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THIS WEEK Issue 6312 | Volume 296 | No 13 ‘If the engine conks, it falls like a sycamore seed’
56
NEWS 8 13 14 17 19
New Aston DBS Superleggera Watch out, Ferrari 812 Audi RS6 Due next year with more than 600bhp Volvo S60 At last, a real driver’s Volvo (they claim) Suzuki Jimny Retro-inspired remake for baby 4x4 Ford/VW Car giants to forge global partnership
TESTED Audi Q8 Looks like a Lambo Urus. Drives like one? Dacia Duster Second-gen version of no-frills SUV Mitsubishi Shogun Sport Seven-seat workhorse Volvo V60 D4 Momentum Pro ROAD TEST
22 29 31 32
FEATURES Comparison Mercedes CLS vs Porsche Panamera Aston Martin DBS Superleggera We ride shotgun Affordable future classics What to buy, from £500 Flying cars Why they might be about to take off Braking news Pulling out all the stops at Le Mans
40 48 50 56 60
NAMED: THE FUTURE CLASSICS THAT YOU CAN STILL AFFORD 50
OUR CARS BMW 740Ld New arrival tops £105k with options Mercedes-Benz X-Class House clearance action Hyundai i30 N To the Nürburgring, hitting 150mph
66 68 69
EVERY WEEK Steve Cropley Flat out in the McLaren Senna Your views End of the road for car development Subscribe Join Subscriber Extra, get these perks Matt Prior How do you replace the Defender?
21 62 64 90
FIRST DRIVE: AUDI’S NEW Q8 FLAGSHIP 22
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DEALS
MERCEDES CLS VS PORSCHE PANAMERA 40
LAND ROVER CAN DO NOTHING BUT TEAR IT UP AND START AGAINa MATT PRIOR ON THE CHALLENGING TASK OF REPLACING THE DEFENDER 90
James Ruppert You know what’s what with a button Used buying guide Fiat Barchetta. Rust in peace Spied in the classifieds Peugeot 306 GTi-6: £1800 Road test results The cars we’ve tested and rated New cars A-Z Key stats for every new car on sale
70 72 74 77 80
COVER STORY
FIAT BARCHETTA BUYING TIPS 72
NEW 211MPH ASTON MARTIN DBS SUPERLEGGERA 8 AND 48 27 JUNE 2018 AUTOCAR.CO.UK 5
COMMENT The original car magazine, published since 1895 ‘in the interests of the mechanically propelled road carriage’ EDITORIAL Tel +44 (0)20 8267 5900 Email autocar@haymarket.com Editor Mark Tisshaw Editorial director, Automotive Jim Holder Editor-in-chief Steve Cropley Executive editor Matt Burt Editor-at-large Matt Prior Digital editor James Attwood Road test editor Matt Saunders Road testers Simon Davis, Richard Lane Online reviews editor Tom Morgan News editor Rachel Burgess Senior staff writer Sam Sheehan Staff writer Jimi Beckwith Used cars editor Alex Robbins Used cars deputy editor Mark Pearson Used cars reporter Max Adams Chief sub-editor Sami Shah Group art editor Stephen Hopkins Art editor Sarah Özgül Junior designer Rebecca Stevens Chief photographer Stan Papior Photographer Luc Lacey Head of video Mitch McCabe Videographer Dan Wrenn Video apprentice Oli Kosbab SEO manager Jon Cook SEO executive Oliver Hayman Social media manager Louis Shaw Picture editor Ben Summerell-Youde Editorial assistant Sam Jenkins
THREE YEARS ON, THE DIESELGATE SHOCKS STILL KEEP COMING
EDITORIAL CONTRIBUTORS European editor Greg Kable Used car correspondent James Ruppert Senior contributing writer Andrew Frankel Contributing writer Dan Prosser Senior contributing editor Richard Bremner Contributing editor Mike Duff Senior consulting editor Tom Evans Special correspondents Mauro Calo, Jesse Crosse, John Evans, Hilton Holloway, Peter Liddiard, Julian Rendell, Richard Webber Special contributors Matt Bird, John Bradshaw, Nic Cackett, Kris Culmer, Claire Evans, John Howell, Steve Huntingford, Maria Iu, Darren Moss, Allan Muir, Will Nightingale, Doug Revolta, Alan Taylor-Jones, Will Williams, Neil Winn MEDIA ENQUIRIES Tel +44 (0)20 8541 3434 Contact Robert Etheridge (robert@performancecomms.com) SUBSCRIPTIONS Tel 0344 848 8816 Overseas +44 (0)1604 251450 Email help@autocar.themagazineshop.com Head of subscriptions Karen McCarthy Direct marketing executive Maria Fernandez
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BELATED THANKS The Mercedes A-Class comparison test in our 20 June issue should have credited Mike Brewer Motors of Luton for providing the BMW 1 Series and Audi A3 used in our test. Thanks, guys!
TROUBLE FINDING AUTOCAR? If you struggle to find a copy of Autocar in your local retailer or area, please send an email to Nicola. Packer@flgroup.co.uk who will investigate the problem for you.
NEWSTRADE MARKETING Head of newstrade marketing Richard Jefferies Newstrade marketing manager Nikki Packer MANAGEMENT Managing director Rachael Prasher Marketing director Darren Pitt Print and events marketing manager Charlene Harry © 2018, 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). Repro by Haymarket Pre-Press. 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. North America: Autocar, ISSN number 135589X, is published weekly by Haymarket Media Group, Bridge House, 69 London Road, Twickenham TW1 3SP, United Kingdom. Air freight and mailing in the USA by agent named Air Business Ltd, c/o Worldnet Shipping Inc, 156-15, 146th Avenue, 2nd Floor, Jamaica, NY 11434, USA. Periodicals postage paid at Jamaica, NY 11431. Subscription records are maintained at Haymarket Media Group, Bridge House, 69 London Road, Twickenham TW1 3SP. 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 5900 Autocar magazine is also published in China, Greece, India, Indonesia, Japan, Korea, Malaysia, Philippines and Thailand. Autocar is a member of the Independent Press Standards Organisation (IPSO). We abide by the Editors’ Code of Practice and are committed to upholding the highest standards of journalism. If you think we haven’t met those standards and want to make a complaint, contact autocar@haymarket.com. For more information, contact IPSO on 0300 123 2220 or visit www.ipso.co.uk
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EDITOR’S PICKS
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GOODWIN IS BACK
THE DBS IS BACK, TOO
3 HOURS 15 MINUTES
We welcome Colin Goodwin back to Autocar to report on flying cars, p56
No longer a DB9 in drag, the DBS is a hairy-chested Ferrari 812 rival, p8
How long a driver is on the brakes during the Le Mans 24 Hours, p60
27 JUNE 2018 AUTOCAR.CO.UK 7
LAT
SYNDICATION ENQUIRIES Tel +44 (0)1962 867705 Contact Simon Fox (syndication@autocar.co.uk)
AUDI BOSS RUPERT Stadler was “ready to talk” on Dieselgate, according to prosecutors in Germany, as Autocar went to press. In a surprise development, he was taken into custody last week by ofcers investigating the scandal through fears that he might influence witnesses. So shocking have been the Dieselgate revelations that it’s possible to become blasé about news such as Stadler’s arrest. But do not underestimate how significant it is that the chief executive of one of the most famous companies in the world is in custody, and the reasons why. Audi has so far escaped the most intense of the post-Dieselgate scrutiny because attention has been trained on Volkswagen and the parent company, VW Group. But be in no doubt: the Dieselgate storm has now engulfed Audi and at last German prosecutors are showing some teeth in their desire to determine who the protagonists in the scandal were and hold them to account. Until recently, authorities in the US have been keeping the momentum going in the Dieselgate investigations, and they do not have the same ‘home advantage’ when it comes to accessing the alleged key players in Germany. Perhaps the most remarkable stories of all have yet to emerge.
N E WS G O T A S T O RY ?
Email our news editor rachel.burgess@haymarket.com
OFFICIAL PICTURES
Aston sets up Ferrari clash with new DBS Flagship super-GT will enter 812 Superfastâ&#x20AC;&#x2122;s orbit with 211mph, 715bhp and 664lb ft 8 AUTOCAR.CO.UK 27 JUNE 2018
ASTON MARTIN DBS SUPERLEGGERA
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It is based on the underpinnings of the DB11 and shares the same turbocharged 5.2-litre V12 engine a
FERRARI 812 SUPERFAST
VS PRICE
£225,000 £253,000 715bhp 789bhp 664lb ft 530lb ft 211mph 211mph POWER
TORQUE
TOP SPEED
0 - 62 M P H
3.4sec 1693kg
2.9sec 1630kg
D RY W E I G H T
T
he new Aston Martin DBS Superleggera is the fastest and most powerful car the company has yet produced — and the 211mph super-GT has the Ferrari 812 Superfast firmly in its sights. The British manufacturer has revived the DBS nameplate last seen in 2012 for the new model, which effectively replaces the Vanquish S as its performance range-topper. The Superleggera suffix means ‘super light’ in Italian and harks back to the original DBS from 1967. The Vanquish name will now be saved for the firm’s McLaren 720S-rivalling midengined supercar, due in 2021.
While it effectively replaces the Vanquish S, the new DBS Superleggera has a different brief. Aston Martin’s exterior design chief, Miles Nurnberger, said the name was “just wonderfully romantic”, and added: “This car is what it says it is. If we’d gone with another generation of Vanquish, you’d have a different car here.” The new DBS Superleggera is based on the underpinnings of the DB11 and shares the same Aston-made turbocharged 5.2-litre V12 engine. The unit has been reworked to make 715bhp, compared with 630bhp in the DB11 AMR. In the Superleggera, the engine
generates 664lb ft, available at 1800-5000rpm. That’s 148lb ft more than the DB11 AMR. To handle the extra power and torque, the rear-wheeldrive DBS Superleggera gains a new transmission and gearbox, with a drive ratio of 2:9:1 (compared with 2:7:1 on the DB11). This means a claimed 0-62mph time of 3.4sec and 0-100mph in 6.4sec. The Superleggera sports a bolder front grille, along with new headlights and tail-lights, to further differentiate it from the DB11, as part of Aston’s plan to put more space between the cars in its range. It is the first car not to feature the brand’s ◊
IT’S ALL FINANCIAL STEVE CROPLEY
When the history of this Aston Martin era is written, it will be noted how the company — soon to offer the public a chance to invest via a new share issue — employed every available asset to add value to it. The new DBS is part of that. Aston has always been a ‘usual suspects’ kind of company, underpinned by loyal and wealthy collectors who desire any worthwhile
new limited edition model. The share offering will return to current investors some of their original outlay, hopefully at a tidy profit. You could argue that they deserve it, too, given the massive improvement they’ve sponsored and their extreme wisdom in hiring current CEO Andy Palmer. The DBS is the latest link in the initial public offering (IPO) chain.
27 JUNE 2018 AUTOCAR.CO.UK 9
∆ winged logo on its rear boot lid, with the name Aston Martin spelt out there instead. A S T O N N E T S S I LV E R S T O N E T E S T B A S E Also new is a quad exhaust Matt Becker said that system, which has been Aston Martin has Stowe is “the perfect tuned to produce a “more secured the rights to location to develop expressive” noise, according use Silverstone’s Stowe the next generation of to chief engineer Matt Becker. Circuit for the testing and Aston Martins”. That makes it 10db louder than development of its models. Stowe will become the DB11. Becker added: “We The British marque Aston Martin’s second don’t just want more noise, we will have a permanent circuit-based facility, the want quality noise.” presence at the 1.08other being its Nürburgring The bodywork features mile-long, eight-corner Performance Centre site a front splitter, extensive Northamptonshire track, next to the German track. underbody aerodynamics, which is located on the a rear diffuser and a new opposite side of the Hangar The company also regularly uses the MIRA Proving Aeroblade 2 rear wing, Straight to Porsche’s Ground as part of its generating 60kg of downforce Experience Centre. road-testing programmes. at the front of the car and Engineering boss 120kg at the rear. The 180kg total downforce is the most of any road-going Aston Martin, yet the DBS produces the same drag as the DB11, which makes just 70kg of downforce. The DBS Superleggera has a dry weight of 1693kg. It sits on bespoke Pirelli P Zero tyres, with 21in wheels. Despite those figures, Becker said the car has been designed to combine comfort and performance. “We wanted to develop something that’s incredibly fast but feels Vantage-like in its size and response,” he said. “The performance figures might look scary —and this car is incredibly quick — but you don’t have to be a hero to get the most out of it performance-wise.” Becker said extensive tuning work has been done on the ESP and traction control to cope with the torque and how quickly it builds up. He added: “It has a playful nature. If you slide the car and know TRANSMISSION how to drive, it gives you all Not only does DBS the information you need to have a brand-new gearbox, make the right decision about necessary to handle the when to put your foot on or monstrous 664lb ft peak torque, off the throttle.” it also comes with a lowered final Aston Martin is targeting drive ratio for even more punchy existing Vanquish customers in-gear performance. It carries as well as Ferrari buyers who the same 2.9:1 ratio as the want “something that is as Vantage, reduced from quick but less intimidating”, 2.7:1 of the DB11. according to Nurnberger. The DBS Superleggera follows the DB11 and Vantage as the third product in the firm’s ‘second century’ plan to launch seven models in seven years, and Nurnberger said that broadening the product range will enable Aston Martin to push for customers who aren’t part of its existing base. The DBS Superleggera is due to go on sale later this year in coupé form, with pricing starting from £225,000. A Volante version, which has already been spied testing, is set to arrive in early 2019. JAMES ATTWOOD
» WE RIDE IN THE NEW DBS P48 10 AUTOCAR.CO.UK 27 JUNE 2018
New DBS Superleggera goes on sale later this year in coupé guise
NEWS
PERFORMANCE The DBS has a 0-62mph time of 3.4sec, a 0-100mph time of 6.4sec and a 0-124mph (200km/h) time of less than 9sec. All these figures are traction-limited. In-gear times, which don’t depend on longitudinal grip, suggest performance close to the Ferrari 812 Superfast.
ENGINE The V12 engine produces 715bhp in its latest state of tune, but don’t presume it’s just a matter of time before it makes it into the Vantage. “Anything’s possible and the engine fits — just,” says Aston’s Matt Becker, “but it takes a hell of a lot of cooling and there’s just not the space for that in the Vantage as it is.”
WHEELS AND TYRES The car comes on bespoke Pirelli P Zeroes that look the same as those fitted to the Vantage but are in fact of completely different compounds and constructions, and are filled with PNCS noisecancelling material. Wheel rims are 21in in diameter and come with a choice of forged alloys: one standard, one lightweight.
Q&A MILES NURNBERGER, ASTON’S EXTERIOR DESIGN CHIEF Where does this car sit in Aston Martin’s line-up? “It’s a much more focused place in that GT-but-stillcomfortable territory.”
the car. We looked back a bit to cars like the DB3 and DB4: we never want to be retro, but we want to capture that spirit.”
What are you doing to differentiate each new Aston Martin? “A lot of it comes from the grille and the lights, the eyes of
What’s the focus of the DBS Superleggera? “I describe my job as taking words and defining 3D shapes out of them. We define cars as characters, and they have to fit in the Aston Martin ‘story’. This is the ‘brute in suit’: if you
look at the form and muscle on the bonnet, there’s that Incredible Hulk stretch going on under the skin.” Did you take any design cues from the original 1960s DBS Superleggera? “It’s more the spirit than the style. The name looks fantastic on the hood of our cars, and the meaning was there. We want to be romantic but never retro.”
AERODYNAMICS The Aeroblade II rear wing, venturi under the car, the front splitter and the double diffuser at the back all combine to create 60kg of downforce at the front and 120kg at the rear. By comparison, the DB11 has 50kg of front lift and 20kg of rear downforce.
27 JUNE 2018 AUTOCAR.CO.UK 11
NEWS
S PY S H OT
AUDI S6
New Audi RS6 will be lighter and more potent than today’s
New S6 will exceed 450bhp with a twin-turbo 2.9 V6
New Audi RS6 to top 600bhp Next RS6, due in 2019, is tipped to pack 605bhp and 590lb ft for 0-62mph in 3.6sec
A
udi is developing its next RS6 with a new twinturbocharged V8 engine to give it substantially more firepower in its fight against the BMW M5 and Mercedes-AMG E63. The new RS6 is due to make its debut at the 2019 Frankfurt motor show and will be built alongside the technically related RS7 at Audi’s Neckarsulm plant in Germany. Like its bigger brother, the RS6 will pack a twinturbocharged 4.0-litre V8 petrol unit, as used by the Porsche Panamera Turbo and Lamborghini Urus, to offer around 605bhp. That’s the same power output quoted for
the limited-volume RS6 Avant Plus and 43bhp more than the previous regular RS6. The new engine is also said to deliver an extra 37lb ft, at 590lb ft. By comparison, the M5 offers 600bhp and 553lb ft, and the most powerful version of the E63, the S, delivers 604bhp and 627lb ft. Drive for the RS6 will be sent to all four wheels via an eight-speed torque-converter automatic gearbox and traditional Torsen torquesensing quattro system. The new RS6 is also set to have a near 80kg reduction in kerb weight largely thanks to the use of a second-generation MLB structure. As a result,
it looks good for a 0-62mph time of around 3.6sec – 0.1sec quicker than the time quoted for the RS6 Plus. Refinements in aerodynamic efficiency are also set to give an incremental rise in top speed to 193mph. The RS6 will arrive after the fifth-generation S6, which is also due in 2019 in both saloon and estate forms. The new S6 will swap its predecessor’s 4.0-litre V8 motor for a twinturbocharged 2.9-litre V6, which is both lighter and more potent. It’s expected to deliver in excess of 450bhp and 406lb ft via an eight-speed automatic gearbox and quattro four-wheel drive. GREG KABLE
RS Q8 TO BE MOST POWERFUL AUDI YET Audi will launch its most powerful model yet when the RS Q8 arrives in 2019 with the same hybrid powertrain as the Porsche Panamera S E-Hybrid. In the Porsche, the
turbocharged 4.0-litre V8 and electric motor combine to produce 670bhp. The same output in the RS Q8 would give it 68bhp more than the R8 V10 Plus. S PY S H OT
AUDI RS Q8
Audi boss Stadler arrested during Dieselgate probe Stadler: arrested after police raided his home
AUDI HAS BEEN dragged into the epicentre of the diesel emission manipulation scandal with the arrest of its chairman, Rupert Stadler, over concerns that he could seek to suppress evidence in connection with the ongoing investigation. Stadler was taken into police custody following a raid on his private residence in Ingolstadt, prompting the German car maker’s supervisory board to suspend him. Stadler has strenuously denied any direct involvement
in the decision-making processes that led to the fitment of illegal ‘defeat devices’ to manipulate diesel emissions in some Audis. As Stadler faced questioning by officials from the Munich public prosecutor late last week, Audi announced its board member responsible for sales and marketing, Abraham Schot, would assume the role of acting chairman. Schot, who joined Audi in 2017, formerly headed sales and marketing at parent
company Volkswagen’s commercial vehicle division. Stadler, who has led Audi since 2010, faces an uncertain future as legal teams continue to investigate emission manipulation charges. According to German media reports, the arrest of Stadler came after investigators intercepted a telephone conversation in which Stadler is claimed to have attempted to have a member of an internal diesel task force placed on leave.
27 JUNE 2018 AUTOCAR.CO.UK 13
OFFICIAL PICTURES
New S60: a driver’s Volvo Firm claims saloon, on sale next year, will be dynamic “but in a Volvo package” he new Volvo S60 saloon will be a “true driver’s car” that will stand out from rivals such as the BMW 3 Series and Audi A4 by staying true to Volvo’s values, according to company bosses. The new machine, which goes on sale in the UK next year priced at around £30,000, is based on the same Scalable Platform Architecture (SPA) as the V60. It uses the same suspension and running gear as the estate, tuned to offer a more dynamic response and sharper steering – but without compromising traditional Volvo strengths.
T
Lex Kerssemakers, boss of Volvo’s commercial operations in Europe, said: “We didn’t try to make a straight headto-head competitor to the 3 Series or any of the German firms. [The S60] is as premium as a German car, but in a Volvo package. It’s a dynamic car, but that’s not the whole experience.” The S60 will be offered in the UK with a choice of four 2.0-litre four-cylinder petrol and plug-in hybrid powertrains. The range is likely to start with the 188bhp T4 and 246bhp T5 petrol engines. The T6 engine is expected to be offered as both a 306bhp
petrol and 336bhp hybrid. The top T8 hybrid powertrain delivers a combined 385bhp, with 472lb ft of torque. The T8 range-topping hybrid will be capable of 0-62mph in 4.9sec and a top speed of 155mph. Most powertrains will feature all-wheel drive, with the hybrids using the petrol engine to drive the front wheels and the 87bhp electric unit to power the rear axle. Every engine option is driven through an eight-speed automatic gearbox. The T8 version of the S60 will also be offered as a Polestar Engineered model and feature additional tweaks
by the firm’s electric subbrand. The powertrain employs a new ECU that enables it to produce 409bhp and 494lb ft, which helps to reduce the 0-62mph time by 0.2sec. The suspension, wheels and brakes have also been tweaked, most notably with the addition of new Ohlins dampers. Stefan Karlsson, who headed the S60’s chassis and steering development, said drivers would notice “a big difference” in how the chassis handles. The S60 saloon is 4761mm long, 2040mm wide and 1431mm tall, with a wheelbase of 2872mm and a 442-litre
VW COMMITS TO NEW BATTERY TECH
UK MAYORS LOBBY OVER FOSSIL FUEL
Volkswagen has announced its aim for solid-state battery production by 2025. VW, which is investing £75 million in US tech company QuantumScape, said solid-state batteries could more than double the e-Golf’s current range to 466 miles.
Mayors from UK cities including Bradford, Bristol, Cardiff and London have joined forces to urge a sales ban on pure-petrol and diesel cars from 2030. They told environment secretary Michael Gove that the government’s 2040 ban is too late.
14 AUTOCAR.CO.UK 27 JUNE 2018
boot. As well as the SPA platform and exterior styling, the S60 shares the V60’s safety and Sensus Connect infotainment systems. These include optional Pilot Assist and City Safety autonomous braking. The S60 saloon will be available through the new Care by Volvo subscription service, which enables people to pay a set monthly fee for access to cars without owning one. The S60 will be built at Volvo’s new £772 million US factory in Charleston, South Carolina, and will be exported
NEWS New S60 saloon will be sold in hybrid and petrol-only guises
C O U L D V O LV O B E A H E A D O F T H E G A M E A G A I N ? J A M E S AT T W O O D
The new Volvo S60 is a saloon that’s so seemingly conventional, it’s unconventional. It will be built at Volvo’s huge new Charleston factory with the aim of helping the firm expand further into the US market. Yet it’s being launched in the wake of falling saloon sales that prompted Ford’s US operation to can its from there to Europe and China. The next-generation XC90, due in 2021, will also be built at the plant, which will produce 150,000 cars a year when at full capacity. The S60 will be the first Volvo model offered without a diesel option, with the firm’s oil-burning engine set to be phased out as new models are introduced. Volvo boss Håkan Samuelsson said the
range of saloons completely in favour of SUVs and pick-ups. Given Volvo’s resurgence was tied to the success of its SUVs, it seems an odd move. But that’s by design. “Volvo should be brave to do unconventional things,” said design chief Thomas Ingenlath. “We have an individual approach.” That approach led Volvo
to focus on safety, to develop SUVs and to commit to wholesale electrification ahead of its rivals. Those moves, unconventional at the time, are paying off. And this one might too. As Ingenlath noted, saloons still sell in big numbers: Volvo might have found a gap in the market simply by looking where others have given up.
company’s relatively small size meant that while he didn’t believe diesel had a long-term future, it needed to focus its resources. “We cannot do everything, so we need to prioritise,” he said. “We want to be faster in electrification, and so we will not continue developing future generations of diesel. New cars will be petrol with hybrid or pure electric.” JAMES ATTWOOD
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The T8 S60 will be offered as a Polestar Engineered model with 409bhp and 494lb ft a
New S60 uses Sensus Connect infotainment
V O LV O S H U N S I D E A O F B E S P O K E E L E C T R I C M O D E L S Volvo has committed to producing pure-electric versions of its existing models, rather than developing a range of bespoke EVs – starting with battery-powered versions of the XC40 and nextgeneration XC90. Volvo design boss Thomas Ingenlath confirmed the EV version of the XC40 would follow soon after the Polestar sub-brand – which he heads – launches its 2 SUV next year. The next XC90, due in 2021, will be launched with a pureelectric version alongside the hybrid. Because of the differences in powertrain and battery placement, several manufacturers are developing bespoke
EV ranges with entirely new models. But Ingenlath said: “We will not establish products beside our hybrids. We will introduce electrification as a powertrain variant within the existing portfolio. “You could say that is
different to a lot of the massproduction brands. But I have a hard time to understand how their plan will work in the long run. How do you handle that as soon as the majority of your portfolio is electric? It’s much more natural to say it’s a powertrain variant.”
XC40 will be the first pure-electric Volvo
CAMRY TO RETURN TO UK AS HYBRID
MX-5 TO GET MORE POWER, MORE REVS
Toyota will reintroduce its Camry saloon to the UK in 2019 after a 14-year absence. Available exclusively as a 2.5-litre hybrid, it will face the Ford Mondeo Hybrid and fill the void left by the soon-todepart Avensis. A price of £25,000 is tipped.
Mazda will launch an updated MX-5 in August with a more potent 2.0-litre Skyactiv engine. Power will peak at 181bhp, a gain of 23bhp, and torque will grow by 4lb ft to 151lb ft. The redline will also be raised to 7500rpm, up from 6800rpm.
27 JUNE 2018 AUTOCAR.CO.UK 15
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NEWS
Arresting screen lifts new Jimny’s no-nonsense cabin
CONFIDENTIAL GOSSIP | RUMOURS | TRENDS
OFFICIAL PICTURES
Suzuki tees up retro Jimny New 4x4 plays up off-road credentials with rugged exterior styling
S
uzuki will launch its new, retro-inspired Jimny into the UK market at the start of next year with the aim of substantially growing the 1100-1200 annual sales achieved by its longserving predecessor. Incorporating a boxy, no-frills design, the new Jimny echoes the look of the much larger and more expensive Mercedes-Benz G-Class while maintaining the previous version’s short wheelbase and back-to-basics interior, albeit in a much more modern form. The Jimny will use a ladder
chassis to maximise its off-road ability. At each corner there is multi-link, rigid axle suspension, while drive can be sent to the front wheels or to both axles. A low-range gear set is also
Power can be sent to the front or all four wheels
used to maximise its capability off-road. An upright seating position remains, while the gate label on the car’s gearknob confirms the fitment of a five-speed gearbox. A dominant central touchscreen sits high on the dashboard, while the buttons and dials remain large to enable easy operation for drivers wearing gloves. A grab handle on the dashboard above the glovebox further establishes the vehicle’s offroad focus.
In Suzuki’s native Japan, standard Jimny and more off-road-focused Jimny Sierra models will both be available, the latter getting widened wheel arches and a tougher look. It is likely that the UK will only get this version of the Jimny, albeit without the Sierra badging. Suzuki is aiming to increase its UK sales by as much as 20%. The brand shifted 40,343 units here last year – an increase of 5% over 2016. A 20% increase on 2017 would mean Suzuki’s annual UK sales approaching 50,000. JIMI BECKWITH
THE AUTOMOTIVE industry would be wiser to share development costs for electrified powertrains and autonomous technology than for each brand to act separately, according to FCA Group boss Sergio Marchionne. “Is there anything brand-specific to this technology? No. Could it be easily shared? Yes,” he said. “A huge amount of capital is being sucked up and a lot of it is duplicative.” THE OVERALL LOOK and feel of the new Audi Q8 is set to be replicated on the upcoming Q4, according to the marque’s design boss Marc Lichte. “The Q8 is a clear direction for our coupé SUVs in the future,” he said. While a Q4 – a coupé version of the Q3 – is confirmed for production, a Q6 coupé SUV is not. Lichte said that the upcoming e-tron electric SUV, due to be revealed on 30 August, would sit in the range where a Q6 would otherwise. “The e-tron fulfils that,” said Lichte when asked if Audi still planned a Q6.
New Mégane RS to target ’Ring lap record RENAULT WILL LAUNCH an even faster version of its new Mégane RS hot hatch later this year with the intention of stealing the front-wheel-drive Nürburgring lap record from the Honda Civic Type R. Due to be revealed at the Paris motor show in September, the Mégane RS Trophy 300 will use a tuned version of the Mégane RS’s turbocharged 1.8-litre four-cylinder engine. It will produce 296bhp and 295lb ft, which are gains of 20bhp and 7lb ft respectively over the Mégane RS. The additional performance should push the Trophy 300’s 0-62mph time below 5.8sec, making it
quicker off the mark than the Civic Type R and Volkswagen Golf GTI Clubsport S, which are the current and former Nürburgring front-wheeldrive lap record holders. Honda’s current benchmark at the ’Ring is 7min 43.8sec. Renault Sport boss Patrice Ratti has previously confirmed to Autocar that the Mégane RS Trophy 300 will be based around the more focused ‘Cup’ chassis and will have lightweight 19in wheels mounted on aluminium hubs to reduce unsprung mass. The variant will be offered for sale with either a six-speed manual gearbox or the ‘EDC’ dual-clutch automatic.
A Nürburgring lap record attempt could take place in September or October. The Mégane RS’s evolution won’t end with the Trophy
New Trophy 300 will target the ’Ring benchmark
300. An even faster Trophy-R version is planned. It would be more track focused, with bucket seats up front and the rear bench removed. S PY S H OT
R E N A U LT M E G A N E R S
BENTLEY WON’T PANDER to different regional tastes in evolving the design of its models, and most important of all was “doing a British luxury car” that represents a “bold” and “authentic statement” to the rest of the world, according to design boss Stefan Sielaff. SOLID STATE BATTERIES are a technology that BMW’s i brand is investing in and developing, according to boss Robert Irlinger. He said that they are one of a number of different battery options being explored as part of a recent ¤200 million (£175m) investment.
27 JUNE 2018 AUTOCAR.CO.UK 17
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NEWS POTENTIAL VWFORD PROJECTS
Ford Mondeo/VW Passat Ford can stretch its new C2 front-wheel-drive platform for a new Mondeo, but the volume is tiny. To base it on the next-gen Passat/MQB makes a lot of sense.
Ford and VW join forces Automotive giants explore creating car-building global partnership ord and the VW Group are forging a co-operation deal that could deliver new models on joint platforms, shared battery-electric powertrains and secure the future of a new Mondeo. The two car giants announced last week that they had signed a memorandum of understanding to explore a “strategic alliance to extend capabilities, strengthen competitiveness and better serve customers”. Joint development of “a
F
range of commercial vehicles” was the only specific product area identified in a short statement confirming the tie-up. But it is easy to see how VW and Ford’s operations could be complementary given the all-encompassing nature of the announcement. With VW’s reputation in tatters in the US over Dieselgate, a shared project for a full-size pick-up could restore faith in its brand. In Europe, Ford is short of
IT’S A SIGN OF THE TIMES JULIAN RENDELL
There is a natural fit between Volkswagen and Ford, based on their relative sales strengths in Europe and North America, which makes it easy to see the logic of a global partnership going much further than simply commercial vehicles. Combining two very different corporate cultures is the real test. A previous co-operation between Volkswagen and Ford — in Portugal with the AutoEuropa plant that built
the Galaxy/Sharan from 1995 — wasn’t the smoothest of ventures, with conflicts over many manufacturing, engineering and design details. Given the pressures for cost-savings as the car industry moves into a new electrified and autonomous era, and the ‘disrupter’ management approach being taken by Ford CEO Jim Hackett, there feels an inevitability to the theme of wider co-operation.
production volume to justify investment in a new large family car, so a shared platform with VW could secure the future of the sixth-generation Mondeo. Multiple other joint projects make planning sense too (see sidebar, right). In terms of production planning and investment, Ford remains relatively small in Europe (1.54 million units delivered last year, compared with the VW Group’s 4.3m). But the roles are reversed in the US, where VW sales are 625,000 against Ford’s 2.59m. Given that both brands — alongside their rivals — now face a tumultuous decade transitioning to electrified powertrains, it is also easy to see that sharing batteryelectric hardware makes sense. “This potential alliance with the Volkswagen Group is another example of how we can become more fit as a business, while creating a winning global product portfolio and extending our capabilities,” said Jim Farley, Ford’s head of global markets. Autocar understands the announcement was driven by the office of Ford CEO Jim Hackett in Dearborn, Michigan, together with Farley and global operations chief
Ford F-150/VW Amarok+ full-size pick-up Ford lays claim to the world’s bestselling vehicle. As a bargaining chip in negotiations, a full-size pick-up above the Amarok must appeal to VW.
VW Up/Ford Ka+ Upgrade the next Ka with Up architecture or look to emerging markets by switching the Up family to Ford’s India/South America Ka platform. IMAGE
Hackett brokered agreement Ford Mach One EV/ VW ID-X SUV Battery pack and control system synergies could bring significant cost savings to both parties.
Farley sees upside for Ford Joe Hinrichs. Ford of Europe learned of it at the last minute. For VW, the project is being run by head of group strategy Thomas Sedran. He said: “It is of utmost importance to gain flexibility through alliances.” Sedran was interim Opel CEO in 2012/13, which puts an interesting slant on the deal. GM sold its European operation to the PSA Group in 2017, five years after signing a “broadscale global strategic alliance”. That was billed as a purchasing and platformsharing alliance with assurances given in 2012 from both sides that “it wasn’t a merger”.
PORSCHE ACQUIRES STAKE IN RIMAC
MERCEDES PULLS PLUG-IN HYBRIDS
Porsche has bought a 10% stake in Croatian electric sports car maker Rimac. It means the Stuttgart firm will have access to Rimac’s advanced electric powertrain tech, illustrated by the 1972bhp, 256mph quad-motor C_Two.
Mercedes-Benz has removed plug-in hybrid versions of its C, E, GLE and S-Class models from production to make way for their successors, all of which will use electrified powertrains with more power and greater electric-only driving ranges.
Audi A6/Lincoln town car Potentially the most significant deal to be done by Ford: moves Lincoln onto next-generation premium platforms, 10 years after the company sold Jaguar/Volvo.
Ford insiders continue to stress that Ford of Europe is “in a different situation to Opel”. They add: “We are profitable and we are market leaders in commercial vehicles. We are not backs to the wall, like Opel.” JULIAN RENDELL
27 JUNE 2018 AUTOCAR.CO.UK 19
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New Car Buying
NEWS
Steve Cropley MY WEEK IN CARS
McLaren Senna drive at Estoril held surprises
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New Berlingo is of special interest
SATURDAY, SUNDAY Fabulous weekend at Estoril circuit, an hour west of Lisbon, on a mission to drive McLaren’s new fastest road car, the mighty, track-focused, 789bhp, £750,000 limited-edition Senna. I had pre-drive nerves: this car is plenty potent enough to give a decent account of itself at Le Mans, and I’m certainly no Le Mans driver. Luckily, McLaren is better than anyone else at helping average drivers appreciate extraordinary cars. With driver coach and former Le Mans winner Danny Watts alongside, I set limits I’d never reach on my own, hitting 275km/h (170mph) on the straight and not missing too many apexes. We started with sighting laps in a 720S before moving to the faster, lighter, more agile Senna, which showed non-racers the amazing effect on stability and cornering grip of downforce that builds to 800kg at 150mph. Although hugely quick, the Senna turns out to be easy to drive, courtesy of beautiful brakes, a lightning-fast paddle shift, a massively strong mid-range engine response, all the grip you could want and circuittuned ESP just in case. It was a major surprise to discover that were I in the bracket, money wise, I could handle this car and so could you.
TUESDAY Big contrast: to outer Paris to try the new Citroën Berlingo, only the third iteration in 22 years, due
I remember Schuey as an affable and modest bloke a in showrooms this September. For the past 15 years, my family has owned and loved an original Multispace, so I had skin in this game, as it were. The new Berlingo’s a really nice piece of work: far better-looking than the second iteration (which I never liked) and miles better in equipment and quality. Pleased to discover the formula still works: I loved the space, simplicity, supple ride and torque of the terrific PureTech 1.2-litre turbo triple. Strikes me this new edition is a proper Berlingo owner’s Berlingo.
WEDNESDAY Lingering thoughts of Estoril take me back 15 years to an interview I did there with Michael
AND ANOTHER THING… Consumer power came into sharp focus this week, in the form of a recall letter for one of my Honda motorbikes. Oh dear, I thought. Do I need a new engine? The missive revealed a misprint in some batches of the model’s handbooks – and bade me visit a dealership at top speed to see if mine’s affected…
Schumacher at the height of his Ferrari pomp. In those days, you placed a request with his connections, and at about the time you’d forgotten making it, they’d call to say you’d reached the top of the pile. Schuey was the ultimate give-no-quarter driver, but I’ll always remember an affable, friendly and remarkably modest bloke who discussed what made him different from the rest – the fact that he had a brain compartment that allowed him to race at full speed, and another that allowed him to think racecraft at the same time – as if we were discussing someone else. He unconsciously demonstrated the ability a few minutes later when called away by his pit crew to look at some wrinkle in the practice telemetry. He returned, grinned, apologised for the interruption and continued answering the question I’d posed 20 minutes before without needing to be reminded what it was as a normal mortal would have done. He struck me as a charming, helpful and all-round amazing bloke – which makes what subsequently occurred such a lingering tragedy.
THURSDAY I knew this would happen. The McLaren sojourn above has set me thinking about the most affordable of the breed, the 12C, one of which I ran as a long-term test car a few years ago and think is still among the best-looking of the breed. McLaren aficionados reckon that, at £100k, the 12C is close to depreciation-proof these days – another reason people like us buy lottery tickets…
GET IN TOUCH
steve.cropley@haymarket.com
@StvCr
27 JUNE 2018 AUTOCAR.CO.UK 21
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 15.6.18, CHILE ON SALE SUMMER PRICE £65,000 (EST)
AUDI Q8 Porsche Cayenne and Lamborghini Urus building blocks have been fused with Audi DNA to create a new flagship SUV
22 AUTOCAR.CO.UK 27 JUNE 2018
he BMW X6 turned 10 years old this year. Like it or loathe it, it’s still here. When the original ‘sports activity coupé’ was launched in 2008, there was much doubt in car journalism circles about how many buyers would be ready to pay a premium for a slightly less practical X5, made only very debatably better looking and more interesting to drive – if at all. The answer, we predicted, couldn’t possibly be ‘very many’. Amusingly enough, it turned out to be ‘quite a lot’. And so, as BMW homes in on what would be an equally commendable and surprising halfmillion X6 sales in the car’s first decade, what chance of similar success should we give the new Audi Q8? It has marginally more distinguishing features than the X6 had compared with the conventional SUV on which it was
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based. And yet, after our first taste of it, I can’t say that it strikes me as much more or less than a Q7 made a bit better looking, a bit less practical and a bit more interesting to drive. Less the bold new-groove Audi passenger car flagship model for 21st century tastes, then, and rather more another ‘Russian doll’ Q-car for the stack, dare I suggest. So, good news: if the X6 is anything to go by, the Q8 should sell brilliantly. And although it isn’t quite the Porsche Cayenne Turboor Range Rover Sport SVR-level steroidal performance machine you might have imagined it might be – at least, not yet – it’s still every bit as plush, pleasant, comfy and luxurious as any top-grade SUV you could hope to own. That ‘Russian doll’ line won’t please Audi chief exterior designer Frank Lamberty, who, at the Q8’s press launch in Chile earlier ◊
27 JUNE 2018 AUTOCAR.CO.UK 23
` Such a precisely finished, immaculate-looking dashboard can attract few criticisms
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∆ this month, went to great lengths to illustrate all the ways his team had differentiated the Q8 from its sister car. His presentation involved virtual reality headsets and superimposed 3D graphics, showing very clearly how much lower the Q8’s roof and bonnet lines are than the Q7’s; how much wider and more prominent its ‘single-frame’ grille is; how much fuller and more aggressive its wheel-arch flares are; and how much shorter its rear overhang and ‘faster’ the angle of its rear window are. All well and good. But stand back and stare at the Q8 and, while you perhaps ought
24 AUTOCAR.CO.UK 27 JUNE 2018
to have seen something of a design landmark unrestricted by the usual Audi styling conventions, what you actually see is another familiar SUV. A broadly handsome and desirable car, sure – especially so for its frameless doors, and perhaps in spite of that thrusting octagonal monolith of a grille – but, unlike the original TT and A5 coupé, pretty plainly not one of Audi’s design smash hits. A Q2 is, in my eyes, a better-looking car. Shame, that. The Q8 becomes the sixth Volkswagen Group luxury SUV in three years, then, built on the MLB-Evo platform. Like the Q7,
Porsche Cayenne and Volkswagen Touareg, it’ll be built in Bratislava, and it shares the same wheelbase and overall cabin width as the Q7. Outwardly, the car bears more than a passing resemblance to the Lamborghini Urus, and not by chance. Audi’s Q8 project actually started before Lamborghini committed to making the Urus but, because Lambo weren’t held up by the need to negotiate space on that busy Bratislava production line, Sant’Agata managed to beat Ingolstadt into production with its rakish SUV. “They came along on our coat tails.
If we hadn’t made the Q8, there’s no way the Urus could have existed. It’s payback for the R8, I guess,” Lamberty wryly acknowledges. (The original R8, closely related as it was to the Lamborghini Gallardo, was Lamberty’s own design.) “But the only body parts that are actually shared are the door mirrors,” he points out. At least an Audi with Lamborghini door mirrors is probably a more alluring prospect than a Lamborghini with Audi ones. In your face, Italy. The Q8 will go on sale in the UK this summer but, until 2019 at least, will be on offer with only one
FIRST DRIVES
Q8 will serve up comfort and refinement if you want but it also has a sporting side to its character
Boot capacity is large and access to it is unhindered
engine: Audi’s 282bhp 3.0-litre V6 diesel, badged 50 TDI. Although it’s integrated with a 48V electrical architecture, an extra-large lithium ion battery and an extra-powerful engine starter/generator alternator (the combination of which now constitutes ‘mild hybrid’ powertrain status in Audi technical lexicon), that’s clearly not the kind of engine likely to tempt performance SUV buyers out of their higher-end Cayennes, Range Rover Sports and X5s or X6s. Another shame; but perhaps only a temporary one. Because in 2019, a 3.0-litre turbocharged V6 petrol 55 TFSI ◊
As in the front, there’s plenty of space for large adults in the rear 27 JUNE 2018 AUTOCAR.CO.UK 25
TESTER’S NOTE If you don’t like the pronounced chrome of the Q8’s single-frame grille, Audi does a Black pack for the car’s exterior brightwork. And with black trim, there’s a real sense of menace about the Q8’s looks. MS
All UK Q8s will be fitted with four-wheel drive and height-adjustable air suspension as standard to improve on- and off-road capability ∆ version, with 335bhp, will definitely join the range. And after that, who knows? Well, you do: at least, you can have an educated guess. A particularly savvy one, in fact, if you’ve seen the spy shot of the RS Q8 prototype on page 13. All UK-bound Q8s will get height-adjustable, sport-tuned adaptive air suspension and proper centre-diff-based, torque-vectoring quattro four-wheel drive, to which you can add four-wheel steering if you so desire. When asked why they left off the 48V active anti-roll bars that have featured so prominently on SUVs related to the Q8 (not least the SQ7), Audi’s product managers claimed that, because of the Q8’s lower roofline and wider tracks, active roll control was deemed to be unnecessary. When the RS version finally appears, I suspect it may be deemed rather more necessary – but we’ll see. Unlike in some of its styleconscious SUV rivals, you’ll find plenty of passenger space even for taller adults in both of the Q8’s rows of seats. There’s no denying that your sense of space on board suffers a bit as a result of the extra tumblehome on those side windows and the lower roofline above your
26 AUTOCAR.CO.UK 27 JUNE 2018
head, though. If I was buying a Q8 to regularly carry older, taller teenagers and adults as passengers, I’d certainly buy one without a panoramic sunroof. But I wouldn’t be put off buying one at all for reasons of space. Unless you’ve a need for a third row of seats, there would surely be few practical purposes to which you’d want to put a big SUV that a Q8 couldn’t serve – including carrying three adults across the back seats
as and when you had to. The car’s boot is huge too. Up front, what separates a Q8 from a Q7 primarily is the Q8’s adoption of Audi’s split-level MMI Touch touchscreen infotainment consoles – the same as in the current A8, A7 and new A6. Although you might find the idea of two landscape-oriented touchscreens on the car’s centre stack distracting in principle, they’re not so much so in practice because Audi
Two central touchscreens are easy to navigate and create a clean-looking fascia
is very clever with the provision of shortcut keys on both displays. You’re therefore seldom more than one prod away from the menu screen you’re looking for; and you can also arrange the home screen to have all the functions you use most often. Dead in front of you, meanwhile, are Audi’s fully digital Virtual Cockpit instruments, and all around you evidence of the undisputed mastery of the deployment of upmarket cabin materials that Audi has demonstrated so often in its latest big cars. Such a precisely finished, immaculate- and expensive-looking dashboard can attract few criticisms, except that if you don’t go a bundle on high-gloss piano black, the Q8 may not be for you. Then again, there’s gloss black and there’s Audi gloss black… On the move, the Q8 has the capacity to be almost as smooth, comfortable and easy-going as its Q7 sibling, its Comfort drive mode making for cushioned ride isolation that wants for little except on really uneven Tarmac. Here, the engine’s remarkable refinement and the cabin’s excellent sealing (suffering nothing for the frameless fit of those doors) make the Q8 a typically demure, low-effort cruiser.
FIRST DRIVES THE AUDI THAT’LL S AV E YO U R A L L OY S
` One thing’s for sure:
A new black box described by Audi as a central driver assistance controller gives the Q8 some unique abilities when it comes to convenience features. Over and above the usual lane keeping and active safety systems fairly common in the class is a Park Plus Assist package, which is due to be added to the Q8 options catalogue after its launch. Besides the familiar automatic parking functions, the system will allow you to get out of the car and park the Q8 in a tight bay using only the car’s key remote or a smartphone app. It also supports the driver when parking by pulsing torque through the car’s power steering to help him or her onto the best line; by braking the car to a stop independently before hitting a wall, pillar or neighbouring car; and by monitoring the position of nearby kerbs and stopping the car before damaging a rim. You can also use the car’s surround cameras to bring up a zoomed image of the nearside wheels onto the car’s Virtual Cockpit display.
the Q8’s chassis is ready for more than 282bhp
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Test car is powered by a 282bhp V6 diesel but a 335bhp V6 petrol engine will join the range too But I don’t think I’d drive it like that – at least, not much. Because the Q8’s mission is surely to bring a dose of handling poise and driver involvement to the big Audi SUV party beyond the abilities of its sturdier sibling. And, without ever really making your eyes widen with surprise, it does that well. Well enough, certainly, for those who want the occasional brush with excitement, but more often will just
want the Q8 to act the consummate luxury conveyance. In Dynamic mode, the car’s steering takes on plenty of weight, its suspension firms up to a taut but not bothersome level, and (assuming you’ve remembered to have it fitted, as Audi had to our test car) its fourwheel steering system does its best to enliven the handling. The car changes direction keenly, and although it doesn’t swivel beneath
you like a Cayenne can, it has the abundant lateral grip and mid-corner stability you expect of a fast Audi. One thing’s for sure: even as it is, the Q8’s chassis is ready for more than 282bhp – and, I suspect, more than 335bhp. Until more alluring performance engines are added to the range, the car’s appeal as a toplevel SUV won’t be fully realised; and its ability to take its owner a step beyond the driving experience of a
Q7, as it really ought to, will remain in question, at least to this tester. So the best is probably yet to come from the Q8. For the moment, although it’s not short on admirable qualities, it feels a little bit like a ‘by the numbers’ effort – and it really ought to have been the sort of flagship dreamboat SUV to breathe even more life into the brand. MATT SAUNDERS
@TheDarkStormy1
AUDI Q8 50 TDI QUATTRO S LINE Accomplished luxury car but lacks the styling and performance to be a Range Rover Sport-toppling style icon
AAAAC Price Engine Power Torque Gearbox Kerb weight 0-62mph Top speed Economy CO2, tax band RIVALS
Q8’s bonnet and roof lines are lower than the Q7’s, its tailgate screen is more heavily raked and its rear overhang is shorter
£65,000 (est) V6, 2967cc, diesel 282bhp at 3500-4000rpm 442lb ft at 2250-3250rpm 8-spd automatic 2220kg 6.3sec 144mph tbc tbc BMW X6 xDrive30d M Sport, Mercedes-Benz GLE 350d 4Matic Coupé
27 JUNE 2018 AUTOCAR.CO.UK 27
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FIRST DRIVES
TESTER’S NOTE A brief drive in a yet-to-be-launched 4WD diesel model proved the Duster’s off-road ability. An unexpectedly deep pond didn’t stop it. For too long, anyway. SD
TESTED 19.6.18, SUFFOLK ON SALE NOW PRICE £13,195
DACIA DUSTER No-nonsense budget SUV is modernised for its second generation here has always been something rather refreshing about the Dacia Duster. Here is an SUV that, in an incredibly simplistic sense, offers you everything you need in a car – namely, an engine, four wheels and a steering wheel – and absolutely nothing you don’t. The entry-level version of the original Duster didn’t even come with air-con or a radio, which is certainly saying something in this day and age. Welcome, then, to the new secondgeneration Duster that, in basemodel specification, still doesn’t have a radio or air-con. However, this almost puritanical approach to excess means that the Duster is incredibly affordable. That suitably named Access model will set you back just £9995, a rise of £500 over its predecessor. Aside from the new styling, you now get electric power steering and LED daytime running lights as standard. Phwoar. Our more luxuriously equipped Comfort test vehicle, with a 113bhp 1.6-litre four-cylinder petrol engine driving the front wheels, will cost
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you £13,195. For that, you get a 7.0in touchscreen infotainment system with sat-nav, Bluetooth and DAB radio, rear parking camera and sensors, electric windows all round, 16in alloy wheels and electrically adjustable wing mirrors. Talk about living the life of Riley. Although Dacia has gone to some lengths to update and modernise the Duster’s cabin, there is a sea of hard plastics. Still, new seats provide improved support and the driver’s seat offers 60mm of height adjustment. The steering wheel adjusts for rake and reach too. Speaking of the steering, its new electrically power-assisted set-up is one of the most easily noticeable changes. Where the old model’s hydraulically assisted steering rack was heavy and devoid of feeling, it’s now far lighter, making the Duster that much more easy to manoeuvre in tight spots. Unsurprisingly, though, it’s still not talkative. Not that this really matters, because the Duster isn’t a car for hustling down a challenging B-road.
