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NEW MERC E63 DRIVEN ‘Part executive saloon, part 603bhp supercar’


How Britain’s best-selling car just got even better „ Improved dynamics „ Smarter inside „ More power for ST „ There’s an SUV too!

Established 1895 £3.80

Audi TT RS vs rivals Hottest TT fights Focus RS, Merc A45 30 November 2016 | Maserati Levante

MASERATI LEVANTE ROAD TEST USED SWIFT SPORTS FROM £1.5K Why the Italian Cayenne falls short Tips for buying a warm hatch legend


Issue 6231 | Volume 290 | No 9 ‘I charge up Eau Rouge and apply too much lock. The car bounces out of control’


NEWS Ford Fiesta Seventh-generation supermini unveiled BMW’s electric strategy BMW and i car and Mini Lexus LS All-new saloon set for hydrogen power Lotus in the black Upgraded models reap rewards Gazoo Auris Toyota go-faster arm plans hot hatch


10 14 17 18 20

Mercedes-AMG E63 S Hardcore exec gets 603bhp


Chevrolet Bolt Long-range electric hatch

32 33 36


Lotus Exige Sport 380 More power and less weight 30 Peugeot 3008 2.0 BlueHDi 180 GT Top-spec SUV Maserati Levante Diesel ROAD TEST


44 52 Project 42 part two Our car of the future continues 54 Audi TT RS vs rivals Focus RS and A45 AMG

Hyperloop Elon Musk’s radical transport idea

OUR CARS Audi SQ7 High-performance SUV says hello Subaru Levorg Likeable, practical estate signs off Hyundai Tucson Engine issue prompts dealer visit Skoda Superb Pleasing potent petrol hatchback

EVERY WEEK Steve Cropley Seeing the future of car production Subscription offer Save up to 65% on cover price Motorsport Getting to grips with downforce Your views Why the GT-R is a true heavyweight Matt Prior The wonderful world of car advertising

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DEALS James Ruppert You can always rely on a Lexus Used buying guide Suzuki Swift Sport examined Used car intelligence Five hardcore off-roaders 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

VOLKSWAGEN LAST WEEK rubber-stamped its vision for the next decade, a time in which it will attempt to leave the lingering fug of Dieselgate far behind and resurrect its reputation as a builder of excellent vehicles. Many of those vehicles will be SUVs, while others will use various forms of electric power, according to the brand’s Transform 2025+ mission statement revealed last week. In a decade’s time, VW wants to sell one million electric cars per year and be the world market leader. Another goal is to conquer the tough US market, although VW chiefs have conceded that diesel is as good as dead there. There are also plans to axe some under-performing models. All in all, it’s an aggressive goal, and one that very obviously focuses predominantly on clean technology. Badge names such as ‘GTI’ and ‘R’ are conspicuous by their absence from the stated aims, but worry not. A senior VW source recently told me: “There is no plan to drop performance. It will be part of the future of the brand in whatever energy form it will come.” That’s encouraging, not least because I quite like the idea of a hybrid petrol-electric Mk9 Golf GTI.

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

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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Sam Sheehan feels the effect of downforce in sportscar racing, p58


We imagined our car design of the future; now it’s taking shape, p54


Mark Tisshaw is bowled over by the new Lotus Exige Sport 380, p30



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Expanded range for upmarket new Fiesta OFFICIAL PICTURES

Plush cabin, new Vignale option and high-rise Active model for seventh-gen supermini 10 AUTOCAR.CO.UK 30 NOVEMBER 2016


The aim was to improve the ride of what is already one of the most comfortable cars in the class a

Horizontal tail-lights are among the styling changes

The new Fiesta’s evolutionary design includes a wider grille


he seventh-generation Ford Fiesta has been revealed, including a new Fiesta Active model that tackles the current crossover trend. The jacked-up, SUV-like trim is claimed to combine “rugged SUV styling with hatchback practicality and true Fiesta driving dynamics”. Ford is also adding a luxurious Vignale model to the range, complete with quilted leather seats and an extensive range of kit, in order to address the growing popularity of higher-end trim levels.

The Fiesta’s styling has changed dramatically over the years, but Ford has taken an evolutionary approach with this seventh-generation model. Eight years into its life, the current Fiesta remains the UK’s best-selling car. Referring to the less than dramatic departure in design for the new model, a Ford insider said: “It works for Volkswagen with the Golf.” As such, the new car is instantly recognisable as a Fiesta, although it does have a broader grille and slimmer

Simplified dash gives the cabin a more premium feel headlights than the current model, along with horizontal rather than vertical tail-lights, in an effort to make it appear wider and more grown-up. Alongside the Active and Vignale specifications, those who want a sportier look will still be able to specify an ST Line trim, which brings bespoke alloy wheels, a more aggressive grille and side skirts, sports seats, a flat-bottomed steering wheel and sports suspension. The new Fiesta uses a development of the outgoing model’s platform, complete

with retuned MacPherson strut front suspension, rack and pinion steering and a torsion beam rear end. The front track width has been increased by 30mm and the rear by 10mm, so the suspension geometry can be optimised for larger, 18in wheels. There’s also a lighter, stiffer front anti-roll bar that’s said to contribute to better roll control and more steering feel, and torsional stiffness has been increased by 15%. Overall, the aim was to retain the current handling balance

and improve the ride of what is already one of the most comfortable cars of its kind and the benchmark for driving fun in the supermini class. Only the sportier models feel firm, particularly the ST hot hatch. The ST won’t be replaced until 2018, but when it does appear it will have more dramatic looks than today’s car in an effort to help it stand out from the cheaper and slower ST Line cars that will be available from launch. The hot ST is likely to use an updated version of the current car’s ◊


Δ turbocharged 1.6-litre

or adjusting the car’s settings. In addition, the screen allows the sort of pinch and swipe gestures used to operate a smartphone. Alternatively, the infotainment system can be operated using simple, conversational voice commands, although this is likely to be a cost option on most models. Perceived interior quality is much improved, too. The plastics are now as plush as those in a Mini or a Volkswagen Polo, while a semitranslucent piano black insert stretches all the way from the instrument binnacle to the centre console and is made in one piece so there are no unsightly shut lines. The new Fiesta isn’t much bigger than today’s car. The rear seats flop down onto the bases when folded and there’s no adjustable boot floor to making loading and unloading easier. But the dashboard has been reshaped to free up more knee room, so four adults will be able to fit more comfortably inside the car. There won’t be any budget versions of the new Fiesta, because Ford wants to leave room below it for the cheaper Ka+ model, which was introduced earlier this year. Instead, the Fiesta line-up

engine, although power is expected to be hiked from today’s 197bhp on overboost. Until the arrival of the full-blown ST model, the new Fiesta’s engines will all be small, frugal units, including a more efficient take on today’s 1.0-litre Ecoboost, which will be offered with 99bhp, 123bhp and 138bhp outputs, and a new, entry-level normally aspirated 1.1-litre three-cylinder petrol, available with 69bhp or 84bhp. In its most frugal form, this new engine is expected to emit just 98g/km of CO2 , although the 94bhp 1.5-litre diesel will remain the most efficient engine in the range, with CO2 emissions as low as 82g/km. Inside the new Fiesta, Ford has opted for a complete overhaul. Gone is the buttonheavy dashboard of today’s model, replaced instead by simple rotary temperature controls and a ‘floating’ touchscreen infotainment display (6.5in on lesser trims and 8.0in on Titanium and Vignale models). The screen features big, clearly marked icons and is placed high up on the dash and in line with the instruments in order to minimise time spent looking away from the road when changing radio stations


The new Fiesta will be the first Ford available with the company’s latest autonomous city braking system a

A £15,000 entry price is likely, but all models will be well equipped


will kick off with the Zetec trim that used to represent the mid-point in the range, meaning a likely entry-level price of around £15,000. That compares with just under £13,000 for a base Polo and closer to £12,000 for a Vauxhall Corsa, although Ford says all Fiestas will come very generously equipped. Final specifications are still to be confirmed, but while the next Polo will be available only as a five-door hatchback, Ford will continue to sell the Fiesta in both three and fivedoor bodystyles. Buyers will also be offered 15 driver assistance technologies, including automatic high beam assist, traffic sign recognition, adaptive cruise control, lane keeping assist and an automatic parking system. The new Fiesta will also be the first Ford available with the latest version of the company’s autonomous city braking system, which can not only prevent a collision with the car in front but also detect pedestrians on or near the road, even at night. Additionally, the outer rear seats now feature seatbelt load limiters and pre-tensioners — previously fitted only to the front seats — to help prevent injuries in an accident. Along with the upgraded safety kit, there’s the option of a B&O Play premium stereo system with 10 speakers, including a boot-mounted subwoofer and a central mid-range speaker sited on top of the dashboard. STEVE HUNTINGFORD

High-rise Fiesta Active uses SUV styling cues


The Ford Fiesta is the latest in a line of recent models — think Audi Q5, BMW 5 Series and Volkswagen Golf — that have chosen to go down the evolutionary design route, and understandably so. All are incredibly successful, so top executives have been cautious when it comes to upheaving the aesthetics of sure-fire sales winners. Indeed, the Fiesta has sold 103,945 units this year to date (up to the end of October), over 35,000 more than the second-placed Vauxhall Corsa in the UK best sellers list. The newly introduced — and cheaper — Ford Ka+ has

Three and fivedoor bodystyles will be offered

removed the lower-priced Fiestas and will no doubt monopolise some sales. On the other hand, the introduction of a jacked-up crossover-like model in the Fiesta Active is likely to bolster sales further as investment in small SUVs continues to grow. A small, practical, good-to-drive car with some extra ride height and improved visibility? Sounds like a moneymaker. Assuming the new Fiesta is as good as the current one, it’s hard to imagine what could possibly dethrone it from the top sales spot — and it’s likely to be some time before we find out.


The Active is said to retain Fiesta driving dynamics

Q&A ERNST REIM, HEAD OF INTERIOR DESIGN Was the design of the new Fiesta always going to be an evolution of the current car’s look? “We had more radical proposals at first, but this is one of the best-selling cars in Europe, so I think a strong evolutionary step was the right way to go. “It was also important to offer different executions of the design that will appeal to different people. The ST Line Fiesta, for example, has strong muscles and a very sporty feel, whereas the Titanium is more subtle, with an elegant, refined look.” The interior is all new. Was that because you felt the old car was dated here? “No, not dated, but we did want to go for a completely different philosophy inside. If we talk about style, we had

a very expressive form of language before. For the new car, we wanted to offer the next level of craftsmanship and a premium feel.” Traditionally, people have been more likely to buy Fords because of the way they drove than the quality of their interiors. Is the upmarket feel of the new Fiesta something we can expect all Fords to offer in the future? “Absolutely. It’s one of our biggest goals, starting with the Fiesta, that we will be best in class for perceived quality, in terms of final execution and fit and finish. We want to provide entertainment for your eye and an outstanding user experience.” How do you see the rise of autonomous technology

changing the interior design of cars in the future? “For safety reasons, people will still need to face forward, but the steering wheel will fold away and the instrument panel could be removable, turning into a tablet that you can pass around the cabin and use to do work on or watch a movie.”


BMW to reinvent itself with help of more EVs

New strategy calls for a much wider range of electric and plug-in hybrid models


MW is future-proofing its business by accelerating plans to add more electric and petrol-electric hybrid models to its regular line-up and i sub-brand, sources close to the company have revealed. Future all-electric models include a Mini hatchback, X3 and 3 Series, alongside new i models, namely the i5 saloon, an i6 SUV and an all-electric i8 sports car. The shift away from traditional combustion-engined models towards alternativedrive offerings comes as BMW seeks to reinvent itself as an electric mobility, autonomous driving and internet-based services-led company. In a strategy paper tabled by its chairman, Harald Krüger, BMW has laid the foundations


for a series of operational changes that are aimed at transforming the 100-year-old German car maker. Currently based around long-established engineering and manufacturing processes, BMW will focus more on mobility solutions by introducing new electric and hybrid-powered models. A significant expansion in the five-year-old DriveNow car sharing scheme operated by BMW and German car rental company Sixt is also expected. At the same time, BMW will bid to become a leader in autonomous driving technology and driver assistance features through heavy investment in a threeway joint venture it operates with Intel and MobileEye. The other pillar of BMW’s

programme centres around strengthening its digital competency and expanding its internet-based services through BMW Connect, which is considered crucial to future revenue streams. The shift in BMW’s priorities is intended to counter the threat posed by companies such as Tesla, Uber and Google while thwarting similar plans recently unveiled by Audi, Jaguar and Mercedes-Benz. Insiders privy to the Strategy Number One Next paper tabled by Krüger say it targets up to 500,000 electric car sales annually by 2025. That’s more than an 18-fold increase on its electric car sales in 2015. In the first stage of the strategy, Krüger has confirmed plans for electric versions of

the Mini Cooper hatchback and the upcoming third-generation X3. “Now we are going to complete the second phase of our electrification strategy with plug-in models in our traditional line-up and other pure-electric drivelines for the Mini and the X3,” he said. The electric-powered Mini is set to be sold under the name Cooper E and is scheduled for launch in 2019. It will feature a similar 300km (186-mile) range as the recently upgraded

i3. In 2020, BMW plans to introduce the electric X3 with a range, insiders suggest, that will match that of rival zero-emission SUVs, at around 500km (311 miles). Also under development but not yet official are plans for an electric version of the upcoming 3 Series. Although not part of BMW’s initial wave of traditional models to have electric drive, it is being readied as a rival to the Tesla Model 3, with a launch planned for 2021.


A more expensive variant of the i5 could offer a range of up to 404 miles between charges a


MINI To be called Cooper E, the electric small hatchback will have a 186-mile range when it is launched in 2019.

X3 Due in 2020, an electric X3 is an important model to rival the Jaguar I-Pace and Tesla Model X. It’s set to have a 311-mile range.

3 SERIES Electric version of one of BMW’s most profitable models will arrive in 2021 to rival the upcoming Tesla Model 3.

i5 Similar in length to the 5 Series, the i5 will be a low-slung four-door saloon that will take on the Tesla Model S in 2021.

BMW’s Vision Next 100 gives strong clues to the new i5 However, the centrepiece of BMW’s Strategy Number One Next is an electric model referred to as the iNext but set to take the i5 name into production in 2021. “Our Strategy Number One Next is centred on consequent lightweight construction, alternative drivetrain technology, connectivity, autonomous driving functions and the interior of the future. The iNext will set the standard from 2021,” said Krüger. The i5 is said to take the form of a low-slung four-door saloon similar in length to the recently unveiled new 5 Series. The i5 will be produced at BMW’s Leipzig plant in Germany. The car is based around a new modular platform whose flat floor promises to

enable greater interior space and flexibility than that offered by the 5 Series. The use of lightweight materials, including carbonfibre, also aims to give the i5 a lower kerb weight than its main perceived rival, the 2100kg Tesla Model S. The same platform will be used beneath a dedicated electric SUV that’s due in 2022 and is likely to be called the i6. Elements of the platform are also set to form the basis of a fully electric successor to the i8, which is intended to spearhead BMW’s electric car line-up with a fully autonomous driving function.   Power for the i5 will come from a new-generation electric motor. In a strategy mirroring today’s line-up of combustion-engined models,

the synchronous unit will have differing power outputs in a move aimed at providing the i5 with broader sales appeal than the existing i3 hatchback. Sources suggest the power spectrum of the new electric motor will be similar to that of the traditional six-cylinder and V8-configured petrol engines available in the new 5 Series. BMW intends to provide the i5 with the choice of battery capacities to allow buyers to tailor the range to their intended usage. The base model is set to offer a range in the region of 550km (342 miles) — some 250km (155 miles) more than that offered by the recently updated i3. However, a more expensive variant with a higher-celldensity battery could offer

up to 650km (404 miles) between charges, according to one senior BMW official with knowledge of the Strategy Number One Next plans. BMW also aims to extend its petrol-electric hybrid range, which currently stands at seven models. The plans call for the introduction of a so-called Power-E-Drive system to give future BMW hybrids greater performance potential. The new system uses two electric motors — one on each axle — and can support either a four-cylinder petrol engine, as used by BMW’s existing hybrid models, or a six-cylinder unit. The six-pot hybrid powertrain is expected to feature in a new large seven-seat SUV, the X7, which is due in 2018. GREG KABLE

i6 Likely to rival the Audi Q6 quattro, the i6 SUV will use the same platform as the i5 saloon and go on sale in 2022.

i8 A successor to the i8 will be all-electric and have a fully autonomous driving function.



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Upcoming LS will draw heavily on the LF-FC concept (pictured)


New LS to get hydrogen power Lexus’s new luxury car will offer hydrogen fuel cell technology and be based on the LF-FC concept


new range-topping Lexus LS saloon will be launched with the option of hydrogen power in 2019, as the firm looks to capitalise on the leadership in fuel cell technology established by the Toyota Mirai of its parent company. Lexus’s rival to the Audi A8, BMW 7 Series, Jaguar XJ and Mercedes-Benz S-Class will be based heavily on the LF-FC concept car that was unveiled by Lexus at the Tokyo motor show in 2015. It is also expected to be sold with the choice of a V8 hybrid powertrain with around 535bhp. “We know how to make fuel cells and the only challenge is how to package a fuel cell in a car that also needs a certain level of performance,” said Lexus Europe boss Alain Uyttenhoven, without confirming plans for the LS. “Premium buyers have certain

expectations. For refinement, fuel cell is ideal, but we must also do some work to demonstrate the right levels of performance.” On the hydrogen-powered LF-FC concept, one electric motor drove the rear wheels, with electricity being sent to two in-wheel electric motors at the front. The concept’s drive system allowed it to precisely distribute torque to all four wheels, resulting in “exceptional dynamic handling and superior road stability”. In addition, placing the power control unit at the front and hydrogen storage tanks in a ‘T’ configuration were said to allow for “optimal” weight distribution for a sports saloon. The LF-FC also had two driving modes. In Cruising mode, the fuel cell stack drew on hydrogen and created electricity to drive the motor


McLaren has launched five Design Edition versions of its 570S, adding colourways and trim packages picked by the firm’s designers. Still powered by a twin-turbo 3.8-litre V8, they carry an £8500 premium over the £151,750 standard 570S.

and recharge the battery. In Acceleration mode, both the battery and the fuel cell stack powered the car’s main electric motor and its in-wheel electric motors for maximum power. The new LS is expected to be a technological showpiece for Lexus, with several autonomous driving functions, a new-look interior that includes front and rear touchscreens and features such as a gesture-controlled infotainment system. The spread of hydrogen fuel stations is expected to grow exponentially by 2019, but reports suggest Lexus has still predicted that hydrogenpowered versions of the LS will sell “in hundreds, not thousands” and sales will be targeted in mega-cities such as London, Los Angeles, Paris and Tokyo, where diesel is expected to be outlawed by 2020. JIM HOLDER

LEXUS ‘DOESN’T NEED’ PLUG-IN TECH Lexus will stick with regular hybrids such as CT200h for now

LEXUS WILL NOT rush to offer plug-in hybrid versions of its cars before 2021, as it is on track to hit EU targets of average CO2 emissions of 95g/km across its fleet. “Other companies need a few batteries and plugs to hit that target, but even with the growth of our SUV sales, we are on course to be below 95g/km,” said Lexus Europe boss Alain Uyttenhoven. “It doesn’t mean we’ll ignore the technology and, in time, I’m sure we will need

it to hit tougher targets, but we’re ready for that if and when we need it. For now, we don’t. Our customers will get the car they need without the added complexity.” Uyttenhoven also predicted that hybrid sales would continue to rise; 25% of all Lexus sales are currently hybrids, although European sales are made up of 98% hybrid sales. “As pressure on diesel increases, we predict hybrid sales will rise,” he said.


The Volkswagen CC four-door coupé is no longer being produced ahead of its replacement’s arrival next year. The upcoming model is expected to take a new name and get an upmarket appearance inspired by the 2015 Sport Coupé GTE concept.


Buoyant Lotus confirms all-new Elise for 2020 Work has started on a new Elise now the turnaround plan is starting to bear fruit


otus Cars had a positive cash flow for the first time in its history in August and is now able to fund development of a new generation of models, starting with an all-new Elise in 2020. Lotus boss Jean-Marc Gales initiated a turnaround plan when he joined the company two and a half years ago. The plan focused on improving the existing product range, cutting overheads and making the company financially stable and self-sufficient, something it has previously been able to do. The improvement of existing products has resulted in significantly upgraded versions and derivatives of the Elise, Exige and Evora, including a launch in the US for the Evora in the summer, the early success of

which has now pushed Lotus into the black. Now Gales and the Lotus team have started developing a new range of models. The first will be the new Elise in 2020, followed soon after by its more focused Exige sibling. A new version of the bonded and extruded aluminium chassis is being developed. Gales has confirmed the model will grow only marginally in size and remain under 1000kg. The new Elise and Exige are being developed for the US market and its much stricter crash tests. Lotus already offers the Evora for sale in the US without any safety concessions because the model has been fully developed for the market. Lotus is the smallest car maker to meet US crash test safety regulations. It plans to do the same for the next Elise

and Exige and the sale of these models in the US should prove a further boost to its fortunes. Gales said Lotus was now operationally positive on sales of 1700-1800 models this year. Next year, 2000 sales are planned, with 2500 the

year after and around 4000 once the next Elise and Exige are on sale. An all-new Evora should follow, with some modularity to the other two sports cars, in 2022. By then, Lotus will have taken the decision on a

fourth model line: an SUV. Gales confirmed a prototype has been started but a final decision on the design has yet to be taken. Should it make production, Gales said it could double or treble Lotus’s predicted 4000-unit annual

NextEV to follow hypercar with electric executive saloon EP9 has 1360bhp and holds the EV record at the ’Ring


The Mercedes-AMG GT Roadster, on sale in April next year, will be priced from £110,145, rising to £139,445 for the top-spec GT Roadster. The GT’s range-topper, the GT R coupé, will be £143,245, just £5 less than its McLaren 570S coupé rival.


NEXTEV’S NIO EP9 hypercar will pave the way for the brand’s electric BMW 5 Series rival, which is due to be launched in China late next year. The car will be badged ES8, for Electric Saloon 8, and have an aluminium body and a choice of battery chemistries. Sales in Europe are possible but not confirmed and NextEV won’t yet commit to global engineering homologation to include European standards. In a bid to attract future buyers to the Nio brand, six EP9s will be built in a limited production run and the

model will be used in China as a high-speed demonstrator for thrill rides around the Shanghai circuit. NextEV’s team of engineers in Begbroke, Oxfordshire, designed and built the 1360bhp two-seater using knowledge and some components from NextEv’s Formula E racer. Each EP9 costs $1.2 million (£960,000) to make, according to the company, and it’s understood that NextEv’s two Formula E drivers — Nelson Piquet Jnr and Oliver Turvey — may help out with the demonstrator programme.


The UK government has frozen fuel duty at 57.95p and announced a £1.3 billion investment in roads. Some £390 million has also been set aside for low-emission vehicles and their infrastructure. Insurance premium tax will rise from 10% to 12%.

The EP9 uses a carbonfibre centre tub and panels manufactured by Huntingdonbased Forward Composites. Details of the EP9’s battery are being kept secret, although it is said to be a liquid-cooled 100kWh lithium ion unit and of a different design to the Williams-supplied stack that powers all Formula E cars. The same unit powered the EP9 to an EV lap record at the Nürburgring, with Piquet Jnr at the wheel. During the record run, the power output of the stack had to be limited to avoid overheating the cells.


Electric Maserati Alfieri to join twin-turbo V6 version in 2020 IMAGES

MASERATI HAS FIRMED up its radical plan to launch a battery-powered version of the two-seat Alfieri sports car and has set a launch date of 2020 — a year after the conventionally powered Alfieri is due to arrive. Rumours of the electric sports car surfaced in the summer, but Maserati is now understood to have solidified the electric model as the second powertrain of the new Alfieri. It will be launched a year after the twin-turbo V6 petrol-engined Alfieri makes its debut 2019. The Alfieri concept shown in 2014 was powered by a V8

and was slated for production this year, but the revised launch has made a more efficient V6 the favoured option. By the time Maserati is ready to launch a compact two-seater, EU fleet average CO2 limits will be 95g/km. It is likely the Alfieri will be the first Maserati to use a new family of electric powertrain-capable chassis. Maserati’s current product and business plan runs to 2018 and will include replacements for the Granturismo and Grancabrio. Both are understood to be based on the new rear-drive architecture that underpins

the Ghibli, Levante and Quattroporte. They will retain their 2+2 seating layouts, but their overall dimensions will be more compact than those of today’s cars. This will reduce weight and improve fuel economy and emissions, which will also be helped by a switch to a twinturbo V6 petrol engine. More compact dimensions and a less roomy rear cabin will also put further distance between the two cars and the Ghibli. Engineers can also tune the chassis to more clearly position the 2+2s as the sportiest offerings in the Maserati range.

Maserati Alfieri concept was first shown in 2014

sales volume at that point. Until 2020, Gales will continue to develop existing models, making them lighter and improving the quality and performance at the same time. The Exige Sport 380 (see p30) is the latest example of this.

Up next will be an opentop version of the Evora. Gales promises it isn’t simply an Evora without a roof but has its own distinct design touches. It will arrive at the end of next year. MARK TISSHAW




Seat is set to launch a four-wheel-drive Leon Cupra hot hatch with more than 300bhp. It will supersede the front-drive Cupra 290 to become Seat’s hottest car and rival the Volkswagen Golf R, with which it is likely to share its engine and all-wheel drive system, and the Ford Focus RS. The new model, which is due next year, will make use of an uprated version of the Cupra 290’s turbocharged 2.0-litre four-cylinder petrol engine and Haldex four-wheel drive technology. It’s likely to use a six-speed dual-clutch automatic gearbox and get more aggressive styling. The AA is trialling a remote diagnostics system that can identify car problems before a breakdown. A test run of the AA Connect system on 10,000 cars found almost one in five vehicles had issues that meant they could be repaired before they led to a roadside call-out.

The system works by using a small device plugged into the car’s diagnostic socket, which monitors data such as battery condition, electrics and engine management. Data is sent to the AA in real time and can be monitored

by the driver using a smartphone app. Drivers can also be alerted by text if n issue is detected. The AA is halfway through the trial and opes to roll out a connected service to its embers next year.


