaper than anything comparable.

The world of Bentley in a day Steve Cropley takes Bentley’s new PHEV on a 500-mile drive from its Crewe factory to its famous P&A Wood heritage dealer SPECIAL REPORT

F E AT U R E

Tommy F Via autocar.co.uk

Haydn Pyatt Evesham, Worcestershire

EDITORIAL CONTRIBUTORS European editor Greg Kable 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 Mauro Calo, Jesse Crosse, James Disdale, John Evans, Colin Goodwin, Hilton Holloway, Julian Rendell, Richard Webber Special contributors Max Adams, John Bradshaw, Alastair Clements, Claire Evans, Kiall Garrett, Giles Harper, Simon Hucknall, Steve Huntingford, Jack Johnson, Peter Liddiard, Darren Moss, Allan Muir, Will Nightingale, Doug Revolta, Louis Shaw, Will Williams, Neil Winn, Oliver Young MEDIA ENQUIRIES Tel +44 (0)20 8541 3434 Contact Natasha Perry (natasha@performancecomms.com)

Three into two do not go David Middleton has unfortunately missed the third scenario in his analysis of whether or not to trade in his BMW X4 for a new EV (Your Views, 8 September). The hypothetical buyer of David’s X4 will go elsewhere if he doesn’t sell to them. The scenario of three buyers and two cars will always end up with a new car being built, so it may as well be him who ends up with the new EV.

The original car magazine, published since 1895 ‘in the interests of the mechanically propelled road carriage’

SUBSCRIPTIONS Tel 0344 848 8816 Overseas +44 (0)1604 251450 Email subscriptions.team@haymarket.com

Car crime in 2021

Kia Elan

How are thieves now targeting your car? Our investigation reveals all

Remember when Kia bought the rights to a retiring Lotus? We revisit the result

LICENSING ENQUIRIES Tel +44 (0)20 8267 5024 Contact Isla Friend (isla.friend@haymarket.com) BACK ISSUES Tel 0344 848 8816 Email help@autocar.themagazineshop.com ADVERTISING Classified +44 (0)20 8267 5365 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 Sales manager James Hunter

EVERY WEEK USED BUYING GUIDE

SYNDICATION ENQUIRIES Tel +44 (0)1962 867705 Contact Simon Fox (simon@foxsyndication.com)

R OA D T E S T

MANAGEMENT Managing director Rachael Prasher Marketing director Darren Pitt Publishing and events executive Lydia Banton

Porsche 718 or Alpine A110: which would you pick?

Volkswagen Lupo GTI

Mercedes E-Class Cabriolet

Before the Up GTI came the Lupo GTI. Here’s how to spot a good one

We evaluate the rejuvenation of Stuttgart’s luxurious drop-top

autocar.co.uk/subscribe or see p4

© 2021, 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.

29 SEPTEMBER 2021 AUTOCAR.CO.UK 59

CONTENTS SUBJECT TO CHANGE

PRODUCTION Tel +44 (0)20 8267 5561 Head of production operations Trevor Simpson Senior production controller Lee Brister

O U R CA RS F E AT U R E D T H I S W E E K

AUDI Q4 E-TRON

CUPRA FORMENTOR

KIA SORENTO

MAZDA MX-30

VAUXHALL MOKKA

MX-30 suits urban environments, where its ride quality shines

Can the electric crossover charm enough customers into overlooking its modest range? Here’s our final verdict FINAL REPORT

MILEAGE 1550

WHY WE R AN IT Does Mazda’s unusual debut EV make daily driving a joy, or will its limitations frustrate over time?

et’s get it out of the way in the first sentence: no, an official range of 124 miles is not enough to position Mazda’s first EV as a zero-emission runaround with mass appeal. I won’t leave it to that blunt conclusion to comprehensively summarise our past few months with the MX-30, but as that was our primary concern when the car arrived, and has been the subject of much discussion since, it makes sense to address it quickly and

60 AUTOCAR.CO.UK 29 SEPTEMBER 2021

conclusively. The MX-30’s 35.5kWh battery is among the smallest fitted to any mainstream EV, let alone its SUV-shaped contemporaries, and as such it can’t help but feel like a bit of a step backwards in our great push to normalise the electric car, and to prove that they can be used every day. Of course, there is the argument that, for some, just over 100 miles of usage (as we determined to be our car’s real-world offering) will prove ample, but we must acknowledge that drivers with such requirements will live predominantly in urban areas, where public charge points remain in short supply and domestic solutions are, for many, unattainable. Compounding these infrastructural shortcomings is the MX-30’s frustratingly limited

charging capacity. You might expect such a small power unit to be usefully capable of rapid replenishment, but a maximum top-up speed of 50kW means serious thought must go into planning even journeys of middling distance. Fortunately, I was able to charge at the weekends using Ubitricity’s street-side chargers, which went some way to alleviating my range anxiety on errand runs and supermarket trips, but still never would I unthinkingly stray from the bounds of the M25 without a keen eye on the battery gauge. All of which prompts the question: what was the MX-30 designed to do? It looks bigger than the similarly urban-oriented Honda E and Mini Electric but is just as averse to longer

jaunts and, actually, is not a great deal more practical. I hardly noticed its restricted capacity for the first few months of stewardship because coronavirus restrictions meant only my partner and I were ever in the car together, but as the rules relaxed and car sharing became possible again, I found its compact proportions increasingly annoying. The ‘suicide’ rear doors may hark back to the cultclassic RX-8 coupé, but they’re no more usable in a crowded car park now, many years later, and even children found the rear seats to be less than roomy. All of these criticisms I must temper by admitting that the MX-30 did just about cope with a four-

TEST DATA

EV has i3 undertones, but will it go on to have the same cult appeal?

L OV E I T

M A Z D A M X-3 0 S P O R T L U X MILEAGE 150 1550 PRICES List price new £28,045 (after grant) List price now £28,045 (after grant) Price as tested £29,845 (after grant) OPTIONS Soul Red crystal metallic paint £1800 ECONOMY AND RANGE Official range 124 miles Test average 118 miles Test best 125 miles Test worst 97 miles Battery capacity 35.5kWh TECH HIGHLIGHTS 0-62mph 9.7sec Top speed 87mph Engine Synchronous motor Max power 143bhp Max torque 199lb ft Gearbox 1-spd automatic Boot 341 litres Wheels 7.0Jx18in Tyres 215/55 R18 Kerb weight 1645kg SERVICE AND RUNNING COSTS Contract hire rate £311.25 pcm 0g/km CO2 Service costs None Other costs None Electricity costs £66.89 Running costs inc elec £66.89 Cost per mile 4.8 pence Faults None DEPRECIATION At start At end

It looks bigger than supermini rivals but is barely more practical

Show me another new compact SUV that invites praise from neighbours a SECOND OPINION Will the MX-30 become as regular a sight on Britain’s roads as the BMW i3 with which it shares those visually appealing (but decidedly impractical) backwards-opening rear doors? The German EV had a similarly limited range at launch, after all. But it also felt truly unique within its class, and wore a premium badge. Brand snobbery aside, the Mazda, while distinctive, just doesn’t stand out in quite the same way. TM

passenger, 100-mile airport run recently, but I had to take the Ryanair approach and discourage my friends from bringing extra hand luggage and only made it home with around 10 miles of charge remaining. It would have been less stressful, albeit far more expensive, to just book an Uber. That just about does it for criticisms, and though they have huge implications for the overall feasibility of owning an MX-30, they can be overlooked by a substantial pool of buyers who have limited requirements of their car, and it

would not do to disregard this EV’s standout strengths, of which there is no shortage. As the electric SUV’s dominance in the mainstream market continues, Mazda has performed no small feat in presenting an attractive and desirable proposition with bags of kerb appeal. Show me another new compact SUV that invites admiration at charging points and praise from neighbours. It helped that our car was specified in the pricey Brilliant Black over Soul Red two-tone livery, but the steeply raked roofline, chunky B-pillars and sharp bonnet overhang inject a touch of muscle into the silhouette and help to mark the MX-30 out, particularly given its accessible pricing. That’s probably the driving factor in the MX-30’s appeal, actually: a starting price of just £26,045 lines it up almost perfectly against the MG ZS EV, and I know which I’d rather see in my driveway, even if the Chinesebuilt car musters a slightly longer range and has a much larger boot. It’s not as if the Mazda feels particularly cheap, either (unlike the ZS, it must be said): the cabin’s design offers a commendable balance of uniqueness and utility,

Accessible dynamic verve is not to be ignored in a 1600kg SUV with affordable aspirations.

FORM AND FUNCTION Refreshingly unique cabin design makes the MX-30 feel a lot pricier, but not at the cost of ergonomics.

35 30 £28,045 Value (£1000s)

With a 124-mile range, you’ll need one of these nearby

HANDLES LIKE A MAZDA

25 20

£16,625

EVER THE REALIST

10 5 0 New

1 year

2 years

3 years

4 years

PREVIOUS REPORTS 5 May, 12 May, 26 May, 2 Jun, 16 Jun, 23 Jun, 30 Jun, 21 Jul, 28 Jul, 11 Aug, 8 Sep

the infotainment is a dream to use and the fit and finish is on a par with much more costly alternatives. The seats verged on the firm side, but the appropriately tuned suspension allowed for a well-resolved primary ride and a surprisingly cushioned and quiet treatment of potholes, speed bumps and kerbs. There came a point – not long after it arrived, to be honest – when I began treating the MX-30 as the ‘second car’ it will no doubt be viewed as by customers. With longer journeys effectively ruled out, it became my day-to-day city runabout, a role in which it performed admirably and with minimal compromise. Station shuttling, school running, supermarket sweeping: these are the duties best performed by the MX-30, and if that really is all you need your car to do, it should be very high up your list. FELIX PAGE

OWN ONE? SHARE YOUR EXPERIENCE felix.page@haymarket.com

Charge indicator was faultlessly reliable and realistic, helping to abate range anxiety.

L OAT H E I T

BIT OF A SQUEEZE Cramped cabin confuses the MX-30’s positioning: is it a family crossover or a supermini?

LACKS PUNCH Tiny EV motor can’t get the MX-30 off the line particularly quickly, meaning rivals feel nippier.

29 SEPTEMBER 2021 AUTOCAR.CO.UK 61

OUR CARS

Kia Sorento MILEAGE 3533

LAST SEEN 8.9.21

At 4810mm long and 1900mm wide, the Sorento is a big old lump, and its wheelbase is 74mm longer than a Land Rover Disco Sport’s. That means family trips are pretty painless and it’s an effortless thing to press into photography duty. The rearmost seats fold flat easily, so then it’s just a case of bundling the snapper into the boot and strapping them down. PW

CUPRA FORMENTOR Our potent crossover isn’t always easy to live with MILEAGE 3394 WHY WE ’ R E RU N N I N G IT To find out if Cupra’s crossover is up to the challenge of day-to-day running

he honeymoon is over. I was still gleaming with faint pride six weeks ago when I wrote the first report on our Cupra Formentor longtermer. Well, now I’ve encountered a few quirks and frustrations, which I’ll fill you in on shortly. On balance, though, I’m still feeling good about life in this handsome, alternative, high-rise hatchback. So far, I’ve just been using and abusing the car on the daily grind. The occasion has yet to present when I might take it on a really long trip, although I did manage to get out to South Wales the other day, and I’ve now had a full roster of passengers on a couple of weekend trips. We’ve got the PHEV version, but since it doesn’t do DC rapid charging (which is gripe number one) and I’m

LOVE IT I NTE R I O R AESTH E TI C As handsome as the Formentor looks from the outside, I think the colour and trim of the cabin is a bigger selling point. Blue leather with copper trim is a real winner.

LOATHE IT TAR DY TECH N O LOGY The oft-criticised infotainment isn’t improving with use. Too many things are laborious and it can be slow when mirroring a phone via CarPlay – like an old laptop running the latest operating system.

The Formentor could be more intuitive not set up for home charging, I’ve yet to charge it up more than once in our 3000 miles together. That being the case, the 43.2mpg that the car’s long-term trip computer is displaying doesn’t seem half bad. So, 3000 miles later, what have I learned? That life aboard the Formentor isn’t always quite the picnic that the inviting cabin might suggest. Six weeks in, I’m still getting used to some of the car’s ergonomics. Despite using it pretty much every day, I regularly press the traction control button adjacent to the gear selector when I’m looking to start the engine, instead of prodding the starter button, which hangs off the steering wheel boss. This, to me, just seems the wrong place for a starter button. I mean, this isn’t a Lamborghini. And while I find other Volkswagen Group cars a cinch to just get into and drive, the Formentor’s alternative layout makes it that bit less intuitive and – only occasionally – a bit frustrating. The other button located just off the steering boss is the car’s driving mode selector, which I’ve been fiddling with aplenty. Our test car

has Cupra’s adaptive dampers, so it’s worthwhile experimenting to find a profile that you like. I rarely use Cupra, the car’s sportiest mode, for a few reasons. On the back roads near where I live, it makes the car feel a bit frantic and bouncy, and while it can be kind of exciting set up like that, it’s more often annoying. Like Cupra, Sport mode introduces a lot of fake engine noise into the driving experience, which is another personal bugbear. So I’ve configured my own combination of preferences for everything from engine sound to gearbox setting in the Formentor’s Individual mode: dampers set to maximum soft and engine noise set to quiet, but sporty settings for most other things. Thus configured, I’m enjoying putting some miles on the car. It feels lower, lighter and sportier than my last long-termer (a Suzuki Across), albeit a bit less versatile and mature. I’m used to the seats now and find them comfortable over distance. I’ve even found a colour I like for the ambient lighting in the cabin: a bronzey gold that matches the car’s decorative interior trim. OLGUN KORDAL

TEST DATA CU PR A FO R M E NTO R 1. 4 E- HYB R I D 245 VZ2 Price £40,560 Price as tested £41,115 Faults None Expenses None Economy 43.2mpg Last seen 8.9.21

OWN ONE? SHARE YOUR EXPERIENCE olgun.kordal@haymarket.com

Vauxhall Mokka MILEAGE 3096

LAST SEEN 22.9.21

The Mokka’s centre console looks great – when it’s clean. It’s finished with a glossy black plastic, which seems to attract dust and fingerprints. This isn’t helped by the tiny automatic gear selector or the drive mode button, which is in regular use when I’m out and about. I’ve resorted to keeping a duster in the car at all times. JW

Audi Q4 E-tron MILEAGE 2400

LAST SEEN 15.9.21

When I saw the £285 flat-bottomed and flat-topped wheel option on our Q4, I had to send quartic wheel ‘fan’ Matt Prior a picture. “There should be a law against it,” he said. “With round wheels, the rim’s always where you expect it.” He’s right. The weird shape is the thing that’s taken the most time to get used to. Operating everything else is a doddle. MT

29 SEPTEMBER 2021 AUTOCAR.CO.UK 63

What to buy, where to buy it and how much to pay

USED CARS W H A T WS TE ALMO T B O U G HE E K THIS W

D O D G E CALI B E R 2 .0 TD SX T S PO RT Note we say ‘almost’. In his review of the Caliber in 2006, this magazine’s Matt Prior advised readers not to buy the model. A cheap-feeling interior and crashy ride, poor body control, unresponsive steering, a laggy Volkswagen turbodiesel and a sticky clutch were his criticisms. Our find is a 2007-reg with 90,000 miles for £1799. Best walk away, then.

James Ruppert THE HIGH PRIEST OF BANGERNOMICS

W123 E-Class estates can hit five figures, but £5k for a 230TE isn’t too bad

THE GREAT ESTATE Is the future in doubt for Mercedes estates? We hope not ell, that’s rather upsetting: I learn from Autocar that MercedesBenz is not at all sure about the future of its estate cars. Sometimes it does seem as though the whole motoring world is going to become SUV-shaped. I think this is a good time to remind the company of its greatest load-lugging hits. Maybe Benz will reconsider and keep on making the things. Where do we start? Ideally at the W123 end of things, because that’s how you begin to make a legend. You don’t see many around now. There are some five-figure examples around, but I was rather taken by a 230TE automatic with a family back story and more than 250,000 miles. It does need work, but a great spec includes self-levelling suspension, rear-facing child seats and electric windows. There is rust, though – front wings, wheel arches, doors – so the £5000 asking price is just the starting point. Sorting that out plus the paintwork is going to be £2000£3000. Worth it, though. Unarguably, the W124 model is the very greatest estate known to humankind. This really was peak Mercedes for build quality and overall engineering integrity. It had a lovely wide and flat load bay and children love the rear-facing seats, but they’re only really suitable for the school run. There are less decent ones around now, but a 1995 280TE automatic with 124,000 miles for £7000 is as good as it gets for value.

Leather, electric roof, air-con and windows that all work. There was a lot of detailed history largely reproduced in the advert, which is always reassuring. That’s the one to buy, and £7k is as cheap as it will get. If you want cheap, then although a 2003 E-Class would not have been Merc’s best, they were at least huge inside. An E320 CDI with 140k miles and three previous owners is £1695. It is a teeny bit tired and there’s some wheel-arch rust, but they all have

If you don’t need a lot of space, downsize to a C-Class a

that, of course. Full history, it says, and it seems to be ready for work. If that’s too old and scruffy, give some love to a 2011 E220 CDI BlueEfficiency SE automatic. It has just over 100,000 miles and has a recent enough service and a decent specification with all the usual Comand, climate and, oh, a cigarette lighter and ashtray, so we’ll have to see if there’s a whiff of smoke. Still, £5800 is reasonable and reflects the increasing diesel-sceptic tax. If you don’t need a huge amount of space then downsize to a C-Class, which is pretty much the same size as the old E anyway. Just £5300 gets you a 2011 200 CDI BlueEfficiency with 100k miles. It’s a pretty clever way to get around and those engines deliver just shy of 60mpg in ideal conditions. Yes, it’s our duty to make Mercedes estate cars cool again.

Has the W124 wagon been bettered? Not at £7k for a 280TE

TA L E S F R O M R U P P E R T ’ S GA R AG E

MILE AGE 85,539

BMW 320 One thing I noticed swanning around in the freshly MOT’d Baby Shark was the fact that the wipers were fairly marginal. They worked okay but could be better. Luckily, I have a retro stock of old blades in their original packets. The 320’s are held on with the old pegs. I could get the nearside one out but not the other. I left the new/old stock on the flat surface of the Lorry. The next day I drove off with it on board, so it fell off and I found it a day later as flat as a pancake. As you don’t really want to see a picture of a one-dimensional windscreen wiper, here’s the brand spanking new exhaust in situ. READER’S RIDE

MGF 1.8 Thanks to Craig for sharing this 2001 MGF 1.8 he bought for his other half: “The car I chose had 77,000 miles on the clock and a good history but needed a thorough clean and a refill for the Hydragas suspension. It came with the optional hard top. I found

SEND YOUR USED CAR TALES TO

an old Autocar article saying this cost £1095 in 1996 – I paid £1000 for both car and roof, including a full tank of fuel. My partner and I have travelled all over the Brecon Beacons and the South Wales coast. There is that same feeling of freedom you get with your first car.”

james@bangernomics.com AND READERS' QUESTIONS TO

autocar@haymarket.com 29 SEPTEMBER 2021 AUTOCAR.CO.UK 65

AS GOOD AS NEW

USED CARS

PEUGEOT 208 The 208 is a plush supermini but it does have foibles, as Mark Pearson explains NEED TO KNOW Prices start at around £14,000 for early 2020 1.2 petrols. Rangetopping GT Line models are closer to £17,000. You’ll need £21,000 for the all-electric e-208 version. The 1.2-litre Puretech 100 has an official WLTP economy figure of 55.6mpg, the Puretech 130 51.9mpg and the diesel 1.5 71.4mpg. The fully electric e-208 has an official range of up to 217 miles on a full charge.

BUYER BEWARE ENGINE Owners have reported issues over the years on older models including belt failure, excessive oil consumption, crank seizures and misfiring as a result of carbon build-up. There have also been problems with faulty oil pumps and dodgy engine warning lights.

emember the first PEUGEOT 208 1.2 Peugeot 208? It was PURETECH 100 perky and good value OUR with a certain Gallic PICK The 1.2-litre Puretech 100 has plenty of power charm but rather uncouth – the for A-roads and motorways. Good original 208 was a rather divisive economy is another plus. The more little thing. This second-generation economical diesel might make version, however, is a real competitor, more sense if you cover a lot of thanks to its much-improved road miles, but we’d go for this one for manners and a range of impressively everyday driving. economical engines. Indeed, if you’re not fussy about a premium badge, P E U G E O T E -2 0 8 the high-spec 208s even hold up well 100KW GT LINE against such plush small-car rivals as WILD 50KWH the Audi A1 and the Mini. CAR D The all-electric e-208 Under its pert bonnet, the 1.2-litre looks the part, has a great interior petrol engines start with the 74bhp and is decent to drive. GT Line adds Puretech 75 and work their way up to plenty of kit, too. Some rivals are the 99bhp Puretech 100 and 127bhp cheaper or can go farther between Puretech 130, which comes only with charges, but this handsome an automatic gearbox. The 99bhp beast is still a fine all-rounder 1.5-litre BlueHDi 100 diesel could and surprisingly good value used. be a better pick if fuel economy is a serious concern, and there’s also an impressive e-208 version, a On the road, the Puretech 100 is battery-powered model with a probably all you’ll need. It’s 134bhp electric motor. lively, gutsy and ideal for Trims on offer start propelling you along at Active and rise OUR TOP SPEC motorways without through Allure and ALLU RE any fuss. However, GT to GT Line. Even Active is great, but we’d go if you’re looking entry-level Active for Allure trim, with 17in wheels, for something even comes with 16in dual-zone climate control and more effortless, the alloy wheels, a 7.0in electric rear windows. GT Line diesel 1.5 BlueHDi touchscreen and adds gadgets such as an 100 has yet more rear parking sensors. auto-dimming mirror, but low-rev punch. Allure trim adds 17in at some expense. wheels and a wireless phone charging pad. GT Line has front parking sensors and a rear-view camera. From Allure trim up, the 7.0in touchscreen could be upgraded from new to a 10.0in version, which comes as standard on the GT spec for the e-208. It’s worth looking out for any 208s that have this larger display.

When it comes to the twisties, the 208 isn’t quite as sporty as the tiny, kart-like steering wheel would suggest, but the grip is good, and the handling is neat and predictable. The 208 has softer suspension than some of its rivals, allowing it to glide along motorways. There’s some wind noise at higher speeds, but for the most part road roar is at a minimum. Inside, there’s Peugeot’s infamous i-Cockpit layout. The display with the speedometer and rev counter has been designed to be seen from over the steering wheel, rather than through it. For many, it could block your view of the dials, so we’d recommend test driving the 208 before committing to a driving position that might not suit you. The materials used make the interior feel upmarket and put the Peugeot up there with more premium small cars. The absence of physical buttons for most of the secondary controls means you have to go through the infotainment screen just to adjust things like the air conditioning temperature, though, and this can be distracting. There’s plenty of room up front. Alas, the rear room is a little tighter than in the 208’s main rivals, and the boot isn’t as big as some other offerings, but it can still hold five carry-on suitcases.

ONES WE FOUND 2020 Peugeot 208 1.2 Puretech 100 Active, 22,000 miles, £15,500 2020 Peugeot e-208 GT Line, 10,000 miles, £24,650 2021 Peugeot 208 1.2 Puretech 130 GT EAT8, 2000 miles, £24,000

TRANSMISSION Some owners of older 208s have reported trouble engaging reverse. BRAKES Owners have mentioned having to push harder on the brake pedal, which could be due to air in the braking system. There’s a chance that the brakes were not bled properly at manufacture. ELECTRICS The infotainment touchscreen software is starting to develop a reputation for freezing or failing completely, so you can’t use any of its functions – radio, media interface, sat-nav, settings or anything else. A software reset might solve it, but some owners have had to replace the entire unit. RECALLS There has been a recall for the steering geometry, which could be incorrectly set. Just 10 cars are affected, so it’s unlikely you’ll come across one, but check anyway. Another recall involved the highpressure fuel pump, which hadn’t been tightened correctly. Models affected were made between January 2019 and March 2020. RELIABILITY It’s too early to know if the secondgen 208 is reliable, but the firstgen 208 wasn’t. It came second to last in What Car?’s Reliability Survey in the small car class. Electrical gremlins afflicted more than 15% of 208s, centred on the infotainment system. Peugeot as a brand came 22nd out of 30.

29 SEPTEMBER 2021 AUTOCAR.CO.UK 67

BUY THEM BEFORE WE DO

FOR YOUR DRIVE ONLY

Aston Martin DBS V12 £73,995 ollowing delay after delay, 007 has finally made his 25th outing. Forget all the fighting and Vesper martinis – we love James Bond flicks for showcasing the most elegant and exciting cars around, and we’ve gathered some of the best that you can find on the used market. We’re starting with the Aston Martin DBS – a car defined by its seductive form and raucous V12. Built

TAKE THE PLUNGE

WILD CARD

68 AUTOCAR.CO.UK 29 SEPTEMBER 2021

from 2007 to 2012, it is perhaps best remembered for flipping and rolling a record seven times in Casino Royale (with a bit of help from a nitrogen cannon and Millbrook’s hilly Alpine course), but the cars in the classifieds tend to be better cared for. Aston’s AM11 V12 brings 5.9 litres, 510bhp and 420lb ft of fury, getting the DBS from 0-62mph in just 4.2sec, and was originally paired with a six-speed manual gearbox before

a six-speed Touchtronic automatic variant cropped up in 2008. The DBS was based on the DB9 but is a different beast mechanically and technically. Adaptive damping, 20in wheels and ceramic brakes were standard, while it weighs 65kg less than the DB9 at 1695kg, with weight-saving measures extending all the way down to the special floor mats. Alcantara adorns other parts of the interior, combined with a mix of

carbonfibre, wood and leather. We found a 2008 manual car with just over 50,000 miles for £73,995, painted in Bond-approved Silver Birch. It has been overhauled with a new alternator, coil packs, pads and battery. A stamped handbook, all previous MOTs, invoices and its two original keys are also supplied. All invaluable given the potentially eyewatering costs of any future repairs. JACK WARRICK

Lotus Esprit

Sunbeam Alpine

£37,995

£15,995

Unlike Wet Nellie from The Spy Who Loved Me, this Esprit (one of fewer than 300 right-hookers made) thankfully looks like it has been kept dry, having been restored, repainted and retrimmed. Its 160bhp four-pot is good for a 0-62mph time of 8.1sec.

Long before MI6 agreed an attractive company fleet deal with Aston Martin, Bond was a Sunbeam guy. This 1962 Alpine isn’t a fast car (it will do 0-62mph in 14.0sec), but that’s fine, because it gives people more time to admire those sublime looks.

STIRRED NOT SHAKEN

Bentley Mulsanne Turbo R

BMW Z3

£9950

£5250

Bond’s Mulsanne Turbo R was equipped with a weapons compartment and long-range telephone. This 1984 example offers a far more beneficial comprehensive service history and well-maintained, corrosion-free bodywork.

Okay, so the first BMW driven by 007 may not be Q-branch’s finest work (see p46), but with a contrasting cream leather interior, rare Velvet Blue paintwork and seats that heat rather than eject, we’ll take this 2000-reg 80,000-miler for £5250.

NO, WE EXPECT YOU TO BUY

USED CARS AU C T I O N WAT C H

CLASH OF THE CLASSIFIEDS U S E D C A R D E S K D O E S B AT T L E BRIEF

A simple plea. Can you find me a decent V8 for less than £10,000?

VOLKSWAGEN BEETLE LIMO Do stretched cars make good buying sense beyond the stag nights and hen dos? You would think they would waft better than a Rolls-Royce. In truth, they probably redefine scuttle shake. And then there’s the booze stains and worse… We ask because, at the time of writing, a stretched 2006-reg Volkswagen Beetle 1.9 TDI with 2200 miles has just sold for £12,000 and a stretched 1997-reg Type 1 Beetle with twice the mileage for £500 more. If they can bear the horrified looks, it’s one way to transport the family. It has to be better than in one Lincoln Town Car with 108,000 partygoing miles and broken windows. Yours for £5000.

FUTURE CLASSIC Alfa Romeo 156 GTA £10,995 Launched in 2002, the 156 GTA was equipped with a 247bhp 3.2-litre V6 capable of hurling the four-door saloon from zero to 62mph in 6.3sec. Grip was strong, the steering communicative and body control excellent. As was the way then, the GTA’s appearance was relatively shy and retiring, with only broader front wings, Brembo brake calipers, tasty five-hole alloy wheels, vented side skirts and twin tailpipes distinguishing it from lesser 156 models. Our find has done 150,000 miles but it is a one-owner car with a full service history and a fresh timing belt. And it looks sensational.

Mercedes-Benz CL500 £10,000

Maserati 4200 GT £8995 MARK PEARSON Ladies and gentlemen, I give you the best used car of all time. I really think this CL has got it all sewn up. It’s an absolute humdinger. Creamy V8, loads of punch, opulent interior. It looks fab, too. It will go on forever and, at this price, it will more than likely appreciate in value. It also has just 72,000 miles on it and a full service history. OLIVER YOUNG How about an Italian super-GT with a Ferrari engine? I present the Maserati 4200 and its sonorous 385bhp 4.2-litre V8. This future classic is beautiful in every way, from its styling to its driving experience. Plus, you will look like a millionaire at the wheel. And for less than £10,000, I’m afraid it can’t be beaten. Are you really going to choose a Merc over this? MP Now, I like a V8-engined Italian GT car as much as the next man (unless the next man is Elon Musk), but I’m afraid that this is a bit of an old heap, isn’t it? I’m suspicious of the fact that it has been in police possession for three years! And an old Maser is gonna cost you about £10,000 a year to run, too. OY So it has an interesting past, but so long as it’s in good nick, what does that matter? And while running costs may not be dirt cheap, I wouldn’t call your CL inexpensive to run. If you buy a V8 on a low budget, you want to feel like a rock star in an extravagant Maserati, not a geriatric in a tired old Mercedes. MP Um, is that ageist? HR? VERDICT

Both are potentially ruinous, but the Mercedes is less so, and at least it has had some recent fettling to reassure me that everything will be okay for a while. JAMES RUPPERT 29 SEPTEMBER 2021 AUTOCAR.CO.UK 69

HOW TO BUY A

FORD ESCORT XR3i

THE COMMON TOUCH The Ford Escort XR3i always felt more down to earth and accessible than a Golf GTI or 205 GTi. But John Evans says this once common hot hatch is sought after today he used car scrappage allowance of 2009 has a lot to answer for, not least the absence of XR3is on our roads. Back in 1994, there were around 95,000 of them, but today there are only about 450, with another 1500 off the road being restored or tucked away as investments. And an XR3i is a good investment, in the same league as contemporaries such as the Peugeot 205 GTi and Volkswagen Golf GTI. That said, how good an investment depends on how much has been spent bringing one up to scratch. We found a 1989-reg concours-winning XR3i with 56,000 miles on the clock advertised for £24,995. The trouble is that £75,000 has been spent getting it to this standard.