For starters, the naturally aspirated engine doesn’t offer much in the way of performance. Peak torque of 115lb ft is available at 4000rpm so you need to wring the engine’s neck to get it to pick up the pace. On the one hand, this isn’t too much of a problem. The five-speed manual transmission’s shift action is light and precise. On the other, the engine is vocal and coarse at the upper reaches of the rev band. The Duster is still comfortable, though. There is some shuddering over rough surfaces at low speeds, but generally vertical and lateral body movements are tidily contained. Road noise is prevalent at a cruise and there is some wind buffeting around the wing mirrors, but you certainly won’t emerge from the Duster at the end of a long drive feeling broken and defeated. Interior space, meanwhile, is plenty usable. Useful storage cubbies are dotted throughout the cabin and there’s enough head and leg room in the second row for two adults to ride in comfort. Further aft, boot space is
445 litres in two-wheel-drive guise, which is 15 litres more than you get in the Nissan Qashqai. There’s a lot to like about the new Duster, then. It drives well enough, is comfortable enough, looks good enough and is spacious enough to suit the needs of your average family. It’s by no means as complete or refined as the more traditional offerings in the segment – think Qashqai or Volkswagen Tiguan – but then it costs a fraction of their asking prices, so some compromise, such as a three-star Euro NCAP safety rating, is always likely. Some may find the Dacia’s bargainbasement positioning endearing. Others may not. Regardless, you won’t get as much new car for the money anywhere else. SIMON DAVIS
@simondavisnz
DACIA DUSTER SCE 115 COMFORT 4X2 Gains a new look and some added tech but maintains a no-frills, lowcost approach to new-car buying
AAAAC Price Engine Power Torque Gearbox Kerb weight 0-62mph Top speed Economy CO2, tax band RIVALS
Ignore the hard plastics and revel in the infotainment, space and pleasant enough driving experience
£13,195 4 cyls, 1598cc, petrol 113bhp at 5500rpm 115lb ft at 4000rpm 5-spd manual 1179kg 11.9sec 107mph 43.5mpg 149g/km, 30% Nissan Qashqai, Skoda Karoq
27 JUNE 2018 AUTOCAR.CO.UK 29
FIRST DRIVES TESTED 19.6.18, COTSWOLDS ON SALE JULY PRICE £39,775
MITSUBISHI SHOGUN SPORT New seven-seat off-roader comes with a strong work ethic McLAREN 570S SPIDER TRACK PACK Price £181,910 On sale Now What’s new? Almost £20,000 worth of trackday upgrades are applied to the open-top 570S
itsubishi UK’s new flagship SUV revives the Shogun Sport model name and is billed as an altogether more refined and luxurious 4x4 than the venerable Shogun, the current version of which is being put out to pasture. It doesn’t take long to look beyond the bold exterior design to determine that the Shogun Sport – which shares its underpinnings with the L200 pick-up, albeit with revised rear suspension – puts the emphasis on functionality. There’s plenty of room inside, although boot space trails that of competitors such as the Kia Sorento and Ssangyong Rexton. The trade-off is generously sized thirdrow seats that should prove suitable for most adults. Up front in the cleanly arranged, if a little charmless, interior, the high driving position offers good forward visibility. Although its extremities
M
aren’t as squared off as the old Shogun Sport’s, it retains a shape that isn’t too challenging to thread down narrow country lanes. On the road, the Shogun Sport defaults to rear-wheel drive to save fuel. Under acceleration, the 2.4-litre diesel, which produces 179bhp and 317lb ft, seems to work noisily to haul the Shogun Sport up to cruising speed. The eight-speed automatic gearbox is keen to shuffle through the lower cogs as quickly as it can. Better to use the paddles behind the steering wheel, which engage the gears positively. On light throttle loads at steady speeds, though, the Shogun Sport barrels along quite keenly, albeit with noticeable wind noise at motorway pace. The primary ride is pliant, with roll and float being fairly effectively contained, and it remains well controlled through corners, but
imperfect road surfaces highlight a poor secondary ride. There’s a raft of off-road technology: driving modes, a lowrange gear set and the ability to lock the centre and rear differentials, plus 218mm of ground clearance, all of which combine to make the Shogun Sport more capable than road-biased rivals in extreme conditions. It has a fitness for purpose that could appeal to those who tow, haul big loads or frequently need to carry up to six passengers, but the Shogun Sport feels off the pace in other areas, not least a CO2 emissions figure of 227g/km, which trails most rivals. Rival seven-seaters trump it in terms of spaciousness, cutting-edge technology and driving manners, so it’s harder to make a case for it if you do most of your driving on public roads. MATT BURT
@matt_burt_
MITSUBISHI SHOGUN SPORT 4 Has niche appeal for towers and off-roaders but less competitive than rivals on the road
AAACC Price Engine Power Torque Gearbox Kerb weight 0-62mph Top speed Economy CO2, tax band RIVALS
Elevated driving position provides a good view out beyond the uninspiring fascia
£39,775 4 cyls, 2442cc, diesel 179bhp at 3500rpm 317lb ft at 2500rpm 8-spd automatic 2105kg 11.0sec 112mph 32.8mpg (NEDC) 227g/km, 37% Kia Sorento 2.2 CRDi, Toyota Land Cruiser 2.8
ON THE WHOLE, convertible sports cars do not take kindly to the rigours of a racetrack. The weight of the roof mechanism and loss of torsional rigidity blunt the driving experience, but the super-stiff carbonfibre tub around which McLaren builds the 562bhp 570S Spider makes it an exception. So equipping it with the Track Pack already available on the coupé makes sense. This brings lots of Alcantara inside, a sports exhaust, super-lightweight alloy wheels, stickier Pirelli tyres and a 33kg saving, although there are no changes to the supple suspension of the standard car. The result: a sports car that feels as gloriously single-minded from behind the wheel as it is versatile. RL
AAAAA
MERCEDES-AMG C43 COUPE Price £51,965 On sale Now What’s new? C43 undergoes an update for 2018 along with the rest of the C-Class range
FOR ITS MID-LIFE facelift, bigger turbos and higher boost pressure for its 3.0-litre V6 have taken the ‘baby’ AMG C-Class to 385bhp. This was never a slow car but its credentials as a pulverisingly quick everyday, allweather device (the C43, remember, gets a driven front axle and a torque split of 31/69 front to rear) are now beyond question. We’re less enamoured with the nine-speed gearbox, which remains frustratingly reluctant to execute snappy shifts near the redline, and there’s also a question mark over this car’s ability to entertain in a manner beyond point-to-point pace. In light of that, we’d plump for the estate version, to be deployed as a surefooted family express. RL
AAAAC R E AD MOR E ONLINE
autocar.co.uk 27 JUNE 2018 AUTOCAR.CO.UK 31
ROAD TEST No 5377
VOLVO V60 Reborn estate has a svelte image and upmarket aspirations. How does it stack up? MODEL TESTED D4 MOMENTUM PRO AUTO
PHOTOGRAPHY STAN PAPIOR
Price £36,610
32 AUTOCAR.CO.UK 27 JUNE 2018
Power 188bhp Torque 295lb ft 0-60mph 8.9sec 30-70mph in fourth 9.2sec Fuel economy 34.5mpg CO2 emissions 119g/km 70-0mph 46.2m
ROAD TEST f you fancy a challenge, try understating the transformation Volvo has undergone since it was offloaded by Ford eight years ago. Under chief designer Thomas Ingenlath, the brand has since unleashed a series of beautiful, powerfully styled concept cars and then followed them up with recognisably related production models. Its engineers have developed an economically viable, effective powertrain strategy whereby fourcylinder diesel and petrol engines are adapted to a broad range of mission briefs with the use of supercharging,
I
turbocharging and, increasingly, plug-in hybrid technology. There are 48V mild hybrids to come in 2019 as Europe adapts to a postDieselgate market and plans are currently being put in place to meet ambitious expectations for demand in autonomous technologies and the purchasing of cars through a subscription service. Now, under the auspices of Chinese multinational Geely, Volvo is a savvy organisation earning record profits and routinely challenging for best in class. It’s a different world from the one in which the marque was quietly admired by those of a certain persuasion for the manner in which a dog-eared 240 GL would dispatch a quarter of a million miles without histrionics. So where does the V60, introduced as an uncharacteristically svelte Volvo estate in 2010 and now in its second generation, fit in? You might be surprised to learn that profit is not necessarily its primary objective. The market for premium estate cars is, after all, a shrinking one (we’ll let you guess where those in need of family transport are now choosing to put their money), but as a premium brand looking to cement its new-found aspirational charm, it’s one in which it is imperative for Volvo to be regarded among the best. That means matching, and perhaps exceeding, the likes of the BMW 3 Series, Mercedes-Benz C-Class and Audi A4 in terms of practicality, desirability and performance. While that’s no mean feat, we suspect many of those lining up the purchase of a mid-sized premium estate would welcome an excuse to go somewhere other than those German marques. The question is whether this new V60 will allow them to do so without regret.
WE LIKE
Handsome, purposeful design z Surprising levels of agility z Cavernous boot hasn’t come at the expense of rear leg room WE DON’T LIKE
Clattery engine Depreciation forecasts for diesel models z Ride can be a touch unsettled at times z
z Volvo’s signature ‘Thor’s hammer’ headlights grab your attention straight away. Overall, could this be one of the best-looking estates on sale? We certainly think so.
z The D4 is the most powerful diesel V60 on sale. It’s just a pity that this fourcylinder engine isn’t as refined as you might like and expect from an estate with aspirations to be premium.
z V60’s front bumper is more sharply styled than that of the softer, more luxurious V90. Other than that, they look incredibly similar.
z Roof spoiler is subtly styled and fits in well with the V60’s more laid-back, comfort-oriented demeanour.
z Roofline may be more dramatically tapered than that of the larger V90, but don’t worry about rear head room being compromised in any way. The V60 is still impressively spacious in the rear.
z Momentum Pro specification has 17in alloy wheels fitted as standard. Our test car made use of optional 18s, which will set you back an extra £775.
z A camera for the optional 360deg parking system (part of the £1800 Xenium pack) is integrated very subtly into the wing mirrors.
z Rear windscreen isn’t as sharply raked as that of the V90 and that helps the V60 to achieve its class-leading boot space.
DESIGN AND ENGINEERING
AAAAB One glance at the V60’s elegant lines is all it takes to recognise the handiwork of Ingenlath. The resemblance between the Swedish manufacturer’s rival to the likes of the 3 Series Touring and C-Class estate and its larger V90 and XC60 is striking. The ‘Thor’s hammer’ headlight design is retained, as are the familiar L-shaped tail-lights. However, while the V60’s overall aesthetic is undeniably Volvo, design cues such as its sharply sculpted flanks and more tapered roofline help lend the V60 a slightly ◊
Volvo’s Concept Estate set the template 27 JUNE 2018 AUTOCAR.CO.UK 33
z Engine start control adorns the slim transmission tunnel in the style typical of Volvo’s larger cars. It’s a diamond-patterned knob you twist. Very smart.
z Dashboard inlay can be specified with either a wooden or metallic finish and extends to almost the car’s entire width, wrapping beneath the air vents.
M U LT I M E D I A S YS T E M
+++BC As with all contemporary Volvos, the V60 makes use of the 9.0in Sensus infotainment system. Located in the centre of the dashboard, the portrait-oriented touchscreen is used to operate the bulk of the V60’s functions – covering everything from the DAB radio and satellite navigation to the car’s vast array of safety systems. A selection of web apps – including Spotify, Google search and Yelp – are also available, although an internet connection is understandably required for these to work.
34 AUTOCAR.CO.UK 27 JUNE 2018
Apple CarPlay and Android Auto compatibility is also available as an option. To its credit, Volvo has done a rather excellent job of making the system look sharp and operate smoothly from a graphical standpoint, although a greater number of physical controls would be welcome. The heating, ventilation and air-con settings are predominantly controlled through a sub-menu within the system, which can make them fiddly to use when on the move, particularly if you’re right-handed.
z Touch points have been carefully considered and exude a premium charm. The door handles are no exception, being weighty and cool to the touch.
ROAD TEST ∆ more purposeful, almost muscular appearance. Not one that necessarily exudes athleticism, but one that suggests the smaller estate is a sharper, tighter proposition than its predominantly bulkier range-mates. Beneath that refined, handsome exterior sits the same Scalable Product Architecture (SPA) that underpins all of Volvo’s larger models. That said, the V60 is bigger in terms of total length and wheelbase than the XC60 SUV. It measures 4761mm overall and 2872mm between the front and rear axles, next to the XC60’s respective figures of 4688mm and 2865mm. It’s longer than rival offerings from BMW, Mercedes and Audi too. From the V60’s launch, transversely mounted 2.0-litre four-cylinder petrol and diesel motors make up the engine line-up, with our oil-burning D4 test model producing 188bhp at 4250rpm and 295lb ft between 1750rpm and 2500rpm. This is delivered to the front wheels via an eight-speed automatic transmission, although a six-speed manual is also available as an entry-level offering. In step with Volvo’s electrification plans, two mild hybrids and a plug-in hybrid will be introduced at a later date. The V60 runs on 17in wheels as standard (18s on our test car) and
is suspended by double wishbones at the front and a transverse leaf spring arrangement at the rear. Volvo’s Four Corner adaptive damper system is available as a £750 option on Inscription and Inscription Pro models, but not on Momentum Pro, our test car’s trim level. As has come to be expected from Volvo, the V60 is kitted out with a veritable arsenal of active and passive safety features. Standard features include lane keep assist, pedestrian, cyclist and large animal detection and fully automatic emergency braking. Although the new V60 has yet to be crash tested by Euro NCAP, the presence of these features should result in a favourable score. Our test vehicle was also fitted with the optional £1625 Intellisafe Pro pack, which adds adaptive cruise control, Pilot Assist, cross traffic alert, rear collision mitigation and a blindspot information system.
INTERIOR
z Seats are supportive, low and comfortable. It’s a wholly satisfactory cockpit environment for long, monotonous journeys.
AAAAB In a similar vein to its exterior, the relationship between the V60’s cabin and that of Volvo’s other models – with the one exception of the XC40, perhaps – is clear. Despite not feeling quite as airy as, say, an XC90 or V90 – arguably a result of our test car’s dark interior palette – the V60’s overall ◊
940m m
5291441 litres
mm
0.29
x
69 0
a mm
30m
1433mm
1020m m max
HOW BIG IS IT?
Typical leg room 690mm
11
Kerb weight: 1669kg 2872mm
848mm
1041mm
4761mm
VISIBILITY Thanks to its relatively boxy shape, visibility out of the V60 is spot on. Our optional 360deg parking camera came in handy too.
HEADLIGHTS
z V60’s long wheelbase is to the benefit of back-row passengers, who enjoy excellent leg room by the standards of the class.
The Active Bending Headlights of our Momentum Pro V60 swivel as you turn the steering wheel. No complaints as far as visibility is concerned.
circle: 11.3m Turning
1610mm
50mm 195mm Width 890-1310mm
Height 480-660mm
Centre
1610mm
1916mm 2030mm
Length 1020-1850mm
W H E E L A N D P E DA L ALIGNMENT Slight right offset of the brake and accelerator pedal won’t prove to be uncomfortable. Adjustment in the steering column is excellent.
z No rival has a bigger boot than the V60, whose cargo bay is also usefully wide with a flat floor and no loading lip.
27 JUNE 2018 AUTOCAR.CO.UK 35
∆ layout is all much of a muchness. The dashboard is dominated by the portrait-oriented 9.0in Sensus touchscreen infotainment system, which is in turn flanked by stylised rectangular air vents. Physical controls are kept mostly to a minimum, as is the presence of hard, scratchy plastic. Pleasingly on our Momentum Pro test vehicle, softtouch plastics have been employed instead, lending the V60 a much more desirable, upmarket ambience, albeit one that perhaps falls just short of luxurious. Functionality and practicality have obviously played an important part in the V60’s brief too; more so than in the larger V90 estate, even. Where that car prioritised rear leg room over outright boot space, the reverse is true with the V60. With the back seats in place, the smaller estate offers 658 litres of luggage capacity – considerably more than estate variants of the A4, C-Class and 3 Series. Fold down the second row of seats and this increases to 1441 litres. It’s a thoughtfully designed space, too, with a wide opening and
plenty of lashing points and luggage hooks to keep your bits and bobs from sliding about. The floor, meanwhile, is flush with the rear bumper, so there’s no lip to navigate, either. Although the V60 does seemingly hark back to the Volvo estates of yesteryear with its comparatively cavernous boot, this doesn’t come at the expense of leg room in the second row. Even behind a taller driver, there’s no danger of having one’s legs mashed up against the seatback. Head room is good, too, even with the expansive optional panoramic roof fitted to our test vehicle.
PERFORMANCE
AAAAC Volvo’s 2.0-litre diesel motors haven’t always been a byword for outright refinement and, in the V60, this does ring true. After clattering into life on start-up, the Drive-E unit settles down to a relatively vocal idle, which we measured at 49dB. By comparison, the 320d saloon we road tested back in 2012 came in at 48dB. Apply some throttle and the accompanying diesel grumble
becomes even more prevalent; certainly not to the point where you’d be put off the idea of buying a V60 completely, but rivals do better in this area. A greater source of irritation, though, is the eight-speed transmission’s occasional tardiness in finding the right gear when setting off. Attempts to pull away from junctions in a smooth fashion are often hampered by a noticeable delay as the gearbox rummages around for the right ratio. Once the car is up and running, acceleration can only be described as smooth and laid back in nature, which seems in keeping with Volvo’s image of being a manufacturer of more comfort-oriented family vehicles. Our timing gear clocked the V60’s 0-60mph run at 8.9sec, which is some way off its claimed 7.6sec time and a product of the fact that the V60’s 235/45 tyres struggled to find purchase off the line. The 320d saloon, meanwhile, managed the same sprint in 7.6sec. The gearbox sorts itself out as you get moving, too, with cogs being
swapped in a largely seamless, tidy fashion. Those who prefer to change gears themselves will find there is a manual mode, although there aren’t any paddle shifters on the steering wheel or column. The gearlever’s manual position seems to be backto-front too: you need to push the lever forwards to change up, and pull backwards to shift down. As you’d expect from a safetycentric car, the V60 comes to a halt from 70mph in a safe and stable manner and takes 46.2m to do so.
RIDE AND HANDLING
AAAAC On its Ford-sourced platform, the first-generation V60 rode well enough but, Polestar version aside, was more ordinary than the sporting claims made by Volvo’s marketing agency suggested. Thankfully, the move to in-house underpinnings and adjustable dampers has done nothing to sully the V60’s ability to round off all but the worst the UK road network can throw at it. In fact, barring a tendency to feel a touch over-sprung at inner-city speeds, this chassis
T R AC K N O T E S The V60 met Millbrook’s Hill Route in resolute fashion. In fact, it’s no exaggeration to say body control is a cut above what we’ve come to expect from Volvo estate cars and the resulting grip and traction allowed this front-driven chassis to make quick, sure-footed progress at all times. A similarly powerful BMW 3 Series Touring – rear driven, of course – would undoubtedly negotiate this place with greater panache and a more natural balance, but you’d need timing gear to confirm any objective superiority. If the V60 is deficient in one particular area, it is steering. The front axle that this rack directs remains faithful at commitment levels far beyond what most owners will ask of it, but a crisper response just off centre would endow the car with a feeling of agility commensurate with its composure.
z Squealing rubber signals the onset of understeer at this tight hairpin, but you’ve really got to go looking for it.
z V60 exhibits balance enough to have you chasing the throttle through this sweeper.
T2
T4 T3
T6 T1
z ESC Sport mode is nicely calibrated, trimming wheelspin without affecting momentum.
T7
T5
FINISH START
AC C E L E R AT I O N Volvo V60 D4 Momentum Pro Auto (24deg C, dry) Standing quarter mile 17.0sec at 85.5mph, standing km 30.7sec at 110mph, 30-70mph 8.3sec, 30-70mph in fourth 9.2sec 30mph
40mph
50mph
60mph
3.4s
4.9s
6.7s
8.9s
70mph
80mph
11.6s
90mph
14.8s
100mph
0
110mph
23.8s
18.8s
30.1s
20s
30s
BMW 320d Sport saloon (2012, 7deg C, damp) Standing quarter mile 16.0sec at 88.3mph, standing km 29.2sec at 112mph, 30-70mph 7.4sec, 30-70mph in fourth 10.8sec 30mph
2.6s
40
3.9s
50mph
60mph
5.8s
7.6s
70mph
10.0s
0
80mph
90mph
13.2s
100mph
110mph
20.9s
16.6s
10s
27.8s
20s
BRAKING
60-0mph: 2.81sec Volvo V60 D4 Momentum Pro Auto (24deg C, dry) 30mph-0
50mph-0
8.5m 0
70mph-0
23.4m 10m
20m
46.2m 30m
40m
BMW 320d Sport saloon (2012, 7deg C, damp) 30mph-0
50mph-0
8.4m 0
36 AUTOCAR.CO.UK 27 JUNE 2018
70mph-0
24.4m 10m
20m
49.0m 30m
40m
ROAD TEST
` This chassis feels right on the money for everyday comfort a
feels right on the money in terms of everyday comfort compared with rivals. That said, at a cruise, the tyres do transmit more noise into the cabin than those of a C-Class or A4, and we can’t vouch for the R-Design package, which, with its lowered suspension, should be selected as an option with caution. The sporting side of the equation is more complicated. The V60 possesses satisfactory balance and cuts an unflustered figure even as speeds become most unbecoming of a Volvo estate. The company doesn’t offer air suspension but it’s hardly required, such is the tight, precise control of both lateral and vertical body movements, and the stability generated by the car’s long wheelbase is palpable. Indeed, this chassis is agile and never bites, but neither does it ever truly entertain, unless you’re the sort who takes satisfaction from calculated progress. Direction changes are dispatched dispassionately and the steering is as mute as it ever was with midsized Volvo estates. Were the V60 to possess fluid dynamics, this would be something to mourn. As it is, the chassis engineers at Gothenburg can take pride in having created an immensely sure-footed, competent car that takes day-today commitment in its comfortable stride, but there’s work to be done if the 3 Series is to feel any heat from the perspective of keen drivers.
BUYING AND OWNING
AAABC Given Volvo’s attempt to reposition itself as a genuine alternative to upmarket offerings from the likes of Audi, BMW and Mercedes – one it has so far pulled off rather successfully – higher prices are to be expected. Compared with the previousgeneration V60, starting prices for the new model are almost £8000 more expensive, at £31,810. That said, standard equipment and perceived quality are now more abundant. Sat-nav, 17in alloy wheels, automatic LED headlights, climate control, a powered tailgate and an extensive array of active and passive safety systems are all included for no additional cost on entry-level Momentum models. Fuel economy is respectable enough too: we recorded a touring figure of 43.1mpg. As far as depreciation is concerned, forecasts for our £36,610 (before options) V60 D4 Momentum Pro aren’t exactly promising. After 36 months and 36,000 miles, it’ll hold just 42% of its original value, predict our experts. That said, forecasts are even bleaker for similarly priced rivals. Over the same period, the 2019-model-year C220d SE estate is expected to retain 37% of its original asking price and the current 320d Sport Touring 32%. A large part of this is likely down to falling consumer confidence in diesel-powered cars. ◊
z Front-wheel-drive V60 delivers safe and stable handling, aided by disciplined control of vertical and lateral body movements, but it won’t entertain enthusiasts.
27 JUNE 2018 AUTOCAR.CO.UK 37
DATA L O G VO LVO V6 0 D 4 M O M E N T U M P R O AU T O On-the-road price Price as tested Value after 3yrs/36k miles Contract hire pcm Cost per mile Insurance/typical quote
£36,610 £44,165 £15,225 £370.87 73 pence 34/£886
55 litres
EQUIPMENT CHECKLIST
T E C H N I C A L L AYO U T
£300 £775 £1625 £1800 £825
POWER 148bhp 188bhp 247bhp
FROM £31,810 £32,810 £34,360
TRANSMISSION
Installation
Front, transverse, front-wheel drive Type 4 cyls, 1969cc, diesel Made of Aluminium block and head Bore/stroke 82.0mm/93.2mm Compression ratio 15.8:1 Valve gear 4 per cyl Power 188bhp at 4250rpm Torque 295lb ft at 1750-2500rpm Redline 4500rpm Power to weight 113bhp per tonne Torque to weight 177lb ft per tonne Specific output 95bhp per litre
295lb ft at 1750-2500rpm 300
300
188bhp at 4250rpm
200
100
Engine (rpm) 2000 4000
0
Track Touring Average
16.5mpg 43.1mpg 34.5mpg
CLAIMED
Urban 52.3mpg Extra-urban 67.3mpg Combined 61.4mpg
TRANSMISSION Type 8-spd automatic Ratios/mph per 1000rpm 1st 5.25/5.3 2nd 3.09/8.9 3rd 1.95/14.1 4th 1.46/18.9 5th 1.22/22.6 6th 1/26.4 7th 0.81/34.1 8th 0.67/41.0 Final drive ratio 2.839:1
BRAKES
SAFET Y
Front Double wishbones, coil springs, anti-roll bar Rear Multi-link, transverse leaf spring
Front Rear Anti-lock
ABS, ESC, EBD, lane keep assist, City Safety, Oncoming Lane Mitigation, Run-off Road Mitigation, Road Sign Information Display Euro NCAP crash rating Not tested
Type
Electromechanical, rack and pinion 2.9 11.3m
Turns lock to lock Turning circle
296mm ventilated discs 302mm solid discs Standard, with emergency brake assist
CABIN NOISE
E M I S S I O N S & TA X
Idle 49dB Max rpm in 4th gear 73dB 30mph 60dB 50mph 66dB 70mph 68dB
CO2 emissions Tax at 20/40% pcm
MAX SPEEDS IN GEAR
R E S I D UA L S
119g/km £171/£142
55 litres 417 miles
AC C E L E R AT I O N
AC C E L E R AT I O N I N G E A R
MPH 0-30 0-40 0-50 0-60 0-70 0-80 0-90 0-100 0-110 0-120 0-130 0-140 0-150 0-160
mph 20-40 30-50 40-60 50-70 60-80 70-90 80-100 90-110 100-120 110-130 120-140 130-150 140-160
TIME (sec) 3.4 4.9 6.7 8.9 11.6 14.8 18.8 23.8 30.1 -
2nd 2.7 -
3rd 3.2 3.5 3.9 -
4th 4.2 4.5 5.0 5.8 -
5th 5.4 5.4 5.8 6.2 7.0 -
6th 6.7 7.0 7.4 8.0 9.1 11.4 -
7th 7.2 7.5 8.1 9.4 11.8 -
8th 12.7 12.8 14.4 -
40
1 2 3 4 5 6 7 8
24mph 4500rpm 40mph 4500rpm 64mph 4500rpm 85mph 4500rpm 102mph 4500rpm 124mph 4500rpm 137mph 4019rpm 137mph* 3343rpm * claimed
RPM in 8th at 70/80mph = 1708/1952 THE SMALL PRINT Power-to-weight and torque-to-weight figures are calculated using manufacturer’s claimed kerb weight. © 2018, Haymarket Media Group Ltd. Test results may not be reproduced without editor’s written permission. For information on the V60 D4 Momentum Pro, contact Volvo Cars UK Customer Relations, Scandinavia House, Norreys Drive, Maidenhead, SL6 4FL (01628 422522, volvocars.com/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/36,000mile contract including maintenance; Wessex Fleet Solutions (01722 322888).
38 AUTOCAR.CO.UK 27 JUNE 2018
0
6000
Spare
Steel monocoque 1669kg 0.29 8Jx18in 235/45 R18 98W, Pirelli Cinturato P7 Spacesaver
SUSPENSION
STEERING
Tank size Test range
200
100
0
TEST
Construction Weight Drag coefficient Wheels Tyres
400
8-spd automatic
ECONOMY
C H A S S I S & B O DY
400
Mercedes-Benz C220d SE 30 Value (£1000s)
ENGINES 2.0 D3 2.0 D4 2.0 T5
POWER & TORQUE
ENGINE
Torque (lb ft)
R A N G E AT A G L A N C E
Just like all of Volvo’s larger cars (XC60, XC90, S90 and V90), the V60 makes use of the manufacturer’s Scalable Product Architecture. This means a transversely mounted four-cylinder engine up front, which in this incarnation sends its drive to the front wheels. Suspension is by way of a double-wishbone arrangement at the front, with a transverse leaf spring set-up at the rear.
Power output (bhp)
17in alloy wheels LED headlights with active high beam 2-zone climate control Rear parking sensors Cruise control 12.3in TFT digital instrument display Leather-faced upholstery Heated steering wheel Head-up display DAB radio Bluetooth connectivity 9.0in Sensus touchscreen infotainment with navigation and voice control Power-operated tailgate with hands-free opening Apple CarPlay/Android Auto 18in alloy wheels Intellisafe Pro Xenium pack Sensus Connect with Harman Kardon sound system Options in bold fitted to test car = Standard
Volvo V60 D4 Momentum Pro 20
10
BMW 320d Sport Touring 0 New
1 year
2 years
3 years
4 years
z The Volvo performs better than both the Mercedes and the BMW, but its value retention isn’t outstanding.
R OA D T E S T N o 5377
Read all of our road tests autocar.co.uk
ROAD TEST
VERDICT TESTERS’ N O T E S
VOLVO V60 Fine-looking, capable and practical estate with only a few demerits
AAAAC olvo’s recent string of SUVs, estates and saloons has been striking something of a chord not just with buyers but with us Autocar road testers too. Here is a manufacturer that has - for the most part - consistently produced vehicles that look great and are impressively well rounded, dynamically and practically. By and large, the V60 continues this trend to the letter while also touching on one of the original cornerstones of Volvo’s appeal by having a considerably larger boot than any immediate rival from the likes of Audi, BMW and Mercedes. That it looks as good as it does, ofers surprising levels of dynamic ability and has a genuinely desirable and spacious interior only adds to its broad appeal. There are some caveats, mind. The ride can jostle over sub-par surfaces and the engine errs on the coarser side while also being a shade deficient in outright performance. All things considered, the V60 falls short of rewriting the mid-sized estate playbook or gaining class-leader status. But it certainly comes damn close, and that’s no mean feat.
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SIMON DAVIS I quite like that Volvo has refrained from fitting the V60 with paddle shifters. It’s not a sports car after all, is it? It’d be nice if the gearlever’s manual mode was the right way around, though. RICHARD LANE Those mourning the demise of Volvo’s comfortingly frumpy persona should pick the plaid interior, known as ‘Blond City Weave’. Pure 1970s class.
S P E C A DV I C E Optional 18in alloys look the part, but save £775 and stick with standard 17s. Put it towards the excellent Harman Kardon sound system (£825).
R OA D T E S T R I VA L S
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BMW 320D SPORT TOURING £34,480 This 3 Series estate combines handling prowess, pace and decent usability. Still our class leader. AAAAB
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AUDI A4 2.0 TDI 190 SPORT AVANT £36,650 Refined and upmarket Audi offers loads of material appeal. Remote to drive, though. AAAAC
VOLVO V60 D4 MOMENTUM PRO £36,610 Stylish Swede is the most practical estate here but suffers for its gruff diesel engine. AAAAC
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VOLKSWAGEN PASSAT 2.0 TDI 190 R-LINE ESTATE £34,580 Second only to the Volvo in terms of practicality. Lacks the badge appeal of its rivals. AAAAC
V E R D I C T S O N E V E RY N E W C A R , P 8 0
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MERCEDES-BENZ C220D SPORT ESTATE £35,590 Materially appealing but let down by its diesel engine. Update is due imminently. AAABC
JOBS FOR T H E FAC E L I F T z Greater refinement from that four-pot diesel engine wouldn’t go amiss. It’s just a touch too vocal. z Reduce the hesitancy of the automatic transmission when pulling away. z Physical controls for the climate control may hamper the minimalist design of the cabin slightly, but they’d be a welcome addition from a functionality standpoint.
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THE RALLY IN THE VALLEY
Which of Porsche and Mercedesâ&#x20AC;&#x2122; bludgeoning electrified luxury cars can deliver the knockout punch? Richard Lane commentates PHOTOGRAPHY LUC LACEY
MERCEDES CLS VS PORSCHE PANAMERA COMPARISON
isplacement-defying frugality? Given Mercedes-Benz is, as you digest these words, amid the ordeal of recalling nearly a quarter of a million cars by order of the German government, you might be surprised to learn we’re not talking about electronic ‘defeat devices’ here. What we’re actually contemplating is less nefarious. That’s because with the CLS 450, its integrated startergenerator betwixt straight-six engine and nine-speed gearbox is said to improve not only performance but also economy. It’s a defeat device, all right, but only if your foes are lethargic throttle response and redundant combustion at a cruise. In one form or another, such 48V mild hybrid systems are destined to become commonplace in the near future. Mercedes’ EQ Boost set-up is relatively new to the brand, having only seen action in the S-Class prior to this third-generation CLS. In the 450 driven here, it feeds an additional 184lb ft into the driveline under hard acceleration, then allows for engine-off ‘coasting’ when you come out of the throttle at a canter. This particular approach is designed to make the car more versatile as a whole, although manufacturers get to pick their battles. In the SQ7, for instance, Audi deploys a 48V system specifically to drive a compact electric supercharger that mitigates turbo lag. Bentley needs the extra voltage to actuate a pair of active anti-roll bars in the Bentayga SUV – useful when you have 2.4 tonnes to manage. Meanwhile, Volkswagen, Peugeot, Volvo et al see the technology as a quick, affordable,
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reliable fix in making petrol an attractive mass-market alternative to ostracised diesel. Every car thus outfitted is also able to power more general features such as the air conditioning and complex safety systems more efficiently than is possible with lower-voltage systems, leaving a greater proportion of the engine’s exertions free to fling you down the road. Understandable, then, that a fifth of new cars sold globally are predicted to make use of the technology within the next six or seven years. We’re loping west for a rendezvous in the Elan Valley with a Porsche – one that, as we’ll discover, makes much more of a virtue of its hybrid status than the Merc but is a similarly niche offering. The 240-mile route is protracted enough to unearth
Adopts EQ Boost mild-hybrid system
` The Panamera seems hewn from granite in a manner akin to the Elan’s Victorian bridges a
Panamera takes well to electrification
There’s no contest when it comes to accommodation along the rear bench — the Porsche takes the honours vexations in a comfortably. Passengers car that should will feel a touch never vex, and constricted in the encompasses taller CLS. motorway
Driving position feels perched in the Merc, but there’s a lovely ambience 42 AUTOCAR.CO.UK 27 JUNE 2018
drudgery, fast A-roads and even some rural rat-runs that’d probably pass for ‘green-laning’ among residents of certain postcodes in London. Today, we have an opportunity to examine everything a sleek, luxuriously sporting four-door saloon – the sort that dons not only a smoking jacket but also running spikes – should have in its £60,000-plus locker. How, then, does mild hybridisation manifest in the Mercedes CLS 450 4Matic AMG Line? In unremarkable fashion, frankly, which is of course
MERCEDES CLS VS PORSCHE PANAMERA COMPARISON
the intention. Were it not for a small ‘Power/charge’ gauge in one of the digital displays – impressive in their scope but not for the subtlety of their integration into a dashboard largely lifted from the E-Class – you might remain wholly unaware of this car’s hybrid status for, well, ever. A straightforward geometric extension of the firm’s four-cylinder engine it may be, but this 3.0-litre six is a supremely balanced device and sensationally quiet. As a consequence, there’s precious little by way of a sensory cue as the engine flicks in and out of dormancy while cruising along in the outside lane of the M4. The flip side is that this leaves you free to contemplate a ride that on 19in wheels is much ◊
SPECCING A CLS That the latest CLS benefits from the 19in wheels (complete with noise-suppression foam) instead of the more attractive 20in items is immutable. Whether or not you should choose the adaptive air suspension is another matter. The hardware copes well when the going is smooth, but we’re not convinced anybody paying this much money should have to put up with its hollow, noisy performance on coarser surfaces. Low-speed rebound is also problematic: citydwellers may be better off with the passive set-up of our test car.
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Testers agree the Porsche nails the Merc for presence ∆ improved over CLS models we’ve previously tested – ones touting 20-inchers – but still isn’t as good as you’d expect. This AMG Line car breathes with the topography well enough despite a 15mm drop for its traditional steel-sprung suspension, but variations in the quality of the road surface intrude. There’s a fidget, a slight jostle and though it’s delicate enough to be put to the back of one’s mind, it’s hardly a trivial matter at this esteemed end of the market. An E-Class doesn’t do this, and neither does an Audi A6, but an A7 Sportback – the only true rival for the CLS – absolutely does. It seems beyond the wit of the manufacturers to safeguard ride quality when the car’s roofline gets a bit racy.
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The interior is handsome, mind. Moreover, while there isn’t quite the same impression that you wouldn’t know even where to start pulling it apart (as you don’t in an A7 Sportback), it’s sturdier than we’ve become accustomed to from Mercedes. It’s also flamboyant. The slightly perched seats are bespoke for the CLS and mimicked in the back, which now has a central berth for the first time; grainy wooden trim encircles the cockpit in a manner that, along with the generous transmission tunnel, puts me in mind of the 550 Maranello; and the vents do a light show corresponding to the air temperature they’re vending. Along with privacy glass and the metallic paint, this car has but two options:
the £3895 Premium Plus and £1695 Driving Assistance Plus packages. The former includes the top-spec Comand Online infotainment, a 590-watt Burmester sound system, keyless go, a sunroof and Mercedes’ 360-degree camera, which is useful for a car longer, wider and taller than the one it replaces. The latter equips the CLS with a gamut of safety technology, some it useful (active blind-spot assist), some of it not (active lane-keeping assist, essential for half an NCAP star…). Should it be thrown in for ‘free’ at this level? You might think so. Our ride-related concerns notwithstanding, by the time those
wide-spaced headlights are steering onto the meandering smoothness of the A479, the CLS has done precious little to discredit itself as a strident family grand tourer. Leading northwest from Crickhowell and into the startling green of Wales proper, it’s on this road that the Mercedes then cements itself as a worthy allrounder. It goes unnoticed on the
MERCEDES CLS VS PORSCHE PANAMERA COMPARISON
` There’s the sense that, just maybe, Porsche has bitten of more than it can chew a Panamera has closer body control but feels its weight on the sinuous Welsh roads
Merc generates 362bhp and 369lb ft
Porsche swells to 456bhp and 516lb ft
CLS handles with competent but dispassionate poise; it’s more satisfying than fun motorway but 362bhp and, more tangibly, 369lb ft from only 1600rpm is enough to give a two-tonne exec a slap-bang turn of real-world pace. This engine will spin to the 6250rpm redline, too, though you’ll find yourself inhabiting its torque-rich mid-range because that’s how a CLS 450 likes to be driven. The steering is well weighted and predictably geared (no guarantees of that on full-fat AMG models), allowing you to place a big car with satisfying ease. The predominant sensation is satisfaction rather than delight, the dynamic complexion being one of competence rather than exuberance. Driven within itself, this chassis is poised and wants nought for traction. Up the ante and a front axle languid in its ◊
FOUR- DOOR COUPES ON A BUDGET Can’t stretch to either of our glam new cars? Here are some used alternatives that are rather more affordable
MERCEDES CLS Prices for our test car’s predecessor start at £11k — barely believable given the glamorous looks and boutique hotel interior. Even a sound 350 CDI with thumping V6 diesel, low mileage and full history can be had for £14k.
V O L K S WA G E N PA S S AT C C These early CCs are more than just a melted Passat. Adaptive suspension guarantees a comfy ride and, of course, you get a top-quality interior with loads of toys. Yours for just five grand with respectable mileage and history.
BMW 6 SERIES GRAN COUPE If you don’t fancy an oil-burner, the big Six is the one to have. Mind you, the diesels are pretty good too, so you can’t go wrong. Bag a 640i with history and an average mileage for £22k, or a 640d for a smidge less.
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Porsche is wider and ∆ response, coupled with no small heavier but still the amount of suspension float, tells better driver’s car you all you need to know. In shooting-brake Sport Turismo form, the Panamera 4 E-Hybrid awaiting the CLS seems hewn from granite in a manner akin to the Elan’s Victorian bridges. The Mercedes is dainty by comparison and it’s a similar story on the spec sheet. Both cars use electric and combustive force to drive all four wheels through their gearboxes, off the mark, you do so in near silence though in the Porsche a 2.9-litre as the drivetrain defaults to electric twin-turbo V6 and electric motor mode. The Sport Turismo is a likeably combine to deliver 456bhp and 516lb offbeat beast, its black form resting ft. We know the Panamera has a close to the road on adaptive air terrific, communicative chassis too, suspension and decked out with little so it’s no contest, surely? fluoro-green details. Not at first it isn’t. After the CLS, When the Birmingham slumping into the Panamera’s Corporation Water Department low-slung seats feels like slipping constructed these reservoirs, you can into a suit of armour. The steering bet they didn’t reckon on anything rim is slim, firm and rotates with this wide using the bridges. The meaningful resistance and crisp Panamera seems to expand into any response. The instrumentation available road space on offer, and – digital, save for the central even on A-roads it’s not uncommon tachometer – is slick, even if the to see a puff of dust kicked up by glass touchscreen does show up a gutter-grazing rear tyre. It’s a fingerprints. The cliff-face dash and 2.2-tonne kerb weight that does high scuttle instil something of a for the camel’s back in the end, fortress mentality and when you step though. There are several modes for
CLS ride is better than before on these 19s
Porsche’s wheels bear its 2.2-tonne mass
Real-world consumption in a test like this isn’t anything like the claims: the Mercedes managed a shade under 29mpg and Porsche’s trip computer read closer to 25mpg.
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powertrain and suspension, and when the V6 wakes up, it does with charming belligerence, but there’s no escaping the sense that, just maybe, Porsche has bitten off more than it can chew with this car. What 30 or so miles of pure electric range adds in terms of economy and, in truth, novelty is to the detriment of its dynamism from the surplus bulk and boosted spring rates. It’s clear neither of these cars is
MERCEDES CLS VS PORSCHE PANAMERA COMPARISON
2nd
Remains prodigiously adaptable, but its weight blunts its handling and compromises its ride
1st
without notable fault. The Panamera has tremendous breadth – such that perhaps only Porsche could deliver – and doesn’t let hybrid blubber prevent its attempts to appeal to drivers. That appeal is sullied a touch, however, because the physicsdefying panache the Panamera summons along a stretch that’s quick, broad, smooth and predictable enough to play to its strengths is simply too intermittent. The rest of the time, you’re left with an overtly firm car that struggles to take a resolute stance through corners. Turn-in must be instigated just so,
and the upper-body workout can become draining, though it remains comfortably the superior driver’s car. But the better car to live with? Not this time, because the Mercedes is just happier in its taut but comparatively ordinary skin. It’s also the more economical car and easier to guide along British roads. If its suspension could only conduct itself as fluently as its crankshaft, it would be the comfortable victor. As it stands, it scrapes the win, though both Stuttgart and Weissach have room for improvement in the electrified luxury car game. L
RATING Price Engine Power Torque Gearbox Kerb weight Top speed 0-62mph Economy CO2, tax band
Slower and less involving than its rival but the more complete ofering nonetheless
Mercedes-Benz CLS 450 4Matic AMG Line
Porsche Panamera Sport Turismo 4 E-Hybrid
AAAAC £57,640 6 cyls in line, 2999cc, twin-turbocharged, petrol 362bhp at 6100rpm 369lb ft at 1600-4000rpm 9-spd automatic 1940kg 155mph (limited) 4.8sec 36.2mpg 163g/km, 33%
AAAAC £83,288 V6, 2894cc, twin-turbocharged, petrol, plus electric motor 456bhp at 6000rpm 516lb ft at 1100-4500rpm 8-spd twin-clutch automatic 2190kg 170mph 4.6sec 108.6mpg 59g/km, 16%
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The light fantastic The ‘Superleggera’ badge is reserved for very specialAstons. Andrew Frankel asks handling guru Matt Becker why the all-new DBS deserves to wear it PHOTOGRAPHY STAN PAPIOR ike all the best prototypes, the DBS Superleggera is dark and scuffed. Bits of tank tape dangle off it where engineers have fashioned crude concealments of its final appearance. Compared to normal press cars, which have been prepped, polished and preened to within an inch of their lives, it’s a mess. Not that I or its driver, Aston Martin chief engineer Matt Becker, could care less. One minute ago that ‘Aston Martin’ read ‘Lotus’ because that’s what my fingers type automatically whenever Becker is about. We first met when he took me for another passenger ride, that time in an original Elise 23 years ago. And whatever the travails faced by Lotus since them, praise for the ride and
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handling of its cars has continued unstinted and for that we largely have Becker to thank. Since 2015 he’s been performing the same alchemy at Aston Martin. It is well known that the DBS is the replacement for the Vanquish, but that doesn’t mean Becker is just adopting a ‘same but more so’ approach to the car: “The positioning of the DBS is more sporting and extreme than was the Vanquish and I don’t just mean the performance, although that is in a completely different league. Even the Vanquish S, which was a far better car than the Vanquish, was much closer to the DB9 than the DBS is to the DB11. This car has to perform as a supercar GT, so it needs to sit between a pure GT like the DB11 and an out-and-out sports car like the Vantage.”
Becker then starts talking ride frequencies in a language that might as well be Esperanto before putting it terms we can all understand: “During cornering, the DB11 has 3 degrees of roll per ‘g’, the DBS 2.6 degrees and the Vantage 2.1 degrees.” That is as good a statistical example of where the car has been pitched as any you’ll find. However, there is nothing in the middle about the powertrain. The truth is that the 5.2-litre V12 motor’s 715bhp is achieved with no hardware modification at all. It was always able to produce than much, but simply held back to 600bhp for the DB11 by software. “But it’s not really about the power,” says Becker, “when you drive it, it’s all about the torque.” Indeed, for while the power has
The DBS Superleggera’s V12 has 715bhp been raised by 115bhp over the DB11, there’s almost 150lb ft of additional torque, a total of 663lb ft at just 1800rpm. “We needed an all-new gearbox to handle that,” says Becker and the car duly got one, an eightspeed ZF 96HP unit. But even that is at its torque handling limit in the DBS, so much so that torque has to held back to DB11 values in first and second gears. “Not that anyone’s ever going to miss it,” says Becker, “because we’re
ASTON DBS SUPERLEGGERA INSIGHT WORTH THE WEIGHT?
` It broke traction on a straight, dry road in fourth gear a
Becker gets ready to demonstrate the new Aston’s potency
Have you ever looked at old sports racing cars from some European blue blooded brands and wondered why almost all of them from the Ferrari 250LM to the Porsche 917 were right-hand drive? The answer is simple: most race circuits are clockwise, so that’s the side on which you’d chose for the additional mass of the driver to reside. In the road car arena, chassis tuners like Matt Becker can’t factor such considerations into their calculations because it is impractical to have more than one chassis tune for any given model, and that model could be left or right-hand drive and, of course, be inhabited by one or more people of potentially vastly differing proportions. “I noticed it more back in my Lotus days,” says Becker, “where in percentage terms the weight of the driver was far greater than it is in an Aston, and if we knew the car was only ever going to have a driver of a certain weight on board and no passenger we could have looked at setting it up differently. As it is
somewhat traction limited even as it is…” How limited? Allow Becker to elaborate: “The other day we were doing some performance testing and it broke traction on a straight, dry road. In fourth gear.” Now consider that this is a car with the traction advantage of having a gearbox between its rear wheels and a far tighter limited-slip differential than that found in the DB11. Fourth! I clamber aboard to see what he’s talking about. It’s not so much the amount of power you notice but the shockingly immediate and relentless way it is delivered, along with an unforgettable, bellowing soundtrack. At least from the passenger seat and particularly because of the noise (which is 10dB louder than the DB11) it doesn’t feel like a turbo engine at all, but a snarling, howling V12 of about ten litres displacement. But what of all this Superleggera stuff? With a kerb weight likely to approach 1800kg, this is clearly no lightweight. “Cars get heavier as they add power because you need to control that power with bigger brakes, wheels and tyres, stronger suspension and additional cooling. So even to stay the same weight an achievement. Yet the DBS is actually 70kg lighter than the DB11,” says Becker, who cites
It’s still in need of some badge engineerin
g
Right-hand drive suits clockwise tracks
we have to use one set up for all configurations.” Even so, driver mass and where you put it still plays a role in testing: “If a new test prototype is being built for use mainly on UK roads, I’ll make sure it has right-hand drive because it’s impossible to assess what a car’s doing when you’re sitting in the gutter. In general testing we always try to be as consistent as possible which is why for dynamic assessment when we’re setting up suspension and so on, we always use a car with full fluids and two people on board of around 80kg each.”
the use of carbonfibre for all of the car’s aerodynamic addenda plus the enormous front bonnet, rear deck and brakes as the prime movers behind the weight loss. Yet for all the titanic performance that results, the car still feels like a grand tourer from the passenger seat, and it’s largely the suspension choices made by Becker and his team that account for it. “Some things we had to do: we needed a wider track [10mm front, 20mm rear] and bigger tyres to handle the performance [these have grown by one section at the front and two at the rear],” he says. “And of course we worked on the springs and dampers while Pirelli came up with a bespoke P-Zero tyre for the car which works really well: it’s quiet and very progressive when it starts to slide. “But the secret is in the fine tuning. We could have given it traction by making it very soft at the back but that would have spoiled its balance, in fact we achieved it with the compliance bushing in the rear suspension. We have a higher bias on the limited-slip differential too, the engine mounts were tuned to keep the powertrain more stable under heavy loads and we took some damping out of the steering to make it feel cleaner.” Detail, detail, detail. Of course we must wait until we can drive it before seeing if all this potential has been converted into reality but those areas I can report with reasonable accuracy – the ride, the punch and the noise all suggest that the DBS is not just going to be the fastest, most powerful Aston Martin production car in history, but a flagship super GT the likes of which we have not seen since the legendary V8 Vantage of 40 years ago. L
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FUTURE CLASSICS ON A BUDGET
£500 TO £2000
If you can’t aford a classic, buy it before it becomes a classic. Dan Prosser brings you 16 cars that have what it takes redicting which cars will achieve classic status is an uncertain art. One of the surest indicators of a nailed-on future classic for many years was motorsport pedigree, but in more recent times it’s become less of a factor. Homologation regulations aren’t what they once were, after all, and manufacturers are no longer obliged to build road-going facsimiles of their competition machines. So which factors do apply? Scarcity, for one, and reputation for another. If a car is rare and widely reckoned to be one of
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Audi TT 1998-2006 Being not much more than a reclothed Volkswagen Golf, the Audi TT was never going to set new standards in the coupé sector for outright driving fun. Instead, it changed the coupé game with its ultra-cool and minimalist cabin, as well as its show-stopping Bauhaus exterior design. Tatty cars can be found for three-figure sums, but £1800 will afford a well-lookedafter example with the muscular 225bhp 1.8-litre motor.
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the best of its type to drive, it’ll probably reach classic status. Beauty is another factor and so too is significance: a car that changed the game in its sector is bound to be held in high regard for years to come. Every car we’ve highlighted here meets at least one of those criteria. There is a strong possibility that many of them will rise in value over the coming years, but we haven’t let that be our motivating factor. Instead, we’ve concentrated on cars that are great to drive or a pleasure to own. Now is the time to bag a copper-bottomed future classic, for as little as £500.
Ford Puma 1997-2002 It may be a humble Ford Fiesta underneath its sharp, feline bodywork, but the Puma is actually huge fun to drive thanks to a sweet chassis, incisive steering and an eager 1.7-litre engine. Great swathes of the remaining Puma population are wiped out each year by that most virulent of automotive diseases, rust. You’ll pick up a Puma for as little as £500 and rust-free cars may start to rise in value.
AFFORDABLE FUTURE CLASSICS BUYING GUIDE W H A T I’ D BUY NOW
M I S S E D T H E B OAT Cars once within reach that are now eye-wateringly expensive
C I T R O E N S A XO V T R
B MW M3 CS L (E46) 2003
I’d buy a Citroën Saxo VTR, the 1.6-litre, 8-valve hot version of Citroën’s old three-door supermini. The Peugeot 106 GTi did it better, but they don’t fit the budget and the Saxo did most of what the 106 did, only with more lift-off oversteer and a more cramped footwell. Reliable? Trustworthy? I doubt it, but a modifiable giggle. MATT PRIOR
At £58,500, the M3 CSL seemed painfully expensive when it was new, and values in the years that followed dropped to around £25k. Today, a leggy car is worth £40k.
PORSCHE 911 2.7 RS 1973 Air-cooled 911s have posted astonishing increases in value. The most celebrated 911 of all has risen in value ten-fold in 15 years and is now worth at least £600,000.
Fiat Panda 100HP 2006-2010 Whoever would have thought there was a vibrant baby hot hatch hiding away in the cheerfully upright Panda? The 100HP looks poised and purposeful but, more importantly, it’s a real hoot to drive. Running stiffer springs than a ready-salted Panda, the salt and vinegar 100HP does tend to skip and pogo along the road, but with the tyres howling and the 1.4-litre motor singing its song, that bouncy ride just seems to make such sense. Prices for this scarce car start at around £1500.
FO RD ESCO RT RS COSWO RTH 1992-1996 After dropping as low as £10k, the turbocharged Cossie has rocketed in value. The very best examples swap hands for a staggering £70k.
Suzuki Swift Sport 2005-2012
With its smiley face and dinky proportions, the Swift Sport is as cute as a puppy wearing a bow. Which makes its propensity for snap lift-off oversteer all the more alarming. This charming little 1.6-litre hatchback will have you off the road if you aren’t paying attention. Of course, that pointy handling balance is what makes it so much fun to pedal along. It’ll be revered in years to come for being among the last of the oldschool hot hatches that delivered their thrills through feisty dynamics. It starts at around £1400 today.
H O N DA N SX 1990-2005 A few years ago, Honda’s answer to the Ferrari 355 looked decidedly undervalued at around £20k, but today you’ll pay at least £50k. The NSX-R commands three times that.
PEUG EOT 205 GTi 1984-1994 For many years, Peugeot’s iconic hot hatch traded hands for mere three-figure sums. You’ll pay £8000 for the GTi now.
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£2000 TO £5000
Porsche Boxster 986 1996-2004 When the original Boxster arrived in the mid-1990s, many people weren’t sure what to make of it. For one thing, it appeared to be styled with two front ends, and for another it was so clearly subordinate to Porsche’s flagship sports car, the 911, in every conceivable way that image-conscious buyers didn’t want to be seen anywhere near it. It was their loss, of course, because the Boxster was blindingly good to drive with communicative steering, a poised and perfectly balanced chassis and zesty flat-six engines. About £4000 will buy you a tidy Boxster today, and at that price you’ll find a car with the 2.7-litre engine that’s far preferable to the slightly asthmatic 2.5. In the fullness of time, we’ll look back on the Boxster as the car that saved Porsche and propelled it towards global dominance.
OWNERS’ CLUBS
Volkswagen Phaeton THE KEY TO buying and running a classic car is arming yourself with as much knowledge as possible. You’ll want to know exactly what can go wrong with a given car, how to tell if that car is moments away from a meltdown and what you need to do to fix it. You’ll find lots of information for any car online, but no amount of Googling will set you up quite like joining an owners’ club. They’re not just a source of wisdom and expertise, though. Through group buying, owners’ clubs often save their members money on things like tyres and spare parts, and you may even find discounts on insurance. Owners’ clubs also organise meets and track days and, when your time with your classic car is up, you’ll probably find it’s the best way to locate a good home for it too.
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2002-2006
Anybody with even the faintest sense of the automotive market could have worked out that a Volkswagen luxury car would be a dismal flop. But, spearheaded by the mercurial Ferdinand Piëch, the Phaeton was put into production in 2002 anyway. Sales were glacially slow, but an updated model remained on VW’s price lists until a couple of years ago. The most desirable engines were the 4.2-litre V8 and 6.0-litre W12, both of them petrol, although you’ll search high and low before you find either for sale at any price. If you get lucky, you might unearth a 3.2-litre V6 petrol for less than £5000, but the vast majority at this money are 3.0-litre V6 diesels. As fine an example of corporate folly as you’ll find anywhere.
