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10 0 - PAG E S P EC I A L F I R S T F O R N E W S A N D R E V I E W S E V E RY W E E K

23 November 2016


Used vs new Maserati or Mondeo? Lotus or TT? The used bargains you can’t ignore



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Skoda Kodiaq road tested 23 November 2016 | Skoda Kodiaq

‘Brilliant’ new Micra driven


Issue 6230 | Volume 290 | No 8 ‘Grönholm isn’t even listening to me. He’s just having fun’


NEWS 8 12 Mazda CX-5 Strong sales could lead to rotary coupé 14 Jeep Compass Nissan Qashqai rival due next year 16 Alfa Romeo Stelvio All-new SUV targets Macan

Jaguar’s EV and hybrid plans I-Pace just the start

TESTED 20 22 Alfa Romeo Giulia 2.2D Diesel saloon is here at last 24 Smart Fortwo Electric Drive Two-seat urban EV 27 Skoda Kodiaq 2.0 TDI Edition 4x4 ROAD TEST 28 Nissan Micra 0.9T New supermini heads upmarket Seat Leon 1.0 TSI Refreshed three-pot hatch


FEATURES Used vs new Second-hand greats vs latest plates Aston DB11 quality Boss signs off early examples Mercedes-Benz CLK DTM AMG Rare coupé driven Williams Advanced Engineering Boss interviewed

38 56 60 62


OUR CARS Hyundai ix35 Fuel Cell Hydrogen SUV joins fleet Smart Fortwo A journey out of its comfort zone Ford Mustang Starting from the beginning again

74 77 79

EVERY WEEK Steve Cropley Learning to love the incredible I-Pace 19

36 Motorsport Co-driving with Marcus Grönholm 68 Your views Why original Rangie is the new Defender 72 Matt Prior Still getting to grips with modern life 98 Subscription offer Save up to 65% on cover price

DEALS James Ruppert Approved used Aston Martins Used buying guide Mazda RX-8s examined Used car intelligence Best bargains sought out Road test results Autocar’s data archive New cars A-Z All the latest models rated Classifieds Cars, number plates and services


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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

WHEN JAGUAR DESIGN director Ian Callum described the new I-Pace concept as the most significant new car for the brand since the E-Type, he wasn’t exaggerating. It isn’t just what Jaguar Land Rover’s first battery electric vehicle is that matters but the new chapter it kicks off. JLR boss Ralf Speth predicts that within five years up to 40% of the company’s global sales will be of hybrid and electric variants, with EVs such as the I-Pace being joined by plug-in and mild hybrid versions of half of Jaguar’s and Land Rover’s ranges (see p12). An unfamiliar vehicle brings new challenges across a company’s infrastructure, especially for the dealers responsible for selling this stillnovel proposition. But Jaguar appears to have laid solid groundwork: as the I-Pace was revealed last Monday in Los Angeles, Jaguar invited potential customers to register their interest on the firm’s website. I did so out of curiosity and just hours later had a transatlantic call from my local dealer in Basingstoke following up on my interest. I’ve even heard from a reader who has put down a deposit, which shows huge confidence in a car that hasn’t been seen in its definitive guise yet – and suggests JLR has pitched its first EV just right.

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Matt Burt 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



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Our testers get to grips with Skoda’s new Kodiaq SUV, p28

Richard Bremner revisits Mercedes’ limited-edition legend, p60

Matt Prior says it’s aiming for the top of the class, p20



Email our news editor

Alfa Stelvio to be world’s fastest SUV Alfa Romeo claims its new SUV will eclipse all rivals on performance in 503bhp Quadrifoglio guise; on sale early next year, priced from around £40k


lfa Romeo’s new fourwheel-drive Stelvio Quadrifoglio, unveiled at the Los Angeles motor show last week, stands to be the fastest SUV yet built, its makers claim. The 503bhp Stelvio Quadrifoglio packs an impressive 65bhp more than the most powerful Porsche Macan, can accelerate from 0-60mph in just 3.9sec and is predicted to lap the Nürburgring in less than eight minutes. The hot new SUV uses much of the running gear of the potent twin-turbo 2.9-litre V6 Giulia Quadrifoglio saloon shown in Frankfurt last year


and it sits on the same uniqueto-Alfa Giorgio platform. The Stelvio Quadrifoglio sits above a range of three equipment levels and a line-up in Europe that will include 2.0 petrol and 2.2 diesel engines and a rear-wheel drive option. Made in Alfa Romeo’s recently refitted Cassino factory, the model is expected to be on sale in Europe in the first quarter of next year and in the US by the middle of the year. However, it won’t be available in right-hand drive until the third quarter of 2017, probably as the diesel version that Alfa expects to be the biggest seller in the UK.

Following this, the Stelvio Quadrifoglio will arrive with an all-aluminium, twin-turbo 2.9-litre V6 petrol engine, shared with the Giulia Quadrifoglio and producing 503bhp and 443lb ft. Unlike the Giulia, though, the hot Stelvio will be offered with four-wheel drive only, with Alfa Romeo’s Q4 system — which sends 100% of the torque rearwards in normal conditions but can divide it between the front and rear by up to 50/50 — coupled with torque vectoring for the first time. Alfa Romeo boss Reid Bigland confirmed that the Stelvio will also come in a

rear-driven, lower-power form. He claimed the car is light for its class in that guise and also hinted that a new 207bhp diesel engine, first used in the Giulia Veloce, would feature in this Stelvio variant. Bigland said the Stelvio would stand out in its congested segment because of its handling. “The reason

people will buy our mid-sized SUV is because they will be blown away by the driving dynamics,” he said. “Every car Alfa makes must stand apart for that reason and this car will not disappoint.” Bigland has predicted that the car will lap the Nürburgring in less than eight minutes. A Porsche Panamera Turbo has

The 503bhp, all-wheel-drive Stelvio Quadrifoglio can accelerate from 0-60mph in just 3.9sec ❞


been recorded lapping the track in 7min 56sec. “The Stelvio is uniquely engineered to challenge twodoor cars on the track without compromising the SUV side of its character,” said Bigland. “We have leveraged Ferrari to help deliver class-leading power and it will also come with Alfa Romeo’s Q4 all-wheel drive system. “The Quadrifoglio comes with a Ferrari-derived 2.9-litre V6 producing 503bhp mated to an eight-speed automatic and a torque vectoring system to make it rear-wheel biased and feel like a two-door coupé would. We didn’t just

leverage Ferrari engineers for performance. We needed it to perform like an Alfa Romeo, and the Quadrifoglio will be the fastest SUV at the Nürburgring. While the Stelvio seems to go against our 105-year history, one minute behind the wheel and around one corner will show it is no different.” The Stelvio Quadrifoglio’s eight-speed automatic gearbox has been tuned to shift gears in 150 milliseconds in its Race mode. The driver can also shift gears using steering columnmounted aluminium paddles. There are four selectable drive modes: Dynamic, Natural, running-cost-friendly ◊


For more than 20 years, writers have occupied spaces like this, usually beside accounts of the launch of a new Alfa model, to predict the return to greatness of Alfa Romeo. It’s a great marque and a wonderful name, we always say. Such a rich tradition. Why shouldn’t it succeed? Yet even if there’s some kind of improvement, it never seems to be sustained. This time, dare we say,

things look pretty different. After a slowish entry to one of the toughest markets, the Giulia has earned some warm reviews (including design awards from Germany). It is starting to sell well and can expect a big demand boost now it’s on sale in the US. The debut of the Stelvio, an even more impressive-looking car in an even busier and very global segment, will boost things much further.

Suddenly, the Giulia and Stelvio, which uniquely share the sophisticated Giorgio platform, look like a genuine family. And they arrive just as consumers are showing a reluctance always to opt for conservative German cars. Of course, the job is not done. Alfa Romeo must make good cars in Cassino and deliver them with efficiency. Still, for once, success seems to be well within its grasp.


∆ Advanced Efficiency and performance-orientated Race. The Stelvio Quadrifoglio also gets optional carbon-ceramic brakes and Alfa’s Integrated Brake System, which is claimed to reduce stopping distances by combining a stability control system with the brake servo. The suspension comprises double wishbones at the front and a four-and-a-half-link set-up at the rear. Adjustable dampers also feature. Bigland has predicted that the Stelvio will become Alfa’s best-selling model, overtaking the Giulia saloon. Elsewhere in the Stelvio range, there will be a 2.0-litre petrol engine with 276bhp and 295lb ft. Bigland confirmed this engine would be capable of taking the SUV from zero to 60mph in 5.4sec. This implies that the Stelvio will get a warmperformance Veloce variant to sit below the Quadrifoglio, because the same engine is also used in the Giulia Veloce. Alfa Romeo hasn’t confirmed any other engines, but a source revealed that the existing 2.0-litre petrol and 2.2-litre diesel engines from the Giulia will complete the range. The 2.0-litre petrol unit makes 197bhp and 243lb ft in the Giulia, while the 2.2 diesel

comes in 148bhp and 178bhp forms, both producing 332lb ft. Three trim levels have been confirmed but not yet named. In the US, the car will also be available in a fourth specification, called Ti, which comes with 19in alloys and an 8.8in infotainment screen in place of the standard 6.5in unit. There’s also wood trim inside and Sport and Lusso packages will be offered. Across the range — in the US at least — Alfa’s Q4 fourwheel drive system will be fitted as standard. The Stelvio was developed in Alfa Romeo’s Modena engineering facility and will be built in Italy alongside the Giulia in the Cassino plant.  The Stelvio is one of the more compact premium mid-sized SUVs, at 4686mm long, 1677mm tall (including antenna) and 1903mm wide (2163mm with mirrors). By comparison, the Macan Turbo is marginally longer, squatter and wider, at 4699mm long, 1624mm tall and 1923mm wide. Alfa claims a perfect 50/50 weight distribution has been achieved for the Quadrifoglio model, partly thanks to its use of carbonfibre on the driveshaft and the same material across the bodywork

The Stelvio may be joined by two more SUVs in the near future — one smaller and one larger ❞

Stelvio is slightly smaller than a Porsche Macan 10 AUTOCAR.CO.UK 23 NOVEMBER 2016

and many components. Alfa Romeo has yet to reveal the car’s kerb weight. The Quadrifoglio model is marked out by bodywork upgrades that include carbonfibre-detailed side skirts, more aggressive bumpers and wider wheel arches. Atop the bootlid sits a rear spoiler, which, Alfa says, is aerodynamically beneficial rather than merely aesthetic. There are also intercooler vents at the front that are specific to the Quadrifoglio. The Stelvio Quadrifoglio is expected to top the range at around £65,000 and the standard car is likely to cost from around £40,000. The Quadrifoglio is expected to reach dealers next summer. The 276bhp 2.0-litre Stelvio will go on sale before it — the opposite of the approach taken with the Giulia. It’s thought that the Stelvio will be available with a manual gearbox in lower-spec versions, although this is unconfirmed. The Stelvio may be joined by two more Alfa SUVs in the near future — one smaller and one larger — as well as an estate version of the Giulia and a BMW 5 Series rival in what will become a nine-strong model offensive by 2022. The Stelvio is the first SUV Alfa Romeo has made, but its importance is recognised by former boss Harald Wester, who said: “You can remain pure and ignore the crossover trend, but if you do, you can look forward to a beautiful death.” STEVE CROPLEY AND JIMI BECKWITH

Driver-focused brief is evident in the cabin’s design


Q&A R EID BIGL A ND, HE A D OF A LFA Modern car manufacture is all about platform sharing. Who shares the Giorgio platform you use for the Giulia and Stelvio? “For the time being, we don’t share with anyone. We believe we have a gem in this platform. It’s a genuine premium component, not a mainstream piece dressed up, like many others. In the longer term, it may be difficult to keep it exclusively. We may share it with another FCA [Fiat Chrysler Automobiles] product. But for now, it’s ours and we’re proud to have it.” You calculate the Stelvio will be faster than any other SUV at the Nürburgring. When will you prove it? “We’ve only just finished demonstrating what the Giulia can do, and we could probably go quicker still with that on the right tyres. So we’ll have to look at it. But it’s definitely in our DNA.” What’s your sales breakdown for the three forthcoming Stelvio models? “We’re not giving out numbers. If you ask me how many I’d Iike to sell, I’ll just say as many as possible. But I’m not out to win any sales competition. We just know that if we deliver the right products, the sales will take care of themselves.” What about pricing? “We’ll need to compete with the likes of Audi, BMW and Mercedes. One day, we might even be able to command a premium, but not yet.”

Quadrifoglio has a twin-turbo 2.9-litre V6, bespoke exterior design features and an eight-speed auto ’box

Do you believe the Stelvio could outsell the Giulia? “When production settles down, yes, it could. But you

must remember that even the Giulia’s market is just about the strongest for cars in North America. We’ve got to get that established first.” You’ve said the Stelvio Quadrifoglio is the antithesis of the autonomous car movement. What do you mean by that? “Look, a level of autonomy has arrived in all cars and we’ll be no different. Same goes for electrification. We’re all going to need a degree of electrification just to meet our targets. But we’re all for driver input and driver enjoyment. If there is a threat to self-driving in the future, brands like Ferrari, Maserati and Alfa Romeo are not threatened at all. They’ll be insulated.” You’ve talked about eight new models besides this one by 2022. Are there smaller SUV models in the mix? “I’m not going to start talking future product, but if consumer preference gravitates to SUVs in all shapes and sizes, we’ll be in there. The move to SUVs has been enormous. In 2017, Maserati’s Levante SUV will account for 50% of its total sales. Who’d have believed that a few years ago?”


I-Pace EV could be offered with a range of power outputs

I-Pace heralds new era of Jag EVs

Company boss commits to range of hybrids and EVs by 2021


alf of all Jaguar Land Rover vehicles will be offered with hybrid or electric powertrains within five years, company chief Ralf Speth has pledged. In the wake of the launch of the Jaguar I-Pace battery electric vehicle, which has been described by Jaguar design boss Ian Callum as being as significant as the E-Type, the

British manufacturer has committed to an ambitious programme of electrification. In addition to fully electric cars and a range of diesels and petrols, JLR is developing plug-in hybrid and mild hybrid powertrain options. The company showcased plug-in and mild hybrid versions of the Range Rover Evoque last year. However, one fuel type that

is unlikely to feature in JLR’s future plans is hydrogen (see sidebar). “We are shaping the future, developing our own approach to autonomy, connectivity and electrification to offer our customers more choice,” Speth said. Jaguar Land Rover has already begun laying the groundwork for its future powertrain plans. Last year it

announced it would be doubling the size of its advanced engineering and design centre in Whitley. The expanded facility will house highly skilled product development engineers and support the creation of high-tech, ultralow-emissions vehicles for customers around the world. JLR vehicle line director Ian Hoban told Autocar that the

I-Pace’s electric architecture had been future-proofed for other applications, suggesting it could also form the basis of future Land Rovers. “The technology is vastly scalable and transferable,” he said. “If you get the fundamentals right — stiffness, weight, centre of gravity, immediate torque — it will float the boat of any brand.” There is also the prospect


Driverless Ioniq uses existing Hyundai hardware

An autonomous Hyundai Ioniq concept has been revealed in LA featuring affordable technology that could appear on production models by the end of the decade. The autonomous hardware includes parts already in use on the production Ioniq for its driver assist systems. Hyundai USA product boss Mike O’Brien said: “We’re developing the tech in-house using lower computing power than most, as we want people to be able to afford it. Which is no different to the existing Hyundai ethos.””


Mini Countryman MARK TISSHAW I get the point of the Countryman and totally understand its existence, even if I’m no great fan of it. The car is crucial as it brings in customers and profits, allowing the smaller, funkier, faster and more specialist Minis to survive and thrive.


Mercedes-AMG E63 RACHEL BURGESS What’s not to like about a four-door saloon capable of hitting 62mph from rest in 3.4sec and fitted with an optional drift mode? The E63 is the fastest-accelerating model yet from Mercedes’ performance division, and I cannot wait to hoon it.

LA MOTOR SHOW J L R S AY S N O T O H Y D R O G E N P O W E R Jaguar Land Rover’s technical design director Wolfgang Ziebart has dismissed hydrogenpowered fuel cell vehicles as “complete nonsense”. Ziebart, who was appointed by JLR boss Ralf Speth in 2013 to orchestrate development of the company’s I-Pace battery electric vehicle, said hydrogen did not make sense as a fuel for electric vehicles due to its inherent poor efficiency. “The well-to-wheel relationship from the energy source to the vehicle is a disaster,” Ziebart said.  The process of producing the hydrogen and preparing it for use in a fuel cell vehicle uses a great deal of energy. “You end up with a

of different versions of the I-Pace. Hoban said the battery architecture under the new car was flexible enough to be offered with different power outputs. Tesla already offers a range of performance options on its Model S. “The potential is there, for sure,” Hoban said. “We’re comfortable with how we’re positioning this car in terms of

well-to-wheel efficiency of roughly 30% for hydrogen, as opposed to 70% efficiency for a battery electric vehicle,” explained Ziebart. “So the efficiency of putting the electric energy directly into a battery is about twice as high as the efficiency of producing and using hydrogen. “Also, you have to consider the fact that the battery itself has a high efficiency of around 90% or so.” A recent study by scientists at Stanford University and the Technical University of Munich concluded that battery electric vehicles offer a more affordable way to reduce CO2 emissions than cars powered by hydrogen.

the range and performance. Beyond that, there is a lot of potential to take it in other directions, although this I-Pace will feel plenty quick enough already.” Speth anticipated that pure electric and hybrid vehicles could account for up to 40% of JLR’s overall sales by 2021. MATT BURT

Fifth Mini confirmed as an all-electric model, due in 2019 THE FIFTH AND final model in Mini’s all-new line-up will be an electric version of an existing model when it launches in 2019. Mini boss Peter Schwarzenbauer has previously revealed his desire to trim the Mini range to five models, which he describes as “superheroes”. The three and five-door hatches are considered one, the Convertible, Clubman and Countryman three others. There has been mystery surrounding the fifth, with speculation suggesting that it could be a production version of the well-received Rocketman or Superleggera concepts, but Schwarzenbauer has now confirmed the fifth ‘superhero’ will be an electric version of an existing model, throwing further doubt on the prospects of either of those concepts ever making production. The 2019 launch date is significant, Schwarzenbauer said, because there will have been a breakthrough in battery technology by then to allow the model to be far more usable than existing electric cars. He added that EV technology is the perfect fit for Mini because

of the brand’s urban roots. Schwarzenbauer said the decision to build an electric Mini made the likelihood of doing the Rocketman and Superleggera “a little bit less now”. He said “the focus is on the all-electric Mini”, but added that it does not rule them out of ever making production.

Before the arrival of the EV, Mini will launch its first plug-in hybrid next year in the form of a Countryman variant. Mini has previously experimented with an EV with the 2009 Mini E that was leased for trials, the feedback from which went towards the development of the BMW i3.


Since Peter Schwarzenbauer took over as Mini chairman in 2013, he has often spoken of his ‘five superheroes’ strategy for the Mini range. His plan was to axe the weird-looking Coupé, Roadster and Paceman and instead focus on five core models, pushing the brand upmarket in the process. Or, in Schwarzenbauer’s words, move Mini from being a teenager to a young adult. That fifth model was confirmed in LA, but it was not a production version of the Superleggera or Rocketman concepts, both

of which would be highly desirable but costly to develop and of limited likely sales impact. Instead, the fifth Mini is an all-electric version of an existing model. It’s sad the production chances of the Superleggera and Rocketman have been diminished, but an EV can have a much bigger impact and bring the brand far more attention than a sports car. EVs are modern, relevant and fun to drive, all things Mini stands for, even if you disagree with the direction BMW has taken the brand. It’s a good decision, I think.

UPDATED INTERIOR FOR NEXT-GEN CR-V Honda’s fifth-generation CR-V, due here in 2018, has made its debut in LA for the US market, featuring a 2.4-litre petrol engine and an improved cabin. Expected to carry over the existing 1.6-litre diesel for UK sales, the model is also likely to be offered with the new turbocharged 1.5-litre petrol engine due in the new Civic. UK CR-Vs will be offered with both two and four-wheel drive.

Porsche 911 RSR MATT BURT Porsche’s new racer stretches how aggressive the 911 can look to sensational limits, evoking memories of the old GT1. This GTE car has covered more than 20,000 test miles since May, proving Porsche means business at Daytona and Le Mans next year.

Countryman will be offered as a plugin hybrid next year

Jaguar I-Pace STEVE CROPLEY My LA star is Jaguar’s breathtaking electric I-Pace SUV, for its beauty and in particular its creators’ boldness in leapfrogging the likes of Tesla and Porsche to get a highperformance, extended-range battery crossover to market in such short order.


CX-5 could help make RX Vision (right) a reality

New CX-5 may bankroll coupé Strong demand for Mazda’s SUV will make a rotary-engined coupé more likely


he success of the all-new CX-5 SUV is crucial if Mazda is to put into production a rotarypowered sports car inspired by the RX Vision concept of 2015. Mazda R&D boss Kiyoshi Fujiwara said there was no official update on the RX project a year on from the car’s debut at the 2015 Tokyo show, because the project is struggling for both a

business case and the kind of technological breakthrough that would make rotary power viable for production again. However, he revealed the business case aspect could be solved by the second-generation CX-5, unveiled at the LA motor show, being a success. Fujiwara said the Mazda business was “back at its original starting point” after the company’s successful

relaunch, underpinned by its innovative Skyactiv technology announced in 2011. The business has gone well since, wiping out past negatives. “Starting with the CX-5, we will try to build robust business health from here,” Fujiwara said in LA. “Then after, if we are successful, we can build a robust business structure for the next generation [of products] and then the RX

Vision will be a possibility. So the next CX-5 is important.” The year 2020 remains a tantalising target for Mazda to launch a new rotary-powered sports car, because it coincides with the firm’s centenary. By then, every Mazda model underpinned by the first generation of Skyactiv tech will have been replaced. All Mazdas will switch to the second generation of Skyactiv.

PORSCHE MAKES THE 911 MID-ENGINED — FOR RACING The decision to shift the 4.0-litre six-cylinder motor of the new Porsche 911 RSR racing car to a mid-engined configuration does not spell the beginning of the end for iconic rear-engined 911s, according to Porsche’s motorsport boss, Frank Walliser. The latest iteration of the 911 racer has been entirely rebuilt to fully exploit the Le Mans GTE regulations, with only the door handles carried over. Resiting the engine has enabled the addition of a rear diffuser. GTE homologation rules dictate that the car must be closely based on a road version, but Walliser said moving the engine’s position was within the existing regulations, so Porsche would not have to produce a run of mid-engined 911 road cars to comply.

New 911 RSR will compete in WEC and at Le Mans



The facelifted Ford Ecosport, due in the UK next year, has been previewed to the US market with minor exterior tweaks and the latest Ford infotainment system, Sync3. Current engines will remain, including the 1.0-litre Ecoboost petrol unit.

Honda has revealed a high-tech dashboard concept called the Acura Precision Cockpit. It is believed to give clues to how an updated NSX interior will look and will subsequently feature on all Honda production cars in the future.


Fujiwara says this will improve the efficiency of its models by 50%. Key to that will be the use of ultra-efficient homogenous compression technology in its engines, which will be seen in production by 2018-2019. While Mazda continues to develop core technologies, Fujiwara confirmed there was a small team devoted to developing rotary technology. MARK TISSHAW



New E63 has four-wheel drive and up to 603bhp

New Merc-AMG E63 tipped to be a hit in UK THE THIRD GENERATION of the Mercedes-AMG E63 is expected to be the most successful in the UK yet, according to AMG boss Tobias Moers. Launched at the LA motor show, the brand’s performance saloon is the most suited yet to the UK market, Moers explained. He said: “It’s going to be more important [than before] because it’s a fourwheel drive in right-hand drive. That’s the first time we’ve had a performance car available for the UK with a four-wheel drive system. So it’s my expectation that sales will rise.”

Despite the introduction of a slightly milder Mercedes-AMG E43 in April, Moers said the traditional performance cars, such as the E63, are “very, very strong”. He acknowledged that the volume of 43s was increasing but the 63s were still dominating. The new E63 is the fastest-accelerating model yet produced by Mercedes’ burgeoning performance car division, with an official 0-62mph time of 3.4sec in range-topping S 4Matic+ guise. It is also the most powerful series-production four-door model from AMG to date.

Fitted with AMG’s twin-turbo 4.0-litre V8 engine, it will be sold in two distinct versions. In standard E63 4Matic+, it has 563bhp and 552lb ft of torque. However, the most popular model is expected to be the range-topping E63 S 4Matic+, which has extra turbo boost pressure and other powerenhancing tweaks, allowing it to deliver 603bhp and 626lb ft. The car also introduces a Drift mode so owners “can have fun with the car on a race track”, said Moers. It prompts the four-wheel drive system to deliver drive exclusively to the rear wheels, remaining

engaged until the driver deactivates it. Moers confirmed this set-up would be carried over to other AMG models, but he declined to say which of them would get it next. AMG is growing rapidly. With 40% growth from 2014 to 2015, around 68,000 cars were sold last year. Moers expects at least the same increase this year, which would result in sales of more than 95,000 units. He said the next major development phase for AMG was electrification and hybrids, and its upcoming hypercar would be “the car that opens the door into the future [of that]”.

Merc has ‘lots of options’ for Maybach MERCEDES HAS NO plans to make Maybach its own “pure brand” again, despite recent speculation after the launch of the Vision 6 concept earlier this year. Talking to Autocar, global sales boss Matthias Luhrs said: “There are currently no plans to have a pure Maybach brand and there is no need.” He pointed out that more than 15,000 S-Class Maybachs have been sold since its launch, half of them in China. “It shows we’ve found the sweet spot,” Luhrs said. However, he did admit that Mercedes is considering a

number of different options for Maybach, including an SUV. If Mercedes is to continue its strategy of building on existing models, this would most likely be based on the GLS. “A Maybach SUV is definitely one of lots of options, but we have no decision yet,” he said. Asked how the Vision 6 concept fitted into a strategy focused on existing Mercedes models, Luhrs said it showed future possibilities, “especially when it comes to the interior”. The Vision 6’s red paint colour has also

been used on the new S650 Cabriolet, revealed at the LA motor show. Luhrs said there are no current plans to incorporate

Mercedes’ upcoming electric EQ brand with Maybach, although he did say “it might be an option for the next generation”.

Merc-Maybach S650 Cabriolet had an LA debut



The Cadillac CT6 range has been expanded by a new plug-in hybrid variant. The BMW 7 Series rival mixes a 2.0-litre petrol engine with two electric motors for a combined 335bhp. UK imports are being considered but are thought unlikely.

Hyundai’s luxury arm, Genesis, has created a performance-focused Sport version of its BMW 5 Series-sized G80 saloon for the US. The model gets a turbocharged 3.3-litre V6 with 356bhp. The Genesis brand will be launched in the UK in 2018.

SMART PRODUCT manager Rouven Remp said the city car brand is better suited than its owner, Mercedes, to execute a car sharing scheme – which it will launch early next year. He said, joking: “If you would ask me personally, I think you’d be rather reluctant to share your S-Class. With a Smart, it’s a bit easier.” DIVERGENT 3D, A California-based tech firm that displayed a 3D-printed car at the LA motor show, has done a technology exploration deal with PSA Group chief Carlos Tavares. Divergent 3D CEO Kevin Czinger said the process removes 50% of chassis weight and 75% of parts.

MINI SAYS OPERATIONS at its Oxford plant are currently unaffected by the result of the Brexit vote. Mini boss Peter Schwarzenbauer said it remained “business as usual” and would be so for some time because, unlike Nissan and its Sunderland plant, Mini has no imminent investment decisions to make about its plant. NEXTEV BOSS Padma Warrior laid out her vision for the next evolutionary step change in the development of the car at the LA show. Warrior painted a picture of what she called “Car 3.0” as being a selfdriving electric vehicle that learns about its occupant’s habits and adapts its behaviour accordingly.



New Compass mixes a modern look with traditional Jeep cues

Compass to top Jeep sales That’s the expectation for Jeep’s new compact SUV, to be launched in mid-2017


he all-new Jeep Compass, revealed at the Los Angeles motor show, is likely to become the marque’s best-selling model when production hits its stride in the middle of next year, with global sales approaching 300,000. The model will be built in India, Mexico, China and Brazil and sell in about 110 countries. It replaces both the outgoing Compass and ageing Patriot and will slot into the range between the recently launched Renegade and the Cherokee.

Jeep’s British-born boss, Mike Manley, said the opportunity to sell more vehicles in Europe’s booming C-segment SUV market is likely to be the key driver behind the Compass’s expected future status as Jeep’s top seller. The model, whose styling has been modernised along the lines of the Renegade, continues with time-honoured design features such as a clamshell bonnet, muscular front wings and rear shoulders, plus a seven-bar vertical grille.

It will make its European debut at the Geneva show next March and should arrive in European showrooms in mid-2017. Right-hand-drive versions will be in the UK at the beginning of 2018. Both two and four-wheeldrive versions will be offered, and 4x4 buyers will have a choice of a standard or Active Drive Low set-up, a full-time four-wheel drive system that features a 20:1 crawler ratio. The Compass range shares Fiat Chrysler Automobiles’

‘small, wide architecture’ with its Renegade sibling and Fiat’s 500X. Power steering is electrically assisted and the suspension is independent by struts at the front and rear. There will be four European engine options: a 2.0-litre diesel available in 140bhp and 170bhp guises (with either manual or nine-speed auto transmissions), a 1.6-litre diesel offered with two-wheel drive only, and a 1.4-litre petrol turbo with a six-speed manual or seven-speed dual-clutch ’box.

SUBARU PREVIEWS ITS BIGGEST CAR YET Subaru revealed its Viziv-7 concept at the LA motor show — the largest model it has yet built. At 5200mm long, 2030mm wide and 1860mm tall, the seven-seat Viziv-7 is described by Subaru as a mid-sized SUV, even though it’s 1mm longer and 20mm taller than the long-wheelbase Range Rover. It’s somewhat narrower, though. The Viziv-7 is powered by a four-cylinder petrol boxer engine and has four-wheel drive. The production version will take a different name and be sold in North America only. JAGUAR XKSS BACK AFTER 59 YEARS


The first genuine Jaguar XKSS to be made since 1957 was unveiled in LA. The one-off car is a blueprint for the production of nine examples that will be hand-built in the UK for delivery to buyers next year at a price of more than £1 million each.