70 AUTOCAR.CO.UK 29 SEPTEMBER 2021

Investment potential or not, the XR3i is an appealing car – attractively styled, well equipped for its day and, thanks to a low kerb weight, reasonably responsive. Also, more than its Peugeot and Golf rivals, it has the common touch – a hot hatch for everyman (and woman). Bang in that Dire Straits cassette, spin the fluffy dice and rewind the years. There were three generations: Mk3 (1982-1986), Mk4 (1986-1990) and Mk5 (1992-1995). Although a good seller at the time, Mk3 XR3is are extremely rare today, having been claimed by rust, accidents and that allowance. Mk5s are rare, too, but rather because they weren’t very popular. Although there was a more powerful 130bhp variant, performance failed to impress

against the opposition, which included Ford’s own 150bhp Escort RS2000. We’re interested in the Mk4 here because more of the cars have survived and because they’re well supported by specialists. It was propelled by a 105bhp 1.6-litre CVH engine. The Bosch K-Jetronic fuel injection system was mechanical, but with the arrival of the so-called 90-spec XR3i, Ford replaced it with an electronic system that squeezed power to 108bhp. Be warned: this new system had problems with the idle control stop valve that caused poor running and hot starting issues. The earlier K-Jetronic system is much more reliable, although one or two parts are hard to source. There were two flavours of XR3i:

the hatch and the cabriolet. In its day, the hatch was cheaper than the cabrio but more likely to be nicked, crashed and abused. The cabrio was bought by more sophisticated types who lived in nicer areas and maintained them better. As a result, there are many more cabrios than hatches today and they’re in better condition. However, like for like, they’re worth less. That’s partly to do with their greater availability but mainly that, to today’s fast Ford enthusiasts, the hatch is more desirable. Don’t let that put you off buying a cabrio, though. Unlike the hatch, which was built in strike-hit Saarlouis and, later, Halewood, the cabrio was made by Karmann in Osnabrück, to a much higher standard. It suits Dire Straits better, too.

USED CARS H O W T O G E T O N E I N YO U R GA R AG E

Ensure that the vinyl trim on the doors isn’t lifting

An expert’s view BRIAN ROWE, I N S U R A N C E VA L U AT I O N S , XR OWNERS CLUB “I have a Mk4 90-spec XR3i hatch with 73,000 miles that I bought 11 years ago. It was the car I always wanted as a teenager but could never afford. Filling it up at a petrol station takes around half an hour because people come up to me to share their memories of the XR3i. Of course, it feels nothing like a modern car to drive but it does feel more connected to the road. You can hear the engine better than a modern car’s, too, especially at around 3500rpm, when there’s a lovely rasp from the exhaust. It’s outpaced by other hot hatches of the time such as the Volkswagen Golf GTI and Peugeot 205 GTi but I still love it.”

For £315, XR3i buyers could specify the Stop Control System, LucasGirling’s answer to Bosch ABS. It wasn’t very popular.

Buyer beware…

Petrol 1.6-litre has 105bhp or 108bhp, depending on age

Q E N G I N E The 1.6-litre CVH engine can sound tappety from cold but should quieten as the temperature climbs. It likes a new cambelt and water pump every three years and fresh oil at least every 6000 miles. Early model’s Bosch K-Jetronic mechanical fuel injection system is more reliable than the later 90-spec electronic injection system. Q G E A R B OX Linkages can become loose and sloppy (new parts widely available). Do the usual checks, listening for grinding and crashing, and feeling for clutch slip.

Q I N T E R I O R Early cars’ Daytona trim is harder to source than the Zolda trim of later ones so beware anything too shonky. Door pulls scratch easily and are hard to source but can be refurbished. Vinyl on the main door cards tends to lift.

Also worth knowing There’s no shortage of XR3i expertise out there, from the XR Owners Club (xroc.co.uk) to numerous specialist repairers and parts suppliers, including Mark Sargeant at Ford Parts R Us in Weston-super-Mare (fordpartsrus on Facebook).

How much to spend £ 1 5 0 0 - £2 4 9 9 Project hatches; not terminal but just about salvageable. Cabriolets around £500 less. £2 5 0 0 - £ 4 9 9 9 Hatch runners with an MOT but requiring body and mechanical work. Cabrios around £750 less. £5 0 0 0 - £9 9 9 9 Good hatches in need of some minor cosmetic work with well-restored or tidy original examples towards the upper limit. Cabriolet equivalents are more like £4000-£8000. £ 1 0 , 0 0 0 - £2 5 , 0 0 0 Very clean, low-mileage hatches and cabriolets with concours examples over £20,000.

Q S U S P E N S I O N A N D W H E E L S The XR3i is quite soft for a sporty hatch so don’t immediately think the dampers are shot. Bushes will be tired, though, so expect to hear clonks and bangs over rough surfaces. Wheel bearings consistently fail, so listen for a faint hum as you go around a corner.

There are many more cabrios than hatches today and they’re in better condition

One we found FO RD ESCO RT XR3i, 1990, 7 9, 0 0 0 M I L E S , £ 8 2 5 0 A tidy example of a 90-spec XR3i hatch (so check it runs smoothly and starts easily) with a fresh MOT. Some previous rust repairs but, remarkably, the battery tray is original so corrosion can’t have been too bad. Recently serviced; new timing belt and tyres.

a 29 SEPTEMBER 2021 AUTOCAR.CO.UK 71

Thanks to Brian Rowe (xroc.co.uk)

Q B O DY Rust is a given, but be more concerned about the quality of any repairs, including welding and finishing. An MOT will sniff out anything serious. For the record, rust attacks rear arches, sills, floor and suspension. It then spreads to the fuse box and battery tray. Blocked roof drains can cause sunroof cars to deposit a shower of rust on your head as you open the roof.

ECONOMY EXPLAINED

h r (b

e pe

0-6

m /62

ph Ec

S TA R R AT I N G S E X P L A I N E D

irredeemably flawed.

BCCCC Appalling. Massively significant failings. ACCCC Very poor. Fails to meet any accepted

class boundaries.

ABCCC Poor. Within acceptable class AACCC AABCC AAACC AAABC AAAAC AAAAB AAAAA

boundaries in a few areas. Still not recommendable. Off the pace. Below average in nearly all areas. Acceptable. About average in key areas, but disappoints. Competent. Above average in some areas, average in others. Outstanding in none. Good. Competitive in key areas. Very good. Very competitive in key areas, competitive in secondary respects. Excellent. Near class-leading in key areas and in some ways outstanding. Brilliant, unsurpassed. All but flawless.

)

(g O2

) /km

could ever need. LxWxH 4620x1811x1430 Kerb weight 1865kg 3.0 BiTurbo

462

186-188 3.8-3.9

25.9

the AMG S-Classes. LxWxH 5250x1902x1491 Kerb weight 2060kg 4.4 V8 BiTurbo

599

205

4.2

24.4

264 AAAAC

D5 S 4dr saloon £64,355

The excellent 5 Series receives some Alpina tweaking to make it a brilliant cruiser. LxWxH 4956x1868x1466 Kerb weight 1870kg 3.0 BiTurbo

345

171

4.9

38.2

192 AAAAC

XD3 5dr SUV £57,925

Pleasant BMW SUV impressively enhanced with the usual Alpina toolkit. LxWxH 4732x1897x2015 Kerb weight 2015kg 3.0 BiTurbo

330

158

4.9

31.4

328

ALPINE

AAAAA

A110 2dr coupé £48,990–£59,740

A much, much greater car and achievement than the sum of its parts suggests. LxWxH 4180x1980x1252 Kerb weight 1080kg 1.8 Turbo 1.8 Turbo S

248 288

155 162

4.5 4.4

39.2 38.7

162 163

ARIEL

AAAAB

Atom 0dr open £39,950

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 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

197 276 158 187 503

146 149 137 143 191

6.6 5.7 8.2 7.1 3.9

72 AUTOCAR.CO.UK 29 SEPTEMBER 2021

176-184 195 135 143 230

0-6

m /62

ph Ec

no (M

my P

a G/r

e ng

)

(g O2

) /km

h r (b

e pe

0-6

2 0/6

h Ec

y e) o m ang o n MPG/r (

(g/

)

CO 2

148 187 242 448 132 148 187 282 342

136 8.9 148 7.5 155 6.0 155 4.1 131 9.8 132 9.2 143-144 7.6-7.9 155 5.3 155 4.9

39.8-44.8 39.8-43.5 33.6-34.4 28.1-28.2 49.6-54.3 49.6-54.3 47.9-52.3 38.2 39.2-39.8

143-162 147-162 187-191 220-226 137-150 137-150 141-154 194 186-189

Quick and classy EV builds on the solid foundations of its more upright sibling. LxWxH 4901x1935x1616 Kerb weight 2480kg

50 quattro 71kWH 55 quattro 95kWh S quattro 95kWh

308 403 503

118 124 130

6.8 5.7 4.5

192 242 224

0 0 0 AAAAC

Q2 5dr SUV £23,640–£45,635

Audi’s smallest SUV is a decent stepping stone from the A3 to the Q range. LxWxH 4191x1794x1508 Kerb weight 1205kg

1.0 30 TFSI 114 122 10.3 44.8-47.1 135-143 1.5 35 TFSI 148 131 8.5 42.2-44.8 142-151 A5 2dr coupé £37,900–£87,725 AAAAC 2.0 40 TFSI quattro 187 141 6.5 34.0-34.9 184-187 Refreshed coupé gets a sharper look and a refreshed interior. Still 2.0 SQ2 TFSI 298 155 4.8 32.8-33.2 192-195 mundane to drive. LxWxH 4673x1846x1371 Kerb weight 1390kg 1.6 30 TDI 114 122 10.5 47.1-49.6 150-158 2.0 35 TFSI 148 140 8.9 41.5-45.6 141-154 2.0 35 TDI quattro 148 131 8.1 45.6-47.9 155-163 2.0 40 TFSI 187 150 7.2 41.5-47.1 141-154 2.0 45 TFSI quattro 242 155 4.8 34.9-38.8 180-184 Q3 5dr SUV £30,310–£61,585 AAABC 2.9 V6 TFSI RS5 quattro 443 155 3.9 29.4-30.4 211-218 Typically refined and competent but feels more like an A3 than an 2.0 35 TDI 163 162 8.2 51.4-55.4 133-144 Audi SUV. LxWxH 4388x1831x1608 Kerb weight 1385kg 2.0 40 TDI quattro 187 146 7.4 50.4-54.3 135-146 1.5 35 TFSI 148 128-131 9.2-9.6 38.7-42.2 153-166 3.0 V6 S4 TDI quattro 345 155 4.8 40.4-40.9 180-184 2.0 40 TFSI quattro 187 136 7.4 31.0-32.5 197-207 2.0 45 TFSI quattro 227 144 6.3 31.0-31.7 201-205 A5 Sportback 5dr coupé £37,900–£87,725 AAAAC 2.5 RS Q3 quattro 396 155 4.5 27.7-28.8 222-230 Refined, good-looking four-door coupé is sadly short on charm and 2.0 35 TDI 148 128 9.2 47.9-49.6 150-154 finesse. LxWxH 4733x1843x1386 Kerb weight 1425kg 2.0 35 TDI quattro 148 131 9.3 39.2-40.9 182-188 2.0 35 TFSI 148 139 9.1 40.9-44.8 144-158 2.0 40 TDI quattro 188 137 8.0 37.7-40.4 84-195 2.0 40 TFSI 187 150 7.5 40.9-44.8 143-158 2.0 45 TFSI quattro 242 155 5.8 34.4-35.3 183-187 Q3 Sportback 5dr SUV £33,035–£62,735 AAABC 2.9 V6 TFSI RS5 Quattro 448 155 3.9 28.8-29.7 215-222 A more sporting take on the compact SUV, with similarly stable 2.0 35 TDI 148 135 9.1 50.4-54.3 135-147 handling. LxWxH 4500x1856x1567 Kerb weight 1460kg 2.0 40 TDI quattro 187 146 7.6 49.6-54.3 137-149 1.5 35 TFSI 148 126 9.6 39.2-41.5 154–163 3.0 S5 TDI quattro 345 155 4.9 39.8-40.4 183-187 2.0 40 TFSI quattro 188 136 7.4 30.7-32.1 199-208 2.0 45 TFSI quattro 227 144 6.5 31.4-32.1 200-208 A5 Cabriolet 2dr open £42,015–£64,055 AAAAC 2.5 RS Q3 quattro 396 155 4.5 27.7-28.5 223-231 More practical than smaller options. Lower-powered, steel-sprung 2.0 35 TDI 148 126 9.3 48.7-51.4 145–152 trim is best. LxWxH 4673x1846x1383 Kerb weight 1600kg 2.0 35 TDI quattro 148 126 9.3 40.4-44.8 166-183 2.0 35 TFSI 150 136 9.8 38.7-40.4 160-165 2.0 40 TDI quattro 188 134 8.3 38.2-39.8 185-195 2.0 40 TFSI 187 150 7.9 38.7-40.4 160-165 2.0 45 TFSI quattro 242 155 6.5 32.8-33.2 192-196 Q5 5dr SUV £43,950–£71,750 AAAAC 2.0 40 TDI quattro 187 145 8.0 47.1-48.7 152-157 Appealing combination of Audi allure, affordable SUV practicality

and attractiveness. LxWxH 4663x1893x1659 Kerb weight 1720kg

AAAAC 2.0 45 TFSI quattro 242 147 6.4 31.0-33.6 191-206 Vantage 2dr coupé/2dr open £122,805–£127,005 AAAAB Supremely well constructed but a bit soulless to drive. A smart 2.0 50 TFSIe quattro 249 148 6.1 128.4 49 office on wheels. LxWxH 4939x1886x1457 Kerb weight 1645kg The faster, cleverer, more hardcore entry-level Aston tops its 2.0 55 TFSIe quattro 363 148 5.3 108.6 56 class. LxWxH 4465x1942x1273 Kerb weight 1630kg 2.0 45 TFSI quattro 242 155 6.0 35.3-37.2 172-182 2.0 40 TDI quattro 187 136 8.1 41.5-44.8 165-179 2.0 50 TFSIe quattro 299 152 5.5 166.0-177.0 36-38 3.0 SQ5 TDI quattro 344 155 5.1 32.8-34.4 216-224 4.0 V8 503 190-195 3.6-3.8 11.6 236 3.0 55 TFSI quattro 335 155 5.1 32.8-34.9 184-196 201 152 8.1 47.9-51.4 145-155 Q5 Sportback 5dr SUV £44,145–£72,180 DB11 2dr coupé/2dr open £152,805–£165,130 AAAAA 2.0 40 TDI AAABC 2.0 40 TDI quattro 201 153 7.6 45.6-47.9 155-163 Reduced accommodation and practicality, but still a refined and The stunning replacement for the already seductive DB9 is tyreshreddingly good. LxWxH 4739x2060x1279 Kerb weight 1875kg solid steer. LxWxH 4689x1893x1660 Kerb weight 2010-2150kg 2.0 45 TDI quattro Allroad 228 155 6.7 38.2 193 3.0 50 TDI quattro 282 155 5.5 38.7-40.4 183-191 2.0 45 TFSI quattro 4.0 V8 503 187 4.0 10.8 230 263 149 6.1 31.7-33.6 192-202 3.0 S6 TDI quattro 344 155 5.0 36.2 203-205 2.0 50 TFSIe quattro 5.2 V12 AMR 630 208 3.7 13.4 265 297 148 6.1 176.6-188.3 36-38 2.0 55 TFSIe quattro 364 148 5.3 156.9-166.2 41-42 DBS Superleggera 2dr coupé/open £231,730–£249,730 AAAAA A6 Avant 5dr estate £40,620–£112,840 AAAAC 2.0 40 TDI quattro 201 137 7.6 42.2-44.8 166-176 Effortlessly fast, intoxicating to drive: the big Aston is better than A capable and high-tech throwback that’s a timely reminder of 3.0 SQ5 TDI quattro 336 155 5.1 33.2-34.4 216-222

ever. LxWxH 4712x2146x1280 Kerb weight 1693kg 5.2 V12

715

211

3.7

what Audi does best. LxWxH 4939x1886x1467 Kerb weight 1710kg

13.5

306

2.0 45 TFSI quattro 3.0 55 TFSI quattro DBX 5dr SUV £160,230 AAAAB 4.0 RS6 quattro Doesn’t try to be the biggest, fastest SUV, and may be all the more 2.0 40 TDI appealing for it. LxWxH 5039x1998x1680 Kerb weight 2245kg 2.0 40 TDI quattro 4.0 V8 550 181 4.5 19.7 269 3.0 50 TDI quattro 3.0 S6 TDI quattro

242 335 596 201 201 282 344

155 155 174 149 150 155 155

6.2 5.3 3.6 8.3 7.8 5.7 5.1

34-36.2 31.7-34.0 22.2-22.8 45.6-49.6 44.1-46.3 38.2-39.8 35.3

177-189 189-201 281-289 150-162 159-167 187-195 209

AU D I

AAABC

A1 Sportback 5dr hatch £18,920–£31,760

A3 Saloon 4dr saloon £25,265–£51,310 AAAAC AAAAB Undercuts the case to own an A4. Upmarket interior and good to

36.2 33.6 53.3 52.3 28.5

A6 4dr saloon £38,520–£79,375

ASTON MARTIN

1.0 25 TFSI 94 118 10.8 48.7-50.4 128-133 AAABC 1.0 30 TFSI 114 126 9.5 46.3-51.4 124-139 The Fiat 500’s Abarth makeover makes it a true pocket rocket. 1.5 35 TFSI 148 137 7.7 44.1-44.8 142-145 LxWxH 3657x1627x1485 Kerb weight 1070kg 2.0 40 TFSI 197 146 6.5 40.4 158 1.4 T-jet 145 143 130 7.8 38.7-39.2 162-164 1.4 T-jet 165 Turismo 162 135 7.3 37.7-38.2 161-166 A3 Sportback 5dr hatch £23,300–£50,310 AAAAC 1.4 T-jet 180 Competizione 177 140 6.9 36.7 171 All the above but with the added convenience of a usefully larger boot. LxWxH 4313x1785x1426 Kerb weight 1180kg 1.4 T-jet 180 Essesse 177 140 6.7 36.7 171 1.0 30 TFSI 114 128 9.9 48.7-52.3 124-132 695 3dr hatch/2dr open £30,650 AAABC 1.5 35 TFSI 148 137 8.2 44.8-48.7 132-142 A convincing track-day 500 with decent dynamic ability, but overly 2.0 TFSI RS3 quattro 394 155 4.1 29.7 214-216 firm ride spoils it. LxWxH 3657x1627x1485 Kerb weight 1045kg 1.6 30 TDI 114 126 10.4 61.4-68.7 111-119 1.4 T-jet 180 Rivale 177 140 6.7 36.2-36.7 171 1.5 35 TDI 148 135 8.1 56.5-61.4 119-131

2.0 Turbo Petrol 200 2.0 Turbo Petrol 280 2.2 Turbo Diesel 160 2.2 Turbo Diesel 190 2.9 BiTurbo Quadrifoglio

LxWxH 4725x1842x1434 Kerb weight 1370kg

2.0 35 TFSI 2.0 40 TFSI B5 4dr saloon/5dr touring £95,000–£97,500 AAAAC 2.0 45 TFSI quattro Is it the best alternative to an M5? Yes, at least from a practicality 3.0 V6 TFSI RS4 Avant viewpoint. LxWxH 4956x1868x1466 Kerb weight 2015kg 2.0 30 TDI 4.4 V8 BiTurbo 599 200-205 3.5-3.7 23.5 272 2.0 35 TDI 2.0 40 TDI quattro B7 4dr saloon £121,850 AAAAC 3.0 50 TDI Allroad quattro A 7 Series with a power boost gives BMW a worthy challenger to 3.0 S4 TDI quattro

595 3dr hatch/2dr open £17,310–£28,440

Handsome and special dynamically but lacks finesse and comes as an auto only. LxWxH 4643x1860x1436 Kerb weight 1429kg

e pe

A4 4dr saloon £30,835–£58,025

247

ABARTH

A L FA R O M E O

AAAAC 3.0 TFSIe quattro 449 155 4.9 100.9-113.0 57-64 4.0 S8 quattro 571 155 3.8 24.1-24.4 263-265 3.0 50 TDI quattro 282 155 5.9 38.7-40.9 180-192 2.2 Turbo Diesel 190 187 130 7.6 45.6 159 2.0 35 TFSI 148 139 8.6 40.9-46.3 140-157 3.0 50 TDI quattro LWB 282 155 5.9 38.2-40.4 182-193 2.2 Turbo Diesel 190 Q4 AWD 187 130 7.6 43.5 169-170 2.0 40 TFSI 187 155 7.3 40.9-44.8 143-187 2.2 Turbo Diesel 210 Q4 AWD 207 134 6.6 42.8 168 2.0 45 TFSI quattro 242 155 5.6 34.9-35.3 181-184 E-tron 5dr SUV £60,600–£93,500 AAAAB 2.0 Turbo 200 Q4 AWD 197 134 7.2 30.1 206-209 3.0 30 TDI 132 133 9.5 50.4-55.4 133-146 A rounded, uber-luxurious addition to the premium EV niche. 2.0 Turbo 280 Q4 AWD 276 143 5.7 30.4 208 2.0 35 TDI 148 136 8.9 50.4-55.4 133-146 LxWxH 4901x1935x1629 Kerb weight 2490kg 2.9 BiTurbo Quadrifoglio 503 197 3.8 24.6 261 2.0 40 TDI quattro 187 146 7.4 50.4-54.3 137-148 50 quattro 71kWh 308 118 6.8 190 0 3.0 S4 TDI 342 155 4.8 40.4-40.9 181-183 55 quattro 95kWh 403 124 5.4 237 0 ALPINA S quattro 95kWh 503 130 4.5 223 0 B3 4dr saloon/5dr touring £66,665–£68,165 AAAAA A4 Avant 5dr estate £32,235–£83,170 AAAAC Buchloe’s take on 3 Series makes a case for being all the car you Classy and demure estate lacks the dynamic sparkle of rivals. E-tron Sportback 5dr SUV £69,100–£95,100 AAAAB

Quite pricey, but a rounded car with plenty of rational appeal. LxWxH 4029x1746x1418 Kerb weight 1105kg

Giulia 4dr saloon £34,995–£67,995

h r (b

Alfa’s first SUV is a solid effort. Choosing the petrol version gives it High quality and competent but leaves the dynamic finesse to its charisma. LxWxH 4687x1903x1671 Kerb weight 1604kg rivals. LxWxH 4726x1842x1427 Kerb weight 1320kg

Nomad 0dr open £38,000

CCCCC Inherently dangerous/unsafe. Tragically,

a G/r

e ng

AAAAB

Stelvio 5dr SUV £41,255–£73,995 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.

drive. LxWxH 4458x1796x1416 Kerb weight 1240kg 1.0 30 TFSI 1.5 35 TFSI 2.0 TFSI RS3 quattro 1.6 30 TDI 1.5 35 TDI

114 148 394 114 144

131 139 155 131 150

9.9 8.2 4.1 10.4 8.4

50.4-52.3 46.3-48.7 29.7-30.1 64.2-67.3 57.6-61.4

123-128 132-139 213-214 137-143 120-127

A7 Sportback 5dr coupé £48,085–£115,990

AAABC

Easy on the eye and to live with, but let down by stolid dynamics. LxWxH 4969x1908x1422 Kerb weight 1880kg 2.0 45 TFSI quattro 2.0 50 TFSIe quattro 3.0 55 TFSI quattro 4.0 RS7 quattro 2.0 40 TDI 2.0 40 TDI quattro 3.0 50 TDI quattro 3.0 S7 TDI quattro

242 299 335 596 201 201 282 344

155 155 155 174 152 155 155 155

6.2 6.3 5.3 3.6 8.3 7.0 5.7 5.1

A8 4dr saloon £73,330–£117,310

35.3-36.2 177-183 134.5-141.2 46-47 32.1-34.0 189-199 22.2-23.0 280-287 47.9-49.6 150-156 45.6-47.1 158-163 38.2-39.8 186-193 35.3-35.8 205-208

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 3.0 V6 55 TFSIe quattro 4.0 SQ7 quattro 3.0 V6 45 TDI quattro 3.0 V6 50 TDI quattro

335 335

155 155

5.6 5.7

338 376 435 228 282

155 149 155 142 152

5.9 5.9 4.1 7.3 6.3

25.4-27.4 TBC 29.4-30.1 32.1-34.0 32.1-34.0

233-253 TBC 245-251 217-230 217-230

AAAAC

Q8 5dr SUV £70,800–£123,100

Striking and effective coupé-SUV range-topper leaves us wanting more. LxWxH 4986x1995x1705 Kerb weight 2145kg 3.0 V6 55 TFSI quattro 4.0 SQ8 quattro 4.0 V8 RS Q8 quattro 3.0 V6 50 TDI quattro

335 503 592 282

155 155 155 152

5.9 4.1 3.8 6.3

25.9-26.4 31.0-31.7 20.2-20.5 32.8-33.2

243-248 234-239 314-318 222-226

AAAAC

TT 2dr coupé £34,770–£66,080

Still serves up plenty of pace, style and usability for the money. It’s better to drive, too. LxWxH 4191x1966x1376 Kerb weight 1365kg

AAAAC 2.0 40 TFSI 2.0 45 TFSI 2.0 45 TFSI quattro 28.2-29.4 217-228 2.0 50 TFSI quattro TTS 28.2-29.1 219-228 2.5 TT RS quattro

Technical tour de force benefits from Audi’s knack of making very good limousines. LxWxH 5172x1945x1473 Kerb weight 1920kg 3.0 55 TFSI quattro 3.0 55 TFSI quattro LWB

AAAAC

Q7 5dr SUV £56,935–£96,880

194 242 242 302 395

155 155 155 155 155

6.6 5.8-5.9 5.2 4.5 3.7

40.4-41.5 38.7-39.2 34.9-35.8 34.9-35.3 30.7

154-158 162-167 180-184 180-183 208-210

AAAAC

TT Roadster 2dr open £34,320–£67,830

Plenty of pace and driver reward, along with prestige and designicon style. LxWxH 4191x1966x1355 Kerb weight 1455kg 2.0 40 TFSI 2.0 45 TFSI 2.0 45 TFSI quattro 2.0 50 TFSI quattro TTS 2.5 TT RS quattro

194 242 242 302 395

155 155 155 155 155

6.9 6.0-6.1 5.5 4.8 3.9

39.2-40.4 37.2-38.2 33.6-34.4 34.0-34.4 29.7-30.1

159-163 168-172 185-190 185-188 214-215

N E W CAR PR I CES Po

h r (b

d ee

)

0-6

m /62

ph Ec

no (M

my P

a G/r

e ng

)

(g O2

) /km

h r (b

d ee

)

0-6

m /62

ph Ec

no (M

my P

a G/r

e ng

)

(g O2

) /km

305

170

2.8

BENTLEY

AAAAC

Continental GT 2dr coupé £160,130–£209,230

Refined and improved in every area, making the Conti a superb grand tourer. LxWxH 4850x1966x1405 Kerb weight 2244kg 4.0 V8 6.0 W12

542 626

198 207

3.9 3.6

23.9 20.8

268 308 AAAAB

Continental GTC 2dr open £175,930–£224,630

Immensely capable and refined open-top cruiser with effortless performance. LxWxH 4850x2187x1399 Kerb weight 2414kg 4.0 V8 6.0 W12

542 626

198 207

4.0 3.7

23.3 20.2

275 336 AAAAB

Flying Spur 4dr saloon £156,130–£215,430

New from the ground up, with the looks and technology of a class winner. LxWxH 5316x1879x1483 Kerb weight 2437kg 6.0 W12

632

207

3.8

19.1

337 AAAAB

Bentayga 5dr SUV £151,830–£183,650

Crewe’s first attempt at an SUV remains ahead of most luxury rivals. LxWxH 5140x1998x1742 Kerb weight 2505kg 4.0 V8

542

171

4.5

21.7

302

0-6

m /62

ph Ec

no (M

my P

a G/r

e ng

)

(g O2

) /km

d ee

)

0-6

2 0/6

h Ec

1.2 PureTech 1.2 PureTech 130 1.2 PureTech 155 1.5 BlueHDi X1 5dr SUV £29,930–£40,580 AAAAC 1.5 BlueHDi 130 Pick of the premium bunch but a tad unrefined and has ordinary ë-C4 50kWh

9.5-9.8 7.8 11.8 9.6 8.2 8.0

42.2-42.8 40.4-40.9 55.4-56.5 53.3-54.3 51.4-52.3 49.6

152 181 181 254 288 288 369 503 148 187 187 263 263 338

138 146 142 155 143 143 155 155 132 146 144 155 155 155

8.4 7.1 7.6 5.8 5.9 5.9 4.4 3.9 8.3-8.4 6.8-7.1 6.9 5.5 5.1 4.6

44.1 145-146 44.1 144-146 41.5-42.2 153-154 40.9-42.8 150-156 188.3-201.8 37-38 TBC TBC 34.9 185 28.2 229 52.6-62.8 117-129 56.5-60.1 124-131 54.3-56.5 130-136 47.1-49.6 150-156 47.1 157-158 46.3 160

420i 181 146 8.2-8.4 34.0-35.8 181-183 AAAAB 430i 248 155 6.3-6.4 32.8-35.3 183 May not drive like a traditional BMW but delivers on upmarket hatch 440i 321 155 5.4 29.7-30.4 194 values. LxWxH 4319x1799x1434 Kerb weight 1365kg M4 Competition 444 155 4.3-4.5 26.9-28.0 229 118i 138 132 8.5 46.3-47.1 130-134 420d 187 146 8.1-8.2 44.1-46.3 160 128ti 261 155 6.1 40.9 157 430d 254 155 5.9 39.2-39.8 180 M135i xDrive 302 155 4.8 36.2 177 435d xDrive 308 155 5.2 37.7-38.2 189 116d 114 TBC 10.1-10.3 60.1-62.8 119-123 118d 148 134 8.4-8.5 58.9-60.1 123-127 4 Series Gran Coupé 4dr coupé £36,660–£49,440 AAAAC 120d 187 144 7.3 55.4-57.6 129-133 Essentially a prettier 3 Series. Good, but not better than the 120d xDrive 187 TBC 7.0 52.3-53.3 139-142 regular saloon. LxWxH 4640x1825x1404 Kerb weight 1520kg 420i 181 146 7.5-7.7 34.9-37.1 172-173 2 Series 2dr coupé £27,105–£75,355 AAAAB 420i xDrive 181 144 7.8-8.1 25.8-33.2 182-183 A proper compact coupé now. Could be better equipped, though. 430i 248 155 5.9 34.4-37.2 174 LxWxH 4432x1774x1418 Kerb weight 1420kg 440i 321 155 5.1 30.7-31.7 188 218i 134 130 8.8-8.9 37.2-38.2 168-172 420d 187 146 7.4-7.6 46.3-51.4 151-152 220i 181 143 7.2 37.2-37.7 170-174 420d xDrive 187 144 7.5 43.5-46.3 160 M240i 335 155 4.6-4.8 32.5 197 430d 254 155 5.6 40.9-41.5 174 430d xDrive 254 155 5.3 38.2-39.2 185 M2 Competition 404 155 4.2-4.4 28.5 225 435d xDrive 308 155 4.8 39.2-39.8 183 M2 CS 448 174 4.0 28.5 226

1 Series 5dr hatch £25,360–£37,685

115 124 109

11.3 10.4 12.8

AAABC

51.5 47.3 62.7

141-143 150 126-128 AAACC

Interesting to look at but soft and unrewarding to drive. Electric ë-C4 is better. LxWxH 4355x1800x1525 Kerb weight 1247kg

handling. LxWxH 4439x1821x1598 Kerb weight 1395kg sDrive18i sDrive20i xDrive20i xDrive25e sDrive18d xDrive18d xDrive20d

138 189 189 218 148 148 187

127 138 TBC 120 126 126 136

9.7 7.4 7.7 6.9 9.3-9.4 9.3-9.4 7.8

42.8 149-150 40.9 156-157 38.2-38.7 166-167 134.5-148.7 50-51 55.4 133-134 50.4-51.4 145-146 49.6 148-149

99 128 153 108 129 134

TBC TBC TBC TBC TBC 93

TBC TBC TBC TBC TBC 9.7

TBC 54.7 TBC TBC 64.9 227

Grand C4 Spacetourer 5dr MPV £26,225–£32,320

122 120 133 114-115 119 0 AAAAC

Alternative MPV offers something fresh, comfy, spacious and quietly upmarket. LxWxH 4602x1826x1638 Kerb weight 1297kg 1.2 PureTech 130 1.5 BlueHDi 130 2.0 BlueHDi 160

126 126 158

125-128 10.8 130 11.3 130 9.2

46.9 60.1 47.0

143-145 136-137 160-161

C5 Aircross 5dr SUV £24,350–£35,850 AAABC AAAAC Smooth-riding SUV has an easy-going nature, but not the most

X2 5dr SUV £30,910–£46,775

dynamic. LxWxH 4500x1859x1670 Kerb weight 1530kg Proves crossovers aren’t always worse than the hatchbacks on which they’re based. LxWxH 4360x1824x1526 Kerb weight 1460kg 1.2 PureTech 130 129 117 10.5 44.2 1.6 PureTech 225 PHEV 1.5 BlueHDI 130 2.0 BlueHDI 180

223 129 174

140 117 131

TBC 10.4 9.4

184.0 57.3 47.3

149-151 50 138-139 163-165

AAAAB

Berlingo 5dr MPV £21,875–£28,880

Boxy, slightly quirky and immensely practical van-based car returns to top form. LxWxH 4403x1921x1849 Kerb weight 1398kg 1.2 PureTech 110 1.5 BlueHDI 100 1.5 BlueHDI 130

108 101 128

109 109 116

11.5 12.3 10.3

42.0-43.5 154-160 55.6 141-148 54.2 144-149

CUPRA

AAABC

Leon 5dr hatch £34,495–£36,225

PHEV powertrain is effective but makes for a confused take on the hot hatch formula. LxWxH 4398x1799x1467 Kerb weight 1596kg 1.4 eHybrid

241

140

6.7

TBC

TBC AAABC

Leon Estate 5dr hatch £34,495–£36,225

More practical version of the most potent Leon blows as hot and cold as the hatch. LxWxH 4657x1799x1463 Kerb weight TBC 1.4 eHybrid

241

140

TBC

TBC AAABC

Ateca 5dr hatch £39,050

First model from Seat’s stand-alone performance brand has decent pace and precision. LxWxH 4376x1841x1615 Kerb weight 1615kg 2.0 TSI 300

296

153

5.2

32.5

197 AAAAC

Formentor 5dr SUV £27,395–£43,840

Bespoke SUV delivers a well-rounded, sure-footed and rewarding X5 5dr SUV £60,710–£113,045 AAAAC drive. LxWxH 4450x1839x1511 Kerb weight 1569kg More capable, convenient, refined and classy SUV that’s a more 1.5 TSI 150 148 127 8.9 43.5-44.8 143-148 satisfying drive. LxWxH 4922x2004x1745 Kerb weight 2110kg 2.0 TSI 310 310 155 4.9 32.8-33.2 193-194 xDrive40i xDrive45e M50i X5M Competition xDrive30d xDrive40d

335 282 523 623 261 340

155 155 155 155 130 152

5.5 5.6 4.3 3.8 6.8 5.5

27.7-28.2 227-231 188.3-235.4 31 27.3 276 22.1 304 41.5-42.2 175-179 38.7-39.2 192-196

X6 5dr SUV £62,410–£115,745

The world’s first off-road coupé, but appearances make it difficult to love. LxWxH 4909x1989x1702 Kerb weight 2065kg xDrive40i M50i X6M Competition xDrive30d xDrive40d

338 523 623 254 340

155 155 155 143 154

5.5 4.3 3.8 6.7 5.5

DACIA

28.0-28.5 23.5 22.4 42.2-42.8 38.7-39.8

225-230 272 287 172-176 187-191

AAABC

Sandero 5dr hatch £7995–£11,995

A clever budget prospect but its limitations are unavoidable, even after a facelift. LxWxH 4088x1848x1499 Kerb weight 1009kg

1.0 SCe 75 1.0 TCe AAABC 1.0 TCe Bi-Fuel

66 90 99

98 111 114

16.7 11.7 11.6

TBC TBC TBC

120 120 123 AAABC

Sandero Stepway 5dr hatch £10,995–£13,795

A more expensive and slightly more rugged cheap car – but still limited. LxWxH 4099x1848x1535 Kerb weight 1040kg 1.0 TCe 1.0 TCe 100 Bi-Fuel

88 99

107 109

12 11.9

TBC TBC

127 130-131

Logan MCV 5dr estate £10,745–£12,105 AAACC AAAAC Lacks its stablemates’ charms but retains their cheapness.