AFFORDABLE FUTURE CLASSICS BUYING GUIDE CLASSIC CAR INSURANCE
Citroën C6 2005-2012 Citroën built its reputation on cars that were strange and non-conformist. For a long time, the French company existed in its own little bubble, doing things its own way. The likes of the 2CV, DS, XM, BX and many others were proper oddballs. The C6, now yours for about £3000, was among the very last of the bizarro Citroëns. The manufacturer’s model range today is nothing like as quirky as it once was.
Volvo 850 T5-R Estate 1995-1996 The sight of a boxy, square-edged Volvo 850 estate leaping across kerbs on a race track was so strange and incongruous that it remains one of touring car racing’s most iconic motifs. The road-going 850 T5-R will always be a sought-after model simply for that association, even though the mechanical similarity between the two cars was close to negligible; the T5-R, after all, was no homologation special.
Porsche 944 1982-1991
W H A T I’ D BUY NOW
At the ripe old age of 36, the Porsche 944 is already well on its way to being a classic, but values are only just beginning to creep upwards. Whereas a contemporary 911 will fetch well beyond £30,000 today, a 944 can be picked up for a fraction of that. In fact, for around £8000, you’ll find a late-model 944 S – which had the more powerful, 190bhp version of the 2.5-litre four-pot – with not much more than 100,000 miles behind it. The 944 will always be a sweet and rewarding car to drive. Mostly, that’s down to the transaxle layout, which gives the 944 its nearperfect chassis balance.
T OYO TA M R 2 M K 3 For £5000, you can buy the very best Mk3 MR2 there is. Even for £2000, you’ll get a very solid example, and there are plenty around to suit every budget in between. You get one of the most exciting sports cars of its time — firmer and sharper than a Mazda MX-5, but more usable and easier to live with than a Lotus Elise. A perfect balance, in other words. Prices can only go one way from here. ALEX ROBBINS
Your car doesn’t need to be a pristine 1960s Ferrari for it to qualify for classic car insurance. The general rule of thumb is that it should be more than 15 years old and worth at least £15,000. Policies will probably impose mileage restrictions, but as a result they generally work out cheaper than conventional insurance. High street insurers often have classic car policies of their own, but most owners will be better served by smaller, independent specialists, such as Footman James. It’s important to agree a fair value for the car in question with your insurer so that if the worst should happen, there’ll be no quibbling over the size of the payout.
BMW Z4 Coupé 2006-2009 What is it that makes the Z4 Coupé so much more alluring than the roadster? Perhaps it’s a combination of rarity (just 9% of Z4s were Coupés) and the sleek, mini-supercar fastback styling. Viewed from the rear three-quarters, the Z4 Coupé remains one of BMW’s prettiest designs of recent years. Even the leggiest cars command £15,000 or so. The 3.0si may not be a bells-and-whistles M-car and, yes, it does lack 75bhp compared with the Z4M, but when prices start at just £6000, do you really care? Lower-mileage cars are £8000 and up. Just make sure you fit – the cabin is comically tight.
£5000 TO £10,000
Subaru Impreza 2000 Turbo 1994-2000
There is so much to enjoy about this most humble of high-performance Subaru Imprezas, notably its punchy turbo performance, warbling boxer soundtrack and that rangy, fluid suspension that works so beautifully on bumpy UK roads. The trouble is, you’ll search far and wide before you find a car that hasn’t been messed about with. Indeed, originality is exactly what will make the Impreza Turbo a desirable car in years to come.
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£5000 TO £10,000
Renault Avantime 2001-2003 Very few car manufacturers can rival Renault in the noble discipline of building quirky, oddball cars. At least, that was true 15 or 20 years ago when the French company seemed to sign off whatever hare-brained concepts its (presumably very drunk on vin rouge) product planners could dream up. The Clio V6, the Vel Satis and the Avantime quasiMPV would have been killed off by anyone else. Around £6000 buys a decent Avantime today.
W H A T I’ D BUY NOW
H O N DA AC C O R D T Y P E R I’m amazed that Honda’s deliciously nutty Accord Type R isn’t already attracting prices well north of £10k, but even the nice ones are available for little more than £6000. You won’t find many other modern four-door saloons with firecracker atmo VTEC engines that offer room for the family. Superb shift quality, lovely steering, balanced and entertaining handling. And if scarcity’s any guide of future classic status, this is one to watch: from a peak of almost 2000 examples, little more than 500 now remain. MATT SAUNDERS
A CL ASSIC SUV? The SUV is the dominant force in the new car market, but will it yield the classics of the future? At first glance, it seems unlikely. For all their qualities, most SUVs lack the character and charisma that are the essence of ‘classic’ status. That said, the pioneers of the genre are already bona fide classics and in some cases blue-chip investments. Take the Range Rover, the founder of a dynasty of road-biased off-roaders: two-doors are the hottest property, with mint examples changing hands for well north of £100k. It will be interesting to see if the Urus follows in the wide wheeltracks of its Lamborghini forebear, the LM002. Instead of borrowing from a family parts bin, that bonkers machine was Countachpowered and hyper-rare, and is now over £250k. Back to today, and a straw poll did yield a couple of candidates. The limited-edition Range Rover SV Coupé looks a cert for collectability, and we can see Alfisti 20 years hence getting hot under the collar about a Stelvio Quadrifoglio. Alastair Clements
Editor in chief, Classic & Sports Car
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Mercedes SL55 AMG 2002-2008 It is very easy to be sniffy about the SL. It’s much less a sports car and more a laid-back cruiser, after all, but the full AMG treatment did unearth a hidden wild side. The SL55 AMG’s near-500bhp supercharged V8 also happens to sound like a low-flying Spitfire, which goes a long way to vanquishing the SL’s well-groomed boulevardier image. With a folding hard-top roof and Active Body Control suspension, the SL55 is by no means a simple car. In fact, perished seals on earlier models mean the roof can allow water to leak into the boot, while the trick suspension can go wrong and lead to nasty bills. Those sorts of issues have suppressed SL55 values and they may even prevent them from climbing in years to come. The thunderous soundtrack will keep your mind off all of that, though.
Land Rover Defender 1982-2016 A Defender is as sure a place to put your money as bricks and mortar. It’s one of those cult cars that seems to command much higher values than rational common sense suggests it should. Defenders are slow and noisy and uncomfortable and hopelessly oldfashioned, but they’re adored nonetheless and, accordingly, values are rising. You won’t find many for sale for four figures, but £14,000 is a very healthy budget.
AFFORDABLE FUTURE CLASSICS BUYING GUIDE W H A T I’ D BUY NOW
O N E S T O WAT C H Cars that could become classics not soon but 20 years from now
B M W M 5 (E 39) In this price bracket, you’re looking at an E39 M5 approaching, possibly exceeding, 100,000 miles, but that needn’t put you off. A rebuilt VANOS variable valve timing system and rock-solid service history should see you straight. Then you can look forward to enjoying arguably the best M5 of the lot : manual ’box, 400bhp V8 and a chassis that’s almost as happy to play B-road stormer as grand tourer. Don’t let the understated coachwork fool you into thinking this isn’t a massively characterful super-saloon. RICHARD LANE
FO RD FI ESTA ST 2013-2017 The Mk7 Fiesta ST’s chassis is supremely well-resolved, the control weights are perfectly matched and it’s plenty quick enough. A hot hatch great.
TOYOTA GT86 2012-present Toyota’s compact, rear-wheeldrive GT86 — as with Subaru’s own version, the BRZ — prioritises fun and engagement over outright performance and is better for it.
O £ 1 0 , 0 0 0 T0 £15,00
Alfa Romeo 164 Q4 1993-1998 Styled by Pininfarina – apparently with judicious use of rulers and set squares – the 164 was Italy’s answer to the BMW 5 Series. The V6-powered, four-wheel-drive Q4 version that arrived in 1993 wasn’t exactly a rival to the 311bhp M5 of the time, but with 229bhp the Alfa was no slouch. The car is extremely rare these days, but they can be found for a whisker under £15,000.
ASTO N MARTI N V8 VANTAG E 2005-2017 This V8 Vantage was the last of a breed. When electric cars rule the roads, we’ll keep a naturally aspirated V8 in the garage.
B MW M3 (E92) 2007-2013 The M3 that came before it, the E46, is starting to rise in value and you can bet the E92 will do so too. Its V8 engine is such a masterpiece that demand will never falter.
Ford Focus RS Mk1 2002-2003 The original Focus RS arguably changed the hot hatch game more than any other car. It was the first of its type to be engineered with the same precision, attention to detail and track-proven hardware as a sports car. The punchy turbocharged performance and tightly wound Quaife limited-slip diff give it huge performance but a ragged edge too. Factory-specification cars will one day shoot up in value. Today, a clean example costs £12,000.
N ISSAN GT- R 2008-present Not many cars can claim to have conquered the world, but the R35 GT-R did. It’ll go out of production soon and values will steadily drop before rising again years from now.
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Wings and roundabouts
Last month we introduced you to Prodriveâ&#x20AC;&#x2122;s amphibious vehicle, now weâ&#x20AC;&#x2122;re taking flight in a plane that doubles as a car. Are these machines mere gimmicks or a glimpse into the future? Colin Goodwin slips on his Aviators and finds out
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FLYING CARS INSIGHT s a private pilot, I know from personal experience that airfields and airports are almost always irritatingly far from your final location. The airport in Exeter, for example, is a cab or bus ride from the city. There are exceptions, however. When you land at Goodwood, you’re right in the middle of where you want to be and at Le Mans it’s a short walk from airport to circuit. The obvious “Mark solution is an my word, aeroplane that a combination doubles as a car. airplane and car is It’s simple: drive coming. You may to the airfield, smile but it’ll come.” unfold the wings Henry Ford in and take off. At 1940 the other end, you reverse the process and drive to where you want to go. The fantasy of the flying car is almost as old as flight itself and, throughout the history of aviation, eccentrics, dreamers and shed engineers have tried to turn the dream into reality. Audi, Airbus and Italdesign are jointly working on an alternative take on the flying car and had a mock-up at this year’s Geneva motor show. It’s like a giant drone that picks up a passenger pod, flies it around and then can place it back on a set of wheels so that it can drive around as a car. It’s called Pop Up. But there was another, rather unusual flying car at Geneva that caught my eye. Tucked away in a corner of the hall was the PAL-V Liberty, a Dutch creation that combines autogyro (also known as gyroplane) and three-wheel car to make an intriguing proposition. The most famous autogyro is Little Nellie, the machine that Sean Connery flew in the James Bond film You Only Live Twice. Essentially, you have rotor blades that provide lift and a pusher propeller at the back for thrust. Unlike a helicopter, the rotor blades are not driven by the engine – they spin as the machine is pushed through the air. That said, you need to get the rotors spinning on the ground, so that’s done via a power take off and clutch from the engine. The Liberty has two engines, both of which are used for flight but only one for driving. You can see that the Liberty looks seriously top heavy once the rotors are folded up for the road. “It is,” says George Tielen, PAL-V’s head of training. “So much so that we realised straight away that the machine would tip over in corners even at low speeds.” The solution is crafty. And Dutch. Remember the Dutchdesigned Carver leaning car from the early 2000s? PAL-V has bought the patent for the Carver and incorporated the system into the Liberty. A tilting three-wheel car that flies. I’m intrigued. So much so that I flew ◊
PHILIP WHITEMAN
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∆ in my own aeroplane to Breda airport in Holland where PAL-V carries out its pilot training. Annoyingly, it’s an hour’s drive from the firm’s factory and headquarters so Tielen has to drive us there. In a Toyota. The set-up is impressive, a lot like a smaller version of a Formula 1 team’s premises. Already around £31 million has been invested in the Liberty and as yet only the prototype has flown. If a small car company such as TVR faces a lot of testing and paperwork, it’s nothing compared with the world of aviation. Ultimately, PAL-V is aiming to get the Liberty certified by EASA (the European Aviation Safety Agency) and that’s going to take at least another year. At Breda, Tielen is training 12 customers, none of whom are already pilots. He’s using an Italian autogyro called the Magni M24 Orion. I’ve flown an autogyro before but it was an open tandem-seat model, not a side-by-side closed machine like this one. It’s powered by an Austrian-built Rotax engine that is now the ubiquitous light-aircraft powerplant. Its flat-four, pushrod configuration looks medieval by car standards, only the cylinder heads are watercooled and the electronic ignition and fuel injection are very simple. It’s the same engine that the Liberty uses, but in that machine they’re naturally aspirated and in the M24 Orion the powerplant is turbocharged. Why two motors in the Liberty? Because it’s heavy. The Orion weighs 285kg empty and the Liberty 664kg. You’d think fitting turbocharged Rotax engines to the latter would make sense if the more power the better is the case, but apparently there isn’t room for all the extra plumbing and intercoolers. It’d take a lot of pages to explain fully the novel and wacky experience of flying an autogyro so we’ll just stick with the basics. It’ll give us half an idea of what the Liberty will be like to fly. The other half, how it will feel to drive, we’ll come to in a moment.
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aspirated Rotax engines Liberty uses two naturally
Tielen fires up the Rotax engine and we taxi out to the runway. As yet, the rotor above our head is static and just flexing up and down. The clutch is released and the rotors start to turn. We won’t be going anywhere until we have more than 185rpm. Brakes off and we slowly accelerate. We’re off the ground pretty quickly but Tielen holds the Orion about 20 feet off the ground as rotor speed goes over 300rpm. Now he gently pulls back on the stick and we climb at 650ft per minute. There’s only one stick and set of pedals for the rudder. An autogyro is naturally stable, which is a very good thing but does make the controls quite heavy in a turn. The really great thing about autogyros is that they don’t need much space to land, especially if there’s a decent headwind. Many people ask what happens if the engine conks out. Does it fall like a stone? Actually, no – like a sycamore seed. Tielen demonstrates by cutting the throttle at 1500ft. We drop at 1000ft and at the last moment he pushes the nose down to get some forward speed
The appeal of the Liberty is that it combines an unusual flying experience with an equally wacky driving one.
and then flares for a gentle landing. Now for a taste of how the driving experience might be. Thanks to the internet, I found a Carver no more than 20 miles from home. Its owner, Howard Brooks, has only owned his Carver since Christmas but is already in love with it and was more than happy to take me for a blast. Three wheels, a three-cylinder 660cc turbocharged Daihatsu engine from the Copen in the back and a body that tilts. It’s an incredible machine, quite different to anything I’ve ever been in. There are a few similarities: the tandem straddlethe-driver seating position is similar to the Light Car Company’s Rocket. The view out is a bit like the BMW C1 enclosed scooter. But nothing compares to leaning
into a corner in the Carver. It doesn’t actually feel like leaning on a motorbike. Oddly, and ironically, it feels like banking an aircraft. Particularly a highperformance aircraft with a high roll rate. The movement from a left to right-hand turn is virtually seamless, even more so than on a bike. I found it absolutely joyous and the feeble output and weedy tone of the 65bhp Daihatsu engine almost irrelevant. And here’s the interesting thing about the Liberty and why I think it might have a chance of being successful. It combines a very different flying experience with a very different driving one. The oftquoted argument that for the price of a flying car, which is almost always high, you could buy a nice car and an aeroplane is hard to argue against.
FLYING CARS INSIGHT O T H E R F LY- D R I V E INVENTIONS
TAYLO R AE ROCAR First Editions cost £440k but so far only a prototype has flown
The 1949 Aerocar is the most successful flying car. The six made were certified by the US aviation authority. Powered by a Lycoming aero engine, the Aerocar towed its wings behind itself in car mode.
TERRAFUGIA TRANSITION In development since 2006, the Transition is powered by the same Rotax motor as the Liberty and has a top speed of 70mph on the road and 115mph in the air. Last year, Terrafugia was bought by Geely so at least it now has money behind it.
AE RO M O B I L
The Liberty combines an autogyro aircraft with a three-wheel car The initial ‘First Edition’ Libertys cost £440,000 and even the standard ones after that will be £350,000. For that you could buy a new Porsche 911 and my aeroplane that will do 200mph to the Liberty’s 100mph. But here we come back to my opening point – that you are always an annoying distance from your final destination. Also, you need to return to where you first took off from because that’s where you left your car. It’s a right nuisance to return due to wonky weather to an airfield that’s not the one at which you left your car. There’s another reason why the PAL-V Liberty might just be a goer. The company has the right approach to teaching people to fly it. I suspect, like the first 12 pilots who Tielen is already training, that most buyers will be new to the world of flying. There are many very rich people
in the world to whom £440,000 is nothing. We know this from the number of people who own more than one Veyron (somebody owns eight). But from my experience, very wealthy people have limited patience. They’re not going to take easily to 40 hours of training and nine exams. Tielen isn’t calling his course intensive training; he’s calling it Boot Camp. And here’s the cool bit: as well as holding Boot Camps in Spain and Florida, there’s also one in the Dutch Caribbean island of Aruba. Your family enjoys the West Indies while you learn to fly an autogyro in perfect weather. That’s not such a hard sell. Lots of testing and paperwork have to be done before I’ll be able to fly and drive the Liberty, but if it’s anything like the experience of flying an autogyro and driving a Carver, it’ll be a buzz worth waiting for. L
This Slovakian flying car project has serious names behind it, such as Prodrive and Antony Sheriff. A Subaru engine for flight also acts as a generator for hybrid drive electric motors in the front wheels.
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THE HEAT IS ON The pressure piled on Le Mans 24 Hours drivers is colossal but not half as much as the brakes underfoot. James Attwood shines a light on motorsport’s disc jockeys
ontrary to belief, the Le Mans 24 Hours isn’t about going as fast as possible for a full day. For around three hours and 15 minutes or so, it’s all about stopping as quickly as possible. It’s those 3hrs 15mins (or four hours for cars in the GTE classes) that concern Brembo, the Italian company that supplies brakes to the majority of the entries on the Le Mans grid. Since it was founded in Bergamo in 1961, Brembo has specialised in performance brakes, which it supplies to a huge range of motorsport series (see separate story, right) and, increasingly, to car firms.
GEORGE DECOSTER, LAT
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At Le Mans, for example, 27 of the 30 LMP prototypes and 25 of the 30 GTE cars used some combination of Brembo discs, pads and calipers. Those customers included the racewinning Toyota TS050 Hybrid and the GTE Pro class-winning Porsche 911 RSR. The teams are supplied with brake parts ahead of the race, either directly from Brembo or via a specialist distributor. Brakes are a vital part of success in motorsport, not least because of the consequences of such systems failing. Making braking systems work efficiently is a big challenge for an endurance event such as Le Mans, when drivers will hit the brake pedal
more than 4000 times. Adding to the complexity for Brembo is that the brakes used in the prototypes and GT divisions are hugely different. Prototype cars use carbonfibre brake discs and pads, with six-piston calipers at the front and four-piston calipers at the rear. In the road-based GTE class, carbonfibre is banned for cost reasons, so cast-iron discs are used, with ceramic-based pads. GTE cars usually feature six-piston front and four-piston rear calipers, but that does vary depending on car design. The carbon brakes are more efficient . Heading into Le Mans’ first Mulsanne chicane, for example, an LMP1 car will take around 3.2sec
and 200 metres to brake from nearly 200mph to 60mph. A GTE car will take 5.7sec and just over 300 metres. Carbon brakes are also lighter: an LMP1 disc weighs 2.7kg, compared with 11kg for the GTE disc; LMP1 pads are 300g compared with 1kg. Across four wheels, that’s a difference of 25kg or so. The big challenge of both types of brake is keeping them in their operating window. Competition brakes are like porridge: their temperature needs to be just right. “You need to keep enough heat in them when they’re not being used on a long straight, but you don’t want them to get too hot – it’s all
RACING BRAKES LE MANS 24 HOURS about managing the cooling,” says technician Brandon Miller. The working temperature range is 300-750deg C for cast-iron discs, 350-800deg C for carbon ones. “If cast-iron discs get too cold on the straights, when the driver brakes and sends loads of heat into them you can get thermoshock, and the surface can crack,” says Miller. “Carbon brakes can’t thermoshock but, if they get cold, you get a lot more friction wear when the heat suddenly goes into them, and they’ll wear out a lot more quickly.” If the brakes get too hot, they wear too. In the case of carbon brakes, they oxidise, literally burning from the inside out – hence the dust you sometimes see trailing from Formula 1 or LMP1 cars under heavy braking. The key is to balance the amount of cool air that reaches the brakes. All the cars feature cooling ducts, and Brembo works with teams to develop calipers with matching ventilation to ensure the air reaches the brakes. Brembo had five technicians at Le Mans to advise on set-up, wear and cooling. Most of that work is done early in practice. “A good weekend for us is when nobody wants to talk to us during the race,” jokes Miller. During a 24-hour race, ambient temperatures will vary substantially. As a result, teams will cover the cooling ducts as needed, usually with sticky tape. This is cut into precise 15mm strips, using data to work While out the difference a strip makes Le Mans to the cool air reaching the prototypes and other brakes. The team can then add track cars feature carbonor remove strips as needed carbon brakes – with carbon during the race. discs and pads – don’t expect to Brake discs are designed see them on road cars. “It’s just to make the most of the cool not possible – they need too much air that reaches them. In energy,” says Brembo’s Gianluca LMP1, teams are allowed to Zonca. “You couldn’t use them at blow cool air directly onto the 30mph, or after three hours discs. Brembo designs discs for on the motorway, because LMP1 cars with 430 holes in (for they wouldn’t be hot comparison, a disc for an LMP2 enough.” car has 48 holes; an F1 disc 1400), which ensures the cool air is spread evenly throughout the disc. Air blowers aren’t allowed in GTE, so the disc itself has to do all the work, hence it features 72 larger BRAKING POINTS holes, shaped to draw air in. Temperature is also an issue for the pads – carbon for LMP1 cars, a ceramic-based material mix in GTE – and calipers, which need to be kept Pedal load per lap for an LMP1 car around 200-210deg C. Any hotter and the rubber piston seals could melt and the brake fluid could boil. While Brembo uses a bespoke fluid with a boiling point of 330deg C, it is Wear on a 32mm LMP1 brake disc ultra-absorbent and soaks in water, in a 24-hour race lowering that temperature. Hybrid cars, such as the Toyota TS050 Hybrid, add to the challenge. Gianluca Zonca, Brembo’s LMP1 and F1 technician, says: “Because a hybrid Number of cooling holes in an recovers energy [under deceleration] LMP1 brake disc at different times, the braking level changes frequently, so the system has to accommodate that.” The brakes must also work in the case of a hybrid Weight of an LMP1 brake disc failure, although Zonca notes the system would only last ten laps or so,
LMP cars brake more than 4000 times during the Le Mans 24 Hours
800kg 4mm 430 2.7kg
B R E M B O ’ S G R E AT E S T C H A L L E N G E Rallying is a disaster for brakes.” How so? “The drivers are pushing the pedal all the time and trailing their braking, which builds up heat, but the speeds are not so high, so there’s no cooling. Then you have to cope with dirt and dust, and the slow road sections between stages. It’s so difficult to cope with.”
Brembo supplies braking systems to almost every major motorsport category: Formula 1, sports cars, Nascar, Indycar, MotoGP, World Superbikes and more. Asked to pick which category presents the biggest challenge, Brembo technician Gianluca Zonca is emphatic: “Rallying.
Rallying is the ultimate test of Brembo’s brakes
` Competition brakes are like porridge: their temperature has to be just right
a
since “if the hybrid isn’t working, the [team] probably won’t go on much”. LMP1 brakes will last the entire race – the 32mm discs will wear by just 4mm or so, while the 26mm pads wear by about 16mm. Zonca attended his 19th Le Mans for Brembo earlier this month and remembers the first time an LMP1 car finished the race without changing brakes, in 1999. “There’s been a huge improvement in the last 10 years,” he notes. Teams in GTE don’t need to change brakes – a car first made it to the end without switching in 2016 – but most still change them around half-distance. That’s largely tactical:
cast-iron discs wear by only 1mm or so after 24 hours. Pads are more of a concern, starting at 29mm and wearing to about 10mm. And top teams can change a complete unit in around 30 seconds, so it can be done during a driver-change pitstop without costing any extra time. “Some drivers and teams like newer brakes for the second half of the race,” says Zonca. “GTE is often really close to the end, so they want to be able to push if there’s a close fight.” After all, if a driver is confident in the ability of his brakes to stop as quickly as possible, he can get on with his job: going as fast as possible. L
Managing the cool air that reaches the brakes is a vital task
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YO U R V I E WS WRITE TO
autocar@haymarket.com Nine-tenths of the Four I feel that I must don the defensive owner’s traditional outfit of cape and moon boots, and respond to Dan Prosser about the Audi RS4 B7 as described in the 30 May issue (‘Viva la revolutions’). I’ll agree that its strengths lie in long-term daily use and that if you’re after oversteer, the opposition was undoubtedly the place to go. But I think the differences between it and the BMW M3 are being exaggerated. Steve Sutcliffe preferred the RS4 in Autocar’s back-to-back test all those years ago, because it was “as good as, if not better than”, the M3 in almost all areas, including being faster and more communicative. I think this last point is overlooked in general in this electrically steered, flappy paddle era. Having put in 11 years at the wheel, I think I am as qualified as anyone to state that the car is (on tyres that work with it, and not all do) in its element at eight or nine-tenths, rather than the seven or eight that is suggested. That is a larger difference than it might seem at first reading. So, “runt of the litter”? Ill-chosen words, I fear. Spot on about the engine, though! Simon Bartlett Via email
Calling all space cadets It seems cars are getting bigger and wider just to package the centre console. Recent issues of Autocar have featured images of cars from Audi, BMW, Jaguar and Lexus all trying to outdo each other to see who can create the widest, most useless waste of space they can. Come on, OEMs, we don’t need these.
LETTER OF THE WEEK
Wide centre consoles are vexing John
Buy now, pay later
WIN Letter of the week wins this ValetPRO exterior protection and maintenance kit worth £48
Have we reached ‘peak car’? By that, I mean have the best cars ever to be made already been built? As a car enthusiast with a family fleet of five vehicles including this Porsche 911 (993) cabriolet, I realise that the youngest is already four years old and that I feel no desire for the new products that are featured on your pages each week. I don’t want nannying driver aids, hybrid drivetrains, level-three autonomy or more fiddly screens to navigate around. My fleet includes cars that are blisteringly fast, satisfyingly economical, soothingly comfortable and splendidly compact. No car embodies particularly complex technology and I sense that each will make it to its 10th birthday without major expense. Why should I spend a heap of money updating my garage when all I’ll get will be features I don’t want with questionable longevity? I may never buy a new car again. Wake up, manufacturers – I know I’m not alone! Nick Dawson Marlow
John Wright Somerset
Hue and cry Henry Ford lives on! You can have it any colour you like as long as it’s black. Really pleased to hear that somebody else (Jonathan Batt, Your Views, 6 June) has similar views
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to my own on dull, black interiors. Imagine going into a furniture shop and the only colour on offer was black. My suggestion is for fabric seat coverings and door cards in a range of both classic and exciting colours. Knobs and switches could be in a colour that makes them distinguishable, which I am sure is both safer and more aesthetically pleasing. Marcus Horrell Peterborough
As soon as I saw your photos, I thought that front end (which, to butcher your terminology, would be the ‘unpretty’ end) has more than a whiff of Toyota GT86 about it. Now, there’s nothing wrong with a GT86 per se and you’ve recommended it highly as a secondhand buy. But if you’ve just paid £120,000 for an Aston Martin, do you really want people who see it from the front (or in a rear-view mirror) to wonder whether it’s a Toyota?
Toyota or not Toyota?
Andrew Casson Cockermouth
You mentioned in the road test of the Aston Martin Vantage (23 May) that the “curved full-width light bar is the crowning glory of a rear end that’s far prettier than the front. Expect to see plenty of Vantages parked nose in.”
After reading your 23 May edition of the magazine, I am fascinated about Volvo’s plan to stop making diesels. The diesel debate has gone on
Green and blacks
for a few years now and not once have I heard or read anything about biodiesel being a potential answer. The first diesel was designed to run on peanut oil or vegetable oil and modern diesels have proven that they can run on a biodiesel, even if they need new filters. Biodiesel can also be viewed as recycling food waste. The big oil companies will not like people running their cars on another product and many governments will lose out in taxes too. Makes you wonder: is that why biodiesel isn’t being thought of? More hybrid cars mean more toxic batteries being built and, of course, disposed of. Then there are hybrid cars’ massive mpg claims. Honda’s original Insight is so far the only hybrid I have read about that has matched or bettered the manufacturer’s claims, and that was because it was very light. Kevin Stone Via email
Is AEB braking safe? I write further to your interesting article about assessing autonomous emergency braking (AEB) systems
A110 could have come from the pen of Colin Chapman, says Dave
LETTERS (News, 23 May). The official tests of AEB systems are clearly artificial as they include no other vehicle or roadside furniture. Your long-term car tests have given examples of emergency brakes being applied when they should not be. What if there is a vehicle travelling too close behind you, perhaps unable to stop as quickly? There may be alternative evasive actions a driver can take and there may be no need to brake suddenly. I worry about an automated system that may be unable to weigh up all relevant factors before stopping the car as quickly as possible.
G R E AT R E A S O N S T O B U Y
NEXT WEEK’S ISSUE O N S A L E 4 J U LY
DRIVEN
John Bergman Via email
I wanna get hy It really is no wonder that most car-buying members of the public currently seem so confused about alternatively fuelled vehicles. I feel that this ‘electrification’ of our automobiles is a transitory stage before the true, future emergence of hydrogen-powered engines becomes a reality. Why? Simply because electrification, no matter how far the ‘future’ battery will take you under its own, sole power, is reliant upon fossil fuels. Hydrogen power is not, and is totally green. This has to be the way forward and the few manufacturers that are currently researching this fuel cell are in the ascendant, although they are ‘under the radar’ at the present time as their research grows.
New Ford Focus Matt Prior’s verdict on Ford’s fourth-generation Focus. Does it once again set the dynamic benchmark for family hatches? I NTERVI EW
DRIVE
Meeting Daniel Ricciardo
Honda NSX vs Route 66
We sit down with Formula 1’s most likeable driver
An epic road trip along America’s iconic highway — in time for 4 July
John Harvey Haslemere, Surrey
Greatness in the making
Dave Oldridge Via email
EVERY WEEK R OA D T E S T
FIRST DRIVE
USED BUYING GUIDE
Mercedes-Benz A-Class
BMW X4
Honda CR-Z
We’ve group-tested the diesel, now we rate a petrol-powered A-Class
It’s BMW’s second attempt at a Range Rover Evoque rival. Is it any good?
Why Honda’s hybrid makes for a much better used car than a new one
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autocar.co.uk/subscribe or see p64 27 JUNE 2018 AUTOCAR.CO.UK 63
CONTENTS SUBJECT TO CHANGE
I’m catching up on my reading, and can’t help thinking that the Alpine A110 (Road test, 16 May) could have been designed by Colin Chapman. The French car has light, pliant suspension and cabin trim flavoured with items from higher-volume cars. It seems to be a great car. A modern classic, perhaps?
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O U R CA RS F E AT U R E D T H I S W E E K
BMW M5
BMW 740LD
FORD FIESTA
HYUNDAI i30 N
MERCEDES-BENZ X-CLASS
VAUXHALL INSIGNIA
BMW 740LD Does this 7 Series have that all-important sense of occasion its predecessors lacked? FIRST REPORT WHY WE ’ R E RU N N I N G IT To find out if BMW has finally created a credible alternative to the Merc S-Class
his is not the first time I’ve run a BMW 7 Series on this magazine’s longterm fleet. Nine years ago, I had an early example of the previous generation and, after 12 months at its helm, concluded thus: “It failed substantially to endear itself to me. It is a car to admire and respect as a machine tool for doing a specific job very well. What it lacks is that sense of occasion that has kept the S-Class Merc on top of successive generations of Sevens for a period measurable in decades.” ’Twas ever thus for BMW’s biggest saloon.
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So why repeat the process, especially given the fact that when the test team recently compared the new 7 Series with the latest S-Class and the new Audi A8, the BMW came last? Nine years ago and flawed as it was, I’d have backed the old Seven at least to be able to put one over an A8. But there were several reasons for this extended test. First, because it was the narrowest of decisions; second, because testing cars for a day or two is not the same as living with them for a month or six; and, third, because when I first drove this new 7 Series, I liked it more than any of the previous five generations I’d tried. Most obviously, the single greatest failing of all 7 Series BMWs to date – ride quality – has been eradicated. Make it default to its Comfort Plus setting and the Seven rides
ridiculously, almost Rolls-Royce, well. But there’s something else too: one of the reasons the S-Class has always been the greatest massproduced luxury car is that as megabytes of data became gigabytes and terabytes, Benz always found a way to ensure it never subjected you to information overload, while BMW took the contrary view, far too happy to blind you with the science. And while the resulting complex information interface might have looked impressive, it got in the way. Yet this Seven is far simpler to operate and understand than the last despite the fact that, in data processing terms, the previous Seven is an abacus by comparison. There’s another purpose to be served here too: I deliberately opted for a high-powered diesel because
in among all the grandstanding from politicians and newspaper editors alike, there lurks within me a more than sneaking suspicion that for certain people who live their lives a certain way, diesel is so spectacularly preferable to any other source of power provision that even to contemplate its demise is to contemplate a move that seems stupid at best, at worst closer to insane. Beyond the engine, I had no say in the specification of a car that belongs to BMW and which it will have to sell to someone else once I’m done with it. The people responsible said they wanted a car that had a decent number of useful extras without giving it ‘the full Christmas tree’ but, where I come from, a car whose every seat provides an extensive massage menu, which has rear seat televisions,
Bhamra (l) introduces Frankel to the car and its £22,620 of options
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This Seven is simpler to operate than the last, despite that being an abacus by comparison a
The ride, which has handicapped the 7 Series in the past, seems much improved
one of the best sound systems I’ve ever heard in a car (despite it not being BMW’s top-of-the-range system) and which will park itself while you stand outside seems pretty lavishly specified to me.
SECOND OPINION The group test referred to above was lost by the BMW because, in M Sport spec, it doesn’t quite offer the ride isolation and pillowy absorption of either of its German rivals. It’d be interesting to find out whether this car, or a Jaguar XJ, had more driver appeal, though. I suspect these days it might. MS
Combined with many other items detailed below, this is enough to push the price of a car costing £85,255 well into six digits, which is a scary amount to spend on a large saloon, particularly given the welldocumented initial depreciation suffered by all such cars. But all that’s for another time. For now I just need to get used to it, a process helped by it being handed over to me by Sukh Bhamra, BMW GB’s product manager for large cars. It was he who told me, for instance, the difference between the £2420 Driving Assistance Plus package and the £2450 Executive Drive Pro system, which sound to me like they could be one and the same.
Not so: Driving Assistance Plus provides an additional suite of safety systems including active cruise control and traffic jam assistant, which allows the car to drive all but autonomously at low speeds. By contrast, Executive Drive Pro comprises active anti-roll bars that are all but disengaged in a straight line but stiffen not just as the car corners but in anticipation, using data from the satnav and windscreen-mounted road-reading cameras. Yes, really. The Seven also has Integral Active Steering, which not only varies the steering ratio according to speed but also turns the rear wheels in the opposite direction to those at the front at low speed to effectively shorten the wheelbase, and in the same direction at high speed to help promote stability. So it’s clear from the out that this is an immensely clever car, and early impressions are of an implausible blend of towering performance and unfeasible economy all wrapped up in the most comfortable, best riding BMW ever created. Over the months
to come, we’ll see whether these are novelties that will wear off over time, or if BMW has finally provided an utterly credible and genuinely enticing alternative to what has always been the greatest luxury car in the world. ANDREW FRANKEL
TEST DATA B M W 74 0 L D XDRIVE M SPORT Price new £83,255 Price as tested £105,875 Options Advanced Parking package £1100, Premium pack £2100, Rear Seat Comfort package £4815, 20in M double-spoke alloy wheels £1200, M Sport braking system £355, Integral Active Steering £1195, Executive Drive Pro £2450, Sky Lounge panoramic glass sunroof £1695, ceramic controls finish £450, Driving Assistant Plus £2420, front seat ventilation £985, through-load facility £125, adaptive LED headlights £1360, head-up display £1150, Apple CarPlay preparation £235, online entertainment £160, Anthracite Alcantara headlining £825 Economy 50.2mpg Faults None Expenses None
OWN ONE? SHARE YOUR EXPERIENCE autocar@haymarket.com 27 JUNE 2018 AUTOCAR.CO.UK 67
MERCEDES-BENZ X-CLASS We put the posh pick-up’s ute force to the test with a heavy-duty house clearance MILEAGE 3964 WHY WE ’ R E RU N N I N G IT To find out why UK drivers are turning to pick-ups in increasing numbers, and to determine whether the X-Class is as refined to live with as Mercedes’ cars
love the dump. Who doesn’t? It’s a wondrous place of organised destruction, Bracknell’s Household Waste Recycling Centre (to give it its full name), and has been seeing a lot of our Mercedes-Benz X-Class recently, because I’ve been clearing out a house. We’re talking a full-on house clearance: carpets ripped up, walls taken down, loft emptied, doors taken off hinges, and all lobbed (you don’t place things in a pick-up, you lob them) into the back of the X-Class. Compared with similar tasks previously carried out in big estates and SUVs with the seats folded down, it’s been quite liberating, not only because you can get more in, but also because you don’t have to clean up or worry about damaging any upholstery while you’re doing it. This has not just been aimless destruction, mind, rather an
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LOVE IT CL ASSY I NTE R I O R Perfectly mixes Merc desirability with workhorse durability.
LOATHE IT TR ACKI N G Very easy to knock out of alignment off-road. Dealer visit needed.
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Camera tech makes reverseparking this big old lug a breeze interesting opportunity to see what such a vast load does to the way the X-Class drives. It’s got a switchable four-wheel-drive system with standard rear-wheel drive and a knob that turns to choose either high or low-range four-wheel drive. I’d forgotten about that knob when first attempting to get the X-Class up my driveway. It’s on a slight slope and the gravel is deeper at the bottom than the top, so when I first tried to reverse up, I got stuck: the truck hit the gravel and just spun the wheels, something I put down to there being no weight at all over the rear axle. A little push got me up there okay, before it dawned on me that a turn of the knob to select four-wheel drive would have served me better. I now reverse up my drive in fourwheel-drive mode, but the truck still goes nowhere for half a second or so. At that point, the four-wheeldrive system seems to finally clock that it’s gravel underneath the rear
wheels and gives them a sudden sledgehammer of torque to slip the vehicle over the first stones with a hefty shove. After that, progress up the rest of the driveway is much more normal and calm. It’s not ideal, but easy enough to live with once you master it and don’t let your instincts give in to the unnatural initial feeling. To drive, the X-Class isn’t quite as crude as I was expecting. The engine is very vocal at start-up and step-off – it sounds more bus than van if you give it some revs – but it quietens right down when at speed. Speed is a relative thing, though. This is a car that’s more comfortable at 60mph than 70mph on a motorway. There’s little point pushing any harder. It is also a very different beast to drive with a full load in the back. You really feel the extra weight and mentally enter ‘egg shells’ driving mode to steer the load safely. The big, wide wing mirrors
more than make up for your load obscuring your vision out of the rear-view mirror. The sheer size of the truck takes some getting used to, so the excellent rear-view camera has been a boon when reverse parking. It shows both the view from the tow bar and a topdown 360deg view of where your steering inputs will take you, more often than not indicating that you’re going to need to go forward again before going backwards once more. With so much coming out of the house, a lot has had to go in too, which has meant a fair few visits from local tradesmen. Each, to a man, has not only known what a Mercedes X-Class is, but has wanted to sit in it and comment on what a fine motor it is. Remember, the X-Class is a new model, but is in essence a Nissan Navara with a Mercedes interior. That badge seems to carry some serious cachet. One builder said he’d probably go and order one that very afternoon. He had been seriously considering it and seeing it in the wild was the clincher. I expect I’ll see him at the dump soon. MARK TISSHAW
TEST DATA MERCEDES-BENZ X 2 5 0 D 4 M AT I C Price £34,100 Price as tested £39,780 Faults None Expenses None Economy 35.7mpg Last seen 6.6.18
OWN ONE? SHARE YOUR EXPERIENCE mark.tisshaw@haymarket.com
OUR CARS
HYUNDAI i30 N The hot hatch pays a visit to its spiritual home, the Nordschleife Ford Fiesta ST-Line MILEAGE 2304
LAST SEEN 13.6.18
Having recently returned from a holiday in Ibiza, I was excited to step back into the Fiesta and enjoy its £350 optional B&O Play sound system. Like the nightclubs of the White Isle, it provides surround sound to offer an audio experience detailed enough to satisfy fans of all music genres. To these ears, it’s the best system in this class. SS
MILEAGE 5885 WHY WE ’ R E RU N N I N G IT To determine whether Hyundai’s first stab at a hot hatch can stand up to its more established foes in everyday life
orget Goodwood, Le Mans or Spa – for me, the greatest motorsport event is the Nürburgring 24 Hours. How so? Because nowhere else lets you get so close to such incredible racing. Trust me, once you’ve seen GT3 cars scream past old Calibras in the dead of night at the toughest circuit in the world, everything else seems sterile. Hyundai was competing at this year’s N24 with a pair of i30 N TCR cars, and invited us to bring our longtermer along. Rachel Burgess, our i30 N’s custodian, wasn’t available, but I most definitely was, and along with photographer Dafydd, I set off for a weekend of cars, currywurst and camping. What could be better? There’s nothing like a good European road trip for showing off the best and worst in a car. Sadly for the Hyundai, I found a few niggles.
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LOVE IT I N STRU M E NTS Rev counter, speedo and temperature dials often disappoint, but the Hyundai’s clear, crisp instrumentation is spot on.
LOATHE IT U N D E RWH E LM I N G R AN G E Fairly ordinary fuel consumption combined with a 50-litre tank means frequent stops for fuel.
When in Germany, do as the Germans do The driving position lacks sufficient adjustment to get comfy if you’re over six foot, the seat not going low enough and the steering wheel not out far enough. There are more supportive seats in rivals too. Plus, should you plug your phone into the USB port to charge, Apple CarPlay automatically starts and plays music you might not be keen to share with your passenger – some Whitney Houston, purely as an example – and the main volume dial is a fair reach across the dashboard. There are wheel-mounted ones, though. That said, there was a lot to enjoy on the trip. The i30 N is certainly rapid: 150mph was achieved on the autobahn very simply and a 120mph cruise maintained comfortably. Perhaps now isn’t the time to mention iffy fuel consumption but, even though we weren’t in three figures much (honest), a 31mpg average seems a bit mean. At the circuit, the i30 was met with a positive reception. Locals were very intrigued by the Hyundai they’d heard so much about, and nothing demonstrates performance car kudos
like Nordschleife locals showing interest. They’re a discerning bunch, after all. Driving the car on the fantastic roads nearby, the concerns about ergonomics and fuel economy fizzle away when that electronic limited-slip differential is hauling you out of bends and you’re awaiting every last shift light before changing up. Be in no doubt, the Hyundai is a feisty, fun, really focused hot hatch. Sometimes too focused for its own good, though, because N mode makes everything too firm, too heavy and too obstinate. The nearest parallel is in the Sport Plus modes of recent BMW M cars, in fact, so it would seem the one bit of Albert Biermann influence on Hyundai the Korean company could do without. Despite some less-than-endearing attributes on the Nürburgring trip, the i30 N remains a car I’m keen to drive more and properly discover; it certainly doesn’t offer everything up in the first few miles. In fact, a track test would surely be telling. And where better than the Nordschleife, where so much of its development was done? Rachel, if the car’s ever going spare again, I have an idea… MATT BIRD
TEST DATA HYU N DAI i30 N Price £27,995 Price as tested £28,580 Faults None Expenses None Economy 29.5mpg Last seen 6.6.18
OWN ONE? SHARE YOUR EXPERIENCE matt.bird@haymarket.com
Vauxhall Insignia MILEAGE 7366
LAST SEEN 13.6.18
It’s the end of a long day of filming drag racing at Bruntingthorpe Proving Ground and almost a mile of temptingly empty runway lies in front of our Insignia Sports Tourer. There’s only one thing for it: 210 horses drag 1.6 tonnes up to 125mph before I feel it wise to get off the gas. At that speed, the car is remarkably stable. There’s no need for it, but it’s nice to know it can. MM
BMW M5 MILEAGE 8990
LAST SEEN 13.6.18
I don’t know how or when or why it happened, but the BMW roundels on the centre of our M5’s front wheels vanished. I thought somebody had changed the wheels while the car was out on a test, or they’d fallen off, but apparently not: is nicking roundels a thing? Anyway, BMW kindly replaced them: they cost £15 each from a dealer. MP
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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 T H IS W
M E RCE D ES - B E NZ CLS S H OOTI N G B R AKE Rarely do pretty and practical go hand-in-hand, but here they do. Okay, you won’t fit a sideboard in one, but the boot will take most family clobber, the interior’s utterly gorgeous, and the CLS rides and drives beautifully. Pay as little as £13k for a high-miler or £18k for a 350 CDI with average miles and a full history.
James Ruppert THE HIGH PRIEST OF BANGERNOMICS If you like used cars with knobs on, the X5 might be for you
BUY IT FOR BUTTONS This week’s used car deals cut a dash for prospective buyers t is lovely to correspond with Autocar readers and learn what they are poised to buy and why. Phil had a plan to buy a current BMW X5 on the basis that the arrival of the new one would depress prices of the old one. That certainly does happen, eventually. Usually there is a slight dead-cat bounce to where prices firm up; then, when the part-exchanges flood in, they become more affordable. The thing is, though, Phil wanted to not only save money but also avoid the touchy-feely, multiplemenu, games-console cockpit. I am thankfully not alone when it comes to knobs and buttons. I love them. My old BMW 3 Series has helpful annotations under each control, so it takes the guesswork out of things and that even continues at night when they are all illuminated. It means that anyone can climb aboard and be in no doubt what anything does. They also engage with a reassuring click and clunk. So which dashboards, with cars attached, are worth buying? As a serial Saab owner, I always loved the utter clarity of them. I sincerely believed all the jet plane nonsense and loved the gimmicky night panel stuff. Switch off all the extraneous light and just focus on the speedometer. Ideally, I’d want a breeze-block 900. I did find an automatic 1986 example at £1850. It was a saloon in white, which explains the price and availability. According to the description, there was a bit of
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rust, but I was tempted to buy it as a park-anywhere hack. Otherwise, the old ones are £4k-plus if you want one. The wedge-nosed 900s and 9-3s cost just hundreds, but better to pay at least a grand to avoid problems. When it comes to minimalist dashboards, we obviously have Series Land Rovers, but my favourite is still the original Elise. It didn’t have
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What idiot, apart from me, buys a Lotus for the interior? a
very much at all interior-wise and hardly any knobs – just three in the middle. What idiot, apart from me, buys a Lotus for the interior? Money for Elises is rising now. Broken ones are up to £10k, but you have to pay at least £12k for something (an S1) from the 1990s and that may look like a bargain in a few years’ time. I also like complicated dashboards, provided they don’t demand too much attention. I think the W140 Mercedes S-Class from the 1990s was pretty much perfect. Again, prices are up and start at £4000, and there are some asking £12k for what still is a state-of-the-art luxobarge. As usual, I’m interested in your suggestions, so drop me a line.
Lotus Elise S1 looks like this inside and costs from £12,000
TA L E S F R O M R U P P E R T ’ S GA R AG E
MILE AGE 97,260
PORSCHE CAYENNE The cliffhanger was a huge number of dashboard warning lights on the Porsche’s dashboard. It could have been the end, but my garage is a good one, so instead it was £100 for a new sensor. I also got them to check the auxiliary belt. When stonecold, it screeched on starting. I thought it might be loose, but the automatic tensioner is working properly. Rob at the garage said the belt was a tad stiff, so must be fairly old and, appropriately, is a pig to change. It was replaced at another £100 but, days later, the tiny screech is back. I’m inclined to put earplugs in for the nanosecond it screeches.
READERS’ QUESTIONS
My wife wants a QUESTION convertible, but we haven’t got much money to spend. I’m thinking of a Renault Mégane CC, but I’m a little worried about the electrics. Am I justified? Paul Henry, Worcester Partly. Older Renaults don’t have a great reputation for electrical ANSWER reliability. I’d also be concerned about the potential problems you might incur with that complicated folding hard-top. My money would go on a tidy Golf Cabriolet instead — you’ll have to go for a slightly older car, but it should be more dependable and feel tighter. AR
A neighbour is QUESTION thinking of parting with his 2010 Range Rover TDV8 Vogue, and I quite fancy it. It’s done 50,000 miles and has a full history. How much should I offer him?
BA N G E R PE D I A
John Sams, via e-mail
O is for Omega Although big rear-wheel-drive saloons could always be bought posh German badges, we think that our traffic cops had it right with those white Vauxhall Senators and Omegas — German built, of course. The Omega is a big old barge that is very forgiving, feels safe and, in
SEND YOUR USED CAR TALES TO
top trim, is very comfy. They are now starting to get old, so choose carefully because neglected ones will cost money. Tyres, suspension, brakes and now rust are the issues which cause MOT failure. You can get a 2.6 V6 with 120k miles in full-on CDX trim for £795.
Depends how much you like him! The starting price for a similar ANSWER car at a dealer at the moment is £21,000, although I’ve found one on for £19,250 on a private sale. With that in mind, I’d bid him £19,000 and aim to pay no more than £20,000. After all, he’ll be getting a quick, hassle-free sale. AR
james@bangernomics.com AND READERS' QUESTIONS TO autocar@haymarket.com 27 JUNE 2018 AUTOCAR.CO.UK 71
W H Y YO U N E E D A U S E D
FIAT BARCHETTA I N YO U R L I FE
Little boat What ‘Barchetta’ means in Italian. Sadly, rust will sink it.
A MATTER OF RUST Oddly for an Italian roadster known at home as ‘little boat’, its scourge is water. Still, find one free of corrosion and you can expect plain sailing ahead. By John Evans he Fiat Barchetta twoseat convertible of 19952005 is a sort of thinking driver’s Mazda MX-5. Without question, the Mazda is the easier decision to make, but plump for the Fiat and you’ll be rewarded by a sweet and surprisingly tenacious front-drive set-up, more artful styling and a degree of rarity that will have onlookers doing double-takes. True, you’ll have to sit on the wrong side of the car to steer it but that’s just part of its charm. The big issue is corrosion. Old MX-5s rust badly, too, but the Barchetta fell prey from day one. The floor and the rear wheel arches suffer worst. A faulty rear hood seal and UK cars’ generous underseal (it traps water, causing the floor to rot) are the culprits.
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Another, although far less serious, weak spot is the variator. It controls the inlet timing and can become seized, causing the engine to run badly and make a noise not unlike a diesel engine at around 2000rpm. It’s not terminal but will need replacing. It’s best to do it, along with the water pump, at every second cambelt change. This job falls every three years or 36,000 miles. The belt itself is durable; it’s the tensioner that can fail. The problem lies in its lubrication. Rarely used cars are most at risk because the bearing grease is allowed to sink, causing the bearings themselves to run dry. Then the tensioner seizes, the belt jumps and you need a new engine. The Barchetta was launched in 1995, some five years after the
original MX-5. Being left-hand drive and having Punto underpinnings, it could never hope to unseat its Japanese rival. Even so, it proved reasonably popular, especially with unofficial importers who wasted no time undercutting Fiat UK prices. Fiat would eventually get its own back when, in 2003, it launched the facelifted version (restyled nose, foglights and a leather steering wheel) with a £2800 price cut. These last-plate versions are less desirable than prettier, pre-facelift cars, though. The Barchetta’s 1.8-litre engine, with variable camshaft timing, produced 128bhp, sufficient to propel the 1060kg roadster from 0-62mph in 8.6sec. Standard equipment included a five-speed manual gearbox, power
steering, anti-lock brakes (official UK cars only; imports may not have the system) and electric windows. The hood was a manual affair and its rear slam panel seals routinely fail, letting in water. Replace them every so often – they cost around £250 all-in. The optional Comfort pack brought a mix of luxury and safety features including leather, powered mirrors and a passenger airbag. Special editions included the popular Limited Edition or plain LE (alloy wheels and leather) of 1995-98, and the well-equipped Riviera (1998-2001) and Milano (2001-05). Around 15 years on, these versions are as nothing compared with a rust-free Barchetta in standard spec. Find one, cherish it and stand out from those MX-5s.
USED CARS H O W T O G E T O N E I N YO U R GA R AG E
It’s a pleasing place to be, if you can stomach driving on the left
PA U L D E T U R R I S , F O U N D E R , DTR SPORTS CARS “I love the car. It’s easy to drive and reasonably sporty. It’s reliable too. The problem is rust. Even in 2002 they were rusting. Today, you should be very suspicious of any used Barchetta. Rust may not be immediately obvious so check the floor and inner arches, and for signs of welding. Our free prepurchase inspection could save you a lot of money. A low-mileage, rust-free, pre-facelift LE in silver is the car to buy. The best are around £10,000.”
DID YOU KNOW? Fiat contracted construction of the Barchetta out to coachbuilder Maggiora, the company also responsible for building, among other historic models, the De Tomaso Mangusta and Pantera.
Q I N T E R I O R Check electric windows work (the lever system can fail). Ensure the red master key is being sold with the car.
Also worth knowing Mechanical parts are freely available but body panels and lights are difficult to source and, as such, expensive. For example, headlights are £600 each, as is the front bumper. Replacement rear wings are almost non-existent but can be fabricated. The owners club and eBay advertise the occasional item.