Gazoo-fettled Auris could have up to 300bhp


Toyota to launch go-faster division with Auris hot hatch

New Gazoo high-performance road car arm will roll out its first model next year


hot Toyota Auris will be the first model to come from the firm’s new Gazoo performance road car brand, named after its motorsport arm. Gazoo, which is akin to BMW M or Mercedes-AMG, will focus on performanceorientated road cars. Toyota’s existing sports car, the GT86, will be renewed in 2018-2019 (see separate story), but the firm considers that model to be more of a track car. That’s why the Auris will be the first to receive the Gazoo treatment, with the new hot hatchback due to be unveiled next year. A company source revealed


there would be a hot version of all mainstream Toyotas apart from the Prius. That includes the C-HR crossover. The Toyota Gazoo Racing works team tested a competition prototype of the C-HR at the Nürburgring 24 Hours endurance event in June, with the brand saying the entry provided “a valuable opportunity for Toyota to develop appealing and responsive cars through the medium of motorsport”. The racing C-HR was powered by a turbocharged 1.5-litre petrol engine with around 178bhp. Several engines are available to a Gazoo-badged car. First,

there is a tuned version of the 1.5-litre turbo unit used in the racing C-HR. Another option is a turbocharged 2.0-litre unit, expected to offer 242bhp when it is introduced in Toyota’s reborn Supra, which is due in 2018 after a 14-year hiatus. That unit is already used by the IS200 of Toyota’s luxury brand, Lexus. Another possibility is a more highly tuned version with 300bhp, which is also under development for the Supra, as is a twin-turbo 3.5-litre V6, which will be shared with Lexus and is expected to feature in the range-topping Supra. Gazoo Racing co-ordinates

Toyota’s international motorsport activities, such as participation in the World Endurance Championship, and also fettles road cars that are sold to the Japanese market. Speaking to Autocar at the Paris motor show, Koei Saga, the boss of both Gazoo Racing and Toyota’s powertrain division, said it was his intention to increase Gazoo’s presence in road car markets outside of Japan in order to promote the link between its racing and road car activities. “In Europe, the challenge is bigger because we have more competitors here,” Saga said. “It is also an issue of cost. However, I am very much

working on that so we can have a brand like BMW M.” The latest Gazoo-tuned car sold in Japan was the GT86 GRMN (Gazoo Racing Masters of Nürburgring). Changes over the standard model included more power and torque, tweaked suspension and aerodynamics and the use of lightweight panels. Toyota also runs Toyota Racing Development, which has a strong presence in Japan and the US. It develops performance versions of models such as the Tacoma pick-up (Hilux in the UK) and is involved in competitions such as the Pikes Peak Hill Climb. RACHEL BURGESS



SEAT IS ON track to report its highest profits ever, even before sales of the eagerly anticipated Ateca SUV have begun. “Profit of ¤100m [£85m] in this industry may not sound much,” said boss Luca de Meo, “but when you have lost money for eight years, to be able to do that when many of your products are at the end of their life cycle is very encouraging.” SSANGYONG’S UK CEO, Paul Williams, has no regrets about bringing the distinctive limited-edition Korando Sports DMZ pickup (below) to the UK, despite unfavourable reviews in the motoring press. “We used it as a way of shameless attention seeking,” he said. “When you’re small and you’re not known, you need to do that. But we’ve still sold most of them.”

Toyota poised to start work on next GT86

TOYOTA HAS CONFIRMED that the GT86 sports car will continue into a second generation, with a likely onsale date of 2018-2019. “The GT86 is at the stage where it’s being decided on the next one,” Toyota Europe boss Karl Schlicht revealed. “Then a chief engineer will be assigned and away we go.” The 197bhp rear-wheeldrive GT86 has carved out a niche as a fun driver’s car, but like most sports models, its strong early sales have subsequently subsided. “The GT86 will carry on,” said Schlicht. “The car serves a big purpose. We are not getting out of that business. Sporty cars go through their phases. It’s our intention to continue with that car.” Continued co-operation with Subaru also looks likely but is as yet unconfirmed. “Will it be with Subaru?”

said Schlicht. “I don’t know. But for the concept to carry on, with the low engine, we’d have to do that. There are a lot of reasons to continue with Subaru.” A key engineering feature of the GT86 is its low-slung Subaru flat four engine, which keeps the centre of gravity low for better handling.

Schlicht also suggested that a soft-top version of the GT86 was unlikely. “We wouldn’t do it on the current model,” he said. “That doesn’t mean dealers wouldn’t like one, but there are so many other priorities that I don’t think we’ve got spare capacity for that.” The new GT86 will sit

below the reborn Supra in Toyota’s sports car line-up. The bigger coupé is currently in development with BMW, whose version will replace the Z4 roadster. “That co-operation is going well,” said Schlicht. “It’s on track. It’s being done in Europe. Our version is a different car from BMW’s.”

GT86 successor is likely to stick with a boxer engine

AUDI’S NEW FACTORY in Mexico will initially build 150,000 Q5s a year. However, as well as having the capacity to increase on that figure within the existing facility, there is also the space surrounding the plant to double it in size. It has the potential to become one of Audi’s largest manufacturing sites, exporting a range of models around the world. THE RENAULT TRESOR concept, revealed at this year’s Paris motor show, took 18 months from start to finish because design boss Laurens van den Acker insisted it was completed to the highest standard possible. “We could have rushed it, had parts that didn’t quite fit or that were hanging on,” he said. “But much better that it is just so, so you can get up close and see and feel it.”




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Steve Cropley MY WEEK IN CARS

Stocking filler: new book tells the story of the iconic Robin

Divergent 3D’s partprinted two-seater is a glimpse into the future



Can’t stop thinking about my true star of the Los Angeles motor show – and it has nothing to do with carry-all Alfa Romeos or electric Jaguars. It’s a California-built tandem two-seat sports car called Blade, magnificently visible here in bodyoff condition so you can see its all-aluminium chassis and suspension, the most complex parts of which are entirely computer-printed. The rest are aluminium extrusions. The maker is a little company called Divergent 3D, whose founder and CEO, Kevin Czinger, is on the same sort of kick as Gordon Murray, promoting the overthrow of stamped steel components, with all the cost and inflexibility that go with them. Divergent has already been discovered – as I might have guessed – by PSA’s dynamic boss, Carlos Tavares, who, like Czinger, is forecasting a revolution. Take a look at those suspension parts and tell me you wouldn’t like them under your next conveyance.


Talking electric Jags, as we weren’t, I keep running into people who can afford the £60k it’ll cost to own an I-Pace and seem dead keen to get on with it. I’m sure JLR is about to prove that executive buyers will take the risk if the product excites them enough. When I tweeted this observation, one respondent rightly observed that this is what Tesla has already done…

The Jeep Compass is being made in four countries and sold in 110 markets WEDNESDAY


Despite two launches (in Brazil, then LA), it strikes me that the Jeep Compass, the company’s new Qashqai fighter, hasn’t yet had the emphasis it truly deserves. By the time production hits its stride at the end of next year, output should nudge 300,000 copies, making this the best-selling Jeep of all (and, interestingly, accounting for not much less than the entirety of Land Rover production). The Compass is being made in four different places around the world and sold in 110 markets. Jeep’s British boss, Mike Manley, is calling it – with irrefutable (if Jeep-derived) evidence – the


Part of last week’s Los Angeles motor show’s glorious past is the huge inferno of 1929, which left nothing but what you see here of the opening day. The organisers, indomitable in a tradition I’m not sure they could carry on today, had another show open and running within 24 hours, in a different venue nearby.

world’s most capable compact 4x4. Sounds like a gauntlet being thrown down. Manley is a force of nature. He wasn’t supposed to give one-to-one interviews in LA, but I managed a few minutes’ chat, during which he answered every one of a dozen burning questions. Another 10 minutes and he’d have spouted the entire brochure set.


A book I’m going to enjoy over Christmas arrived today: Giles Chapman’s tome on the Reliant Robin, called ‘Britain’s Most Bizarre Car’. Most people of a Top Gear TV persuasion remember Clarkson hilariously rolling a Robin while trying to negotiate various innocuous corners; fewer will know that Britain bred an extensive selection of three-wheelers after the war, mainly because you could drive one on a motorcycle licence. There were drivers about who, having learned to ride a bike in their youth, were spooked in older age by the ‘full’ car test. For a while, their aversion made business for Reliant and others. Robins were indeed gloriously unstable. Years ago in another life, I used one in a feature called ‘The Untouchables’, a big part of which was to drive four Robin-level cars (with considerable irony) on inspirational Welsh roads we still use. There was a mighty breeze blowing up the Bristol Channel, and our crew stopped on the London side to draw lots not to be the one who drove the Reliant across the Severn in a lively crosswind. I remember tailing the hapless loser and watching his fitful (and only half-effective) steering corrections from the security of a Lada.






AMG’s new V8 super-saloon gets more than 600bhp and rear-biased four-wheel drive for a whole new level of performance

The 4Matic four-wheel drive system sends power mostly to the rear wheels

E63 S is refined enough and can be driven sedately, but the ride is firm


hen will the wider world have another Lotus Carlton moment? When will it sit up with a start and say: “A 600bhp, 190mph family saloon car? Are you completely mad?”? Anyway, here’s one. There are so many new cars. So many new Mercedes cars. You’d almost be forgiven for patting it on the head gently, knowingly, as it passes. Another new AMG. Welcome to the world, son, we know your brothers: dominated by their engines, lots of tyre smoke, that sort of thing. Sit yourself in that little niche over there, the one marked ‘hot rod’. Well, don’t. This car isn’t like other recent AMGs. Well, it is, but it’s not only like other AMGs. There’s a bit more to it than that. Mechanically, there’s a fair degree


of what you know. The basis is the latest-generation Mercedes-Benz E-Class saloon. The design has been given the expected tweaks: it’s subtle, muscular, more pumped up in the wheel arches, where it’s 11mm wider to accommodate a wider track and 265/35 front and 295/30 rear 20in tyres. There’s a diffuser, big exhausts and a lip spoiler on this saloon. An estate will follow late next year. Under the resculpted bonnet is the latest iteration of AMG’s 4.0-litre, twin-turbocharged V8. New for this E63 is that the ‘hot’ turbos, which sit within the vee rather than down by the sides of the engines, where the centre of gravity would be lower, are twin-scroll units. So they have two tubes through them, each one putting air to two cylinders. So yes, while the centre of gravity is higher

(bad) and the air perhaps hotter (also bad), the paths from turbo to cylinder are much shorter, which makes for improved throttle response times (good). It keeps the engine more compact, too. There are also two power outputs: 563bhp as standard, or 603bhp in the S version. The V8 drives through a ninespeed automatic gearbox, the first time Mercedes’ nine-speed ’box has been engineered to cope with this much torque. And if the E63 S makes a lot of anything, it’s torque: 627lb ft of it, from 2500-4500rpm. It’s an automatic transmission rather than a dual-clutch unit, but instead of a torque converter, it gets a wet clutch. In right-hand-drive versions of the last E63, power went only to the rear wheels, but in other markets the car was mostly four-wheel drive; in ◊

Digital dials are widely configurable



If the E63 S makes a lot of anything, it’s torque: 627lb ft of it, from 2500-4500rpm


E63’s cabin has a top-drawer finish with supportive and comfortable front seats and an accommodating rear 30 NOVEMBER 2016 AUTOCAR.CO.UK 27


The pace the E63 S can maintain around a track is extraordinary — and seriously good fun


The twin-turbo 4.0 V8’s surfeit of power — all 603bhp of it — is delivered with impressively quick throttle response Δ fact, globally, 90% of all E63s were four-wheel drive. This time they all will be, even the right-hookers. At the back of the gearbox is a clutch, through the middle of which runs a propshaft to the back wheels. In everyday mooching, the E63 is rearwheel drive. But as the clutch starts to engage, as much as 50% of the power will go to the front. Theoretically, were the rears tyres on ice and the front tyres on fly paper, all power would go to the fronts, but practically, 50/50 is the maximum split.

At the back, meanwhile, there’s a limited-slip differential, which is mechanically controlled on the non-S variant but electronically controlled on the S. There are also a number of drive modes, culminating in Race, after which you can switch out the stability controls to either Sport mode or all off, and after you’ve done that you can enter Drift mode, which basically always disconnects the front wheels, to let the E63 do what AMGs have been doing for years: smoking up tyres.

Other things to note, before we move on? The bodyshell has been stiffened with the addition of a couple of braces. AMG won’t say exactly by how much; apparently it’s not as simple as that, because it depends where you measure it. And there are air springs all round. Prices won’t be announced until early next year, but an S is likely to be around £83,000. Most buyers opt for the saloon, impossibly cool though fast estates are. And all in, this four-door’s kerb weight is 1955kg. Yet still this is a

Flared arches accommodate a wider track and 20in wheels; optional carbon-ceramic brakes don’t fade even with hard track use 28 AUTOCAR.CO.UK 30 NOVEMBER 2016

car with a 3.5sec 0-62mph time and a top speed of 186mph if you spec the AMG Driver’s Package. Exactly how much is too much? Not this much, I’ve decided. I’m trying to make ‘the power of a McLaren F1’ an accepted unit of measurement, like the length of a double decker bus or an area the size of Wales. Anyway, the E63 has it, more or less. Chances are it’ll deliver more torque to the wheels, more of the time, than the McLaren. But you don’t have to use it all,


Wide central screen displays one of the best multimedia systems on the market and the E63 is a rather lovely thing on the road even if you choose not to. The engine’s response is good even in the less angry driving modes and the steering is weighty and accurate, while the suspension is firm enough that in the UK it might be approaching (if I can use this word) nuggety. It’s good fun, in other words, and certainly comfortable and controlled enough. There’s insurmountable grip and traction for all road conditions, but like all things performance these days, you’ll be wanting a circuit to get the best out of the E63. On track, I’m expecting it to be a hot rod like the previous-generation E63 was at its launch. Manage the front end so it doesn’t understeer, get back on the power, feel it squirm and you’re away. Something less agile than the C63, at any rate. But it turns out that the new E63 is genuinely remarkable on a circuit. Astonishingly. Not because of the power – you expect that, if not the quickness of the throttle response for a turbo – and not because of the way the brakes (if carbon-ceramics are fitted) just don’t give up. No, the exceptional thing is how agile it is for a car that, with a couple of options on it, must tip the scales at two tonnes. You can turn in at a rate that would make most big front-engined cars just wash outwards. A lot of small front-engined cars too, come to that.

But the E63 turns really pleasingly, and if you play with the throttle, easing it on or off, there’s a genuinely lovely balance. With the 4Matic fourwheel drive system on, and because its bias is mostly to the rear, the E63 will still steer at the back like a reardriver. But the pace it can maintain around a track is extraordinary – and seriously good fun. And then, of course, there’s Drift mode. Funny old phrase, drift mode; it’s not like there’s some clever electro-mechanical trickery going on with the four-wheel drive system. It just disconnects the clutch for the front wheels and leaves the E63 in the kind of form to which right-hand drive buyers have been accustomed for ages. And in that form the E63 drifts and drifts and drifts for Germany. Puerile. Stupid. Silly. Yes, I know it is. But flippin’ entertaining. What about some prosaic and more relevant points? The interior feels lovely, as it does in regular E-Classes. There’s a digital instrument pack, and although one or two of the dials look a bit too much like a dartboard for my taste, there’s no denying you can put a shedload of information up there. Then there’s the massive central screen, which displays one of the best infotainment systems on the market, and the front seats, which are exceptionally supportive yet very comfortable. Plus it’s big in the back seats and in the boot.

More prosaic stuff? On light throttle openings the V8 becomes a V4, and if you just pootle around the automatic gearbox soon shifts into top (albeit marginally less smoothly than a torque-converter auto), so combined fuel economy is 31mpg. And that, let’s face it, is how you’ll drive it most of the time. A large executive saloon that’s marginally less refined than a big diesel executive saloon but still one that’ll cosset and nurture and ease your troubles away with a gentle woofle at the end of a long day. And sometimes, just sometimes, it’s a 603bhp supercar. More than you need, of course, but there are times when too much is just enough. MATT PRIOR


MERCEDES-AMG E63 S 4MATIC The E63 is back, and it’s remarkable, with the broadest range of abilities and performance it has ever had

AAAAB Price Engine

£83,000 (est) V8, 3982cc, twin-turbo, petrol Power 603bhp at 5750-6500rpm Torque 627lb ft at 2500-4500rpm Gearbox 9-spd automatic Kerb weight 1955kg 0-62mph 3.5sec Top speed 186mph Economy 31.0mpg (combined) CO2/tax band 207g/km, 37% RIVALS BMW M5 Performance, Porsche Panamera Turbo




Lotus calls its Exige range-topper a ‘supercar killer’, and you won’t find us disagreeing


otus is continually rolling out improvements to its light and fast sports cars and making them lighter and faster in the process. It’s a fine strategy that has made its Elise, Exige and Evora models better than ever and is now finally making the company money. The Lotus that was brilliant to drive but required you to excuse the rest of it is no more. Last year’s Exige Sport 350 is one of the poster childs for this new Lotus era. But in line with the new strategy, Lotus has used it as a base on which to improve, made it faster and lighter and created the Exige Sport 380. Look at the name and the pictures and you might think there is simply an extra 30bhp for the supercharged 3.5-litre V6 engine, a bodykit and a bit of weight taken out. But, no, this is the new era of Lotus, and for the Exige Sport 380, a thorough overhaul of the car has taken place and plenty of lovely new features have been added. Spoiler alert: it’s brilliant. It looks great, for starters. The


basic body and chassis remain the same for the Exige’s transformation from 350 to 380, but the body has been dressed with lashings of carbonfibre. Lip spoiler, front splitter, front access panel, removable hardtop (an option worth having over the standard soft-top), diffuser and its airblades are all made of the stuff, and there’s a stonking great fixed rear wing, too. All of those parts help to reduce the weight; the car comes in at 25kg less

than the Exige Sport 350 (which is still on sale), at just 1066kg dry with all the lightweight options ticked, including the titanium exhaust (a 9.2kg saving) and you’re going to want that for the noise it makes alone. Few cars have as characterful a tone as this, certainly not anything from a certain German maker of small mid-engined sports cars. That new aero package also helps to create lots of downforce – perfect for taking high-speed corners on

An extra 30bhp and 25kg less means 60mph comes up in just 3.5sec

track at speeds that feel barely plausible. (Read our downforce guide on p58 about how it actually is plausible.) You will most likely be doing so if you’re an Exige owner, because most head to the track with their car, and those who do are able to spec the optional Track Pack and its adjustable Nitron two-way dampers and Eibach anti-roll bars. Even without them, you have a car that is as fast, fun and involving as they come. No one would have stepped out of an Exige Sport 350 and been crying out for more performance, but the Exige Sport 380 has an extra 30bhp and 7lb ft of torque. You really feel it, too, the revised delivery of the torque in particular allowing the Exige to punch harder and for longer up the rev range, yet still in a linear and controlled manner. This is a car that involves you in the ride, not one that merely brings you along for one. The Exige’s compact dimensions help. This remains such an intimate


Extra use of carbonfibre helps to cut weight and new aero features improve downforce

Perceived quality has been improved inside and there’s even Bluetooth now car to drive, with a directness of steering that no rival can match. The same goes for the suppleness of its ride. That was true of the Exige Sport 350, and so it is here, too. It may be a hardcore sports car, but you won’t be swerving to avoid drain covers or worrying about holes in the road for fear of a trip to the chiropractor, and it’s perfectly usable around town, with well-judged control weights. Even the lightweight carbonfibrebacked sports seats are comfortable enough for longer journeys and, at the start and end of the journey, you’ll find it easier to get in and out of the car thanks to the lower sills. It’s easier getting in than out, but both are better than before. Lotus will make you some bespoke luggage so

you can tackle a few nights away on your journey, too. From inside the cabin – which is better finished and more solid feeling and even has the option of Bluetooth for the first time in an Exige – you can admire the beautiful, exposed gear linkage for the six-speed manual gearbox. It’s a shame you don’t need to use its sweet shift much. The engine is so flexible that you can comfortably lap a circuit using only third and fourth gears, use the same around town, and then happily sit in sixth at a cruise, where the engine settles down to a background thrum. The Exige’s main weakness shines through on such journeys, though, the road roar being such that earplugs are advised if you’re driving


It provides some major grip on circuits, yet still with adjustability in the handling


up the M1 to Donington Park. But this goes with the territory, of course. Lotus has switched to Michelin Pilot Sport Cup 2 rubber for this car, the front tyres being 10mm wider for even more grip and keener turn-in. They combine with the downforce to provide some major grip on circuits, yet still with adjustability in the handling and the ability to select Normal, Sport and Race modes on the electronic control systems for lurid slide potential and extra play (or security, if you prefer) in the chassis. This car is simply Lotus doing what it does best, and then removing the kind of barrier that might have prevented you from choosing it by significantly raising the quality and removing all the unwelcome squeaks and rattles. The £68k price may be a long way from the Exige’s roots, but such is the prodigious performance and complete absence of any kind of rival actually in production (we’re looking at you, Porsche GT division) that it actually seems like a bargain. MARK TISSHAW


LOTUS EXIGE SPORT 380 Faster, lighter, higher-quality Exige is Lotus at its very best; remarkable driver reward for the money


Price Engine

£67,900 V6, 3456cc, supercharged, petrol Power 375bhp at 6700rpm Torque 302lb ft at 5000rpm Gearbox 6-spd manual Kerb weight 1100kg 0-60mph 3.5sec Top speed 178mph Economy 28.0mpg (combined) CO2/tax band 242g/km, 37% RIVALS Porsche Cayman GT4, Porsche 911 GT3





New electric car offers the range of a basic Tesla Model S 90 for half the price

eneral Motors infamously killed its first electric car, the EV1, having realised that the US in the mid-1990s was not ready for an electron-fuelled future. Two decades on, GM’s Chevrolet Bolt arrives not as atonement for the rational decision to euthanise its forebear but as an acknowledgement that the world has changed. It’s a change that the Bolt is leading. No, it doesn’t entirely answer the criticisms commonly levelled at EVs – that they cost too much and can’t go far enough on a charge. But it moves the goalposts on both of them. In the US, the Bolt costs just under $30,000 (£24,350 at current exchange rates) once a $7500 federal tax credit is applied. That’s cheaper than the BMW i3 but more expensive than the Nissan Leaf, yet the Bolt offers a huge increase in range compared with either, with an official EPA rating of 238 miles. That’s pretty much identical to the basic Tesla Model S 90, which is twice the price. The Bolt uses an all-new battery pack developed by GM. The 288-cell pack holds an impressive 60kWh of

charge, sits under the floor of the car and weighs 436kg, according to GM. It also serves as a stressed structural member. Drive comes from a single 149kW (197bhp) electric motor that features an integrated reduction gear and turns the front wheels. Let’s start with the number that’s likely to receive the greatest scrutiny: the claimed 238-mile range. The US Environmental Protection Agency test is meant to replicate real-world driving, and US media have managed to beat the official number under gentle real-world use. We didn’t get to run through a whole charge, but my time with the Bolt confirmed that it’s possible to drive it impressively hard without melting the predicted range. On our experience, in generally warm ambient temperatures, the Bolt can be driven enthusiastically and still manage more than 150 miles on a full battery. Only higher-speed cruising really gobbles charge, with the Bolt being limited to 93mph. It’s quick, too – fast enough to make the Leaf look like a golf kart. Chevrolet’s claim of a 6.5sec 0-60mph time feels, if anything,

conservative. The throttle pedal makes it easy to modulate speed and the transmission can be switched to a more aggressive ‘L’ mode that delivers maximum regeneration whenever you lift off, allowing the car to be driven most of the time using only the throttle pedal. Handling is competent but lacks any proper engagement. The Bolt’s suspension does a good job of keeping its considerable mass in check on all but the roughest roads, yet you feel the car’s 1624kg weight when changing direction quickly. Michelin eco tyres have been chosen for low rolling resistance rather than outright cornering power and the lateral limits are low, with excess speed generating copious understeer. The cabin features familiar GM switchgear and materials that seem to have been chosen for durability rather than upmarket appeal. There’s a TFT instrument cluster that displays minimum and maximum projected range, depending on how the car is being driven, and the central 10.2in touchscreen works well. It’s bigger inside than it looks, with

decent room for rear occupants and a useful 481-litre boot capacity, based on US testing methodology. The size of the battery pack knocks recharging times, though. Chevrolet says it will take 10 hours to replenish it from empty using a 240V, 32A Level 2 charger. An optional fast-charging port will be able to add around 90 miles of range in 30 minutes of charging from a compatible outlet. Opel will bring a version of the Bolt to Europe, rebranded as the Ampera-E, but there won’t be any right-hand drive production. It’s difficult not to see this decision as a major own goal. It’s a huge shame for UK buyers, who have been waiting for an electric car that can beat the meagre range of existing offerings. Here’s hoping GM brings us this technology in another vehicle soon. MIKE DUFF

CHEVROLET BOLT Fails to inject any more fun into EV driving but makes the prospect of EV ownership and use more appealing


Roomy cabin gets TFT a instrument panel and a 10.2in touchscreen; official range is 238 miles between charges 32 AUTOCAR.CO.UK 30 NOVEMBER 2016

Price Engine Power  Torque  Gearbox  Kerb weight  Top speed  0-60mph  Range  CO2/tax band  RIVALS 

$29,995 (after $7500 rebate) AC electric motor 197bhp 266lb ft 1-spd reduction gear 1624kg 93mph (limited) 6.5sec 238 miles (EPA) 0g/km, 7% BMW i3, Nissan Leaf



PEUGEOT 3008 2.0 BLUEHDI 180 GT Family SUV gets a new range-topping trim and a punchy, economical diesel engine


here’s a new flagship model in the second-generation Peugeot 3008 line-up and you’re looking at it. The 1.2-litre petrol and 1.6-litre diesel variants we’ve driven already have shown that the 3008 has substance to match its style. This model’s 178bhp 2.0-litre diesel engine, paired with a six-speed automatic transmission, is the only powerplant you can have in the new range-topping GT trim. It’s the same engine found in the 308, 508 and DS 5, but it’s expected to account for only a 5% slice of the 3008’s sales. We’re keen to see if it deserves to attract more buyers than that. One of the new 3008’s most significant areas of improvement over its predecessor is the interior, and it remains a key attraction in this GT model. Every trim level gets a generous level of kit and a highquality cabin, with a 12.3in digital instrument panel and an 8.0in touchscreen. GT adds adaptive cruise control and some styling upgrades to the equipment you get with GT Line, as well as a full-leather interior and electric, massaging seats. This 2.0-litre diesel is the most powerful in the range, but its 0-62mph time only just squeaks in under 9.0sec and it doesn’t feel particularly brisk on the road. There’s plenty of low-end shove, though, and the drivetrain manages to cope with the power – unless you try a


Interior is one of the car’s main attractions; this model isn’t overly quick, but it’s frugal and quite refined particularly aggressive standing start on greasy asphalt. Just don’t expect performance thrills. That could be saved for a potential GTi version, which has been mooted. What you can expect is decent fuel economy. The 2.0-litre diesel is competitive against its rivals in that respect, being faster and yet more fuel efficient than an equivalent Nissan Qashqai or Renault Kadjar. Although it’s the gruffest-sounding engine in the 3008 range, it’s still quite refined, especially so when cruising below 3000rpm. A Sport mode adds too much weight to the steering, so things are best left in the normal driving mode, in which the steering is accurate and feels much more naturally weighted. Body roll is decently controlled through corners and handling is

This 2.0-litre diesel is the most powerful in the range


generally good for an SUV, but the 3008 feels less engaging to drive than a Seat Ateca. GT spec also adds 19in alloy wheels, which bring a harshness to the ride, although it’s never truly uncomfortable. The six-speed automatic gearbox – available on all engines apart from the 148bhp 2.0-litre diesel – is pretty good at judging shifts, but the changes aren’t lightning fast. Still, they’re quick enough to cope with the gentle family driving to which this car is likely to be subjected, and the paddles on the steering wheel are responsive. The driving position is comfortable, but it could do with a little more reach adjustment for the steering wheel, and although visibility is generally good, the view out of the back is slightly restricted,

because the rear screen is quite slim. There are a couple of handy practical additions inside, too, such as three Isofix mounting points (most rivals have just two) and a front seat that can fold flat to help with extra-long loads. The 3008 also has one of the biggest boots in the class. The 3008 counts the Ateca, Volkswagen Tiguan, Kadjar, Hyundai Tucson and Qashqai among its rivals. There’s plenty of quality in this class, then, but the Peugeot still stands out thanks to its appealing cabin and tidy handling. This version also has loads of kit and a strong engine, which all sounds promising until you consider the price. At £32,995, it’s more expensive than most rivals, and although it is well equipped, you don’t get all-wheel drive and it doesn’t offer enough pace to compensate for its cost. It’s worth bearing in mind that the 1.6-litre petrol-engined version offers similar performance for £6000 less. The cheaper 3008s, which are also more efficient, are too good to warrant the extra outlay on this model. The 3008 is a great SUV, but we’d sooner point you towards a lower-spec one. DOUG REVOLTA


PEUGEOT 3008 2.0 BLUEHDI 180 GT Range-topping 3008 gets loads of kit and a potent engine but is too expensive for us to recommend it


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

£32,995 4 cyls, 1997cc, diesel 178bhp at 3750rpm 295Ib ft at 2000rpm 6-spd automatic 1465kg 8.9sec 131mph 58.9mpg (combined) 124g/km, 21% Seat Ateca 2.0 TDI Xcellence, Nissan Qashqai 1.6 dCi Tekna Xtronic









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Italian brand emerges as a true luxury power with a large SUV MODEL TESTED DIESEL


Price £54,335 Power 271bhp Torque 443lb ft 0-60mph 6.8sec 30-70mph in fourth na Fuel economy 26.4mpg CO2 emissions 189g/km 70-0mph 56.0m


he transformation of Maserati from a maker of pretty but also pretty rare hand-built grand touring coupés into a fully fledged global luxury car brand has been forging ahead at full steam for the past three years. But with this week’s road test subject it comes to a rather large and conspicuous climax. The new Levante is interesting because it takes the Italian brand into a third permanent production base and swells its showroom offering to five models when, throughout a century of history, it has rarely built more than two or three at a time. It is


also vital, because it takes Maserati into the biggest and most lucrative part of the world’s luxury car market. But it’s most remarkable because, as you’ll no doubt have noticed, it’s an SUV: a £54,000, high-riding, four-wheel-drive, five-metre-long reason not to buy a Range Rover Sport, Porsche Cayenne, BMW X6 or Mercedes-Benz GLE Coupé. Whether Maserati should be making such a car has become a moot point. As recently departed company CEO Harald Wester could always be relied upon to point out, risking the Maserati brand on a big 4x4 – given how popular they have become – is actually much less cavalier than declining to do so. With Porsche, Bentley and so many other luxury brands already feeding off the benefits of big-selling SUVs and Aston Martin, Alfa Romeo, RollsRoyce and Lamborghini soon to join them, Maserati has clearly judged that its sporting reputation isn’t likely to be eroded here – and if it is, it’ll be a price worth paying. The Levante is, of course, just one part of a process of wholesale expansion and change at Maserati. While the Granturismo and Grancabrio are still largely handbuilt at Maserati’s long-established headquarters in Modena, the current Quattroporte and Ghibli have, since 2013, been made at Bertone’s old Grugliasco plant. In that context, Maserati’s expansion into a refurbished part of Fiat’s historic Mirafiori factory in Turin (where the Alfa Romeo Mito is made) for Levante production seems like a less contentious move than it might have. And yet, as brand traditionalists will note, this car is certainly not built in Modena, it’s no sleek, elegant saloon or coupé and, for the time being, and in the UK at least, it’s available only with a diesel engine. So just how much of the heart and soul of a ‘proper’ Maserati is left?