X7 5dr SUV £77,670–£95,745

BMW’s largest SUV yet crowns the line-up, but faces strong

AAAAB competition. LxWxH 5151x2000x1805 Kerb weight 2395kg Better than its 1 Series forebear but lacks truly distinguishing The perfect compromise between the comfy E-Class and dynamic xDrive40i 338 155 6.1 28.7 249-250 premium qualities. LxWxH 4432x1774x1413 Kerb weight 1440kg XF, and then some. LxWxH 4936x2126x1479 Kerb weight 1530kg M50i 523 155 4.7 22.1 290 218i 134 130 9.4-9.6 35.3-36.2 177-181 520i 181 146 7.8 44.8-45.6 142-145 xDrive40d 340 152 6.1 36.2 203-204 220i 181 143 7.7 34.9-35.8 180-184 530e 288 146 5.9 117.7-128.4 32-43 M240i 335 155 4.7-4.9 31.4 204 530e xDrive 288 146 5.9 TBC TBC i3 5dr hatch £39,690–£42,220 AAAAB M550i xDrive 528 155 3.8 25.9 247 Our favourite high-end small car happens to be an EV, and it could change motoring. LxWxH 3999x1775x1578 Kerb weight 1245kg 2 Series Gran Coupé 4dr saloon £26,780–£38,525 AAACC M5 Competition 616 155 3.3 25.4 252 Blends 1 Series platform with rakish looks, but lacks the coupé’s 520d 187 147 7.5 57.6-58.9 126-129 120Ah 167 93 7.3 181 0 driver appeal. LxWxH 4526x1800x1420 Kerb weight 1350kg 520d xDrive 187 144 7.6 54.3-55.4 132-135 120Ah S 180 99 6.9 175 0 218i 138 134 8.7 46.3-47.1 136-138 530d xDrive 261 155 5.4 51.4-52.3 143-145 M235i xDrive 302 155 4.9 37.2 172 iX3 5dr SUV £58,850–£61,850 AAAAC 218d 148 138 8.6 58.9-60.1 123-125 5 Series Touring 5dr estate £41,845–£62,455 AAAAB All-electric SUV is brisk, agile, refined and versatile. LxWxH 4584x1852x1640 Kerb weight 2185kg 220d 188 148 7.5 56.5-57.6 129-131 The excellent 5 Series made in more practical form. The 520d is still the best. LxWxH 4942x2126x1498 Kerb weight 1630kg 80kWh 282 112 6.8 TBC 0 2 Series Active Tourer 5dr hatch £27,040–£38,775 AAAAC 520i 181 139 8.2 40.4-42.2 152-160 BMW’s FWD hatch is a proper contender but not as practical as 540i xDrive 335 155 5.1 34.9-35.8 179-185 Z4 2dr coupé £38,745–£51,270 AAAAC some of its rivals. LxWxH 4342x1800x1555 Kerb weight 1360kg 520d 187 147 7.8 52.3-55.4 134-142 Better to drive than ever but makes a better open-top cruiser than 218i 134 127 9.3 44.1-44.8 143-145 520d xDrive 187 144 7.9 49.6-52.3 140-148 a true sports car. LxWxH 4689x1942x1293 Kerb weight 1485kg 220i 181 142 7.4 42.2 151-153 530d 261 155 5.8 47.9 154 sDrive20i 195 155 6.6 39.8-40.4 160-161 225xe 248 125 6.7 88.3-100.9 44 530d xDrive 261 155 5.6 46.3-47.9 160 sDrive30i 255 155 5.4 39.8 161-162 216d 114 121 11.1 58.9 125-126 sDrive M40i 338 155 4.6 35.8 181 218d 148 129 9.0-9.1 56.5 130-132 7 Series 4dr saloon £71,725–£90,465 AAAAC C AT E R H A M 220d 187 141 7.6 54.3 136-137 Rules on in-car entertainment and diesel sophistication; otherwise 220d xDrive 187 138 7.5 51.4 144-145 too bland. LxWxH 5098x1902x1478 Kerb weight 1755kg Seven 2dr open £26,490–£53,885 AAAAB 740i 338 155 5.5 34-35.8 180-190 The 360 is the sweet spot, giving the Seven just the right hit of 750i xDrive 527 155 4.0 26.4 243-245 performance. LxWxH 3100x1575x1090 Kerb weight 490kg 745e 283 155 5.1-5.2 104.6-141.2 46 1.6 Sigma Ti-VCT 270 135 122 5.0 NA NA 730d 261 155 6.1 49.6-51.4 144-148 1.6 Sigma Ti-VCT 310 152 127 4.9 NA NA 730d xDrive 261 155 5.8 47.1-47.9 155-158 2.0 Duratec 360 180 130 4.8 NA NA 740d xDrive 315 155 5.2 46.3-47.1 158-159 2.0 Duratec 420 210 136 3.8 NA NA 2.0 Supercharged 620S 310 145 3.4 NA NA 8 Series 2dr coupé/2dr open £74,640–£133,380 AAAAC 2.0 Supercharged 620R 310 155 2.8 NA NA

5 Series 4dr saloon £39,270–£102,325

107 127 96

C4 5dr hatchback £20,990–£34,330

AAAAB sDrive18i 138 127 9.6 42.8-43.5 148-150 Towering everyday appeal. Arguably the best all-rounder sensible sDrive20i 189 141 7.7 40.9-41.5 154-156 money can buy. LxWxH 4620x1811x1430 Kerb weight 1565kg xDrive20i 189 TBC 7.6 38.7-39.2 164-166 318i 152 137 8.7 42.2 152-153 xDrive25e 220 121 6.8 156.9 40-41 320i 181 143 7.5 42.2 152-153 M35i 302 155 4.9 34.4 187 330i 254 155 5.9 39.2-40.9 156-163 sDrive18d 148 129 9.3-9.8 55.4 132-134 330e 292 143 5.9 176.6-201.8 32-37 xDrive18d 148 128 9.2 50.4-51.4 144-146 330e xDrive 292 140 5.9 156.9-176.6 37-42 xDrive20d 185 137 7.7 49.6-50.4 147-149 M340i xDrive 371 155 4.5 33.6 191 318d 148 133 8.8 57.6-58.9 126-127 X3 5dr SUV £42,115–£80,225 AAAAC Continues where the last one left off. Dynamically good and more 320d 188 142 7.1-7.9 54.3-57.6 115-121 320d xDrive 188 142 7.4 51.4-54.3 136-143 luxurious inside. LxWxH 4708x1891x1676 Kerb weight 1750kg 181 134 8.3 35.3-35.8 179-181 330d 263 140 5.6 45.6-47.1 158-163 xDrive20i 288 130 6.1 134.5 51-54 330d xDrive 261 155 5.4 43.5-44.8 166-171 xDrive30e xDrive M40i 355 155 4.8 31.4 204 M340d xDrive 340 155 4.8 44.8 165 X3M Competition 503 155 4.1 24.8 261 4 Series 2dr coupé £40,060–£76,055 AAAAC xDrive20d 187 132 8.0 47.1-47.9 154-156 A talented GT and brilliant B-road steer that’s very well equipped. xDrive30d 261 149 5.8 45.6 161-163 LxWxH 4768x1852x1383 Kerb weight 1475kg xDrive M40d 321 155 4.9 43.5 171 420i 181 149 7.5 42.2-44.1 146-151 430i 254 155 5.8 40.4-42.2 153-159 X4 5dr SUV £45,775–£83,145 AAABC M440i xDrive 369 155 4.5 36.7 175 Downsized X6 is respectable enough if not lovable, but the X3 is a better option. LxWxH 4671x1881x1624 Kerb weight 1735kg M4 Competition 503 155 3.9 28.2 228 420d 187 143 7.1 58.9-61.4 121-126 xDrive M40i 336 155 4.9 31.7 203 420d xDrive 187 148 7.4 55.4-57.6 129-135 X4M Competiton 503 155 4.1 24.8 259 xDrive20d 187 131 8.0 47.1-47.9 161-165 4 Series Convertible 2dr open £45,785–£54,005 AAAAC xDrive30d 254 145 5.8 45.6-46.3 159-163 Previous-gen grand tourer with the ability to remove the roof has xDrive M40d 322 155 4.9 43.5 169

3 Series Touring 5dr estate £33,415–£52,375

) y e) km o m ang (g/ o n MPG/r CO 2 (

C3 Aircross 5dr hatchback £17,015–£22,145

AAAAA

127 137 119 127 138 135

real talent. LxWxH 4640x1825x1384 Kerb weight 1700kg

2 Series Convertible 2dr open £30,675–£45,385

h r (b

1.2 PureTech 110 1.2 PureTech 130 1.5 BlueHDi 100

134 181 114 148 187 187

BMW

AAABC

)

150-152 157-158 132-133 137-138 143-144 150

318i AAAAC 320i Usable but no less involving or dramatic for it. V10 is deliciously 320i xDrive brutal. LxWxH 4426x1940x1240 Kerb weight 1590kg 330i 5.2 V10 RWD 538 201 3.7 22.2 288 330e 5.2 V10 FSI quattro 567 201 3.4 21.9 294 330e xDrive 5.2 V10 Performance q’tro 610 205 3.1 21.7 295-296 M340i xDrive M3 Competition R8 Spyder 2dr open £126,015–£165,720 AAAAC 318d Taking the roof off the R8 enhances the drama tenfold. 320d LxWxH 4426x1940x1245 Kerb weight 1680kg 320d xDrive 5.2 V10 RWD 538 200 3.8 20.9 307 330d 5.2 V10 quattro 567 200 3.5 20.5 313 330d xDrive 5.2 V10 Performance q’tro 610 204 3.2 20.3 315 M340d xDrive

2.5 VVT

218i 220i 216d 218d 220d 220d xDrive

R8 2dr coupé £117,325–£157,030

AAAAB

Funky-looking C3 gets a jacked-up, rugged SUV look. LxWxH 4155x1765x1637 Kerb weight 1088kg

Latest 3 Series has a growth spurt, but size is no obstacle for an engaging drive. LxWxH 4709x1827x1442 Kerb weight 1450kg

An F-22 Raptor for the road, only significantly better built. LxWxH 3952x1836x1110 Kerb weight 580kg

d ee

Brings a proper premium MPV to the table. Third-row seats aren’t adult-sized, though. LxWxH 4556x1800x1608 Kerb weight 1475kg

3 Series 4dr saloon £31,590–£74,755

Mono 0dr open £165,125

AAAAB

2 Series Gran Tourer 5dr MPV £28,955–£39,475

BAC

h r (b

LxWxH 4501x1733x15212 Kerb weight 980kg 0.9 TCe 90 1.0 TCe 100 Bi-Fuel

89 99

109 114

11.1 11.6

47.1-47.9 131 46.2 116

Logan MCV Stepway 5dr estate £12,945–£13,745

AAABC

Given a rugged makeover but still lacks charm. Extremely practical, though. LxWxH 4528x1761x1559 Kerb weight 1090kg 0.9 TCe 90 1.0 TCe 100 Bi-Fuel

89 99

104 108

12.4 TBC

44.3 TBC

138-139 134 AAABC

Duster 5dr SUV £11,245–£20,145

A value champion. If cheap family transport is what you require, the Duster delivers. LxWxH 4341x1804x1633 Kerb weight 1147kg 1.0 TCe 90 1.3 TCe 130 1.3 TCe 150 1.0 TCe 100 Bi-Fuel 1.5 dCi 115 1.5 dCi 115 4x4

89 128 148 99 113 113

103 120 125 106 113 108

13.5 10.6 9.7 14.4 10.3 12.1

46.3 45.6 44.8 TBC 57.7 51.4

139 141 143 146 128 143

AAABC

3 Crossback 5dr SUV £22,955–£38,600

First foray into compact SUVs comfortably competes with more established rivals. LxWxH 4118x1802x1534 Kerb weight 1205kg 1.2 PureTech 100 1.2 PureTech 130 1.2 PureTech 155 1.5 BlueHDI 100 50kWh E-Tense

98 128 153 98 132

112 124 129 112 93

10.9 9.2 8.2 11.4 8.7

80.4 47.1 46.6-52.0 62.7 191-206

127 141 127-143 123 0

AAABC

7 Crossback 5dr SUV £32,370–£46,550

DS’s first premium SUV certainly has the right price tag, equipment and appeal. LxWxH 4570x1895x1620 Kerb weight 1420kg

1.2 PureTech 130 129 122 10.2 42.2-46.0 143-152 1.6 PureTech 180 178 137 8.9 42.2 152 CITROEN 1.6 E-Tense 295 149 5.9 176.6-201.8 32-40 840i 335 155 5.0 33.2-33.6 193-194 C1 3dr hatch/5dr hatch £10,330–£14,300 AAABC 1.5 BlueHDi 130 TBC 121 11.7 54.1-55.3 143 M850i xDrive 523 155 3.7 24.8-25.2 255-260 Slightly cheaper than its Toyota sibling but less visually charming. 2.0 BlueHDi 180 EAT8 171 134 9.9 48.2 162-69 M8 Competition 623 155 3.2-3.3 25.2-25.4 252-254 LxWxH 3455x1615x1460 Kerb weight 855kg FERRARI 840d xDrive 316 155 4.9 40.4 183-184 1.0 VTI 72 71 99 12.6 58.9 109-110 Portofino 2dr open £166,295 AAAAC 8 Series Gran Coupé 4dr saloon £72,575–£123,880 AAAAC C3 5dr hatchback £13,995–£20,590 AAABC The entry-level Ferrari has the power, the looks and the touring

Has dynamism to spare but not quite the breadth of ability of the best sporting GTs. LxWxH 4843x1902x1341 Kerb weight 1830kg

Four-door grand tourer offers greater practicality than its two-door Funky, fresh look gives a lease of life, shame that underneath isn’t siblings. LxWxH 5072x1932x1397 Kerb weight 1800kg the same. LxWxH 3996x1749x1474 Kerb weight 976kg 840i M850i xDrive M8 Competition 840d xDrive

335 523 623 316

155 155 155 155

5.2 3.9 3.2 5.1

33.2 24.6 25.4 39.8

194 260 254 187

1.2 PureTech 82 1.2 PureTech 110 1.5 BlueHDi 100

79 107 96

107 117 115

12.8 9.3 10.6

51.3 52.3 67.0

ability. LxWxH 4586x1938x1318 Kerb weight 1664kg 3.9T V8

591

199

3.5

14.7-28.0 230-436

130-131 129-131 117-118

29 SEPTEMBER 2021 AUTOCAR.CO.UK 73

h r (b

d ee

)

0-6

m /62

ph Ec

no (M

my P

a G/r

e ng

)

(g O2

) /km

h r (b

d ee

)

0-6

m /62

ph Ec

no (M

my P

a G/r

e ng

)

(g O2

) /km

AAAAC

S-Max 5dr MPV £31,320–£42,985

199

3.4

The last hurrah for the pure internal combustion V8-powered mid-engined Ferrari. LxWxH 4611x1979x1206 Kerb weight 1435kg 3.9T V8 Tributo

710

211

2.9

21.9

292 AAAAB

GTC4 Lusso 2dr coupé £200,300–£240,537

Another four-wheel-drive grand tourer Ferrari that is more usable than the FF. LxWxH 4922x1980x1383 Kerb weight 1865kg 3.9T V8 6.3 V12

592 670

198 208

3.5 3.4

13.5-25.2 253-477 9.9-21.0 308-648 AAAAA

812 Superfast 2dr open £263,098

More powerful than the F12, but with better road manners making it the star of the range. LxWxH 4657x1971x1276 Kerb weight 1630kg 6.5 V12

777

211

2.9

11.2-20.0 320-572 AAAAA

SF90 Stradale 2dr coupé £400,000

Plug-in hybrid doesn’t do things conventionally. A 986bhp technical masterpiece. LxWxH 4710x1972x1186 Kerb weight 1570kg 4.0T V8

986

211

2.5

TBC

F I AT

AAABC

500 3dr hatch/2dr open £13,260–£32,995

Super-desirable, super-cute city car. Pleasant, if not involving to drive. LxWxH 3571x1627x1488 Kerb weight 865kg 1.2 69hp 1.0 Mild Hybrid Electric 21.3kWh Electric 37.8kWh

68 69 TBC 116

99 104 TBC 116

12.9 13.8 TBC 9.0

500L 5dr MPV £18,030–£21,330

123 129 128

10.3 9.5 9.8

47.1 43.5 40.9

159-160 170-171 181 AAABC

148 188 188

122-123 10.9 129-131 9.6-9.8 128 10.6

46.3 43.5 40.4

Ecosport 5dr SUV £20,845–£22,045

160 171 184

103-111 13.4

500X 5dr hatch £19,460–£26,060

47.1 53.3 TBC 199

136-141 119-121 0 0

118 148

117 124

10.9 9.1

ph Ec

no (M

my P

a G/r

e ng

)

(g O2

) /km

98 118 74 83

42.2-45.6 142-153 40.9-42.2 152-153

h r (b

d ee

)

0-6

2 0/6

h Ec

y e) o m ang o n MPG/r

(g/

)

CO 2

(

AAAAC

113-117 118 99 106

10.8-11.4 10.2 13.6 12.8

47.9-49.6 47.1 47.9 45.6-47.9

129-134 137 134 134-141

AAABC

i30 5dr hatch £20,705–£25,545

As good as we’ve come to expect from Hyundai, but not one inch better. LxWxH 4340x1795x1455 Kerb weight 1194kg 118 130 155 118

11.1 8.6 6.1 11.0-11.2

45.6 42.2-46.3 34.0 58.9-60.1

121-122 142 188 121-122

AAAAC

E-Pace 5dr SUV £30,490–£49,965

Jaguar’s second SUV looks enticing, but can it make an impact like the F-Pace’s? LxWxH 4411x1984x1649 Kerb weight 1775kg

2.0 P200 AWD 198 134 7.7 30.1 213 2.0 P250 AWD 245 143 6.6 29.8 215 1.0T Ecoboost 140 138 115 10.2 47.1 136 1.5 T-GDI 157 130 8.6 49.6-52.3 141-151 2.0 P300 AWD 295 151 5.9 28.3 226 1.5 TDCi EcoBlue 100 99 105 13.6 56.5 128 2.0 T-GDI 275 N Performance 272 155 6.1 34.0 188 1.5 P300e 305 134 6.5 TBC TBC 1.5 TDCi EcoBlue 125 123 113 10.7 53.3 139 2.0 D150 148 124 9.5 42.7 174 i30 Tourer 5dr estate £21,455–£26,295 AAABC 2.0 D150 AWD 148 120 9.9-10.1 36.5-41.8 177-188 Puma 5dr SUV £23,640–£30,415 AAAAC Another solid car. Good value and practical but lacks excitement. 2.0 D180 AWD 177 127-128 8.7-9.4 39.5-41.2 180-188 Compact crossover finally has a class leader capable of appealing LxWxH 4585x1795x1465 Kerb weight 1245kg 2.0 D240 AWD 236 139 7.0 37.1 200 to petrolheads. LxWxH 4186x1805x1554 Kerb weight 1280kg 1.0 T-GDi 120 118 117 11.4 47.9-49.6 130-139 1.0T Ecoboost 125 123 119 10.0 46.3 138 1.6 CRDi 136 134 123 10.9 56.5-57.6 126-127 F-Pace 5dr SUV £40,860–£77,595 AAAAC 1.0T Ecoboost MHEV 125 123 119 9.8 50.4 127 Credible first SUV effort is as refined and dynamic as a Jaguar 1.0T Ecoboost MHEV 155 153 124 8.9 50.4 127 Ioniq 5dr hatch £23,840–£35,950 AAABC should be. LxWxH 4731x2071x1666 Kerb weight 1690kg First attempt at electrification for the masses is a good effort. 2.0 P250 AWD 246 135 7.3 30.4 214-220 Kuga 5dr SUV £26,765–£38,425 AAAAC LxWxH 4470x1820x1450 Kerb weight 1370kg 3.0 P400 AWD 394 155 5.4 28.8 222-230 All-new version of popular SUV mixes dynamism with practicality 1.6 Hybrid 141 139 115 10.8-11.1 61.4-62.8 102 2.0 P400e AWD 398 149 5.3 TBC TBC and refinement. LxWxH 4614x1883x1678 Kerb weight 1698kg 1.6 Plug-in Hybrid 141 139 110 10.8 256.8 26 5.0 V8 SVR 550 AWD 548 178 4.0 23.1 275 1.5T Ecoboost 120 117 115 11.6 42.2 152 Electric 132 110 10.6 194 0 2.0 D165 AWD 163 121 9.9 45.4 165-171 1.5T Ecoboost 150 148 121 9.7 41.5-42.8 151 2.0 D200 AWD 197 130 8.0 45.4 165-171 2.5 Ecoboost PHEV 223 125 9.2 201.8 32 Kona 5dr hatch £21,060–£41,250 AAAAC 3.0 D300 AWD 296 143 6.4 38.1 195-202 1.5T EcoBlue 120 118 112 11.7 55.4 134 Hyundai’s first crossover is the perfect blend of practicality, value and style. LxWxH 4165x1800x1550 Kerb weight 1233kg 2.0T EcoBlue 150 MHEV 148 121 9.6 56.5 132 I-Pace 5dr SUV £64,495–£74,995 AAAAB 1.0 T-GDi 120 2WD 118 112 12.0 44.1-44.8 142-147 Fast, refined and the first of its kind from a European 2.0T EcoBlue 190 188 129 8.7 47.9 159 manufacturer. LxWxH 4682x1895x1558 Kerb weight 2133kg 1.6 T-GDi 177PS 4WD 175 127 7.9 34.0-33.6 189 Mustang Mach-E 4dr crossover £40,350–£58,080 AAAAC 1.6 GDi Hybrid 2WD 134 119 10.2 52.3 114-123 EV400 398 124 4.5 292 0 Likeable, practical high-rise EV has only a badge in common with Electric 39kWh 134 96 9.6 180 0 JEEP its coupé namesake. LxWxH 4712x1881x1597 Kerb weight 1993kg Electric 64kWh 201 104 7.6 280 0 68kWh 265 111 6.1 248 0 Compass 5dr SUV £27,100–£37,755 AAACC 68kWh AWD 265 111 5.6 273 0 Nexo 5dr SUV £69,495 AAABC Wants to be a catch-all crossover but is beaten by more road88kWh 290 111 6.2 379 0 Impressive effort that heads in the right direction for fuel cell cars. focused rivals. LxWxH 4394x2033x1629 Kerb weight 1430kg LxWxH 4670x2060x1640 Kerb weight 1814kg 88kWh AWD 346 111 5.1 235 0 1.4 Multiair II 140 138 119 9.9 37.7 172 95kW fuel cell 161 130 9.6 42.0mpkg 0 1.4 Multiair II 170 4WD 167 124 9.5 32.5 209 Mustang 2dr coupé/open £44,185–£55,185 AAAAC 1.6d MultiJet II 120 118 115 11.0 47.9 157 American muscle built for the UK, in coupé and convertible forms. Tucson 5dr SUV £28,495–£34,455 AAABC 2.0d MultiJet II 170 4WD 167 122 9.5 38.2 191

AAACC What’s not to like? LxWxH 4784x1916x1381 Kerb weight 1653kg 5.0 V8 444 155 4.8 23.5-23.9 268-274 5.0 V8 Bullitt 453 163 4.6 23.9 270 38.7-39.8 166-170 GT 2dr coupé £420,000 AAAAC AAABC The GT is back as a race car for the road. Compelling if not perfect.

Familiar styling works rather well as a crossover. Drives okay, too. LxWxH 4248x1796x1600 Kerb weight TBC 1.0 Firefly Turbo 120hp 1.3 Firefly Turbo 150hp

0-6

m /62

i20 5dr hatch £18,605–£22,105

1.0 T-GDi 120 118 1.5 T-GDi 157 2.0 T-GDi 275 N Performance 272 AAACC 1.6 CRDi 115 113

A costly option but has some style to fill out some of its missing substance. LxWxH TBC Kerb weight TBC 1.4 95hp

)

Facelifted version of the pumped-up Fiesta is okay, but developingworld roots show. LxWxH 4096x1765x1653 Kerb weight 1280kg i30 Fastback 4dr saloon £20,710–£30,310 AAABC 14.7-28.0 230-436 1.0T Ecoboost 100 98 105 11.9 48.7 133 Combines good looks with sensible practicalities and dynamic charm. LxWxH 4455x1795x1425 Kerb weight 1287kg 1.0T Ecoboost 125 123 111 11.0-11.6 47.1 135 AAAAA

F8 Tributo 2dr coupé/open £203,476

1.0 T-GDI 100 1.0 T-GDI 120 1.2 MPI 75 1.2 MPI 84

148 188 188

Gorgeous coupé is a proper grand tourer with a focus on usability. LxWxH 4656x1974x1301 Kerb weight 1570kg 612

2.0 TDCi EcoBlue 150 2.0 TDCi EcoBlue 190 2.0 TDCi EcoBlue 190 AWD

3.9T V8

d ee

Combines decent performance with good practicality and running costs. LxWxH 4035x1734x1474 Kerb weight 980kg

Huge seven-seat MPV. Easy to place on the road but not cheap to buy. LxWxH 4848x1916x1747 Kerb weight 1708kg

AAAAB

Better to drive and better looking than most but not quite the class leader it was. LxWxH 4976x1916x1655 Kerb weight 1645kg

Galaxy 5dr MPV £33,720–£42,985

Roma 2dr coupé £175,000

h r (b

LxWxH 4808x1928x1692 Kerb weight 1912kg 3.5 V6 Ecoboost

650

216

3.0

TBC

Ranger 4dr pick-up £24,369–£47,889

Classy, roomy cabin and predictable handling. A very competitive SUV. LxWxH 4475x1850x1650 Kerb weight 1379kg

1.6 GDi 132PS 1.6 T-GDi 177PS 1.6 CRDi 115PS 1.6 CRDi 136PS 2.0 CRDi 185PS

130 175 113 134 182

113 125-126 109 114-116 125

11.5 8.9-9.2 13.7 10.6-12.0 9.5

35.3 34.9-36.2 48.7-49.6 45.6-47.1 40.9

178-180 173-185 135-137 146-153 172-180

TBC

Santa Fe 5dr SUV £39,420–£44,465 AAABC AAAAC Another big Korean SUV with lots of space for not a lot of cash.