Buyer beware…
How much to spend
Q E N G I N E The variator is a known Barchetta weak spot. A seized one makes the engine sound diesely, especially on the overrun, causes it to stall and increases fuel consumption by around 10%. Replace it at every second cambelt change. Cambox gasket can leak due to over-tightening at belt change.
£275 0 - £3 4 5 0 Runners with reasonable mileages, eg a 97-reg with 80,000 miles and fresh MOT plus new timing belt, variator, water pump and tyres for £3250.
Q G E A R B OX Some 1999-build cars had a graunchy second gear. The gearbox likes an oil change every 60,000 miles. Q S T E E R I N G , S U S P E N S I O N AND BRAKES Only age and mileage-related issues (tired bushes, split driveshaft boots, sagging springs) to worry about here. Expect to see a front strut brace fitted. It’s an effective aftermarket mod.
£3 5 0 0 - £ 4 9 9 9 Some superficially better cars including a 98-reg with 77k miles and some history for £3500. Also, a 98-reg with 58k and 14 services for £4899. £5 0 0 0 - £5 9 9 5 A swathe of apparently nice pre-2000reg Barchettas including rust-free Japanese imports with low mileages. £6 0 0 0 - £6 9 9 5 Facelifted cars (2003) including a one-owner 04-reg with 36k miles, but also the best, rust-free early cars.
Q H O O D On pre-1996 cars, an improperly folded frame can cut the hood fabric. Check above the side windows and the lower rear corners for cuts. Check condition of roof seals.
Stylish Barchetta has a 1.8-litre engine and Punto underpinnings
`
The Barchetta fell prey to rust from day one. The floor and the rear arches suffered worst
Q B O DY Bonnets on early cars are of a thinner gauge steel than later models and dent easily when pushed closed. Check for rust on outer and inner rear wheel arches, behind the chassis underseal and in the front floors by the jacking points and sill edges. Check the roof seal against the rear slam panel. It wears, allowing in water that pools before flowing onto the floor. Check for body welding and panel replacement as a consequence of corrosion or a crash.
One we found F I AT B A R C H E T TA , 1 9 9 8 / R , 4 0 , 0 0 0 M I L E S , £5 9 9 9 Here’s a UK-supplied, one-owner Barchetta with full service history in eye-catching yellow. Since DTR, the Barchetta expert, is just around the corner from the seller, we’d send the car over for a free inspection just to ensure it stacks up as well as it seems.
a 27 JUNE 2018 AUTOCAR.CO.UK 73
With thanks to Paul de Turris (www.dtrsports.com) and Barchetta Owners Club (uk-barchetta-owners-club.org.uk)
An expert’s view
BUY THEM BEFORE WE DO
RETRO HOT HATCH
Peugeot 306 GTi-6 £1800 t’s easy to throw one’s hands up in the air in despair at the seemingly ceaseless rise in classic car prices. We’ve all done it. When a Ford Sierra RS500 Cosworth an sell at auction for £112,000, and a Peugeot 205 GTi for £38,000, one has to wonder where it all might stop. But amid the madness, there are still some properly good old cars to enjoy for peanuts – and ones that
I
BARGAIN BASEMENT ELISE
DAF T NAME, DEF T SKILLS
might prove to be savvy buys now if their values also climb out of reach in the future. The 205’s spiritual successor, the Peugeot 306 GTi-6, is one such car. The 306 dominated hot hatch group tests throughout the 1990s, and it’s easy to see why. It is underpinned by a nimble, playful chassis that responds to throttle and steering inputs with extraordinary deftness. Under the bonnet sits a 2.0-litre engine that
craves revs and, if its hunger is sated, delivers a tingling engine note that urges you on to the redline. All this is allied to a close-ratio six-speed gearbox – the first to feature in a hot hatch. It was light, agile, fast and pretty too. Yet a 306 GTi-6 can still be had for a very reasonable outlay. Sure, there are sellers trying their luck at the £5k-£6k mark, but those sorts of prices can be commanded by
Vauxhall VX220
Mazda MX-5
£10,995
£4200
The VX220’s Vauxhall badge has always made it less desirable than the Lotus Elise on which it is based. Yet the angular styling, torquey engine and slightly softer driving dynamics make it a very tempting alternative, especially with prices of Series 1 Elises disappearing ever upwards. Another one to consider before it’s too late.
Interesting to note that Mk3 MX-5 prices seem to be firming up, which is quite a surprise given that they haven’t yet reached the lows attained by the Mk1 and Mk2 versions. This 2.0 Sport — the best specification to have — is still tempting, though, especially with a full Mazda history, two keys and a long MOT.
FOUR GR AND FUNSTER
Kia Pro_Cee’d GT £9495
Rover 75 WILD CARD
What we have here is a very capable warm hatch with two years’ manufacturer warranty left on it, for under ten grand. True, this Pro_Cee’d GT might not have been a match for the Golf GTI when it was new but, at this age, price and mileage, it starts to make a whole heap of sense. Its looks happen to be ageing well too. For more like this, visit pistonheads.com/classifieds/used-cars
74 AUTOCAR.CO.UK 27 JUNE 2018
only the very best, lowest-mileage examples. By contrast, £1800 for this very honest-sounding example looks extremely sensible. It has done a very reasonable mileage and had a recent engine rebuild due to a snapped cambelt. It’s also had the same family owner since it was a year old and comes with a history and lots of MOT. You won’t find examples this good at these sorts of prices for long, so snap this one up while you still can.
£990 Proof that a good, cheap 75 can still be had is right here and, as comfy old bangers that still look smart go, this is hard to resist. This example is a midrange Club, with dual-zone climate control, electric windows all round, squidgy velour seats and the smooth 2.0 V6 engine. Perfect.
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
The sun’s out, so find me a four-seat drop-top I can enjoy with the whole family, for £4000.
ASTON MARTIN DB9 The DB9 is far from the best Aston Martin ever produced in dynamic terms, but who gives a flying fiddle when it looks the way it does? Even now it’s every bit as glamorous as the day it was launched. Stick a personalised plate on it, and you’d never imagine this example was 14 years old. Yet one like this — with 54,000 miles on its clock and a resale-friendly silverover-black colour combo — can be yours for less than £30,000 these days. In fact, this one sold at Silverstone Auctions’ May sale for just £27,563.
GET IT WHILE YOU CAN
BMW 330ci £3850 When it comes to cars that bring joy to enthusiastic drivers, BMW is often the number one choice. So, with that in mind, I give you the E46-generation 330ci convertible. For just £3850, this example comes loaded with kit, a full service history, a sonorous 3.0-litre straight six that’s a joy to listen to with the roof down and that famous BMW handling balance. On top of all that, it’s a very classy car. It all makes for quite a compelling package, really. MAX ADAMS
Volkswagen Golf Clipper £2750 In the olden days, young folk who wanted to modify their Golf GTIs took them to a specialist that would tweak the chassis and put some better wheels and tyres on it so that it handled like a racing car and not a lawnmower. My chosen car here has the same Spax coilovers and deep-dished ATS alloy wheels that those firms used to recommend. On top of that, this well-kept Golf is an appreciating classic and if you want fun in the sun, this is the way to go. MARK PEARSON VERDICT
BMW M5 Price new £100,995. Price now £62,500 All the noise on the street is about the new M5 lately, but the hammering its arrival has inflicted on prices of the old F10 means that version bears closer inspection too. This Competition Edition can have 592bhp — the same output as the new car, but powering the rear wheels rather than all four — as well as the Competition Package mechanical upgrades and a glut of options as standard. It’s lost a staggering £40k of its original value in just a year, making it feel like a very reasonable, and very tempting, alternative to the new model.
Mark’s Golf is cool and cheap but the gutsy straight six, beautifully made interior and sweet chassis in Max’s choice all mean it’s an easy winner. ALEX ROBBINS 27 JUNE 2018 AUTOCAR.CO.UK 75
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$335 29('
A L FA R O M E O Giulia 4dr saloon AAAAB Quadrifoglio 190 4.5 9.2 3.2 10.3 2.57 503 443 38.7 34/49 Stelvio 5dr SUV AAABC 2.2D 210 Milano 134 6.8 20.6 7.0 7.3 3.01 207 347 41.3 38/50 4C 2dr coupé/convertible AAACC Spider 160 5.1 12.4 4.0 5.8 2.97 237 258 29.6 32/44
1580 29.3.17 1659
3.1.18
940
27.1.16
ALPINA B3 Biturbo 4dr saloon AAAAB B3 Biturbo 155 4.7 10.3 3.8 6.8 2.9 404 443 41.5
27/35
1610 29.8.13
ALPINE A110 AAAAA Premiere Edit’n 155 4.7
10.8 3.8 6.5 2.6 248 230 28.1
28/46
1103
16.5.18
ARIEL Atom 0dr open AAAAB V8 170 3.0 5.7 1.9 3.7 2.55 475 268 16.4 21/37 Nomad 0dr open AAAAA Nomad 125 4.5 12.7 3.9 7.7 3.10 235 221 26.7 —/—
650 735
10.8.11 24.6.15
ASTON MARTIN Vantage 2dr coupé AAAAB V8 195 3.7 8.3 3.0 10.5 2.7 503 505 42.6 18/25 DB11 2dr coupé AAAAB Launch Edition 200 4.0 8.4 3.0 10.1 2.6 600 516 46.2 24/34 Rapide 4dr saloon AAAAC Rapide S 190 5.3 11.3 4.3 8.3 3.03 550 457 33.6 19/23
1720 23.5.18 1910
21.9.16
1990 20.3.13
120 148 30.2 34/43 228 273 25.6 30/39
1165 10.11.10 1390 28.5.14
148 236 30 48/59 201 258 30.7 45/49 394 354 33.7 29/35
1355 26.9.12 1540 31.12.14 1515 6.9.17
187 295 37.1 45/50 444 443 38.4 24/37
1940 4.11.15 1790 14.2.18
349 369 40.5 26/33
1615
11.1.17
249 273 42.2 30/41
1535
201 295 39.9 34/46 552 516 40.0 20/28
1805 19.10.11 2010 3.7.13
227 273 30.1 394 354 35.1
1305 26.11.14 1440 7.12.16
29/35 27/37
8.3.17
148 184 29.4 45/56
1265
9.11.16
175 280 35.8 33/46 306 310 32.4 32.4
1710 1655
16.11.11 1.1.14
187 295 42.0 37/43 349 369 45.2 26/32
1770 15.3.17 1870 21.6.17
268 443 47.6 32/36 429 664 47.6 24/38
2245 12.8.15 2330 26.10.16
602 413 26.8 15/23
1555 30.12.15
626 664 52.4 20/26
2244 2.5.18
616 590 44.5 18/26
2475
7.8.13
505 752 44.8 18/21
2745
21.9.11
600 664 48.2 20/25 429 664 48.7 29/39
2440 18.5.16 2499 5.4.17
BMW 1 Series 3dr/5dr hatch AAABC 116d ED Plus 124 10.2 30.0 10.0 17.3 — 114 2 Series 3dr coupé/convertible AAAAB 220d SE 143 7.8 20.9 7.3 8.8 2.9 181 220d C’vble 140 8.5 24.7 8.4 9.0 2.1 187 M235i 155 6.3 14.7 5.7 5.4 2.7 322 M2 155 4.4 10.3 3.6 6.2 2.6 365 2 Series Active Tourer 5dr MPV AAAAC 218d Luxury 129 8.9 26.5 8.7 12.1 3.0 148
TEST DATE
Weight (kg)
Mph/1000rpm
Torque (lb ft)
Power (bhp)
Braking 60-0mph
Mpg test/touring
41/57 43/54 40/47
1535 22.2.12 1735 21.11.12 1660 4.10.17
28/37 29/36
1585 18.9.13 1585 9.7.14
40/52 22/28
1635 31.5.17 1855 18.4.18
40/54
1880
8.11.17
40/49
1795
11.11.15
294wh/m 1385 21.2.18 50/40
1560
43/49
1625 14.10.15
37/49
1825
17.9.14
199 37.7 54/60
1395 27.5.15
280 295 332 343
46/62 50/53 26/35 31/37
1450 19.3.14 1610 1.4.15 1530 23.4.14 1595 15.6.16
243 40.4 42/56
1450 24.12.14
39.6 34.5 28.1 33.7
Veyron 2dr coupé AAAAB Super Sport 268 2.6 5.0 1.7
1895 27.8.14
28/34 21/26
2265 13.11.13 2350 13.5.15
5.9 2.6 1183 1106 40.6 12/18
39/45 25/29
1995
2.3.11
490 20.11.13 610 9.3.16
CHEVROLET Camaro 2dr coupé AAAAC 6.2 V8 155 5.6 12.4 4.5 12.2 2.7 426 419 43.3 23/29 Corvette 2dr coupé AAAAC Stingray 181 4.4 9.4 3.3 11.7 2.3 460 465 48.4 22/33
TEST DATE
Weight (kg)
Mpg test/touring
Mph/1000rpm
Torque (lb ft)
Power (bhp)
Braking 60-0mph
50-70mph
i10 5dr hatch AAABC 1.0 SE 96 14.7 — 16.2 19.9 i20 5dr hatch AAAAC 1.4 SE 114 12.2 42.4 12.1 17.3 i30 5dr hatch/estate AAABC i30 N 155 6.4 14.8 5.6 6.1 1.4 Premium SE 129 9.5 28.9 9.7 10.9 i40 5dr estate AAABC 1.7 CRDi 118 12.2 41.4 12.5 12.3 Santa Fe 5dr SUV AAAAC 2.2 CRDi 118 9.0 27.6 9.2 *5.5
27
109 151
27.5 35/39
187 36.1
47/62
47/62
148 273 34.7 44/52
1175 20.6.12 1539 8.10.14
1050 28.12.16 1159
7.3.18
1225
16.7.14
1430 27.11.13
DACIA Sandero 5dr hatch AAACC 1.2 75 Access 97 15.3 — 17.6 23.0 3.0 74
79
20.3 32/38
941
27.2.13
DS 3 5dr hatch AAABC BlueHDi 120 118 9.9 32.2 9.4 11.1 3.1 118 4 Crossback 5dr hatch AAACC BlueHDi 120 117 12.0 48.8 12.3 18.0 2.9 118 5 5dr hatch AAABC 2.0 HDi 160 134 9.1 26.5 8.7 11.0 2.9 161
210 36.4 59/67
1150 23.3.16
221 36.7 49/50
1290
251 40.1
1660 18.4.12
42/55
6.1.16
FERRARI
1343 28.1.15 1599 4.5.16
258 39.5 44/46
1725 26.8.15
236 26.7 40/45
1785
6.8.14
258 38
1597
14.1.15
53/56
391 35.1
19/25
1720 24.2.16
151
39/48
1384
251 31.6
34/39
1707 13.3.13
332 37
36/39
1949 27.7.16
28
3.9.14
2.7 180 177 26.6 39/49
1357
2.8 316 295 25.4 29/43
1380 25.10.17
2.5 148 258 32.4 36/45
1806 24.10.12
2.9 174
221 na
—
221 34.4 56/57
118
51/72** 1872
2.7 573 476 35.8 25/32
1324
19.4.17
12.7.17 16.9.15
1725 5.10.16
2.9 65
70
20.0 44/51
925
29.1.14
3.0 99
99
21.8
1060
7.1.14
43/54
3.1 271 260 27.4 31/43 2.7 138 178 28.1 39/49
1478 27.12.17 1423 13.9.17
2.9 114
1555
7.9.11
1940
19.9.12
192 29.4 44/51
2.7 194 311
37.5 36/43
INFINITI 1436 17.2.16 1750
5.2.14
1896 25.2.15
JAG UAR F-Type 2dr convertible/3dr coupé AAAAB V8 S Convertible 186 4.0 9.4 3.4 8.0 2.8 488 460 V6 S Coupé 171 4.9 12.1 4.2 12.7 2.7 375 339 2.0 Coupé R-Dy 155 5.8 14.7 5.1 9.5 2.8 296 295 XF 4dr saloon AAAAB R-Sport 2.0 136 9.4 26.1 9.0 16.1 2.9 178 317 XE 4dr saloon AAAAB R-Sport 2.0 147 7.6 19.0 6.9 13.3 2.7 197 206 XJ 4dr saloon AAAAC 3.0d LWB 155 6.3 16.5 6.6 *3.6 2.7 271 443 E-Pace 5dr SUV AAABC D180 AWD SE 127 9.9 30.9 10.5 14 3.6 178 317 F-Pace 5dr SUV AAAAC 2.0d AWD 129 9.2 30.9 9.7 7.4 — 178 317
46.8 19/29 36.2 24/33 33.2 31/44
1655 12.6.13 1594 11.6.14 1640 22.11.17
44.1
1595 2.12.15
47/56
33.8 30/49
1530
1.7.15
43.5 28/36
1960
9.6.10
45.8 36/49
1843
11.4.18
41.3
1775
11.5.16
37/40
Renegade 5dr 4x4 AAABC 2.0 M’jet 4x4 L’d 113 10.8 37.6 11.2 10.0 3.5 138 258 34.0 41/53 Cherokee 5dr 4x4 AABCC 2.0 140 4x4 Ltd 117 12.3 43.4 13.0 13.8 2.7 138 258 34.7 39/43
1502 28.10.15 1846 24.6.14
KIA Stinger 4dr saloon AAABC 2.0 T-GDI GT-L S 149 7.4 18.2 6.4 Rio 5dr hatch AAABC 1.0 T-GDI 3 Eco 115 10.0 37.0 10.5 Niro 5dr SUV AAABC 1.6 GDI DCT 2 101 9.7 30.0 9.5 Sportage 5dr SUV AAABC 1.7 CRDi ISG 2 109 12.1 46.4 13.1 Sorento 5dr 4x4 AAABC 2.2 CRDi KX-4 128 9.3 28.6 9.4
10.9 2.9 244 260 36.7 32/43
1717 25.4.18
12.3 3.2 99
1228
127 27.1
40/50
12.8 3.5 139 108/125 31.9 49/50 16.8 3.3 114 *5.7 —
1.3.17
1500 31.8.16
207 34.4 50/51
1500
2.3.16
197 325 35.2 35/39
1953
8.4.15
LAMBORGHINI Huracán 2dr coupé AAAAB Performante 201 2.9 5.9 2.0 4.9 3.0 630 442 24.5 17/22
1382 11.10.17
L AN D ROVE R
488 GTB 2dr coupé AAAAA 488 GTB 205 3.0 5.9 2.0 3.7 2.43 661 561 28.9 —/— F12 2dr coupé AAAAB F12 Berlinetta 211 3.0 6.5 2.3 5.4 2.2 731 509 29.7 13/18
1525 25.5.16 1630
6.11.13
F I AT Panda 5dr hatch AAAAB 1.2 Easy 102 14.6 — 15.3 19.9 3.0 68 4x4 Twinair 103 14.6 — 15.8 16.0 3.0 84 500 3dr hatch AAAAC Abarth 595 130 7.5 20.1 6.4 7.0 2.8 158 500 Twinair 108 11.7 — 13 15.3 3.3 84 Tipo 5dr hatch AABCC 1.6 M’jet Lounge 124 9.6 31.6 9.8 8.7 2.9 118 124 Spider 2dr roadster AAABC Lusso Plus 134 7.3 20.9 7.1 7.2 2.8 138 Abarth 124 Spider 2dr roadster AAAAC 124 Spider 144 6.8 18.6 6.5 6.5 2.8 168
199 33.1 59/63 325 27.3 28/37
JEEP
109 151
99
2.1.13 9.8.17
Q30 5dr hatch AAABC 1.6t Premium 124 9.4 26.4 9.1 15.5 2.85 120 148 31.6 35/39 Q50 4dr saloon AABCC 2.2 Premium 143 8.7 25.0 8.7 5.1* 3.0 168 295 42.5 49/59 Q70 4dr saloon AABCC 2.2 Pre’m Tech 137 9.6 28.6 9.6 15.8 3.2 168 295 40.8 39/45
CITROEN C3 5dr hatch AAABC P’tech 110 Flair 117 9.6 36.6 9.4 10.5 2.6 C3 Aircross 5dr hatch AAABC P’tech 110 Flair 115 11.5 36.4 10.7 12.3 3.5 C4 Cactus 5dr hatch AAACC 1.6 BlueHDi 100 114 11.8 41.2 11.7 7.2 2.9 C4 Grand Picasso 5dr MPV AAAAC 2.0 BlueHDi 130 10.1 30.1 9.6 12.5 2.9
1345 1147
HYU N DAI
2275 11.6.08
C AT E R H A M Seven 2dr roadster AAAAC 160 100 8.4 — 8.7 7.6 4.8 80 79 16.7 620S 145 3.8 9.2 3.2 5.7 2.7 310 219 21.2
Civic 5dr hatch AAAAC 1.5 i-VTEC Turbo 126 7.8 19.3 7.0 8.7 Civic Type R 5dr hatch AAAAB 2.0 Type R GT 169 5.7 12.5 4.4 6.1 CR-V 5dr SUV AAABC 2.2 i-DTEC EX 118 9.7 31.3 9.9 5.9 Clarity FCV AAAAC Clarity FCV 104 9.0 29.2 8.3 *5.3 HR-V 5dr SUV AAABC 1.6 i-DTEC SE 119 10.5 34.9 10.4 11.2 NSX 2dr coupé AAAAB NSX 191 3.3 7.3 2.6 4.3
17.1.18
34/45
26/31
147 23.6 35/41 125 29.3 42/52
H O N DA
B U G AT T I
BENTLEY Continental GT 2dr coupé AAAAB W12 First Edition 207 3.6 8.1 2.9 8.9 2.8 Flying Spur 4dr saloon AAABC W12 200 4.5 10.4 3.6 8.4 3.0 Mulsanne 4dr saloon AAAAC 6.75 V8 184 5.7 13.7 4.8 *2.8 2.6 Bentayga 5dr SUV AAAAA W12 187 4.9 11.6 4.4 8.7 3.0 Diesel 168 5.2 12.6 4.6 7.6 2.9
50-70mph
30-70mph
0-100mph
0-60mph
Top speed
3 Series 4dr saloon/5dr estate/5dr hatch AAAAB 320d Sport 146 7.7 20.9 7.6 9.7 2.6 181 280 36.2 330d Touring 155 5.5 14.2 5.1 8.8 2.6 255 413 45.2 330e M Sport 140 6.3 15.7 5.7 6.9 2.9 249 310 40.8 4 Series 2dr coupé AAAAC 435i M Sport 155 5.5 13.2 5.2 6.3 2.7 302 295 28.2 M4 155 4.1 8.8 3.2 6.1 2.4 425 406 34.0 5 Series 4dr saloon/5dr estate AAAAB 520d M Sport 146 7.4 21.3 7.4 14.3 2.7 188 295 42.2 M5 155 3.3 7.5 2.7 8.9 3.1 591 553 41.1 6 Series GT 5dr hatch AAABC 630d xDrv M Spt 155 5.9 15.7 5.4 7.6 2.8 261 457 50.2 7 Series 4dr saloon AAAAC 730Ld 153 6.4 17.1 6.0 8.2 3.1 261 457 50.2 i3 5dr hatch AAAAC 1.3S Range Ext 99 7.7 — 6.6 *4.0 3.0 181 199 — i8 2dr coupé AAAAB i8 155 4.5 10.6 3.7 3.3 2.8 357 420 33.3 X1 5dr SUV AAAAC xDrive20d xLine 136 8.2 24.2 8.0 11.8 2.8 187 295 35.1 X3 5dr SUV AAAAC xDrive20d M Spt 132 8.3 26.6 8.6 17.5 3.3 188 295 41.2 X4 5dr SUV AAABC xDrive30d 145 5.9 16.9 5.8 11.1 2.6 255 416 43.7 X5 5dr SUV AAAAC xDrive M50d 155 5.7 15.3 5.2 9.5 2.9 376 546 40.5 M 155 4.2 9.8 3.5 10.2 2.8 567 553 42.3 X6 5dr SUV AAAAC xDrive35d 147 7.3 21.2 7.1 *4.1 2.6 282 428 34.0
AU D I A1 3dr hatch AAAAC 1.4 TFSI Sport 126 8.4 22.4 8.9 12.8 2.2 S1 155 5.9 14.4 5.2 5.4 2.6 A3 3dr/5dr hatch AAAAC 2.0 TDI Sport 134 8.9 25.9 11.4 10.8 2.7 S’back e-tron 138 7.9 20.9 6.6 8.5 3.0 RS3 Saloon 155 4.0 9.9 3.5 9.0 2.7 A4 4dr saloon/5dr estate AAAAC 2.0 TDI S line 147 8.4 22.2 7.3 11.2 3.1 RS4 Avant 155 4.0 9.6 3.5 11.0 3.0 A5 2dr coupé/convertible AAABC S5 155 4.9 11.7 4.4 9.7 3.0 A5 Sportback 4dr saloon AAABC 2.0 TFSI S line 155 5.7 15.1 5.3 17.2 2.5 A6 4dr saloon/5dr estate AAAAC 3.0 TDI SE 155 7.2 20.3 6.4 3.9 2.9 RS6 Avant 155 3.7 8.7 3.1 12.8 2.4 TT 2dr coupé/convertible AAAAC 2.0 TFSI S-line 155 6.6 14.5 5.0 6.5 2.5 RS 155 3.6 8.4 3.0 7.8 2.7 Q2 5dr SUV AAABC 1.4 TFSI Sport 132 8.1 23.9 8.2 9.8 2.7 Q3 5dr SUV AAABC 2.0 TDI SE 132 8.3 25.5 8.1 *11.5 2.7 RS 155 5.0 12.6 4.5 8.3 2.8 Q5 5dr SUV AAAAC 2.0 TDI S line 135 8.3 26.4 8.5 14.7 3.1 SQ5 quattro 155 5.5 13.7 5.0 11.1 2.6 Q7 5dr SUV AAAAC 3.0 TDI S line 145 6.2 17.6 6.2 *3.8 — SQ7 4.0 TDI 155 5.1 12.6 4.4 7.0 2.9 R8 2dr coupé AAAAC V10 Plus 205 3.1 6.7 2.6 5.7 2.8
30-70mph
FORD B-Max 5dr MPV AAAAB 1.0T Ecoboost 117 11.6 39.0 11.1 11.0 2.8 118 Fiesta 3/5dr hatch AAAAC 1.0T Ecoboost 122 9.6 28.1 9.6 13.2 3.2 123 Focus 5dr hatch AAAAC 1.5 TDCi Zetec 121 10.9 36.3 10.9 10.3 3.35 118 RS 165 5.3 13.9 5.3 6.9 3.5 345 S-Max 5dr MPV AAAAC 2.0 TDCi T’ium 123 10.5 32.0 10.4 13.9 2.5 148 Grand Tourneo Connect 5dr MPV AAAAC 1.6 TDCi T’ium 103 13.2 — 13.9 19.1 2.9 114 Mondeo 4dr saloon/5dr/estate AAAAC 2.0 TDCi 130 10.0 28.8 9.4 12.7 3.1 148 Mustang 2dr coupé AAAAC 5.0 V8 GT F’back 155 5.2 11.6 4.2 9.4 2.7 410 Ecosport 5dr SUV AABCC 1.5 TDCi 99 14.3 — 15.2 14.4 2.7 89 Kuga 5dr SUV AAAAC 2.0 TDCi 122 10.9 44.2 11.8 7.4 2.6 161 Edge 5dr SUV AAABC 2.0 TDCi 131 9.7 27.6 9.2 5.6* 2.6 207
» 50 -70 M PH Recorded in top gear (*kickdown with an automatic) and demonstrates flexibility » FU E L ECO N O MY Prior to 7.1.15, figures are touring (recorded over a set road route) and test average. From 7.1.15 on, figures are average and extra-urban, to the What Car?/True MPG standard. **denotes mpkg (miles per kilogram) for hydrogen-powered fuel cell vehicles » B R AKI N G 60 - 0 M PH Recorded on a high-grip surface at a test track » M PH/1000 R PM Figure is the speed achieved in top gear Make and model
TEST DATE
Weight (kg)
Mpg test/touring
Mph/1000rpm
Torque (lb ft)
Power (bhp)
Braking 60-0mph
50-70mph
30-70mph
0-100mph
0-60mph
Top speed
Make and model
No one produces as thorough a judgement on a new car as Autocar. As well as acceleration, braking, fuel economy and noise tests, we carry out benchmark limit-handling tests, setting lap times if appropriate. But we don’t just drive at the track, essential as it is for finding the limits of performance; we also drive on a wide range of roads. Where we have tested more than one model in a range, the rating is for the range overall; where a model within the range meets our coveted five-star standard, it is highlighted in yellow. » 30 -70 M PH Indicates overtaking ability through the gears
0-100mph
Facts, figures, from the best road tests
0-60mph
Make and model
ROAD TEST RESULTS
Top speed
ROAD TEST RESULTS
75 22.2 39/49 107 20.8 37/44
1020 25.4.12 1050 17.4.13
170 23.9 34/39 107 22.9 35/39
1035 26.2.14 1070 24.11.10
236 35.0 49/62
1295
177 24.9 34/38
1050 28.9.16
184 25.2 35/45
1060 22.3.17
2.11.16
Discovery Sport 5dr SUV AAAAB TD6 HSE Luxury 130 8.7 27.7 8.7 8.9 3.4 254 Range Rover 5dr SUV AAAAB 4.4 SDV8 135 7.0 19.0 6.7 *3.8 2.9 334 Range Rover Evoque 5dr SUV AAAAC 2.2 DS4 121 8.4 30.8 9.5 *5.7 3.1 187 Range Rover Velar 5dr SUV AAABC D240 HSE 135 9.3 27.4 9.0 15.7 3.8 237 Range Rover Sport 5dr SUV AAAAB 3.0 TDV6 130 7.8 22.5 7.5 12.2 3.1 255 SVR 162 4.4 10.3 3.8 12.6 2.6 542
443 37.1
26/34
2230 12.4.17
516 41.8
25/35
2625 12.12.12
310 37.3 30/36
1815
369 41.8
33/48
2089 30.8.17
13.7.11
442 43.1 502 41.8
33/42 22/19
2115 2.10.13 2335 15.4.15
LEXUS LC 2dr coupé AAAAC LC500 Sport+ 168 5.2 11.3 4.2 12.0 3.1 471 398 60.6 27/39 GS 4dr saloon AAABC GS250 144 9.2 26.0 9.0 16.2 2.9 207 187 34.4 26/32
1970 18.10.17 1695
1.8.12
27 JUNE 2018 AUTOCAR.CO.UK 77
LOTUS Elise 2dr roadster AAABC Cup 250 154 4.7 11.9 4.5 7.2 2.5 243 184 24.7 27/32 Evora 2dr coupé AAAAC Evora S 2+0 172 4.5 11.3 4.0 6.8 2.4 345 295 34.8 21/26 Exige S 2dr coupé AAAAB Exige S 170 4.1 9.6 3.7 5.5 2.5 345 295 27 21/30
M A S E R AT I Ghibli 4dr saloon AAABC Diesel 155 6.5 17.2 6.0 5.1 2.7 271 443 43.3 31/40 Levante 5dr SUV AAACC Diesel 143 6.8 19.9 6.9 4.3 3.4 271 443 46 26/42
3.1 89
2205 30.11.16
1050 22.4.15
3.0 148 280 29.7 46/60
1470 4.12.13
2.7 173 309 35 3.3 129 111
44/56
24.5 46/49
104 199 34.8 59/60
3.0 148 280 37.0 43/53
570S 2dr coupé AAAAA 3.8 V8 204 3.1 6.4 2.2 10.2 2.6 562 443 36.5 23/37 720S 2dr coupé AAAAA 4.0 V8 212 2.9 5.6 2.0 7.7 2.4 710 568 35.4 19/24 P1 2dr coupé AAAAA P1 217 2.8 5.2 2.2 6.0 2.3 903 664 36.0 19.6/—
MERCEDES-AMG
103 24.3 45/57
1068 26.4.17
81
1036 9.10.13
21.8
42/54
1480 23.1.13 1050
2.9.15
1275 22.7.15 1594 28.6.17
5.3 2.7 562 470 28.0 22/31
1752 16.11.16
12.9 2.9 109 192 35.0 49/56
78 AUTOCAR.CO.UK 27 JUNE 2018
TEST DATE
Weight (kg)
Mpg test/touring
34/36
1537
13.1.16
11.0 2.9 145 258 33.0 41/49
1540
5.6.13
9.4 2.8 296 300 27.6 23/31
1534 25.6.14
13.9 3.0 114
199 38.5 48/59
1395
5.8 2.57 161
255 32.3 32/46
1680 25.5.11
11.8 3.2 114
199 32.7 49/59
1180
19.6.13
13.2 3.2 118
221 34.6 42/53
1300
18.1.17
11.5 2.7 148 273 37.6 51/60
1490
2.4 493 339 24.2 20/28
1495
2.9 414 369 36.4 27/31
1535 20.1.16
125 26.3 45/56
925
3.0 67
66
835 25.3.15
2.9 110
125 26.3 50/55
950
2.57 118
236 35.1
57/67
1290 30.10.13
—
115
24.3 49/47
1075 29.4.15
118
2.3 874 944 41.2
28/44
1740 22.10.14
22.4 54/57
Model S 4dr saloon AAAAB P90D 155 5.2 9.1 3.0 1.9 2.9 525 713 8.5 Model X 5dr SUV AAAAC 90D 155 4.7 13.1 2.8 2.5 2.7 416 487 8.5
17.5.17
3.8.16
420Wh/m 2200 20.4.16 611Wh/m 2508 15.2.17
T OYO TA
Yaris 3dr hatchback AAABC 1.11.17 GRMN 143 6.4 15.4 5.4 GT86 2dr coupé AAAAA 2.0 manual 140 7.4 18.8 6.8 Prius 5dr hatch AAAAC 8.6.16 Business E’tion 112 11.1 32.0 10.7 10.8.16 Mirai 4dr saloon AAAAC 9.5.18 Mirai 111 10.1 36.5 10.2 C-HR 5dr SUV AAAAC 19.8.15 Excel 1.8 Hybrid 106 11.6 43.5 11.9
1335 1430 1375
2.9 110
TESLA
15.1.14
2.5 296 280 25.8 26/36 2.5 345 310 25.8 28/29 2.5 361 310 25.8 28/39
1451 28.2.18
SUZUKI
9.8 2.9 209 184 27.7 27/39
1135 28.3.18
10.6 2.6 197 151
23.5 30/45
1235
*6.4 3.1 121
—
1400 16.3.16
—
53/63
4.7.12
*6.5 3.3 152 247 22.5 44/62** 1400 27.4.16 *7.3 2.7 121
—
—
49/60
1420
21.8
4.1.17
VA U X H A L L
Adam 3dr hatch AAACC 1.2 Jam Ecoflex 103 14.3 — 15.3 20.8 2.8 68 85 Viva 5dr hatch AAABC 106 13.0 — 14.1 19.0 — 74 70 5.5 2.5 503 479 34.7 20/29 3.0 416 627 50.7 32/43 2050 1.2.17 1.0 SE A/C Corsa 3/5dr hatch AAABC 4.6 2.4 577 516 30.7 19/23 2.4 394 406 35.7 22/31 2000 4.6.14 1.4T SRi VX-Line 115 11.7 45.1 12.1 15.3 2.9 99 148 12.7 3.0 362 384 40.4 27/33 VXR 143 7.2 18.3 6.4 7.8 2.4 202 181 RADICAL Crossland X 5dr SUV AAACC 1.2T 130 Elite 128 9.8 31.4 10.3 8.9 2.9 128 170 15.4 2.8 503 516 43.4 19/26 2020 13.6.18 SR3 SL 2dr roadster AAAAC SR3 SL 161 3.4 8.4 3.7 4.8 2.7 245 265 24.9 14/765 30.11.11 Astra 5dr hatch/estate AAAAC MERCEDES-BENZ 1.6 CDTi 136 SRi 127 8.8 25.7 8.8 8.6 2.6 134 236 R E N A U LT A-Class 5dr hatch AAABC ST CDTi B’tbo SRi137 8.4 22.2 7.7 8.1 2.6 158 258 A200 CDI Sport 130 8.9 28.3 9.0 10.1 2.5 134 221 37.1 48/58 1475 7.11.12 Twingo 5dr hatch AAABC Insignia Grand Sport 4dr saloon AAAAC 94 17.6 — 19.1 29.4 2.9 69 67 20.8 42/52 865 29.10.14 2.0D SRi VX-Line140 8.7 23.8 7.9 8.9 2.7 168 295 A45 AMG 168 4.2 11.5 4.3 4.5 2.8 355 322 38.1 27/37 1555 14.8.13 Dynamique Zoe 5dr hatch AAABC Insignia Sports Tourer 5dr estate AAACC B-Class 5dr MPV AAABC B200 CDI Sport 130 9.4 28.8 9.6 11.9 2.7 134 221 37.8 20/52 1495 29.2.12 Dynamique 84 12.3 — 13.9 9.1 2.9 87 162 7.8 250Wh/m 1468 31.7.13 GSI 2.0 B’tbo D 144 8.4 23.1 7.7 9.5 2.7 207 354 C-Class 4dr saloon/5dr estate AAAAC Clio 5dr hatch AAAAC Zafira Tourer 5dr MPV AAABC C220 Bluetec 145 8.1 22.9 8.1 11.7 2.8 168 295 42.4 41/51 1700 23.7.14 0.9 TCE 113 13.4 — 13.9 19.1 2.8 89 100 23.8 38/47 1009 6.3.13 2.0 CDTi 165 129 10.4 36.8 10.2 14.3 3.2 163 258 CLA 4dr saloon/5dr estate AAABC RS 200 Turbo 143 7.4 20.9 6.9 9.1 2.8 197 177 20.8 32/37 1204 23.10.13 Mokka 5dr SUV AAABC 220 CDI Sport 143 8.3 23.1 8.0 4.8 2.9 168 258 37.3 44/54 1525 26.6.13 Mégane 3dr hatch AAAAB 1.4T 118 10.0 30.6 9.4 13.7 3.0 138 148 200 CDI S’t S’Brk 134 10.1 29.7 9.6 11.9 3.4 134 221 33.5 53/59 1555 18.11.15 275 Trophy-R 158 6.4 14.0 5.0 6.4 3.1 271 266 27 26/33 1297 5.11.14 VXR8 4dr saloon AAAAC New Mégane 5dr hatch AAACC GTS-R 155 4.8 9.6 3.3 6.6 3.1 587 546 E-Class 4dr saloon/5dr estate/2dr convertible/2dr coupé AAAAC E400 Coupé 155 5.6 13.4 4.9 14.8 2.9 328 354 46.7 30/39 1845 14.6.17 1.5 dCi Dyn. S Nav 116 11.1 35.2 11.1 13.2 2.8 108 192 33.9 47.2 1387 17.8.16 V O L K S WA G E N CLS 4dr saloon/5dr estate AAAAC Grand Scenic 5dr MPV AAABC 350 CDI S’Brake 155 7.0 18.5 6.4 *3.8 2.9 261 457 39.6 36/43 1980 9.1.13 dCi 130 Dyn. S Nav 118 11.4 35.8 11.3 10.2 3.4 129 236 32.1 47/61 1601 25.1.17 Up 3/5dr hatch AAAAC 1.0 High Up 106 13.8 — 14.7 18.6 2.8 74 70 S-Class 4dr saloon/2dr coupé AAAAA Kad jar 5dr SUV AAAAC S350 Bluetec 155 7.3 19.0 6.8 *3.9 2.7 255 457 45.6 34/44 1975 16.10.13 dCi 115 Dyn. S Nav 113 14.5 — 14.6 17.2 2.3 108 192 35.0 52/69 1380 21.10.15 GTI 1.0 TSI 115 122 8.5 25.7 7.8 7.6 2.8 114 147 S63 AMG Coupé 155 4.5 9.6 3.4 6.8 2.7 577 664 42.8 22/25 2070 3.12.14 Koleos 5dr SUV AAACC Polo 5dr hatch AAAAB dCi 175 4WD Sig. 126 9.8 31.3 10.1 14.3 2.9 175 280 — 34/38 1747 20.8.17 1.0 TSI 95 SE 116 10.7 34.4 11.1 12.1 2.8 94 129 GLA 5dr SUV AAABC GLA220 CDI SE 134 8.1 23.8 7.8 4.7 2.65 168 258 36.4 40/48 1535 14.5.14 Golf 3/5dr hatch AAAAB R O L L S - R OYC E GLC 5dr SUV AAAAC GTI Perf. DSG 155 6.5 16.4 5.9 8.9 2.8 227 258 GLC250d 143 7.8 23.5 7.8 15.7 3.2 201 369 46.9 39/43 1845 10.2.16 Phantom 4dr saloon AAAAA 2.0 TDI 134 9.6 27.6 8.6 11.7 2.9 148 236 Phantom 155 5.5 11.8 4.4 *2.5 2.8 563 664 51.2 8/28 2560 4.4.18 GTE GL 5dr SUV AAAAC 138 7.7 18.2 6.1 7.7 2.5 201 258 GL350 AMG Sp’t 137 8.3 24.8 8.2 5.0* 2.6 255 457 37.7 28/33 2455 24.7.13 Ghost 4dr saloon AAAAC 1.5 TSI R-line 134 8.8 22.7 8.1 9.9 2.1 148 184 Ghost 155 4.9 10.6 3.9 *2.3 2.6 563 575 46.0 18/23 2450 7.7.10 T-Roc 5dr SUV AAAAB X-Class 4dr pick-up AAABC X250d 4Matic 109 11.2 38.9 11.6 — 3.2 187 332 31.3 27/36 2159 20.6.18 Wraith 2dr coupé AAAAB 2.0 TSI SEL 4Mn 134 6.7 20.2 6.5 13.3 3.2 187 236 Wraith 155 4.6 10.0 4.5 *2.1 2.9 624 590 45.9 15/27 2435 21.5.14 Arteon 5dr hatch AAABC SL 2dr convertible AAAAC SL500 155 4.3 9.9 3.6 6.5 2.7 429 516 39.6 10/24 1815 8.8.12 Dawn 2dr convertible AAAAC 2.0 BITDI 240 152 6.5 17.7 6.2 8.9 3.3 237 369 Dawn 155 5.2 11.6 4.2 *2.4 2.9 563 575 47.7 19/25 2560 1.6.16 Passat 4dr saloon/5dr estate AAAAC MG 2.0 TDI 190 GT 144 8.7 23.6 8.1 13.1 3.2 187 295 S E AT 3 5dr hatch AAABC GTE 140 7.6 19.0 6.1 7.8 3.3 215 295 1.5 3Form Sp’t 108 11.4 41.5 11.6 19.6 2.8 105 101 22.2 37/41 1150 25.12.13 Ibiza 5dr hatch AAAAB Touran 5dr MPV AAAAC SE Tech’y 1.0 TSI 113 10.0 34.1 10.0 10.1 3.0 94 129 27.2 45/56 1047 19.7.17 2.0 TDI 150 SE 128 9.9 29.3 9.7 13.6 3.2 148 251 GS 5dr SUV AAACC 1.5 TGI Excite 118 8.9 25.5 8.3 12.4 2.8 164 184 29.3 29/38 1395 20.7.16 Leon 3/5dr hatch AAAAC Tiguan 5dr SUV AAAAB SC 2.0 TDI FR 142 8.0 22.1 7.5 9.6 2.9 181 280 35.6 47/54 1350 4.9.13 2.0 TDI 150 SE 127 10.4 33 9.6 12.4 3.2 148 251 MINI Cupra SC 280 155 5.9 13.6 4.4 7.1 2.7 276 258 27.2 28/36 1441 26.3.14 Caravelle 5dr MPV AAAAC Mini 3dr hatch AAAAB 2.0 BITDI Exec. 126 11.6 36.1 11.7 10.2 3.2 201 332 Alhambra 5dr MPV AAAAC Cooper S 146 6.9 17.1 5.9 6.7 2.5 189 221 26.4 35/54 1235 2.4.14 2.0 TDI 170 DSG 127 10.5 38.3 11.2 *7.0 3.0 168 258 30.5 35/40 1935 1.12.10 V O LV O C’per S Wks 210 146 7.2 16.4 6.0 6.5 3.0 207 221 26.5 31/47 1235 6.12.17 Arona 5dr SUV AAAAC SE Tech’y 1.0 TSI 107 10.5 — 10.6 11.9 3.1 94 129 26.2 37/41 1165 15.11.17 XC40 5dr SUV AAAAB Clubman 5dr hatch AAABC Cooper D 132 8.6 25.9 8.2 10.0 2.9 148 243 34.9 51/52 1320 25.11.15 Ateca 5dr SUV AAAAB D4 AWD First Ed. 130 8.5 24.8 8.5 13.7 3.0 188 295 1.6 TDI SE 114 10.5 35.6 9.3 14.0 2.9 114 184 36.4 50/62 1300 19.10.16 S60 4dr saloon AAAAC Convertible 2dr convertible AAAAB Cooper 129 9.2 25.4 8.8 12.4 2.7 134 162 31.0 46/53 1280 6.4.16 D4 SE Nav 143 7.6 20.4 6.9 9.2 3.0 179 295 SMART S90 4dr saloon AAAAC Countryman 5dr hatch AAABC Cooper D 129 9.0 26.4 8.4 11.5 2.8 148 243 36.2 42/48 1480 22.2.17 Forfour Electric Drive 5dr hatch AABCC D4 Momentum 140 8.2 22.1 7.9 11.1 2.6 188 295 14.5 10.6 2.8 80 118 — 260Wh/m 1200 23.8.17 V60 5dr estate AAAAC Plug-in Hybrid 123 6.7 24.4 6.2 5.5 3.5 221 284 30.1 42/50 1735 26.7.17 Prime Premium 81 13.2 — D4 M’tum Pro 137 8.9 23.8 8.2 12.7 2.8 188 295 MITSUBISHI S KO DA XC60 5dr SUV AAABC Eclipse Cross 5dr SUV AAACC Fabia 5dr hatch AAAAC D4 AWD R-Des’n 127 8.9 26.2 8.8 14.2 2.8 188 295 1109 21.1.15 XC90 5dr SUV AAAAC 1.5 First Ed 2WD 127 9.0 26.5 8.3 13.8 3.0 161 184 30.9 34/45 1455 14.3.18 1.2 TSI 90 SE-L 113 12.6 46 12.5 15.0 3.4 89 118 26.1 45/49 D5 Momentum 137 8.3 23.9 8.3 *5.0 — 222 347 New Octavia 4dr saloon/5dr estate AAAAC Outlander 5dr SUV AAABC 2.2 DiD GX5 118 10.2 32.9 10.1 11.1 3.07 147 265 34.7 38/45 1675 27.3.13 vRS 245 Estate 155 6.9 16.2 5.8 7.3 2.9 242 273 29.8 33/39 1392 16.8.17 WESTFIELD PHEV GX4hs 106 10.0 30.5 9.5 6.2 3.0 200 245 — 44/38 1810 16.4.14 Rapid 4dr saloon AAABC 1.2 TSI 114 11.3 45.5 11.5 14.2 2.9 84 118 26.1 40/47 1175 5.12.12 Sport 0dr roadster AAAAC MORGAN Sport 250 142 3.6 11.1 6.4 4.0 2.7 252 270 Superb 5dr hatch/estate AAAAB Plus 8 2dr roadster AAACC 2.0 TDI SE 135 8.8 24.9 8.2 11.2 2.8 148 251 37.2 47/54 1505 9.9.15 ZENOS 4.8 V8 — 4.9 11.1 4.0 8.3 3.2 390 370 36.0 24/32 1230 22.8.12 Kodiaq 5dr SUV AAAAC 2.0 TDI Edition 121 9.5 34.7 10.1 12.2 2.8 148 251 33.5 37/48 1751 23.11.16 E10 0dr roadster AAAAB 3 Wheeler 2dr roadster AAAAA 3 Wheeler 115 8.0 29.9 7.7 5.1 3.56 80 103 21.3 30/520 6.6.12 S 140 4.3 11.2 4.1 5.3 2.9 250 295 7.5 2.7 469 479 38.1 19/25 7.1 2.7 503 516 35.6 21/27
Mph/1000rpm
Torque (lb ft)
Power (bhp)
31/39
21.0 2.6 168 184 31.9
9.1 2.9 81 87 21.2 41/45 6.7 2.9 205 221 25.6 41/42
1440 30.3.16
1425 14.9.16
27.0 3.4 154 145 41.5
Swift 5dr hatch AAABC 1.0 SZ5 121 10.5 33.0 10.3 11.8 Celerio 5dr hatch AAABC 1.0 SZ4 96 12.9 — 14.3 25.0 1305 14.10.09 Baleno 5dr hatch AAABC 1.0T B’jet SZ5 124 9.8 29.5 9.7 11.2 SX4 S-Cross 5dr SUV AAABC 1.6 DDiS SZ4 111 10.0 32.6 10.1 8.9 1080 18.7.12 Vitara 5dr SUV AAABC 112 9.5 29.8 9.5 15.5 1160 11.2.15 1.6 SZ5
PORSCHE
221 33.2 45/58
SUBARU
11.2 3.0 128 236 32.8 42/48
12.7 3.0 115 117 19.5 36/46 7.2 2.5 197 184 23.8 31/39
718 2dr coupé/roadster AAAAB Boxster 171 5.4 12.2 4.3 5.2 1420 24.5.17 Cayman S 177 4.8 10.5 3.9 4.8 Cayman GTS 180 4.8 10.2 3.5 4.7 — 7.5.14 911 2dr coupé AAAAB GT3 RS 193 3.4 7.8 2.8 6.9 New 911 2dr coupé AAAAB Carrera S 190 4.5 9.4 3.4 7.3 1715 3.6.15 918 Spyder 2dr coupé AAAAA 214 2.6 5.3 1.9 2.2 1850 8.2.17 4.6 V8 Panamera 4dr saloon AAAAA 1715 29.7.15 4S Diesel 177 4.1 10.3 3.8 — 1555 10.5.17 Macan 5dr SUV AAAAB Turbo 165 4.7 11.8 4.3 7.9 1595 6.7.16
Braking 60-0mph
50-70mph
30-70mph
0-100mph
Top speed
0-60mph
Tivoli XLV AAACC ELX auto 107 12.0 44.5 12.6 7.9 3.1 113
XV 5dr SUV AAACC 1307 12.11.14 2.0i SE L’tronic 120 10.1 27.7 9.0 Levorg 5dr estate AAACC 1230 3.11.10 GT 1.6i L’tronic 130 8.4 24.6 7.9 1295 22.5.13 Forester 5dr SUV AAACC 2.0d XC 118 9.9 36.5 10.5 1365 19.2.14 WRX 4dr saloon AAACC STi Type UK 159 5.4 13.3 5.1 1550 13.8.14
13.1 2.9 108 192 35.7 50/57
M600 2dr coupé AAAAB M600 225 3.5 6.8 2.5 4.7 2.45 650 604 29.9 18/25 208 3/5dr hatch AAACC 1.2 VTI Active 109 14.2 — 14.5 GTi 30th 143 6.5 16.1 5.8 308 3/5dr hatch AAAAC 1.6 e-HDi 115 118 10.1 32.6 10.4 508 SW estate AAAAC 2.0 HDi 163 138 9.6 28.6 9.7 2008 5dr SUV AAABC 1.6 e-HDi 117 10.7 37.8 11.5 3008 5dr SUV AAABC 1.6 Bl’HDi GT L’e 117 12.0 44.3 12.1 5008 5dr MPV AAABC 2.0 Bl’HDi GT L’e 129 10.8 28.8 9.7
Make and model
TEST DATE
Weight (kg)
Mpg test/touring
Mph/1000rpm
Torque (lb ft)
Power (bhp)
15.6 2.8 89 20.3 2.9 79
PEUGEOT
McLAREN
C63 4dr saloon AAAAB C63 155 4.4 9.7 3.4 C63 S C’vertible 155 4.6 10.2 3.4 GT 2dr coupé AAAAC S 193 3.6 7.8 2.8 R 198 3.6 7.3 2.7 SLC 2dr convertible AAABC SLC43 155 5.5 12.3 4.2 GLC 5dr SUV AAABC GLC63 S 4Mtic+ 155 3.7 8.9 3.2
S S A N GYO N G
NOBLE
1835 12.3.14
109 27.9 51/55
—
Braking 60-0mph
NISSAN Micra 5dr hatch AAAAC 0.9 N-Connecta 109 12.1 44.7 11.7 1765 18.2.15 Note 5dr hatch AAAAC 1.2 Acenta Pr’m 106 12.6 — 13.4 2380 6.6.18 Pulsar 5dr hatch AAACC 1.5 dCi N-tec 118 10.9 35.5 10.8 Juke 5dr SUV AAABC Acenta 1.6 111 10.3 41.6 9.9 134 6.9 17.2 6.0 920 29.6.16 Nismo 1.6 Qashqai 5dr SUV AAAAB 113 10.8 39.2 11.1 1430 30.3.11 1.5 dCi 2WD X-Trail 5dr SUV AAABC 117 11.2 39.7 11.7 1176 3.4.13 1.6 dCi 2WD GT-R 2dr coupé AAAAB Recaro 196 3.4 7.8 2.7
MAZDA 2 5dr hatch AAAAC 1.5 Sky’v-G SE 114 10.4 38.0 7.0 20.2 3 5dr hatch AAAAC 2.2 SE-L 130 9.0 26.6 9.1 9.9 6 4dr saloon/5dr estate AAAAC 2.2 Sport Nav 139 7.9 21.2 7.1 7.9 MX-5 2dr roadster AAAAB 1.5 SE-L Nav 127 8.4 24.8 7.9 14.7 CX-3 5dr SUV AAABC 1.5D SE-L Nav 110 10.3 34.7 10.3 10.3 CX-5 5dr SUV AAAAC 2.2D Sport Nav 127 9.4 26.3 9.1 10.4
50-70mph
30-70mph
0-100mph
Top speed
1.10.14
0-60mph
1905
Make and model
TEST DATE
NX 5dr SUV AAACC 300h 112 9.7 30.4 9.1 *5.6 2.7 194 na — 32/38 RC F 2dr coupé AAACC RC F 168 4.8 10.7 3.9 12.9 2.9 471 391 39 24/28 LS 4dr saloon AAACC 500h Prem AWD 155 5.9 15.4 5.3 12.4 2.8 295 258 36.9 30/42
Weight (kg)
Mpg test/touring
Mph/1000rpm
Torque (lb ft)
Power (bhp)
Braking 60-0mph
50-70mph
30-70mph
0-100mph
Top speed
0-60mph
Make and model
ROAD TEST RESULTS
39/45
1086
6.2.13
20.3 49/55
938
15.7.15
34.8 37/42 23.8 29/34
1176 19.11.14 1280 6.5.15
30.5 40/54
1199
33.4 55/58 33.7 57/59
1350 30.9.15 1435 13.4.16
36.1
1507
39/51
38.6 36/47
7.6.17
3.5.17
1807 30.5.18
37.7 38/46
1805 15.2.12
26.1
1350 28.11.12
32/40
34.9 20/27
1858
20.5 44/59 24.7 39/54
945 7.12.11 1070 21.3.18
27.1
43/57
1145
34.4 37.4 7.6 28.0
32/38 44/56 44/45 40/52
1402 10.7.13 1390 16.1.13 1599 20.5.15 1324 2.8.17
35.6 31/37
1495 24.1.18
37.8 38/56
1828 27.9.17
37.9 45/52 32.3 38/43
1614 1722
4.2.15 7.9.16
37.0 54/60
1571
3.2.16
40
10.1.18
31.1.18
44/52
1683 22.6.16
22.7 38/45
2386 23.12.15
39.8 38/44
1735
7.2.18
39.4 46/59
1580
5.3.14 13.7.16
40.1
40/51
1717
41.0
35/43
1847 27.6.18
38.9 40/49
1836
5.7.17
33.6 37/39
2009 17.6.15
22.7 32/42
665 29.11.17
33.9 21/23
725
7.10.15
w Po
(b er
hp
)
T
op
e sp
ed
(m
ph
)
0-6
2 0/6
mp
h o Ec
m no
y (m
pg
)
C
k (g/ O2
m)
w Po
(b er
hp
)
T
op
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ed
(m
ph
)
0-6
2 0/6
mp
h o Ec
m no
y (m
pg
)
C
k (g/ O2
m)
ABARTH
2.0 Turbo Petrol 280 276 149 5.7 46.3 141 AAABC 2.2 Turbo Diesel 150 148 137 8.2 67.3 109 2.2 Turbo Diesel 180 177 143 7.1 67.3 109 2.9 BiTurbo Quadrifoglio 503 191 3.9 34.4 189 1.4 T-jet 145 143 130 7.8-8.0 47.1-48.7 134-139 1.4 T-jet 160 Trofeo 157 135 7.3 47.1 139 AAAAB Stelvio 5dr SUV £33,990–£69,500 1.4 T-jet 165 Turismo 162 135 7.3-7.4 47.1-48.7 134-139 Alfa’s first SUV is a solid effort. Choosing the petrol version gives it 1.4 T-jet Competizione 177 140 6.7-6.9 47.1-48.7 134-139 charisma. LxWxH 4687x1903x1671 Kerb weight 1604kg 2.2 Turbo D 180 177 130 7.6 60.1 124 695 3dr hatch/2dr open £20,360–£26,210 AAABC 2.2 Turbo D 180 Q4 AWD 177 130 7.6 58.9 127 A convincing track-day 500 with decent dynamic ability. Overly 2.0 Turbo D 210 Q4 AWD 207 134 6.6 58.9 127 firm ride spoils it, though. LxWxH 3657x1627x1485 Kerb weight NA 2.0 Turbo 200 Q4 AWD 197 134 7.2 40.4 161 1.4 T-jet XSR Yamaha 162 135 7.3-7.4 47.1-48.7 134-139 2.0 Turbo 280 Q4 AWD 276 143 5.7 40.4 161 1.4 T-jet 180 Rivale 177 140 6.7-6.9 47.1-48.7 134-139 2.9 BiTurbo Quadrifoglio 503 197 3.8 31.4 210 1.4 T-jet 190 Biposto 187 143 5.9 45.9 145 4C 2dr coupé/spider £52,820–£59,820 AAABC 124 Spider 2dr open £29,620–£31,920 AAAAB It may be flawed but it’s rewarding to drive, if not the last word in
595 3dr hatch/2dr open £15,260–£21,960
The Fiat 500’s Abarth makeover makes it a true pocket rocket. LxWxH 3657x1627x1485 Kerb weight NA
Only a mildly upgraded version of the standard car – but what a revelation it is. LxWxH 4054x1740x1233 Kerb weight 1060kg 1.4 T-jet 170
167
142-144 6.9
finesse. LxWxH 3989x1864x1183 Kerb weight 934kg 1.75 TBi 240
236
160
4.5
hp
)
T
op
e sp
ed
(m
ph
)
0-6
2 0/6
mp
h o Ec
DB11 2dr coupé £147,900–£161,900
m no
y (m
pg
)
C
k (g/ O2
m)
AAAAA
The stunning replacement for the already seductive DB9 is tyreshreddingly good. LxWxH 4385x1865x1270 Kerb weight 1760kg 4.0 V8 5.2 V12 AMR
503 630
187 208
4.0 3.7
20.9 24.8
A1 3dr hatch £15,565–£29,590
AAABC
AAAAC 1.0 TFSI 95 93 116 11.1 62.8-67.3 97-103 Mito 3dr hatch £13,840–£21,380 AAACC Previously falling behind in the power stakes, but the recent 1.4 TFSI 125 123 127 8.9 54.3-57.6 112-123 facelift rectifies that. LxWxH 4632x1811x1431 Kerb weight 1705kg 1.4 TFSI 150 Likeable, good-looking hatch is practical, too, but dynamic flaws 148 134 7.9 56.5-58.9 111-117 make it an also-ran. LxWxH 4063x1720x1446 Kerb weight 1080kg 3.0 BiTurbo 433 188-190 4.3 34.9-35.8 180-185 2.0 TFSI S1 quattro 227 155 5.9 39.2-39.8 166-168 1.4 78hp 76 103 13.0 50.4 130 1.6 TDI 116 114 124 9.5 70.6-74.3 99-106 0.9 TB Twinair 105 103 114 11.4 67.3 99 B4 S 2dr coupé/open £63,277–£68,403 AAABC 1.4 TB Multiair 140 138 130 8.1 52.3 124 A retuned version of the 4 Series that feels more at home on the A1 Sportback 5dr hatch £16,185–£30,210 AAABC track than the road. LxWxH 4640x1825x1373 Kerb weight 1690kg Rear doors add convenience to an already attractive package. 1.4 TB Multiair 170 167 136 7.3 52.3 124 1.3 JTDM-2 95 93 112 12.5 83.1 89 3.0 BiTurbo 433 189-190 4.2-4.3 34.0-35.8 180-190 LxWxH 3973x1746x1422 Kerb weight 1035kg 1.0 TFSI 95 93 116 11.1 62.8-67.3 97-103 Giulietta 5dr hatch £19,715–£29,950 123 127 8.9 54.3-57.6 112-123 AAACC B5 4dr saloon/5dr touring £94,118–£96,891 AAAAC 1.4 TFSI 125 148 134 7.9 56.5-58.9 111-117 Long in the tooth but still seductive, shame it’s not rounded or Is it the best alternative to an M5? Yes, at least from a practicality 1.4 TFSI 150 lavish enough. LxWxH 4351x1798x1465 Kerb weight 1305kg viewpoint. LxWxH 4956x1868x1466 Kerb weight 2015kg 2.0 TFSI S1 quattro 227 155 5.9 39.2-39.8 166-168 114 124 9.5 70.6-74.3 99-106 1.4 TB 120 118 121 9.4 45.6 144 4.4 V8 BiTurbo 599 200-205 3.5-3.7 26.2-26.9 240-247 1.6 TDI 116 1.4 TB Multiair 150 148 130 8.2 51.4 127 1.4 TB Multiair 170 167 135 7.6 57.7 114 B6 2dr open £108,571 AAAAC A3 Sportback 5dr hatch £21,810–£44,755 AAAAC 1.75 TBi 240 236 152 6.0 41.5 157 A ballistic coupé and convertible best suited to pounding the All the above but with the added convenience of five doors and a autobahns. LxWxH 4894x1894x1375 Kerb weight 1945kg usefully larger boot. LxWxH 4313x1785x1426 Kerb weight 1180kg 1.6 JTDM-2 120 118 121 10.0-10.2 74.3 99 2.0 JTDM-2 150 148 130 8.8 67.3 110 4.4 V8 BiTurbo 591 203 4.2 29.4 224 1.0 TFSI 116 114 128 9.9 60.1-62.8 104-108 2.0 JTDM-2 175 167 136 7.8 65.7 113 1.4 TFSI 150 e-tron 148 138 7.6 156.9-166.2 38-40 B7 4dr saloon £122,793 AAAAC 1.5 TFSI 150 148 136 8.2 54.3-58.9 110-118 Giulia 4dr saloon £29,550–£61,595 AAAAB A 7 Series with a power boost gives BMW a worthy challenger to 2.0 TFSI 190 187 151 6.8-6.9 48.7-50.4 129-130 the AMG S-Classes. LxWxH 5250x1902x1491 Kerb weight 2060kg 2.0 TFSI 190 quattro Handsome and special dynamically but lacks finesse and only 187 146 6.2 47.9-48.7 133-134 comes as an auto. LxWxH 4643x1860x1436 Kerb weight 1429kg 4.4 V8 BiTurbo 599 205 4.2 29.4 222 2.0 TFSI S3 quattro 305 155 4.6-5.3 39.8-43.5 150-163 2.0 Turbo Petrol 200 197 146 6.6 47.1 138 2.5 TFSI RS3 quattro 394 155 4.1 33.6-34.0 189-192 D3 4dr saloon/5dr touring £48,824–£53,277 AAAAC 1.6 TDI 116 114 125 10.4 67.3-72.4 103-109 An intoxicating mix of performance and frugality makes the D3 a 2.0 TDI 150 148 135 8.1-8.6 62.8-67.3 109-116 compelling choice. LxWxH 4632x1811x1428 Kerb weight 1660kg 2.0 TDI 150 quattro 148 133 8.3 58.9 126-127 S TA R R AT I N G S E X P L A I N E D 3.0 BiTurbo 345 170-171 4.6 52.3-53.3 139-142 2.0 TDI 184 181 145 7.4 61.4-62.8 118-119 2.0 TDI 184 quattro 181 143 6.8 56.5-57.6 129-130 CCCCC Inherently dangerous/unsafe. Tragically, D4 2dr coupé/open £51,429–£58,403 AAAAC irredeemably flawed. Precise dynamics with added Alpina kudos and a great engine. A3 Saloon 4dr saloon £23,530–£45,705 AAAAC
BCCCC Appalling. Massively significant failings. ACCCC Very poor. Fails to meet any accepted ABCCC AACCC AABCC AAACC AAABC AAAAC AAAAB AAAAA
class boundaries. Poor. Within acceptable class 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.
