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9 November 2016


NEW SUPRA Japan’s 911 is back 400bhp V6, Le Mans tech — and built by BMW



Meet the BMW Z5 sister car the Toyota will spawn

Established 1895


£15 K US E D B U YI N G G U I D E

FO RD FOCUS RS 9 November 2016 | Audi Q2

AUDI Q2 SURPRISE VERDICT Why it falls short of class best

YETI HUNTING IN A SKODA We head to Bhutan to look for Bigfoot


Issue 6228 | Volume 290 | No 6 ‘Our destination is a sanctuary where yetis supposedly reside’


NEWS Toyota Supra/BMW Z5 Coupé and roadster in 2018 Alpine A120 Low weight agility to be key Mercedes E-Class Coupé Ready for Detroit reveal Peugeot 308 R Hot hatch could be 493bhp hybrid Volvo S90 Excellence Stretched three-seat saloon

8 12 15 16 18

TESTED Honda Civic 1.5 VTEC Turbo Sport Mk10 hatch Mercedes-AMG GLC43 4Matic Potent new SUV BMW 240i Coupé gets more power and new name Audi Q2 1.4 TFSI Sport ROAD TEST

22 27 29 32

FEATURES McLaren 540C Woking’s ‘bargain’ supercar driven Hydrogen rally Fuel cell cars prove their worth Skoda Yeti in Bhutan Epic road trip in Czech 4x4 Peter Schreyer interview Kia design boss talks

42 48 50 56


OUR CARS Skoda Superb Estate Enormous wagon signs off Ford Focus RS Mega-hatch piles on the miles Seat Ibiza Cupra Pocket rocket hits Prescott’s hill

66 69 71

EVERY WEEK 21 Subscription offer Save up to 65% off cover price 30 Motorsport All you need to know about hillclimbing 62 Your views Why the Countryman needs a new name 64 Matt Prior The continuing classification conundrum 90 Steve Cropley Remembering Martin Leach


DEALS James Ruppert Oddball BMWs examined Used buying guide Ford Focus RS Mk2s from £15k Used car intelligence Cheap(ish) supercars Road test results Autocar’s data archive New cars A-Z All the latest models rated Classifieds Cars, number plates and services

72 74 77 79 82 88








The original car magazine, published since 1895 ‘in the interests of the mechanically propelled road carriage’ EDITORIAL Tel +44 (0)20 8267 5630 Email Editor Matt Burt Editorial director, Automotive Jim Holder Editor-in-chief Steve Cropley Deputy editor Mark Tisshaw Head of video, features Matt Prior Managing editor Allan Muir Production editor Melanie Falconer Reviews editor Will Nightingale Chief tester Matt Saunders New cars editor Rory White Deputy reviews editors Nic Cackett, Vicky Parrott Senior reviewer John Howell Reviewers Alan Taylor-Jones, Neil Winn, Doug Revolta News editor Rachel Burgess Consumer editor Claire Evans Used car editor Alex Robbins Senior staff writer Sam Sheehan Content editor Darren Moss SEO manager Jon Cook SEO executive Oliver Hayman Senior digital reviews editor Mark Pearson Digital reviews editor Hemal Mistry Chief sub-editor Tim Dickson Production assistant Kris Culmer Group art editor Stephen Hopkins Art editor Sarah Özgül Deputy art editor Michèle Hall Junior designer Laura Bajorunaite Chief photographers John Bradshaw, Stan Papior Photographers Luc Lacey, Will Williams Videographers James Holloway, Mitch McCabe Picture editor Ben Summerell-Youde Editorial assistants Jimi Beckwith, George Hawkins


EDITORIAL CONTRIBUTORS European editor Greg Kable Used car correspondent James Ruppert Senior contributing writer Andrew Frankel Senior contributing editor Richard Bremner Contributing editor Mike Duff Special correspondents Mauro Calo, Jesse Crosse, Hilton Holloway, Peter Liddiard, Julian Rendell, Richard Webber MEDIA ENQUIRIES Tel +44 (0)20 8541 3434 Contact Greg Cartwright ( SUBSCRIPTIONS Tel 0344 848 8816 Overseas +44 (0)1604 251450 Email SYNDICATION ENQUIRIES Tel +44 (0)1962 867705 Contact Simon Fox ( LICENSING ENQUIRIES Tel +44 (0)20 8267 5024 Contact Isla Friend ( BACK ISSUES Tel 0344 848 8816 Email ADVERTISING Classified +44 (0)20 8267 5733 Display +44 (0)20 8267 5574 Production +44 (0)20 8267 5814 Fax +44 (0)20 8267 5312 Sales director Julia Dear Key account director Richard Potton Agency group head Andrew Barclay Agency account managers Adrianna Haynes, Lindsey Dobson Semi-display/retail executive Hannah Mathew PRODUCTION Tel +44 (0)20 8267 5219 Production manager Anthony Davis Senior production controller Roxy Agius MARKETING Direct marketing manager Maria Fernandez Newstrade marketing manager Richard Jeffries MANAGEMENT Brand director Rachael Prasher Business director Darren Pitt Brand manager Sarona Taylor Brand executive Charlene Harry © 2016, Haymarket Media Group Ltd. Autocar, Motor, Autocar & Motor are registered trademarks. Circulation enquiries: Frontline Ltd, Midgate House, Midgate, Peterborough PE1 1TN (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. Airfreight 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 a member of the organising committee of Car Of The Year Haymarket is certified by BSI to environmental standard ISO14001 and energy management standard ISO50001

IN EUROPE, SUZUKI comfortably outsells Honda. It’s a statistic that always gets me scratching my head. Not for having anything against Suzuki, which is a maker of some excellent and on-trend cars, but more for what it says about Honda. How can one of Japan’s Big Three, while enjoying huge success globally otherwise, be struggling so much in Europe? As ever, it comes down to the products. Honda simply hasn’t given us much to get excited about in recent years. Its staple cars have all been quite humdrum and lacking the kind of sparkle and engineering innovation on which Honda made its name. And that is a big shame. Fortunately, the company recognises this, hence the resurrection of the NSX and the quick replacement for the Civic Type R. But these products will only have the desired impact on Honda’s image if some of their magic rubs off on the rest of the range. Think along the lines of every Ford Focus having engaging handling, not just the Focus RS. There’s a lot of goodwill towards Honda and a desire for it to do well, but now it has to make itself relevant again in Europe, and the all-new Civic is the starting point. Find out what Matt Saunders thinks of it on p22.

Mark Tisshaw Deputy editor EDITOR’S PICKS

ADDRESS Autocar is published by Haymarket Consumer Media, Bridge House, 69 London Road, Twickenham, Middlesex, TW1 3SP, UK Tel +44 (0)20 8267 5000 Editorial director Mark Payton Strategy & planning director Bob McDowell Managing director David Prasher Chief executive Kevin Costello 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 For more information, contact IPSO on 0300 123 2220 or visit



PEFC Certified This product is from sustainably managed forests and controlled sources




Rachel Burgess drives through Bhutan in a Yeti to find out, p50

Ford Focus RS Mk2s cost from just £15k, says John Evans on p74

Steve Cropley’s scoop on the reborn Alpine marque, p12



Email our news editor


New Toyota Supra and BMW Z5 gear up for 2018 assault Joint project creates a 400bhp Toyota coupé and Porsche-rivalling BMW roadster


he highly anticipated all-new Toyota Supra has now reached a final phase of development and is destined to form the basis of a newly created Toyota performance sub-brand. Lightly veiled prototypes of the sleekly styled coupé are now seen frequently on the roads around the vast R&D operation of Toyota’s project partner, BMW, in Munich, Germany.


The new Supra is being developed in a joint engineering venture with the upcoming BMW Z5. It will resurrect one of Toyota’s most highly treasured performance models following a 14-year hiatus for the Supra, which was first introduced to the Japanese car maker’s line-up in 1978. The upcoming, fifthgeneration Supra was first previewed by a pair of Toyota

FT-1 concepts designed at the company’s Calty studio in California and unveiled at the 2014 Detroit motor show. The new Supra is set to reach UK showrooms during the second half of 2018. It will be offered with the choice of either a traditional petrol or a petrol-electric hybrid drivetrain. The hybrid version is claimed to draw on technology and processes developed for

Toyota’s most recent TS050 LMP1 Le Mans race car. The production version of the Toyota sports car, depicted here in an exclusive Autocar image, has been influenced by the exaggerated proportions of the earlier FT-1 concepts. It has a short front overhang and long, sweeping nose section, which houses a longitudinally mounted engine.  As expected, the detailing

throughout the new car’s largely aluminium body has been toned down and refined since the appearance of the FT-1, providing the production Supra with a crisper and smoother appearance. The two-door layout and liftback-style tailgate of the FT-1 are retained. Inside, the new Supra provides accommodation for two in the front, with space in the rear

The Supra’s development is being overseen by the man responsible for the Toyota GT86 and Subaru BRZ project ❞

taken up by a shallow parcel shelf and a boot similar in size to that of the current Porsche 718 Cayman. The Supra is planned to be sold exclusively as a fixed-roof coupé, whereas the Z5 is set to take a roadster-only bodystyle and act as a replacement for the recently discontinued Z4. The move is intended to ensure that there will be little or no cannibalisation of sales between the new Toyota and its BMW sibling. The starting point for the new sports car pairing is a freshly developed platform engineered by BMW. It derives chassis components and engineering solutions from the current 3 Series and its various derivatives, including the rear axle and five-link rear suspension from the M3/M4. As stipulated from the start of the project, the new platform has been engineered

to support both rear-wheel drive and — crucial to plans to provide both variants with petrol-electric hybrid power — four-wheel drive. Toyota and BMW have also developed a number of lightweight construction processes that will be used within the body structures of the Supra and Z5. Sources suggest the BMW roadster will weigh little more than 1400kg in turbocharged 2.0-litre fourcylinder entry-level guise.   For its part, Toyota has contributed extensive knowhow about hybrid drive systems to the project. Details remain scarce a little more than 12 months from the planned unveiling of the first of the two sports cars, the Z5. However, sources insist that each car will feature its own, uniquely tuned hybrid drivetrain, with electric boosting for added performance potential.

Despite what one official describes as early work culture and language difficulties that are said to have prematurely stalled the joint venture during its infancy in 2013, both Toyota and BMW say their respective models are now progressing according to plan. The BMW, which goes under the internal codename G29, will be pitched more directly than its predecessor at the Porsche 718 Boxster, according to insiders. To keep weight in

check, the folding hard-top of the Z4 has been replaced by a lighter and easier to accommodate fabric roof. It is similar in construction to that used by the 2 Series Convertible and supplied by German soft-top specialist Webasto-Edscha. The Toyota’s development is being overseen by Tetsuya Tada, the man responsible for the Toyota GT86 and Subaru BRZ joint venture. The new Supra is intended to

Supra’s final look will draw on the 2014 FT-1 concept

add a further dimension in performance to the Japanese car maker’s line-up and the likelihood is that it will form the basis of a Gazoo Racing-run performance arm (see separate story, p11). The Z5 will receive BMW’s newest engines. These include the latest evolution of its turbocharged 2.0-litre four-cylinder powerplant, the B48, delivering around 248bhp in the Z5 sDrive30i, and a turbocharged 3.0-litre six-cylinder unit, the B58, in the Z5 M40i M Performance with a similar 335bhp to that of the M240i. Both Z5 models will come with standard rear-wheel drive and an eight-speed ZF automatic gearbox. Rumours that BMW’s M division is already working on a Z5 M flagship model are yet to be acknowledged by the German car maker, although the decision to fit the new ◊





T O Y O TA S U P R A ∆ car with the M3/M4’s rear axle suggests that it could readily accept either the 365bhp turbocharged 3.0-litre six-cylinder powerplant from the M2 or the 425bhp twin-turbo 3.0-litre straight six from the M3/M4 together with a seven-speed dual-clutch automatic gearbox. A diverging strategy will mean that the Supra is offered with Toyota-developed drivetrains. Kicking off the line-up is a turbocharged 2.0-litre engine in two price-leading rear-drive models. In base form, the four-cylinder unit is expected to offer around 242bhp — the same as the engine used by the IS200 of Toyota luxury brand Lexus. A more highly tuned variant with close to 300bhp is also under development and due to be offered from the outset of sales, according to sources at Toyota’s R&D centre in Nagoya, Japan.   A newly developed twinturbo 3.5-litre V6 petrol unit, which will be shared with various Lexus models over the longer term, will be the performance flagship of the new line-up. It will deliver more than 400bhp in a rear-wheeldrive version of the Supra. This range-topper will be the most powerful Supra to date and have an expected 0-62mph time of less than 4.0sec and a governed 155mph top speed. Secrecy surrounds the hybrid system to be used by Toyota. Early signs suggested the Supra would employ a similar system to that showcased by the 420bhp Yaris Hybrid R concept, with a turbocharged 1.6-litre four-cylinder petrol engine


and three electric motors — two operating on the front axle and a third, integrated into the gearbox housing, providing drive to the rear wheels. However, this is denied by Toyota officials in Japan. Instead, the four-wheel-drive hybrid version of the new Supra is expected to run a 3.5-litre V6 petrol engine in combination with an electric motor housed within a ZF-engineered eightspeed automatic gearbox, delivering upwards of 350bhp.  A similar set-up featuring a 3.0-litre straight six could also feature in the Z5.  The new Z5 and Supra will be assembled at automotive production specialist Magna Steyr in Graz, Austria — the same company that was responsible for the assembly of the first-generation Mini Countryman, Paceman and Coupé and will soon begin assembly of yet-to-bedisclosed versions of the new BMW 5 Series. BMW and Toyota are remaining tight-lipped about planned volumes, although supplier sources involved in the tooling up of the Magna Steyr production line suggest they are banking on a capacity of up to 60,000 units during the first full year of production in 2018. The sports car project is just one component of a broad-based engineering and technology-sharing collaboration between Toyota and BMW. Other fields include fuel cell systems, lightweight technology and a lithium air battery project aimed at advancing electric car development.   GREG KABLE



I keep re-reading this and looking for bad news, because it all seems too good to be true. But, no, every time I scan through the details, all I’m left with is a happy, warm glow inside.  There’s just so much to like here. BMW’s Z car gets lighter than it currently is because it has a folding canvas hood, rather than one of those godforsaken metal jobs that just adds weight, complexity and cost and moves the centre of gravity skywards and rearwards, just where you don’t want it to be.  And the Toyota Supra is back, engineered by the

people who created the GT86, one of the greatest driver’s cars of the past decade. There’s strong differentiation between the models, too — and not just because of the bodystyle differences. Both parties get to use their own engines. BMW’s straight sixes, despite their turbochargers, remain some of the most endearing around. And Toyota makes a decent vee engine when it tries to.  It also sounds like there’s no ‘senior’ partner — unlike with the GT86 and Subaru BRZ joint project, where Toyota’s mammoth resources

when it came to sales and marketing left some Subaru insiders feeling like the minnows in the partnership.  This time, it feels truly altruistic: both BMW and Toyota are big, bold companies who just happen to want a sports car and know that this is the best way to go about affording one.  Mind you, if BMW can resist the temptation to make an M version with a fixed roof, it’s a more discreet company than I’d be in the circumstances.  And if I were Porsche? For the first time in a long, long, time, I might be quietly stewing.


The Z5 could readily accept either the 365bhp engine from the M2 or the 425bhp motor from the M3/M4 ❞

Hot new Toyota sub-brand poised to rival AMG and M TOYOTA IS CONSIDERING transforming its Gazoo Racing motorsport arm into a performance road car brand to rival the likes of BMW M and Mercedes-AMG. In addition to co-ordinating Toyota’s international motorsport activities in, for instance, the World Endurance Championship and World Rally Championship, Gazoo Racing fettles road cars that are sold on the Japanese market. It sells limited-edition machines under two banners: GRMN (Gazoo Racing Masters of Nürburgring) and G’s. Koei Saga, the boss of both Gazoo Racing and Toyota’s

powertrain division, said it “is my intention” to increase Gazoo’s presence in road car markets other than Japan to promote the link between its

racing and road car activities. He said: “In Europe, the challenge is bigger because we have more competitors here, and it is also an issue of

cost. However, I am very much working on that so we can have a brand like the M brand.” The latest Gazoo-tuned car was the GT86 GRMN. It

Gazoo Racing wants to link race and road efforts

featured a raft of changes, including modest power and torque increases, tweaked suspension and aerodynamics and a weight reduction through the use of lightweight panels. Limited to 100 units, it quickly sold out. Another GT86, the GRMN Sports FR Concept, was showcased at the Goodwood Festival of Speed in 2012. It had a 2.0-litre engine that was turbocharged and supercharged to 315bhp. Saga would not comment on whether Gazoo Racing has a role in the project between Toyota and BMW that will spawn the next Supra and Z5.


Alpine set for 2017 launch

Mid-engined coupé due next year, with drop -top and go-faster models on the way


enault is planning to launch an expanded range of Alpine sports models once its first two-seat coupé, strongly tipped to be called A120, has begun a new era for the marque early next year. The transverse midengined A120 is likely to cost around £50,000 and

is expected to be followed by a convertible and a more performance-focused coupé variant, both of which are already well advanced. Alpine bosses are keen to offer a range of cars as soon as possible but say later models must share the original architecture. The coupé will be revealed

at the beginning of next year at a dedicated launch event, according to Alpine managing director Michael van der Sande, who arrived at the French firm from Aston Martin earlier this year. The first production cars will be delivered to customers next summer. The A120 is powered by a

high-performance version of a Renault-Nissan Alliance four-cylinder engine not yet in production but believed to be imminent. It is likely to be a turbocharged 1.8-litre unit shared with Renault Sport, with close to 300bhp and driving through a revised version of the Renault Clio RS’s six-speed dual-clutch

automatic gearbox. The 0-62mph time will be below 4.5sec insiders say. At around 4.2 metres long, the A120 has styling similar to that of the concept shown in Monaco at the beginning of the year when group boss Carlos Ghosn gave the project its green light. Begun as a co-operative deal with


A hot version is likely to follow the standard A120

AMBITIOUS UBER STAKES ITS FUTURE ON FLYING CARS Uber is planning an electric flying taxi in the next decade. The firm said the vertical take-off and landing (VTOL ) aircraft would enable “rapid, reliable transport between suburbs and cities and, ultimately, within cities”. Uber said the autonomous electric aircraft would be safer, cheaper, quieter and cleaner than helicopters, and that VTOL flying cars could even become more affordable than running a car. “If VTOLs can serve the on-demand urban transit case well, there is a path to high-volume manufacturing and dramatically lower costs,” it said. Uber acknowledged that its vision is “ambitious” but said it was achievable “if regulators, vehicle designers, cities and network operators collaborate effectively”. FORD DEVELOPS SMARTER STEERING


Ford is working on a collision avoidance system, called ‘evasive steering assist’, which decides if there’s room to stop and avoid hitting a slowing car in front. If not, the system quickens the steering so the driver can swerve out of the way.

Ross Brawn is set to take the helm of Formula 1, according to reports in German media. He has reportedly signed a deal with F1’s owner, Liberty Media, to take over when Bernie Ecclestone leaves. Brawn has since denied the claims.



VW quits WRC in wake of Dieselgate

A L P I N E A1 2 0

Caterham that subsequently collapsed, the Alpine project has had several false starts while Renault established a valid business case. Van der Sande said the A120, like all future Alpines, will trade on its low weight and agility. He revealed little about the car’s construction but did say “there won’t be a lot of plastics”, despite the Dieppe manufacturing plant specialising in plastic-clad, steel-chassis models in the past. That would suggest aluminium for the outer skin. Weight isn’t specified but is said to be “low”. Alpine will hope to do better than the A120’s most obvious competitor, the Alfa Romeo 4C, which is said to tip the scales at under 1000kg. The new coupé will be more expensive than any other performance-orientated Renault, with prices tipped to be around £50,000 to £55,000. It will be sold by 60 hand-picked dealers across

Europe. Initial sales volume is expected to be “single thousands”, with 5000 to 7000 annually being a good estimate. Van der Sande said the further iterations will help to build profitability. Open-top and higherperformance versions are therefore logical, but there won’t be Renault-bodied Alpines, even though they exist in Alpine’s history. That territory is now the preserve of Renault Sport, said van der Sande. Although the new A120 will trade heavily on its relationship with the ultra-low classic A110, van der Sande said the new model will be comfortable and reasonably spacious, with entry and egress carefully designed to suit today’s larger drivers. More information, including construction details, will be available “within a couple of months”, he added. STEVE CROPLEY

VOLKSWAGEN WILL withdraw from the World Rally Championship (WRC) at the end of the 2016 season. The announcement, made by VW R&D boss Frank Welsch last week, brings to an end the most successful chapter in VW’s motorsport history. “Volkswagen is facing enormous challenges,” said Welsch in an address to employees at Volkswagen Motorsport. “With the expansion in electrification of our vehicle range, we must focus our efforts on future technologies.”

Welsch also confirmed a shift in focus towards customer racing programmes. “As well as the Golf GTI TCR for the track and the Beetle GRC in rallycross, we want to develop a new Polo to R5 rally regulations,” he said. Since entering the WRC in 2013, VW has won four successive manufacturer and driver titles. Commenting on the withdrawal, VW Motorsport director Sven Smeets said: “We regret the departure from the WRC. The team has done great things.”

Hinting that VW’s future competition plans could involve EVs, Smeets added: “From now on, the focus is on upcoming technologies in motorsport.” Insiders say VW is looking at a possible participation in the recently announced Global Electric Rallycross series. VW’s decision to end its commitment to the WRC comes in the wake of the emissions scandal, which has already seen it pledge more than £10 billion to buy back or fix affected cars in the US and develop fixes for affected diesel models in other world markets.

Volkswagen has dominated the WRC since 2013

Gov’t deal averted possibility of Nissan plant closure NISSAN’S SUNDERLAND plant would have closed if the car maker hadn’t struck a deal with the government following the UK’s vote to leave the EU. A report by Bloomberg alleges an insider revealed that Nissan told officials the plant would eventually close and that construction of the next-gen Qashqai and X-Trail would have moved elsewhere. The plant employs more than 7000 people and is the UK’s largest car making plant. It was recently announced that the factory would build the two new models


following negotiations with the government. Greg Clark, the UK business secretary, is under pressure to publish details of the negotiations with Nissan, but he has so far refused to do so, saying they would contain “sensitive commercial information”. BMW/Mini and Honda have said they see no reason to leave the UK as a consequence of Brexit. However, several car makers, including Ford, Honda and Suzuki, have raised car prices in response to the fluctuating value of the pound. A BMW spokesman said:

The Sono Sion, an all-new, crowdfunded six-seat electric car, is using moss as a natural cabin filter instead of conventional pollen filters. The company said the filter needs no care since the plant draws water from the air, in turn regulating the humidity inside the car.

“The situation regarding the UK’s future trade relationship with the EU remains uncertain. Uncertainty is not helpful when it comes to making long-term business decisions. However, unlike Nissan, we are not in the situation where a major UK investment decision needs to be taken imminently. “We continue to monitor the situation, but for now, BMW continues to operate ‘business as usual’ at its manufacturing bases in the UK.” A Nissan spokesman denied that the Sunderland factory would have shut down.

Nissan is staying put in Sunderland post-Brexit

It added that the biology of the moss means it binds fine dust particles from the air, allowing occupants to breathe fresh air even in polluted areas, while it has sound-absorbing properties

which reduce cabin noise. It is also fire repellent. The Sion, expected in two years’ time, starts from £10,800 and has a range of up to 74 miles. The Sion Extender, which costs £14,400, has a range of up to 155 miles.


Multi-performance harmony

Be one with innovation Hankook Tyre and Real Madrid Together as one


Hankook Tyre UK Ltd Fawsley Drive, Heartlands Business Park Daventry, Northamptonshire NN11 8UG Tel: +44 1327 304 100 Fax: +44 1327 304 110



E-Class Coupé ushers in new look New Mercedes-Benz two-door kick-starts the firm’s move to cleaner-looking designs


he new E-Class Coupé will be the first MercedesBenz model to reflect a more conservative design style when it arrives next year. The new two-door is due to make its debut at the Detroit motor show in January and reach the UK in April. The more restrained styling approach is being introduced under the watch of Mercedes design boss Gorden Wagener.  He said: “We’re progressing the design of our production cars to a new phase. It still

adheres to the basic principles evident in more recent models. But it is much cleaner and more timeless in appeal.”  Overall, the E-Class Coupé closely resembles the larger S-Class Coupé, with shared design elements that include a distinctive cab-back silhouette and detail features such as the shape of the headlights and horizontal tail-lights.   The E-Class Coupé also forms the basis of an all-new E-Class Cabriolet. Set for UK sales next year, it will feature a

fabric hood and a 2+2 seating layout, like today’s model.   Mechanically, the new twodoor E-Class, known internally under the codename C208, draws heavily on the recently introduced sixth-generation E-Class saloon and estate. Having previously used a C-Class-based platform, it now uses the brand’s modular rear architecture (MRA) structure, with a different wheelbase and wider tracks providing it with a significantly larger footprint. Among the engines planned

for the BMW 6-Series Coupé rival are the latest generation of Mercedes’ 2.0-litre fourcylinder and newly developed 3.0-litre six-cylinder petrol and diesel engines. It will also get a twin-turbocharged 4.0-litre V8. All engines will be mated exclusively to a nine-speed automatic gearbox. Alongside standard rear-wheel drive, selected models will feature optional four-wheel drive.   Plans for a range-topping E63 Coupé model are yet to be confirmed, but Mercedes-AMG

sources said a new V6-powered C43 Coupé model is scheduled to be launched next year.    Inside, the new E-Class Coupé largely shares its cabin architecture and equipment with the latest E-Class saloon and estate. In a move set to be adopted by other Mercedes models, the E-Class Coupé axes the rotary controller for the infotainment system and replaces it with an enlarged version of the existing optional touchpad. GREG KABLE

Lighter, 349bhp S5 tops new A5 cabrio launch line-up AUDI HAS REVEALED its A5 Cabriolet and hot S5 Cabriolet models ahead of their LA motor show debut. Shadowing its coupé sibling with its platform, styling, engines and technology, the soft-top A5 uses a one-touch automatic operation to open the roof in a claimed 15sec at vehicle speeds of up to 31mph. Audi claims the cabrio’s body is the stiffest in its class, with torsional rigidity up by 40% over the previous A5 Cabriolet. The structure has been stiffened by, among other measures, reinforced

sills and extra strengthening in the bulkheads to offset the lack of a fixed-roof structure.  Audi says the model is also the lightest car in its segment. The kerb weight of the frontwheel-drive A5 Cabriolet 2.0 TDI is claimed to be 40kg less than that of its direct predecessor, at 1690kg. At launch, there will be a 248bhp turbocharged 2.0-litre petrol engine and two diesels: a 2.0-litre four with 187bhp and a 3.0-litre V6 delivering 215bhp. The S5 Cabriolet receives Audi’s new turbocharged

3.0-litre V6 petrol engine with 349bhp. That’s 21bhp more than its predecessor’s supercharged 3.0-litre V6. The new S5 Cabriolet is claimed to hit 62mph from standstill in 5.1sec and reach a top speed limited to 155mph.   Also under development by the Audi Sport division, but yet to be officially confirmed, is an RS5 Cabriolet. Planned for launch next year, it is set to run a twin-turbo 2.9-litre V6 developed in partnership with Porsche in place of the naturally aspirated 4.2-litre V8 used by the previous RS5.



UK new car registrations from January to the end of October rose by 56,000 year on year, to 2,330,663 units, according to the SMMT. Demand for diesels fell by 2.4%, while petrols rose nearly 5%. Alternative-fuel vehicle sales grew by 12.4%.

Pope Francis has been spotted in Fiat’s new Ford Focus rival, the Tipo. The leader of the Catholic church was visiting Sweden when he was driven in the hatchback. A Fiat spokesman said only that it provides the diocese with a car when requested.

S5 Cabriolet will cover 0-62mph in 5.1sec



Peugeot ponders hybrid 308 mega-hatch to rival Focus RS Potent petrol-electric 308 R is set to take over as Peugeot’s top performance model


eugeot is primed to launch a Ford Focus RS rival that will become the halo model for the range in place of a dedicated sports car, a role previously occupied by the discontinued RCZ coupé. Speaking to Autocar, new brand boss Jean-Philippe Imparato said he would “love to launch something even faster” than the 308 GTi hot hatch. When asked whether there was room for a model above the 308 GTi, Imparato said there was. “There is space for something,” he added. “I don’t have a solution but I am on it. “We are very involved in competition sport, like Dakar, and we don’t want to lose this space with our cars. I don’t think we will develop an RCZ replacement. On each level of our range — 308, 208 — we will have something impressive in performance. Do we work on a


new RCZ or on the fact that the next 308 will be a beast?” While a so-called 308 R could use a pure petrol engine, it’s most likely to use the powertrain seen in the 308 R Hybrid concept revealed at the Shanghai motor show last year. That car produced 493bhp and 538lb ft from its petrolelectric hybrid powertrain, which consists of the 266bhp 1.6-litre petrol engine from the 308 GTi mated to two electric motors. With its power sources combined, the car had a 0-62mph time of 4.0sec — 2.0sec quicker than the 308 GTi 270 and 0.7sec inside the time of a Ford Focus RS. The concept also used a six-speed automated manual transmission, but whether this would carry over to a production model is unclear, with hot hatch buyers preferring manual gearboxes.

The project is likely to be part of an upmarket repositioning for Peugeot announced by PSA Group boss Carlos Tavares in April this year. The ‘Push to Pass’ strategy tasked Peugeot with becoming the “best high-end generalist brand” and a direct rival to Volkswagen. Today the average Peugeot is sold for around 2.4% less than

The 308 R Hybrid concept could hit 62mph in 4.0sec

an equivalent VW, but by 2018 that gap should drop to 1.3%, before overtaking VW by 0.5% by 2021. Tavares also revealed that 25% of profits on the 308 line come from sales of the GT and GTi models. Imparato said: “Customers want high-level cars and are ready to pay for them if residual values are solid.” He

cited residual values of the new 3008 increasing by between 8% and 17%, adding that he felt “really positive” about Peugeot residual values in the UK. He also said the secondgeneration i-Cockpit interior, which is standard on all cars, is a key part of Peugeot’s so-called ‘upper strategy’. RACHEL BURGESS

NEWS Peugeot wants the petrol-electric 308 R to be a “beast”

Ssangyong eyes tie-up with rivals to develop electric tech SSANGYONG WILL LAUNCH electric variants of its models by 2020, according to UK boss Paul Williams. Williams revealed that battery-powered Tivolis are currently being tested and hinted that a partnership with a bigger brand would be the best strategy for Ssangyong’s EV future. “Ssangyong has got a strategy for hybrids and EVs, and the next generation of models will show this,” Williams said. “I have seen the plans for electric vehicles and we will see them on the market around 2019 or 2020.”

The manufacturer is set to launch three new models over the next three years, and all could eventually feature electric powertrain options. A production version of the SIV-2 concept, a Nissan Qashqai rival shown at Geneva, is expected to be one of those cars, but its release has been pushed back by a year to 2019 in order to coincide with the new Korando. Ssangyong parent company Mahindra has invested heavily in the electric e2o city car, and the South Korean brand is expected to benefit from that technology, according to Williams. However, he

suggested its EV future would involve a deal with a bigger brand in order to provide Ssangyong with batteries for its larger models. “When you’re small, you can’t afford to take those risks [associated with investment in EV tech],” Williams said. “Nissan and Renault have invested a lot, for example, but had to wait a long time to see a return. Ssangyong could tie up with another brand, like BMW.” While hybridisation is also part of Ssangyong’s future, Williams said all-electric vehicles are the focus in the longer term.

An all-electric Tivoli is being developed by Ssangyong

C A N A 3 0 8 R R I VA L A F O C U S R S ? M AT T S A U N D E R S

There may be two routes to the delivery of the 308 R in principle, but only one of them can take the 308 to the top of the mega-hatch class. In order to access the same market segment in which the Audi RS3 and Ford Focus RS compete, the 308 R will need more power than Peugeot Sport’s turbocharged 1.6-litre engine can supply. That engine is already fitted with some pretty special internals and is in a high enough state of tune just providing the 308 GTi with its 266bhp. To get the 350bhp-plus from it that the 308 R will need to compete at the highest level of the hot hatch market will be nigh on impossible. But a production version of the 308 R Hybrid concept first shown at last year’s Shanghai motor show would have the power and the all-corner drivetrain needed to take on Mercedes-AMG and Audi Sport. And having driven a prototype of that show car late last year, I’d

say the resulting production car could be great — provided that Peugeot has ironed out the concept’s less impressive foibles, namely its unresponsive automated manual transmission and the frailty of a hybrid powertrain that can only develop full power for short bursts. A bigger, better-cooled drive battery and a fastershifting gearbox aren’t all the road-going 308 R Hybrid would need. An absolutely stellar chassis, coupled with as much weight saving as possible, would also be required in order to justify what would necessarily be a very high price indeed for any five-door hatchback — let alone one without a premium badge on its nose to boost its desirability. But don’t bet against a highly motivated and skilled team at Peugeot Sport, properly backed by a notorious petrolhead in PSA Group chairman Carlos Tavares, to come up with the goods.

GTC4 V8 targets younger buyers FERRARI IS HOPING its rearwheel-drive, turbocharged V8-powered GTC4 Lusso T will attract significantly younger buyers than the four-wheel-drive V12 GTC4 Lusso, due to its lower price. The Italian car maker also said the GTC4 Lusso T, which is expected to cost 12-15% less than the £230,430 GTC4 Lusso, had been developed for markets where the V12’s four-wheel drive is not needed, saving weight and potentially improving agility. The twin-turbocharged V8 is a lightly modified version of that used by the California T. It develops 601bhp in the GTC4 Lusso T, along with 561lb ft from

3000-5250rpm, aided by a high (for a turbocharged engine) compression ratio of 9.4:1. The V12 makes 680bhp, plus 514lb ft at 5750rpm. The V8’s 0-62mph time is only 0.1sec behind that of the V12, at 3.5sec, and its ‘over 199mph’ top speed is less than 9mph adrift of the V12’s. Excellent throttle response is promised, along with 24.4mpg combined and

CO2 emissions of 265g/km. Like the V12, the Lusso T features rear-wheel steering and an e-diff, while a dry weight of 1790kg is claimed. Deleting the front diff, driveshafts and four cylinders pares only 50kg from the car’s weight. Ferrari claims more agile handling, while saying the V12 GTC4 Lusso remains quicker around its Fiorano test track.


S90 turns three-seater for China

Stretched S90 ditches a front seat and gains extra tech to appeal to Chinese buyers


olvo is targeting wealthy Chinese customers with its new S90 Excellence, a three-seat saloon that swaps its front passenger seat for an infotainment system and extra rear leg room. The S90 Excellence is based on the stretched underpinnings of the S90 L — a long-wheelbase S90 unveiled alongside it in Shanghai — and is 120mm longer than the regular car.

It’s designed specifically to cater for the unique demands of wealthy Chinese customers, who often prefer to be driven rather than drive. Along with the extra space, the Excellence gains a standard-fit panoramic roof, fold-out work tables and a heated and cooled cupholder. The cabin also features the technological features of the regular S90, including Apple

CarPlay and Android Auto smartphone connectivity. The driver is assisted by Volvo’s Large Animal Detection system, which can spot animals such as deer and cows and apply the brakes to mitigate any potential impact. Pilot Assist is included to enable semi-autonomous driving modes below 81mph. The S90 models will be available with Volvo’s

CleanZone air filtration system, which uses an ionic air cleaner in the air-con system to filter particles passing into the cabin. Powering the two new Chinese models — the S90 L and Excellence — is a choice of a 187bhp T4 or a 251bhp T5 petrol engine. Early next year a T8 petrol-electric hybrid option will join the ranks, with 401bhp and a 31-mile electric range. The Excellence is confirmed

for China only. Market demand could result in it being offered elsewhere but not in the UK. The launch came as Volvo confirmed that S90 production will move from Europe to China. Production of future 40 and 60-series models is also set to begin in China. Volvo boss Håkan Samuelsson said: “With three plants — and the designation of one car line for each plant —

World’s top tuning show attracts the wild and crazy THE 50TH SEMA show, the world’s biggest event for aftermarket parts and accessories, took place in Las Vegas last week, with some of the wildest modified cars on display. Around 140,000 people visited the event

over its three days and there were plenty of mainstream players in attendance, too, including Ford with a Mustang GT4 race car and Chevrolet with its Colorado XH2 fuel cell military vehicle.

eruptur erupturempedi empedi Kymera (middle) started life as a Chevrolet Colorado pick-up (left) and packs a mid-mounted twin-turbo 5.9-litre diesel V12; Ford showed off its Mustang GT4 race car


NEWS Long-wheelbase S90 L has had a 120mm stretch

Volvo creates an efficient production structure, ensuring future capacity for growth.” Lars Danielsson, Volvo’s senior vice-president for the Asia-Pacific region, added: “We are leveraging our advantage of being one company [with owner Geely] instead of a joint venture. China is replacing


the US to become the world’s biggest premium car maker.” Volvo’s new Chinese sites will join its plants in Sweden and Belgium, which will make certain 90 and 60-series models. A new plant in South Carolina will eventually join the list and make the 60-series. SAM SHEEHAN

Front seat gives way to a screen and extra room

Volvo CEO Håkan Samuelsson believes the growth in car sharing will cause the world’s car market to split into four main sections. Speaking at the launch of the Volvo S90 L in Shanghai, Samuelsson said the most popular form of car usage in the near future will be shortterm rental. “Like [taxi hail services] Uber and Lyft, our role will soon be to provide autonomous-driving cars that are part of that sort of mobility,” he said. “That’s why Volvo has partnered with Uber to grow in this area of the market.” Samuelsson said the second most popular form of car usage would be peerto-peer sharing. “If you need mobility for a longer time, maybe a week, we think there will be a market for car sharing, which we are already exploring,” he said. “While we develop into peer-to-peer car sharing, we must develop car connectivity as these two are heavily linked.”

With connected cars, it will become convenient to use a smartphone app, for example, to request a car. This sort of car usage will still be relatively short term, so Samuelsson believes it can’t cater for people who want to own a car for longer periods of time. “When you want your own car, people will use a form of subscription, where they pay in a monthly fee, like you do for a phone contract,” said Samuelsson. He suggested that this sort of contract would be similar to personal contract purchases, which are already the most popular way to buy a car in the UK today. Samuelsson explained that the more traditional purchasing of a car would therefore become the smallest contributor to the new car market. “Of course, in parallel to this will be the traditional buying of a car, but it will not be the main way any more,” he said. “Some people will always want to own their own vehicles.”

Volvo is working on autonomous cars with Uber

S90 Excellence is aimed at wealthy business people

MORE UPMARKET LOOK FOR MG’S NEW NISSAN JUKE RIVAL MG has released a sketch of its upcoming Nissan Juke rival ahead of its public debut at the Guangzhou motor show in China next week. The new compact crossover is set to slot into MG’s line-up beneath the larger GS and will go on sale in the UK in 2019. Codenamed ZS but expected to have a different name in production, the new crossover differs dramatically in looks from the GS and is intended to give it a more upmarket appearance.  Among the engines planned to power the ZS is MG’s turbocharged 1.5-litre four-cylinder petrol unit, with 164bhp and 184lb ft of torque. It will be offered with the choice of either a six-speed MG crossover is manual or seven-speed dualset to go on sale in the UK in 2019 clutch automatic gearbox.


AUDI TESTS ITS cars in the UK on Welsh roads two to three times a year. It tests not only upcoming models, but also ones that are a couple of years into their production cycle to see if the original chassis settings are still being successfully applied by the factory, and what might need changing for the facelift. A FASTBACK VERSION of the Mazda 3 will still be offered when the nextgeneration car goes on sale in 2018 – despite falling sales of such models in the UK and saloon versions of the 3’s biggest rivals not being offered here. Currently, 18% of 3 buyers opt for the Fastback in the UK, but that number is much higher in mainland Europe and Ireland.

A MAINSTREAM hybrid Ferrari model is conceivable in the medium term, according to senior management, but the technology will be used to improve performance rather than reduce fuel consumption. Company engineers regard the power-to-weight ratio of current hybrid and battery systems as too poor. Higher power densities from future batteries would allow lighter cells to be used, making more sense of hybrid drive for out-and-out supercars. AT THE RECENT opening of Kia’s flagship GWR store in west London, its global boss, Thomas Oh, explained why the firm is so successful in the UK. He said the lack of strong UK rival brands makes the market easier to grow in than other European markets such as France or Germany, whose numerous home brands dominate sales.