VW’s facelifted e-Golf, which gets the same design and infotainment tweaks as the standard Golf, now offers a range of 186 miles, based on NEDC tests. It goes on sale in spring 2017 at a price that’s expected to rise slightly from today’s £31,680.


In the US, the flagship Compass Trailhawk rides 20mm higher and has special high clearance front and rear. All 4x4 Compass models get hill descent control, plus a switch that selects Auto, Snow, Sand or Mud off-road modes. Inside, the Compass gets a variety of designs, according to model. Jeep claims more than 70 safety features, including forward collision, lane departure and rear cross-path warnings, plus blindspot monitoring. STEVE CROPLEY

MG reveals Nissan Juke rival


New supermini-sized SUV will hit the UK in 2018 with 1.0 petrol and 1.5 diesel engines


he Nissan Juke-rivalling MG ZS SUV was unveiled at last week’s Guangzhou motor show and is set to go on sale in the UK in mid-2018 at the earliest. The ZS will join the MG line-up beneath the existing GS SUV, although its styling differs quite dramatically from its larger sibling as the brand attempts

to push upmarket. It has a much bolder front end that features the Anglo-Chinese car maker’s new Jaguar-like grille, headlights that extend into the grille frame and a heavily structured bumper. When the car arrives in the UK, engines are expected to include the 1.5-litre diesel unit used in the GS, where it

produces 164bhp and 184lb ft of torque and is sold with the choice of six-speed manual and seven-speed dual-clutch automatic gearboxes. The ZS will also get a 123bhp 1.0-litre three-cylinder petrol engine with 125lb ft of torque. MG UK’s head of sales and marketing, Matthew Cheyne, confirmed that other

powertrains are still under development but are expected to be part of the launch line-up. According to Cheyne, the car will not be called ZS in the UK. However, he said the final name will be made up of two letters to fit in with the coda established by the GS. The new SUV is expected to be shown at next year’s London motor show.

Prices and specifications aren’t finalised, but Cheyne indicated that the new car would offer lots of equipment for considerably less money than rivals. This would put the new SUV in direct competition with Ssangyong’s Tivoli, which costs from £12,950 — nearly £4000 less than the Juke. MARK ANDREWS

NEW MG 6 SISTER CAR REVEALED The next-generation MG 6 is expected to be based on this Roewe i6, which was unveiled at the Guangzhou motor show last week. In China, the i6 will have three powertrain options: a 123bhp 1.0-litre threecylinder petrol engine with 125lb ft of torque, a 1.5-litre petrol unit (also used in the GS) that produces 164bhp and 184lb ft of torque, and a plug-in hybrid that combines the 1.0-litre petrol unit with an 82bhp electric motor. MG’s current 6 is based on

MG ZS will be renamed and join the GS as the firm’s second SUV

the Roewe 550, which was launched in 2008 using a shortened Rover 75 platform. By 2010 the saloon had morphed into the 6 hatchback. Reports suggest that MG may drop the 6 model name and use ZT instead as it moves back towards a lettering system to identify its cars.

Electric hypercar heralds new NextEV road car brand CHINESE-BACKED ELECTRIC car company NextEV launched a new road car division called NOI at the unveiling of its limited-run 1360bhp hypercar last week. Called the NOI EP9, the hypercar is a two-seater with four inboard electric motors and gearboxes developed in collaboration with NextEV’s Formula E team. The car’s combined power output equates to one megawatt and enables it to cover 0-62mph in 2.7sec and reach 194mph.

NextEV claims the car has lapped the Nürburgring in 7min 5.12sec, just eight seconds slower than the Porsche 918 Spyder’s time, and produces twice the downforce of a Formula 1 car. This halo model, of which just six examples will be made, will be preceded by the launch of a mainstream, massproduced EV for China next year. Details of this are still top secret, but a spokesman said it’s being considered for Europe and US.

NOI EP9: 194mph, 0-62mph in just 2.7sec, 1360bhp



The Renault Clio RS16 concept — powered by the Mégane RS’s 271bhp 2.0-litre turbo engine — won’t make production because company bosses don’t want to divert attention from the upcoming sports car from Renault-owned Alpine.

Vauxhall will return to the BTCC in 2017 with a two-car Astra team run by Power Maxed Racing. The team has already taken delivery of Astra bodyshells and is setting about building the racing cars in time for pre-season testing.



Steve Cropley MY WEEK IN CARS

Could the Stelvio be a sales hit for Alfa? The I-Pace breaks new ground, not least with its alien proportions


Much positive comment is swirling around Jaguar’s battery-powered I-Pace, and it is entirely justified. If building success in the car business is about more than just making me-too products, then Jaguar’s breathtaking leap into the future deserves all our admiration. Shades of the E-Type and Range Rover – and look what those created. Yet I can’t help feeling that I’m going to have to learn to love this car. It impresses me on every single front, but I don’t desire it the way I usually desire Jaguars. It’s not the electric powertrain that holds me back (that’s going to be brilliant), nor the SUV-ness of the design – the F-Pace and Range Rover Sport are among the most desirable cars on the road. No, it’s a fi xation I have about its bodily proportions: the long wheelbase, the short nose, the spacious rear. For the first time in my memory, a Jaguar’s shape has been driven by its interior dimensions, and I’m just not used to it. They’ve always been cramped cars with long noses, and it’s going to take me a while to feel comfortable with such a radical change.


The car described by Volkswagen as ‘the new Golf’ has just made its debut – and promptly been described as ‘the tweaked Golf’ by critics everywhere. It is apparent that this was a simple car for the company to produce and that its launch was much more about theatre than

For all its meagre progress, the new Golf remains a terrific machine ❞ technical progress. The bosses have been dying to press the reset button, especially now the words ‘settle’ and ‘settlement’ are being used in emissions scandal court cases – and that’s even in the US, where they like to keep outrage going for as long as possible. Here’s the irony. For all its meagre progress, the new Golf remains a terrific machine, and were I shopping in the sector I’d probably choose it – or at least recommend it to my neighbours. But I’ll definitely be ready for Volkswagen’s designers and engineers to show us much more of their prowess in a couple of years’ time.

AND ANOTHER THING… Let’s all stop moaning about F1, shall we? At least for long enough to recognise the enormity of Max Verstappen’s achievement in Brazil two weeks ago. Thirteen places in 15 laps was worthy of Senna at the height of his powers. We saw history made and we should recognise it.


I’m writing this at 39,000 feet on the way to the Los Angeles auto show. I know it’ll be a great event because I’ve already seen a list of new models that includes the most radical Jaguar in history and an apparently highly sellable SUV from Alfa Romeo. (How great would it be to hear of a mainstream Alfa with a waiting list?) Anyway, amid the LA excitement, I’m fretting about not getting to Detroit next January. After 25 straight years of visits, I love both the time and place. But as LA’s formerly third-rate motor show gains ground, the Motown fi xture is looking distinctly pallid. It’ll happen, of course, because the big Americans based in Detroit won’t let it fail. But I’m not counting on it having much to excite us Europeans.


Wraps came off the Jeep Compass today, and it looks like a decent, comfortable and thoroughly house-trained middleweight SUV. Despite a life-long obsession with Land Rover, I have a soft spot for Jeep too, especially since my sons and I borrowed a wartime original back when we were semi-serious off-roaders and discovered how capable it still was after 60 years. My current wish for Jeep and Land Rover is the same: that they’d do something small, feisty and inspirational. I know contemporary drive-toschool models sell in boatloads, but both of these ‘tough’ brands have reputations to protect, and currently they’re letting enthusiasts with old cars do it for them. That can’t go on for much longer.





TESTED 15.11.16, ITALY ON SALE MARCH 2017 PRICE £15,000 (EST)

NISSAN MICRA 0.9T Forget the previous Micra; Nissan has far loftier ambitions for its new supermini


he Micra was once so integral to Nissan’s success that there was higher public awareness of the name ‘Micra’ than there was of the word ‘Nissan’. But, well, the Micra hasn’t exactly had things all its own way of late. For a start, because of the Qashqai, it’s not so pivotal to the Nissan range. And then came the just-gonegeneration Micra, built to sell in major world markets and given only minimal alterations before its arrival in Europe, where the best superminis were far, far better than it. Heck, even the generation-before Micra was better than it. But now there’s a new Micra, heralded by some pretty bold claims by Nissan that it doesn’t just want to make the Micra competitive with the best in class again; it wants to make the Micra the best supermini on sale. Better than a Ford Fiesta. Better than a Volkswagen Polo. Which means it’ll be better than all the others, too. As ambitions go, that’s pretty lofty.


To do it, Nissan hasn’t replaced the Micra’s platform, surprisingly. The Renault-Nissan Alliance is working on a new supermini platform, but making the Micra from it would have delayed the next-generation Renault Clio, so the Micra’s is a thorough re-engineering of the existing V-platform. If you think that’s a worry, don’t. In the shape of the Nissan Note, it already

underpins a decent car, so it was the individual execution of the outgoing Micra that was the problem, rather than an indication that the hardware simply wasn’t up to it. Nonetheless, Nissan has gone to town on it. There is new suspension front and rear and a body that’s unrecognisable from the previous one. And this made-for-Europe model is now to be built at a Renault

Under the new body is a reworked version of the outgoing car’s platform

factory in France, rather than in Thailand and India, as before. We’ve spent a bit of time in an 89bhp 1.5-litre diesel model and quite a lot of time in an 89bhp 0.9-litre petrol model. Prices will be announced next January – and you can expect them to be competitive with the likes of the Fiesta and Polo – before the car goes on sale in March. Inside, the new Micra is light years better than the car it replaces. All models get a two-tone interior, but in higher-spec models like our test car there’s some faux leather, and that means the inside feels as good as anything in the class. But all variants will apparently get soft-feel plastics in crucial places, and a lot of features are standard to all models. In return, Nissan has saved the odd quid elsewhere but is pitching this as a virtue. Open the boot and where a Polo would have flat boot sides for better perceived quality, there are rough panels that follow the contours of the wheel arches. The luggage

It’s right up there with the best cars in the class

Micra delivers a smooth ride and handling that’s almost as good as a Ford Fiesta’s

Cost savings to the trim in the boot are more than compensated for by a cabin that feels as good as any in the class cover gets string hooks rather than plastic clips and just rests on a perch rather than clipping in and out. But Nissan says this helps to make the boot bigger and the load cover quicker to remove and replace. That may be a fair point. Rear passengers have to wind their own windows, too. The pay-off comes in the front, where the Micra feels great. The driving position is sound, the pedals are spaced perfectly, the seatback is adjusted by a rotary dial rather than a ratchet and there’s a central multimedia touchscreen that’s certainly easier to operate than Ford’s infotainment system, if not VW’s. If we keep mentioning the Fiesta and Polo, it’s because Nissan, not just us, regards those cars as the current class benchmarks – dynamically, as well as anything else. Broadly speaking, the VW is one of the most comfortable-riding cars in the class and the Ford is the best-handling. Nissan has aimed the Micra somewhere between the two, and it has hit the target. The ride is smooth, even on 17in wheels with 45-profile

tyres, and the steering is precise and responsive, if light. Science bit. All Micras come with Chassis Control, which includes Active Trace Control and Active Ride Control. Ride Control can gently apply a brake – usually a rear one – after you’ve hit a speed bump to ease back body pitch. Active Trace Control works in corners, above 0.4g. It, too, applies a brake gently – very gently, given that it’s about three or four bar, when an emergency stop is 120 bar – to keep the car on your intended line. It’s operating comfortably within the realms of grip, well before the stability control kicks in, so you don’t have to drive as if your pants are on fire. It just maintains a sense of agility and security, and the stability control operates so subtly that you really don’t know it’s there, until you try it back to back with the system on and off. Even with it off, though, Nissan has set up the Micra to be agile and trustworthy. A Fiesta still remains the more compelling car to drive, in our eyes, but the Micra probably runs it second in the

class while offering better bump absorption. It’s that good, this car. The 0.9-litre three-cylinder petrol engine is smooth, although it offers nothing below 2000rpm and not a great deal for a few hundred revs more. It thrums along sweetly enough, though, aided by a very slick five-speed manual gearbox. Over two days’ driving, we didn’t return any more than 40mpg, but consider that worst-case consumption. Our drive in the four-cylinder 1.5 dCi Micra was much briefer. It has a broad spread of power low down, but the extra 80kg it carries blunts the dynamics. The petrol version is probably preferable. For too long, the Micra has been completely forgettable in this class – a two-star car at best – and Nissan Europe knew it. The new Micra has been shifted way up the scale, to the point that we’re confident it’s right up there with the best cars in the class. Assuming the pricing is competitive, it might even be the very best. MATT PRIOR


NISSAN MICRA 0.9T The Micra’s fortunes have turned: the new supermini is as terrific as the old one was forgettable

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

£15,000 (est) 3 cyls, 898cc, turbo, petrol 89bhp at 5500rpm 104lb ft at 2250rpm 5-spd manual 1001kg 12.1sec 109mph 64.2mpg (combined, est) 99g/km (est), 16% Ford Fiesta 1.0T Ecoboost, Volkswagen Polo 1.2 TSI



SEAT LEON 1.0 TSI New entry-level version of the facelifted family hatch has much to commend it


here seems little doubt that the Seat annals will mark 2016 as the year of the Ateca, the thorough, appealing and well-rounded compact crossover that (if there’s any justice) ought to significantly fatten the slender profit reported by the Spanish brand recently. Nevertheless, an update to its family-sized Leon should not be understated; the Ateca may be the tree branch with all the blossom on it, but it is only there by the grace of the hatchback trunk. That is possibly truer in this year than any before it because the current Leon has been such a conspicuous hit. There are several good reasons for this, although primary among them is the model’s cleverly creased appearance. Seat has acknowledged this by being even less proactive with the styling makeover than normal. The Leon’s grille is a little larger, the bumpers are slyly altered and the lights changed – but that’s about it. Things get no more dramatic


underneath. The platform and chassis are essentially unchanged and there are only minor alterations to the engine line-up. Chief among them is the timely introduction of the Volkswagen Group’s petrol 1.0-litre triple in its 113bhp guise. The updated 1.6 TDI diesel, with slightly more power, is also ushered in.

There are now five trim levels: S, SE Dynamic, SE Technology, FR and a new range-topping XCellence. The launch of a specifically upmarket option is indicative of the Leon’s broad success – as is the likely popularity of the pricier 1.4 EcoTSI petrol engine. The model also absorbs the raft of driver assistance

Facelift ushers in a slightly larger front grille, redesigned bumpers and new lights

tech that made its debut on the Ateca, including Traffic Jam Assist, Pedestrian Protection, Traffic Sign Recognition, Blind Spot Detection and an uprated park assist system. The interior’s transformation is no less subtle than elsewhere. Most notable is the latest generation of infotainment tech, available with 5.0in or 8.0in touchscreen displays, depending on trim choice. Tested in its larger format, which is standard from SE Dynamic and above, the system replaces its unsightly physical buttons with a ‘home’ function one that brings up an on-screen menu. This is much tidier, although it loses its dial controller, too, which makes zooming in and out of the sat-nav map a little more tedious. The centre console has also been reordered. Its forward cubbyhole has been enlarged and incorporates a Connectivity Box that can enable wireless charging of a mobile phone. There’s a new start/stop button, too, and better-organised storage around


Pace and refinement are decent in the 1.0-litre turbo petrol entry-level model

Smart-looking wheels, next-gen infotainment and new dashboard trim are all intended to raise its perceived quality the electric handbrake switch. Aesthetically, Seat has introduced some more trim surrounds in the dashboard to lift its slightly dour, downmarket look. Minor alterations all – and plainly not meant to propel the Leon’s perceived quality beyond the point where a new mid-range VW Golf will start, but astute enough to mildly enhance the car in the eyes of a repeat customer. To drive, with either new engine aboard, the Leon remains a first-rate modern hatchback: business-like, polished, meticulously comfortable and hugely undemanding, yet precise and prompt enough not to be thought boring. Like the Ateca, it’s possible to have your Leon with adaptive dampers now, but the cars we drove

on smaller wheels and passive suspension hardly needed any help burnishing the Spanish road surface. The 1.6 TDI remains so familiar as to defy any palpable difference in its gravelly, generally quite giving attitude. A gentle rise in horsepower hardly eradicates the need to work the four-cylinder unit quite hard, but previous experience confirms its advantages if left to plough a furrow up and down a motorway. The 1.0-litre turbocharged petrol motor is more interesting – in part for its throaty twang, but also by being obviously punchier. Mated to a sixspeed manual gearbox, it feels long in the gears, yet its keen performance ought to satisfy most buyers and it is almost silent at 70mph.

The triple’s performance ought to satisfy most owners and it’s almost silent at 70mph

The triple’s main limitation, in fact, proves not of its own making. Rather, it’s because you can’t have it in a trim level any higher than SE Technology, which means it’ll stand a good chance of being overlooked by UK buyers preoccupied with the bigger wheels and better spec list of the FR models. That’s a shame, because with 148lb ft of torque, 64.2mpg combined and 102g/km CO2 emissions, the three-pot unit is quicker and more efficient than the 1.2 TSI that currently sits above it in the new range pecking order. Seat certainly expects most UK customers to ignore its smallest engines and opt for either the unchanged 148bhp 1.4 EcoTSI or the 1.6 TDI. Both are fine choices, although this facelift isn’t progressive enough to make a trade-in pressing business. On the other hand, as a sub-£20k cheap-to-run, nice-to-drive family hatch, the new five-door 1.0 TSI is probably one of the industry’s most rounded solutions. And certainly its best looker.

SEAT LEON 1.0 TSI SE TECHNOLOGY New petrol engine reinforces the idea that the facelifted Seat Leon is the affordable family hatch to buy

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

£18,995 3 cyls, 999cc, turbo, petrol 113bhp at 5000-5500rpm 148lb ft at 2000-3500rpm 6-spd manual 1236kg 126mph 9.6sec 64.2mpg (combined) 102g/km, 17% Ford Focus 1.0T 125 Zetec, Vauxhall Astra 1.0T 105 SRi




The Giulia rewards its driver at least as deftly as anything else in the segment


ALFA ROMEO GIULIA 2.2D 180 Crucial diesel version of Alfa’s new saloon promises more than just catwalk looks


he arrival of a Giulia in the UK feels like a watershed moment. For now, the steering wheel remains on the wrong side, but soon that will change and the nation’s compact exec buyers will have the option of a proper rear-drive Alfa for the first time since the mid-1980s 75. The 75’s successors were uniformly front-wheel drive, uniformly pretty and uniformly undeserving of the model cull that left the 159 without a successor in 2011. The Giulia remedies that with not only an expensively developed rear drive platform but also a raft of new engines, including the crucial all-aluminium 2.2-litre Multijet II four-cylinder diesel. That unit comes in 148bhp and 178bhp forms, and while the lesser model is inevitably cheaper, it is the higher-powered version tested that suggests itself as a genuine threat to the class’s running order. With claims of 67.3mpg and 109g/km, plus 332lb ft and 0-62mph in 7.1sec, the Giulia is, for now, technically superior to the equivalent BMW 3 Series, Jaguar XE and Audi A4. Neither diesel lump can be had in


entry-level trim, making mid-range Super the likely sweet spot. The 178bhp variant starts from £31,950 and comes with sat-nav, DAB, 17in alloy wheels, rear parking sensors, dual-zone climate control and cruise control as standard. Outwardly, it is rather splendid; inside, the dashboard architecture has clearly been arranged with one eye fixed on what might look beautiful – a useful contrast to the purely functional prettiness its northern European rivals achieve. If the Giulia’s only requirement were that you sit and admire it like a Botticelli fresco, the car would be a triumph. Sadly, it’s when the process

of driving demands that you engage with your surroundings that the niggles surface like rising damp. Some are merely questionable fit and finish; others are functional, such as the low-rent infotainment screen, the unswitchable stability control and the weirdly unhelpful wiper settings. Subjectively, though, these issues tend to provoke mild dismay rather than outright offence. It’s distressingly easy to forgive the squeak of an ill-fitting cupholder cover when the solid metal paddle shifters look so good, or to ignore the ridiculous aspect ratio of the 8.8in multimedia screen because the dash swoops so deliciously low above it.

Ride is a well-judged combination of taut control and suppleness

However, there’s no need for such leniency when it comes to the way the Giulia drives, because here, in broad strokes, it’s compellingly good. The crisp, cultured chassis applauded in Europe arrives in the UK mostly intact, even with optional 18in wheels and run-flats. Shod thus, its sophisticated ride registers a mite too taut on occasion, but it mostly settles into a wonderfully supple groove that eschews the cloying, dull-edged comfort of its major rivals. Instead, the car feels magnificently passive and lithe on front double wishbones and rear multi-links, and it is brilliantly adept at telegraphing contact patch information. To suit the fleet-footed change of direction and apparent lack of mass, Alfa has kept the steering light, rendering a level of ease that might flirt with over-assistance if its response weren’t so well tuned to complement the bite of the front end. Combine all this with the advantages of 50/50 balance, the subtle poise of a pushed chassis rather than a pulled one and the exemplary keenness of an engine and gearbox that seem to have been

The chassis displays a fine rear-drive balance; steering feel is excellent

Cabin benefits from overt Italian flair, although fit and finish aren’t perfect synchronised with enthusiasm in mind rather than abject parsimony and there are great lumps of time in the Giulia’s company where it rewards a driver at least as deftly as anything else in the segment. Nevertheless, there are bubbles in the gloss, and the more time you spend in the Giulia’s company, the more readily they crop up. It isn’t as quiet as most other premium options, more noise being kicked up by the passing wind and also the running gear. Its rivals are probably better at isolating and cosseting their occupants, especially on long motorway journeys. Because that is the primary business of the compact exec, it can’t be overlooked and reinforces the idea that the Giulia, for all its charm, isn’t quite the finished article it might have been. That, we hope, will come as the model matures. As it stands, this is a riveting, idiosyncratic and striking entrant into a class usually defined by understated superiority. That it is also conspicuously flawed only feels like proof that Turin has delivered an Alfa worthy of its heritage. RORY WHITE


Light is freedom Powerfully stronger. Visibly better. NIGHT BREAKER ® LASER

ALFA ROMEO GIULIA 2.2D 180 SUPER So dynamically adept and charming to both look at and be in that you’ll forgive it a few flaws

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

£31,950 4 cyls, 2143cc, diesel 178bhp at 3750rpm 332lb ft at 1500rpm 8-spd automatic 1445kg 7.1sec 143mph 67.3mpg (combined) 109g/km, 21% BMW 320d, Jaguar XE 2.0 i4 180

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SMART FORTWO ELECTRIC DRIVE New all-electric two-seater arrives with the potential to make urban driving fun


or those with a short commute and seeking to avoid the congestion charge or urbanbased car buyers wanting to contribute to a cleaner planet, the new Fortwo Electric Drive could be an interesting alternative to the petrol-powered version. Compared with its predecessor, the two-seat electric city car features a roomier cabin, a newly developed motor from Renault and a more efficient battery that brings both reduced charging times and a small increase in range. Set to reach the UK by the middle of next year, the Fortwo ED comes in coupé and cabriolet bodystyles. A four-seat Forfour ED is also planned. Power for the Fortwo ED is provided by a new rear-mounted electric motor. Producing 80bhp and 118lb ft, the three-phase synchronous unit delivers 5bhp and 22lb ft more than the previous Fortwo ED’s motor. Energy is stored in a lithium ion battery pack under the seats. The 17.6kWh capacity is the same as before but the range is now put at 100

miles, 10 more than its predecessor. The battery pack also recharges much more quickly than before. The 7.2kW charging system that will be standard in the UK is claimed to charge the battery to 80% in two and a half hours. Buyers can also specify a 22kW wallbox that reduces the charging time to just 45 minutes. The Fortwo ED is conventional to drive so there’s no need to familiarise yourself with its operating procedure. You just jump in and go. And thanks to its tiny size and a superbly tight turning circle, it’s a good deal of fun in an urban environment. A new electronic management system provides finer throttle adjustment than with the old model, allowing you to meter out the power in more precise doses as you crawl along with the traffic. A good slug of torque is never far away, though. The operation of the electric motor is pleasingly smooth and seamless. The inherent responsiveness, plus the braking effect as electric energy is regenerated on the overrun, makes

the Fortwo highly convenient and quite entertaining in city traffic. The energy recuperation system employs a radar-based sensor to continuously monitor the traffic conditions and sets an energy recuperation level to suit them. As a result, the off-throttle braking effect varies. There’s also an Eco mode that adjusts the throttle mapping and limits top speed to increase the range. The motor, electronic management system and battery add 140kg to the Fortwo, increasing its kerb weight to 1010kg. Acceleration up to typical city speed limits is quite solid, as borne out by an official 0-31mph time of 4.9sec. Smart also claims a 0-62mph time of 11.5sec for the coupé. By placing the battery low in the body structure, the Fortwo ED has a lower centre of gravity than its petrol-engined siblings. It also has firmer springs and dampers. As a result, its body movements are better controlled. The added weight also contributes to a more settled ride, although the steering is exceedingly

light and numb. Overall, the car feels more mature and refined than its predecessor. Being both fun to drive and convenient to park, the Fortwo ED is a city dweller’s delight – if you have easy access to an electricity supply for recharging. But the overall scope of the new Smart’s appeal is limited due to a distinct lack of progress with this new model’s overall range. Smart argues that the claimed 100mile range is more than most buyers will require on a daily basis, but we struggled to coax more than 75 miles out of our test car. It’s relatively expensive, too. UK pricing is yet to be revealed, but don’t expect much change from £16,000 after the government’s £4500 subsidy. GREG KABLE


SMART FORTWO ELECTRIC DRIVE Excels in urban use and more mature than its predecessor, but a 100-mile range (or less) is disappointing


Claimed range is 100 miles and it takes 150min to replenish to 80% on a 7.2kW charging system; it’s utterly conventional inside

£16,000 (est, after gov’t grant) Engine Synchronous electric motor Power 80bhp Torque 118lb ft Gearbox 1-spd Kerb weight 1010kg 0-62mph 11.5sec Top speed 80mph Range 100 miles CO2/tax band 0g/km, 7% RIVALS Mahindra e2o, VW e-Up



SKODA KODIAQ Skoda jumps into the SUV market with both feet — and seven seats


Price £32,695



Power 148bhp Torque 251lb ft 0-60mph 9.5sec 30-70mph in fourth 13.2sec Fuel economy 37.2mpg CO2 emissions 144g/km 70-0mph 45.0m

ROAD TEST t’s so typical of Skoda, while the car industry as a whole is rushing to build new 4x4s, not to launch just another typical modern compact SUV but instead to give us something a bit more useful in this week’s road test subject: the new Kodiaq. This car gives us the perfect opportunity to take stock of the complexity that phenomenal sales growth has now brought to the SUV market and the remarkable choice that a British consumer with about £30,000 to spend now enjoys. If you want to trade outright practicality for style, a zesty drive and a premium


brand, you can do it (BMW X1, Audi Q2, Range Rover Evoque). If you need the opposite – a big SUV with lots of space and maximum towing ability, from a value brand – you can also have it (Kia Sorento, Ssangyong Rexton). If you want what we might call a ‘normal’ modern, volume-brand compact SUV (Volkswagen Tiguan, Mazda CX-5, Honda CR-V, Ford Kuga), a more traditional 4x4 done small (Toyota RAV4, Subaru Forester) or even an oversized crossover (Ford Edge), you can have it. Among all of which, you’d imagine it impossible for a firm new to the segment (but for the loveable warm-up act that is the Yeti) to carve out a clear bit of territory to call its own. And yet this one damned near has. The Kodiaq is a compact SUV with a twist of extra space and functionality: a car, in prospect, that’s as modern and close to as fuel efficient as any other 4x4 on the Volkswagen Group’s MQB platform but approaches the size and usefulness of the Sorento’s seven-seat sub-breed. And we can take its blend of simple functionality, space and value for money as a preview of what to expect from the new Yeti, due in 2018, and the smaller crossover that will follow it by the end of the decade. The Kodiaq also brings new driver assistance systems, new infotainment options and other luxury and convenience features to Skoda showrooms, forming a key part of the firm’s effort to move upmarket. Time for its first major hurdle, then: how will it fare against the oldest benchmark car test in the business?


AAAAB Cleverly packaged size will be a key part of the Kodiaq’s appeal. This is a five/seven-seat SUV measuring less than 4.7 metres at the kerb – and therefore only 40mm longer than an Octavia hatchback and shorter than a Superb saloon. It’s very marginally longer than a Mitsubishi Outlander and a Nissan X-Trail – the cars whose market position the Kodiaq most closely threatens – but considerably shorter and smaller than the decidedly less European-feeling Sorento. To those who want an SUV that delivers large on interior space without looking so large outwardly, that may be a strong selling point. As a result of being comparatively compact and using the advanced MQB platform as its basis, the Kodiaq is relatively light. Entry-level models, powered by a 123bhp 1.4-litre turbo petrol engine and driven exclusively by their front wheels, weigh less ◊

VisionS concept gave an early preview


Efficient seven-seat packaging  Strong value for money of the mid-range cars  Efficient, flexible diesel engine WE DON’T LIKE

Slightly misjudged handling and ride compromise Some of the attempts to add richness to the cabin

 Full-LED double-lens headlights (standard on SE L trim and above) are styled to look like traditional Czech crystal cut glass, according to Skoda. A bit fussy, perhaps, but pretty enough.

 Retracting door edge protectors are allegedly a ‘simply clever’ convenience feature. Convenient they may be — but new they ain’t. At least they work more quietly than the ones on the Ford Focus.

 This is the first Skoda with optional Area View cameras that create a plan view of your surroundings when parking. The cameras are located under the mirrors and on the bumpers.

 These 18in Elbrus alloy wheels are a quirk of our early test car, an Edition-spec Kodiaq that should have been on 19s. Cheapest models get 17s as standard.

 Skoda went for extra-rugged-looking squared-off wheel arches for the Kodiaq. The Seat Ateca sister car has similar ones, but the more ‘premium’ Audi Q2 and VW Tiguan have rounded arches.