LxWxH 4640x1825x1382 Kerb weight 1660kg 3.0 BiTurbo
345
171-173 4.6-5.0
47.9-53.3 139-155
Undercuts the case to own an A4. Upmarket interior and good to drive. LxWxH 4458x1796x1416 Kerb weight 1240kg
1.0 TFSI 116 114 128 9.9 60.1-62.8 106-107 AAAAC 1.5 TFSI 150 148 139 8.2 54.3-56.5 112-119 The excellent 5 Series receives some Alpina tweaking to make it a 2.0 TFSI 190 187 155 6.8-6.9 48.7-50.4 128-131 brilliant cruiser. LxWxH 4956x1868x1466 Kerb weight 1870kg 2.0 TFSI 190 quattro 187 150 6.2 47.9-49.6 132-136 3.0 BiTurbo 345 171 4.9 46.3 161 2.0 TFSI S3 quattro 305 155 4.6-5.3 39.8-43.5 151-163 2.5 TFSI RS3 quattro 394 155 4.1 33.6-34.0 188-191 ARIEL 1.6 TDI 116 114 127 10.4 68.9-70.6 105-108 Atom 0dr open £30,572 AAAAB 2.0 TDI 150 148 139 8.1-8.6 61.4-67.3 110-118 Exhilarating, superbike-fast mentalist is less usable than some but 2.0 TDI 150 quattro 148 136 8.3 57.6-58.9 126-129 still marvellous. LxWxH 3410x1828x1195 Kerb weight 520kg 2.0 TDI 184 181 149 7.4 61.4-62.8 117-120 2.0 K20Z i-VTEC 245 145 3.1 NA NA 2.0 TDI 184 quattro 181 147 6.8 55.4-57.6 129-133 3.5R 350 NA NA NA NA A3 Cabriolet 2dr open £29,685–£42,095 AAAAC Nomad 0dr open £38,000 AAAAA Compact, affordable, usable and refined. Strong performance, too.
D5 S 4dr saloon £73,866
Well inside the top 10 list of our favourite cars. A revelation and a riot to drive. LxWxH 3215x1850x1425 Kerb weight 670kg
LxWxH 4423x1793x1409 Kerb weight 1380kg
1.5 TFSI 150 2.0 TFSI 190 2.0 TFSI 190 quattro ASTON MARTIN 2.0 TFSI S3 quattro Vantage 2dr coupé £120,900 AAAAC 1.6 TDI 116 The faster, cleverer, more hardcore entry-level Aston tops its 2.0 TDI 150 class. LxWxH 4465x1942x1273 Kerb weight 1530kg 2.0 TDI 150 quattro 4.0 V8 496 195 3.5 26.8 245 2.0 TDI 184 2.0 TDI 184 quattro 2.4 K24 i-VTEC
235
125
3.4
NA
NA
hp
)
T
op
e sp
ed
148 187 187 305 114 148 148 181 181
137 155 150 155 125 139 136 149 147
8.9 7.2-7.3 6.9 4.6-5.3 11.2 8.7-8.9 8.8 7.9 7.4
52.3-56.5 46.3-48.7 44.8-46.3 39.8-43.5 64.2-67.3 60.1-65.7 56.5-57.6 58.9-60.1 53.3-55.4
112-119 128-131 132-136 151-163 110-114 113-122 129-132 122-125 134-138
(m
ph
)
0 0-6
/62
A4 4dr saloon £27,815–£46,080
mp
h o Ec
no
my
(m
pg
) (g/
km
)
CO 2
AAAAC
High quality and competent but leaves the dynamic finesse to its rivals. LxWxH 4726x1842x1427 Kerb weight 1320kg
1.4 TFSI 150 148 130 2.0 TFSI 190 187 149 2.0 TFSI 252 quattro 248 155 Vanquish 2dr coupé £199,950–£223,995 AAAAC 3.0 V6 TFSI S4 quattro 349 155 Dazzlingly beautiful and expressive big Aston plays the long2.0 TDI 150 ultra 148 130 legged cruiser well. LxWxH 4692x1912x1294 Kerb weight 1739kg 2.0 TDI 150 148 136-137 6.0 V12 Vanquish S 595 201 3.5 21.6 302 2.0 TDI 190 ultra 187 130 6.0 Vanquish S Volante 595 201 3.7 21.6 302 2.0 TDI 190 187 147-149 2.0 TDI 190 quattro 187 146 Rapide S 4dr saloon £149,500–£152,000 AAAAC 3.0 V6 TDI 218 215 155 The Rapide is one of the most elegant four-door sports cars in the 3.0 V6 TDI 218 quattro 215 155 world. LxWxH 5019x1929x1360 Kerb weight 1990kg 3.0 V6 TDI 272 quattro 268 155 6.0 V12 552 203 4.4 21.9 300 A4 Avant 5dr estate £29,255–£72,175
Audi’s answer to the Mini is fun and refined. LxWxH 3973x1740x1416 Kerb weight 1035kg
ALPINA
B3 S 4dr saloon/5dr touring £61,261–£65,210
w Po
(b er
230 265
AU D I
40.9-41.5 157-161
42.8-44.1 148-153
A L FA R O M E O
w Po
(b er
8.5-8.7 7.3 5.8 4.7 8.7-8.9 8.7-8.9 7.7 7.7 7.2 6.6 6.3 5.3
50.4-53.3 52.3-55.4 43.5-47.9 37.7 68.9-74.3 65.7-70.6 67.3-72.4 62.8-67.3 61.4-64.2 62.8-67.3 58.9-61.4 54.3-57.6
126-131 122-129 116-122 170 99-107 101-111 102-109 111-118 114-121 109-117 119-127 129-137
AAAAC
Classy and demure estate lacks the dynamic sparkle of rivals. LxWxH 4725x1842x1434 Kerb weight 1370kg 1.4 TFSI 150 2.0 TFSI 190 2.0 TFSI 252 quattro 3.0 V6 TFSI S4 quattro 2.9 V6 TFSI RS4 quattro 2.0 TDI 150 ultra 2.0 TDI 150 2.0 TDI 190 ultra 2.0 TDI 190 2.0 TDI 190 quattro 3.0 V6 TDI 218 3.0 V6 TDI 218 quattro 3.0 V6 TDI 272 quattro
148 187 248 349 443 148 148 187 187 187 215 215 268
130 8.9-9.0 149 7.5 155 6.0 155 4.9 155 4.1 130 9.0-9.2 132-133 9.0-9.2 130 7.9 143-146 7.9 143 7.4 152 6.7 152 6.4 155 5.4
A4 Allroad 5dr estate £40,235–£44,715
48.7-51.4 50.4-53.3 42.8 37.2 32.1 67.3-70.6 64.2-67.3 65.7-68.9 61.4-65.7 60.1-62.8 61.4-64.2 57.6-60.1 52.3-55.4
126-139 121-128 149-150 175 199-200 104-110 111-116 106-112 113-121 116-123 114-121 123-129 134-142
AAAAC
Quality load-hauler gets a rugged makeover to make it even more capable. LxWxH 4750x1842x1493 Kerb weight 1580kg 2.0 TFSI 252 quattro 2.0 TDI 190 quattro 3.0 V6 TDI 218 quattro 3.0 V6 TDI 272 quattro
148 187 215 268
153 136 143 155
6.1 7.8 6.6 5.5
A5 2dr coupé £33,845–£76,115
41.5-43.5 55.4-57.6 53.3-55.4 51.4-53.3
148-154 128-134 137-143 139-146
AAAAC
Refreshed coupé gets a sharper look and a refreshed interior. Still mundane to drive. LxWxH 4673x1846x1371 Kerb weight 1390kg 1.4 TFSI 150 2.0 TFSI 190 2.0 TFSI 252 quattro 3.0 V6 TFSI S5 quattro 2.9 V6 TFSI RS5 quattro 2.0 TDI 190 ultra 2.0 TDI 190 2.0 TDI 190 quattro 3.0 V6 TDI 218 quattro
148 187 248 349 443 187 187 187 215
130 8.9 149 7.2-7.3 155 5.8 155 4.7 155 3.9 130 7.7 148-149 7.7 146 7.2 155 6.2
A5 Sportback 5dr coupé £31,945–£48,880
50.4-53.3 47.9-55.4 44.1-45.6 38.2 32.5 67.3-70.6 62.8-67.3 61.4-64.2 58.9-61.4
122-127 124-129 141-144 170 197 105-111 111-118 114-121 119-127
AAAAC
Refined, good-looking four-door coupé is sadly short on charm and finesse. LxWxH 4733x1843x1386 Kerb weight 1425kg 1.4 TFSI 150 2.0 TFSI 252 quattro 3.0 V6 TFSI S5 quattro 2.0 TDI 150 2.0 TDI 190 ultra 2.0 TDI 190 2.0 TDI 190 quattro 3.0 V6 TDI 218 quattro
148 248 349 148 187 187 187 215
130 8.9 155 6.0 155 4.7 135-136 8.9-9.0 130 7.9-8.0 146-148 7.9 146 7.4 152 6.4
A5 Cabriolet 2dr open £38,085–£52,540
50.4-52.3 43.5-44.1 37.7 65.7-67.3 65.7-68.9 61.4-67.3 60.1-62.8 58.9-61.4
124-130 144-148 170 109-114 106-113 109-119 117-124 119-125
AAAAC
More practical than smaller options. Lower-powered, steel-sprung trim is best. LxWxH 4673x1846x1383 Kerb weight 1600kg 2.0 TFSI 190 2.0 TFSI 252 quattro 3.0 V6 TFSI S5 quattro 2.0 TDI 190 2.0 TDI 190 quattro 3.0 V6 TDI 218 quattro
187 248 349 187 187 215
A6 4dr saloon £33,165–£59,605
147-148 149 155 144 144 149
7.9 6.3 5.1 8.3 7.8 6.8
46.3-50.4 42.2-42.8 36.2 60.1-62.8 57.6-60.1 54.3-57.6
127-139 149-152 177 118-124 122-128 128-137
AAAAC
Supremely well-constructed but a bit soulless to drive. A smart office on wheels. LxWxH 4932x1874x1455 Kerb weight 1570kg
The new Polo. With £500 towards your deposit with Solutions PCP.* An utterly irresistible offer.
At the end of the agreement there are three options: i) pay the optional final payment and own the vehicle; ii) return the vehicle: subject to excess mileage and fair wear and tear, charges may apply; Representative *Indemnities may be required. Offers are not available in conjunction with any other offer and may be varied or withdrawn at any time. Accurate at time of publication [06/18]. Freepost
Official fuel consumption figures for the Volkswagen Polo range in mpg (litres/100km): urban 36.7 (7.7) – 64.2 (4.4); extra urban 6.3% APR comparative purposes. May not reflect real driving results.
N E W CAR PR I CES P
1.8 TFSI 190 2.0 TFSI 252 quattro 2.0 TDI 190 ultra 2.0 TDI 190 quattro 3.0 V6 TDI 272 quattro 3.0 BiTDI 320 quattro 4.0 V8 TFSI S6 quattro
e ow
187 248 187 187 268 315 443
r (b
) hp
ps To
pe
145 155 144 143 155 155 155
ed
(
h mp
0
)
/6 -60
2m
7.9 6.5 8.2-8.4 7.7 5.5 5.0 4.4
ph E
n co
om
y (m
47.9-50.4 40.9-42.2 62.8-67.3 56.5-57.6 54.3-55.4 45.6-47.1 30.1-30.7
) pg
C
(g/ O2
km
)
130-138 153-158 109-119 128-133 133-138 159-164 214-218
A capable stress-buster. BiTDI engine is a giant killer; the RS6 is simply monstrous. LxWxH 4943x1874x1461 Kerb weight 1635kg 187 248 187 187 268 315 443 552 596
140 155 140 139 155 155 155 155 155
8.2 6.7 8.5-8.7 7.9 5.7 5.2 4.6 3.9 3.7
47.1-49.6 39.8-40.9 60.1-64.2 54.3-55.4 52.3-53.3 44.1-45.6 29.4-30.1 29.4 29.4
A6 Allroad 5dr estate £48,110–£58,340
134-142 157-163 114-124 132-138 138-144 164-169 219-224 223 223
215 268 315
143 155 155
7.1 6.2 5.5
49.6 50.4 43.5
149 149 172
155 155 155
4.6 3.9 3.7
A8 4dr saloon £69,100–£74,995
29.7 29.7 29.7
220 221 221
282 335 282 335
pe
147 143
ed
(
0
/6 -60
2m
7.3 7.0
ph E
n co
58.9 50.4
om
y (m
C
(g/ O2
km
155 155 155 155
5.9 5.6 5.9 5.7
Q2 5dr SUV £21,6650–£37,235
532 532 601
198 198 205
3.7 3.5 3.2
48.7-50.4 36.2-37.7 48.7-50.4 36.2-37.7
145-152 171-178 146-152 171-178
AAAAC
22.8 22.4 21.1
283 287 306
BAC
Mono 0dr open £165,125
AAAAB
An F-22 Raptor for the road, only significantly better built. LxWxH 3952x1836x1110 Kerb weight 580kg 305
170
2.8
NA
NA
BENTLEY
Continental GT 2dr coupé £156,700
AAAAC
Refined and improved in every area, making the Conti a superb grand tourer. LxWxH 4850x1966x1405 Kerb weight 2244kg 626
207
3.6
23.2
Flying Spur 4dr saloon £132,800–£169,800
278 AAABC
Undoubtedly luxurious but misses the mark on refinement and tech sophistication. LxWxH 5299x1984x1488 Kerb weight 2417kg 500 521 616 626
183 190 199 202
4.9 4.6 4.3 4.2
25.9 25.9 19.2 19.2
Mulsanne 4dr saloon £229,360–£275,000
254 254 335 335 AAAAC
If the Rolls Phantom is best from the back seat, the Mulsanne is best in the front. LxWxH 5575x1926x1521 Kerb weight 2685kg 6.75 V8 6.75 V8 Speed
505 530
184 190
5.1-5.3 4.8
18.8 18.8
Bentayga 5dr SUV £135,800–£232,000
342 342 AAAAB
Crewe’s first attempt at a luxury SUV is a solid effort. The Diesel is wondrous. LxWxH 5140x1998x1742 Kerb weight 2505kg
1.0 TFSI 116 1.4 TFSI 150 2.0 TFSI 190 quattro 1.6 TDI 116 2.0 TDI 150 quattro
6.0 W12 4.0 V8 Diesel
122 131 141 122 131
10.1 8.5 6.5 10.3-10.5 8.1
53.3-55.4 48.7-54.3 44.1-44.8 61.4-68.9 56.5-58.9
117-121 119-130 144-146 109-120 125-131
P
M240i 218d 220d AAAAC 225d 129 147
Audi’s smallest SUV is a decent stepping stone from the A3 to the Q range. LxWxH 4191x1794x1508 Kerb weight 1205kg 114 148 187 114 148
)
600 429
187 168
4.0 4.6
21.6 35.3
296 210
Appealing combination of Audi allure, affordable SUV practicality and attractiveness. LxWxH 4663x1893x1659 Kerb weight 1720kg 187 248 349
135 147 155
7.9 6.3 5.4
53.3-56.5 132-138 39.2-40.4 157-164 33.2-34.0 189-195
AAAAC
) hp
ps To
pe
ed
(
0
/6 -60
2m
ph E
n co
om
y (m
) pg
C
(g/ O2
km
)
335 148 187 220
155 132 143 151
4.7-4.9 8.8-9.0 7.5-7.6 6.5
34.0-38.2 54.3-58.9 55.4-58.9 56.5
169-189 127-136 126-135 130
134 181 248 335 148 187 187
127 142 125 121 129 141 138
9.3 7.4 6.7 11.1 9.0-9.1 7.6 7.5
48.7 47.9-50.4 113 65.7 62.8 64.2 60.1
132 134 57 112-113 119 117 124
make it sparkle. LxWxH 4633x1811x1429 Kerb weight 1470kg BMW
A proper compact coupé now. Could be better equipped, however. LxWxH 4432x1774x1418 Kerb weight 1420kg 130 143 155 155 155 132 143 140 151
8.8-8.9 7.2 5.6 4.6-4.8 4.3-4.5 8.3-8.5 7.1-7.2 7.0 6.3
2 Series Convertible 2dr open £27,540–£39,615
50.4-53.3 47.9 47.9 36.2-39.8 33.2-35.8 61.4-62.8 61.4 55.4 60.1
124-130 134-136 134 163-179 185-199 119-120 121-122 135 124
AAABC
134 181 181 248 321 114 148 160 187 187 254 254 308
130 146 144 155 155 127 133 143 146 144 155 155 155
9.2-9.3 7.5 7.7-7.9 5.9-6.0 5.1 11.3-11.4 8.9-9.0 8.2-8.3 7.5-7.7 7.7 5.6 5.4 4.9
47.9-51.4 44.8-48.7 38.7-44.8 42.2-46.3 40.4 58.9-60.1 58.9-60.1 57.6-62.8 55.4-58.9 52.3-55.4 49.6-50.4 47.1 44.8
129-137 134-147 147-169 143-157 164 124-127 124-127 119-128 125-135 136-141 148-149 157-158 165-167
640i 650i M6 M6 Competition pack 640d
TT Roadster 2dr open £30,605–£54,230
138 141-150 153 159-168 187-192 124 142
AAAAC
Plenty of pace and driver reward, along with prestige and designicon style. LxWxH 4177x1832x1355 Kerb weight 1300kg 1.8 TFSI 180 2.0 TFSI 230 2.0 TFSI 230 quattro 2.0 TFSI TTS quattro 2.5 TFSI TT RS quattro
177 226 226 305 394
147 155 155 155 155
7.2 6.1-6.2 5.6 4.9-5.2 3.7
46.3 42.2-45.6 40.9 37.7-39.8 33.6-34.4
142 144-155 158 163-173 187-192
218i 220i 230i
134 181 248
130 143 155
9.4-9.6 7.7 5.9
48.7-50.4 131-139 46.3 138-140 45.6 142
ed
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6.3-6.4 5.4 4.4-4.6 4.3-4.5 8.1-8.2 5.9 5.2
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40.4-44.8 39.2 29.7-32.5 29.7-32.5 54.3-56.5 48.7 44.1
146-162 167 203-218 203-218 132-138 153 169
AAAAC
315 443 552 591 308
155 155 155 155 155
5.5 4.6 4.3 4.0 5.5
35.8-36.7 31.0 27.4 27.4 48.7-50.4
179-184 213 239 239 149-153
AAAAC
The 6 Series receives a pair of rear doors and they’re a brilliant visual coup. LxWxH 5007x1894x1392 Kerb weight 1750kg 315 443 552 591 308
155 155 155 155 155
5.4 4.6 4.2 3.9 5.4
36.2-37.7 32.1 27.4 28.5 49.6
178-182 206 231 231 152
Hatchback practicality meets 3 Series dynamic talent. Dull but decent. LxWxH 4824x1828x1508 Kerb weight 1580kg
6 Series Gran Turismo 5dr hatch £47,925–£57,810 AAABC
320i 320i xDrive 330i 340i 320d 320d xDrive 330d 330d xDrive 335d xDrive
630i 640i xDrive 630d 630d xDrive
181 181 248 321 187 187 254 254 308
146 144 155 155 146 144 155 155 155
8.0-8.1 8.1-8.4 6.1 5.1 7.8-7.9 7.8 5.7 5.4 4.9
4 Series 2dr coupé £33,985–£91,055
44.1-47.9 39.8-44.1 45.6 38.7 56.5 53.3 48.7 47.1 44.1
134-146 146-161 136-141 161-166 131-136 141 152 158 168
A large improvement on the 5GT and dynamically sound. Still an oddball, though. LxWxH 5007x1894x1392 Kerb weight 1720kg
181 181 248 321 425 444 453 187 187 254 254 308
146 144 155 155 155 155 155 146 144 155 155 155
46.3-48.7 40.9-45.6 43.5-48.7 36.7-41.5 31.0-34.0 31.0-34.0 33.6 58.9-60.1 54.3 51.4 47.9 45.6
134-141 144-161 136-151 159-179 194-204 194-204 197 124-125 136 144 154 162
155 155 155 155
6.3 5.3 6.1 6.0
42.8-43.4 34.4-35.3 49.0-49.5 48.0-48.7
148-152 183-187 151-154 154-156
AAAAC
Rules on in-car entertainment and diesel sophistication; otherwise too bland. LxWxH 5098x1902x1478 Kerb weight 1755kg
AAAAC 725d 7.3-7.5 7.6-7.8 5.8-5.9 5.0-5.2 4.1-4.3 4.0-4.2 3.9 7.2-7.4 7.3 5.5 5.2 4.7
254 335 261 261
7 Series 4dr saloon £62,725–£138,265
420i 420i xDrive 430i 440i M4 M4 Competition pack M4 CS 420d 420d xDrive 430d 430d xDrive 435d xDrive
47.1 43.5-46.3 42.8 38.7-40.9 33.6-34.4 60.1 52.3
155 155 155 155 146 155 155
pe
6 Series Gran Coupé 4dr coupé £62,465–£106,395
1.8 TFSI 180 2.0 TFSI 230 2.0 TFSI 230 quattro 2.0 TFSI TTS quattro 2.5 TFSI TT RS quattro 2.0 TDI 184 ultra 2.0 TDI 184 quattro
6.9 5.9-6.0 5.3 4.6-4.9 3.7 7.1 6.7
ps To
Great engines and interior, but more of a GT than sports car. LxWxH 4894x1894x1365 Kerb weight 1890kg
A talented GT and a brilliant B-road steer that is very well-equipped. 730d LxWxH 4640x1825x1377 Kerb weight 1475kg 730d xDrive
149 155 155 155 155 149 145
) hp
Essentially a prettier 3 Series. Good, but not better than the regular saloon. LxWxH 4640x1825x1404 Kerb weight 1520kg
Still serves up plenty of pace, style and usability for the money. It’s Better than its 1 Series forebear but lacks truly distinguishing better to drive, too. LxWxH 4177x1832x1353 Kerb weight 1210kg premium qualities. LxWxH 4432x1774x1413 Kerb weight 1440kg 177 226 226 305 394 181 181
248 321 425 444 187 254 308
r (b
4 Series Gran Coupé 4dr coupé £33,985–£48,655
640i 650i M6 M6 Competition pack AAAAB 3 Series Gran Turismo 5dr hatch £31,420–£44,610 AAAAC 640d
2 Series 2dr coupé £25,010–£48,945 134 181 248 335 365 148 187 187 220
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420i 181 146 7.5-7.7 46.3-48.7 134-141 420i xDrive 181 144 7.8-8.1 40.9-45.6 144-161 430i 248 155 5.9 43.5-48.7 136-151 440i 321 155 5.1 41.5 159 420d 187 146 7.4-7.6 57.6-58.9 126-128 2 Series Gran Tourer 5dr MPV £26,730–£36,610 AAAAB 420d xDrive 187 144 7.5 54.3 136 Brings a proper premium MPV to the table. Third row seats aren’t 430d 254 155 5.6 51.4 144 adult-sized, though. LxWxH 4556x1800x1608 Kerb weight 1475kg 430d xDrive 254 155 5.3 47.9 155 218i 134 127 9.5-9.8 47.1 137 435d xDrive 308 155 4.8 45.6 163 220i 181 137 7.8 44.8-47.9 134-143 216d 335 119 11.8 62.8-64.2 116-117 5 Series 4dr saloon £36,710–£89,645 AAAAB 218d 148 127 9.6 60.1-61.4 121-125 The perfect compromise between the comfy E-Class and dynamic XF, and then some. LxWxH 5493x1868x1479 Kerb weight 1530kg 220d 187 138 8.2 61.4 122 220d xDrive 187 135 8.0 57.6 129 520i 181 146 7.8 50.4-52.3 124-129 530i 248 155 6.2 48.7 132 3 Series 4dr saloon £26,790–£59,600 AAAAB 540i xDrive 335 155 4.8 39.2 164 Decent cabin space and engine range but doesn’t measure up on M5 592 155 3.4 26.9 241 handling and finesse. LxWxH 4633x1811x1429 Kerb weight 1425kg 530e 248 146 6.2 141.2 46 318i 134 130 8.9-9.1 51.4-54.3 122-129 520d 187 147 7.5 60.1-62.7 119-123 320i 181 146 7.2-7.3 47.9-51.4 134-138 520d xDrive 187 144 7.6 56.4-57.6 129-132 320i xDrive 181 144 7.5-7.6 41.5-51.4 142-159 525d 227 155 6.6 56.4-57.6 128-131 330i 248 155 5.8-5.9 43.5-48.7 136-151 530d 261 155 5.7 55.3 134 340i 321 155 5.1-5.2 36.7-41.5 159-179 530d xDrive 261 155 5.4 51.3 144 M3 425 155 4.1-4.3 32.1-34.0 194-204 M3 Competition package 444 155 4.0-4.2 32.1-34.0 194-204 5 Series Touring 5dr estate £39,000–£53,730 AAAAB 330e 248 139 6.1 134.5 45-49 The excellent 5 Series made in more practical form. The 520d is 316d 114 127 10.8-10.9 60.1-61.4 120-124 still the best. LxWxH 4942x1868x1464 Kerb weight 1630kg 318d 148 133 8.5-8.7 60.1-61.4 121-123 520i 181 139 8.2 47.8-48.7 132-136 320d Efficient Dynamics 160 143 7.9-8.0 61.4-65.7 114-122 530i 248 155 6.5 46.3 139 320d 187 146 7.3-7.4 57.6-60.1 124-127 540i xDrive 335 155 5.1 37.6 172 320d xDrive 187 144 7.4 54.3-55.4 135-137 520d 187 147 7.8 60.1-61.4 121-124 330d 254 155 5.6 51.4 144-146 520d xDrive 187 144 7.9 53.2-54.3 137-140 330d xDrive 254 155 5.3 48.7 153-154 525d 227 152 6.8 54.3-60.1 134-138 335d xDrive 308 155 4.8 45.6 162-164 530d 261 155 5.8 52.3 141 530d xDrive 261 155 5.6 49.5 151 3 Series Touring 5dr estate £28,130–£45,620 AAAAB 6 Series Convertible 2dr open £68,465–£109,995 AAABC There are more practical estates, but the 3 Series’ dynamism
1 Series 3dr/5dr hatch £22,400–£37,105
218i 220i Q7 5dr SUV £51,425–£89,905 AAAAC 230i Unengaging to drive and light on feel, but the cabin is both huge M240i and classy. LxWxH 5052x1968x1740 Kerb weight 2060kg M2 3.0 V6 TDI 218 quattro 215 134 7.3 45.6-48.7 150-161 218d 3.0 V6 TDI 272 quattro 268 145 6.5 44.1-47.1 158-168 220d 3.0 V6 TDI quattro e-tron 254 143 6.2 148.7-156.9 48-50 220d xDrive 4.0 V8 TDI SQ7 quattro 429 155 4.9 37.2-39.2 190-199 225d
TT 2dr coupé £28,855–£52,480
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some of its rivals. LxWxH 4342x1800x1555 Kerb weight 1360kg
318i AAABC 320i Strong on performance and economy and as good as it could be. 320i xDrive Q3 5dr SUV £27,915–£37,235 AAABC LxWxH 4329x1765x1421 Kerb weight 1375kg 330i Typically refined and competent but feels more like an A3 than an 118i 134 130 8.5-8.7 52.3-56.5 112-126 340i Audi SUV. LxWxH 4388x1831x1608 Kerb weight 1385kg 120i 181 139-142 7.1 46.3-48.7 133-140 316d 1.4 TFSI 150 148 126 8.9-9.2 45.6-51.4 127-143 125i 220 151 6.1 47.9 134 318d 2.0 TFSI 180 quattro 177 135 7.6 40.4-42.8 152-161 M140i 335 155 4.6-4.8 36.2-39.8 163-179 320d Efficient Dynamics 2.0 TDI 150 148 126 9.6 60.1-62.8 117-124 116d 114 124 10.5 62.8-67.3 111-118 320d 2.0 TDI 150 quattro 148 126 9.3 53.3-57.6 129-140 118d 148 131 8.2-8.4 61.4-64.2 115-118 320d xDrive 2.0 TDI 184 quattro 181 136 7.9 50.4-54.3 136-146 120d 187 141 7.1-7.2 60.1-62.8 120-124 330d 120d xDrive 187 138 6.9 54.3-55.4 135-138 330d xDrive Q5 5dr SUV £39,840–£51,955 AAAAC 125d 220 149 6.4 58.9 126 335d xDrive 2.0 TDI 190 quattro 2.0 TFSI 252 quattro 3.0 V6 TFSI SQ5 quattro
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430i 440i M4 M4 Competition pack 420d 2 Series Active Tourer 5dr hatch £24,905–£34,885 AAAAC 430d BMW’s FWD hatch is a proper contender but not as practical as 435d xDrive
218i 220i R8 Spyder 2dr open £121,210–£149,890 AAAAC 225xe 216d Taking the roof off the R8 enhances the drama tenfold. LxWxH 4426x1940x1245 Kerb weight 1680kg 218d 220d 5.2 V10 FSI RWS 532 197 3.8 22.4 286 220d xDrive 5.2 V10 FSI quattro 532 197 3.6 22.1 290 5.2 V10 FSI Plus quattro 601 204 3.3 20.8 309
4.0 V8 4.0 V8 S 6.0 W12 AAAAC 6.0 W12 Speed
Technical tour de force benefits from Audi’s knack of making very good limousines. LxWxH 5172x1945x1473 Kerb weight 1920kg 3.0 V6 50 TDI quattro 3.0 V6 55 TFSI quattro 3.0 V6 50 TDI quattro LWB 3.0 V6 55 TFSI qu’tro LWB
ps To
AAAAC
Curiously droopy-looking but otherwise impressive. RS7 is brutally quick, too. LxWxH 4974x1911x1420 Kerb weight 1955kg 4.0 V8 TFSI S7 quattro 443 4.0 V8 TFSI RS7 quattro 552 4.0 TFSI RS7 Performance 596
) hp
) pg
Usable but no less involving or dramatic for it. V10 is deliciously brutal. LxWxH 4426x1940x1240 Kerb weight 1590kg
6.0 W12
A7 5dr coupé £66,725–£94,185
181 181
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R8 2dr coupé £112,520–£141,200
AAAAC 2.5 VVT
Rugged version of the A6 Avant sports a degree of off-roading ability. LxWxH 4938x1898x1534 Kerb weight 1890kg 3.0 V6 TDI 218 quattro 3.0 V6 TDI 272 quattro 3.0 BiTDI 320 quattro
2.0 TDI 184 ultra 2.0 TDI 184 quattro
5.2 V10 FSI RWS 5.2 V10 FSI quattro AAAAC 5.2 V10 FSI Plus quattro
A6 Avant 5dr estate £35,305–£88,385 1.8 TFSI 190 2.0 TFSI 252 quattro 2.0 TDI 190 ultra 2.0 TDI 190 quattro 3.0 V6 TDI 272 quattro 3.0 BiTDI 320 quattro 4.0 V8 TFSI S6 quattro 4.0 V8 TFSI RS6 quattro 4.0 TFSI RS6 Performance
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740d xDrive 740e 740Le xDrive 740Li 750i M760Li V12 xDrive
227 261 261 315 254 254 321 443 601
152 155 155 155 155 155 155 155 155
6.9 6.1 5.8 5.2 5.4 5.3 5.6 4.7 3.7
X1 5dr SUV £27,625- £38,635
55.3-56.4 132-133 51.3-52.3 143-145 48.7-49.5 151-152 46.3-47.0 159-160 128.4-134.5 49-50 113.0-117.7 54-56 40.4-41.5 159-164 34.9-35.3 186-189 22.0 294 AAAAC
Pick of the premium bunch but a tad unrefined and has ordinary handling. LxWxH 4439x1821x1598 Kerb weight 1395kg
sDrive18i xDrive20i sDrive18d 4 Series Convertible 2dr open £39,205–£66,805 AAAAC xDrive18d A talented gran tourer with the ability to remove the roof. What’s xDrive20d not to like? LxWxH 4640x1825x1384 Kerb weight 1700kg xDrive25d 420i 181 146 8.2-8.4 42.8-45.6 144-153
138 189 148 148 187 227
127 138 126 126 136 146
9.7 7.4 9.3-9.4 9.3-9.4 7.8 6.6
48.7 44.1-45.6 61.4 56.5-58.9 58.9 55.4
or iii) replace: part exchange the vehicle. Excludes Polo GTI & GTI+. With Solutions Personal Contract Plan. 18s+. Subject to availability and status. T&Cs apply. Offer available when ordered by 2nd July 2018 from participating Retailers. Volkswagen Financial Services. Model shown £15,575 RRP.
57.6 (4.9) – 85.6 (3.3); combined 47.9 (5.9) – 76.3 (3.8); CO2 emissions 134 – 97g/km. Information correct at time of print. Standard EU figures for
132-133 141-146 120-121 127-132 126 133-138
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X2 5dr SUV £31,445–£38,335
om
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)
C
(g/ O2
km
)
P
AAAAC 1.2 PureTech 110
A more stylish version of the X1, but we’ll have to wait and see how 1.2 PureTech 130 it fares dynamically. LxWxH 4360x1824x1526 Kerb weight 1460kg 1.6 BlueHDi 100 sDrive20i sDrive18d xDrive18d xDrive20d
186 148 148 185
141 129 128 137
7.7 9.3-9.8 9.2 7.7
47.9-51.4 60.1-62.8 54.3-57.6 57.6-60.1
126-134 120-124 128-137 124-128
1.6 BlueHDi 120
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107 127 96 116
115 124 109 114
p ps
ee
d(
mp
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0
11.3 10.4 12.8 10.7
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2m
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56.5 53.3 70.6 68.9
C4 5dr hatchback £18,750–£22,730
om
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(g/ O2
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A good-looking hatchback but lacks the polish and refinement of
1.5 BlueHDi 130 2.0 BlueHDi 180 EAT8
NA 171
121 134
11.7 9.9
AAABC
xDrive20d xDrive30d xDrive35d M40d
187 254 308 322
131 145 153 155
8.0 5.8 5.2 4.9
50.4-52.3 46.3-49.6 47.1 42.8-44.1
X5 5dr SUV £49,540–£97,115
142-146 149-159 157 170-173
AAAAC
Accomplished and luxurious but no longer the standard-setter on SUV handling. LxWxH 4886x1938x1762 Kerb weight 1995kg sDrive25d xDrive25d xDrive30d xDrive40d M50d xDrive40e xDrive50i X5 M
227 227 254 308 375 241 442 567
136 236 143 146 155 130 155 155
7.7 7.7 6.8 5.9 5.3 6.8 4.9 4.2
52.3 50.4 40.3 40.3 36.2 83.1 29.1 25.4
X6 5dr SUV £61,105–£100,085
141 148 183 183 205 78 226 258 AAABC
The world’s first off-road coupé, but appearances make it difficult to love. LxWxH 4909x1989x1702 Kerb weight 2065kg xDrive30d xDrive40d M50d xDrive50i X6 M
254 308 375 442 567
143 146 155 155 155
6.7 5.8 5.2 4.8 4.2
40.3 40.3 36.2 29.1 25.4
i3 5dr hatch £34,075–£40,130
183 183 205 227 258 AAAAB
Our favourite high-end small car happens to be an EV, and it could change motoring. LxWxH 3999x1775x1578 Kerb weight 1245kg 94Ah 94Ah Range Extender 94Ah S 94Ah S Range Extender
167 167 180 180
93 93 99 99
7.3 8.1 6.9 7.7
NA 470.8 NA 403.5
0 13-14 0 14
E
68.9 57.6
Logan MCV Stepway 5dr estate £12,095–£13,695
AAACC
Sharp-looking saloon is a replacement for the CTS. Still needs a diesel option. LxWxH 5184x1880x1472 Kerb weight 1950kg
Given a rugged makeover but still lacks charm. Extremely practical, though. LxWxH 4528x1761x1559 Kerb weight 1090kg
3.0 V6 AWD
0.9 TCe 90 1.5 dCi 90
155
5.7
28.8
CTS-V 4dr saloon £76,550
223
6.2 V8 RWD
87 87
106 106
AAAAC
Eat your heart out, Germany – but lacks handling finesse of its European rivals. LxWxH 5050x1863x1447 Kerb weight 1850kg 640
199
3.7
21.7
Duster 5dr SUV £9495–£15,495
12.4 13.0
55.4 72.4
420
112
6.7-6.9
22.4
287
111 121 105
104-105 11.0-12.0 41.5-44.1 145-155 109-110 10.4-11.0 44.1-46.3 138-145 104-105 11.8-12.4 60.1-64.2 115-123
km
)
245
108 138 167 93 118 138
112 118 124 107 116 118
11.5 9.8-9.9 8.6 12.9 10.5 9.8
44.1-47.1 47.1-49.6 42.2 68.9 65.7-68.9 51.4
139-147 133-139 157 107 109-113 144
AAAAC
68 83 88 93
96-102 103-110 104 104
14.2-14.5 11.2-12.1 12.0 12.5-12.7
51.4-55.4 57.6-68.9 57.6 62.8-64.2
119-129 133-139 114 117-119
A more rugged version of the DS4 doesn’t make it any better.
Funky, fresh look gives a lease of life, shame that underneath isn’t the same. LxWxH 3996x1749x1474 Kerb weight 976kg 66 79 107 72 96
107 107 117 106 115
14.0 12.8 9.3 13.7 10.6
60.1 60.1 61.4 78.5 76.3
C3 Aircross 5dr hatchback £14,350–£20,025
108 109 110 93 95 AAABC
Funky-looking C3 gets a jacked-up, rugged SUV look. LxWxH 4155x1765x1637 Kerb weight 1088kg 1.2 PureTech 82
79
103
15.9
82 AUTOCAR.CO.UK 27 JUNE 2018
55.4
116
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140 93 103 118 148 182
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ee
84 112 116 119-120 129-130 135
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11.0 12.0 11.9 10.5-10.8 8.7-8.8 7.7-8.1
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NA 74.3 83.1 74.3 64.2-70.6 61.4-67.3
Focus Estate 5dr estate £22,640–£30,300
pg
0 99 88 99 105-115 110-119
AAAAC
The least practical of the three bodystyles but still as usable as a Mondeo should be. LxWxH 4871x 1852x1482 Kerb weight 1579kg 2.0 iVCT Hybrid 187PS
157
116
9.2
67.3
Mustang 2dr coupé/open £33,675–£44,965
99 AAAAC
American muscle built for the UK. What’s not to like? LxWxH 4784x1916x1381 Kerb weight 1653kg 312 410
145 155
5.8 4.8
28.8-35.3 179-225 12.8-23.5 281-306
B-Max 5dr MPV £16,145–£20,595
AAABC
Sliding doors, responsive handling and keen value make this a decent small MPV. LxWxH 4077x1751x1604 Kerb weight 1274kg 106 109 117 112 98 108
13.8 13.2 10.9 12.1 15.1 13.0
47.1 55.4 57.7 44.1 74.3 74.3
139 119 114 149 98 98 AAABC
A fun-to-drive and easy-to-live-with five-seat MPV.