Handsome Italian styling z Competitive showroom pricing z Rich and pleasant interior WE DON’T LIKE

Tepid performance z Only averagely sporting handling z Cabin ought to be roomier

z You’ll find Maserati’s distinctive line of three front wing vents on some of its earliest road cars but, oddly, not on all of them. It has become a key visual identifier for the brand regardless.

z Standard wheels are 18s (which look small), but you can upgrade all the way to 21s. These 20in Nereo rims, part of the £5950 Sport Package, look particularly good on our grey test car.

z Piano black imitation skid plate is one of the styling features included in Maserati’s optional ‘dark finish’ Sport Package. It matches the black finish of the radiator grille nicely.

z Adaptive bi-xenon headlights come either as part of the £1000 Premium Package or as a £660 single option. Slim shape just about makes the front end look aggressive rather than squinty.

z Trident on C-pillar is an example of the brightwork you get on a Maserati that other makers no longer bother with. And yes, it’s chromed metal, not plastic.

z The ‘sport rear spoiler’ with the Sport Package refers to its flared trailing edge. Standard and Luxury Package models get a broadly similar thing.

z Quad pipes are the visible part of Maserati’s Active Sound Exhaust, which uses actuators to amplify and augment the V6 diesel’s audible signature — not that it ever sounds like a racing V8.

z Odd that they’d bother with a Q4 badge when it’s impossible to buy a Levante without four-wheel drive — at least for now. Remains to be seen if later plug-in hybrid versions will be RWD.



To give credit where it’s due, the Levante plainly isn’t just another big 4x4 – and you can tell as much before you’ve even got near the driver’s seat. Having accepted that so much of its potential global market would prefer its automotive luxury delivered by an SUV, Maserati has evidently been at pains to make the most sporting example it can. And so it quotes the best coefficient of drag and the lowest centre of gravity of any car of its kind. The Levante’s body, chassis and suspension are rich in aluminium, and the claimed kerb weight of the ◊

Kubang concept hinted at Levante in 2011


z Overhead panel isn’t the most orthodox — or ideal — place to locate the switch to operate the motorised tailgate, but at least you’ll never forget where it is.

z Audio volume dial sits atop the rotary multimedia controller. This is less of a problem than you might suppose — as long as you’ve got steady hands.



The main focal point of the Levante’s dashboard is the 8.4in touchscreen of its all-new infotainment system. Maserati is not the only car maker to fall into the trap of presenting its multimedia options as if on a tablet, but it might be the only one to have pursued the idea so diligently. The problem with the home screen layout — which appears like a simplified version of that which you might see on an iPad — is that you need to be able to pick out a function within half a second so your eyes can be returned safely to the road.


Because of that criteria, having 19 options all displayed in very similar, same-colour graphics is plainly less than ideal. Over time, of course, you’d memorise the position of each submenu, but over a few days we were still stabbing away in a half-panic. Otherwise, the system is obliging enough, and while the sat-nav is a notch or two less well developed than those of its premium rivals, there’s a solid choice of stereo equipment, including a Bowers & Wilkins Quantum Logic surround system with Kevlar speakers and a 1280W amp.

z Because the gear selector doesn’t move side to side, it needs a ‘manual’ button. Even this is temperamental, though. Shame, because the shift paddles feel lovely.

Δ example we tested was 2205kg – a respectable but not outstanding figure for a first attempt at such a car. The Levante’s platform is shared with the Quattroporte and Ghibli saloons and is therefore more closely related to the one found under a Chrysler 300C than anything currently used by Jeep. And there’s no shortage of sophisticated suspension and drivetrain components thrown in here. As standard, the Levante gives you height-adjustable air suspension, which is fitted with ‘Skyhook’ adaptive dampers, as well as an eight-speed automatic gearbox, full-time four-wheel drive with electronic torque vectoring, and a mechanical limited-slip differential between the rear wheels. The car is offered with a choice of turbocharged V6 petrol and diesel engines in other markets but, for now at least, is only available in the UK fitted with the diesel: the same 271bhp, 443lb ft VM Motori 3.0-litre V6 that is used to power the Ghibli and Quattroporte. It gives the SUV on-paper competitiveness against other large, diesel-powered SUVs on CO2 emissions and 0-62mph acceleration, although its claimed figures don’t appear to mark it out as anything outstanding. The firm will add the twinturbocharged 3.0-litre V6 petrol


Levante S to UK showrooms next year and plans to follow it in 2018 with two plug-in hybrid models.



The bar here is set high by the readily apparent luxury and perceived quality of the Levante’s rivals – but Maserati clears this initial hurdle with room to spare. The car’s driving position is excellent: vaunted and commanding yet congenial and very slightly hunkered down behind the high scuttle. Out in front is a landing strip of a bonnet; beneath you is a comfy and gently sporting seat. It’s a fine start (more Jaguar F-Pace than Cayenne) and is not immediately undone by the rest of the interior. Anyone familiar with the Ghibli should spot the family resemblance in the swooping ‘V’ of the dash, the bold analogue instrument cluster and the broad centre console, but the Levante’s cabin is still distinctive enough for it to stand out in Maserati’s line-up. With the application of £2650 worth of finegrain leather, it looks the part, too, but not every surface, nor every item of switchgear, is as impeccably crafted as in Porsche’s SUV cabins. There’s cheaper plastic to find if you go looking for it – most notably in the brazenly naff clock and the ◊

z Driving position blends good visibility with a suitably luxurious, cosseting feel. Seats are comfortable and the controls are well placed.



mm 0m 110

580 litres

0 76

Kerb weight: 2205kg 3004mm




950m m

980m m max


Typical leg room 760mm



VISIBILITY Raked A-pillars don’t especially limit visibility forwards, although the tapered roofline and fat C-pillars inevitably do it no favours to the rear.


z Plunging roofline limits second-row head room for taller adults, and you wouldn’t want to travel very far with three adults in the back.

Not tested on this occasion.

circle: 11.7m Turning

80mm 1624mm


Width 1120-1170mm

Height 460-700mm Centre



Length 1030-1900mm

W H E E L A N D P E DA L ALIGNMENT Levante keeps its brake and accelerator well apart, which isn’t unusual for the class — and nor is their significant findthem-in-boots size.

z Load bay is decently long but not particularly deep or wide. The 60/40 splitfolding seatbacks are correctly orientated for right-hand drive.


Δ Chrysler parts-bin starter button. However, much as the moon is impossible to see when the sun is up, you’ll probably not initially notice these cheaper fixtures for the whitehot ire you’ll be directing at the car’s intransigent gear selector. Maserati apparently wants the button and lever to be operated with tea-party gentleness, which is a level of patient etiquette not common in road testers. Consequently, finding Drive, Reverse or Park in a single movement while in a hurry is more miss than hit. There are broader misgivings to report about the Levante’s overall packaging. This is a large SUV (and it certainly feels it on narrow roads), yet its innards don’t seem to yield up enough interior volume to appropriately reflect the space being taken up by the car on the outside. There’s room enough for four adults, but you get the distinct impression that three school-age children sitting across the rear bench would feel a bit cramped. The load bay isn’t extravagantly roomy, either, due mainly to a lack of decent height. Maserati claims 580 litres of load

space, or around 70 litres less than you’d get in the smaller F-Pace, which feels no less spacious inside.



Given that it wears the same badge as Juan Manuel Fangio’s 250F Formula 1 car, the Levante is an SUV from which it seems reasonable to expect a bit of briskness. Particularly so because all of its key rivals provide a convincing sense of muscular V6 shove – and it’s surely for the Levante to go one better than most. Given the 6.8sec 0-60mph time we recorded, the Levante’s performance seems worthy enough in isolation – but when you check what an equivalent BMW X5, Range Rover Sport or Porsche Cayenne will do, it’s nothing special. But the biggest problem here is that the Levante will only achieve this kind of pace when put under unseemly duress – when launching against the brakes and held stationary at almost full power. Move away from rest in a slightly more dignified fashion (as every driver will) and you can expect the

generate a proper hum without a noticeable undertone of clatter and rumble, and nor can it sufficiently deaden the sound of its engine on a motorway so as to be called hushed.

standard sprint to 60mph to take at least a second or two longer. That may sound like a trifling concern, but it’s indicative of a wider one. When accelerating from any prevailing speed, the Levante won’t brush off its mass and pick up the pace with the sort of authority that has become a familiar, effortless feature of its rivals and really befits a luxury sporting car. It’s because the single-turbo diesel engine is operating at a sizeable disadvantage on peak torque – worth as much as 70lb ft in some cases – compared with plenty of the cars against which it must be measured. And the result, not dissimilar to our experience of the Ghibli, is a more ponderous SUV than we might have expected to find wearing a Maserati badge. Driving the Levante is also not the most refined or cultured of experiences. The most memorable big oil-burners present a deep, sonorous background level of ambient noise, rising and falling in conjunction with the accelerator pedal. The Levante conveys this only sporadically, being unable to



Various recent routes towards success in this department may have been demonstrated by the F-Pace and Bentley Bentayga, but simply replicating the dynamic success of either of those cars is much more easily said than done. Prudently, the Maserati has borrowed liberally from the playbook of others; this is a typically thickset, heavily steered, generally purposeful-feeling car to drive. It feels wide (expect to instinctively breathe in on narrow roads), but the Levante nonetheless manages to conjure the familiar feeling of satisfaction that results from piloting something so overtly burly from the comfort of a crow’s nest. However, it’s also clear that lessons sagely learnt by others have not been fully digested. The F-Pace was

T R AC K N O T E S Driven hard, the Levante is capable if ultimately less interesting than the presence of a limited-slip diff suggests it might be. A two-level Sport mode firms up the air suspension’s resistance to body roll, and while the car never attains the composure of a Porsche Cayenne, its even weight distribution prevents it from ever becoming too untidy. Nevertheless, the chassis never fully frees itself from the burden of the car’s mass or makes its heft seem to work in its favour, as a Range Rover Sport does. And because its engine suffers from a shortage of clout, the Levante often gives the impression of toiling — a sensation hardly moderated by the suspension’s inability to settle as satisfyingly as in rival options. Combine that with a steering rack that takes a moment or two for its assistance to catch up with your inputs on fast direction changes and the Levante doesn’t really feel like an SUV you want to drive quickly for fun.

z Big slowdown at the mostly blind T6. The steering simply doesn’t supply the confidence needed to attack it more quickly.

z Off-camber T3 reveals equitable balance but highlights how much weight there is moving around.






z Understeer that appears at T2 isn’t surprising; the lack of obvious help from the rear axle is, though. The Levante’s unsportiness starts here. T7





Maserati Levante Diesel (12deg C, damp) Standing quarter mile 15.4sec at 89.7mph, standing km 28.4sec at 113.3mph, 30-70mph 6.9sec, 30-70mph in fourth na 30mph
























Audi Q7 3.0 TDI (2015, 12deg C, damp) Standing quarter mile 14.9sec at 93.2mph, standing km 27.4sec at 118.9mph, 30-70mph 6.2sec, 30-70mph in fourth na 30mph



2.2s 3.3s




















60-0mph: 3.4sec 30mph-0


10.8m 0


8.8m 30mph-0



28.0m 20m

56.0m 30m

23.7m 50mph-0



47.1m 70mph-0


` This is a typically thick-set, purposeful-feeling car to drive a

a success because it upscaled – as much as it reasonably could – the dynamic prowess of the XF. The Levante, larger and on standard selflevelling air suspension, feels much more distantly removed from the taut sportiness that defined the Ghibli. That would be fine except that the compromise struck between the divergent requirements of ride and handling is not a particularly satisfying one. Naturally, comfort is prioritised here far more than it was in the saloon, but the SUV fails to make much of a virtue of its sophisticated air springs. Its various body movements make it feel curiously detached from the road, and yet it’s simultaneously keen to detail every vice and irregularity in the surface under its wheels. Much like the Ghibli, the Levante feels as if it were tuned only with smooth roads in mind. It is most likeable on newer motorway sections; away from them, it struggles to reproduce the polish or refinement of the Range Rover Sport – or even a Porsche Macan on its optional air suspension. And certainly, just as it is no match for the latter in a straight-line sprint, it doesn’t rival the Porsche among corners, either. While it generates decent grip and is not without a sense of balance, the Levante is plainly too heavy and too limited in steering feel to measure up to the world’s best-handling SUV – and even by the more appropriate standards of its closest competitors, it hardly handles very keenly.



The Levante’s showroom price and quite generous standard equipment should put it in a relatively alluring place for private buyers with finance in place. A powered tailgate, heated and ventilated leather seats, keyless entry and cruise control are standard, along with an 8.4in touchscreen infotainment system with DAB. Beyond that, choosing either one of two sport-themed options packages arms your car with a bootlid spoiler, sports seats, aluminium shift paddles, sports pedals and piano black skid plates. Go for the Luxury Package instead and you get illuminated door sills, a powered steering column, perforated leather and surround-view cameras. Most of the car’s active safety kit is also packaged as an option. Those buying on monthly finance should expect to pay a premium for the Levante, with contract hire and PCP deals right now looking more expensive than those of many rivals. Emissions of CO2 from the diesel engine aren’t low enough for the Levante to escape benefit-in-kind tax at the highest band, although VED road tax will be more reasonable than it would be with a petrol engine. Meanwhile, our own fuel economy testing suggests the car will return 26mpg as a typical average – which isn’t outstanding but isn’t something that owners of large SUVs are likely to baulk at, either. ◊

z Steering is satisfyingly meaty but short on feel; air-sprung Levante struggles to achieve either the body control of its best-handling rivals or a truly isolating ride.



£54,335 £70,175 £38,850 na 92 pence na 80 litres


£5950 £500 £1530 £660 £2650 £310 £2280 £370 £310 £1280


POWER 271bhp

FROM £54,335

TRANSMISSIONS 8-spd automatic


Track Motorway Average


Urban 34.4mpg Extra-urban 42.8mpg Combined 39.2mpg Tank size Test range

17.0mpg 41.5mpg 26.4mpg

80 litres 464 miles

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

TIME (sec) 2.2 3.4 4.8 6.8 9.1 11.6 15.6 19.9 25.5 34.2 -

The Levante’s platform is a further development of the Ghibli’s, so predominantly a steel monocoque, although aluminium features in the bodywork and the front subframe. The front double wishbone and rear five-arm multi-link suspension are also shared with the saloon, albeit in a modified format that includes adjustable air springs. The longways diesel V6 is for now the only powerplant to feature in the UK.

ENGINE Installation

Front, longitudinal, four-wheel drive Type V6, 2987cc, diesel Made of Iron block and aluminium head Bore/stroke 83.3/92.0mm Compression ratio 16.5:1 Valve gear 4 per cyl Power 271bhp at 4000rpm Torque 443lb ft at 3000rpm Red line 4500rpm Power to weight 123bhp per tonne Torque to weight 201lb ft per tonne Specific output 91bhp per litre

C H A S S I S & B O DY


443lb ft at 2000-2600rpm





271bhp at 4000rpm








Construction Weight/as tested Drag coefficient Wheels Tyres


Engine (rpm) 2000 4000




Steel monocoque 2205kg/na 0.31 20in 265/45 R20, Goodyear Eagle F1 Mobility kit



Type 8-spd automatic Ratios/mph per 1000rpm 1st 4.71/6.5 2nd 3.14/9.8 3rd 2.11/14.6 4th 1.67/18.5 5th 1.28/24.1 6th 1.00/30.8 7th 0.84/36.7 8th 0.67/46.0 Final drive ratio 2.8:1





CO2 emissions Tax at 20/40% pcm




Front Double wishbones, air springs, anti-roll bar Rear Multi-link, air springs, anti-roll bar Type Hydraulic rack and pinion Turns lock to lock 2.7 Turning circle 11.7m

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


2.6 3.4 4.3 4.8 6.5 8.3 9.9 14.3 -

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 Levante, contact Maserati UK, 275 Leigh Road, Slough SL1 4HF (0800 064 6468, 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).



Torque (lb ft)



Power output (bhp)

8.4in Touch Control Plus Satellite navigation Bluetooth connectivity DAB tuner Eight-speaker Bose sound system Automatic tailgate Leather upholstery Cruise control Dual-zone climate control Hill descent control Wipers with rain sensors Sport Package Dark Finish Easy Access Package Driver Assistance Package Plus Metalescent paint Full premium fine-grain leather Headrest Trident stitching High-gloss carbonfibre trim Heated front seats Heating for two outer rear seats Harman/Kardon sound system Options in bold fitted to test car = Standard na = not available

Front Rear Anti-lock

345mm ventilated discs 330mm ventilated discs Standard, with brake assist

Idle 54dB Max rpm in 3rd gear 70dB 30mph 63dB 50mph 67dB 70mph 69dB

1 2 3 4 5 6 7 8

29mph 4500rpm 44mph 4500rpm 66mph 4500rpm 83mph 4500rpm 108mph 4500rpm 139mph 4500rpm 143mph 3895rpm 143mph* 3106rpm * claimed

RPM in 8th at 70/80mph = 1521/1738


ABS, EBD, ASR, MSR, HBA Euro NCAP crash rating Not tested

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

189g/km £335/£670



Audi Q7 3.0 TDI S line

50 Value (£1000s)

On-the-road price Price as tested Value after 3yrs/36k miles Contract hire pcm Cost per mile Insurance/typical quote

Maserati Levante Diesel

40 30

Porsche Cayenne Diesel

20 10 0 New

1 year

2 years

3 years

4 years

z Lower volume is likely to help the Levante’s prices remain broadly competitive with its big-selling rivals.

R OA D T E S T N o 5297

Read all of our road tests





A mildly interesting also-ran, with a weak engine and so-so handling


n SUV has become a must-have for car makers like Maserati, so the firm deserves credit for not low-balling its entry. The Levante could have been a reworked Jeep Cherokee – a prospect to send shivers down the spine of anyone with afection for the firm’s 100-year history. Instead, it is in keeping with the brand’s recent output, being a good-looking, slightly odd-sized and semi-luxurious but not-quite-fast-enough mixed bag. As with the Ghibli, Maserati has invested the Levante with the diesel engine it had available rather than the one the car really needed. We have no trouble believing that the lighter, quicker V6 petrol model makes for a better car, while a more dynamically stimulating option might well have proved more successful in challenging the established supremacy of the Porsche Cayenne and Range Rover Sport. As it is, this diesel Levante only makes for an average large SUV – and an anticlimactic addition to the Maserati range. Expect it to become the firm’s best seller in due course, but don’t assume that counts for much. The Levante is more mildly interesting also-ran than the coming-of-age car it might have been.




RANGE ROVER SPORT 3.0 SDV6 HSE £62,700 By some distance the class leader, on account of its masterful driving style. AAAAB



VOLVO XC90 2.0 D5 AWD R-DESIGN £50,485 Lacks the Range Rover Sport’s pomp but remains extremely likeable in its own way. AAAAC

PORSCHE CAYENNE DIESEL 3.0 V6 £52,689 The Levante’s benchmark — which makes its overall superiority surprising. AAAAC


AUDI Q7 3.0 TDI QUATTRO S LINE £54,540 Trades sportiness for comfort — and does a sterling job of it, too. AAAAC

V E R D I C T S O N E V E RY N E W C A R , P 8 0


MATT SAUNDERS The Levante is the seventh Maserati to be named after a wind, after the Bora, Ghibli, Shamal, Mistral and others. The Ford Zephyr and Austin Maestro were named to similarly breezy but much less desirable effect. NIC CACKETT If the gearbox weren’t frustrating enough, to manually disengage the electric handbrake you pull the switch up. To engage it? Well, you pull it up as well. Which is annoying.

S P E C A DV I C E Go for the dark finish Sport Package (£5950). Add four-zone climate control (£1000), cargo rails (£270) and the toplevel Bowers & Wilkins stereo (£3360).


BMW X5 XDRIVE40D M SPORT £56,925 Does enough to pip the Levante here — not least thanks to its marvellous engine. AAABC

z If a Range Rover Sport can offer seven seats from a shorter wheelbase, surely there’s room to improve the Levante’s packaging. z Find a new V6 diesel. The current engine isn’t worthy of the brand. z Cut at least 100kg to better deploy the greater torque of that new engine.





Audi’s new TT RS ofers blistering pace for the money – but so do the Mercedes-AMG A45 and Ford Focus RS. Matt Saunders picks the top allwheel-drive performance car for £50k or less PHOTOGRAPHY JED LEICESTER


hose poor, unfortunate cheats at Audi are in trouble again. This time it’s for another few lines of software code that allow cars to fiddle an emissions test. Cue the predictable long faces, furrowed brows and tutting disapproval of the mainstream media, which we’ve no need to repeat on these pages. I’m not excusing it and neither should anyone else. But before heaping even greater scorn on top of a growing pile, a would-be critic really ought to spend a few hours in the company of a modern automotive engineer and get some perspective on the endless list of often conflicting targets they’re expected to hit for almost every facet of a new car’s state and function. What an irony, then, that if you’re an engineer working down the road at Audi Sport, rather than at the mothership, you’ve no need to resort to ‘creative’ software coding to find a shortcut where you need one. You simply use the special dispensation that Neckarsulm has apparently been awarded from the laws of Newtonian physics. That, surely, is how this outfit can make a two-tonne RS6 Performance estate car hit 60mph from a standstill in just 3.4sec – as verified by the Autocar road test timing gear recently. And only that, you might imagine, could make the subject of this comparison test, the new TT RS, good for matching its equally jaw-dropping official 0-62mph claim of 3.7sec. That or rocket boosters. Here is a TT that’s substantially quicker away from a standing start than most current-generation Porsche 911s, never mind a 718 Cayman. A BMW M2 is considerably slower as well – as is every version of the current M3, M4, M5 and M6. Both a Ferrari F430 and a 997-generation 911 Turbo take longer to get to 62mph. Absurd, isn’t it? The Audi TT has never been an ordinary sports car. It flouts the rule book and shuns the mechanical templates that deliver the dynamic advantages of either a mid-engined or re r- rive riv l. t s ttro


It s wash da for the TT and our cameraman 46 AUTOCAR.CO.UK 30 NOVEMBER 2016

` The genius of the TT RS is to make its combustive violence so accessible


A45 may not be a gull-wing Merc, but it’s still a bit special


Focus RS’s humbler origins and cheaper price show inside

Good taste and sophistication pervade the TT

Overtly sporting themes mix with a plush feel in the A45 You can throw the TT RS about, but it isn’t overly involving

four-wheel drive, of course, but that makes it only more unusual in a class where most manufacturers deem one driven axle sufficient. And yet somehow, with this RS version, the car disappears into even more left-field territory. It’s as though making a better sports car wasn’t enough and Audi’s aim was instead to reproduce the enormous, giantkilling, bang-for-your-buck-busting traction and pace of a 911 Turbo S or a Nissan GT-R at an even more accessible price point. The RS subbrand clearly needed a new cult hero. And so, to find out if that’s exactly what Audi Sport has got, we’ve lined up what we consider to be the fastest and most impressive four-wheel-drive performance cars produced to a similar brief.

Until the TT RS came along, you’d have held up Mercedes-AMG’s 376bhp A45 as the sub-£50,000 answer to the search for ultimate, eye-popping, unconditional speed, accessible on any road and in any weather. It has had a fairly major mechanical refresh in the past 12 months, it has four driven wheels and a dual-clutch automatic gearbox, it’s £10,000 cheaper than the TT and it’s capable itself of cracking 60mph in a whisker over four seconds. And then there’s the turbocharged, four-wheel-drive five-door that was brand new for 2016, is £20,000 cheaper than the Audi, ought to be within touching distance of it on power and real-world pace, and has the most trick all-corner drivetrain that the hot hatchback market has ◊



` The Focus RS is so

efusive and terrier-like that it might wear you out Δ yet seen: the 345bhp Ford Focus RS. If the TT RS really is to make good on that 3.7sec 0-62mph claim and prove itself the quickest, grippiest, most usable and most exciting performance car on the cheaper side of an £80,000 GT-R, it’ll need to start by flicking off these current masters of the art. But before we start, a footnote. If this field feels as incomplete to you as it does to me without a Subaru Impreza Turbo or a Mitsubishi Evo in it, all we can do is regret the fact that the car makers that popularised the performance niche the TT is now expanding no longer offer a credible player within it. The Evo is long dead, in all likelihood never to return in anything like the guise we once knew. The Impreza Turbo lives on in the current WRX STI, but it has become a shadow of its former self and you’d no sooner line it up against this Audi than pit Mike Tyson against Anthony Joshua in a heavyweight championship bout. Trust me: that fight would get very messy indeed. We must all concentrate our minds on the here and now. And, usefully, that’s exactly what a warbling 394bhp five-pot engine in the front of a pint-sized TT helps you to do.