Slick and comfy. LxWxH 4700x1880x1675 Kerb weight 1939kg Capable pick-up becomes off-road monster in Raptor spec but Panda 5dr hatch £12,025–£18,125 AAABC loses VAT incentives. LxWxH 5277x1977x1703 Kerb weight 1866kg 2.2 CRDi 200 AWD 197 127 9.4-9.5 38.7-40.4 179-191 Hasn’t kept pace with its rivals, but sells robust, practical charm 2.0 EcoBlue 130 128 106 13.5 42.8 173 JAGUAR better than most. LxWxH 3653x1643x1551 Kerb weight 940kg 2.0 EcoBlue 170 158 109 11.8 40.4-43.5 184-207 1.2 69hp 0.9 Twinair 85 1.0 Mild Hybrid

68 83 69

96-102 14.2-14.5 44.1 132 103-110 11.2-12.1 37.2 166-168 96 14.7 50.4-52.3 126-132

2.0 EcoBlue 213 3.2 Duratorq TDCI 200

210 197

106 109

10.5 10.6

30.7 201-233 32.1-36.2 221-231

XE 4dr saloon £29,635–£40,140

1.4 95 1.4 T-Jet 120 1.6 Multijet II 120

93 118 118

115 124 124

1.8 Zetec

135

125

TBC

XF 4dr saloon £33,925–£44,760

AAAAB

AAABC

Renegade 5dr SUV £23,400–£36,500

Middling compact crossover with chunky looks but no obvious charm. LxWxH 4236x1805x1667 Kerb weight 1346kg 1.0 GSE T3 120 1.3 GSE T4 150 1.3 Turbo 4xe 1.3 Turbo 4xe Trailhawk

118 148 188 238

115 122 113 124

11.2 9.4 7.5 7.1

38.2 151 38.2-39.8 151 122.8-134.5 42-49 117.7-128.4 51-53 AAAAC

Wrangler 2dr/4dr SUV £41,525–£51,850

Heavy-duty off-roader goes anywhere but lacks on-road manners. LxWxH 4223x1873x1840 Kerb weight 1827kg 2.0 GME 2.2d MultiJet II 200 4WD

265 197

110 114

7.3-7.6 9.5

25.4-26.4 248-254 28.8-30.4 243-247

KIA Tops the pile thanks to outstanding driver appeal. Poised and engaging but refined. LxWxH 4678x1850x1416 Kerb weight 1450kg Picanto 5dr hatch £10,995–£15,795 AAACC G I N E T TA 2.0 P250 246 150 6.7 34-35.5 179-187 Nice drive and cabin but now overshadowed by rivals. Tipo 5dr hatch £17,690–£21,985 AAABC G40 Club Car 2dr coupé £35,000 (+champ pack) AAABC 2.0 P300 AWD 296 155 5.9 30.8-32.4 197-207 LxWxH 3595x1406x1485 Kerb weight 935kg A ’90s reboot that has been on a diet. Decent to drive and ample A balanced, affordable and fine-looking track-day car. Some of the 2.0 D200 198 146 7.3 54.0-57.7 128-137 1.0 MPi 65 100 13.8 49.6-50.4 117-122 interior space. LxWxH 4368x1792x1495 Kerb weight 1195kg finish isn’t quite up to snuff. LxWxH TBC Kerb weight 840kg 1.25 MPi 82 100-107 11.6-13.2 42.2-49.6 128-131

12.1 36.2-36.7 TBC 9.6 39.2 162-167 9.8-10.2 53.3 132

AAAAB 1.0 T-GDi

Outstandingly broad-batted dynamically, plus a pleasant cabin. LxWxH 4954x1880x1457 Kerb weight 1545kg

H O N DA

AAABC 2.0 P250 246 155 6.9 33.0-34.9 183-193 2.0 P300 AWD 296 155 6.1 31.2-32.8 194-204 Tipo Station Wagon 5dr estate £16,990–£22,945 AAABC Eminently likeable, with good dynamics but a limited range and 2.0 D200 198 146 7.6 52.8-56.5 131-140 Estate version is more practical, which mixes well with its driving ambitious price. LxWxH 3894x1752x1512 Kerb weight 1520kg characteristics. LxWxH 4571x1792x1514 Kerb weight 1205kg 2.0 D200 AWD 198 143 7.8 48.9-51.3 128-137 100kW 136 90 9.0 137 0 1.4 95 93 115 12.3 41.5 158 113kW 154 90 8.3 136 0 1.4 T-Jet 120 118 124 9.8 39.2 162 XF Sportbrake 5dr estate £37,735–£46,610 AAAAB 1.6 Multijet II 120 118 124 10.1-10.4 52.3 134 Jazz 5dr hatch £18,985–£23,385 AAAAC Superb XF is now available in the more practical Sportbrake form.

E 5dr hatch £30,160–£32,160

Not the most compact or vivacious but has decent handling and is cleverly packaged. LxWxH 4044x1694x1526 Kerb weight 1300kg

FORD

AAAAB 1.5 i-MMD

Fiesta 3dr/5dr hatch £16,640–£26,700

109

108

9.4-9.9

62.8

It’s a win-win. LxWxH 4955x1880x1494 Kerb weight 1660kg

2.0 P250 2.0 P300 AWD 2.0 D200 AAAAC 2.0 D200 AWD

246 296 198 198

5.0 P450 AAABC 5.0 P575

444 518

102-110

150 155 143 143

7.1 6.2 7.8 8.0

32-33.7 29.9-31.2 50.7-53.7 47.0-49.1

189-199 204-213 138-146 151-157

112

10.1

48.7

128-129 AAABC

Rio 5dr hatch £13,645–£20,145

Looks great and is well priced, but nowhere near its European rivals. LxWxH 4065x1725x1445 Kerb weight 1155kg 1.25 MPi 1.0 T-GDi 99 1.0 T-GDi 118

82 98 116

107 115 118

12.5 10.3 9.8

45.6-46.3 132-139 48.7 132-134 44.8-47.1 139 AAAAC

Ceed 5dr hatch £19,700–£29,020

Third-generation hatchback can now compete for class honours. LxWxH 4310x1800x1447 Kerb weight 1315kg 1.0 T-GDi 118 1.5 T-GDi 158 1.6 T-GDi 201 1.6 CRDi 134

116 156 198 132

116 128-130 142 122

10.9 8.6-8.9 7.5 10.2

47.9-50.4 43.5-46.3 38.2 57.6

122-126 129-135 153 120

1.0 T-GDi 118 1.5 T-GDi 158 1.6 CRDi 134 AAAAB 1.6 GDi PHEV

116 156 132 137

118 128-130 122 106

10.9 8.6-8.9 10.2 10.5

47.1 43.5-46.3 57.6 118.3-217.2

121-127 131 121 33

Dynamically superb and continues the Fiesta legacy. No longer the class leader, though. LxWxH 4040x1735x1476 Kerb weight 1113kg

Civic 5dr hatch £21,530–£39,995

1.1 75 1.0 Ecoboost 95 1.0 Ecoboost MHEV 125 1.0 Ecoboost MHEV 155 1.5T Ecoboost 200 ST

A fresh look while remaining practical, refined and upmarket. Lacks some dynamism. LxWxH 4518x1799x1434 Kerb weight 1275kg F-Type 2dr coupé £54,510–£97,315 AAAAB 1.0 VTEC Turbo 126 124 125-126 10.2-11.2 47.9 124-141 A full-blooded assault on Porsche’s backyard, with noise, power Ceed Sportswagon 5dr estate £20,400–£30,540 AAAAC and beauty. LxWxH 4482x1923x1311 Kerb weight 1525kg 1.5 VTEC Turbo 182 179 125-136 8.2-8.5 46.3 137 All of the above, but with cavernous, more practical load space. LxWxH 4600x1800x1465 Kerb weight 1389kg 2.0 VTEC Turbo Type R 315 169 5.8 33.2 191-193 2.0 P300 296 155 5.7 29.9 215

73 93 123 153 197

103 105-113 126 136 144

14.5 10.6-13.8 9.4 8.9 6.5

53.3 55.4 56.5 55.4 42.8

121 116-120 96-121 104-123 149 AAAAB

Focus 5dr hatch £22,210–£33,260

HR-V 5dr SUV £20,735–£28,420

Better to drive and look at than before, and impressively good value. LxWxH 4378x1825x1471 Kerb weight 1369kg

Cleverly packaged and comfortable. Bland performance and forgettable, though. LxWxH 4294x1772x1605 Kerb weight 1241kg

1.0 Ecoboost 125 1.0 Ecoboost MHEV 125 1.0 Ecoboost MHEV 155 2.3T Ecoboost 280 ST 1.5 EcoBlue 120 2.0 EcoBlue 150 2.0 EcoBlue 190 ST

1.5 i-VTEC 130 1.5 i-VTEC Turbo 182 1.6 i-DTEC

123 123 152 276 118 148 188

124 124 129-131 155 117-122 127-130 137

10.0 10.0-10.3 9.2-9.5 5.7 10.0-10.8 8.5-9.1 7.6

55.4 55.4 55.4 34.3 62.8 60.1 50.4

116 116 116 187 119-127 125 148

128 180 120

116-119 10.2-11.4 42.2 148-153 134 7.8 47.1-47.9 151 119 10.0 54.3-56.5 132-136

Tardis-like SUV stalwart has lots of space for five and a big boot. LxWxH 4605x1820x1685 Kerb weight 1515kg

1.5 i-VTEC 130 128 119 10.2-10.7 TBC 148-153 AAABC 1.5 i-VTEC 182 179 134 7.8 TBC 151 Almost as good to drive as the hatch, but a Skoda Octavia will 1.6 i-VDEC 182 118 134 10.0-10.5 TBC 132-136 carry more. LxWxH 4669x1825x1481 Kerb weight 1485kg 2.0 i-MMD hybrid 181 112 9.2 38.2 162 1.0T Ecoboost 125 123 123 10.3 55.4 116 1.0 Ecoboost MHEV 125 123 120-123 10.3-10.6 55.4 98-116 NSX 2dr coupé £149,975 AAAAB 1.0 Ecoboost MHEV 155 152 127-130 9.4-9.7 55.4 116 Honda’s supercar given a modern reboot, and it’s some piece of engineering. LxWxH 4487x1939x1204 Kerb weight 1725kg 2.3T Ecoboost 280 ST 276 155 5.8-6.0 35.3 183 1.5 EcoBlue 120 118 118-120 10.3-11.1 62.8 119 3.5 V6 hybrid 573 191 2.9 26.4 242 1.5 EcoBlue 150 148 127-129 8.7-9.3 60.1 125 HYU N DAI 2.0 EcoBlue 190 ST 188 137 7.7 50.4 148 i10 5dr hatch £12,820–£15,620 AAAAC Mondeo 5dr hatch/4dr saloon £25,565–£35,720 AAAAC Prioritises maturity over fun, resulting in a car that is practical and

Focus Estate 5dr estate £23,370–£34,660

Does what great Fords do, by over-delivering on practicality, handling and value. LxWxH 4871x1852x1482 Kerb weight 1455kg 2.0 TiVCT hybrid 187 2.0 TDCi EcoBlue 150 2.0 TDCi EcoBlue 190 2.0 TDCi EcoBlue 190 AWD

184 148 188 188

116 131-133 138 137

9.2 10.7-10.9 8.9 9.1

50.4 52.3-56.5 51.4 47.9-48.7

134-142 136-146 145-148 155-158

well-priced. LxWxH 3665x1660x1500 Kerb weight 933kg

1.0 MPi 1.0 T-GDI 1.2 MPi

67 99 84

97 115 106

14.6 10.5 12.6

53.3 52.3 51.4

114-120 123 124

4.6 3.7

F-Type Convertible 2dr open £59,990–£102,405

26.0-26.8 239-246 26.4 243

Costs serious money, but you get a serious car with a likeable wild side. LxWxH 4482x1923x1308 Kerb weight 1545kg

2.0 P300 5.0 P450 AAAAC 5.0 P575

CR-V 5dr SUV £30,810–£39,770

177 186

296 444 518

155 177 186

5.7 4.6 3.7

29.6 217 26.0-26.6 241-247 26.4 243

Alluring and interesting, but not quite as special to drive as it looks. LxWxH 4605x1800x1422 Kerb weight 1405kg 1.4 T-GDi 138 1.5 T-GDi 158 1.6 T-GDi 201 1.6 CRDi 134

136 156 198 132

127-130 128-130 140 124

8.8-9.1 8.6-8.9 7.2 9.8-10.0

42.8-45.6 43.5-46.3 39.3 54.3-56.5

141-146 131-136 163 131

AAABC

Xceed 5dr hatch £21,050–£34,905

Crossover-styled hatch that drives well, but lacks practicality and polish. LxWxH 4395x1826x1483 Kerb weight 1332kg 1.0 T-GDi 118 1.4 T-GDi 138 1.5 T-GDi 158 1.5 CRDi 134 1.6 GDi PHEV

116 136 156 132 137

115 124 TBC 122 99

10.9 9.1 TBC 10.2 10.6

45.6 42.8 TBC 53.3 TBC

140-146 150-151 142-143 133 TBC AAAAC

Soul EV 5dr hatch £37,545

Electric-only hatch with looks that divide opinion, but competitive range. LxWxH 4220x1825x1605 Kerb weight 1757kg 64kWh

201

104

7.6

280

0 AAABC

Stinger 4dr saloon £41,145

Sleek coupé-shaped saloon has the appeal and dynamics to rival Europe’s best. LxWxH 4830x1870x1400 Kerb weight 1717kg 3.3 V6 T-GDi

74 AUTOCAR.CO.UK 29 SEPTEMBER 2021

AAABC

Proceed 5dr hatch £24,335–£29,835

360

168

4.7

27.7

233

N E W CAR PR I CES Po

h r (b

d ee

)

0-6

m /62

ph Ec

no (M

my P

a G/r

e ng

)

(g O2

) /km

h r (b

d ee

)

0-6

m /62

ph Ec

no (M

my P

a G/r

e ng

)

(g O2

) /km

AAABC

Niro 5dr SUV £25,150–£39,395

h r (b

d ee

)

0-6

m /62

ph Ec

no (M

my P

a G/r

Refined and dynamically satisfying in a saloon bodystyle. LxWxH 4460x1795x1440 Kerb weight 1405kg

1.6 GDi Hybrid 1.6 GDi Hybrid PHEV 39kWh e-Niro 64kWh e-Niro

2.0 e-Skyactiv-X 186

101 107 96 104

11.1 10.4 9.5 7.5

TBC TBC TBC 282

110-120 TBC 0 0

Kia’s first crossover is striking and reasonably good considering the value. LxWxH 4140x1760x1520 Kerb weight 1160kg 1.0 T-GDi

116

115

9.9

46.3-47.1 137 AAABC

Sportage 5dr SUV £23,795–£33,680

Good ride, handling and usability. Looks good and is decent value. LxWxH 4480x1855x1635 Kerb weight 1454kg 1.6 GDi 1.6 T-GDi 1.6 T-GDi AWD 1.6 CRDi 134 48V AWD

128 172 172 132

113 127 125-126 112

11.1 8.9 8.8-9.2 11.6

34.9-35.7 34.4-34.9 31.7-32.5 42.8-43.5

177-184 183-184 192-201 141-161

134

(g O2

) /km

8.1

TBC

AAAAC

X-Bow 0dr open £57,345–£70,717

Eccentric looks and sharp handling but expensive. LxWxH 3738x1915x1202 Kerb weight 847kg 2.0 R 2.0 GT

290 280

143 143

3.9 4.1

NA NA

d ee

)

0-6

2 0/6

h Ec

) y e) km o m ang (g/ o n MPG/r CO 2 (

AAABC

A-Class Saloon 4dr saloon £26,190–£45,420

Larger, more grown-up A-Class adds premium touch to smallest Merc saloon. LxWxH 4549x1796x1446 Kerb weight 1465kg

114-117

Attractively styled but only average to drive.

AAAAB LxWxH 4805x1840x1480 Kerb weight 1465kg The country bumpkin given elocution lessons without losing its 2.0 Skyactiv-G 143 128 10.0 TBC 155 rugged capabilities. LxWxH 4956x2073x1888 Kerb weight 2115kg 2.0 Skyactiv-G 163 133 9.4 TBC 155 2.0 P300 296 125 7.3 24.9-25.1 254-256 2.0 Skyactiv-G GT 191 139 8.1 TBC 172 3.0 P360 355 130 6.5 26.0-26.4 241-245 3.0 D250 246 120 8.1 33.4-33.7 220-222 CX-30 5dr SUV £22,930–£30,490 AAAAC 3.0 D300 296 130 6.8 33.2-33.5 221-223 Dynamic qualities, a classy interior and a handsome look set it

Discovery 5dr SUV £53,090–£68,050

apart from rivals. LxWxH 4395x1795x1540 Kerb weight 1334kg AAAAC LEXUS Kia moves upmarket with a smart, well-priced and nicely appointed 2.0 e-Skyactiv-G 120 116 10.6 TBC 134 seven-seater. LxWxH 4780x1890x1685 Kerb weight 1932kg CT 5dr hatch £26,275–£33,275 AAAAC 2.0 e-Skyactiv-X 186 183 127 8.3 TBC 127 1.6 T-GDi HEV 223 119 8.7 38.2-40.9 158-168 Hybrid-only hatch has a poky cabin and mismatched character traits. LxWxH 4350x1765x1445 Kerb weight 1465kg 2.2 CRDi 197 127 9.1 42.2 176 CX-5 5dr SUV £27,230–£37,185 AAAAC 1.8 VVT-i CT200h 134 112 10.3 53.2-54.3 118-119 Offers powerful diesel engines and strong performance, plus a KTM welcoming interior. LxWxH 4550x1840x1675 Kerb weight 1575kg

Sorento 5dr SUV £38,845–£48,895

h r (b

1.3 A180 134 134 8.9 42.8-48.7 133-137 1.3 A200 161 143 8.3 48.7 133-137 6 4dr saloon £24,975–£32,355 AAABC 2.0 A250 221 155 6.3 42.2 154-156 A compelling mix of size, economy and performance. Interior is a 2.0 A250e 215 149 6.7 256.8 25 let-down. LxWxH 4870x1840x1450 Kerb weight 1465kg 2.0 AMG A35 4Matic 302 155 4.8 32.9-36.7 177-187 1.5 A180d 114 128 10.2 56.5-64.2 126-129 2.0 Skyactiv-G 143 129 9.9 TBC 152 2.0 A200d 148 141 8.2 58.9 127-131 2.0 Skyactiv-G 163 134 9.4 TBC 152 2.0 Skyactiv-G GT 191 142 8.1 TBC 167 CLA Coupé 4dr saloon £31,690–£59,110 AAAAC 6 Tourer 5dr estate £25,975–£33,685 AAABC May use A-Class underpinnings, but engineered to be much

AAABC

Stonic 5dr SUV £18,445–£22,505

183

)

AAAAC

3 saloon 4dr saloon £24,800–£28,900

Kia’s first full hybrid is a solid attempt but lacks the refinement of better rivals. LxWxH 4355x1805x1545 Kerb weight 1500kg 137 137 132 198

e ng

AAABC 2.0 165

ES 4dr saloon £35,210–£45,690

Gatecrashes the German-controlled saloon market in a way the GS 2.5 194 could never manage. LxWxH 4975x1865x1445 Kerb weight 1680kg 2.2d 150 2.5 VVT-i ES300h

218

112

8.9

53.2

119 AAABC

LS 4dr saloon £76,910–£102,925

2.2d 184

162 191 148 181

125 121 127 129

10.3 9.2 9.9 9.3

TBC TBC TBC TBC

152-154 182 151-154 175 AAAAC

MX-30 5dr SUV £28,545–£32,845

Luxury saloon gets more tech and opulence but is let down by its Classy and affordable all-electric crossover marred only by its limited range. LxWxH 4395x1795x1555 Kerb weight 1645kg Huracán 2dr coupé/open £167,110–£220,847 AAAAC hybrid powertrain. LxWxH 5235x1900x1460 Kerb weight 2270kg Junior Lambo mixes usability and drama skilfully, in both coupé 3.5 V6 VVT-i LS500h 348 155 5.4 30.7-36.6 175-208 35.5kWh 143 87 9.7 124 0 and Spyder forms. LxWxH 4459x1924x1165 Kerb weight 1389kg LAMBORGHINI

sportier to drive. LxWxH 4688x1830x1444 Kerb weight 1490kg 1.3 CLA 180 1.3 CLA 200 1.3 CLA 250e 2.0 CLA 250 2.0 AMG CLA 35 4Matic 2.0 AMG CLA 45 S 4Matic+ 2.0 CLA 220d

133 161 215 222 302 415 185

134 142 149 155 155 168 152

9.0 8.2 6.8 6.3 4.9 4.0 7.1

47.9 42.8-47.9 TBC 38.7-42.2 34.9-37.2 33.2 53.3-57.7

CLA Shooting Brake 5dr estate £32,690–£60,110

138-140 138-140 TBC 154-155 177-187 200-202 132

AAABC

The most practical of the A-Class range, but it suffers for its challenging styling. LxWxH 4688x1830x1447 Kerb weight 1430kg 1.3 CLA 180 1.3 CLA 200 2.0 CLA 250 1.3 CLA 250e 2.0 AMG CLA 35 4Matic 2.0 AMG CLA 45 S 4Matic+ 2.0 CLA 220d

133 161 222 215 302 415 185

130 140 155 146 155 168 147

9.2 8.4 6.4 6.9 4.9 4.0 7.2

35.8-40.9 35.3-40.9 37.7-40.9 TBC 36.2 32.8 43.5-48.7

140-141 141-142 157-159 TBC 183-191 203-205 135-136

AAABC

B-Class 5dr hatch £28,045–£38,245

A slightly odd prospect, but practical and classy nonetheless. LxWxH 4393x1786x1557 Kerb weight 1395kg

1.3 B180 134 132 9.0 45.6 140-142 1.3 B200 159 139 8.2 46.3 140-142 5.2 V10 Evo RWD 608 202 3.3 20.5 330-335 RC 2dr coupé £40,245–£79,940 AAABC MX-5 2dr open £23,800–£29,995 AAAAA 2.0 B250 161 139 8.2 40.4 159 5.2 V10 Evo 631 201 2.9 20.3 332-338 An also-ran, but the V8 RC F packs plenty of character and handles Brilliantly packaged, priced and perfectly poised but more vibrant 1.3 B250e 215 146 6.8 TBC TBC well enough. LxWxH 4695x1840x1395 Kerb weight 1736kg than the original. LxWxH 3915x1735x1225 Kerb weight 1050kg 1.5 B180d 114 124 9.8 61.4 137-138 Aventador 2dr coupé/open £274,036–£482,412 AAAAC 5.0 V8 RC F 470 168 4.5 23.9 268 1.5 Skyactiv-G 132 129 127 8.3 44.1 142 2.0 B200d 148 136 8.3 57.7 134-144 Big, hairy V12 has astonishing visuals and performance. Handling 2.0 Skyactiv-G 184 181 136 6.5 40.4 153 2.0 B220d 187 145 7.2 56.5 136-137 could be sweeter. LxWxH 4797x2030x1136 Kerb weight 1575kg LC 2dr coupé/open £80,100–£90,950 AAAAC 6.5 V12 S 730 217 2.9 15.4 499 Superb-looking coupé shows flickers of what made the LFA great. MX-5 RF 2dr open £24,050–£30,155 AAAAA C-Class 4dr saloon £34,670–£80,017 AAAAC LxWxH 4770x1920x1345 Kerb weight 1935kg 6.5 V12 SVJ 759 217 2.8 15.8 486 Remains perfectly poised and vibrant, even with a folding metal Merc ramps up the richness, but the engines and dynamics aren’t roof. LxWxH 3915x1735x1230 Kerb weight 1090kg refined enough. LxWxH 4686x1810x1442 Kerb weight 1450kg 5.0 V8 LC500 457 168 4.7 34.8 184 Urus 5dr SUV £174,641 AAAAC 3.5 V6 LC500h 354 155 5.0 24.3 262 1.5 Skyactiv-G 132 129 126 8.6 44.1 142 1.5 C200 181 149 7.7 37.7-43.5 153-171 Lambo’s second SUV is more alluring and aims to use the V8’s 2.0 Skyactiv-G 184 181 124-126 7.9-8.7 37.7-40.4 155 2.0 C300 254 155 6.0 35.3-39.8 162-171 power better. LxWxH 5112x2016x1638 Kerb weight 2200kg NX 5dr SUV £36,070–£47,820 AAACC 2.0 C300e 315 155 5.4 TBC TBC McLAREN 4.0 V8 631 189 3.6 22.2 325 Some good ideas, but dramatically off the pace to drive. 3.0 V6 AMG C43 4Matic 385 155 4.7 28.0-29.4 221-225 LxWxH 4630x1845x1645 Kerb weight 1905kg 540C 2dr coupé £137,230 AAAAC 4.0 V8 AMG C63 S 503 180 4.0 25.5-25.9 245-247 L AN D ROVE R 2.5 VVT-i NX300h 4WD 194 112 9.2 37.1-39.7 161-173 The affordable end of McLaren’s spectrum isn’t any less enthralling 2.0 C220d 191 149 6.9 45.6-53.3 131-145 to drive. LxWxH 4530x2095x1202 Kerb weight 1449kg Defender 90 5dr SUV £43,625–£98,505 AAAAB 2.0 C300d 241 155 5.9 43.5-49.6 145-157 Breadth of capability matches that of the five-door, with even RX 5dr SUV £51,575–£63,275 AAABC 3.8 V8 533 199 3.5 23.2 276 2.0 C300de 302 155 5.6 235.4 32

more kerb appeal. LxWxH 4583x2008x1974 Kerb weight 2190kg

2.0 P300 3.0 P400 5.0 P525 3.0 D200 3.0 D250 3.0 D300

298 398 518 198 246 296

119 119 119 109 117 119

7.1 6.0 5.2 9.8 8.0 6.7

24.6 25.6 TBC 32.8 32.8 32.7

259-260 256 TBC 226 226-227 226

Low flexibility, but hybrid option makes a degree of economic sense. LxWxH 4890x1895x1690 Kerb weight 2100kg

570S 2dr coupé/open £150,905–£166,665

3.5 V6 RX450h

Blisteringly fast and exciting supercar slayer with hugely appealing Decent practicality and fantastic interior. It’s a shame that it’s only handling. LxWxH 4530x2095x1202 Kerb weight 1440kg ordinary to drive. LxWxH 4702x1810x1457 Kerb weight 1495kg

308

124

7.7

34.4

185

AAABC 3.8 V8

UX 5dr SUV £35,635–£43,900

Refreshingly different premium SUV is a credible, if not classleading, alternative. LxWxH 4495x1840x1520 Kerb weight 1620kg

2.0 250h AAAAB 2.0 250h E4 Promises, and delivers, unrivalled off-road performance with 300e 150kWh

Defender 110 5dr SUV £45,315–£101,150

181 181 201

110 110 100

8.5 8.7 7.5

50.4 47.0 TBC

126 136 TBC

on-road niceties. LxWxH 5018x2008x1967 Kerb weight 2209kg 2.0 P300 2.0 P400e 5.0 P525 3.0 D200 3.0 D250 3.0 D300

298 398 518 198 246 296

119 119 119 109 117 119

8.1 5.6 5.2 10.3 8.3 7.0

24.2 TBC TBC 32.2 32.2 32.2

263 TBC TBC 230 230 230

LOTUS

A delicate, vivid and unfettered drive; if you want a daily driver, shop elsewhere. LxWxH 3824x1719x1117 Kerb weight 830kg 217 242

204

3.1

23.2

145 151

4.2 3.8

36.7 36.2

179 177

C-Class Estate 5dr estate £37,520–£81,217

276

1.5 C200 2.0 C300 600LT 2dr coupé/open £187,730–£203,730 AAAAA 2.0 C300e Lighter, faster and more athletic than the 570S. McLaren at its very 3.0 V6 AMG C43 4Matic best. LxWxH 4604x2095x1191 Kerb weight 1356kg 4.0 V8 AMG C63 S 3.8 V8 592 204 2.9 23.2 276-277 2.0 C220d 2.0 C300d 720S 2dr coupé/open £216,905–£249,220 AAAAA 2.0 C300de

AAAAC The start of an era for McLaren and what a way to begin it is.