Steve Cropley MY WEEK IN CARS

McLaren 540C’s ease of use is as impressive as its performance

Bond-spec Jaguar C-X75 came in V8 manual form


Never thought of myself as a natural supercar owner, not even after a big lottery win. That’s probably the result of 30 years’ haranguing by the Steering Committee, going back to days when we owned one, to the effect that the world’s best car is a Range Rover. However, after a wonderful 300mile sojourn by McLaren today, I now know that if the stars aligned, financially speaking, I would buy a base-spec, £126,000 540C (see p42). What makes the 540C so desirable is that its 24-carat supercar credentials are accompanied by convenience, refinement, comfort, practicality and low-speed enjoyability (if that’s a word). This was my first real chance to savour several years’ worth of subtle development by McLaren of its Sports Series models that amounts to major achievements, even if they never make headlines. It means that instead of locking your Macca in the garage and carefully editing the conditions before driving, you can jump in at any time knowing good times await. We’d still need the Range Rover, mind.


Shocked at the sudden death of Martin Leach, former Ford of Europe boss, who succeeded Richard Parry-Jones as leader of the engineering and design group that, through the 1990s, turned Fords and Mazdas from also-rans into market leaders. Among the cars Leach inspired were the Mazda RX-8 and the Mk1 Focus RS. He was a feisty character who famously fell out with the occupants of Ford’s ivory tower. The brass hats were so keen to get rid of him that they announced his departure before telling him – which cost them £1.6 million in court and set him up for a freewheeling business career. Above all, we should

The winners’ philosophies converged on the need for step-changes in technology ❞ venerate this energetic and wise man for his last and best achievement: working on the Chinesebacked NextEV supercar until the very end.


To the Royal Automobile Club to see Gordon Murray collect the Dewar Trophy, the nation’s premier award for pioneering automotive tech. Murray could arguably have won this before, but this win especially recognises the development of iStream, Murray’s manufacturing technique that combines simplicity and logic to produce much lighter vehicles, more simply and efficiently.

AND ANOTHER THING… See this long queue of people? They’re enthusiasts at the recent Cholmondeley Castle Rallyfest, intent on acquiring the autograph of former rally superstar Ari Vatanen. The commitment of true rallying enthusiasts was a proper eye-opener.

Also awarded was the Simms silver medal – for adventurous achievement in the automotive field – to Riversimple’s Hugo Spowers, who has produced an advanced, lightweight, hydrogen-powered ‘local car’, called Rasa, which he aims to replicate first in 20 prototypes and eventually in 5000-peryear production. The winners’ philosophies converged on the need for much lighter cars and for step-changes in technology, not mere incremental improvements.


While interviewing Craig Wilson, CEO of Williams Advanced Engineering (story soon), I learned two fascinating facts. First, that when his company was incorporated to put the stillborn hybrid Jaguar C-X75 supercar into production, it also built several V8-engined versions, to be driven by a Bond villain in the film Spectre. “The production company’s drivers loved the car,” Wilson said, “but after testing a paddle-shift version they decided they needed a conventional clutch pedal to do the stunts. Filming schedules were punishing, so our guys pulled out all the stops, designing and fitting one overnight. Their speed amazed everyone – even our F1 guys, who are used to doing things yesterday.”






HONDA CIVIC 1.5 VTEC TURBO SPORT All-new hatch has grown, gained a downsized 180bhp petrol engine and chosen convention over invention. All good moves?


or the past 10 years, the Honda Civic has provided a handy reference point for anyone shopping for a new hatchback. Family five-doors simply haven’t come any more wonderfully weird. When the eighth-generation Civic was unveiled in 2006, it challenged accepted norms on mechanical layout, as well as what constituted appealing styling and a tolerably comfortable ride and handling compromise. And when the ninth-generation car followed, the daring styling and innovative packaging (fuel tank located under the front seats, making room for the cleverest and most versatile rear seats of any hatchback) were carried over, and the jostlingly firm ride and rapier steering toned down. Now it’s all change. Civic generation 10 trades ‘alternative’ for ‘competitive’ in so many ways. In a switch that bears witness to how difficult it has become to launch a truly outstanding car in this very crowded market segment, Honda is moving away from the original thinking that made the British-built Civic an exemplar

of quirky innovation. Instead, it has apparently accepted the need to play by the same rules as the Volkswagen Group, the PSA Group, the Renault-Nissan Alliance, Toyota and everyone else. So the new Civic hatchback has switched to an all-new global platform shared with its US-market saloon and coupé derivatives. It is significantly larger than before and is now a whisker under 4.5 metres in length, with a 2.7-metre wheelbase that becomes the longest in the European C-segment. Two-thirds of the engine line-up is new. There are two downsized turbocharged VTEC petrols ranging from 1.0 to 1.5 litres and 127bhp to 180bhp. The 118bhp 1.6-litre i-DTEC diesel, due to join the Civic range six months after launch, is the only carry-over. The Civic is wider and lower than its predecessor, too. Its body-inwhite is 16kg lighter than that of the last Civic and 52% more torsionally rigid, and the car’s centre of gravity is 10mm lower. Most of which sounds like good news. And yet, to lower the floor, ◊

❝ Honda’s new 1.5-litre turbo engine seems a worthwhile step forward for the Civic

❞ Driver now sits lower in front of a somewhat more conventional-looking fascia ∆ roofline and centre of gravity sufficiently, to better locate its driver at the centre of its driving experience spatially and to create the necessary cabin room to rival the leading European hatchback set, Honda has reverted to siting the fuel tank in the conventional place, just ahead of the rear axle, and jettisoned those ingenious ‘magic’ rear seats. The gains offered up as payback for the Civic’s relocation towards the

notional five-door mainstream are a more upmarket cabin ambience and a more engaging drive, which is facilitated by independent rear suspension on all versions of the car and new four-stage adaptive dampers fitted to upper-level Sport-badged models, such as our 180bhp 1.5-litre VTEC Turbo Sport test car. In the metal, the new Civic is unmistakably big. Given tacit permission to grow, in European

Twin exhaust, sporty styling and adaptive dampers are standard-fit Sport items 24 AUTOCAR.CO.UK 9 NOVEMBER 2016

showrooms at least, by the void where the Honda Accord used to be, the car has what designers call ‘good stance’: it looks wide, with its wheels dragged out towards the corners, and has a gently curving roofline. There’s little of the visual compactness that the Civic has traded on so effectively over the past four decades. The oversized grille, air intakes and lights, meanwhile, are fairly transparent attempts to disguise the car’s bulk and decorate a relatively unimaginative shape compared with what Civic customers will be used to. The biggest change inside is the driving position. Moving the fuel tank has allowed Honda to lower the driver’s hip point by 35mm, so you feel much less perched up at the wheel than in the outgoing Civic and you have more head room. But the layout of the dashboard has significantly altered, too. Gone are the old car’s split-level instruments and driver-focused asymmetrical fascia, and in comes an architecture that’s a little more expensive to the touch and spaceefficient, albeit much more ordinary on the eye. The rev counter and speedo are on a colour TFT screen, which is flanked by stylised digital temperature and fuel gauges. But

counted together, they lend the interior only a superficial air of technical sophistication that Honda’s new 7.0in touchscreen infotainment system attempts, but ultimately struggles, to build on. Material quality is high almost everywhere, but the cabin’s sense of perceived quality isn’t so cleverly conjured as it is in an Audi A3 or Volkswagen Golf. The Civic has a soft-touch roll-top dashboard pad, but its plastics are otherwise mostly hard. Although its switchgear feels very solid and robust, the button consoles aren’t as skilfully arranged as they could be and don’t look or feel as designed or expensive as an A3’s. Plenty of existing Civic owners will be more interested, you’d imagine, in usability than in premium feel, though, and the better news is that making the Civic grow has compensated for the abandonment of what made the previous car so cleverly packaged. Passenger space in the second row is good, with plenty of leg and head room for all but the tallest adults, and boot space is close to class-leading, at 478 litres with the back seats in place. But here’s the bad news for all those new owners whom Honda has been hoping to conquest.

Latest Civic is bigger and now has the longest wheelbase in its class Making the Civic that much bigger hasn’t, unsurprisingly, made it much more engaging to drive. Not, at any rate, to the extent that you’d notice on the 30min test route that Honda permitted us. The 1.5-litre turbocharged petrol engine offers significantly better real-world performance and drivability than the current Civic’s normally aspirated lumps, and there’s refinement and roundedness to the dynamic character. But even in Sport trim (which buys those adaptive dampers, sporty styling and a centrally mounted sports exhaust), the Civic isn’t a shining reason for a keen driver not to buy a Seat Leon, Ford Focus, Mazda 3 or any other hatch at the sportier end of this class. The Civic steers with well-judged pace and weight and it corners precisely, with strong grip levels and more than adequate body control. That it doesn’t exactly feel agile or brilliantly balanced underneath you has more to do with the long wheelbase than anything, but there’s no mistaking the fact that it doesn’t. There’s also no mistaking what the Civic does best: ride. With those adaptive dampers set to Normal mode, there’s pleasing compliance and decent isolation about the way that the car interacts with the road surface, and the new rear axle deals with mid-corner bumps very

effectively indeed. Select Dynamic and the ride becomes tauter but retains a sense of pragmatism and decent bump absorption. Honda’s new 1.5-litre turbo engine, meanwhile, seems like a worthwhile step forwards for the Civic – without quite seeming like the best motor of its kind. It has good throttle response and a mid-range delivery that’s strong but not so strong as to feel abrupt or non-linear. It’s quiet and smooth at low and medium revs but gets slightly noisy and breathless above 5000rpm. Received wisdom suggests that hatchback buyers want their cars to be good at everything, and if that notion is to be trusted – if cars don’t get on the company fleet lists these days unless they’re all so similar that they’re damn near equally quick, economical and practical and generally of a type – then moving the Civic into the centre ground could be a sales masterstroke. This tester is sad to see a car that stood out for being genuinely different replaced by one so conservative. Nevertheless, the new Civic is still a long way from dull or insipid, and if its change of character gives you permission to consider one, chances are you’ll still find it a refreshing break from the norm. MATT SAUNDERS


HONDA CIVIC 1.5 VTEC TURBO SPORT All-new Civic is broadly more competitive than its predecessor but it is also a lot more ordinary

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

£21,500 (est) 4 cyls, 1498cc, turbo, petrol 180bhp at 5500rpm 177lb ft at 1900rpm 6-spd manual na na na 47.1mpg 137g/km, 24% Volkswagen Golf 1.4 TSI, Audi A3 Sportback 1.4 TSI

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MERCEDES-AMG GLC43 4MATIC Mercedes’ mid-sized SUV gets the go-faster treatment with twin-turbo V6 power


MG’s new ‘43’ performance series has, thus far, been something of a disappointment. The SLC43 we tested earlier this year offered plenty of punch but lacked the raucous AMG magic of old, and the C43 4Matic Estate – a semi-skimmed alternative to the full-fat C63 – was denounced for its uncommunicative steering and compromised body control. So we were apprehensive about the least focused 43-badged model yet, the GLC43. Like the cars above, the GLC receives a twinturbocharged 3.0-litre V6 petrol engine, a nine-speed automatic transmission and a rear-biased four-wheel drive system. Mercedes claims a 4.9sec 0-62mph time and an electronically limited 155mph. However, straight-line pace has never been an issue for AMG. Ultimately, the GLC43 needs to excel with its ride and handling, especially given the quality of the competition. Both the Porsche Macan GTS and Jaguar F-Pace S offer sports car-like

driving dynamics, as do the BMW X4 and Audi SQ5. Adaptive suspension, variable steering and a kerb weight of 1845kg – some 125kg less than the Porsche – should ensure that the GLC43 can run with the pack. With 362bhp and 384lb ft, the GLC43 feels properly quick. Push the throttle pedal through the kickdown and, after the briefest of pauses, the Mercedes hunches down and fires itself towards the horizon. Thanks to those two turbos, there’s plenty of low-down torque to make overtaking a breeze and the automatic gearbox is quick to drop a few cogs if Sport or Sport Plus mode is selected. It’s an excellent transmission that delivers consistently fast and precise shifts, and manual mode means manual, so you have to be careful not to run into the 5700rpm soft rev limiter. However, Mercedes hasn’t sacrificed ride comfort in the pursuit of handling ability. Even with the car’s 19in wheels, the adaptive suspension does an impressive job

of smoothing out imperfections, and although there’s some road roar from the vast rubber, wind noise is relatively unobtrusive. Turn off the motorway and onto a country road and the multiple driving modes allow you to stiffen the suspension, sharpen the steering and speed up the gearshifts. It sounds good in theory, but our experience of the C43 revealed that it was tricky to find a happy medium among all the settings. That car was either too wallowy or too stiff. Thankfully, AMG has found the correct balance here. The suspension feels pliant and well damped even in Sport Plus, shaking off multiple mid-corner inputs. Outright grip is impressive for a near two-tonne car and that rear-biased 4Matic system is genuinely effective exiting slower corners, even allowing the car to adopt a small amount of attitude. If you push on further, there’s a bit of body roll – more than in the Macan or SQ5 – and the steering hardly bristles with feedback, but this is only

a factor through high-speed direction changes. Point to point, we doubt it would be far behind the Porsche. With impressive straight-line performance, well-resolved handling and a cosseting ride, the GLC43 is the most complete 43 variant we’ve driven. The 3.0-litre V6, nine-speed automatic gearbox and rear-biased four-wheel drive system feel at home here and, more important for families, it has one of the most luxurious interiors in the class, plenty of room in the rear and a huge boot. Granted, the GLC43 doesn’t quite have the sharpness of the Macan GTS or the straight-line pace of the SQ5 but, as an all-rounder, it’s a genuinely impressive machine. NEIL WINN


MERCEDES-AMG GLC43 4MATIC AMG turns the GLC into a pointto-point weapon, but not to the detriment of comfort or practicality

AAAAC Price Engine

Under the bonnet sits a 362bhp twin-turbo 3.0-litre V6; cabin feels luxurious and has plenty of room

£47,875 V6, 2996cc, twin-turbo, petrol Power 362bhp at 5500-6000rpm Torque 384lb ft 2000-4200rpm Gearbox 9-spd automatic Kerb weight 1845kg 0-62mph 4.9sec Top speed 155mph (limited) Economy 34.0mpg (combined) CO2/tax band 189g/km, 34% RIVALS Porsche Macan GTS, Audi SQ5





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BMW M240i Revised performance coupé now packs a bigger punch and a new name


he BMW naming convention music has stopped once again and, in this year’s scramble for a seat, the M235i has been elbowed aside by the new M240i and made to sit in the corner. But in truth, there is more to this replacement than just a bigger-numbered badge affixed the compact two-door coupé’s bootlid. In the same vein as the new M140i, BMW has tickled its twin-scrollturbocharged 3.0-litre straight six petrol engine to produce an extra 14bhp, bringing the new total to 335bhp at 5500rpm, and it now offers 369lb ft between 1520rpm and 4500rpm, some 37lb ft more. Naturally, the M240i is quicker in a sprint than the M235i. Our manualshifting car is capable of 0-62mph in a claimed 4.8sec, 0.2sec faster than before. And in yet more Bavarian wizardry, fuel economy has also improved by up to 7%, so the manual version now returns 36.2mpg combined and emits 179g/km of CO2. The final main changes are a revlinked vibration damper (automatic

version only) that aids engine refinement between shifts under load, and a new acoustic bonnet shield designed to filter out other noises to make the engine sound purer. With no chassis changes in this revamp, the main focus is on the M240i’s more powerful engine, and what an engine it is. You rarely find yourself hurriedly snatching a lower gear in need of higher revs here. The straight six has absolutely no issue being at the other end of the dial, either, and neither will you: the noise is deep, purposeful and muscular. If there are any problems with the performance, it’s perhaps that there’s a little too much and the M240i’s rear tyres are easily overwhelmed on wet roads. Still, keep the car in Comfort or Sport mode and the traction control is quick to save the day. Only Sport Plus really demands your fullest attention when the going gets soggy. In the right conditions, though, Sport Plus is exactly where you’ll want to be. The throttle, steering and optional adaptive dampers are

primed for action and all feel their best in this mode, ensuring the M240i remains every bit as poised, agile and communicative as its predecessor. It falls only just short of the handling benchmark set by the Porsche 718 Cayman, which keeps its body better vertically planted and steers with a touch more linearity. But the M240i’s marginally softer approach and, in particular, the adaptive dampers in Comfort mode make it the more rounded prospect. Dialled right back, the engine settles down and the suspension is allowed to breathe enough that everything from sleeping policemen to highfrequency ruts never intrude. Still intact, too, is the 2 Series coupé’s upmarket cabin. Two adults sit comfortably in the low-slung front seats, and the boot is big enough for a couple of medium suitcases. The dashboard materials are soft, the switches are nicely damped and the iDrive multimedia screen has had a makeover that makes it even easier on the eye yet every bit as easy to use.

By choosing the M240i, you forgo the M140i’s better practicality and lower price, but few would argue that the coupé isn’t prettier. There’s always a case for choosing a manual gearbox in a sports car, too, but the manual shift isn’t the slickest out there, whereas BMW’s eight-speed auto is one of the best, improves CO2 emissions and fuel economy and brings a quicker 0-62mph time. For those willing to step away from comfort and practicality even further, the 718 Cayman remains the benchmark driver’s car at similar money. Still, the cheaper, betterequipped M240i now has a cylinder advantage (six to four) and is only just behind in terms of grin factor. RORY WHITE


BMW M240i COUPE More power, more speed, more noise: revamped BMW performance coupé is sweeter than ever

AAAAB Price  Engine 

M240i strikes a happy balance between crisp handling and a compliant ride; multimedia screen has new graphics

£35,903 6 cyls, 2998cc, turbo, petrol Power  335bhp at 5500rpm Torque 369lb ft at 1520-4500rpm Gearbox 6-spd manual Kerb weight 1505kg 0-62mph 4.8sec Top speed 155mph Economy 36.2mpg (combined) CO2/tax band 179g/km, 32% RIVALS Mercedes-AMG CLA45, Porsche 718 Cayman




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Audi downsizes its Q-badged SUV line-up by one more notch


Price £23,930



Power 148bhp Torque 184lb ft 0-60mph 8.1sec 30-70mph in fourth 12.4sec Fuel economy 45.3mpg CO2 emissions 124g/km 70-0mph 45.5m

ROAD TEST aving proven how successfully it can do small, medium and large conventional SUVs, Audi’s Q family is about to get a whole lot more stylish and exciting. Over the next few years we’ll see some even-numbered Q models, with coupé-aping styling, steadily slotting in next to their existing oddnumbered equivalents and offering more dynamic driving experiences as well as the sharper looks. Next to the new Q5 will be a BMW X4-rivalling Q4, and alongside the seven-seat Q7 will be an X6-chasing Q6. There are even murmurs that a new range-


topping Q8 is currently under consideration at Ingolstadt. But ahead of them all comes this week’s road test debutant, ready to prove that there’s still no more trendy car on the planet than a fashionable compact crossover: it’s the small but eye-catchingly formed Q2. First seen as the Crosslane Coupé concept in 2012, the Q2 is the fourth new SUV from the Volkswagen Group to arrive this year that is based on the increasingly ubiquitous ‘modular transverse matrix’, or MQB, platform – coming on the heels of the VW Tiguan, Seat Ateca and Skoda Kodiaq. The next Skoda Yeti will move onto the same underpinnings, too. But you’d be ignoring an apparently quite different mission statement if you blithely bundled the Q2 in with those in-house siblings. Audi is playing to a younger and more design-conscious crowd here than most crossover makers have of late, and is clearly beckoning to owners of the likes of the Nissan Juke, Mini Paceman, DS 4 Crossback and others to come and experience life in an equally alternative-looking, proper premium-branded car. And it’s offering them more than just visual allure and that coveted band of four chromed rings here. The Q2’s big sell is built not only on typical crossover utility and convenience but also keener performance and handling than you normally get from the type, as well as all the material quality and infotainment that Audi routinely offers further up the food chain. Turbocharged petrol and diesel engines making up to 187bhp, manual and dual-clutch automatic gearboxes and front and four-wheel drive are all on the Q2’s mechanical menu, while customers can also chose from ruggedised, bespoilered and duotone styling themes. We chose a mid-level, mid-spec, front-driven, 1.4-litre turbo petrol model to provide an introduction to Audi’s new SUV chapter.


Dependable handling  First-rate packaging  Lower Q-range price point WE DON’T LIKE

Anodyne identity  Slightly breathless petrol engine  Higher trim level expense

 High, octagonal grille is a single piece, rather than split by a bumper as on some Audis. It gives the Q2 an appropriately tough, SUV-like appearance.

 The Q2 looks at its coolest and meanest with these LED headlights, although they’re a £975 option. The standard headlights are halogen.

 Q2’s design style is ‘Polygonal’, which means ‘inspired by Kryten from Red Dwarf’s head’, we think. It’s at its most noticeable along the split shoulder line.

 More muscular intakes appear low down and to each side at the front. At first glance they look like they channel air to the brakes, but their function is purely decorative.

 Floating C-pillar is a blade of contrasting colour in Sport or S line trim. In entry-level SE trim it stays the same colour as the rest of the body.

 Black underbody plastic is another mark of a beefy SUV. By raising the body colour farther off the ground, it makes the car look like it rides higher than it actually does.

 Rear spoiler reduces the height of the rear window for a more dynamic look, keeps the airflow laminar and helps to stop muck from building up on the rear.

 Silver rear undertray is meant to look like a rufty-tufty off-road skid plate and is effective enough at doing so.


AAABC To someone unfamiliar with Audi’s overarching model positioning strategy but familiar with the Q3, it might seem odd that the company isn’t choosing to launch a new small crossover that’s, well, a bit smaller than this. At 4191mm in overall length, the Q2 is almost 200mm shorter than the Q3 and shorter even than the three-door A3 hatchback, slotting in between the Mini Countryman and Skoda Yeti in terms of overall size. ◊

Crosslane Coupé previewed Q2 in 2012


 Drive Select button is standard with Sport trim and fettles the steering weight and throttle map. Add the £875 adaptive dampers and it’ll manage those, too.

 Nothing wrong with the Q2’s instrument cluster, but if you want the 3.5in Driver’s Information System in colour — and you do — that’s an additional £150.


AAAAC Audi’s MMI system has evolved into an admirable bit of kit, and doubtless buyers will appreciate the fact that even the cheapest Q2 earns the basic set-up, incorporating both Bluetooth and DAB. Expect both to operate faultlessly, functionality being one of MMI’s strongest suits. This is actually slightly easier (or more familiar, at least) with the dial-style controller than with the cost-option Virtual Cockpit, although the latter is likely to remain highly desirable come resale. Our test car did without it but added sat-nav as part of Sport


trim. The SD card-based system is highly commendable, and with an embedded data SIM and three months of Audi Connect thrown in, it adds Google Earth and Google Street View to its capabilities. The standard phone interface means integration with Apple CarPlay and Android Auto is also seamless, as long as you don’t mind using the USB socket rather than Bluetooth to pair your mobile. The standard stereo is okay but can be upgraded to Audi’s 10-speaker Sound System for £255, or to B&O’s 705W, 14-speaker set-up for £700.

 The 7.0in screen and MMI controller are fixtures across the entire Q2 line-up, but satellite navigation isn’t included on the entry-level SE model.

ROAD TEST ∆ It could have been shorter still; plenty of jacked-up superminis are. But this is Audi, remember, and these days it rarely settles for one new model where there’s room for a couple. So don’t be surprised if another odd-numbered Q-car pops in at the very foot of the firm’s SUV range in a few years’ time, carrying the sub-£20,000 entry point that the Q2 narrowly misses. The car’s distinguishing styling features are many and pleasing to see from a firm so used to playing it safe with evolutionary updates. The Q2’s ‘single-frame’ radiator grille looks even more dominant here than on other small Audis, switching from hexagonal to octagonal form. The car’s flanks are slightly concave, decorated by an innovative chamfered shoulderline and a C-pillar ‘blade’ in a contrasting colour on most trim levels. At the rear, a plunging coupé roofline is complemented by a raked rear screen, oversized tail-lights and plenty of surface interplay on the tailgate. You can decide for yourself if what results is a good-looking car – but it’s clearly trying to be one. Underneath, the Q2 has a predictable but promising make-up. Engines range from a turbocharged 1.0-litre three-cylinder petrol unit with 113bhp, through four-cylinder

turbo petrols of 1.4 litres (with 148bhp) and 2.0 litres (with 187bhp) to four-cylinder turbodiesels of 1.6 litres (114bhp) and 2.0 litres (148bhp and 187bhp). Those engines mount transversely and drive the front wheels as standard, with clutchbased four-wheel drive, capable of sending up to 50% of the torque rearwards, standard on the rangetopping petrol and diesel engines and optional with the mid-range oil-burner. Gearboxes are either six-speed manuals or seven-speed S tronic dual-clutch automatics. Opt for quattro and you’ll get a car with independent multi-link rear suspension; stick with frontwheel drive and your rear axle is suspended via a torsion beam. But all Q2s benefit from a progressive-rate electromechanical power steering system whose directness increases with steering angle, while adaptive dampers are available as an £875 option and allow the driver to soften or firm up the ride as desired.

 Our test car’s mid-range trim earned it sports seats, but the black and red Milano leather, with contrasting stripe and stitching, is a £1300 option.


AAAAC Audi’s impressive run of compelling and high-quality interiors does not fall at the Q2 hurdle. Derived for the most part from the latest A3, the cabin towers over mainstream competition such as the DS 4 and ◊




1020m m max


m 0m 72



Kerb weight: 1265kg 2601mm


4051050 litres


ax mm

Typical leg room 720mm



VISIBILITY Nothing to grumble about. A-pillars are unobtrusive and door mirrors decently sized. Over-shoulder view is only marginally obscured by C-pillar.


 Decent leg and head room make the rear pew acceptable for adults, but taller occupants will notice the car’s supermini proportions before the averagely sized.

Not tested on this occasion, although our test car featured the cost-option extra of full LED units for £975.

circle: 11.1m Turning 1547mm

Width 940-1240mm Centre



W H E E L A N D P E DA L ALIGNMENT Typical Volkswagen Group spacing of the pedals: comfortable, reasonably broad and very intuitive.

Height 590-840mm Length 800-1520mm

 A generous boot opening reveals a similarly ample load bay. The 60/40 split bench folds forwards easily, but there are no release catches in the boot.


∆ Juke in terms of fit and finish. It’s aesthetically pleasing, too, Ingolstadt having gone cleverly two-tone with a slightly revised dashboard in an effort to wring a little more dynamism from the familiar styling. Side-by-side fingertip analysis would suggest that Audi has taken the opportunity to make some bottomline savings compared with the material choices made in the A3, but none is dramatic enough to sully the first-rate impression the Q2 gives off. Its proportions are essentially on the money, too. Given the model’s stunted length, you could hardly expect more space than it provides. Leg room in the rear is equal to that of a well-packaged modern supermini, meaning that you’ll get an average-sized adult behind an average-sized adult, and because the roofline is modestly higher than in a hatchback, there’s the impression of greater space once seated. Seating a third occupant in the rear would have to be a temporary arrangement, although the same could be said of the larger Q3 and comes as no surprise anyway.

Given the right-sized nature of the cabin, it’s to Audi’s credit that there’s been no sacrifice of boot space practicality. Indeed, the manufacturer suggests there’s only a 15-litre capacity difference between the Q2 and Q3 – and at 405 litres, the crossover is rated as marginally more capacious than the A3 Sportback. A double floor contributes to that, though, increasing volume in its lower position but leaving you with a mighty lip to negotiate when hauling items in and out. The upper setting eliminates that – providing you with a totally flat load space when you lower the rear seats – and is probably the position most owners will opt for, even with the capacity forfeit.


AAABC With only the front wheels to drive, the 1.4 TFSI ought to have been the ideal engine to supply the airy spiritedness that Audi claims for the Q2. With 184lb ft nominally on tap from 1500rpm, it has proved itself worthy in previous applications, and

we expected nothing less this time. Perusing the figures over the page, you might assume that the fourcylinder unit has delivered, given its 0-60mph time of 8.1sec, but the through-gear acceleration doesn’t provide the full picture. Away from the compulsory business of driving flat out on Millbrook’s mile straight, the petrol motor proved to be surprisingly breathless at low revs, with its turbo lag made palpable below 2000rpm by a reticence to make decent headway even in the lower ratios. This hesitancy can be avoided with more enthusiasm, of course, but a meandering reluctance to accelerate away from junctions in second gear does make the Q2 seem less biddable than it otherwise might. Get over the initial hump and the pace smooths out into the kind of linear progress to which we’ve become accustomed, yet even here the engine fails to conjure up the kind of energetic top-end momentum that would have you testifying to its appropriately brisk 0-60mph time – or even the fact that it takes only

0.1sec more to get from 30mph to 70mph. Hindered by a slightly paunchy kerb weight (Audi quotes a 40kg gain over an equivalent A3 Sportback, but our test car was an additional 51kg beyond that, at 1316kg), the Q2 tends to feel more functional than expressively fun. Most buyers – or at least those unswayed by Audi’s marketing push – will probably accept the distinction, especially as the 1.4 TFSI engine’s cylinder deactivation function means that the Q2 delivers respectable efficiency. True MPG testing returned a 45.3mpg average, which is inferior, naturally, to the 52.3mpg official claim but competitive nonetheless and sufficiently frugal to provide a genuine 500-mile range.


AAABC Experience gleaned from the Q3 has taught us what to expect from an Audi crossover born of hatchback underpinnings: sterling body control, obliging agility and unambiguous stability. The smaller, lower Q2 proves little different.

T R AC K N O T E S That the Q2 took the Hill Route mostly in its stride says much about the way it has been set up. Most higher-sided crossovers, even compact ones, tend to be upset by Millbrook’s deliberately stressful gradients, but the Audi is well placed to resist its weight-shifting tendencies, and while the tacked-down composure of a conventional hatch is ultimately missing from the handling repertoire, it never leans excessively. As you might expect, better lateral control of the body means that it tends to maintain its hold on the road for slightly longer, and while understeer lurks at the outer limit of its ability, there’s sufficient grip leading up to it to make pushing on a worthwhile exercise. The notion is encouraged by the steering, which may shun feedback but at least manages to make its variable-ratio rack predictable. Combine all this with the advantages of the car’s small size and the Q2 makes for an agile, if unremarkable, steer.

 Steep ascent to T6 saps the motor’s energy, but steering is accurate enough to make the blind corner seem straightforward.


T4 T3

T6 T1

 The Q2 moderates body roll and understeer well through T2 and manages to keep its stability control intrusions subtle. T7





Audi Q2 1.4 TFSI Sport (12deg C, dry) Standing quarter mile 16.6sec at 86.5mph, standing km 30.1sec at 108.5mph, 30-70mph 8.2sec, 30-70mph in fourth 12.4sec 30mph



















Vauxhall Mokka 1.4T (12deg C, dry) Standing quarter mile 17.7sec at 80.2mph, standing km 32.2sec at 101.2mph, 30-70mph 9.4sec, 30-70mph in fourth 15.3sec 30mph


















22.8s 20s


60-0mph: 2.7sec 30mph-0


8.4m 0


8.3m 30mph-0



22.9m 20m

45.5m 30m

23.0m 50mph-0


45.8m 70mph-0


❝ The Q2 is firm, formally mannered and typically direct ❞

In broad strokes, Ingolstadt has succeeded in its stated aim of producing a mildly high-sided car which drives like an oversized supermini. Anyone craving the gentler lope of a larger SUV will be disappointed; on passive suspension, the Q2 is firm, formally mannered and typically direct. As with the Q3, the model’s physically longer suspension travel is kept on a short leash. Larger undulations reveal slightly more liberal body movement than is usually typical of Audi’s hatchbacks, but the sensation tends to be held rigorously in check; ditto the lateral roll when cornering. While this doesn’t translate into an entirely blemish-free ride quality, the chassis bent suits the progressive (but never less than quick) steering, and it is the incisive integration of the two that provides the Q2 with a familiarly alert driving style. This works in the crossover’s favour most of the time. Sitting lower than you would in a Q3 and on suspension that succumbs less to a nondescript staccato bob, you tend to just blithely get on with the business of driving it as you would any other small hatchback. That will quite feasibly suit most drivers migrating from a supermini into a compact crossover, but for anyone keen on pedalling along merely for the sake of it, the Q2’s refusal to stand out from its manufacturer’s line-up, or prove likeably different in the manner best demonstrated by the

recently arrived Seat Ateca, makes it a less persuasive prospect than we might have hoped for.


AAABC The Q2 range will in time be propped up by a 1.0 TFSI triple, starting at £20,230 and making an entry-level SE around £6k less than the cheapest Q3. Naturally, that notable price difference is crucial to the newcomer’s appeal as a more modestly priced way into a four-ringed crossover. And while you can have the likes of a Mini Countryman or Seat Ateca for less, Audi will be hoping to plunder some would-be buyers of both courtesy of its nominally superior desirability. But as you might expect from the brand, the Q2 is not modestly priced across the board nor generously equipped. Our Sport trim car with a smattering of options was £28,655, which isn’t far from a range-topping Ateca or even the larger VW Tiguan with the same engine. Predictably, the 1.4 TFSI, even with its admirable economy and 124g/km CO2 figure, isn’t the running cost champion (unless you’re preoccupied by benefit-in-kind, in which case you should wait for the 1.0 TFSI). That honour falls to the 1.6 TDI (114g/km, 64.2mpg combined), which, in Sport trim and with 17in alloys, sat-nav and cruise control, costs £24,030 – or £150 more than the equivalent Ateca, despite the Audi’s deficiency in size, equipment and contract hire cost. ◊

 Q2 keeps its body in check by avoiding the loping ride of a more softly sprung crossover, and it has decently quick steering, but it never quite manages to engage.


DATA L O G AU D I Q2 1 . 4 T F S I S P O R T On-the-road price Price as tested Value after 3yrs/36k miles Contract hire pcm Cost per mile Insurance/typical quote

£23,930 £28,655 £15,050 £334.11 35p 20E/£595

EQUIPMENT CHECKLIST Satellite navigation 17in alloy wheels Cruise control Audi Drive Select 7.0in MMI display Bluetooth interface DAB tuner Audi connect services Front sport seats Manual air conditioning Light and rain sensors Red metallic paint Milano leather trim Driver Assistance pack Auto-dimming rear-view mirror LED lights Colour driver information display Comfort pack Options in bold fitted to test car = Standard na = not available

T E C H N I C A L L AYO U T £550 £1300 £725 £125 £975 £150 £900



TRANSMISSIONS 6-spd manual 7-spd dual-clutch auto


Construction Weight/as tested Drag coefficient Wheels Tyres


184lb ft at 1500-3500rpm



148bhp at 50000-6000rpm










Engine (rpm) 4000 6000


Steel monocoque 1265kg/1316kg 0.32 6Jx17in 215/55 R17, Michelin Primacy 3 Mobility kit

TRANSMISSION Type 6-spd manual Ratios/mph per 1000rpm 1st 4.11/5.2 2nd 2.12/10.1 3rd 1.36/15.8 4th 1.03/20.9 5th 0.86/25.0 6th 0.73/29.4 Final drive ratio 3.64:1






Front MacPherson struts, coil springs, anti-roll bar Rear Torsion beam, coil springs, anti-roll bar

Front Rear Anti-lock

ABS, EBD, ESC, ASR, Brake Assist Euro NCAP crash rating Not tested



Type Electromechanical, rack and pinion Turns lock to lock 2.0 Turning circle 11.1m

Idle 41dB Max rpm in 3rd gear 75dB 30mph 62dB 50mph 64dB 70mph 75dB




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



Town Rural Motorway Average Urban Extra-urban Combined

37.6mpg 56.2mpg 41.9mpg 45.3mpg 42.8mpg 60.1mpg 52.3mpg

Tank size Test range

50 litres 498 miles

TIME (sec) 2.8 4.5 6.1 8.1 11.0 14.1 18.0 23.9 31.9 -

2nd 2.9 3.0 3.6 -

3rd 5.0 4.3 4.4 4.9 5.9 7.3 9.8 -

4th 6.0 6.0 6.4 6.9 7.7 9.5 13.1 -

5th 8.1 7.5 8.0 8.6 9.5 11.5 -

6th 9.4 9.8 10.9 12.9 -

312mm ventilated discs 272mm solid discs Standard, with brake assist


CO2 emissions Tax at 20/40% pcm


6400rpm 6400rpm 5241rpm







65mph 131mph 131mph*

6400rpm 6276rpm 4448rpm *claimed

124g/km £84/£168


33mph 101mph 131mph

RPM in 6th at 70/80mph = 2377/2717 THE SMALL PRINT Power-to-weight and torque-to-weight figures are calculated using manufacturer’s claimed kerb weight. © 2016, Haymarket Media Group Ltd. Test results may not be reproduced without editor’s written permission. For information on the Q2, contact Audi Customer Services, Yeomans Drive, Blakelands, Milton Keynes MK14 5AN (0800 699888, 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, Contract hire figure based on a three-year lease/36,000-mile contract including maintenance; Wessex Fleet Solutions (01722 322888).

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


Audi Q2 1.4 TFSI Seat Ateca 1.4 TSI

20 Value (£1000s)


C H A S S I S & B O DY


Power output (bhp)

FROM £20,230 £22,380 £22,480 £26,930

Front, transverse, front-wheel drive Type 4 cyls in line, 1395cc, turbocharged, petrol Made of Aluminium block and head Bore/stroke 74.5/80.0mm Compression ratio 10.0:1 Valve gear 4 per cyl Power 148bhp at 5000-6000rpm Torque 184lb ft at 1500-3500rpm Red line 6400rpm Power to weight 117bhp per tonne Torque to weight 145lb ft per tonne Specific output 106bhp per litre

Torque (lb ft)

POWER 114bhp 148bhp 115bhp 148bhp

The Q2’s MQB architecture hardly requires introduction these days. Unlike the closely related Yeti and Ateca, though, the newest member of the club is built at Audi headquarters in Ingolstadt. But it does share the same high-strength steel underpinnings and the front MacPherson struts and rear torsion bar, with multi-link suspension reserved for the Haldex-based quattro version. Installation


50 litres

15 10

Mazda CX-3 2.0 Skyactiv-G

5 0 New

1 year

2 years

3 years

4 years

 Q2 isn’t quite expected to match the Seat Ateca’s values but is likely to be a solid prospect nonetheless.

R OA D T E S T N o 529 4

Read all of our road tests





Fit for purpose — but a less compelling option than it might have been

AAABC annily sized, credible to drive and pleasant to sit in, the Q2 is likely to win plenty of admirers. Most will flock to it for the look – and it is convenient to grade the car on that basis. If you appreciate Audi’s time and effort with the modelling clay, we have no significant reason to dissuade a would-be buyer. The Q2 is sufficiently practical, comfortable and economical for it to persuasively fill the driveway of anyone already convinced by the desirability of a premium-branded compact crossover. Conversely, if, for all its implied heftiness, the Q2 appears no more interesting than a hitched-up hatchback, there’s little here to otherwise convince you of its worthiness. It drives competently but no more convincingly than the better prospects among its rivals and, like most Audis, it doesn’t necessarily translate firm and forthright into greater involvement. It is not unreasonably expensive, yet there are bigger, better-equipped and better-value rivals for the price. That ought to make it a niche product, but the segment’s skyrocketing growth will no doubt allow Audi’s dinkiest crossover much broader success.








MATT SAUNDERS If you’ve well and truly drunk the Kool-Aid, the Q2 can be had in Edition #1 form, which gets you 19in wheels, Quantum grey paint and C-pillars in enigmatic gloss black. NIC CACKETT Our Q2 came with a £900 Comfort Pack, including heated front seats, dual-zone climate control and rear parking sensors — two of which are standard in a midrange Seat Ateca.

S P E C A DV I C E The prospect of a sub£30k S line-spec Q model will likely have buyers queuing up, but we’d be inclined to take the less ritzy Sport. If image is everything, the limited Edition #1 stands out from the crowd better.