M O U N TA I N S T O C L I M B Onto the roads first: slippery, foggy, bumpy Welsh mountain roads in November, which are precisely the sort that fast 4x4s ought to be made for in my book. In this setting, what do five turbocharged cylinders,


four driven wheels, seven paddleselectable forward gears and enough grunt to outpunch Colin McRae’s 1995 championship-winning Impreza rally car do for this Audi? The short answer is ‘plenty’. The longer one might even include some colourful language if I were explaining it to you, wide-eyed, over a not-so-quiet pint in a corner of some convenient licensed premises. Even if you’re fairly well used to the performance level of modern supercars, the TT RS feels properly fast. The genius of the car, if we can agree to call it that, is to make that combustive violence so accessible and tame – to make this feel like a car that could handle even more. That’s the really brain-frying bit, which we’ll come on to. But let’s start in the rear-view mirror of an A45, which is a particularly interesting viewpoint from which to judge the TT RS’s pace because, as a rule, cars only get smaller when you’re looking at them in it. The Focus RS certainly does.

Although I’d hoped for a more even fight, it’s a touch disappointing to find the gap between the pointto-point speed of the Ford and its pricier opposition as large as this. It’s as much to do with transmission as power or torque. These cars accelerate quickly everywhere – at high speeds, at low speeds, up steep inclines and on the flat – but the Audi and Mercedes-AMG always seem to be in the right gear, with the next one just a finger flick away. The Ford’s is a more oldfashioned, physically engrossing sort of powertrain. It’s still fast and arguably more rewarding than those of its rivals here, but it’s part of a driving experience that needs more management and interaction than either of the others. Only when you’re on top of your game will the Focus deliver to the best of its ability; that’s something I like about it. But as for the TT RS, it steadfastly refuses to get smaller in the rear-view mirror when you’re trying to put distance between it and the back of

your A45. While the four-cylinder turbo in your Mercedes-AMG crackles, spits and growls away menacingly, you can hear the music of the Audi’s in-line five getting closer and louder by the second. Meanwhile, the low, wide, LED-lit blodge of red in that rear-view mirror is gradually getting bigger, too. There’s no escaping it – no denying that, down those clear and wellsighted straights at least, the A45 is meat and drink to the TT RS. Time to switch seats and find out what we’re missing. Audi’s torque curve for this five-cylinder engine says it makes peak torque all the way from 1700rpm to near enough 6000rpm. It certainly doesn’t feel like that. Not that the engine feels soft underfoot, or at all peaky anywhere in its bristling repertoire. But there’s a definite surge of force as the needle sweeps past about 2000rpm and then another one as it passes 4000rpm, making the charge between 4000rpm and 7000rpm the chunk of the tacho you’ll want to keep ◊

Peak torque is similar in all three, but the 394bhp TT (far right) has most power, the 345bhp Focus (middle) least; A45 packs 376bhp 30 NOVEMBER 2016 AUTOCAR.CO.UK 49


Here’s a quick look at what your money buys second-hand

AU D I T T RS (M K2)

Mk2 TT RSs are rare, so prices remain high. You’ll have to pay at least £20,000 these days, and a shade more than that if you want a low-mileage, historied example. Coupé and roadster models tend to go for similar money, but we’d still choose the fixed-head version for its fractionally stiffer chassis. Top money for a super-clean, lastof-the-line TT RS Plus — which got 20bhp more — is around £34,000. Beware the rock-hard ride and numb responses, though.


Fast Fords hold their value well, and the Mk2 RS is no exception. A budget of £15,000 barely gets you a high-mile, Cat D write-off, so you’ll have to pay just shy of £20,000 for one you’d actually want. Avoid modified examples and look for signs that it has been well cared for. You’ll be rewarded with a rabid, hairy-chested driving experience and fabulously aggressive hot hatch styling.


Early pre-facelift A45s are now starting to look pretty reasonable, having lost a vast tract of their initially rather high value. The cheapest around go for £23,000 or so, but about £4000 more gets you into a two-year-old example with 25,000 miles on the clock. Not bad for a car that cost almost £38,000 brand new and has the best part of 355bhp — more than either of the other two used options here and almost as much as the new model.


Δ working within if you want to put as much tarmac under your wheels as possible in a short space of time. Whereas the A45’s engine feels mostly about mid-range torque, the TT’s is more balanced. It sounds great, but it offers so much more than that enigmatic ‘bwarrrrp’ of noise. This is a genuinely great engine: dramatic, smooth, rich, flexible, exciting and very potent indeed. In a time of lawnmower-like Caymans, it’s one to cherish. And yet something has gone missing, too. The TT RS feels firm, flat and much more direct than either the A45 or the Focus, but not any better balanced when cornering. It has only just over two turns of steering between locks, and it hardly seems to roll at all on turn-in, but it hardly darts incisively at apexes, either. But the most conspicuous absence of all in the Audi’s driving experience is of steering feedback – and that isn’t by accident. Like so many fast Audis, the TT RS is all isolation and good manners. Its ability to put more than 350lb ft of torque onto the road through a predominantly front-driven driveline without so much as a whiff of steering corruption or torque steer is uncanny; likewise its resistance to bump steer and tramlining in a suspension set-up so stiff. For a vivid contrast, look to the Focus RS, which needs no second invitation to follow the contours of the road or to jink and tug away at the wheel under power. And so the Audi can be driven at Mach 2 as effortlessly as if you were tootling down to the shops, whereas the Ford demands every shred of your concentration. But the TT RS is also regrettably uncommunicative, and stiff legged when the bigger bumps come; in contrast, the Focus is so effusive and terrier-like that it might wear you out. And the A45 quite expertly splits to the two positions. Its steering has useful directness but matching weight and lots of feel. Its suspensio is taut enough to keep its body in check but yielding enough to absorb the road’s nastier ridges and craters – and to allow only enough roll to help develop grip rather than adversely affect it. The AMG’s handling is at once progressive, predictable and precise, and you need all three to really take encouragement and confidence from a car like this. On the road, the AMG is little short of brilliant.

R A L LY S TAG E F I N A L E Our test ends at Oulton Park. The circuit’s excellent low-grip tarmac rally stage makes the perfect venue for finding out not only how our three rivals might tackle a really treacherous surface but also which of them does the best impression of Kevin Eriksson’s sensationally sideways rallycross car. This is where I’m expecting the Ford to make its bid for glory – but no. In the event, the Focus’s Michelin tyres just don’t seem to work as well


Focus RS spectacularly over-delivers on pace, balance and involvement at its £30k price point but isn’t quite the giant killer we hoped it might be

TT loses grip quite suddenly and lacks A45’s adjustability

on the track’s wet, polished surface as the TT’s Pirellis or the A45’s Dunlops, and there’s too much understeer for the Ford to push through to allow it to show off its driveline at the heights we’ve witnessed elsewhere. And between the other pair, it’s the AMG that rams home a dynamic superiority that was unmistakable on the road, sealing a well-deserved win. Where the TT runs out of grip suddenly, takes attitude the same way and only ever seems to use its four-wheel drive system to drag the car straight again, the A45 (fitted with AMG’s optional limited-slip front differential) is much more adjustable when grip becomes slip.

Nudging into a slide gently on a trailing throttle and feeling more balanced and predictable as you feed power back in, the A45 doesn’t quite drift under power like the Focus can, but its superior balance of grip means that it simply doesn’t need to. Tougher tests of the TT RS are to come. A full road test will reveal if it really can match that incredible 0-62mph claim and get even further under its skin. But for now, at least, it’s pretty clear that it’ll take more than knockout five-cylinder power and pace to dominate the very best of the breed that the modern fast 4x4 has become – and that the TT is still some way off hero status. L


3rd 1st

A45 has greater pace and a better gearbox and ride in revised form. More communicative than the TT and well worth its premium over the Focus

Focus RS is soon overhauled by the A45 on any road

TT RS has an epic powertrain and is incredibly easy to drive quickly. Too isolating, too muted and a bit too unyielding to really set your pulse racing, though

Mercedes-AMG A45

Ford Focus RS

Audi TT RS Coupé

Price 0-62mph Top speed Economy CO2 emissions Kerb weight Engine layout Installation Power Torque Power to weight Specific output Compression ratio Gearbox

£40,695 4.2sec 155mph (limited) 40.9mpg (combined) 171g/km 1555kg 4 cyls, 1991cc, turbo, petrol Front, transverse, 4WD 376bhp at 6000rpm 350lb ft at 1600-2800rpm 242bhp per tonne 189bhp per litre 8.6:1 7-spd dual-clutch automatic

£31,250 4.7sec 165mph 36.7mpg (combined) 175g/km 1547kg 4 cyls, 2261cc, turbo, petrol Front, transverse, 4WD 345bhp at 6000rpm 347lb ft at 2000rpm 223bhp per tonne 153bhp per litre 9.4:1 6-spd manual

£51,800 3.7sec 174mph (limited) 34.4mpg (combined) 187g/km 1440kg 5 cyls, 2480cc, turbo, petrol Front, transverse, 4WD 394bhp at 5850rpm 354lb ft at 1700-5850rpm 274bhp per tonne 159bhp per litre 9.8:1 7-spd dual-clutch automatic

Length Width Height Wheelbase Fuel tank Range Boot

4299mm 1780mm 1433mm 2699mm 56 litres 504 miles 341-1157 litres

4390mm 1823mm 1472mm 2648mm 62 litres 501 miles 260-1045 litres

4191mm 1832mm 1344mm 2505mm 55 litres 416 miles 305-712 litres

MacPherson struts, coil springs, adaptive dampers, anti-roll bar Multi-link, coil springs, adaptive dampers, anti-roll bars 350mm ventilated discs (f), 335mm ventilated discs (r) 8.5Jx19in, alloy 235/35 ZR19, Michelin Pilot Super Sport

MacPherson struts, coil springs, adaptive dampers, anti-roll bar Multi-link, coil springs, adaptive dampers, anti-roll bars 370mm ventilated discs (f), 310mm solid discs (r) 9Jx20in, forged alloy 255/30 ZR20, Pirelli P Zero

Front suspension MacPherson struts, coil springs, adaptive dampers, anti-roll bar Rear suspension Multi-link, coil springs, adaptive dampers, anti-roll bars Ventilated discs (f), solid Brakes discs (r), sizes unspecified 8.5Jx19in, alloy Wheels 235/35 ZR19, Tyres Dunlop SP Sport Maxx RT


Manchester to London

in 19 minutes

That’s the target of the bof ns behind Hyperloop, a new vision of ultra-fast mass transportation that could transform how and where city dwellers live and work. Matt Burt gets up to speed

lon Musk isn’t short of bright ideas, whether they involve inventing a trail-blazing electric car company, launching rockets into space or attaching batteries to houses. Back in 2013, the Tesla boss had another brainwave. Somewhat underwhelmed by California’s proposal for a high-speed rail system that, in Musk’s view, was going to be too expensive, too slow and too reliant on outmoded technology, he proposed Hyperloop – a modern mode of transport suited to intercity travel over distances of several hundred miles. Too busy spinning his other plates to take the idea further, Musk wrote a white paper laying out his vision and invited like-minded entrepreneurs to run with it. Step forward Hyperloop One, a new company that was



founded in a garage in the summer of 2014 and now employs 200 people working towards the goal of making the Hyperloop concept into a peoplecarrying reality five years from now. Here’s the lowdown.

T H E T E C H N O L O GY A N D SCIENCE EXISTS Hyperloop uses a linear electric motor to propel a levitated pod through a low-pressure tube that can be situated either above or below ground. The pod, which will hold somewhere between 12 and 36 people, can glide silently for miles. The air pressure that traditionally builds up at the front, causing the turbulence, will be removed using industrial pumps. “We’re taking a combination of existing science about aerodynamics, levitation and linear motors and building a system that works

with an autonomous control system to create something quite different,” says Hyperloop One CEO Rob Lloyd. “By using magnetic levitation instead of wheels, the system becomes more efficient when you go quickly. You can glide at 650mph to 750mph.”

T H E R E A R E N O S TAT I O N S A Hyperloop One infrastructure won’t have the same land demands as a traditional overground train network. The tubes in which the pods travel are much more compact than the tube tunnels we’re familiar with, and the absence of intermediate stopping points makes the system cheaper to build. “A major train station needs big platforms where 800 people can line up at the side,” says Lloyd. “Hyperloop will have a circular portal and multiple underground levels.”

CEO Rob Lloyd: “In 2020 we aim to start with cargo services”

T I M E TA B L E S B E DA M N E D Hyperloop will be an on-demand service. “A train arrives at a specific time, and if you miss that one, you have to wait,” says Lloyd. “Our idea is that we go point to point to a specific destination with a much smaller vehicle. When you combine the speed


Hyperloop tunnels are narrower than those of tube trains

Hyperloop tunnels can go over or underground; system build will be “two-thirds the price of high-speed rail at three times the speed”


The speed at which a Hyperloop pod will be able to transport up to 36 people.

Pods will house between 12 and 36 people and accelerate to 650-750mph in a linear way; circular portals will be the exit/entry point that the pod can travel with the pointto-point nature of the system, you shave off a load of time.” Short journey times could enable commuters to live in the north and work in the south.

RELAX: WE’LL STILL NEED CARS Lloyd dismisses a suggestion that Hyperloop could replace the car entirely. We’ll still need to rely on “last-mile technologies” such as cars to take us from home to the Hyperloop terminal and then to work at the other end. Whether we actually own or drive that car is another matter. “It might be a ride sharing service, an autonomous car or your favourite BMW,” he says. HYPERLOOP CAN GO U N D E R O R OV E R Some schemes would be above ground, but Hyperloop One is also

looking at digging. The tubes in which the pods travel are likely to be around five metres in diameter and “they are relatively quick and inexpensive to build compared with projects such as the Channel Tunnel,” says Lloyd. “We’re looking at a tunnel between Finland and Sweden underneath the Aland Islands, and one from Estonia to Finland that would be about 40 miles in length. It could be built for billions rather than tens and tens of billions.” Lloyd won’t put a specific price on a system’s build cost but says: “As an average, it will be two-thirds the price of highspeed rail at three times the speed.”

75 0 M P H W O N ’ T S C R A M B L E YO U R B R E A K FA S T “The classic question we’re asked is: ‘What is it going to feel like?’,” says Lloyd. “It depends how fast you accelerate. If you want an exhilarating

ride in a Tesla in Ludicrous mode, you just hit the accelerator as fast as you can and get a fair amount of g-force. That’s not what most people want in a transportation system. With the electric motor, we can generate very linear force, so we just lengthen the distance that we use to accelerate to get very gradual acceleration. We could make it feel like a highspeed elevator.”

WI LL IT B E SAFE? Blasting through a small tube at speeds of up to 750mph sounds fraught with risk, but Lloyd counters by saying: “It’s a controlled environment, so therefore we have fewer variables than you would experience when you get in a car or jump on a plane. We will be working extensively with regulators to certify the technology and make sure that everything is safe.”

Hyperloop will have an autonomous control system – “the speed would preclude a human from being the decision maker” – but Lloyd admits some regulators might insist on a back-up human driver.

YO U C O U L D R I D E I N 2 02 1 The goal for 2017 is to prove the technology and Hyperloop One is building a ‘DevLoop’ test facility in Las Vegas. It plans to select locations for the first systems in 2018 and construction will take place in late 2018 and throughout 2019. “In 2020 we aim to start with cargo services, moving containers or pallets of freight,” says Lloyd. “We’re doing a study about the potential of that in Los Angeles.” Lloyd also reports interest in the United Arab Emirates, northern Europe and Russia. If all goes to plan, passenger services could begin in 2021. L 30 NOVEMBER 2016 AUTOCAR.CO.UK 53


How we’re creating a new people’s car Two weeks ago we chose the look and key aims of the 2025 people’s car we’re creating from scratch. Now it’s time to get into design and engineering details. By Steve Cropley

wo weeks ago, with the help of Coventrybased car creation company Envisage Group, we set out to design a car to suit the demands and desires of car users in 2025 to 2030 – both to investigate the future of cars and to understand the sheer complexity of modern-day car creation. Our car would be Volkswagen Golf-sized, battery powered and capable of carrying five occupants in great comfort and potentially up to seven. It would utilise all of the technological developments we and Envisage’s experts could realistically forecast for the next 15 years while also remaining fundamentally practical and affordable. Autocar’s journalists would play the role of client, laying down the concept’s fundamentals. The designers were to be four ex-Coventry University transport design students (now graduates), who have worked at



Envisage through the summer under the direction of two well-known Envisage professionals, Oliver Le Grice (design) and Bill Walsh (engineering). Two weeks ago, in the first of a three-part series, we agreed the car’s duties, its basic dimensions and broad mechanical layout, chose a basic design theme and found a name, Share P42. Why the name? Because we reckoned ‘Share’ went straight to the heart of the car’s role – and, as a bonus, it would allow us to redesign the familiar ‘share’ computer symbol as an attractive nose badge. And ‘42’ because, in early discussions about the car’s broad remit, Envisage CEO Chris Devane prophetically remarked that the car should be dubbed ‘42’ – in honour of author Douglas Adams’ famous answer to the conundrum of “life, the universe and everything” in his immortal comic science fiction series The Hitchhiker’s Guide to the Galaxy.

Stylish rear gives great access to a spacious boot

Envisage CEO Chris Devane (centre) coined P42’s name


` Much of the electrical computer software will be carried outside of the car, in the cloud a Flexible seating will be key in cars like the P42 with self-drive capability

M E C H A N I C A L L AYO U T We’re looking at an advanced frontwheel-drive electric car, as roomy as a rectangular prism inside yet sleek and advanced on the outside. To maximise the space needed for flexible seating and allow best cabin access (see diagrams), the P42 is being proposed with a ‘clap hands’ system of very large doors that eliminates a centre pillar. The rigidity contribution made by this normally vital member is provided instead by an innovative floor, roof and sill structure. The P42’s monocoque is made mostly of aluminium and carbonfibre for weight control, but the exact proportion of each is still under discussion. Walsh believes recycling will become a very big deal by the time we reach the hard design phase, and large quantities of carbonfibre will be costly, slow to produce and border on the undesirable from the recycling point of view. Were we doing this for real, we’d be hoping

one of a range of more sustainable, biodegradable fibres currently under development might emerge over the next decade. The electric drive motor is carried transversely in the nose, its power provided by a sled-like battery in a well-protected position under the flat floor. Front suspension is by short double wishbones to save space and the proposed rear set-up is independent by compact trailing arms, to provide a high standard of ride comfort while allowing a wide and low tailgate to take advantage of the flat floor. One early decision has driven many others: Envisage’s confidence that designers of volume cars in 2025 will be able to depend on active, affordable, self-deploying front and side crash protection to meet forthcoming regulations. The P42 assumes both systems, and together they dramatically reduce the car’s overall length and control its width while protecting both occupants ◊


Hard to believe roomy P42 is only the size of a VW Golf

Much discussion before design team gets the right result


The direction of motion might even be gesture or voiced controlled CHOICE OF DESIGN

Autocar resident car designer Ben Summerell-Youde, a Coventry graduate himself, carefully surveyed the Envisage team’s dozen or so design proposals for the Share P42 and led our final choice of Michael Mills’s seminal design. “I really liked the way Michael’s design pitches forward in a way that makes it look interesting to drive, even if part of the time it’s going to be a shared car,” he says. “The big wheel arches, the character lines along the sides and the low roof give it a desirability I think all successful cars are going to need in the years to come. “In particular, I thought Michael’s proposal looked premium, and very different from anything on sale now, which was one of our most important specifications. I’m really looking forward to seeing the finished model.”



Δ and battery in a severe side impact. The upshot is that they have allowed our design team to configure a front-drive electric car at a Golf-like length of 4.3m, while providing flexible cabin accommodation for five or even seven people. The other major space-saving ruse is the P42’s complete absence of a classic, looming dashboard to contain its HVAC system (heater and air-con to us laymen), instruments and airbags, among other gadgetry. The HVAC fits into space liberated by the comparatively small size of the drive motor – versus a petrol or diesel engine – and by the radical proposal (for now) that much of the P42’s electrical control software will be carried outside the car, in the cloud. This idea is already under serious discussion and Envisage believes it could become reality over the next decade. The P42’s passenger airbags should be able to be carried in the car’s pillars or its small forward cabin

bulkhead and the instrument pack is proposed as an augmented reality head-up display, which can highlight external hazards. Gesture and voice control will govern other functions such as audio and ventilation. How will the driver control the car? Our view is that autonomy will be common in easy conditions such as motorways or crawling traffic but won’t be universal, so the P42 needs a steering wheel. The steering will be ‘by wire’ rather than unbroken mechanical connection, and the same will go for braking, which will aim seamlessly to integrate retardation from friction and regeneration. On that note, we’re proposing a single stop/go foot control. Contemporary electric cars with strong regenerative braking already approach one-pedal operation, via the accelerator, and Walsh says such systems are under serious consideration. There will be no gears to shift, and the direction of motion –

SCORES ON THE DOORS P42’s ‘clap hands’ door system dumps centre pillars, allows very easy access and works brilliantly in the tightest parking areas

forward, backward, neutral – might even be gesture or voice controlled. Work proceeds in all of these areas and more; our concluding episode will put values on motor power, battery size, vehicle weight, charging time, acceleration and cruising range.

DESIGN PROGRESS Our Autocar-Envisage Share P42 project illustrates graphically how closely engineering and styling need to work together nowadays to create a car. How could all the rule-breaking refinements above be incorporated into a contemporary design – against a punishing schedule – without the designers knowing intimately of new stuff under the skin? And what would be the point of engineering such enticing refinements if the styling didn’t speak eloquently about it? With the help of the rest of our designers, who have now coalesced into one team, as happens with real-world projects, Michael Mills’

HOW TO CREATE A CAR INSIGHT H O W T H E S T R U C T U R E I S TA K I N G S H A P E External transmitter/receivers cameras/radars fin-mounted Architectural/organic/exposed roof structure

Aero ducts — aero-assisted feed for cooling/HVAC

Thin-section, lowrolling-resistance tyres Pillarless structure — requiring cross-car structure/structural door/deployable sill as enabler Door to drop below sill for optimal ingress/egress

Deployable crash structure

Deployable side structure Cooling pack/battery temperature management systems

Structure within closures

Inductive charging pad/live charge

original design has progressed many a mile. While keeping to the original concept, the P42’s nose now takes full advantage of the compactness allowed by deployable safety systems, the air scoops and ducts are placed where they’ll be needed, the side windows have more character, the doors are the correct shape and size and there’s a much more convincing design for the tailgate. One more amazing refinement: Envisage’s experts are proposing a

single, hugely powerful light source in the car, with a system of projectors and reflectors that use it at varying intensity for headlights, interior lights and everything in between. So ends the era (possibly) of the heavy, pricey, space-wasting traditional headlight… Inside, the seating has been laid out to suit real people, but we’re still working on proposals that show exactly what will confront the driver in the seat. We’ve decided that all

occupants’ seats will move flexibly except the driver’s. Neither we nor Envisage have quite enough trust in the driverless principle, even in 2025 or 2030, to allow the person at the wheel to face away from the road. Separately, Envisage’s ‘clay academy’ people are working on a greatlooking modular seat design for the P42 that will self-position, heat and cool the occupant, and protect occupants when an accident is threatened.

At the end of phase two, many key P42 decisions have now been made. Envisage’s experts are confident enough to have started milling the one-fifth-scale model they’ll eventually paint, finish, photograph and display. It’s a fascinating time, but even bigger stuff is in prospect. See you in two weeks’ time!

ess Final 1:5-scale model starts milling proc


LMP racers have much more downforce than GTE cars like 911 RSR

Simulator provides an utterly convincing experience of Spa


Taking advantage of aerodynamic downforce is a skill top racing drivers must master. Sam Sheehan straps himself in to a high-tech simulator to feel its efects ownforce has been increasing the performance of racing cars for more than half a century, turning 50mph corners into 90mph ones and slashing the lap times of single-seaters by so much that even supercars with twice the power look pedestrian by comparison. “Downforce is basically free grip,” says Matt Beers, director of driver development company Position One Motorsports and team manager and chief engineer of Gulf Racing, which competes in the World Endurance



Championship (WEC) with a Porsche 911 RSR. “With the added grip it brings, you can go a lot faster than with just the mechanical grip provided by the tyres. But it’s harder to build up to it; you have to trust it.” To get an idea of what this free grip feels like, we join Beers and Gulf Racing driver Ben Barker at Position One’s Milton Keynes HQ to get behind the wheel of their stateof-the-art racing simulator. The sim has 360deg rotation and is so realistic that the Gulf drivers use it for training between WEC races. Strapped into its seat and facing

a wraparound screen with the Spa-Francorchamps pit lane ahead certainly convinces your eyes you’re in a proper racing car, while the vibration through the seat as the clutch bites convinces everything else that this is the real deal. To start, we’re in a 911 GT3 Cup car, basically a junior version of Barker’s 911 RSR but with a little less downforce. However, for someone with zero experience of aerodynamic grip (me), this will apparently feel pretty hardcore. Nevertheless, after a couple of acclimatisation laps, it’s remarkably straightforward to drive.

“You can brake later as you have the downforce grip to lean on,” says Barker through the headset I’m wearing. “Make sure you trail brake into the corner to rotate the car, otherwise it’ll push wide.” It turns out the GT3 Cup feels easy to drive because I’m miles from the limit. Eau Rouge requires a quick downshift and you can really feel the aero working up the hill, but braking later at the end of the following straight makes the car nervous, and the pendulum effect of a rearengined racer soon rears its head and causes multiple spins. Barker


` Downforce feels like a form of witchcraft I’m yet to grasp. Its efect through Eau Rouge is astonishing a



We talk to the 21-year-old Brit after his first round in the Asian Le Mans Series as LMP2 driver for the Race Performance team

How was the first round in China? “I hadn’t actually driven the car [an Oreca 03-R Judd] before; I’d only had some sim practice. When I arrived at Zhuhai International Circuit, we were meant to test on the Thursday and Friday, but there was a problem with the engine that meant I had no running on the first day. “Thankfully we got through the programme on Friday quickly and I was quickest in the second practice, so we were there or there abouts straight away.”

recommends being more precise with the brake pedal. Several laps later I’m still nowhere close to understanding the Porsche, but it’s time to park it in Spa’s virtual pit lane and sample a Le Mans-spec LMP2 racer. The guys confirm that this is a significantly more serious machine, especially when it comes to downforce. “The Cup car is essentially a compromise of a road car; the LMP2 is a thoroughbred racer,” says Beers. “In the LMP2 car you can brake even later, but it’s much twitchier.” Beers’ words are immediately proven as I charge up Eau Rouge and apply far too much steering lock, sending the car bouncing over the kerbs and out of control. This thing responds so fast. “It’s the rigidity, the extra aero and the lightness that results in a lot more reaction to your inputs,” explains Barker. “With high-aero

cars, you have to be more precise and come off the brakes earlier. You’ve got a lot more downforce, especially in the fast corners.” It takes several laps to acclimatise to the LMP2’s responses, but once the reduced steering input becomes normal, it’s the concept of highspeed trail braking and the sheer commitment required to get the aero working that challenges most. “You want to hit the brakes hard – in an aero car the load transfer is less – but you don’t want to lock the wheels like you are,” says Barker. “And keep the speed up through the corners – make the car flow more.” Braking as late as possible requires heavy pedal pressure, but to then get the car turned without locking a wheel needs a precise trailing off of the pedal. And this while trying to guide the car to the apex at almost unbelievable pace while avoiding the kerbs and

applying enough power to keep the rotation of the chassis going, but not so much that you then oversteer. In short, it’s bloody hard work. Unsurprisingly, even after a dozen laps, downforce still feels like a form of witchcraft I’m yet to grasp. Its effects through Eau Rouge and the fast Pouhon are astonishing, making one of the world’s most challenging corner complexes pass in a flash. The process is taxing in the more technical turns, but I wouldn’t want it any other way. If downforce were easy to understand then driving an LMP2 car would be easy. Thankfully it’s not, which is why we can remain in awe of the professionals. They can take Spa’s Eau Rouge with the gentlest lift and chase the throttle through the Porsche Curves during the night at Le Mans. Downforce remains a real challenge to master, and a dark art to us mortals. L

How about the race? “We had the pace. At one point I was battling with [top driver] Nicky Catsburg through traffic, but I opted not to pass a slower LMP3 car and he went into the back of me, pushing me into the gravel. I got out but we lost time. “When I got back in for the last stint, I got into a rhythm and did five laps with zero traffic. I was lapping much quicker than the other guys, so while the result wasn’t there, to be on the pace was really encouraging.” You raced in the Blancpain GT Endurance Championship this year. How was that? “My background is more in aerodynamics-based cars, like the LMP2. I found the [McLaren 650S] GT3 car difficult to adapt to. But I learned a lot and I hope to be back in a GT car one day.” Is it your dream job to race in GT? “It’s always been about having a career in the industry, finding the best strategy that’ll give me that drive. But yes, my goal is to become a pro in GT3, to get a contract with a manufacturer. BMW, Mercedes, Audi, Ferrari — there are all sorts of GT3 factory teams. If you can be successful in GT3, there’s potential to move on to DTM and Le Mans. That’s where my future has to lie.”