 Pronounced shoulder crease running rearwards and lining up with the rear light clusters looks neat but is very reminiscent of the VW Tiguan sister car.

 Long back doors and a tapering rear disguise the seven-seat capacity nicely, but you can see this isn’t a stadiumseated car like the original Discovery.

 Chrome roof rails are standard on the range-topping Edition model.


 Yup, that’s ambient lighting, in the door trims of a Skoda. It’s available in 10 different programmable colours, too. You saw it here first.

 Edition model has the biggest Columbus infotainment system. Lesser options also come finished in glass, with touch-sensitive shortcuts rather than buttons.


AAAAC The Kodiaq takes Skoda into new territory for infotainment sophistication. Opt for a top-of-theline 8.0in Columbus system and Skoda Connect and your car comes fitted with its own 4G data sim and always-on connectivity, allowing your passengers to connect their mobile devices and stream their own media on board. You get free unlimited data for the first year of the car’s life and it’s by subscription thereafter. Wireless phone charging is included. The Columbus system looks great, it’s intuitive and punchy to use and its


navigation is excellent, with detailed mapping and clear directional instructions. You can also connect to it remotely from your smartphone and set up alerts that can notify you if your car is driven outside of a given boundary or above a certain speed. The car’s bottom-rung touchscreen system is called Swing and gives you a 6.5in colour touchscreen. There are two mid-range systems (Bolero and Amundsen), which allow you to talk to your rear passengers using the car’s network of speakers.

 Driving Mode Select controller isn’t a chunky knob but a more discreet button with a separate Off-road mode shortcut. Makes a nice change.

ROAD TEST ∆ than 1.5 tonnes, says Skoda. Although the claimed kerb weight of our diesel, four-wheel-drive, fully loaded test car tops 1750kg, that’s still a good 150kg less than many equivalent seven-seat 4x4s. In all, there are three turbocharged petrol engines and two diesels in the launch line-up, with a third entry-level oil-burner due to arrive in fairly short order. The pick of the range for private buyers may well be the middle-order petrol unit: a 1.4 TSI combining 148bhp with CO2 emissions from 141g/km, boosted by active cylinder shutdown technology. Those who choose diesel will mostly go for the 148bhp 2.0 TDI engine, as fitted to our test car, and it can be partnered with front-wheel drive or four-wheel drive and a six-speed manual or seven-speed dual-clutch automatic gearbox. But if you want to explore just how ‘premium’ this big Skoda can be, there are 178bhp 2.0-litre petrol and 187bhp diesel models, both of which get four-wheel drive and a DSG gearbox as standard. The Kodiaq gets one up on many of its sister-model SUVs by offering independent rear suspension on every version in the range. Steel coil springs are standard across the range. Dynamic Chassis Control continuously variable dampers are available as an option, as well as an extra Driver Mode Select setting called Off-road, which only really adds to the armoury of the stability and traction control systems. For

now, there’s no jacked-up, extrarugged version and ground clearance is an unremarkable 187mm.


AAAAC The Kodiaq is not only Skoda’s first proper SUV but also its first seven-seat passenger car of any sort. In light of those facts, the Czech manufacturer has done very well to get so much right about the way the car is packaged and fitted out in order to open up those rearmost two seats for everyday use and generally to make the car as versatile as it can be. Our test car was equipped in a high trim level with leather sports seats as standard, but have the regular seats instead and you can specify an optional folding front passenger seat to go with your standard 40/20/40-split second row. Not counting the space made available by flopping that front seat over, there’s up to 2065 litres of storage on offer in a five-seat Kodiaq with its rear seats folded, which is likely to be as much cargo bay volume as you’ll ever need. For occupants, that second row is split 60/40 to slide up to 180mm fore and aft, allowing you to juggle leg room between the second and third rows. In optimum five-seat mode, the Kodiaq offers ample second-row space for adults – more head room than in either an X-Trail or Tiguan, although not quite as much leg room as the Tiguan. Don’t forget, though, that the ◊

Typical leg room 740mm


Kerb weight: 1751kg 2791mm


2702055 litres







0 74



870m m

m 990m x


m 0m


1020m m max


 Driving position is sound and the controls are well placed. Leather-trimmed sports seats are a feature of top-of-the-range Edition trim.

 Second row of seats are split 60/40 when sliding and 40/20/40 when folding, which adds to the Kodiaq’s versatility. Passenger space is plentiful here.





View of the road ahead is typically clear thanks to the high driving position and average-sized A-pillars.

Adaptive LEDs are standard with toplevel trim and are excellent, but auto-dip doesn’t always prevent dazzling.

Width 1060-1350mm




circle: 11.6m Turning

Height 470-710mm Length 450-1050-1900mm

 In this configuration, load bay is 630 litres if you have the seven-seater and 720 if you don’t bother with the third row. Either way, it’s bigger than an X-Trail’s boot.


∆ Tiguan doesn’t have third-row occupants to make room for. Tilt and slide second-row seatbacks make the Kodiaq’s third-row seats easier to get to than in some rivals, but space back there is still tight for adults. It’s sufficient for any child, though. Skoda’s failure to put Isofix child seat anchorages on that third row is therefore annoying, but not uncommon. Meanwhile, anyone with experience of a bigger SUV may miss the stadium seating they may have previously enjoyed. The Kodiaq’s rear seats are set too low to give occupants a view of the road ahead over the heads of those in front. The Kodiaq’s dashboard layout is entirely conventional, but it’s smartly presented, well laid out and solidly constructed. Skoda’s new touchscreen infotainment looks like a welcome touch of class (see ‘Multimedia system’, p30). By contrast, to most testers’ eyes the decorative trim of our Edition-spec test car failed to add much class. But overall, while it’s questionable on this evidence exactly how far the Kodiaq’s interior treatment advances Skoda’s

luxury car credentials, it’ll serve owners very well indeed on a more functional level.


AAAAC The five-seat Tiguan we road tested earlier this year gives us a very handy benchmark comparison for the Kodiaq, given that both cars were tested with the same Volkswagen Group 148bhp 2.0-litre diesel engine and a manual gearbox. It’s interesting to note that the Skoda was carrying a weight penalty of less than 75kg compared with the Volkswagen; that isn’t much considering its relative size, extra seats and the fact that the Skoda had four driven wheels to the VW’s two. The cars were also tested on different days and in slightly different conditions, but our 30-70mph through-the-gears benchmark gives us the chance to see beyond that and the car’s technical differences to the fact that the Tiguan took 9.6sec for the sprint and the Kodiaq just half a second longer. The 129bhp diesel X-Trail that we performance

tested in 2014 needed 11.8sec for the same discipline. So even in mid-range oil-burning form, the Kodiaq doesn’t perform in a way that needs many excuses made for it. The engine’s brawny slug of mid-range torque not only makes the car easy to keep rolling but also lets it move as if it were much lighter. It’s not the quietest diesel engine of its kind, but although there’s little point in revving it much beyond 3500rpm, you’ll find it couth enough when you need to do so, such as when climbing or overtaking slower traffic. At 67dB, the cabin’s noise level is 1dB higher at 70mph than that of the 1.6-litre X-Trail. At maximum revs in third gear, the Skoda’s cabin is the quieter by the same margin. As is typical of a Volkswagen Group offering, the Kodiaq’s driveline controls are uniformly weighted and pleasant to use, with the exception of the manual gearbox on our fourwheel-drive test car, which had just a bit too much notchiness in its shift quality. Generally, though, it’s easy enough to keep the engine working within its comfort zone.

For that reason, our guess would be that light off-roading and towing would be easy work in the Kodiaq as well. Prospective owners should be advised that only the DSG-equipped four-wheel-drive 2.0 TDI 150 and 190 models are rated for the Kodiaq’s maximum 2.5-tonne towing capacity on a braked trailer.


AAACC Rightly or wrongly, and whether the Czech manufacturer likes it or not, you can’t help having certain dynamic expectations of a big Skoda. Distinguishing ride comfort would be a realistic expectation of any family SUV, of course, but when the manufacturer of the likes of the Octavia and Superb makes one, you expect it to be comfortable. And the Kodiaq is comfortable, just not outstandingly so. This is doubtless because the customers to whom Skoda would like to sell its new-generation SUVs are being defined as quite different from those who’ve bought Superb Estates and the like thus far. The company is

T R AC K N O T E S Where bigger, heavier, more traditional big SUVs can struggle, the Kodiaq handles with laudable composure on Millbrook’s Hill Route. Driving to extremes isn’t something you do out of choice in any seven-seat SUV, with a few exceptions, but the idea that the Kodiaq is better armed than you might expect, should you ever need to rely on its good handling response, may just help to sell it. The over-assisted steering doesn’t always make it easy to be as smooth as you’d like to be or to sniff out every last bit of adhesion, but cornering composure is strong regardless and body control quite upright. Balance is good up to a point, ebbing away at the limit, only for the subtle ESP system to prevent unwanted throttleon understeer. But overall, the way it changes direction and stays secure at all times speaks of its relatively modest kerb weight and is a fine advert for it among safety-minded drivers.

 Chassis hangs on quite hard around T4 and then electronics prevent the car from running wide under power.

 ESP doesn’t allow so much as a hint of off-throttle oversteer around the quick, off-camber T3.


T4 T3

T6 T1

 Kodiaq doesn’t take long to settle on its outside contact patches around T2, taking a consistent and predictable path to the exit. T7





Skoda Kodiaq 2.0 TDI 150 Edition 4x4 (13deg C, dry) Standing quarter mile 17.4sec at 79.4mph, standing km 32.4sec at 97.5mph, 30-70mph 10.1sec, 30-70mph in fourth 13.2sec 30mph











13.2s 10s





24.9s 20s


Nissan X-Trail 1.6 dCi 130 N-Tec (18deg C, dry) Standing quarter mile 18.3sec at 76.1mph, standing km 33.7sec at 95.4mph, 30-70mph 11.8sec, 30-70mph in fourth 12.9sec 30mph





















60-0mph: 2.78sec 30mph-0






9.3m 30mph-0






25.8m 50mph-0



50.8m 70mph-0


❝ The engine delivers a brawny slug of mid-range torque ❞ plainly keen that the Kodiaq and its ilk be thought of as cars every bit as modern and dynamic as most in the class – and you can tell, because the Kodiaq is absolutely no softer riding than most of its rivals. Its body is cradled quite tautly by its suspension and is prevented from rolling or heaving too hard when driven with a bit of gusto. As a result, it handles quite well for a car of its size. But over anything less than a millpond surface, there’s also a restless edge to the ride that is set up by those slightly firmer-than-average suspension springs, which may be exacerbated by the anti-roll bar settings and which wasn’t effectively addressed by out test car’s adaptive dampers. The problem is more to do with foreaft pitch than vertical bounce, but it’s there – it’s distantly bothersome – and a more practised SUV maker wouldn’t have tolerated it. Likewise, we suspect a more experienced hand with relatively large and heavy cars wouldn’t have elected for a power steering calibration like the Kodiaq’s, which tries to use lightness to disguise the car’s size but ends up corrupting your primary relationship with the handling a bit. That the wheel offers little feel isn’t a major problem for this kind of car, but it should at least seem consistently weighted and fluent. The Kodiaq’s seems to shed its weight as you add angle, resulting in a slightly pendulous feel and occasionally making the car handle imprecisely.


AAAAA The Kodiaq range spans upper-level crossover territory at its lower end and premium-brand medium-sized SUV territory at its upper one, and with seven seats a £1000 option on mid-spec SE cars, there will be a version for almost any requirement. The entry-level S grade is offered with front drive and a 123bhp 1.4 TSI petrol engine only. Those who choose this sub-£22k entry point get 17in alloy wheels and touchscreen infotainment with DAB radio and smartphone mirroring. SE trim gives access to a broader range of engines and transmissions, as well as 18in alloy wheels, cruise control, upgraded infotainment and dual-zone climate control, all from less than £23,000. A DSG-equipped, front-wheel-drive 2.0 TDI 150 SE undercuts an equivalent X-Trail by £2000 after you’ve accounted for the Skoda’s optional seven seats. SUV devotees are likely to love the electric childlocks, always-on 4G wi-fi and extra-large Sleep Package headrests that the car can be optioned with. This is also the first Skoda to be offered with a trailer assist system that uses cameras to automatically steer a caravan or trailer during tricky reverse parking. As for fuel economy, the Kodiaq offers more good news: nearly 50mpg on our touring test and an average of 37.2mpg, giving a real-world range of close to 500 miles.

 Kodiaq handles relatively well by the standards of seven-seat SUVs, but its suspension’s tautness gives the ride a restless quality on all but smooth surfaces.


DATA L O G S KO DA KO D I AQ 2 . 0 T D I 15 0 E D I T I O N 4 X 4 On-the-road price Price as tested Value after 3yrs/36k miles Contract hire pcm Cost per mile Insurance/typical quote

£32,695 £38,510 tbc tbc tbc 19E/£580

60 litres


£300 £1225 £400 £300 £980 £200 £850



FROM £21,495 £25,445 £31,445 tbc £27,245 £32,795


Front, transverse, 4-wheel drive Type 4 cyls, 1968cc, diesel Made of Iron block, aluminium head Bore/stroke 81.0mm/95.5mm Compression ratio 16.5:1 Valve gear 4 per cyl Power 148bhp at 3500rpm Torque 251lb ft at 1750rpm Red line 5300rpm Power to weight 85bhp per tonne Torque to weight 143lb ft per tonne Specific output 75bhp per litre

6-spd manual 6/7-spd dual-clutch automatic £1300 (standard on 2.0 TSI 180, 2.0 TDI 190)


Track Touring Average


Urban 44.1mpg Extra-urban 58.9mpg Combined 52.3mpg Tank size Test range

23.9mpg 47.8mpg 37.2mpg

60 litres 491 miles

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


251lb ft at 1750rpm





148bhp at 3500rpm








Engine (rpm) 2000 4000




Steel monocoque 1751kg/na 0.33 7Jx18in 235/55 R18, Continental ContiSportContact5 SUV Mobility kit

TRANSMISSION Type 6-spd manual Ratios/mph per 1000rpm 1st 3.77/5.6 2nd 2.09/10.2 3rd 1.32/16.1 4th 0.98/21.7 5th 0.98/27.7 6th 0.81/33.5 Final drive ratio 3.94:1 (3.09 for 5th, 6th, reverse)





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

Front Rear Anti-lock

ABS, ESP, EBD, EBA, TC, HBA, TPMS Euro NCAP crash rating Not tested


Idle 47dB Max rpm in 3rd gear 72dB 30mph 59dB 50mph 63dB 70mph 67dB

Type Electromechanical, rack and pinion Turns lock to lock 2.7 Turning circle 11.6m



MPH 0-30 0-40 0-50 0-60 0-70 0-80 0-90 0-100 0-110 0-120 0-130 0-140 0-150 0-160

MPH 20-40 30-50 40-60 50-70 60-80 70-90 80-100 90-110 100-120 110-130 120-140 130-150 140-160

TIME (sec) 3.1 4.6 7.0 9.5 13.2 17.7 24.9 34.7 -


Torque (lb ft)

POWER 124bhp 148bhp 178bhp 113bhp 148bhp 187bhp

Volkswagen Group’s MQB platform confers a transverse-mounted engine up front driving either the front wheels or all four via a clutch-based four-wheel drive system. Suspension is via MacPherson struts up front and a multi-link arrangement at the rear.


R A N G E AT A G L A N C E ENGINES 1.4 TSI S 1.4 TSI 4x4 SE 2.0 TSI 4x4 SE L 2.0 TDI S 2.0 TDI 4x4 SE 2.0 TDI 4x4 SE L


Power output (bhp)

19in Triglav alloy wheels* Folding third-row seats Adaptive LED headlights Front, side and curtain airbags Leather upholstery 8.0in Columbus touchscreen infotainment and navigation with 64GB hard drive, wi-fi hotspot and wireless charging Adaptive cruise control Area View (inc reversing camera) Canton Sound System Three-zone climate control DCC adaptive damping Heated front and rear seats Swivelling tow bar Options in bold fitted to test car = Standard na = not available * = not fitted to test car

2nd 3.0 4.4 -

3rd 4.9 4.4 4.9 6.3 15.3 -

4th 9.9 6.4 6.5 6.9 7.9 10.4 -

5th 10.8 8.8 9.3 10.1 11.8 -

6th 13.0 12.2 13.2 15.5 -

314mm ventilated discs 300mm solid discs Standard, with brake assist


E M I S S I O N S & TA X CO2 emissions Tax at 20/40% pcm

144g/km £153/£305


30mph 85mph 121mph

5300rpm 5300rpm 4368rpm







54mph 115mph 121mph*

5300rpm 5300rpm 3612rpm *claimed

RPM in 6th at 70/80mph = 2090/2388 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 Kodiaq, contact Skoda Customer Services, Delaware Drive, Blakelands, Milton Keynes MK14 5AN (01908 548630, 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).


R OA D T E S T N o 529 6

Read all of our road tests





Versatile, appealing, added-value motoring for the bigger family

AAAAC mid a flurry of new SUVs that could bury a wannabe buyer up to his or her neck in choice, the Kodiaq does almost all of the important things well: practicality, economy, driveability and convenience. And it’s most impressive of all for its delivery of appealing quality, distinguishing versatility and smart and modern SUV desirability at a competitive price. Where the car falls short is on luxurious richness and dynamic sophistication. The richness seems a lot to expect of Skoda from its first attempt at a big 4x4, although the price of our test car would buy more of it from more premium brands. We find it harder to overlook the dynamic shortfall from our driver-focused viewpoint, because there’s just a little bit of naïvety about how the Kodiaq attempts to feel small and spry on the road. Such naïvety can easily be rectified as the car develops through its lifecycle, and we’re leaving room to improve our rating as and when it is. However, for those less interested in the driving experience, we can believe the Kodiaq will need little improvement at all.








MATT SAUNDERS Can’t help wondering why Skoda would make so much effort to offer the best in-car technology and infotainment on the Kodiaq but omit to adapt the VW Group’s virtual cockpit tech for the car. NIC CACKETT Disappointed to see the Kodiaq arrive without a really innovative ‘simply clever’ thing to its name. I don’t count the door edge protectors, done first by Ford. A bit of surprise and delight has served Skoda well thus far.

S P E C A DV I C E Don’t be tempted to spend too much. The Kodiaq is better at functional value than luxury. Have a 2.0 TDI 150 4x4 SE seven-seater (£28,245) and add Columbus infotainment with Skoda Connect.

JOBS FOR T H E FAC E L I F T LAND ROVER DISCOVERY SPORT TD4 180 SE TECH £34,545 Outstanding mix of utility, desirability and comfort. Pricier at Skoda’s kit level. AAAAB

SKODA KODIAQ 2.0 TDI 150 EDITION 4X4 £32,695 It does everything required of a family SUV very well. A big step for the Skoda brand. AAAAC

KIA SORENTO 2.2 CRDI 7-SEAT KX-2 4WD £32,000 Bigger old-school Kia majors on capability and space. Less car-like to drive. AAAAC

NISSAN X-TRAIL 2.0 DCI N-VISION 4WD £31,760 Higher-output 2.0-litre diesel engine adds oomph where it was in short supply. AAABC

V E R D I C T S O N E V E RY N E W C A R , P 8 8

MITSUBISHI OUTLANDER 2.2 DI-D 4 £31,684 Last year’s facelift has kept it broadly competitive, but the engine is a bit uncouth. AAABC

 Think about some more convincing richer touches for top-of-theline versions.  Smooth out the choppiness of the ride and back off the steering assistance.  Fit Isofix to the third row of seats.




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AUDI TT £33k


K TM X-BOW OW £60k





ou can spend aeons o agonising g g over which new car to buy. n y Choose a budget, g a bodyy style. y Read the reviews,, check out the rivals. It’s not easyy – after all,, new cars have never been so competitive. But gen step p g up, p appraise, pp p back and – at last – make your call.. y But hang g on. Throw a quick q sideways out of the brochures y glance g and into the classifieds.. Where your budget y g dictated four cylinders, y now there are six.. Where there was mundane,, now there’s exotic. Where there was restraint,, now there’s a bloodyy enormous bolted-on rear wing. g Welcome We co e back bac to the t e world o d of temptation that is Used vs New… ◊ p









BMW i8 ££73k 3k



T i t off plate Twist pl te

Should you buy a new car with the latest plate or a more desirable used m d l for a similar l price? We pickk four b d d eight h cars to find d outt model budgets and PHOTOGRAPHY A Y LUC LACEY,, WILL WILLIAMS





he latest Nissan GT-R has just been launched and can be yours from £79,995. A decade after its debut, it’s still a tech bargain that’s loaded with performance hardware, sensors and processors to help it change direction like Godzilla’s own thrashing tail. Of course, the 2017 version is more powerful than the last, making 562bhp from its twin-turbo 3.8 V6, but Nissan has also added a number of refinements that edge the car



further into grand tourer territory. Which is where you’ll find another tech-intensive steal in the form of BMW’s i8 plug-in hybrid. Only two years since its launch, you can buy used ones from just £63,000 – a bargain for a car that costs £104,540 new (government grants no longer soften the blow) and benefits from Munich’s most sophisticated hybrid technology. For the GT-R’s £80k, you can almost take your pick of used i8s. John Wallis heads up the BMW Car Club Great Britain’s i Register

and has kindly brought along his immaculate, 7700-mile 64-plate example that’s finished in Crystal White and worth around £73,000. So here we have a pair of all-wheeldrive, 2+2 GTs – one that drinks petrol like Hemingway downed rum and another that barely touches the stuff. But can the Nissan really cut it as a usable GT without losing its teeth? And is the parsimonious BMW entertaining enough to compete? No one has ever called the GT-R a wallflower, and the latest styling

tweaks have added even more aggression (and downforce), but the i8 garners more stares, its low and svelte yet intricate form drawing the eye even without a flap of its graceful dihedral doors. The BMW’s high sills and cocooned cabin also make ingress a dihedral, but not necessarily graceful, operation. It’s less glamorous inside than out but still beats the Nissan hands down for drama and intrigue. Familiar BMW switchgear and functions are


❝ No one has ever called the GT-R a wallflower, but the i8 garners more stares ❞

transposed onto a fresh architecture and embellished with first-rate materials, with a virtual binnacle for full futuristic effect. The fabric and leather seats are a highlight – concept-car handsome, and firm but easy to adjust into comfort. It’s a more conventional, quadrate set-up inside the Nissan, albeit a recently improved one. A new rotary infotainment dial apes the BMW’s (the system can’t match iDrive for usability, graphics or speed but thankfully reduces the button count),

while the improved stitched leather looks and feels genuinely premium. The seats in our eponymous Recaro model aren’t as elegant as the i8’s but are even more supportive and roundly adjustable. The rear seats in both cars are tiny; you can crane your neck, but if your legs are non-negotiable, you’ll struggle. There’s an Edam-shaped, 154-litre boot in the i8 that’s at least uniformly shaped, but the GT-R’s 315-litre hold is much more practical. With a 23-mile electric-only range

(from which our testers salvaged 16 urban miles), the i8 is plainly unbeatable for drivetrain refinement in town. The vibrationless, nearsilent workings of the 129bhp electric motor drive the front wheels and supply that pulse-dropping calm that’s an absolute tonic during city trudges. But the i8’s sporting firmness does deliver a rather knobbly ride over imperfect surfaces, despite Wallis having dropped the tyre pressures slightly to soften it. Surprisingly, the Nissan is no

firmer than the BMW in town and its steering not much heavier. It’s noisier, of course, with continuous but bearable exhaust bass, yet the GT-R’s familiar differential groan and transaxle chatter have been suppressed and low-speed upshifts are much smoother now. It isn’t the fizzing, bit-champing urban agitant it once was. As for those three-figure motorway miles a true GT must swallow up, the BMW’s mid-mounted, 228bhp 1.5-litre turbo triple that drives the ◊


Familiar controls meet cutting-edge design in the i8

The GT-R’s updated interior remains staidly conventional ∆ rear wheels grumbles distantly at a cruise, while the Nissan’s exhaust gently hums. Road noise is greater in the GT-R, but both cars ride acceptably well and have top-notch high-speed stability, although the BMW’s steering feels particularly settled under these conditions. There’s no official acceleration figure for the GT-R, but we achieved 3.4sec to 60mph in our recent road test (16 November) with the help of its brutal launch control system, an unseen fist that jabs your face off the line and is followed by blink-quick upshifts from the sixspeed dual-clutch automatic gearbox. The vast torque band creates a 4500rpm-wide playground all the way to the 7000rpm limiter. Surprise the throttle in this zone in manual mode and a beat of turbo lag is soon swamped by bountiful acceleration, while kickdown is suitably prompt in auto with the transmission’s R mode engaged. The engine remains smooth, its speakersupported note purposeful but unexpectedly restrained. BMW states 4.4sec to 62mph for the i8, but in its stride the car feels almost as rapid as the GT-R. Its gearbox is ‘only’ a six-speed torque converter auto, but the front electric motor – which, unusually, has a two-speed transmission of its own to boost high-speed usefulness – and the rear starter-generator dollop torque over the upshifts to the point


that they’re almost imperceptible. Using even more acoustic amplification than the GT-R, the BMW sounds angry when pushed, with that engineered upshift ‘whumph’ from the exhaust that so many downsized turbos use to sound beefier than they are. Despite a little lag (the tiny three-pot does most of the donkey work, after all), there’s a vigorous stream of acceleration all the way to 6500rpm, with an uncanny electric whine persisting all the while. Off the throttle, energy harvesting by the starter-generator makes the i8 feel heavier than its carbonfibre-gilded 1560kg, but the impressive regenerative brakes only betray their secondary function when stopping completely. Both cars downshift with a blip, but the BMW’s gearbox refuses to plunge its engine into anything above about 4000rpm, leaving a few left-paddle requests unanswered. Meanwhile, the GT-R’s transmission goads you to do just that. This divergence persists when it comes to handling, the Nissan challenging your notion of cornering grip where the BMW’s 40mm-skinnier front tyres start to tap out, especially in the wet, when traction control is a regular interloper. It’s when cornering hard that the i8’s distinct power sources start to lose coherence, whereas the GT-R slips from rear-driver to anything up to a 50/50 split between

❝ Both are respectably well mannered but provide towering performance ❞ axles with reassuring fluidity, and it barely registers inclement conditions. Ease back a little and the i8 stays composed enough to cover country roads really rapidly, its firmer of two suspension settings stabilising its mass impressively without sacrificing too much ride quality. In contrast, you’ll probably want to keep the Nissan’s dampers set to Comfort, in which it’s still plenty agile for road use, defying its 267kg handicap versus the BMW. The i8’s steering is responsive but values slickness over nuance, highlighted by the Nissan’s more graded weight and feedback. Like any good GT, both cars are respectably well mannered but also

provide towering performance. While the BMW’s claimed economy is unrealistic, it can easily deliver 50mpg overall, while the Nissan flounders in the teens, and with the help of plug-in charging, the i8 won’t drink a drop in town. It’s an incredible bit of kit, and in used form it’s a lesson in (relatively) affordable hybrid fun. But only the GT-R has that extra dynamic dimension. You needn’t take to a track to enjoy it, but it’s the only one of our pair that would benefit from doing so. The latest GT-R is also everyday-usable if you can stand the overheads. For us, it’s a price worth paying. RICHARD WEBBER


60deg C

Is the minimum transmission oil temperature needed to engage the GT-R’s launch control system — officially called R-Mode Start.