Elise 2dr open £41,245–£49,145 1.8 VVT-i 220 1.8 VVT-i 246

562

AAAAA

LxWxH 4543x2059x1196 Kerb weight 1419kg 4.0 V8

GT 2dr coupé £165,230

710

212

2.9

23.2

276

198 248 298 298 201

134 143 150 132 120

8.0 7.0 6.3 6.4 8.5

Range Rover Velar 5dr SUV £46,110–£71,020

31.7 201 31.6 201 31.3 203 166.2-193.5 33-38 43.8 169 AAAAC

The most car-like Landie ever doesn’t disappoint. Expensive, though. LxWxH 4804x1930x1685 Kerb weight 1829kg 2.0 P250 3.0 P400 2.0 P400e 2.0 D200 3.0 D300 MHEV

248 394 398 201 296

135 155 149 130 143

7.5 5.5 5.4 8.2 6.5

Range Rover Sport 5dr SUV £65,295–£114,915

27.8-29.2 27.3-28.0 TBC 41.6 36.1-37.2

217-229 227-230 TBC 168-178 199-205

AAAAB

Bigger and better; a cut-price Range Rover rather than a jumped-up Discovery. LxWxH 4850x2073x1780 Kerb weight 2111kg 2.0 P300 2.0 P400e PHEV 3.0 P400 5.0 V8 P525 5.0 V8 P575 SVR 3.0 D300

298 401 398 522 572 298

125 137 140 155 176 130

7.3 6.7 6.2 5.3 4.5 7.3

26.1 75.3-86.9 27.4 18.9-20.2 19.6 34.1

245 69 234 315 331 220-247

AAAAB

Range Rover 5dr SUV £83,465–£179,715

Wherever you are, the Rangie envelops you in a lavish, invincible sense of occasion. LxWxH 4999x2220x1835 Kerb weight 2249kg 3.0 P400 2.0 P400e 5.0 V8 P525 5.0 V8 P565 SVAD 3.0 D300 3.0 D350

398 399 522 562 298 348

140 137 155 155 130 140

6.3 6.8 5.4 5.4 7.4 7.1

Discovery Sport 5dr SUV £36,765–£51,630

26.1-26.7 75.7-85.1 19.7-20.0 18.9 33.0 30.5-30.9

240 75 318-322 342 228-238 240-256

2.0 P200 2.0 P250 2.0 P290 1.5 P300e 2.0 D165 2.0 D200

198 247 288 298 162 201

129 140 144 130 112 117

9.2 8.1 7.5 6.6 10.6 8.9

30.1 211 30.1 211 29.7 214 143.4-158.6 40-44 41.5 179 41.5 179

7.9 6.0 5.7 4.8 4.1 7.0 6.0 5.7

36.7-40.9 34.5-38.7 176.6 27.4-28.8 24.8-25.5 44.8-51.4 42.8-47.9 217.3

164-176 166-181 35 226-230 251-253 147-149 149-168 34

AAAAC

Outgoing two-door keeps a nice balance of style, usability and driver reward. LxWxH 4696x1810x1405 Kerb weight 1505kg

AAAAB 1.5 C200 2.0 C300 3.0 V6 AMG C43 4Matic 4.0 V8 AMG C63 S 2.0 C220d AAAAB 2.0 C300d 4Matic

181 258 385 503 192 241

149 155 155 180 149 155

7.9 6.1 4.7 3.9 7.0 6.0

37.7-42.2 35.8-39.8 28.0-29.4 25.0-25.5 46.3-52.3 42.8-48.7

155-156 161-175 221-225 250 133-145 151-164

225-230 765LT 2dr coupé £252,230 230 Longtail treatment puts a deliciously sharp edge on the 720S. LxWxH 4600x2161x1159 Kerb weight 1419kg 230 C-Class Cabriolet 2dr open £43,680–£87,430 AAAAC 4.0 V8 755 205 2.8 23.0 280 Take all the good bits about the coupé and add the ability to take the roof off. Bingo. LxWxH 4686x1810x1409 Kerb weight 1645kg Evora 2dr coupé £88,225–£95,725 AAAAC Dynamically it puts nearly everything else in the shade. Shame Senna 2dr coupé £750,000 AAAAA 1.5 C200 181 146 7.9 36.2-40.4 167-168 about the interior. LxWxH 4084x1802x1129 Kerb weight 1395kg Astounding circuit performance made superbly accessible. 2.0 C300 258 155 6.3 34.0-37.7 173-184 LxWxH 4744x2155x1229 Kerb weight 1309kg 3.5 V6 VVT-i 410 404 174-190 4.1-4.2 25.7-26.7 248 3.0 V6 AMG C43 4Matic 385 155 4.8 27.4-28.5 229-231 4.0 V8 789 208 2.8 22.7 280 4.0 V8 AMG C63 S 503 174 4.1 24.4-24.8 258 M A S E R AT I 2.0 C220d 191 145 7.5 44.8-49.6 141-153 MERCEDES-BENZ Ghibli 4dr saloon £58,220–£103,590 AAACC 2.0 C300d 242 155 6.3 42.2-47.1 153-167 Maser’s compact exec has the allure but lacks power and is poorly A-Class 5dr hatch £24,095–£57,195 AAAAC finished in places. LxWxH 4971x1945x1461 Kerb weight 1810kg A little bit of luxury in a desirable, hatchback-sized package. CLS Coupé 4dr saloon £58,935–£78,700 AAAAC LxWxH 4419x1992x1440 Kerb weight 1445kg 2.0 Hybrid 325 158 5.7 33.2 192 Retains the sleek coupé style and has more tech – without losing 3.0 V6 345 166 5.5 25.2 254 1.3 A180 134 134 9.2 47.9 134-138 its allure. LxWxH 4996x1896x1436 Kerb weight 1935kg 3.0 V6 S 424 178 4.9 25.0 254 1.3 A200 161 140 8.2 47.9 135-145 3.0 V6 AMG CLS 53 4Matic+ 429 155 4.5 TBC 216 3.8 V8 572 203 4.3 23.0 279 2.0 A250 221 155 6.2 41.5 155-165 3.0 CLS 300d 4Matic 261 155 6.4 TBC 168 2.0 A250e 215 146 6.6 256.8 25 3.0 CLS 400d 4Matic 325 155 5.0 TBC 191 Quattroporte 4dr saloon £81,285–£126,890 AAACC 2.0 AMG A35 4Matic 302 155 4.7 33.6-35.8 184-193 Now a full-sized executive limo, with some added flair. Off the pace 2.0 AMG A45 S 4Matic+ 415 168 3.9 33.6 204-207 E-Class 4dr saloon £39,745–£99,495 AAAAC in several key areas. LxWxH 5262x1948x1481 Kerb weight 1860kg 1.5 A180d 114 126 10.0 62.8 127-130 A wee bit pricey, and less sporting than its rivals, but still comfy 3.0 V6 345 168 5.5 25.0 257 2.0 A200d 148 137 8.1 58.9 129-139 and luxurious. LxWxH 4940x1852x1452 Kerb weight 1680kg 3.0 V6 S 424 179 5.0 24.8 257 2.0 A220d 187 146 7.0 57.6 141 2.0 E200 194 149 7.4 38.2 165-166 3.8 V8 572 203 4.5 23.2 277 3.0 E450 363 155 5.0 31.7 204 2.0 E300e 315 155 5.8 188.3 41 Levante 4dr SUV £64,635–£124,940 AAACC 3.0 AMG E53 4Matic+ 429 155 4.5 30.4 212-215 Italian flair and good looks in abundance, but diesel not as 4.0 V8 AMG E63 S 4Matic+ 603 155 3.4 22.8-23.7 277 sonorous as petrols. LxWxH 5003x1968x1679 Kerb weight 2109kg 2.0 E220d 191 146 7.4 53.3 139-157 3.0 V6 339 156 6.0 22.6 283 2.0 E300d 261 155 6.3 47.9 153-167 3.0 V6 S 424 164 5.2 22.4 286 3.0 V6 E400d 325 155 5.1 42.2 176-188 3.8 V8 GTS 526 180 4.3 17.9 357 2.0 E300de 302 149 5.9 217.3 39 3.8 V8 Trofeo 572 186 4.1 17.8 359 E-Class Estate 5dr estate £41,680–£101,495 AAAAC 3.5 V6 VVT-i 350 3.5 V6 VVT-i 410 3.5 V6 VVT-i 430

345 407 428

162-170 3.8-3.9 180 3.4 180 3.2

28.2 28.7 27.7

MAZDA

AAAAC

2 5dr hatch £15,940–£20,995

AAAAB Grown up, well made and drives with charm and vigour; engines

Seven seats, at home on road and off road, plus new-found desirability. LxWxH 4599x2069x1724 Kerb weight 1732kg

146 155 155 155 174 145 155 155

C-Class Coupé 2dr coupé £40,105–£84,600

Woking’s most user-friendly car to date is still a McLaren first and Range Rover Evoque 5dr SUV £36,850–£55,580 AAAAC Exige 2dr coupé/open £61,925–£102,925 AAAAB foremost. LxWxH 4683x2095x1213 Kerb weight 1339kg Refined, luxurious baby Range Rover has matured for its second Sharp, uncompromising track car. Unforgiving on the road. 4.0 V8 612 204 3.2 23.7 270 generation. LxWxH 4371x1996x1649 Kerb weight 1891kg LxWxH 4084x1802x1129 Kerb weight 1125kg 2.0 P200 2.0 P250 2.0 P300 1.5 P300e 2.0 D200

181 258 316 385 503 192 241 302

AAAAC

aren’t brilliant. LxWxH 4060x1695x1515 Kerb weight 1141kg 1.5 Skyactiv-G 75 1.5 Skyactiv-G 90

74 88

106 12.1 49.6 110-114 9.4-12.0 49.6

121 120 AAAAC

3 5dr hatch £21,800–£28,900

Pleasing dynamism teamed with good practicality and punchy diesel engines. LxWxH 4460x1795x1435 Kerb weight 1411kg 2.0 e-Skyactiv-G 2.0 e-Skyactiv-X 186

120 183

122 134

10.4 8.1

TBC TBC

Far more practical than its rivals, but pricier and less sporty than those closest to it. LxWxH 4933x1852x1475 Kerb weight 1780kg 2.0 E200 3.0 V6 AMG E53 4Matic+ 4.0 V8 AMG E63 S 4Matic+ 2.0 E220d 3.0 E300d 3.0 V6 E400d 4Matic 2.0 E300de

197 429 603 191 242 325 302

144 155 180 142 155 155 146

7.7 4.6 3.5 7.8 6.6 5.3 6.0

31.0-35.3 29.7 22.6-23.3 50.4 40.4-46.3 40.9 188.3

173-174 216-219 282 148-161 156-159 181-192 41

124-127 118-121

29 SEPTEMBER 2021 AUTOCAR.CO.UK 75

h r (b

d ee

)

0-6

m /62

ph Ec

no (M

my P

a G/r

e ng

)

(g O2

) /km

h r (b

d ee

)

0-6

m /62

ph Ec

no (M

my P

a G/r

e ng

)

(g O2

) /km

AAAAC

GLE Coupé 5dr SUV £72,725–£130,250

h r (b

d ee

)

0-6

m /62

ph Ec

no (M

my P

a G/r

e ng

)

Morgan’s four-cylinder lifeblood model gets 21st-century underpinnings. LxWxH 3830x1500x1250 Kerb weight 1013kg

3.0 GLE 400d 4Matic 3.0 AMG GLE 53 4Matic 4.0 AMG GLE 63 S 4Matic

2.0

149 155 174

5.7 5.3 3.8

33.6 25.7 TBC

219 244 280

h r (b

d ee

)

0-6

2 0/6

h Ec

y e) o m ang o n MPG/r

(g/

)

CO 2

(

AAABC

Plus Four 2dr open £62,995

May not be your idea of a desirable luxury car, but it’s certainly an effective one. LxWxH 4946x2014x1716 Kerb weight 2295kg 327 432 603

(g O2

) /km

255

149

5.1

38.8

165 AAABC

Plus Six 2dr open £82,920–£90,590

Feels like progress in lots of ways, but not yet the driver’s car it G-Class 5dr SUV £101,495–£171,645 AAABC might be. LxWxH 3890x1756x1220 Kerb weight 1075kg Massively expensive and compromised, but with character in 3.0 335 166 4.2 38.2 180 abundance. LxWxH 4866x1984x1969 Kerb weight 2550kg 3.0 GLE 400d 4Matic 4.0 V8 AMG G63 4Matic

325 578

130 137

6.4 4.5

TBC 281-282 18.6-18.8 373

NISSAN

AAAAC

Micra 5dr hatch £13,995–£20,145

Refreshed look and better handling makes it an enticing choice. GLS 5dr SUV £75,610–£128,285 AAABC Has its flaws, though. LxWxH 3991x1743x1455 Kerb weight 1490kg E-Class Coupé 2dr coupé £45,520–£70,200 AAAAC The replacement for the massive GL can still seat seven in 1.0 IG-T 100 91 111 11.8 50.4 123-129 3008 5dr SUV £27,160–£47,210 AAAAC comfort. LxWxH 5216x2030x1823 Kerb weight 2415kg Big, laid-back four-seat tourer. Borrows looks from the ravishing 1.0 IG-T 100 98 114 10.9 50.4 126 Cleverly packaged Peugeot offers just enough SUV DNA to make S-Class Coupé. LxWxH 4846x1860x1431 Kerb weight 1685kg the difference. LxWxH 4447x2098x1624 Kerb weight 1250kg 3.0 GLS 400d 4Matic 327 148 6.3 32.8 227 1.0 DiG-T 117 115 121 9.9 47.9 133 2.0 E300 3.0 E450 4Matic 3.0 AMG E53 4Matic+ 2.0 E220d 3.0 E300d 4Matic 3.0 V6 E400d 4Matic

237 362 429 189 242 325

155 155 155 145 155 155

6.4 5.0 4.4 7.6 6.4 5.3

31.0 29.1-31.4 30.1-31.4 43.5-50.4 42.2-47.9 TBC

1.2 PureTech 130 126 117 10.5-10.8 37.2 146-149 AAAAC 1.6 PureTech 180 178 136 8.0 39.6 165-167 3 5dr hatch £12,195–£13,495 AAABC Better looks, better value and better range from this second-gen 1.6 Hybrid 223 146 5.9 157.2-222.3 29 Neatly tuned and nice sporty styling. Breaks the mould for budget electric hatch. LxWxH 4387x1768x1520 Kerb weight 1245kg 1.6 Hybrid4 298 149 5.9 166.2-235.1 36 superminis. LxWxH 4018x1729x1507 Kerb weight 1125kg 40kWh 147 90 7.9 168 0 1.5 BlueHDi 130 126 119 9.5 55.1 137-139 1.5 VTi-Tech 104 108 10.9 42.3 152 62kWh 214 98 6.9-7.3 239 0 5008 5dr SUV £29,585–£40,905 AAAAC AAAAC 5 SW EV 5dr estate £27,495–£29,995 AAABC Juke 5dr hatch £18,595–£25,095 AAABC Less MPV, more SUV, and shares its siblings’ good looks. Competent

E-Class Cabriolet 2dr open £50,485–£73,750

180-182 201 212-215 154-155 166-167 189

Leaf 5dr hatch £29,845–£37,710

Refined and sophisticated four-seater in the same mould as the S-Class Cabriolet. LxWxH 4846x1860x1429 Kerb weight 1780kg

Segment-first electric estate could be all the real-world EV you need. LxWxH 4544x1729x1509 Kerb weight 1532kg

High-riding, funky hatch is a compelling package. High CO 2 figures, though. LxWxH 4135x1765x1565 Kerb weight 1605kg

2.0 E300 3.0 E450 4Matic 3.0 AMG E53 4Matic 2.0 E220d 3.0 E300d 3.0 V6 E400d 4Matic

53kWh

1.0 DiG-T 117

237 362 429 189 242 325

155 155 155 147 155 155

6.6 5.8 4.5 7.8 6.6 5.4

30.0 28.8-30.7 29.7-30.7 42.8-48.7 40.9-46.3 TBC

189-190 208 217-219 162-163 172 193

AAAAA

S-Class 4dr saloon £78,705–£104,245

Mercedes has given the S-Class a refresh and an added boost of tech. LxWxH 5141x1905x1498 Kerb weight 1970kg 3.0 V6 S500 L 2.9 S350d 2.9 S400d

429 282 325

155 155 155

4.9 6.4 5.4

154

115

7.7

214

0 AAACC

HS 5dr SUV £20,995–£32,495

AAABC

SLC 2dr open £37,130–£54,101

112

10.4

46.3

Qashqai 5dr SUV £23,550–£30,070

1.2 PureTech 130 1.6 PureTech 180 1.5 BlueHDi 130 AAAAB 2.0 BlueHDi 180 135-142

Goes big on metal for the money but covers its budget roots with mixed success. LxWxH 4574x1876x1664 Kerb weight 1489kg

The defining modern crossover. The Mk2 is better in all areas, hence its popularity. LxWxH 4394x1806x1590 Kerb weight 1331kg

1.5 T-GDI 1.5 T-GDI PHEV

1.3 DiG-T 140 1.3 DiG-T 160

162 254

118 118

9.9 7.1

36.2-37.2 168 TBC TBC AAACC

ZS 5dr SUV £15,495–£30,995

Much improved on previous MGs, but still lacks the sophistication 32.5-34.9 184-202 of its closest rivals. LxWxH 4314x1809x1611 Kerb weight 1190kg

39.8-42.8 173-190 38.2-38.7 192-196

113

1.5 VTi-Tech 1.0T GDi 44.5kWh EV

104 109 141

109 112 87

10.9 12.4 8.5

41.5 38.6 163

155 166 0

138 156

120 10.5 123-124 8.9-9.9

42.1-45.0 143-153 42.9-43.9 146-152

155

4.7

AAAAC

GT-R 2dr coupé £86,095–£102,095

31.7-32.5 199

AMG GT 4-Door Coupé 4dr saloon £141,785–£146,785 AAAAB Four-door, four-wheel-drive GT is confusing to contemplate but impressive to drive. LxWxH 5054x1953x1447 Kerb weight 2100kg 4.0 V8 GT63 S 4Matic+

630

196

3.2

21.4-22.1 294-298

Compact SUV marks the entry point to Mercedes’ all-electric EQ range. LxWxH 4463x1834x1624 Kerb weight 2040kg 187

1.5 One 1.5 Cooper 2.0 Cooper S

101 134 175

119 129 146

10.6 8.4 6.9

49.6 130 48.7-49.6 131-132 44.1-45.6 141-146

8.9

TBC

LxWxH 3821x1727x1415 Kerb weight 1280kg 1.5 Cooper 2.0 Cooper S 2.0 John Cooper Works

134 175 227

128 143 150

8.8 7.2 6.6

46.3 42.2 39.2

138-139 151 165

10.4-10.9 8.3 10.7 9.1

46.0 39.6 57.3 47.3

150-153 168-170 139-142 164-166

P O L E S TA R

AAAAC

Limited-run sports GT delivers petrol-electric performance and Swedish styling. LxWxH 4586x2023x1352 Kerb weight 2345kg

78kWh

596

155

4.2

353.1

1.0 72

100

13.0

1.2 PureTech 75 1.2 PureTech 100 1.2 PureTech 130 50kWh e-208 1.5 BlueHDi 100

72 98 128 136 99

106 117 129 93 117

14.9 9.9 8.7 8.1 10.2

58.9 53.0 51.9 194-217 70

124 124-126 128 0 109-110

127

4.2

292

PORSCHE

AAAAB

Our idea of drop-top heaven. Exceptional to drive, whether cruising or hurrying. LxWxH 4379x1801x1280 Kerb weight 1335kg 2.0 2.0 T 2.5 S 4.0 GTS

290 296 339 396

170 170 177 182

4.9-5.1 4.7-5.3 4.4-4.6 4.5

32.5 32.5 29.1 25.9

198 199 229 247 AAAAA

718 Cayman 2dr coupé £46,150–£77,685

Scalpel-blade incisiveness, supreme balance and outstanding driver involvement. LxWxH 4379x1801x1295 Kerb weight 1335kg

2.0 2.0 T 58.9 110 2.5 S 4.0 GTS AAABC 4.0 GT4

LxWxH 3475x1615x1460 Kerb weight 1065kg

402

718 Boxster 2dr open £48,010–£68,245

Sibling car to the Aygo – and a distant second to most city car rivals. LxWxH 3475x1615x1460 Kerb weight 840kg

208 3dr/5dr hatch £17,575–£33,975 AAABC A big improvement for Peugeot, if not for the supermini class.

Convertible 2dr open £20,830–£29,960

AAAAC A fun open-top car but compromised on practicality and dynamics.

EQA 5dr SUV £43,495–£44,995 67kWh 190

rivals. LxWxH 3982x1727x1425 Kerb weight 1240kg

117 135 119 131

There aren’t many cheaper ways of owning an SUV. Has a better range of engines, too. LxWxH 4640x1820x1710 Kerb weight 1505kg 2 5dr hatch £49,900 AAAAC 1.3 DiG-T 160 158 123 11.5 37.8-38.5 166-173 High-rise saloon takes the EV off in a development direction all of 1.7 dCi 150 148 121 10.7 44.5-47.5 155-171 its own. LxWxH 4607x1859x1478 Kerb weight 2048kg

NOBLE 1.5 One 101 121 10.1-10.2 49.6 130 1.5 Cooper 134 130 7.8-7.9 48.7-49.6 130-132 M600 2dr coupé £248,000–£287,600 AAABC AMG GT 2dr coupé/open £108,320–£377,050 AAAAC 2.0 Cooper S 189 145-146 6.7-6.8 44.1 145 Deliciously natural and involving; a bit ergonomically flawed. LxWxH TBC Kerb weight 1198kg Million-dollar looks and a railgun V8, but extremely firm chassis 2.0 John Cooper Works 227 152 6.1-6.3 39.8 160 affects its usability. LxWxH 4544x1939x1287 Kerb weight 1615kg 2.0 John Cooper Works GP 302 164 5.2 34 189 4.4 V8 662 225 3.0 NA NA 4.0 V8 GT 522 193-194 3.7-3.8 21.9-22.1 289-290 P E U G E O T 4.0 V8 GT R 577 198 3.6 22.1 289 5dr Hatch 5dr hatch £17,140–£24,850 AAAAB 4.0 V8 GT Black Series 718 202 3.2 TBC 292 Mini charm in a more usable package, but still not as practical as 108 3dr/5dr hatch £12,785–£15,790 AAABC

356

126 178 129 175

1 2dr coupé £140,000

AAABC 2.0 plug-in hybrid

X-Trail 5dr SUV £26,835–£34,745

MINI Another small convertible exhibiting all the charm that a Mercedes Monstrously fast Nissan has been tweaked and sharpened. Still a should. LxWxH 4143x1810x1301 Kerb weight 1435kg 3dr Hatch 3dr hatch £16,400–£35,215 AAAAB blunt object, though. LxWxH 4710x1895x1370 Kerb weight 1725kg 2.0 SLC 200 178 147-149 6.9-7.0 40.4 167 Three-pot engines and cleverly designed interior make the Mini a 3.8 V6 562 196 2.9 20.2 316 superb choice. LxWxH 3821x1727x1414 Kerb weight 1190kg 2.0 SLC 300 237 155 5.8 35.3-37.2 178

3.0 V6 AMG SLC 43

to drive, too. LxWxH 4641x1844x1640 Kerb weight 1511kg

290 296 339 396 414

170 170 177 182 188

4.9-5.1 4.9-5.3 4.4-4.6 4.5 4.4

32.8 35.5 29.1 25.9 25.7

197 198 228 247 251 AAAAB

911 2dr coupé £84,700–£158,200

Wider, eighth-generation 911 is still eminently fast, and capable at all speeds. LxWxH 4519x1852x1300 Kerb weight 1565kg

3.0 Carrera 380 182 4.0 27.4 233 3.0 Carrera 4 380 180 4.0 26.9 238 EQC 5dr SUV £65,720–£74,610 AAAAB 3.0 Carrera S 444 191 3.5 27.4 234 Brisk, tidy-handling electric SUV has everything needed to do well Clubman 5dr hatch £22,395–£36,100 AAAAC 3.0 Carrera 4S 444 190 3.4 26.9 239 on UK roads. LxWxH 4762x1884x1624 Kerb weight 2495kg Cheery and alternative Mini ‘six-door’ takes the brand into new 308 5dr hatch £21,310–£31,985 AAAAB 3.0 Targa 380 179 4.4 26.9 239 territory. LxWxH 4253x1800x1441 Kerb weight 1375kg 80kWh 400 4Matic 402 112 5.1 232-259 0 Classy all-round appeal makes it a serious contender, but rear 3.0 Targa S 444 189 3.8 26.4 244 1.5 Cooper 134 128 9.2 47.1 136-137 space is a little tight. LxWxH 4253x1804x1457 Kerb weight 1190kg 4.0 GT3 503 199 3.4 21.7-21.9 283-304 GLA 5dr SUV £31,785–£65,350 AAABC 2.0 Cooper S 175 142 7.3 42.2 152-153 1.2 PureTech 110 107 117 11.1 51.5 132 3.7 Turbo 572 199 2.8 23.5 271 Not the most practical crossover but good looking and very decent 2.0 John Cooper Works All4 302 155 4.9 38.2 169 1.2 PureTech 130 126 128-129 9.1-9.6 48.5-51.9 132-135 3.7 Turbo S 641 205 2.7 23.5 271 to drive. LxWxH 4417x1804x1494 Kerb weight 1395kg 1.6 Puretech 260 GTI 258 155 6.0 37.8 169 1.6 GLA 180 120 124 8.7-9.0 35.3-40.4 151-155 Countryman 5dr hatch £24,495–£37,650 AAABC 1.5 BlueHDi 130 126 127 9.8 62.1-62.7 120-121 911 Cabriolet 2dr open £94,500–£167,357 AAAAC 1.6 GLA 200 152 134 8.1-8.4 34.9-39.8 151-155 Bigger than before, but still more funky than useful. Still not all that Fewer compromises than ever, if rewarding only at full attack. pretty, either. LxWxH 4299x2005x1557 Kerb weight 1440kg 1.3 GLA 250e 135 137 7.1 TBC TBC 308 SW 5dr estate £22,260–£29,530 AAAAC LxWxH 4519x1852x1297 Kerb weight 1585kg 2.0 GLA 250 4Matic 204 143 6.6 32.5-35.8 172-174 1.5 Cooper 136 124 9.7 44.8 143 Estate bodystyle enjoys the classy appeal of the hatchback. 3.0 Carrera 380 180 4.2 27.2 236 2.0 GLA 200d 150 127 8.6-8.9 TBC 140-150 1.5 Cooper All4 136 122 10.3 40.9 157-158 LxWxH 4585x1563x1472 Kerb weight 1190kg 3.0 Carrera 4S 444 188 3.6 26.6 241 2.0 GLA 220d 188 136 7.3 TBC 141-149 1.5 Cooper S E All4 PHEV 217 122 6.8 156.9 41 1.2 PureTech 110 107 117 11.6 51.5 134 3.7 Turbo 572 199 2.9 23.3 275 2.0 AMG GLA 35 4Matic 302 155 5.2 TBC 186-198 2.0 Cooper S 192 140 7.5-7.6 42.2-42.8 151-152 1.2 PureTech 130 126 127 9.5-10.0 48.5-51.9 134-140 3.7 Turbo S 641 205 2.8 23.3 275 2.0 AMG GLA 45 S 4Matic+ 415 155 4.3 TBC 215-224 2.0 Cooper S All4 192 138 7.6 40.4 158-159 1.5 BlueHDi 100 99 111 12.3 54.9-63.8 115 2.0 John Cooper Works All4 302 155 5.1 37.2 174 1.5 BlueHDi 130 126 126 10.0 62.1-62.7 122-125 Panamera 4dr saloon £71,765–£140,200 AAAAA GLB 5dr SUV £36,905–£51,635 AAABC 2.0 Cooper D 150 129 9.1 56.5-57.6 129-130 Revamped big saloon is an absolute belter, making it almost the Boxy SUV mixes rough-and-tumble styling cues and seven-seat 2.0 Cooper D All4 150 127 9.0 52.3 142-143 508 4dr saloon £27,460–£40,910 AAAAC perfect grand tourer. LxWxH 5049x1937x1423 Kerb weight 1815kg versatility. LxWxH 4634x1834x1659 Kerb weight 2085kg Stylish and likeable but lacking the polish of more premium rivals. 2.9 V6 325 168 5.6 27.7 232 1.3 GLB 200 160 129 9.1 40.4 160-165 Electric 3dr hatch £28,100–£37,000 AAAAC LxWxH 4750x1859x1430 Kerb weight 1535kg 2.9 V6 4 325 167 5.3 27.2 235 2.0 AMG GLB 35 302 155 5.2 32.5 198 Won’t break records on range or usability, but has plenty of zip and 1.2 PureTech 130 126 127 8.1 49.1 129 2.9 V6 4S 434 183 4.3 27.4 234 2.0 GLB 200d 148 127 9.0 47.9 149-156 driver appeal. LxWxH 3850x1727x1414 Kerb weight 1440kg 1.6 PureTech 180 178 143 7.9 44.0 146-147 2.9 V6 4 E-Hybrid 456 174 4.4 78.5-85.6 60 2.0 GLB 220d 188 135 7.6 47.9 156-158 33kWh 180 93 7.3 144 0 1.6 PureTech 225 223 155 7.1 42.2 156 2.9 V6 4S E-Hybrid 552 185 3.7 78.5-85.6 60 1.6 Hybrid 223 155 8.3 166.0-235.0 27-38 4.0 V8 GTS 473 186 3.9 23.3 275 MITSUBISHI GLC 5dr SUV £44,530–£93,330 AAAAC 1.5 BlueHDi 130 126 126 10.0 62.0 124 4.0 V8 Turbo S 621 196 3.1 22.1 289 Not exactly exciting to drive, but does luxury and refinement Mirage 5dr hatch £10,575–£14,060 AAACC 4.0 V8 Turbo S E-Hybrid 690 196 3.2 TBC TBC better than most. LxWxH 4656x1890x1639 Kerb weight 1735kg A straightforward hatchback – but not for the likes of us. 508 SW 5dr estate £29,060–£42,760 AAACC 2.0 GLC 300 4Matic 255 149 6.2 34.4 187-198 LxWxH 3795x1665x1505 Kerb weight 845kg Bodystyle takes the edge off the 508’s style yet doesn’t fully Panamera Sport Turismo 5dr estate £76,942–£142,444 AAAAA address practicality. LxWxH 4778x1859x1420 Kerb weight 1430kg The Panamera in a more practical form, and now it’s a good-looking 3.0 V6 AMG GLC 43 4Matic 388 155 4.9 27.4 233-245 1.2 Mi-VEC 79 107 11.7-12.8 47.9-55.4 113-121 beast. LxWxH 5049x1937x1428 Kerb weight 1880kg 4.0 V8 AMG GLC 63 4Matic+ 462 155 4.0 22.2 289-291 1.2 PureTech 130 126 127 8.3 49.1 129 4.0 V8 AMG GLC 63 S 4Matic+ 502 155 3.8 22.7 294-296 ASX 5dr SUV £21,035–£26,805 AAACC 1.6 PureTech 180 178 140 8.0 44.0 149-150 2.9 V6 4 325 163 5.3 26.4 242 2.0 GLC 220d 4Matic 191 134 7.9 47.9 154-167 Decent engines, but otherwise an unexceptional crossover. 1.6 PureTech 225 223 153 7.4 42.2 158 2.9 V6 4S 434 180 4.3 26.4 242 2.0 GLC 300d 4Matic 242 144 6.5 42.8 178-179 LxWxH 4355x1770x1640 Kerb weight 1260kg 1.6 Hybrid 223 155 8.3 166.0-235.0 27-38 2.9 V6 4 E-Hybrid 456 174 4.4 78.5-85.6 60 2.0 GLC 300de 4Matic 302 143 6.2 TBC TBC 2.0 MI-VEC 2WD 148 118 10.2 37.7 171 1.5 BlueHDi 130 126 129 10.1 62.0 127 2.9 V6 4S E-Hybrid 552 182 3.7 78.5-85.6 60 2.0 MI-VEC 4WD 148 118 12.5 34.4 185 4.0 V8 GTS 473 181 3.9 22.8 280 GLC Coupé 5dr SUV £47,405–£95,155 AAAAC 2008 5dr SUV £21,030–£39,630 AAAAC 4.0 V8 Turbo S 621 196 3.1 21.7 295 A coupé-shaped SUV destined to be outrun by the X4 – unless Eclipse Cross 5dr SUV £22,545–£27,055 AAACC Compact crossover has most rivals licked, but class is still waiting 4.0 V8 Turbo S E-Hybrid 690 196 3.2 TBC TBC

you’re in an AMG. LxWxH 4732x1890x1602 Kerb weight 1785kg 2.0 GLC 300 4Matic 255 3.0 V6 AMG GLC 43 4Matic 388 4.0 V8 AMG GLC 63 4Matic+ 472 4.0 V8 AMG GLC 63 S 4Matic+ 502 2.0 GLC 220d 4Matic 191 2.0 GLC 300d 4Matic 242 2.0 GLC 300de 4Matic 302

149 155 155 155 135 145 143

6.3 4.9 4.0 3.8 7.9 6.6 6.2

32.8 27.7 22.4-23.5 22.1 44.1 40.9 TBC

195-202 232-242 285 290-291 167-173 182-184 TBC

AAAAC

GLE 5dr SUV £62,210–£120,773

The ML replacement isn’t inspiring to drive but does come with a classy interior. LxWxH 4819x2141x1796 Kerb weight 2165kg 2.9 GLE 450 4Matic 362 2.0 GLE 300d 4Matic 242 2.9 GLE 350d 4Matic 268 2.9 GLE 400d 4Matic 328 2.0 GLE 350de 4Matic 317 3.0 V6 AMG GLE 53 4Matic+ 432 4.0 V8 AMG GLE 63 S 4Matic+ 603

155 140 143 152 130 155 155

5.7 7.2 6.6 5.7 6.8 5.3 3.8

32.5 39.2 36.2 35.3 256.8 26.7 TBC

229 198-207 206-214 220 29 246-248 281

Stylish, future-looking mid-sized SUV shows where Mitsubishi’s destiny lies. LxWxH 4695x1810x1710 Kerb weight 1425kg

1.2 PureTech 100 1.2 PureTech 130 1.2 PureTech 155 Outlander 5dr SUV £29,410–£44,225 AAABC 50kWh e-2008 Creditable effort, but still cheap in places: PHEV a boon for fleet 1.5 BlueHDi 1.5 Mi-VEC 2WD

160

127

9.7

36.2-37.7 170-177

users. LxWxH 4695x1810x1710 Kerb weight 1565kg 2.0 Mi-VEC 4WD 2.0 Mi-VEC PHEV

148 200

118 106

13.3 11.0

32.5 139.7

196 46 AAACC

Shogun Sport 5dr SUV £31,880–£33,880

Has a fitness for purpose that could appeal to those who tow or haul big loads. LxWxH 4785x1815x1805 Kerb weight 2100kg 2.4 DI-DC 4WD

179

112

11.0

32.8

227

MORGAN

AAAAA

3 Wheeler 0dr open £40,846–£40,999

The eccentric, characterful and brilliant Morgan is a testament to English creativity. LxWxH 3225x1720x1000 Kerb weight 525kg 2.0 V-twin 82

76 AUTOCAR.CO.UK 29 SEPTEMBER 2021

for a game-changer. LxWxH 4300x1770x1550 Kerb weight 1205kg

115

6.0

98 128 153 136 98

115 122 129 93 115

10.9 8.9 8.2 8.5 11.4

52.0 50.6 46.6 TBC 62.7

125-127 132 141 0 118-120

AAAAB

Taycan 4dr saloon £83,635–£138,885

First all-electric Porsche shows the rest of the world how it should be done. LxWxH 4963x1966x1381 Kerb weight 2305kg 79kWh 4S 93kWh 4S 93kWh Turbo 93kWh Turbo S

527 563 670 751

155 155 161 161

4.0 4.0 3.2 2.8

252 287 280 256

0 0 0 0

N E W CAR PR I CES Po

h r (b

d ee

)

0-6

m /62

ph Ec

no (M

my P

a G/r

e ng

)

(g O2

) /km

h r (b

d ee

)

0-6

m /62

ph Ec

no (M

my P

a G/r

e ng

)

(g O2

) /km

AAAAB

Macan 5dr SUV £48,965–£71,140

h r (b

d ee

)

0-6

m /62

ph Ec

no (M

my P

a G/r

e ng

)

(g O2

) /km

AAAAC

Superb Estate 5dr estate £26,385–£42,780

h r (b

d ee

)

0-6

2 0/6

h Ec

) y e) km o m ang (g/ o n MPG/r CO 2 (

AAABC

Swift 5dr hatch £14,999–£22,070

Spookily good handling makes this a sports utility vehicle in the purest sense. LxWxH 4692x1923x1624 Kerb weight 1770kg

Even more commendable than above, primarily thanks to its enormous boot. LxWxH 4856x1864x1477 Kerb weight 1365kg

Given mature looks, more equipment and a hybrid powertrain, but it’s no class leader. LxWxH 3840x1735x1495 Kerb weight 890kg

2.0 3.0 V6 S 3.0 GTS 3.0 V6 Turbo

1.5 TSI 150 2.0 TSI 190 2.0 TSI 280 4x4 1.4 iV PHEV 2.0 TDI 122 2.0 TDI 150 2.0 TDI 150 2.0 TDI 200 2.0 TDI 200 4x4

1.2 Dualjet 83 1.2 Dualjet 83 Allgrip 1.4 Boosterjet Sport

242 349 375 434

139 157 162 167

6.7 5.3 4.9 4.3

27.7 26.4 25.0 24.8

232 243 255 259 AAAAB

Cayenne 5dr SUV £61,380–£126,845

Refreshed look, improved engines and interior, and a better SUV overall. LxWxH 4918x1983x1696 Kerb weight 1985kg 3.0 V6 3.0 V6 E-Hybrid 2.9 V6 S 3.0 V6 GTS 4.0 V8 Turbo 4.0 V8 S E-Hybrid

335 456 428 453 533 671

152 157 164 168 177 183

6.2 5.0 5.2 4.8 3.9 3.8

24.6 60.1-72.4 23.9 21.2 20.9 52.3-58.9

259 74 268 301 305 90

132 143 155 140 124 132-135 133 145 142

9.2 7.7 5.3 7.8 11.1 8.6-8.8 9.2 7.9 7.3

40.9-45.6 141-157 39.8-40.9 162-168 33.2-34.0 188-194 148.7-188.3 33-42 56.5 131-132 54.3-56.5 132-135 53.3-57.7 129-140 49.6-51.4 140-144 47.9 157

AAAAB Skoda’s supermini platform has birthed a practical but predictable

Reinvigorated Ibiza is more mature and takes the class honours from the Fiesta. LxWxH 4059x1780x1444 Kerb weight 1091kg

1.0 MPI 80 AAAAC 1.0 TSI 95 Little different to drive than the standard car but certainly has an 1.0 TSI 115

79 93 113

106 113 121

14.6 10.9 9.3

50.4-52.3 122-128 51.4 124-125 49.6 129-130

3.0 V6 GTS 4.0 V8 Turbo 4.0 V8 S E-Hybrid

108 108 128 148 148 201 113

122 119 129 135 135 137 124

10.9 10.8 9.4 8.7 8.5 7.5 10.2

51.4-52.3 50.4-51.4 49.6-51.4 48.7 47.9 TBC 64.2-65.7

compact crossover. LxWxH 4241x1793x1553 Kerb weight 1251kg 1.0 TSI 95 1.0 TSI 115 1.5 TSI 150

93 112 148

112 120 132

11.1 9.9 8.3

82 82 138

112 106 130

13.1 13.8 9.1

TBC TBC 47.0

111 123 127 AAABC

Swace 5dr estate £27,499–£29,299

Rebadged Toyota Corolla Touring Sports serves as a useful addition to Suzuki’s line-up. LxWxH 4655x1790x1460 Kerb weight 1420kg 1.8 Hybrid

120

112

11.1

TBC

Vitara 5dr SUV £22,249–£27,049 AAABC AAABC Utterly worthy addition to the class drives better than most.