YO U R V I E WS WRITE TO The price of progress


Why do your writers make such a point of a new model costing thousands of pounds more than the old version being a whole 0.3sec quicker to 62mph (Aston Martin Vanquish), or 0.3sec slower (Audi TT RS Roadster)? Who in the real world can tell from behind the wheel? Richard Langdon Salisbury, Wiltshire

Part of reviewing a new or revamped car involves explaining and assessing what’s changed, Richard – MB

Richard Bentley Via email

Admiral not admirable

I’ve been quoted £3600 to insure a £2595 Jaguar X-Type diesel estate by Admiral. My last car was a 2002 Mini Cooper S, which only cost £695 fully comprehensive. Am I being robbed? Derwyn Williams Via email

Can anyone beat Derwyn’s insurance quote for outrageousness? – MB

No change of I-Pace

I’ve tried to get to know electric vehicles, feel excited by the technology and have a passion – rather than a need – to own one. Welcome, Jaguar I-Pace. What a stunning car, with credentials to match. This is no Toyota Prius or Renault Twizy; this is truly desirable. Please, Jaguar, don’t sanitise the styling when it comes to production. Bold can be beautiful, just as the Range Rover Evoque proved when it remained true to its concept. Andrew Peckham Via email

Alfa SUV works

In an issue packed full of SUVs and with a lead story extolling Jaguar’s new I-Pace SUV concept, why is the Letter of the Week one that seeks to deny Alfa Romeo a place in the SUV market (Your Views, 16 November)? Your reader suggests Alfa should restrict itself to the brand’s traditional market segments, trade on its heritage and be “a niche market player, like Maserati”. A comforting thought, except Maserati has an SUV, Porsche would

Make my Mac

The road test of the Nissan GT-R shows the insidious effect of weight (Autocar, 16 November). The GT-R’s 1752kg weight stopped it coming close to its fabled 2.8sec 0-60mph time. I compete in hillclimbs in a Subaru Impreza W STI Spec C Ltd. Subaru took 90kg out of the Spec it shows: my time at Loton Park this year was wit 0.3sec of a 600bhp GT-R – and I’m no Senna. It’s time car makers focused properly on weigh reduction. Should cars be taxed on weight as well as emissions? They would stop quicker, burn less fuel and do less damage to things they hit.

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

Sean Toms Shrewsbury, Shropshire

have gone bankrupt without the Cayenne and Jaguar has “ripped up its own rulebook” and is showing its electric future on an SUV platform. David McNeill Cambridge

Why Letter of the Week? Because if we chose ones that everyone agreed with, no one would respond – MB

Head to the country

I agree with your contributors regarding Land Rover’s current range (Your Views, 9 November). I am a loyal buyer of Defenders, Range Rovers and all models of Discovery. To sum up: in the past, country came to town in these vehicles. Now it’s all about the town looking as if it goes to the country. I’m proud of my Discovery 4. It has ‘Land Rover’ across its bonnet, it is rugged and I respect it. We will grow old together.

Return to render



Worth the weight?

John Muter Via email

Peter wants a look at the real GT4

It’s not a small car, but there’s no way anyone wider than a beanpole can fit between the child seats in the back. Peter’s absolutely right: I imagine you’d very rarely see seven adults in a seven-seat SUV or people carrier, but in reality, these days if you have three young kids, or even two and feel like giving the mother-in-law a lift to the station, you need seven seats. Seven seats are not there for prestige; they are there to meet the demands of modern family life.

Wow! That new Alfetta is a stunner. And the new Toyota Supra really looks the business, not to mention that handsome BMW Z5 and the

shapely Mercedes-AMG GT4. Oh, hang on a minute. They aren’t real, just the figment of an artistic computer guru’s imagination. Am I alone in being happy to wait for the official release of new model information? However accurate the predictions are – and I am in no doubt that some are very accurate – they still aren’t the real thing. With one caveat: at 87 years old, I think perhaps a quick preview of the GT4, to be released in three years’ time, might not be such a bad idea! Peter Taylor Taunton, Devon

Seventh sense

In response to Peter Waistell (Your Views, 26 October), in his 36 years of motoring, he didn’t need seven seats because when his kids were small he could legally put all three across the back seats of his Ford Sierra. These days kids have to be in a booster seat until they are 12 (or 135cm, whichever comes first) and in a large, wide, cumbersome, high-backed booster seat for most of that. I have two kids under the age of five and drive an Audi A6 Avant.

I like the ‘less is more’ attitude, as evidenced by the McLaren 540C. After all, how many of us get to drive at over 50mph on our commutes? So how about a McLaren 135C? The usual shape but with a tuned 1.6-litre diesel engine would work nicely. And in orange, please. Simon Lees Caerphilly

Electric rules

I do about 25,000 miles per year and am keen to embrace the future. I take an interest in everything automotive and have a good budget, but I am totally confused. I have tested a Tesla Model S, BMW i3, Porsche Panamera Hybrid and a Mercedes-Benz S-Class

Each to their own: Simon wants his 540C as a 1.6-litre diesel


I-Pace has ignited Andrew’s desire to own an electric car



hybrid and they are all great cars. I have tried hard to justify the Tesla. It is fantastic but even with the benefit-in-kind advantage, the residuals don’t stack up. Hybrids seem to be created to fit the current tax system but seem a complicated nod to the future. Buy an E-Class 220d for much less and get better economy and less complication. My point is that politics (including Dieselgate), tax law and emissions legislation are shaping technological development as they always have. Let’s just hope the best way isn’t sidelined. I still have my old Betamax video tapes somewhere. Paul Newman Wandsworth, London

Shaping up nicely

This week I have read of some encouraging trends in vehicle design. Firstly, the Jaguar I-Pace electric SUV: this is the first electric car that has inspired me, and congratulations to the Jaguar designers for including some ‘proper’ buttons as well as

touchscreens. All controls not in immediate proximity to the windscreen or steering wheel are potential distractions, but remote touchscreens are much more so than the good old button. Second, I read in Jeremy Clarkson’s Sunday Times column that Bentley has adopted ‘quiet’ tyres. Bully for Bentley and Dunlop for this longoverdue development. Whatever one might think of Mr Clarkson, he is spot on with his view that these should be made compulsory. The third item noted was that in an era of increasingly bulky premium SUVs, the I-Pace has a reasonable length of just under 4.7m. The width of 1.9m is a bit excessive, but regrettably this is the current norm. I suppose it’s useless wishing for a return to cars with good allround vision without photographic or electronic aids, reasonable dimensions, light weight and perhaps even simplicity.

Best buys for £5k

We reveal the secrets to snaring high-quality bargains in the secondhand car market FIRST DRIVE


Roger Tagg Newark, Nottinghamshire

New BMW 5 Series

A prototype drive impressed us, but now we assess the definitive model

Ari Vatanen’s road trip

Rally legend in a BMW M4 GTS on his favourite roads. Yes, really


Audi TT RS

Our expert testers’ verdict on Audi’s answer to the Porsche 718 Cayman S SUBSCRIBE or see p34 30 NOVEMBER 2016 AUTOCAR.CO.UK 61













Audi’s new high-performance seven-seat SUV hit the mark in our road test, but how will it handle the reality of family life? We’re about to find out orget the bells and whistles: our new Audi SQ7 is the full symphony. A harmonic of soft hide, brushed metal, muted ambient lighting, brute power and high-end tech. Lavishly equipped as standard yet laden with more than £24,000 of extra kit, it’s plush and then some. For starters on the ‘included’ list of our super-SUV, there is the wondrous 4.0-litre V8 diesel, complete with three blowers. Yup, three. But you probably know that since we talked all about it in the Autocar road test (26 October), where it got 4.5 stars. I won’t dwell on it long here. Suffice to say that in the brief time I’ve had the car, the stupidly potent



ocean of torque and the menacing burble from the exhausts are things of which I will never, ever tire. I’m also impressed at how well the car rides on the standard adaptive air suspension, even on the optional (£500) Tornado 21in alloy wheels. It’s not only the mechanical bits that are impressive as standard. Also thrown in is the full-fat sat-nav and multimedia system, digital dials, electrically adjustable and heated front seats, four-zone climate control, LED headlights, all-round parking sensors, a reversing camera, automatic lights and wipers, powered bootlid, keyless go… you get the picture. Frankly, it’s an achievement to have found more than £24,000 of

equipment that can be added to a car as generously equipped as the SQ7, but that’s what has been achieved here, and we’re hardly complaining. If I were to actually dwell in detail on all the options, we’d be here for the entire six-month duration of the car’s loan. So we’ll address the highlights now and touch more on the rest throughout the Audi’s stay. The most expensive extra is the £5700 Driving Dynamics Sports Pack. All-wheel steering, sports differential and active anti-roll bars are all to be found in this pack and – again, read more in the road test – it certainly works. A panoramic sunroof – always a popular addition in this class of car

– comes in at £1700. To further keep the kids happy, two removable tablet screens adorn the back of the front seats (called Audi Entertainment Mobile and priced at £1180), while a Bose 3D sound system (£1100) takes the SQ7 a step closer to being a mobile music and entertainment magnum opus. Something called an Audi Phone Box – not, in fact, a phone box – will wirelessly charge your phone, should your phone be newfangled enough. That costs £450. Giving the SQ7 the ability to steer itself into parking spaces costs £1500 and having a key that can tell the car who’s driving and activate their saved seating position is £950. Tick the £1705 Tour Pack box

Cabin is luxurious and lavishly equipped, even before options

It needs to be an ideal combination of family runabout, sports SUV and luxury car a

Electric compressor and two turbos help V8 to generate 429bhp and 664lb ft

and the car gains mystical, preemptive skills. The big Audi will autonomously stop and crawl in time with sluggish traffic, automatically stop from 19mph if it senses a collision and even apply steering force to try to point the car away from the potential accident if a suitable escape route is spotted by the allseeing radar eye. You also have to add this package option if you want the relevant speed limit beamed onto your dashboard. That seems a shame, because some buyers might want the traffic sign recognition without all the rest of it. This autonomous driving technology has made a dramatic leap forwards of late. Only a couple of years ago, I was adamant that most of it was more interference than assistance. Then I drove the new

extraordinary to see it in action (you can watch the lights shadowing oncoming traffic from the dazzlingly bright lights) and I’ve already come to appreciate it as the days get shorter. It’s not unreasonable to mention the S-Class and 7 Series in our introduction to the SQ7. These days, upmarket SUVs often tread in much the same buyer demographic as luxury limos, and I have an inkling that the Audi is BMW 7 Series and Mercedes-Benz a more worthy adversary to those S-Class. Gone were the sometimes ‘proper’ luxury cruisers than any erratic braking responsesxxx and SUV apart from the Range Rover. xxxxxxx xxxxxx unsettling beeps, flashes and xxx xxxxx xxxx xxSo this is something we’ll xxx xx steering inputs, and in their place xxxxxxinvestigate during the rather was a reliable, intuitive array of tech enviable task of running the SQ7. that genuinely took the stress out of We know it drives well, but does it mundane driving situations. The live well? Does it live up to the price Audi has made just the same leap, so and the world-class luxury metal don’t discount this safety kit. These that you could also have for your days, it’s actually useful and effective. mountain of cash? On top of that, The Audi Matrix LED headlights there’s the family question. It seems are another remarkable feature. pretty obvious that a seven-seater of As with the autonomous driving this size will be ideal for any family features mentioned above, it seems purposes, but it’s amazing how to me that automatic high-beam hefting baby seats and buggies in headlights have gone in a very short and out of a car every day can reveal period of time from being something all manner of weird niggles and verging on a dangerous pain in the flaws in a car’s packaging. proverbial to being utterly superb. In short, to fulfil its brief, the SQ7 Audi’s set-up (£950 on the SQ7) is the needs to be an ideal combination best I’ve experienced. It’s genuinely of family runabout, sports SUV

and luxury car, with little or no compromise on any of those roles. Only mileage and real-world use will tell how well it truly covers that broad-ranging remit, but if you’ll forgive the vaguely sickening smugness here, I’m already pretty sure that daily use of our big, posh Audi is going to be no chore at all. VICKY PARROTT

TEST DATA A U D I S Q 7 4 . 0 T D I Q U AT T R O Price £70,970 Price as tested £95,160 Options Driving Dynamics Sports Pack £5700, black Valcona leather S Sports Seats Plus £2000, Tour Pack £1705, panoramic glass sunroof £1700, Parking Pack Advanced £1500, head-up display £1350, Trailer Pack £1300, Audi Entertainment Mobile £1180, Bose 3D Sound System £1100, Advanced key £950, Audi Matrix LED headlights £950, Carbon Atlas inlays £800, Sepang Blue pearl paint £675, front seat memory function £550, 21in Tornado alloy wheels £500, Audi Phone Box £450, red brake calipers £400, electrically adjustable steering column £400, rear side airbags £350, ambient lighting £280, heated, electrically folding and auto-dimming door mirrors £200, three-spoke flat-bottomed Sport steering wheel Economy 29.6mpg Faults None Expenses None


Body roll is modest and there’s plenty of grip and traction



In six months and 12,500 miles, the Levorg never left us up the creek without a paddle. Quite the opposite, in fact hen the Subaru Levorg arrived on our fleet, I spotted the fanboy ‘SU13 ARU’ numberplate straight away. I didn’t think much of it at the time, but it wasn’t long before I noticed that I was getting thumbsup or waves from other Subaru drivers (a welcome change from other gestures I’ve had directed my way). It happened a lot and I’d like to give a special mention to a fellow Levorg commuter in Stockbridge, who, without fail, gave a friendly wave each morning as he passed me. This unexpected attention might seem a trivial point to make, but it’s an illustration of the interesting proposition that the Levorg is. It has its shortcomings and its frustrations, but you feel part of the Subaru community driving it. Would you get that in a Volkswagen Passat? I’m not saying I’m now in a hurry to join a Subaru owners’ club, but it makes the car feel a bit more special. There is a lot to like about it. As a



wagon, it’s intelligently conceived and well packaged, offering loads of space for passengers and kit, especially for a car that’s slightly smaller than the Legacy. I found it very useful, for instance, to be able to drop the rear seats pretty flat using buttons on the sides of the boot wall. If, like me, you often carry large items in the boot, you’ll find it a decent wagon. It may not be quite as practical as a Skoda Octavia, but it has more character. It’s quirky. It has something different about it. It also carted my 4.1-metre sea kayak around on the roof with no problems after I fitted some Subaru roof bars to it, and it’s quite low slung, so it was easier to load the kayak on it than it would have been with an SUV. The permanent four-wheel drive was also handy for negotiating seaweed-strewn slipways, although on-demand four-wheel drive would probably offer enough help here when needed and drink a bit less fuel in the long term. You need to weigh

up how much your lifestyle dictates the trademark Subaru asymmetric four-wheel drive, or whether a rival with a more efficient system would suit you better. The Levorg is slightly sporty, but for £27,495, it puts out a mere 168bhp and is only reasonably torquey, so it’s not exactly fast. But given that most of these sorts of cars are typically diesel powered, it was nice to have a petrol engine. The flat four motor itself was really smooth right through the rev range, but it’s a shame that you couldn’t hear more of it to bring out more of the Subaru character. The engine was really refined, but there was a lot of road noise to contend with, as well as a bit of wind noise. Over my six months with the car, it averaged 33.8mpg, which is close to its claimed economy of 39.8mpg, and I’d usually get 400 miles from a tank. However, my commute takes in a large stretch of the M3, with its mind-numbing 50mph sections, which might have helped the average.

It’s also worth bearing in mind that the car needs a service every 10,000 miles, so if you do a lot of miles, you might find that comes around inconveniently soon. I’ve had plenty of experience of running cars with continuously variable transmissions (CVTs), but the Levorg’s was one of the smoothest I’ve used. It depends if it’s in Sport or Normal mode, but if you go to 30% throttle or more it puts in preset gearshifts to make it feel a bit more natural, so it wasn’t irritatingly harsh when the car was driven hard. But it could be caught out with an overly sensitive lurch in response to light inputs at low speeds. I got used to this, but other people struggled. It’s a shame the Levorg is available with only one trim, one gearbox and one engine. I can see potential buyers wanting a diesel engine, a manual option or a more modern eight-speed gearbox. That would make it more economical and a bit cheaper to run. A lot of the miles I covered were in


Range was nearly 450 miles, with an overall average of 33.8mpg


Levorg’s size proved ideal and it looked distinctive

Levorg was an able cross-country car but not overly engaging


The boxer engine is set low in the chassis and you could feel that in the handling a

the New Forest on country roads, and the steering was accurate, with good weighting, but it didn’t offer much feel. The boxer engine is set really low in the chassis to help with the weight distribution, and you could really feel that in the handling. There was next to no roll with it. It had stacks of grip, too, just digging in and firing out of corners. So it was swift across country but never overly involving. The size was ideal. It never felt massive when driving it and the visibility was brilliant thanks to the thin pillars and low waistline. The large mirrors were great, too. After riding motorbikes, I value something from which I can spot other bikers easily. That the Levorg offered this plus standard blindspot monitors meant I rated it pretty highly in terms of active safety. The one standout negative is the ride. Our car had the standard 18in wheels, but it felt like there wasn’t enough spring travel. I spent some time as a passenger in the car, too, and I noticed the poor ride even more then. Once you were up to 70mph it settled down a bit, but low speeds were particularly harsh, especially over potholes. For an

estate with only 168bhp, it’s a shame that it was so firm. The driving position was brilliant, though. The electrically adjustable driver’s seat was comfortable and supportive, and there was loads of reach adjustment on the steering wheel. The standard paddle shifters didn’t offer Audi levels of tactility – they were a bit more plasticky – but everything inside felt like it would withstand a decade of hard use. The infotainment screen looked nice, but the small icons, combined with the bumpy ride, were hard to hit on the move and I found I had to steady my aim by resting my hand on the lip below the screen. Using the sat-nav daily proved that you have to go through quite a lot of stages to confirm what you want on your route. It was a bit long winded and not the most user-friendly compared with BMW’s iDrive set-up. Nothing felt too cheap, although neither was it overly squishy inside, but it proved to be really durable and practical. And there was a lot of storage and six – yes, six – USB sockets. Frankly, I ran out of gadgets to charge. It’s Subaru’s best interior to date, for my money.

TEST STARTED 29.3.16 Mileage at start 5408 Mileage at end 18,018 PRICES List price new £27,495 List price now £27,495 Price as tested £27,995 Dealer value now £21,890 Private value now £19,260 Trade value now £18,385 OPTIONS Metallic paint £500, locking roof bars £202.50 FUEL CONSUMPTION AND RANGE Claimed economy 39.8mpg Fuel tank 60 litres Test average 33.8mpg Test best 34.6mpg Test worst 28.5mpg Real-world range 446 miles TECH HIGHLIGHTS 0-62mph 8.9sec Top speed 130mph Engine 4 cyls, 1600cc, turbo, petrol Max power 168bhp at 4800-5600rpm Max torque 184lb ft at 1800-4800rpm Transmission 6-spd CVT Boot 522-1446 litres Wheels 7Jx18in, alloy Tyres 225/45 R18, Dunlop Sport Maxx Kerb weight 1554kg SERVICE AND RUNNING COSTS Contract hire rate £428.62 per month 164g/km CO2 Service costs £170.75 Other costs None Fuel costs £1696 Running costs inc fuel £1866.75 Cost per mile 14.8 pence Depreciation £9220 Cost per mile inc dep’n 87.9 pence Faults None PREVIOUS REPORTS 11 May 2016, 8 Jun, 29 Jun, 20 Jul, 3 Aug, 24 Aug, 21 Sep, 5 Oct, 2 Nov

Plus, just look at it. The bonnet scoop is really cool, and it’s a goodlooking thing generally, certainly compared with a VW Golf Estate. The tailgate was light to close but didn’t open quite high enough for my liking; if I wasn’t standing dead in the middle, all too often I’d bang my head on one of the corners. The Levorg is an interesting alternative, but it’s quite expensive and Octavia engines are a lot cleaner. It is turbocharged, but it still has permanent all-wheel drive – so it is never going to be the ideal recipe for a mile-muncher. Maybe if we chucked it in a comparison test, it would be shown up against its rivals, but living with it has shown it to be a great companion. I’ll certainly look back fondly on my time with this quirky estate. The Levorg may not be the best in its class, and it may have its shortcomings, but if you end up owning this SU13 ARU in the future, expect a thumbs-up from me. WILL WILLIAMS




Bonnet scoop makes the Levorg stand out and attracted plenty of admiring glances.


Thin pillars all round meant visibility was excellent from the driver’s seat.


Smooth flat four petrol engine was great to use through the rev range and had enough low-down torque.



Big, standard 18in wheels didn’t help the ride, which was my least favourite thing about the Levorg.


I’ve got a few new dents in my head from the tailgate, which doesn’t open quite high enough.



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MILEAGE 16,150


Power loss problem means a trip to the dealer n the way back to London from Leeds last month, the Tucson came over all sickly and began limiting power in third and fourth gears. The engine warning light came on, too. Desperate to get home and disinclined to spend an evening awaiting recovery on the M1, I ignored the issue and continued south. Faithful as a wounded husky, the Tucson delivered me home – and was fine for the next few days. Then a colleague had the same problem while commuting in our car, to the point where he thought that he might come to a halt on a long incline. It was clearly time to consult a dealer. That was easier said than done. Hyundai apparently has only three


Trip to Wales included a detour to Blackpool



A week away proves our compact exec’s worth as a refined and frugal tourer

main dealers in south London – which, given the amount of threeyear-old South Korean product I see in the capital, must leave them with around a billion customers each. The chap at Croydon said they could see me in two weeks, then they called back to say they could squeeze me in. But when I got there, they said they couldn’t. Then they noticed who the car was registered to and the wounded Tucson was whisked in. Because our car isn’t registered to me, the notes a dealer would dispatch to owners warning them of known issues never reached my door. So as well as not knowing that the car was liable to suffer from a wiring loom issue (hence the half-mast power output), I also didn’t know there had been a recall regarding the secondary bonnet catch, which isn’t up to the job of stopping the bonnet from flying open if you fail to shut it properly. The dealer put this chain of events together in a nanosecond and had the car turned around in no time, even finding a moment to remove the layer of grime that was attached to it. All’s well that ends well – but I’ll be keeping an eye on the site from now on, because it keeps details of all recalls in the UK, squirrelled away under a handy search engine. LUC LACEY

TEST DATA H Y U N D A I T U C S O N 1 .7 C R D I S E N AV Price £23,145 Price as tested £23,765 Economy 42.5mpg Faults Wiring loom recall, bonnet catch recall Expenses Oil £15.99 Last seen 2.11.16

Luc ignored the problem for as long as he could

AS AN AUTOCAR reviewer, swapping from vehicle to vehicle is part of my job, and I rarely get to stay in any one car for an extended period. I’m not complaining about having a cornucopia of cars to drive, but it can be nice to get off the treadmill and just ‘live’ with something for a bit. Certain models make this more desirable than others, but when I needed wheels for a week in Wales (and a spur-of-the-moment blast to Blackpool) with my friend Ellen and her daughter Georgi, I was happy to bag the long-term A4 for the trip. Its velvety 3.0-litre V6 diesel engine supplies the sort of effortless speed that makes all the difference when you have the best part of 1000 miles to cover. And yet without really trying to drive economically, we averaged 55mpg on the motorway. The rolling refinement at 70mph was just as impressive, with the A4 suppressing road noise and vibration better than most rival compact execs. Indeed, few large executive saloons are as smooth or quiet; the only reason we had to raise our voices was to make ourselves heard over the


excellent Bang & Olufsen stereo. Being a style-conscious teenager, Georgi loved the swishness of the cabin and the array of gadgets, including the Virtual Cockpit digital instruments and wireless phone charging dock. However, most of the features she picked out cost extra, and I doubt she would have been so impressed with a bog-standard A4. Ellen, meanwhile, was happy lounging in the rear, but she was sitting behind Georgi; if a fourth person had been forced to sit behind my 6ft frame, they would probably have been less cheerful. To sum up, the A4 was all things to all men – or one man and two women. But the fact that the right options have been ticked was key. JOHN HOWELL

TEST DATA AU D I A4 3.0 TD I 218 SPORT S TRONIC Price £34,700 Price as tested £41,450 Economy 48.2mpg Faults None Expenses Tyre inflation 50p Last seen 9.11.16





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Ford Edge MILEAGE 6155



All-wheel-drive petrol hatch replaces our much-loved estate his 276bhp Superb hatch was a straight swap for the 150bhp diesel wagon that snapper Stan Papior had been running – although he still rather likes this one, such are the Skoda’s qualities. And it has plenty of them, chiefly that it’s exceptionally spacious and comfortable. This Laurin & Klement-spec hatch, though, gives up small amounts of both, so it’s a good job the Superb has loads to spare. The ride on this variant is a little heavier than our estate’s, not because the springs and dampers are different, but with four-wheel drive and a dual-clutch automatic gearbox (useful though they are), it carries about 200kg more than the car it replaces. It’s still incredibly comfortable, and whether on adaptive dampers or not (we’ve tried both, and this car has them), we’re confident the Superb is one of the most absorbent cars on the market. (And if you find otherwise with yours, check the transport




KNOWING THAT OUR Clubman’s regular keeper, Stan Papior, would sooner treat his iPhone to a hilarious comedy case than download an app to it that he wasn’t sure he’d need, I thought I’d take an opportunity

It’s got 276bhp and a dual-clutch ’box

LAST SEEN 26.10.16

Ford likes to talk up its Active Noise Control, which monitors background noise and counteracts it by playing opposite sound waves through the speakers. A journey via a concreteslabbed section of M25 was the ideal opportunity to test the system. Overall, it did a pretty good job. It wasn’t perfect, but there was far less road noise than you’d get in some of the Edge’s closest rivals. JB

on a week’s holiday. The interior is bright, which makes it feel luxurious and airy, but it takes some cleaning if you go away with a five-year-old who likes getting muddy. Most of the time, though, the car tools around with just me on board, so I mind not at all that a modicum of boot space has been given over to the uprated stereo that’s standard on this model. Because it sounds terrific.

blocks have been removed from the front suspension first.) The greater difference between the two models is in losing the estate boot. By any hatchback standards, this car’s boot is still vast, at 625 litres (to the estate’s 660). In the estate, though, there was a storage cubby on each side of the boot; this Superb has a subwoofer to one side, and while the other side’s cubby remains, it has a flimsy removable lid instead of a solid hinged one. The estate also had four sturdy ‘curry hooks’, while the hatch gets two less beefy ones. The Superb has just been away


to run through the various addedconnectivity options that you can use with the car. To my mind, they’re one of the better ways that the Clubman justifies its premium status. Our test car is fitted with the £1010 Media pack, which boosts its infotainment system up to ‘XL’ status and nearly 9.0in of display size, as well as adding wireless smartphone charging and something called Mini Connected XL. The infotainment system is very good indeed, whether you choose to get involved with the added connectivity options or not. The primary function of the Mini Connected bit is to allow you to plot navigation routes before you get into the car and finish them on foot. Sounds gimmicky, but it’s impressive when the car has already sussed the traffic situation and knows where it’s going as soon as you get in.