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

Tech-laden GT-R relies on a relatively old-school interface

Nissan GT-R Recaro

BMW i8 (2014)

£81,995 £81,995 V6, 3799cc, twin-turbocharged, petrol 562bhp at 6800rpm 470lb ft at 3600-5800rpm 6-spd dual-clutch auto 1827kg 3.4sec (to 60mph, tested) 196mph 23.9mpg (combined) 275g/km, 37%

£73,000 £104,540 3 cyls, 1499cc, turbocharged, petrol, plus electric motor 357bhp at 5800rpm 420lb ft at 3700rpm 6-spd auto 1560kg 4.4sec 155mph 134.5mpg (combined) 49g/km, 7%

BMW’s front seats are firm; rears are for small people only 23 NOVEMBER 2016 AUTOCAR.CO.UK 43






USED VS NEW COMPARISON ignale and Maserati have crossed paths before. Alfredo Vignale’s Italian coachbuilding company counted Maserati as one of its clients in the late 1960s, but, after selling the company to De Tomaso, the Vignale name eventually ended up in the hands of Ford in 1973. Vignale as a moniker disappeared soon after, resurfacing briefly on a Lagonda concept car in 1993 before its most recent revival as an upmarket trim level, which has, helpfully, created an ideal match for this new versus used test. On one hand you’ve got Maserati, a low-volume Italian car maker with a rich heritage looking to move into the mainstream with a lavish diesel saloon, namely the Ghibli. On the other hand there’s Ford, car maker for the people, looking to sprinkle some Italian inspiration on its lineup by creating a sub-brand that appeals to a smaller, more exclusive pool of buyers and stops current Ford owners from disappearing to Audi when they want something a bit plusher. The Blue Oval’s offering? The Mondeo Vignale. The rear-wheel-drive Ghibli from 2014 we have here is yours for


£31,975 from used car dealership Junction 17 in Peterborough. The car has 15,000 miles on the clock, so it comes at a good price for a low-mileage example, with sat-nav and front and rear parking sensors. This is a fair benchmark for the new all-wheel-drive Mondeo Vignale it’s up against, a car which, at £32,745, is a little more expensive than this Ghibli. The Vignale model is based on a Titanium Mondeo, so it’s stacked with kit, but buyers get a comprehensive warranty programme, too. But which does the better job as an Italian (or pseudoItalian) deluxe saloon for £32k? The Ghibli’s Italian flair is obvious in its design, but don’t be fooled by its looks: this saloon is not your typical Maserati. It does, however, follow the brand’s traditional nomenclature. The Ghibli name first appeared in the manufacturer’s range in 1966 and follows a Maserati quirk of naming cars after different winds (the hot, dry Ghibli can be felt breezing its way across the Sahara). In the face of dwindling sales, Maserati resurrected the name for its new saloon back in 2013, then threw in its first ever diesel engine to gobble up sales in a more mainstream market. And the car

delivered, jumping straight to the top of Maserati’s sales charts. But in appealing to the masses, the Ghibli lost some Maserati charm. Step inside and at a glance it’s awash with leathers and woods, and there’s a classy analogue clock. However, look a bit closer and some of the fake wood inlays have been rather crudely fitted, while the infotainment system, which is only a couple of years old, already feels about as ground-breaking as a Nokia 3310 at an iPhone launch. It still feels more special inside than your run-of-the-mill saloon, though. Not better than the Germans but at least different, and there’s certainly a whiff of Italian swagger clinging to the cabin. Fire up the 3.0-litre V6 diesel and the noise is disappointing, but what did you expect? This is the entry-level version aimed at fleet buyers chasing economy rather than thrills. Wind it up and performance is brisk, but it never feels particularly involving and the engine is gruff. There’s plenty of road and engine noise to contend with, so it isn’t particularly relaxing, either, but it is at least well planted at motorway speeds (which is more than can be said at

low speeds, due to the jittery ride). It’s certainly not a struggle for the engine to haul the car up to cruising speed, but the uninspiring diesel soundtrack makes it feel like a bit of a blunt instrument. Not that Ghibli buyers seem to mind, with 90% of them plumping for this engine. Anything other than a straight line shows a few more weaknesses. The Ghibli is a heavy beast, weighing 1835kg – around half a G-Wiz more than the Mondeo or a BMW 5 Series. That extra bulk is noticeable through the heavy steering, which, despite being hydraulically assisted, doesn’t offer much feel. Turn-in isn’t very sharp, either, so the car lumbers around corners. You can feel it’s rear drive, too, especially when accelerating out of damp junctions on greasy asphalt as the back tyres scrabble for ◊

Ghibli has six cylinders to Mondeo’s four

❝ The Ghibli’s performance is brisk, but it never feels particularly involving ❞ 23 NOVEMBER 2016 AUTOCAR.CO.UK 45


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Vignale spec means a lengthy kit roster and full leather trim

Ghibli’s cabin has flair, but the finish is suspect in places ∆ traction, but it never really approaches anything that you could describe as fun. All in all, it’s not the polished, finely tuned, extravagant event you’d expect from a manufacturer of such repute. Does the Vignale feel like the real deal? First impressions in the cabin are promising. While the Maserati may have some questionable fits here and there, the Mondeo feels plush, durable and well equipped, if lacking in overt flamboyance. Everything is functional, everything seems to be of good quality, and it’s very practical. There are handy storage bins dotted around front and back, plus there’s decent space in the back – unlike in the Ghibli, which would make Bilbo Baggins think twice before accepting a lift in the rear cabin’s middle seat. Start the Ford up and, instead of a 3.0 V6, there’s a 2.0-litre fourcylinder diesel powerplant that is

some 100bhp less powerful than the Maserati’s V6, making the Mondeo almost three seconds slower to 62mph from a standing start. But where the Maserati feels a bit sloppy in its handling, the Mondeo is sharp, agile and light. It’s also very quiet. You’re nicely insulated in the cabin, with only some light diesel groans creeping in when you’re wringing the engine’s neck. The Vignale mission statement is to offer an exclusive, premiumfeeling product for Ford customers, encouraging people to hold the brand in the same esteem as highend German rivals. The differences from the standard model aren’t mechanical, though. It gets a fancy hexagonal grille, which does look rather flash, and comes stacked with gear, such as a 12-speaker Sony sound system, electrically adjustable and heated seats and a full leather interior. Along with the kit, you

get other Vignale extras, such as a 24-hour helpline and collection from your home when the car needs servicing. But essentially this is a jazzed-up Titanium model. With no mechanical differences, it means it’s only these cosmetic and kit flourishes that make this car feel any more special than a standard Mondeo. It’s like when Barry from HR had that six-month sabbatical in Australia. He might have come back with a tan and now occasionally wears floral shirts, but he’s still Barry from HR. But there’s nothing wrong with Barry. The Mondeo is a plain but pretty sweet-handling saloon, and the all-wheel drive system, which most of the time sends power solely to the front wheels, makes it feel more composed through the corners than the Ghibli. The six-speed dual-clutch automatic gearbox does a good job of keeping things smooth, too. But it’s

still a Ford, and it never threatens to tug at your heart strings the way a Maserati might, diesel engine or not. There’s an elephant in the room for both cars, though: depreciation. The used Maser has already lost a sizeable £16,000 – or 30% – of its value in just two years, but there’s still a long way to go. You can expect a similar drop from the Vignale. Its less desirable badge and tech-laden cabin means it’s only going to be a hit on the used market once it becomes cheap, which means that if this is the used car in our 2018 feature (and it might well be), it could cost around £23,000. Which wins? Well, ultimately, as much as it would be great to swan around in a Maserati for £30k, the Mondeo, with its superior handling, plush interior and the Vignale warranty programme, is a much more recommendable car, even if it’s not as romantic. DOUG REVOLTA


This is the premium you’ll pay for the Vignale over a Titanium-spec Mondeo with £2k X pack.


Ford Mondeo Vignale Maserati 2.0 TDCi 180 AWD Ghibli Diesel (2014) Price now Price new Engine Power Torque Gearbox Kerb weight 0-62mph Top speed Economy CO2/tax band

£32,745 £32,745 4 cyls, 1997cc, diesel 177bhp at 3500rpm 295lb ft at 2000rpm 6-spd dual-clutch automatic 1683kg 9.3sec 140mph 53.3mpg (combined) 138g/km, 25%

£31,975 £48,830 V6, 2987cc, diesel 271bhp at 4000rpm 443lb ft at 2000-2600rpm 8-spd automatic 1835kg 155mph 6.3sec 47.9mpg (combined) 158g/km, 31%






USED VS NEW COMPARISON hese tests are always utterly straightforward. In the good half a dozen or more new versus used features I’ve written, the outcome has always been the same: you buy the used car. For why? Because I always think car ownership is more pleasing if you invest some time and emotion into it, rather than just signing up to a direct debit and driving the thing. And, yes, perhaps the odd unexpected expenditure will come your way, but the chances are that you’ll be driving something more interesting and more classy than the new alternative and which will have dispensed with the heaviest part of its depreciation. In the long run, then, you’ll pay less for it and enjoy it more than you would a new car. Simple arithmetic, simple advice, every single time. Today’s used car is a KTM X-Bow in GT specification (KTM doesn’t mind whether you say ex-bow or crossbow), which lists at ¤95,880, or £82,600, new, before delivery and on-the-road costs. Just as well it isn’t the ‘new’ car here, then, because the exchange rate change in the past few months has done its list price no favours. Even before that, though, it was a large chunk for a two-seat track day special with no luggage space. The KTM has always been quite a rare groove. There are only ever half a dozen or so on sale in the UK at a time, and there have been quite a lot of different editions since the model’s launch in 2008. All share the same basic layout. The X-Bow is expensive because it has a full carbonfibre tub, with a turbocharged 2.0-litre Audi engine and gearbox in its middle, driving the back wheels. This version, the GT, is in effect the mainstream variant these days. At launch, the X-Bow’s exposed cockpit meant that wearing a crash helmet in it was pretty much essential, but even then there was a huge amount of wind buffeting. The GT received changes to allow the fitment of a windscreen and doors, which, after a heater and wipers have been added, makes it 57kg heavier than the standard car, although it still has a dry weight of just 847kg. Our new alternative is a Caterham Seven in 620S form, making it one of my favourite versions of a car for which I already have an inordinate amount of time and affection. The 620, which can be had in R or S specifications, has a supercharged 2.0-litre engine making a faintly ridiculous 310bhp at 7750rpm. The S is, Caterham says, ‘mildly saner’ than the R, in that it’s a mite more comfortable, although we’re talking relative, Caterham terms here. It’s a £45,795 car but, as is the way with Caterhams, that depends on what you want on it, or in it, so the price lifts gradually upwards and upwards. This S is a narrow-bodied Seven, which I prefer to the optional wider ◊


15lb ft

The X-Bow GT has this much more torque than the regular X-Bow R, although it makes 15bhp less.


❝ The X-Bow is more ‘karty’ than any road car in recent memory. It’s absolutely terrific ❞

∆ chassis because it’s more agile, as well it might be, given that the car weighs less than 600kg as standard. There are loads of seat, trim and weather gear options, and I’d be inclined to tick most of them, to make the Seven as usable as it can be for as much of the year as possible. I hadn’t driven a GT variant of the X-Bow before, but the car brought to us by Grant Smith, who bought it from KTM London in Tunbridge Wells (08448 099 943), is an immaculate example. This GT isn’t far from its 281bhp standard form, but there are about £5k of options on it, namely a bigger front splitter and the vast rear spoiler. Beyond that, Smith has made a few modifications himself. It has a £250


induction kit, which makes it a touch louder than standard, he has fitted an alarm and, having found the gearbox to be getting a touch warm on track days, which is primarily what the car is used for, he has fitted a blower near to it with a thermal switch. When it arrives, the X-Bow has its diddy hood in place; apparently it tries to fly off at cruising speeds. Smith has added strips of Velcro around the edge of the hood and the top of the windscreen, which means it now stays put for as long as you like. However, the X-Bow is better experienced with the hood down, at which point I can scarcely believe how little wind buffeting there is. The standard X-Bow is one of the world’s least refined cars because of

the buffeting, but with the screen in place, the problem all but disappears. I don’t think I’ve driven a convertible that does it better, in fact. Freed from the assault, it’s now much easier to focus on the things the KTM does well. Its ride is tight and composed and it steers beautifully: linearly, positively, with masses of feedback. I suspect this is improved by Smith’s fitment of sticky, trackfocused Toyo Proxes instead of the standard road-biased tyres. There’s still a little turbo lag, but the induction kit means the aural experience is less dominated by fizz and whoosh from the turbocharger. And the car corners incredibly keenly. There’s some progressiveness to the way it handles – bags of grip

is followed by an unsettling of the rear – and the X-Bow remains a car whose balance you’ve got to respect. It’s more ‘karty’ than any road car in recent memory, and in this specification it’s bang on; I enjoyed Smith’s X-Bow GT more than I’ve enjoyed any other KTM in the past. It’s absolutely terrific. And then there’s the Caterham, which does what Caterhams do, only at warp speed. The response of the supercharged 2.0-litre engine is brisker than the KTM’s, and its handling balance is more instantly adjustable for that reason. If you’re in the mid-range and above, any gear in the five-speed gearbox is plenty to adjust its line on the throttle. It steers brilliantly, too, although


A huge fixed wing is part of a £5k options package

Side-exit exhaust means the Seven is a raucous companion


Caterham Seven 620S KTM X-Bow GT (2013) Price now Price new Engine Power Torque Gearbox Kerb weight 0-62mph Top speed Economy CO2/tax band

£45,795 £45,795 4 cyls, 1999cc, supercharged, petrol 310bhp at 7700rpm 219lb ft at 7350rpm 5-spd manual 610kg 3.4sec (to 60mph) 145mph na na

its faster rack and smaller steering wheel, which make the rack heavier, plus compromised ergonomics everywhere else on account of its tiny size, make the Seven feel its age next to the KTM, which has an adjustable steering wheel and pedal box and more room to use all of its controls. Either car is expensive to buy outright, even used, although these are not necessarily expensive cars to run. Smith does an oil change every third track day, in addition to having the car regularly serviced. Both the KTM and Caterham have tweaked versions of mainstream production engines, so unlike supercars of this kind of cost, overall running costs are reasonable, although if you bin an all-carbonfibre KTM on a circuit the

£60,000 £82,600 4 cyls, 1984cc, turbocharged, petrol 281bhp at 6400rpm 310lb ft at 3200rpm 6-spd manual 845kg 4.1sec 144mph 34mpg (combined) 189g/km, 34%

bill can be quite large. Both cars hold their value well, too: no KTM seems to get cheaper than £35,000, even a very early one, while Caterhams benefit from legendarily shallow depreciation curves. In the end, then, used doesn’t necessarily trump new for the umpteenth time in one of these features. In fact, I’m almost prepared to call it an honourable draw. Almost. For me, though, the Seven remains – by a much smaller margin than I’d anticipated – the better, more agile and adjustable car to drive, which tips the balance in its favour. But if you like the idea of a X-Bow, particularly in this GT form, I don’t think you’d regret it for a second. MATT PRIOR

Tiny Seven makes few concessions to driver comfort

GT-spec windscreen renders the X-Bow surprisingly refined 23 NOVEMBER 2016 AUTOCAR.CO.UK 51






Total number of naturally aspirated Evoras currently registered in the UK, 58 of them two-seaters.



t’s seven years since the Lotus Evora appeared, and although consensus says 2010’s supercharged S is superior, the original, naturally aspirated version was still good enough to take our Best Driver’s Car crown in 2009. You can’t buy a non-supercharged Evora new these days, but with early examples having lost £20,000 of their £50,000 list price to the winds, the car we branded a ‘handling benchmark’ has never been so tempting. But much has changed in the interim, including the emergence of the third-generation Audi TT – a car that handles better than ever and which comes packed with technology the Evora would study as a marmot might ponder a weaponised laser. Your £30k scoops a box-fresh 2.0 TFSI Sport manual with 227bhp. Aside from sharing the same number of wheels, doors, pedals and seats, these two couldn’t be more different. The Lotus has a specialised bonded aluminium chassis and a mid-mounted, unblown, 276bhp 3.5-litre Toyota V6 powering the rear axle, while the Audi is a child of platform sharing and its turbo four-pot drives only the front wheels (quattros start at £33,600). But our quandary is simple: can the aged


Evora’s dynamic skills stave off the new TT’s charms? The TT you see here wears S line trim at a £2550 premium, so is a little over budget, but the mainstays of its interior opulence are echoed by the £30,650 Sport model, with neatly stitched and supportive leather and Alcantara seats, quality plastics, chic dashboard architecture and exemplary robustness. Then there’s the standard-fit 12.3in Audi Virtual Cockpit, the party-piece, binnaclefilling chameleon of a display that replaces conventional dials and infotainment with a single animated screen. It’s feature-packed and pretty, but a little fiddly, and its graphical shenanigans when toggling the Drive Select modes for engine, engine sound and steering can irritate. App developer Si Fisher’s 2010 Evora 2+2 is a 59,000-miler that’s on sale for exactly £30,000 (call him on 07525 747813 if you’re interested). It has the Tech pack that features satnav and rear parking sensors – both extras in the Audi – and the Sport pack with raised rev limit, special diffuser, titanium tailpipes, crossdrilled discs and an oil cooler. Parts-bin column stalks aside, there’s hardly any interior plastic – it’s all leather (good quality and wearing quite well), aluminium (on the smart but haptically inert and oft-

obscured buttons) and scratchy black fabric where you’d expect scratchy black plastic. Annoyingly reflective and chunky red LCD screens flank the dials, and the 7.0in Alpine touchscreen features Space Invader graphics. It’s all ageing premium economy against the Audi’s moddish business class. But once you’ve learned the weird switchgear layout, it’s tenable, and while the cabin is narrower than the TT’s and the view out less generous, the enveloping leather Recaros are comfortable and the driving position is good. Both have painfully small rear seats, although you could perhaps let your children grow another year in the Audi’s. The TT easily wins for boot space, too: you can fold the rear seats for 712 litres of storage, while the Evora’s cigar-shaped hold swallows just 160 litres. The Lotus is a full second quicker to 60mph, but while its superior traction, natural aspiration and greater capacity make it swifter off the line and lustier at really big speeds, a rolling sprint from 30mph in third gear reveals comparable mid-range performance from the Audi. Turbo lag hampers the TT initially, but it pulls strongly from 1500rpm and still feels game towards the 6900rpm limiter, the exhaustbiased soundtrack gaining ◊

❝ The Lotus is quicker to 60mph, but a rolling sprint reveals comparable mid-range from the TT ❞ 23 NOVEMBER 2016 AUTOCAR.CO.UK 53


The Audi’s traction is decent, but its steering lacks feel ∆ volume and aggression en route. The engine impresses for its kind, but the Evora’s V6 is in a class above, pulling well from low revs with racy induction notes rising above its more interesting exhaust noise, intensifying in howl and motive force as the valve timing shifts just above 4000rpm. You’ll want to explore the remaining 3000rpm repeatedly, often with the driver’s window down to catch the full fanfare. The Evora’s oft-maligned Toyota gearbox doesn’t struggle in this company, either. It won’t be rushed but is fairly fluid and feels reassuringly mechanical beside the TT’s remote, rubbery action, while heel-and-toeing is second nature. It also has better brake feel, but the Audi’s stoppers are more effective. With 19in rims and passive, 10mm-lowered suspension, S line trim doesn’t help the TT’s ride. It’s a firm set-up that jostles a bit in town but is better at speed, until you encounter sharper ridges and feel a cringing thud through the chassis. The Sport model’s 18in wheels and

TT’s chassis is far from bad, but the Evora’s excels

standard springs would be better, but they couldn’t touch the Evora’s astonishing talent for dissolving the same imperfections. There’s a little more roll, but turn in purposefully and lean with confidence on the front end and the Evora settles in. It absorbs whatever the surface brings, letting you exercise the steering and throttle – both indulgently responsive – to sweep decisively through apices before rolling the power on early, the 255mm-section rear tyres unflinching on a dry road. The Lotus’s hydraulic steering is light but gabby. It tramlines a bit and there’s some kickback, but it’s a price worth paying for the engagement. It’s also hugely preferable to the TT’s electric set-up, which is heavier than the Evora’s in Dynamic mode but sparse on feel. The Audi’s helm avoids outright torque steer but tightens when accelerating in lower gears. Traction impresses in the dry, but steering angle, uneven camber and wet weather all gnaw at this, while the stolid chassis needs track-worthy lift-off to even twitch its tail.

Decent materials and dated tech meet in the Evora’s cabin Everyday manners are best in the Audi. The exhaust drones a bit in town and on throttle at a cruise, and there’s some tyre roar, but it’s more refined overall than the Evora, which suffers urban suspension knocks, high-speed tyre and wind noise and even some scuttle shake. The sternly effective Audi is arguably better value – it’s the superior product, hewn of finer

materials with faultless precision and augmented with the latest tech. It even bears its front-drive cross admirably. But while the Evora isn’t nearly as slick, it’s liveable enough, and remains a dynamic joy you can exploit even – and, in fact, especially – on our shoddy backroads. It remains an absolute wonder, and a clear win for the classifieds.


Audi TT 2.0 TFSI S line Price now Price new Engine

Lotus Evora 2+2 (2010)

£33,200 £33,200 4 cyls, 1984cc, turbocharged, petrol 227bhp at 4500-6200rpm Power 273lb ft at 1600-4300rpm Torque 6-spd manual Gearbox Kerb weight 1305kg 6.0sec 0-62mph 155mph Top speed 46.3mpg (combined) Economy CO2/tax band 141g/km, 25%


£30,000 £49,875 V6, 3456cc, petrol 276bhp at 6400rpm 258lb ft at 4700rpm 6-spd manual 1382kg 4.9sec (to 60mph) 162mph captionAgnatur? 32.5mpg (combined) Peribus, quat 205g/km, 37% odioriorem anducim


Hands-on approach

Aston Martin CEO Andy Palmer is signing off the first 1000 DB11s personally. Richard Bremner sees him in white-gloved action – and learns why he’s doing it PHOTOGRAPHY LUC LACEY or the past few weeks, and many to come, Aston Martin CEO Andy Palmer has been stopping his day job at 6pm. He then heads for the Aston Martin production line, just a minute or two from his Gaydon office, walks into a glass room and slides on a pair of white cotton gloves. With these, he will caress certain parts of whichever DB11 happens to be presented to him, devoting a good 40 minutes to the task. He will perform the same ritual with three or four DB11s in an evening, and every 10th car he will take for a short, low-speed test drive around an unusual road laid in Aston Martin’s back yard. Palmer is fulfilling a promise. Back



in July he announced that he would personally inspect the first 1000 DB11s off the production line. If the car passes, he will attach his own name-checked plaque to its engine cover, the Aston’s first owner receiving a letter detailing Palmer’s email and mobile number, should they be unhappy. “What I’m looking for,” he says of a visual inspection process supplementing a one-hour test including mechanicals and electronics, “is stuff we’ve had issues with.” He starts by working his way “around the exterior, checking gaps, flush and overflush”. If you’re slightly baffled, gaps are the spaces between panels, while some panels are meant to sit flush with one another and

others are arranged deliberately to stand fractionally proud, or overflush. Palmer starts at the top, his gloves gliding over the roof and its boundary with a pair of strakes. These pieces flow from the base of the A-pillars to flank the roof before flaring to an elegant halt over the rear deck. They’re mounted on their own carriers, early DB11 strakes sometimes betraying small domes where clips met carrier. A cotton-gloved hand will detect these subtle protrusions; that’s why Palmer is “checking the profile of the roof strake”. Next stop is the passenger door. Palmer repeatedly opens and closes it to hear the panel thump home. “It’s overflush because of dirt build-up,” he explains, pointing to a door trailing

edge that sits slightly proud of the rear wing. He also closes the door with its handle held open. If there are metallic noises, the door catch is probably snagging. But no such sounds emerge and Palmer declares this door “particularly good”. He should know, this being the 83rd DB11 he’s inspected. He certainly looks practised as his scrutiny turns to the Aston’s rear end. “I carry these with me everywhere,” he says, producing an evenly pronged disc, about the diameter of a doughnut, and a small rectangular block. Each of the disc’s prongs is marked with its thickness – 1.0mm, 2.5mm, 3.5mm and so on – enabling the accurate measurement of panel gaps. The small block uncovers any ◊


Palmer checks the panels gaps are within tolerances

After finishing this car, Palmer has 917 more DB11s to check 23 NOVEMBER 2016 AUTOCAR.CO.UK 57

❝ Everything I’ve learnt with the Japanese is going into this ❞

∆ flush irregularities. The prongs reveal a 3.5mm gap on one side and 3.0mm on the other. Palmer refers to a neatly presented app on a tablet on which every tolerance value can be found, complete with images. These are within limits. So are the gaps around the highmounted stop light, but Palmer notes some residual polish beneath a window and declares the closing performance of the driver’s door “just okay”, the panel not shutting quite as cleanly as its opposite number. Next up is the clamshell bonnet’s underflush to the front wings, and its relationship to the bumper. “It’s the hardest thing on this car,” he says. “It’s a huge panel, with lots of tolerances.” The gap on one side is 4.0mm, the other 3.5mm – a pass. Then Palmer uncovers a fault, and an inconvenient one at that. There’s a paint flaw on the bonnet, like a faint birthmark. “We take more than 100 hours painting these cars,” he says, “so we make sure they’re perfect.” Perfecting this panel will take considerable skill and some effort. Up next is the interior. Door seals are surveyed to ensure that their lips haven’t folded beneath the trim that they should overlap. Every button is pressed, knob turned and paddle pulled. The sunvisors’ vanity mirror sliding covers are slid, because “they need to move with the right force”, and the electric seats motor about in the search for unseemly grinding. Gaps and flushes are checked around the trim and the CD player is tested with a speaker-threatening track called ‘Ugly Duckling’. “Apart from the damage to the paint, this is a good car,” declares Palmer. So only another 917 DB11s to go. Why does he do it? “This is Aston Martin’s first brand-new car in 12 years. People don’t easily buy the first year of production, so I’m doing this to inspire confidence for the consumer and say that it’s okay. It’s a hard commitment to quality.” There’s more to it than this. “I want to instil in the workforce the idea that

Approved cars receive the Palmer plaque 58 AUTOCAR.CO.UK 23 NOVEMBER 2016

quality is everything. If I’m prepared to spend four hours a day, it must matter. It’s quicker to build a quality car, too. Everything I’ve learned with the Japanese is going into this, from Honda during my time at Austin Rover to Nissan,” where Palmer was chief performance officer before joining Aston. “There’s a lot of kaizen here,” he says of Aston’s continuous improvement ethic. “It doesn’t matter if you make a mistake. You just need to learn from it. I want to take away the fear factor from the British motor industry.” Palmer explains all this as he drives the DB11 through the factory towards the so-called squeak and rattle test track. It’s designed to be driven at 5mph, apart from the 2.5mph final section, whose trapezoidal humps impose squeakprovoking twist on the body. Before that come slender transverse rails, strings of rope, a tight, uneven turning area and some pavé. This car produces no stray sounds once he smilingly removes the loose key in its centre console, so no issues here. Palmer opens the bonnet and applies his inspection plaque. (It wouldn’t normally go on until that paint defect is rectified, he explains, but he’s doing it for our photos.) It may be only a symbol, but it’s a symbol of real effort from Palmer, demonstrating to colleagues and customers that he’s stay-behind serious about Aston Martin quality. L

This road test is designed to show up squeaks and creaks



That’s how long Palmer will typically spend checking the inside and outside of each DB11.

Palmer attaches his plaque fastidiously as Bremner looks on

App documents the tolerance gaps for the DB11’s assembly 23 NOVEMBER 2016 AUTOCAR.CO.UK 59

Call of the wild

This rare Mercedes CLK DTM is up for sale this weekend. Richard Bremner reacquaints himself with one of the most extreme AMG models yet PHOTOGRAPHY LUC LACEY

Supercharged 5.4 V8 spits out 574bhp

It’s as quick as it looks: 0-62mph in 3.9sec and 199mph 60 AUTOCAR.CO.UK 23 NOVEMBER 2016

des on offer Chassis and transmission mo

Race seats up front; no seats behind

MERCEDES-BENZ CLK DTM AMG DRIVE f you’re shopping for lightly glamorous wheels on a suboptimal budget, you can get yourself a firstgeneration 2004 Mercedes-Benz CLK Coupé for around £1500. There will be risks, not least the possibility of a measles-like scabbing of the paintwork and similar, structurethreatening chemical reactions occurring beneath. The unmissably modified CLK you see here, on the other hand, will this weekend sell for around a quarter of a million pounds, perhaps more. Among the CLK DTM AMG’s many arresting vital statistics, and one of the reasons we’re revisiting this high point of AMG history, is that this car is rare. Mercedes produced only 100 examples, of which 40 were right-hand drive. This was a belowthe-radar Benz, launched with little publicity and offered by invitation only, ensuring an instant 2004 sellout despite a list price of ¤236,060. Among those buyers were said to be Formula 1 racers Jenson Button, Kimi Räikkönen and Takuma Sato. A couple of years later, Mercedes released 80 cabriolet versions, owners reputedly including Juan Pablo Montoya and Mika Häkkinen. They rarely come up for sale, which is one reason why they command the price of a small fleet of C-Classes when they do. This 9940-mile example will get the gavel treatment at Historics of Brooklands’ 26 November auction, which is how we’ve got the chance for an irresistible refresh of this extraordinary Benz. The CLK DTM AMG is best defined by that middle bundle of letters, short for Deutsche Tourenwagen Masters. Yes, this is almost a DTM race car for the road, a fat-arched, aero-optimised, tarmacskimming, kilogram-trimmed journey compactor. Inspired by the 2003 DTM championship-winning CLK of Bernd Schneider, its 574bhp borders on the absurd even today. It delivers ridiculous performance, too: 62mph mph can be yours in 3.9sec, almost 200mph is achievable, and its bigwheeled tyres will pull 1.35g. Yet itt will idle quietly at a traffic light and doesn’t get grumpy during such uch tedious entrapments. But if you want to fly across the surface of the earth while retaining contact ontact with it, just sink the alloy action ction pedal on the right. Before that, though, you’ll discover that much of the base CLK’s manners survive intact. It’s quietly civilised. The automatic transmission ansmission is low effort, as is the he steering, and the muscular ride de rarely jolts. Keep the speed sane ane and you could find yourself wondering ondering how this car’s interior qualified for such an extreme makeover. It includes the removal of the rear seats in favour of a carbonfibre-walled, rbonfibre-walled, carpet-floored well ell with a carbonfibre B-pillar


❝ Yes, this is almost a DTM race car for the road ❞

Buttons on the steering wheel work the trip computer

crossbrace, as well as a carbonfibre centre console and door cards. A five-point harness trusses you into a semi-enclosing race seat to face a small, subtly elliptical suede-edged wheel pimpled with buttons resembling intercom controls. They actually cycle the trip computer and appear to have come from the local electrical store, as do the centre console’s trio of metal toggles for chassis dynamics and transmission modes. This is a car whose modifications have been driven by pragmatism rather than aesthetics, an honesty of approach that’s all the more satisfying when you discover what it will do. Wake you up, is what. No more than a mild stabbing of the throttle sends the Merc lunging cheetahlike at the horizon, its supercharged 5.4-litre V8 mixing bass thunder with rasping blare and the repeated need, if you’re in manual, to pluck at a paddle for the next gear. Of which there are only five, although this relative scarcity makes it a lot easier to know where you are compared with today’s eight and nine-speeders. And you won’t be thinking there’s a hole in the torque curve. This car bores a hole in the air like a soundbarrier-cracking jet. Better still, you can harness this with a sinew-stiffened, ultra-reactive chassis that exorcises understeer as effectively as railway lines. Sensitive, high-geared steering allows even tight corners to be speared without the need to relax your clench – just as well, given the meanly dimensioned paddles. Its lock isn’t so brilliant, the front wheels’ 19in rims seeing to that. They house huge brake rotors collectively clamped by 10 pistons’ worth of calipers that will instantly uncover a slackly tightened race harness if you slam the big pedal. Best of all, though, is the way this hardware gels to deliver one of the ultimate red-mist machines this side of a Caterham. Even today. It threads, slices, bounds, romps and rockets its way down the road, any road, and with a completeness of connection that’s as immersive as fusing yourself to the seat. It was a magnificent AMG then, and remains so today. The £210k-£250k estimate of this immaculate CLK may look strong, but only until you’ve driven it. And remembered its rarity. L

MERCEDES-BENZ CLK DTM AMG Price new (2004) £180,000 Price now £210,000-£250,000 Engine V8, 5439cc, supercharged, petrol Power 574bhp at 6100rpm Torque 590lb ft at 3500rpm Gearbox 5-spd automatic Kerb weight 1748kg 0-62mph 3.9sec Top speed 199mph Economy 20.6mpg (combined) CO2 328g/km


‘We’ve found our niche’

So says Craig Wilson, boss of Williams Advanced Engineering, which works with clients in the automotive, motorsport, defence, health care, marine and energy industries, to name a few. Steve Cropley learns more PHOTOGRAPHY STAN PAPIOR

he clue’s in the name. The founders of Williams Grand Prix Engineering, famous for their exploits in Formula 1, have made their reputations and fortunes by pursuing advanced engineering for 40 years – so it’s surprising that for most of those years, the group hasn’t had an outward-facing engineering operation. This is probably more a comment on the single-mindedness of racers at motorsport’s highest level than anything else. As Steve McQueen famously put it: racing is life and everything else is waiting. But Williams’ own straight-talking co-founder, Sir Patrick Head, has a famous quote, too, labelling Williams as “an engineering company that just happened to go motor racing” rather than the other way around. This and the fact that in 2011 Williams became a publicly listed company – which increased its priority to earn money for investors – is probably why the famous Grove estate 12 miles south-west of Oxford is nowadays home to a fast-expanding technology business called Williams Advanced Engineering. WAE’s managing director and leading light is Craig Wilson, a highly experienced Australian engineer well known for his role in holding Tom Walkinshaw’s TWR Engineering business together in the 1980s and 1990s, and then as boss of Australia’s Holden Special Vehicles operation in Melbourne. Late in 2013, Wilson returned to the UK when he “saw the writing was on the wall” for car manufacture in Australia, and he was



soon recruited by group MD Mike O’Driscoll, after a recommendation from Jaguar design director Ian Callum, a former colleague. After three years, Wilson looks very much at home when we talk in a meeting room above the spacious foyer. Outside and below, WAE people are hard at work in all the areas that will improve the cars of the future: aerodynamics and heat management, lightweight composite structures, energy storage systems and electric drivetrains. Plus, of course, selected non-F1 race projects. And all of it for paying customers.