Tipo 5dr hatch £13,795–£19,795
AAABC LxWxH 4379x1828x1610 Kerb weight 1391kg A 90s reboot that has been on a diet. Decent to drive and ample 1.0T Ecoboost 100 98 108 12.6 55.4 127 interior space. LxWxH 4368x1792x1495 Kerb weight 1195kg 1.0T Ecoboost 125 123 116 11.4 55.4 129 1.4 95 93 115 12.1 49.6 132 1.6 Ti-VCT 125 123 117 11.5 44.1 149 1.6 E-Torq 110 108 119 11.5 44.8 147 1.5 TDCi 105 103 114 12.1 74.3 99 1.4 T-Jet 120 118 124 9.6 47.1 139 1.5 TDCi 120 118 113-114 11.3-12.4 67.3-68.9 105-109 1.3 Multijet 95 93 112 12.0 76.3 99 2.0 TDCi 150 148 126-127 9.5-10.3 58.9-64.2 114-124 1.6 Multijet 120 118 124 9.8-10.2 74.3-76.3 98-99 Grand C-Max 5dr MPV £23,545–£30,095 AAAAC Tipo Station Wagon 5dr estate £14,795–£20,795 AAABC Mid-sized Ford handles well and can be had in five- or seven-seat
drive. LxWxH 4054x1740x1233 Kerb weight 1050kg
AAABC LxWxH 4284x1810x1497 Kerb weight 1255kg 1.4 Multiair Turbo 140 138 134 7.5-7.6 42.8-44.1 148-153 LHD only and less usable and less able than rivals, but disarming 1.2 PureTech 130 126 123 9.9 56.5 116 FORD and inimitable. LxWxH 4492x1872x1239 Kerb weight 1539kg 1.6 BlueHDi 120 116 117 10.9-11.4 67.3-72.4 103-111 6.2 V8 459 180 4.1-4.2 22.8-23.0 282-284 1.6 BlueHDi 180 175 127-135 8.6 64.2 115 Ka+ 5dr hatch £9800–£12,100 AAABC 6.2 V8 Z06 650 196 3.7-3.8 20.0-22.2 291-322 The Ka gets two extra doors, and it’s a breath of fresh air for the 5 5dr hatch £28,485–£34,755 AAABC range. LxWxH 3929x1910x1524 Kerb weight 1055kg CITROEN A design marvel. Shame it doesn’t function all that well. 1.2 Ti-VCT 70 69 99 15.3 56.5 114 C-Zero 5dr hatchback £20,495 AAACC LxWxH 4530x2128 Kerb weight 1605kg 1.2 Ti-VCT 85 83 105 13.3 56.5 114-120 Well-engineered electric city car, but too expensive and lacks the 1.6 THP 165 158 126 9.5 47.9 136 range of rivals. LxWxH 3475x1475x1600 Kerb weight 1120kg 1.6 BlueHDi 120 116 117-119 11.7-11.9 68.9-70.6 104-108 Fiesta 3dr/5dr hatch £13,695–£22,245 AAAAB Electric 64 80 15.9 NA 0 2.0 BlueHDi 150 145 127 9.9 65.7 113 Dynamically superb and continues the Fiesta legacy. No longer the class leader, though. LxWxH 4040x1735x1476 Kerb weight 1113kg 2.0 BlueHDi 180 175 137 9.2 62.8 117 C1 3dr hatch/5dr hatch £9,125–£13,480 AAABC 1.1 Ti-VCT 70 69 99 14.9 64.2 101 Slightly cheaper than its Toyota sibling but less visually charming. 7 Crossback 5dr SUV £28,095–£43,580 AAABC 1.1 Ti-VCT 85 83 105 14.0 64.2 101 LxWxH 3455x1615x1460 Kerb weight 855kg DS’s first premium SUV certainly has the right price tag, equipment 1.0T Ecoboost 100 98 111-113 10.5-12.2 54.3-65.7 97-118 and appeal. LxWxH 4570x1895x1620 Kerb weight 1420kg 1.0 VTI 68 67 99 13.0-15.9 67.3-68.9 95-97 1.0T Ecoboost 125 123 121 9.9 65.7 98 1.2 PureTech 82 79 106 10.9 65.7 99 1.6 THP 225 EAT8 218 141 8.3 57.9 135 1.0T Ecoboost 140 138 125 9.0 62.8 102 1.5 TDCi 85 83 108 12.5 88.3 82 C3 5dr hatchback £11,560–£18,050 AAABC 1.5 TDCi 120 118 121 9.0 88.3 89 1.2 PureTech 68 1.2 PureTech 82 1.2 PureTech 110 1.6 BlueHDi 75 1.6 BlueHDi 100
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1.4 90 88 1.0T Ecoboost 100 98 1.0T Ecoboost 125 123 Punto 5dr hatch £11,895–£13,770 AAACC 1.6 105 103 Spacious and characterful but severely dated and out of its depth 1.5 TDCi 75 72 now. LxWxH 4065x1687x1490 Kerb weight 1030kg 1.5 TDCi 95 93 1.2 69hp 68 97 14.4 53.3 124 1.4 77hp 76 103 13.2 49.6 132 C-Max 5dr MPV £21,945–£28,445
AAAAB dynamic refinement. LxWxH 3948x1715x1483 Kerb weight 1090kg 1.2 PureTech 82 79 108 12.3 61.4 107 1.2 PureTech 110 107 117-118 9.6-10.2 61.4-65.7 100-105 0.6 Suzuki 160 80 100 6.91 57.6 114 1.2 PureTech 130 126 126-127 8.9-9.0 62.8 105 0.6 Suzuki Super Sprint 95 100 6.91 57.6 114 1.6 THP 165 158 135 7.6 50.4 129 1.6 Sigma Ti-VCT 270 135 122 5.0 NA NA 1.6 THP 210 202 143 6.5 52.3 125 1.6 Sigma Ti-VCT 310 152 127 4.9 NA NA 1.6 BlueHDi 100 96 113-117 10.8-11.2 80.7-83.1 87-92 2.0 Duratec 360 180 130 4.8 NA NA 1.6 BlueHDi 120 116 118 9.3 78.5 94 2.0 Duratec 420 210 136 3.8 NA NA Estate version is more practical, which mixes well with its driving 2.0 Supercharged 620S 310 145 3.4 NA NA 4 5dr hatch £21,360–£26,630 AAABC characteristics. LxWxH 4571x1792x1514 Kerb weight 1205kg 2.0 Supercharged 620R 310 155 2.79 NA NA A jack of all trades, master of none. Nice styling, though. 1.4 95 93 115 12.3 49.6 132 LxWxH 4284x1810x1497 Kerb weight 1255kg 1.6 E-Torq 110 108 119 11.7 44.8 147 CHEVROLET 1.2 PureTech 130 126 123 9.9 56.5-57.6 114-116 1.4 T-Jet 120 118 124 9.8 47.1 139 Camaro 2dr coupé/convertible £32,540–£45,030 AAABC 1.6 THP 165 158 131 8.7 50.4 130 1.3 Multijet 95 93 112 12.3 76.3 99 An affordable American muscle car, but LHD only and less usable 1.6 BlueHDi 120 116 117-120 10.9-11.4 67.3-74.3 100-111 1.6 Multijet 120 118 124 10.1-10.4 72.4-76.3 98-101 and unrefined. LxWxH 4784x1897 Kerb weight 1539kg 1.6 BlueHDi 180 175 127-135 8.6 64.2 115 2.0 Turbo 268 149 5.9-6.1 34.9-35.3 181-184 124 Spider 2dr open £21,050–£27,060 AAABC 6.2 V8 446 155-180 4.4-4.8 22.1-25.4 252-290 4 Crossback 5dr hatch £23,660–£30,250 AAABC The 124 name has been revived. Although not perfect, it is fun to
The 360 is the sweet spot in the revised range, giving the Seven just the right hit of performance. LxWxH NA Kerb weight 490kg
Corvette 2dr coupé/open £64,010–£110,250
P
2.3 Ecoboost AAABC 5.0 V8
DS
3 3dr hatch/2dr open £15,370–£26,170
Premium-brand philosophy and aesthetics appeal, but the 3 lacks
C AT E R H A M
Seven 2dr open £17,495–£51,990
C
(g/ O2
Well-mannered and comfortable, but a Skoda Octavia will carry
Panda 5dr hatch £9405–£18,155
1.2 69hp 0.9 Twinair 85 0.9 Twinair 90 AAABC 1.3 Multijet 95
LxWxH 5179x2061x1896 Kerb weight 2635kg 6.2 V8 AWD
)
Hasn’t kept pace with its rivals, but sells robust, practical charm better than most. LxWxH 3653x1643x1551 Kerb weight 940kg
115 100
A value champion. If cheap family transport is what you require, the Duster delivers. LxWxH 4315x2000x1625 Kerb weight 1147kg
298 1.6 SCe 115 AACCC 1.2 TCe 125 Cadillac’s luxury SUV remains too large and ungainly for the UK. 1.5 dCi 110
Escalade 5dr SUV £82,515–£97,050
pg
107 128
26.4
CAD I LL AC
411
y (m
LxWxH 4248x1796x1600 Kerb weight NA
Logan MCV 5dr estate £8495–£12,695 AAACC 1.6 E-Torq 110 AAAAC Lacks its stablemates’ charms but retains their cheapness. 1.4 Multiair 140 LxWxH 4501x1733x1552 Kerb weight 980kg If BMW’s plug-in hybrid is what the future of the sports car looks 1.4 Multiair 170 AWD like, we welcome it. LxWxH 4689x1942x1293 Kerb weight 1485kg 1.0 SCe 75 71 98 14.7 52.3 120 1.3 Multijet 95 1.5 eDrive 374 155 4.4 148.6 42 0.9 TCe 90 87 109 11.1 57.7 109 1.6 Multijet 120 1.5 dCi 90 87 107 11.8 80.7 90 2.0 Multijet 140 AWD AACCC
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AAAAA more. LxWxH 4560x2010x1469 Kerb weight 1313kg 1.6 Duratec Ti-VCT 105 103 116 12.5 47.1 139 1.0T Ecoboost 100 98 115 12.7 58.9 109 24.7 260 1.0T Ecoboost 125 123 119-120 11.2-12.2 51.4-58.9 110-125 1.5T Ecoboost 150 148 129-130 8.9-9.2 46.3-50.4 128-140 AAAAB 1.5T Ecoboost 182PS 179 137-138 8.8 46.3-50.4 128-140 LxWxH 4157x1729x1480 Kerb weight 965kg Another four-wheel-drive grand tourer Ferrari that is more usable 2.0T Ecoboost 250 ST 246 154 6.7 41.5 159 than the FF. LxWxH 4922x1980x1383 Kerb weight 1865kg 1.2 PureTech 82 79 106-107 12.9-15.0 61.4-65.7 98-107 1.5 TDCi 95 93 112 12.2 74.3 99 1.2 PureTech 110 107 117 9.3-9.7 61.4-65.7 100-105 3.9T V8 592 198 3.5 24.3 265 1.5 TDCi 105 103 116 12.1 83.1 88 1.2 PureTech 130 128 120 8.2 58.9 110 6.3 V12 670 208 3.4 18.4 350 1.5 TDCi 120 118 119-120 10.7-11.0 74.3 99 1.6 BlueHDi 100 96 114 10.6-11.2 78.5-91.1 82-95 1.6 TDCi 95 93 112 12.5 67.3 109 812 Superfast 2dr open £262,963 AAAAA 1.6 TDCi 115 113 120 10.8 67.3 109 C4 Spacetourer 5dr MPV £21,125–£29,190 AAAAC More powerful than the F12, but with better road manners making it 2.0 TDCi 150 148 129-130 8.9-9.0 64.2-70.6 105-115 the star of the range. LxWxH 4657x1971x1276 Kerb weight 1630kg 2.0 TDCi 185 ST Plushness and an improved dynamic make for a better car. 182 135 7.8-8.3 61.4-67.3 110-119 LxWxH 4438x1826x1610 Kerb weight 1280kg 6.5 V12 777 211 2.9 18.9 340 1.2 PureTech 110 107 116 11.5 55.4 115 Mondeo 5dr hatch £19,450–£30,600 AAAAC F I AT 1.2 PureTech 130 126 125-128 10.1 55.4-56.5 115-116 Does what great Fords do, by over-delivering on practicality, 1.6 BlueHDi 100 96 109 12.7 74.3 99 500 3dr hatch/2dr open £11,615–£21,115 AAABC handling and value. LxWxH 4871x 1852x1482 Kerb weight 1455kg 1.6 BlueHDi 120 116 117 11.2-11.3 72.4-74.3 100-103 Super desirable, super-cute city car. Pleasant, if not involving to 1.0 SCTi Ecoboost 125 123 124 12.0 55.4 119 1.6 BlueHDi 150 145 129-130 9.7-10.1 64.2-68.9 106-115 drive. LxWxH 3571x1627x1488 Kerb weight 865kg 1.5 SCTi Ecoboost 160 157 133-138 9.1-9.2 44.8-48.7 134-146 1.2 69hp 68 99 12.9 60.1-65.7 99-110 2.0 SCTi Ecoboost 240 236 149 7.9 38.7 169 Grand C4 Spacetourer 5dr MPV £23,425–£30,890 AAAAC 0.9 Twinair 85 83 107 11.0 67.3-74.3 88-90 1.5 TDCi Duratorq 120 118 119 11.7 78.5 94 Alternative MPV offers something fresh, comfy, spacious and 0.9 Twinair 105 103 117 10.0 67.3 99 2.0 TDCi Duratorq 150 148 132-134 9.3-9.9 61.4-68.9 107-120 quietly upmarket. LxWxH 4602x1826x1638 Kerb weight 1297kg 1.3 Multijet 95 93 112 10.7 83.1 89 2.0 TDCi D’torq 150 AWD 148 134 10.3 58.9 124 1.2 PureTech 130 126 125-128 10.8 55.4-56.5 115-116 2.0 TDCi Duratorq 180 177 139-140 8.3-8.6 61.4-64.2 115-120 1.6 BlueHDi 100 96 109 13.1 74.3 99 500L 5dr MPV £16,195–£21,320 AAACC 2.0 TDCi D’torq 180 AWD 177 140 9.3 54.3 134 1.6 BlueHDi 120 116 117 11.5-11.7 70.6 105-106 A costly option but has some style to fill out some of its missing 2.0 TDCi Duratorq 210 207 145 7.9 58.9 134 1.6 BlueHDi 150 145 129-130 9.8-10.1 64.2-68.9 106-115 substance. LxWxH NA Kerb weight NA 1.4 95 93 103-111 12.8-13.2 45.6-46.3 143-144 Mondeo Estate 5dr estate £20,950–£32,410 AAAAC DACIA 1.4 T-Jet 120 118 114-117 10.2-11.0 42.2 155-157 A vast and enjoyable estate that majors on everything a great Ford Sandero 5dr hatch £6995–£11,195 AAACC 1.3 Multijet 95 93 101-106 13.9-15.5 67.3-72.4 104-109 should. LxWxH 4867x 1852x1501 Kerb weight 1476kg A clever budget prospect but its limitations are unavoidable, even 1.6 Multijet 120 118 114-117 10.7-11.5 65.7-67.3 112-114 1.0 SCTi Ecoboost 125 123 121 12.1 54.3 120 after a smart facelift. LxWxH 4069x1733x1519 Kerb weight 969kg 1.5 SCTi Ecoboost 160 157 130-135 9.2-9.3 43.5-47.9 137-152 1.0 SCe 75 71 98 14.2 54.3 117 500L Wagon 5dr MPV £18,495–£22,320 AAACC 2.0 SCTi Ecoboost 240 236 146 8.0 37.7 174 0.9 TCe 90 87 109 11.1 57.6 109 Loses more of its charm as it gets bigger, but it does come as a 1.5 TDCi Duratorq 120 118 116 11.9 74.3 99 seven-seater. LxWxH NA Kerb weight NA 1.5 dCi 90 87 107 11.8 80.7 90 2.0 TDCi Duratorq 150 148 129-130 9.4-10.0 58.9-67.3 109-123 1.4 T-Jet 120 118 117 10.6 40.9 158 2.0 TDCi D’torq 150 AWD 148 130 10.5 57.7 127 Sandero Stepway 5dr hatch £9595–£12,195 93 105-106 14.4-15.7 68.9-72.4 104-107 2.0 TDCi Duratorq 180 177 135-137 8.4-8.7 58.9-62.3 117-123 AAABC 1.3 Multijet 95 1.6 Multijet 120 118 117 10.9 67.3 112 2.0 TDCi D’torq 180 AWD 177 137 9.5 53.3 137 A more expensive and slightly more rugged cheap car – but still limited. LxWxH 4089x1761x1555 Kerb weight 1040kg 2.0 TDCi Duratorq 210 207 142 8.1 56.5 129 500X 5dr hatch £15,430–£26,650 0.9 TCe 90 87 104 11.1 55.4 115 AAABC 1.5 dCi 90 87 104 11.7 74.3 98 Familiar styling works rather well as a crossover. Drives okay, too. Mondeo Saloon 4dr saloon £26,050–£29,000 AAAAC
i8 2dr coupé £112,735
CT6 4dr saloon £71,670
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ability. LxWxH 4586x1938x1318 Kerb weight 1664kg
its latest rivals. LxWxH 4329x1789x1489 Kerb weight 1200kg 3.9T V8 591 199 3.5 107 114 10.9 58.9 112 AAAAC 1.2 PureTech 110 126 122-124 10.8-10.9 55.4-58.9 110-117 Continues where the last one left off. Dynamically good and more 1.2 PureTech 130 488 2dr coupé/open £197,418-£219,274 luxurious inside. LxWxH 4708x1891x1676 Kerb weight 1750kg 1.6 BlueHDi 100 96 111 11.5 78.5 95 Calm ride mixed with explosive performance. 116 122 10.6-11.1 72.4-74.3 100-104 LxWxH 4568x1952x1213 Kerb weight 1475kg xDrive20i 181 134 8.3 38.7-39.8 163-166 1.6 BlueHDi 120 M40i 355 155 4.8 33.6-34.4 188-193 3.9T V8 650 203-205 3.0 xDrive20d 187 132 8.0 51.4-53.5 140-144 C4 Cactus 5dr hatchback £16,580–£21,170 AAABC xDrive30d 261 149 5.8 47.1-48.7 154-158 Interesting and novel to look at but flawed to drive. GTC4Lusso 2dr coupé £200,165–£240,402 Downsized X6 is respectable enough if not loveable, but the X3 is a better option. LxWxH 4671x1881x1624 Kerb weight 1735kg
ph
107Kw Electric Motor 1.5 TDCi 95 1.5 TDCi 105 FERRARI 1.5 TDCi 120 Portofino 2dr open £166,180 AAAAC 2.0 TDCi 150 AAACC The entry-level Ferrari has the power, the looks and the touring 2.0 TDCi 185 ST 115 119 104 107
X3 5dr SUV £39,120–£51,705
X4 5dr SUV £42,900–£55,315
2m
Appeals for its dynamics, but not as it once did. Spacious, stylish and well-priced. LxWxH 4360x2010x1469 Kerb weight 1276kg 83 103 98 123 148 179 246 345
1.0T Ecoboost 100 1.0T Ecoboost 125 1.5 TDCi 120 2.0 TDCi 150
98 123 118 148
107 115 111-112 124-126
13.6 12.2 12.3-13.4 9.8-10.4
54.3 54.3 62.8-64.2 56.5-61.4
S-Max 5dr MPV £26,450–£38,710
133 134 131 119-129
AAAAC
Better to drive and better looking than most but not quite the class leader it was. LxWxH 4976x1916x1655 Kerb weight 1645kg 1.5 SCTi Ecoboost 160 2.0 SCTi Ecoboost 240 2.0 TDCi Duratorq 120 2.0 TDCi Duratorq 150 2.0 TDCi D’torq 150 AWD 2.0 TDCi Duratorq 180 2.0 TDCi D’torq 180 AWD 2.0 TDCi 210 Bi-turbo
157 236 118 148 148 177 177 207
124 140 114 122-123 122 129-131 128 135
9.9 8.4 13.4 10.8 12.1 9.5-9.7 10.5 8.8
43.5 35.8 56.5 56.5 52.3 56.5 48.7 51.4
Galaxy 5dr MPV £28,000–£38,960
149 180 129 129-134 139 129-134 149 144 AAABC
Huge seven-seat MPV. Easy to place on the road but not cheap to buy. LxWxH 4848x1916x1747 Kerb weight 1708kg 1.5 SCTi Ecoboost 160 2.0 SCTi Ecoboost 240 2.0 TDCi Duratorq 120 2.0 TDCi Duratorq 150 2.0 TDCi D’torq 150 AWD 2.0 TDCi Duratorq 180 2.0 TDCi Dtorq 180 AWD 2.0 TDCi 210 Bi-turbo
157 236 118 148 148 177 177 207
124 140 114 122-123 122 129-131 128 135
10.0 8.6 13.6 10.9 12.2 9.6-9.8 10.6 8.9
43.5 35.8 56.5 54.3-56.5 52.3 52.3-56.5 48.7 51.4
149 180 129 129-134 139 129-134 149 144
EcoSport 5dr SUV £17,945–£21,595 AAACC AAAAC Facelifted version of the pumped-up Fiesta is okay, but developing-
Focus 5dr hatch £20,220–£39,925 1.6 Duratec Ti-VCT 85 1.6 Duratec Ti-VCT 105 1.0T Ecoboost 100 1.0T Ecoboost 125 1.5T Ecoboost 150 1.5T Ecoboost 182PS 2.0T Ecoboost 250 ST 2.3T Ecoboost 350 RS
form. Good value, too. LxWxH 4379x1828x1610 Kerb weight 1493kg
106 116 115 119-120 129-130 137-138 154 165
14.9 12.3 12.5 11.0-12.0 8.9-9.2 8.6-8.9 6.5 4.7
47.9 47.9 61.4-65.7 51.4-60.1 46.3-51.4 46.3-51.4 41.5 36.7
136 136 99-105 108-125 127-140 127-140 159 175
world roots show. LxWxH 4096x1765x1653 Kerb weight 1280kg 1.0T Ecoboost 125 1.0T Ecoboost 140 1.5 TDCi Duratorq 100 1.5 TDCi Duratorq 125
123 138 99 123
111 116 99 112
12.7 11.8 14.0 10.9
48.7-54.3 54.3 68.8 62.7
Kuga 5dr SUV £22,595–£36,095
119-134 119 107 116-119
AAAAB
Bigger and sharper-looking than before but still retains its taut, responsive handling. LxWxH 4524x1838x1689 Kerb weight 1560kg 1.5 Ecoboost 120
118
112
12.5
44.8
145
N E W CAR PR I CES P
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Ioniq 5dr hatch £21,420–£29,645
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km
)
AAABC
First attempt at electrification for the masses is a good effort. LxWxH 4470x1820x1450 Kerb weight 1370kg 1.6 Hybrid 141 1.6 Plug-in Hybrid 141 Electric Motor
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1.5 Ecoboost 150 1.5 Ecoboost 182PS AWD 1.5 TDCi 120 1.5 TDCi 150 1.5 TDCi 150 AWD 1.5 TDCi 180 AWD
148 179 118 148 148 177
121 9.7 124 10.1 106-108 12.4-12.7 119-121 9.9-10.1 118 10.9 124-126 9.2-10.0
44.8 37.7 58.9-64.2 54.3-60.1 54.3 54.3
145 173 115-124 122-135 134 134-135
115 110 103
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F-Type 2dr coupé £50,810–£112,750
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)
AAAAB
A full-blooded assault on Porsche’s backyard, with noise, power and beauty. LxWxH 4482x1923x1311 Kerb weight 1525kg
2.0 i4 300 295 155 5.7 3.0 V6 340 335 161 5.3-5.7 3.0 V6 380 374 171 4.9-5.5 3.0 V6 380 AWD 374 171 5.1 ix20 5dr hatch £15,450–£19,040 AAABC 3.0 V6 400 394 171 4.8 Usable high-roofed hatch is short on overall flair. 3.0 V6 400 AWD 394 171 4.9 LxWxH 4120x1765x1600 Kerb weight 1267kg 5.0 V8 550 R AWD 542 186 4.1 1.4 90 88 104 12.8 50.4 130 5.0 V8 575 SVR AWD 567 200 3.7 1.6 125 123 112 11.5 43.5 150 1.6 CRDi 115 113 114 11.4 64.2 115 F-Type Convertible 2dr open £56,295–£118,165 139 139 118
ph
) pg
10.8-11.1 70.6-83.1 79-92 10.6 256.8 26 10.2 NA 0
39.2 28.8-33.6 28.8-32.9 31.7 32.9 31.7 25.0 25.0
163 199-234 203-234 211 203 211 269 269
1.8 Zetec
135
125
NA
NA
NA
1.0 T-GDi 120 2WD 1.6 T-GDi 177PS 4WD
118 175
112 127
1.0 VTEC Turbo 129PS 1.5 VTEC Turbo 182PS 2.0 VTEC Turbo Type R
127 179 315
125-126 10.2-11.2 55.4-60.1 106-117 125-136 8.2-8.5 46.3-48.7 133-139 169 5.8 36.7 176
12.0 7.9
9.4 8.9 7.2 7.3 11.9-12.0 8.3 8.5
49.6 48.7 45.6 42.2 65.7-72.4 64.2 57.6
133 134 143 156 103-111 115 127
Credible first SUV effort is as refined and dynamic as a Jaguar should be. LxWxH 4746x2070x1667 Kerb weight 1690kg 2.0d 163 2.0 20d 180 2.0 20d 180 AWD 2.0 25d 240 AWD 3.0 V6 30d 300 AWD 2.0 25t 250 AWD 2.0 30t 300 AWD 3.0 V6 S 380 AWD
160 177 177 236 295 246 295 374
121 129 129 135 150 135 145 155
10.2 8.5 8.7 7.2 6.2 6.8 6.0 5.5
57.7 55.4 53.3-54.3 48.7 47.1 38.2 37.0 31.7
129 134 134-139 153 159 170 174 209
AAABC
Compass 5dr SUV £22,995–£34,295
2.2d 170 AWD
Wants to be a catch-all crossover, but is beaten by more roadfocused rivals. LxWxH 4394x2033x1629 Kerb weight 1430kg
167
134
8.5
52.3
143
Q50 4dr saloon £29,860–£48,820
JEEP
Q60 2dr coupé £34,300–£47,275
Good-looking coupé that is half-baked in most places compared with its rivals. LxWxH 2850x2052x1390 Kerb weight 1722kg
AACCC 1.6 E-torQ 110 108 110 11.8 47.1 141 1.4 Multiair II 140 138 112 10.9-11.0 47.1-47.9 137-140 1.4 Multiair II 170 4WD 167 122 8.8 40.9 160 2.0t 211PS 208 146 7.3 41.5 156 1.6d Multiair II 120 118 111 10.2 64.2 115 CR-V 5dr SUV £23,760–£35,565 AAAAC 3.0t V6 405 399 155 5.0 30.1 210 2.0d Multiair II 140 4WD 138 113 9.5-10.2 48.7-55.4 134-150 Tardis-like SUV stalwart has lots of space for five and a big boot. 2.0d Multiair II 170 4WD 167 122 8.9 47.9 155 LxWxH 4605x1820x1685 Kerb weight 1515kg Q70 4dr saloon £34,260–£48,105 AAACC 1.6 i-DTEC 118 113-125 9.6-11.2 53.3-64.2 115-139 Big Infiniti is spacious but has limited practicality. Daimler diesel is Cherokee 5dr SUV £33,000–£43,180 AABCC 2.0 i-VTEC 152 113-118 10.0-12.3 36.7-39.2 168-179 coarse and slow. LxWxH 4980x1845x1493 Kerb weight 1826kg Hamstrung by poor UK specification. Uninspiring but practical and 2.2d 170 167 137 8.9 57.6-58.9 124-128 roomy. LxWxH 4624x1859x1670 Kerb weight 1738kg NSX 2dr coupé £144,755 AAAAB 3.7 V6 320 315 155 6.2 26.2 249 2.0d 140 FWD 138 116 10.9 53.3 139 Honda’s supercar given a modern reboot, and it’s some piece of 3.5 V6 Hybrid 364 359 155 5.3 45.6 145 2.0d 140 4WD 138 117 12.0 50.4 147 engineering. LxWxH 4487x1939x1204 Kerb weight 1725kg 2.2d 185 4WD 182 127 8.8 50.4 149 3.5 V6 hybrid 492 191 2.9 28.2 228 QX70 5dr SUV £45,720–£57,220 AAACC 2.2d 200 4WD 197 126 8.5-8.7 46.3-50.4 149-159 A big, powerful SUV but with none of the finesse of the BMW X5 or 3.2 270 4WD 268 112 8.4 29.4 223
Land Rovers. LxWxH 4865x1640x1680 Kerb weight 2012kg
HYU N DAI
i10 5dr hatch £9695–£13,915
AAAAC 3.7 V6 320 5.0 V8 390
Prioritises maturity over fun, resulting in a car that is practical and well-priced. LxWxH 3665x1660x1500 Kerb weight 933kg 1.0 DOHC 1.2 DOHC
64 84
96-97 14.7-14.9 60.1-70.6 93-108 103-109 12.1-13.8 47.9-57.6 114-139
315 384
145 149
JAGUAR
XE 4dr saloon £30,270–£48,045
6.8 5.8
22.4-23.4 282-292 20.9 316
The best Jeep on sale by some margin. Comfortable and wellequipped. LxWxH 4828x1943x1792 Kerb weight 2266kg
3.0 V6 CRD AAAAB 6.4 V8 Hemi SRT
2.0 20d 180 AWD 177 140 7.9 60.6 123 2.0 25d 240 AWD 236 155 6.1 54.4 137 2.0 20t 200 197 148 7.1 45.1 144 i20 5dr hatch £11,910–£17,915 AAAAC 2.0 25t 250 246 155 6.3 45.1 144 Combines decent performance with good practicality and running 2.0 25t 250 AWD 246 155 6.2 42.2 154 costs. LxWxH 4035x1734x1474 Kerb weight 980kg 2.0 30t 300 AWD 295 155 5.5 41.5 157 1.2 75 74 99 13.6 55.4 119 3.0 V6 S 380 374 155 5.0 34.9 194 1.2 84 82 106 12.8 58.9 112 1.4 100 98 106 13.2 45.6 143 XF 4dr saloon £32,515–£51,140 AAAAB 1.0 T-GDi 100 98 109-116 10.7-10.9 57.6-64.2 102-117 Outstandingly broad-batted dynamically, plus a pleasant cabin. LxWxH 4954x1987x1457 Kerb weight 1545kg 1.0 T-GDi 120 118 118 10.2 56.5 115 2.0d E-Performance 163 160 132 8.7 68.9-70.6 104-109 i30 5dr hatch £17,000–£28,010 AAABC 2.0 20d 180 177 136 8.0-8.1 65.7 114 As good as we’ve come to expect from Hyundai, but not one inch 2.0 20d 180 AWD 177 136 8.4 57.7 129 better. LxWxH 4340x1795x1455 Kerb weight 1194kg 2.0 20d 240 236 153 6.5 53.3 139 1.0 T-GDi 120 118 118 11.1 56.5 115 2.0 20d 240 AWD 236 153 6.5 51.4 144 1.4 T-GDi 140 138 127-130 8.9-9.2 51.4-52.3 124-125 3.0 V6 30d 300 295 155 6.2 51.4 144 1.6 CRDi 110 108 118 11.0-11.2 68.9-74.3 99-109 2.0 20t 200 197 146 7.5 41.5 154 2.0 T-GDi 250 N 247 155 6.4 40.4 159 2.0 25t 250 246 152 6.6 41.5 154 2.0 T-GDi 275 N Performance 272 155 6.1 39.8 163 2.0 25t 250 AWD 246 150 6.6 40.9 159 2.0 30t 300 AWD 295 155 5.8 40.0 163 i30 Tourer 5dr estate £17,500–£25,830 AAABC 3.0 V6 S 380 374 155 5.3 34.4 198 82 98
106 116
12.8 10.8
55.4 61.4
119 107
Another solid car. Good value and practical but lacks excitement. LxWxH 4585x1795x1465 Kerb weight 1245kg
1.6 GDi 1.6 T-GDi 1.6 CRDi 30kWh Electric Drive
ee
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0
/6 -60
2m
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)
CO 2
AAABC
130 201 134 109
115 122 112-113 90
10.6 7.5 10.7-10.8 11.0
43.5 40.9 56.5-58.8 NA
Optima 4dr saloon £21,660–£34,560
152 156 127-130 0
AAACC
Looks the part but is well off the pace set by its European rivals. LxWxH 4855x1860x1465 Kerb weight 1590kg 139 202
247 461
126 160
2.8 CRD 3.6 V6
197 280
107 112
8.2 5.0
40.4 20.9
184 315
121-126 9.7-10.6 64.2-67.3 110-116 119 9.1 176.6 37
2.0 T-GDi 3.3 V6 T-GDi 2.2 CRDi
244 365 197
AAABC
149 168 143
5.8 4.7 7.3
35.8 28.5 48.7
Venga 5dr hatch £12,760–£19,905
181 225 154 AAACC
A versatile interior, but firm ride and high price disappoint. LxWxH 4075x1765x1600 Kerb weight 1253kg 1.4 1.6 1.4 CRDi 1.6 CRDi
89 123 89 114
104 111-115 103 113
12.4 10.4-11.1 13.7 11.0
50.4 43.4-47.9 64.2 64.2
Carens 5dr MPV £19,505–£29,010
130 139-150 115 115
AAABC
Nicely up to scratch without feeling cheap or austere, but no class leader. LxWxH 4525x1805x1605 Kerb weight 1483kg 1.6 GDi 1.7 CRDi 114 1.7 CRDi 139
133 114 139
115 10.9 45.6 143 110 12.7 62.8-67.3 109-118 117-120 10.0-10.9 58.9 127
Niro 5dr SUV £23,140–£31,060
AAABC
Kia’s first full hybrid is a solid attempt, but it lacks the refinement of better rivals. LxWxH 4355x1805x1545 Kerb weight 1500kg 139 139
101 107
11.1 10.4
74.3 217.3
Stonic 5dr SUV £16,300–£21,065
88 29 AAABC
Kia’s first crossover is striking and reasonably good considering the value. LxWxH 4140x1760x1520 Kerb weight 1160kg 1.4 MPI 1.0 T-GDi 1.6 CRDI
98 118 108
107 115 112
12.2 9.9 10.9
51.4 56.5 67.3
Sportage 5dr SUV £18,810–£33,350
125 115 109 AAABC
Good ride, handling and usability. Looks good and is decent value. LxWxH 4480x1855x1635 Kerb weight 1454kg 1.6 GDi 1.6 T-GDi 1.7 CRDi 114 1.7 CRDi 139 2.0 CRDi 134 2.0 CRDi 182
130 174 114 139 134 182
113 125-126 109 115 114 125
11.1 8.8-9.2 11.1 11.1 10.1-11.6 9.2
42.2-44.8 37.2-37.7 61.4 57.6 47.9-54.3 44.8-47.9
Sorento 5dr SUV £29,310–£42,940
147-156 175-177 119 129 139-154 154-166
AAAAC
Kia moves upmarket with a smart, well-priced and nicely appointed seven-seater. LxWxH 4780x1890x1685 Kerb weight 1932kg 2.2 CRDi
197
127
9.0-9.6
42.8-49.6 149-170
KTM
X-Bow 0dr open £57,345–£70,717
AAAAC
Eccentric looks and sharp handling but expensive. LxWxH 3738x1915x1202 Kerb weight 847kg 290 280
143 143
3.9 4.1
34.0 34.0
189 189
LAMBORGHINI
Huracán 2dr coupé £162,900–£215,500
AAAAC
Junior Lambo mixes usability and drama skilfully. Performante is the most rounded. LxWxH 4459x1924x1165 Kerb weight 1389kg
718
17.0-19.6 278-283 16.0-17.0 280-285 20.6 314 AAAAC
217
2.9
16.7
394 AAAAC
Lambo’s second SUV is more alluring and aims to use the V8’s power better. LxWxH 5112x2016x1638 Kerb weight 2200kg 4.0 V8
631
189
3.6
22.2
290
AAABC
Looks great and is well-priced, but nowhere near its European rivals. LxWxH 4065x1725x1445 Kerb weight 1155kg
Cee’d 5dr hatch £15,3705–£24,575
Stinger 4dr saloon £32,025–£41,180
Urus 2dr coupé £159,925
100 13.8 64.2 101 100-107 11.6-13.2 52.3-61.4 106-124
Rio 5dr hatch £12,000–£18,455 118 83 98 76 89
9.8-10.7 61.4-64.2 113-120 9.1 201.8 33
Sleek coupé-shaped saloon has the appeal and dynamics to rival Europe’s best LxWxH 4830x1870x1400 Kerb weight 1717kg
AAACC 6.5 V12 S
Nice drive and cabin, but now overshadowed by rivals. LxWxH 3595x1406x1485 Kerb weight 935kg
1.0 T-GDi 118 1.25 MPi 1.4 MPi 1.4 CRDi 76 1.4 CRDi 89
124 119
Big, hairy V12 has astonishing visuals and performance. Handling could be sweeter. LxWxH 4797x2030x1136 Kerb weight 1575kg
Picanto 5dr hatch £9500–£14,515 66 83
139 202
AABCC 5.2 V10 580-2 562 198-199 3.4-3.6 5.2 V10 610-4 593 201 3.2-3.4 5.2 V10 Performante 621 201 2.9 10.6-10.7 31.4-32.1 231-235 8.1-8.9 23.7-25.0 273-276 Aventador 2dr coupé £278,000
KIA
1.0 MPI 1.25 MPI
1.7 CRDi 2.0 GDi PHEV
2.0 R AAABC 2.0 GT
Grand Cherokee 5dr SUV £48,880–£56,420
Tops the pile thanks to outstanding driver appeal. Poised and i20 Coupé 3dr hatch £14,015–£16,415 AAABC engaging but refined. LxWxH 4672x1967x1416 Kerb weight 1450kg Wrangler 2dr/4dr SUV £36,740–£39,875 Appealing budget supermini in sleek coupé form, but lacks a little 2.0d 163 160 132 8.2-8.4 68.9-75.0 99-106 Heavy-duty off-roader lacks on-road manners. dynamically. LxWxH 4045x1730x1449 Kerb weight 980kg LxWxH 4223x1873x1840 Kerb weight 1827kg 2.0 20d 180 177 140 7.8 67.3 109-111 1.2 84 1.0 T-GDi 100
To
p ps
AAACC
charm. LxWxH 4236x1805x1667 Kerb weight 1346kg
Cleverly packaged and comfortable. Bland performance and forgettable, though. LxWxH 4294x1772x1605 Kerb weight 1241kg
1.5 i-VTEC 1.6 i-DTEC
116-119 10.2-11.4 49.6-52.3 125-134 119 10.0-10.5 68.9-70.6 104-108
)
Looks divide opinion. Better value now but still hardly the best option. LxWxH 4140x1800x1600 Kerb weight 1275kg
1.6 GDi Hybrid 1.6 GDi Hybrid PHEV
Q30 with a more rugged look, but doesn’t improve on the standard car. LxWxH 4425x1815x1530 Kerb weight 1542kg
AAACC 1.4 Multiair II 140 138 119 9.9 45.6 143 Civic Tourer 5dr estate £21,405–£23,660 AAAAC Credible compact saloon competitor with some novel touches. 1.4 Multiair II 170 167 124 9.5 40.9 160 Outgoing estate is versatile, comfortable and frugal; only its price LxWxH 4790x1820x1445 Kerb weight 1676kg 1.6d MultiJet II 120 118 115 11 64.2 117 marks its scorecard. LxWxH 4370x1770x1470 Kerb weight 1382kg 2.2d 170 167 143-144 8.7-8.9 62.8-65.7 114-119 2.0d MultiJet II 140 4WD 138 118 10.1 54.3 138 1.6 i-DTEC 118 121 10.3 72.4-74.3 99-103 2.0t 211 208 152 7.2 44.8 146 2.0d MultiJet II 170 4WD 167 122 9.5 49.6 148 1.8 i-VTEC 140 127-130 9.2-11.3 42.8-45.6 146-155 3.0t V6 405 399 155 5.1 31 206 3.5 V6 Hybrid 364 359 155 5.1 45.6 144 Renegade 5dr SUV £18,255–£30,140 AAABC HR-V 5dr SUV £19,320–£26,860 AAABC 3.5 V6 Hybrid 364 AWD 359 155 5.4 41.5 159 Middling compact crossover with chunky looks but no obvious 128 118
hp
Soul 5dr hatch £14,525–£30,495
1.7 CRDi AAAAB 2.0 GDi PHEV
52.3-54.3 117-125 42.2 153
Infiniti’s first hatch uses the A-Class blueprint. Great to look at, not so good to drive. LxWxH 4425x1805x1495 Kerb weight 1407kg
1.6t 122 120 124 H O N DA 1.6t 156 153 134 Jazz 5dr hatch £14,115–£18,215 AAAAC 2.0t 211 208 146 Not the most compact or vivacious but has decent handling and is 2.0t 211 AWD 208 143 cleverly packaged.LxWxH 3995x1694x1550 Kerb weight 1066kg 1.5d 109 107 118 1.3 DOHC 99 113-118 11.2-12.3 55.4-61.4 106-120 2.2d 170 167 137 2.2d 170 AWD 167 134 Civic 5dr hatch £18,890–£32,995 AAAAC A fresh look while remaining practical, refined and upmarket. Lacks QX30 5dr hatch £28,590–£34,440
some dynamism. LxWxH 4518x1799x1434 Kerb weight 1275kg
r (b
Costs serious money, but you get a serious car with a likeable wild Kona 5dr hatch £16,450–£26,245 AAAAC side. LxWxH 4482x1923x1308 Kerb weight 1545kg Optima Sportswagon 5dr estate £22,500–£35,710 AAACC Hyundai’s first crossover is the perfect blend of practicality, value 2.0 i4 300 295 155 5.7 39.2 163 Engine and finish leave it well behind rival European estates. and style LxWxH 4165x1800x1550 Kerb weight 1233kg 3.0 V6 340 335 161 5.3-5.7 28.8-33.6 199-234 LxWxH 4855x1860x1465 Kerb weight 1620kg
3.0 V6 380 374 171 4.9-5.5 28.8-32.9 203-234 3.0 V6 380 AWD 374 171 5.1 31.7 211 3.0 V6 400 394 171 4.8 32.9 203 Tucson 5dr SUV £20,160–£34,230 AAABC 3.0 V6 400 AWD 394 171 4.9 31.7 211 Edge 5dr SUV £35,510–£43,025 AAABC Classy, roomy cabin and predictable handling. A very competitive 5.0 V8 550 R AWD 542 186 4.1 25.0 269 Mid-sized, US-developed SUV joins Ford’s fleet to take on Europe’s SUV. LxWxH 4475x1850x1650 Kerb weight 1379kg 5.0 V8 575 SVR AWD 567 195 3.7 25.0 269 big SUVs. LxWxH 4808x1928x1692 Kerb weight 1912kg 1.6 GDi Blue Drive 132 130 113 11.5 44.8 147 2.0 TDCi Duratorq 180 177 124 9.9 47.9-48.7 149-152 1.7 CRDi Blue Drive 116 114 109-115 11.5-13.7 57.6-61.7 119-129 E-Pace 5dr SUV £28,545–£50,740 AAAAC 2.0 TDCi Bi-turbo 210 207 131 9.4 47.9-48.7 149-152 2.0 CRDi Blue Drive 136 134 114-116 10.6-12.0 47.1-58.9 127-156 Jaguar’s second SUV looks enticing, but can it make an impact like 2.0 CRDi Blue Drive 185 182 125 9.5-9.9 43.5-47.9 154-170 the F-Pace’s? LxWxH 4411x1984x1649 Kerb weight 1775kg GT 2dr coupé £420,000 AAAAC 2.0 D150 148 124 9.5 60.1 124 The GT is back as a race car for the road. Compelling if not perfect. Santa Fe 5dr SUV £33,425–£39,785 AAABC 2.0 D150 AWD 148 120 9.9-10.1 50.4-54.3 137-147 LxWxH 4808x1928x1692 Kerb weight 1912kg Another big Korean SUV with lots of space for not a lot of cash. 2.0 D180 AWD 177 127-128 8.7-9.4 50.4-54.3 137-147 Slick and comfy. LxWxH 4700x1880x1675 Kerb weight 1939kg 3.5 V6 Ecoboost 650 216 3.0 NA NA 2.0 D240 AWD 236 139 7.0 45.6 162 2.2 CRDi Blue Drive 200 197 126 9.0-9.6 42.8-47.1 159-174 2.0 P250 AWD 245 143 6.6 36.7 174 G I N E T TA 2.0 P300 AWD 295 151 5.9 35.3 181 INFINITI G40 Club Car 2dr coupé £35,000 (+champ pack) AAABC A balanced, affordable and fine-looking track-day car. Some of the Q30 5dr hatch £20,600–£36,435 AAABC F-Pace 5dr SUV £34,775–£53,405 AAAAC
finish isn’t quite up to snuff. LxWxH NA Kerb weight 840kg
P
e ow
118 9.8 107 12.5 103-108 11.8-13.4 102 13.5 108 11.6
60.1 58.8 46.3-56.5 80.7 74.3
107 109 114-140 92 98
L AN D ROVE R
Range Rover Evoque Coupé 3dr SUV £33,175–£55,230 AAAAC Dripping with desirability; poised and capable on- and off-road. Not practical, though. LxWxH 4370x1980x1605 Kerb weight 1621kg 2.0 eD4 2.0 TD4 2.0 SD4 2.0 Si4
145 174 234 281
113 121 135 144
10.6 8.5 6.9 6.0
67.3 57.7 48.7 37.2
109 129 153 173
AAABC
Another looker from Schreyer, but dynamically forgettable. LxWxH 4065x1725x1445 Kerb weight 1254kg
1.4 98 114 12.3 47.1 138 XF Sportbrake 5dr estate £34,910–£52,730 AAAAB 1.6 GDi 133 118 9.8 52.3 124 1.0 T-GDi 120 118 117 11.4 54.3 120 Superb XF is now available in the more practical Sportbrake form. 1.0 T-GDi 118 118 10.7 57.6 115 1.4 T-GDi 140 138 126-129 9.2-9.5 51.4 125-129 It’s a win-win. LxWxH 4954x1987x1496 Kerb weight 1660kg 1.6 T-GDi 201 143 7.3 38.2 170 1.6 CRDi 110 108 117 11.3 74.3 99 2.0d E-Performance 163 160 136 9.3-9.4 62.8 118-119 1.6 CRDi 134 117-124 9.5-10.2 72.4-78.5 94-103 1.6 CRDi 136 134 123 10.9 65.7 112 2.0 20d 180 177 138 8.8 61.4 120 2.0 20d 180 AWD 177 136 8.9 56.5 132 Cee’d Sportswagon 5dr estate £18,550–£25,910 AAABC i40 4dr saloon £20,360–£28,280 AAABC 2.0 20d 240 AWD 236 150 6.7 48.7 153 Slightly bigger than the hatch but equally forgettable. LxWxH 4505x1780x1485 Kerb weight 1305kg Useful, inoffensive and well-priced, but don’t expect any fireworks. 3.0 V6 30d 300 295 155 6.6 49.6 149 LxWxH 4745x1815x1470 Kerb weight 1497kg 2.0 25t 250 246 150 7.1 41.5 155 1.0 T-GDi 118 116 11.0 54.3 102-109 1.7 CRDi Blue Drive 115 113 119 12.4 67.3 110 1.6 CRDi 134 121-122 10.1-10.5 67.3-72.4 120 AAAAC 1.7 CRDi Blue Drive 141 139 126 10.3-10.8 60.1-65.7 114-123 XJ 4dr saloon £60,310–£93,780 Mixes dynamism and refinement so well, but not as spacious or AAABC Pro_cee’d 3dr hatch £19,240–£24,075 AAABC cosseting as some. LxWxH 5130x1899x1460 Kerb weight 1835kg Slightly smaller and with dynamic looks, but still not a car to i40 Tourer 5dr estate £21,610–£29,630 remember. LxWxH 4310x1780x1430 Kerb weight 1263kg A practical estate but still rather dull and ordinary. 3.0d V6 300 295 155 6.2 49.6 149 LxWxH 4775x1815x1470 Kerb weight 1514kg 3.0 V6 340 335 155 5.9 31.0 211 1.6 GDi 133 118 9.8 52.3 124 1.7 CRDi Blue Drive 115 113 118 12.6 67.3 110 5.0 V8 510 503 155 4.9 25.5 264 1.0 T-GDi 118 118 10.7 57.6 115 1.7 CRDi Blue Drive 141 139 124 10.5-11.0 60.1-65.7 114-123 5.0 V8 R 575 567 186 4.2 25.5 264 1.6 T-GDi 201 143 7.3 38.2 170 1.6 CRDi 134 117-124 9.5-10.2 72.4-74.3 99-103
Range Rover Evoque 5dr SUV £30,805–£55,630
AAAAC
Slightly more practical and easier to live with thanks to those two rear doors. LxWxH 4370x1985x1635 Kerb weight 1679kg 2.0 eD4 2.0 TD4 2.0 SD4 2.0 Si4 240 2.0 Si4 290
145 174 234 234 281
113 121-124 135 135 144
10.6 8.5-9.5 6.9 6.9 6.0
65.7 55.4-58.9 48.7 38.7 37.2
113 125-134 153 165 173
Range Rover Evoque Convertible AAABC
2dr SUV £45,565–£55,915
Loses its roof but retains its ability to stray from the asphalt. LxWxH 4370x1980x1609 Kerb weight 2037kg 2.0 TD4 2.0 SD4 2.0 Si4
174 234 234
121 135 135
9.7 7.5 7.6
49.6 45.6 32.9
Range Rover Velar 5dr SUV £45,145–£72,670
149 164 201 AAAAC
Dubbed the most car-like Landie ever and it doesn’t disappoint. Expensive. LxWxH 4803x2032x1665 Kerb weight 1829kg 2.0 D180
174
125
8.9
52.5
142
27 JUNE 2018 AUTOCAR.CO.UK 83
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GranTurismo 2dr coupé £94,355-£109,990
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453
185
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A-Class 5dr hatch £20,720–£48,690
GranCabrio 2dr open £108,410–£116,455
Merc ramps up the richness, but the engines and dynamics aren’t Discovery Sport 5dr SUV £28,400–£49,425 AAAAB 2 5dr hatch £13,295–£19,095 AAAAC refined enough. LxWxH 4686x1810x1442 Kerb weight 1450kg Seven seats, at home on-road and off-road, plus new-found Grown-up, well-made and drives with charm and vigour; engines 2.0 C200 178 147 7.2-7.5 52.3-53.3 123-137 desirability. LxWxH 4599x2069x1724 Kerb weight 1732kg aren’t brilliant. LxWxH 4060x1695x1495 Kerb weight 1075kg 2.0 C200 4Matic 178 145 7.4 41.5 153-162 2.0 C350e 271 155 5.9 134.5 48-54 3.0 V6 AMG C43 4Matic 356 155 4.7 35.3 183 4.0 V8 AMG C63 462 155 4.1 34.5 192 4.0 V8 AMG C63 S 495 155 4.0 34.5 192 3 5dr hatch £18,995–£24,795 AAAAC 1.6 C200d 132 134-135 9.7-10.2 65.7-72.4 101-119 Pleasing dynamism teamed with good practicality and punchy 2.1 C220d 165 145-146 7.5-7.7 64.2-70.6 103-124 diesel engines. LxWxH 4060x1695x1495 Kerb weight 1351kg 2.1 C220d 4Matic 165 143 7.5 61.4 122-132 Discovery 5dr SUV £46,335–£68,655 AAAAB 2.0 Skyactiv-G 120 118 121 8.9 55.4 119 2.1 C250d 198 153 6.6 64.2 112-124 The country bumpkin given elocution lessons without losing its 2.0 Skyactiv-G 165 162 130 8.2 48.7 135 2.1 C250d 4Matic 198 150 6.8 61.4 122-132 rugged capabilities. LxWxH 4970x2073x1888 Kerb weight 2115kg 1.5 Skyactiv-D 105 103 115 11.0 74.3 99 2.1 C300h 198 152 6.4 78.5 94-103 2.0 SD4 234 121 8.0 43.5 171 2.2 Skyactiv-D 150 148 130 8.1 68.9 107-127 3.0 V6 Td6 251 130 7.7 39.2 189 C-Class Estate 5dr estate £30,240–£70,365 AAAAC 2.0 Si4 295 125 7.3 29.4 222 3 Fastback 4dr saloon £20,395–£21,295 AAAAC Decent practicality and fantastic interior. It’s a shame that it’s only ordinary to drive. LxWxH 4702x1810x1457 Kerb weight 1495kg 3.0 V6 Si6 330 130 6.9 26.0 254 Refined and dynamically satisfying in a saloon bodystyle. LxWxH 4060x1695x1495 Kerb weight 1345kg 5.0 V8 SVX 510 100 5.3 NA NA 2.0 C200 178 145-146 7.5-7.7 49.6-51.4 128-139 2.0 Skyactiv-G 120 118 123 8.8 55.4 119 2.0 C200 4Matic 178 145 7.3 40.9 155-165 LEXUS 2.0 C350e 271 153 6.2 134.5 49-55 356 155 4.7 34.9 185 CT 5dr hatch £23,495–£31,245 AAAAC 6 4dr saloon £21,095–£28,695 AAABC 3.0 V6 AMG C43 4Matic 4.0 V8 AMG C63 462 155 4.2 33.6 196 Hybrid-only hatch has a pokey cabin and mismatched character A compelling mix of size, economy and performance. Interior is a traits. LxWxH 4350x1765x1445 Kerb weight 1465kg let-down. LxWxH 4870x1840x1450 Kerb weight 1465kg 4.0 V8 AMG C63 S 495 155 4.1 33.6 195 1.6 C200d 132 132-133 10.1-10.6 65.7 109-124 1.8 VVT-i CT200h 134 112 10.3 68.9-78.5 82-94 2.0 Skyactiv-G 145 143 129 9.5 51.4 129 2.1 C220d 165 142-143 7.6-7.9 64.2-67.3 106-127 2.0 Skyactiv-G 165 162 135 9.1 47.9 135 2.1 C220d 4Matic 165 143 7.5 60.1 124-134 IS 4dr saloon £32,895–£42,395 AAABC 2.2 Skyactiv-D 150 148 130 9.1 68.9 107 198 150 6.9 62.8 117-130 Sleek compact executive car is well-made and interesting but still 2.2 Skyactiv-D 175 172 139 7.9 62.8 119-127 2.1 C250d a left-field choice. LxWxH 4680x1810x1430 Kerb weight 1620kg 2.1 C250d 4Matic 198 150 6.8 60.1 124-134 198 148 6.7 74.3 99-106 2.5 VVT-i IS300h 220 125 8.3 60.1-67.3 97-107 6 Tourer 5dr estate £23,095–£29,795 AAABC 2.1 C300h 112 112 117 127 124 135
10.0 11.0 8.4-9.4 7.1 7.1 6.5
60.1 57.7 53.3 44.1 35.3 33.6
123 129 139 169 182 190
1.5 Skyactiv-G 75 1.5 Skyactiv-G 90 1.5 Skyactiv-G 115
74 88 113
106 12.1 60.1 111 110-114 9.4-12.0 58.9-62.8 111-118 124 8.7 56.5 127
Attractively styled but only average to drive.