JOBS FOR T H E FAC E L I F T SEAT ATECA 1.4 ECOTSI XCELLENCE £23,905 Arguably in the class above, but this is the stylish crossover of the moment. AAAAAB

SKODA YETI OUTDOOR LAURIN & KLEMENT 1.4 TSI £25,170 On the eve of its replacement, the Yeti still feels appealingly original in a way the Q2 doesn’t. AAAAC

MAZDA CX-3 2.0 SKYACTIV-G SPORT NAV AWD £22,495 The Q2 beats the CX-3 in several ways, but Audi money buys you a spunky range-topping Mazda. AAABC

AUDI Q2 1.4 TFSI SPORT £23,930 Decent in all the ways you’d expect, although not by enough to make it a compelling buy in a busy segment. AAABC

V E R D I C T S O N E V E RY N E W C A R , P 82

MINI COUNTRYMAN COOPER ALL4 PARK LANE £23,090 Also about to go off sale; chunkier than the Q2 but a little more wearing to drive. AAACC

 Be a mite less ‘dynamic’ with the suspension. We’d accept a little more roll for a freer ride.  A bit more low-end gusto wouldn’t hurt the four-pot petrol engine — or lose some weight.  Make the standard car better resemble the overpriced — but winsome — Edition #1.




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D E I R U B E R U S TR E A C has lived 0 4 5 n e r a L c M The s brilliant it f o w o d a h s e in th teve Cropley S t u b , g n li ib s 570S lly an unsung a u t c a is it if s r wonde g uiling talent, e b y ll a u q e h it hero w 00 sav ing ,0 7 1 £ l o o c a t a on ly IOR PH PHOTOGR A



ar buyers come in all shapes and sizes, but you’ll search a long time before you find a supercar owner whose proud boast is that he chose the cheapest model going. In my experience, a person who buys something as gloriously unnecessary as a Ferrari, Lamborghini or McLaren belongs to one of two types. They’re either so passionate about performance, driving and fine engineering that they’ll shell out whatever it takes to get the best car going. Or they simply want to demonstrate to you and everyone watching that they can afford the ultimate toy. The first of these two supercar shoppers may be the nicer to know, but for either case, a bargain simply doesn’t come into it. Or didn’t, until



last week, when a pristine silver McLaren 540C rolled out of a delivery truck and onto the concrete apron outside Autocar’s test centre in west London. After that, for your writer at least, things changed… The 540C was launched about 18 months ago, not far behind its much bigger-selling sibling, the 570S. In the accompanying bumf, McLaren displayed its understanding that no 540C owner would want his car labelled a bargain by delicately referring to it as “the most attainable McLaren yet”, at £126,000. But the truth was it had the potential to save its owner around £17,000. For a year and a half, while the UK’s road testers focused on the sublime £143,000 570S, they commonly posed the same question about the 540C: why would the buyer of a £140,000-plus car care about saving £17k?

Yet for a few of us, that 540C question continued to burn. Which £140,000 car owner cares about saving £17,000 on a car? The same sort, of course, who likes the idea of saving £9000 on a car worth £70,000. Or £1800 on a car worth £14,000. A potentially great car was being ignored for the weird reason of its affordability. We decided to borrow a 540C to discover its truths. Before the drive, some stats. The 540C, comparatively packed with equipment in most buyers’ books, carries beneath its elegant engine cover a 533bhp twin-turbo 3.8-litre V8 closely related to that of the million-pound McLaren P1. It sits on an all-carbonfibre single-piece chassis that, if not the same, is closely related. It is a picture of efficiency and design sophistication. It also has huge performance. How much more

quickly does a reasonable person want to sprint to 125mph from rest than 10 seconds? And how much faster does this owner want to go – assuming a place could be legally found – than 199mph? What’s more, the 540C closely resembles the 570S in styling. Only experts and the car’s actual creators are likely to spot the small differences in front splitter design, especially as the 540C isn’t identified by any exterior badge. Ironically, as we were soon repeatedly to discover, a decent proportion of the people who recognised our car as a McLaren were inclined to confuse it with the P1 costing nine times more… McLaren’s own purpose in launching the lower-priced car is based entirely on financial logic. In places like Singapore, where supercar taxes run at around 100%, the price


Lightness and alert responses are a boon on such roads

Like the 570S, the 540C surprises you with its agility in tight spaces. It feels compact and capable

difference between the 540C and 570S swells to £40,000. Back in Blighty, where personal contract purchase is big business, this ‘most attainable’ McLaren is on offer to a 10,000-miles-a-year buyer over three years for less than £1000 a month (after a £35,000 deposit). The deal is keener than you’d get on an equivalent Audi R8, Woking’s people insist, because their cars’ residual values are well ahead of the Audi’s. But is the 540C any good? One quick way of finding out, we decided, was to take a brisk one-day tour of well-known, inspirational roads in the lower Cotswolds, a 300-mile tour that would take in a wide variety of road types, corners and surfaces. This would be a short, enjoyable grand tour, if that term can still be used with validity away from the Haunted Fishtank.

In a car of the 540C’s potential, full-noise driving isn’t necessary or even possible on public roads. We set out to drive the 540C as an owner would – discreetly sprinting where it was possible and feeling the car out on favourite corners and back roads. Down the M3 we’d go, turning north-west on rolling English roads to Marlborough, then up an unspoiled secondary route to Swindon’s outskirts, before zipping up to the east of Cirencester to visit a friend, Vic Norman, whose Breitlingsponsored biplanes can be seen at all the big airshows of the UK summer, usually with a daredevil girl on the top wing. Norman’s preference is for Porsches these days. Maybe we could change his mind. I’ve driven most of the current McLarens in recent months, but my major experience still flows from the 12C long-term test car we ran three or four years ago. Step into a 540C and the familiarity is instant, followed by the realisation a second later that everything – everything – has been developed, improved, refined or tuned. The door aperture is bigger, the doors open wider and there’s more room in the cabin and better adjustment for the steering column. You see the instruments better. The pedal area seems roomier, too, and the infotainment system, almost laughably incapable in our 12C, is quicker to repond and hugely better. That’s just the start of the story. The car feels more sophisticated ◊

Access is easier and the cabin roomier than the early 12C 9 NOVEMBER 2016 AUTOCAR.CO.UK 45


The list price difference between the 540C and P1, even though their V8s and tubs are related. The gap in asking price is even bigger now

In its design details and tactile interaction, the 540C doesn’t look or feel entry-level ∆ now. The steering wheel turns the car more quickly and the effort is more appropriate and consistent from lock to lock. When you thumb the button, the engine starts with the same neighbour-disturbing blip and settles into the same disappointingly farty idle, but when you move off, the clutch’s take-up is perfectly predictable in a way it never was. Left to its own devices, the sevenspeed dual-clutch automatic gearbox changes smoothly and chooses its ratios with perfect precision, but the manual change (one of several things selectable via still-confusing rotary switches on the lower fascia) is such superb fun that I drove most of our 300 miles changing my own gears. What else? Even without the Super Series’ hydraulic anti-roll system, the ride is flat and beautifully damped; one of my conceits on this trip was following decent cars and watching how much more their bodies were affected by dips and humps than my own. Now and again, severe bumps do crash right through, though. Likewise, you occasionally hear a rumble-rattle typical of cars with carbonfibre structures. But if you know what’s beneath, it’s almost a badge of honour.

Are you noticing anything? Truth is there’s precious little to criticise about the 540C that hasn’t already been said about the 570S. Sure, the cheaper car has iron brakes, not the carbon-ceramic variety used on more expensive McLarens, but you hardly notice the difference on the road. Perhaps the carbon rotors’ rate of retardation is a shade more predictable, but they’re also noisier, more expensive and not as effective when cold and wet. And yes, the 540C’s cabin decor is less ornate than that of its pricier siblings, but we actually enjoyed the simplicity, which did nothing to disguise the abiding impression of quality. The most telling comment came from a man shepherding two little boys into a service station, where we’d stopped for fuel. “That’s the McLaren P1, boys,” said the seenit-all dad. “It’s worth over a million pounds.” As the kids stared at us like we were superheroes, I tried to smile an ordinary smile. Correcting their dad would only have put him down. But his comment stood for the impression of several we encountered: this was a McLaren, which made it very, very special. I felt a pang of triumphant sorrow, if such

Cropley revels in the 540C’s ability to reward yet be easy-going too

No sensible driver could want more pace on public roads 46 AUTOCAR.CO.UK 9 NOVEMBER 2016


MCLAREN 540C Price Engine Power Torque Gearbox Kerb weight 0-62mph Top speed Economy CO2/tax band RIVALS

a thing exists, for the many dozens of car owners we must have passed in a day’s driving who had spent £126,000 on vehicles of less impact. We tried some cornering shots on a bumpy bend behind Wroughton airfield, soon to be made famous by Clarkson & Co. It was a place we’d used before and the McLaren arrowed through it at a very decent lick, exactly on line, riding beautifully, with its wheels never leaving the road. Like the 570S, the 540C surprises you with its agility in tight spaces. It feels compact and capable, and you can definitely feel that as a result of a carbonfibre tub, alloy panels and a light powertrain, it weighs just 1311kg. At Norman’s place, the proprietor (once a Ferrari dealer) was shocked by what he saw as the McLaren’s low

I simply don’t care how the 540C relates to other supercars. Or other McLarens. It is my kind of car

price, given its power and capability. As he rolled back the doors to a hangar full of Boeing Stearmans, to help with our photos, he vowed henceforth to take the cars from Woking more seriously. As Mr Photographer Papior fussed with his images, I spent time drinking in the 540C’s sculptural body lines.

After a lifetime of hearing marketing men bigging up their cars’ ‘emotional’ styling, I’ve come to associate the e-word too often with a tawdry lack of taste. Yet there was true beauty and emotion in the way the 540C combined its asymmetric stainless tailpipes, blued with heat, into the sculptural but very efficient rear diffuser.

£126,055 V8, 3799cc, twin-turbo, petrol 533bhp at 7500rpm 398lb ft at 3500rpm 7-spd dual-clutch automatic 1311kg 3.5sec 199mph 26.4mpg (combined) 249g/km, 37% Audi R8 5.2 FSI, Porsche 911 Turbo

As night began to fall, we drove quietly home. Now shifting its own gears and slipping easily along with the traffic, the car rode beautifully, kept a lid on the road noise for which supercars are usually infamous, and slipped confidently into traffic gaps fit for a supermini. Our time with the 540C was nearly over. I simply don’t care, I decided, how this car relates to other supercars. Or to other McLarens. The 540C is my kind of car: modern, hugely quick and beautifully made but easy to use in every driving mode, with an irresistible overlay of simplicity. Putting aside short ownerships of a Ferrari and a Porsche many years ago, I’ve never really seen myself as a natural supercar owner. For the 540C, I could change the habit of a lifetime. L



The predicted number of hydrogen refuelling stations in the UK in five years’ time


As the UK’s fledgling hydrogen fi lling station network begins to expand, Steve Cropley joins a rally of vehicles powered by the fuel of the future PHOTOGRAPHY STAN PAPIOR t was that word ‘rally’ that caught our attention. Come to a rally for hydrogenpowered cars, said the invitation from ITM Power, the UK’s only specialist in the production and storage of hydrogen. Join us at one of our existing filling stations, drive to a new one we’re opening in Rainham, Essex, and see how it feels not to emit a single molecule of noxious gas on along the way. We were hooked. Previous contact with ITM’s boss, Graham Cooley, had convinced me that hydrogen cars were credible and supply of the fuel was expanding. I’d read forecasts of a critical mass of 65 UK hydrogen stations in the medium term, while a drive in the new Toyota Mirai a few



months ago had demonstrated the capability of vehicles powered by hydrogen fuel cells. The plan was for us to join Cooley and his crew at their established filling station beside the National Physical Laboratory in Teddington, Middlesex, on London’s south-western outskirts, then to drive 60-odd miles to a new solarpowered station at Rainham, Essex, the latest of several ITM has under construction. Here, solar power is used to make hydrogen from water with no help from pollutiongenerating hydrocarbons. This would be the ultimate clean drive. The plan was that I’d drive a Toyota Mirai, while my colleague Jim Holder would bring the new hydrogen-powered Hyundai ix35

SUV we’re about to add to our test fleet. This would hardly be rallying at WRC level, but it might be just as significant. We pitched up in Teddington at the appointed 10am, and after time taken over photographs and who’s-drivingwhat, we fell to fuelling the cars. Filling a hydrogen car is simple. You offer your card to a card reader, taking the dispenser hose when you see a positive response on the screen. Plug the dispenser into your car’s fuel tank aperture, noticing a red ring around the gas pipe that allows the pump to ‘talk’ to the car via infra-red communication. The car grabs the nozzle, there’s a short delay while the pair communicate, a buzz while the system tests itself and verifies all seals and then

hydrogen starts to flow at 700bar – and -40deg C – into your tank. At the end there’s a loud blow-off noise as the pressure is released, you’re invited to remove the nozzle and the job is done. In the Mirai, which holds 60 litres, you’re good for 300 miles-plus, but whereas 60 litres of petrol weighs around 40kg, the full hydrogen tank adds only an eighth of that to the Mirai’s kerb weight. Anyone familiar with driving to Essex from west London will know there’s a stark choice between 50-odd miles of congested city driving or a longer, more peaceful 68-mile sojourn on the orbital M25 motorway. We chose the latter. Cruising nose to tail, the Toyota and Hyundai did what electric cars do best, cruising smoothly and quietly with the traffic


Hydrogen costs more than petrol, but its price will fall

Filling up with hydrogen is much the same as doing so with regular fuel; Cooley (on left) extols hydrogen’s virtues from inside the Mirai’s cabin

Hyundai ix35 Fuel Cell is as refined and easy to drive as any electric car; hydrogen’s future lies in its ability to act as an energy storage medium at 60-70mph. The Mirai was roomy and luxurious, the ix35 somewhat more mainstream. Both were not only impressively refined to drive but also, more importantly, intuitive and easy. If we needed reassurance that hydrogen-powered cars need not affect – and might even enhance – our future driving convenience and pleasure, here it was. Driving along, Cooley reiterated the reasons for his lifelong enthusiasm for hydrogen power. As most people now know, hydrogen is clean and, now the appropriate systems have been designed, easy to handle. Fuel cell stacks are getting smaller, cheaper and easier to accommodate in cars. Toyota talks of the Mirai and its prospects (700 built last year, 30,000 planned for 2020)

❝ Fuel cell stacks are getting smaller,

cheaper and easier to accommodate

much as it did the Prius 20 years ago, and that seminal hybrid model’s worldwide sales last year passed eight million. Those are the givens. But Cooley’s big thing is hydrogen’s potential as an energy storage medium – on a huge scale. There are frequent times when the national potential for generating electricity surpasses demand, such as when the wind rotates turbines

at night, yet it’s lost because we don’t have an economic means of storage. In future, ITM-style hydrogen generators could convert that power to hydrogen, store it in the gas grid (which is three times the size of the power grid) and recover it for conversion back to electric power when demand dictates. It’s efficient and quick, says Cooley, it’s called grid balancing and Big Government

is taking it very seriously. In such an environment, a hydrogen infrastructure for cars suddenly looks practical – and Shell, with whom ITM already has an embryonic deal, thinks so too. By the time we arrived in Essex, I was profoundly impressed. The Mirai’s performance helped: we used exactly one kilogram of fuel – priced on the bowser at £9.95 per kilo – for 68.5 miles. Mr Holder’s Hyundai did the same. In petrol terms, that’s around 26mpg, and it implies a touring range for the Mirai of 360 miles. For the time being, hydrogen costs around a third more than petrol, but Cooley says that price will fall. “Watch hydrogen,” he told us as we departed back to the office. “It’s going places.” L





An epic journey across the Kingdom of Bhutan takes Rachel Burgess and a convoy of Skoda Yetis in search of yetis via the infamous ‘death road’ PHOTOGRAPHY JUSTIN LEIGHTON


Switchback roads like this can result in the occasional queue

here’s a traffic jam of humongous trucks in front of me, and I’m teetering between a landslide of rocks and a sheer drop off a towering cliff, adamant that I won’t be reversing. And so begins my journey in the Kingdom of Bhutan, at which we arrived by the most grandiose border point I’ve ever seen: a golden gate befitting a kingdom, opened on command to let our convoy of Skoda Yetis through. You’ll be familiar with the Yeti, that boxy, Marmite-styling SUV launched in 2010 and one of the early contenders in a now swamped segment. But despite fresher cars such as the Kia Sportage and Nissan Qashqai, Skoda is still keeping up; it sold more Yetis in the UK in 2015 than ever before. Next year we’ll see a new Yeti, which is eventually due to go on sale in 2018, and it needs to be more competitive than ever. Skoda design chief Jozef Kaban confirmed to us earlier this year that the Yeti’s distinctive style won’t be abandoned completely, but it will also be informed by its new and more conventional-looking Kodiaq SUV.


Border at Samdrup Jongkhar is majestic; metalled roads (top) are a rare encounter 52 AUTOCAR.CO.UK 9 NOVEMBER 2016

So what exactly am I doing in Bhutan? Well, it’s one of the most remote countries in the world, considered the ultimate Shangri-La, so it’s the perfect place to see whether a Yeti can stand up to the toughest of elements. There’s also a far more tenuous reason: Bhutanese people believe in the existence of the car’s namesake, the yeti. My destination is a wildlife sanctuary where yetis – or megoe, as they’re called in Bhutan – supposedly reside. To get there, we – a convoy of Bhutanese guides and back-up – start at the border town with India, Samdrup Jongkhar, on the southern edge of the landlocked country. As we climb away from the quiet hubbub of the town, we quickly come to the mountain roads, full of the unexpected – wandering cows and smiling, waving people – as well as Buddhist shrines. I soon realise this isn’t a place for car spotting. There’s only a handful of vehicles. The most prevalent are big Tata trucks (see ‘The vehicles of Bhutan’, overleaf) adorned with multi-coloured religious symbolism and chugging out big clouds of black smoke. In contrast, Bhutan’s prime minister, Tshering Tobgay, has something more sustainable planned for the nation’s vehicles: he wants everyone to go electric. It’s part of a broader environmental policy that says at least 60% of the land area must be forest – a figure they’ve already surpassed by 10% – and it’s the only nation in the world that is carbon negative. In 2014 Tobgay did a deal with Nissan to supply a bunch of electric Leafs. So committed is Bhutan that the king owns one (and a Toyota Land Cruiser, apparently) and the queen drives a Toyota Prius. Former environment minister Dasho Benji, who also owns a Leaf, told me uptake would come “slowly, slowly” and acknowledged that technology needed to improve for the cars to really take off. EVs are viable in the capital, Thimphu, but in the wilds of mountainous eastern Bhutan where we’re driving, an EV wouldn’t last five minutes.

Prayer wheels and Buddhas punctuate the Bhutanese landscape and are an important part of Buddhism, which is the only religion in the country.

Burgess steers a steady, careful path, at 6min per kilometre



Although Bhutan has similar issues on EV uptake to us in the UK, it’s coming from a very different standpoint. With a population of 750,000, there are no more than 50,000 vehicles on the road. An even more staggering figure came from a former tutor to the king, Englishman Michael Rutland, who said that when he arrived in 1971, there were only 47 vehicles in the entire country. Nevertheless, it isn’t long before we hit the aforementioned stand-off on the so-called ‘death road’, as my passengers inform me that we’re inches from the edge of the cliff. Our saving grace is a friendly local in front of us, who has clearly marked us out as foreigners. He directs the oncoming trucks to the edge of the road, allowing us to squeeze through.

Hallelujah. We plough on, never at more than 20mph; there’s too much dust, too many wheel-crunching potholes and that ever-present sheer drop just inches to our left. Not long after arriving at our lunch stop, I find a lama (a monk of sorts) blessing our cars. There’s some surreal chanting and incense burning and then it’s over. I have no idea what just happened, but I’m certain our safety on the journey is guaranteed. Later, as the night draws in, we hit a small town full of unlit streets. It makes for a stunningly starry sky, but trying to drive amid cows napping in the middle of the street while pedestrians walk along the side is tense, to say the least. The next day, refreshed, we’re ◊

Starting at Samdrup Jongkhar on the southern border with India, the road heads towards Trashigang on the only available route. The halfway point is provincial Wamrong and after that comes the town of Trashigang, which sits atop a cliff above the Sherichu river. In ancient times, the monastic fortresses here played an important role in keeping out enemies. Then the road goes east to the remote Merak and Sakteng villages, home of nomadic yak herders, who have their own, distinct ethnic heritage, before we retrace our steps.

CHINA Lhuentse hue



Trashigang Zhemgang emgang

Daga g 0


Sakteng trek park


Wa Wamrong


Sarppan Sar p anng ng

Samdrup Jongkhar


Mountain roads take the convoy as high as 11,500ft

∆ back in our Yetis. I’m driving the Yeti Outdoor 4x4 in SE L trim, which is just under £25k in the UK, but this one is for the neighbouring Indian market and built in a plant in Aurangabad in central-west India. I was expecting a poor man’s version of the UK model, but the differences are indistinguishable. We even have leather seats. As we climb higher, our guides have told us, the scenery becomes stunning, but I’m so blown away by the first day’s panoramas that it’s hard to believe it can be bettered. But they were right. As the air becomes thinner and we struggle to talk, let alone walk, the vistas become even more inspiring – and the roads become even more dicey. The route to our highest point of 3530 metres is a new road, built two years ago. Visions of velvety-smooth asphalt are not to be. It is, at best, a track, and a rough, ropey

Never work with children or animals, they say, but you’ve little choice in Bhutan 54 AUTOCAR.CO.UK 9 NOVEMBER 2016

one at that. Still, the locals must be pleased: it was a three-day walk before this road existed. And so we arrive breathless at Marek village near Sakteng wildlife sanctuary, where the yetis supposedly live, and where there isn’t a single car. In fact, fewer than 30 tourists visit annually. We speak to locals about the real yeti, but most Bhutanese are non-committal, saying that beliefs don’t have to equate to ‘tangible’ things. There’s an evasive answer. As suspected, you can’t rely on the yeti, but our Yeti is much more reliable. Honestly, I’d never have chosen a Yeti for an epic road trip, but it has been hard to fault. Its saving grace, alongside the four-wheel drive system, has been the Rough Road package, a £210 option, which includes underbody protective cladding. Numerous ‘ouch’ moments, as we hit the sharp edge of lethal rocks or deep ravines, have been negated and hill descent control has become my best friend. Although the Yeti will never be a Land Rover, its four-wheel drive system, which uses a fifth-generation Haldex coupling, has surpassed expectations. Almost a third of UK owners opt for 4x4 in the Yeti, but I’m doubtful many get as much of a hammering as ours has. Deployed for at least three-quarters of the journey, it has managed every hairy situation thrown at it with grace and emerges from our treacherous drive unscathed. And I’m still amazed there have been no punctures. After two days, I’d typically be reluctant to return to a car, but the Yeti is still growing on me. Although the interior is dated compared with its siblings, it’s comfy and well specced. My only complaints are the lack of a USB port – which isn’t the case with UK models – slightly upright back seats

and a high biting point for the clutch, which every single driver struggled with on some of the tough terrain. On our final day we retrace our steps, making this a 680km (423-mile) round trip. A former navigator of this journey once counted the corners: there are 40,000. No wonder I’ve spent a large amount of time feeling queasy. As we arrive back in Samdrup Jongkhar after 14 hours of driving, we’re all a little bit broken. The Yeti has excelled, but driving on roads capable of knocking out your crowns take their toll. True, 680km doesn’t sound like much, but we’ve averaged nearly six minutes per kilometre and never ventured above the third of six gears. Our average fuel economy, according to the car, is 25mpg. We hug our new friends goodbye and I’m sad to be leaving this country and our transport. I’m blown away by beautiful Bhutan and its people and more enamoured than I ever thought I could be with a Yeti. L

Here be yetis, or at least Yetis: the wildlife santuary at Sakteng


❝ As we arrive back after

14 hours of driving, we’re all a little bit broken

❞ T H E V E H I C L E S O F B H U TA N saloon parading as a hatchback. Still, the lorries have most dominance, especially when they’re coming the other way on a narrow cliff road, spinning up dust and throwing clouds of black smoke towards you.

TATA T U R B O T R U C K Tata Motors, Indian automotive giant and owner of Jaguar Land Rover, is prevalent in Bhutan, but mostly in trucks. According to our Bhutanese guide, one Tata Nano, the world’s cheapest car, was brought to the country and deemed unsuitable for its ropey roads. Also spotted was a Tata Zest, which looks like a squashed

MAHINDRA BOLERO CAMPER Mahindra’s double-cab pick-up is ubiquitous in rural Bhutan, frequently

full of families making their way around the mountains. Its sibling, the modest Bolero, was plentiful on the roads, too. The Bolero is a poor man’s Mercedes-Benz G-Wagen and Autocar India describes it as “striking a chord with customers in the deep hinterland who swear by its tough-as-nails character and the fact that it’s easy to repair anywhere. It’s well suited to rural areas where badly broken roads and deep potholes would make soft-roaders and crossovers wince”. Sounds perfect for Bhutan.

S U Z U K I A LT O The small towns we drove through were awash with Suzuki Altos (as well as Swift saloons). The perfect cheap

runaround, they’re a popular car in Bhutan. In close ally India, the Alto has been the top-selling car for 12 years. Still, I wouldn’t fancy driving them up any of the mountain roads. Rival brand Hyundai was represented with its i10-sized Santo, and also spotted was a slightly pimped i20, which was conspicuous for its modernity.




Eye of the tiger Bold, distinctive design has been at the heart of Kia’s rise to the big league – and Peter Schreyer can take much of the credit. Richard Bremner meets the man behind the tiger nose grille PHOTOGRAPHY LEWIS HARRISON-PINDER


ia. A decade ago it made cars distinctive only for their keen prices, I-didn’t-noticeit styling and a slightly unusual name. Before that, many of its cars were shortfalls on wheels. They were even cheaper, some had names redolent of unmentionable diseases (Sephia, anyone?) and if you’re old enough, you’ll recall that the name risked confusion with an orange juice product – Kia-Ora – popularly sold in cinemas. But a decade ago it certainly wasn’t an unsuccessful brand. In 2006 its worldwide sales totalled 1,141,000, with 36,000 buyers in the UK. There was one model in particular, the Sorento, that was not only mildly handsome but, as an SUV, was right on trend, too. This was also the year in which Kia recruited Peter Schreyer, a senior designer from Audi and Volkswagen. The move made waves in the motor industry at the time and has continued to do so, with Kia regularly producing handsome cars and striking concepts. Schreyer’s hiring would turn out to be pivotal. Not only was he given the freedom to shape Kia’s products but he also became an incidental yet very effective public relations ambassador for the brand. He speaks German and English, and western journalists were keen to interview a man who left a flourishing premium manufacturer with a stellar design



❝ Schreyer’s recruitment was an undoubted coup and a source of regret for the VW Group ❞

reputation to head east to Asia. Media fervour turned even keener when the first Schreyer-shaped Kias appeared. A decade later, he is afforded plenty of credit for Kia’s leap into the (very) big time. This year the Hyundaiowned brand expects to sell three million vehicles worldwide – around 87,000 of them in the UK – to make it the ninth best-selling car brand in the world. It takes a lot more than strong design to generate success like this, of course, and Kia’s advance has been hugely aided by the sharing of resources, platforms and

The first-gen Sportage drew wide acclaim

powertrains with Hyundai, along with its own strong dealer networks, excellent marketing and all the other elements – profits included – that produce successful car makers. But design, and the superficially simple business of offering a product that buyers like the look of, plays a huge role in the enterprise, as Schreyer explains of his recruitment by Kia boss Chung Eui-sun in 2006. “It was a long time ago, but the way we talked was just to improve the design,” he recalls. “Chung realised that design was very important.” It soon becomes clear from our breakfast conversation at the artfully furnished Rolling Hills hotel, where Schreyer lives when he’s visiting Kia’s Namyang design studio south of Seoul, that the two get on very well. Although Schreyer gained responsibility for Hyundai design as recently as 2013, becoming the first

foreign presidential-level employee in the group, he and Chung soon discussed the design characters of both brands. “The snowflake and water drop thing was very early,” says Schreyer of the symbolic ideas that define Kia’s and Hyundai’s respective design languages. “We still argue today about who said it first,” he laughs. “I’m convinced that it was his idea to describe the two companies in this way. This guided me and gave me a background to use until today. It’s part of our design philosophy and also part of our differentiation. The snow crystal is architectural and clear, while what Hyundai has is inspired by nature; water can appear in very different ways.” Schreyer played no small part in building the brands of both Audi and Volkswagen in his previous life, as Kia was keen to make clear when he was hired. A press release at the time listed pretty much every Audi and VW in which he had a hand, his impressive tally including the reborn VW Beetle, the brilliant but inexplicably unrealised Microbus concept, Golfs Mk4 and Mk5, assorted Passats, the landmark Audi TT and the A2, A3, A4, A6 and A8. Schreyer’s recruitment was an undoubted coup and in time a source of uncharacteristically aired regret for then VW Group boss Ferdinand Piech, who in 2012 said: “We should not have let him go.” There was plenty to do before ◊




The electric Pop city car still looks startling even six years after its 2010 Paris show appearance. As wedged as a chunk of cheese, it’s striking for the architectural flavour of its emphatically tilted side windows, a vast windscreen and a deep pink interior. It was also an early wearer of the tiger nose grille.

Schreyer likes a car to carry its own, distinctive design flourish and is mindful that such details have to be kept in check. “The solution on the Optima is unique,” he says of this handsome saloon’s unusual C-pillar treatment. “If you do it on every car, you have an inflation of that kind of thing.”



Schreyer cites the previous-generation Sportage as a sales and brand-building model in many markets. “But,” he adds, “I must say I think the Rio was not so bad.” This quietly attractive supermini is now improving with every generation.

“Definitely a landmark car,” says Schreyer of this boxy, quirky-looking crossover that was launched at the Paris show in 2008. More than any other model, it was this that changed the way we think about Kia.



“What I quite like and you don’t get in Europe is the Sedona. You see it here quite often. It’s used as a VIP shuttle or limousine. Vans do not have a fantastic reputation, but this is really good. There is this surrealist painting from René Magritte that says ‘This is not a pipe’ under a picture of a pipe. I thought it would be cool to make a commercial vehicle in the same way: ‘This is not a van’.”

This handsome four-door, four-seat coupé concept dates from the 2011 Frankfurt show. “My favourite,” says Schreyer. The rear-drive grand tourer is likely to be offered with a 380bhp-plus 3.3-litre V6 turbo and a 197bhp 2.2-litre diesel when it goes on sale next year. “You will recognise it,” adds Schreyer of the real thing, suggesting that the concept’s design won’t be diluted too much.


PETER SCHREYER INTERVIEW Schreyer is inspired by South Korea’s progressive culture

❝ I saw cars coming by and I could just see the windscreens. I could tell which were the Kias ❞

∆ Piech’s rueful moment, however. “It was always my goal to really create an identity, and the tiger nose grille is a signature you can recognise on cars everywhere,” says Schreyer of Kia’s horizontal, doubly indented air intake. “Kia was a very neutral brand; you didn’t recognise them on the street.” So the task in hand was relatively clear. What came next was the firstgeneration Kia Cee’d, the Golfchallenging hatch largely designed at the brand’s Frankfurt studio and arriving before Schreyer could have much impact on it. While the Cee’d brand and a fantastic project – very wasn’t especially distinctive, it was exciting”. Feeding the inspiration entirely contemporary and pretty necessary for the task is Schreyer’s capable and it suited European obvious love of all things Korean. tastes, as intended. There was room “There’s a very strong tradition,” for improvement, however. he explains, “and then there is “When I first started, I was sure the modern life, from K-pop to I could really make a change and electronics and everything; it’s do some good stuff,” says Schreyer. quite progressive. I go when I can. “But if you look at where Kia is I know a few people in art and today, at the time I wouldn’t have architecture. I think it’s important dreamt of making such a difference. to have an exchange with this, and I knew I was capable of doing some not only at work. I’ve had a lot of good cars, but it depends a lot on good experiences, I’ve met a lot of the atmosphere and how you get people, I’ve been to a lot of places, along with people.” I’ve got a new perspective.” Schreyer is clearly So is there a Korean cultural enjoying his time in influence in Kias? “I South Korea and is think so,” he says. now responsible not “People say our cars only for Kia’s design look very European. but also for that of They do but they Hyundai and Genesis, don’t, although it’s Tiger nose is a Schreyer identifier hard to nail it down which is “a new

to a detail. But this is where there’s a difference between us and the others.” And it’s a difference that has helped to power Kia into the top 10 of global car makers. Schreyer has overseen the debut of multiple widely admired production cars, from the Soul to the Sportage to the Optima, as well as numerous concepts, several of them best-of-shows. Did he encounter resistance from Kia’s established designers when he arrived? “In general they were and are very open; they’re more ‘It went well’,” he says of teams based in Korea, Germany, the US and Japan. What does he tell a designer a Kia should be? “Like a snow crystal,” he says with a laugh. “It’s important to understand the brand. It’s a youthful challenger. I always talk about the simplicity of the straight line as a design philosophy. There is no straight line on a car, but

it’s more about the cleanness and simplicity – not overworked.” Several Kias nevertheless have a distinguishing design detail, such as the Optima’s rear pillars, or the previous Sportage’s chrome lower window line. Is Schreyer keen to see a distinctive feature on every Kia? “We are trying,” he admits. “The solution on the Optima is unique. But that’s also the difficult bit because if you do it on every car, you have an inflation of that kind of thing. Still, we’re trying to do a few things that are atypical, like the little detail we do on most of our cars at the top of the windscreen.” To illustrate, he sketches an indent in the upper edge of a screen. “I was sitting in a restaurant the other day in Seoul and it was a bit above the street. I saw cars coming by and could just see the windscreens and I could tell which were the Kias,” he says. If that sounds slightly immodest, consider that Schreyer doesn’t physically design Kias. Instead, he mostly provides direction and guidance. “I shouldn’t design my own cars, because I would always be in competition with the designers – not a good situation,” he says. “I go to the models; you’ve got to live it, be at the model with the designer. ‘Have you thought about that? Or moved this line up or down?’ I like that, I couldn’t be without it.” It’s a creative obsession that has brought Schreyer, and Kia, great success. L


ON YOUR MARKS Thinking of trying your hand at motorsport? There’s no better place to start than at a hillclimb. Sam Sheehan gives it a go PHOTOGRAPHY ALLAN RHODES, DAVID GARNETT n Britain, one of the easiest – and certainly one of the most traditional – ways to start competing in motorsport is by doing hillclimbs. With no need for a race licence and a huge variety of categories in which to compete, everyone from beginners to professionals can regularly take part, driving anything from completely standard road cars to F1-engined single-seaters. The UK has more than 25 established hillclimb clubs scattered across the country, with some of the most popular including Shelsley Walsh, Harewood and Prescott. To get a flavour of this incredibly old but still very popular form of motorsport, we entered our Seat Ibiza Cupra longtermer into an autumn hillclimb at Prescott in Gloucestershire.



No race licence

Because hillclimbs send cars up a hill one at a time, you don’t need to take a Motor Sports Association (MSA) race licence test in order to get started. Instead, you can purchase a non-race National B licence for £43, and in most cases you won’t even need to take a medical. Hillclimb entries are by invite only, which means you have to be a member of a club that gets invited to events in order to enter. We joined the Bugatti Owners Club – don’t be fooled by its name, anyone can join – which is based at Prescott. Full membership is £76 for the year, and entry to a Prescott event costs £110.

Low cost

If you really want to compete on a budget, there’s nothing stopping you from turning up in a few grands’

worth of used hatchback and heading up the hill. If a car is completely unmodified, scrutineers are only interested in ensuring the car is safe and roadworthy. Generally, if a car has an MOT, it’s safe to compete, but hillclimb scrutineers are unsurprisingly more scrupulous than MOT station workers with their checks. Even our nearly new Seat is subjected to a thorough going-over that takes five minutes, illustrating just how important safety is. If your budget is bigger, you can modify your car, of course, but once you do, it may move across into a more serious category where the requirements for scrutineering become stricter. Removing the rear seats, for example, means the car is classed as modified and therefore required to conform to specialist car rules.

This can make roll cages, fire extinguishers and other additional safety features mandatory. It’s not a legal requirement, but if you wanting to avoid potential bills following a shunt, you should insure your car for hillclimbing before taking part. It cost us £180 to insure our car for the day with a well-known motorsport insurer.

Diverse competition

As demonstrated by Autocar’s Cupra, which arrives at Prescott completely unmodified apart from a set of race numbers, there’s a class for almost every car to compete in. Top categories feature singleseat models with 700bhp-plus F1 powertrains, but below this there is a large number of classes that include GT racers, highly modified road machines and historic cars.


ALEX SUMMERS The reigning champ reveals what it’s like to compete at the sport’s top level with 1500bhp per tonne at his disposal

Only modification to our Seat was stickon race numbers

Some of the top-class hillclimb cars use Formula 1-spec hardware. What do you drive? “The car I drove at Prescott had a Cosworth HB V8 engine — a Benetton Formula 1 unit that’s the same as the one [Michael] Schumacher won his first championship with. It has about 715bhp and is run with an Arrows F1 gearbox with paddle shifters.”

Machinery ranges from classics to F1spec single-seaters The Ibiza is the newest car to take to the hill on our day at Prescott. The oldest is a 1929 MG M-Type. The difference in driver experience levels is similarly massive. Our Prescott run marks a hillclimb debut for yours truly, but at the business end of the paddock is reigning British hillclimb champion Alex Summers.

Taking part

With just four runs up the hill, the first two of which are practice runs, a walk up the course in the morning is highly recommended, because there’s no time to build up slowly once in the

car; every run has to be maximised. As the pros tell us later in the day, the key is finding that balance between ultimate pace and ensuring you don’t end up having an accident. I don’t fancy experiencing the latter, so I approach the corners gingerly on my first run up Prescott’s technical course. Ahead of my second run I convince myself to push significantly harder, but such is the pressure of hillclimbing that fear kicks in once we’re moving and my time improves by less than a second. Unlike conventional circuits, a hillclimb course has many hard

❝ Hillclimb courses have many hard obstacles to hit, which makes them daunting but rewarding ❞

obstacles to hit. This makes it significantly more daunting but also quite a bit more rewarding when you get it right. While I stay well away from the car’s limit, I push hard enough to get adrenalin pumping and feel quite giddy with excitement after my third and fourth runs. I’ll be the first to admit that I come nowhere close to setting the course alight, but I do leave Prescott hooked and itching for another go (read more about it on p71). The fact that hillclimbing is so easy on the wallet makes the day even more enjoyable, and it makes booking the next hillclimb so easy to justify. Those wanting to enter motorsport or to compete on a budget should place hillclimbing high on their list of options; there really are few better ways to so conveniently experience the thrill of competition first-hand. And as our chat with Summers reveals (see sidebar, right), those wanting to take things more seriously can also get behind the wheel of some of the fastest cars in the world – and all using the same non-race MSA licence. L

How does it compare to other top hillclimb cars? “That car is probably the most powerful car in British hillclimbing and it weighs just 470kg, so we’re around the 1500bhp per tonne mark. But on a championship day most of the cars in that class would be hitting 120mph before the first turn here at Prescott — so they’re doing 0-120mph in about four seconds.” Is that straight-line performance matched by Formula 1 levels of downforce? “We’d be pulling about 3g lateral g-force in the corners in top cars, but even in the smaller superbikeengined single-seaters you’re pulling 2g. In fact, those cars are lighter than the top ones, so you can take Prescott’s first corner flat out at about 105mph in them.” How do you approach a run in a car as fast as that but with so little practice? “A good hillclimb driver will not come of age until five or six years in. When I was new I was quick but I wasn’t consistent and I certainly wasn’t safe. But now I can read the weather, so I can get closer to the limit more quickly. “That is the thing you have to master: you have to go into turn one flat out or you lose. You go in and you have to believe that it’ll stick, even on cold tyres.”


YO U R V I E WS WRITE TO At what price?


So Land Rover “is determined to make the new Defender the world’s most capable off-road vehicle” (News, 19 October). What’s the point? Who’s going to buy it? At an anticipated price of £35k to £40k upwards, it certainly won’t be the Defender’s traditional clientele of farmers, utilities, NGOs and the military. Land Rover has abandoned its roots – bitterly disappointing but utterly predictable. What a waste.