“We’ve found our niche,” says Wilson, “which is to provide energyefficient performance for our clients in all its forms, with speed and accuracy. It sounds easy when you just say it, but it’s not.” A couple of years before Wilson arrived, the business that was to become Williams Advanced Engineering had been established around one project: Jaguar’s earthshattering plan to manufacture a batch of 250 C-X75 hybrid supercars from a seminal 2010 Paris concept. Production was scheduled for 2013 through to 2015, but Jaguar Land

❝ We provide energy-efficient performance in all its forms ❞ WAE has played a vital role in Jaguar’s Formula E campaign

Rover chief Ralf Speth decided at the last minute to kill the project, citing a need to pursue more pressing mainstream activities such as the XE and F-Pace. Williams was left with 60 engineers and a swish headquarters in the same grounds as the F1 operation but very little to do with them. There was a small military project and engineers were helping Caterham’s then F1 team with aerodynamic testing, but in essence the cupboard was bare. Wilson, well experienced in the ups and downs of the car game from his TWR years, started looking up old engineering contacts in the search for consultancy work, offering deep expertise and promising top-class customer service. It counts as much in the engineering services business, he says, as in retail. “We had a great basis for a business,” he says, “but we needed to find our place in the world.” Eon Productions, maker of James Bond films, provided an early focus by deciding that a V8-engined C-X75 would be a perfect car for their villain in the film Spectre, so WAE built a small run of prototypes, including one that was earmarked to burn to the ground. As part of that, engineers were asked to design and fit a pedaloperated clutch to one of the paddleshift prototypes, because Eon’s stunt drivers couldn’t pull off a particular film manoeuvre without it. They achieved it overnight, their speed even impressing their F1 neighbours. Another early customer was Porsche. WAE did the by-wire braking system for the 919 racer, plus quite a lot of the car’s aerodynamic proving, because Grove’s wind tunnel was one of the few in Europe ◊






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Wilson (left) shows Cropley the complex Formula E battery ∆ sufficiently advanced for the job, and new limits on F1 aero testing (previously conducted 24/7) meant the group suddenly had tunnel hours that could be sold. “It was a good earner, but that wasn’t the main thing,” says Wilson. “Porsche were very driven, very rigorous. They taught us stuff. We made improvements to our hardware and our procedures as a result of having them as a customer for two years. We finished up well ahead of where we’d have been just working for ourselves – and that benefited our F1 effort, too.” This, says Wilson, is an advantage of his organisation that goes beyond pure profits. Work for yourself and you risk going stale. Compete with others for outside business and you stay sharp – which then helps your home performance.

❝ Porsche were very driven, very rigorous. They taught us stuff ❞

We start to discuss Williams’ role in the 2015 Land Rover Evoque E project (an electric SUV on an allnew platform) for which Williams is cited as one of seven partners – but confidentiality is an issue. Businesses like this can only talk selectively about their activities, and in Williams’ case there’s a further impediment: the stock exchange. Wilson can’t spill the beans on WAE’s profitability and achievements without telling shareholders first.

Jaguar cited WAE as a key partner in its new electric I-Pace

Yet WAE’s achievements speak quite well for themselves. “Our head count is 200 people and we’re pretty profitable,” he says, while I’m forming my own impressions. There’s plenty of buzz about this place, which has trebled its staff in three years. In the foyer stands Aston Martin’s electric Rapide prototype, a car that was rolled out a year ago for the visit of the Chinese premier and must surely contain much info that will improve the batterypowered DBX crossover planned for production in a couple of years’ time. Aston Martin really needs the DBX if it is to drive annual sales to the 10,000-plus needed to generate serious profits and perhaps fuel a potential public flotation. Talking modern stuff, it’s only two months since Jaguar launched its new Formula E team, citing WAE as its “close collaborator”. Wilson, named as race director, adds little, but I have my own pretty clear view of what that means. Even more recently, Jaguar has launched its I-Pace electric SUV concept, again naming Williams as a key partner. One major direction of WAE’s work is becoming obvious – especially when we’re shown into a temple-

WAEE works o s on o a wide range g of vehicle types yp s like laboratory where a Formula E battery, complex and super-secret, is laid open to our view. Williams, as current sole battery supplier for the electric single-seater race series, is proud of its superb reliability record and is understandably puzzled at a recent abrupt decision by the authorities to move the contract to supply next-generation batteries to McLaren the season after next. Other activities include involvement in a big-scale power storage project in Germany, using part-spent car batteries as the medium. They may have lost 20% capacity and ended their useful life in cars, says Wilson, but they can do useful work in a battery bank for another 20 years. There’s much more: military projects, aerospace projects, a plan to build autonomous driving simulators, a project to electrify a popular brand of folding bicycle via a hub motor in the front wheel. Williams even built a competition bike for gold medal-winning Rio Paralympian Karen Darke. WAE has 41 jobs on the go at present, all of them urgent. Variety isn’t just the spice of life, says Wilson; it’s the thing that keeps you sharp. L


MORVEN’S OPPORTUNITY OF A LIFETIME A month with Peugeot’s PR and press team has given Autocar-Courland Next Generation Award winner Morven Fraser some invaluable insights

As well as hands-on press, PR and marketing experience, Morven sampled Peugeot products and shadowed its head of EVs

Win £9000 Industry-wide acclaim Six months’ work experience

MORVEN FRASER IS approaching the end of her Autocar-Courland Next Generation Award journey, but there’s certainly no sign of the excitement easing off. Catching up with her at Peugeot’s HQ in Coventry, she recounts another busy month that included a trip to Tuscany, preparation for a UK press launch and some one-to-one time with the manufacturer’s head of electric vehicles. Morven joined the PR and press team after the Paris motor show, where Peugeot had displayed its new 3008 and 5008 SUVs to the public, and it wasn’t long before she was off to the international press launch of the 3008 in Tuscany. “The launch was incredible. The whole experience was amazing,” Morven says. “Seeing the whole logistics behind it and meeting all the journalists was a brilliant experience.” Supporting the press team on the event, Morven managed to squeeze in a test drive of her own around Peugeot’s Italian test route, and after sampling her first international launch, she’s definitely got the bug. “It was fun driving the 3008 around the windy Italian roads,” says Morven, who had a Peugeot 208 test car during her time with the manufacturer in the UK. “I’d love to go on another launch. Seeing how it was carried out helped me to get an understanding of everything that goes into it, so it meant I had some experience before helping to set up the UK launch.” With work placements at McLaren, Toyota, Skoda and Honda behind her, Morven is a seasoned intern, picking up experience in engineering, marketing and PR, and that helped her to settle in with Peugeot. “Having been with the Skoda and Honda press teams, I had an understanding of this side of the industry. The previous experiences made it much easier to get into doing some work with this press team.” Along with her day-to-day press duties, Morven also managed to spend some time shadowing Helen Lees, the head of electric vehicles at the PSA Group. University of Glasgow student Morven, whose

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Morven’s time with Peugeot included attending the international press launch of the new 3008 in Tuscany, setting her up perfectly to help organise the UK launch

winning idea for the AutocarCourland Next Generation Award involved using solar power for cars, was thrilled at the chance. “I’m really interested in alternatively fuelled cars, so it was great to spend a couple of days with Helen,” she says. “I was getting to learn more about the marketing side of electric vehicles, how to introduce it into the UK market and the infrastructure around it.” Her behind-the-scenes experience continued with visits to agencies that Peugeot works with and seeing how they create marketing ideas for some of its products. “I saw a lot of the creative side of the industry,” Morven says. “I got to sit in on some of the brainstorming sessions they do for vehicles, which was fascinating. “I helped out doing some research for them and it was really interesting to see how all the ideas come up. They just bounce ideas off one another and they blossom from there. “I also got the opportunity to visit

one of the social media agencies to see how important that’s becoming in promoting a brand, realising the difference between getting engagement and raising brand awareness, which are both key priorities. “I’ve had a great time working here. The month has flown by.” With five months of work experience over, her final placement and the conclusion of her AutocarCourland Next Generation Award journey will be with Jaguar Land Rover in the advanced research team at the University of Warwick. “I’m very excited about working with Jaguar Land Rover,” Morven says. “I’ve really enjoyed working with press teams, and it will be good to round off my experience with some engineering. “The more placements I do, the more certain I am that this is the industry I want to be involved with. It’s dynamic and continually changing, It’s an exciting time to be in the industry.”

Morven’s mentor on her progress PSA GROUP UK’s director of communications, events and brand partnerships, Andrew Didlick, was Morven’s mentor during judging week for the 2015 Autocar-Courland Next Generation Award. “I feel great pride seeing Morven here now,” Andrew says. “I’ve mentored previous winners as well, and it’s great to see these young people come on. I think in all cases the winners have found jobs in our industry. “The thing that impressed me with Morven during that judging week was how well she listened and took on advice. We worked hard on the presentation she had to give to senior figures in the car industry, as well as her presenting skills. She did an excellent job, and it’s great to see her here now taking the first steps in her motor industry career.”


Co-driving for two-time world rally champion Marcus Grönholm is even tougher than it looks, as Sam Sheehan discovers at the Rallylegend event in San Marino PHOTOGRAPHY JAMES HOLLOWAY


MOTORSPORT ew people are more all been spoken in fluent English qualified than Luis with a gentle Spanish accent, should Moya to teach me how be filling me with enthusiasm, to be a rally co-driver. but mixing up a flat-out right with It was Moya’s voice a hairpin left is just one of many that guided Carlos Sainz to two concerns circulating my cranium. World Rally Championship (WRC) Thankfully, today’s road book is titles and now, as he explains the relatively straightforward to read basics of how to read a rally stage because, unlike the ones used by course, it’s his voice that’s going professional co-drivers, it’s a straight over my head. pre-written, well-illustrated booklet. “This is just like Google Maps. We It features photographs of landmarks all know how to use that,” he says. and road features that should help a Moya points at the image of a start novice guide Grönholm along SS11 line on my road book. “You see this and SS12, the two stages we’re due to here, this is where you hand over the take part in. Sitting in VW’s awning time card,” he says. “You must make beside its support lorry, I skim its sure not to hand it over too early, pages to familiarise myself with the or too late. Hand it over at exactly illustrations and begin to mouth the right time.” the instructions. Maybe this won’t A mistimed handover of the be so bad, I think. Then again, it’s card would result in a penalty – easy when your surroundings aren’t something my driver, two-time world flashing past at 100mph… rally champion Marcus Grönholm, Minutes tick by and one of the might not take so lightly. mechanics instructs me to get suited “This road book is very easy to up and head over to the car. Nerves read. It’s not like we do in the WRC, make time pass in a blur, and before where the pressure is very high,” I know it, straps are being tightened says Moya. “Don’t worry. You will over my shoulders and the low-set enjoy the ride.” bucket seat of the Polo R has wrapped We’re less than an hour away from around the edges of my field of vision. my first stint in a 2014 Volkswagen The co-driver sits lower in the Polo R WRC – part of a four-year car than the driver to help with the lineage of Polo World Rally Cars that centre of gravity, so as Grönholm’s came to a close at the final event of slender figure slips into the seat to my 2016 in Australia last weekend. left, I have to peer around the edge of Grönholm is best known for being the seat’s side protection and look up world rally champion in 2000 and to see him. My view of the road ahead 2002, both times driving a Peugeot is narrow, with the dash top located ◊ 206 WRC. He retired from fulltime rallying at the end of 2007 – although you wouldn’t know it from the mob of fans following him – and has been working with VW behind the scenes. Today, his job is to drive the Polo at San Marino’s 2016 Rallylegend event, and although his times won’t count in the final result – this is a classic rally, so the two-yearold Polo doesn’t fall into any of the categories – we’re told his pace is blisteringly quick. Moya’s words of encouragement, which have Rallylegend is for classics like these


Another day in the office for Grönholm; less so for Sheehan


Grönholm and Sheehan pose, but only one of them is asked for his autograph 70 AUTOCAR.CO.UK 23 NOVEMBER 2016

∆ directly ahead, but a co-driver’s job isn’t to look out out: it’s to look down at the book. The engineers plug in a laptop and begin the car’s start start-up procedure. The engine up ahead iss a turbocharged 1.6-litre fourcylinder unit that, even with aan FIA-spec 33mm restrictor, produces 314bhp and 317lb ft of torque and can surge the Polo to 62mph in 3.9sec. It’s connected to a proper sequential six-speed gearbox and controlled by a pedal box that’s so top secret that we’re banned from photographing it. Lots of buttons are located on the centre console and a digital display offers information for everything from the car’s drive modes to cabin blower settings. For someone who has just jumped time it’s into the car for the first time, a bit overwhelming, but the way

Grönholm flicks switches and cycles through menus shows it’s just another office for him. Car warmed up, helmet secure and intercom connected, it’s time to face the rally. SS11 is a 4.62km stage called La Ciarulla – The Legend – that circles an industrial estate a short drive from the service park where we start. While I’m carefully directing Grönholm to it, I already begin to sense that his mind isn’t focused on setting the course on fire. “Ah sh*t, it’s all dry now,” he says in a sharp Finnish accent, staring at the tarmac ahead. “Our wet tyres will overheat a lot but, hey, at least we can do some big slides for the people!” The excitement in his voice helps me to release some pressure. Clearly he’s not bothered about stage times; he wants to have fun. The start line marshal grabs our time card through my side window’s slim opening. It’s

handed back to me with our start time scribbled on the front, so I check my watch and let Grönholm know that we have two minutes and 30 seconds to go. When there are 30 seconds left, he edges forward to the start line and we wait. “Ten seconds,” I say. His eyes are locked on the start marshal ahead who is counting down with his fingers. Grönholm switches on the anti-lag and pins the throttle. The start marshal’s fingers count ‘two, one’ and we surge forward, wheels spinning and vibrating as they bite into the surface below. “Right around here,” I shout, as he fires up a slight gradient and into the industrial estate. “I think it’s a left here… yeah, there’s a jump ahead, I think.” I’m barely 10 seconds into the stage and my eyes are lost on the page. My head is thrown side to side in


JAMES HARRIDGE The 2016 Formula Vee Class B champion on competing in one of Britain’s best-value series

Navigating between stages as well as reading pace notes on them are co-driver tasks

Polo R WRC was a modern among classics here and it had the in-cabin tech to prove it

the seat and my neck desperately tries to hold my gaze steady. I look across at Grönholm. He’s smiling, arms thrashing at the wheel and right foot prodding at the accelerator. He’s not even listening to me. The guy is just having fun. “Watch – jump!” I hear him shout through my headphones. Now he’s instructing me… We launch, the revs dull and, for two seconds, there’s no sound. Then bam! We land flat and Grönholm tugs the vertical handbrake bar to slide us 90deg left around the next corner. I suddenly remember I’m meant to be guiding him, but I’m on the wrong page and he’s too busy showboating for the crowds who line the edges of the road in their hundreds. “Ah, the tyres are gone,” he laughs, as the Polo’s rear slides around with fading traction. “They love it!”

❝ We launch, the revs dull and, for two seconds, there’s no sound. Then bam! We land flat ❞

The spectators are going wild, jumping and leaning forward to feel the rush of air blow over them as we fly past. Dust is thrown up behind the car and the stones scatter into the wheel arches. The engine’s tone is continually changing, so short are the gear ratios and so jagged are Grönholm’s inputs. I put my hands over the road book and forget about it. I’m a rubbish co-driver, but who cares? Four laps of the arena later and Grönholm charges the Polo down the finish lane and we fire past the two red circle signs, signifying we’ve crossed the timing beam. As soon as the engine’s revs dull and the tyre noise dies down, I notice my heart is pounding. The time card is taken from me and then something surreal happens: we pull onto the main road and join regular road traffic. Perhaps shamefully, my only

moment to shine comes when I direct Grönholm to the start of the next stage, as he drives at road-legal pace behind buses and MPVs. “You’re a great co-driver,” he says. I laugh, feeling slightly embarrassed about my efforts on the stage, but then I notice a truthful look in his eyes. “Most journalists can’t even direct me along this bit,” he says, smiling. Blimey. Although I sense that Gronholm’s compliments should probably be taken lightly, they still leave me feeling at least slightly useful as we rock up to the start line of the following stage. When the anti-lag next vibrates through the car, there’s no need to look down at the road book. Instead, I let the start marshal count down from 10 and ready myself to watch a master of rallying do his thing from the best seat in the house. L

Formula Vee is a fairly niche category to race in. What drew you to it over other championships? “I started out in karting, but we couldn’t afford to progress to Formula Ford, so we looked into single-seater series where we could build a car ourselves, on a budget. Formula Vee cars are cheap to make; they’re based on a Type 1 VW Beetle, using all the same suspension, gearbox, engine and other bits to make the chassis. We built our car in the shed for about £4500.” What’s the competition like? “The racing is really close; everyone’s generally within one second of each other per lap and the standard is very high. Some people use this as a stepping stone — Michael Epps and Ashley Sutton have ended up in the BTCC — but others have been here for years. Harry Webb is racing in it, and he’s a European karting champion. He’s coming fourth and fifth at the moment — showing how high the standard is — but he’ll be in it to win it next year.” How fast are the cars? “My car’s got about 98bhp, the top ones are getting 110, but they weigh only 380kg, so there’s quite a good power-to-weight ratio. They’re surprisingly quick and because the tyres are narrow, they’re a handful. Down the back straight of Snetterton we’re reaching 125mph, although we’re mostly limited by the gear ratios, which you can’t change.” You won class B of the series this year. What’s the aim for 2017? “I think we’re the only people who’ve put a Class B car on pole so far. I’d like to win the overall series next year with a Class B car. “It’d upset a few people, because Class B is for cars that have a cheaper suspension set-up; a lot of the top category cars have pushrods and use parts from Formula Ford chassis.”


YO U R V I E WS WRITE TO Wide-eyed


I was interested to read John Harvey’s letter (Your Views, 2 November) in which he queries your continued use of the measurement of a vehicle’s width excluding its wing mirrors. You say there has been a preference for this measurement for as long as you can remember but you give no reason for this purely academic figure. Perhaps it is now time to change to the ‘complete’ measurement. And, yes, I bought a BMW 7 Series that was too wide to fit into my garage. Expenditure of £1400 might have been avoided had the dimension been available in Autocar. John Johnson Via email

Let’s go to work

Further to the sad news that Jaguar Land Rover (JLR) intends to build its most ‘high-tech’ vehicle yet (News, 19 October) instead of replacing the Land Rover Defender, would it be appropriate to organise a memorial service for this wellloved, respected and, as other correspondents have indicated, needed vehicle? It would seem that as other manufacturers without the hitherto excellent reputation of Land Rover are diving into the pick-up/workingvehicle market, JLR is running up the white flag. Michael Cleary Bulmer, York

Reverting to Tipo

As you so astutely pointed out in your Fiat Tipo road test (Autocar, 2 November), Fiat has indeed gone back to the future, unfortunately. “Shiny, unyielding mouldings”, “elastic-feeling steering”, “fidgety” ride. Haven’t we heard all this before, going back to the 1979 ‘built by robots’ Strada? How can it be so hard to avoid these comparatively superficial but really disappointing features? Answers please, Sergio. Peter Grimsdale London

John Clarke Via email

Driven to distraction

Fine addition to the Range



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

Attending the Coy’s auction at Alexandra Palace in London recently, I saw the very first Range Rover sell under the hammer for £80k. Inspecting the car, it struck me: isn’t this what a modern-day Defender should be? Roomy, adaptable, adapta simple construction, rubber mats so it can be hosed hose out, but fundamentally a comfortable car to drive whether whe in Chelsea or farm or desert. Range Rovers are now luxury cars. Modern Defenders should be utilitarian but not uncomfortable or noisy, just rugged. Take a look at a 1970/71 Range Rover and you’ll get that idea. David Driscoll St Albans

Repeat offenders

Your road test verdict on the new Fiat Tipo was mostly negative, but there were some high spots, such as the door mirrors. How refreshing to find that there are designers out there who do not want to put the indicator repeaters in the most vulnerable place they can find. Somebody somewhere must have thought lights in the extremities of door mirrors was a good idea, but I can’t think why. M R Scott Via email

Hair yesterday, gone today

I really enjoyed the article with interviews from your collection of car design gurus (‘The Shape of Things to Come’, 2 November). Twenty years ago, they would nearly all have sported beards and driven a Citroën DS21. Now that beards are seen everywhere on the youth of today, I note your design panel were nearly all clean shaven. I wonder if they still drive DS21s? Nick Tiley Cambridge

Fiat Tipo’s cabin is at best only average

market, whereas it believes that UK owners will simply forgive it and keep buying VW Group cars. But will we?

We reckon that scarves, worn indoors and even in summer, have replaced

beards as the staple car designer accessory, Nick – MB

Wrong source

The Hydragas suspension on the MG F came from the Rover Metro/100, along with its subframe, not from the Allegro as you state in your feature on buying a used F/TF (‘Back to Basics’, 2 November). Another legacy from the Metro/100 that it shares is the rusty front wishbone, caused by salt and so on collecting in the hollow upper surface of it. My wife’s 100 failed its MOT test because of this. Richard Langdon Barford-St-Martin

Thank you for the correction, Richard – MB

Land of opportunity

Your piece on the launch of Volkswagen’s new Atlas SUV (News, 2 November) really did bring the Dieselgate scandal into focus. No matter what excuses VW gives for not compensating UK victims in the same way as US owners, it is clear that the company is simply intent on buying its way back into the US

I’ve just read the long-term test update on the Suzuki Baleno (Our Cars, 21 September). There isn’t an override on its sat-nav for the same reason there shouldn’t be an override on the Pokemon Go game. I’ve been nearly knocked over by 10-year-olds on bikes, skateboards and so on concentrating on their directions instead of steering around rather than through or over pedestrians. The difference is that they’re 10 years old and aren’t driving at 30mph in a vehicle made out of metal. However, a car driver is, and too many aren’t able to resist the temptation of making a phone call while shaving or applying their lipstick, sending an email, updating their playlist and all sorts of other stuff at the same time as attempting to actually drive their car. Car makers are forced to set up satnavs to prevent these brainless fools from both themselves and others, thus meaning that sensible people are tarred with the same brush. Daniel Heathcote Via email


NEXT WEEK’S ISSUE O N S A L E 3 0 N OV E M B E R FIRST DRIVE Clean-shaven crew included Volkswagen Group’s Michael Mauer

Irreplaceable Kangoo

With reference to Steve Cropley’s quandary about replacing his original Citroën Berlingo with a car of the same size and practicality, I sympathise with him (My Week in Cars, 2 November). I have been the owner of a 2003 Renault Kangoo for 12 years and don’t know what to get in its place. All of the original van-based cars – Berlingo/Peugeot Partner, Kangoo and Fiat Doblo – have now gone up a platform size from their original underpinnings. In fact, the Kangoo has now been withdrawn from the UK and effectively replaced by the almost identical Mercedes-Benz Citan. Ford has the Tourneo Connect and Volkswagen the Caddy, which are also larger. The only really small van-based car on the UK market is the Fiat Qubo, but that is a bit smaller, so the boot size is rather tight with the seats up. The one car that would fit the bill is the Ford Tourneo Courier, but it isn’t imported, presumably because

the sales would be small and it might steal a few B-Max sales. Philip Davis Via email

Thumbs-up for Polo SUV

Searching the internet for details of my next car, the new VW Polo SUV, it would appear that the dimensions are practically identical to the Audi Q2’s. This, of course, makes sense when you consider the Polo/Audi A1 and VW Golf/Audi A3 similarities. There are several recent photos of the Polo SUV from different sources. To my mind, the design is cohesive and looks ‘right’ and far better than many current small SUVs. Considering the long-term success of Nissan’s Qashqai and Juke and the more recent compact SUVs, and taking into account the demand for the Q2 and Seat Ateca, the delay in producing the Polo and Golf SUVs appears to have been a marketing mistake by VW.

New Mercedes-AMG E63

Supercar-slaying pace on paper. Does that make it a spectacular driver’s car on the road? C O M PA R I S O N


New Audi TT RS vs rivals

Autocar designs a new car

Jaw-droppingly raucous TT against Ford Focus RS and Merc-AMG A45

Part two of our project to create a people’s car for 2025 and beyond

Ray H Dover Via email


Maserati Levante

Seven-seat VW Atlas will be sold in the US but not in Europe

After 13 years in the planning, Maserati’s SUV is finally here to face our testers SUBSCRIBE or see p36 23 NOVEMBER 2016 AUTOCAR.CO.UK 73


BMW i8








HYUNDAI IX35 FUEL CELL Do hydrogen-powered cars really have a place in today’s — or tomorrow’s — motoring landscape and what are they like to live with? Watch this space s you may know, Autocar was first published in 1895 when Henry Sturmey, founder of The Cyclist, a popular journal dedicated to pedal power, noticed the arrival of cars on the carriageways around Coventry. He was certain these newfangled contraptions had a future and, within a week, he launched a pamphlet on the subject. Autocar was born. What is most astonishing about Sturmey’s prescience is that he made this leap of faith at such an early stage in the evolution of the car. Accurate records are hard to find, but it seems likely that you wouldn’t have needed to go much beyond your fingers, thumbs and toes had you been counting the total number of cars on UK roads at the time. Over the 120 or



so years since, Sturmey’s reputation as a visionary has been cemented. Where that ties in here is with our decision to take the plunge and become the first journal in the UK – and possibly the world – to run a hydrogen-powered car on its test fleet. Over the next few months we will tackle head on the many debates to be had around why we have selected a left-hand-drive car based on a superseded model – and one that costs more than £50,000. For now, though, suffice to say that all of the answers lie in wonderment at the powertrain and what it can do for car enthusiasts today and for the future. As a result, we’d scarcely be more excited had a LaFerrari joined our fleet. What the Hyundai lacks in hypercar looks and performance, it

makes up for in the truly futuristic technology that is housed towards the rear of the car and under the bonnet. At the back – fore and aft of the rear axle – sit two gas cylinders in place of a conventional petrol tank, home to 144 litres of compressed hydrogen when full. To the front sits a fuel cell, and the hybrid battery packs are located under the vehicle. The cleverest bit is under the bonnet, and as I type this description, I have my fingers crossed that I was concentrating while studying for my GCSEs. Inside the fuel cell sits an anode, a cathode and a polymer electrolyte membrane. When the hydrogen flows over the anode, it splits into hydrogen protons and electrons. The polymer electrolyte membrane allows only the protons to

pass through. The electrons travel to an external circuit that operates the motor. At the cathode, electrons and protons react with oxygen from the air to create water – the only tailpipe emission from the process, and famously pure enough to drink. The batteries are mainly there to boost energy at periods of peak demand. My cause is greatly helped by the location of one of the country’s few hydrogen refuelling stations in Teddington, Middlesex, down the road from where Autocar is based. However, the infrastructure is improving and the car’s realistic range of 280 miles between fill-ups (as opposed to the 369 miles Hyundai is forced to declare by governmental regulation) makes getting around pretty simple. While Land’s End to

Hydrogen tanks rob some boot space; it feels normal to drive

I’m told that London to Paris and back should be a doddle. I hope to test that ❞

Twin in tanks take 144 litres of compressed hydrogen, without too much of a wait

Only the decals give away the ix35’s radical powertrain

John O’Groats would be a challenge, it’s a blackspot in the north of England – after Sheffield – that is the major problem. From London, it shouldn’t be a problem to head south, east or west, or to get around if I can sneak it up into Scotland. Planning will be key. If I want to visit my in-laws in Pembrokeshire, it should be possible, with refuelling stops on the M4 in Swindon and Swansea ensuring I can get around when I’m there and make it back again. I’m told London to Paris and back should be a doddle, too. I hope to test both. But it’ll mean signing up to the various fuel suppliers and learning the intricacies of their fuelling systems. To date, all have been simple

to use but slightly different; such is the price of being a pioneer. There’s little to no risk of being stranded, as long as I do plan well. With fewer than 100 hydrogenpowered cars on UK roads and a refill taking around three minutes, there’s no threat of lengthy delays waiting for another car to move on so I can top up. To my mind, and writing as the owner of a Renault Zoe, the risk of finding all available charging points occupied is a bigger deterrent to long-distance travel in a batterypowered EV than any range anxiety. Beyond that, the ix35 is remarkably normal aside from a slight upward bump in the boot (space is down to 436 litres, from 591) to accommodate

Graphics on the central display screen show the system’s flow of energy

the hydrogen tank, the steering wheel being on the wrong side, some different instrument readouts and graphics, and a few other subtle styling changes, the most obvious of which are those stickers, which do not come as standard. It is even remarkably normal to drive and use, in the way of all electric cars, with impressive initial acceleration followed by adequate but average power delivery as the limitations of the electric motors kick in and the extra weight of the powertrain (around 100kg over a diesel here) count. For the record, the ix35 is just over 1.5sec slower than a 2.0-litre diesel to 62mph and tops out at about 100mph. Torque is rated at 221lb ft. It’s enough. This is a normal, practical,

everyday car with a remarkable powertrain, then. Will hydrogen power prove to be as significant as the arrival of the car itself? As I wrote, Sturmey made his decision on the impact of cars within a few days of first seeing one, so a couple of months should be plenty of time to draw some meaningful conclusions. JIM HOLDER

TEST DATA HYU N DAI IX35 FU E L CE LL Price £53,105 (after £4500 gov’t grant) Price as tested £53,105 Options None Economy na Faults None Expenses None





City car turns things on their head by taking to the motorway fter it was dinged in a car park a few weeks ago, I’m glad to report the Smart is, well, smart again after having its rear bumper replaced. I then finally got the chance to take the Fortwo out of its urban driving comfort zone and into the wilds of East Sussex for a few days on a yoga retreat. This meant doing a round trip of roughly 250 miles on mostly motorways and fast A-roads, so I was interested in how the Smart would cope and how stable it would feel at higher speeds. I couldn’t have chosen a worse day for it: the trip there was cold, windy, very wet, with driving rain the entire way, and dark. But I was pleasantly surprised by how the Fortwo could,


Firm suspension and grippy tyres make the 3 fun



Who needs all four wheels on the deck when you can corner on just three?

with positive use of the throttle pedal, accelerate up to speed and respectably keep up with fast-moving motorway traffic. It’s down to the more powerful 89bhp turbocharged 0.9-litre motor providing the extra oomph. I don’t think the lesser-powered (70bhp), non-turbo unit would cope that well. Equipped with the auto ’box, the 70bhp car achieves the 0-62mph slog in a smidgen more than 15 seconds, whereas my Smart, with its soupedup engine, manages it in 10.4sec. Having to pass high-sided juggernauts at 70mph was a different matter, though. The Fortwo got blown about a fair bit and I had to keep a firm two-handed grip on the steering wheel. Despite the Smart having something called ‘crosswind assist’ in its safety equipment arsenal, it didn’t feel like it was doing much on blustery open motorway stretches, either, but I found slowing to around 60mph helped a lot. One thing I wasn’t expecting to put to the test was the Fortwo’s off-road capabilities. I missed the turning into the village and drove up a deeply rutted, extremely narrow, muddy lane with deep puddles in the pitch black. Without the car’s insanely tight turning circle, I would have been well and truly up a certain creek. MELANIE FALCONER

TEST DATA SMART FORTWO PRIME COUPÉ Price £12,415 Price as tested £14,750 Economy 38.4mpg Faults None Expenses None Last seen 26.10.16

Visit to a yoga retreat involved a 250-mile round trip

I CAN’T TELL you how great it is to be back in a car that cocks an inside rear wheel. Since the DS 3 Performance’s ride is firm and the rear in particular is stiff, if I want to mimic a peeing dog, I simply flick the wheel right or left at pace and up goes the back. Hilarious. It’s useful, too, because if you’re really pressing on, that lifted inside rear makes the back end significantly more agile. But mostly it’s just great, childish fun, and a trait that sets the best driver’s hot hatches apart from the average ones. I like the suspension set-up in the Performance. Some might say it’s a little too firm for urban driving, but it certainly gives the car focus. The 3 never stops reminding you that it’d rather be out on a B-road. It’s because the damping has a hardened edge to it – the sort that has the body settled back in its default setting fractions of a second after a heavy compression – and because there’s just so much grip. The car’s Michelin Pilot Super Sport tyres are the same sort you get on a Porsche 911, and in the dry, I’d say they really make this car.