GS 4dr saloon £36,125–£73,375
AAABC LxWxH 4805x1840x1480 Kerb weight 1465kg 2.0 Skyactiv-G 145 143 128 9.6 50.4 131 2.0 Skyactiv-G 165 162 133 9.1 47.9 136 56.5-64.2 104-115 2.2 Skyactiv-D 150 148 130 9.3 67.3 110-129 45.6-46.3 141-145 2.2 Skyactiv-D 175 172 137 8.0 61.4 121-129 25.2 260 CX-3 5dr SUV £18,695–£25,595 AAAAC AAABC Another supermini SUV with a sporting bent. Quite pricey but nicely
C-Class Coupé 2dr coupé £32,330–£70,425
Engine range limits its appeal, but refinement and cabin quality make amends. LxWxH 4880x1840x1455 Kerb weight 1730kg
Nice balance of style, usability and driver reward. LxWxH 4696x1810x1405 Kerb weight 1505kg
2.5 VVT-i GS300h 3.5 V6 VVT-i GS450h 5.0 V8 GS F
2.0 C200 2.0 C200 4Matic 2.0 C300 3.0 V6 AMG C43 4Matic 4.0 V8 AMG C63 4.0 V8 AMG C63 S 2.1 C220d 2.1 C220d 4Matic 2.1 C250d 2.1 C250d 4Matic
220 340 470
118 156 167
9.2 5.9 4.6
LS 4dr saloon £72,595–£105,595
Luxury saloon gets more tech and opulence but is let down by its hybrid powertrain. LxWxH 5235x1900x1460 Kerb weight 2270kg 3.5 V6 VVT-i LS500h 3.5 V6 VVT-i LS500h AWD
348 348
155 155
5.4 5.4
43.5 39.8
RC 2dr coupé £39,140–£69,620
147 161 AAABC
appointed. LxWxH 4275x1765x1535 Kerb weight 1230kg 2.0 Skyactiv-G 120 2.0 Skyactiv-G 150 1.5 Skyactiv-D 105
118 148 103
119 124 110
9.0 8.7 10.1
47.9 44.1 70.6
CX-5 5dr SUV £24,095–£33,795
136-137 150 105-136
241 220 470
143 118 168
7.5 8.6 4.5
38.7 168 56.5-57.6 113-116 26.2 251
2.0 Skyactiv-G 165 2.2 Skyactiv-D 150 2.2 Skyactiv-D 175
162 148 172
125 10.4 44.1 149 112-127 9.4-10.3 48.7-56.5 132-152 128-129 9.0-9.5 48.7-52.3 142-152
AAACC
MX-5 RF 2dr open £22,495–£27,595
AAAAA
Some good ideas, but dramatically off the pace to drive. LxWxH 4630x1845x1645 Kerb weight 1905kg
Remains perfectly poised and vibrant, even with a folding metal roof. LxWxH 3915x1735x1230 Kerb weight 1090kg
2.5 VVT-I NX300h 4WD
1.5 Skyactiv-G 131PS 2.0 Skyactiv-G 160
194
112
9.2
54.3-56.5 116-121
RX 5dr SUV £48,645–£59,645
129 157
126 134
8.6 7.4
46.3 40.9
142 161-167
AAABC
Low flexibility, but hybrid option makes a degree of economic sense. LxWxH 4890x1895x1690 Kerb weight 2100kg
540C 2dr coupé £126,055
2.0 RX200t 3.5 V6 RX450h
The affordable end of McLaren’s spectrum isn’t any less enthralling to drive. LxWxH 4530x2095x1202 Kerb weight 1495kg
234 308
124 124
9.2-9.5 7.7
34.9-36.2 181-189 51.4-54.3 120-127
McLAREN
3.8 V8
AAAAC 562
204
3.2
26.6
249
LOTUS
Elise 2dr open £37,450–£46,550
AAAAC
570S 2dr coupé/open £145,305-£164,750
AAAAA
A delicate, vivid and unfettered drive; if you want a daily driver, shop elsewhere. LxWxH 3824x1719x1117 Kerb weight 830kg
Blisteringly fast and exciting supercar-slayer with hugely appealing handling. LxWxH 4530x2095x1202 Kerb weight 1344kg
1.8 VVT-i 220 1.8 VVT-i 246
3.8 V8
217 242
145 151
4.2 3.8
37.7 37.7
173 175
3.8 V8
3.5 V6 VVT-i 350 3.5 V6 VVT-i 380
720S 2dr coupé £218,020
162-170 3.8-3.9 170-178 3.6-3.7
28.0-30.1 219-235 27.2-29.1 225-242
174-186 4.2 174-190 4.1-4.2 190 3.8
29.1 29.1 NA
225-230 225-230 NA
M A S E R AT I
Ghibli 4dr saloon £51,495–£66,560
AAACC
Maser’s compact exec has the allure but lacks power and is poorly finished in places. LxWxH 4971x1945x1461 Kerb weight 1810kg 271 345 424 424
562
204
3.4
AAAAC LxWxH 4543x2059x1196 Kerb weight 1322kg 4.0 V8 710 212 2.9
Dynamically it puts nearly everything else in the shade. Shame about the interior. LxWxH 4084x1802x1129 Kerb weight 1395kg
3.0d V6 3.0 V6 3.0 V6 S 3.0 V6 S Q4
25.5-26.4 249-258
26.6
249 AAAAA
The start of an era for McLaren and what a way to begin it is.
Evora 2dr coupé £76,225–£86,775 394 404 424
3.2
added practicality. LxWxH 4530x2095x1201 Kerb weight 1495kg
Sharp, uncompromising track car. Unforgiving on the road. LxWxH 4084x1802x1129 Kerb weight 1125kg
3.5 V6 VVT-i 400 3.5 V6 VVT-i 410 3.5 V6 VVT-i GT430
204
AAAAA AAAAB The 570GT retains the lusty, fast appeal of its sister car, even with
Exige 2dr coupé £56,850–£72,575 345 374
562
570GT 2dr coupé £154,000
155 166 177 177
6.3 5.5 4.9 4.7
47.8 31.7 29.4 29.1
158 207 223 226
26.4
249
146-147 142 155 155 155 155 145 143 153 149
7.3-7.7 7.5 6.0 4.7 4.0 3.9 7.5-7.8 7.6 6.7 6.9
48.7-53.3 41.5 44.8 35.3 32.8 32.8 64.2-68.9 61.4 64.2 61.4
123-134 153-157 143-148 183 200 200 106-117 122-127 115-120 122-127
To
p ps
ee
d(
mp
h)
0
/6 -60
2m
ph E
n co
om
y (m
pg
) (g/
km
)
CO 2
178 237 356 462 495 165 165 198
145-146 7.8-8.2 155 6.4 155 4.8 155 4.2 155 4.1 144 8.2-8.3 140 8.1 151 7.2
more appealing. LxWxH 5027x1912x1414 Kerb weight 2065kg 4.0 V8 S560 4.0 V8 AMG S63 6.0 V12 AMG S65
455 594 611
155 155 155
4.6 4.2 4.1
34.0 31.7 23.7
S-Class Cabriolet 2dr open £115,950–£197,580
188 203 279 AAAAC
As above but with the added allure of a retractable fabric roof. LxWxH 5027x1912x1420 Kerb weight 2150kg 4.0 V8 S560 4.0 V8 AMG S63 6.0 V12 AMG S65
455 594 611
155 155 155
4.6 4.2 4.1
31.4 28.8 23.5
CLA Coupé 4dr saloon £26,495–£49,380
204 225 272 AAABC
Still suffers from divisive styling, although it adds further appeal to the A-Class. LxWxH 4640x1777x1432 Kerb weight 1395kg 1.6 CLA180 2.0 CLA250 2.0 CLA250 4Matic 2.0 CLA45 AMG 4Matic 2.1 CLA200d 2.1 CLA220d 2.1 CLA220d 4Matic
119 211 211 370 132 171 171
130 155 155 155 137 144 143
8.7-9.0 6.4-6.5 6.4 4.2 9.0-9.5 7.7 7.7
51.4-52.3 42.2-45.6 41.5 40.9 67.3-70.6 67.3 58.9
CLA Shooting Brake 5dr estate £27,385–£49,915
124-128 143-156 160 162 105-109 106 123
AAABC
The most practical of the A-Class range, but it suffers for its challenging styling. LxWxH 4640x1777x1435 Kerb weight 1430kg 1.6 CLA180 2.0 CLA250 4Matic 2.0 CLA45 AMG 4Matic 2.1 CLA200d 2.1 CLA220d 2.1 CLA220d 4Matic
119 211 370 132 171 171
130 149 155 134 142 140
8.8-9.1 6.7 4.3 9.2-9.7 7.8 7.8
48.7-50.4 40.9 40.9 65.7-68.9 67.3 58.9
CLS Coupé 4dr saloon £57,640–£60,740
130-134 160 162 106-111 108 126
AAAAC
Retains the sleek coupé style and has more tech – without losing its allure. LxWxH 4996x1896x1436 Kerb weight 1935kg 3.0 CLS350d 4Matic 3.0 CLS400d 4Matic 3.0 CLS450 4Matic 3.0 V6 AMG CLS 53
277 330 356 429
155 155 155 155
5.7 5.0 4.8 4.5
48.7 47.9 36.2 32.5
SLC 2dr open £32,444–£48,075
156 156 184 200 AAABC
1.6 SLC180 2.0 SLC200 2.0 SLC300 3.0 V6 AMG SLC43
152 178 237 356
139-140 7.9-8.1 147-149 6.9-7.0 155 5.8 155 4.7
48.7 43.5-47.9 47.1 36.2
SL 2dr open £76,985–£117,785
132-133 137-150 138 178
AAAAB
Big, luxurious drop-top is classier than a royal stud farm. Few feel more special. LxWxH 4631x1877x1315 Kerb weight 1735kg 3.0 V6 SL400 4.7 V8 SL500 5.5 V8 AMG SL63
356 442 568
155 4.9 155 4.3 155-186 4.1
36.7 31.4 28.8
175-179 205-210 234
AAAAC
Take all the good bits about the coupé and add the ability to take the roof off. Bingo. LxWxH 4686x1810x1409 Kerb weight 1645kg 46.3-47.1 42.2 33.6 31.7 31.7 61.4-62.8 56.5 61.4
136-141 155-155 194 208 208 136-138 130-134 121-126
E-Class 4dr saloon £36,030–£107,620
AMG GT 2dr coupé/open £100,00–£144,730
AAAAC
Million-dollar looks and a railgun V8, but extremely firm chassis affects its usability. LxWxH 4544x1939x1287 Kerb weight 1615kg 4.0 V8 GT 4.0 V8 GT S 4.0 V8 GT C 4.0 V8 GT R
462 507 541 568
188-189 4.0 193 3.8 196-197 3.7 198 3.6
30.1-30.4 30.1 24.8-25.0 24.8
GLA 5dr SUV £26,525–£53,735
216-219 219 259 259
AAABC
Not the most practical crossover but good looking and very decent to drive. LxWxH 4417x1804x1494 Kerb weight 1395kg
AAAAC 1.6 GLA200 152 134 8.1-8.4 48.7-50.4 131-138 2.0 GLA250 4Matic 204 143 6.6 43.5 155 2.0 GLA45 AMG 4Matic 370 155 4.4 38.2 172 2.0 E200d 145 139 8.4 72.4 102-112 2.1 GLA200d 132 127 9.1-9.5 67.3 108-115 2.0 E220d 189 149 7.3 72.4 102-112 2.1 GLA200d 4Matic 132 124 9.1 58.9 127-130 2.0 E220d 4Matic 189 149 7.5 62.8 117-129 2.1 GLA220d 4Matic 171 135 7.7 58.9 127-130 3.0 V6 E350d 251 155 5.9 48.7 153 3.0 V6 E350d 4Matic 251 155 5.9 44.8 167 GLC 5dr SUV £38,865–£91,284 AAAAC 2.0 E350e 277 155 6.2 134.5 49-57 Not exactly exciting to drive, but does luxury and refinement better than most. LxWxH 4656x1890x1639 Kerb weight 1735kg 3.0 V6 AMG E43 4Matic 389 155 4.6 33.6 192 4.0 V8 AMG E63 4Matic+ 555 155 3.5 31.0 207 2.1 GLC 220d 4Matic 165 130 8.3 56.5 129 4.0 V8 AMG E63 S 4Matic+ 594 155 3.4 31.0 207 2.1 GLC 250d 4Matic 198 138 7.6 56.5 129 3.0 V6 GLC 350d 4Matic 251 148 6.2 47.9 159 E-Class Estate 5dr estate £38,030–£109,620 AAAAC 3.0 V6 AMG GLC43 4Matic 356 155 4.9 34.0 189 Far more practical than its rivals, but pricier and less sporty than 4.0 V8 AMG GLC63 4Matic+ 462 155 4.0 27.4 234 those closest to it. LxWxH 4933x1852x1475 Kerb weight 1780kg 4.0 V8 AMG GLC63 S 4Matic+ 495 155 3.8 26.4 244 2.0 E200d 145 135 8.7 67.3 109-120 2.0 E220d 189 146 7.7 67.3 109-120 GLC Coupé 5dr SUV £42,050–£93,679 AAAAC 2.0 E220d 4Matic 189 145 7.8 57.7 126-137 A coupé-shaped SUV destined to be outrun by the X4 – unless you’re in an AMG. LxWxH 4732x1890x1602 Kerb weight 1785kg 3.0 V6 E350d 251 155 6.0 46.3 162 3.0 V6 E350d 4Matic 251 155 6.0 42.8 174 2.1 GLC 220d 4Matic 165 130 8.3 56.5 131-143 3.0 V6 AMG E43 4Matic 389 155 4.7 32.8 197 2.1 GLC 250d 4Matic 198 138 7.6 56.5 131-143 4.0 V8 AMG E63 4Matic+ 555 155 3.6 30.1 214 3.0 V6 GLC 350d 4Matic 251 148 6.2 47.1 161-169 4.0 V8 AMG E63 S 4Matic+ 594 155 3.5 30.1 214 3.0 V6 AMG GLC43 4Matic 356 155 4.9 33.6 192 4.0 V8 AMG GLC63 4Matic+ 462 155 4.0 27.4 234 E-Class All-Terrain Edition 5dr estate £59,320 AAAAC 4.0 V8 AMG GLC63 S 4Matic+ 495 155 3.8 26.4 244
A wee bit pricey, and less sporting than its rivals, but still comfy and luxurious. LxWxH 4940x1852x1452 Kerb weight 1680kg
A rugged version of a practical estate, which is also lavishly appointed. LxWxH 4947x1861x1497 Kerb weight 2010kg 3.0 V6 E350d 4Matic
251
155
6.2
41.5
E-Class Coupé 2dr coupé £40,225–£51,855
GLE 5dr SUV £55,020–£101,955 179
AAAAC
The ML replacement isn’t inspiring to drive but does come with a classy interior. LxWxH 4819x2141x1796 Kerb weight 2165kg
AAAAC 2.1 GLE 250d 4Matic 198 130 8.6 47.9 156 3.0 V6 GLE350d 4Matic 251 140 7.1 42.8 192 3.0 V6 GLE500e 4Matic 429 152 5.3 76.4 84 119 3.0 V6 AMG GLE43 4Matic 379 155 5.7 31.7 205 137 5.5 V8 AMG GLE63 S 4Matic 568 155 4.2 23.9 276 174 AAAAC 160 GLE Coupé 5dr SUV £63,860–£104,145 Not the prettiest SUV you will ever see, but a decent option against 189
Big, laid-back four-seat tourer. Borrows looks from the ravishing S-Class Coupé. LxWxH 4846x1860x1431 Kerb weight 1685kg 2.0 E220d 2.0 E220d 4Matic 3.0 V6 E350d 4Matic 2.0 E300 3.0 V6 E400 4Matic
189 189 251 237 323
150 149 155 155 155
7.4 7.6 6.0 6.4 5.3
E-Class Cabriolet 2dr open £44,720–£56,350
61.4 53.3 42.8 40.4 33.6
the BMW X6. LxWxH 4900x2129x1731 Kerb weight 2240kg AAAAC 3.0 V6 GLE 350d 4Matic 3.0 V6 AMG GLE43 4Matic 5.5 V8 AMG GLE63 S 4Matic
Refined and sophisticated four-seater in the same mould as the S-Class Cabriolet. LxWxH 4846x1860x1429 Kerb weight 1780kg
84 AUTOCAR.CO.UK 27 JUNE 2018
)
Another small convertible exhibiting all the charm that a Mercedes should. LxWxH 4143x1810x1301 Kerb weight 1435kg
C-Class Cabriolet 2dr open £36,950–£73,810
2.0 C200 2.0 C300 3.0 V6 AMG C43 4Matic LC 2dr coupé £76,595–£91,995 AAAAC MX-5 2dr open £18,995–£26,610 AAAAA 4.0 V8 AMG C63 Superb-looking coupé shows flickers of what made the LFA great. Brilliantly packaged, priced and perfectly poised but more vibrant 4.0 V8 AMG C63 S LxWxH 4770x1920x1345 Kerb weight 1935kg than the original. LxWxH 3915x1735x1225 Kerb weight 1050kg 2.1 C220d 5.0 V8 LC500 470 168 4.4 24.4-24.6 263-267 1.5 Skyactiv-G 131PS 129 127 8.3 47.1 139 2.1 C220d 4Matic 3.5 V6 LC500h 354 155 4.7 43.5-44.1 145-148 2.0 Skyactiv-G 160 157 133 7.3 40.9 161 2.1 C250d
NX 5dr SUV £34,895–£44,395
178 178 237 356 462 495 165 165 198 198
AAAAC
AAAAC
An also-ran, but the V8 RC F packs plenty of character and handles Offers powerful diesel engines and strong performance, plus a well enough. LxWxH 4695x1840x1395 Kerb weight 1736kg welcoming interior. LxWxH 4550x1840x1675 Kerb weight 1575kg 2.0 VVT-i RC200t 2.5 VVT-I RC300h 5.0 V8 RC F
hp
2.0 E220d 189 147 7.7 57.7 126 AAABC 3.0 V6 E350d 4Matic 251 155 6.1 41.5 179 2.0 E300 237 155 6.6 39.2 167 3.0 V6 E400 4Matic 323 155 5.5 32.8 194 10.4-10.6 52.3-54.3 121-126 8.6-8.9 51.4-54.3 121-131 AAAAA S-Class 4dr saloon £73,020–£187,310 7.8-8.1 49.6-52.3 126-132 Mercedes has given the S-Class a refresh and an added boost of 6.3 41.5-44.8 145-158 tech. LxWxH 5141x1905x1498 Kerb weight 1970kg 3.0 V6 S350d 277 155 6.0 52.3 139 6.3 42.2 156 3.0 V6 S500 444 155 4.8 40.9 157 4.2 40.9 162 594 155 4.3 32.1 199 11.3 76.4-80.7 89-102 4.0 V8 AMG S63 6.0 V12 AMG S65 611 155 4.2 23.7 279 8.8-9.3 68.9 99-111 6.0 V12 S650 Maybach 611 155 4.7 22.2 289 7.5 68.9 107 7.5 58.9 124 S-Class Coupé 2dr coupé £103,745–£189,685 AAAAC AAABC More tech and cleaner engines make the opulent luxury tourer
MAZDA
145 145 174 234 234 281
r (b
Desirable and attractive but lacking a distinguishing drive. LxWxH 4299x1780x1433 Kerb weight 1370kg
331 1.6 A160 99 118 AAACC 1.6 A180 119 118 Range Rover Sport 5dr SUV £61,615–£99,680 AAAAB Fantastic looks and soundtrack but an average chassis overall. 1.6 A200 152 139 Bigger and better; a cut-price Range Rover rather than a jumped-up LxWxH 4971x1945x1461 Kerb weight 1973kg 2.0 A250 211 149 Discovery. LxWxH 4850x2073x1780 Kerb weight 2111kg 4.7 V8 453 177-179 4.9-5.0 19.4 337 2.0 A250 4Matic 211 149 2.0 SD4 234 128 8.3 45.6 164 2.0 A45 AMG 4Matic 370 155 Quattroporte 4dr saloon £80,260–£118,585 2.0 P400e PHEV 398 137 6.3 101.0 64 AAACC 1.5 A180d 105 118 3.0 SDV6 297 140 6.8 40.4 185 Now a full-sized executive limo, with some added flair. Off the pace 2.1 A200d 132 130 in several key areas. LxWxH 5264x1948x1481 Kerb weight 1860kg 2.1 A220d 4.4 SDV8 330 140 6.5 33.6 219 171 139 3.0 V6 330 130 6.8 26.9 243 3.0d V6 271 155 6.4 35.8 163 2.1 A220d 4Matic 171 137 5.0 V8 495 155 5.0 22.1 298 3.0 V6 339 167 5.1 31.0 212 5.0 V8 SVR 535 162 4.5 22.1 298 3.0 V6 S 424 179 5.1 29.4 223 B-Class 5dr hatch £23,200–£32,310 3.0 V6 S Q4 424 179 4.8 29.1 226 A slightly odd prospect, but practical and classy nonetheless. LxWxH 4393x1786x1557 Kerb weight 1395kg Range Rover 5dr SUV £80,035–£141,650 AAAAB 3.8 V8 GTS 522 190 4.7 26.4 250 Wherever you are, the Rangie envelops you in a lavish, invincible 1.6 B180 119 124 8.7-9.0 50.4-51.4 127-132 sense of occasion. LxWxH 4999x2220x1835 Kerb weight 2249kg Levante 4dr SUV £56,690–£70,185 AAACC 1.6 B200 152 137 7.9-8.2 49.6-51.4 127-132 2.0 P400e PHEV 398 137 6.4 101 64 Italian flair and good looks in abundance, but diesel not as 1.5 A180d 105 118 11.6 70.6 104-107 sonorous as petrols. LxWxH 5003x1968x1679 Kerb weight 2109kg 2.1 A200d 3.0 TDV6 258 251 130 7.4 40.9 182 132 130 8.9-9.4 67.3-70.6 104-112 4.4 SDV8 339 330 135 6.5 33.6 219 3.0d V6 271 143 6.9 39.2 189 2.1 A220d 171 139 7.6 67.3 108 3.0 V6 340 330 130 7.1 26.4 248 3.0 V6 339 156 6.0 26.4 249 2.1 A220d 4Matic 171 137 7.9 56.5 130 5.0 V8 510 495 140-155 5.2 22.1 299 3.0 V6 S 424 164 5.2 25.9 253 5.0 V8 550 535 140-155 5.1 22.1 299 C-Class 4dr saloon £29,040–£69,165 AAAAC
2.0 eD4 2.0 TD4 E-Capability 2.0 TD4 2.0 SD4 2.0 Si4 240 2.0 Si 290
P
e ow
MERCEDES-BENZ
AAACC
Not short on richness or desirability and well capable of stirring the soul. LxWxH 5652x1948x1481 Kerb weight 1873kg 4.7 V8
P
e ow
251 379 568
140 155 155
7.0 5.7 4.2
39.2 30.0 23.7
187 215 278
N E W CAR PR I CES P
e ow
r (b
hp
)
To
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/6 -60
2m
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(g/ O2
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Shogun 5dr SUV £33,015–£43,675
om
y (m
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C
(g/ O2
km
)
AABCC
Has its appeal. Needs more chassis finesse but still charming. LxWxH 4385x1875x1870 Kerb weight 2185kg 3.2 DI-DC 4WD
P
e ow
r (b
hp
)
To
p ps
ee
111
44.1
143
2m
ph E
n co
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y (m
C
(g/ O2
km
)
11.1 9.1-9.6 7.5 6.0 9.8 12.2 10.2-10.3 8.6-8.9 8.2
70.6 62.8 50.4 47.1 80.7 76.3 72.4-74.3 68.9-72.4 64.2
95 104-106 130 139 93 96 98-101 102-108 116
AAAAB
Estate bodystyle enjoys the classy appeal of the hatchback. LxWxH 4585x1563x1472 Kerb weight 1190kg
1.2 PureTech 110 107 117 11.6 67.3 99 AABCC 1.2 PureTech 130 126 127 9.5-10.0 61.4-62.8 106 1.5 BlueHDi 130 126 126 10.0 76.3 111-112 1.6 BlueHDi 120 116 121 9.9-10.1 74.3-88.3 85-99 GLS 5dr SUV £73,090–£106,020 AAABC 2.0 GDi 154 118 7.5 40.0 164 2.0 BlueHDi 150 145 130 8.9-9.2 65.7-72.4 102-112 The replacement for the massive GL can still seat seven in 2.0 BlueHDi 180 EAT8 175 139 8.4 61.4 120 comfort. LxWxH 5162x1982x1850 Kerb weight 2475kg Roadster 2dr open £55,075 AACCC 3.0 V6 GLS 350d 4Matic 251 138 7.8 37.2 199 More advanced, but pricey and needs better brakes. 508 4dr saloon £25,340–£33,210 AAABC LxWxH 4010x1720x1220 Kerb weight 950kg 5.5 V8 AMG GLS63 4Matic 568 155-168 4.6 23.0 288 Competent and likeable enough, but it lacks any real spark. LxWxH 4830x1828x1456 Kerb weight 1410kg 3.7 V6 Cyclone 280 140 5.5 28.8 230 MG 1.6 BlueHDi 120 116 125-126 11.0 72.4-74.3 99-102 3 5dr hatch £8695–£11,695 AAABC Plus 8 2dr open £83,405 AAACC 2.0 BlueHDi 150 145 130 8.9 67.3 109 Neatly tuned and nice sporty styling. Breaks the mould for subOld V8 charm lives on, but there’s no ignoring the high price. 2.0 BlueHDi 180 175 143 8.5 67.3 110 3.0 V6 G 350d 4Matic 5.5 V8 AMG G63 4Matic
237 555
119 130
8.9 5.4
28.5 20.5
261 322
Plus 4 2dr open £44,105
Needs more chassis finesse, but the Plus 4 still charms nonetheless. LxWxH 4010x1720x1220 Kerb weight 927kg
£9000 superminis. LxWxH 4018x1729x1507 Kerb weight 1125kg
LxWxH 4010x1751x1220 Kerb weight 1100kg
1.5 VTI-Tech
4.4 V8
104
108
10.4
51.5
ZS 5dr SUV £12,495–£17,495
124 AAACC
367
155
4.5
23.0
282
1.5 VTi-Tech 1.0T GDi
4.4 V8
104 109
109 112
10.9 12.4
49.6 44.9
129 144
508 SW 5dr estate £26,685–£35,125
AAABC LxWxH 4829x1828x1476 Kerb weight 1430kg 1.6 BlueHDi 120 116 123-124 11.2-11.3 2.0 BlueHDi 150 145 130 9.1 23.0 282 2.0 BlueHDi 180 175 137-140 8.6-8.9 2.0 Hdi HY4 ETG 197 132 8.8
Morgan’s flagship is a modern take on a classic look, although the old charm remains. LxWxH 4147x1751x1248 Kerb weight 1180kg 367
170
4.5
AAACC
Micra 5dr hatch £12,295–£20,365
AAAAC
100-108 110 114-119 109
2008 5dr SUV £16,500–£22,350
Refreshed look and better handling makes it an enticing choice. Efficient and well-mannered but facelift still leaves it short on Has its flaws, though. LxWxH 3991x1743x1455 Kerb weight 1490kg space and style. LxWxH 4159x1829x1556 Kerb weight 1045kg
1.5 TGI
1.0 71PS 0.9 IG-T 90 1.5 dCi 90
1.2 PureTech 82 79 105 13.5 57.6 114 1.2 PureTech 110 107 117-119 9.9-10.3 58.9-64.2 103-110 MINI 1.2 PureTech 130 126 124 9.3 58.9 110 3dr Hatch 3dr hatch £15,900–£26,090 AAAAB 1.6 BlueHDi 75 74 103 13.8 76.3 97 Three-pot engines and cleverly designed interior make the Mini a Pulsar 5dr hatch £25,190–£28,390 AAABC 1.6 BlueHDi 100 96 112 11.3 76.3 97 superb choice. LxWxH 3821x1727x1414 Kerb weight 1190kg 116 119 9.6 76.3 96 Undeniably fit for purpose, but its appeal goes no deeper than that. 1.6 BlueHDi 120 1.5 One 101 121 10.1-10.2 57.6-58.9 109-114 LxWxH 4387x1768x1520 Kerb weight 1245kg 1.5 One D 93 118 11.0 83.1 89-92 3008 5dr SUV £22,770–£34,210 1.2 DIG-T 115 113 115-118 10.7-12.7 54.3-56.5 117-121 AAAAC 1.5 Cooper 134 130 7.8-7.9 60.1-62.8 105-112 1.5 dCi 110 108 118 11.5 78.5 94 Cleverly packaged Peugeot offers just enough SUV DNA to make the difference. LxWxH 4447x2098x1624 Kerb weight 1250kg 1.5 Cooper D 114 127 9.2 76.3-80.7 92-99 2.0 Cooper S 189 145-146 6.7-6.8 49.6-54.3 122-136 Leaf 5dr hatch £13,280–£20,910 AAAAC 1.2 PureTech 130 126 117 10.5-10.8 54.3-55.4 117-120 2.0 Cooper SD 167 140-141 7.2-7.3 70.6 104-109 Better looks, better value and better range from this second-gen 1.6 THP 165 159 128 8.9 48.7 129 2.0 John Cooper Works 227 152 6.1-6.3 44.8-49.6 133-147 electric hatch LxWxH 4387x1768x1520 Kerb weight 1245kg 1.6 BlueHDi 100 96 108 13.1 70.6 103 40kWh 147 89.5 7.9 NA 0 1.6 BlueHDi 120 116 115-117 11.2-11.6 70.6 104-108 5dr Hatch 5dr hatch £16,600–£23,030 AAAAB 2.0 BlueHDi 150 145 129 9.6 64.2-67.3 114 Mini charm in a more usable package, but still not as practical as Juke 5dr hatch £15,085–£26,030 AAABC 2.0 BlueHDi 180 EAT6 175 131 8.9 58.9 124 112-118 9.6
45.5-46.3 139-141
rivals. LxWxH 3982x1727x1425 Kerb weight 1240kg 1.5 One 1.5 One D 1.5 Cooper 1.5 Cooper D 2.0 Cooper S 2.0 Cooper SD
101 93 134 114 189 167
119 10.1-10.5 116 11.4 129 8.1-8.2 125-126 9.4-9.5 143-144 6.8-6.9 139-140 7.3-7.4
57.6-58.9 80.7 58.9-60.1 74.3-78.5 47.9-52.3 68.9
112-116 92-94 109-114 95-102 125-139 107-112
55.4-57.6 72.4-74.3 47.1-50.4 43.5-47.9 43.5-47.9
114-123 100-109 131-142 138-152 138-152
LxWxH 3821x1727x1415 Kerb weight 1280kg 134 114 189 167 167
128-129 125-126 142-143 149 149
8.7-8.8 9.9 7.1-7.2 6.5-6.6 6.5-6.6
16.4 12.1 11.9
92 113 115 108 187 187 215 211
104 111 106 109 134 124 137 124
12.0 10.8 11.5 11.2 8.0 8.4 7.0 8.0
Qashqai 5dr SUV £19,295–£32,575
61.4 64.2 88.3
103 99 85
47.1 48.7-49.6 46.3-47.1 68.9-70.6 47.1 43.5 39.2 38.7
138 128-132 139-142 104-107 139 153 168 172
113 160 108 128 128
108-115 124 113 114-118 118
5008 5dr SUV £25,020–£36,460
10.6-12.9 8.9 11.9 9.9-11.1 10.5
X-Trail 5dr SUV £25,990–£37,740
50.4 48.7 74.3 60.1-64.2 57.6
129 134 99 116-122 129
)
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175 188
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CO 2
42.2 30.1
176 217 AAAAB
Spookily good handling makes this a sports utility vehicle in the purest sense. LxWxH 4692x1923x1624 Kerb weight 1770kg 2.0 3.0 V6 S 3.0 V6 GTS 3.0 V6 S Diesel 3.6 V6 Turbo 3.6 Turbo P’formance P’kge
244 330 350 251 388 428
142 157 159 142 165 169
6.7 5.4 5.2 6.3 4.8 4.4
39.2 32.1 31.7 46.3 31.4 29.7
Cayenne 5dr SUV £55,965–£99,291
172 212 215 164 216 224 AAAAB
Refreshed look, improved engines, interior and a better SUV overall. LxWxH 4918x1983x1696 Kerb weight 1985kg 3.0 V6 2.9 V6 S 4.0 V8 Turbo
330 428 533
152 164 177
6.2 5.2 4.1
30.7 31.4 24.1
213 209 272
RADICAL
RXC GT 2dr open NA
AAABC
Designed for pounding around a track; out of its element on the road. LxWxH 4300x1960x1127 Kerb weight 1125kg 3.5 V6 400 3.5 V6 650
400 650
179 180
2.8 2.7
NA NA
NA NA
R E N A U LT
Twizy 2dr hatch £6995–£7995
AAABC
17
50
NA
NA
Zoe 5dr hatch £18,420–£27,020
0 AAABC
A far more practical zero-emission solution. Attractive price, too. LxWxH 4084x1730x1562 Kerb weight 1470kg 5AGEN2 5AGEN3
86 89
84 84
13.5 13.5
NA NA
0 0
Twingo 3dr hatch £10,000–£15,520
AAACC
Handsome, unusual rear-engined city car but not a class leader. LxWxH 3595x1646x1554 Kerb weight 865kg 1.0 SCe 70 0.9 TCe 90 0.9 TCe 110
67 87 105
94 103 113
14.5 10.8 9.6
56.5-67.3 95-112 58.9-65.7 99-108 54.3 115
Clio 5dr hatch £13,500–£23,000
AAAAC
An attractive,stylish and practical proposition, but cheap in places and feels dated. LxWxH 4062x1732x1448 Kerb weight 1059kg 0.9 TCe 75 0.9 TCe 90 1.2 TCe 120 1.6 Turbo RS 200 1.6 Turbo RS 220 1.5 dCi 90 1.5 dCi 110
75 87 115 194 214 87 107
110 112 124 143 146 109-112 121
12.3 12.2-13.1 9.0-9.2 6.7 6.6 12.0-12.9 11.2
56.5 60.1-67.3 52.3-53.3 47.9 47.9 80.7-88.3 80.7
Mégane 5dr hatch £17,315–£28,035
114 94-105 118-120 133 135 82-92 90
AAABC
AAAAC Stylish and refined but bland. Nothing exceptional. Less MPV, more SUV, and shares its siblings’ good looks. Competent LxWxH 4359x1814x1447 Kerb weight 1340kg to drive, too. LxWxH 4641x1844x1640 Kerb weight 1511kg 1.2 TCe 130 128 122-124 10.3-10.6 50.4-52.3 120-125
1.2 PureTech 130 1.6 THP 165 EAT6 1.6 BlueHDi 100 1.2 BlueHDi 120 2.0 BlueHDi 150 2.0 BlueHDi 180 EAT6 2.0 BlueHDi 180 EAT8
126 159 96 116 145 175 175
117 128 108 113-115 129 131 NA
10.4-10.9 9.2 13.6 11.4-11.9 9.6 9.1 NA
54.3-55.4 48.7 68.9 65.7-67.3 61.4 58.9 NA
117-120 133 106 108 118 124 NA
AAAAB
The defining modern crossover. The Mk2 is better in all areas, hence its popularity. LxWxH 4394x1806x1590 Kerb weight 1331kg
1.2 DIG-T 115 1.6 DIG-T 163PS 1.5 dCi 110 Clubman 5dr hatch £21,040–£32,195 AAAAC 1.6 dCi 130 Cheery and alternative Mini ‘six-door’ takes the brand into new 1.6 dCi 130 4WD
territory. LxWxH 4253x1800x1441 Kerb weight 1375kg
98 109 111
High-riding, funky hatch is a compelling package. High CO 2 figures, though. LxWxH 4135x1765x1565 Kerb weight 1605kg
1.6 94 1.2 DIG-T 115 1.6 117PS Xtronic 1.5 dCi 110 1.6 DIG-T 190 1.6 DIG-T 190 4WD Xtronic Convertible 2dr open £19,790–£29,430 AAABC 1.6 DIG-T Nismo RS A fun open-top car but compromised on practicality and dynamics. 1.6 DIG-T Nismo RS Xtronic 1.5 Cooper 1.5 Cooper D 2.0 Cooper S 2.0 Cooper SD 2.0 John Cooper Works
70 88 88
416 533
hp
AAABC
MG’s first attempt at a small SUV is an attempt to re-establish the brand. LxWxH 4500x1800x1665 Kerb weight 1385kg 163
r (b
Macan 5dr SUV £45,915–£86,267
MB L7e 67.3-74.3 67.3 61.4-64.2 61.4
NISSAN
GS 5dr SUV £15,095–£21,095
e ow
Zany solution to personal mobility is suitably irreverent and AAABC impractical. LxWxH 2338x1381x1454 Kerb weight 474kg
As good as the saloon but better looking.
Aero 8 2dr open £88,194
Much improved on previous MGs, but still lacks the sophistication of its closest rivals. LxWxH 4314x1809x1611 Kerb weight 1190kg
P
AAAAB 4.0 V8 4S Diesel
10.4-11.1 30.4-31.4 238-245
AAABC LxWxH 4010x1630x1220 Kerb weight 795kg 1.6 i4 Sigma 110 115 8.0
Massively expensive and compromised, but with character in abundance. LxWxH 4764x1867x1954 Kerb weight 2550kg
/6 -60
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Classy all-round appeal makes it a serious contender, but rear 4.0 V8 Turbo space is a little tight. LxWxH 4253x1804x1457 Kerb weight 1190kg
MORGAN
G-Class 5dr SUV £92,140–£152,670
0
)
308 5dr hatch £18,725–£28,595
1.2 PureTech 110 107 117 1.2 PureTech 130 126 128-129 1.6 THP 205 199 146 3 Wheeler 0dr open £40,075 AAAAA 1.6 THP 270 264 155 The eccentric, characterful and brilliant Morgan is a testament to 1.5 BlueHDi 130 126 127 English creativity. LxWxH 3225x1720x1000 Kerb weight 525kg 1.6 BlueHDi 100 96 112 2.0 V-twin 68 68 115 7.0 34.9 187 1.6 BlueHDi 120 116 117-118 2.0 V-twin 82 82 115 6.0 30.3 215 2.0 BlueHDi 150 145 131-132 2.0 BlueHDi 180 EAT8 175 140 4/4 2dr open £40,205 AACCC Has its appeal but not as rewarding to drive as it could be. 308 SW 5dr estate £19,675–£28,285 187
d(
h mp
PORSCHE
1.6 TCe 205 1.5 dCi 110 1.6 dCi 130 1.6 dCi 165
290 339 355
170 177 180
4.9-5.1 4.4-4.6 4.3-4.6
38.2-40.9 158-168 34.9-38.7 167-184 31.4-34.4 186-205
7.1 11.3-12.3 10.0 8.8
47.1 72.4-76.4 70.6 61.4
Mégane Sport Tourer 5dr estate £19,095–£29,335
Our idea of drop-top heaven. Exceptional to drive, whether cruising 1.5 dCi 110 or hurrying. LxWxH 4379x1801x1280 Kerb weight 1335kg 1.6 dCi 130 2.0 2.5 S 2.5 GTS
143 116 123 133
134 96-101 104 120
AAABC
Stylish and refined estate car is still bland like the hatch. Smaller than its predecessor. LxWxH 4626x1814x1457 Kerb weight 1409kg
1.2 TCe 130 AAAAB 1.6 TCe 205
718 Boxster 2dr open £44,758–£64,030
199 107 126 158
1.6 dCi 165
128 199 107 126 158
122 143 116 123 133
11.0-11.7 7.4 11.6-12.7 10.6 8.9
50.4-52.3 47.1 72.4-76.4 70.6 61.4
Scenic 5dr MPV £22,010–£30,850
120-125 134 96-101 104 120
AAABC
Good-looking MPV riding on 20in wheels, but overall a bland car to
718 Cayman 2dr coupé £42,897–£62,169
AAAAA drive. LxWxH 4406x1866x1653 Kerb weight 1428kg There aren’t many cheaper ways of owning an SUV. Has a better Scalpel-blade incisiveness, supreme balance and outstanding 1.2 TCe 115 112 115 12.3 48.7 129 range of engines, too. LxWxH 4640x1820x1710 Kerb weight 1505kg driver involvement. LxWxH 4379x1801x1295 Kerb weight 1335kg 1.2 TCe 130 128 118 11.4 48.7 129 1.6 dCi 130 128 111-116 10.5-11.4 53.3-57.6 129-139 2.0 290 170 4.9-5.1 38.2-40.9 158-168 1.5 dCi 110 107 114 12.4 70.6-72.4 100-104 1.6 dCi 130 4WD 128 115 11.0 52.3-53.3 139-143 2.5 S 339 177 4.4-4.6 34.9-38.7 167-184 1.5 dCi 110 Hybrid Assist 107 NA NA 80.7 94 1.6 DIG-T 163 160 124 9.7 44.1-45.6 145-149 2.5 GTS 355 180 4.3-4.6 31.4-34.4 186-205 1.6 dCi 130 126 118 11.4 62.8 116 2.0 dCi 177 174 123 9.6 48.7-50.4 148-152 1.6 dCi 160 156 124 10.7 62.8 118 2.0 dCi 177 4WD 174 121-126 9.4-10.0 46.3-50.4 149-162 911 2dr coupé £77,891–£207,506 AAAAB Countryman 5dr hatch £23,340–£33,495 AAABC Still as brilliant and distinctive as any before it. More than worthy Grand Scenic 5dr MPV £23,810–£32,650 AAABC Bigger than before, but still more funky than useful. Still not all that 370Z 2dr coupé £29,495–£39,995 AAABC of its iconic status. LxWxH 4499x1808x1294 Kerb weight 1413kg Good-looking seven-seat MPV is bland to drive and the third row pretty, either. LxWxH 4299x2005x1557 Kerb weight 1440kg Old-school and profoundly mechanical coupé. The Healey 3000 of 3.0 Carrera 359 180-183 4.3-4.6 32.5-38.2 169-201 seats are tight. LxWxH 4634x1866x1655 Kerb weight 1495kg 1.5 Cooper 134 126 9.6 51.4 126-130 today – but meaner. LxWxH 4265x1845x1315 Kerb weight 1496kg 3.0 Carrera T 359 180-182 4.2-4.5 29.7-33.2 193-215 1.2 TCe 115 112 115 12.3 48.7 129 1.5 Cooper All4 135 122 9.8 46.3-47.1 136-143 3.7 V6 323 155 5.3 26.6-26.9 245-248 3.0 Carrera S 408 188-191 4.0-4.3 31.8-36.7 174-204 1.2 TCe 130 128 118 11.4 48.7 129 1.5 Cooper D 148 129 8.8-8.9 64.2-65.7 113-120 3.7 V6 Nismo 339 155 5.2 26.6 248 3.0 Carrera GTS 437 191-193 3.6-4.1 29.7-34.0 188-216 1.5 dCi 110 107 114 12.4 70.6-72.4 100-104 1.5 Cooper D All4 148 127 8.7-8.8 58.9 126-132 3.8 Turbo 524 198 3.0 31.0 212 1.5 dCi 110 Hybrid Assist 107 NA NA 80.7 94 2.0 Cooper S 189 140 7.4-7.5 45.6-47.1 137-144 GT-R 2dr coupé £81,995–£151,995 AAAAC 3.8 Turbo S 564 205 2.9 31.0 212 1.6 dCi 130 126 118 11.4 62.8 116 2.0 Cooper S All4 189 138 7.2-7.3 40.4-44.1 146-162 Monstrously fast Nissan has been tweaked and sharpened. Still a 4.0 GT3 486 197-198 3.4-3.9 21.9-22.2 288-290 1.6 dCi 160 156 124 10.7 62.8 118 2.0 Cooper SD 187 137 7.7 61.4 121-125 blunt object, though. LxWxH 4710x1895x1370 Kerb weight 1725kg 3.8 GT2 RS 680 211 2.8 23.9 269 2.0 Cooper SD All4 187 136 7.4 57.6 129-133 3.8 V6 562 196 NA 23.9 275 Captur 5dr SUV £14,435–£24,430 AAAAC 2.0 John Cooper Works 227 145 6.5 38.2-40.9 158-169 3.8 V6 Nismo 591 196 NA 23.9 275 911 Cabriolet 2dr open £86,732–£156,381 AAAAB Jacked-up Clio is among the better downsized options. Stylish and fluent-riding. LxWxH 4122x1778x1566 Kerb weight 1184kg 1.5 Cooper S E-Hybrid 220 123 6.8 134.5 49-52 Cutting the top off enhances the aural drama. For visual impact NOBLE choose the Targa. LxWxH 4499x1808x1289 Kerb weight 1500kg 0.9 TCe 90 87 106 13.2 55.4 139 MITSUBISHI M600 2dr coupé £248,000–£287,600 AAABC 3.0 Carrera 359 178-181 4.5-4.8 31.7-37.7 172-206 1.2 TCe 120 115 113-119 9.9-10.6 51.4 125 Mirage 5dr hatch £12,180–£14,180 AAACC Deliciously natural and involving; a bit ergonomically flawed. 3.0 Carrera S 408 187-188 4.2-4.5 31.4-36.2 184-204 1.5 dCi 90 87 106 13.1 78.5 95 LxWxH NA Kerb weight 1198kg A straightforward hatchback – but not for the likes of us. 3.0 Carrera GTS 437 190-192 3.7-4.2 29.1-33.6 190-220 1.5 dCi 110 107 112 11.4 76.4 98 LxWxH 3795x1665x1505 Kerb weight 845kg 4.4 V8 662 225 NA 20.1 333 3.8 Turbo 524 198 3.1 30.4 216 1.1 Mi-VEC 79 107 11.7-12.8 65.7 99-100 3.8 Turbo S 564 205 3.0 30.4 216 Kadjar 5dr SUV £19,790–£29,860 AAAAC PEUGEOT 3.0 Targa 4 359 178-179 4.5-4.7 31.7-35.8 182-206 Fine value, practical, decent to drive and good-looking, but the ASX 5dr SUV £16,260–£29,235 AAACC iOn 5dr hatch £20,495 AABCC 3.0 Targa 4S 408 187-188 4.2-4.4 35.3-31.4 184-204 Qashqai is classier. LxWxH 4449x1836x1607 Kerb weight 1306kg Decent engines, but otherwise an unexceptional crossover. Good electric powertrain; looks extremely old hat against better 3.0 Targa 4 GTS 437 190-191 3.7-4.1 29.1-32.5 196-220 1.2 TCe 130 128 119 10.1-10.7 50.4-51.4 123-126 LxWxH 4355x1770x1640 Kerb weight 1260kg EV rivals. LxWxH 3474x1475x1608 Kerb weight 1120kg 1.6 TCe 165 158 127 9.2 47.1 134 1.6 Mi-VEC 115 114 11.5 47.9-48.7 135-136 47kW 62 81 15.9 NA 0 Panamera 4dr saloon £67,898–£146,545 AAAAA 1.5 dCi 110 107 112-113 11.7-11.9 74.3 99 1.6 DI-D 2WD 112 113 11.2 61.4 119 Revamped big saloon is an absolute belter, making it almost the 1.6 dCi 130 128 118 9.9 65.7 113 1.6 DI-D 4WD 112 111 11.5 56.5 132 108 3dr/5dr hatch £9225–£14,520 AAABC perfect grand tourer. LxWxH 5049x1937x1423 Kerb weight 1815kg 2.2 DI-D 4WD 148 118 10.8 48.7 152 Sister car to the Aygo – and a distant second to most city car 3.0 V6 321 164 5.7 37.7 173 Koleos 5dr SUV £28,045–£37,030 AAABC rivals. LxWxH 3475x1615x1460 Kerb weight 840kg 3.0 V6 4 321 162 5.5-5.6 35.8-36.2 177-180 Koleos name returns and is a vast improvement on before, but no Eclipse Cross 5dr SUV £21,290–£29,765 AAACC 1.0 68 67 99 13.0-15.9 67.3-68.9 95-97 2.9 V6 4S 428 179 4.4-4.5 34.0-34.9 184-189 class leader. LxWxH 4672x2063x1678 Kerb weight 1540kg Stylish, future-looking mid-sized SUV shows where Mitsubishi’s 1.0 2-Tronic 72 71 100 15.2 67.3 95 2.9 V6 E-Hybrid 449 172 4.6-4.7 113.0 56 1.6 dCi 130 128 115 11.4 57.6 128 destiny lies. LxWxH 4695x1810x1710 Kerb weight 1425kg 4.0 V8 4S Diesel 416 177 4.5 42.2 176 2.0 dCi 175 169 126 10.7 50.4 148 AAABC 4.0 V8 Turbo 1.5 Mi-VEC 2WD 160 124-127 9.3-10.3 42.2-42.8 151-154 208 3dr/5dr hatch £14,635–£23,555 533 190 3.8-3.9 29.7-30.4 212-217 2.0 dCi 175 4WD X-Tronic 169 125 9.5 47.9 156 A big improvement for Peugeot, if not for the supermini class. 1.5 Mi-VEC 4WD 160 124 9.8 40.4 159 4.0 V8 Turbo S E-Hybrid 660 192 3.4-3.5 97.4 66 1.5 Cooper 1.5 Cooper D 2.0 Cooper S 2.0 Cooper S All4 2.0 Cooper SD 2.0 Cooper SD All4 2.0 John Cooper Works
134 148 189 189 187 187 227
127 132 142 142 139 139 148
9.1 8.5-8.6 7.1-7.2 6.9-7.0 7.4 7.2 6.3
55.4 68.9 45.6-48.7 40.9-44.8 62.8-65.7 58.9 38.2-41.5
118-123 109-115 134-147 146-162 114-122 126-129 154-168
Outlander 5dr SUV £25,670–£46,055 2.2 DI-D 4WD 2.0 Mi-VEC PHEV
148 200
LxWxH 3475x1615x1460 Kerb weight 1065kg
AAABC 1.2 PureTech 68 1.2 PureTech 82 1.2 PureTech 110 118-124 10.2-11.6 48.7-53.3 139-154 1.6 THP 165 106 11.0 116.1 41 1.6 THP 208 GTi
Creditable effort, but still cheap in places: PHEV a boon for fleet users. LxWxH 4695x1810x1710 Kerb weight 1565kg
AAABC
66 79 107 159 202
103 109-111 118 135 143
13.8 12.2-14.5 9.8-9.6 7.4 6.5
R O L L S - R OYC E
60.1 62.8-67.3 62.8-65.7 50.4 52.3
108 97-104 99-104 129 125
Panamera Sport Turismo 5dr estate £73,071–£139,287 AAAAA Wraith 2dr coupé £224,823–£280,223
AAAAB
The Panamera in a more practical form, and now it’s a good-looking An intimate and involving Rolls. Not as grand as some, but other beast. LxWxH 5049x1937x1428 Kerb weight 1880kg traits make it great. LxWxH 5285x1947x1507 Kerb weight 2360kg 3.0 V6 4 2.9 V6 4S 2.9 V6 E-Hybrid
321 428 449
160 177 170
5.5 4.4 4.6
36.2 34.9 108.6
180 189 59
6.6 V12
624
155
4.6
19.8
327
27 JUNE 2018 AUTOCAR.CO.UK 85
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Dawn 2dr open £266,055–£302,655
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Forfour 5dr hatch £10,495–£22,285
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Four doors give the Smart more mainstream practicality. Still expensive, though. LxWxH 3495x1665x1555 Kerb weight 975kg
6.6 V12
1.0 71 0.9 90 0.9 109 Brabus Electric Drive
563
155
5.0
19.6
330 AAAAC
‘A ffordable’ Rolls is a more driver-focused car than the Phantom. Still hugely special. LxWxH 5399x1948x1550 Kerb weight 2360kg 6.6 V12
563
155
4.9-5.0
155
5.3-5.4
20.3
318-319
Fabia Estate 5dr estate £13,275–£19,605
1.6 128 1.6d 115 AAAAC 1.6d 115 4x4
Far more practical, majoring on boot space while doing what a
S E AT
Mii 5dr hatch £10,560–£11,835
AAABC good Skoda should. LxWxH 4257x1732x1488 Kerb weight 1029kg Not as desirable or plush as the Up but nearly as good to drive. 1.0 MPI 75 74 109 14.4 47.9 111 LxWxH 3557x1643x1474 Kerb weight 929kg 1.0 TSI 95 93 116 10.3 54.3 101 1.0 60 59 99 14.4 64.2 102 1.0 TSI 110 108 123 9.3-9.6 52.3 103-106 1.0 75 74 106 13.2 64.2 102 1.4 TDI 75 74 109 12.7 64.2 104 1.4 TDI 90 88 114 10.9 64.2 104-105 Ibiza 5dr hatch £14,255–£19,575 AAAAB 1.4 TDI 105 103 122 9.9 60.1 112
Reinvigorated Ibiza is more mature and takes the class honours from the Fiesta. LxWxH 4059x1780x1444 Kerb weight 1091kg 1.0 MPI 75 1.0 TSI 95 1.0 TSI 115 1.5 TSI EVO 150 1.6 TDI 80 1.6 TDI 95
74 93 113 148 79 93
104 113 121 134 107 113
14.7 10.9 9.3 7.9 8.6 7.5
57.6 60.1 60.1 57.6 74.3 74.3
Leon SC 3dr hatch £20,000–£29,615
112 106 108 112 99 99
1.4 TSI 125 1.4 EcoTSI 150 1.8 TSI 180 2.0 TSI 300 2.0 TDI 150 2.0 TDI 184
123 148 177 295 148 181
126 8.9 134 7.9 139-140 7.1-7.4 155 5.6-5.7 134 8.3 140-142 7.4
57.6 57.6 47.1-48.7 40.9-42.2 64.2 61.4-62.8
114 115 134-138 153-158 112 118-120
116 124 129 115 125
10.6 9.5 8.7 11.3-11.4 9.7
53.3 51.4 45.6 62.8-70.6 60.1
103 106 115 105-106 109
123-126 9.6-10.0 121 9.9 126 9.1 134 8.0 139-140 7.2-7.5 155 5.7-5.8 122 9.8 134 8.4 140-142 7.5
Rapid Spaceback 5dr hatch £14,540–£19,720
With the Rapid’s skinny body, a hatchback shape makes the most sense. LxWxH 4304x1706x1459 Kerb weight 1090kg 1.0 TSI 95 1.0 TSI 110 1.4 TDI 90 1.6 TDI 115
93 108 88 113
114 123 114 123
Now grown in size for more practicality but that doesn’t increase the Tivoli’s appeal. LxWxH 4440x1798x1635 Kerb weight 1405kg 1.6 128 1.6d 115 1.6d 115 4x4
126 113 113
99-106 11.0-12.0 37.2-39.8 165-176 107-109 12.0 47.9-62.8 117-154 107-109 12.0 44.8-57.6 127-164
2.0 146 2.2d 178 2.2d 178 4x4
10.6 52.3 9.5 51.4 11.2-11.3 62.8-64.2 9.6 60.1
103 106 105-106 109
144 175 175
101 115 115
12.5 9.9 9.9
115
175
108-116 NA
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68.8 64.2
106 114
TESLA
AAAAB
323 602 602
140 155 155
4.2 4.1 2.5
NA NA NA
Model X 5dr SUV £70,500–£128,250
0 0 0 AAAAB
A genuine luxury seven-seat electric SUV which also has a large range. LxWxH 5036x2070x1684 Kerb weight 2459kg 323 602 602
130 155 155
4.9 4.7 2.9
NA NA NA
0 0 0
T OYO TA
Aygo 3dr hatch £9260–£14,900
AAABC
Impactful styling does a lot to recommend it, but not as refined nor as practical as some. LxWxH 3455x1615x1460 Kerb weight 840kg 67
99
14.2-15.5 74.3-78.5 95-97 AAABC
Stylish interior but ultimately a scaled-down version of bigger Toyotas. LxWxH 3495x1695x1510 Kerb weight 975kg
1.0 1.5 1.5 Hybrid AAABC 1.8 VVT-I GRMN
67 108 71 206
96 108 102 143
15.3 11.0-11.2 11.8 6.3
65.7 58.5-60.1 85.6 37.0
Auris 5dr hatch £20,160–£25,810
99 105-112 82 170
AAABC
Disappointingly average. There are many better rivals out there. LxWxH 4330x1760x1475 Kerb weight 1235kg
AAACC 1.33 VVT-i 1.2 Turbo VVT-i 1.4 D-4D 36.2-39.2 189-205 1.6 D-4D 1.8 VVT-I Hybrid
Incredibly ungainly but offers huge real estate for the money. LxWxH 5130x1915x1850 Kerb weight 2115kg 2.2d 178
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Yaris 5dr hatch £13,300–£26,295
11.3-11.9 34.0-36.2 204-218
Turismo 5dr MPV £19,995–£26,745
)
Large range makes it not only a standout EV but also the future of luxury motoring. LxWxH 4978x1963x1445 Kerb weight 2108kg
1.0
A vast improvement. Better on the road but without ditching its argicultural roots. LxWxH 4850x1960x1825 Kerb weight 2102kg 178
116 116
hp
AAACC
37.7 175 53.3 139-152 40.9-48.7 152-179
Rexton 5dr SUV £28,495–£38,495
r (b
Model S 5dr hatch £64,700–£122,200
75D 100D AAABC P100D
Tivoli XLV 5dr SUV £17,045–£21,995
AAABC 2.2d 181
96 112 87 108 134
109 124 112 121 112
12.6 10.1-10.5 12.5 10.5 10.9
51.4 58.9-61.4 80.7 67.3 80.7
128 106-112 92 108 79
SUBARU
too. LxWxH 4670x1814x1461 Kerb weight 1225kg
As above but swaps three-door sleekness for five-door practicality. LxWxH 4282x1816x1459 Kerb weight 1202kg 113 108 123 148 177 295 113 148 181
93 108 123 88 113
99-106 11.0-12.0 39.2-44.1 149-167 107-109 12.0 51.4-65.7 113-146 107-109 12.0 47.9-60.1 123-156
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Octavia 5dr hatch £17,195–£28,985 AAAAC Impreza 5dr hatch £24,000–£25,010 AAACC Auris Touring Sports 5dr estate £21,260–£26,910 AAABC AAAAC Does comfort and practicality like no other. Good, frugal engines Appealing hatchback has been steadily improved but still feels Nothing wrong with this estate, but then there’s nothing
Leon 5dr hatch £17,975–£29,915 1.0 TSI Ecomotive 115 1.2 TSI 110 1.4 TSI 125 1.4 EcoTSI 150 1.8 TSI 180 2.0 TSI 300 1.6 TDI 115 2.0 TDI 150 2.0 TDI 184
96-97 98-99 104 0
LxWxH 4410x1830x1710 Kerb weight 1725kg
Essentially a Fabia in saloon form, so likeable, if slightly dull. LxWxH 4483x1706x1461 Kerb weight 1095kg 1.0 TSI 95 1.0 TSI 110 1.4 TSI 125 1.4 TDI 90 1.6 TDI 115
126 113 113
P
75D 100D AAABC P100D
Korando 5dr SUV £16,295–£23,995 AAABC Good for a Ssangyong but poor by class standards.