Kamiq 5dr SUV £18,370–£25,350

Ibiza 5dr hatch £16,445–£20,535

Cayenne Coupé 5dr SUV £66,320–£129,445

148 188 276 215 120 148 148 197 197

49.6 129 47.1-49.6 130-136 46.3-47.9 133-139

LxWxH 4175x1775x1610 Kerb weight 1075kg

1.4 Boosterjet 1.4 Boosterjet Allgrip

127 127

118 118

9.5 10.2

TBC TBC

128 140 AAABC

SX4 S-Cross 5dr SUV £21,249–£28,049

A worthy crossover if not a class leader. Refreshed looks give a appeal all of its own. LxWxH 4931x1983x1676 Kerb weight 2030kg Karoq 5dr SUV £23,200–£35,195 AAAAC lease of life. LxWxH 4300x1785x1585 Kerb weight 1160kg 3.0 V6 335 150 6.0 24.4 263 Leon 5dr hatch £20,400–£37,980 AAAAC Yeti replacement may not have its forebear’s quirkiness, but it’s 1.4 Boosterjet 127 118 9.5 TBC 127 3.0 V6 E-Hybrid 456 157 5.1 60.1-72.4 74 A creditable effort and a notable improvement in form, with plenty brilliant otherwise. LxWxH 4382x1841x1603 Kerb weight 1265kg 1.4 Boosterjet Allgrip 127 118 10.2 TBC 139 of niche appeal. LxWxH 4282x1816x1459 Kerb weight 1202kg 2.9 V6 S 428 163 5.0 23.5 271 1.0 TSI 115 113 118 10.6 43.5-45.6 141-147 453 533 671

168 178 183

4.5 3.9 3.8

21.2 302 20.9 307 52.3-58.9 90

1.0 TSI 110 1.0 eTSI 110 1.5 TSI EVO 130 1.5 TSI EVO 150 RADICAL 1.5 eTSI 150 Rapture 0dr open £110,000 AAABC 1.4 eHybrid PHEV Not as well mannered as some lightweights but spectacular in its 2.0 TDI 150

track-day element. LxWxH 4100x1790x1130 Kerb weight 765kg 2.2 Turbo

360

165

3.1

Leon ST 5dr estate £23,065–£37,470

123-126 124-129 124-128 133 130-132 TBC 113-115

1.5 TSI 150 20 TSI 190 4x4 2.0 TDI 150 2.0 TDI 150 4x4

148 188 148 148

126 132 127 121

8.1-8.3 7.3 9.0 8.8

42.8-44.8 33.2 50.4-52.3 42.8

143-149 191 142-148 172-174

AAAAC

Kodiaq 5dr SUV £26,630–£42,175

Skoda’s first seven-seat SUV is a viable alternative to a traditional MPV. LxWxH 4697x1882x1676 Kerb weight 1430kg

AAAAC 1.5 TSI 150 148 123 9.3 37.2-39.2 164-172 2.0 TSI 190 4x4 188 TBC TBC 32.1-32.5 196-200 2.0 TDI 150 148 123 9.8 46.3-47.9 154-161 2.0 TDI 150 4x4 148 120 9.6 44.8-47.9 155-165 2.0 TDI 200 4x4 197 131 7.8 41.5-42.5 175-178 48.7 131-132 SMART TBC TBC EQ Fortwo 3dr hatch/open £21,700–£25,270 AAACC AAAAC Pricey, EV-only two-seater has urban appeal but is short on

AAABC

Across 5dr SUV £45,599

Rebadged Toyota PHEV plunges Suzuki convincingly into several new segments. LxWxH 4635x1855x1690 Kerb weight 1915kg 2.5 PHEV

182

112

6.0

282.4

TESLA

AAAAB

Model S 5dr hatch £79,980–£94,980

Large range makes it not only a standout EV but also the future of luxury motoring. LxWxH 4978x1963x1445 Kerb weight 2108kg

Good-looking and responsive hatchback-turned-estate. RXC GT 2dr open £145,000 AAABC LxWxH 4549x1816x1454 Kerb weight 1236kg Designed for pounding around a track; out of its element on the 1.5 TSI EVO 130 128 130 9.7 49.6-51.4 125-128 road. LxWxH 4300x1960x1127 Kerb weight 1125kg 1.5 TSI EVO 150 148 135 8.9 47.9-48.7 132-133

Long Range Performance

3.5 V6 400 3.5 V6 650

Lowest-price, biggest-volume Tesla yet arrives in the UK after wooing the US. LxWxH 4694x1849x1443 Kerb weight 1726kg

400 650

179 180

2.8 2.7

NA NA

Zany solution to personal mobility is suitably irreverent and impractical. LxWxH 2338x1381x1454 Kerb weight 474kg 50

0 AAABC

Zoe 5dr hatch £29,995–£31,495

A far more practical zero-emission solution. Attractive price, too. LxWxH 4084x1730x1562 Kerb weight 1470kg 50kWh R110 50kWh R135

107 132

135 137

8.7 7.5

AAABC Seat’s second SUV doesn’t disappoint, with it taking charge of the

Twizy 2dr hatch £11,695–£12,395 17

148 201

Arona 5dr SUV £18,605–£24,770

R E N A U LT

MB L7e

1.5 eTSI 150 1.4 eHybrid PHEV

84 87

11.4 9.5

233 232

0 0

Electric Drive

1.0 TSI 95 1.0 TSI 115 1.5 TSI EVO 150

EQ Forfour 5dr hatch £22,295–£23,445

93 113 148

107 113 127

11.2 51.4 124 9.8-10.0 47.9-53.3 121-134 8.3 44.8-45.6 140-143

Seat’s first SUV is very good. So good, in fact, it’s a Qashqai beater. LxWxH 4363x1841x1601 Kerb weight 1280kg

Comfortable, affordable, easy to drive and attractive, but no more Mégane Sport Tourer 5dr estate £22,995–£32,995 AAABC so than its rivals. LxWxH 3997x1732x1467 Kerb weight 1151kg Stylish and refined estate car is still bland like the hatch. Smaller 1.0 MPI 60 58 98 16.6 51.4-52.3 124-127 than its predecessor. LxWxH 4626x1814x1457 Kerb weight 1409kg 1.0 TSI 95 94 114 10.8 50.4-52.3 122-127 138 153 113

127 111 129

9.8 TBC 11.4

47.9 TBC 64.2

132-133 TBC 121

Jacked-up Clio is among the better downsized options. Stylish and fluent-riding. LxWxH 4122x1778x1566 Kerb weight 1184kg 89 138 156

104 122 107

8.7 9.2 10.1

TBC TBC TBC

Kadjar 5dr SUV £24,695–£27,695

133-134 134-135 TBC

1.3 TCe 140

138

124

9.8

45.6

143-147

155

4.6

18.5-18.6 347-348

94 108 148

118 123 137

11.0 10.1 8.2

563

53.3 119-120 51.4-53.3 120-124 50.4-51.4 125-128

113 148 201 242 242 114 148 197 197

129 143 136 139 155 131 143 154 150

10.5-10.8 8.5 7.7 7.3 6.8 10.3 8.7 7.4 6.8

Octavia Estate 5dr estate £22,210–£34,975

155

54.3-56.5 52.3-53.3 TBC TBC 40.9 68.9 64.2-67.3 56.5 51.4

115-117 121-123 TBC TBC 157 109 109-115 130 145

AAAAC

Class-leading amount of space and practicality. Comfortable, too.

LxWxH 5762x2018x1646 Kerb weight 2560kg 5.1-5.2

12.7

53.3-54.3 50.4-52.3 TBC TBC 40.4 67.3 62.8-65.7 55.4 50.4

118-119 123-126 TBC TBC 159 111 112-118 132 147

AAAAC

Another great Czech value option that’s big on quality and space if 18.6-18.8 341-344 not on price. LxWxH 4869x1864x1469 Kerb weight 1340kg

1.5 TSI 150 Cullinan 4dr SUV £268,230–£309,030 AAAAC 2.0 TSI 190 Big, bold new 4x4 begins the next era for the brand, with a model 2.0 TSI 280 4x4 that convinces. LxWxH 5341x2164x1835 Kerb weight 2730kg 1.4 iV PHEV 6.75 TV12 563 155 5.2 17.3-18.1 355-370 2.0 TDI 122 2.0 TDI 150 S E AT 2.0 TDI 200 Mii Electric 5dr hatch £22,800 AAABC 2.0 TDI 200 4x4

148 188 276 215 120 148 197 197

137 148 155 138 129 138 151 148

9.0-9.2 7.7 5.5 7.7 11.0 9.1 7.9 7.2

40.4-44.8 142-157 38.2-39.2 162-168 32.2-34.0 188-193 148.7-188.3 33-42 57.7-58.9 127 54.3-58.9 125-136 51.4-53.3 140-145 47.9 154

3.7 2.3

405 396

Standard Plus Long Range Performance

235 346 449

140 145 162

0 0 AAAAC

5.3 4.2 3.1

267 360 352

0 0 0

Model X 5dr SUV £87,890–£102,980 AAAAB AAACC A genuine luxury seven-seat electric SUV that also has a large

range. LxWxH 5036x2070x1684 Kerb weight 2459kg Long Range Performance

411 596

155 163

4.4 2.6

348 340

0 0

T OYO TA

AAABC

AAACC

Aygo 3dr hatch £12,690–£14,750

Trails the Duster as the best-value small crossover – but not by much. LxWxH 4195x1795x1590 Kerb weight 1270kg

Impactful styling does a lot to recommend it, but not as refined nor as practical as some. LxWxH 3455x1615x1460 Kerb weight 840kg

1.2 128 1.5 163

1.0 VVT-i

126 160

112 112

TBC TBC

Korando 5dr SUV £20,395–£32,445

158 161-164

1.5 GDI-Turbo 1.6 D 2WD 1.6 D 4WD

160 133 133

119 112 112

12.0 12.0 12.0

TBC TBC TBC

13.8

56.5

114

172 159-164 178

Toyotas. LxWxH 3495x1695x1510 Kerb weight 1310kg 1.5 VVT-i Hybrid

114

109

9.7

65.7-68.9 92-98 AAAAA

GR Yaris 5dr hatch £29,995–£33,495

Focused, exhilarating all-wheel-drive hot hatch is the most exciting Toyota in ages. LxWxH 3995x1805x1455 Kerb weight 975kg

AAACC 1.6 AWD

Musso 5dr SUV £25,131–£35,031

Yaris 5dr hatch £19,910–£24,005 AAABC AAACC Stylish interior but ultimately a scaled-down version of bigger

Competitive towing capabilities and generous kit, but still lacks dynamics. LxWxH 4450x1870x1629 Kerb weight 1610kg

253

143

5.5

TBC

186

Practical pick-up has a refined engine and direct steering, but ride needs refinement. LxWxH 5095x1950x1840 Kerb weight 2155kg

C-HR 5dr SUV £26,885–£33,155

2.2d 181

Coupé-shaped crossover certainly turns heads and impresses on the road. LxWxH 4360x1795x1565 Kerb weight 1320kg

178

115-121 12.2

TBC

AAABC 1.8 Hybrid 2.0 Hybrid

Rexton 5dr SUV £29,995–£39,895

A vast improvement. Better on the road but without ditching its argicultural roots. LxWxH 4850x1960x1825 Kerb weight 2102kg 178

115

11.3-11.9 34.0

205-227

119 181

SUBARU

11.0 8.2

57.7-58.9 109-110 53.3-54.3 119 AAAAC

No-nonsense crossover doesn’t quite make enough sense. LxWxH 4450x1780x1615 Kerb weight 1355kg 13.9 10.4 10.4

TBC 35.7 35.7

180 180 180

112

8.3

53.3

120-126 AAAAC

Rebranded hatch has rolling refinement, interior ambience and affable handling. LxWxH 4370x1790x1435 Kerb weight 1340kg 122 180

111 111

10.9 7.9

57.6-62.8 102-112 53.3-57.6 111-120

Corolla Touring Sports 5dr estate £25,750–£31,955

AAAAC

More practical estate bodystyle proves just as capable with hybrid power. LxWxH 4650x1790x1435 Kerb weight 1440kg

1.8 VVT-i Hybrid AAACC 2.0 VVT-i Hybrid

Forester 5dr estate £36,345–£39,335

215

Corolla 5dr hatch £24,480–£30,020

AAACC 1.8 VVT-i Hybrid 2.0 VVT-i Hybrid

XV 5dr SUV £28,335–£33,665

109 120 120

105 112

Camry 4dr saloon £31,635–£32,605

AAACC 2.5 VVT-i Hybrid

112 154 148

AAAAC

Toyota’s biggest global seller returns to UK with ULEZ-friendly hybrid power. LxWxH 4885x1840x1445 Kerb weight 1595kg

Levorg 5dr estate £34,770

1.6i AAAAC 2.0i Does comfort and practicality like no other. Good, frugal engines 2.0i e-Boxer

AAAAB LxWxH 4667x1814x1465 Kerb weight 1247kg Essentially as above, except with a detuned engine and in elegant 1.0 TSI 110 113 125 10.6-10.9 convertible form. LxWxH 5295x1947x1502 Kerb weight 2560kg 1.5 TSI 150 148 139 8.4 6.6 V12 563 155 5.0 16.8-17.4 367-380 1.4 TSI iV PHEV 201 136 7.8 1.4 TSI iV vRS PHEV 242 139 7.3 Ghost 4dr saloon £253,830–£286,230 AAAAC 2.0 TSI vRS 242 155 6.8 ‘A ffordable’ Rolls is a more driver-focused car than the Phantom. 2.0 TDI 116 114 128 10.4 Still hugely special. LxWxH 5399x1948x1550 Kerb weight 2360kg 2.0 TDI 150 148 139 8.8 6.6 V12 563 155 4.9-5.0 18.5-18.6 347-348 2.0 TDI 200 vRS 197 152 7.4 2.0 TDI 200 vRS 4x4 197 147 6.8 Phantom 4dr saloon £367,830–£439,830 AAAAA Phantom takes opulent luxury to a whole new level. Superb 5dr hatch £25,105–£41,500

Dawn 2dr open £286,230–£345,630

6.75 TV12

50.4-52.3 121-126

too. LxWxH 4689x1829x1470 Kerb weight 1225kg

traits make it great. LxWxH 5285x1947x1507 Kerb weight 2360kg 624

10.9

155 162

Model 3 4dr saloon £43,490–£56,490

S S A N G YO N G

Octavia 5dr hatch £21,230–£33,745

AAABC 1.0 TSI 110 Koleos name returns and is a vast improvement on before, but no 1.5 TSI 150 class leader. LxWxH 4672x2063x1678 Kerb weight 1540kg 1.4 TSI iV PHEV 1.7 Blue dCi 150 148 118 11.8 45.6 161-162 1.4 TSI iV vRS PHEV 2.0 Blue dCi 190 188 123 10.1 40.9 181-183 2.0 TSI vRS 2.0 TDI 116 R O L L S - R OYC E 2.0 TDI 150 Wraith 2dr coupé £262,230–£301,710 AAAAB 2.0 TDI 200 vRS An intimate and involving Rolls. Not as grand as some, but other 2.0 TDI 200 vRS 4x4

Koleos 5dr SUV £28,895–£34,295

6.6 V12

115

11.6-11.9 81-84

Impressively practical but only offered with an automatic gearbox Scala 5dr hatch £17,265–£24,410 AAAAC and one trim. LxWxH 4690x1780x1490 Kerb weight 1568kg Undercuts rivals on price and ushers in a sharp new design 2.0i 148 121 11.7 32.6 196 language for Skoda. LxWxH 4362x1793x1471 Kerb weight 1381kg

1.0 TSI 95 1.0 TSI 110 AAAAC 1.5 TSI 150

Fine value, practical, decent to drive and good-looking, but the Qashqai is classier. LxWxH 4449x1836x1607 Kerb weight 1306kg

Tivoli 5dr SUV £14,345–£20,345

AAAAC 2.2d 181

Far more practical, majoring on boot space while doing what a good Skoda should. LxWxH 4262x1732x1467 Kerb weight 1182kg

AAAAC 1.0 TSI 95

Captur 5dr SUV £19,095–£31,495 1.0 TCe 90 1.3 TCe 130 1.6 E-Tech PHEV

Fabia Estate 5dr estate £15,625–£18,825

Four doors give the Smart more mainstream practicality. Still expensive, though. LxWxH 3495x1665x1554 Kerb weight 1200kg

AAAAB Electric Drive

Ateca 5dr SUV £23,670–£35,355

1.0 TSI 110 108 112 11.4 44.1-46.3 139-146 1.5 TSI EVO 150 148 124 8.5 42.2-43.5 149-152 Clio 5dr hatch £15,895–£22,495 AAAAC 2.0 TDI 116 114 115 10.9 54.3-55.4 135-137 Plusher, smoother and much more mature. A car of substance as 2.0 TDI 150 148 126 9.3 55.4-58.9 141-166 well as style. LxWxH 4047x1728x1440 Kerb weight 1148kg 2.0 TDI 150 4Drive 148 122 8.7 47.1-48.7 141-166 1.0 SCe 65 64 TBC TBC TBC 117 1.0 TCe 90 88 TBC TBC TBC 117 Tarraco 5dr SUV £29,140–£40,620 AAAAC 1.0 TCe 100 98 116 11.8 47.9-54.3 119 Seat’s largest SUV brings a hint of youthful exuberance to a practical category. LxWxH 4735x1839x1674 Kerb weight 1845kg 1.6 E-Tech Hybrid 138 112 9.9 65.7 96 1.5 TSI EVO 150 148 124 9.9 38.7-41.5 155-166 Mégane 5dr hatch £21,455–£36,995 AAABC 2.0 TSI 4Drive 190 188 130 8.0 31.0-31.7 201-207 Stylish and refined but bland. Trophy-R hot hatch an altogether 2.0 TDI 150 148 124 10.2 49.6-52.3 144-150 different prospect. LxWxH 4359x1814x1447 Kerb weight 1340kg 2.0 TDI 200 4Drive 197 130 7.8 41.5-42.8 172-178 1.3 TCe 140 138 127 9.5 46.3 133-136 S KO DA 1.8 RS 300 298 162-163 5.4-5.7 34.9 184 1.5 Blue dCi 115 113 118 11.1 62.8 117 Fabia 5dr hatch £14,365–£17,935 AAABC

1.3 TCe 140 1.6 E-Tech PHEV 1.5 Blue dCi 115

performance. LxWxH 2695x1663x1555 Kerb weight 1085kg

class dynamically. LxWxH 4138x1780x1543 Kerb weight 1165kg

411 596

122 180

111 111

11.1 8.1

56.5-62.8 103-113 53.3-56.5 112-121

Solid, spacious and wilfully unsexy. A capable 4x4 nonetheless. LxWxH 4610x1795x1735 Kerb weight 1488kg

RAV4 5dr SUV £30,090–£50,895

2.0i e-Boxer

A solid option but ultimately outgunned by Korean competition. LxWxH 4605x1845x1675 Kerb weight 1605kg

148

117

11.8

Outback 5dr estate £33,770–£36,770 Acceptable in isolation but no class leader. LxWxH 4815x1840x1605 Kerb weight 1612kg 2.5i

172

130

10.2

34.7

185

AABCC 2.5 Hybrid 2.5 Hybrid AWD 2.5 PHEV 33.0 193

The GT86’s half-brother looks great in Subaru blue. Cheaper, too. LxWxH 4240x1775x1320 Kerb weight 1242kg 197

140

7.6

112 112 112

8.4 8.1 6.0

50.4-51.3 126-131 47.9-48.7 131-134 TBC TBC

Land Cruiser 5dr SUV £42,345–£57,490 AAABC AAAAA A real go-anywhere vehicle. Totally rugged and available with

BRZ 2dr coupé £32,020 2.0i

194 194 302

AAACC

33.3

191

seven seats. LxWxH 4335x1885x1875 Kerb weight 2010kg 2.8 D-4D 177

201

109

12.7

29.1-31.0 239-250 AAAAC

GR Supra 2dr coupé £47,395–£54,340

Brings welcome muscle, fun and variety to the affordable sports Ignis 5dr hatch £13,289–£16,769 AAAAC car class. LxWxH 4379x1292x1854 Kerb weight 1541kg Cute and rugged-looking 4x4 city car capable of tackling roads 2.0i 250 155 5.2 TBC 167 bereft of asphalt. LxWxH 3700x1660x1595 Kerb weight 855kg 3.0i 335 155 4.3 34.5 188 SUZUKI

1.2 Dualjet 1.2 Dualjet SHVS 1.2 Dualjet SHVS 4x4

87 87 87

106 106 103

11.8 11.4 11.1

52.9 54.1 48.6

126 117 127

AAAAC

Prius 5dr hatch £24,875–£28,975

Better all round compared with its predecessors. Challenging looks, though. LxWxH 4540x1760x1470 Kerb weight 1375kg 1.8 VVT-i Hybrid

120

112

10.6

58.9-67.3 94-109

Prius Plug-in Hybrid 5dr hatch £32,645–£34,745

AAAAC

Plug-in version is clever and appealing. Seems more comfortable in its skin. LxWxH 4645x1760x1470 Kerb weight 1530kg 1.8 VVT-i Hybrid

120

101

11.1

188.3-217.3 29-35 AAAAC

Mirai 4dr saloon £66,000

Europe’s first ‘ownable’ hydrogen car, even if infrastructure isn’t quite mainstream. LxWxH 4890x1815x1535 Kerb weight 1850kg Hydrogen FCV

152

111

9.6

66.1mpkg 0

Not as desirable or plush as the e-Up but nearly as good to drive. LxWxH 3557x1643x1474 Kerb weight 1160kg 37kWh electric

12.3

162

29 SEPTEMBER 2021 AUTOCAR.CO.UK 77

N E W CAR PR I CES W H AT ’ S C O M I N G W H E N

h r (b

d ee

)

0-6

m /62

ph Ec

no (M

my P

a G/r

e ng

)

(g O2

) /km

h r (b

d ee

)

0-6

m /62

ph Ec

no (M

my P

a G/r

e ng

)

(g O2

) /km

h r (b

d ee

)

0-6

2 0/6

h Ec

y e) o m ang o n MPG/r (

(g/

)

CO 2

AAAAC

Passat 4dr saloon £27,085–£39,480

Lands blows on rivals with its smart looks, civilised refinement, quality and usability. LxWxH 4767x2083x1476 Kerb weight 1367kg 1.5 TSI EVO 150 1.4 TSI GTE PHEV 2.0 TDI 122 2.0 TDI 150 2.0 TDI 200

148 215 120 148 197

137 138 127 139 147

8.7 7.4 11.3 8.9 7.4

46.3-47.9 217.3 58.91 58.9-60.1 53.3

139-146 30 125 124-127 138

AAAAC

Passat Estate 5dr estate £29,340–£41,450

All the Passat’s redeeming features in spacious, practical estate form. LxWxH 4767x2083x1516 Kerb weight 1395kg 1.5 TSI EVO 150 1.4 TSI GTE PHEV 2.0 TDI 122 Corsa 5dr hatch £16,440–£33,045 AAABC 2.0 TDI 150 Refined, stylish and practical, but its engines aren’t so good. 2.0 TDI 200 VA U X H A L L

Citroën C5X On sale early 2022, price £27,000 (est) Citroën has designed an all-new flagship model that combines the raised ride height of an SUV, the extended rear cabin of an estate and the “elegance” of a saloon. Its priorities are long-distance refinement and a cosseting ride, like the famous CX of yore. Citroën also claims “outstanding” rear passenger space and a 545-litre boot for the C5X, plus it gains an entirely new infotainment system controlled via a central 12.0in touchscreen. Turbo petrol engines will be offered alongside a 222bhp plug-in hybrid with a 31-mile electric-only range and three suspension modes. OCTOBER

Abarth 695 Esseesse, Bentley Flying Spur PHEV, BMW X3 update, X3 M update, X4 update, X4 M update, Dacia Duster update, Ferrari Portofino M, Fiat 500X Dolcevita, Genesis G70, G80, GV70, GV80, Hyundai Kona N, Lotus Evija, Mercedes-Benz EQB, EQS, Mercedes-Maybach GLS, S-Class, Morgan Plus 8 GTR, Nissan Ariya, Pininfarina Battista, Porsche 911 GT3 Touring, 911 GTS, Cayenne Turbo GT, Macan update, Rimac Nevera, Seat Arona update, Ibiza update, Tarraco PHEV, Skoda Enyaq iV 80x Sportline, Tesla Model S Plaid, Volkswagen Golf R Estate, Tiguan Allspace update

503bhp M4 coupé gains cabriolet sister N OV E M B E R

Audi RS3 Saloon, RS3 Sportback, BMW 4 Series Gran Coupé, i4, iX xDrive50, M4 Cabriolet, Chevrolet Corvette, Citroën ë-Berlingo, DS 4, 4 Cross, 9, 9 PHEV, Ferrari 812 Competizione, 812 Competizione Aperta, 812 GTO, Ford Mustang Mach-E GT, Ranger Raptor Special Edition, Jeep Compass PHEV, Maserati Levante update, Levante Hybrid, Mercedes-AMG GT 63 S 4dr Coupé PHEV, S63, SL, Morgan Plus Four CX-T, Peugeot 308, 308 SW, Rifter EV, Porsche 911 Carrera T, Rolls-Royce Ghost Black Badge, Skoda Kodiaq update, Ssangyong Korando e-Motion, Toyota GR 86, Vauxhall Combo-e Life, Grandland update, Volkswagen ID 4 GTX, Polo update, Polo GTI update DECEMBER

Alfa Romeo Giulia update, Stelvio update, Honda HR-V, Jeep Wrangler PHEV, Kia Sportage, Lexus NX, NX PHEV, McLaren Artura, Mercedes-AMG One, S63e PHEV, MG E-Motion, supermini EV, Nissan X-Trail, Porsche Taycan GTS, Renault Kadjar, Skoda Fabia, Vauxhall Astra, Astra PHEV, Astra Sports Tourer

All dates are approximate and subject to change

E A R LY 2 022

Alfa Romeo Tonale, Audi Q6 E-tron, Q9, BMW 2 Series Coupé, iX1, M2 Coupé, X1, Citroën Ami, C5X, Cupra Born, Dacia Jogger, Ferrari 296 GTB, 296 GTS, Ford Fiesta update, Focus update, Genesis G70 EV, G70 Shooting Brake, G80 EV, G90, GV60, GMA T50, Honda Civic Type R, Hyundai Ioniq 5 N, Ineos Grenadier, Kia EV6, Lamborghini Countach, Urus update, Urus PHEV, Land Rover Defender 130, Range Rover, Range Rover Sport, Lexus EV, Lotus Emira, Maserati Granturismo, Grecale, Mazda CX-5 update, Mercedes-AMG C53, C63e, EQS 53, Mercedes-Benz EQE, EQT, T-Class, Ora Cat, Renault Mégane E-Tech Electric, Subaru Solterra, Tesla Model Y, Toyota Aygo X, bZ4x, Vauxhall Astra-e, Volkswagen Golf R Estate, ID 5, ID 5 GTX, Taigo, Wells Vertige, Wey Coffee 01

LxWxH 4060x1765x1433 Kerb weight 1141kg 1.2 75 1.2 100 1.5 Turbo D 102 50kWh E

72 97 98 132

108 121 117 93

13.2 9.9 10.2 8.1

53.3 48.7-52.3 70.0 209

Astra 5dr hatch £18,890–£26,430

125 126-134 109-110 0

8.9 7.6 11.5 9.1 7.6

44.8-45.6 201.8 57.6 56.5-57.6 52.3

144-151 33 129 128-132 143

1.2 Turbo 110 1.2 Turbo 130 1.2 Turbo 145 1.4 Turbo 145 1.5 Turbo D 105 1.5 Turbo D 122

108 128 143 143 102 118

124 134 137 130 124 127-130

10.2 9.9 9.7 9.3 10.2 9.7-10.2

54.3 54.3 54.3 50.4 65.7 64.2

Astra Sports Tourer 5dr estate £20,340–£25,125 More composed and practical than the hatchback. LxWxH 4702x1809x1510 Kerb weight 1273kg 1.2 Turbo 110 1.2 Turbo 130 1.2 Turbo 145 1.4 Turbo 145 1.5 Turbo D 105 1.5 Turbo D 122

108 128 142 142 102 118

124 134 137 130 124 130

10.0 9.5 9.0 9.2 10.2 9.8

54.3 53.3 54.3 49.6 65.7 55.4-64.2

Insignia Grand Sport 5dr hatch £23,765–£40,925

119 119 119 129 113 116-113

2.0 Turbo 200 1.5 Turbo D 122 2.0 Turbo D 170

197 120 167

146 127 142

7.2 10.7 8.2

37.7 61.4 61.4

171 121 121

AAAAC

Brings extra ride height, all-wheel drive and off-road body cladding. LxWxH 4784x1916x1499 Kerb weight 1792kg 248 187

140 130

6.8 8.2

35.8 47.9

180 155

VW’s flagship saloon is well made and luxurious but rather bland to drive. LxWxH 4862x1871x1450 Kerb weight 1505kg S90 4dr saloon £56,025–£56,875 AAAAC 1.5 TSI 150 148 137 8.9 42.8-44.8 144-151 Volvo’s mid-sized exec majors on comfort, style and cruising 2.0 TSI 190 187 149 7.9 36.2-38.2 168-178 ability. LxWxH 4963x2019x1443 Kerb weight 1665kg

Dull overall, but it’s a capable MPV, well made and hugely refined. LxWxH 4527x1829x1659 Kerb weight 1436kg 1.5 TSI EVO 150 2.0 TDI 150

148 148

118 11.4 128-129 9.3

39.8-40.9 154-162 50.4-52.3 142-147

and tidy handling. LxWxH 4854x1904x1720 Kerb weight 1703kg 1.4 TSI 150

148

2.0 T8 Recharge PHEV

384

112

5.1

TBC

TBC AAAAC

V90 5dr estate £39,835–£60,405

Luxury estate takes on the 5 Series and the E-Class. Comfy and a good cruiser. LxWxH 4936x2019x1475 Kerb weight 1679kg 2.0 B4 2.0 B5 2.0 B6 2.0 T6 Recharge PHEV 2.0 B4D 2.0 B5D

197 246 297 335 197 232

112 112 112 112 112 112

7.9 6.9 6.2 5.9 8.8 7.1

40.9 36.6-40.4 34.4-36.2 TBC 44.8-49.5 44.8-47.0

158 159-175 178-184 TBC 149-164 156-164

V90 Cross Country 5dr estate £46,985–£53,160 AAAAC AAAAC Volvo’s large comfy estate given a jacked-up, rugged makeover.