Thanks to their adhesion to the tarmac, even though it isn’t the quickest hot hatch in a straight line, the 3’s overall point-to-point pace really is as good as it gets in this class. Combine the grip of the front wheels with the agility of the back and you can hammer into a corner, hard on the brakes, flick the wheel towards the inside and the car will dart towards the apex like a puppy chasing a thrown ball. I’m yet to push to the absolute limit – that’s something I’ll be doing on the track in the coming weeks – but at seven or eight-tenths, the 3 is a very enjoyable drive. Whether it can beat the best in class, the Ford Fiesta ST, I can’t say yet (I’ll need to drive them back to back to offer an accurate verdict), but it’s got to be close. SAM SHEEHAN

TEST DATA DS 3 THP 210 S&S P E R F O R M A N C E B L AC K Price £22,995 Price as tested £23,345 Economy 34.0mpg Faults None Expenses None Last seen 2.11.16



BMW i8 MILEAGE 11,012

LAST SEEN 16.11.16

An immense day trip over half term from home to the summit of Snowdon and back. It took 12 hours, split precisely into thirds for each journey, with the climb in the middle. The i8 was fun to drive on the way there, a welcome sight for sore feet at the end of the climb and beautifully comfortable on the motorway home. In other words, everything I have come to expect it to be. AF



We’re starting afresh after a problem with the original car few days after my first report on my Mustang 5.0 GT in August, Ford announced that the Mustang had topped the league for UK sales of performance cars packing more than 250bhp. This came as no surprise to me, because even the 5.0 GT is relatively cheap, and I reckon it’s also one of the most fun cars you can get for the money with power north of 410bhp. You may have noticed, however, that the car I am now driving is not the same car that I wrote the first report about, so let me explain. I got into the swing of Mustang ownership properly after a couple of faults were sorted on my sevenmonth-old car, bought from Lookers Ford Sunderland. However, the smiles evaporated fairly quickly the day after the first long-term report was published when it emerged that my car had sustained significant rear-end damage and been repaired.


Crosse will take it easy for 1000 miles

As I understood I was getting an unblemished car, the dealership agreed to a full refund or a replacement if one could be found. In the end, a new car was found in the network that had been earmarked as a demonstrator and it was exchanged for mine at no extra cost. All this means that my 900-mile Mustang morphed into a 30-mile Mustang but is otherwise identical in Race Red and with the £1795 Custom Pack as before. This includes the Lustre Nickel (rather than black) wheels, climate-controlled seats, reverse parking sensors and camera and the Shaker Pro Premium audio with navigation. You may be thinking these luxury options are counter-intuitive in a beast like the Mustang, but I reckon it’s one of the best GT cars (as in grand touring) I’ve driven. The seats are super-supportive and the interior is also supremely comfortable, making it ideal for long drives.

There’s a big, 408-litre boot, too, with fold-down seats for even more space, which is good because I definitely plan to do a road trip or two in the future. This is my first proper crack at the Ford Sync infotainment system and I like it a lot. I’ve given up on voice-activated systems in the past because they never seem to understand what I’m saying. Ford’s version does, though, and I use it exclusively for selecting individual tracks, artists, albums or playlists stored on an iPod Nano. I leave that permanently plugged in and out of sight beneath the centre console armrest. First job is to get some miles on the Mustang and get it loosened up so I can open it up. There’s not much to that: the owner’s manual suggests that I avoid heavy brake and clutch use for 100 miles and driving too fast, and that I scrub the tyres in for 300 miles. I’ll probably go old school, though, and take it easy for the first 1000 miles to get everything properly settled in. Needless to say, that’s not going to be a hardship. JESSE CROSSE

TEST DATA F O R D M U S TA N G 5 . 0 G T Price £36,790 Price as tested £36,035 Options Custom Pack £1795 Economy 22.0mpg Faults None Expenses None


Honda Jazz MILEAGE 3375

LAST SEEN 26.10.16

As temperatures drop, my thoughts turn to friction. Not between tyres and road surface, but between hand and steering wheel. The Jazz’s plastic wheel can be difficult to grip when it’s cold, and even small movements require a firm grasp. A solution is to wear leather gloves, increasing the level of friction and reducing the need for any undue effort. MP

Ford Focus RS MILEAGE 13,429

LAST SEEN 9.11.16

Much as we’d love to spend the entire three months with the Focus RS in the Highlands, the fact is that a lot of its driving will be in town. It’s the same for many hot hatches, of course. And sadly the Focus doesn’t fare too well, with a tough low-speed ride, terrible turning circle and tricky visibility. Hopefully, more fun miles can redress the balance soon. MB



Timeless programme has an 80k-mile V8 Vantage for £31,761


Aston Martin has just launched an approved used scheme. James Ruppert reports t seems to be that time of the year when car makers have nothing better to do as the nights draw in than to suddenly start to care about the old models they sell from the forecourt. Obviously, some pre-owned motors are sexier than others. One would like to imagine that there is no such thing as an MOT-borderline Aston Martin, for example. That probably explains why the firm is pulling the wraps off its new global certified pre-owned sports car programme. Called Timeless, it covers all Aston Martin models from the past 10 years, including the DB9, DBS and V12 Vantage. Not only that it, but it also runs to the V12 Zagato and One-77. Just in case you wondered, there’s a comprehensive one-year warranty with full roadside assistance, a technical inspection that includes


full hardware and software updates, and a VIP handover pack. It is reassurance at a price – and the price of going to an Aston dealer ought to be complete and utter peace of mind. So what 10-year-olds could we buy? Logging on to the Aston website, we get a pleasant surprise. Yours for £31,761 is a V8 Vantage. It’s a 2006 car and the only catch might be the mileage of 80k. Yes, but it has been properly looked after, which can only help. So rather than taking a risk on a sub-£30k private or trade ad, here is a sorted example for you to enjoy. If that mileage bothers you, and it shouldn’t, shift from Newcastle to Brentwood in Essex, where another Vantage with half the miles is at £36,700. There are specification differences, but mileage is never an issue when it’s all manufacturerbacked with proper paperwork. Those are the cheapies. Otherwise,

the going Aston Martin rate is £40k for 2004 DB9s and 2006 V8 Vantages. That’s still fair enough when you can buy some rather ordinary German hatchbacks for that money. If you’re not on a tight budget, as you never should be when buying exotica, at least you can dial out a significant amount of depreciation. Personally, I’m a bloke who needs luggage room and space for others. A Rapide sort of bloke, in other words. A 2010 example with 36,000 miles for

A 2010 Rapide with 36,000 miles for £58,950 in Edinburgh sounds nice ❞ 80 AUTOCAR.CO.UK 23 NOVEMBER 2016

DB9 from 2004 is about £40k in Aston’s used scheme

£58,950 in Edinburgh sounds nice. If I went to Aston’s home at Newport Pagnell, though, I could get the same model with 20k fewer miles for £59,950. New, that was £139,950. So for a warranted and worry-free luxury four-door that is hardly common, it’s a relative bargain. Also in the ‘hardly common’ category is a V12 Zagato, a snip at £324,950. If current trends continue, that’s not a joke. And just so you know, Timeless is not available in China.



Big estate with French polish MILE AGE 15 4,980

BMW 530D SPORT Warning sirens could be heard from space when the 530d’s dashboard indicated that water was required. It wasn’t a false alarm. It really did need water — in the washer bottle. Phew. I know people who pre-mix their washer fluid and decant it into bottles like it is something special. I prefer to just add what I think, and when there is a faint aroma of soap, then it is probably about right. Meanwhile, it’s been an expensive month, because I’ve given the government £235 to keep the Land Rover on the road and £295 for the BMW X5. You’re welcome. READER’S RIDE

What could be better than a great big wafty estate car made by Citroën in 2010? It may not be a CX, or even an XM, but this big dieselpowered V6 C5, which is stuffed full of extras, seems a neat way to ride. Its 72,000 mileage is reasonable and the car comes from a dealer with a warranty, which is what you want with all those electronics on board.

GT40 FOR £65K

Which way is Le Mans? A Ford GT40 is a wonderful thing, but even the more recent genuine articles are £250,000-plus. In that case, then, a decent recreation is the fallback position and this, by Tornado, seems like a daily driver. Made in 1996, it has a Ford V8, of course, plus a huge list of racing fittings to go along with the numbers on the doors. The car has covered just 3000 miles and is up for sale for £64,995.


Bargain Merc — for a reason

Toyota Avensis Mark Baker has just bought himself another banger, an 02-plate Toyota Avensis. It’s a one-owner car with a full service history and just 49,000 miles on the lock, and Mark paid £880 for it. “I got it through a mate in the trade,” he says. “This time I went Japanese. My Avensis is solid and a very tight old thing. I went back to a banger because I just like the feeling that you get from driving

something different that costs in total what some friends are spending in a couple of months on the lease costs for their new cars. So this is a new banger journey for me.”


A 2005 Mercedes-Benz CLS320 CDI with 125,000 miles for £4995 has to be a bargain, even though there are naturally all sorts of worries about what could go bang on a car like this. It’s a pretty thing and has the cream leather upholstery, alloy wheels and cruise control that you would expect. Oh, wait a minute: black with cream leather? That might explain the price then.




DON’T BE BRAVE — BE SMART A reputation for unreliability means Mazda RX-8s are now exceptional value for money, starting at just £500. John Evans finds out how to bag a good one he most amazing thing about the Mazda RX-8 of 2003 to 2010 is not its rotary engine, located behind the front axle for 50/50 weight distribution, or that it can crack 0-62mph in 6.3sec or that, contrary to its coupé design, it has a roomy, four-seat cabin with rearopening ‘suicide’ doors for easy access. Rather, it’s that you can pick up used ones for around £500. One such is a 2006-registered model that has done just 47,000 miles. The seller’s description reveals a knowledge of the problems that prospective buyers will be wise to. “Low price reflects some corrosion around the rear brake light on the bootlid” but, the seller continues, “it’s good at both hot and cold starting”.



The seller admits, too, that the engine can be sluggish, “which could indicate a compression issue”. Compression, or a lack of it, is a well-known RX-8 issue for which, in extreme cases, the only answer is a replacement engine. That said, the results of a compression test require careful interpretation. Engine speed, the condition of the starter motor, the car’s mileage and its oil consumption all need to be taken into account. According to one specialist, scare stories about compression issues are unjustified and the reason RX-8 prices are on the floor. However, that same expert describes the RX-8 as “reliably unreliable”… But the RX-8 has many virtues. Top of them, of course, is its miracle of engineering: the high-

revving, twin-rotor 1.3-litre engine, codenamed Renesis. It requires a close eye on the oil level. Dip it every couple of fuel stops, topping up with Dexelia 5W-30, although some experts recommend 10W-40 semi-synthetic for better bearing protection at idle. Some careful owners report mileages of up to 160k. There are two versions, one producing 228bhp (it powered the 231PS RX-8) and another 189bhp (the 192PS RX-8). The 192 was designed to take an automatic gearbox, but we got it with a manual five-speed gearbox in the UK. The 231 has six speeds. Both versions have rearwheel drive with double wishbone front suspension, and multi-link suspension with a limited-slip diff at the rear. Both do around 22-25mpg.

Climate and traction control and a Bose sound system were standard fitments. Additional features on the 231 included xenon headlights and alloy pedals. The cabin is tough and beautifully finished. Special editions include the Kuro, 40th Anniversary, Evolve and Prodrive-developed PZ, all based on the 231, and the 192-based Nemesis. In 2009 the car gained additional body stiffening, a revised final drive for quicker acceleration, styling tweaks and reworked front suspension. The R3, based on the 231, was introduced at this time and featured Recaro seats, Bilstein dampers and 19in alloy wheels. Whichever version you choose, buy your RX-8 carefully and enjoy the bargain of this fledgling century.


An expert’s view

MARK MCLEOD, H E X TA B L E R O TA R I E S “What sports cars with the performance of the RX-8 are you going to get for £3000? We sell lots at this price. With the RX-8, mileage is more important than age. In our experience, engines last around 95,000 miles, so you buy one with 50,000 for £3000. You put another 40,000 on it and then one day you might, if you’re unlucky, have to fit a replacement engine for £2000. Now you’ve got another 90,000 miles in it. That’s the mindset you need with the RX-8.”

Mayonnaise? Sludge on the dipstick is not a faulty head gasket but twin oil coolers doing their job.

Buyer beware

OIL Check if Mazda’s recommended 5W-30 Dexelia has been used. The engine is designed to burn oil, so check for a top-up bottle.

The rotary engine is located behind the front axle for 50/50 weight distribution ❞

Also worth knowing

Technical service bulletins included a faulty coolant level sensor, engine vibrations at idle due to a damaged engine mount, and noisy gearchanges from fifth to sixth caused by a faulty synchroniser ring.

How much to spend

£5 0 0 - £2 0 0 0 Early to mid-age RX-8s, but many are likely to have expensive issues. Some genuine bargains.

IGNITION COILS There are four and they should be replaced every 35,000 miles. An original equipment (OE) set costs up to £400. Poor coil performance can cause unburnt ‘fuel wash’ of the chamber walls and compression loss, as well as damaging rotary seals. Signs include hot-start issues, stalling at idle and fuel smell. Fuel also ignites in the catalytic converter, destroying it.

£2 0 0 0 - £2 9 9 5 Specialist-supplied cars fully tested or with engine rebuilds start at £2500-ish.

S TA R T E R M O T O R Some ‘cranking’ issues have been recorded when the engine is hot. Mazda replaced the original N3H1 motor with a more powerful NH31A one.

£6 0 0 0 - £70 0 0 Immaculate 2010-plate R3s.

N O I S E S AT H I G H R E V S Loss of power accompanied by rattles or banging from the engine could be low-grade fuel (try a premium fuel such as Shell V-Power) or failing stationary gear bearing. This allows excessive movement of the eccentric shaft, leading to total engine failure.

Later R3s got Recaro seats and Bilstein shocks

SUSPENSION Rusty top coils in the rear springs can break when the car comes off a garage ramp. It sounds like broken crockery. CLUTCH It can go beyond 100,000 miles but some are known to fail at around 30k.

OIL COOLER LINES Check for oil drops below the car ahead of the nearside front wheel. RUST Sills forward of the rear wheel arches can rust through. Although the inner sills are probably okay, it’s still an MoT test failure. Brake-light surround rusts.

£3 0 0 0 - £3 9 9 5 Tidy, low-mileage 2005-2008 cars. Buy only from people who know the breed. £ 4 0 0 0 - £5 5 0 0 From rare special editions to the best pre-2009 cars.

One we found

M A Z D A R X- 8 2 3 1 , 2 0 0 5/0 5 , 4 3 K M I L E S , £2 9 9 5 Tidy-looking low-mileage car from LC Rotary, which has a good reputation in RX-8 circles. Some bodywork dings but compression tested and new pads, discs and catalytic converter.





With thanks to Ben Dunn (, Mark Mcleod (, Reece Sherwood (

Interiors stand up well to everyday use and look good











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.



DEALS OF THE DAY Where are the best used car bargains to be had right now? Alisdair Suttie has been scouring the market to find out

BMW M3 (E46) from £6000 inding a modern car that’s on the cusp of becoming a classic is a savvy way to dodge depreciation, and the E46-generation BMW M3 is just that. Revered when new (between 2000 and 2006) for being able to dust up a Porsche 911 yet offer more practicality, this iteration


of the M3 can still be used daily while avoiding any drop in value. Burgeoning classic status comes from the car’s loyal following and also the used car experts at Glass’s Guide. They reckon the mix of its 338bhp straight six engine, 0-62mph in 5.1sec and sensible ownership costs makes this a sure-fire used car winner.

Aside from problems with Nikasillined cylinders and boot floors that crack, the E46 M3 has low running costs. Find one that has been cared for, with a history showing the original running-in service, and you’ll pay around £11,000 for a coupé. The convertible has its appeal, but purists prefer the fixed-roof car

and it should ideally have a six-speed manual gearbox rather than an SMG sequential transmission, which can wear out its clutch quickly. Munich Legends’ Dan Norris said: “The E46 M3 is great fun and uses tried and tested technology. Prices are rising in the wake of the CSL, so good ones are becoming sought after.”

Citroën DS5 from £5500

Mercedes-Benz GL-Class from £10,000

Seat Exeo from £3500

With all the hullabaloo about diesels and hybrids recently, you’d think a car that combines both would be a no-no for buyers. However, the lesser-spotted Citroën DS5 Hybrid4 is worth searching out for its sleek looks and near-70mpg average economy. A 2012 DSport with 40,000 miles will cost you around £11,000, which is a long way south of its original £33,000 list price. For that, you get heated leather seats, sat-nav, sunroof and plenty of other kit. It also has winter-busting all-wheel drive and annual road tax of £10, making it much easier to overlook its firm ride.

The Range Rover remains king of the hill among full-sized SUVs, but a Mercedes-Benz GL offers better space, reliability and fuel economy for around £2000 less than its British equivalent. A 2007 GL320 CDI with average mileage can be yours for £12,000, whereas the Rangie will nudge your budget north of £14,000. As well as having seven roomy seats (making it a canny alternative to a Ford Galaxy), the GL is a very capable tow car, thanks its size and weight. That might count against it for outright dynamics, but this is a huge amount of car for the money as winter looms.

When is an Audi not an Audi? When it’s a Seat Exeo. The Spanish reinterpretation of the B7 generation of the Audi A4 saloon and estate offers sound value. A low-mileage Exeo saloon made in 2010 will be around £6000, or even less from a private seller, whereas an A4 with the same 2.0-litre diesel is around £8000. A chum in the trade tells us he’s doing brisk business with Exeos because of their quality and Audi associations. Just keep your eyes peeled for leaky windscreen washer bottles and look for clean engine oil that’s up to the mark.


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


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


Weight (kg)


Torque (lb/ft)

Power (bhp)

Mpg test/touring

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


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





28/37 29/36


120 148 30.2 34/43 228 273 25.6 30/39

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

Top speed

Make and Model


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

1150 25.12.13 1395 20.7.16

148 243 34.9 51/52

1320 25.11.15

134 162 31.0





1675 27.3.13 1810 16.4.14

MORGAN 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/-

1230 22.8.12 520



Weight (kg)

Mpg test/touring


Power (bhp)

Torque (lb/ft)

Braking 60-0mph



1425 14.9.16

1036 9.10.13


13.1 2.9 108 192 35.7 50/57

1307 12.11.14

10.1 2.7 145 258 34.7 39/51

1465 21.3.12

12.7 3.0 7.2 2.5 7.3 2.8 12.9 2.9

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

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 2.7 562 470 28.0 22/31

1752 16.11.16

NOBLE 1305 14.10.09


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


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

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


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 20.8 42/52 7.8

865 29.10.14

250Wh/m 1468


23.8 38/47 20.8 32/37

1009 6.3.13 1204 23.10.13


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


835 25.3.15 3.8.16

3.0 68


22.5 49/63



23.7 42/51

1065 28.9.11

2.9 98








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

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 1805 15.2.12

138 148 26.1


1350 28.11.12

577 546 34.9 18/25

1882 30.4.14





*3.6 2.4 178 184 21.3


1172 21.10.09

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

1350 4.9.13 1441 26.3.14

*7.0 3.0 168 258 30.5 35/40



14.0 2.9 114

1300 19.10.16



35.0 52/69

1380 21.10.15

38.7 8/17 38.7 7/18

2485 2.4.03 2495 27.8.08 7.7.10


184 36.4 50/62

251 37.2 47/54

V40 5dr hatch AAABC D3 SE Lux 130 8.9 26.6 8.7 S60 4dr saloon AAAAC 880 4.3.15 D4 SE Nav 143 7.6 20.4 6.9 S90 4dr saloon AAAAC D4 Momentum 140 8.2 22.1 7.9 V60 5dr estate AAABC 1109 21.1.15 D5 SE Lux 143 8.1 21.0 7.1 Polestar 155 5.3 13.1 4.6 1230 10.4.13 XC60 5dr SUV AAAAC D5 SE Lux 118 9.5 30.5 9.5 1175 5.12.12 XC90 5dr SUV AAAC D5 Momentum 137 8.3 23.9 8.3 1505 9.9.15

236 34.5 36/46

1545 7.10.09

251 33.5 37/48

1751 23.11.16


22.3 —/—

S KO DA 118



184 32.3 46/56 118




163 258 37.7 38/46

2435 21.5.14







23.5 30/45

2.6 197 151

46.0 18/23


33.9 47.2

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

2.9 98

45.9 15/27

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 AAAAC 2.0 TDI 140 119 10.7 39.1 11.2 12.3 2.7 138 Kodiaq 5dr SUV AAAAC 2.0 TDI Edition 121 9.5 34.7 10.1 12.2 2.8 148


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

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

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




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


221 33.2 45/58



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



Twingo 5dr hatch AAABC Dynamique 94 17.6 — 19.1 29.4 2.9 69 67 Zoe 5dr hatch AAABC 1700 23.7.14 Dynamique 84 12.3 — 13.9 9.1 2.9 87 162 Clio 5dr hatch AAAAC 1525 26.6.13 0.9 TCE 113 13.4 — 13.9 19.1 2.8 89 100 1555 18.11.15 RS 200 Turbo 143 7.4 20.9 6.9 9.1 2.8 197 177 Mégane 3dr hatch AAAAB 1780 24.6.09 275 Trophy-R 158 6.4 14.0 5.0 6.4 3.1 271 266 New Mégane 5dr hatch AAACC 1775 13.4.11 1.5 dCi Dyn S Nav 116 11.1 35.2 11.1 13.2 2.8 108 192 1980 9.1.13 Kad jar 5dr SUV AAAAC 1.5dCi D’qe S Nv 113 14.5 — 14.6 17.2 2.3 108 192 1975 16.10.13 R O L L S - R OYC E 2070 3.12.14 Phantom 4dr saloon AAAAC 1535 14.5.14 Phantom 149 6.0 14.7 5.3 *3.0 2.7 453 531 2dr Coupé 155 6.1 15.5 5.9 *3.4 2.9 453 531 1845 10.2.16 Ghost 4dr saloon AAAAC Ghost 155 4.9 10.6 3.9 *2.3 2.6 563 575 2310 2.5.12 Wraith 2dr coupé AAAAB Wraith 155 4.6 10.0 4.5 *2.1 2.9 624 590 2455 24.7.13 Dawn 2dr convertible AAAAC Dawn 155 5.2 11.6 4.2 *2.4 2.9 563 575 1815 8.8.12

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


22.6 45/53


1495 29.2.12

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 Recaro 196 3.4 7.8 2.7

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


E10 0dr roadster AAAAB S 140 4.3 11.2 4.1


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

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





A-Z For full reviews of every car listed here, visit our website, STAR R ATI NGS E XPL AI N E D 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.