Added to that, you can download umpteen online music sharing and streaming apps to use in the car, such as Spotify, Deezer and Napster. There’s an app for Audiobooks, called Audible, which I plan to take advantage of on my next long trip, a GoPro app that can sync up with your dashcam and a Life360 app that’ll track your location for other members of your family. I may not tell my wife about that last one, but overall I’m not sure how much more ‘connected’ you’d ever want your hatchback to be.

TEST DATA S KO D A S U P E R B 2 . 0 T S I 280PS 4X4 DSG L AU R I N & KLE M E NT Price £35,165 Price as tested £36,200 Options Sunroof £850, multi-function steering wheel £95, rear seat backrest release in boot £90 Economy 38.1mpg Faults None Expenses None



TEST DATA MINI CLUBMAN COOPER D Price £21,810 Price as tested £29,925 Economy 49.6mpg Faults None Expenses None Last seen 2.11.16

Jaguar XF MILEAGE 3869

LAST SEEN 16.11.16

Jaguar has moved the XF’s window controls forwards on the door armrest to make room for door lock buttons. On the move, I struggle to reach the driver’s window control; my finger tends to fall upon the rear passenger window button. A longerlimbed colleague has also noted it. Given how often the window button is used, it should be closer. MB

Vauxhall Astra MILEAGE 15,522

LAST SEEN 2.11.16

We all know the benefits of parking sensors, so their presence on the Astra is welcoming, especially as it can be tricky to see out of the rear. While squeezing in and out of tight spots is less arduous, it’s riling that they remain an optional extra, even on our mid-range Astra. It’s baffling that Vauxhall deems them less important than a wi-fi hotspot. HM




Around £4k will buy a fully historied Lexus GS430 from 2005


A survey says Lexus makes the most dependable cars. James Ruppert isn’t arguing want one of those reliable used cars” is one of the most FAQs of all FAQs I get (although it’s not actually a Q). My opinion doesn’t really matter, of course; it’s the facts that count. As I often lament, the companies with the dirt on what goes wrong with cars never release it. Garages, rescue firms and, to their credit, some warranty companies do, but what used car buyers should know is that many organisations have too much to lose (in the form of advertising and contracts) by being honest. But monetising the MOT results might highlight trends – as well as the marques with the most negligent owners. Indeed, asking the owners themselves is one way out of the realworld reliability results quandary, although it isn’t perfect. The innocent punter only wants to tell everyone


else what a clever buyer they have been. But this sort of survey is the best we can hope for. I notice that a not insignificant survey of 500,000 cars in the US confirms what we all knew: Lexus (Toyota) makes the most reliable motors. I find this a pretty fair reflection of the correspondence I receive on a daily basis. The models involved in the top 10 were the GS, CT200h and the US-market GX SUV. Over the years I’ve only heard one dissenting owner’s voice, and that concerned an example that was neglected by a previous owner. All cars need servicing, people, even Lexuses. So if we want to join our US cousins in used car nirvana, which Lexuses should we track down? Obviously the GS, which has struggled against the German orthodoxy in the UK yet remains the thinking driver’s choice. I must make sure I buy one,


A GS300 Sport at £895 and described as ‘ready to drive away’ is my kind of car 70 AUTOCAR.CO.UK 30 NOVEMBER 2016


especially when I could get a GS430, essentially a boy-racer version of the LS, for around £4k. That would buy a now quite rare 2005 example with full service history and a strong six-figure mileage. Or do you want a real bargain? That would be a 2006 GS300 SE with a full history and 90,000 miles for £4000. But as I’m a proper skinflint, a 1999 GS300 Sport at £895 and described as ‘ready to drive away’ is my kind of used car. There isn’t enough space to trawl

the whole range. I’ve gone off the small IS because it’s a tad too dinky to be taken seriously. I did look at an RX300 not that long ago, but it really wasn’t that cheap at £2995, especially given how scruffy it was. It’s always a mistake to buy the neglected ones. So a 2001 example with history, a silly warranty and a decently respectable MOT record at just £2k all seems fair enough. But I say that only because it’s a Lexus, of course. Anything else and I’d walk away.

A 2001 RX300 for £2k could be worth a punt



Putting some pizzazz into a Passat

MILE AGE 127,219


It’s winter time and the Lorry has come into its own. It’s a damp, cold condensation trap, slightly misfirey and rather full of real life. There is a distinct chuff from the exhaust, too, but that can wait until the spring. What happens, though, is that one of the three warning lights in the speedometer binnacle has been staying on. Red is the engine light, blue is main beam and the other one is the ‘cold start’, or choke. That one remains lit. However, when I stop, do some shopping and restart, the light has gone out. That’s NFL: Normal For Landies. READER’S RIDE

The coupé-saloon trend is a wonderful thing, a case in point being the Volkswagen CC, which makes the otherwise rather dull and ordinarylooking Passat appear to be almost premium and quite special. This 2009 2.0-litre diesel, with a manual gearbox, comes with a stiff 147,000 miles but has a dealer warranty and a lot of kit, so it seems a snip at just £5495.


Truncated city car is a smart choice

If you are going to invest in half a car then for me the Toyota iQ wins over the Smart because it comes with an extra seat and a certain grown-up style that isn’t quite as toy-like. This 2010 1.0 VVT has 76,000 miles and comes with air-con and a two-year dealer warranty for £2746. As a second car, it would be hard to argue against it.


Rover 414 SLi

Angyl Roper has a 1994 Rover 414 SLi manual, in Flame Red. It was bought for £275 with 107,000 miles and some MOT, at night, in the rain, and driven home. “It had a suspected blown head gasket which turned out to be a leaking radiator and thermostat housing, both of which are fixed,” says Angyl. “The car had a worn-out clutch, worn-out front brakes and low gearbox oil. First it got new discs and pads, a new

radiator, new clutch (someone had put the clutch plate in the wrong way round, so it felt like it was worn out), new driveshaft seals and new gearbox oil. With all that attended to, it’s a perfectly reliable, serviceable car.”


A supercar that really stands out

The Mercedes-Benz SLS AMG seems to hold its money very well. It’s not another wannabe supercar and has a real sense of occasion that makes it stand out from the very fast crowd. It’s docile enough for shopping, too. This 2010 car has 19,000 miles and costs £138,990. Buy it.





The difference in road tax between the Mk1 and Mk2, in favour of the latter.


Suzuki’s pint-sized Swift Sport is a dependable and entertaining junior hot hatch and a great used buy. John Evans finds out more utocar recently paid tribute to the Suzuki Swift Sport, due to be replaced next year by an all-new model. Why the fuss? Because with the passing of the current car, a glorious chapter in hot hatch history will close. For 10 years, and through two generations (Mk1 2006-2011, Mk2 2012 on), we’ve been enchanted by the Swift’s blend of low price, low weight and naturally aspirated 1.6-litre engine, perfectly matched to the car’s chassis. The new model may be even lighter than the current car, which weighs 1045kg, and, if leaked images are any guide, we know it’ll look sharper, although still unmistakably a Swift. However, it’ll have a 1.4-litre turbocharged engine, meaning that,



sadly, the Swift Sport will finally fall into line with current convention and rely on forced induction for its thrills. But wipe away that tear, because the used market is awash with Mk1 and Mk2 Swift Sports, at prices that will bring as wide a smile to your face as the car itself. They start at around £1500 for early Mk1s with around 100,000 miles – which, if nothing else, proves the car’s staying power – and rise to £12,500 for the very best pre-reg Mk2s, representing a saving of around £2500 over the on-the-road price of a brand new example. In the Mk1, which has a five-speed gearbox, the 1.6-litre engine makes 123bhp at a howling 6800rpm, along with 109lb ft at 4800rpm. For a car with a kerb weight of 1105kg, that’s plenty. The 0-62mph sprint is dealt

with in 8.6sec,which is quicker than, say, a Ford Fiesta Zetec S. The Mk1 looks the part with three doors, a subtle bodykit with roof spoiler, 17in alloys and twin tailpipes. Inside, it has two-tone sports seats, a stitched leather steering wheel, silver detailing and drilled pedals. Aircon and switchable traction control complete the effect. These cars go all the way to 2011. That same year the Mk2 Swift was launched, with the Sport version not arriving until 2012. It has a six-speed gearbox and 136bhp and 118lb ft from the 1.6 VVT engine, good for 0-62mph in 8.4sec. It also lost 60kg in the journey from Mk1 to Mk2, and tips the scales at just 1045kg. The result is a power-to-weight of 128bhp per tonne, equivalent to

that most legendary of hot hatches, the Peugeot 206 GTi 1.6. Firmer springs and bushes at the rear help to sharpen the steering while also improving body control. All the old hot hatch styling cues are there (bodykit, 17in alloys, rear spoiler, twin pipes) but updated and more attractive. A five-door version followed in 2014, but the three-door has the cleaner, more authentic lines. The Mk2’s cabin is a little more muted than that of its predecessor, although the deep bucket seats remain, and its engine is brought to life with a button. Equipment highlights include climate and cruise control, Bluetooth and rear privacy glass. Sat-nav was an option that has since become standard. Tempted? Buy while stocks last.


An expert’s view

M A R T I N B U C K B Y, NEWMANS SUZUKI “Swift Sports are never any trouble. We tend to see younger cars, but we’ve just had a driving instructor partexchange his 180,000-mile 2012 Swift for a new one. Granted, it’s not a Sport, but it feels tight as a drum and shows what these cars are capable of. The latest Sport is superb. I did a 600-mile round trip in one, starting at 3am. I had no backache and the new HID lights, which work on dip as well as main beam, took a lot of stress out of the night-time stint. It’s a great car.”

Buyer beware…

Q E N G I N E Has a cam chain, so no cambelt to worry about. Tensioner doesn’t give trouble; engine is bombproof as long as oil changed every 9000 miles or 12 months. Mk1s use 5W-30, Mk2s take 0W-20, both fully synthetic. You can use 0W-20 in the Mk 1, too. It’s very thin and aids fuel economy. Q E X H A U S T Some early cars had rattly catalytic converters if the wrong fuel grade was used. Should be super-unleaded in 2006 cars; regular unleaded is okay in 2007 cars onwards. Q G E A R B O X Make sure the gears engage smoothly and there’s no whining. Some cars’ input shafts have failed, although Buckby has never encountered it. Q E L E C T R I C S ABS light can come on. It’s generally a control unit problem, but hydraulic pumps have failed. ECU light can mean the oxygen sensor needs cleaning, but these issues aren’t common.

Sports seats and drilled pedals all look the part


The Mk1’s 1.6-litre engine makes 123bhp. For a car weighing just 1105kg, that’s plenty a

Q B R A K E S Sports were recalled in 2015 for new rear brake piston seals. Q I N T E R I O R Some trim rattles have been reported, but that’s to be expected, given the firm suspension. Q B O DY W O R K Rust isn’t an issue, but check behind the body kit and plastic mouldings. But

if the annual check has been carried out by a Suzuki dealer, the 12-year antiperforation warranty is still live. Also check for a grounded underbody and bodged crash repairs.

Also worth knowing

TTS Performance (tts-performance. can fit a supercharger that raises power to 180bhp on a Mk1 or 200bhp on a Mk2. It costs around £5500, plus you’d have to upgrade the chassis. TTS says it does about six kits a year, so clearly some people think it’s worth the money.

How much to spend

£ 1 5 0 0 - £3 0 0 0 Early Mk1s (2006-2009) with at least 100,000 miles on the clock. Lowermileage cars are closer to £3k. £3 5 0 0 - £ 4 2 5 0 Average-mileage 2010 cars and lowmileage early examples. £ 4 5 0 0 - £5 0 0 0 Late, low-mileage Mk1 cars from 2011. £6 0 0 0 - £70 0 0 First of the Mk2s (2012-2013) with low to average mileage. £75 0 0 - £ 1 0 , 0 0 0 Low-mileage 2014 cars to 16-plate ex-demos with sat-nav. £ 12 , 5 0 0 Pre-reg 66-plates with delivery miles, saving up to £2500 off OTR price.

One we found

S U Z U K I S W I F T S P O R T, 2 0 12 /62 , 4 4 k , £62 9 5 One-owner Mk2 with FSH, cruise and climate control, Bluetooth and parking sensors. It’s a dealer sale, but not Suzuki. Cheapest Suzuki-approved Mk2 is a 24k-mile 2013 car for £7757.


With thanks to Martin Buckby (

Mk1s (above) have three doors; some later Mk2s had five










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Winter is here and the doom-mongers say it’ll be a harsh one. Alex Robbins finds five hardcore 4x4s that can cope with anything Mitsubishi Shogun

It’s hard to believe that the Mitsubishi Shogun is still on sale; the current model has its origins in the third-gen car launched in 2000. That iteration of Shogun makes for a great off-roader these days, with space for all the family if you choose a seven-seat version. A tidy, early 3.2 DI-D with reasonable miles and history can be yours for less than £4000, with the cleanest, lowest-mileage examples topping out at £8000. Keep in mind, though, that while the Shogun is generally reliable, parts are getting scarce, meaning even a simple fault could cost a bit to put right.


Land Rover Defender Get a good Landie and it’ll see you through almost anything. You pay for this, of course, with the on-road experience, which isn’t exactly cosseting. Go for a well-maintained early 1990s 90 TDi for £6k, or a clean TD5 for around £10k. Water ingress and rusting chassis are common; check the transfer box works and make sure there’s a record of cambelt changes if the car has them. Toyota Land Cruiser Amazon

If you want the biggest, baddest offroader around, little will touch the Toyota Land Cruiser Amazon. Its vastness is matched only by its appetite for fuel — but remember that this was the chosen truck of the UN’s peace-keeping forces. That has to count for something. A late 1990s facelift car with the 4.2-litre diesel engine and a reasonable mileage will set you back around £6000, but better to pay closer to £10,000 for a May 2001-on car that won’t suffer with the costly torque converter problems that affected earlier examples.


Daihatsu Fourtrak Want to go off road but don’t fancy a vast tank of a thing? The Fourtrak is for you. Rugged mechanicals and torquey engines made these incredibly popular with farmers, and beneath those dinky proportions is a proper 4x4 able to take on the worst. Rust is a problem, as are electrical faults. Go for a post-1993 car with independent suspension and the torquey 2.8-litre engine and pay around £3k for atidy example with history.


Mercedes-Benz G-Wagen There are still a few decent examples of the old G-Wagen in the UK. Expect the on-road dynamics of a horse and cart but know you’ll climb any mountain and ford any stream. They hold their value well, so don’t expect to pay less than £10,000, or up to around £15,000 for a clean low-miler. Avoid cars that vibrate from the front end; that points to a driveshaft problem and can be costly to sort. 30 NOVEMBER 2016 AUTOCAR.CO.UK 75





7 7 )




        "#/ '(/ 5 2 #(+((2&6 2".*3!"  5# .(! * &(./ 2* *.  .* ( *'+2#2#4 "*# * +.*32/ ( /*&32#*(/, .& //2 #(( #/ (*2 &#2 2* (6 '*2*. '(323.., &/ *(22 3/ *. ( #(#4#3& (( -3*22#*( *( (6 +./2#! *. /+*.2/ ., #((  2.'/ . /3$2 2* /223/,  ./#(2/ *(&6, .& //2 #(( #'#2 #/ 32"*.#/ ( .!3&2 6 2" #((#& *(32 32"*.#26 *. 2" /& * *(/3'. .#2,


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



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


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 —/—






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



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

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

148 236 30 48/59 201 258 30.7 45/49 362 343 34.2 26/37

1355 26.9.12 Seven 2dr roadster AAAAC 143 4.1 9.8 3.1 4.4 3.3 260 200 22.8 24/26 1540 31.12.14 CSR 260 100 8.4 — 8.7 7.6 4.8 80 79 16.7 39/45 1595 10.6.15 160 620S 145 3.8 9.2 3.2 5.7 2.7 310 219 21.2 25/29 1940 4.11.15


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


227 273 30.1


148 184 29.4 45/56 175 280 35.8 33/46 306 310 32.4 32.4 168 258 29.8 29/37 268 443 47.6 32/36 429 664 47.6 24/38 602 413 26.8 15/23

1305 26.11.14



570 11.10.05 490 20.11.13 610 9.3.16


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 *4.5 2.6 236 399 38.8 30/34

2040 29.8.12


C3 5dr hatch AAABC 1.4 VTR+ 114 10.8 41.9 11.0 14.4 2.9 94 C4 5dr hatch AAACC 1710 16.11.11 2.0 HDi Excl. 129 8.5 25.2 7.9 9.2 3.15 148 1655 1.1.14 C4 Cactus 5dr hatch AAACC 1.6 BlueHDi 100 114 11.8 41.2 11.7 7.2 2.9 99 1880 14.1.09 C4 Grand Picasso 5dr MPV AAAAC 2.0 BlueHDi 130 10.1 30.1 9.6 12.5 2.9 148 2245 12.8.15 DACIA 2330 26.10.16 Sandero 5dr hatch AAACC 1555 30.12.15 1.2 75 Access 97 15.3 — 17.6 23.0 3.0 74




300C 4dr saloon AAACC 2130 16.6.10 3.0 Executive 144 7.3 21.1 7.5


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




1165 10.11.10 1390 28.5.14

237 368 35.7 32/43


28/37 29/36

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

187 295 37.1

Weight (kg)

Mpg test/touring


Torque (lb/ft)

Power (bhp)

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 Veyron 2dr coupé AAAAB Super Sport 268 2.6 5.0 1.7


100 20.9 39/48

251 34.2 43/49





187 36.1



273 34.7 44/52

1430 27.11.13



20.3 32/38



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 7.8.13 5 5dr hatch AAABC 2.0 HDi 160 134 9.1 26.5 8.7 11.0 2.9 161 21.9.11

27.4 18/27 34.9 7/15

2470 2375

44.5 18/26


44.8 18/21


48.2 20/25

2440 18.5.16

4.4.12 1.6.11


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



41/57 43/54 50/57

1535 1735 1615

Mpg test/touring

Weight (kg)



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



94 21.9 34/41 177 26.5 32/41

Torque (lb/ft)

Power (bhp)

Braking 60-0mph



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)

Power (bhp)

Braking 60-0mph





Top speed

Make and Model

No one produces as thorough a judgement on a new car as Autocar. As well as acceleration, braking, fuel economy and noise tests, we carry out benchmark limit-handling tests, setting lap times if appropriate. But we don’t just drive at the track, essential as it is for finding the limits of performance; we also drive on a wide range of roads. We aim to produce the most complete, objective verdict in the business, so you can be sure how good a car is. Where we have tested more than one model in a range, the rating is for the range overall; where a model within the range meets our coveted five-star standard, it is highlighted in yellow.


Facts, figures, from the best road tests


Make and Model


Top speed


210 36.4 59/67

1150 23.3.16

221 36.7 49/50


251 40.1

1660 18.4.12




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



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 7.0 108 11.7 — 13 15.3 24.12.14 500 Twinair Tipo 5dr hatch AABCC 22.2.12 1.6 M’jet Lounge 124 9.6 31.6 9.8 8.7 21.11.12 124 Spider 2dr roadster AAABC 134 7.3 20.9 7.1 7.2 17.7.13 Lusso Plus

3.0 68 3.0 84

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

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 G40R 2dr coupé AAAAC 2.0 140 6.3 17.2 6.1 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

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 8.3 3.6 175 140 22.6 28/-



7.9 12.2 — 148 258 38.7 38/55 5.0 6.7 2.7 306 295 27 32/37

1480 1378

11.1.12 5.8.15

2.6 4.3 2.7 573 476 35.8 25/32

1725 5.10.16

10.4 11.2 —




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


221 34.4 56/57

5.9 2.5 148 258 32.4 36/45


1806 24.10.12

HYU N DAI 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


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


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








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 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

1502 28.10.15 1846 24.6.14

KIA 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 —


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 IS 4dr saloon AAABC IS300h 143 8.1 20.2 7.3

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 *4.3 2.7 220 163 —


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

16.2 2.9 207 187 34.4 26/32



*5.6 2.7 194 na





1765 18.2.15

12.9 2.9 471 391 39

LOTUS 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



400 339 32.1


1975 2.2.08

433 362 32.1


2085 14.7.10

271 443 43.3 31/40

1835 12.3.14

271 443 46

2205 30.11.16



GranTurismo 2dr coupé AAABC 4.2 GT 177 5.6 13.0 4.9 *2.8 2.8 GranCabrio 2dr cabriolet AAABC 4.7 V8 175 5.1 11.9 4.5 11.2 2.4 Ghibli 4dr saloon AAABC Diesel 155 6.5 17.2 6.0 5.1 2.7 Levante 5dr SUV AAACC Diesel 143 6.8 19.9 6.9 4.3 3.4



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

3.0 148 280 29.7 46/60 2.9 113

199 31.3

2.7 173 309 35 3.3 129 111 —

35/40 44/56

24.5 46/49

104 199 34.8 59/60

2.3 148 280 34.9 24/55


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/—


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


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 S350 Bluetec 155 7.3 19.0 6.8 *3.9 2.7 255 457 45.6 34/44 S63 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 GL350 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


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


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

1320 25.11.15

134 162 31.0






1675 27.3.13 1810 16.4.14



21.3 30/-




1036 9.10.13

13.1 2.9 108 192 35.7 50/57

12.9 2.9 109 192 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


M600 2dr coupé AAAAB M600 225 3.5 6.8 2.5 4.7 2.45 650 604 29.9 18/25

1305 14.10.09


13.9 3.0 114

199 38.5 48/59

5.8 2.57 161

255 32.3 32/46

11.8 3.2 114

199 32.7 49/59

9.8 3.1 107 192 28.1


PORSCHE 2.5 380 310 25.5 28/— 2.5 296 280 25.8 26/36 2.5 345 310 25.8 28/29 2.4 493 339 24.2 20/28

1230 22.8.12

2.9 414 369 36.4 27/31

1080 1160

18.7.12 11.2.15


Weight (kg)

1425 14.9.16

10.1 2.7 145 258 34.7 39/51

1465 21.3.12

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




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


22.3 —/—

3.0 68


22.5 49/63


2.9 98


23.7 42/51

1065 28.9.11






184 32.3 46/56 118




1230 10.4.13




251 37.2 47/54



236 34.5 36/46

1545 7.10.09

251 33.5 37/48

1751 23.11.16


2.9 98






2.6 197 151

23.5 30/45



2.7 122 116

20.0 30/37



3.1 121


1400 16.3.16

3.3 152 247 22.5 44/62

1400 27.4.16


1535 20.1.16


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


Aygo 5dr hatchback AAABC 1.0 VVTi 99 13.9 — 15.2 24.1 Yaris 5dr hatchback AAABC 1180 19.6.13 1.33 TR 114 11.5 43.6 10.9 19.6 Verso-S 5dr hatchback AAACC 1547 27.1.10 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 1340 23.9.15 1.6 T Spirit 117 9.9 30.7 9.4 13.4 Prius 5dr hatch AAAAC 1335 8.6.16 Business E’tion 112 11.1 32.0 10.7 *6.4 1430 10.8.16 Mirai 4dr saloon AAAAC Mirai 111 10.1 36.5 10.2 *6.5 1495 19.8.15 1680 25.5.11


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

Mpg test/touring

221 33.2 45/58



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

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


Torque (lb/ft)

Power (bhp)

Braking 60-0mph


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

XV 5dr SUV AAACC 2.0D SE 120 8.9 29.1 9.5 1307 12.11.14 Levorg 5dr estate AAACC GT 1.6i L’tronic 130 8.4 24.6 7.9 12.7 3.0 115 117 19.5 36/46 1230 3.11.10 Forester 5dr SUV AAACC 118 9.9 36.5 10.5 7.2 2.5 197 184 23.8 31/39 1295 22.5.13 2.0d XC WRX 4dr saloon AAACC 7.3 2.8 107 207 8.76 320Wh/m 1545 27.4.11 STi Type UK 159 5.4 13.3 5.1

20.3 2.9 79






Top speed


Make and Model

Mpg test/touring


Power (bhp)

Braking 60-0mph





Top speed

Torque (lb/ft)