Touran 5dr MPV £28,580–£35,495

Sharan 5dr MPV £34,230–£35,595 AAAAB AAAAC Full-sized seven-seater offers versatility, space, VW desirability

The good-looking and tech-filled Insignia makes an attractive proposition. LxWxH 4897x1863x1455 Kerb weight 1714kg

V60 Cross Country 5dr estate £40,600–£40,775

2.0 T5 AAABC 2.0 D4

Arteon 4dr saloon £31,965–£41,980

AAAAC 2.0 TDI 150 148 137 9.5 55.4-58.9 126-134 2.0 TDI 200 197 147 7.9 51.4-54.3 137-145 2.0 TDI 200 4Motion 197 145 7.4 46.3 159 119 119 Arteon Shooting Brake 5dr estate £32,765–£42,780 AAABC 121-124 Hybrid option and estate bodystyle’s extra versatility enhance the Arteon’s appeal. LxWxH 4866x1871x1450 Kerb weight 1529kg 129 113 1.5 TSI 150 148 135 8.9 42.2-43.5 145-153 115 2.0 TSI 190 187 145 7.9 35.8-37.2 171-179 2.0 TDI 150 148 135 9.4 54.3-57.6 128-136 AAAAC 2.0 TDI 200 197 145 7.9 50.4-53.3 139-147 2.0 TDI 200 4Motion 197 143 7.4 46.3 161

122

10.7

37.2

180-189

LxWxH 4936x2019x1543 Kerb weight 1826kg 2.0 T5 AWD 2.0 T6 AWD 2.0 D4 AWD 2.0 D5 AWD

250 310 185 228

140 140 130 140

7.4 6.3 8.8 7.5

32.5 32.5 43.5 40.9

196 196 171 181 AAAAC

XC40 5dr SUV £25,275–£60,005

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 AAAAB 1.5 T3 160 112 9.3-9.6 38.7-40.4 158-166 Compact crossover delivers a classy, substantial feel on UK roads. 2.0 B4 197 112 8.4 36.7-39.2 162-176 LxWxH 4108x1760x1584 Kerb weight 1270kg 2.0 B5 246 112 6.9 36.7 174-176 Crossland X 5dr SUV £19,330–£25,235 AAABC 1.0 TSI 95 93 112 11.5 47.9 132-133 1.5 T5 Recharge PHEV 258 112 7.3 117.7-141.1 45-55 Vauxhall’s small SUV is competent enough but lacks any real 1.0 TSI 110 108 117 9.9-10.4 42.8-48.7 132-149 P8 Recharge 78kWh 402 112 4.9 249 0 character. LxWxH 4212x1765x1605 Kerb weight 1245kg 1.5 TSI EVO 150 147 124 8.5 46.3-47.1 136-138 1.2i 83 81 105 14.0 47.1 142 XC60 5dr SUV £40,980–£64,090 AAABC 1.2i Turbo 110 108 117 10.6 47.1 140 T-Roc 5dr SUV/open £21,440–£40,735 AAAAC Looks like a small XC90 and carries on where the old one left off. A 1.2i Turbo 130 128 128 9.1 44.1-48.0 136-146 VW’s junior SUV is beguiling and sophisticated. It drives rather well, good, capable cruiser. LxWxH 4688x1999x1658 Kerb weight 1781kg too. LxWxH 4234x1992x1573 Kerb weight 1270kg 1.5 Turbo D 102 101 111 9.9 61.4 120 2.0 B5D 246 112 6.9 36.7-38.1 168-176 1.5 Turbo D 120 116 114 10.8 55.4 137 1.0 TSI 110 108 115 10.8 43.5-46.3 133-146 2.0 B6D 296 112 6.2 34.0 190 1.5 TSI EVO 150 148 127 8.3-9.6 40.9-47.9 144-158 2.0 T6 Recharge PHEV 335 112 5.9 TBC TBC Mokka 5dr SUV £20,735–£37,970 AAABC 2.0 TSI R 300 4Motion 298 155 4.9 31.7 201 2.0 T8 Recharge PHEV 384 112 5.5 TBC TBC Radically overhauled crossover now comes with the option of 2.0 TDI 115 113 116 10.4 56.5-60.1 137-146 2.0 T8 R’ge Polestar PHEV 399 112 5.4 TBC TBC battery-electric power. LxWxH 4151x1791x1531 Kerb weight 1750kg 2.0 TDI 150 148 124 8.8-10.8 50.4-53.3 140-146 2.0 B4D 194 112 8.3 44.8-45.5 161-166 1.2 100 99 115 10.6 51.4 124 2.0 B5D 232 112 7.1 44.1 167 1.2 130 128 125 9.1 47.1-50.4 126-137 ID 4 5dr SUV £40,800 AAAAC 1.5 Turbo D 110 108 118 10.8 64.2-65.7 114 Impressively refined and versatile SUV marks VW out as a maker of XC90 5dr SUV £55,095–£75,090 AAAAC fine electric cars. LxWxH 4584x1852x1640 Kerb weight 2124kg 50kWh e 134 93 8.7 201 0 Clever packaging, smart styling, good to drive: Volvo’s closest thing to a class leader. LxWxH 4950x2008x1776 Kerb weight 1961kg 82kWh 201 99 8.5 TBC 0 Grandland X 5dr SUV £24,800–£44,370 AAACC 2.0 B5D 246 112 7.7 32.4 198 Does well to disguise its 3008 roots but too bland to stand out in a Tiguan 5dr SUV £24,915–£39,010 AAAAC 2.0 B6D 296 112 6.7 90.7 210 congested segment. LxWxH 4477x1811x1630 Kerb weight 1350kg An improvement on the previous model and will continue to sell by 2.0 T8 Recharge PHEV 384 112 5.8 TBC TBC 1.2 Turbo 130 128 117 10.9-11.1 45.6 141-147 the bucketload. LxWxH 4486x1839x1654 Kerb weight 1490kg 2.0 B5D 232 112 7.6 41.5 178 1.6 Hybrid 223 140 8.6 192.0-210.0 34 1.5 TSI EVO 130 128 119 10.2 44.1-44.8 143-146 VUHL 1.6 Hybrid4 298 146 5.9 204.0-225.0 32 1.5 TSI EVO 150 148 126 9.2-9.3 38.2-42.2 143-168 1.5 Turbo D 130 128 119 10.2 54.3 136 2.0 TDI 150 148 125-127 9.3 47.1-50.4 146-157 05 0dr open £59,995–£89,995 AAAAC 2.0 TDI 150 4Motion 148 124-125 9.3 43.5-45.6 163-171 Mexican track-day special has a pleasingly pragmatic and forgiving 197 134 7.5 42.8 172-177 chassis. LxWxH 3718x1876x1120 Kerb weight 725kg Combo Life 5dr MPV £23,010–£25,545 AAABC 2.0 TDI 200 4Motion Van-based people carrier is usable, spacious and practical, if not 2.0 DOHC Turbo 285 152 3.7 NA NA very pretty to look at. LxWxH 4403x1841x1921 Kerb weight 1430kg Tiguan Allspace 5dr SUV £32,195–£44,385 AAAAC 2.3 DOHC Turbo RR 385 158 2.7 NA NA 1.2 Turbo 110 108 109 11.9 40.9 156 Has all the Tiguan’s sensibility and refinement, now with the bonus WESTFIELD of seven seats. LxWxH 4486x1839x1654 Kerb weight 1490kg 1.2 Turbo 130 128 TBC TBC 40.3 157 1.5 Turbo D 100 99 107 12.7 52.3 142-145 1.5 TSI EVO 150 148 123 9.5-10.0 37.2-39.2 164-176 Sport 2dr coupé £19,950–£35,800 AAAAC 1.5 Turbo D 130 128 115 10.6 51.3 144 2.0 TDI 150 148 126 9.7 44.8-47.1 164-165 Sport Turbo is very quick and fun but not a patch on the 2.0 TDI 150 4Motion 148 123-124 9.8 41.5 177-179 Caterhams. LxWxH TBC Kerb weight TBC V O L K S WA G E N 2.0 TDI 200 4Motion 197 132 TBC 40.4-41.5 176-184 1.6 Sigma 135 TBC TBC NA NA Up 3dr/5dr hatch £12,705–£23,555 AAAAC 1.6 Sigma 155 TBC TBC NA NA It’s no revolution, but VW’s hallmarks are in abundance. Touareg 5dr SUV £45,960–£63,415 AAAAC 2.0 Duratec 200 TBC TBC NA NA LxWxH 3600x1428x1504 Kerb weight 926kg Hints of ritziness and sportiness don’t impinge on this functional 2.0 Ecoboost 252 TBC TBC NA NA luxury SUV’s appeal. LxWxH 4878x2193x1717 Kerb weight 1995kg 1.0 65 64 100 15.6 54.3 119 1.0 115 GTI 113 119 8.8 51.4 125-126 3.0 V6 TSI 340 335 155 5.9 25.2-25.7 249-252 Mega 2dr coupé £16,950 AAABC e-Up 81 80 12.4 159 0 3.0 V6 TDI 231 228 135 7.5 33.6-34.4 214-219 Mega engine makes it rapid, but isn’t as fun as Caterham’s R range. 3.0 V6 TDI 286 282 148 6.1 33.6-34.9 213-219 And you have to build it yourself. LxWxH TBC Kerb weight TBC Polo 5dr hatch £17,125–£20,605 AAAAC 2.0 VTEC S2000 240 TBC TBC NA NA

A thorough going-over makes it more mature, but the Polo is still a bit boring. LxWxH 4053x1946x1461 Kerb weight 1105kg 1.0 80 1.0 TSI 95 1.0 TSI 110

78 93 108

106 116 121

15.4 10.8 9.9

51.4 125 48.7-53.3 120-127 53.3-54.3 118-119

Golf 5dr hatch £23,355–£39,270

Does exactly what everyone expects. Still the king of the family car. LxWxH 4284x1789x1492 Kerb weight 1206kg 1.0 TSI 110 1.5 TSI EVO 130 1.5 TSI EVO 150 1.5 eTSI EVO 150 1.4 TSI PHEV 2.0 TSI GTI 2.0 TSI 300 GTI 2.0 TSI 320 R 4Motion 2.0 TDI 115 2.0 TDI 150 2.0 TDI 200 GTD

108 128 148 148 242 242 296 296 113 148 197

126 130 139 135 140 155 155 155 126 139 152

10.2 9.1 8.9 8.9 6.7 6.4 5.6 4.7 10.2 8.8 7.1

150kW 62kWh 150kW 82kWh

201 201

53.3 51.4-53.3 50.4-51.4 47.9-49.6 TBC 38.2 38.2 36.2 67.3-68.9 64.2 54.3

121 121-124 124-128 129-133 TBC 169 167 177 107-110 116-117 137

AAAAC

99 99

7.3 7.9

T-Cross 5dr SUV £18,360–£27,785

V O LV O

261 336

0 0

AAAAC

S60 4dr saloon £39,680–£51,100

Fresh-faced saloon now sits comfortably among the ranks of its German peers. LxWxH 4761x1916x1437 Kerb weight 1616kg

2.0 B5 2.0 T8 Recharge PHEV AAAAB 2.0 T8 R’ge PHEV Polestar

A very mature electric car whose substance of engineering is central to its appeal. LxWxH 4261x1809x1568 Kerb weight 1730kg

78 AUTOCAR.CO.UK 29 SEPTEMBER 2021

133 138 123 130-132 145

Good handling and nice engines, but its working-class roots still show through. LxWxH 4370x1809x1485 Kerb weight 1244kg

ID 3 5dr hatch £32,990–£42,290

ID 5 is coupé-inspired sister of ID 4 EV

148 215 120 148 197

246 384 399

112 112 112

6.7 4.6 4.4

41.5 153 122.8-176.5 42 104.5 61 AAAAB

V60 5dr estate £34,855–£52,200

Spacious and comfortable, with a characterful, Scandi-cool design. LxWxH 4761x1916x1427 Kerb weight 1729kg 2.0 B3 2.0 B4 2.0 B5 2.0 B6 2.0 T8 R’ge PHEV Polestar 2.0 T6 Recharge PHEV 2.0 B4D

161 197 246 297 399 335 197

112 112 112 112 112 112 112

9.1 8.0 6.8-6.9 6.0 4.9 4.6 7.6

40.9 41.5 37.7-40.4 36.2 TBC TBC 47.0-50.4

155 152 157-170 175 TBC TBC 146-156

ZENOS

AAAAB

E10 0dr coupé £26,995–£39,995

The latest in a long line of mid-engined British marvels. Expect a dedicated following. LxWxH 3800x1870x1130 Kerb weight 700kg 2.0 Ecoboost S 2.3 Ecoboost R

250 350

145 155

4.0 3.0

NA NA

WANTED H! FOR CAS SHORT

INTERESTING NUMBER PLATESling sel Do you or know someone We buy for cash and and offer finders fees too so please call

SILVERSPEED

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

•

OUR PLATE offered by othS are also but note WE er dealers O and can offer WN THEM PRICES so bu BETTER from us!! 25 y straight y service and aears great maz feedback!! ing

Email alspeed@live.co.uk

PREMIUM RANGE NUMBER 1 PLATES–ULTIMATE INVESTMENTS :::: SPECIAL SELECTION :::: NEW STOCK!!!! AMAZING OPORTUNITY 818M 440A 6AE 4OV 1 VDN 1 EXS taj 11 992 AA vgp 2 0007A OO116 S1LAG thd1 £29,995

£39,995

14 O

G70

£99,995

£POA

£19,995

£34,995

ch8 £POA

£19,995 £24,995 £14,995 FUN PLATES

UVY 5

80 VXP

PLATES

£3495

£1895

650 AA

80 XYX

£8995

£6995

3 AKE £7995

3 VYJ

GREAT VALUE

10XWE £1995

88 YHB £1795

£3995

£1995

66 NRY £1695

60 XKY £1695

3 OJX £3995

4 NYJ £3995

88 HXE £1795

88 LXK £1795

992 AA £9995

975 AC £7995

101 OU £7995

44 OAY £1995

44 XAM £2495

934 EL £3495

101 AE £5995

5 DPE

M4X VW

30 VYP

996 KP

£5995

£2995

£1695

£3995

K28 ABB £650 K25 ABY £750 CI8 ACE £750 M24 ACE £850 R40 ACE £750 N95 ACE £650 M28 ACH £650 K3I ACH £650 YII ACW £750 L24 ACY £950 T7 ADA £I300 KI23 ADE £650 J55 ADY £I200 S400 ADY £650 R2 AER £I300 M24 AGY £650 6484 AH £2700 K27 AJD £750 P999 AJR £650 K32I AJS £650 CI AJT £2700 J80 AKS £I500 K29 ALF £850 L3I ALF £750 K24 ALN £650 P80 ALS £650 FI9 ALY £850 K24 ALY £850 ALZ 66I £750 K24 AMC £650 A5 ANE £I400 J8 ANG £2900 FI0 ANG £I300 L24 ANG £I300 PI8 ANN £I500 L3I ANN £I600 B2 APH £I200 DI4 APR £850 K27 ARB £650 L5 ARG £I800 L2I ARK £750 P24 ARK £650 L2I ARN £750 K23 ARN £650 K3I ARR £750 K24 ART £650 LI0 ARY £650 EI4 ARY £650 B8 ATR £II00 N23 ATT £650 PII ATY £I200 K25 ATY £I600 K32I ATY £750 D2 AUG £750 AI3 AVA £850 946 AVE £I300 L3I AVY £650 NI2 BAB £650 W9 BAG £650 BAS 9I7 £I400 C5 BAT £I300 NI3 BAT £650 BAZ 322 £I500 BAZ 6I63 £750

K23 BEE £750 BEK 4A £2800 K24 BEK £650 K23 BEL £750 L200 BEL £650 D5 BES £950 E5 BES £850 EI6 BEV £I300 P20 BEV £I400 R23 BEV £I300 K24 BEV £I200 K333 BEV £950 KI23 BEX £750 BIG 977 £950 BIL 3884 £I200 H5 BJB £I300 PII BJB £650 JI2 BKR £650 BL 632 £3600 CI7 BMW £I500 X25 BMW £I900 W3I BMW £950 S44 BMW £2I00 J400 BMW £750 P24 BOB £I200 T55 BOB £I300 B2 BOR £I600 P24 BOX £650 S26 BOX £650 G9 BOY £I300 324I BP £I800 J77 BRN £650 W7 BRY £I500 K23 BRY £650 N33 BRY £850 T60 BRY £850 H7 BUC £850 M24 BUT £750 BII CAG £650 L29 CAR £850 T500 CAS £650 W555 CAS £650 R60 CAT £I300 T90 CAT £II00 W9 CDH £750 M2I CEL £750 JI4 CES £650 CG 3478 £I900 K24 CHA £750 SII CHR £I800 LI2I CJB £650 M77 CJH £850 L25 CJR £650 K3I CJS £650 K2I CJW £650 J60 CLS £650 NI2I CLS £650 X25 CLW £650 X5 CMR £850 LI3 CMS £850 W8 COE £I300 M47 COE £I500 N23 COL £I400 B33 COL £I600

S66 COL £I500 754 COL £2900 L300 COX £650 B555 COX £850 G2 COY £750 738 CPX £950 9867 CR £2300 BII CRA £650 L9 CSW £I500 BI DAC £I800 47 DAH £4I00 K27 DAL £650 KI2I DAN £I300 L32I DAN £I200 G778 DAN £950 M3I DAS £650 J5I DAV £950 W55 DAW £750 DAY I0K £I600 DAZ 388 £I600 A4 DBW £650 K9 DCL £II00 83I0 DD £I500 DDT 894 £I200 AI5 DEB £2700 RI3 DEE £950 L2I DEE £II00 M23 DEE £I300 P23 DEE £II00 DEE 884 £2700 C4 DEK £I500 DEL I7E £2300 RI8 DEL £950 V20 DEL £II00 L2I DEL £850 K24 DEL £850 PI23 DEM £650 L2I DEN £I200 P24 DEN £850 N3I DEN £950 M70 DEN £I500 A83 DEN £I300 Y28 DES £750 DES 48C £I700 DEZ I66 £850 DFK 960 £I400 2963 DG £2200 KI23 DJC £650 K23 DJG £650 N32I DJH £650 K23 DJT £650 F28 DMH £650 PI2 DOC £750 V4 DON £2300 K26 DON £850 J400 DON £750 B6 DOT £850 938 DOT £I300 5534 DP £I800 BII DRB £750 DRH 33 £6500 DS 8I86 £I800 WII DUB £I300 SI0 DUG £850

£4,995

£9,995

£8995

spy 17 650 AA vgp 3 9 ROT

1 VTV 1 XOX VPU 1

GREAT SHORT

3 AKU

£14,995

£9,995

100 VO £6995

YOU63F MUD93Y (YOUSEF) £6995

1998 AM £5995

(NADIA) £3995

NOW....£1995

MUS55A

(MUSSA) £14995

£3995

6AG

£4,995

UDD1P

£2995

£1995

K1PPT

£9,995

(Mazza!) £5995

51lla

OCT4V

V1JCE

£6,995

£2995

993 JAY

mad111x

£1495

W3I KAR £650 KI23 KAR £650 N2I KAS £950 P23 KAS £650 S40 KAS £850 E5 KAW £650 P2I KAY £I500 K23 KAY £I600 2398 KB £I600 564 KC £5500 FI KEE £2500 K2I KEE £750 P4 KEG £850 K23 KEL £I400 T32I KEN £950 K2I KER £750 N2I KER £650 K26 KEV £I400 WI23 KEV £I300 KHD 924 £750 HII KJW £650 AI5 KMC £750 D2 KMP £750 A3 KSB £II00 CI KSW £650 K23 LAM £650 K28 LAN £650 LAR 3Y £2700 C8 LAS £2I00 N2I LAS £650 M3I LAS £750 VI3 LAW £850 K24 LAW £950

333 UXX £1495

444 XAA £1995

RFO 447 £1495

S12 MAA 500 OYS £1495

DI8 LEN £II00 L2I LEN £II00 N24 LEN £850 V29 LEN £650 LEN 457 £I900 N500 LEN £650 RII LEO £850 K24 LEO £650 R30 LEO £650 L2I LES £2300 LES 82X £I600 X300 LES £I200 M32I LES £I200 K23 LET £650 G8 LEV £850 LEZ II5 £850 269I LG £I400 LIL 662 £850 CI6 LLS £650 JI LOS £2200 M2I LOS £750 K23 LUC £650 T29 LUC £650 A27 LUK £650 PI LUM £3I00 K3I LUM £650 700 LXG £950 HI4 LYD £II00 L22 LYD £II00 L2I LYN £I500 K26 LYN £I300 B767 LYN £750 324 LZ £2300

T600 MAL £850 K29 MAR £950 KI2I MAR £750 RI2I MAR £750 L27 MAS £750 R32I MAS £650 K26 MAT £I300 PI2I MAT £850 496 MAU £950 K24 MAX £I500 L26 MAX £I400 S29 MAX £I500 K24 MAY £650 R24 MAY £850 MI2I MAY £750 MAZ 766 £I300 K26 MCB £650 S40 MCC £650 P24 MCF £650 AI6 MCH £850 K4 MCN £I200 K27 MCN £650 M27 MCN £650 TII MCP £750 KI0 MCS £750 KI MCW £2I00 HI0 MEE £650 K27 MEE £650 S40 MEL £I900 R44 MEL £2300 PI2I MEL £850 K50 MER £750 A8 MGF £750

REGISTRATIONS URGENTLY WANTED FOR IMMEDIATE PURCHASE L43 GER £650 RI00 GER £2200 M28 GGS £750 GIL 339 £I300 GIL 7647 £650 E4 GJD £I500 R2 GLH £650 GM 5979 £3I00 M24 GOR £750 K24 GUS £650 K24 GUY £950

HI6 JAN K28 JAN E427 JAN CI6 JAR M28 JAR EI9 JAS K27 JAS N27 JAS E399 JAS K27 JAW K24 JAX

£I600 £I500 £650 £650 £650 £I400 £I300 £I200 £850 £650 £650

2947 JN JN 2957 K23 JOE K23 JON K27 JOS V66 JOY X77 JOY X300 JOY L26 JSB 85 JYD N23 KAR

£I600 £I900 £I500 £I500 £650 £950 £II00 £650 £650 £I600 £650

L3I LAW £950 R700 LAW £750 LAZ 887 £750 K32I LEA £750 AI0 LEC £I500 K25 LEE £I700 KI23 LEE £I600 B2 LEG £950 YI LEN £I800 LEN 6P £I700 BI2 LEN £II00

J200 MAB £650 N23 MAC £I600 K28 MAD £950 P777 MAD £850 NI8 MAG £950 K24 MAK £650 MAL IW £3900 MAL 5W £2700 L2I MAL £I500 N23 MAL £850 K28 MAL £I400

BARGAIN BUCKET

£1295

AAZ 550

666 VRX £1495

(Ferrari 550) £995

J1 DRX

£1595

All registrations are offered on a first come, first served basis. All are subject to VAT and the £80 Dept. for Transport transfer fee. Prices may fluctuate. See website for full terms. We have been trading for over 45 years. THOUSANDS MORE AVAILABLE. Write: P.O.Box 100, Devizes, SN10 4TE S50 JAY £I700 JAZ 882 £I500 JAZ 4769 £650 P7 JBH £950 JBZ 224 £650 KI JCA £950 K26 JCS £650 K24 JED £650 R2I JEF £850 K24 JEF £750 Y2 JEL £750 KII JEL £650 CI5 JEL £750 K24 JEM £850 KI23 JEM £650 KI5 JEN £2400 K24 JEN £I600 SI60 JEN £750 R20 JES £I200 R77 JET £850 AII JGH £750 N9 JGW £850 JIB 735 £850 JIL 442 £950 X2I JJW £750 D3 JKE £750 AI0 JLG £650 N2 JMA £850 K32I JMC £650 K26 JME £650 K26 JMG £650 E8 JML £II00 PI0 JMW £650

600 VUY

333 OXU 747 OYE

Tel: 01380 818181 elitereg.co.uk F3 HAL £I500 W5 HAL £I500 DI2 HAL £850 I39 HAL £2I00 E4 HAM £I700 K24 HAM £650 JO04 HAN £650 P2I HAT £650 HAZ 557 £I500 HEC I36 £I200 HES 76I £I200 J50 HEV £650 HEW 265 £I600 HIL 445 £I300 HIL 5I82 £650 F7 HOB £850 L2I HOB £650 R99 HOB £650 R3I HOG £750 K25 HOL £750 HSK 606 £850 X22 HUD £650 P70 HUD £650 HUG 2H £4500 HUG 88H £I500 544 HUL £I200 K2I JAB £750 K27 JAC £I300 J700 JAD £650 N30 JAG £I300 K2I JAK £I500 P27 JAK £I400 JAK 4I2N £I400

£POA

5543 MH £2300 MIJ 273 £950 MIL 955 £I500 MJ 6708 £2800 K24 MJB £850 KI23 MJC £650 EI9 MJH £850 K23 MJR £650 L8 MLP £750 R23 MLS £650 302 MMC£2700

L8 MMS £950 M2I MMS £650 KI23 MMS £750 MNK 303 £I400 T9 MOC £II00 FI9 MOG £750 K27 MOG £650 K24 MON £750 N2I MOR £650 X4 MPP £650 Y3 MRR £650 MTP 299 £I400 RI3 MUL £750 K28 MUL £650 P2I MUR £750 A8 NAC £I400 394 NAL £2I00 BI5 NAM £750 K27 NAN £750 B6 NAR £850 F2 NET £I300 N24 NET £750 NI4 NEV £750 K2I NEY £750 NFD 937 £750 L24 NNS £I200 L24 NNY £750 K27 NNY £750 K2I NSY £950 K23 NTH £750 J333 OAN £850 OIL 334 £950 L2I OLY £850 M5 PAM £I800 E8 PAM £I700 CI0 PAM £I400 K99 PAM £I200 PAM 656R £850 DI6 PAT £I500 CI8 PAT £I300 D48 PAT £I300 PAT 95W £I600 PBN 426 £650 T3 PCS £850 K24 PEN £750 DII PEP £850 A9 PET £II00 PET 404 £2I00 9469 PF £I900

£995

£1495

OPEN: MON-FRI 9AM-7PM, SAT 9AM-5PM, SUN I0AM-5PM

FIL III3 £750 FIL 2737 £650 TI8 FLY £650 K2I FLY £750 5229 FM £I500 K2I FOX £I400 P26 FOX £I400 AI2 FRY £950 R26 FRY £650 J888 FRY £750 FSU 605 £850 L2I FUN £650 K23 GAB £650 L2I GAR £850 V60 GAS £850 GAZ 772 £I400 694 GBM £950 I964 GD £2800 K23 GED £650 B2 GEF £950 E5 GEF £950 A6 GEF £I300 T9 GEF £850 HI0 GEF £750 GI2 GEF £650 GEF 807 £2600 M2I GEL £650 K27 GEM £II00 KI2I GEM £950 B6 GEN £750 K24 GEO £650 D5 GER £950 MII GER £750

£54,995

F8AYL

Elite Registrations M2I DUG £650 J90 EAN £I800 JI00 EAN £950 EAR 8L £3200 M2I EAR £650 K7 EDG £650 N2I EEL £750 LII EGS £750 3097 EH £I500 I EKX £9I00 559I EL £I400 K24 ELA £650 N3I ELE £650 K25 ELL £750 N40 ELL £850 K27 ELY £750 ELZ 922 £850 K32I EMA £650 43 EMC £2400 HI8 ERB £I400 V27 ERN £I200 K25 ERR £850 KI2I ERR £650 K3I ERY £650 N28 ESS £650 LI EST £I400 B5 ESY £2200 P5 ETA £I500 L9 ETH £I200 M26 ETH £650 K32I ETH £I300 675 ETM £950 53I EUY £650 P60 EVA £850 K28 EVE £I300 LI00 EVE £650 545 EVE £2500 K23 EVO £650 X7 EVS £I400 EWB 42 £2500 HI5 FAR £650 6235 FD £I400 L2I FEE £750 M23 FEE £650 FEL 3T £850 P2I FEN £650 FF 7I94 £I400 FIB 446 £750 FIL 47I £I200

thd2 thd3

123 WVN PUN 682 £1495

INTERESTING PLATES

£3995

YOU1G

MAA2A

£5995

VEX50

3 AND 3’S ALWAYS GREAT VALUE AND TAKE OFF THE AGE OF YOUR CAR

£3995

£1995

max4r

£5,995

YOU 55 HOO600H 999 EKK £4995

2093 FS NAD74A £2995 NAME PLATES

£6,995

£4,995

£8,995

£9,995

(Pilot) £2995

£995

777 UEX RO51GAY £1395

£995

URGENTLY WANTED

KUI 166

Great short reg plates for cash finders reward if you know anyone

5439 BZ

selling!!!