Mike ‘Johnny Depp-alike’ Carter Chichester, West Sussex

Pound stretcher

I read your £100 Per Week Heroes article and was very interested (Autocar, 19 October). Then I saw the deposits ranging from £1500 to £12,500. You’re comparing apples with jumbo jets. I have just ordered a new Rolls-Royce Phantom for £100 per week – with a £245,000 deposit.

John Dunne St Ewe, Cornwall

Martin Knowles Via email

Macgyver style

The new Land Rover Defender looks the part, but my heart sank when I read that it’s to be the “most high-tech Land Rover yet” (News, 19 October). A Defender should be simple and fixable with gaffer tape and a hammer. As described, I fear it will simply be a Range Rover in a donkey jacket. Alex Roebuck Chiddingfold, Surrey

Mk3? My word!

I was surprised Matt Prior thought the Ferrari 488 GTB could be driven “like a Mk3 Escort” (‘The Glee Club’, 26 October). I take it he meant a Ford Escort Mk2, seeing as its successor offered little for the enthusiast – unless he’s a secret XR3i fan. If so, then he has my condolences and a pair of white socks are in the post by way of apology. Mike Spencer Via email

Andrew Frankel, who wrote that section of Britain’s Best Driver’s Car, insists he quoted Matt as saying ‘Mk2’, and a glance at his original copy confirms this. Still, we’re producing this mag on Spectrum ZX81s, so what do you expect? – MB

Leon’s roar

Your Seat Ateca 1.6 TDI road test (Autocar, 19 October) reminded me of my similarly powered Leon summer holiday rental. Great car with surprising performance, but I spent a lot of time changing gear

Ateca might be at its best in petrol guise


the facing page by pictures of those obvious Blues Brothers, the Porsche Macan and the Zotye SR9.


Stag party

Letter of the week wins this ValetPRO exterior protection and maintenance kit worth £58.95

I was amused to see a publicity shot of the new Mini Countryman showing the car mere feet from away a stag. Are we to assume that this is a picture of the hybrid model, operating in electric car. mode? Stags normally shoot off at the sight of a ca Perhaps this is simply an attempt to make the Countryman seem more, well, country. Huge Mk1,, improvement though it is aesthetically over the M Mini Countryman is more of a misnomer than the Min name. I’d wager most of these cars live in urban areas and that others don’t go too far off road. Cityman or Suburbman would be better. Will Chalkley Ashford, Kent

trying to get away from the noise. This wasn’t enough to stop me liking the car, but I spent time wondering how good it would be with a pokey petrol engine. The 1.4 TSI Ateca is bound to be the best of the range and worth a few pounds extra in fuel bills, I suspect. Matthew Lobley Leeds

Three times fury

No more ‘three-car garage’ letters, please. They’re just an excuse to show off. Jealous? Maybe. Bored? Undoubtedly. Roland Hulls Via email

Sorry in advance – MB

Three times glee

My three-car collection consists of a Porsche 991 911 GT3, a Renault Mégane R26R and a Morris Minor 1000. The GT3 has proved to be excellent for touring, as well as being a phenomenal track day weapon. This 2014-registered car is the best 911 I’ve ever had, by a country mile. The R26R dates from 2009 and

is an absolute riot. I love driving it on twistier circuits such as Lohéac. We’ve done a bit of hillclimbing, too. The Morris is the best car for driving in the Channel Islands and, occasionally, the New Forest. It all starts to happen at 40mph in a 1964 Minor. This is the car that I’ll probably keep the longest. Now, if I were a sensible person I’d probably have just one car, which would be my wife’s quiet, competent, torquey and economical Audi Q3, backed up by my electric bicycle for commuting on fine days. But I’m not sensible, thank goodness. Anthony Olsen Jersey

Family affair

Have you noticed the remarkable similarity between the acclaimed Seat Ateca and the new ‘baby’ SUV from Skoda? Open the 19 October issue at p12, then flip to the back cover for maximum effect. There is, of course, the wider issue of car makers all tending to arrive at the same optimum design, but you have to gasp at the blatant theft of intellectual copyright evidenced on

The idea was to provide some examples that covered all budgets, Martin – MB

Am I missing something?

As a four-generation Land Rover Discovery fan, I’ve waited with eager anticipation the launch of the Mk5. Then the pictures appeared (News, 5 October), reminding me of a faded film star attempting to recapture their glory. Squint hard and you can just about see glories past, otherwise it’s faintly awkward and embarrassing. Where’s the crossEurope (while towing a caravan) ability? The gentleman farmer’s convenience of choice? The sturdy presence on the hard shoulder when

Ferrari 488 GTB has more in common with the Mk2 Escort than the Mk3

LETTERS Alex is worried the new Defender won’t be tough enough




all else about you is going wrong? Put simply, I don’t get the Mk5. I sincerely hope JLR will prove me wrong – that the launch of the next Defender will prompt me to say “Now I get the Disco”. Otherwise, JLR may assert that the Mk5 can take me pretty much anywhere on the planet, but frankly it leaves me lost. Andy Yeomanson Via email

Box-ticking exercise

Are the German car makers’ marketing departments getting in the way of people wanting to buy cars? Range-topping models tend to only come with black interiors, presumably to make you pay the extra for a sunroof. Often you are not allowed to order the (light) interior for the same car from lower in the model range; if you start at the bottom of the range and work upwards, then you’re not allowed to order the top-of-the-range engine, paint, trim or wheels. The very same optional extra alloy wheels

can also vary by more than £1000 depending on whether it goes on the SE, S or Sport-spec model. My current two cars are between six and 10 years old, and I see no point in replacing them with cars where I am denied my choice of engine, trim, colour and wheels that are available in the factory that makes them. Derek Johnson Via email

The walking dead

In winter, please be aware of unhelpful pedestrians, such as those that don’t walk on the opposite side of a road if there’s no footpath and those who dress in dark clothing, giving motorists little time to see them. We scoff at the French insisting on keeping hi-viz jackets in the car, but if you break down and have to walk to get help, it could save your life. I wish pedestrians would dress a bit lighter in winter. Just a reflective armband would help.

Nissan GT-R

Can updates keep the supercar slayer relevant? Our experts put it to the test FIRST DRIVE


John Stephens Via email

Toyota C-HR

Ferrari F12tdf

We sample the bold new rival to the Renault Captur and Fiat 500X

Andrew Frankel tries to tame the 770bhp thoroughbred on UK roads


Frugal fighters

Electric version of the new Hyundai Ioniq takes on BMW i3, Nissan Leaf and VW e-Golf SUBSCRIBE or see p30 9 NOVEMBER 2016 AUTOCAR.CO.UK 65



BMW 320D









A 2.0 TSI 280 4x4 hatch has arrived to replace our wagon

In 10 months and 15,000 miles, Skoda’s bargain-priced wagon has proved to be much more than just a practical holdall

he other day I photographed some big executive estates for a comparison: a Mercedes, an Audi and a Volvo. Now, I’m not about to suggest that they’re an extravagance, because they’re all lovely inside and everything, but you know what? At nearly twice the price of the Skoda Superb SE L Executive I’ve been running, they should be. The Superb is one of those cars that makes a massive amount of sense. In any market segment there’s a standout model that nous suggests you should buy: a Volkswagen Up, a Ford Fiesta, a Volkswagen Golf R, a Porsche 718 Cayman. Well, for my



money the Superb Estate is right up there with them. For a start, it’s massive. If you want an estate car to be an estate car, look at the Skoda, which has 660 litres of load space with the seats up – about 100 more than any rival – and 1950 litres, again another 100 litres on anything else, with them down. That’s without it being longer than a typical executive estate, too. In fact, it’s a few inches shorter than most executive cars, which must mean it’s more compactly packaged, because certainly there’s enough room in the cabin for a basketball player to sit behind another basketball player. Perhaps there’s less soundproofing

and carpet, or fewer infotainment and electronic bits and bobs. If so, that’s perfectly understandable, because this is a £26,320 car (or it was when we got it; today’s list is £26,785), rather than a £40k one plus options. The things you can get on a Superb are mostly of the ‘strictly useful’ rather than ‘frivolously pleasing’ variety: if you want to drop the seatbacks from outside the boot, the release costs £90 (spend it), a retractable parcel shelf is £120 (likewise) and a variable-height boot floor is £150 (I’d leave it). I’d also keep the fold-flat front passenger seat (£100), not only because I like to stand on it and take pictures out of

the sunroof (£1150), but also because it makes the already cavernous Superb the king of DIY-store cars. Despite majoring on practicalities, there are pleasing little touches, too. The boot has Velcro-bottomed load bay dividers, which you can stick where you want to prevent things from slipping around. And the easy-to-navigate but averagely designed infotainment system has a function that reminds you not to forget to take your phone with you when you stop, if you’ve had it connected via Bluetooth while driving. There’s an umbrella in each door, too (wouldn’t it be nice if, after you’ve been using the windscreen


Like a race-spec Porsche, the Superb excels at what it does


The supple-riding Superb is one of the most comfortable cars I’ve ever lived with

TEST STARTED 8.1.16 Mileage at start 385 Mileage at end 15,194 PRICES List price then £26,320 List price now £26,785 Price as tested £29,400 Dealer value now £19,000 Private value now £21,000 Trade value now £23,000 OPTIONS Panoramic sunroof £1150, adaptive dampers £750, metallic paint £535, variable boot floor £150, retractable parcel shelf £120, ‘smart gate’ £100, fold-flat front passenger seat £100, rear backrest release from boot £90, colour trip computer £85, 18in alloy wheel change £0 FUEL CONSUMPTION AND RANGE Claimed economy 67.3mpg (combined) Fuel tank 66 litres Test average 46.5mpg Test best 49.3mpg Test worst 42.5mpg Real-world range 675 miles TECH HIGHLIGHTS 0-62mph 8.9sec Top speed 135mph Engine 4 cyls, 1968cc, diesel Max power 148bhp at 3500rpm Max torque 250lb ft at 1750rpm Transmission 6-spd manual Boot 660-1950 litres Wheels 9Jx18in Tyres 235/45 R18, Pirelli Cinturato Kerb weight 1430kg SERVICE AND RUNNING COSTS Contract hire rate £291.16 110g/km CO2 Service costs None Other costs Engine oil £10 Fuel costs £1708 Running costs inc fuel £1718 Cost per mile 12 pence Depreciation £8400 Cost per mile inc depreciation 68 pence Faults Loose door latch (DIY fix for free) PREVIOUS REPORTS 24 Feb, 16 Mar, 23 Mar, 6 Apr, 20 Apr, 18 May, 1 Jun, 22 Jun, 13 Jul, 3 Aug, 17 Aug, 7 Sep, 28 Sep


WHEELS AND TYRES Tyres had a decent amount of tread after 15,000 miles; modest 18in wheels mean the ride is excellent.

ICE SCRAPER Skoda is great at neat touches such as this: an ice scraper hidden in the fuel filler flap.

GEARCHANGE: Gearshift is so easy and positive that I never, even in traffic, wished I was rather in an auto.


❞ wipers, the car reminded you that they were there?). In all, I’ve covered 15,000 miles in the 148bhp 2.0-litre diesel Superb wagon and returned what I think is a pretty reasonable 46.5mpg, given that quite a lot of my journeys are either commuting in London or on the motorway. The Superb is nearly always fully laden and I’m quite often in a hurry. At 70mph in sixth, the engine is spinning at a fairly leisurely 1800rpm, which, combined with some excellent seats and a brilliantly adjustable driving position, means this is one of the most comfortable cars I’ve ever lived with. The ride helps, too. In SE L Executive spec, the Superb runs on 18in alloys (in this case a nonstandard design that’s a no-cost option) and our car came with adaptive dampers, at £750. I’ve since driven Superbs without the adaptive suspension, or Dynamic Chassis

Control in Skoda-speak, and neither rides better or worse than the other. At least, not in our car’s Normal mode, in which it is extremely comfortable. The ride is too jiggly for my liking in Sport mode, while in Comfort it’s softer, certainly, but body control is a bit loose, so I don’t actually find it any more relaxing. But combine the gentle, supple ride with smooth, consistent steering and the kind of ergonomics and pedal weights that no one else seems to get quite as right as the Volkswagen Group does, and you’ve got a car that’s very easy to rub along with. Nothing of note has gone wrong. A few thousand miles into the test I noticed that the nearside front passenger door wasn’t sitting quite flush with the body. It must be quite well sealed, because there wasn’t any extra wind noise, but on closer inspection the door latch, where it fixes to the B-pillar, looked to

be working loose. So I tightened it myself and that was the end of that. The Superb has variable oil service intervals, too – to a maximum of 20,000 miles. I topped up half a litre of oil during its time with us, but it would have wanted an oil change at 19,000, so I was planning to get both that and the full service done then. However, I never quite got there. The Superb has been so good that we have decided to replace it with another one, in a rather different spec. It’s an undercover rozzer version: a hatch with a 276bhp petrol engine and four-wheel drive. I’m not running it, but give it a few months and I’ll bet I’ll still be prepared to say that this variant is one of the most sensible, appealing cars you can buy. STAN PAPIOR


REAR SEATS I like that the seatbacks fold flat but not that it costs £90 if you want a release to fold them from the boot.

TOUCHSCREEN Touchscreen has reasonable functionality but its resolution is a bit sloppy by today’s standards.



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MILEAGE 12,425


It’s worth shopping around before getting a Focus RS serviced he Focus RS is already approaching 12,500 miles (and therefore its first service). It has been accruing miles rapidly largely because a couple of colleagues have long-distance commutes but also because most of the office still wants a go. It seems to make no difference what they’re currently driving, what sort of cars they usually like or even what kind of journey they’re doing: people want a go in the Focus RS. Same goes for the general public. Certainly, the Nitrous Blue paint helps, but there have already been plenty of occasions where people have pointed, waved or flashed their headlights. The inevitable petrol station conversations (the average


XLV (on left) is longer than a standard Tivoli

dipped below 30mpg last time I looked) have happened, too, with fans keen to know every detail. What to tell them? Broadly positive news, in fact. Without any autumnal showers, the four-wheel drive system hasn’t been tested yet, but on dry roads it shows great poise, grip and agility for something so heavy. This is on the standard Michelin Pilot Super Sports, too. It must feel staggering on the optional Cup 2s from the same maker. Maybe one to investigate soon. The Focus is returning to Ford for its yearly (or 12,500-mile) check-up, but we decided to ring a few dealers to see what the work would cost. For what amounts to an oil and filter change with a vehicle inspection, the variance in price was incredible. At the Guildford FordStore – one of the specialist dealers where you have to go to buy a Focus RS, a Vignale or a Mustang – the price was £423, including 12 months’ AA breakdown cover. But at the Ipswich FordStore, we were quoted £245 for exactly the same package. At a regular Ford dealer (Stoneacre Halifax), that dropped to £175 without the breakdown cover and Hatwell Ford Abingdon asked £190 for the same. So you don’t have to return to a FordStore for a service and it’s well worth shopping around. MATT BIRD

TEST DATA FORD FOCUS RS Price new £31,000 Price as tested £35,135 Economy 28.7mpg Faults None Expenses Service from £175 (see text) Last seen 19.10.16

Everyone wants a go in the RS, so the mileage is soaring

MILEAGE 10,550


We’ve been driving the XLV version, so do we prefer it to our standard model?


GIVEN SSANGYONG’S FLEDGLING status in the UK, it’s not every day that someone gets to experience one from behind the wheel, let alone more than one. Our Tivoli’s teething problems with its engine warning light meant that I spent a decent amount of time in its crossover estate stablemate, the XLV. At £2000 more than the standard Tivoli (£19,250 to start and £20,266 as tested), there’s a premium to pay for the extra space. But with Ssangyong’s generous equipment levels, you get a lot for your cash. It’s safe to say that the extra boot space in the XLV is its raison d’être. When driving, a more noticeable bounce over bumps is evident, but overall the XLV is a touch more grown-up than its standard counterpart. Think of it like a Land Rover Discovery Sport to the Tivoli’s Range Rover Evoque. The main difference is at the rear, with that extra portion of practicality added to the Tivoli’s existing boot space. There’s a subtle styling tweak to the front end, too (for the better). The rear styling is where it falls down

slightly. The standard Tivoli has the strength to loosely resemble the Mini Countryman from behind, whereas the XLV is a little more clunkily styled. Outward rear visibility takes a hit, too. The small, more distant rear window makes the view out feel a little more pinched, but the reversing camera and rear sensors remedy this. It’s a close one to call between the Tivoli and XLV. In my time with the XLV, the engine warning light hasn’t illuminated, so it’s fair to assume that the Tivoli’s issues may just be exclusive to our example. The XLV’s huge space is far more family-friendly than the already roomy Tivoli. It’s close to the price of the base-spec Ford Focus estate, too, which is eye-opening. JIMI BECKWITH

TEST DATA SSA N GYO N G TIVO LI 1.6D E L X Price new £17,250 Price as tested £18,150 Economy 48.7mpg Faults Handbrake button failure, sticky door handle, throttle pedal module, particulate filter sensor Expenses Service £235.99 Last seen 12.10.16


£ 2 MILLIO0 N Over



Audi A4 MILEAGE 5236



LAST SEEN 19.10.16

I’ve had to do a lot of motorway miles in the past month, and they’ve shown the A4 at its best. On our car’s Adaptive Comfort suspension (a £900 option) and 17in wheels (standard fit), the ride is forgiving yet controlled at speed, plus the A4 lets in little wind or road noise. But, perhaps best of all, fuel economy has topped 55mpg — hugely impressive from a 3.0-litre engine. SH

Competing in the Prescott hillclimb results in a class win hen I rocked up to my first MSA hillclimb event at Prescott in the Cupra, it took me a whole minute to convince the entrance security staff I was a competitor. “What, you’re going up the hill in this?” asked the gatekeeper after I’d said we were car 51. I could see his colleague peering through the window at the completely standard and luggagefilled interior. “Yeah, we’ve got paddock passes,” I replied, slightly bemused by their doubts. In the paddock, it soon became clear why the entrance staff were surprised to see an unmodified 16-plate Ibiza Cupra turning up to compete. Specialised single-seaters, classic formula cars and other highly modified racers sat side by side in their paddock slots. Roll cages and semi-slick tyres abounded. I’m going to come plumb last, I thought. It’s very odd watching an MSA scrutineer check over a nearly new road car, and even odder having to slip into a fireproof race suit to drive


MILEAGE 13,806


Cupra’s torque helped out of corners it. All that done, I lined up ready to face the hill, dampers set to Sport and stability control very much still on. The light went green. The surface was greasy from morning rain, so I was careful off the line, only allowing for light wheelspin in first gear. I changed into second and as the car’s thick 236lb ft wad of torque arrived, the front wheels scrabbled for grip in second and again in third. The rest of the hill was daunting, scary and technical. The slippery conditions meant I was well within the car’s limits under braking and often a gear higher than you’d expect on corner exits, but it meant I could I WAS MIGHTILY impressed with the Golf on a recent motorway schlep from Kent to Warwickshire through a torrential rainstorm. Although it didn’t offer the ultimate surefootedness of a 4x4, the Golf felt planted and stable on flooded roads. The trip was so that my daughter and I could take part in the Under 17 Car Club’s annual Team Challenge, which involved us both driving eight different vehicles – from a Fiat 500 to a van with a trailer – around some challenging obstacle courses that had been set up at Long Marston airfield. Watching my 16-year-old daughter driving such a wide range of vehicles made me realise how many automatic features we take for granted on new

lean on the strong mid-range grunt to pull me up the hill without fear of understeer-inducing wheelspin. Through the day I chipped away at my times, not expecting to rank anywhere near our track-prepared hot hatch rivals. But after two timed runs I was fourth quickest and closest to my handicap time, leaving me with the class win. Blimey. Later, I peeled the numbers off the Cupra, filled it with luggage and drove the 100 miles home, averaging 40mpg on the way. I should never have doubted it. SAM SHEEHAN

TEST DATA S E AT I B I Z A S C 1 . 8 T S I C U P R A B L AC K Price new £18,900 Price as tested £19,430 Economy 29.8mpg Faults None Expenses None Last seen 26.10.16

Land Rover Discovery Sport MILEAGE 11,615

LAST SEEN 19.10.16

The Discovery Sport’s suspension has begun to creak whenever it goes over a sleeping policeman. It usually only happens on cold mornings and stops when the car and air temperature warm up a bit. Although slightly irritating, the creaking is only noteworthy because it comes in stark contrast to the exceptional quietness of the suspension’s operation at all other times. AM

OWN ONE? SHARE YOUR EXPERIENCE cars like the Golf. For me, automatic lights, wipers, handbrake and so on are a boon, but new drivers shouldn’t be learning in cars like this, because they could get caught out later on. On the way home, we couldn’t resist stopping in Stratford-uponAvon for a cup of tea. The Golf’s modern styling contrasted strongly with the old town’s architecture. CLAIRE EVANS

TEST DATA V W G O L F 1 . 0 T S I 1 1 5 M AT C H BLUEMOTION EDITION Price new £20,735 Price as tested £21,120 Economy 53.9mpg Faults None Expenses Oil £46.99 Last seen 12.10.16

BMW 320d xDrive MILEAGE 3296

LAST SEEN 12.10.16

With the excellent sat-nav in the 3 Series, I tend to keep the map zoomed out and rely on the head-up display for turn-by-turn prompts. But driving past the home of football (Carrow Road in Norwich, obviously), I noticed it was shown in some detail and had to zoom in to see more. They’ve even got the various seat colours and sponsor names in the stands in the correct font in there. That’s thorough mapping. MT



Just under £11k buys a high-mileage 2009 530d GT in SE trim


Gran Turismos, Gran Coupés and other unloved BMWs catch James Ruppert’s eye am so sorry. I’ve been at it again, driving brandnew motors. This time it was BMWs – oddly appropriate, because my 5 Series has been having something of a sulk recently. Here was my opportunity to drive the new ones with push-button starts and all sorts of unimagined infotainment options. I liked BMW’s new 7 Series a lot, and the 4 Series was wonderful. With a big engine, the 1 Series is a good thing, too. But what I’ve been wanting to bang on about are the more oddball BMWs. Buyers didn’t get the 5 Series Gran Turismo, and it looks a bit odd at the front, but I’d give one a go. The starting money is just under £11,000, which buys a 2009, 140k-mile 530d GT SE. As the mileage drops below 100k, though, you can start adding £1000 to that price. Being relatively fresh in model


terms, 5 GTs don’t have many owners and seem to have been looked after rather well. Many were also pumped full of extras from the beginning and the nicest examples with kitchensink spec (BMW Professional sat-nav, xenon headlights and a digital radio) are going for £14,000. I think that is where I’d draw the buying line at the moment – especially as you can find some decent approved used examples with the 2.0-litre diesel engine dating from 2012 at that money, plus you might even get a panoramic roof thrown into the deal. By contrast, the 3 Series GT is still a bit too new for me to seriously consider it. Mind you, for some, a starting price at around £12,000 for a 2013 320d GT is worth considering. Then there is the insanely pretty Gran Coupé series. The 6 Series Gran Coupés were made for me but, again,

The 5 Series Gran Turismo looks a bit odd at the front, but I’d give one a go ❞ 72 AUTOCAR.CO.UK 9 NOVEMBER 2016

these seem far too new to be taken seriously by bargain hunters. You’ll have to spend a solid £24,000 at the moment, although that would put you in a beautiful 2013 640d SE that has done about 50k miles. With these around, and assuming you’re driving rather than sitting in the back, you’d never bother with a 7 Series. Except that the 7 Series is now so cheap, too – but we can save that for another day. Which brings us to the X6. It’s

a less practical and rather more morally objectionable X5, but I rather like it, precisely because few other marque purists do. The time is becoming right to buy one and flaunt your excellent taste. I haven’t left much space here for these, because the entry level still seems steep. Dealers are sticking xDrive30ds on the forecourt at £16,495. Meanwhile, I can quite happily overlook the 2 Series Active Tourer. Possibly forever.

Starting price for an X6 xDrive30d is £16,495 at a dealer




The best is Yeti to come MILE AGE 153,893

BMW 530D SPORT First off, let’s say full marks to Her Majesty’s AA service for coming to the rescue so quickly and then not going with the easy option. It may have been the distance involved but, exceptionally, the AA bloke was prepared to dig in. It was clear that all of Shed 5’s coolant had gone south. The old girl had overheated and expired. The top hose, which in the old days was attached to the radiator, had blown its seal. Said AA chap performed a surgical Super Glue operation. I drove on at my own risk, according to the official report. Final instalment next week. READER’S RIDE

When all you need is a funky little family carrier, there’s nothing better than a Skoda Yeti. Here’s a five-year-old, 52,000-mile, frontwheel-drive example in S trim with a 1.2-litre petrol engine. The heated door mirrors will come in handy over winter and the traction control should keep you on the straight and narrow. The asking price is £6488.


No business like snow business Should you want to get more serious than a Skoda Yeti (see above) about dealing with the supposedly upcoming snowmaggedon, buy a four-wheel-drive Ssangyong Korando. They’re just as good value second-hand and the equipment you get as standard is outstanding. So here’s an 86,000-miler with leather upholstery and electric front seats. It’s a 2.0-litre diesel and is priced at £8950.


Blackpool rocks

Subaru Impreza estate Muiris Moriarty tells me he’s a big fan of getting a good deal. This 2008 Subaru Impreza wagon with a 2.0-litre petrol engine and automatic gearbox “has done only 68,000km [just over 42,250 miles], has had two previous owners and came with a full service history”. Moriarty, who lives in Ireland, says: “I paid €2150 [£1935 at the current exchange rate]. It was just needing a new driver’s window motor, which was €70

[£63] second-hand and four tyres. I stretched to all-weather Dunlops for €400 [£360]. It passed the NCT [Ireland’s equivalent of the MOT test] with flying colours. Happy winter motoring ahead.”


If a 4x4 or family holdall doesn’t light your fire, try this. It’s a 1999 TVR Chimaera that’s described as “strawberries and cream”. It’s hard to argue with the colour combination and this looks like a cared-for example that was previously sold by the dealer, which is usually a good sign. It has a rustproofed chassis from new and a mohair roof, no less. The mileage quoted is 57,000 and it’s being advertised for £15,995.





Graham Goode Racing will give your RS this much power for £4500 all in.

A FOCUS ON PERFORMANCE The Ford Focus RS Mk2 set the hot hatch standard in 2009 and remains a potent force today. John Evans finds out more othing turns up the heat on an old Focus RS like the arrival of a new one. Comparisons are drawn from which, fortunately, the Mk2 of 2009-2011 emerges head held high. It has an involving front-wheel drive chassis, big reserves of tweakable power and – important, this – three doors, not five. If you’ve just spent £23,000 acquiring one, take a bow. That’s right: £23,000. You can spend a lot less, of course, or a bit more, but this is the going rate for an honest, late-plate Mk2 RS with Lux Pack 2. It’s also about £4000 shy of what it cost new. At the cheap end, the RS’s stubborn refusal to slip much below £19,000 is remarkable, given that of the 11,000 Ford made, 4000 were sold here in the UK. So it’s not



rare. A case of waiting to see who blinks first? Possibly, but a quick punt behind the wheel of one soon puts that theory to rest. The Focus RS Mk2 hit showrooms in 2009, with 301bhp and 325lb ft from a comprehensively reworked version of the Focus ST’s 2.5-litre five-cylinder turbo engine. It was no modern-day all-wheel driver; the Mk2 sent its power through the front wheels, reducing unruly torque steer with the aid of a Ford’s so-called RevoKnuckle front suspension set-up plus a Quaife limited-slip diff and ESP. The extra control contributed to a 0-62mph time of 5.9sec (you can improve slightly on that by fitting a stiffer torque mount that restricts engine movement, helping to keep the front down). Top speed

was 163mph. Just as important, the engine sounded glorious, popping, banging and generally showing off when it wasn’t simply bumbling to the shops just like any other Focus. The three colour options – Frozen White, Ultimate Green and Performance Blue – caught the mood perfectly. Air conditioning was standard and the car was well equipped, but most people went for Luxury Pack 1, which brought dual-zone climate control, DAB radio and a six-disc CD player. Luxury Pack 2 added a touchscreen sat-nav and a rear-view camera. But Ford couldn’t resist another throw of the dice, so in April 2010, emboldened by the RS’s success, it gave us the RS500. No, not a reference to its power output (it made

345bhp) but the number the company made. Along with an engine remap, it had an uprated fuel pump and a larger intercooler and exhaust downpipe. It cracked 0-62mph in 5.6sec and you could have it in any colour you liked, as long as it was black – matt black. It cost £35,450, or around £4000 less – yes, less – than they change hands for today. Meantime, word had spread about how well engineered the standard RS was and how it could easily handle a few extra horses. Step forward the expert tuners, including Graham Goode Racing and Mountune, offering upgrades ranging from 340bhp to 400bhp. All very nice, but just netting a straight and cherished RS, whatever its state of tune, will be the gift that keeps on giving.


A L A S TA I R M AY N E , GRAHAM GOODE MOTORS “The RS is reliable but thrives on expert servicing. Main dealers are great, but consider a specialist for the ultimate care. Like RS owners, they’re enthusiasts, and they also understand the tuning scene — what’s possible and what isn’t. Driveability, as well as reliability, is the hallmark of a good modification. Anyone can squeeze a few extra horsepower out of a turbo, but the key is knowing how to upgrade the fuelling, induction and exhaust. Some sellers swear their car has been modified by an expert. Ask to see invoices for proof; there could be problems waiting in the wings.”

Buyer beware… RS Mk2 uses Ford’s RevoKnuckle to limit torque steer

B O DY Rust isn’t an issue yet, but check the quality of any repairs, especially behind plastic trims where corrosion may lurk. Some cars have severe stone chips and mild rusting of wheel arches. ENGINE Engines are strong but need regular TLC. Check it’s had Castrol Longtec 0W-40 fully synthetic oil. Backfiring caused the plenum chamber to explode on a handful of early cars. A remap cured this. Oil leaks include from a bung in the oil feed to the variable valve timing apparatus. The diaphragm in the combined oil filter/breather can split, causing a build-up of crankcase pressure. This can pop out oil seals, risking timing belt contamination and failure. To check, remove the dipstick with the engine idling and listen for the hiss of escaping air. Also listen for a ‘mooing’ sound.

BRAKES Strong, although some owners may have upgraded them. Check for disc lipping and pad wear. ELECTRICS The ECU’s wiring can chafe with the rocking of the engine. An engine torque mount upgrade reduces movement. INTERIOR Driver’s seat side bolster can wear.

Also worth knowing

Technical bulletins include faulty remote locking and an inability to engage gears. Recalls include salt corrosion of the cooling fan control unit and rear brake hose chafing on wheel arch liners.

How much to spend

£ 1 5 , 0 0 0 - £ 17, 0 0 0 Sprinkling of Cat D write-offs, which could mean airbags/seatbelt pretensioners activated, parking sensors damaged. Can be hard to insure. £ 17, 5 0 0 - £2 0 , 0 0 0 Trade and private 09s and 10s with 60k miles; some full history, most modified. £2 0 , 5 0 0 - £3 0 , 0 0 0 Loads to choose from, but remember, the new, Mk3 RS begins at £31,250. £6 0 , 0 0 0 RS500 with build number 001.

C O O L I N G S YS T E M Early cars had radiator problems, fixed under warranty.

Kit is generous, but Luxury Packs 1 and 2 add more

The standard RS was well engineered and could easily handle a few extra horses ❞

TRANSMISSION It’s tough, but aggressive starts can eat clutches and driveshafts. SUSPENSION Bushes can wear but main components are durable. Tyres can wear on their inner edges due to camber and castor angles and wheelspin. Continental SportContacts are the tyre of choice.

One we found

F O R D F O C U S R S , 2 0 0 9/5 9, 2 4 k M I L E S , £2 0 , 8 9 5 Privately advertised (which is rare), so you can gauge the owner’s character, and standard, so no insurance issues. Has ‘service history’, but is that full? Also, does low mileage mean lots of short journeys? Still, worth a look.


With thanks to: Alastair Mayne (, Adrian Thompson (

An expert’s view











Drive away a pre-owned Outlander PHEV, the UK’s most popular hybrid vehicle. You could own a luxury full size 4WD SUV, capable of delivering up to 156mpg1. We’ve got a limited number of these low mileage vehicles that are less than 10 months old and come with all the benefits of the Mitsubishi Approved Used Car Programme, including guaranteed service history, roadside assistance, free annual health check and a 30 day vehicle exchange plan. What’s more, they come with 4 years’ manufacturer’s warranty.

BECAUSE IT’S NEW TO YOU REPRESENTATIVE EXAMPLE: Pre-owned 16MY Mitsubishi Outlander PHEV GX4h On The Road (OTR) Price Customer Deposit 36 Monthly Payments Option to Purchase Fee (inc in final payment) Final Payment (GFV)

£28,000 £7,830 £299 £10 £12,300

Total Amount of Credit Total Amount Payable Duration of Agreement (mths) Representative APR

Interest Rate (fixed)

£20,170 £30,894 37 5.9% APR 3.1%

1. Official EU MPG test figure shown as a guide for comparative purposes and is based on the vehicle being charged from mains electricity. This may not reflect real driving results. 2. Congestion Charge application required, subject to administrative fee. 3. The Alternatives PCP finance plan shown above is only available to customers resident in the UK, aged 18 and over, subject to status only through Shogun Finance Ltd T/A Finance Mitsubishi, 116 Cockfosters Rd, Barnet, EN4 0DY. Finance Mitsubishi is part of Lloyds Banking Group. Alternatives figures are based upon an annual mileage of 10,000, any excess mileage will be chargeable at 9ppm. The Guaranteed Future Value (GFV) is subject to the vehicle being returned on time, in good condition (fair wear and tear accepted), within the permitted maximum mileage and all the required payments having been made. Final payments (GFV) and monthly repayments may vary dependent upon date of registration and mileage, examples are a guide. Full written quotations are available upon request. Offer is only applicable in the UK (excludes Channel Isles & I.O.M) and may be withdrawn at any time. Finance offer available at participating dealers between 29th September and 28th December 2016.




McLaren’s entry-level 540C on p42 may be out of the reach of many, but, says Alex Robbins, its secondhand ilk are nearing affordability Honda NSX Prices have soared in recent years, so the original NSX is no longer the relative bargain it once was, but automatics and high-mileage manuals can still be found for less than £30,000. Even so, we’d step up to £45,000 for a tidy, lowmileage manual with the right service history and made after 1992, thus avoiding the potential for expensive transmission trouble — and we’d be safe in the knowledge that we’d see at least the same money back come resale. Be aware that some jobs, such as the clutch and timing belts, aren’t cheap to do, so make sure they’ve been done recently.

Audi R8 V8 Prices for Audi’s usable supercar now start at £40,000, and while early examples are nearing 10 years old, they look as fresh today as ever. The performance hasn’t dated, either, with 62mph coming up in a shade under five seconds, even for the V8. Aluminium bodywork can be pricey to fix, but the R8 is largely free of faults. We’d pay around £42,000 for a low-mile V8 manual with a full history. BMW i8 At a year old, with a huge part of the depreciation hit already gone, an i8 looks like good sense. Behind the spaceship looks and that fabulously quirky hybrid powertrain lie a supercar that’s relatively efficient and easy to use, making it a fabulous daily driver — just as long as you don’t regularly carry luggage, for which there isn’t much space. We found a two-year-old example with just 3000 miles on the clock going for £70,000 — more than £30,000 less than its new list price.

Porsche 911 Turbo (996) The Turbo is the supercar of the 911 range and the 996 is the most accessible Turbo. Less than £30k gets you a Tiptronic or a daggy manual, but a tidy, low-mile manual with history will be upwards of £35k. Ballistic performance and surefooted handling are standard. Not much goes wrong, but alternators and starter motors can give gip. Check for drivetrain leaks, which can be surprisingly expensive to repair.

Nissan GT-R Is the GT-R a true supercar? The figures say it is, with even early examples hitting 62mph in 3.9sec. Standard cars are rare but hold their value better. Early GT-Rs suffer with expensive gearbox control solenoid issues, while all cars can develop a rattle from the bellhousing that isn’t too damaging but is pricey to fix. Pay £38k for a clean, lowmileage early car, or £50k for a facelifted example from 2011 on. 9 NOVEMBER 2016 AUTOCAR.CO.UK 77


CAR REPAIR BILLS? If your car goes wrong, you could be faced with wallet busting repair bills. Not to mention the hassle of dealing with the garage and being without your motor for days, or even weeks on end. An award-winning car repair plan from Warrantywise gives you total peace of mind when your car goes bang! All of our plans include car hire, hotel & onwards travel expenses as well as recovery as standard. You can also take your car to any VAT registered garage in the UK or Europe for repairs! Prices start from just £19 per month. Best of all its been designed by motoring consumer champion, Quentin Willson.

Designed by Quentin Willson

QUENTIN WILLSON’S VIDEO GUIDE Watch as motoring expert, Quentin Willson, explains the benefts of a used car warranty. Watch Quentin’s Video Guide Terms and conditions apply. Accurate at the time of printing.