Adam 3dr hatch AAACC 1.2 Jam Ecoflex 103 14.3 — 15.3 20.8 2.8 68 85 2.3 874 944 41.2 28/44 1740 22.10.14 Viva 5dr hatch AAABC 1.0 SE A/C 106 13.0 — 14.1 19.0 — 74 70 2.5 493 567 45.0 20/28 2045 20.9.09 Corsa 3/ 5dr hatch AAABC 1.4T SRi VX-Line 115 11.7 45.1 12.1 15.3 2.9 99 148 2.4 394 406 35.7 22/31 2000 4.6.14 VXR 143 7.2 18.3 6.4 7.8 2.4 202 181 Meriva 5dr MPV AAABC RADICAL 1.4T 140 SE 122 9.4 28.3 8.7 13.1 2.6 138 148 1715 29.7.15 SR3 SL 2dr roadster AAAAC Astra 5dr hatch/estate AAAAC 161 3.4 8.4 3.7 4.8 2.7 245 265 24.9 14/765 30.11.11 1.6 CDTi 136 SRi 127 8.8 25.7 8.8 8.6 2.6 134 236 1595 6.7.16 SR3 SL ST CDTi B’tbo SRi137 8.4 22.2 7.7 8.1 2.6 158 258 R E N A U LT Insignia 5dr hatch/estate AAAAC Twingo 5dr hatch AAABC 2.0 CDTi 160 135 9.1 25.3 8.4 10.3 2.7 158 258 1475 7.11.12 Dynamique 94 17.6 — 19.1 29.4 2.9 69 67 20.8 42/52 865 29.10.14 Zafira Tourer 5dr MPV AAABC 2.0 CDTi 165 129 10.4 36.8 10.2 14.3 3.2 163 258 1555 14.8.13 Zoe 5dr hatch AAABC Dynamique 84 12.3 — 13.9 9.1 2.9 87 162 7.8 250Wh/m 1468 31.7.13 Mokka 5dr SUV AAABC 1495 29.2.12 Clio 5dr hatch AAAAC 1.4T 118 10.0 30.6 9.4 13.7 3.0 138 148 0.9 TCE 113 13.4 — 13.9 19.1 2.8 89 100 23.8 38/47 1009 6.3.13 VXR8 4dr saloon AAAAB 1204 23.10.13 GTS 1700 23.7.14 RS 200 Turbo 143 7.4 20.9 6.9 9.1 2.8 197 177 20.8 32/37 155 4.8 10.2 3.7 7.4 2.5 577 546 Mégane 3dr hatch AAAAB V O L K S WA G E N 1525 26.6.13 275 Trophy-R 158 6.4 14.0 5.0 6.4 3.1 271 266 27 26/33 1297 5.11.14 Up 3/5dr hatch AAAAC 1555 18.11.15 New Mégane 5dr hatch AAACC 106 13.8 — 14.7 18.6 2.8 74 70 1.5 dCi Dyn S Nav 116 11.1 35.2 11.1 13.2 2.8 108 192 33.9 47.2 1387 17.8.16 1.0 High Up 1780 24.6.09 Kad jar 5dr SUV AAAAC Polo 3/5dr hatch AAAAC 1.5dCi D’qe S Nv 113 14.5 — 14.6 17.2 2.3 108 192 35.0 52/69 1380 21.10.15 1.4 TSI BlueGT 130 7.5 22.2 7.1 8.0 2.9 138 184 Golf 3/5dr hatch AAAAB 1775 13.4.11 R O L L S - R OYC E GTI Perf DSG 155 6.5 16.4 5.9 8.9 2.8 227 258 1980 9.1.13 GTI Clubsport S 165 6.1 12.7 4.9 5.5 2.5 306 280 Phantom 4dr saloon AAAAC 134 9.6 27.6 8.6 11.7 2.9 148 236 1975 16.10.13 Phantom 149 6.0 14.7 5.3 *3.0 2.7 453 531 38.7 8/17 2485 2.4.03 2.0 TDI 2070 3.12.14 2dr Coupé 155 6.1 15.5 5.9 *3.4 2.9 453 531 38.7 7/18 2495 27.8.08 R 155 4.8 12.0 4.3 6.5 2.9 296 280 e-Golf 87 10.5 — 11.0 7.0 2.7 113 199 Ghost 4dr saloon AAAAC 1535 14.5.14 Ghost 155 4.9 10.6 3.9 *2.3 2.6 563 575 46.0 18/23 2450 7.7.10 GTE 138 7.7 18.2 6.1 7.7 2.5 201 258 Wraith 2dr coupé AAAAB Scirocco 2dr coupé AAAAB 1845 10.2.16 Wraith 155 4.6 10.0 4.5 *2.1 2.9 624 590 45.9 15/27 2435 21.5.14 2.0 TSI GT 144 6.7 17.0 6.1 7.9 2.7 197 207 Dawn 2dr convertible AAAAC 2.0 TSI R 155 6.5 13.7 4.9 5.9 2.7 261 258 2310 2.5.12 Dawn 155 5.2 11.6 4.2 *2.4 2.9 563 575 47.7 19/25 2560 1.6.16 Passat 4dr saloon/5dr estate AAAAC 2.0 TDI 190 GT 144 8.7 23.6 8.1 13.1 3.2 187 295 S E AT 2455 24.7.13 GTE 140 7.6 19.0 6.1 7.8 3.3 215 295 Ibiza 3/5dr hatch AAAAC Touran 5dr MPV AAAAC 1815 8.8.12 Cupra 1.4 TSI 140 7.0 19.6 6.3 *3.6 2.4 178 184 21.3 31/40 1172 21.10.09 2.0 TDI 150 SE 128 9.9 29.3 9.7 13.6 3.2 148 251 Leon 3/5dr hatch AAAAC Tiguan 5dr SUV AAAAB SC 2.0 TDI FR 142 8.0 22.1 7.5 9.6 2.9 181 280 35.6 47/54 1350 4.9.13 2.0 TDI 150 SE 127 10.4 33 9.6 12.4 3.2 148 251 Cupra SC 280 155 5.9 13.6 4.4 7.1 2.7 276 258 27.2 28/36 1441 26.3.14 Touareg 5dr SUV AAAAC 1150 25.12.13 Alhambra 5dr MPV AAAAC 3.0 V6 TDI SE 135 6.9 19.8 6.8 *3.9 2.7 236 406 2.0 TDI 170 DSG 127 10.5 38.3 11.2 *7.0 3.0 168 258 30.5 35/40 1935 1.12.10 Caravelle 5dr MPV AAAAC 1395 20.7.16 Ateca 5dr SUV AAAAB 2.0 BiTDI Exec 126 11.6 36.1 11.7 10.2 3.2 201 332 1.6 TDI SE 114 10.5 35.6 9.3 14.0 2.9 114 184 36.4 50/62 1300 19.10.16

148 243 34.9 51/52

Plus 8 2dr roadster AAACC 4.8 V8 — 4.9 11.1 4.0 8.3 3.2 390 370 36.0 24/32

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

Old Cayman 2dr coupé AAAAA GT4 183 4.6 10.0 3.5 6.0 718 2dr coupé/roadster AAAAB Boxster 171 5.4 12.2 4.3 5.2 Cayman S 177 4.8 10.5 3.9 4.8 911 2dr coupé AAAAB 1440 30.3.16 GT3 RS 193 3.4 7.8 2.8 6.9 New 911 2dr coupé AAAAB 1468 30.7.13 Carrera S 190 4.5 9.4 3.4 7.3 918 Spyder 2dr coupé AAAAA — 7.5.14 4.6 V8 214 2.6 5.3 1.9 2.2 Panamera 4dr saloon AAABC 4.8 Turbo 188 4.0 9.2 3.4 13.5 Macan 5dr SUV AAAAB 165 4.7 11.8 4.3 7.9 1715 3.6.15 Turbo 1275 22.7.15

1575 13.6.12

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

3 Wheeler 2dr roadster AAAAA 3 Wheeler 115 8.0 29.9 7.7 5.1 3.56 80

208 3/5dr hatch AAACC 1.2 VTI Active 109 14.2 — 14.5 GTi 30th 143 6.5 16.1 5.8 1050 22.4.15 308 3/5dr hatch AAAAC 1.6 e-HDI 115 118 10.1 32.6 10.4 1470 4.12.13 508 SW estate AAAAC 2.0 HDi 163 138 9.6 28.6 9.7 1555 16.2.11 2008 5dr SUV AAABC 1.6 e-HDi 117 10.7 37.8 11.5 1480 23.1.13 5008 5dr MPV AAAAC 1.6 HDi 110 114 13.0 22.0 13.2 1050 2.9.15

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


Make and Model


1450 23.3.11



Weight (kg)

Mpg test/touring


Torque (lb/ft)

Power (bhp)

Braking 60-0mph

*7.0 2.7 134 105/153 —

Weight (kg)

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


V40 5dr hatch AAABC D3 SE Lux 130 8.9 26.6 8.7 S60 4dr saloon AAAAC D4 SE Nav 143 7.6 20.4 6.9 S90 4dr saloon AAAAC D4 Momentum 140 8.2 22.1 7.9 V60 5dr estate AAABC D5 SE Lux 143 8.1 21.0 7.1 Polestar 155 5.3 13.1 4.6 XC60 5dr SUV AAAAC D5 SE Lux 118 9.5 30.5 9.5 XC90 5dr SUV AAAC D5 Momentum 137 8.3 23.9 8.3 E10 0dr roadster AAAAB S 140 4.3 11.2 4.1





20.3 49/55



34.8 37/42 23.8 29/34

1176 19.11.14 1280 6.5.15

25.5 31/37


33.4 55/58 33.7 57/59

1350 30.9.15 1435 13.4.16




1655 19.11.08

37.7 38/46

1805 15.2.12



1350 28.11.12

34.9 18/25

1882 30.4.14

20.5 44/59







34.4 26.9 37.4 27.1 7.6 7.6

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

20.6 29/39 26.3 28/34

1390 10.9.08 1400 24.2.10

37.9 45/52 32.3 38/43

1614 1722

4.2.15 7.9.16

37.0 54/60







38.5 32/37



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.


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

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

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

595 3dr hatch £15,090-£21,640 Good value hot hatch and great fun to drive AAABC TESTERS’ PICK: 1.4 T-Jet 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


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


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

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


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


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

A L FA R O M E O 4 C S P I D E R

‘Direct, communicative handling makes up for a disappointing paddleshift powertrain’ M O R E AT A U T O C A R . C O . U K


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

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


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


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


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



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



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 From £131,000 Porsche 911 GT3 RS Proof that Porsche hasn’t forgotten how to do on-limit nuttiness when the occasion demands it. AAAAA


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



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

2 Ferrari 458 Speciale

From £208,000 Huge premium means it can’t overcome the GT3, but that doesn’t stand between it and greatness. Fabulous. AAAAA

3 McLaren 675LT

From £260,000 Limited-run supercar brings out the very best in the Sports Series and has the punch to match its price. Magic. AAAAA

4 Lamborghini Aventador SV From £315,000 It’s taken 740bhp to do it, but the four-wheel-drive Aventador is now a proper Lamborghini in the old-school mould. AAAAB

5 Lotus Exige S From £53,000 Only fantasy machines of a rare and expensive calibre are capable of seeing off the Lotus. It’s that good. AAAAB


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


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


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


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

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

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

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

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

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

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

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

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


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

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

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

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

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

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

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

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 can be had in five- or seven-seat

500L MPW 5dr MPV £19,205-£21,705 Loses some of its charm as it gets bigger, but has seven-seats AAACC TESTERS’ PICK: 1.3 Multijet Lounge



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 space for five and a big boot. Frugal


‘Our reigning hot supermini provides enormous fun for the money’ M O R E AT A U T O C A R . C O . U K


‘An enhanced and more likeable Evora. Crucially, it’s easier to live with, too’ M O R E AT A U T O C A R . C O . U K

and easy to drive AAAAC TESTERS’ PICK: 2.0 i-VTEC SE Plus 2WD


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

finesse of the X5 or Land Rovers AAACC TESTERS’ PICK: 3.7 V6 GT Premium


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


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


Renegade 5dr SUV £17,495-£28,595 Middling compact crossover with chunky looks but no obvious charm AAABC TESTERS’ PICK: 1.6 Multijet II Longitude

Wrangler 3dr SUV £31,840-£36,435 Heavy-duty off-roader lacks on-road Santa Fe 5dr SUV £31,850-£38,295 manners AABCC Another big Korean with lots of space 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 £33,510-£34,910 to own AAABC TESTERS’ PICK: 2.2 CRDi Premium Heavy-duty and large off-roader is 7st rather cumbersome AABCC TESTERS’ PICK: 3.6 V6 Rubicon


Q30 5dr hatch £20,550-£32,330 Infiniti’s first hatch uses a lot of the Mercedes A-Class blueprint AAABC TESTERS’ PICK: 2.2d Premium Tech Auto

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

Q50 4dr saloon £29,320-£47,625 Credible compact saloon competitor with some novel touches AAACC TESTERS’ PICK: 2.2d Premium Tech Auto

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

Q70 4dr saloon £33,750-£47,700 Big Infiniti has a spacious cabin but limited practicality in the broader sense. Daimler diesel engine is quite coarse and slow AAACC TESTERS’ PICK: 2.2d Premium Tech


Picanto 5dr hatch £8545-£12,595 Nice drive and cabin, but overshadowed now by rivals AAACC TESTERS’ PICK: 1.0 SE

QX30 5dr hatch £29,490-£33,370 Infiniti’s first hatchback gets a higher-riding, more rugged look AAABC TESTERS’ PICK: 2.2d 7CT AWD

Rio 5dr hatch £10,945-£17,445 Looks great and is well-priced but nowhere near its European rivals AAABC TESTERS’ PICK: 1.4 CRDi 3

QX50 5dr SUV £34,500-£42,600 Focused on-road SUV. Drives well; very little interior space AAACC TESTERS’ PICK: 3.7 V6 QX GT

Cee’d 5dr hatch £15,105-£23,610 Another looker from Schreyer but dynamically forgettable AAABC TESTERS’ PICK: 1.6 CRDi 134 GT-Line ISG

QX70 5dr SUV £43,770-£55,270 Big, powerful SUV. None of the

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


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


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


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


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


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


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


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


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


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 A Z D A M X- 5

‘A modernisation masterstroke. Weight loss commitment is the key’ 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 Mercedes-Benz SL From £72,500 Big, luxurious drop-top is classier than a royal stud farm. Few cruisers feel more special for the money. AAAAB

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 Mercedes-Benz CLS

From £46,500 Original added-desirability four-door is almost as refined to drive as it is to behold. Shooting Brake is rather elegant. AAAAC

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


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 Porsche Panamera

From £63,900 Technically brilliant — but lacking a bit of soul and visual allure. V6 diesel is an outstanding long-distance car. AAAAC


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 A7

From £45,900 Curiously droopy looks don’t flatter an otherwise impressive machine. Packed with gadgetry. AAABC

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 BMW 6 Series From £59,400 Munich’s big GT comes in two-door, four-door and drop-top guises. All feel heavy and just a little bit ordinary. AAABC 30 NOVEMBER 2016 AUTOCAR.CO.UK 83


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


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

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


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


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

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

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

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

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

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

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


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

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



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 Panamera 5dr hatch £79,715-£113,075 Technically brilliant but lacking a bit of soul and visual allure. V6 diesel is an outstanding long-distance car AAAAC TESTERS’ PICK: 4.8 V8 Turbo PDK Macan 5dr SUV £43,553-£68,073 Spookily good handling. A sports utility vehicle in the purest sense AAAAB TESTERS’ PICK: 3.6 V6 Turbo PDK Cayenne 5dr SUV £52,689-£119,720 Agile, capable, desirable. V8 diesel makes the line-up more varied. Not as practical as some, but a classy cabin and mostly good fun AAAAC TESTERS’ PICK: 4.2 V8 S Diesel Tiptronic S


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


‘The luxurious SL at its best. Bags of performance and refinement’ M O R E AT A U T O C A R . C O . U K

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


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

TESTERS’ PICK: 1.6 TDI 115 SE Ecomotive


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

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


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

Forester 5dr SUV £25,495-£30,995 Octavia Estate 5dr estate £17,880-£29,410 Solid, spacious and wilfully unsexy S E AT AAACC Class-leading amount of space Satria Neo 3dr hatch Mii 3dr hatch £8440-£11,265 TESTERS’ PICK: 2.0i XE and practicality. Comfortable, too Not as desirable or plush inside as the AAAAC £8495-£9495 Best Proton yet but still unjustifiable Up, but damn near as good to drive — TESTERS’ PICKS: 2.0 TDI 150 SE L, Outback 5dr estate AACCC 2.0 TSI 230 vRS and well-priced with it AAABC £27,995-31,495 TESTERS’ PICK: 1.6 GSX TESTERS’ PICK: 1.0 60 SE Acceptable in isolation but no Technology Superb 4dr saloon £19,060-£34,305 benchmark AABCC Gen-2 5dr hatch £9195-£11,195 TESTERS’ PICK: 2.5i SE Another commendable Czech value Mii 5dr hatch £8795-£11,995 Hugely disappointing despite price option big on quality and space, small Lineartronic ACCCC As above, but in more usable fiveon price AAAAC TESTERS’ PICK: 1.3 GLS TESTERS’ PICK: 2.0 TSI 220 SE BRZ 2dr coupé £22,495-£25,495 door form AAABC TESTERS’ PICK: 1.0 60 SE L DSG The GT-86’s half brother looks just RADICAL Technology as good in Subaru blue. Cheaper, too SR3 2dr open £58,200-£66,958 AAAAA Superb Estate 5dr estate £20,260Spectacular on the track; not so TESTERS’ PICK: 2.0i SE Ibiza SC 3dr hatch £10,000-£18,900 £35,505 good on the way home AAABC A sharp-looking coupé that handles Even more commendable than SUZUKI TESTERS’ PICK: RSX well. Cupra needs a manual AAABC above thanks to huge estate boot TESTERS’ PICK: 1.2 TSI 110 FR AAAAC Celerio 5dr hatch £6999-9799 RXC 2dr coupé £94,500-£117,500 TESTERS’ PICK: 2.0 TSI 220 SE Likeable, no-nonsense Celerio is Ibiza 5dr hatch £12,210-£15,735 L DSG pleasing to drive, cheap to buy and Designed for pounding around a track. Not for the open road AAABC Sharp-looking five door hatch lacks decent to sit in AAABC TESTERS’ PICK: 3.7 V6 TESTERS’ PICK: 1.0 Dualjet SZ3 the verve of the Ford Fiesta AAABC Yeti 5dr SUV £17,210-£27,545 TESTERS’ PICK: 1.2 TSI 110 FR One of the first to successfully R E N A U LT Swift 3dr hatch £8999-£14,149 miniaturise the crossover formula. Twizy 2dr hatch £6895-7795 Ibiza ST 5dr estate £12,910-£18,035 Spacious, useful, unpretentious and Cute looks and rewarding handling. Zany solution to personal mobility. Rivals are more practical, but that Sport is excellent fun AAABC genuinely cheery AAAAC TESTERS’ PICK: 2.0 TDI 110 SE TESTERS’ PICK: 1.6 Sport Suitably irreverent and impractical doesn’t impact on its fun nature AAABC AAACC SMART TESTERS’ PICK: EV Dynamique TESTERS’ PICK: 1.4 TDI 105 FR Swift 5dr hatch £9499-£14,649 Fortwo 3dr hatch £11,125-£13,810 Cute looks and rewarding handling, Zoe 5dr hatch £17,795-£20,245 Leon SC 3dr hatch £17,400-£31,485 Pricey two-seater has lots of urban even in this more practical form appeal but out of town performance AAABC Far more practical zero-emission As ever, a Golf in cut-price Spanish TESTERS’ PICK: 1.6 Sport solution. Attractive price AAABC clothing — except slightly crisperand handling isn’t as rounded as TESTERS’ PICK: Dynamique Nav looking and better-handling. Worth others AAACC TESTERS’ PICK: 0.9 Proxy Baleno 5dr hatch £13,249-£15,599 considering AAAAC Twingo 5dr hatch £9545-£13,595 TESTERS’ PICK: 2.0 TSI 290 Cupra Suzuki’s family-sized hatchback FORTWO CONVERTIBLE 2dr open Handsome, unusual rear-engined makes use of clever little engines Leon 5dr hatch £18,230-£31,790 AAABC £13,265-£15,950 city car — but not the class leader AAACC TESTERS’ PICK: 1.2 Dualjet SZ5 A similar story in open-top form as Ditto above, but here in more TESTERS’ PICK: 0.9 TCe 90 conventional five-door form for the hatch AAACC Dynamique Energy AAAAC TESTERS’ PICK: 0.9 Proxy Jimny 3dr 4x4 £12,499-£15,279 TESTERS’ PICK: 2.0 TSI 290 Cupra The smallest four-wheel-drive Suzuki Clio 5dr hatch £11,815-£22,425 Forfour 5dr hatch is looking dated AAACC Leon ST 5dr estate £19,225-£32,785 £11,620-£14,930 TESTERS’ PICK: 1.3 SZ4 An attractive, stylish and fairly Four doors gives the Smart more Good-looking and responsive practical, and does the French Vitara 5dr SUV £14,499-£22,849 hatchback-turned-estate AAAAC mainstream practicality. Still tradition credit. Fluent handling; TESTERS’ PICK: 2.0 TSI 290 Cupra expensive, though AAACC Utterly worthy addition to the class; cabin cheap in places AAAAC TESTERS’ PICK: Renault Sport TESTERS’ PICK: 0.9 Proxy drives better than most AAABC TESTERS’ PICK: 1.4 Boosterjet S 220 Trophy Toledo 5dr hatch £17,195-£19,995 S S A N GYO N G Makes practical sense but leaves no Tivoli 5dr hatch £12,950-£19,500 Captur 5dr hatch £14,745-£21,885 SX4 S-Cross 5dr SUV other lasting impression AAACC TESTERS’ PICK: 1.6 TDI 115 Style Trails the Duster as the best-value Jacked-up Clio is among the better £14,999-£24,349 small crossover — but not by much Not a class leader, but a very worthy downsized options. Cabin space and Alhambra 5dr MPV £24,885-£36,130 AAABC value better than the class norm. crossover. Refreshed look gives it a A cheaper, plainer and less desirable TESTERS’ PICK: 1.6d EX Stylish and fluent-riding AAAAC new lease of life AAABC TESTERS’ PICK: 1.5 dCi 110 TESTERS’ PICK: 1.6 SZ-T Allgrip sister for the VW Sharan. Spacious, Signature Nav versatile and decent to drive AAAAC S E AT AT E C A TESTERS’ PICK: 2.0 TDI 150 SE Megane 5dr hatch £16,950-£25,850 Ecomotive Stylish and refined but bland. Nothing exceptional AAABC TESTERS’ PICK: 1.2 TCe 115 GT Ateca 5dr SUV £17,990-£29,990 M O R E AT A U T O C A R . C O . U K Line Nav Seat’s first attempt to take on the SUV market — and it’s good AAAAC

‘Goes straight onto our most-wanted list. Handsome, practical and pleasant’



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


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


‘Blends sophistication with immense driver appeal’ M O R E AT A U T O C A R . C O . U K

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


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

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

Mokka X 5dr hatch £19,655-£26,765 Compact and competent but short on persuasive quality just like the Mokka AAABC TESTERS’ PICK: 1.4T 140 Design Nav

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

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

RAV4 5dr SUV £23,755-£32,975 A solid option, but ultimately outgunned by Korean competition AAACC TESTERS’ PICK: 2.0 D-4D Icon Land Cruiser 5dr 4x4 £36,465-£55,465 A real go-anywhere vehicle. Available with seven-seats AAABC TESTERS’ PICK: 2.8 D-4D Active Hilux 5dr 4x4 £22,955-£35,265 A real go-anywhere vehicle with the added practicality of being a pick-up AAABC


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 Up 5dr hatch £9395-£25,280 Ditto above, with added five-door convenience AAAAC TESTERS’ PICK: 1.0 60 Look Up Polo 3dr hatch £11,525-£20,370 Still the sensible choice in a lot of ways: usable, refined, easy-going, desirable and very solidly built AAAAC TESTERS’ PICK: 1.0 TSI 110 SE L Polo 5dr hatch £12,155-£21,000 And even more useful with five doors AAAAC TESTERS’ PICK: 1.0 TSI 110 SE L 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 CC 4dr saloon £25,475-£33,515 Loses a name and adds some flair but never compels AAAAC TESTERS’ PICK: 2.0 TDI 184 GT Touran 5dr MPV £22,270-£31,535 The medium-sized people-carrier done conservatively — but done very well. Refined and wieldy, with excellent infotainment options AAAAC TESTERS’ PICK: 2.0 TDI SCR 150 SE Sharan 5dr MPV £26,680-£36,660 Full-sized seven-seater offers outstanding versatility and space with tidy handling and VW-brand desirability AAAAB TESTERS’ PICK: 2.0 TDI 150 SE Caddy Life 5dr MPV £19,759-£26,316 Rugged workhorse built to supplement the Touran and Sharan


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


W H AT ’ S C O M I N G W H E N

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


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 E RCE D ES -A M G S63 FACE LI F T | M I D -2017 The current S63 hot coupé first appeared in 2014, a year on from the regular sixth-generation S-Class. Now, a facelifted 2017 S63 has been seen at the Nürburgring, sporting revised bumpers and lights. There will also be a power increase over the current car’s 577bhp, although it’s not yet known by how much. Price £130,000 (est) 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, Leon Cupra mega-hatch, 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, Grandland X, Insignia Grand Sport, Insignia Sport Tourer, Insignia Country Tourer, 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, Nio EP9, 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 pleasingly pragmatic and forgiving chassis. Turbo engine isn’t the most characterful AAAAC TESTERS’ PICK: RR 2.3 Ecoboost


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


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

CITROE N C3 PICASSO | M I D -2017 As with the recently launched C3 hatchback, the larger C3 Picasso MPV’s styling will be similar to that of the distinctive C4 Cactus. The C3 Picasso will have plenty of space and flexible seating inside, while engines will include a 68bhp 1.0-litre petrol, various 1.2-litre petrols and a 1.6 diesel with up to 118bhp. Price £12,500 (est)

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INSTANT CLEANING POWER Twice the suction power of a domestic vacuum and 15 times that of a rechargeable, so whether it ’s a quick once over or a complete deep down valet GarageVac has the power to perform. Instant access ‘Grab n’ Go’ stretch hose so you can forget unwinding that extension lead and dragging the household vacuum out onto the drive!