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 Quadrifoglio 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

ALPINA 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

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

D3 4dr saloon/ 5dr estate £47,950-£49,950 An intoxicating mix of performance and fuel economy AAAAA TESTERS’ PICK: D3 Biturbo

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

D4 2dr coupé/convertible £50,950-£54,950 Precise dynamics with added Alpina kudos and a great engine AAAAC TESTERS’ PICK: D4 Biturbo

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

D5 4dr saloon/5dr estate £56,950-£59,950 A rapid, usable and cheaper alternative to an M5 AAAAC TESTERS’ PICK: D5 Biturbo

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

XD3 5dr SUV £56,450 Alpina’s first SUV is a triumph. Hugely fast, capable and desirable AAAAC TESTERS’ PICK: 3.0 XD3

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


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 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 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 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 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 A6 Allroad 5dr estate £46,505-£56,480 Rugged 4x4 A6. Even more pricey AAAAC TESTERS’ PICK: 3.0 TDI 218 quattro 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 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 Q7 5dr SUV £48,455-£70,970 Biggest Audi is typically remote and unengaging to drive but fast and light on its feel. Cabin is both huge and brilliantly classy AAAAC TESTERS’ PICK: 3.0 TDI 218 SE TT 2dr coupé £27,585-£41,050 TT is still doing what it always did well: serving up plenty of pace, style and usability for the money. Now better to drive, too AAAAC TESTERS’ PICK: 2.0 TFSI Sport


‘Genuine economy laced with genuine power. A real-world heavyweight’ M O R E AT A U T O C A R . C O . U K


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

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 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

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

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

BMW 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 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 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 quite measure up on handling finesse. Still a talent, mind you AAAAB TESTERS’ PICKS: 320d M Sport, M3 3 Series Touring 5dr estate £26,590-£42,355 There are more practical estates on the market, but the 3 Series Touring’s handling and performance make it one of the most enjoyable options AAAAB TESTERS’ PICK: 320d M Sport 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 6 Series Coupé 2dr coupé £59,535-£93,265 Munich’s big GT comes in two-door, four-door and drop-top guises. All feel heavy and just a little bit ordinary to spend time in AAABC TESTERS’ PICK: 640i SE

6 Series Gran Coupé 4dr saloon £59,535-£95,665 Back doors prove to be a brilliant visual coup AAAAC TESTERS’ PICK: 640i SE 6 Series Convertible 2dr open £65,435-£98,215 Great engines and interior. More GT than sports car AAABC TESTERS’ PICK: 640i SE 7 SERIES 4dr saloon £63,350-£80,330 Rules on in-car entertainment and diesel powertrain sophistication; otherwise too bland to stand out AAAAC TESTERS’ PICK: 730d M Sport X1 5dr SUV £27,440-£36,720 Pick of the premium brand bunch, but doesn’t rule the class as BMWs do elsewhere. A bit unrefined and ordinary-handling AAAAC TESTERS’ PICK: xDrive 20d M Sport X3 5dr SUV £33,945-£46,050 A close match for the Land Rover Discovery Sport and Jaguar F-Pace on practicality and on-road dynamism, with better engines and better equipment levels AAAAC TESTERS’ PICK: xDrive20d M Sport X4 5dr SUV £37,545-£50,645 A downsized X6 is respectable enough, but the cheaper X3 is a better option AAABC TESTERS’ PICK: xDrive20d M Sport X5 5dr SUV £44,575-£90,200 Accomplished and luxurious but no longer the standard-setter on SUV handling. Comfortable and capable; avoid the blingy M50d AAAAC TESTERS’ PICK: xDrive30d SE X6 5dr SUV £56,515-£93,100 The world’s first off-road coupé, but appearances make it difficult to love AAABC TESTERS’ PICK: X6M 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




CHEVROLET Corvette 2dr coupé/convertible £62,470-£93,240 LHD only and less usable and defthandling than the class standard, but disarming and inimitable. Serious engine for the money AAABC TESTERS’ PICK: 6.2 V8 Z06 3LZ Camaro 2dr coupé/convertible £31,755-£46,480 An affordable American muscle car, but LHD only and less usable and deft-handling than the class standard. Charming and fierce nonethelessAAABC TESTERS’ PICK: 6.2 V8

1 BMW 5 Series

From £31,900 Performance, efficiency, handling sophistication, practicality, desirability and value all rolled into one. Excellent. AAAAB

CITROEN C-ZERO 5dr hatch £16,995 Well-engineered electric city car. Too expensive AAACC TESTERS’ PICK: 49kW C1 3dr hatch £8495-£11,925 Slightly better priced than its Toyota sibling but less visually charming AAABC TESTERS’ PICK: 1.2 PureTech 82 Feel C1 5dr hatch £10,555-£12,775 As above but with rear doors AAABC TESTERS’ PICK: 1.2 PureTech 82 Feel C3 5dr hatch £11,580-£17,565 Comfortable and well priced but not much fun AAACC TESTERS’ PICK: 1.2 PureTech 82 Edition C4 5dr hatch £15,195-£20,850 Good looking but lacks the polish of the latest rivals AAACC TESTERS’ PICK: 1.6 BlueHDi 100 Flair C4 Cactus 5dr hatch £12,990-£20,495 Interesting and novel but flawed to drive AAABC TESTERS’ PICK: 1.2 PureTech 82 Flair C3 Picasso 5dr MPV £16,575-£18,640 Soft-handling, square, quirky. Not up to Citroën’s latest standards on cabin finish or handling AAACC TESTERS’ PICK: 1.6 BlueHDi 100 Edition

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

C4 Picasso 5dr MPV £19,635-£27,660 Plushness and an improved dynamic make for a better car AAAAC TESTERS’ PICK: 1.6 BlueHDi 120 Exclusive S&S

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

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

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


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

Berlingo Multispace 5dr MPV £13,995-£19,325 Likeable, practical van-based MPV AAACC TESTERS’ PICK: 1.6 BlueHDi 100

2 Jaguar XF

From £29,900 Outstanding ride and handling and a rich, pleasant cabin. Not as roomy as some; four-cylinder engines disappoint. AAAAB

3 Audi A6

From £32,300 Perfect for anyone looking for a smart office cubicle on wheels. Supremely well constructed but soulless to drive. AAAAC

4 Mercedes-Benz E-Class

From £34,900 A bit on the pricey side and less sporting to drive than its key rivals. Four-cylinder diesels are a bit sluggish. AAAAC

5 Lexus GS From £33,495 Restrictive engine range limits the appeal, but outstanding refinement and cabin quality make amends to a point. AAAAC

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 Sandero Stepway 5dr hatch £8495-£11,395 More expensive — but still limited AAABC TESTERS’ PICK: 0.9 TCe Laureate Logan MCV 5dr estate £6995-£11,095 Lacks its stablemates’ charm but retains their cheapness AAACC TESTERS’ PICK: 1.2 Ambiance Prime

DS 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 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

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 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 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 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

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


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

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

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

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

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 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

500L MPW 5dr MPV £19,205-£21,705 Loses some of its charm as it gets bigger, but has seven-seats AAACC


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 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 CR-V 5DR SUV £22,755-£36,210 Tardis-like SUV stalwart has lots of


‘XE shows Jaguar can live with the best. And to drive, it beats them’ M O R E AT A U T O C A R . C O . U K


M c L A R E N 57 0 G T

‘The definitive usable baby McLaren M O R E AT A U T O C A R . C O . U K

space for five and a big boot. Frugal and easy to drive AAAAC TESTERS’ PICK: 2.0 i-VTEC SE Plus 2WD

HYU N DAI 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 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

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

ISUZU 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

JAG UAR 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 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 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

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 Santa Fe 5dr SUV £31,850-£38,295 Heavy-duty off-roader lacks on-road Another big Korean with lots of space manners AABCC TESTERS’ PICK: 3.6 V6 Rubicon on offer for not a lot of cash. Slick, comfy and likeable, if a bit expensive Wrangler 5dr SUV to own AAABC TESTERS’ PICK: 2.2 CRDi Premium £33,510-£34,910 7st Heavy-duty and large off-roader is rather cumbersome AABCC INFINITI TESTERS’ PICK: 3.6 V6 Rubicon Q30 5dr hatch £20,550-£32,330 Infiniti’s first hatch uses a lot of Cherokee 5dr SUV the Mercedes A-Class blueprint £26,345-£40,150 AAABC Hamstrung by poor UK spec. TESTERS’ PICK: 2.2d Premium Uninspiring, but roomy and practical AABCC Tech Auto TESTERS’ PICK: 2.0d Longitude+ Q50 4dr saloon £29,320-£47,625 Credible compact saloon competitor Grand Cherokee 5dr SUV £45,050-£69,865 with some novel touches AAACC TESTERS’ PICK: 2.2d Premium The best Jeep. Comfortable and Tech Auto well-equipped AAABC TESTERS’ PICK: 3.0 V6 CRD Overland Q70 4dr saloon £33,750-£47,700 Big Infiniti has a spacious cabin but KIA limited practicality in the broader Picanto 5dr hatch £8545-£12,595 sense. Daimler diesel engine is quite Nice drive and cabin, but coarse and slow AAACC TESTERS’ PICK: 2.2d Premium overshadowed now by rivals AAACC Tech TESTERS’ PICK: 1.0 SE QX30 5dr hatch £29,490-£33,370 Rio 5dr hatch £10,945-£17,445 Infiniti’s first hatchback gets a Looks great and is well-priced but higher-riding, more rugged look AAABC nowhere near its European rivals AAABC TESTERS’ PICK: 2.2d 7CT AWD TESTERS’ PICK: 1.4 CRDi 3 QX50 5dr SUV £34,500-£42,600 Cee’d 5dr hatch £15,105-£23,610 Focused on-road SUV. Drives well; Another looker from Schreyer but very little interior space AAACC TESTERS’ PICK: 3.7 V6 QX GT dynamically forgettable AAABC

TESTERS’ PICK: 1.6 CRDi 134 GT-Line ISG 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 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 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 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 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 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

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

LAMBORGHINI 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 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 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

NEW CAR PRICES 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 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

B-Class 5dr hatch £22,170-£32,965 A slightly odd prospect, but practical and classy AAABC TESTERS’ PICK: B 200 d SE

GLA 5dr SUV £25,260-£45,555 Not the most practical crossover but good looking and very decent to drive AAABC TESTERS’ PICK: GLA200 AMG Line

CLA 4dr saloon £25,395-£43,515 Facelifted CLA still suffers from divisive styling AAABC TESTERS’ PICK: CLA 200 d Sport

GLC 5dr SUV £35,580-£47,875 Not exactly exciting to drive, but does luxury and refinement better than anything else in the class AAAAC TESTERS’ PICK: GLC250d

CLA Shooting Brake 5dr estate £26,375-£44,365 Facelifted and equally appealing AAABC TESTERS’ PICK: CLA 250 AMG 4Matic

GLC Coupé 5dr SUV £40,580-£43,245 A SUV with coupé looks. Destined to be outrun by the X4 and only available with a diesel engine AAAAC TESTERS’ PICK: GLC250d

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

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

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

6 Tourer 5dr estate £22,425-£28,895 Attractively styled but average to drive AAABC TESTERS’ PICK: 2.2D 150 Sport Nav

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

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

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

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

CLS Shooting Brake 5dr estate £48,580-£87,525 Handsome and practical estate AAAAC TESTERS’ PICK: CLS63 S AMG

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 a distinguishing drive. Avoid sportier trim levels AAABC TESTERS’ PICKS: A 200 d SE, A45 AMG 4MATIC

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

M E R C E D E S - A M G A 4 5 4 M AT I C

‘Excellent for an energetic Sunday morning blast’ M O R E AT A U T O C A R . C O . U K

GLE 5dr SUV £50,075-£95,215 The ML replacement isn’t inspiring to drive but it has a classy interior AAAAC TESTERS’ PICK: GLE250d GLE Coupé 5dr SUV £61,350-£97,235 A SUV with coupé looks. Destined to be outrun by the X6 AAAAC TESTERS’ PICK: GLE450



1 McLaren 570S From £143,000 A supercar-slayer for a new age. Blisteringly fast and exciting, with handling appeal far in advance of its price. AAAAA

G-Class 5dr SUV £88,800-£150,975 Massively expensive and compromised, but with character to spare AAABC TESTERS’ PICK: G63 AMG GLS 5dr SUV £69,110-£102,350 The impending replacement for the GL-Class AAABC TESTERS’ PICK: GLS350d AMG Line SLC 2dr open £30,495-£46,360 Another small convertible edition with all the Mercedes charm AAABC TESTERS’ PICK: SLC300 AMG Line SL 2dr open £73,810-£173,315 Big, luxurious drop-top is classier than a royal stud farm. Few cruisers feel more special for the money AAAAB TESTERS’ PICK: SL400 AMG Line

2 Porsche 911 Turbo S From £142,000 Still rules the everyday-use, any-occasion sporting ranks. Practical, easy-going and monstrously quick. AAAAB

AMG GT 2dr coupé £98,915-£111,495 Million-dollar looks and a railgun V8, but uncompromisingly firm chassis undermines its every-occasion, anyroad usability AAABC TESTERS’ PICK: 4.0 V8

MG 3 5dr hatch £8399-10,499 Neatly tuned and nice sporty style. Breaks the mould of sub-£9000 superminis AAABC TESTERS’ PICK: 1.5 3Form GS 5dr SUV £14,995-£19,495 MG’s first attempt at a small SUV is an attempt to re-establish the brand AAACC TESTERS’ PICK: 1.5 TGi Explore

3 BMW i8 From £104,500 If BMW’s plug-in hybrid is what the future of the sports car looks like, we welcome it. Not quite mind-blowing to drive — but close. AAAAC

MINI 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 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

4 Audi R8 V10 Plus From £134,500 Massive grip and pace, with an engine ready to drown out the apocalypse. Less sweet-handling than the Mk1. AAAAC

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 Paceman 3dr coupé £19,125-£29,600 Two-door Countryman is a Mini too far for us. Tough to like AAABC TESTERS’ PICK: 1.6 Cooper S

5 Aston Martin V12 Vantage S From £138,000 Soulful, sultry Brit is part sports car, part GT. Wonderful engine, with simple, engaging, old-school handling. AAAAC 23 NOVEMBER 2016 AUTOCAR.CO.UK 91

MITSUBISHI Mirage 5dr hatch £11,499-£13,499 Straightforward hatchback. Not for the likes of us AAACC TESTERS’ PICK: 1.2 MiVEC Juro ASX 5dr hatch £15,249-28,399 Decent engine, but otherwise an unexceptional crossover AAACC TESTERS’ PICK: 1.6 MiVEC ZC-M 2WD Leather Shogun 5dr 4x4 £29,634-£40,299 Has its appeal. Needs more chassis finesse, but still charming AABCC TESTERS’ PICK: 3.2 Di-DC SG2 SWB Barbarian Outlander 5dr SUV £24,799-£45,499 Creditable effort from Japan’s SUV specialists offers a lot for the money. Still feels cheap in places: PHEV a boon for fleet users AAABC TESTERS’ PICK: 2.0 PHEV GX3h+ £35249 L200 5dr 4x4 £20,998-£30,238 L200 pick-up is a practical, efficient and muscular workhorse AAABC TESTERS’ PICK: 2.5D Series 4 4Life Single

MORGAN 3-Wheeler 0dr open £31,140-£34,955 The eccentric, characterful and deftly brilliant Morgan is a threewheeled testament to English creativity AAAAA TESTERS’ PICK: 1.9 115 Sport 4-4 2dr open £29,995 Has its appeal, but not as rewarding to drive as it could be AACCC TESTERS’ PICK: 1.6 Plus 4 2dr open £38,100-£43,200 Needs more chassis finesse, but the Plus 4 charms nonetheless AABCC TESTERS’ PICK: 2.0 2 Seater Roadster 2dr open £48,000-£55,140 More advanced, but pricey and needs better brakes AACCC TESTERS’ PICK: 3.7 V6 Plus 8 2dr open £73,494 Old V8 charm lives on, but there’s no ignoring the high price AAACC TESTERS’ PICK: 4.8 V8

NISSAN Micra 5dr hatch £7995-£13,455 Running costs are low, but it’s below average overall AAACC TESTERS’ PICK: 1.2 n-tec 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 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 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 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 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 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 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 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 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


‘Vivacious hot hatch runs the Golf GTI close’

PORSCHE 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 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

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

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

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

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

Ghost 4dr saloon £224,943-£260,823 SUBARU ‘Affordable’ Rolls is a more modern, Impreza 4dr hatchback £17,495 driver-focused car than its bigger Appealing hatchback, but feels a tad brother. Still hugely special. Ride just old-fashioned AAACC a little bit unsettled at times AAAAC TESTERS’ PICK: 6.6 V12 TESTERS’ PICK: 1.6i RC Rapid 5dr saloon £16,505-£19,110 Essentially a Fabia in saloon form, so Phantom 4dr saloon WRX STI 4dr saloon £28,995 likeable if slightly dull AAABC TESTERS’ PICK: 1.2 TSI 110 SE Macan 5dr SUV £43,553-£68,073 £320,175-£373,743 Appealing and behind the times Spookily good handling. A sports BMW built a sublime Rolls-Royce all at once AAABC TESTERS’ PICK: 2.5 STI Rapid Spaceback 5dr estate utility vehicle in the purest sense when it took over in 1998. Still the AAAAB £13,675-£18,520 greatest and most aristocratic limo TESTERS’ PICK: 3.6 V6 Turbo PDK XV 5dr SUV £21,995-£26,995 Estate shape makes most sense of money can buy AAAAB TESTERS’ PICK: 6.8 V12 No-nonsense crossover doesn’t Rapid’s skinny body AAABC TESTERS’ PICK: 1.2 TSI 110 SE Sport quite make enough sense AAACC Cayenne 5dr SUV £52,689-£119,720 TESTERS’ PICK: 2.0D SE Phantom Coupé 2dr coupé Agile, capable, desirable. V8 diesel £349,311 Octavia 5dr hatch £16,660-£27,990 makes the line-up more varied. Not Levorg 5dr estate £27,495 Luxury in abundance, but in a Almost too big to qualify as a as practical as some, but a classy sportier form AAAAC hatchback, the Octavia does comfort Impressively practical but only cabin and mostly good fun AAAAC TESTERS’ PICK: 4.2 V8 S Diesel TESTERS’ PICK: 6.8 V12 available with an auto ’box and one and practicality like no other. Good Tiptronic S trim AAACC engines, too AAAAC TESTERS’ PICKS: 2.0 TDI 150 SE L, TESTERS’ PICK: 1.6i GT Auto AWD Phantom Drophead Coupé PROTON 2.0 TSI 230 vRS 2dr open £369,687 Savvy 5dr hatch £7995 Forester 5dr SUV Extreme luxury with a removable Compromise in quality isn’t worth Octavia Estate 5dr estate £25,495-£30,995 roof AAAAC TESTERS’ PICK: 6.8 V12 the saving AACCC £17,880-£29,410 Solid, spacious and wilfully unsexy TESTERS’ PICK: 1.2 Style AAACC Class-leading amount of space S E AT TESTERS’ PICK: 2.0i XE and practicality. Comfortable, too Mii 3dr hatch £8440-£11,265 AAAAC Satria Neo 3dr hatch Not as desirable or plush inside as the TESTERS’ PICKS: 2.0 TDI 150 SE L, Outback 5dr estate £8495-£9495 Best Proton yet but still unjustifiable Up, but damn near as good to drive — 2.0 TSI 230 vRS £27,995-31,495 AACCC and well-priced with it AAABC Acceptable in isolation but no TESTERS’ PICK: 1.6 GSX TESTERS’ PICK: 1.0 60 SE Superb 4dr saloon £19,060-£34,305 benchmark AABCC TESTERS’ PICK: 2.5i SE Technology Another commendable Czech value Gen-2 5dr hatch £9195-£11,195 option big on quality and space, small Lineartronic Hugely disappointing despite price Mii 5dr hatch £8795-£11,995 on price AAAAC ACCCC TESTERS’ PICK: 2.0 TSI 220 SE BRZ 2dr coupé £22,495-£25,495 As above, but in more usable fiveTESTERS’ PICK: 1.3 GLS L DSG The GT-86’s half brother looks just door form AAABC TESTERS’ PICK: 1.0 60 SE as good in Subaru blue. Cheaper, too RADICAL AAAAA Technology Superb Estate 5dr estate £20,260SR3 2dr open £58,200-£66,958 TESTERS’ PICK: 2.0i SE £35,505 Spectacular on the track; not so Ibiza SC 3dr hatch £10,000-£18,900 Even more commendable than SUZUKI good on the way home AAABC A sharp-looking coupé that handles above thanks to huge estate boot TESTERS’ PICK: RSX Celerio 5dr hatch £6999-9799 well. Cupra needs a manual AAABC AAAAC TESTERS’ PICK: 1.2 TSI 110 FR TESTERS’ PICK: 2.0 TSI 220 SE Pleasing to drive, cheap to buy L DSG RXC 2dr coupé £94,500-£117,500 and decent to sit in, the Celerio is Ibiza 5dr hatch £12,210-£15,735 Designed for pounding around a a no-nonsense option — and very Yeti 5dr SUV £17,210-£27,545 track. Not for the open road AAABC Sharp-looking five door hatch lacks likeable for it AAABC TESTERS’ PICK: 3.7 V6 TESTERS’ PICK: 1.0 Dualjet SZ3 the verve of the Ford Fiesta AAABC One of the first to successfully TESTERS’ PICK: 1.2 TSI 110 FR miniaturise the crossover formula. R E N A U LT Spacious, useful, unpretentious and Swift 3dr hatch £8999-£14,149 Twizy 2dr hatch £6895-7795 Ibiza ST 5dr estate £12,910-£18,035 Cute looks and rewarding handling. genuinely cheery AAAAC TESTERS’ PICK: 2.0 TDI 110 SE Zany solution to personal mobility. Rivals are more practical, but that Sport is excellent fun AAABC TESTERS’ PICK: 1.6 Sport Suitably irreverent and impractical doesn’t impact on its fun nature S M A R T AAABC AAACC TESTERS’ PICK: EV Dynamique TESTERS’ PICK: 1.4 TDI 105 FR Fortwo 3dr hatch £11,125-£13,810 Swift 5dr hatch £9499-£14,649 Pricey two-seater has lots of urban Cute looks and rewarding handling, Zoe 5dr hatch £17,795-£20,245 Leon SC 3dr hatch £17,400-£31,485 appeal but out of town performance even in this more practical form AAABC Far more practical zero-emission As ever, a Golf in cut-price Spanish and handling isn’t as rounded as TESTERS’ PICK: 1.6 Sport solution. Attractive price AAABC clothing — except slightly crisperothers AAACC TESTERS’ PICK: Dynamique Nav TESTERS’ PICK: 0.9 Proxy looking and better-handling. Worth Baleno 5dr hatch £13,249-£15,599 considering AAAAC TESTERS’ PICK: 2.0 TSI 290 Cupra FORTWO CONVERTIBLE 2dr open Twingo 5dr hatch £9545-£13,595 Suzuki’s family-sized hatchback Handsome, unusual rear-engined £13,265-£15,950 makes use of clever little engines AAABC Leon 5dr hatch £18,230-£31,790 city car — but not the class leader A similar story in open-top form as AAACC TESTERS’ PICK: 1.2 Dualjet SZ5 Ditto above, but here in more for the hatch AAACC TESTERS’ PICK: 0.9 TCe 90 TESTERS’ PICK: 0.9 Proxy conventional five-door form AAAAC Dynamique Energy Jimny 3dr 4x4 £12,499-£15,279 TESTERS’ PICK: 2.0 TSI 290 Cupra Forfour 5dr hatch The smallest four-wheel-drive Suzuki Clio 5dr hatch £11,815-£22,425 £11,620-£14,930 is looking dated AAACC TESTERS’ PICK: 1.3 SZ4 Leon ST 5dr estate £19,225-£32,785 Four doors gives the Smart more An attractive, stylish and fairly Good-looking and responsive practical, and does the French mainstream practicality. Still Vitara 5dr SUV £14,499-£22,849 hatchback-turned-estate AAAAC tradition credit. Fluent handling; expensive, though AAACC TESTERS’ PICK: 2.0 TSI 290 Cupra TESTERS’ PICK: 0.9 Proxy Utterly worthy addition to the class; cabin cheap in places AAAAC TESTERS’ PICK: Renault Sport drives better than most AAABC S S A N GYO N G 220 Trophy TESTERS’ PICK: 1.4 Boosterjet S Toledo 5dr hatch £17,195-£19,995 Tivoli 5dr hatch £12,950-£19,500 Makes practical sense but leaves no Trails the Duster as the best-value Captur 5dr hatch £14,745-£21,885 other lasting impression AAACC TESTERS’ PICK: 1.6 TDI 115 Style small crossover — but not by much Jacked-up Clio is among the better downsized options. Cabin space and Alhambra 5dr MPV £24,885-£36,130 value better than the class norm. P O R S C H E C AY M A N A cheaper, plainer and less desirable Stylish and fluent-riding AAAAC TESTERS’ PICK: 1.5 dCi 110 sister for the VW Sharan. Spacious, Signature Nav versatile and decent to drive AAAAC TESTERS’ PICK: 2.0 TDI 150 SE M O R E AT A U T O C A R . C O . U K Megane 5dr hatch £16,950-£25,850 Ecomotive Stylish and refined but bland. 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

‘Smaller engine underwhelms; utterly compelling chassis doesn’t’

NEW CAR PRICES 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


‘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

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 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 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 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

VA U X H A L 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 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 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 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


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

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

Caravelle 5dr MPV £37,686-£55,362 Rugged workhorse built to carry people AAACC TESTERS’ PICK: 2.0 TDI 204 SE SWB

Up 5dr hatch £9395-£25,280 Ditto above, with added five-door convenience AAAAC TESTERS’ PICK: 1.0 60 Look Up

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

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 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 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 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 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

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

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

ATAL ANTA S PO RTS CAR | S PR I N G 2017 Atalanta was a luxury marque that built just 21 cars before closing its doors. Back in 1941, we said: “One hopes to hear more of Atalanta some day; it seems to deserve a future.” Belatedly, it has been revived. The new Atalanta features hand-beaten aluminium panels mounted on an ash wood chassis. Price from £149,950

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 AC Cobra, Cobra 378, Alpina B3S, B4S update, D4 update, Alpine A120, Atalanta sports car, Audi RS1, RS3 saloon, BMW 5 Series saloon, 5 Series Touring, M4 facelift, M5, X2, 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, 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, MercedesMaybach S600 Cabriolet, MG small SUV, Mini Countryman, Nissan Leaf Black Edition, Micra, Qashqai facelift, Noble M600 Speedster, 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 Electric Drive, Fortwo Cabriolet Electric Drive, Forfour Electric Drive, Spyker C8 Preliator, Ssangyong Rexton, Subaru BRZ facelift, Levorg facelift, Impreza, Suzuki Ignis, Swift, Vauxhall Crossland X, Insignia Grand Sport, Insignia Sport Tourer, Insignia Country Tourer, Zafira-sized SUV, 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, Alpina B5 saloon, B5 Touring, D5 saloon, D5 Touring, Audi A8, BMW 6 Series GT, X3, Faraday Future first car, Fisker EMotion, Hyundai i30N, Jeep Grand Cherokee SRT, Lynk&Co 01, Mercedes-Benz X-Class, Mitsubishi crossover MPV, NextEV hypercar, Porsche 911 GT3 facelift, Seat Arona, Tesla Model 3, Vauxhall Insignia VXR, Volkswagen CC, compact SUV, Volvo XC60


05 2dr open £59,995-£89,995 Mexican track day special has a CC 4dr saloon £25,475-£33,515 Loses a name and adds some flair but pleasingly pragmatic and forgiving chassis. Turbo engine isn’t the most never compels AAAAC TESTERS’ PICK: 2.0 TDI 184 GT characterful AAAAC TESTERS’ PICK: RR 2.3 Ecoboost Mokka X 5dr hatch £19,655-£26,765 Touran 5dr MPV £22,270-£31,535 Compact and competent but short WESTFIELD The medium-sized people-carrier on persuasive quality just like the SPORT 2dr open £20,588-£28,745 done conservatively — but done Mokka AAABC TESTERS’ PICK: 1.4T 140 Design Entry-level Westfield. Sport Turbo is very well. Refined and wieldy, with Nav very quick and fun but no Caterham excellent infotainment options AAAAC AAAAC TESTERS’ PICK: 2.0 TDI SCR 150 SE TESTERS’ PICK: 1.6 Sigma 155 VXR8 4dr saloon £55,550-£56,220 Sport Charismatic Vauxhall is more brutish Sharan 5dr MPV £26,680-£36,660 and unsophisticated than some. ZENOS Full-sized seven-seater offers Unbeatable on horsepower-perE10 0dr open £26,995-£39,995 outstanding versatility and space pound, though AAABC TESTERS’ PICK: 6.2 V8 Maloo LSA The latest in a long line of English with tidy handling and VW-brand mid-engined marvels. Earns its desirability AAAAB stripes immediately; expect a dedicated following AAAAB VW GOLF GTI CLUBSPORT TESTERS’ PICK: 2.3 R

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

W H AT ’ S C O M I N G W H E N

N ISSAN LEAF B L ACK E DITION | MARCH 2017 This special version of the electric hatch is based on mid-range Acenta trim but adds black 16in alloys, black door mirror caps and rear spoilers, LED headlights, a 360deg parking camera and privacy glass. The first 1000 customers get in-car wi-fi, and the Black Edition is only available with the 30kWh battery. Price £31,575 (est)

Stay up to date with the latest new car launches with Autocar’s online news page. Head to




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64 AS

89 D

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340 H

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444 Y







A I5 A.......................................£75,000 A 79......................................£70,000 999 AB...................................£9,800 2663 AB.................................£5,500 ACD 560................................£2,800 AJ 9....................................£120,000 AMY 954Y.............................£1,600 K99 ANA................................£1,000 400 AT ...................................£8,800 850 AT ...................................£7,000 I68 ATP..................................£1,500 I0 ATS....................................£6,500 ATS 50...................................£7,500 I AXG ...................................£13,000 AXT 8N..................................£4,995 B I9 B.....................................£125,000 700 BA...................................£7,500 68 BB...................................£10,500 I0 BG....................................£19,000 I0I BH.....................................£9,000 III BJP ....................................£7,500 I50 BM ...................................£8,000 600 BMC ...............................£5,500 6 BMH..................................£15,000 I90 BMW................................£3,700 BN 66...................................£15,500 BOB 964................................£8,800 D20 BOS ...............................£1,200 333 BXS ................................£1,000 C 879 CEH................................£2,800 2 CFG ....................................£8,800 MI2 CFD ................................£1,500 2II CH...................................£15,000 II CLS.....................................£5,000 CLS II.....................................£7,500 N2 CLY ..................................£1,800 COB 8IE ................................£8,500 COL 374 ................................£4,500 SI5 CPH....................................£850 CSE 289................................£2,500 2I9 CTR .................................£1,500 D 262 D .....................................£7,800 DAMIION............................. £15,000 II DCP ....................................£4,200

D3EAN.................................£40,000 I20 DG ...................................£7,000 474 DGM ...............................£3,500 750 DL ...................................£6,500 42 DM ..................................£25,000 2 DOG..................................£30,000 98 DS...................................£18,000 400 DS...................................£8,800 DS 7938.................................£2,300 I00 DVO.................................£3,600 DW 2I...................................£35,000 E C4 EGC .................................£7,500 93I ELC..................................£1,400 206 ELY.................................£2,300 EI0 TTT..................................£2,500 ETM 800................................£3,800 2I3 EMM ................................£2,800 EMW 520...............................£2,500 G7 ENG.................................£2,800 EP 3582.................................£2,500 EPII ATE ................................£1,000 ERR IK.................................£12,000 F I9 F.......................................£65,000 UKI5 FAB...............................£4,500 LA55 FAT...............................£4,500 550 FB...................................£9,800 RI2 FCS....................................£650 862 FDT................................. £1,800 FDZ 483....................................£900 FJ I0 .....................................£25,000 FP 23 .....................................£8,500 R555 FRY..............................£1,000 FUN IT ...................................£3,800 G I7 G.......................................£52,500 22 G .....................................£50,000 GAC 88I.................................£3,000 I20 GC ...................................£7,500 6 GCD....................................£4,800 GE 4768.................................£2,600 II GEM..................................£15,000 I GFX......................................£8,500 I GGX.....................................£9,500 II GGX....................................£5,500 250 GH ..................................£9,000 GIL 2 ....................................£30,000

20 GJS...................................£6,800 IIII GK...................................£12,000 55 GN ....................................£9,500 400 GP ..................................£9,500 37 GR.....................................£9,500 H HAZ 750 ................................£2,500 97 HB...................................£10,000 I50 HB....................................£8,000 HEN I7 ...................................£5,200 38 HGB..................................£5,800 3959 HJ .................................£1,300 R9 HJH..................................£1,200 HJR IN ...................................£1,300 777 HM..................................£7,000 HN 4626 ................................£1,400 II HNS ....................................£5,000 AD02 HOD...............................£850 R8 HRD .................................£1,200 HSK 288................................£1,200 HU5ICAN...............................£4,500 HU59 CAN ............................£4,500 I0 HXH ...................................£1,900 J JAG 8T.................................£12,000 RI00 JAG...............................£5,500 JB 887..................................£13,000 II JCD.....................................£5,500 JCG IG...................................£1,800 4 JCK...................................£10,000 I0 JDJ.....................................£3,500 II JDJ......................................£4,000 WI8 JEM................................£1,300 624 JGC ................................£1,495 JJW 624.................................£5,500 JOD I7S.................................£4,000 24 JRC...................................£6,800 K48 JRP ...................................£600 JW I86I ..................................£3,800 K KAT 6V...................................£4,500 K794 KAB.................................£600 KCT 96I..................................£2,000 KEN I7P.................................£2,800 KER 557Y..............................£2,000 KH 9064 ................................£2,800 35 KL......................................£9,800 660 KO...................................£4,800