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A L FA R O M E O Mito 3dr hatch AAABC 1.4 Cloverleaf 136 7.9 21.1 6.9 7.3 2.7 168 184 23.2 36/42 Giulietta 5dr hatch AAABC 2.0 JTDm 135 8.4 22.3 7.7 7.9 2.7 168 258 34.8 40/57 4C 2dr coupé/convertible AAACC Spider 160 5.1 12.4 4.0 5.8 2.97 237 258 29.6 32/44



1475 13.10.10 940


ALPINA B3 Biturbo 4dr saloon AAAAB B3 Biturbo 155 4.7 10.3 3.8 6.8 2.9 404 443 41.5


1610 29.8.13

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 —/—





ASTON MARTIN V8 Vantage 2dr coupé AAAAC V8 Roadster 175 5.2 12.0 3.6 7.9 GT8 190 4.6 10.4 3.6 6.1 DB11 2dr coupé AAAAB Launch Edition 200 4.0 8.4 3.0 10.1 Rapide 4dr saloon AAAAC Rapide S 190 5.3 11.3 4.3 8.3

2.7 380 302 26.0 17/22 2.6 440 361 25.3 19/29

1713 25.4.07 1530 12.10.16

2.6 600 516 46.2 24/34


3.03 550 457 33.6 19/23

1990 20.3.13



Weight (kg)


Torque (lb/ft)

Power (bhp)

Mpg test/touring

28/37 29/36

1585 18.9.13 1585 9.7.14

36/46 27/33 19/28

1830 31.3.10 1925 23.5.12 1975 29.12.11







294wh/m 1390 22.1.14 50/40




1625 14.10.15




1895 27.8.14

28/34 21/26

2265 13.11.13 2350 13.5.15


2275 11.6.08



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 45/49 362 343 34.2 26/37

1355 26.9.12 1540 31.12.14 1595 10.6.15

187 295 37.1




237 368 35.7 32/43

1755 25.7.07

201 295 39.9 34/46 552 516 40.0 20/28

1805 19.10.11 2010 3.7.13

241 369 42.9 31/40


346 590 53.1


2130 16.6.10

227 273 30.1



1305 26.11.14

148 184 29.4 45/56



175 280 35.8 33/46 306 310 32.4 32.4

1710 1655

16.11.11 1.1.14

168 258 29.8 29/37

1880 14.1.09

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

Veyron 2dr coupé AAAAB Super Sport 268 2.6 5.0 1.7

5.9 2.6 1183 1106 40.6 12/18

Seven 2dr roadster AAAAC CSR 260 143 4.1 9.8 3.1 4.4 3.3 260 200 22.8 24/26 160 100 8.4 — 8.7 7.6 4.8 80 79 16.7 39/45 620S 145 3.8 9.2 3.2 5.7 2.7 310 219 21.2 25/29



570 11.10.05 490 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

1175 20.6.12 1539 8.10.14

C H RYS LE R 300C 4dr saloon AAACC 3.0 Executive 144 7.3 21.1 7.5

*4.5 2.6 236 399 38.8 30/34

2040 29.8.12

CITROEN C3 5dr hatch AAABC 1.4 VTR+ 114 10.8 41.9 11.0 14.4 2.9 C4 5dr hatch AAACC 2.0 HDi Excl. 129 8.5 25.2 7.9 9.2 3.15 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


100 20.9 39/48


148 251 34.2 43/49






187 36.1


148 273 34.7 44/52

1430 27.11.13

DACIA Sandero 5dr hatch AAACC 1.2 75 Access 97 15.3 — 17.6 23.0 3.0 74


20.3 32/38



DS 27.4 18/27 34.9 7/15

2470 2375

4.4.12 1.6.11

44.5 18/26



44.8 18/21



48.2 20/25

2440 18.5.16

BMW 1 Series 3dr/5dr hatch AAABC 116d ED Plus 124 10.2 30.0 10.0 17.3 — 114 199 37.7 2 Series 3dr coupé/convertible AAAAB 220d SE 143 7.8 20.9 7.3 8.8 2.9 181 280 39.6 220d C’vble 140 8.5 24.7 8.4 9.0 2.1 187 295 34.5 M235i 155 6.3 14.7 5.7 5.4 2.7 322 332 28.1 M2 155 4.4 10.3 3.6 6.2 2.6 365 343 33.7 2 Series Active Tourer 5dr MPV AAAAC 218d Luxury 129 8.9 26.5 8.7 12.1 3.0 148 243 40.4 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 318d Sport GT 130 9.5 28.6 9.5 12.4 2.7 141 236 36.5


1395 27.5.15

46/62 50/53 26/35 31/37

1450 19.3.14 1610 1.4.15 1530 23.4.14 1595 15.6.16


1450 24.12.14

41/57 43/54 50/57

1535 22.2.12 1735 21.11.12 1615 17.7.13

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


251 40.1

1660 18.4.12



FERRARI 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


F I AT Panda 5dr hatch AAAAB 1.2 Easy 102 14.6 — 15.3 19.9 4x4 TwinAir 103 14.6 — 15.8 16.0 500 3dr hatch AAAAC Abarth 595 130 7.5 20.1 6.4 7.0 500 Twinair 108 11.7 — 13 15.3 Tipo 5dr hatch AABCC 1.6 M’jet Lounge 124 9.6 31.6 9.8 8.7 124 Spider 2dr roadster AAABC Lusso Plus 134 7.3 20.9 7.1 7.2

3.0 68 3.0 84

Weight (kg)


Mpg test/touring


Torque (lb/ft)

Power (bhp)

Braking 60-0mph



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 1.4 Zetec 109 11.9 43.4 11.9 21.8 2.7 95 ST-2 137 7.0 17.0 6.0 7.1 2.6 180 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 Grand C-Max 5dr MPV AAAAB 2.0 TDCi T’ium 124 9.2 28.6 8.8 11.1 2.8 138 S-Max 5dr MPV AAAAC 2.0 TDCi T’im 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 Ranger 5dr pick-up AAABC 3.2 TDCi 109 10.8 35.7 10.7 9.8 3.2 197



94 21.9 34/41 177 26.5 32/41

1090 15.10.08 1163 15.5.13

199 33.1 59/63 325 27.3 28/37

1343 28.1.15 1599 4.5.16

236 35.6 37/48

1705 17.11.10

258 39.5 44/46

1725 26.8.15

236 26.7 40/45



258 38




391 35.1


1720 24.2.16




251 31.6


1707 13.3.13

332 37


1949 27.7.16

347 32.4 28/35

2265 10.10.12



G I N E T TA G40R 2dr coupé AAAAC 2.0 140 6.3 17.2 6.1

8.3 3.6 175 140 22.6 28/-



1480 1378

11.1.12 5.8.15

H O N DA Civic 5dr hatch AAABC 2.2 i-DTEC EX 135 8.3 24 Type R GT 167 5.5 13.4 NSX 2dr coupé AAAAB NSX 191 3.3 7.3 HR-V 5dr SUV AAABC 1.6 i-DTEC SE 119 10.5 34.9 CR-V 5dr SUV AAABC 2.2 i-DTEC EX 118 9.7 31.3

7.9 12.2 — 148 258 38.7 38/55 5.0 6.7 2.7 306 295 27 32/37 2.6 4.3 2.7 573 476 35.8 25/32

1725 5.10.16

10.4 11.2 —




221 34.4 56/57

5.9 2.5 148 258 32.4 36/45


1806 24.10.12

HYU N DAI i10 5dr hatch AAABC 1.0 SE 96 14.7 — 16.2 i20 5dr hatch AAAAC 1.4 SE 114 12.2 42.4 12.1 i30 5dr hatch AAABC 1.6 CRDi Active 115 11.7 38.3 11.5 i40 5dr estate AAABC 1.7 CRDi 118 12.2 41.4 12.5 ix35 5dr SUV AAABC 2.0 Premium 112 10.9 40.9 11.1 Santa Fe 5dr SUV AAAAC 2.2 CRDi 118 9.0 27.6 9.2

19.9 2.9 65


20.0 44/51



17.3 3.0 99






14.8 2.8 109 192 22.5 49/60

1360 14.3.12

12.3 2.9 114

192 29.4 44/51






37.5 36/43



9.2 2.9 134 236 29.1 *5.5 2.7 194 311



BENTLEY Continental GT 2dr coupé/convertible AAAAC GTC V8 187 4.5 10.8 3.9 *2.7 2.8 500 487 GT 198 4.6 10.9 4.2 *2.4 2.5 567 516 Flying Spur 4dr saloon AAABC W12 200 4.5 10.4 3.6 8.4 3.0 616 590 Mulsanne 4dr saloon AAAAC 6.75 V8 184 5.7 13.7 4.8 *2.8 2.6 505 752 Bentayga 5dr SUV AAAAB W12 187 4.9 11.6 4.4 8.7 3.0 600 664

Braking 60-0mph





Top speed

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 GT/5dr estate AAAAC 530d SE 155 6.4 16.1 5.4 *3.3 3.0 241 398 48.1 ActiveHybrid5 155 5.6 13.5 5.0 10.5 2.6 335 332 40.4 M5 155 4.3 9.0 3.6 6.4 2.8 552 502 38.2 6 Series 2dr coupé/convertible AAAAC 640d M Sport 155 5.3 13.1 4.6 *2.7 2.6 309 464 42.1 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 1.3 Range Extd 93 8.1 — 7.6 *4.9 3.4 168 184 — 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 SE 130 8.4 27.4 8.7 10.7 3.15 181 280 33.5 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 S’Back 155 4.1 10.3 3.7 7.7 2.8 A4 4dr saloon AAAAC 2.0 TDI S line 147 8.4 22.2 7.3 11.2 3.1 A5 2dr coupé/convertible AAAAC 3.0 TDI quattro 155 6.4 16.6 5.9 8.0 2.7 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 A7 Sportback 4dr saloon AAAAC 3.0 V6 TDI 155 6.7 18.7 6.5 *4.0 2.8 A8 4dr saloon AAAAC 4.2 V8 TDI 155 5.0 13.0 5.4 *3.4 2.5 TT 2dr coupé/convertible AAAAC 2.0 TFSI S-line 155 6.6 14.5 5.0 6.5 2.5 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 SE 125 9.9 34.2 10.2 9.9 2.8 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

147 23.6 35/41


» 30 -70 M PH Indicates overtaking ability through the gears » 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 » 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


Weight (kg)

Mpg test/touring


Torque (lb/ft)

Braking 60-0mph

Power (bhp)





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. We aim to produce the most complete, objective verdict in the business, so you can be sure how good a car is. 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.


Facts, figures, from the best road tests


Make and Model


Top speed


75 22.2 39/49 107 20.8 37/44

1020 25.4.12 1050 17.4.13

2.8 158 170 23.9 34/39 3.3 84 107 22.9 35/39

1035 26.2.14 1070 24.11.10

2.9 118


236 35.0 49/62

2.8 138 177 24.9 34/38


1050 28.9.16

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 Prm’m Tech 137 9.6 28.6 9.6 15.8 3.2 168 295 40.8 39/45

1436 17.2.16 1750


1896 25.2.15

JAG UAR F-Type 2dr convertible/3dr coupé AAAAB V8 S cabrio 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 XF 4dr saloon AAAAB R-Sport 2.0 136 9.4 26.1 9.0 16.1 2.9 178 318 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 F-Pace 5dr SUV AAAAC 2.0d AWD 129 9.2 30.9 9.7 7.4 — 178 318

46.8 19/29 36.2 24/33

1655 12.6.13 1594 11.6.14


1595 2.12.15


33.8 30/49



43.5 28/36







JEEP 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 Picanto 5dr hatch AAAAC 1.0 1 95 13.8 — 14.9 Carens 5dr MPV AAABC 1.7 CRDi 2 112 12.9 51.2 13.9 Rio 5dr hatch AAABC 1.4i 2 114 11.4 39.1 11.5 Optima 4dr saloon AAACC 2 1.7 CRDi 125 10.5 35.4 10.4 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

24.4 3.2 68





15.2 2.8 114

192 31.7


1581 29.5.13

19.1 3.0 107 101

23.3 40/50

10.6 3.2 134 239 31.9







12.8 3.5 139 108/125 31.9 49/50

1500 31.8.16

16.8 3.3 114

207 34.4 50/51



197 325 35.2 35/39



*5.7 —

L AN D ROVE R Discovery Sport 5dr SUV AAAAC HSE Luxury 117 8.9 27.6 9.0 11.8 2.4 188 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 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

310 47.2 34/37

1863 18.3.15

516 41.8

2625 12.12.12


310 37.3 30/36


442 43.1 502 41.8

33/42 22/19

2115 2.10.13 2335 15.4.15



1720 21.8.13

LEXUS IS 4dr saloon AAABC IS300h 143 8.1 20.2 7.3

*4.3 2.7 220 163 —




*5.6 2.7 194 na





1765 18.2.15

12.9 2.9 471 391 39

14.3 2.9 134 118 24.7 39/42 7.2 2.5 243 184 24.7 27/32

900 26.5.10 920 29.6.16

6.8 2.4 345 295 34.8 21/26

1430 30.3.11

5.5 2.5 345 295 27




M A S E R AT I GranTurismo 2dr coupé AAABC 4.2 GT 177 5.6 13.0 4.9 *2.8 2.8 400 339 32.1 18/27 GranCabrio 2dr cabriolet AAABC 4.7 V8 175 5.1 11.9 4.5 11.2 2.4 433 362 32.1 17/22 Ghibli 4dr saloon AAABC Diesel 155 6.5 17.2 6.0 5.1 2.7 271 443 43.3 31/40

1975 2.2.08 2085 14.7.10 1835 12.3.14

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 5 5dr MPV AAACC 1.6D Sport 111 12.5 — 13.4 11.1 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 AAABC 2.2 Sport Nav 126 9.4 28.0 9.1 9.7

3.1 89

109 27.9 51/55

1050 22.4.15

3.0 148 280 29.7 46/60

1470 4.12.13

2.9 113




1480 23.1.13

199 31.3

2.7 173 309 35 3.3 129 111 —

24.5 46/49




104 199 34.8 59/60

1275 22.7.15

2.3 148 280 34.9 24/55

1575 13.6.12

MCLAREN 570S 2dr coupé AAAAA 3.8 V8 204 3.1 6.4 2.2 10.2 2.6 562 443 36.5 23/37 650S 2dr coupé/roadster AAAAB 3.8 V8 Spider 204 3.2 6.3 2.2 5.9 2.5 641 500 35.4 18/24 P1 2dr coupé AAAAA P1 217 2.8 5.2 2.2 6.0 2.3 903 664 36.0 19.6/—

MERCEDES-AMG C63 4dr saloon AAAAB C63 155 4.4 9.7 3.4 7.5 2.7 469 479 38.1 19/25 GT 2dr coupé AAAAC S 193 3.6 7.8 2.8 5.5 2.5 503 479 34.7 20/29 SLC 2dr convertible AAABC SLC 43 155 5.5 12.3 4.2 12.7 3.0 362 384 40.4 27/33

1475 7.11.12 1555 14.8.13 1495 29.2.12 1700 23.7.14 1525 26.6.13 1555 18.11.15 1780 24.6.09 1775 1980

13.4.11 9.1.13

1975 16.10.13 2070 3.12.14 1535 14.5.14 1845 10.2.16 2310


2455 24.7.13 1815


1395 20.7.16

7.3 2.8 12.9 2.9

11.2 3.0 128 236 32.8 42/48

1550 13.8.14

9.9 2.4 326 270 30.5 26/34

1508 29.7.09

5.3 2.5 478 434 28.1



1305 14.10.09

1080 1160

18.7.12 11.2.15

13.9 3.0 114

199 38.5 48/59



5.8 2.57 161

255 32.3 32/46

1680 25.5.11

11.8 3.2 114

199 32.7 49/59



9.5 2.1 148 251 32.2 44/50

1580 11.11.09

9.8 3.1 107 192 28.1

1547 27.1.10


PORSCHE 2.5 380 310 25.5 28/—

1340 23.9.15

2.5 296 280 25.8 26/36 2.5 345 310 25.8 28/29

1335 8.6.16 1430 10.8.16

2.4 493 339 24.2 20/28

1495 19.8.15

2.9 414 369 36.4 27/31

1535 20.1.16

2.3 874 944 41.2

1740 22.10.14


2.5 493 567 45.0 20/28

2045 20.9.09

2.4 394 406 35.7 22/31

2000 4.6.14

SR3 SL 2dr roadster AAAAC SR3 SL 161 3.4 8.4 3.7 4.8 2.7 245 265 24.9 14/-



R E N A U LT Twingo 5dr hatch AAABC Dynamique 94 17.6 — 19.1 29.4 Zoe 5dr hatch AAABC Dynamique 84 12.3 — 13.9 9.1 Clio 5dr hatch AAAAC 0.9 TCE 113 13.4 — 13.9 19.1 RS 200 Turbo 143 7.4 20.9 6.9 9.1 Mégane 3dr hatch AAAAB 275 Trophy-R 158 6.4 14.0 5.0 6.4 New Mégane 5dr hatch AAACC 1.5 dCi Dyn S Nav 116 11.1 35.2 11.1 13.2 Scénic 5dr MPV AAAAC Grand 1.4 TCe 121 11.0 34.8 10.4 9.2 Kad jar 5dr SUV AAAAC 1.5dCi D’qe S Nv 113 14.5 — 14.6 17.2

2.9 69


20.8 42/52

2.9 87

162 7.8

865 29.10.14

250Wh/m 1468


2.8 89 100 23.8 38/47 2.8 197 177 20.8 32/37

1009 6.3.13 1204 23.10.13

3.1 271 266 27



2.8 108 192 33.9 47.2




2.3 129 140 22.1


1457 16.9.09

2.3 108 192 35.0 52/69

1380 21.10.15

R O L L S - R OYC E Phantom 4dr saloon AAAAC Phantom 149 6.0 14.7 5.3 *3.0 2dr Coupé 155 6.1 15.5 5.9 *3.4 Ghost 4dr saloon AAAAC Ghost 155 4.9 10.6 3.9 *2.3 Wraith 2dr coupé AAAAB Wraith 155 4.6 10.0 4.5 *2.1 Dawn 2dr convertible AAAAC Dawn 155 5.2 11.6 4.2 *2.4

2.7 453 531 38.7 8/17 2.9 453 531 38.7 7/18

2485 2.4.03 2495 27.8.08

2.6 563 575 46.0 18/23


2.9 624 590 45.9 15/27

2435 21.5.14

2.9 563 575 47.7






1172 21.10.09

9.6 2.9 181 280 35.6 47/54 7.1 2.7 276 258 27.2 28/36

*3.6 2.4 178 184 21.3

1350 4.9.13 1441 26.3.14

*7.0 3.0 168 258 30.5 35/40



Fabia 5dr hatch AAAAC 1.2 TSI 90 SE-L 113 12.6 46 12.5 15.0 3.4 89 Octavia 4dr saloon/5dr estate AAAAC 1.6 TDI SE 121 11.6 43.0 12.5 13.6 2.7 104 Rapid 4dr saloon AAABC 1.2 TSI 114 11.3 45.5 11.5 14.2 2.9 84 Superb 5dr hatch/estate AAAAB 2.0 TDI SE 135 8.8 24.9 8.2 11.2 2.8 148 Yeti 5dr SUV AAABC 2.0 TDI 140 119 10.7 39.1 11.2 12.3 2.7 138

14.0 2.9 114

184 36.4 50/62


22.3 —/—





21.0 2.6 168 184 31.9





11.0 2.9 145 258 33.0 41/49



9.4 2.8 296 300 27.6 23/31

1534 25.6.14


Swift 3/5dr hatch AAABC 1.2 SZ4 103 11.6 37.2 11.1 18.7 Celerio 5dr hatch AAABC 1.0 SZ4 96 12.9 — 14.3 25.0 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 Vitara 5dr SUV AAABC 1.6 SZ5 112 9.5 29.8 9.5 15.5

3.0 93



3.0 67


22.4 54/57

2.9 110

125 26.3 50/55


2.57 118

236 35.1


1290 30.10.13


24.3 49/47

1075 29.4.15





835 25.3.15 3.8.16


9.1 2.9 81 87 21.2 41/45 6.7 2.9 205 221 25.6 41/42





Fortwo 3dr hatch AAACC Prime 96 11.2 — 11.4 12.3 3.2 89


Weight (kg)

1465 21.3.12


1230 22.8.12

Mpg test/touring

10.1 2.7 145 258 34.7 39/51

12.7 3.0 7.2 2.5

XV 5dr SUV AAACC 2.0D SE 120 8.9 29.1 9.5 Levorg 5dr estate AAACC 115 117 19.5 36/46 1230 3.11.10 GT 1.6i L’tronic 130 8.4 24.6 7.9 197 184 23.8 31/39 1295 22.5.13 Forester 5dr SUV AAACC 2.0d XC 118 9.9 36.5 10.5 107 207 8.76 320Wh/m 1545 27.4.11 WRX 4dr saloon AAACC STi Type UK 159 5.4 13.3 5.1 109 192 35.0 49/56 1365 19.2.14




1307 12.11.14

134 162 31.0

Plus 8 2dr roadster AAACC 4.8 V8 — 4.9 11.1 4.0 8.3 3.2 390 370 36.0 24/32 3 Wheeler 2dr roadster AAAAA 3 Wheeler 115 8.0 29.9 7.7 5.1 3.56 80 103 21.3 30/-

Torque (lb/ft)

13.1 2.9 108 192 35.7 50/57

1320 25.11.15

1675 27.3.13 1810 16.4.14

Power (bhp)


148 243 34.9 51/52


Braking 60-0mph

1425 14.9.16

1036 9.10.13

1235 2.4.14 1160 20.2.13

ASX 5dr SUV AAABC 1.8 DiD 3 124 10.0 28.8 10.1 8.6 2.8 148 221 29.6 49/57 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 PHEV GX4hs 106 10.0 30.5 9.5 6.2 3.0 200 245 — 44/38


221 33.2 45/58


189 221 26.4 35/54 215 192 23.6 34/45






Ibiza 3/5dr hatch AAAAC Cupra 1.4 TSI 140 7.0 19.6 6.3 Leon 3/5dr hatch AAAAC SC 2.0 TDI FR 142 8.0 22.1 7.5 Cupra SC 280 155 5.9 13.6 4.4 Alhambra 5dr MPV AAAAC 2.0 TDI 170 DSG 127 10.5 38.3 11.2 Ateca 5dr SUV AAAAB 1.6 TDI SE 114 10.5 35.6 9.3


22.6 45/53


S E AT 1150 25.12.13

MINI Mini 3dr hatch AAAAB Cooper S 146 6.9 17.1 5.9 6.7 2.5 JCW GP 150 6.6 14.9 5.2 5.6 2.4 Clubman 5dr hatch AAABC Cooper D 132 8.6 25.9 8.2 10.0 2.9 Convertible 2dr convertible AAAAB Cooper 129 9.2 25.4 8.8 12.4 2.7


20.3 2.9 79


MG 3 5dr hatch AAABC 1.5 3Form Spt 108 11.4 41.5 11.6 19.6 2.8 105 101 22.2 37/41 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

18.7 3.0 79

Old Cayman 2dr coupé AAAAA GT4 183 4.6 10.0 3.5 6.0 718 2dr coupé/roadster AAAAB 1440 30.3.16 Boxster 171 5.4 12.2 4.3 5.2 Cayman S 177 4.8 10.5 3.9 4.8 1468 30.7.13 911 2dr coupé AAAAB GT3 RS 193 3.4 7.8 2.8 6.9 — 7.5.14 New 911 2dr coupé AAAAB Carrera S 190 4.5 9.4 3.4 7.3 918 Spyder 2dr coupé AAAAA 4.6 V8 214 2.6 5.3 1.9 2.2 1715 3.6.15 Panamera 4dr saloon AAABC 4.8 Turbo 188 4.0 9.2 3.4 13.5 1715 29.7.15 Macan 5dr SUV AAAAB Turbo 165 4.7 11.8 4.3 7.9 1595 6.7.16

MERCEDES-BENZ A-Class 5dr hatch AAABC A 200 CDI Sport 130 8.9 28.3 9.0 10.1 2.5 134 221 37.1 48/58 A 45 AMG 168 4.2 11.5 4.3 4.5 2.8 355 322 38.1 27/37 B-Class 5dr MPV AAABC B 200 CDI Sport 130 9.4 28.8 9.6 11.9 2.7 134 221 37.8 20/52 C-Class 4dr saloon/5dr estate AAAAC C 220 Bluetec 145 8.1 22.9 8.1 11.7 2.8 168 295 42.4 41/51 CLA 4dr saloon/5dr estate AAABC 220 CDI Sport 143 8.3 23.1 8.0 4.8 2.9 168 258 37.3 44/54 200 CDI S’t S’Brk 134 10.1 29.7 9.6 11.9 3.4 134 221 33.5 53/59 E-Class 4dr saloon/5dr estate/2dr convertible AAAAC E 250 CDI auto 149 7.7 20.3 7.4 *4.4 2.9 201 367 34.8 36/42 CLS 4dr saloon/5dr estate AAAAC 350 BlueEff. 155 6.5 16.0 5.7 *3.3 2.5 302 273 37.6 29/38 350 CDI S’Brake 155 7.0 18.5 6.4 *3.8 2.9 261 457 39.6 36/43 S-Class 4dr saloon/2dr coupé AAAAA S 350 Bluetec 155 7.3 19.0 6.8 *3.9 2.7 255 457 45.6 34/44 S 63 AMG coupé 155 4.5 9.6 3.4 6.8 2.7 577 664 42.8 22/25 GLA 5dr SUV AAABC 220 CDI SE 134 8.1 23.8 7.8 4.7 2.65 168 258 36.4 40/48 GLC 5dr SUV AAAAC GLC 250d 143 7.8 23.5 7.8 15.7 3.2 201 369 46.9 39/43 M-Class 5dr SUV AAAAC ML 250 130 8.8 28.4 9.3 11.0 2.9 201 368 36.2 38/41 GL 5dr SUV AAAAC GL 350 AMG Spt 137 8.3 24.8 8.2 5.0* 2.6 255 457 37.7 28/33 SL 2dr convertible AAAAC SL 500 155 4.3 9.9 3.6 6.5 2.7 429 516 39.6 10/24


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 Sport HDi 150 121 9.4 29.1 9.1 5008 5dr MPV AAAAC 1.6 HDi 110 114 13.0 22.0 13.2


Make and Model

16.2 2.9 207 187 34.4 26/32

Micra 5dr hatch AABCC 1.2 Tekna 105 11.6 — 12.3 Note 5dr hatch AAAAC 1.2 Acenta Prm 106 12.6 — 13.4 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 Nismo 1.6 134 6.9 17.2 6.0 Leaf 5dr hatch AAABC Leaf 91 10.9 — 11.4 Qashqai 5dr SUV AAAAB 1.5 dCi 2WD 113 10.8 39.2 11.1 X-Trail 5dr SUV AAABC 1.6 dCi 2WD 117 11.2 39.7 11.7 370Z 2dr coupé AAAAC 370Z 155 5.4 12.8 4.7 GT-R 2dr coupé AAAAB Black Edition 193 3.8 8.5 3.6

Top speed


Weight (kg)

Mpg test/touring


Torque (lb/ft)

Power (bhp)

Braking 60-0mph





Top speed


Tivoli XLV AAACC ELX auto 107 12.0 44.5 12.6 7.9 3.1 113

NISSAN 1450 23.3.11

LOTUS Elise 2dr roadster AAABC 1.6 127 6.7 21.1 7.1 Cup 250 154 4.7 11.9 4.5 Evora 2dr coupé AAAAC Evora S 2+0 172 4.5 11.3 4.0 Exige S 2dr coupé AAAAB Exige S 170 4.1 9.6 3.7

Make and Model

Power (bhp)



Weight (kg)

*7.0 2.7 134 105/153 —

Torque (lb/ft)

Mpg test/touring

Braking 60-0mph


CT200h 5dr hatch AAACC SE-L 112 11.1 37.2ff 11.4 GS 4dr saloon AAABC GS250 144 9.2 26.0 9.0 NX 5dr SUV AAACC 300h 112 9.7 30.4 9.1 RC F 2dr coupé AAACC RC F 168 4.8 10.7 3.9





Top speed

Make and Model



184 32.3 46/56 118



Model S 4dr saloon AAAAB Performance 130 4.7 11.7 3.7 2.2 2.7 416 443 8.7 P90D 155 3.5 9.1 3.0 1.9 2.9 525 713 8.5

T OYO TA Aygo 5dr hatchback AAABC 1.0 VVTi 99 13.9 — 15.2 24.1 Yaris 5dr hatchback AAABC 1.33 TR 114 11.5 43.6 10.9 19.6 Verso-S 5dr hatchback AAACC 1.3 T Spirit 106 12.1 38.5 11.7 19.2 GT86 2dr coupé AAAAA 2.0 manual 140 7.4 18.8 6.8 10.6 Auris 3/5dr hatch AAACC 1.6 T Spirit 117 9.9 30.7 9.4 13.4 Prius 5dr hatch AAAAC Business E’tion 112 11.1 32.0 10.7 *6.4 Mirai 4dr saloon AAAAC Mirai 111 10.1 36.5 10.2 *6.5


236 34.5 36/46

1545 7.10.09


22.5 49/63



23.7 42/51

1065 28.9.11

2.9 98







23.5 30/45



2.7 122 116

20.0 30/37



3.1 121


1400 16.3.16

3.3 152 247 22.5 44/62

1400 27.4.16

2.6 197 151

Adam 3dr hatch AAACC 1.2 Jam Ecoflex 103 14.3 — 15.3 20.8 2.8 Viva 5dr hatch AAABC 1.0 SE A/C 106 13.0 — 14.1 19.0 — Corsa 3/ 5dr hatch AAABC 1.4T SRi VX-Line 115 11.7 45.1 12.1 15.3 2.9 VXR 143 7.2 18.3 6.4 7.8 2.4 Meriva 5dr MPV AAABC 1.4T 140 SE 122 9.4 28.3 8.7 13.1 2.6 Astra 5dr hatch/estate AAAAC 1.6 CDTi 136 SRi 127 8.8 25.7 8.8 8.6 2.6 ST CDTi B’tbo SRi137 8.4 22.2 7.7 8.1 2.6 Insignia 5dr hatch/estate AAAAC 2.0 CDTi 160 135 9.1 25.3 8.4 10.3 2.7 Zafira Tourer 5dr MPV AAABC 2.0 CDTi 165 129 10.4 36.8 10.2 14.3 3.2 Mokka 5dr SUV AAABC 1.4T 118 10.0 30.6 9.4 13.7 3.0 VXR8 4dr saloon AAAAB GTS 155 4.8 10.2 3.7 7.4 2.5









20.3 49/55



99 148 34.8 37/42 202 181 23.8 29/34

1176 19.11.14 1280 6.5.15

138 148 25.5 31/37


134 236 33.4 55/58 158 258 33.7 57/59

1350 30.9.15 1435 13.4.16

158 258 36.1



1655 19.11.08

163 258 37.7 38/46

1805 15.2.12

138 148 26.1


1350 28.11.12

577 546 34.9 18/25

1882 30.4.14

V O L K S WA G E N Up 3/5dr hatch AAAAC 1.0 High Up 106 13.8 — 14.7 18.6 2.8 74 Polo 3/5dr hatch AAAAC 1.4 TSI BlueGT 130 7.5 22.2 7.1 8.0 2.9 138 Golf 3/5dr hatch AAAAB GTI Perf DSG 155 6.5 16.4 5.9 8.9 2.8 227 GTI Clubsport S 165 6.1 12.7 4.9 5.5 2.5 306 2.0 TDI 134 9.6 27.6 8.6 11.7 2.9 148 R 155 4.8 12.0 4.3 6.5 2.9 296 e-Golf 87 10.5 — 11.0 7.0 2.7 113 GTE 138 7.7 18.2 6.1 7.7 2.5 201 Scirocco 2dr coupé AAAAB 2.0 TSI GT 144 6.7 17.0 6.1 7.9 2.7 197 2.0 TSI R 155 6.5 13.7 4.9 5.9 2.7 261 Passat 4dr saloon/5dr estate AAAAC 2.0 TDI 190 GT 144 8.7 23.6 8.1 13.1 3.2 187 GTE 140 7.6 19.0 6.1 7.8 3.3 215 Touran 5dr MPV AAAAC 2.0 TDI 150 SE 128 9.9 29.3 9.7 13.6 3.2 148 Tiguan 5dr SUV AAAAB 2.0 TDI 150 SE 127 10.4 33 9.6 12.4 3.2 148 Touareg 5dr SUV AAAAC 3.0 V6 TDI SE 135 6.9 19.8 6.8 *3.9 2.7 236 Caravelle 5dr MPV AAAAC 2.0 BiTDI Exec 126 11.6 36.1 11.7 10.2 3.2 201


20.5 44/59


7.12.11 13.2.13

184 28.1



258 280 236 280 199 258

32/38 29/36 44/56 34/29 244Wh/m 44/45

1402 10.7.13 1285 24.8.16 1390 16.1.13 1495 9.4.14 1585 10.9.14 1599 20.5.15

34.4 26.9 37.4 27.1 7.6 7.6

207 20.6 29/39 258 26.3 28/34

1390 10.9.08 1400 24.2.10

295 37.9 45/52 295 32.3 38/43

1614 1722

4.2.15 7.9.16

251 37.0 54/60



251 40


3.2.16 1.9.10


406 38.5 32/37


332 22.7 38/45

2386 23.12.15

10.2 2.8 148 258 36.5 46/52

1545 15.8.12


V40 5dr hatch AAABC 1300 19.10.16 D3 SE Lux 130 8.9 26.6 8.7 S60 4dr saloon AAAAC D4 SE Nav 143 7.6 20.4 6.9 S90 4dr saloon AAAAC 880 4.3.15 D4 Momentum 140 8.2 22.1 7.9 V60 5dr estate AAABC D5 SE Lux 143 8.1 21.0 7.1 Polestar 155 5.3 13.1 4.6 1109 21.1.15 XC60 5dr SUV AAAAC D5 SE Lux 118 9.5 30.5 9.5 1230 10.4.13 XC90 5dr SUV AAAC D5 Momentum 137 8.3 23.9 8.3 1175 5.12.12 1505

3.0 68 2.9 98



251 37.2 47/54

411Wh/m 2108 11.9.13 420Wh/m 2200 20.4.16

E10 0dr roadster AAAAB S 140 4.3 11.2 4.1

9.2 3.0 179 295 39.4 46/59



11.1 2.6 187 295 40.1




8.2 2.7 202 310 39.2 32/48 9.0 2.6 345 369 34.8 26/32

1700 8.12.10 1834 15.10.14

*5.8 2.9 182 295 33.6 17/36

1930 26.11.08

*5.0 —

2009 17.6.15

222 347 33.6 37/39

ZENOS 5.3 2.9 250 295 33.9 21/23



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A-Z For full reviews of every car listed here, visit our website,

ABARTH 595 3dr hatch £15,090-£21,640 Good value hot hatch and great fun to drive AAABC TESTERS’ PICK: 1.4 T-Jet Competizione 595 Convertible 2dr open £17,090£23,640 Open-top hot hatch has a softer ride than the tin-top car AAABC TESTERS’ PICK: 1.4 T-Jet C Competizione Biposto 695 3dr hatch £33,055 Fastest Abarth has merit as an entrylevel track car, but a firm ride spoils its otherwise convincing dynamic ability on public roads AAABC TESTERS’ PICK: 1.4 T-Jet 124 Spider 2dr open £29,565-£31,605 Only a mildly tuned upgrade of Fiat’s standard car but it’s a revelation, albeit one that comes with a hefty price tag AAAAB TESTERS’ PICK: 1.4T Multijet

A L FA R O M E O Mito 3dr hatch £12,960-£20,500 Likeable hatch is well-equipped, good looking, cheap to run and practical, but dynamic flaws make it a class also-ran AAACC TESTERS’ PICK: 0.9 TB Twinair 105 Progression Giulietta 5dr hatch £18,700-£28,735 Long in the tooth, but styling and dynamic verve still have the power to seduce. Not rounded enough, nor quite expensive enough to the touch AAACC TESTERS’ PICK: 1.4 TB Multiair 150 Super Giulia 4dr saloon £29,180-£59,000 Alfa is taking the fight to the Germans with its good-looking saloon. Lacks the finesse of its rivals and is only available as an automatic. However the V6 Quadriofoglio is a compelling car AAAAC TESTERS’ PICK: 2.2d Multijet 180 Super 4C 2dr coupé/spider £52,505-£59,505 Flawed, but the best current Alfa by miles. Rewarding to drive, if not the last word in finesse AAABC TESTERS’ PICK: 1.75T Spider


STAR RATINGS EXPLAINED CCCCC 0-20% Inherently dangerous/ unsafe.Tragically, irredeemably flawed. BCCCC 20-35% Appalling. Massively significant failings. ACCCC 35-50% Very poor. Fails to meet any accepted class boundaries. ABCCC 50-60% Poor. Within acceptable class boundaries in a few areas. Still not recommendable. AACCC 60-65% Off the pace. Below average in nearly all areas. AABCC 5-70% Acceptable. About average in key areas, but disappoints. AAACC 70-75% Competent. Above average in some areas, average in others. Outstanding in none. AAABC 75-80% Good. Competitive in key areas. AAAAC 80-85% Very good. Very competitive in key areas, competitive in secondary respects. AAAAB 85-92% Excellent. Near class leading in key areas, and in some ways outstanding. AAAAA >93% Brilliant, unsurpassed. All but flawless.


B3 4dr saloon/5dr estate £57,450- £58,950 Has fallen behind on the power stakes. Still a niche proposition AAABC TESTERS’ PICK: B3 Biturbo B4 2dr saloon/convertible £58,950-£62,950 Less well-mannered than an M4. Better on the road than the track AAAAC TESTERS’ PICK: B4 Biturbo B5 4dr saloon £81950 Huge pace and better suited to the autobahns than B-roads AAAAC TESTERS’ PICK: B5 Biturbo B6 2dr coupé/convertible £96,950-£113,613 A ballistic coupé and convertible, but more at home on the autobahns AAAAC TESTERS’ PICK: B6 Biturbo B7 4dr saloon £115,000-£123,782 A luxury saloon without a huge amount of power — an S-Class AMG challenger AAAAC TESTERS’ PICK: B7 Biturbo LWB AWD D3 4dr saloon/ 5dr estate £47,950-£49,950 An intoxicating mix of performance and fuel economy AAAAA TESTERS’ PICK: D3 Biturbo D4 2dr coupé/convertible £50,950-£54,950 Precise dynamics with added Alpina kudos and a great engine AAAAC TESTERS’ PICK: D4 Biturbo D5 4dr saloon/5dr estate £56,950-£59,950 A rapid, usable and cheaper alternative to an M5 AAAAC TESTERS’ PICK: D5 Biturbo XD3 5dr SUV £56,450 Alpina’s first SUV is a triumph. Hugely fast, capable and desirable AAAAC


ARIEL Atom 0dr open £30,572 Superbike-fast lightweight mentalist is as exhilarating as they come. Less usable than some but no less marvellous AAAAB TESTERS’ PICK: 2.0 i-VTEC 310 Nomad 0dr open £na If there were simply a list of our top five favourite cars, the Nomad might just top it. A revelation and a riot AAAAA TESTERS’ PICK: 2.4 i-VTEC 235

ASTON MARTIN Vantage 2dr coupé £88,747-£96,244 What the Vantage lacks in agility it makes up for with pomp, presence and grunty V8 power. V12 S version is very special AAAAC TESTERS’ PICK: 5.9 V12 S Vantage Roadster 2dr open £97,744-£105,244 Drop-top suits the Vantage’s relaxed nature AAAAC TESTERS’ PICK: 5.9 V12 S DB9 2dr coupé £140,062-£165,949 As attractive-looking as ever but also showing its age. V12 is disarming; handling is equally so. A bit unrefined AAABC TESTERS’ PICK: 5.9 V12 GT DB9 Volante 2dr open £152,942 Open-top version of the handsome DB9 is just as charming AAABC TESTERS’ PICK: 5.9 V12 DB11 2dr coupé £154,955-167,070 The stunning replacement for the attractive, if long in the tooth, DB9 AAAAA TESTERS’ PICK: 5.2 V12 Vanquish 2dr coupé £196,005-£199,000 Dazzling exterior beauty and a warm, expressive motive character are the big Aston’s selling points. Plays the cruiser very well AAAAC TESTERS’ PICK: 5.9 V12 Vanquish Volante 2dr open £200,050-208,005 A dazzling cruiser at heart with infinite head room AAAAC TESTERS’ PICK: 5.9 V12 Rapide S 4dr saloon £150,749 There may not be room in the back for top hats, but the Rapide is the most elegant four-door sports car in the world AAAAC TESTERS’ PICK: 5.9 V12 S

AU D I A1 3dr hatch £14,530-£25,600 Audi’s answer to the Mini. Fun and refined AAABC TESTERS’ PICK: 1.4 TFSI 150 S Line A1 Sportback 5dr hatch £15,150-£26,335 Rear doors add convenience to an attractive package AAABC TESTERS’ PICK: 1.4 TFSI 150 S Line A3 3dr hatch £19,365-£33,840 Outstanding cabin quality, peppy engines and low costs of ownership make it eerily good for more disinterested drivers AAAAC TESTERS’ PICKS: 2.0 TDI 150 Sport, 2.0 TSI 310 S3 quattro A3 Sportback 5dr hatch £19,985-£35,930 All of the above but with five doors and a usefully larger boot AAAAC TESTERS’ PICKS: 2.0 TDI 150 Sport, 2.0 TSI 310 S3 quattro A3 Saloon 4dr saloon £24,235-£36,480 Undercuts the case to own an A4 very effectively indeed. Upmarket interior and unexpectedly good to drive — if a bit shy on space AAAAC TESTERS’ PICK: 2.0 TDI 150 Sport A3 Cabriolet 2dr open £26,875-£40,670 Compact, affordable, usable and refined, with strong performance and composed handling AAAAC TESTERS’ PICK: 2.0 TDI 150 Sport A4 4dr saloon £26,350-£44,000 High quality and competent; leaves the dynamic finesse to its rivals AAAAC TESTERS’ PICK: 2.0 TFSI 252 Sport quattro

A4 Avant 5dr estate £27,880-£45,400 Classy, demure and very tech savvy Audi estate AAAAC TESTERS’ PICK: 2.0 TDI 190 Sport Ultra

TT Roadster 2dr open £29,215-£42,800 Plenty of pace and driver reward, as well as Audi-brand prestige and design-icon style AAAAC TESTERS’ PICK: 2.0 TFSI S Line

A4 Allroad 5dr estate £37,725-£39,630 The classy and demure estate gets a rugged makeover making it a capable 4x4 A4 AAAAC TESTERS’ PICK: 2.0 TDI 190

R8 2dr coupé /spyder £119,520-£134,520 Usable but no less involving or dramatic for it. V10 is brutal AAAAC TESTERS’ PICK: 5.2 FSI 540 V10

New A5 Coupé 2dr coupé £30,700-£4700 Refreshed A5 gets a sharper look and a refreshed interior and carrys the fight to the 4 Series and C-Class coupé AAAAC TESTERS’ PICK: 3.0 TDI 286 S Line

Mono 2dr open £111,168 An F-22 Raptor for the road — only better built AAAAB TESTERS’ PICK: Mono 2.3

A5 Coupé 2dr coupé £31,910-£44,870 Good-looking coupé is showing its age now AAACC TESTERS’ PICK: 2.0 TDI 190 S Line A5 Sportback 5dr hatch £30,035-£44,070 Refined four-door coupé is short on charm and finesse AAACC TESTERS’ PICK: 2.0 TDI 190 S Line A5 Cabriolet 2dr open £35,690-£47,045 No spring chicken but still appeals for its looks. Little more practical than smaller options. Lower-powered, steel-sprung trim is best AAABC TESTERS’ PICK: 1.8 TFSI 177 S Line A6 4dr saloon £32,995-£57,215 Perfect choice for anyone looking for a smart office cubicle on wheels. Supremely constructed but a bit soulless to drive AAAAC TESTERS’ PICK: 3.0 TDI 218 SE