Rapid 4dr saloon £15,475–£20,285
AAAAC
A cut-price Golf with Spanish styling, crisper handling and an alluring coupé shape. LxWxH 4246x1810x1431 Kerb weight 1213kg
67.3 65.7-67.3 61.4 NA
Trails the Duster as the best-value small crossover – but not by much. LxWxH 4195x1795x1590 Kerb weight 1270kg
AAAAA 563
15.9-16.9 11.2-11.9 10.5 12.7
Tivoli 5dr SUV £13,495–£21,245
Phantom takes opulent luxury to a whole level. LxWxH 5762x2018x1646 Kerb weight 2560kg 6.75 TV12
94 102 96 80
S S A N G YO N G
19.8-20.0 327-329
Phantom 4dr saloon NA
68 87 105 79
)
AAACC 1.6 DDiS 1.6 DDiS Allgrip
Essentially as above, except with a detuned engine and in elegant convertible form. LxWxH 5295x1947x1502 Kerb weight 2560kg
Ghost 4dr saloon £227,423–£262,823
km
64.2 56.5 54.3 57.6 47.1-48.7 40.9-41.5 68.9-70.6 64.2 61.4-62.8
102 116 120 114-115 134-138 156-158 105-109 112 118-120
1.0 TSI 115 1.4 TSI 150 1.5 TSI ACT 150 2.0 TSI 230 vRS 2.0 TSI 245 vRS 1.6 TDI 115 2.0 TDI 150 2.0 TDI 184 vRS 2.0 TDI 184 4x4 vRS
113 148 148 226 241 113 148 181 181
126 9.6-9.7 136 7.8-7.9 136 7.9-8.0 155 6.5-6.6 155 6.4 126 9.8 135 8.1 143-144 7.6 142 7.3
old-fashioned. LxWxH 4415x1740x1465 Kerb weight 1374kg 58.9 54.3-57.7 57.7 42.8-43.5 42.8-44.1 68.9-72.4 65.7 57.7-62.8 55.4
108-110 114-121 113-114 149 146-150 103-106 113 119-129 134
1.6i 2.0i
exceptional either. LxWxH 4595x1760x1485 Kerb weight 1285kg
1.33 VVT-i 1.2 Turbo VVT-i 1.4 D-4D Levorg 5dr estate £30,010 AAACC 1.6 D-4D Impressively practical but only offered with an automatic gearbox 1.8 VVT-I Hybrid 112 153
112 127
12.4 9.8
44.1 42.8
145 152
and one trim. LxWxH 4690x1780x1490 Kerb weight 1568kg 1.6i
167
130
8.9
39.8
164
96 112 87 108 134
109 124 112 121 112
13.2 10.4-10.8 13.0 10.7 11.2
50.4 58.9 72.4 68.9 80.7
Verso 5dr MPV £22,835–£25,455
130 110-112 100 108 81 AAABC
One of Toyota’s better niche models and one unburdened by a
XV 5dr SUV £5,000–£28,510
AAACC hybrid powertrain. LxWxH 4460x1790x1620 Kerb weight 1430kg No-nonsense crossover doesn’t quite make enough sense. 1.6 Valvematic 128 114 11.7 42.8 154 Octavia Estate 5dr estate £18,395–£30,185 AAAAC LxWxH 4450x1780x1615 Kerb weight 1355kg 1.8 Valvematic 142 114 11.1 42.8 153 Leon ST 5dr estate £18,970–£32,595 AAAAC Class-leading amount of space and practicality. Comfortable, too. 1.6i 112 109 13.9 44.1 145 1.6 D-4D 108 111 12.7 62.8 119 LxWxH 4667x1814x1465 Kerb weight 1247kg Good-looking and responsive hatchback-turned-estate. 2.0i 154 120 10.4 40.9 155 LxWxH 4549x1816x1454 Kerb weight 1236kg 1.0 TSI 115 113 124-125 9.8 58.9 108-110 Avensis 4dr saloon £19,715–£27,540 AAACC 1.0 TSI Ecomotive 115 113 126 9.8-10.2 64.2 102 1.4 TSI 150 148 134 7.9-8.0 53.3-56.5 117-124 Forester 5dr estate £26,510–£32,825 AAACC Nothing wrong with the mid-sized saloon but hard to recommend over rivals. LxWxH 4750x1810x1480 Kerb weight 1360kg 1.2 TSI 110 108 121 10.1 57.6 116 1.5 TSI ACT 150 148 135-136 8.0-8.1 56.5-57.7 114-115 Solid, spacious and wilfully unsexy. A capable 4x4 nonetheless. LxWxH 4610x1795x1735 Kerb weight 1488kg 1.4 TSI 125 123 126 9.4 54.3 120 2.0 TSI 230 vRS 226 152-153 6.6-6.8 42.8-43.5 149 1.6 D-4D 108 115 11.4 62.8-67.3 108-116 1.4 EcoTSI 150 148 134 8.2 56.5-57.6 114-117 2.0 TSI 245 vRS 241 155 6.5 42.8-44.1 146-150 2.0i 150 148 118-119 10.6-11.8 40.9-43.5 150-160 2.0 D-4D 138 124 9.5 58.9-62.8 119-124 1.8 TSI 180 177 134-138 7.7-7.8 47.1-48.7 134-138 1.6 TDI 115 113 124-125 9.8-9.9 68.9-72.4 103-106 2.0i 241 237 137 7.5 33.2 197 1.8 Valvematic 142 124 9.4-10.4 43.5-47.9 138-149 2.0 TSI 300 295 155 4.9-6.0 39.2-40.4 161-164 2.0 TDI 150 148 132-134 8.2-8.3 58.9-65.7 113-119 2.0d 148 117-118 9.9 46.3-49.6 148-158 1.6 TDI 115 113 122 9.9 67.3-68.9 108-112 2.0 TDI 150 4x4 148 130 8.1 60.1 124 Avensis Touring Sports 5dr estate £20,895–£29,345 AAACC 2.0 TDI 150 148 134 8.6 67.3-68.9 112 2.0 TDI 150 4x4 Scout 148 129 8.8 56.5 130 Outback 5dr estate £33,010–£35,325 AABCC Estate comes with a good spec but is otherwise unexceptional. LxWxH 4820x1810x1480 Kerb weight 1390kg 2.0 TDI 150 4Drive 148 129 8.7 58.9 125 2.0 TDI 184 vRS 181 142-143 8.0-8.1 57.7-62.8 119-129 Acceptable in isolation but no class leader. LxWxH 4815x1840x1605 Kerb weight 1612kg 2.0 TDI 184 181 140-142 7.8 58.9-61.4 121-125 2.0 TDI 184 4x4 vRS 181 139 7.4 55.4 134 1.6 D-4D 108 115 11.7 62.8-67.3 109-116 2.0 TDI 184 4Drive 181 139 7.1 52.3 139 2.0 TDI 184 4x4 Scout 181 136 7.5 55.4 133 2.5i 172 130 10.2 40.4 161 2.0 D-4D 138 124 9.8 58.9-61.4 120-124 2.0d 148 119-124 9.7-9.9 46.3-50.4 145-159 1.8 Valvematic 142 124 9.7-10.7 43.5-47.1 139-149 Toledo 4dr saloon £16,675–£22,135 AAACC Superb 5dr hatch £22,120–£36,245 AAAAC Makes practical senses but otherwise leaves no long-lasting Another great Czech value option that’s big on quality and space if BRZ 2dr coupé £26,525–£28,010 AAAAA C-HR 5dr SUV £21,600–£28,620 AAAAC
impression. LxWxH 4482x1706x1461 Kerb weight 1190kg 1.0 TSI 110 1.6 TDI 115
not on price. LxWxH 4861x1864x1468 Kerb weight 1340kg
1.4 TSI 125 123 129 9.6 1.4 TSI 150 148 137 8.3-8.5 2.0 TSI 220 217 152 6.8 Arona 5dr SUV £16,750–£24,260 AAAAC 2.0 TSI 280 4X4 276 155 5.6 Seat’s second SUV doesn’t disappoint, with it taking charge of the 1.6 TDI 120 118 128 10.5-10.6 class dynamically. LxWxH 4138x1780x1543 Kerb weight 1165kg 2.0 TDI 150 148 135-137 8.5-8.6 1.0 TSI 95 93 107 11.2 57.6 111 2.0 TDI 150 4x4 148 134 8.7 1.0 TSI 115 113 113 9.8-10.0 56.5-57.6 113-114 2.0 TDI 190 187 146 7.4 1.5 TSI EVO 150 148 127 8.3 55.4 115 2.0 TDI 190 4X4 187 143 7.3 1.6 TDI 95 93 107 11.9 70.6 105 1.6 TDI 115 113 NA NA NA NA Superb Estate 5dr estate £23,440–£37,625 108 113
124 125
9.8 10.0
61.4 67.3
106 109
39.8 44.8-45.6 34.9 31.7 57.7-60.1 52.3-56.5 49.6 50.4 44.8
130 119-121 147 160 110-111 113-116 124 123 138
The GT86’s half-brother looks great in Subaru blue. Cheaper, too. LxWxH 4240x1775x1320 Kerb weight 1242kg 2.0i
197
130-140 7.6-8.2
WRX STI 4dr saloon £32.055 Appealing and behind the times all at once. LxWxH 4595x1795x1475 Kerb weight 1534kg 2.5i
295
159
5.2
Coupé-shaped crossover certainly turns heads and impresses on the road. LxWxH 4360x1795x1565 Kerb weight 1320kg
1.2 Turbo 1.2 Turbo AWD AAABC 1.8 VVT-I Hybrid
36.2-39.8 164-180
112 112 119
114-118 10.9-11.1 47.1-47.9 117-118 111 11.4 44.8 128 105 11.0 72.4-74.3 92-93
RAV4 5dr SUV £27,495–£34,990 27.2
242
AAACC
A solid option but ultimately outgunned by Korean competition. LxWxH 4605x1845x1675 Kerb weight 1605kg
SUZUKI 2.0 D-4D 141 121 9.6 60.1 123 Celerio 5dr hatch £7999–£11,449 AAABC 2.0 AWD 149 114 10.7 43.5 152 AAAAC Pleasing to drive, cheap to buy and decent to sit in. No-nonsense 2.5 Hybrid 194 112 8.4 57.6 115 and likeable for it. LxWxH 3600x1600x1540 Kerb weight 835kg Even more commendable than above, primarily thanks to its 2.5 Hybrid AWD 194 112 8.4 55.4 118 Ateca 5dr SUV £18,675–£31,905 AAAAB enormous boot. LxWxH 4856x1864x1477 Kerb weight 1365kg 1.0 K10B 66 96 13.5-16.4 65.7 99 Seat’s first SUV is very good. So good, in fact, it’s a Qashqai beater. 1.4 TSI 125 123 128 9.7 39.8 129 1.0 K10C Dualjet 66 96 13.0 78.4 84 Land Cruiser 5dr SUV £33,435–£52,855 AAABC LxWxH 4363x1841x1601 Kerb weight 1280kg 1.4 TSI 150 148 135 8.4-8.6 44.1-44.8 121-122 A real go-anywhere vehicle. Totally rugged and available with 1.0 TSI Ecomotive 115 113 114 11.0 53.3-54.3 119-120 2.0 TSI 220 217 151 6.9 34.9 148 Ignis 5dr hatch £11,499–£15,964 AAAAC seven seats. LxWxH 4335x1885x1875 Kerb weight 2010kg 1.4 EcoTSI 150 148 123-125 8.5-8.6 51.4-53.3 122-125 2.0 TSI 280 4X4 276 155 5.6 31.4 164 Cute and rugged-looking 4x4 city car capable of tackling roads 2.8 D-4D 171 109 12.1-12.7 38.2-39.2 190-194 2.0 TSI 190 4Drive 187 132 7.9 40.4 159 1.6 TDI 120 118 127-128 10.6-10.7 56.5-62.8 102-114 bereft of asphalt. LxWxH 3700x1660x1595 Kerb weight 855kg 1.6 TDI 115 113 114 11.5 62.8 118-119 2.0 TDI 150 148 132-135 8.6-8.8 52.3-56.5 114-117 1.2 Dualjet 87 106 11.8 61.4 104 GT86 2dr coupé £26,885–£30,285 AAAAB 2.0 TDI 150 4Drive 148 122 9.0 55.4-56.5 128-129 2.0 TDI 150 4x4 148 132 8.8 48.7 125 1.2 Dualjet SHVS 87 106 11.4 65.7 97 Almost the most fun you can have on a limited budget. Splendid. LxWxH 4240x1775x1320 Kerb weight 1247kg 2.0 TDI 190 4Drive 187 132 7.5 53.3 135 2.0 TDI 190 187 145-146 7.5-7.8 50.4-54.3 115-124 1.2 Dualjet SHVS 4x4 87 103 11.1 60.1 106 2.0 TDI 190 4X4 187 142 7.4 44.8 139 2.0i 197 130-140 7.6-8.2 36.2-39.8 164-180 Alhambra 5dr MPV £25,695–£36,635 AAAAC Swift 5dr hatch £11,999–£17,334 AAABC This cheaper version of the VW Sharan is spacious, versatile and Karoq 5dr SUV £20,880–£32,005 AAAAC Given mature looks, more equipment and a hybrid powertrain, but Prius 5dr hatch £24,245–£28,350 AAAAC
good to drive. LxWxH 4854x1904x1730 Kerb weight 1755kg 1.4 TSI 150 2.0 TDI Ecomotive 150 2.0 TDI 184
148 148 181
124 9.9 43.5 150 123-124 10.2-10.3 54.3-55.4 130-137 132-134 8.9.9.4 53.3 139-141 S KO DA
Citigo 3dr hatch £8785–£11,740
Yeti replacement may not have its forebear’s quirkiness, but it’s brilliant otherwise. LxWxH 4382x1841x1603 Kerb weight 1265kg 1.0 TSI 115 1.5 TSI EVO 150 1.6 TDI 115 2.0 TDI 150 4x4
113 148 113 148
115-116 126 116 121
10.3-10.4 8.1-8.3 10.4-10.5 8.4-9.0
53.3-54.3 51.4-52.3 61.4-64.2 54.3-56.5
118-119 123-125 117-120 131-137
1.4 TSI 125 1.4 TSI 150 1.4 TSI 150 4x4 2.0 TSI 180 4x4 2.0 TDI 150 Fabia 5dr hatch £10,500–£18,720 AAAAC 2.0 TDI 150 4x4 Dull design, and no class leader on handling or cabin space, but 2.0 TDI 190 4x4 59 59 74 74
100 100 107 107
16.2 13.9 13.1 14.4
53.3 57.7 57.7 53.3
100 96 96 103
123 148 148 177 148 148 187
118-123 123 120-122 128 123 120-122 130
9.3-10.2 9.3 9.5-9.6 7.7 9.8 9.4-9.6 8.3
strong otherwise. LxWxH 3992x1732x1467 Kerb weight 1005kg 1.0 MPI 60 1.0 MPI 75 1.0 TSI 95 1.0 TSI 110 1.4 TDI 75 1.4 TDI 90 1.4 TDI 105
59 74 93 108 74 88 103
99 107 115 122 107 113 120
15.2 14.2 10.3 9.2-9.5 12.7 10.7 9.8
86 AUTOCAR.CO.UK 27 JUNE 2018
47.9 47.9 54.3 52.3 64.2 64.2 60.1
110 111 101 103-106 104 104-105 112
87 87 108 108
111 105 121 118-121
11.9 12.6 10.6 10.0-10.6
65.7 62.7 65.7 56.5-61.4
98 101 97 104-114
Better all round compared with its predecessors. Challenging looks, though. LxWxH 4540x1760x1470 Kerb weight 1375kg 1.8 VVT-i Hybrid
120
112
10.6
85.6-94.1 70-76
Prius Plug-in Hybrid 5dr hatch £29,195–£31,395
AAAAC
Plug-in version is clever and appealing. Seems more comfortable in
Baleno 5dr hatch £12,999–£17,379
AAABC its skin. LxWxH 4645x1760x1470 Kerb weight 1530kg AAAAC Suzuki’s family-sized hatchback makes use of clever little engines. 1.8 VVT-i Hybrid 120 101 11.1 283.0
AAABC
A Czech take on the city car is more fun to drive than its plain-Jane Kodiaq 5dr SUV £22,630–£37,450 exterior suggests. LxWxH 3597x1641x1478 Kerb weight 854kg Skoda’s first seven-seat SUV is a viable alternative to a traditional MPV. LxWxH 4697x1882x1676 Kerb weight 1430kg 1.0 MPI 60 59 100 13.9 51.4 101 1.0 MPI 60 ASG 1.0 MPI 60 GreenTech 1.0 MPI 75 GreenTech 1.0 MPI 75 ASG
it’s no class leader. LxWxH 3840x1735x1495 Kerb weight 890kg 1.2 Dualjet 1.2 Dualjet SHVS 4x4 1.0 Boosterjet SHVS 1.0 Boosterjet
SMART
Fortwo 3dr hatch/open £10,000–£27,135
44.8-46.3 44.8 39.8-40.9 38.2 56.5 49.6-52.3 49.6
139-143 143 155-163 170 131 141-149 150
68 87 105 79
94 96 102 80
14.4-15.5 10.4-11.7 9.5 11.5-11.8
65.7-68.9 65.7-68.9 61.4-62.8 NA
93-99 96-99 102-104 0
108 87
118-124 11.0-11.4 57.6-62.7 105-115 105 12.6 70.6 94
Vitara 5dr SUV £15,999–£25,099 116 116 116 116 136
S-Cross 5dr SUV £17,499–£26,249
112 112 112 112 124
11.5-12.5 12.0-13.0 11.5 12.4 10.2
51.3-53.3 49.5-50.4 70.6 62.7-67.2 51.3-52.3
123-127 130-131 106 111-118 127-128
AAABC
A worthy crossover if not a class leader. Refreshed looks give a lease of life. LxWxH 4300x1785x1585 Kerb weight 1160kg 1.0 Boosterjet 1.0 Boosterjet Allgrip 1.4 Boosterjet Allgrip
108 108 136
Prius+ 5dr MPV £27,830–£30,175
106-112 11.0-12.4 54.3-56.4 113-119 109 12.0 53.3 119 124 10.2 49.5-50.4 127-128
22 AAACC
Expensive, old and ugly variant of the Prius, but can carry seven. LxWxH 4645x1775x1575 Kerb weight 1500kg
AAABC 1.8 VVT-i Hybrid
Utterly worthy addition to the class drives better than most. LxWxH 4175x1775x1610 Kerb weight 1075kg
1.6 M16A 1.6 M16A Allgrip 1.6 DDiS 1.6 DDiS Allgrip AAACC 1.4 Boosterjet S Allgrip
Pricey two-seater has urban appeal but is short on performance and handling. LxWxH 2695x1663x1555 Kerb weight 890kg 1.0 71 0.9 90 0.9 109 Brabus Electric Drive
LxWxH 3995x1745x1470 Kerb weight 920kg 1.0 Boosterjet 1.2 Dualjet SHVS
132
103
11.3
64.2-68.9 96-101
N E W CAR PR I CES P
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1.4 Turbo 140 1.4 Turbo 140 4x4 1.4i Turbo 152PS 4x4 1.6 CDTi 110 1.6 CDTi 136 1.6 CDTi 136 4x4
e ow
138 138 150 108 134 134
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119-122 116 120 112 117-118 116
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9.3-10.1 9.3 9.4 11.5 9.3-10.3 9.7
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43.5-47.1 140-149 43.5 152 43.5 150 70.6-72.4 103-105 56.5-68.9 106-132 60.1 124
P
congested segment. LxWxH 4477x1811x1630 Kerb weight 1350kg 128 118
117 10.9-11.1 51.4-55.4 117-127 115-117 11.8-12.2 61.4-70.6 104-118
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Beetle 3dr hatch/2dr open £17,750–£26,610
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AAABC
A huge improvement, but the Golf hiding underneath is the better car. LxWxH 4288x1825x1488 Kerb weight 1395kg
1.2 TSI 105 1.2 TSI 105 Dune 1.4 TSI 150 2.0 TDI 110 Grandland X 5dr SUV £22,890–£34,040 AAACC 2.0 TDI 150 Does well to disguise its 3008 roots but too bland to stand out in a 2.0 TDI 150 Dune
1.2 Turbo 1.6 Turbo D
e ow
h mp
103 103 148 108 148 148
111-112 109-110 125-126 112-113 123-125 122-124
10.9-11.7 11.3-12.1 8.7-9.1 11.0-11.7 8.9-9.3 9.2-9.6
51.4-54.3 50.4-54.3 47.9-49.6 61.4-65.7 57.6-61.4 56.5-62.4
Touran 5dr MPV £23,400–£32,955
121-127 122-129 132-136 113-121 119-129 119-130
AAAAC
Dull overall, but it’s a capable MPV, well-made and hugely refined. LxWxH 4527x1829x1659 Kerb weight 1436kg
VO L K S WAG E N 1.2 TSI 110 108 117 11.3 51.4 128 Up 3dr/5dr hatch £9325–£25,640 AAAAC 1.4 TSI 150 148 130 8.9 49.6 126-133 AAABC It’s no revolution, but VW’s hallmarks are in abundance. LxWxH 1.6 TDI 115 113 118 11.4 61.4 112-119 3600x1428x1504 Kerb weight 926kg Plenty of space but lacks its rivals’ equipment, joie de vivre and 2.0 TDI 150 148 128-129 9.3 61.4 119-122 refinement. LxWxH 3675x1595x1485 Kerb weight 939kg 1.0 60 59 100 14.4 64.2-68.9 96-101 2.0 TDI 190 187 137 8.2 58.9 125 1.0i 74 106 13.1-14.0 60.1-62.8 103-106 1.0 75 74 106 13.2-13.5 64.2-68.9 96-103 1.0i Rocks 72 106 13.1 55.4 118 1.0 90 88 114 9.9 60.1 108 Sharan 5dr MPV £27,905–£38,445 AAAAB e-Up 81 80 12.4 NA 0 Full-sized seven-seater offers versatility, space, VW desirability and tidy handling. LxWxH 4854x1904x1720 Kerb weight 1703kg Adam 3dr hatch £13,300–£20,145 AAACC Certainly looks the part, but there are better superminis ahead of Polo 5dr hatch £13,860- £22,645 AAAAC 1.4 TSI 150 148 123-124 9.9 43.5 150-156 it. LxWxH 3698x1720x1484 Kerb weight 1101kg A thorough going-over makes it more mature, but the Polo is still a 2.0 TDI 115 113 114 12.6 56.5 130 bit boring. LxWxH 4053x1946x1461 Kerb weight 1105kg 1.2i 70 69 103 14.9 53.3 125 2.0 TDI 150 148 123-124 10.3 55.4-56.5 130-137 1.4i 87 85 109-111 12.5-13.9 52.3-56.5 118-125 1.0 65 64 102 15.5 58.9-60.1 108-110 2.0 TDI 184 181 132-136 8.9 53.3 138-141 1.4i 100 98 115 11.5 52.3 125 1.0 75 74 106 14.9 58.9-60.1 108-110 1.0i Turbo 115 113 121 9.9 57.6 112 1.0 TSI 95 93 116 10.8 60.1-64.2 101-107 T-Roc 5dr SUV £18,955–£33,660 AAAAC 1.4i Turbo 150 148 130 8.5 47.9 139 1.0 TSI 115 113 NA NA NA NA VW’s junior SUV is beguiling and sophisticated. It drives rather well, too. LxWxH 4234x1992x1573 Kerb weight 1270kg 1.5 TSI EVO 150 148 NA NA NA NA Corsa 3dr/5dr hatch £11,050–£20,370 AAABC 2.0 TSI GTI 200 197 NA NA NA NA 1.0 TSI 115 113 116 10.1 55.4 117 Refined, stylish and practical, but its engines aren’t so good. 1.6 TDI 80 79 NA NA NA NA 1.5 TSI EVO 150 148 127 8.3 52.3-53.3 120-121 LxWxH 4021x1736x1479 Kerb weight 1141kg 1.6 TDI 95 93 NA NA NA NA 2.0 TSI 190 4Motion 187 134 7.2 41.5 155 1.4i 75 74 101 15.5 54.3 120 2.0 TDI 150 4Motion 148 124 8.7 56.5 132 1.4i 90 88 109 13.2 54.3 120 Golf 3dr/5dr hatch £18,235–£34,805 AAAAB 1.4i Turbo 100 98 115 11.0 55.4 119 Does exactly what everyone expects. Still the king of the family Tiguan 5dr SUV £23,255–£39,840 AAAAC car. LXWXH 4258x1790x1492 Kerb weight 1206kg 1.0i Turbo 90 88 112 11.9 62.8 104 An improvement on the previous model and will continue to sell by the bucket load. LxWxH 4486x1839x1654 Kerb weight 1490kg 1.0i Turbo 115 113 121 10.3 58.9 111 1.0 TSI 85 83 112 11.9 58.9 108 1.4i Turbo 150 148 129 8.9 49.6 132 1.0 TSI 110 108 122 9.9 58.9 107-109 1.4 TSI 125 123 118 10.5 46.3-47.1 137-139 1.6i Turbo VXR 205 202 143 6.5 37.7 174 1.4 TSI 125 123 127 9.1 54.3 119-120 1.4 TSI 150 148 124-125 9.2 48.7-49.6 130-140 1.3 CDTi 75 74 102 14.8 72.4 104 1.5 TSI EVO 130 128 NA NA NA NA 2.0 TSI 180 4Motion 177 129 7.7 38.2 170 1.3 CDTi 95 93 113 11.9 78.5 94 1.5 TSI EVO 150 148 134 8.3 55.4 114-116 2.0 TDI 115 113 115 10.9 60.1 123 2.0 TSI 230 GTI 226 154-155 6.4 44.1 145 2.0 TDI 150 148 125-127 9.3 58.9-60.1 123-129 Astra 5dr hatch £17,120–£27,440 AAAAC 2.0 TSI 245 GTI Performance 241 154-155 6.2 43.5 144 2.0 TDI 150 4Motion 148 124-125 9.3 52.3-53.3 139-149 Good handling and nice engines, but its working-class roots still 2.0 TSI 310 4Motion R 305 155 4.6-5.1 37.7 160-180 2.0 TDI 190 4Motion 187 131 7.9 49.6 149 show through. LxWxH 4370x1809x1485 Kerb weight 1244kg 1.4 TSI GTE 148 138 7.6 166.2 38 2.0 BiTDI 240 4Motion 236 142 6.5 44.1 167 1.0i Turbo 105 103 121 10.5 64.2 102 1.6 TDI 115 113 123 10.2-10.5 67.3-68.9 102-109 1.4i 100 98 115 12.6 52.3 124 2.0 TDI 150 148 133-134 8.6 65.7-67.3 109-117 Tiguan Allspace 5dr SUV £29,375–£40,375 AAAAC 1.4i Turbo 125 123 127 8.6 52.3 124 2.0 TDI 184 GTD 181 143-144 7.4-7.5 61.4-64.2 116-124 Has all the Tiguan’s sensibility and refinement, now with the bonus of seven seats. LxWxH 4486x1839x1654 Kerb weight 1490kg 1.4i Turbo 150 148 134 7.8 51.4 128 1.6i Turbo 200 197 146 6.6 45.6 142 Golf Estate 5dr estate £21,000–£35,855 AAAAB 1.4 TSI 150 148 123-124 9.5 43.5-46.3 137-148 1.6 CDTi 110 108 124 10.2 85.6 88 Practical load-lugging estate doesn’t erode the well-rounded Golf 2.0 TSI 180 4Motion 177 129 8.2 36.7 175 package. LxWxH 4567x1799x1515 Kerb weight 1295kg 1.6 CDTi 136 134 127 9.0 74.3 99 2.0 TDI 150 148 124-126 9.8 55.4-56.5 131-132 1.6 CDTi BiTurbo 160 157 137 8.1 68.9 109 1.0 TSI 85 83 112 12.6 58.9 109 2.0 TDI 150 4Motion 148 123-124 9.9 47.9-49.6 150-153 1.0 TSI 110 108 122 10.4 57.6 110-112 2.0 TDI 190 4Motion 187 130 8.6 47.9 153 Astra Sports Tourer 5dr estate £18,470–£25,990 AAAAC 1.4 TSI 125 123 127 9.5 53.3 118-123 2.0 BiTDI 240 4Motion 238 142 6.7 43.5 170 More composed and practical than the hatchback. 1.5 TSI EVO 130 128 NA NA NA NA LxWxH 4702x1809x1510 Kerb weight 1273kg 1.5 TSI EVO 150 148 135 8.7 55.4 114-116 Touareg 5dr SUV £45,970–£51,930 AAAAC 1.0i Turbo 105 103 121 11.0 62.8 103 2.0 TSI 310 4Motion R 305 155 4.8 39.2 164 Only five seats but it remains a comfy, capable and obedienthandling SUV. LxWxH 4801x2208x1732 Kerb weight 2185kg 1.4i 100 98 115 13.1 51.4 127 1.6 TDI 90 88 116 12.9 68.9 106 1.4i Turbo 125 123 127 9.0 51.4 127 1.6 TDI 115 113 124 10.7 68.9 103-106 3.0 V6 TDI 204 201 128 8.7 42.2 176 1.4i Turbo 150 148 134 8.2 50.4 130 2.0 TDI 150 148 134-135 8.9 65.7 111-114 3.0 V6 TDI 262 258 140 7.3 41.5 180 1.6i Turbo 200 197 146 7.2 45.6 143 2.0 TDI 184 GTD 181 143-144 7.8-7.9 60.1 124-125 V O LV O 1.6 CDTi 110 108 121 10.7 78.5 96 1.6 CDTi 136 134 127 9.5 74.3 101 Golf Alltrack 5dr estate £29,555–£31,840 AAAAB V40 5dr hatch £21,410–£30,485 AAAAC 1.6 CDTi BiTurbo 160 157 137 8.4 68.9 109 And to complete the Golf line-up is a rugged version of the estate. Not perfect, but handsome, well-packaged, pragmatic and likeable. VA U X H A L L
Viva 5dr hatch £10,175–£11,815
LxWxH 4567x1799x1515 Kerb weight 1541kg
GTC 3dr hatch £22,335–£30,830
1.4i Turbo 1.6 CDTi 2.0 CDTi
138 134 167
124 120 129
Crossland X 5dr SUV £16,840–£23,835
9.9 10.4 9.1
44.1 156 60.1-62.8 119-125 54.3-57.7 129-137 AAABC
2.0 D2 2.0 D3 2.0 D4 2.0 T2 1.5 T2 Auto 2.0 T3 1.5 T3 Auto
118 130 143 118 118 130 130
10.5 8.4 7.2-7.4 9.8 9.8 8.3 8.3
72.4-78.5 68.9-74.3 67.3-74.3 50.4 51.4 50.4 51.4
V40 Cross Country 5dr hatch £25,110–£30,695 2.0 D2 2.0 D3 2.0 D4 2.0 T3 1.5 T3 Auto
116 145 185 148 148
118 118 130 130 130
10.6 8.5 7.5-7.7 8.5 8.5
72.4-74.3 68.9-72.4 65.7-70.6 50.4 50.4
S60 4dr saloon £22,950–£35,460
99-104 102-109 104-112 128 131
AAAAC
Ageing saloon soon to be replaced. Understated, mature and laidback. LxWxH 4635x2097x1484 Kerb weight 1512kg 2.0 T4 2.0 D2 2.0 D3 2.0 D4
185 116 145 185
143 121 130-134 143
7.2 11.2-11.4 9.0 7.6
48.7-50.4 65.7-72.4 65.7-70.6 65.7-72.8
V60 5dr estate £34,060–£40,860
131-134 102-113 105-113 102-113
AAAAB
Spacious and comfortable, with a characterful, Scandi-cool design. LxWxH 4761x1916x1427 Kerb weight 1729kg 2.0 D3 2.0 D3 Auto 2.0 D4 2.0 D4 Auto
147 147 187 187
127 127 137 137
9.5 9.5 7.6 7.6
48.7-55.3 45.6-51.4 42.1-47.9 40.4-42.2
S90 4dr saloon £35,620–£58,055
117-122 120-126 117-122 119-125
AAAAC
Volvo’s mid-sized exec majors on comfort, style and cruising ability. LxWxH 4963x2019x1443 Kerb weight 1665kg 185 248 185 228 310
130 140 140 145 155
8.7 6.8 8.2 7.0 4.8
42.2 43 64.2 58.9 141.2
153 154 116 127 46
V90 5dr estate £37,620–£60,055
Arteon 4dr saloon £31,100–£40,635
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XC40 5dr SUV £27,610–£37,620
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Volvo’s take on the crossover aims to rival BMW, Mercedes and Audi. LxWxH 4425x1910x1658 Kerb weight 1626kg T3 T4 AWD T5 AWD D3 D3 AWD D4 AWD
152 185 243 145 145 185
124 130 140 124 124 130
9.4 8.5 6.5 9.8 7.5 7.9
44.1-45.6 39.8-40.9 39.2-39.8 55.4-58.9 51.4-55.4 56.5-57.6
XC60 5dr SUV £37,770–£59,770
144-148 161-165 162-164 127-136 136-146 131-133
AAABC
Looks like a small XC90 and carries on where the old one left off. A good, capable cruiser. LxWxH 4688x1999x1658 Kerb weight 1781kg 2.0 D4 AWD 2.0 D5 PowerPulse AWD 2.0 T5 AWD 2.0 T8 Twin Engine
185 228 247 310
127 137 137 140
8.4 7.2 6.8 5.3
54.3-55.4 51.4 38.7-39.2 134.5
XC90 5dr SUV £50,985–£71,370
133-136 144 164-167 49
AAAAC
Clever packaging, smart styling, good to drive: Volvo’s closest thing to a class-leader. LxWxH 4950x2008x1776 Kerb weight 1961kg 2.0 D5 PowerPulse AWD 2.0 T5 AWD 2.0 T6 AWD 2.0 T8 Twin Engine
228 250 310 310
137 134 143 140
7.8 7.9 6.5 5.6
45.6-47.3 34.9-35.8 34.1-35.8 108.6
158-162 184-189 187-192 59-63
VUHL
05 0dr open £59,995- £89,995
AAAAC
Mexican track-day special has a pleasingly pragmatic and forgiving chassis. LxWxH 3718x1876x1120 Kerb weight 725kg 2.0 DOHC Turbo 2.3 DOHC Turbo RR
285 385
152 158
3.7 2.7
NA NA
NA NA
WESTFIELD
Sport 2dr coupé £19,950–£35,800
AAAAC
Sport Turbo is very quick and fun but not a patch on the Caterhams. LxWxH NA Kerb weight NA 1.6 Sigma 1.6 Sigma 2.0 Duratec 2.0 Ecoboost
135 155 200 252
NA NA NA NA
NA NA NA NA
NA NA NA NA
Mega 2dr coupé £14,999–£15,595
NA NA NA NA AAABC
Mega engines make it rapid, but not as fun as Caterham’s R range. LxWxH NA Kerb weight NA 1.3 Suzuki Hyabusa 2.0 VTEC S2000
177 240
136 NA
3.0 NA
NA NA
NA NA
ZENOS
E10 0dr coupé £26,995–£39,995
AAAAB
The latest in a long line of mid-engined British marvels. Expect a dedicated following. LxWxH 3800x1870x1130 Kerb weight 700kg 2.0 Ecoboost S 2.3 Ecoboost R
250 350
145 155
4.0 3.0
NA NA
NA NA
W H AT ’ S C O M I N G W H E N
AAAAC
luxury estate takes on the 5 Series and the E-Class. Comfy and a good cruiser. LxWxH 4936x2019x1475 Kerb weight 1679kg
7.7
)
94-104 101-108 99-109 127 129 127 129
2.0 TDI 190 4Motion
142
hp
Handsome hatchback gets a rugged makeover but loses some of its likeable nature. LxWxH 4369x2041x1439 Kerb weight 1428kg
2.0 T4 2.0 T5 2.0 D4 2.0 D5 PowerPulse AWD AAAAC 2.0 T8 Twin Engine AWD
Passat Alltrack 5dr estate £36,090
116 145 185 119 119 148 148
A rugged-looking Passat wagon with its distinguishing features left intact. LxWxH 4777x2083x1530 Kerb weight 1674kg 187
r (b
LxWxH 4370x2041x1470 Kerb weight 1417kg
AAABC 1.8 TSI 180 4Motion 178 NA NA 42.2 156 2.0 TDI 150 4Motion 148 129 8.9 55.4 133 2.0 TDI 184 4Motion 181 136 7.8 54.3 137 1.4i Turbo 120 118 119 10.1 46.3 144 1.4i Turbo 140 138 125 8.9 46.3 144 Golf SV 5dr MPV £20,480–£28,640 AAAAC 1.6i Turbo 200 197 143 7.3 42.2 154 Probably the least appealing member of the Golf family but still resolute. LxWxH 4338x2050x1578 Kerb weight 1335kg 2.0i Turbo 280 276 155 5.9 34.9 189 1.6 CDTi 110 108 113 11.6 67.3 111 1.0 TSI 85 83 110 13.0 57.6 112 1.6 CDTi 136 134 123 9.5 65.7 115 1.0 TSI 110 109 119 10.7 56.5 113 1.5 TSI EVO 130 128 126 9.6 55.4 116 Insignia Grand Sport 5dr hatch £18,780–£33,415 AAAAC 1.5 TSI EVO 150 148 132 8.8 54.3 118 The good-looking and tech-filled Insignia makes an attractive 1.6 TDI 115 113 119 11.0 67.3-68.9 107-110 proposition. LxWxH 4897x1863x1455 Kerb weight 1714kg 2.0 TDI 150 148 130 9.2 61.4 119 1.5 Turbo 140 138 130 9.3 47.6 133 1.5 Turbo 165 162 138 8.4 47.1 136 Passat 4dr saloon £22,030–£38,585 AAAAC 2.0 Turbo 260 4x4 256 155 6.9 32.8 197 Lands blows on rivals with its smart looks, civilised refinement, quality and usability. LxWxH 4767x2083x1476 Kerb weight 1367kg 1.6 Turbo D 110 108 127 10.9 70.6 105 1.6 Turbo D 136 134 126-131 9.9-10.2 55.4-65.7 114-134 1.4 TSI 125 123 129 9.7 52.3-53.3 114-126 2.0 Turbo D 170 167 139-140 8.2-8.4 51.4-54.3 136-145 1.4 TSI ACT 150 148 137 8.4 56.5-57.6 115-118 2.0 BiTurbo D 210 4x4 207 144 7.4-7.5 40.4-40.9 183-186 1.8 TSI 180 177 144 7.7-7.9 47.9 130-136 2.0 TSI 220 217 153 6.7 44.8 146 Insignia Sports Tourer 5dr estate £20,300–£34,915 AAAAC 1.4 TSI GTE 153 140 7.4 156.9 40 The practical version of the Insignia that aims to take the fight to 1.6 TDI 120 118 128-130 10.8 67.3-70.6 95-107 premium rivals. LxWxH 4986x1863x1514 Kerb weight 1487kg 2.0 TDI 150 148 135-137 8.7 65.7-67.3 109-121 1.5 Turbo 140 138 129 9.6 47.1 136 2.0 TDI 190 187 146-147 7.5-7.9 67.3 109-119 1.5 Turbo 165 162 135 8.6 46.3 139 2.0 BiTDI 240 4Motion 236 149 6.1 49.6 150 2.0 Turbo 260 4x4 256 152 7.1 32.5 199 1.6 Turbo D 136 134 127-132 10.1-10.5 54.3-62.8 119-137 Passat Estate 5dr estate £23,630–£40,185 AAAAC 2.0 Turbo D 170 167 137-139 8.4-8.6 49.6-53.3 139-150 All the Passat’s redeeming features in spacious, practical estate 2.0 BiTurbo D 210 4x4 207 144 7.4-7.5 39.8-40.4 186-187 form. LxWxH 4767x2083x1516 Kerb weight 1395kg 1.4 TSI 125 123 128 9.9 51.4-53.3 117-127 Insignia Country Tourer 5dr estate £25,950–£ 28,875 AAAAC 1.4 TSI ACT 150 148 135 8.6 54.3-55.4 119-120 Spacious estate gets a rugged makeover – and it doesn’t spoil the 1.8 TSI 180 177 143 7.9-8.1 46.3 131-137 fine formula. LxWxH 4986x1863x1514 Kerb weight 1666kg 2.0 TSI 220 217 152 6.9 44.1 149 2.0 Turbo D 170 167 135-137 8.6-8.8 47.1-51.4 145-157 1.4 TSI GTE 153 140 7.6 156.9 40 2.0 Turbo D 170 4x4 167 135 9.3 43.5 172 1.6 TDI 120 118 127-129 11.0 67.3-74.3 96-110 2.0 BiTurbo D 210 4x4 207 142 7.7 39.8 188 2.0 TDI 150 148 135 8.9 65.7-67.3 110-124 2.0 TDI 190 187 145-146 7.9-8.1 65.7 111-120 Zafira Tourer 5dr MPV £20,215–£31,495 AAABC 2.0 BiTDI 240 4Motion 236 148 6.3 48.7 152
Sleek-shaped hatchback matched with good handling and decent engines. LxWxH 4466x1840x1482 Kerb weight 1459kg
Looks upmarket and some clever packaging inside but feels mundane overall. LxWxH 4666x1884x1685 Kerb weight 1628kg
P
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54.3
137
AAAAC
AAABC 2.0 T4 185 130 8.9 40.9 156 Vauxhall’s small SUV is competent enough but lacks any real VW’s flagship saloon is well-made and luxurious but rather bland to 2.0 T5 248 140 6.7 41.5 159 character. LxWxH 4212x1765x1605 Kerb weight 1245kg drive. LxWxH 4862x1871x1450 Kerb weight 1505kg 2.0 D4 185 140 8.5 62.8 119 1.2i 81 80 105 14.0 54.3 116 1.5 TSI EVO 150 148 NA NA NA NA 2.0 D5 PowerPulse AWD 228 145 7.2 57.6 129 1.2i 110 108 117 10.6 57.6-58.9 109-111 2.0 TSI 190 187 149 7.7 47.1 135 2.0 T8 Twin Engine AWD 310 155 4.8 141.2 46 1.2i Turbo 130 128 128 9.1 55.4 116 2.0 TSI 280 4Motion 276 155 5.6 38.7 164 1.6 Turbo D 99 97 112 12.0 76.3-78.5 93-95 2.0 TDI 150 148 137 9.1 62.8 116 V90 Cross Country 5dr estate £42,520–£57,435 AAAAC 1.6 Turbo D 120 118 116 9.9 70.6 105 2.0 TDI 190 187 148 8.0 60.1-61.4 119-122 Volvo’s large comfy estate given a jacked-up, rugged makeover. LxWxH 4936x2019x1543 Kerb weight 1826kg 2.0 TDI 190 4Motion 187 145 7.8 55.4 134 AAABC 2.0 BiTDI 240 4Motion 2.0 D4 AWD 185 130 8.8 54.3 138 Mokka X 5dr SUV £21,815–£30,960 236 152 6.5 47.9 152 Compact and competent but lacks any persuasive qualities. 2.0 D5 PowerPulse AWD 228 140 7.5 53.3 139 LxWxH 4275x1780x1658 Kerb weight 1394kg 2.0 T5 AWD 250 140 7.4 38.2 172 1.6i 115 113 106 11.8 42.2 155 2.0 T6 AWD 310 140 6.3 36.7 176
Honda Urban EV On sale late 2019, price £25,000 (est) The rapturously received Urban EV concept will be changed little for production, although it will gain a fifth seat. The hatchback is some 200mm shorter than the Renault Zoe and based on Honda’s new bespoke EV platform. A driving range of about 155 miles is likely. J U LY
Aston Martin DB11 AMR, Audi Q3, A6 Avant, BMW M2 Competition, Dacia Duster, Ford Focus, Hyundai Kona Electric, Jaguar XE SV Project 8, I-Pace, Kia Optima facelift, Mercedes-AMG E53 Coupé, E53 Cabriolet, CLS 53, GT S Roadster, Mercedes-Benz C-Class update, G-Class, Ssangyong Musso update, Toyota Aygo AUGUST
Audi Q8, BMW X4, Ford Mustang Bullitt, Honda Civic saloon, Jeep Wrangler, Kia Ceed, Maserati Levante Trofeo, Mercedes-Benz CLS, Subaru Outback update SEPTEMBER
Aston Martin DBS Superleggera, V12 Vantage V600, BMW M5 Competition, X3 M, Isuzu D-Max update, Jeep Renegade update, Land Rover Range Rover SV Coupé, Mazda 6 update, Mercedes-AMG GT 4dr Coupé, Mitsubishi Outlander PHEV update, Peugeot 508, Porsche Macan update, Volvo V60, Vauxhall Corsa GSi, Volkswagen Touareg OCTOBER
Honda CR-V, McLaren Senna N OVE M B E R/D ECE M B E R
Audi A1, E-tron, RS5 Sportback, R8 update, BMW 8 Series, X7, Z4, Citroën Berlingo Multispace, C5 Aircross, Cupra Ateca, Hyundai Nexo, i30 N Fastback, Santa Fe, Kia Niro EV, Proceed, Lamborghini Aventador SV J, Land Rover Discovery Sport, Discovery SVX, Range Rover Velar SVR, Mercedes A-Class saloon, GLE, MG 3, Morgan EV3, Porsche 718 Boxster Spyder, Renault Alaskan, Rolls-Royce Cullinan, Skoda Fabia, Subaru Forester, TVR Griffith, Volvo S60, XC40 Twin Engine, VW Golf GTI TSR, Passat update, T-Cross, Wiesmann new model
27 JUNE 2018 AUTOCAR.CO.UK 87
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E S TA B L I S H E D 1 8 95
TESTER’S NOTES Jimny has followed a familiar path of modern renewal
Situations vacant 9 June 1900
uzuki looks like it has got the next Jimny right. When it was launched – so long ago that that I had hair – I wasn’t sure the last one was entirely right. To this day, I remember getting in one at an office in Harpenden and not even needing to get out of Harpenden before realising that the ride was appalling. I don’t know how much Suzuki has actually improved it over the years and how much everything else has sunk to its level. Mostly the former, with maybe a bit of the latter. But today, while it’s still fairly bouncy, that’s just a natural and not unwelcome characteristic of a car that has so very many other charms: its compact nature, its exquisite lightness, its continued purity and honesty to a simple idea that I think you generally only see from Japanese manufacturers these days. Cars tend to get less competitive during their life cycle, but I love the Jimny more now, and it feels more
S
Defender: creating a successor is complex 90 AUTOCAR.CO.UK 27 JUNE 2018
`
Replacing the Defender is less like replacing the Jimny and more like replacing a Morgan
IT’S UNLIKELY THAT many readers appreciated the significance of an appeal for a ‘mechanical youth to tend racing cars’ in the situations vacant pages of Autocar in the summer of 1900. The man who placed the advert was Charles Stewart Rolls, whose family lived at South Lodge in Knightsbridge, London. At this point, CS fettled cars from stables behind the house. History doesn’t record who got the job, but they were at the ground floor of history. Two years later, Rolls opened his first car dealership, and two years after that, he met Henry Royce…
a
competitive now (although what its natural rival is, I’m not entirely certain) than it did 20 years ago, when it was described as ‘smart in city, tough in nature’ and cost around £10,000. Today, it’s smarter and tougher than ever. It’s even at risk of becoming a bit of an icon, like a Toyota Land Cruiser, Mercedes-Benz G-Class, or Jeep Wrangler. Or, yes, Land Rover Defender, the most mentioned other car when you show people the new Jimny. “That”, they say, “is how you should update a car like the Defender.” It should be, but I don’t think it’s possible. Yes, it’s the very same way that Jeep updated the Wrangler, and Mercedes-Benz updated the G-Class. They are all true to their former selves, gently, sympathetically replaced – in ethos, if not in mechanicals – in a way that, honestly, the Defender can never be. It was so starved of development, became so inefficient, so ergonomically dreadful, and so expensive to build, that, from a mechanical perspective, Land Rover can do nothing but tear it up and start again. Toyota can launch a new Land Cruiser that does things 20% better than the old one. If Land Rover launched a new Defender that did
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things 20% better, it would still be 30% worse than a Toyota Hilux. So replacing the Defender is less like replacing the Jimny and more like trying to replace a Morgan: a car that, when it was launched, was among the very best at what it did, but by the second decade of the 21st century, had become a classic at the point of sale. Imagine if the Morgan 4/4 was today deemed too dangerous, too expensive to build, too inefficient to survive, and Morgan had to start from scratch; make a car that was instantly a Morgan, but on 21st century underpinnings. That’s the task that Land Rover has with the Defender, a car to which the company, presumably, cannot give its own, bespoke platform, but has no existing platform that is quite right: the old Defender was more compact, cheaper to buy and yet more robust than any other Land Rover. So whatever the new Defender will be, and we should find out before the end of the year, it won’t be the gentle evolution that is afforded similar cars. Brace yourselves.
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