3 KOR ....................................£5,500 I KRL....................................£19,000 8 KRL.....................................£6,800 KRL III....................................£5,800 4 KSG ....................................£8,800 66 KXK ..................................£1,500 L I000 L.....................................£9,500 S9 LCW .................................... £800 LEE 782.................................£3,500 400 LH...................................£9,500 88 LOV...................................£5,500 222 LP ...................................£6,000 I90 LR ....................................£7,000 L2 LTY ......................................£950 RII LVE......................................£950 LXS 40...................................£2,200 LYN 554Y ..............................£4,500 M I3 M ......................................£55,000 92 M.....................................£43,000 II MCF....................................£8,500 MDS I7...................................£7,000 2I ME....................................£15,000 MEJ 2...................................£12,500 AI0 MFC ................................£1,300 60 MG..................................£25,000 V8 MGB.................................£3,500 50 MGL..................................£5,500 X7 MHB....................................£950 MIB 8409..................................£600 MKE I...................................£75,000 MKS I ...................................£35,000 S29 MLE...................................£450 WI MLW.................................£1,995 866 MMB...............................£2,800 MUB I...................................£12,000 N 79 N......................................£23,000 S330 NCK................................£700 T444 NDV.................................£600 NFG 20..................................£2,800 II NMS....................................£5,000 66 NSX ..................................£3,500 84 NT.....................................£7,500 70 NXN..................................£1,900

O O 49 .....................................£55,000 55 OFB ..................................£4,500 I6 OG .....................................£8,800 30 OJ .....................................£7,500 6 OOO .................................£30,000 OOO IX..................................£8,800 N5 OOO ................................£5,000 Y7 OSH .................................£1,800 I00 OT..................................£20,000 I OTO ...................................£22,000 III OTX ...................................£1,500 I0 OU....................................£20,000 I000 OW ..............................£20,000 7 OZ .....................................£80,000 P P I00.....................................£65,000 PAM I32Y...............................£1,200 450 PAT.................................£3,500 PAT 228.................................£5,500 P6 PBR..................................£1,000 PCY I.................................... £17,000 50 PE ...................................£16,000 362 PG...................................£3,600 PHC 7 ....................................£6,800 PIL 2003...................................£800 7584 PJ..................................£1,800 EI0 PLA ....................................£900 507 PMY................................£2,800 X5 PNE..................................£1,600 PP II .....................................£55,000 X6 PPD.....................................£600 PRE 35E................................£2,000 73 PS ...................................£18,000 1996 PS.................................£5,500 R R80 RAK ...............................£1,200 R777 LLY...............................£3,000 BI RBW.....................................£950 CI7 RDS ................................£2,300 J30 REP ................................£1,300 P99 REY...................................£600 RFW 9....................................£9,800 I50 RG ...................................£7,500 RGC 943 ...............................£1,800 RHA 77..................................£5,000 REJ 3...................................£10,800 69 RJ......................................£8,800 I9 RMS...................................£8,500

P90 RNR ..................................£700 ROO2 ERT............................£2,400 I965 RR ...............................£20,000 RTL I ....................................£75,000 RTL 2...................................£55,000 I2 RTP....................................£3,000 S 3 SAC...................................£14,000 SAM 293................................£8,800 MII SBB ....................................£700 I SBX....................................£13,800 T8 SCS..................................£1,500 J33 SEA ................................£1,000 SEJ I50..................................£3,300 SEZ 5692 ................................. £150 SHII RLS..............................£15,000 40 SJX................................... £1,700 I3 SLK....................................£5,500 2 SLR...................................£24,000 I28 SM ................................. £11,000 22 SMR..................................£6,000 SNO 30..................................£3,500 50 UND..............................£130,000 SPD 346................................£3,500 SOP 853................................£3,200 S4 SPY..................................£4,500 208 SR.................................£10,000 4 SXM....................................£4,800 T 6 T ..................................... £285,000 THE 800T............................£15,000 I828 TJ...................................£1,900 TKJ 46 ...................................£3,500 I50 TL.....................................£6,000 78 TR .....................................£8,000 TRI3 MPH..............................£5,500 TRN I....................................£29,000 TSE 6.....................................£5,500 TUR80G..............................£18,500 G35I TVR ..............................£1,000 TVR 653X..............................£1,000 U I UDY....................................£23,000 I UEE......................................£8,500 M66 UFC...............................£1,800 UNA 332................................£3,500 7 UNO....................................£4,500 RI0 UNO................................£1,200

500 UOX................................£1,300 USA 3I8 .................................£5,500 L5 UST...................................£2,000 V VER 73X................................£2,000 P2I VGB.................................£1,200 VJI I50.......................................£950 VJV 306.................................£1,800 7 VJX......................................£3,800 935 VPD................................£1,500 VSN I....................................£28,000 VVC 2...................................£10,000 W 430 W ....................................£9,500 WBK 598 ............................... £2,100 92 WM ...................................£8,500 52 WR.................................. £11,000 I7 WRF...................................£2,800 WWK 92 ................................£5,500 I WWW ..............................£115,000 I0 WWW................................£9,500 500 WXW...............................£1,100 X 333 X....................................£15,000 I000 X ..................................£32,000 I XAD .....................................£9,500 I XBC....................................£15,500 4 XCG ....................................£4,800 8 XDR ....................................£5,000 4 XFJ......................................£4,500 40 XKY ..................................£1,800 50 OXH..................................£1,500 I00 XS....................................£8,000 4 XX .....................................£45,500 I XXG ...................................£13,000 XXX 4...................................£18,000 Y I4 Y.......................................£35,500 444 Y ...................................£10,000 II YPB.....................................£3,000 YI0 YDS.................................£2,300 II YLP .....................................£3,000 YSX 88...................................£2,000 I YTA ......................................£9,000

All plus dot & some plus VAT 23 NOVEMBER 2016 AUTOCAR.CO.UK 95

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 P28 ACH £495 P29 ACK £495 P3I ACS £595 R2I ACY £595 Y3I ACY £495 ACZ 452 £595 435 AD £3700 K6 ADA £695 R25 ADA £495 R2I ADD £595 I07 ADD £I800 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 £595 PI AGM £I500 R9 AGM £595 E7 AGP £595 W6 AGR £595 J9 AGR £895 R2I AGS £495 LI AHN £595 P32I AJB £795 N836 AJB £595 P32I AJC £695 R29 AJD £495 W24 AJF £595 M999 AJF £495 P29 AJH £795 HIII AJH £2I00 PI2I AJH £595 A388 AJH £495 R3I AJL £595 M777 AJL £495 L500 AJM £695 J777 AJM £795 R24 AJP £695 R600 AJP £595 Y6 AJR £I300 K50 AJR £695 S400 AJS £895 G9 AKH £695 J4 AKP £695 R29 AKS £495 P2I ALB £595 RI2I ALB £495 V9 ALD £595 V29 ALF £895 P600 ALF £495 X20 ALH £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£695 R23 AMH £495 R24 AMM £495 W3I AMM £595 P27 AMP £495 P27 AMR £495 PI2I AMS £695 M5II AMS £595 P26 AMW £495 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 EI40 ANN £595 M40 ANS £495 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 P28 ARL £595

R29 ARM £495 D6 ART £I400 P24 ART £595 W28 ART £695 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 £I200 R32I AUD £695 E5 AUG £595 R29 AYR £495 800 BA £3800 RI2I BAD £495 W9 BAG £695 CII BAG £595 Y9 BAH £495 R23 BAK £495 R23 BAL £595 N44 BAL £495 BAL 55E £I500 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 GI5 BAY £595 P26 BAY £495 BAZ 494 £I200 BAZ 863I £595 KII BBB £695 I95 BBP £995 P28 BBY £695 R9 BCM £595 BCZ 29 £795 BCZ 828 £495 T9 BDG £495 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 P25 BEX £795 BEZ 38 £995 BEZ 838 £695 BF 5870 £I300 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 £3800 CI3 BLU £595 R29 BLU £495 P26 BMC £495 877 BME £I400 W6 BMH £495 W26 BMW £895 BMW 695V£695 T800 BMW £895 63 BN £3300 CI0 BOB £I500 TI3 BOB £I400 P24 BOB £I200 PI0 BOD £595 R24 BOD £495 6I2 BON £I600 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 BP 5278 £I400 G2 BPC £595

L2 BPM £595 45 BR £5500 S3 BRH £495 P29 BRO £495 V88 BRY £895 RI23 BRY £795 673 BRY £2300 BS 8072 £I700 Y9 BSC £495 Y7 BSH £495 A3 BSM £495 H9 BSR £595 60I6 BT £II00 M44 BUD £595 C8 BUG £I200 R2I BUL £595 P29 BUL £495 I27 BUL £I600 P2I BUR £495 853 BUR £I200 R23 BUT £495 666 BW £4400 BXG 862 £895 747 BYD £695 300 BYT £695 I984 C £4300 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 £595 N333 CFC £495 824 CFJ £695 Y9 CGB £695 K7 CGD £495 VI CGP £595 R7 CGS £695 CHA 4Y £2500 R32I CHA £495 R9I CHD £995 CHE 8M £I300 EI0 CHR £695 P23 CHR £595 RI2I CHR £495 CIG 383 £895 P400 CJB £895 P6 CJC £795 PI2I CJC £495 RI2I CJH £695 P23 CJP £495 YIII CJR £495 PI23 CJS £695 P27 CJW £495 CJZ I7I £495 S5 CKH £495 C40 CLH £495 M33 CLK £595 683 CLN £895 S9 CLP £595 N5 CLS £II00 CLZ 9I9 £495 I995 CM £2300 P27 CMB £495 P2I CMC £695 PI23 CMC £495 R999 CMC £595 670 CMM £I600 L3 CMR £595 V22 CMS £595 293 CNK £795 P23 COB £495 R27 COB £495 R25 CON £795 R32I CON £595 P555 CON £695 S80 COO £495 R25 COR £495 R2I COS £495 MI4 COV £495 K4 COX £I400 V30 COX £695 WII CPB £495 Y2 CPD £595 2I3 CPW £I700 R27 CRA £495 A4 CRC £795 R25 CRG £495 W9 CRH £695 T9 CRL £695 R25 CRS £695 L600 CRS £495 C5 CRT £595 403 CRV £795



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 M2 CRY £495 DOC 83K £895 P2I ETR £495 K5 GOS £595 M777 JAC £I200 E6 JWB £895 N5 LUK £895 R7 MUR £995 I54 CS £4800 V32I DOC £495 P29 ETT £495 GII GOW £895 TI0 JAD £795 555 JXY £995 P29 LUK £695 P2I MUR £595 £3I00 500 LXB £795 W29 MUR £595 BI CSD £695 35I DOC £2200 9I56 EV £995 L8 GPC £495 K8 JAF £895 42 JY B2 CSG £495 CI7 DOL £495 P2 EVE £I600 F2 GPW £595 Y7 JAG £I700 NI KAB £895 555 LXE £895 MVA 766 £695 CSJ 6T £695 DC05 DON £495 R29 EVE £695 A6 GPW £795 T55 JAG £I200 E9 KAB £595 555 LYF £895 483 MVX £595 CSU 6I8 £895 N9 DON £I300 W70 EVE £795 T33 GRA £695 X400 JAG £995 T6 KAD £595 LYN 2IM £2700 7002 MY £I500 BI0 CUE £495 R24 DON £895 S888 EVE £595 RI2I GRA £595 P27 JAH £495 H2 KAP £695 P29 LYN £I300 222 MYX £995 S40 CUT £495 DON 4IL £I900 T8 EVS £I200 Y8 GRE £595 B2 JAK £I900 WI0 KAR £895 3I LYN £5300 I85I MZ £795 L9 CWS £695 W8I DON £795 R23 EVS £495 S2 GRM £795 R29 JAK £I200 YI2 KAR £595 EI06 LYN £895 W2 NAH £795 C3 CWW £495 L555 DON £695 P28 EVS £795 Y2 GRR £495 OO57 JAK £595 K444 KAR £695 I972 M £5300 G7 NAR £595 299 DA £3800 M55 DOR £495 N33 EVS £595 DIII GRW £495 S222 JAK £995 P24 KAT £595 P25 MAC £II00 NAR 594 £995 97I8 DA £I200 M2 DOT £795 555 EYJ £795 R29 GRY £495 P23 JAM £795 M39 KAT £695 R29 MAC £I500 R28 NAS £595 Y3 DAA £495 MII DOT £595 X2 FAD £595 GTF 559 £I400 T26 JAM £695 LI4 KAY £I400 P23 MAD £795 9I NAS £3500 P25 DAB £495 994 DOT £I700 A4 FAD £795 GI2 GTO £495 L900 JAM £495 P24 KAY £895 W27 MAD £695 P28 NAT £895 R25 DAB £595 VI DOW £995 R25 FAR £495 Y300 GTR £595 78 JAN £4900 KAZ 6694 £595 MAD 546 £2300 6973 ND £I400 R26 DAC £595 R24 DOW £495 X300 FAY £595 729 GTV £695 Y88 JAN £I300 X5 KBB £595 R700 MAD £595 AI3 NDA £695 £695 24 GU £4500 E449 JAN £695 KBZ 65 £895 P8 MAF £795 J30 NDA £595 X54 DAC £495 570I DP £I500 RI FCB £495 S2 FCS £495 975 GUB £595 G9 JAP £895 KD 692 £3700 K3 MAG £I500 A2 NDW £995 R24 DAD £495 A3 DPJ Y6 DPR £495 95 FD £3800 K7 GUS £II00 M70 JAR £795 59 KE £3900 SI9 MAG £895 GI0 NDY £995 K7 DAF £995 R2I DAH £595 A7 DPT £495 38 FE £4600 X28 GUS £495 XO04 JAS £495 P23 KEL £895 T666 MAG £695 P27 NDY £595 J3 DRC £795 L6 FEB £495 G37 GUY £II00 P27 JAS £895 KEN 22P £I500 V333 MAH £595 53 NE £3400 R5 DAL £995 R26 DAL £595 G9 DRJ £495 FEE IIS £II00 406 GW £2800 P23 JAT £495 M44 KEN £I300 P29 MAK £595 P24 NER £595 M70 DAL £695 V29 DRS £495 R23 FEE £495 200 GXJ £895 JAT 49N £695 86 KEN £3600 P2I MAL £I200 70 NES £5900 £4I00 W9 JAW £I400 T32I KEN £995 R23 MAL £I300 R28 NET £695 RI23 DAL £495 DS 8227 £I600 FEN 5W £II00 7I GY PO02 DAN £595 R4 DSG £795 R29 FEN £495 GZ 7348 £695 DII JAW £795 R23 KER £595 M40 MAL £I500 74 NET £4700 G6 DSJ £595 J30 FEN £595 8I79 HA £I700 VIII JAX £895 J27 KEV £995 I03 MAL £2900 KI8 NEV £595 P32I DAN £I300 E328 DAN £695 N8 DST £495 G5 FER £I200 R2 HAC £695 PI23 JAX £595 W28 KEV £895 C777 MAL £995 P3I NEY £I500 CII DAP £695 DSV 942 £895 R28 FER £495 HAG I4T £795 P25 JAY £995 C70 KEY £595 G20 MAM £595 NEZ 90 £I200 T60 DAS £595 X9 DSW £695 950 FG £3300 R26 HAL £495 JAZ 3425 £495 KEZ 7424 £695 SI3 MAR £895 NIB 767 £495 MG03 DAV £495 Y9 DTB £595 FGK 6I0 £495 KI2 HAM £595 E9 JCE £595 4692 KF £995 RI5I MAR £695 NJ 5555 £3300 B35 DAV £I200 DTS 6I8 £I400 42 FH £795 222 KFX £895 P23 MAS £795 NJZ 909 £495 £4I00 R25 HAR £595 Y6 JCK D50 DAV £I400 P24 DUB £595 I879 FH £I400 Y3I HAR £495 D4 JCL £595 I67 KHW £595 RI2I MAS £595 700 NK £3400 P840 DAV £595 PI2I DUB £495 FIL 5493 £495 K50 HAR £695 P24 JCW £595 862 KKK £995 P28 MAT £995 P2I NKS £795 R2I DAW £495 R27 DUG £495 75 FJ £4600 R25 HAS £795 R23 JDB £595 438 KOM £695 PI2I MAT £795 T26 NKY £595 PI2I DAY £495 DUG 672 £2I00 FJ 6I59 £I700 JI0 HAT £695 V6 JDD £695 P2 KOO £695 R23 MAW £595 PI23 NKY £695 F2 DBM £695 HII DUT £495 FJV 74I £995 R2I HAT £595 V3 JDT £595 CI KOS £695 R26 MAX £I400 479 NMT £795 W9 DCG £595 4853 DW £2300 R23 FLY £495 674 HAU £495 P2I JED £695 KP 8655 £I700 P3I MAX £I500 49 NN £4600 W9 DCL £595 F8 DWP £495 P24 FLY £495 R24 HAY £895 R23 JED £595 KRM 893 £I700 V50 MAY £695 R25 NNA £595 F8 DCM £695 6I DY £4I00 24 FN £3I00 Y3I HAY £695 Y5 JEF £I200 I970 KS £2600 V888 MAY £595 R28 NNA £695 W9 DCP £495 H9 EAL £895 M99 FOG £495 HAZ I269 £595 JEF 348N £795 548 KTW £995 R24 MCC £595 NNG 727 £995 W6 DCR £495 NI3 EAR £495 594 FOH £595 CI HCW £695 R900 JEF £595 KUI II0 £795 MCR IR £2I00 P3I NNN £695 K5 DCW £595 P2I EAR £595 R25 FOS £495 HCZ I £695 55 KVY £995 E20 MCR £595 44 NNS £2400 £5300 R7 JEL 52I0 DD £I700 R25 EAR £495 AII FOW £495 VII HEL £I200 JEL 867 £I200 RI23 KYM £695 R6 MDB £895 P29 NNY £595 AAI6 DEB £495 EB 7I2 £3900 W30 FOX £995 P23 HEL £795 P24 JEM £695 G7 LAM £995 40I0 ME £I800 300 NP £3800 P28 DEB £I300 83I EBY £I800 J40 FRA £495 R500 HEL £495 P23 JEN £I600 P3I LAM £595 Y3 MED £695 920 NPA £695 RI2I DEC £595 EC 8352 £I500 FRE 545 £I300 C8 HEM £995 LI0 JER £695 R28 LAN £595 P26 MED £595 2I3 NPK £695 K3 DEE £I300 444 ECX £695 FRY 70Y £895 R29 HEM £495 P25 JES £I200 J9 LAP £795 P26 MEG £795 NRC 757 £I500 P23 DEE £895 I7 EDD £2300 L99 FRY £695 W9 HER £595 C77 JES £I400 T52 LAR £595 MEG 38W £I400 P3I NUT £595 P4 DEK £795 T20 EDD £695 2378 FS £I700 K7 HEV £695 BI66 JES £695 B5 LAW £I700 MEG 2I5P £695 477 NVO £495 P26 DEL £595 X8 EDG £495 3333 FS £3400 P23 HEV £495 JES 735X £595 R26 LAW £895 P23 MEL £I300 I23 NXV £795 207 DEL £I900 W9 EDW £595 NI FSM £495 R25 HEW £495 JEZ 5972 £495 S80 LAW £895 A92 MEL £I400 90 NY £4600 G32I DEL £495 R2I EDY £595 LI0 FUN £595 HIL 878 £I200 H4 JFC £695 LAW 646W £595 PI2I MEL £II00 270 NY £3900 SI9 DEM £495 P50 EDY £495 III FV £3300 HIL 7580 £595 P2 JGB £795 368 LBH £II00 W800 MEL £895 60 NYW £795 XO05 DEN £495 Y6 EEE £595 847 FWN £495 I4I8 HJ £I300 W9 JGP £595 849 LDE £895 P3I MER £I400 I56 OFF £I200 P24 DEN £I300 P2I EES £495 44 FXJ £995 D3 HJM £695 D7 JGR £795 A5 LDS £695 P32I MER £695 P25 OLA £595 W200 DEN £895 XI0 EFC £695 55 FY £3300 W2 HJW £595 776 JGW £995 79 LE £3400 YI MES £995 W77 OLY £695 DEN 464W £695 LI6 EFC £595 P23 GAB £495 80 HJX £895 5 JH £49000 R22 LEA £595 W9 MFB £695 R32I OLY £595 P900 DEN £795 L555 EGG £495 R24 GAB £495 625I HK £795 W6 JHD £595 R3 LED £595 737 MFK £795 P4 ONA £595 R28 DER £595 9030 EH £I800 A3 GAK £595 2094 HL £I200 JIJ I39 £695 R23 LEE £I500 7835 MG £I900 R3I ONE £595 DO06 DES £495 EIL 2303 £495 R29 GAL £495 37 HN £4200 JIL 363 £I300 P28 LEE £I400 MGF 4Y £995 B2 OOB £II00 K9 DES £I200 EJB 8V £695 A9 LEN £3200 G4 MGW £695 F4 OOL £695 £895 V4 GAM £695 HNZ 434 £495 R9 JJL VI3 DES £995 T7 EJP £495 YIII GAN £495 S70 HOB £495 H9 JJW £995 D9 LEN £I900 420 MHO £895 ORW I37 £I200 L66 DES £795 43 EK £3200 P26 GAR £495 T88 HOB £495 D4 JLC £I300 V29 LEN £795 T7 MHW £595 OUR 728 £695 5I6 DES £I500 EKF 6I7 £595 GAS 3I9 £2200 P99 HOB £495 P2I JLC £695 L99 LEN £895 MIL 4792 £595 333 OVX £695 T8 DET £595 T8 EKS £895 R32I GAV £695 P2I HOG £695 P24 JLM £595 N333 LEN £695 I969 MJ £2800 99 OYR £995 P23 DEV £495 6977 EL £895 X700 GAV £595 R27 HOG £795 JM I444 £3600 M444 LEN £695 R2I MJA £595 4000 P £3700 DEW I2F £895 D20 ELA £595 D3 GAY £495 W60 HOG £595 P29 JMB £795 LEN 7I7 £I600 Y97 MJB £895 247 PAD £I700 DEZ 8I8I £695 P26 ELA £495 RII GCR £495 R27 HOL £595 PI23 JMB £695 TI0 LES £995 W27 MJC £895 S8 PAL £895 56I7 DF £I300 VIII ELE £595 90I GCR £II00 RI2I HOL £495 R29 JMD £595 AI6 LES £I500 R29 MJD £695 L2 PAM £I800 DII DFB £495 R333 ELE £495 GDN 490 £I200 K4 HOP £895 G36 JMS £795 P90 LES £895 PI23 MJD £595 TI3 PAM £895 I7 DFX £995 D2 ELL £995 R26 GEF £595 F7 HOP £895 RI2I JMS £595 FI2I LES £595 EI2 MJF £595 PAM I9Y £I500 49I5 DG £I300 RI7 ELL £695 Y99 GEF £495 R3I HOP £495 N3 JMT £795 LES 35IX £695 PI2I MJH £695 V25 PAM £795 N6 DGB £695 P25 ELL £595 GEG 208 £695 F6 HOT £895 4457 JN £I500 MI9 LEW £895 R9 MJJ £695 PAM 592Y £695 R30 DGR £595 C20 ELM £595 P27 GEM £995 V2I HOW £495 952 JOD £I500 P98 LEW £695 PI2I MJM £595 PAM 85IM £895 MI8 DGS £695 R28 ELM £495 GEO IR £3I00 R23 HOW £495 PI0 JOE £I600 R23 LEX £695 TI5 MJP £695 S6 PAN £895 V4 DGW £795 R2I ELS £795 P23 GEO £595 HPL IK £595 M80 JOE £I200 LHM 607 £I300 R32I MJP £595 H2 PAP £595 S3I DJB £995 PI2I ELS £495 R28 GEO £695 HS I836 £2600 CI9 JON £I700 LIB 883 £895 Y99 MJR £695 TI4 PAR £795 V53 DJB £895 RI23 ELY £695 RI2I GEO £495 R25 HUD £595 R26 JON £I600 LIW II0 £995 P32I MJR £595 R29 PAR £695 L700 DJB £695 ELZ 558 £795 P2I GER £595 K900 HUD £495 P777 JON £I500 449I LJ £995 R69 MJW £795 P24 PAS £695 V40 DJC £795 P26 EMA £795 R24 GER £495 W4 HUG £795 R27 JOS £595 KI9 LJW £595 S333 MJW £595 WI2 PAT £995 DJC I0IX £695 N670 EMA £495 GER I48 £I600 C29 HUG £495 GI8 JOY £I200 JI LMB £I200 G7 MLW £595 A98 PAT £I200 PI23 DJC £595 782 EMD £995 C8 GES £995 R24 HUT £495 R28 JOY £II00 P28 LMR £795 P2I MMC £595 D98 PAT £795 P29 DJF £495 P24 EMM £695 TI GFH £895 V22 HUW £495 243 JOY £2200 R23 LMS £595 M60 MMC £595 847 PAT £2300 R2I DJG £695 RI2I EMM £595 779 GFR £795 L99 HUW £595 M8 JPG £795 AI LNS £2I00 508 MMU £595 P24 PAW £595 P32I DJG £495 W9 EMP £495 R23 MOG £695 R27 PAW £595 R23 DJH £695 Y35 EMS £I500 X200 MOG £595 PBB 335 £I400 B2 DJJ £695 RI2I EMS £795 R24 MOL £595 I02 PBP £595 FI8 DJM £895 57 EN £3200 S7 MOP £695 PBZ 939 £495 DM53 DJM £695 24 EO £4700 R25 MOR £695 I978 PC £2800 R29 DJP £595 EO 8769 £995 P27 MOR £595 R3 PCH £695 PI2I DJP £495 86 EP £4700 R23 MOS £595 A6 PCH £895 R26 DJR £695 479 EPB £995 R23 MPS £595 I978 PD £3300 D2I DJS £I300 92 ER £4700 M8 GGS £6700 30 HV £3200 J2 JPR £995 Y6 LOC £695 MR 6646 £2800 MI PDT £795 PI2I DJS £495 CI ERH £895 GIB 5847 £695 HV 8649 £995 P26 JRS £595 DI0 LOG £595 R24 MRC £595 H8 PDW £695 W9 DKB £495 N4 ERL £595 W4 GJH £795 I2I HW £3300 CI3 JRW £595 R23 LOL £595 AIII MRE £595 PDX I9I £895 A2 DKC £695 N4 ERN £895 R27 GJH £495 I0 HXR £995 C3 JSC £995 470 LOO £795 B20 MRH £595 800 PEA £I300 728 DKG £795 T2I ERN £495 A9 GJP £595 444 HXY £895 N3 JSF £695 R2I LOR £695 VI23 MRK £795 M9 PEG £II00 I92 DKH £795 V24 ERN £495 333 GK £3300 IDZ 85 £895 JSJ 6W £695 HI0 LOT £795 V5 MRS £895 R3I PEG £595 N4 DLC £595 KI8 ERY £795 GL 3882 £I800 IIL 250 £695 L4 JTC £695 P3I LOU £I500 L3 MSM £695 S5 PEN £I800 XI DMA £I500 42I ES £2700 424 GLY 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Order now and you could have your sofa by Christmas espite my idle threats to cancel it several times every autumn, I’m quite a big fan of Christmas. The daft jumpers I can take or leave, but there’s all that loving and giving and peace and goodwill malarkey. And that warms the heart, right? Right. So much so, in fact, that despite loving this job so much, I almost regret being back at work in January when it’s still, say, the 11th day of Christmas. By rights, I should still be topping up an elderly neighbour’s sherry, rather than already writing the second road test of the year. Still, I like writing about cars, so this is fine. What I’m still yet to ascertain, though, is when Christmas starts. This year it was apparently 13 September, when my local supermarket started selling mince pies. You might even remember 13 September this year. It was 32deg C outside and sunset was at half seven. How incredibly festive. Now, I’m


We didn’t want to subscribe, but we have 98 AUTOCAR.CO.UK 23 NOVEMBER 2016

It was 32deg C outside and sunset was at half seven. How incredibly festive

UK drive: Audi S3 Sportback Audi’s new five-door hot hatch shows what it’s made of on British roads.

❞ comfortable with the Cadbury Creme Egg season starting on 26 December, but I’m not sure I’m cut out for this Christmas in September thing. Not long afterwards, I heard the first jingle bells of the year on the car radio, always a sign that it’s time to buy an iPod. But it wasn’t the bells that confused me most, although they ran it a close second. It was that this was an advertisement for a sofa company called DFS – sometimes they have a sale on – and they made it sound like they were offering an amazing service by being able to deliver a sofa before ‘you know who’ arrived, hence the accompaniment of the jingle bells. That’s a sofa, then, arriving before Christmas. In the space of ‘only’ 12 weeks. Three months. A quarter of a year. That’s enough time to sail to New York 12 times. Enough time to get about halfway to Mars. To deliver a sofa. Yes, I know, sofas require a fair amount of manual construction and you’d even call some of those who do it craftspeople. But ultimately, this is machining some wooden joints, pulling material over the frame and banging in some staples. So I just don’t get it. But I still understand that more than I understand the Amazon Prime

commercial I heard this afternoon. The ad reminds you how annoying it is if you run out of things at inopportune moments: sweets during kids parties, that sort of thing. No doubt that is frustrating. Amazon reminds you that you can buy things from it and get them delivered within an hour, subject to conditions: you need to live in a certain place (less than an hour from a depot, obviously), spend more than £20 per order and subscribe for £79 a year. Buying something and having it shortly afterwards, then. How novel. It sounds almost like, I don’t know, a shop, only popping to the shop doesn’t involve a minimum spend every visit and an annual subscription of 80 quid. Perhaps I’m not cut out for modern life. None of these things, I suppose, is designed for cynical, grumpy, 40-year-old blokes like me. I have no reason to involve myself with it. Which is why it is a work of rare skill on their part that by the time you read this, I will be a subscriber, all so I can watch a TV programme starring middle-aged men falling over.

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THEO PAPHITIS IS WARRANTY WISE Warrantywise are delighted that Theo has done the wise thing and protected his jaw-dropping Maybach with a Warrantywise warranty. Read the full article at:

QUENTIN VIDEO GUIDE Watch as motoring expert, Quentin Willson, explains the benefts of a used car warranty. Watch Quentin’s Guide

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