BENTLEY Continental GT 2dr coupé £140,355-£168,355 Audi-sourced V8 totally reinvigorates the Conti. Cabin is as lavish and sumptuous as you’ll find AAAAC TESTERS’ PICK: 4.0 V8 S Continental GT Convertible 2dr open £154,455-£185,255 Lavish and sumptuous convertible AAAAC TESTERS’ PICK: 4.0 V8 S Mulsanne 4dr saloon £229,415-£252,055 If the Phantom is best experienced from the back seat, the Mulsanne is best sampled from the front. Uniquely torquey, laid-back V8 AAAAC TESTERS’ PICK: 6.75 V8 Speed Flying Spur 4dr saloon £142,855-£161,580 Undoubtedly luxurious and with a lovely interior, but misses the class mark on rolling refinement and tech sophistication AAABC TESTERS’ PICK: 6.0 W12

A6 Avant 5dr estate £35,095-£86,420 A capable stress buster; BiTDI engine is a giant-killer AAAAC TESTERS’ PICK: 3.0 BiTDI 320 SE quattro

Bentayga 4dr SUV £160,255-£229,555 Bentley’s first attempt to crack the luxury SUV market AAAAC TESTERS’ PICK: 6.0 W12

A6 Allroad 5dr estate £46,505-£56,480 Rugged 4x4 A6. Even more pricey AAAAC TESTERS’ PICK: 3.0 TDI 218 quattro

1 Series 3dr hatch £20,875-£31,875 Strong on performance and economy but not as good as it could be AAABC TESTERS’ PICK: M140i

A7 SPORTBACK 5dr hatch £46,865-£92,060 Curiously droopy looks don’t flatter an otherwise impressive machine. Packed with gadgetry. Excellent engines; a bit remote to drive AAABC TESTERS’ PICK: 4.0 TFSI 560 RS7 quattro

1 Series 5dr hatch £21,460-£32,405 Still looks clumsy from some angles, and not as fine-handling as the feeder BMW ought to be. Strong on performance and economy AAABC TESTERS’ PICK: M140i

A8 4dr saloon £63,520-£99,265 Doesn’t convince across the board, but there’s no denying that the brand’s strengths make for a convincing limousine AAAAC TESTERS’ PICK: 4.2 TDI 385 SE Exec quattro Q2 5dr SUV £22,380-£32,720 Another small SUV from Audi, with the intention of being the stepping stone between the A3 and the SUV range AAAAC TESTERS’ PICK: 1.4 TFSI 150 S Line Q3 5dr SUV £26,150-£49,185 Typically refined and competent but feels more A3 than SUV AAABC TESTERS’ PICK: 2.0 TDI 150 S Line Q5 5dr SUV £33,710-£52,300 Appealing combination of Audi brand allure with affordable SUV practicality. Nothing special to drive AAABC TESTERS’ PICK: 2.0 TFSI 230 S Line quattro


2 Series Coupé 2dr coupé £23,040-£44,070 A proper compact coupé now. Could be better equipped AAAAB TESTERS’ PICK: M2 2 Series Convertible 2dr open £26,730-£38,535 Better than 1-series forebear, but still lacks truly distinguishing premiumbrand qualities AAABC TESTERS’ PICK: M240i 2 Series Active Tourer 5dr MPV £23,010-£34,405 BMW’s front-drive hatch is a proper contender AAAAC TESTERS’ PICK: 220d Sport 2 Series Gran Tourer 5dr MPV £25,010-£34,770 Brings a proper premium brand to the table but appeals for more reasons than that. Third row seats are not adult-sized AAAAB TESTERS’ PICK: 220d Sport

3 Series 4dr saloon £25,160-£59,605 Beats the rival Jaguar XE on cabin space and engine range; doesn’t Q7 5dr SUV £48,455-£70,970 quite measure up on handling Biggest Audi is typically remote and finesse. Still a talent, mind you unengaging to drive but fast and light AAAAB TESTERS’ PICKS: 320d M Sport, M3 on its feel. Cabin is both huge and brilliantly classy AAAAC TESTERS’ PICK: 3.0 TDI 218 SE 3 Series Touring 5dr estate £26,590-£42,355 TT 2dr coupé £27,585-£41,050 There are more practical estates TT is still doing what it always did well: on the market, but the 3 Series serving up plenty of pace, style and Touring’s handling and performance usability for the money. Now better make it one of the most enjoyable to drive, too AAAAC options AAAAB TESTERS’ PICK: 2.0 TFSI Sport TESTERS’ PICK: 320d M Sport


‘Possesses grip, pace, precision and civility’ M O R E AT A U T O C A R . C O . U K


‘Still going strong. Super-expensive 620S delivers supercharged thrills’ M O R E AT A U T O C A R . C O . U K

3 Series GT 5dr hatch £30,405-£43,415 Hatchback practicality meets 3 Series talent. Duller but decent AAAAC TESTERS’ PICK: 320d M Sport 4 Series 2dr coupé £30,260-£60,065 More of a talented GT than brilliant B-road steer AAAAC TESTERS’ PICKS: 420d M Sport, M4 4 Series Convertible 2dr open £35,025-£63,360 Mixes creditable, sporting driving dynamics with fine engines and usable back seats. Balanced and complete AAAAC TESTERS’ PICKS: 420d M Sport, M4 4 Series Gran Coupé 4dr saloon £30,260-£45,745 A prettier 3 Series. Very good — but not better AAAAC TESTERS’ PICK: 420d M Sport 5 Series 4dr saloon £33,380-£73,985 Performance, efficiency, handling, practicality, desirability and value rolled into one. Excellent AAAAB TESTERS’ PICKS: 520d M Sport, M5 5 Series Touring 5dr estate £35,620-£51,270 Excellent car made more practical. 520d is the best AAAAB TESTERS’ PICK: 520d M Sport 5 Series GT 5dr hatch £49,475-£60,475 Fine cabin but only seats four. Poor ride and steering AAABC TESTERS’ PICK: 520d M Sport

i3 5dr hatch £32,330-£35,480 Our favourite high-end small car of the moment happens to be an EV. With a generous budget and modest miles in mind, it could revolutionise your motoring AAAAB TESTERS’ PICK: i3 94Ah EV Range Extender i8 2dr coupé £104,540-£112,535 If BMW’s plug-in hybrid is what the future of the sports car looks like, we welcome it. A visual knock-out; not quite mind-blowing to drive — but close AAAAC TESTERS’ PICK: 1.5

CAD I LL AC CT6 4dr saloon £69,990 Sharp-looking big saloon is a replacement for the CTS, but still needs a diesel AACCC TESTERS’ PICK: 3.0TT V6 AWD Platinum

make for a better car AAAAC TESTERS’ PICK: 1.6 BlueHDi 120 Exclusive S&S Grand C4 Picasso 5dr MPV £21,935-£29,360 Alternative approach to MPV design produces something fresh and unusual, as well as comfy, spacious and quietly upmarket AAAAC TESTERS’ PICK: 1.6 BlueHDi 120 Exclusive S&S Berlingo Multispace 5dr MPV £13,995-£19,325 Likeable, practical van-based MPV AAACC TESTERS’ PICK: 1.6 BlueHDi 100

DACIA Duster 5dr SUV £9495-£16,795 The crossover value champ. Basic in entry-level trim, but family transport comes no cheaper AAABC TESTERS’ PICK: 1.6 16v 115 Ambiance Prime 2WD Sandero 5dr hatch £5995-£10095 A clever budget prospect, but its limitations are unavoidable AAACC TESTERS’ PICK: 1.2 Ambiance Prime

CTS-V 4dr saloon £75,415 Supercharged Chevy V8 serves up 640bhp; handling lacks distinguishing finesse AAAAC TESTERS’ PICK: 6.2 V8

Sandero Stepway 5dr hatch £8495-£11,395 More expensive — but still limited AAABC TESTERS’ PICK: 0.9 TCe Laureate

Escalade 5dr SUV £81,380-£94,740 Cadillac’s luxury SUV, but it remains large and ungainly. AACCC TESTERS’ PICK: 6.2 V8 Premium

Logan MCV 5dr estate £6995-£11,095 Lacks its stablemates’ charm but retains their cheapness AAACC TESTERS’ PICK: 1.2 Ambiance Prime



Seven 2dr open £18,995-£49,995 360R is the sweet spot in the revised range, its remapped Duratec giving just the right hit of performance AAAAB TESTERS’ PICKS: 0.7 160S, 2.0 360

3 3dr hatch £14,395-£25,495 Premium-brand philosophy and adventurous aesthetics appeal, as do strong engines, but those more focused on dynamics will prefer the less expensive Mini Cooper AAAAC TESTERS’ PICK: 1.6 BlueHDi 100 Prestige S&S


Corvette 2dr coupé/convertible £62,470-£93,240 6 Series Coupé 2dr coupé LHD only and less usable and deft£59,535-£93,265 handling than the class standard, but Munich’s big GT comes in two-door, disarming and inimitable. Serious four-door and drop-top guises. All feel heavy and just a little bit ordinary engine for the money AAABC TESTERS’ PICK: 6.2 V8 Z06 3LZ to spend time in AAABC TESTERS’ PICK: 640i SE Camaro 2dr coupé/convertible 6 Series Gran Coupé 4dr saloon £31,755-£46,480 £59,535-£95,665 An affordable American muscle Back doors prove to be a brilliant car, but LHD only and less usable visual coup AAAAC and deft-handling than the class TESTERS’ PICK: 640i SE standard. Charming and fierce nonethelessAAABC TESTERS’ PICK: 6.2 V8 6 Series Convertible 2dr open £65,435-£98,215 CITROEN Great engines and interior. More GT C-ZERO 5dr hatch £16,995 than sports car AAABC TESTERS’ PICK: 640i SE Well-engineered electric city car. Too expensive AAACC TESTERS’ PICK: 49kW 7 SERIES 4dr saloon £63,350-£80,330 C1 3dr hatch £8495-£11,925 Rules on in-car entertainment and Slightly better priced than its Toyota diesel powertrain sophistication; sibling but less visually charming otherwise too bland to stand out AAAAC AAABC TESTERS’ PICK: 730d M Sport TESTERS’ PICK: 1.2 PureTech 82 Feel X1 5dr SUV £27,440-£36,720 Pick of the premium brand bunch, C1 5dr hatch £10,555-£12,775 but doesn’t rule the class as BMWs As above but with rear doors AAABC do elsewhere. A bit unrefined and TESTERS’ PICK: 1.2 PureTech ordinary-handling AAAAC TESTERS’ PICK: xDrive 20d M 82 Feel Sport C3 5dr hatch £11,580-£17,565 X3 5dr SUV £33,945-£46,050 Comfortable and well priced but not A close match for the Land Rover much fun AAACC TESTERS’ PICK: 1.2 PureTech 82 Discovery Sport and Jaguar Edition F-Pace on practicality and on-road dynamism, with better engines and C4 5dr hatch £15,195-£20,850 better equipment levels AAAAC TESTERS’ PICK: xDrive20d M Sport Good looking but lacks the polish of the latest rivals AAACC TESTERS’ PICK: 1.6 BlueHDi 100 X4 5dr SUV £37,545-£50,645 Flair A downsized X6 is respectable enough, but the cheaper X3 is a C4 Cactus 5dr hatch better option AAABC TESTERS’ PICK: xDrive20d M Sport £12,990-£20,495 Interesting and novel but flawed to X5 5dr SUV £44,575-£90,200 drive AAABC TESTERS’ PICK: 1.2 PureTech Accomplished and luxurious but no 82 Flair longer the standard-setter on SUV handling. Comfortable and capable; C3 Picasso 5dr MPV avoid the blingy M50d AAAAC TESTERS’ PICK: xDrive30d SE £16,575-£18,640 Soft-handling, square, quirky. Not up X6 5dr SUV £56,515-£93,100 to Citroën’s latest standards on cabin The world’s first off-road coupé, but finish or handling AAACC appearances make it difficult to love TESTERS’ PICK: 1.6 BlueHDi 100 AAABC Edition TESTERS’ PICK: X6M C4 Picasso 5dr MPV £19,635-£27,660 Plushness and an improved dynamic

3 CABRIOLET 2dr open £18,595-£25,295 A zesty car that remains fun to drive despite removing its roof. Not as composed as some of its rivals AAABC TESTERS’ PICK: 1.6 BlueHDi 100 Prestige S&S 4 5dr hatch £20,045-£26,045 Jack of all trades, master of none. Nice styling AAABC TESTERS’ PICK: 1.6 BlueHDi 120 Prestige 4 Crossback 5dr hatch £22,295-£27,045 A more rugged form of the DS 4 doesn’t make it any better AAABC TESTERS’ PICK: 1.2 PureTech 130 S&S 5 5dr hatch £27,950-£35,970 Design marvel. Shame it doesn’t function so well AAABC TESTERS’ PICK: 1.6 BlueHDi 150 Elegance

FERRARI California 2dr open £154,360 New turbo V8 returns entry-level Ferrari to a competitive mark. Heavy but slick and rewarding AAAAC TESTERS’ PICK: 3.9 V8 T 488 GTB 2dr coupé £182,864 Calm ride mixed with explosive performance AAAAA TESTERS’ PICK: 4.5 V8 488 Spider 2dr open £204,391 The complete supercar. Minus roof. A world-class head-turner AAAAA TESTERS’ PICK: 4.5 V8 F12 Berlinetta 2dr coupé £238,993 Thrilling like only a front-engined V12 Ferrari could be. Crushing performance and unparalleled drama, albeit highly strung AAAAB TESTERS’ PICK: 6.3 V12 tdf GTC4 Lusso 2dr coupé £230,430 V12 Ferrari with four-wheel drive and four-wheel steer plus room for extra passengers. What’s not to like? AAAAC TESTERS’ PICK: 6.3 V12

F I AT 500 3dr hatch £11,050-£15,350 Super-desirable, super-cute city car. Pleasant, if not involving, to drive AAABC TESTERS’ PICK: 0.9 Twinair 105

500C 2dr open £13,700-£19,830 Roll-top cabriolet is a better drive than the hatch AAAAC TESTERS’ PICK: 0.9 Twinair 105 Lounge



500L 5dr MPV ££13,665-£22,465 A costly option but has the style to fill out some of its missing substance AAACC TESTERS’ PICK: 1.3 Multijet Lounge 500L MPW 5dr MPV £19,205-£21,705 Loses some of its charm as it gets bigger, but has seven-seats AAACC TESTERS’ PICK: 1.3 Multijet Lounge 500X 5dr hatch £14,295-£26,315 Familiar styling works rather well as a crossover. Drives okay, too AAABC TESTERS’ PICK: 1.4 Multiair 140 Cross Tipo 5dr hatch/estate £12,995-£19,995 A 90s reboot, but without the flabby and uninspiring nature. The new Tipo is a decent car to drive and has ample space inside AAABC TESTERS’ PICK: 0.9 Twinair Lounge

1 Volkswagen Sharan From £25,500 Full-sized seven-seater offers outstanding versatility and space with tidy handling and VW-brand desirability. AAAAB

Panda 5dr hatch £9510-£18,260 May not have quite kept pace with its rivals on equipment and value but still sells robust, practical charm better than most AAABC TESTERS’ PICK: 0.9 Twinair Lounge Punto 3dr hatch £11,485-£13,260 Spacious and characterful supermini. Still heavily dated, though AAACC TESTERS’ PICK: 1.2 Pop+ Qubo 5dr MPV £11,695-£15,695 Fiat’s take on a versatile van-based MPV AAACC TESTERS’ PICK: 1.4 Active Doblo 5dr MPV £13,775-£19,940 Outdated MPV kept afloat by new engines AAACC TESTERS’ PICK: 1.4 95 Easy Air

2 BMW 2 Series Gran Tourer From £24,200 Brings a proper premium brand badge to the MPV table but appeals for more reasons than that. AAAAB

124 Spider 2dr open £19,545-23,295 The 124 name revived through a shared platform with Mazda AAABC TESTERS’ PICK: 1.4 Multiair 140

FORD KA+ 5dr hatch £8995-£10,295 Besides the plus added to the name, the Ka gets two extra doors and signals a breath of fresh air for the range AAABC TESTERS’ PICK: 1.2 Zetec Fiesta 3dr hatch £13,545-£22,895 No longer a class-beater in every regard, but so far ahead of the curve on ride and handling that it’s unassailable AAAAB TESTERS’ PICKS: 1.0T 100 Ecoboost Zetec, 1.6T Ecoboost ST-3

3 Ford S-Max From £23,300 Better looking and better to drive than most but not quite the class leader its predecessor was. Cabin a bit plain. AAAAC

Fiesta 5dr hatch £14,145-£18,495 As above, but even more useful with rear doors AAAAB TESTERS’ PICKS: 1.0T 100 Ecoboost Zetec, 1.5 TDCi 75 Titanium Focus 5dr hatch £16,445-£31,250 Still appeals for its ride and handling, though not as much as perhaps it should. Spacious, stylish and wellpriced. AAAAC TESTERS’ PICKS: 1.0T 100 Ecoboost Style, 1.5 TDCi 120 Zetec Focus Estate 5dr estate £17,545-£29,245 Well-mannered and comfortable, but a Skoda Octavia carries more AAAAC TESTERS’ PICKS: 1.0T 100 Ecoboost Style, 1.5 TDCi 120 Zetec

4 Volkswagen Touran

From £22,200 The medium-sized people-carrier done conservatively. Refined and wieldy, with excellent infotainment options. AAAAC

Mondeo 5dr hatch/saloon £21,795-£32,745 Does what great Fords always have: massively over-delivers on practicality, value and handling. Cabin low-rent in places, but otherwise excellent AAAAC TESTERS’ PICK: 2.0T Ecoboost 240 Mondeo Estate 5dr estate £22,945-£30,360 A vast and enjoyable estate. Reasonably priced AAAAC TESTERS’ PICK: 2.0 TDCi 180 Titanium B-Max 5dr MPV £15,345-£19,795 Sliding back doors, responsive handling and keen value give supermini-sized B-Max some convincing selling points AAABC TESTERS’ PICK: 1.6 105 Titanium X

5 Seat Alhambra From £24,900 A cheaper, plainer and less desirable sister for the Sharan. Spacious, versatile and decent to drive. AAAAC 9 NOVEMBER 2016 AUTOCAR.CO.UK 83

C-Max 5dr MPV £19,195-£27,395 As fun to drive and easy to live with five-seat MPV AAAAC TESTERS’ PICK: 1.6T 182 E’boost Titanium X SS Grand C-Max 5dr MPV £21,295-£28,865 Mid-sized Ford handles well, and can be had in five- or seven-seat versions. Good value, good to drive AAAAC TESTERS’ PICK: 2.0 TDCi 150 Titanium S-Max 5dr MPV £25,895-£37,045 Better looking and better to drive than most but not quite the classleader its predecessor was AAAAC TESTERS’ PICK: 2.0 TDCi 150 Zetec Galaxy 5dr MPV £27,845-£38,045 Huge seven-seat MPV. Easy to place on the road. Not cheap AAABC TESTERS’ PICK: 2.0 TDCi 180 Titanium Tourneo Connect 5dr MPV £16,545£21,245 Ford’s van-based MPV is practical and spacious AAABC TESTERS’ PICK: 1.5 TDCi 120 Zetec Grand Tourneo Connect 5dr MPV £19,945-£23,495 Van-based seven-seater offers huge carrying capacity and better dynamic manners than you’d expect AAABC TESTERS’ PICK: 1.5 TDCi 120 Zetec Tourneo Custom 5dr MPV £32,635-£36,950 A Ford Transit developed to haul people about AAABC TESTERS’ PICK: 2.0 TDCi 130 Zetec L2 Ecosport 5dr hatch £15,045-£17,995 Pumped up Fiesta is okay, but developing-world origins show through AAACC TESTERS’ PICK: 1.0T Ecoboost 125 Zetec Edge 5dr SUV £29,995-£40,250 Mid-sized US-developed SUV joins Ford’s fleet to take on the crossover market AAABC TESTERS’ PICK: 2.0 TDCi 210 Sport AWD Kuga 5dr SUV £20,845-£34,445 Bigger,bolder and sharper-looking than its predecessor but still in possession of taut, responsive handling. Not brilliant over rougher terrain AAAAB TESTERS’ PICK: 2.0 TDCi 150 Zetec Ranger 5dr SUV £17,876-£27,776 Ford’s UK pick-up gets a US-style facelift. A rugged beast AAABC TESTERS’ PICK: 2.2 TDCi 160 XL Double Cab Mustang 2dr coupé/convertible £31,745-£40,745 American muscle built for the UK AAAAC TESTERS’ PICK: 5.0 V8 Fastback

G I N E T TA G40 2dr coupé £29,950 A balanced, affordable and finelooking thing. Closed cockpit is a nice touch; some of the finish not quite up to snuff AAABC TESTERS’ PICK: G40R

H O N DA Jazz 5dr hatch £13,495-£17,705 Not the most compact or vivacious car in the segment, but cleverly packaged. Handling decent; engines could be better AAAAC TESTERS’ PICK: 1.3 i-VTEC SE Navi Civic 5dr hatch £16,470-£32,300 Gets expensive if you want a high equipment level, but frugal diesel engine merits attention. Quirky but spacious with it AAAAC TESTERS’ PICKS: 1.6 i-DTEC Sport Navi, 2.0 i-VTEC Turbo Type-R Civic Tourer 5dr estate £18,585-£27,035 Versatile, comfortable and frugal; only its price marks its scorecard AAAAC TESTERS’ PICK: 1.6 i-DTEC SE Plus Navi

CR-V 5DR SUV £22,755-£36,210 Tardis-like SUV stalwart has lots of space for five and a big boot. Frugal and easy to drive AAAAC TESTERS’ PICK: 2.0 i-VTEC SE Plus 2WD

QX70 5dr SUV £43,770-£55,270 Big, powerful SUV. None of the finesse of the X5 or Land Rovers AAACC TESTERS’ PICK: 3.7 V6 GT Premium


i20 5dr hatch £10,995-£17,700 Appealing budget supermini combines decent performance and equipment with good practicality and low running costs AAAAC TESTERS’ PICK: 1.2 84 Premium SE i20 COUPE 3dr hatch £13,025-£16,200 As above, in sleeker coupé form. Lacking dynamically AAABC TESTERS’ PICK: 1.2 84 Sport i30 5dr hatch £15,295-£23,105 As good as we’ve come to expect but not one inch better AAABC TESTERS’ PICK: 1.6 CRDi 110 SE Nav i30 Tourer 5dr estate £16,995-£24,795 As good as we’ve come to expect and more practical AAABC TESTERS’ PICK: 1.6 CRDi 110 SE Nav i40 4dr saloon £19,695-£27,595 Useful, inoffensive and well-priced. No fireworks here AAABC TESTERS’ PICK: 1.7 CRDi 141 SE Nav i40 Tourer 5dr estate £20,945-£28,945 A practical estate but still rather dull and ordinary AAABC TESTERS’ PICK: 1.7 CRDi 141 SE Nav Genesis 4dr saloon £50,705 Only available with a petrol V6 and only at close to £50k. Ambitious but quite a long way out of its depth AAACC TESTERS’ PICK: 3.8 V6 GDi RWD ix20 5dr hatch £14,145-£16,845 Usable high-roofed hatch is short on flair AAABC TESTERS’ PICK: 1.6 CRDi 115 SE i800 MPV £24,845-£26,845 Van-based MPV is surprisingly decent and easy to drive. Lots of seats if you need ’em AAACC TESTERS’ PICK: 2.5 CRDi 136 SE Tucson 5dr SUV £18,995-£32,700 Classy, roomy cabin and predictable handling. Very competitive AAABC TESTERS’ PICK: 2.0 CRDi 185 SE Nav 4WD Santa Fe 5dr SUV £31,850-£38,295 Another big Korean with lots of space on offer for not a lot of cash. Slick, comfy and likeable, if a bit expensive to own AAABC TESTERS’ PICK: 2.2 CRDi Premium 7st

INFINITI Q30 5dr hatch £20,550-£32,330 Infiniti’s first hatch uses a lot of the Mercedes A-Class blueprint AAABC TESTERS’ PICK: 2.2d Premium Tech Auto Q50 4dr saloon £29,320-£47,625 Credible compact saloon competitor with some novel touches AAACC TESTERS’ PICK: 2.2d Premium Tech Auto Q70 4dr saloon £33,750-£47,700 Big Infiniti has a spacious cabin but limited practicality in the broader sense. Daimler diesel engine is quite coarse and slow AAACC TESTERS’ PICK: 2.2d Premium Tech QX30 5dr hatch £29,490-£33,370 Infiniti’s first hatchback gets a higher-riding, more rugged look AAABC TESTERS’ PICK: 2.2d 7CT AWD QX50 5dr SUV £34,500-£42,600 Focused on-road SUV. Drives well; very little interior space AAACC TESTERS’ PICK: 3.7 V6 QX GT

D-Max 4dr pick-up £17,942-£32,342 Impressive towing and payload ability; let down by agricultural engines AAACC TESTERS’ PICK: 2.5d 4x4 Single Cab

Cee’d Sportwagon 5dr estate £17,595-£23,430 Another looker, this time slightly bigger but also forgettable AAABC TESTERS’ PICK: 1.6 CRDi 134 GT-Line ISG

Discovery Sport 5dr SUV £31,095-£46,510 Seven seats, lots of space, fine on the road and good off it, too — plus new found desirability AAAAB TESTERS’ PICK: 2.0 TD4 SE


Procee’d 3dr hatch £17,495-£23,310 Slightly smaller and a more dynamic looker, but still not one to remember AAABC TESTERS’ PICK: 1.6 CRDi 134 GT-Line ISG

Discovery 5dr SUV £47,505-£56,005 Beginning to look and feel like an outmoded hulk, but the Disco still handles well and could be all the car you’ll ever need AAAAC TESTERS’ PICK: 3.0 SDV6 Landmark

XE 4dr saloon £29,775-£44,995 Baby Jag tops the pile thanks to outstanding driver appeal. Poised and engaging but refined with it. Not as roomy as some AAAAB TESTERS’ PICK: 3.0i 340 S XF 4dr saloon £32,300-£49,995 Outstanding ride and handling and a rich, pleasant cabin. Not as roomy as some; four-cylinder engines disappoint AAAAB TESTERS’ PICK: 3.0 V6 380 RWD Auto XJ 4dr saloon £58,690-99,370 No one else mixes dynamism and refinement like Jaguar. It makes the XJ a rare blend — although not as spacious or cosetting as some AAAAC TESTERS’ PICK: 5.0 V8 XJR F-Type 2dr coupé £51,775-£110,000 A full-blooded assault on Porsche’s back yard, with noise, power and beauty. As characterful as any Jag, ever AAAAB TESTERS’ PICK: 5.0 V8 SVR AWD

Soul 5dr hatch £12,805-£29,995 Looks divide opinion. Better value now, but still hardly the best option AAABC TESTERS’ PICK: 1.6 CRDi Connect Optima 4dr saloon £21,495-£33,995 Looks the part but is well off the European saloon pace AAACC TESTERS’ PICK: 1.7 CRDi 2 ISG Optima Sportwagon 5dr estate £22,295-£29,595 Looks the part but it’s engine and finish are well off the European estate pace AAACC TESTERS’ PICK: 1.7 CRDi 2 ISG Venga 5dr MPV £11,995-£18,570 Versatile interior, but firm ride and high price disappoint AAACC TESTERS’ PICK: 1.6 CRDi 114 3 ISG

F-Type Convertible 2dr open £57,260-£115,485 Serious money, but a serious car with a likeable wild side AAAAC TESTERS’ PICK: 5.0 V8 SVR AWD

Carens 5dr MPV £18,195-£27,150 Nicely up to scratch now but no class leader. Good value, without feeling at all cheap or austere AAABC TESTERS’ PICK: 1.6 CRDi 114 3 ISG

F-Pace 5dr SUV £35,020-£52,300 Credible first SUV effort handles like a proper Jaguar. Deserves a better engine; ticks all the boxes for refinement, handling and ease of use AAAAC TESTERS’ PICK: 3.0d V6 300 S AWD Auto

Niro 5dr SUV £21,295-£26,995 Kia’s first fully hybrid car launched in the UK is a solid attempt, but lacks the refinement of others on the market AAABC TESTERS’ PICK: 1.6 GDi 2

JEEP Renegade 5dr SUV £17,495-£28,595 Middling compact crossover with chunky looks but no obvious charm AAABC TESTERS’ PICK: 1.6 Multijet II Longitude Wrangler 3dr SUV £31,840-£36,435 Heavy-duty off-roader lacks on-road manners AABCC TESTERS’ PICK: 3.6 V6 Rubicon

Sportage 5dr SUV £18,000-£31,650 Good ride, handling and usability. Looks good and is decent value AAABC TESTERS’ PICK: 2.0 CRDi 134 GT-Line AWD Sorento 5dr SUV £28,795-£40,950 Kia aims to move upmarket with this smart, nicely appointed sevenseater. Plenty of car for the money AAAAC TESTERS’ PICK: 2.2 CRDi KX-1 ISG


Wrangler 5dr SUV £33,510-£34,910 Heavy-duty and large off-roader is rather cumbersome AABCC TESTERS’ PICK: 3.6 V6 Rubicon

X-Bow 0dr £57,345-£70,717 Eccentric looks, sharp handling Expensive AAAAC TESTERS’ PICK: 2.0 TFSI RR

Cherokee 5dr SUV £26,345-£40,150 Hamstrung by poor UK spec. Uninspiring, but roomy and practical AABCC TESTERS’ PICK: 2.0d Longitude+

Hurácan 2dr coupé/spyder £162,000-205,000 Junior Lambo mixes usability and drama skillfully. Chassis and steering need work, but two-wheel-drive LP 580-2 is the best one yet AAAAC TESTERS’ PICK: 5.2 V10 LP 580-2

Grand Cherokee 5dr SUV £45,050-£69,865 The best Jeep. Comfortable and well-equipped AAABC TESTERS’ PICK: 3.0 V6 CRD Overland

KIA Picanto 5dr hatch £8545-£12,595 Nice drive and cabin, but overshadowed now by rivals AAACC TESTERS’ PICK: 1.0 SE Rio 5dr hatch £10,945-£17,445 Looks great and is well-priced but nowhere near its European rivals AAABC TESTERS’ PICK: 1.4 CRDi 3 Cee’d 5dr hatch £15,105-£23,610 Another looker from Schreyer but dynamically forgettable AAABC TESTERS’ PICK: 1.6 CRDi 134 GT-Line ISG


‘Vivacious hot hatch runs the Golf GTI close’ M O R E AT A U T O C A R . C O . U K


M O R E AT A U T O C A R . C O . U K


i10 5dr hatch £8995-£13,045 Prioritises maturity over the liveliness of its forebear, but the resulting car is practical and wellpriced AAAAC TESTERS’ PICK: 1.0 SE

HR-V 5dr hatch £18,495-£26,055 Cleverly packaged and comfortable crossover. Bland performance and forgettable, though AAABC TESTERS’ PICK: 1.6 i-DTEC SE Navi

M A Z D A M X- 5

‘A modernisation masterstroke. Weight loss commitment is the key’


Aventador 2dr coupé/spyder £260,040-£315,078 Big, hairy V12 Lambo has astonishing visuals and performance. Handling could be sweeter; oddly, roadster beats coupé in that respect AAAAC TESTERS’ PICK: 6.5 V12 LP750-£4

L AN D ROVE R Range Rover Evoque Coupé 3dr SUV £33,000-£51,200 Dripping with desirability; poised and capable on road and off it. Not exactly practical, though AAAAC TESTERS’ PICK: 2.0 eD4 SE Tech 2WD Range Rover Evoque 5dr SUV £35,000-£51,200 As above but slightly more practical AAAAC TESTERS’ PICK: 2.0 eD4 SE Tech 2WD Range Rover Evoque Convertible 2dr open SUV £47,500-£52,400 Loses its roof but retains 4WD AAABC TESTERS’ PICK: 2.0 TD4 HSE Dyn Convertible

Range Rover Sport 5dr SUV £59,700-96,900 Now bigger and better: a cut-price Range Rover rather than a jumpedup Discovery. Expensive to buy and run, but justifies it AAAAB TESTERS’ PICKS: 3.0 SDV6 HSE Dynamic, 5.0 V8 SVR Range Rover 5dr SUV £76,350-£166,400 Whether outside the Dorchester or atop Ben Nevis, the Rangie envelops you in a lavish, invincible sense of occasion AAAAB TESTERS’ PICK: 5.0 V8 Autobiography

LEXUS CT 5dr hatch £21,245-£29,745 Hybrid-only hatchback has a pokey cabin and curiously mismatched motive character traits. Alternative but flawed — and pricey with it AAACC TESTERS’ PICK: 200h F Sport IS 4dr saloon £28,995-£36,750 Sleek junior exec, well made and interesting. Still a left-field choice AAABC TESTERS’ PICK: 300h F Sport GS 4dr saloon £33,495-£69,995 Restrictive engine range limits GS’s appeal, but outstanding refinement and cabin quality make amends to a point AAABC TESTERS’ PICK: 5.0 V8 F LS 4dr saloon £99,995 Immutably built Lexus flagship is quiet and gadget-packed but not genuinely talented or special. Hybrid model worth relatively little on CO2 tax AAABC TESTERS’ PICK: 460 F-Sport NX 5dr hatch £29,995-£42,995 Some good ideas but dramatically off the pace to drive AAACC TESTERS’ PICK: 300h F Sport RX 5dr SUV £39,995-£57,995 Low flexibility, but hybrid option makes a degree of economic sense AAABC TESTERS’ PICK: 450h F Sport RC 2dr coupé £34,995-£67,995 An also-ran in the segment, although the V8 RC-F packs plenty of alternative character and handles well enough AAABC TESTERS’ PICK: 5.0 V8

LOTUS Elise 2dr open £29,900-£45,600 If you want a delicate, vivid and unfettered drive, none does it better; if you want a daily driver, shop elsewhere. More powerful S worth the extra AAAAC TESTERS’ PICK: 1.8 250 Cup Exige 2dr coupé £55,900 Sharp, uncompromising track car. Unforgiving on the road AAAAB TESTERS’ PICK: 3.5 V6 Sport 350 Evora 2dr coupé £72,000-£79,900 The ride and handling put nearly everything else in its shade. Shame the interior quality doesn’t match the price AAAAC TESTERS’ PICK: 3.5 V6 GT4 3-Eleven 0dr open £68,750-£97,083 Hardcore track car has a broad enough talent to be driven on the road AAAAC TESTERS’ PICK: 3.5 V6 410 Road

M A S E R AT I Ghibli 4dr saloon £49,860-£65,325 Bologna’s attempt at an exotic saloon has a certain allure – but it’s

pricey, under-powered and poorly finished in places AAACC TESTERS’ PICK: 3.0 V6 S GranTurismo 2dr coupé £82,910-£119,485 Not short on richness or desirability, and well capable of stirring the soul. Material quality and fit and finish not what it should be, though AAACC TESTERS’ PICK: 4.7 V8 Sport GranCabrio 2dr open £98,970-£125,675 Fantastic looks and soundtrack, average chassis AAACC TESTERS’ PICK: 4.7 V8 Sport Quattroporte 4dr saloon £70,510-£115,980 Now a full-sized executive limo, with some (but not much) added Maserati-brand flair. Off the pace in several key areas AAACC TESTERS’ PICK: 3.8 V8 GTS Levante 4dr SUV £54,335 Italian flair and good looks applied to an SUV body AAACC TESTERS’ PICK: 3.0D V6

MAZDA 2 5dr hatch £12,195-£17,395 A very grown-up and well-made supermini. Drives with charm and vigour; engines aren’t brilliant AAAAC TESTERS’ PICK: 1.5 90 Sport 3 5dr hatch £17,095-£23,995 Uncomplicated handling dynamism teamed with strong practicality and punchy, efficient diesel engines. Too sporty for some tastes AAAAC TESTERS’ PICK: 2.0 165 Sport Nav 3 Fastback 4dr saloon £17,395-£22,795 Refined and dynamically satisfying in saloon body style AAAAC TESTERS’ PICK: 2.0 120 Sport Nav 6 4dr saloon £19,795-£27,995 A compelling mix of size, economy and performance. Interior a let-down AAABC TESTERS’ PICK: 2.0 165 Sport Nav 6 Tourer 5dr estate £22,425-£28,895 Attractively styled but average to drive AAABC TESTERS’ PICK: 2.2D 150 Sport Nav CX-3 5dr SUV £17,595-£24,695 Another supermini SUV with a sporting bent. Petrol models much better than diesel. Both quite pricey but nicely appointed AAAAC TESTERS’ PICK: 2.0 120 Sport Nav CX-5 5dr SUV £23,195-£30,995 Offers powerful diesel engines and strong performance mixed with low emissions. Crisp handling AAABC TESTERS’ PICK: 2.2D 150 Sport Nav MX-5 2dr open £18,495-£23,695 Brilliantly packaged, brilliantly priced and even more vibrant and perfectly poised to drive than the original. The 2.0 is worth the extra outlay AAAAA TESTERS’ PICK: 2.0i Sport Nav

McLAREN 540C 2dr coupé £126,055 The affordable end of McLaren’s spectrum AAAAC TESTERS’ PICK: 3.8 V8 570S 2dr coupé £143,305 A supercar-slayer for a new age. Blisteringly fast and exciting, with handling appeal far in advance of its price AAAAA TESTERS’ PICK: 3.8 V8 570GT 2dr coupé £154,000 A supercar-slayer for a new age with added touring ability. Blisteringly fast and exciting AAAAA TESTERS’ PICK: 3.8 V8 650S 2dr coupé £198,055 McLaren’s mainstay goes from convincing to utterly compelling. Better day to day than a Ferrari 488 but not as special AAAAB TESTERS’ PICK: 3.8 V8 650S SPIDER 2dr open £218,305 More of the same although noisier — and better for it AAAAB TESTERS’ PICK: 3.8 V8

MERCEDES-BENZ A-Class 5dr hatch £19,990-£40,695 Desirable and attractive but lacking

NEW CAR PRICES a distinguishing drive. Avoid sportier trim levels AAABC TESTERS’ PICKS: A 200 d SE, A45 AMG 4MATIC B-Class 5dr hatch £22,170-£32,965 A slightly odd prospect, but practical and classy AAABC TESTERS’ PICK: B 200 d SE CLA 4dr saloon £25,395-£43,515 Facelifted CLA still suffers from divisive styling AAABC TESTERS’ PICK: CLA 200 d Sport CLA Shooting Brake 5dr estate £26,375-£44,365 Facelifted and equally appealing AAABC TESTERS’ PICK: CLA 250 AMG 4Matic C-Class 4dr saloon £29,295-£67,450 Merc ramps up the richness with outstanding interior plushness and curvaceous good looks. Engines and dynamics not quite as refined, though AAAAC TESTERS’ PICKS: C220 d SE, C63 AMG C-Class Estate 5dr estate £29,495-£68,650 Decent practicality and fantastic interior. Only okay to drive AAAAC TESTERS’ PICKS: C220 d SE, C63 AMG C-Class Coupé 2dr coupé £31,585-£77,540 Nice balance of style, usability and driver reward AAAAC TESTERS’ PICKS: C200 d Sport, C63 AMG C-Class Cabriolet 2dr open £36,200-£78,295 Nice balance of style, usability and driver reward AAABC TESTERS’ PICKS: C 220 d Sport, C 63 AMG CLS 4dr saloon £47,000-£87,025 Original added-desirability fourdoor. Almost as refined to drive as it is to behold. Shooting Brake is a car of rare elegance AAAAC TESTERS’ PICK: CLS 63 AMG S CLS Shooting Brake 5dr estate £48,580-£87,525 Handsome and practical estate AAAAC TESTERS’ PICK: CLS63 S AMG E-Class 4dr saloon/5dr estate £34,440-£55,695 A wee bit pricey, and less sporting than key rivals. Four-pot diesels a bit sluggish. Estate version supremely practical AAAAC TESTERS’ PICKS: E350 d SE, E63 S AMG E-Class Coupé 2dr coupé £38,635-£46,430 Big, laid-back, genuine four-seat cabrios are rare birds, particularly when they’re as refined and sophisticated as this one AAAAC TESTERS’ PICK: E400 AMG Line Edition E-Class Cabriolet 2dr open £42,045-£49,800 Refined and sophisticated four-seat cabriolet AAAAC TESTERS’ PICK: E200 AMG Line Edition S-Class 4dr saloon £72,900-£183,560 So long in the legs that continents flash by mid-stride. Has a businesslike opulence. Still the best luxury car in the real world. Calm, advanced, rewarding AAAAA TESTERS’ PICK: S500 AMG Line L S-Class Coupé 2dr coupé £98,050-£185,480 Heavyweight contender. Continentsmothering luxury AAAAC TESTERS’ PICK: S 63 AMG S-Class Cabriolet 2dr open £110,120-£192,805 As above, with the option to open it up to the elements AAAAC TESTERS’ PICK: S63 AMG V-Class 5dr MPV £45,490-£52,335 Expensively appointed mini bus — with matching price tag AAABC TESTERS’ PICK: V220 d Sport GLA 5dr SUV £25,260-£45,555 Not the most practical crossover but good looking and very decent to