£495

I4I9 PG £I400 B4 PGM £750 G2 PGW £850 PJI 88I £650 7235 PL £I900 D4 PML £II00 F8 PMS £950 3036 PP £I900 3382 PP £I800 PPR 2I9 £950 K2I PPS £750 8236 PZ £950 CI RAD £2I00 L2I RAD £750 E3 RAF £I400 P23 RAJ £850 RAO 223 £I600 AI7 RAS £750 BI4 RAV £750 VI4 RAY £I200 K24 RAY £I400 T26 RAY £I500 RAY 40W £I700 RAY 209W £950 RBC 228 £I300 K8 RBY £I800 RCT 85 £2I00 W3 RCW £950 CI RDW £750 RE I896 £I800 N2 REG £I300 C4 REG £I400 LIII REG £850 G9 REM £I300 D7 REX £750 8I79 RH £2300 RKK 408 £950 G7 RKS £950 RL 4807 £I800 748 RME £I800 K2I ROB £I600 KI23 ROB £I500 V700 ROB £I400 ROB 829Y £I200 G5 ROD £I600 SI5 ROD £I200 K55 ROD £II00 JI ROG £3200 ROG 9N £2200 V2I ROG £I400 ROG 22Y £I400 W28 ROG £I300 X88 ROG £I500 X2 RON £2700 H9 RON £2300 DI2 RON £I400 R2I RON £I500 W23 RON £I300 S33 RON £I400 RON 47A £I600 J66 RON £I400 E78 RON £950 S333 RON £850 X400 RON £950

£599

RON 509M £850 RON 948 £3200 K24 ROS £850 J900 ROS £750 MI0 ROY £I600 SI5 ROY £I700 ROY 60W £I300 S900 ROY £II00 G322 RRY £I500 KI2I RSH £II00 L2 RSM £I300 M29 RUS £850 3497 RW £2200 K29 SAL £I600 L3I SAL £I700 K25 SAM £2300 LI7 SAN £I300 K25 SAN £750 R45 SAN £II00 M55 SAN £I400 J900 SAN £I200 K24 SAW £750 J9 SAX £950 L4 SDB £I200 660 SDV £650 L3I SEL £I400 SI6 SEY £I200 N24 SHE £750 SHZ 755 £650 M92 SJH £750 SJI 933 £750 E7 SLK £I300 I86 SMA £I600 F6 SMM £950 T5 SOL £I200 C3 SON £I500 K28 SON £750 L3I SON £850 E3 SRG £850 K3I SSO £I300 L2I SSS £750 M2 SSW £750 YI3 STU £I500 K24 STU £I700 KI23 STU £I300 D486 STU £750 SUE IC £5500 EI4 SUE £I600 MI00 SUE £I500 SUE 232W£I300 L4 SUM £I200 CI SUS £I200 R6 SUS £950 BI8 TAG £750 W8 TAL £750 K24 TAM £750 PI00 TAM £750 K24 TAN £750 JI TAP £I600 J7 TAP £850 TAZ I66 £750 266I TD £I500 J3 TEB £850 K333 TED £850

TED 879 £2700 W900 TED £850 TEL IY £3300 C9 TEL £I400 LII TEL £I700 TER 643 £2800 E5 TEV £I500 TEZ I66 £850 TEZ 944 £850 9390 TF £I300 B20 THE £750 F4I THE £3400 TIL 244 £750 TJI 977 £850 TJI 997 £750 G7 TMB £950 K28 TOM £I500 M60 TOM £I600 N77 TOM £I700 KI23 TOM £I400 J800 TOM £I500 L27 TON £850 TOT 348 £II00 46I5 TR £I500 TRO 2Y £2800 TSD IS £I400 K28 TTH £850 K28 TTY £I400 TVS II7 £650 K28 TYS £2I00 K3I TYS £750 K3I TYY £750 LI7 ULU £950 577 UTN £750 UZ 3974 £750 KI0 VAL £I400 CI4 VAL £I600 Y33 VAL £II00 T50 VAL £I200 VAL I49 £3300 KI55 VAL £3I00 M666 VAL £750 6648 VB £I300 K32I VEN £750 7432 VF £I200 VGV 904 £750 K3I VOS £750 VSU 734 £750 WI6 WAL £850 WAZ 477 £750 M9 WEB £I900 K2I WEB £750 WIL 557 £I500 WIL 2888 £650 DII WST £II00 7483 WY £950 N9 WYN £850 4956 XJ £II00 XXI 244 £650 YAZ 977 £650 YHM I7I £750 YJY I47 £650 944 YPH £750 K3I YYS £850

29 SEPTEMBER 2021 AUTOCAR.CO.UK 79

BEEF REGISTRATIONS THE ULTIMATE REGISTRATION COMPANY

CJ4

RH 17

3 WBC

Good quality dateless registrations

WANTED

for immediate outright purchase and we will buy your car too! Land Rover / Bentley / Mercedes / BMW

Tel: 01455 882 885 www.beefregistrations.co.uk

ROAD TEST ROAD TEST ed

m fro

INDEX To

0-6

rqu

fro CO 2

The best new cars rated as only Autocar knows how A road test in any other magazine might well be a short, subjective summary of a new car produced under almost any circumstances, but the Autocar road test is different. Specific, rigorous and detailed, it’s the closest examination we can give of any new model. It appears over at least eight pages and is close to 50 man-hours in the making every week. Most of what the road test process entails is designed to be strictly repeatable and fair. We benchmark standing-start and in-gear acceleration at a purpose-built test facility every week. We carry out both subjective and objective handling tests on both road and track, on the latter up to and beyond the limit of grip, so as to fully assess stability, drivability and limit handling appeal. And while benchmark lap times are sometimes taken, they’re never an end in themselves. We record and publish stopping distances, too, as well as taking cabin noise measurements at various cruising speeds and benchmarking either indicated or brim-to-brim fuel economy. We independently measure leg room, head room, boot space and certain key exterior vehicle dimensions, and we also weigh every car we test. Just as every new car is different, however, the road test has developed to be versatile enough, week by week, so as to best assess and reflect the suitability of each test subject to its intended purpose. It now includes modular sections describing in detail the limit handling of a new car, or its semi-autonomous assisted driving technologies or its off-road capability. All of this goes to bringing you the most thorough, relevant and fair test of a new car we can produce. The scores reproduced here are the ones we gave the cars at the time so they don’t necessarily represent what those same cars might score today were they rejudged using current class standards. But you can dig deeper into their attributes by using the magazine publication dates listed here to look up an old test in your own collection or on digital platforms such as Readly and Exact Editions, or you can order a back issue by phoning 0344 848 8816. In that vein, it only remains to wish you many happy hours lost in the many numbers of our road test archive and to thank you for reading. Matt Saunders, road test editor ABARTH 124 Spider AAAAC

AUDI

22.3.17 A1 Sportback 35 TFSI S line AAABC 2.10.19 18.11.20 A3 Sportback S3 AAABC A L FA R O M E O 18.9.19 A4 S4 TDI AAAAC Giulia Quadrifoglio AAAAB 29.3.17 RS4 Avant AAAAC 14.2.18 3.1.18 A5 S5 AAABC 11.1.17 Stelvio 2.2D 210 Milano AAABC 9.1.19 A5 Sportback 2.0 TFSI S line AAABC 8.3.17 Quadrifoglio AAAAC 27.1.16 A6 40 TDI S line Avant AAAAC 14.11.18 4C Spider AAACC RS6 Avant Carbon Black AAAAC 11.3.20 ALPINA A7 Sportback 50 TDI Sport AAABC 11.7.18 B3 Touring AAAAA 4.11.20 A8 L 60 TFSIe Sport quattro AAABC 17.6.20 22.9.21 TT RS AAAAC 7.12.16 B8 Gran Coupé AAAAC 26.6.19 E-tron 55 quattro AAAAB ALPINE 2.6.21 S quattro AAABC A110 Premiere Edition AAAAA 16.5.18 Q2 1.4 TFSI Sport AAAAC 9.11.16 20.3.19 SQ2 quattro AAAAC ARIEL 7.7.21 Q4 E-tron 40 Sport AAABC Atom 4 AAAAA 9.10.19 Q5 2.0 TDI S line AAAAC 15.3.17 21.6.17 Nomad AAAAA 24.6.15 SQ5 quattro AAABC 26.10.16 Q7 SQ7 4.0 TDI AAAAC ASTON MARTIN 26.9.18 Q8 50 TDI S Line AAAAC Vantage V8 AAAAB 23.5.18 R8 V10 Plus AAAAC 30.12.15 1.9.21 F1 Edition Coupé AAAAC DBS Superleggera AAAAA 21.11.18 B E N T L E Y 28.10.20 Continental GT W12 First Edition AAAAB DBX AAAAB 2.5.18 15.7.20 Flying Spur W12 AAAAB

Bentayga W12 AAAAB

18.5.16

BMW 1 Series 118i M Sport AAAAC 30.10.19 2 Series 220d Convertible AAAAC 1.4.15 15.6.16 M2 AAAAB 19.8.20 M2 CS M-DCT AAAAB 218d Active Tourer Luxury AAAAC 24.12.14 218i Gran Coupé M Sport AAACC 8.4.20 15.5.19 3 Series 320d M Sport AAAAA 15.1.20 330d xDrive M Sport AAAAB 1.7.20 330e M Sport AAAAB 6.1.21 4 Series M440i xDrive AAAAC 21.4.21 M4 Competition AAAAB 31.5.17 5 Series 520d M Sport AAAAB 18.4.18 M5 AAAAB M5 CS AAAAA 14.7.21 6 Series GT 630d xDrv M Spt AAABC18.11.17 11.11.15 7 Series 730Ld AAAAC 16.1.19 8 Series 840d xDrive AAABC M8 Competition Convertible AAABC5.2.20 3.6.20 M8 Competition Coupé AAABC 21.2.18 i3 1.3S Range Extender AAAAC 17.9.14 i8 AAAAB 25.9.19 X2 M35i AAABC 17.1.18 X3 xDrive20d M Sport AAAAC 13.11.19 X4 M Competition AAACC 2.1.19 X5 xDrive30d M Sport AAAAC X7 xDrive M50i M Perf’nce AAAAC 9.9.20

C AT E R H A M Seven 620S AAAAC

CITROEN

KIA Stinger 2.0 T-GDI GT-L S AAABC Rio 1.0 T-GDI 3 Eco AAABC Ceed 1.6 CRDi 115 2 AAABC Proceed 1.4 T-GDi AAABC Xceed 1.4 T-GDi AAABC Niro 1.6 GDI DCT 2 AAABC e-Niro First Edition AAAAB Sportage 1.7 CRDi ISG 2 AAABC Sorento 1.6 HEV G-TDi 2 AAABC

PEUGEOT 25.4.18 1.3.17 29.8.18 27.2.19 20.11.19 31.8.16 1.5.19 2.3.16 20.1.21

LAMBORGHINI Huracán Performante AAAAB Evo RWD Coupé AAAAB Aventador SVJ AAAAC Urus AAAAC

11.10.17 20.5.20 19.6.19 3.7.19

LAND ROVER Defender 110 P400 X AAAAB 13.5.20 Discovery Sport D180 AWD AAAAC 8.1.20 Range Rover Evoque P300e AAAAB 10.2.21 12.12.12 Range Rover 4.4 SDV8 AAAAB Range Rover Velar D240 AAABC 30.8.17 Range Rover Sport 3.0 TDV6 AAAAB 2.10.13 SVR AAAAA 15.4.15

LEXUS

LC 500 Sport+ AAAAC NX 300h AAACC RC F AAACC 9.3.16 ES 300h Takumi AAABC LS 500h Premier AWD AAACC

18.10.17 1.10.14 18.2.15 6.2.19 6.6.18

C3 Puretech 110 Flair AAABC 28.12.16 L O T U S 29.6.16 C3 Aircross Puretech 110 AAABC 7.3.18 Elise Cup 250 AAABC 26.5.21 Evora S 2+0 AAAAC 30.3.11 C4 Puretech 130 Auto AAACC C5 Aircross BlueHDi 180 AAABC 13.2.19 Exige Sport 390 Final Edit’n AAAAB 21.7.21

CUPRA Leon 310 VZ3 Estate AAAAC Ateca 2.0 TSI 4Drive AAABC Formentor 2.0 TSI VZ2 AAAAB

DACIA

M A S E R AT I 8.9.21 Ghibli Diesel AAABC 23.1.19 Quattroporte Trofeo AACCC 3.2.21 Levante Diesel AAACC S Granlusso AAABC

12.3.14 4.8.21 30.11.16 8.5.19

Sandero Stepway TCe 90 AAAAC 28.4.21 M A Z D A 22.4.15 Duster SCe 115 Comfort AAAAC 22.8.18 2 1.5 Skyactiv-G SE AAAAC 6.11.19 3 2.0 Skyactiv-X AAAAC DALLARA 2.9.15 MX-5 1.5 SE-L Nav AAAAB Stradale AAAAB 16.10.19 MX-30 145PS AAABC 10.3.21 22.7.15 CX-3 1.5D SE-L Nav AAABC DS 28.6.17 CX-5 2.2D Sport Nav AAAAC 3 Crossback Puretech 155 AAACC 10.7.19 7 Crossback Puretech 225 AAABC 19.9.18 M c L A R E N 570S 3.8 V8 AAAAA 30.3.16 FERRARI 22.5.19 600LT Spider 3.8 V8 AAAAB 488 GTB AAAAA 25.5.16 620R 3.8 V8 AAAAC 23.12.20 7.8.19 GT 4.0 V8 AAABC 27.1.21 488 Pista AAAAB 25.7.18 720S 4.0 V8 AAAAA 812 Superfast AAAAC 24.5.17 10.10.18 Senna 4.0 V8 AAAAA F I AT 7.5.14 P1 AAAAA Panda 4x4 Twinair AAAAB 17.4.13 26.2.14 M E R C E D E S - A M G 500 Abarth 595 AAAAC A-Class A45 S 4Matic+ Plus AAAAB 4.3.20 FORD 3.6.15 C-Class C63 AAAAB Fiesta 1.0T Ecoboost AAAAC 9.8.17 C63 S Coupé AAAAB 24.4.19 15.8.18 CLS 53 4Matic+ AAAAC 17.10.18 ST-3 1.5 T Ecoboost AAAAB 20.2.19 GT S AAAAC 29.7.15 Focus 1.5 Ecoboost 182 AAAAB 11.9.19 R AAAAB 10.5.17 ST AAAAC RS AAAAA 4.5.16 GT 4-Door Coupé 63 4Matic+ AAAAB 13.3.19 S-Max 2.0 TDCi Titanium AAAAC 26.8.15 14.1.15 SLC 43 AAABC 6.7.16 Mondeo 2.0 TDCi AAAAC 13.6.18 Mustang 5.0 V8 GT F’back AAAAC 24.2.16 GLC 63 S 4Matic+ AAABC 5.12.18 GLE 53 4Matic+ AAABC 14.10.20 Bullitt AAAAC Mustang Mach-E Extended Range RWD M E R C E D E S B E N Z AAAAC 23.6.21 3.9.14 A-Class A200 Sport AAAAC 4.7.18 Ecosport 1.5 TDCi AABCC 25.3.20 A250e AMG Line Premium AAACC 5.8.20 Puma 1.0T 125 MHEV AAAAB 24.3.21 B-Class B180 Sport AAAAC 3.4.19 ST AAAAC 21.8.19 Kuga 2.5 PHEV ST-Line AAABC 24.6.20 CLA 250 AAACC 28.8.19 C-Class C220 Bluetec AAAAC 23.7.14 Ranger Raptor AAAAC 14.6.17 E-Class E400 Coupé AAAAC GENESIS S-Class S350 Bluetec AAAAA 16.10.13 GV80 3.0D Luxury 5-Seater AAABC15.9.21 S63 AMG Coupé AAAAC 3.12.14 16.9.20 GLB 220d 4Matic AAABC HONDA 10.2.16 GLC 250d AAAAC E Advance AAABC 26.8.20 G-Class G350d AMG Line AAAAC 17.7.19 12.2.20 Jazz 1.5 i-MMD Hybrid EX AAABC 7.10.20 GLS 400d AAABC 19.4.17 X-Class X250d 4Matic AAABC 20.6.18 Civic 1.5 i-VTEC Turbo AAAAC 25.10.17 2.0 Type R GT AAAAB M G 12.7.17 Clarity FCV AAAAC 7.11.18 3 1.5 3Form Sport AAABC 25.12.13 CR-V 1.5T EX CVT AWD AAABC 5.10.16 5 SW EV Exclusive AAABC 25.11.20 NSX AAAAB 4.12.19 ZS EV Exclusive AAACC

HYUNDAI

i10 1.2 MPi Premium AAAAC 15.4.20 24.2.21 i20 1.0 T-GDI 100 48V AAABC 25.8.21 N AAAAB 27.12.17 i30 N AAABC 13.9.17 1.4 Premium SE AAABC Kona Electric 64kWh Premium SE AAAAC 31.10.18 Santa Fe 2.2 CRDi P’m SE AAABC 6.3.19 Tucson 1.6 T-GDi Hybrid P’m AAAAC 17.3.21 12.6.19 Nexo AAABC

MINI Mini Cooper S AAAAB Cooper S Works 210 AAAAB Clubman Cooper D AAABC Convertible Cooper S Sport Automatic AAAAC Countryman Cooper D AAABC Plug-in Hybrid AAABC

2.4.14 6.12.17 25.11.15 19.5.21 22.2.17 26.7.17

MITSUBISHI

Eclipse Cross 1.5 First Edition 2WD AAACC JAGUAR 14.3.18 F-Type V8 S Convertible AAAAC 12.6.13 Outlander PHEV GX4hs AAABC 16.4.14 11.6.14 V6 S Coupé AAAAB 22.11.17 M O R G A N 2.0 R-Dynamic Coupé AAAAC 29.4.20 Plus Four AAABC 12.8.20 P575 R AWD Coupé AAAAC 2.12.15 3 Wheeler AAAAA XF 2.0 R-Sport AAAAB 6.6.12 17.4.19 300 R-S Sportbrake AAABC N I S S A N 1.7.15 XE 2.0 R-Sport AAAAB 11.4.18 Micra 0.9 N-Connecta AAAAC 26.4.17 E-Pace D180 AWD SE AAABC 11.5.16 DIG-T 117 N-Sport AAACC 27.3.19 F-Pace 2.0d AWD AAAAC 24.7.19 Juke 1.0 DIG-T 117 AAABC 29.1.20 SVR AAAAB 12.9.18 Qashqai 1.3 DIG-T 158 AAAAC 28.7.21 I-Pace EV400 S AAAAB 13.8.14 X-Trail 1.6 dCi 2WD AAABC JEEP 16.11.16 GT-R Recaro AAAAB Compass 2.0 M’jet 4x4 L’d AAACC 3.10.18 Renegade 4xe Trailhawk AAACC 30.6.21 N O B L E 14.10.09 Wrangler 2.2 M’Jet-II Ov’d AAAAC 10.4.19 M600 AAAAB

SUZUKI

208 e-208 Allure Premium AAAAC 6.5.20 24.10.18 508 GT BlueHDi 180 AAAAC 8.7.20 Hybrid 225 Allure SW AAAAC 5.5.21 PSE Hybrid4 SW AAAAC 30.9.20 2008 e-2008 GT Line AAABC 3008 1.6 BlueHDi GT Line AAABC 18.1.17 5008 2.0 BlueHDi GT Line AAABC 1.11.17

P O L E S TA R 1 AAAAC

PORSCHE 718 Boxster AAAAB Spyder AAAAB Cayman S AAAAB Cayman GTS AAAAB 911 GT2 RS AAAAC Carrera S AAAAB GT3 PDK AAAAB 918 Spyder 4.6 V8 AAAAA Cayenne Turbo AAAAC Turbo S E-Hybrid AAABC Taycan Turbo S AAAAA

R E N A U LT Zoe Dynamique AAABC Clio TCe 100 Iconic AAAAB Mégane 1.5 dCi Dyn. S Nav AAACC E-Tech Plug-in Hybrid 160 AAACC RS Trophy-R AAAAC Grand Scénic dCi 130 Nav AAABC Kadjar dCi 115 Dyn. S Nav AAAAC Captur 1.3 TCe 130 EDC AAABC

21.10.20

TESLA Model 3 Standard Range Plus AAAAC4.9.19 20.4.16 Model S P90D AAAAB 15.2.17 Model X 90D AAAAC

T OYO TA Yaris 1.5 Hybrid Design AAAAC GR Yaris Circuit Pack AAAAA Corolla 2.0 Hybrid ST AAAAC GT86 2.0 manual AAAAA Prius Business Edition AAAAC Mirai Design Premium AAAAC C-HR Excel 1.8 Hybrid AAAAC GR Supra Pro AAAAC

23.9.20 8.6.16 3.3.21 1.4.20 5.6.19 10.8.16 4.7.12 9.5.18 16.3.16 18.7.18 16.6.21 29.5.19 4.1.17 11.8.21 14.8.19 22.10.14 5.9.18 VA U X H A L L 27.5.20 Corsa 1.2T 100 auto AAABC 22.1.20 29.7.20 Crossland X 1.2T 130 Elite AAACC 7.6.17 30.9.15 Astra 1.6 CDTi 136 SRi AAAAC 13.4.16 ST CDTi Biturbo SRi 137 AAAAC 31.7.13 Combo Life 1.5 TD 100 Energy AAABC27.12.18 27.11.19 Insignia Grand Sport 2.0D SRi VX-Line 17.8.16 AAAAC 3.5.17 29.9.21 Insignia Sports Tourer 2.0 Biturbo D GSI 23.10.19 AAACC 30.5.18 25.1.17 Mokka 1.2 Turbo 130 auto AAABC 12.5.21 21.10.15 Grandland X Hybrid4 AAACC 22.4.20 18.3.20 VXR8 GTS-R AAAAC 10.1.18

R O L L S - R OYC E Phantom AAAAA Ghost AAAAB Wraith AAAAB Dawn AAAAC Cullinan Black Badge AAAAC

Swift 1.0 SZ5 AAABC 17.5.17 SX4 S-Cross 1.6 DDiS SZ4 AAABC 30.10.13 29.4.15 Vitara 1.6 SZ5 AAABC Across 2.5 PHEV E-Four CVT AAAAB 7.4.21

VOLKSWAG EN 4.4.18 13.1.21 21.5.14 1.6.16 19.2.20

S E AT Ibiza SE Technology 1.0 TSI AAAAB 19.7.17 2.12.20 Leon eHybrid FR AAABC Arona SE Technology 1.0 TSI AAAAC 15.11.17 19.10.16 Ateca 1.6 TDI SE AAAAB

SMART Forfour Electric Drive Prime Premium AABCC 23.8.17

SKODA

Up GTI 1.0 TSI 115 AAAAC 21.3.18 31.1.18 Polo 1.0 TSI 95 SE AAAAB 1.8.18 GTI AAAAC Golf 1.5 eTSI 150 Style DSG AAAAB 22.7.20 14.4.21 R AAAAC ID 3 Pro Performance Life AAAAC 31.3.21 T-Roc 2.0 TSI SEL 4Motion AAAAB 24.1.18 Cabriolet 1.5 TSI Evo R-Line DSG AABCC 10.6.20 27.9.17 Arteon 2.0 BiTDI 240 AAABC 9.6.21 eHybrid Shooting Brake AAABC 4.2.15 Passat 2.0 TDI 190 GT AAAAC 7.9.16 GTE AAAAC 3.2.16 Touran 2.0 TDI 150 SE AAAAC 22.6.16 Tiguan 2.0 TDI 150 SE AAAAB Caravelle 2.0 BiTDI Exec. AAAAC 23.12.15 Touareg 3.0 TDI R-Line Tech AAABC 8.8.18 2.1.20 Grand California 600 AAABC

Fabia 1.2 TSI 90 SE-L AAAAC 21.1.15 31.7.19 Scala 1.5 TSI 150 DSG AAABC V O LV O Octavia 2.0 TDI 150 SE L First Edition 2.9.20 XC40 D4 AWD First Edition AAAAB 7.2.18 DSG Estate AAAAC 17.2.21 S60 T8 Polestar En’d AAABC 24.12.19 2.0 TDI vRS AAAAC Superb 1.4 TSI iV 218 SE L AAAAC 26.2.20 V60 D4 Momentum Pro AAAAC 27.6.18 5.7.17 Karoq 2.0 TDI 150 Scout AAABC 30.1.19 XC60 D4 AWD R-Design AAABC 18.8.21 S90 D4 Momentum AAAAC 13.7.16 Enyaq iV 80 AAAAC 23.11.16 V90 T6 Recharge R-Design AAAAB 11.11.20 Kodiaq 2.0 TDI Edition AAAAC 17.6.15 XC90 D5 Momentum AAAAC

S S A N G YO N G

Tivoli XLV ELX auto AAACC

14.9.16

SUBARU

WESTFIELD Sport 250 AAAAC

29.11.17

ZENOS

XV 2.0i SE Lineartronic AAACC 28.2.18 Levorg GT 1.6i Lineartronic AAACC 13.1.16 E10 S AAAAB

7.10.15

GREATEST ROAD TESTS OF ALL TIME

FERRARI 360M F1 TESTED 25.8.99

Following the superb F355 was never going to be easy, but Ferrari aimed high with its replacement, gunning to improve both performance and usability. Pininfarina’s clean-sheet styling was aero-intensive, generating four times the downforce of the F355. Length, height and wheelbase increased, but the weight penalty was limited to just 22kg thanks to a new, more rigid aluminium spaceframe. Even on a damp track, the 360 was much faster than the F355. The civilised, re-engineered quad-cam V8 had a usable rev range of 7500rpm and shrieked wonderfully above 2800rpm. The £6485 ‘F1’ gearshift was smooth on a gentle throttle and blipped accurately on downshifts but could snap between ratios in 0.15sec in Sport mode. Brakes were strong yet progressive. Slightly leaden at low speed, the 360 thrived on pace, offering fluid changes of direction, vivid steering, taut body control

and huge grip. Only road noise and poor rear visibility marred everyday usability. Firm but adjustable bucket seats placed the driver in a much more comfortable position than did the F355, while cabin design was simple but effective. FOR Sensational performance and brakes, handling AGAINST Poor rear visibility, road noise FACTFILE

Price £108,429 Engine V8, 3586cc, petrol Power 400bhp at 8500rpm Torque 275lb ft at 4750rpm 0-60mph 4.2sec 0-100mph 8.8sec Standing quarter 12.3sec, 119.5mph Top speed 184mph Economy 17.6mpg WHAT HAPPENED NEXT…

The Spider version appeared a year later, gaining 60kg and an electric fabric hood. The £30k-pricier Challenge Stradale special came along in 2003. It added 20bhp and lost a hefty 110kg. The F430 replaced the 360 in 2004 and the bloodline continued with the 458 (20092015), the 488 (2015-2019) and today’s F8.

29 SEPTEMBER 2021 AUTOCAR.CO.UK 81

Matt Prior

E S TA B L I S H E D 1 8 95

TESTER’S NOTES

Opel and Vauxhall merge 11 April 1981

Perodua Nippa put young Prior in a pick-out pickle o you remember the Perodua Nippa? I think you would be forgiven for not doing so. Somebody reminded me of its existence the other day: it was a cheap city car that was considered sufficiently difficult to recognise when it was launched in 1997 that it featured in my first job interview. Having applied to be a picture researcher for a car annual, I was shown a selection of pictures of cars and asked to identify them. One was the Nippa, and it was the only car that I couldn’t pick out. It was a few months before it went on sale and I thought it was a Daihatsu Mira. Which effectively is what it was, only facelifted and rebadged. So I was half-right, and I got the gig. I mention it now because of a slightly irrational fear that, nearly a quarter of a century later, if the same test were applied again, I would be in bigger trouble. Back then, I was just an enthusiastic car magazine

Such signs are rare blessings for far too many of us 82 AUTOCAR.CO.UK 29 SEPTEMBER 2021

If the nation really is ‘building back better’, loos need not be forgotten a reader, now this is my full-time profession. But show me a group of photos consisting of solely Audi, BMW and Mercedes-Benz SUVs and I think I would be absolutely stuffed. My eyes and mind may not be what they were in my early twenties, but this can’t be only my problem, can it? ■ Last week, I stopped in the pretty Hampshire village of Odiham on a drive to a meeting. I had left home at 5.30am, because I needed to finish some writing before my appointment, so I had drunk a fair amount of tea. Which brings me to a subject that we maybe don’t talk about enough but probably should do more so: the provision of public loos. Odiham has them, provided and looked after by the parish council, and they’re terrific. Clean and well equipped, as good as at home. This shouldn’t really be a pleasant surprise, but it was. Public toilet closures are a problem. A 2019 report by the Royal Society for Public Health called Taking the Piss found that three in four people believed there weren’t enough toilets in their area. A lack of facilities stops one in five people going out as often as they want to, rising to two in five for people with conditions that require frequent

toilet use. More than half of us reduce our fluid intake before going out. I know I do on a long drive, and I’m a healthy bloke in my forties. The RSPH called inadequate loo provision “a threat to health, mobility and equality”. The issue is worse for women and those with disabilities. What was an issue even before the pandemic won’t have been improved by it. The boom in home shopping means there are more delivery drivers on ever tighter schedules and we’re being encouraged to get out more for the good of our physical and mental health (and that of the thousands of lockdown-acquired dogs). These are long-term societal shifts. Local authority budgets are under massive pressure, but if the nation really is “building back better”, loos need not to be forgotten. After my meeting, I drove back through Odiham to buy lunch, in the hope that spending a few quid in the area would mean it will stay easy to spend a penny there. As the RSPH said: “It’s time these services are considered as essential as street lights and waste collection.”

GET IN TOUCH

matt.prior@haymarket.com @matty_prior

“IN THE HUGE swing to imported cars in the 1970s, Opel became an established make in Britain, after earlier abandoning of the ‘nocompetition’ policy, and General Motors was faced with make and dealer duplication. Now all are being rationalised under the name Vauxhall-Opel,” we relayed in 1981. “Previously there were 579 Vauxhall dealers and 224 Opel ones. By January 1982, there will be 800 dual-franchise dealers. “We don’t think this heralds an end to GM manufacturing in the UK or an end to the Vauxhall name, but there will clearly be complete integration of the model range, and a sensible economy would be to market cheaper cars as Vauxhalls and more upmarket ones as Opels.” Instead, Opel-built models were rebadged as Vauxhalls for Britain, apart from sporting ones. By 1984, the sole Opel offered to us was the Manta coupé, which died in 1988.

G E T M O R E AU T O C A R

The 911 to rule them all? New GTS hits the track youtube.com/autocar facebook.com/autocarofficial twitter.com/autocar autocar_official SUBSCRIBE

autocar.co.uk/subscribe For all our latest print and digital subscription offers

NEW 508 PIONEERING PERFORMANCE AGAIN 360 hp – CO₂ From 46 g/km* – All Wheel Drive

Official Fuel Consumption in MPG (l/100km) and CO₂ emissions (g/km) for the new 508 PEUGEOT SPORT ENGINEERED range are: Combined N/A – 138.9 (0.0 - 2.0) and CO₂ 0 - 46 g/km. The fuel consumption or electric range achieved, and CO₂ produced, in real world conditions will depend upon a number of factors including, but not limited to: the accessories fitted (pre and post registration); the starting charge of the battery (PHEV only); variations in weather; driving styles and vehicle load. The plug-in hybrid range requires mains electricity for charging. The WLTP (Worldwide Harmonised Light Vehicles Test Procedure) is used to measure fuel consumption, electric range and CO₂ figures. Figures shown are for comparison purposes and should only be compared to the fuel consumption, electric range and CO₂ values of other cars tested to the same technical standard. The figures displayed for the plug-in hybrid range were obtained using a combination of battery power and fuel. *Figures shown are for the new 508 PEUGEOT SPORT ENGINEERED. Information correct at time of going to print. Visit peugeot.co.uk for further details.