Paceman 3dr coupé £19,125-£29,600 Two-door Countryman is a Mini too GLC 5dr SUV £35,580-£47,875 far for us. Tough to like AAABC Not exactly exciting to drive, but does TESTERS’ PICK: 1.6 Cooper S luxury and refinement better than anything else in the class AAAAC MITSUBISHI TESTERS’ PICK: GLC250d Mirage 5dr hatch £11,499-£13,499 Straightforward hatchback. Not for GLC Coupé 5dr SUV the likes of us AAACC £40,580-£43,245 TESTERS’ PICK: 1.2 MiVEC Juro A SUV with coupé looks. Destined to be outrun by the X4 and only ASX 5dr hatch £15,249-28,399 available with a diesel engine AAAAC Decent engine, but otherwise an TESTERS’ PICK: GLC250d unexceptional crossover AAACC TESTERS’ PICK: 1.6 MiVEC ZC-M 2WD Leather GLE 5dr SUV £50,075-£95,215 The ML replacement isn’t inspiring Shogun 5dr 4x4 £29,634-£40,299 to drive but it has a classy interior AAAAC Has its appeal. Needs more chassis TESTERS’ PICK: GLE250d finesse, but still charming AABCC TESTERS’ PICK: 3.2 Di-DC SG2 SWB Barbarian GLE Coupé 5dr SUV £61,350-£97,235 Outlander 5dr SUV A SUV with coupé looks. Destined to £24,799-£45,499 be outrun by the X6 AAAAC TESTERS’ PICK: GLE450 Creditable effort from Japan’s SUV specialists offers a lot for the money. G-Class 5dr SUV Still feels cheap in places: PHEV a £88,800-£150,975 boon for fleet users AAABC TESTERS’ PICK: 2.0 PHEV GX3h+ Massively expensive and £35249 compromised, but with character to spare AAABC TESTERS’ PICK: G63 AMG L200 5dr 4x4 £20,998-£30,238 L200 pick-up is a practical, efficient GLS 5dr SUV £69,110-£102,350 and muscular workhorse AAABC TESTERS’ PICK: 2.5D Series 4 The impending replacement for the 4Life Single GL-Class AAABC TESTERS’ PICK: GLS350d AMG MORGAN Line 3-Wheeler 0dr open £31,140-£34,955 SLC 2dr open £30,495-£46,360 The eccentric, characterful and Another small convertible edition deftly brilliant Morgan is a threewith all the Mercedes charm AAABC wheeled testament to English TESTERS’ PICK: SLC300 AMG Line creativity AAAAA TESTERS’ PICK: 1.9 115 Sport SL 2dr open £73,810-£173,315 4-4 2dr open £29,995 Big, luxurious drop-top is classier Has its appeal, but not as rewarding than a royal stud farm. Few cruisers to drive as it could be AACCC feel more special for the money AAAAB TESTERS’ PICK: 1.6 TESTERS’ PICK: SL400 AMG Line Plus 4 2dr open £38,100-£43,200 AMG GT 2dr coupé £98,915-£111,495 Needs more chassis finesse, but the Million-dollar looks and a railgun V8, Plus 4 charms nonetheless AABCC TESTERS’ PICK: 2.0 2 Seater but uncompromisingly firm chassis undermines its every-occasion, anyRoadster 2dr open road usability AAABC TESTERS’ PICK: 4.0 V8 £48,000-£55,140 More advanced, but pricey and MG needs better brakes AACCC 3 5dr hatch £8399-10,499 TESTERS’ PICK: 3.7 V6 Neatly tuned and nice sporty style. Breaks the mould of sub-£9000 Plus 8 2dr open £73,494 superminis AAABC Old V8 charm lives on, but there’s no TESTERS’ PICK: 1.5 3Form ignoring the high price AAACC TESTERS’ PICK: 4.8 V8 GS 5dr SUV £14,995-£19,495 NISSAN MG’s first attempt at a small SUV is an attempt to re-establish the brand Micra 5dr hatch £7995-£13,455 AAACC Running costs are low, but it’s below TESTERS’ PICK: 1.5 TGi Explore average overall AAACC TESTERS’ PICK: 1.2 n-tec

TESTERS’ PICK: 1.6 dCi n-tec 2WD


NV200 Combi MPV £20,297-£21,067 Van-based multi-seat vehicle is flexible and economical AAABC TESTERS’ PICK: 1.5 dCi 90 Acenta 7st


3dr hatch 3dr hatch £14,075-£23,155 Three-pot engines and cleverly redesigned interior make the Mini a superb choice. Pricey to buy but worth the money AAAAB TESTERS’ PICKS: 1.5 Cooper, 2.0 John Cooper Works

308 5dr hatch £15,930-£28,890 No name change, but the classy allround appeal of the latest 308 is allnew. A bit tight on space but a serious contender nonetheless AAAAC TESTERS’ PICK: 1.6 THP 270 GTi by PS



5dr hatch 5dr hatch £14,675-£22,575 Mini charm in a more usable package, but still not as practical as rivals AAAAB TESTERS’ PICK: 1.5 Cooper Convertible 2dr open £18,615-£26,635 Open-top fun but compromised on practicality and dynamics AAABC TESTERS’ PICK: 1.5 Cooper Clubman 5dr hatchback £21,375-£29,345 Cheery and alternative Mini ‘six-door’ takes the brand into mainstream territory. Not as rounded as some, but usable and likeable nonetheless AAAAC TESTERS’ PICK: 1.5 Cooper Countryman 5dr SUV £17,125-£29,010 Big, but still more funky than useful AAACC TESTERS’ PICK: 1.6 JCW

Note 5dr hatch £10,995-£17,895 It lacks a bit of verve, but objectively the Note is entirely fit for purpose AAAAC TESTERS’ PICK: 1.2 DIG-S Acenta Pulsar 5dr hatch £13,995-£23,015 Undeniably fit for purpose, but its appeal goes no deeper than that AAABC TESTERS’ PICK: 1.2 DIG-S Acenta Leaf 5dr hatch £26,180-£31,880 Comfortable and still the cheapest way into the EV world AAACC TESTERS’ PICK: 24kW Acenta Juke 5dr hatch £14,320-£24,610 High-riding, funky hatch is a compelling package. High CO2 figures AAABC TESTERS’ PICK: 1.6 DIG-T 190 Tekna Qashqai 5dr hatch £18,545-£27,310 The defining modern crossover. Second-gen version better in all areas, most notably fuel efficiency, space and refinement AAAAB TESTERS’ PICK: 1.6 dCi 130 N-Connecta X-Trail 5dr SUV £21,995-£32,110 There aren’t many cheaper routes into a seven-seat SUV. Bit of a lightweight on power and 4x4 capability, though AAABC


‘Smaller engine underwhelms; utterly compelling chassis doesn’t’ M O R E AT A U T O C A R . C O . U K

E-NV200 Evalia MPV £28,527-31,869 Battery-powered people-mover is world’s first seven-seat EV MPV AAABC TESTERS’ PICK: 80kW Tekna Rapid Navara NP300 5dr 4x4 £23,635-£31,845 A tough pick-up happy both on the road and off it AAABC TESTERS’ PICK: 2.3 dCi 160 Acenta King Cab 370Z 2dr coupé £27,860-£38,050 Old-school, profoundly mechanical and quite hairy-chested. An Austin Healey 3000 for our age — but meaner AAABC TESTERS’ PICK: 3.7 V6 Nismo

1 Renault Mégane RS 275 Trophy From £30,000 Turning the Mégane into a 271bhp world-beater might just be Renault Sport’s crowning achievement. Stellar car. AAAAA

GT-R 2dr coupé £79,995-91,995 The monstrously fast Nissan has been tweaked and sharpened to close the gap on charismatic rival in the market AAABC TESTERS’ PICK: 3.8 Track Edition

NOBLE M600 2dr coupé £248,184-£277,309 Deliciously natural and involving; a bit ergonomically flawed. Outrageous pace and handling AAABC TESTERS’ PICK: 4.4 V8 Sport

PEUGEOT iOn 5dr hatch £16,995 Good electric powertrain, comically expensive AABCC TESTERS’ PICK: 47kW 108 3dr hatch £8495-£13,585 Sister car to the Aygo — and distant second to most city car rivals AAABC TESTERS’ PICK: 1.2 PureTech Allure Top

2 Ford Focus ST From £23,000 If you’re looking for a better-value hot hatch, the latest ST is still the benchmark. Agile, supple and practical. AAAAC

108 5dr hatch £10,485-£13,985 Five-door version is less appealing than its Citroën and Toyota siblings AAABC TESTERS’ PICK: 1.2 PureTech Allure Top 208 3dr hatch £12,365-£22,665 A big improvement for Peugeot, if not for the supermini class AAABC TESTERS’ PICK: 1.2 PureTech Allure S&S 208 5dr hatch £12,965-£18,915 As above, with added five-door practicality AAABC TESTERS’ PICK: 1.2 PureTech Allure S&S

3 Seat Leon Cupra 280

From £28,000 Quickest Leon yet easily knocks the Golf GTI into touch. More power and sparklier diff response are the keys. AAAAC

308 SW 5dr estate £18,315-£27,815 Estate body style enjoys the classy appeal of the hatch AAAAC TESTERS’ PICK: 1.6 BlueHDi 120 Allure 508 4dr saloon £23,650-£31,500 Competent and likeable package, although it lacks any real spark AAABC TESTERS’ PICK: 1.6 BlueHDi 120 Allure 508 SW 5dr estate £24,905-£37,550 As good as the saloon, only better looking AAABC TESTERS’ PICK: 1.6 BlueHDi 120 Allure

4 Volkswagen Golf GTI

From £27,000 Overshadowed by the better Leon (and the much faster Golf R), but the GTI is still a touchstone. Quality in spades. AAAAC

2008 5dr hatch £13,970-£20,920 Efficient and well-mannered but facelift doesn’t improve the shortness on space and style AAABC TESTERS’ PICK: 1.6 BlueHDi 120 Allure 3008 5dr MPV £21,110-£25,160 Cleverly packaged Peugeot offers just enough SUV DNA to make the difference, but is really in need of its facelift. Good value AAAAC TESTERS’ PICK: 1.6 BlueHDi 120 Allure 5008 5dr MPV £23,130-£27,030 Another mid-sized five-plus-twoseater. The 5008 feels its age but still

5 Skoda Octavia vRS From £24,000 Stretches the class description somewhat — but it’s a fine mix of practicality and performance. AAABC 9 NOVEMBER 2016 AUTOCAR.CO.UK 85



offers a slicker and more engaging drive than many AAABC TESTERS’ PICK: 1.6 BlueHDi 120 Allure Partner Tepee 5dr MPV £15,645-£20,030 Likeable, practical van-based MPV AAACC TESTERS’ PICK: 1.6 BlueHDi 100 Active RCZ 2dr coupé £24,200-£27,500 Classy, interesting, fun coupé. Peugeot has got its mojo back AAAAC TESTERS’ PICK: 2.0 HDi 163 GT


1 Elemental RP1

From £75,000 A tweaked Ford Ecoboost engine makes it fast, but it’s the beautiful handling that leaves a lasting impression. AAAAC

718 Boxster 2dr open £41,739-£52,617 Our idea of drop-top perfection is also an outstanding sporting twoseater. Exceptional to drive, whether cruising or hurrying AAAAB TESTERS’ PICK: 2.0 718 718 Cayman 2dr coupé £39,878-£50,756 Scalpel-blade incisiveness, supreme balance and outstanding driver involvement. Very practical too — for a two-seater AAAAA TESTERS’ PICK: 2.0 718 911 2dr coupé £76,412-£145,773 Delivered on the eve of a sixth decade, the 991 is as brilliant and distinctive as any before it. Still more than worthy of its iconic status AAAAB TESTERS’ PICK: Carrera S

2 BAC Mono

From £79,000 A sublime attempt to recreate the single-seater driving experience for the road. Utterly incomparable. AAAAC

911 Cabriolet 2dr open £85,253-£154,614 The best Porsche doesn’t lose any of its charm without its roof AAAAB TESTERS’ PICK: Carrera S Panamera 5dr hatch £79,715-£113,075 Technically brilliant but lacking a bit of soul and visual allure. V6 diesel is an outstanding long-distance car AAAAC TESTERS’ PICK: 4.8 V8 Turbo PDK Macan 5dr SUV £43,553-£68,073 Spookily good handling. A sports utility vehicle in the purest sense AAAAB TESTERS’ PICK: 3.6 V6 Turbo PDK

3 Radical RXC500 From £143,000 Radical’s revision of its road car delivers the power previously missing. A Nürburgring record holder in waiting. AAAAC

4 KTM X-Bow From £143,000 Austrian motorcycle maker’s take on a track day special. It’s hard not to fall for the wonderful driving manners. AAAAC

5 Vuhl 05

From £60,000 Mexican track day car has a pragmatic and forgiving chassis. Turbocharged engine isn’t the most characterful. AAAAC


Cayenne 5dr SUV £52,689-£119,720 Agile, capable, desirable. V8 diesel makes the line-up more varied. Not as practical as some, but a classy cabin and mostly good fun AAAAC TESTERS’ PICK: 4.2 V8 S Diesel Tiptronic S

PROTON Savvy 5dr hatch £7995 Compromise in quality isn’t worth the saving AACCC TESTERS’ PICK: 1.2 Style


‘Most driver-focused Rolls in history is a triumph of genteel good fun’ M O R E AT A U T O C A R . C O . U K

cabin cheap in places AAAAC TESTERS’ PICK: Renault Sport 220 Trophy Captur 5dr hatch £14,745-£21,885 Jacked-up Clio is among the better downsized options. Cabin space and value better than the class norm. Stylish and fluent-riding AAAAC TESTERS’ PICK: 1.5 dCi 110 Signature Nav Megane 5dr hatch £16,950-£25,850 Stylish and refined but bland. Nothing exceptional AAABC TESTERS’ PICK: 1.2 TCe 115 GT Line Nav Kad jar 5dr SUV £18,795-£28,495 Fine value, good cabin space, decent to drive and fine-looking. Not quite as classy as its Nissan sibling, but not far away AAAAC TESTERS’ PICK: 1.6 dCi 130 Signature Nav 2WD

R O L L S - R OYC E Wraith 2dr coupé £237,471-278,223 An intimate, involving Rolls-Royce. Less grand than its rangemates, but often in the measures that make it great in other ways AAAAB TESTERS’ PICK: 6.6 V12 Dawn 2dr open £264,055 Essentially as above, but de-tuned and in an elegant convertible form. AAAAB TESTERS’ PICK: 6.6 V12 Ghost 4dr saloon £224,943-£260,823 ‘Affordable’ Rolls is a more modern, driver-focused car than its bigger brother. Still hugely special. Ride just a little bit unsettled at times AAAAC TESTERS’ PICK: 6.6 V12 Phantom 4dr saloon £320,175-£373,743 BMW built a sublime Rolls-Royce when it took over in 1998. Still the greatest and most aristocratic limo money can buy AAAAB TESTERS’ PICK: 6.8 V12 Phantom Coupé 2dr coupé £349,311 Luxury in abundance, but in a sportier form AAAAC TESTERS’ PICK: 6.8 V12 Phantom Drophead Coupé 2dr open £369,687 Extreme luxury with a removable roof AAAAC TESTERS’ PICK: 6.8 V12

TESTERS’ PICK: 2.0 TSI 290 Cupra Toledo 5dr hatch £17,195-£19,995 Makes practical sense but leaves no other lasting impression AAACC TESTERS’ PICK: 1.6 TDI 115 Style Alhambra 5dr MPV £24,885-£36,130 A cheaper, plainer and less desirable sister for the VW Sharan. Spacious, versatile and decent to drive AAAAC TESTERS’ PICK: 2.0 TDI 150 SE Ecomotive Ateca 5dr SUV £17,990-£29,990 Seat’s first attempt to take on the SUV market — and it’s good AAAAC TESTERS’ PICK: 1.6 TDI 115 SE Ecomotive

S KO DA Citigo 3dr hatch £8275-£10,770 Czech take on the city car is more plain than some but well finished and strong to drive AAABC TESTERS’ PICK: 1.0 60 SE

Fortwo Convertible 2dr open £13,265-£15,950 A similar story in open-top form as for the hatch AAACC TESTERS’ PICK: 0.9 Proxy Forfour 5dr hatch £11,620-£14,930 Four doors gives the Smart more mainstream practicality. Still expensive, though AAACC TESTERS’ PICK: 0.9 Proxy

S S A N GYO N G Tivoli 5dr hatch £12,950-£19,500 Trails the Duster as the best-value small crossover — but not by much AAABC TESTERS’ PICK: 1.6d EX Tivoli XLV 5dr hatch £18,250-£20,500 Tivoli on steroids - grown in size for more practicality and is joined by a range of personalisation options AAABC TESTERS’ PICK: 1.6d 4x4 Korando 5dr hatch £15,995-£22,495 Good for a Ssangyong, poor by class standards AAACC TESTERS’ PICK: 2.2d EX 2WD

Citigo 5dr hatch £8625-£11,120 As above, with added rear-door practicality AAABC TESTERS’ PICK: 1.0 60 SE

Korando Sports 4dr pick-up £17,337-22,977 A rugged-looking pick-up, but lacks all of the finesse shown by its nearest rivals AABCC TESTERS’ PICK: 2.0d EX 4WD

Fabia 5dr hatch £10,750-£18,025 A touch derivative design-wise, and no class-leader on handling or cabin space, but strong claims everywhere else AAAAC TESTERS’ PICK: 1.2 TSI 110 SE

Rexton W 5dr SUV £22,995-£28,995 Rugged seven-seater makes short work of mud. Asphalt more tricky AAACC TESTERS’ PICK: 2.2d EX

Fabia 5dr estate £12,630-£18,910 A touch derivative design-wise, and no class-leader on handling or cabin space, but strong claims everywhere else AAAAC TESTERS’ PICK: 1.2 TSI 110 SE

Turismo 5dr MPV £18,995-£24,995 Incredibly ungainly but offers huge real estate for the money AAACC TESTERS’ PICK: 2.2d EX

Rapid 5dr saloon £16,505-£19,110 Essentially a Fabia in saloon form, so likeable if slightly dull AAABC TESTERS’ PICK: 1.2 TSI 110 SE Rapid Spaceback 5dr estate £13,675-£18,520 Estate shape makes most sense of Rapid’s skinny body AAABC TESTERS’ PICK: 1.2 TSI 110 SE Sport Octavia 5dr hatch £16,660-£27,990 Almost too big to qualify as a hatchback, the Octavia does comfort and practicality like no other. Good engines, too AAAAC TESTERS’ PICKS: 2.0 TDI 150 SE L, 2.0 TSI 230 vRS

SUBARU Impreza 4dr hatchback £17,495 Appealing hatchback, but feels a tad old-fashioned AAACC TESTERS’ PICK: 1.6i RC WRX STI 4dr saloon £28,995 Appealing and behind the times all at once AAABC TESTERS’ PICK: 2.5 STI XV 5dr SUV £21,995-£26,995 No-nonsense crossover doesn’t quite make enough sense AAACC TESTERS’ PICK: 2.0D SE Levorg 5dr estate £27,495 Impressively practical but only available with an auto ’box and one trim AAACC TESTERS’ PICK: 1.6i GT Auto AWD

Octavia Estate 5dr estate Forester 5dr SUV £17,880-£29,410 £25,495-£30,995 Class-leading amount of space Mii 3dr hatch £8440-£11,265 Satria Neo 3dr hatch Solid, spacious and wilfully unsexy and practicality. Comfortable, too AAACC Not as desirable or plush inside as the AAAAC £8495-£9495 Best Proton yet but still unjustifiable Up, but damn near as good to drive — TESTERS’ PICKS: 2.0 TDI 150 SE L, TESTERS’ PICK: 2.0i XE AACCC 2.0 TSI 230 vRS and well-priced with it AAABC TESTERS’ PICK: 1.6 GSX TESTERS’ PICK: 1.0 60 SE Outback 5dr estate Technology Superb 4dr saloon £19,060-£34,305 £27,995-31,495 Gen-2 5dr hatch £9195-£11,195 Another commendable Czech value Acceptable in isolation but no Hugely disappointing despite price Mii 5dr hatch £8795-£11,995 option big on quality and space, small benchmark AABCC ACCCC TESTERS’ PICK: 2.5i SE As above, but in more usable fiveon price AAAAC TESTERS’ PICK: 1.3 GLS TESTERS’ PICK: 2.0 TSI 220 SE Lineartronic door form AAABC TESTERS’ PICK: 1.0 60 SE L DSG RADICAL Technology BRZ 2dr coupé £22,495-£25,495 SR3 2dr open £58,200-£66,958 Superb Estate 5dr estate £20,260The GT-86’s half brother looks just Spectacular on the track; not so Ibiza SC 3dr hatch £10,000-£18,900 £35,505 as good in Subaru blue. Cheaper, too AAAAA good on the way home AAABC A sharp-looking coupé that handles Even more commendable than TESTERS’ PICK: RSX TESTERS’ PICK: 2.0i SE well. Cupra needs a manual AAABC above thanks to huge estate boot TESTERS’ PICK: 1.2 TSI 110 FR AAAAC SUZUKI TESTERS’ PICK: 2.0 TSI 220 SE RXC 2dr coupé £94,500-£117,500 Celerio 5dr hatch £6999-9799 L DSG Ibiza 5dr hatch £12,210-£15,735 Designed for pounding around a Pleasing to drive, cheap to buy track. Not for the open road AAABC Sharp-looking five door hatch lacks TESTERS’ PICK: 3.7 V6 and decent to sit in, the Celerio is the verve of the Ford Fiesta AAABC Yeti 5dr SUV £17,210-£27,545 TESTERS’ PICK: 1.2 TSI 110 FR a no-nonsense option — and very One of the first to successfully R E N A U LT likeable for it AAABC miniaturise the crossover formula. Twizy 2dr hatch £6895-7795 Ibiza ST 5dr estate £12,910-£18,035 Spacious, useful, unpretentious and TESTERS’ PICK: 1.0 Dualjet SZ3 Zany solution to personal mobility. Rivals are more practical, but that genuinely cheery AAAAC TESTERS’ PICK: 2.0 TDI 110 SE Suitably irreverent and impractical Swift 3dr hatch £8999-£14,149 doesn’t impact on its fun nature AAABC AAACC Cute looks and rewarding handling. SMART TESTERS’ PICK: EV Dynamique TESTERS’ PICK: 1.4 TDI 105 FR Sport is excellent fun AAABC Fortwo 3dr hatch £11,125-£13,810 TESTERS’ PICK: 1.6 Sport Pricey two-seater has lots of urban Zoe 5dr hatch £17,795-£20,245 Leon SC 3dr hatch £17,400-£31,485 appeal but out of town performance Swift 5dr hatch £9499-£14,649 Far more practical zero-emission As ever, a Golf in cut-price Spanish and handling isn’t as rounded as Cute looks and rewarding handling, solution. Attractive price AAABC clothing — except slightly crisperTESTERS’ PICK: Dynamique Nav others AAACC even in this more practical form looking and better-handling. Worth TESTERS’ PICK: 0.9 Proxy AAABC considering AAAAC TESTERS’ PICK: 2.0 TSI 290 Cupra TESTERS’ PICK: 1.6 Sport Twingo 5dr hatch £9545-£13,595 Handsome, unusual rear-engined Leon 5dr hatch £18,230-£31,790 city car — but not the class leader AAACC Ditto above, but here in more TESTERS’ PICK: 0.9 TCe 90 conventional five-door form VW GOLF GTI CLUBSPORT Dynamique Energy AAAAC TESTERS’ PICK: 2.0 TSI 290 Cupra Clio 5dr hatch £11,815-£22,425 Leon ST 5dr estate £19,225-£32,785 An attractive, stylish and fairly M O R E AT A U T O C A R . C O . U K Good-looking and responsive practical, and does the French hatchback-turned-estate AAAAC tradition credit. Fluent handling;


‘Anniversary edition is the GTI to buy. Class, polish and now power, too’

NEW CAR PRICES Baleno 5dr hatch £13,249-£15,599 Suzuki’s family-sized hatchback makes use of clever little engines AAABC TESTERS’ PICK: 1.2 Dualjet SZ5 Jimny 3dr 4x4 £12,499-£15,279 The smallest four-wheel-drive Suzuki is looking dated AAACC TESTERS’ PICK: 1.3 SZ4 Vitara 5dr SUV £14,499-£22,849 Utterly worthy addition to the class; drives better than most AAABC TESTERS’ PICK: 1.4 Boosterjet S SX4 S-Cross 5dr SUV £14,999-£24,349 Not a class leader, but a very worthy crossover. Refreshed look gives it a new lease of life AAABC TESTERS’ PICK: 1.6 SZ-T Allgrip

TESLA Model S 5dr hatch £53,880-£114,580 Genuine 300-mile range doesn’t just make the Model S a standout electric car; it feels like the future of luxury motoring AAAAB TESTERS’ PICK: P90D AWD Model X 5dr SUV £64,480-£117,580 Genuine 300-mile range doesn’t just make the Model X a standout electric car; it’s a luxury seven seater with falcon doors AAAAB TESTERS’ PICK: 90D AWD

T OYO TA Aygo 3dr hatch £9135-£13,245 Impactful styling does a lot to recommend it. Strong on infotainment but not as refined or practical as some AAABC TESTERS’ PICK: 1.0 x-pression Aygo 5dr hatch £9535-£14,345 As above, but with rear doors AAABC TESTERS’ PICK: 1.0 x-pression Yaris 3dr hatch £11,750-£13,920 Good space and value but not a class leader AAABC TESTERS’ PICK: 1.0 VVT-i Icon Yaris 5dr hatch £12,350-£18,095 Stylish interior but ultimately a scaled-down version of bigger Toyotas AAABC TESTERS’ PICK: 1.33 VVT-i Icon £14265 Auris 5dr hatch £16,390-£25,140 Disappointingly average. There are many better rivals AAABC TESTERS’ PICK: 1.2T VVT-i Design Auris Touring Sports 5dr estate £17,490-£26,240 Nothing wrong, but nothing exceptional AAABC TESTERS’ PICK: 1.2T VVT-i Design Prius 5dr hatch £23,600-£27,355 Better all-round compared to its predecessors AAAAC TESTERS’ PICK: 1.8 VVT-i Business Edition Prius Plug-In 5dr hatch £33,450 Plug-in hybrid Prius is clever and appealing in its own right AAAAC TESTERS’ PICK: 1.8 VVT-i Plug-In Prius+ 5dr MPV £27,050-£31,300 Expensive and ugly. Bigger though AAABC TESTERS’ PICK: 1.8 VVT-i Excel Avensis 4dr saloon £19,300-£27,085 Nothing wrong, but nothing exceptional. Good spec AAACC TESTERS’ PICK: 1.8 V-matic Business Edition Avensis Tourer 5dr estate £20,480-£28,890 Good spec but an unexceptional estate otherwise AAACC TESTERS’ PICK: 1.8 V-matic Business Edition Verso 5dr MPV £18,925-£26,095 One of Toyota’s better niche models is unburdened by a hybrid powertrain and offers decent space, a respectable drive and a keen price AAABC TESTERS’ PICK: 1.6 V-matic Icon 7seats Proace Verso 5dr MPV £26,050-£35,400 One of Toyota’s niche models is unburdened by a hybrid powertrain and provides decent competition to the Vivaro and Transit equivalents AAABC TESTERS’ PICK: 2.0D 180


‘The E10 is already special. A Focus RS engine makes the R properly compelling’ M O R E AT A U T O C A R . C O . U K

C-HR 5dr SUV £20,995-£27,995 Coupé-shaped crossover aims to bring the fight to Nissan and the Juke. Thus far its seems to hit the right notes AAACC TESTERS’ PICK: 1.8 Hybrid Excel

VXR8 4dr saloon £55,550-£56,220 Charismatic Vauxhall is more brutish and unsophisticated than some. Unbeatable on horsepower-perpound, though AAABC TESTERS’ PICK: 6.2 V8 Maloo LSA

RAV4 5dr SUV £23,755-£32,975 A solid option, but ultimately outgunned by Korean competition AAACC TESTERS’ PICK: 2.0 D-4D Icon Land Cruiser 5dr 4x4 ` £36,465-£55,465 A real go-anywhere vehicle. Available with seven-seats AAABC TESTERS’ PICK: 2.8 D-4D Active

Up 3dr hatch £8995-£11,350 VW’s city car is no revolution — just a trademark effort to beat its rivals on finish, refinement, desirability and economy AAAAC TESTERS’ PICK: 1.0 60 Look Up

Hilux 5dr 4x4 £22,955-£35,265 A real go-anywhere vehicle with the added practicality of being a pick-up AAABC TESTERS’ PICK: 2.5 D-4D Active Double Cab GT86 2dr coupé £22,705-£28,695 Who knew Toyota had another dynamic masterstroke in it after the Lexus LFA? Almost as much fun as a limited budget can buy. Splendid AAAAB TESTERS’ PICK: 2.0 Aero



Up 5dr hatch £9395-£25,280 Ditto above, with added five-door convenience AAAAC TESTERS’ PICK: 1.0 60 Look Up Polo 3dr hatch £11,525-£20,370 Still the sensible choice in a lot of ways: usable, refined, easy-going, desirable and very solidly built AAAAC TESTERS’ PICK: 1.0 TSI 110 SE L Polo 5dr hatch £12,155-£21,000 And even more useful with five doors AAAAC TESTERS’ PICK: 1.0 TSI 110 SE L

Viva 5dr hatch £8745-10,145 Plenty of space for the money but lacking equipment and youthful joie de vivre AAABC TESTERS’ PICK: 1.0 75 Ecoflex SE

Golf 3dr hatch £17,625-£33,100 A little expensive it may be, but there’s enough quality here to justify the expense. Classiness democratised AAAAB TESTERS’ PICK: 2.0 TSI 220 GTI

Adam 3dr hatch £12,110-£19,045 Certainly looks the part, but there are better superminis ahead of it AAACC TESTERS’ PICK: 1.4 150 Rocks S

Golf 5dr hatch £18,280-£35,820 As above but in the five-door form most buyers are likely to opt for AAAAB TESTERS’ PICK: 2.0 TSI 220 GTI

Corsa 3dr hatch £9745-£18,630 Refined, stylish and practical, but its engines aren’t so good AAABC TESTERS’ PICK: 1.0T 90 Ecoflex SE

Golf Estate 5dr estate £18,980-£34,455 And even more practical in loadlugging body style AAAAB TESTERS’ PICK: 2.0 TSI 300 R 4Motion DSG

Corsa 5dr hatch £13,250-£19,200 A more practical version of the Corsa, which is refined and practical AAABC TESTERS’ PICK: 1.0T 90 Ecoflex SE Astra 5dr hatch £15,445-£22,965 Good handling and nice engines but its working-class roots still show through AAAAC TESTERS’ PICK: 1.0T 105 Ecoflex Tech Line Astra Sports Tourer 5dr estate £16,735-£24,255 More composed and practical than the hatchback AAAAC TESTERS’ PICK: 1.6 CDTi 160 BiTurbo SRi Insignia 5dr hatch £17,439-£32,404 Nearly as good as a Mondeo. Inert steering AAABC TESTERS’ PICK: 2.0 CDTi 170 Ecoflex SRi Insignia Sports Tourer 5dr estate £19,669-£33,704 Hugely spacious but no fun to drive AAABC TESTERS’ PICK: 2.0 CDTi 170 Ecoflex SRi Meriva 5dr MPV £13,410-£22,395 Clever Flexdoors make sense for young families. Nice to drive AAABC TESTERS’ PICK: 1.4T 140 Exclusiv Zafira Tourer 5dr MPV £18,615-£29,580 Looks upmarket but feels less so on the inside. Some clever packaging features make good use of what space there is. Ordinary to drive AAABC TESTERS’ PICK: 1.4T 140 Exclusiv Vivaro Combi MPV £23,623-£25,216 Vauxhall people-mover based on its popular van AAACC TESTERS’ PICK: 2.0 CDTi 90 Ecoflex SWB Mokka X 5dr hatch £19,655-£26,765 Compact and competent but short on persuasive quality just like the Mokka AAABC TESTERS’ PICK: 1.4T 140 Design Nav

Golf SV 5dr MPV £19,255-£27,610 MQB platform gives the Golf proper MPV proportions. Still no C-Max, though AAABC TESTERS’ PICK: 2.0 TDI 150 SE Jetta 4dr saloon £19,155-£25,055 Big boot, pleasant dynamics and good pricing. A bit dull AAABC TESTERS’ PICK: 2.0 TDI 150 SE Beetle 3dr hatch £16,820-£25,390 Huge improvement, but the Golf hiding underneath is a superior car AAABC TESTERS’ PICK: 2.0 TDI 150 Sport Beetle Cabriolet 2dr open £19,775-£28,545 Huge improvement and quite chic in open-top form AAABC TESTERS’ PICK: 2.0 TDI 110 Scirocco 2dr coupé £21,040-£34,390 A complete coupé. Entertaining, practical and stylish AAAAB TESTERS’ PICK: 2.0 TSI 280 R Passat 4dr saloon £22,680-£40,180 Lands convincing blows with quality, usability, smart looks and civilised manners. A touch too conservative to be entertaining, though AAAAC TESTERS’ PICK: 2.0 TDI 150 SE Passat Estate 5dr estate £24,230-£41,730 Smart-looking and civilised estate AAAAC TESTERS’ PICK: 2.0 TDI 190 SCR GT CC 4dr saloon £25,475-£33,515 Loses a name and adds some flair but never compels AAAAC TESTERS’ PICK: 2.0 TDI 184 GT Touran 5dr MPV £22,270-£31,535 The medium-sized people-carrier done conservatively — but done very well. Refined and wieldy, with excellent infotainment options AAAAC TESTERS’ PICK: 2.0 TDI SCR 150 SE Sharan 5dr MPV £26,680-£36,660 Full-sized seven-seater offers outstanding versatility and space with tidy handling and VW-brand desirability AAAAB

TESTERS’ PICK: 2.0 TDI 150 SE Caddy Life 5dr MPV £19,759-£26,316 Rugged workhorse built to supplement the Touran and Sharan AAACC TESTERS’ PICK: 2.0 TDI 150

W H AT ’ S C O M I N G W H E N

Caravelle 5dr MPV £37,686-£55,362 Rugged workhorse built to carry people AAACC TESTERS’ PICK: 2.0 TDI 204 SE SWB California 5dr MPV £38,214-£55,790 Rugged workhorse built to carry people and put them up for the night AAACC TESTERS’ PICK: 2.0 TDI 150 Tiguan 5dr SUV £22,510-£36,375 An improvement on the previous generation, but is it a winner? AAAAC TESTERS’ PICK: 2.0 TDI 150 SE Nav Touareg 5dr SUV £43,935-£49,895 An unusually straightforward sort: comfy, capable, refined and obedient-handling. Five seats only AAAAC TESTERS’ PICK: 3.0 V6 TDI 262 SE Amarok 5dr 4x4 £25,419-£35,931 Volkswagen quality of build and interior matched to a rugged exterior AAAAC TESTERS’ PICK: 2.0 BiTDI 180 Trendline

V O LV O V40 5dr hatch £21,950-33,775 Not perfect, but a handsome, wellpackaged, pragmatic and likeable car: rare commodities in the class AAAAC TESTERS’ PICK: 1.6 T3 R-Design S60 4dr saloon £22,395-31,625 New frugal four-pot diesel has given Volvo’s middleweight a new lease of life. Determinedly understated, mature and laid back AAAAC TESTERS’ PICK: 2.0 D4 SE Lux Nav V60 5dr estate £23,075-£52,270 Mature and appealing cabin, nice looks and smooth drive. Too small AAAAC TESTERS’ PICK: 2.0 D4 Cross Country Lux Nav S90 4dr saloon £32,555-£42,055 The new mid-size executive car ready to take on the Germans AAAAC TESTERS’ PICK: D4 Inscription V90 5dr estate £34,555-£44,055 The new luxury Swedish saloon in a more practical estate form AAABC TESTERS’ PICK: D4 Inscription XC60 5dr SUV £32,685-39,890 Refreshing car design from Volvo, made more competitive by its engine revolution. Not quite as spacious as some but has useful features AAAAC TESTERS’ PICK: 2.0 D4 R-Design Nav XC90 5dr SUV £46,850-£64,555 Cleverly packaged, smartly styled, competitively priced and pleasing to drive. As close a thing to a classleader as Volvo has had in a long time AAAAC TESTERS’ PICK: 2.0 D5 Inscription AWD

R A N G E ROV E R S PO R T CO U PÉ | L ATE 2017 Range Rover will enter the SUV-coupé market next year with its most road-biased model yet. The Sport Coupé will share its architecture with the Jaguar F-Pace and be powered by six and eight-cylinder petrol and diesel engines, while a hybrid version is likely. The cabin will feature an ‘intimate’ cockpit layout. Price £60,000 (est) N OV E M B E R 2016 Audi A5, Q5, R8 Spyder, S5, Dacia Logan MCV facelift, Sandero facelift, Sandero Stepway facelift, Kia Carens facelift, Optima Sportswagon, Soul TGD-i, Koenigsegg Regera, Mercedes-AMG GT R, Nissan GT-R Nismo, GT-R Track Edition, Noble M600 Speedster, Renault Grand Scénic, Scénic, Zoe facelift D EC E M B E R 2016 Lamborghini Centenario, Mini Clubman JCW, Tesla Model X E A R LY TO M I D -2017 Alpina B5 Touring, D5 Touring, Alpine A120, Audi RS1, RS3 saloon, BMW 5 Series Touring, 5 Series saloon, M4 facelift, M5, X2, X3, Bristol Bullet, Bentley Bentayga Diesel, Chevrolet Corvette ZR1, Citroën C3, C3 Picasso, Ferrari GTC4 Lusso T, LaFerrari Aperta, Fiat Panda facelift, Ford Ecosport facelift, Fiesta, Focus RS500, Kuga facelift, Honda Civic, Clarity, CR-V, Hyundai i10 facelift, i30, Isuzu D-Max, Jaguar F-Type R Convertible facelift, XF Sportbrake, Jeep Compass, Kia Picanto, GT, Rio, Lamborghini Aventador facelift, Huracán Performante, Land Rover Discovery, Lexus IS facelift, LC500, SC, Mahindra e2o Plus, Mazda CX-5, MX-5 RF, Mercedes-AMG C63 R, E63, GT Roadster, GT C Roadster, S63 facelift, Mercedes-Benz C-Class Coupé, E-Class All Terrain, E-Class Cabriolet, E-Class Coupé, GLA facelift, MG small SUV, Mini Countryman, Nissan Micra, Qashqai facelift, Peugeot 3008, 5008, Porsche Panamera, Panamera Sport Turismo, Panamera 4 E-Hybrid, Range Rover Sport Coupé, Renault Captur facelift, Koleos, Seat Ibiza, Leon facelift, Skoda Kodiaq, Octavia facelift, Superb facelift, Smart Fortwo EV, Fortwo Cabriolet EV, Forfour EV, Spyker C8 Preliator, Ssangyong Rexton, Subaru BRZ facelift, Levorg facelift, Impreza, Suzuki Ignis, Swift, Vauxhall Insignia, Meriva replacement, Volkswagen e-Golf facelift, Golf R, Polo GTI, Tiguan LWB, Touareg, Volvo S90 R-Design, V90 Cross Country, V90 R-Design L ATE 2017 Alfa Romeo Stelvio, Audi A8, BMW X2, Z4, Fisker EMotion, Hyundai i30N, Jeep Grand Cherokee SRT, Lynk&Co 01, Mercedes-Benz X-Class, Mitsubishi crossover MPV, Porsche 911 GT3 facelift, Seat Arona, Tesla Model 3, Vauxhall Insignia VXR, Volkswagen CC, Volvo XC60

VUHL 05 2dr open £59,995-£89,995 Mexican track day special has a pleasingly pragmatic and forgiving chassis. Turbo engine isn’t the most characterful AAAAC TESTERS’ PICK: RR 2.3 Ecoboost

WESTFIELD SPORT 2dr open £20,588-£28,745 Entry-level Westfield. Sport Turbo is very quick and fun but no Caterham AAAAC TESTERS’ PICK: 1.6 Sigma 155 Sport

ZENOS E10 0dr open £26,995-£39,995 The latest in a long line of English mid-engined marvels. Earns its stripes immediately; expect a dedicated following AAAAB TESTERS’ PICK: 2.3 R

M A H I N D R A E2O PLUS | M I D -2017 The e2o is the more upmarket successor to the muchmaligned Reva G-Wiz, and now there’s a four-door Plus version. The electric city car, which is already on sale in India, has a claimed range of 87 miles in Plus form (versus the two-door’s 79 miles), thanks to the extra batteries afforded by the longer chassis. It will come in a choice of four spec levels. Price £14,500 (est)

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P26 AAA £495 W6 AAR £595 E9 ABA £595 R26 ABB £595 V33 ABB £495 T4 ABD £595 Y4 ABH £495 P23 ABS £595 P28 ABY £695 R29 ABY £595 Y400 ABY £495 M3 ACC £795 R3I ACC £495 B3 ACF £495 P28 ACH £495 P29 ACK £495 P3I ACS £595 PI0 ACT £495 R2I ACY £595 Y3I ACY £495 ACZ 452 £595 435 AD £3800 K6 ADA £695 R25 ADA £495 R2I ADD £595 I07 ADD £I900 P32I ADD £495 P25 ADE £795 R29 ADE £495 G42 ADE £695 P26 ADM £595 PI23 ADM £495 P24 ADS £495 R24 ADY £495 P25 ADY £595 400 AE £4600 W3 AER £595 AFZ I9I £495 P25 AGE £795 C2 AGH £695 PI AGM £I500 R9 AGM £595 E7 AGP £595 W6 AGR £595 J9 AGR £895 R2I AGS £495 AGZ I7I £495 LI AHN £595 P32I AJB £795 N836 AJB £595 P32I AJC £795 R29 AJD £495 W24 AJF £595 M999 AJF £495 P29 AJH £795 HIII AJH £2300 RI2I AJH £495 A388 AJH £595 R3I AJL £595 M777 AJL £495 L500 AJM £695 J777 AJM £795 R24 AJP £695 R600 AJP £595 Y6 AJR £I400 K50 AJR £795 S400 AJS £895 G9 AKH £695 R29 AKS £495 P2I ALB £595 RI2I ALB £495 V9 ALD £695 V29 ALF £895 P600 ALF £495 R27 ALL £495 P28 ALN £595 N88 ALN £695 P32I ALN £495 P26 ALS £495 ALW IIIY £I500 P23 ALX £895 JIII ALX £995 N900 ALX £795 P24 ALY £995 LI9 AMA £495 J333 AMB £695 P28 AMC £495 W5 AMF £695 W555 AMG£795 R23 AMH £495 R24 AMM £495 W3I AMM £595 P27 AMP £495 P27 AMR £495 PI2I AMS £695 M5II AMS £595 ME06 AMY £495 P2I ANA £895 K666 ANA £595 P23 AND £495 R23 AND £595 P3I AND £795 P24 ANG £II00 M463 ANG £495 W6 ANH £695 V3I ANJ £695 P32I ANJ £495 JO06 ANN £I400 AJ09 ANN £695 ANN I3Y £4200 H80 ANN £995 E906 ANN £595 M40 ANS £495 390I AP £I600 V5 APF £495 W9 APL £495 P23 APS £495 E5 APW £795 R29 ARB £495 W88 ARB £595 P2I ARC £595 S53 ARD £495 R23 ARK £495 R2I ARL £495

P23 ARL £595 R29 ARM £495 D6 ART £I500 R2I ART £695 P24 ART £595 A55 ART £795 RI2I ART £595 J700 ART £495 P27 ASH £I700 B600 ASH £II00 A7 ASK £895 DI8 ASP £595 ASR 44M £795 F7 ASW £595 K5 ATB £595 AI4 ATB £495 L5 ATC £595 M6 ATE £795 SII ATH £695 R6 ATR £495 PI9 ATS £695 R24 ATS £495 XI3 AUD £795 FI4 AUD £I300 R32I AUD £695 E5 AUG £595 W7 AWM £495 R29 AYR £495 800 BA £3900 RI2I BAD £495 W9 BAG £695 CII BAG £595 Y9 BAH £595 R23 BAK £495 R23 BAL £595 N44 BAL £495 R2I BAM £595 P29 BAM £495 R25 BAR £595 L98 BAR £495 R2I BAS £595 X28 BAS £495 C20 BAT £595 I64 BAU £595 Y3 BAW £495 R2I BAX £495 GI5 BAY £595 P26 BAY £495 BAZ 494 £I300 BAZ 863I £695 KII BBB £695 I95 BBP £II00 P28 BBY £695 R9 BCM £595 BCZ 29 £795 BCZ 828 £495 T9 BDG £595 T5 BDK £495 587 BEA £895 R24 BED £495 P2I BEE £495 J9 BEH £495 FI0 BEK £595 P28 BEK £495 R28 BEK £495 BEL 5K £I800 PI9 BEL £695 R26 BEL £495 BEL 26Y £895 GII BEN £I700 P25 BEN £I400 A5II BEN £895 R29 BER £495 R2 BES £895 BES 6I5 £I500 CII BET £695 GI9 BET £495 R3I BEV £995 TIII BEV £895 G606 BEV £595 B878 BEV £695 A38 BEW £495 P26 BEX £695 BEZ 38 £995 BEZ 838 £695 BF 5870 £I400 943 BGT £695 8II BHR £595 BHZ 24 £995 BIL 9036 £795 F4 BJB £695 FII BJB £595 P3I BJC £495 CII BJH £495 BJV 762 £495 P28 BJW £495 333 BJX £895 BJZ 27 £995 BL 632 £3900 CI3 BLU £595 R29 BLU £495 P26 BMC £495 877 BME £I500 W6 BMH £595 W26 BMW £895 BMW 695V£695 T800 BMW £895 63 BN £3400 CI0 BOB £I500 TI3 BOB £I400 P24 BOB £I200 PI0 BOD £595 R24 BOD £495 6I2 BON £I700 P23 BOO £695 P32I BOO £495 T88 BOT £495 H3 BOW £695 R27 BOW £495 P3 BOX £I300 P26 BOX £795 M66 BOX £895 R26 BOY £595 RI2I BOY £495

255 BP £2800 BP 5278 £I500 G2 BPC £595 L2 BPM £595 I970 BR £2800 E6 BRH £495 P29 BRO £495 V88 BRY £895 RI23 BRY £795 673 BRY £2300 BS 8072 £I700 Y9 BSC £595 Y7 BSH £595 A3 BSM £495 H9 BSR £595 60I6 BT £I300 M44 BUD £595 C8 BUG £I300 R2I BUL £595 P29 BUL £495 P2I BUR £495 853 BUR £I200 R23 BUT £495 666 BW £4500 747 BYD £695 300 BYT £795 I984 C £4400 W9 CAA £495 R26 CAB £495 553 CAB £2I00 H2 CAD £I300 P24 CAD £595 J32 CAD £695 C555 CAD £595 DII CAF £595 B72 CAG £495 P24 CAH £595 CI3 CAJ £495 CAM I2A £3300 PI23 CAM £795 SI9 CAN £595 R25 CAN £495 R24 CAP £495 CO06 CAR £495 V60 CAR £595 AI8 CAT £995 P24 CAT £895 M400 CAT £795 D9 CAV £595 P32I CAW £595 T900 CAW £495 CAZ 890I £695 M9 CCM £495 W9 CCM £495 G7 CDB £595 TI CDP £795 GII CDR £595 G4 CDW £695 EII CEE £995 AI5 CEE £595 X33 CES £495 CEZ 57 5 £595 HI CFA £595 R20 CFC £695 N333 CFC £595 Y400 CFC £495 824 CFJ £695 Y9 CGB £695 K7 CGD £495 VI CGP £595 R7 CGS £695 CHA 4Y £2700 R32I CHA £495 R9I CHD £II00 CHE 8M £I400 GI6 CHE £495 EI0 CHR £695 P23 CHR £595 RI2I CHR £495 CIG 383 £895 M44 CJB £995 P400 CJB £795 P6 CJC £795 PI2I CJC £495 RI2I CJH £695 P23 CJP £495 YIII CJR £495 PI23 CJS £695 P28 CJW £595 CJZ I7I £495 S5 CKH £495 R29 CKS £495 N55 CLA £495 C40 CLH £495 M33 CLK £595 683 CLN £995 S9 CLP £595 N5 CLS £II00 CLZ 9I9 £495 I995 CM £2400 P26 CMB £495 P2I CMC £695 PI23 CMC £495 R999 CMC £595 670 CMM £I700 L3 CMR £595 V22 CMS £595 293 CNK £795 R27 COB £495 R25 CON £795 R32I CON £595 P555 CON £695 S80 COO £495 R25 COR £495 P32I COR £495 R2I COS £495 R600 COT £495 MI4 COV £495 K4 COX £I500 V30 COX £695 Y444 COX £495 WII CPB £495 Y2 CPD £595 R27 CRA £495


Elite Registrations OPEN: MON-FRI 9AM-7PM, SAT 9AM-5PM, SUN I0AM-5PM

Tel: 01380 818181

We have been specialising in value for money registrations for over 40 years. We buy for stock and therefore we have become the source of supply for these registrations. All are offered on a first come, first served basis, subject to availability. We will be surprised if you find better alternatives, at a similar price, elsewhere. All are subject to VAT and the £80 Dept. for Transport transfer fee. Prices may fluctuate. See website for full terms. Write: P.O. Box 100, Devizes, SN10 4TE A4 CRC £795 W9 DKB £495 EO 8769 £995 N6 GMB £695 E449 JAN £695 KEN 22P £I500 R23 MAL £I300 P24 NER £595 R25 CRG £495 A2 DKC £695 86 EP £4700 AII GMD £595 G9 JAP £895 M44 KEN £I300 M40 MAL £I500 R25 NES £595 W9 CRH £695 728 DKG £795 479 EPB £995 GN 486I £I900 M70 JAR £795 86 KEN £3600 I03 MAL £2900 70 NES £6300 D9 CRJ £495 I92 DKH £795 92 ER £4700 GNH 904 £695 P27 JAS £895 T32I KEN £995 C777 MAL £995 74 NET £4900 T9 CRL £695 N4 DLC £595 CI ERH £895 I79 GNM £695 JAT 49N £695 KEN 884 £2600 G20 MAM £595 P3I NEY £I500 R25 CRS £695 R65 DMB £495 N4 ERL £595 K5 GOS £595 W9 JAW £I500 R23 KER £595 SI3 MAR £895 NEZ 90 £I300 L600 CRS £495 P3I DMC £695 N4 ERN £895 GII GOW £895 DII JAW £895 W28 KEV £995 RI5I MAR £695 NIB 767 £495 C5 CRT £595 G9 DMJ £695 T2I ERN £495 L8 GPC £595 VIII JAX £995 C644 KEV £695 P23 MAS £795 NJ 5555 £3300 403 CRV £795 834 DMJ £995 V24 ERN £495 R23 GRA £795 P32I JAX £595 F74I KEV £595 RI2I MAS £595 Y3 NJG £595 M2 CRY £595 I40 DMR £I800 42I ES £2800 T33 GRA £695 P25 JAY £995 C70 KEY £595 P28 MAT £995 NJZ 909 £495 I54 CS £4800 YI2I DMS £495 ESK 937 £895 RI2I GRA £595 JAZ 3425 £495 KEZ 7424 £695 PI2I MAT £795 700 NK £3500 BI CSD £695 P4 DOB £795 ESS 8Y £I700 Y8 GRE £595 X8 JCA £595 4692 KF £II00 R23 MAW £595 P2I NKS £995 £595 222 KFX £895 R27 MAX £I500 T26 NKY £595 B2 CSG £495 CI8 DOB £495 I7 ESS £2I00 S2 GRM £795 E9 JCE £795 I67 KHW £695 P3I MAX £I600 PI23 NKY £695 CSJ 6T £695 V32I DOC £495 P28 ESS £595 GTF 559 £I400 Y6 JCK £595 862 KKK £995 V50 MAY £695 479 NMT £795 CSU 6I8 £895 35I DOC £2300 R23 EST £495 Y300 GTR £595 D4 JCL C9 CTW £495 X700 DOC £595 ESU 990 £595 729 GTV £695 P24 JCW £595 438 KOM £695 V888 MAY £595 49 NN £4600 BI0 CUE £495 R29 DOG £495 6036 ET £I600 24 GU £4500 C8 JDB £995 CI KOS £695 R24 MCC £595 R25 NNA £595 S40 CUT £495 CI7 DOL £495 P26 ETE £695 975 GUB £695 R23 JDB £595 KP 8655 £I900 R2I MCM £595 R28 NNA £695 L9 CWS £695 DC05 DON £495 86I ETJ £695 K7 GUS £I200 V6 JDD £695 KRM 893 £I700 MCR IR £2300 NNG 727 £I200 C3 CWW £495 N9 DON £I400 P2I ETR £495 X28 GUS £595 R23 JED £595 I970 KS £2700 E20 MCR £595 P3I NNN £895 299 DA £3800 VI5 DON £695 P29 ETT £495 G37 GUY £II00 Y5 JEF £I200 548 KTW £995 40I0 ME £I800 44 NNS £2500 97I8 DA £I200 R24 DON £895 9I56 EV £II00 406 GW £2800 JEF 348N £795 KUI II0 £795 Y3 MED £695 P29 NNY £595 Y3 DAA £495 DON 4IL £2I00 P2 EVE £I700 200 GXJ £895 R900 JEF £595 55 KVY £995 P26 MED £595 300 NP £3900 £695 RI23 KYM £695 P26 MEG £795 920 NPA £695 £4200 R7 JEL P25 DAB £495 T333 DON £795 R29 EVE £895 7I GY R25 DAB £595 L555 DON £695 P333 EVE £695 GZ 7348 £695 JEL 867 £I300 G7 LAM £995 MEG 38W £I400 2I3 NPK £695 R26 DAC £595 HI4 DOR £595 S888 EVE £795 8I79 HA £I700 P24 JEM £695 P3I LAM £595 MEG 2I5P £695 NRC 757 £I500 X54 DAC £495 M55 DOR £595 T8 EVS £I300 R2 HAC £695 P23 JEN £I600 R28 LAN £595 P23 MEL £I300 L7 NSH £595 R24 DAD £595 B3 DOT £795 R23 EVS £495 HAG I4T £795 LI0 JER £695 J9 LAP £795 A92 MEL £I400 477 NVO £495 K7 DAF £995 MII DOT £695 P28 EVS £795 KI2 HAM £595 R24 JES £995 B5 LAW £I800 PI2I MEL £II00 NXH 230 £495 R2I DAH £595 W50 DOT £595 N33 EVS £595 R29 HAM £595 P25 JES £I300 R26 LAW £895 W800 MEL £895 I23 NXV £795 R5 DAL £995 994 DOT £I800 555 EYJ £795 R25 HAR £595 BI66 JES £795 G62 LAW £795 P3I MER £I400 90 NY £4600 R26 DAL £595 VI DOW £II00 R24 FAB £495 K50 HAR £695 JES 735X £695 S80 LAW £995 P32I MER £695 270 NY £3900 M70 DAL £695 R24 DOW £495 X2 FAD £595 P2I HAS £595 JEZ 5972 £495 LAW 646W £695 YI MES £995 60 NYW £795 RI23 DAL £495 570I DP £I600 A4 FAD £795 R25 HAS £795 H4 JFC £695 W9 LCM £595 W9 MFB £695 I56 OFF £I400 DAM ID £2500 A3 DPJ £495 R25 FAR £495 JI0 HAT £695 P2 JGB £795 849 LDE £895 737 MFK £795 520 OHW £495 PO02 DAN £595 Y6 DPR £495 S24 FAT £495 R2I HAT £595 W9 JGP £595 A5 LDS £695 MGF 4Y £995 P25 OLA £595 P32I DAN £I300 A7 DPT £495 X300 FAY £595 674 HAU £495 D7 JGR £795 79 LE £3500 G4 MGW £695 W77 OLY £695 E328 DAN £695 J3 DRC £795 RI FCB £695 R24 HAY £795 776 JGW £I200 R22 LEA £595 420 MHO £895 R32I OLY £595 CII DAP £695 G9 DRJ £495 S2 FCS £495 HAZ I269 £595 5 JH £5I000 R3 LED £695 T7 MHW £595 P4 ONA £595 KII DAP £495 V29 DRS £495 95 FD £3900 CI HCW £695 I275 JH £2400 R23 LEE £I500 MIL 4792 £595 R3I ONE £595 £5500 W6 JHD £595 P28 LEE £I400 I969 MJ £2900 B2 OOB £I200 R24 DAS £495 DS 7804 £I700 38 FE £4600 HCZ I MG03 DAV £495 R4 DSG £795 L6 FEB £595 VII HEL £I300 JIJ I39 £695 A9 LEN £3200 R2I MJA £595 H2 OOD £995 B35 DAV £I200 G6 DSJ £595 P23 FEB £495 P23 HEL £795 JIL 363 £I300 V29 LEN £795 Y97 MJB £895 F4 OOL £695 D50 DAV £I400 N8 DST £495 FEE IIS £I200 C8 HEM £995 R9 JJL £695 L99 LEN £895 P200 MJB £795 ORW I37 £I200 P840 DAV £595 DSV 942 £895 R23 FEE £495 W9 HER £595 H9 JJW £995 N333 LEN £695 W27 MJC £895 OUR 728 £695 R2I DAW £595 X9 DSW £795 FEN 5W £I200 K7 HEV £695 P2I JLC £695 M444 LEN £695 R29 MJD £795 333 OVX £695 RI2I DAW £495 600 DT £3700 R29 FEN £495 HIL 878 £I300 P24 JLM £595 LEN 7I7 £I600 P32I MJD £595 22 OXP £895 PI2I DAY £495 Y9 DTB £595 J30 FEN £595 HIL 7580 £695 JM I444 £3600 TI0 LES £995 EI2 MJF £595 99 OYR £995 DAZ 8408 £495 DTS 6I8 £I400 G5 FER £I200 I4I8 HJ £I400 P29 JMB £795 AI6 LES £I500 PI2I MJH £695 4000 P £3900 F2 DBM £695 P24 DUB £595 R28 FER £495 D3 HJM £695 PI23 JMB £695 P90 LES £895 R9 MJJ £695 W2 PAA £595 W9 DCG £595 PI2I DUB £495 950 FG £3400 W2 HJW £595 CI6 JMD £695 FI2I LES £595 P26 MJL £595 YI2I PAB £595 W9 DCL £595 R27 DUG £495 FGK 6I0 £595 80 HJX £895 R29 JMD £595 LES 35IX £695 PI2I MJM £595 247 PAD £I800 F8 DCM £695 DUG 672 £2I00 42 FH £4300 625I HK £795 G36 JMS £795 P98 LEW £795 TI5 MJP £695 S8 PAL £895 W9 DCP £595 HII DUT £495 I879 FH £I500 2094 HL £I300 RI2I JMS £595 R23 LEX £695 R26 MJP £595 L2 PAM £I800 W6 DCR £495 4853 DW £2300 FIL 5493 £495 37 HN £4400 4457 JN £I600 R24 LFC £595 N7 MJR £I200 TI3 PAM £895 K5 DCW £595 F8 DWP £495 75 FJ £4600 HNZ 434 £495 952 JOD £I600 LHM 607 £I400 Y99 MJR £695 PAM I9Y £I500 52I0 DD £I800 DXZ 300 £595 FJ 6I59 £I700 S70 HOB £595 PI0 JOE £I600 LIW II0 £995 P32I MJR £595 V25 PAM £795 P28 DEB £I300 6I DY £4300 FJV 74I £995 T88 HOB £595 M80 JOE £I200 449I LJ £995 S333 MJW £695 PAM 592Y £695 £595 B5 MKS £795 PAM 85IM £895 WI2I DEB £995 H9 EAL £895 24 FN £3200 P99 HOB £595 CI9 JON £I700 B2 LJG RI2I DEC £595 NI3 EAR £495 594 FOH £495 R99 HOB £595 R26 JON £I600 KI9 LJW £595 G7 MLW £595 S6 PAN £895 K3 DEE £I500 P2I EAR £595 R25 FOS £595 P2I HOG £695 P777 JON £I500 R2I LMB £595 P2I MMC £595 H2 PAP £595 P23 DEE £895 R25 EAR £495 AII FOW £595 R27 HOG £795 R27 JOS £595 R23 LMS £595 M60 MMC £595 TI4 PAR £795 P4 DEK £795 EB 7I2 £3900 W30 FOX £995 W60 HOG £595 GI8 JOY £I200 AI LNS £2300 508 MMU £495 R29 PAR £695 P25 DEL £695 EC 826I £I600 FRE 545 £I400 R27 HOL £595 R28 JOY £II00 Y6 LOC £695 R23 MOG £695 P24 PAS £695 324 DEL £2I00 P25 ECK £495 FRY 70Y £895 K4 HOP £895 243 JOY £2200 DI0 LOG £595 X200 MOG £595 WI2 PAT £995 K800 DEL £495 444 ECX £695 L99 FRY £695 F7 HOP £895 M8 JPG £795 R23 LOL £595 R24 MOL £595 K66 PAT £895 SI9 DEM £495 I7 EDD £2500 2378 FS £I800 F6 HOT £995 J7 JPR £995 470 LOO £795 S7 MOP £695 D98 PAT £795 P24 DEN £I400 T20 EDD £795 NI FSM £595 HPL IK £595 P26 JRS £595 R2I LOR £695 R25 MOR £695 847 PAT £2300 W200 DEN £895 V333 EDD £495 III FV £3400 I990 HS £2700 CI3 JRW £595 HI0 LOT £795 P27 MOR £595 P24 PAW £595 S222 DEN £995 Y9 EDG £495 847 FWN £495 R25 HUD £595 C3 JSC £995 P3I LOU £I500 R23 MOS £595 R27 PAW £595 DEN 464W £695 A7 EDH £495 44 FXJ £995 W4 HUG £795 JSJ 6W £695 N652 LOU £695 W5 MPG £595 PBB 335 £I400 P900 DEN £795 W9 EDW £495 55 FY £3400 L99 HUW £595 L4 JTC £695 880 LPJ £995 MR 6646 £2900 I02 PBP £595 R28 DER £595 R2I EDY £595 V4 GAM £795 30 HV £3300 J3 JTH £795 83I LS £4400 R24 MRC £595 PBZ 939 £495 DO06 DES £495 P50 EDY £495 AI4 GAM £695 HV 8649 £II00 G7 JTW £695 Y9 LTD £595 AIII MRE £595 I978 PC £2900 K9 DES £I200 Y6 EEE £595 GAS 3I9 £2200 I2I HW £3400 P23 JUL £695 SI LTR £595 B20 MRH £595 R3 PCH £695 VI3 DES £995 P2I EES £495 R32I GAV £695 I0 HXR £II00 R26 JUL £695 R24 LUC £595 VI23 MRK £795 A6 PCH £895 L66 DES £795 XI0 EFC £695 X700 GAV £595 444 HXY £895 R28 JUL £695 P55 LUC £695 V5 MRS £895 I978 PD £3300 £895 G6 JUN £795 N5 LUK £895 N8 MSA £595 MI PDT £795 5I6 DES £I600 LI6 EFC £595 GAZ 5962 £595 IDZ 85 T8 DET £595 L555 EGG £495 90I GCR £I200 IIL 250 £695 P2I JUN £595 P29 LUK £695 L3 MSM £695 H8 PDW £695 P23 DEV £495 EIL 2303 £495 V4 GDM £595 ILZ 750 £795 364 JVX £795 500 LXB £795 YI MSR £895 8348 PE £II00 DEW I2F £895 EJB 8V £895 GDN 490 £I300 INZ 770 £595 555 JXY £995 555 LXE £895 N6 MST £695 800 PEA £I300 DEZ 9649 £595 T7 EJP £495 R26 GEF £595 IRZ 696 £495 42 JY £3200 555 LYF £895 P23 MUD £595 M9 PEG £II00 56I7 DF £I400 43 EK £3300 GEG 208 £695 EI9 JAB £695 NI KAB £895 LYN 2IM £2700 DII MUM £995 R3I PEG £595 DII DFB £495 EKF 6I7 £495 P26 GEM £895 P28 JAB £595 E9 KAB £595 P29 LYN £I300 G40 MUM £795 S5 PEN £I800 I7 DFX £995 6977 EL £895 X40 MUM £895 R24 PEN £695 3468 DG £I400 D20 ELA £595 S99 MUM £795 P26 PEN £595 N6 DGB £695 P26 ELA £495 T300 MUM £595 PEN 75S £895 R30 DGR £595 VIII ELE £595 R7 MUR £995 A7 PET £995 MI8 DGS £695 R333 ELE £495 P2I MUR £595 PEZ 35 £895 DIG 4883 £495 D2 ELL £995 W29 MUR £595 X4 PGH £695 S3I DJB £995 R24 ELL £495 MVA 766 £695 Y9 PGM £595 V53 DJB £895 P25 ELL £595 483 MVX £495 PIA I222 £595 L700 DJB £695 C20 ELM £595 GEO IR £3I00 P24 JAC £I500 T6 KAD £595 3I LYN £5300 222 MYX £995 PIB 37 £II00 V40 DJC £795 R28 ELM £495 P23 GEO £595 T30 JAC £I400 H2 KAP £695 I972 M £5500 I85I MZ £895 384I PJ £995 DJC I0IX £695 R2I ELS £795 R28 GEO £695 M777 JAC £I200 WI0 KAR £895 P26 MAC £I200 G7 NAR £595 RI PJA £695 PI23 DJC £595 PI2I ELS £495 P2I GER £595 TI0 JAD £795 YI2 KAR £595 R29 MAC £I400 NAR 594 £I200 N4 PJA £595 £895 K444 KAR £695 P23 MAD £795 R28 NAS £595 PI23 PJH £695 R2I DJG £695 RI23 ELY £695 GER I48 £I600 K8 JAF P32I DJG £495 P26 EMA £795 C8 GES £995 Y7 JAG £I700 P25 KAT £695 W27 MAD £695 9I NAS £3700 PJI 878 £595 R23 DJH £695 EMA 847F £595 TI GFH £895 T55 JAG £I200 LI4 KAY £I400 MAD 546 £2300 P28 NAT £895 PI2I PJM £595 B2 DJJ £695 782 EMD £995 779 GFR £795 X400 JAG £995 P24 KAY £895 R700 MAD £595 6973 ND £I400 T6 PJP £695 FI8 DJM £995 P24 EMM £695 M8 GGS £6700 B2 JAK £I900 KAZ 828 £995 P8 MAF £795 AI3 NDA £695 M4 PJW £I400 P700 DJM £595 RI2I EMM £595 GIB 5847 £695 R29 JAK £I200 KAZ 6694 £595 K3 MAG £I600 J30 NDA £595 XI2 PJW £695 R29 DJP £595 W9 EMP £495 W4 GJH £795 OO57 JAK £695 X5 KBB £595 SI9 MAG £895 A2 NDW £995 R24 PJW £595 PI2I DJP £495 Y35 EMS £I500 A9 GJP £595 P23 JAM £795 KBZ 65 £895 V333 MAH £595 GI0 NDY £995 697 PKO £595 R26 DJR £695 RI2I EMS £795 333 GK £3400 T26 JAM £695 KD 692 £3800 R26 MAK £595 P27 NDY £595 Y9 PKS £595 D2I DJS £I400 57 EN £3300 GL 3882 £I900 78 JAN £4900 59 KE £4200 P3I MAK £695 53 NE £3500 R2I PMB £595 P32I DJS £595 24 EO £4700 424 GLY £995 Y88 JAN £I300 P23 KEL £895 P2I MAL £I200 AII NED £795 A6 PMG £795 BUY & SELL ONLINE

B5 PMH £695 E5 PMM £595 97 PN £4700 P5 PNK £595 P2I POD £595 R23 POL £595 GI4 POT £595 PP 9I29 £2200 P3I PPA £2300 P3I PPS £895 KI PPT £695 PI2I PPY £695 A6 PRJ £795 L2 PRK £595 B6 PRM £595 R28 PRO £695 RI23 PRO £595 PSF 5I4 £695 PSL 583 £995 PUG IIIG £695 PI2I PUG £595 W7 PUT £595 G9 PWR £695 222 PXW £895 40 PYF £995 555 PYH £695 4563 R £I800 2I95 RA £I800 RAB 40Y £I500 EII RAC £895 T32 RAC £595 JIII RAE £895 RI2I RAE £695 R2I RAF £795 RAG 9M £2900 D20 RAG £695 R2I RAG £795 P23 RAJ £795 K55 RAJ £895 M99 RAM £695 BI0 RAV £895 JI9 RAV £695 R27 RAY £I400 Y77 RAY £895 V32I RAY £795 P600 RAY £695 RAY 60IW £695 RAZ 750 £695 C4 RBA £595 V7 RBW £595 RC 5420 £2800 VI RCA £895 E5 RCC £595 PI2I RCE £795 CI2 RCH £995 P29 RCH £595 RCJ 7I7 £I600 Y9 RCK £595 T8 RCW £695 X7 RDM £795 LI RDP £795 FI9 RDS £995 E9 RDY £595 RE 37I5 £I700 KI7 RED £795 R23 RED £895 R28 REE £595 CI REF £895 M2 REG £995 V99 REG £695 200 REG £2I00 REG 748 £I200 B888 REM £595 R23 REN £595 REX IA £2400 H6 REX £795 Y8 REY £595 786 RF £3200 5204 RF £I600 RGC 890 £I200 RHJ 895 £595 PI RHP £595 RIB 989 £695 RIL 535 £495 I000 RJ £3500 RB04 RJB £595 PI2I RJB £695 W24 RJC £695 PI2I RJC £595 F9 RJH £I400 PI23 RJH £695 924 RJH £I900 RJI 656 £595 N99 RJM £895 P32I RJM £695 P32I RJS £595 200 RK £3800 B9 RKH £595 476 RKP £I200 P28 RKR £895 P28 RKS £695 P28 RKY £795 P3I RLS £595 5000 RM £5900 R28 RMC £595 99I RMF £I600 W6 RMJ £595 42 RO £3900 4I26 RO £I300 JI0 ROB £I900 S27 ROB £I800 K22 ROD £895 ROD I75W £695 286 ROD £I900 A600 ROD £795 R29 ROE £595 ROG 4X £2200 ROG 32IY £895 W700 ROG £795 R2I RON £I500 E50 RON £995 P666 RON £595 RON 993R £695 P20 ROO £595

R9 ROR £595 K4 ROS £I600 WI7 ROS £895 SII ROY £I500 W23 ROY £795 X25 ROY £895 V555 ROY £695 I980 RP £2200 W9 RPB £695 S9 RPR £595 BI RPS £I600 L5 RPS £695 RRG 374 £I200 N9 RRR £595 P24 RRR £695 Y5 RSW £695 34 RU £4400 R8 RUB £695 R66 RUS £895 RV 4863 £I200 9I84 RW £2200 RXV 879 £695 36 RY £4600 80 RYL £995 RZ 6374 £895 I962 SA £2800 S6I SAC £595 SAD 66W £595 R26 SAH £595 GI3 SAL £995 R23 SAL £895 P26 SAM £I700 PI2I SAM £I400 P25 SAN £595 YIII SAN £895 P25 SAR £795 P76 SAV £595 SBZ 323 £495 7435 SC £I900 G9 SCD £695 P28 SCO £895 SCO 265T £695 C5 SCR £695 JI SCU £895 I970 SD £2800 K2 SDM £695 T5 SDP £595 G7 SEA £695 W9 SEN £595 J333 SEN £695 BIII SEW £695 SEZ 474 £495 P2 SGM £695 SI23 SHE £795 V666 SHE £695 W9 SHP £595 W6 SHR £595 SIB 4989 £495 P32I SJC £595 A222 SJD £695 P2I SJG £595 V800 SJH £695 V700 SJP £795 P32I SJR £595 PI2I SJS £595 P29 SJW £695 PI2I SJW £595 A6 SKA £795 N7 SKP £695 R25 SLC £595 R84 SLK £595 J6 SLP £695 P28 SMC £595 X6 SMD £995 H3 SMF £695 E4 SMR £795 J4 SMW £895 HI8 SMW £595 SNT 5I7 £995 P23 SON £695 P3I SON £995 R3I SON £595 SRP 463 £II00 V77 SSA £695 T8 SSC £795 R24 SSS £595 XI STD £695 204 STD £I200 P3I STE £895 G9 STH £595 J9 STR £695 DI0 STR £595 STU 8T £7200 P23 STU £I500 D243 STU £695 STU 52IJ £895 M888 STU £995 555 SU £5I00 J9 SUE £2800 ME09 SUE £595 R28 SUE £I500 E379 SUE £795 J40 SYD £595 RI4 TAB £595 R27 TAG £595 D5 TAL £II00 SII TAM £895 R23 TAM £795 R23 TAP £595 P25 TAR £795 R29 TAS £595 P3I TAS £695 P24 TAT £595 RI23 TAY £595 TBX 743 £495 TBY 4I5 £895 P29 TCH £595 3II2 TD £I400 TDP 858 £I600 P24 TEA £595 KI6 TED £895 P999 TED £795 P25 TEF £995 F74 TEL £995

PI2I TEL £995 R555 TEL £695 A8 TEN £995 T23 TER £595 S555 TEV £995 P7 THE £595 I20 THW £995 TIL 969 £495 TIW 98 £695 TJI 828 £595 TJZ 676 £495 PI TMH £995 783 TMP £995 TMR 573 £I300 839 TMU £495 B4 TOL £595 HII TOM £I800 P26 TOM £I300 K30 TOM £II00 TOM 2IIY £I700 P23 TON £595 J7 TOP £795 R3I TOW £595 C20 TRA £595 824 TRT £895 A3 TTO £795 GI5 TTT £595 P25 TTY £795 P28 TTY £995 S6 TVE £I400 TVV I95 £895 359 TVW £795 TXI 656 £495 77 TXO £995 G3 TYE £795 TYF 422 £695 40 TYV £995 860I UA £595 UDD 62 £895 UFF 977 £895 P28 ULL £895 PI23 ULS £595 ULW 978 £595 600 ULX £795 P27 ULY £695 73I UMX £495 URK 780 £995 I7 US £5I00 720 V £4600 VAB 63 £I700 X4 VAC £695 S30 VAL £995 349 VAL £2200 VAL 438Y £695 VAZ 46 £795 I055 VC £I800 90 VE £5I00 R3I VEE £595 P3I VES £595 VEZ 828 £495 VF 3092 £I500 720 VFC £895 VIB 787 £495 VIL 750 £795 VJR 458 £995 B7 VON £995 VRU 299 £495 2799 VT £I400 400 VXH £795 VI2 VXR £595 333 VYF £695 Y9 WAB £595 S3 WAC £695 R2I WAL £695 N49 WAL £595 YIII WAT £695 R32I WAT £595 WCA 42I £595 WCR I8 £I900 4640 WD £795 J3 WDS £695 YII WEB £795 AI4 WEB £I300 RI2I WEB £595 WEL 346 £I500 V33 WEN £595 WES IIY £3600 S3I WES £595 WES II3K £695 WEZ 353 £595 WJA 608 £895 EI WJB £895 WJI 757 £595 P6 WJM £695 WJO 986 £795 WKR 364 £795 WOC 922 £595 K8 WRC £595 WYB 502 £695 WYJ 9I9 £895 90 XEA £995 XHJ 956 £595 3650 XJ £795 XJI 797 £595 XMD 998 £995 XMW 835 £495 200 XOC £995 400 XSG £795 XSN I00 £695 800 XVC £795 R67 YAN £895 YAS 339 £995 YAZ 959 £695 YCE 446 £595 67 YE £3400 77 YHJ £995 300 YHR £795 200 YLX £795 G5 YOU £695 YRU 90I £795 YRV I £6I00 I00 YTG £595 YTP 749 £795 30 YXV £995


ADVERTISE YOUR CARS FOR SALE AND CHERISHED NUMBERS HERE! For all special offers or for more information please contact Hannah Mathew on 0208 267 5733 or








































For Sale by Public Auction 19th November @ 1.30pm

DS 154

Estimate £10,000-£15,000


Estimate £1,000-£1,500


Estimate £1,000-£1,500





















On retention £7500 T: 01843 227585

For further information contact: Thomas R Callan Ltd Est 1933 Auctioneers and Valuers, 22 Smith Street, Ayr, Scotland, KA7 1TF Phone: 01292 267681 Email: Web:




SLZ 8007 On retention £1,250 Private Sale T: 07770 624626

Superb registration number now available

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Bentley Flying Spur V8S driven Crewe’s latest performance four-door is put through its paces

Categorising cars is getting harder and harder by the week upercars again, then. The other week I wrote about them and mentioned the Ferrari F12 and Lamborghini Aventador, cars that sit above what is now the conventional group of supercars. You know, the Ferrari 488 GTB and Lamborghini Huracán. The F12 and Aventador are too powerful, too big and too expensive to sit in the same category, you see. You could just call the pair supercars too, I suppose, but what with these market segments becoming a bit more diverse, it seems like they demand, or at least deserve, a bit of clear air around them. As with many other areas of the new market, what used to be very simple – small car, big car, sports car, estate, 4x4 and all that – has become very diverse. Barely a week goes by without us adding a new crossover segment: compact crossover, premium compact crossover, slightly more off-roady crossover,


Another group test, another argument about semantics


It would be grammatically correct for ultra to sit between super and hyper

Video: cars of the year Get a closer look at our favourite driver’s cars of the past 12 months

❞ slightly bigger crossover, slightly bigger crossover with a nicer badge, supermini crossover and so on. Soon there’ll be an Audi to fill each one. I’m sure one day I’ll work out where in all this a Vauxhall Mokka X sits, but for now I’ll remain as bewildered as you are by how many new niches are opening, quite a lot of them by Mercedes (whose new X-Class pickup, to its great credit, is one of the most distinctive Benzes in years). Anyway, returning to those supercars. The problem – such as it is – is that there’s currently this undefined gap between a supercar and a hypercar, between a Ferrari 488 and a LaFerrari, and between a McLaren 650S (or 675LT) and a McLaren P1. The F12, Aventador, perhaps the Aston Martin Vanquish and Pagani Huayra occupy this little slot, and I just don’t know what to call them. So just how are we supposed to advise multi-millionaires who don’t listen to anyone anyway how best to spend £300,000 on one of them? It’s a frustration that was shared in fewer than 140 characters by a couple of people I know the other day. One had the idea of calling this niche ‘megacars’, which sounded fine until he remembered ‘mega’ is shorthand for a million and often equates to a thousand-thousand somethings,

therefore implying a nice round 1000bhp would be entry to the club. And having 1000bhp obviously makes a car a hypercar. It would be grammatically correct, said someone who hopefully knows the laws of English better than me, for ultra to sit between super and hyper. Now, in the absence of an English A-level, I’ve done a bit of googling and both ultra and super seem to mean ‘to an extreme level’, with medical journals putting ultra below super on the scale of things. But even if he’s right (and he may well be), Audi has already made inroads into making ultra sound frugal and efficient. So I reckon that’s out, too. The trouble is, I’m not sure I can do any better. I like ‘Super GT’, because we don’t tend to be talking lightweight supercars here, rather cars that are a bit more bruising, and because it sounds like a cool Japanese race series. But, it’s true, anyone who tries an Aventador SV and expects it to be a GT car is likely to be disappointed. Which means this column is even less useful than usual, and answers on a postcard.

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