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 P3I ADS £595 R24 ADY £495 P3I ADY £495 400 AE £4600 W3 AER £595 P25 AGE £795 C2 AGH £595 PI AGM £I500 R9 AGM £595 E7 AGP £595 W6 AGR £595 J9 AGR £895 R2I AGS £495 AGZ 585 £495 LI AHN £495 P32I AJB £795 N836 AJB £595 P32I AJC £695 R29 AJD £495 T2 AJE £795 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 £595 J4 AKP £695 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 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 P28 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 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 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 F7 ASW £595 K5 ATB £495 L5 ATC £595 M6 ATE £795 SII ATH £695 R6 ATR £495 PI9 ATS £595 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 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 £595 I95 BBP £995 JI2 BBY £895 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 PI9 BEL £695 R26 BEL £495 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 BJV 762 £495 P28 BJW £495 333 BJX £895 BJZ 27 £995 BL 632 £3800 CI3 BLU £595 R29 BLU £495 877 BME £I400 W6 BMH £495 W26 BMW £895 T800 BMW £895 63 BN £3300 CI0 BOB £I500 TI3 BOB £I400 P24 BOB £I200 PI0 BOD £495 6I2 BON £I600 P23 BOO £695 P32I BOO £495 T88 BOT £495 H3 BOW £695 R27 BOW £495 P3 BOX £I200 P25 BOX £795 M66 BOX £895 R26 BOY £595 RI2I BOY £495 BP 5278 £I400 G2 BPC £595 L2 BPM £595 S3 BRH £495 P29 BRO £495 V88 BRY £895 RI23 BRY £795 673 BRY £2300 BS 8072 £I600 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 £I200 J32 CAD £595 C555 CAD £495 DII CAF £595 B72 CAG £495 P24 CAH £595 PI23 CAM £795 XI4 CAN £495 R2I CAN £595 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 CDJ 757 £I500 TI CDP £695 GII CDR £595 G4 CDW £695 EII CEE £795 AI5 CEE £495 P23 CES £495 CEZ 575 £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 R32I CHA £495 R9I CHD £995 EI0 CHR £695 P23 CHR £595 RI2I CHR £495 CIG 383 £895 P400 CJB £895 P6 CJC £795 PI2I CJC £495 RI2I CJH £595 P23 CJP £495 YIII CJR £495 PI23 CJS £695 P27 CJW £495 CJZ I7I £495 C40 CLH £495 M33 CLK £495 683 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 £495 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 Y2 CPD £595 2I3 CPW £I700 R27 CRA £495 A4 CRC £695 W9 CRH £695 T9 CRL £695 R25 CRS £695 L600 CRS £495 C5 CRT £595 403 CRV £795 M2 CRY £495 I54 CS £4800 BI CSD £695 B2 CSG £595 CSU 6I8 £895 BI0 CUE £495 S40 CUT £495 L9 CWS £695 299 DA £3800 97I8 DA £I200 R25 DAB £595 R26 DAC £595 R24 DAD £495 K7 DAF £895 R2I DAH £595 R5 DAL £995 R26 DAL £595 M70 DAL £695 RI23 DAL £495 PO02 DAN £595 P32I DAN £I200



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 E328 DAN £695 4853 DW £2300 J40 FRA £495 HIL 7580 £595 K99 JER £495 V4 KDG £495 470 LOO £795 R32I MJP £595 CII DAP £695 6I DY £4I00 FRE 545 £I300 I4I8 HJ £I300 P25 JES £I200 59 KE £3900 R2I LOR £695 Y99 MJR £695 T60 DAS £595 H9 EAL £795 L99 FRY £695 D3 HJM £595 C77 JES £I400 P23 KEL £895 Y700 LOR £495 P32I MJR £595 MG03 DAV £495 NI3 EAR £495 2378 FS £I700 W2 HJW £595 BI66 JES £695 M44 KEN £I300 HI0 LOT £795 R69 MJW £795 B35 DAV £I200 P2I EAR £595 3333 FS £3400 80 HJX £895 JEZ 5972 £495 86 KEN £3600 P3I LOU £I500 S333 MJW £595 D50 DAV £I400 R25 EAR £495 NI FSM £495 625I HK £795 H4 JFC £695 T32I KEN £995 N652 LOU £695 G7 MLW £595 P840 DAV £595 EB 7I2 £3800 LI0 FUN £595 2094 HL £I200 W6 JFH £495 R23 KER £595 R26 LOW £495 P2I MMC £595 R2I DAW £495 83I EBY £I800 III FV £3300 37 HN £4200 P2 JGB £795 P3I KER £495 880 LPJ £995 M60 MMC £595 PI2I DAY £495 EC 8352 £I500 847 FWN £495 HNZ 434 £495 W9 JGP £595 R32I KER £495 D8 LPM £495 508 MMU £595 F2 DBM £695 444 ECX £695 44 FXJ £895 S70 HOB £495 D7 JGR £795 R24 KES £495 X3 LRA £595 J70 MOD £495 W9 DCG £595 I7 EDD £2300 55 FY £3300 T88 HOB £495 776 JGW £995 J27 KEV £995 S8 LRW £495 R27 MOE £495 W9 DCL £595 T20 EDD £695 P23 GAB £495 P99 HOB £495 JH 5 £49000 W28 KEV £895 83I LS £4400 R23 MOG £695 F8 DCM £695 X8 EDG £495 R24 GAB £495 P2I HOG £695 W6 JHD £495 F74I KEV £495 Y9 LTD £495 X200 MOG £595 £695 R3I KEY £495 SI LTR W9 DCP £495 W9 EDW £595 A3 GAK £595 R27 HOG £795 JIJ I39 £495 R24 MOL £595 W6 DCR £495 R2I EDY £595 R29 GAL £495 W60 HOG £595 JIL 363 £I300 C70 KEY £595 FI2 LUC £795 P2I MON £495 K5 DCW £695 P50 EDY £495 V4 GAM £695 R27 HOL £595 P23 JJB £495 KEZ 7424 £695 R24 LUC £595 P23 MOO £495 £695 4692 KF £995 P55 LUC £695 S7 MOP £595 52I0 DD £I700 Y6 EEE £595 YIII GAN £495 RI2I HOL £495 R9 JJL AAI6 DEB £495 P2I EES £495 P26 GAR £495 K4 HOP £895 H9 JJW £995 222 KFX £895 PI23 LUC £495 R25 MOR £695 P28 DEB £I300 XI0 EFC £695 GAS 3I9 £2200 F7 HOP £895 P24 JLB £495 I67 KHW £595 N5 LUK £895 P27 MOR £595 RI2I DEC £495 LI6 EFC £595 T555 GAV £595 R3I HOP £495 D4 JLC £I300 R3I KJB £495 P29 LUK £695 W28 MOR £495 P23 DEE £895 L555 EGG £495 D3 GAY £495 F6 HOT £895 P2I JLC £695 862 KKK £995 500 LXB £795 H9I MOR £495 P4 DEK £795 9030 EH £I800 RII GCR £495 V2I HOW £495 PI2I JLC £495 P23 KMC £495 555 LXE £895 J900 MOR £495 P26 DEL £595 EIL 2303 £495 90I GCR £II00 R23 HOW £495 P24 JLM £495 GI9 KMS £495 555 LYF £895 P999 MOR £495 £495 GDN 490 £I200 HS I836 £2600 SI4 JLS £495 438 KOM £695 P29 LYN £I300 R23 MOS £595 207 DEL £I900 T7 EJP G32I DEL £495 43 EK £3200 R26 GEF £495 R25 HUD £595 P24 JLW £495 P2 KOO £695 3I LYN £5300 RI2I MOS £495 £695 EI06 LYN £895 M6 MPD £495 SI9 DEM £495 EKF 6I7 £595 GEG 208 £695 K900 HUD £495 JM I444 £3400 CI KOS XO05 DEN £495 T8 EKS £895 P27 GEM £995 W4 HUG £795 P29 JMB £795 KP 8655 £I700 I972 M £5300 W5 MPG £495 P24 DEN £I300 6977 EL £895 P23 GEO £595 C29 HUG £495 PI23 JMB £695 B3 KPM £495 P25 MAC £II00 R23 MPS £595 W200 DEN £895 D20 ELA £595 R28 GEO £695 R24 HUT £495 R29 JMD £595 W6 KRM £495 R29 MAC £I500 MR 6646 £2800 P900 DEN £795 P26 ELA £495 RI2I GEO £495 L99 HUW £495 RI2I JMD £495 KRM 893 £I700 P23 MAD £795 R24 MRC £595 R28 DER £595 VIII ELE £595 R24 GER £495 30 HV £3200 W44 JME £495 R9 KRP £495 W27 MAD £695 AIII MRE £595 DO06 DES £495 R333 ELE £495 P28 GER £495 HV 8649 £995 P3I JMG £495 I970 KS £2600 MAD 546 £2300 VI23 MRK £795 K9 DES £I200 RI7 ELL £695 GER I48 £I500 I2I HW £3300 R29 JMP £495 M7 KSP £495 R700 MAD £595 L3 MSM £695 L66 DES £795 P25 ELL £595 C8 GES £895 I0 HXR £995 P23 JMR £495 548 KTW £995 P8 MAF £795 YI MSR £895 £895 444 HXY £895 G36 JMS £795 KUI II0 £795 R26 MAF £495 N6 MST £695 5I6 DES £I500 C20 ELM £495 TI GFH T8 DET £595 R2I ELS £795 779 GFR £795 ICZ 434 £495 RI2I JMS £595 55 KVY £895 K3 MAG £I500 P23 MUD £595 P23 DEV £495 PI2I ELS £495 M8 GGS £6700 IDZ 85 £895 N3 JMT £795 P2I KYM £795 SI9 MAG £895 DII MUM £995 DEZ 8I8I £695 RI23 ELY £695 GIB 5847 £695 IIL 250 £695 P24 JMT £495 RI23 KYM £595 T666 MAG £695 G40 MUM £795 56I7 DF £I300 ELZ 558 £795 W4 GJH £795 ILZ 750 £795 P26 JMW £495 R26 LAB £495 P29 MAH £495 X40 MUM £895 DII DFB £495 P26 EMA £795 R27 GJH £495 INZ 770 £495 4457 JN £I500 W7 LAG £495 V333 MAH £595 S99 MUM £795 I7 DFX £895 N670 EMA £495 A9 GJP £595 AL02 JAB £495 W9 JNS £595 P3I LAM £595 P29 MAK £595 T300 MUM £595 49I5 DG £I300 782 EMD £995 333 GK £3300 EI9 JAB £695 R24 JOD £495 R28 LAN £595 P2I MAL £I200 R7 MUR £995 N6 DGB £695 P24 EMM £695 GL 3882 £I800 P28 JAB £595 952 JOD £I500 V644 LAN £495 R23 MAL £II00 P2I MUR £595 £795 M40 MAL £I400 W29 MUR £595 R30 DGR £495 RI2I EMM £595 424 GLY £995 P24 JAC £I500 PI0 JOE £I600 J9 LAP MI8 DGS £695 W9 EMP £495 N6 GMB £595 T30 JAC £I400 M80 JOE £I200 R2I LAP £495 I03 MAL £2800 MVA 766 £695 V4 DGW £795 Y35 EMS £I500 AII GMD £495 M777 JAC £I200 CI9 JON £I700 T52 LAR £595 C777 MAL £895 483 MVX £595 S3I DJB £995 RI2I EMS £795 CI9 GMS £495 TI0 JAD £795 R26 JON £I600 R23 LAS £495 G20 MAM £595 7002 MY £I500 £895 P777 JON £I500 P29 LAU £495 R29 MAM £495 222 MYX £995 V53 DJB £895 57 EN £3200 GN 486I £I900 K8 JAF L700 DJB £695 24 EO £4700 GNH 904 £695 Y7 JAG £I600 K33 JOR £495 B5 LAW £I700 P25 MAP £495 I85I MZ £795 V40 DJC £795 EO 8769 £995 I79 GNM £695 T55 JAG £II00 P23 JOS £495 R26 LAW £895 SI3 MAR £895 W2 NAH £795 PI23 DJC £595 86 EP £4700 R27 GOR £495 X400 JAG £895 R27 JOS £595 S80 LAW £895 RI5I MAR £695 G7 NAR £595 P29 DJF £495 479 EPB £895 K5 GOS £595 P27 JAH £495 GI8 JOY £I200 368 LBH £II00 P23 MAS £795 NAR 594 £995 R2I DJG £695 92 ER £4700 GII GOW £895 B2 JAK £I900 R28 JOY £II00 K9 LCD £495 RI2I MAS £595 R28 NAS £595 P32I DJG £495 CI ERH £895 L8 GPC £495 R29 JAK £I200 243 JOY £2200 W9 LCM £495 P28 MAT £995 9I NAS £3500 R23 DJH £695 N4 ERL £495 F2 GPW £595 OO57 JAK £595 P23 JPC £495 849 LDE £895 PI2I MAT £795 P23 NAT £995 B2 DJJ £595 N4 ERN £795 A6 GPW £795 S222 JAK £995 M8 JPG £795 A5 LDS £695 R23 MAW £595 6973 ND £I300 £995 79 LE £3400 RI23 MAW £495 AI3 NDA £595 FI8 DJM £895 P24 ERN £495 T33 GRA £695 P23 JAM £795 J2 JPR DM53 DJM £695 KI8 ERY £795 RI2I GRA £595 T26 JAM £695 P25 JPS £495 R22 LEA £595 R26 MAX £I400 A2 NDW £995 R29 DJP £595 42I ES £2700 Y8 GRE £495 L900 JAM £495 Y222 JRB £595 R3 LED £595 P3I MAX £I500 GI0 NDY £995 PI2I DJP £495 ESK 937 £795 S2 GRM £795 78 JAN £4900 E8 JRC £795 R24 LEE £I600 V50 MAY £695 P27 NDY £595 R26 DJR £695 P28 ESS £495 Y2 GRR £495 Y88 JAN £I300 P24 JRS £595 P29 LEE £I500 V888 MAY £595 53 NE £3400 D2I DJS £I300 ESU 990 £595 DIII GRW £495 E449 JAN £695 CI3 JRW £595 P2I LEG £495 P32I MCA £495 P24 NER £595 PI2I DJS £495 6036 ET £I500 R29 GRY £495 G9 JAP £895 V222 JRW £495 R24 LEM £495 R24 MCC £595 R28 NET £695 W9 DKB £495 P26 ETE £595 GTF 559 £I300 M70 JAR £695 JRZ 949 £495 A9 LEN £3200 P23 MCG £495 74 NET £4700 A2 DKC £695 86I ETJ £695 GI2 GTO £495 XO04 JAS £495 C3 JSC £995 D9 LEN £I900 P23 MCH £495 KI8 NEV £595 728 DKG £795 P2I ETR £495 Y300 GTR £595 P27 JAS £895 N3 JSF £695 V25 LEN £995 P26 MCK £495 P3I NEY £I300 I92 DKH £795 P29 ETT £495 729 GTV £695 P23 JAT £495 W9 JSN £495 V29 LEN £795 P25 MCL £495 NEZ 90 £I200 N4 DLC £595 9I56 EV £995 24 GU £4500 W9 JAW £I400 L4 JTC £595 N333 LEN £695 E20 MCR £595 NJ 5555 £3I00 XI DMA £I500 P2 EVE £I600 975 GUB £595 DII JAW £795 MI JTG £495 M444 LEN £695 R6 MDB £895 NJZ 909 £495 R65 DMB £495 R29 EVE £695 K7 GUS £II00 P27 JAW £495 J3 JTH £795 LEN 7I7 £I600 40I0 ME £I700 700 NK £3400 P3I DMC £695 W70 EVE £795 X28 GUS £495 VIII JAX £895 G7 JTW £695 Y800 LEN £495 Y3 MED £695 P2I NKS £795 G9 DMJ £695 S888 EVE £595 G37 GUY £II00 PI23 JAX £595 P23 JUL £695 P23 LEO £495 P26 MED £595 PI23 NKY £595 I40 DMR £I800 R29 EVO £995 406 GW £2800 P25 JAY £995 R26 JUL £695 TI0 LES £995 R29 MED £495 479 NMT £795 YI2I DMS £495 T8 EVS £I200 200 GXJ £895 JAZ 3425 £495 R28 JUL £695 AI6 LES £I500 E758 MEG £595 49 NN £4600 £4I00 X8 JCA £495 V444 JUL £495 P90 LES £895 XO08 MEL £495 R25 NNA £595 P2I DMT £495 R23 EVS £495 7I GY P4 DOB £795 P28 EVS £795 GZ 7348 £695 E9 JCE £595 P2I JUN £595 FI2I LES £595 P23 MEL £I300 NNG 727 £995 CI8 DOB £495 N33 EVS £595 8I79 HA £I600 P3I JCH £495 P25 JUN £495 MI9 LEW £895 A92 MEL £I400 P3I NNN £695 £795 P23 JUS £495 R23 LEX £695 PI2I MEL £II00 44 NNS £2400 V32I DOC £495 555 EYJ £795 R2 HAC £695 Y6 JCK £595 364 JVX £795 P26 LEX £495 W800 MEL £895 P29 NNY £595 35I DOC £2200 X2 FAD £595 R26 HAL £495 D4 JCL DC05 DON £495 A4 FAD £795 KI2 HAM £595 V333 JCS £495 E6 JWB £895 P24 LFC £495 R23 MER £495 300 NP £3800 N9 DON £I300 R25 FAR £495 R24 HAR £495 P24 JCW £595 NI0 JWH £495 LHM 607 £I300 P3I MER £I400 920 NPA £595 R24 DON £895 X300 FAY £595 K50 HAR £595 P32I JCW £495 555 JXY £895 LIB 883 £895 P32I MER £695 2I3 NPK £595 £695 R25 HAS £795 R23 JDB £595 42 JY W8I DON £795 RI FCB £3I00 LIW II0 £995 YI MES £995 NRC 757 £I500 L555 DON £695 95 FD £3800 R2I HAT £595 V6 JDD £695 NI KAB £895 449I LJ £995 BI3 MET £495 NUI 848 £495 W9 MFB £695 P3I NUT £595 M55 DOR £495 38 FE £4600 737 MFK £795 477 NVO £495 M2 DOT £795 L6 FEB £495 7835 MG £I900 I23 NXV £795 MII DOT £595 R23 FEE £495 M99 MGF £495 90 NY £4600 994 DOT £I700 R29 FEN £495 G4 MGW £595 270 NY £3900 VI DOW £995 J30 FEN £595 420 MHO £895 60 NYW £795 R24 DOW £495 G5 FER £II00 T7 MHW £595 I56 OFF £I200 570I DP £I500 R28 FER £495 MIL 4792 £595 OIB 262 £495 Y6 DPR £495 950 FG £3300 A7 DPT £495 FGK 6I0 £495 R24 HAY £895 P24 JDM £495 E9 KAB £595 P3I LJC £495 I969 MJ £2800 W77 OLY £695 £4I00 Y3I HAY £695 P24 JDS £495 T6 KAD £595 W9 LJK £495 R2I MJA £595 R32I OLY £595 NI4 DRB £495 42 FH £595 P26 KAM £495 S3I LJM £595 V90 MJA £495 P4 ONA £595 J3 DRC £795 I879 FH £I400 HAZ I269 £595 V3 JDT G9 DRJ £495 FHR 947 £995 CI HCW £695 P24 JDW £495 H2 KAP £695 R24 LJS £495 Y97 MJB £895 R3I ONE £595 WI0 KAR £795 VI9 LJW £495 W27 MJC £895 B2 OOB £II00 T37 JEC £495 £5300 £4600 HCZ I DS 8227 £I600 75 FJ R4 DSG £795 FJ 6I59 £I700 VII HEL £I200 P2I JED £695 YI2 KAR £595 P2I LLS £795 R29 MJD £695 F4 OOL £695 G6 DSJ £595 FJV 74I £995 P23 HEL £795 R23 JED £595 K444 KAR £695 JI LMB £I200 PI23 MJD £595 ORW I37 £II00 DSV 942 £895 R23 FLY £495 R500 HEL £495 Y5 JEF £II00 R26 KAS £495 VI9 LMC £495 N400 MJD £495 OUR 728 £695 X9 DSW £695 P24 FLY £495 C8 HEM £995 R900 JEF £595 P24 KAT £595 P28 LMR £795 EI2 MJF £595 333 OVX £595 Y9 DTB £495 24 FN £3I00 R29 HEM £495 R7 JEL £695 M39 KAT £695 R23 LMS £495 P25 MJG £495 99 OYR £995 DTS 6I8 £I400 M99 FOG £495 W9 HER £595 JEL 867 £I200 LI4 KAY £I300 AI LNS £2I00 PI2I MJH £695 4000 P £3700 P24 DUB £595 594 FOH £595 K7 HEV £695 P24 JEM £695 P23 KAY £895 Y6 LOC £695 R9 MJJ £695 247 PAD £I700 PI2I DUB £495 R25 FOS £495 P23 HEV £495 RO02 JEN £495 KAZ 6694 £595 DI0 LOG £595 P26 MJL £495 S8 PAL £895 R27 DUG £495 AII FOW £495 R25 HEW £495 P23 JEN £I600 X5 KBB £595 T77 LOG £495 PI2I MJM £595 L2 PAM £I800 DUG 672 £2I00 W30 FOX £995 HIL 878 £I200 LI0 JER £595 KD 692 £3700 R23 LOL £495 TI5 MJP £695 TI3 PAM £895 BUY & SELL ONLINE

V25 PAM £795 S6 PAN £895 TI4 PAR £795 R29 PAR £695 P24 PAS £695 WI2 PAT £995 A98 PAT £I200 D98 PAT £795 PAT 35I £2900 P24 PAW £595 EI PBB £995 PBB 335 £I500 I02 PBP £595 PBZ 939 £495 I978 PC £2800 R3 PCH £695 A6 PCH £895 I978 PD £3300 MI PDT £695 H8 PDW £695 PDX I9I £895 800 PEA £I300 M9 PEG £995 R3I PEG £595 S5 PEN £I700 R24 PEN £695 P26 PEN £595 P2I PEP £595 P2I PER £795 A7 PET £995 PEZ 35 £895 X4 PGH £695 Y9 PGM £595 PIA I222 £595 PIB 37 £995 384I PJ £995 N4 PJA £695 PI23 PJH £695 PJI 878 £595 T6 PJP £695 XI2 PJW £695 R24 PJW £595 697 PKO £595 F2 PLM £595 R2I PMB £595 A6 PMG £795 B5 PMH £695 97 PN £4700 P5 PNK £595 R23 POL £595 GI4 POT £595 PP 9I29 £2I00 P3I PPA £I900 S8 PPP £895 P3I PPS £895 KI PPT £595 PI2I PPY £595 A6 PRJ £795 B6 PRM £595 R28 PRO £695 RI23 PRO £595 PSF 5I4 £695 PSL 583 £895 W7 PUT £595 G9 PWR £695 222 PXW £895 40 PYF £995 555 PYH £695 6I45 R £I700 2I95 RA £I700 EII RAC £895 T32 RAC £595 RI2I RAE £695 R2I RAF £795 R2I RAG £795 P23 RAJ £795 K55 RAJ £895 M99 RAM £595 P3I RAS £595 BI0 RAV £895 JI9 RAV £695 R27 RAY £I400 V32I RAY £795 P600 RAY £695 RAZ 2I3 £895 V7 RBW £595 RC 5420 £2600 VI RCA £895 P6 RCD £595 PI2I RCE £695 CI2 RCH £995 P29 RCH £595 RCJ 7I7 £I500 Y9 RCK £595 T8 RCW £595 E6 RDG £795 X7 RDM £795 LI RDP £795 FI9 RDS £895 E9 RDY £595 KI7 RED £795 R23 RED £895 R28 REE £595 CI REF £795 M2 REG £995 V99 REG £695 200 REG £I900 REG 966 £I500 B888 REM £595 R23 REN £595 H6 REX £795 PIII REX £595 Y8 REY £595 786 RF £3I00 5204 RF £I500 RGC 890 £II00 RHJ 895 £595 RIB 989 £695 RIL 535 £495 RB04 RJB £595 PI2I RJB £695 W24 RJC £595 F9 RJH £I300 PI2I RJH £595

924 RJH £I800 RJI 656 £595 N99 RJM £895 P32I RJM £695 200 RK £3700 B9 RKH £595 476 RKP £II00 P28 RKR £895 P28 RKS £695 P28 RKY £795 5000 RM £5900 R28 RMC £595 99I RMF £I600 W6 RMJ £595 42 RO £3800 4I26 RO £I300 JI0 ROB £I800 KI8 ROB £I600 K22 ROD £895 286 ROD £I900 A600 ROD £795 R29 ROE £595 W700 ROG £795 R9 RON £2500 R2I RON £I500 E50 RON £995 P666 RON £595 P20 ROO £595 R9 ROR £595 K4 ROS £I500 WI7 ROS £795 R65 ROS £995 SII ROY £I500 W23 ROY £795 X25 ROY £895 F300 ROY £695 48I ROY £2900 W9 RPB £695 BI RPS £I500 L5 RPS £695 RRG 374 £995 N9 RRR £595 P24 RRR £695 Y5 RSW £595 34 RU £4200 R8 RUB £695 R66 RUS £895 RV 4863 £II00 RXV 879 £695 36 RY £4400 RZ 5948 £795 I962 SA £2700 S6I SAC £595 TI9 SAF £695 R26 SAH £595 GI3 SAL £995 R23 SAL £895 P26 SAM £I700 PI2I SAM £I300 P23 SAN £595 SI2I SAN £I500 P25 SAR £795 P76 SAV £595 SBU 823 £995 SBZ 969 £495 P28 SCO £895 C5 SCR £695 JI SCU £895 I970 SD £2700 K2 SDM £595 L2 SDP £695 SDZ 858 £495 G7 SEA £695 J333 SEN £595 P25 SER £595 BIII SEW £695 SEZ 474 £495 P2 SGM £695 SI23 SHE £795 V666 SHE £695 W9 SHP £595 W6 SHR £595 777 SHY £I900 SIB 4989 £495 P32I SJC £595 A222 SJD £695 P2I SJG £595 PI2I SJP £895 PI2I SJS £595 P29 SJW £595 A6 SKA £795 N7 SKP £695 R84 SLK £595 J6 SLP £695 MI4 SMC £695 P26 SMC £595 X6 SMD £995 H3 SMF £695 E4 SMR £695 J4 SMW £895 T22 SMW £595 SNT 5I7 £895 P23 SON £695 P3I SON £995 R3I SON £595 SRP 463 £995 V77 SSA £695 R24 SSS £595 XI STD £695 204 STD £II00 P3I STE £895 G9 STH £595 J9 STR £695 DI0 STR £595 P26 STU £I600 D243 STU £695 M888 STU £995 555 SU £5I00 J9 SUE £2800 ME09 SUE £595 R28 SUE £I500 E379 SUE £795 J40 SYD £595 RI4 TAB £595

D5 TAL £II00 E6 TAM £I300 SII TAM £895 R23 TAM £795 R23 TAP £595 P25 TAR £695 P3I TAS £595 TBY 4I5 £895 5709 TD £I300 TDP 858 £I500 P24 TEA £595 KI6 TED £895 P999 TED £795 P25 TEF £895 F74 TEL £995 PI2I TEL £995 R555 TEL £695 A8 TEN £995 T23 TER £595 S555 TEV £995 6557 TF £I600 P7 THE £595 I20 THW £895 TIL 969 £495 TJI 828 £595 TJZ 676 £495 PI TMH £995 783 TMP £995 839 TMU £495 XII TNY £695 RI3 TOM £II00 P26 TOM £I300 P23 TON £595 J7 TOP £895 824 TRT £895 A3 TTO £795 GI5 TTT £595 P25 TTY £795 P28 TTY £995 S6 TVE £I200 TVV I95 £895 359 TVW £795 TXI 656 £495 77 TXO £895 G3 TYE £795 TYF 422 £695 860I UA £595 UDD 62 £895 UFF 977 £795 P28 ULL £695 PI23 ULS £595 ULW 978 £495 600 ULX £795 P27 ULY £595 73I UMX £495 I00 UN £3500 URK 780 £895 I7 US £4900 720 V £4600 VAB 63 £I700 X4 VAC £695 MI0 VAL £I300 VAL 284 £2I00 J300 VAL £795 I055 VC £I700 90 VE £5I00 R3I VEE £595 P3I VES £595 VEZ 828 £495 VF 3092 £I400 720 VFC £895 VIB 787 £495 VIL 750 £795 VJR 458 £995 B7 VON £995 2799 VT £I300 400 VXH £795 VI2 VXR £595 333 VYF £695 Y9 WAB £595 S3 WAC £695 R2I WAL £695 N49 WAL £595 YIII WAT £595 R32I WAT £595 WCA 42I £595 J3 WDS £695 YII WEB £795 AI4 WEB £I300 RI2I WEB £595 WEL 346 £I400 V33 WEN £595 S3I WES £595 WEZ 353 £595 WJA 608 £895 EI WJB £895 WJI 757 £595 P6 WJM £695 WJO 986 £795 WKR 364 £795 WOC 922 £595 WYB 502 £695 WYJ 9I9 £795 90 XEA £995 XHJ 956 £595 3I60 XJ £795 XJI 797 £595 XMD 998 £895 XMW 835 £495 200 XOC £995 400 XSG £795 XSN I00 £695 800 XVC £795 YAS 339 £995 YAZ 959 £695 YCE 446 £595 67 YE £3I00 77 YHJ £895 300 YHR £795 200 YLX £795 G5 YOU £595 YRU 90I £795 YTP 749 £795 YWH 965 £895




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A I5 A .......................................£75,000 A 79......................................£70,000 999 AB ...................................£9,800 2663 AB.................................£5,500 I0I AC ...................................£19,000 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 2I0 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 I0 EN ....................................£13,000 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 .....................................£50,000 222 GA ..................................£9,000 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 I 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 .................................£3,500 300 LH ...................................£9,500 400 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 I0I SA .....................................£8,500 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

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Driven: Toyota C-HR

We sample Toyota’s eye-catching crossover on UK roads for the first time

Car makers’ selling methods could help politicians win votes he car industry is far from perfect. The Volkswagen diesel emissions and Takata airbag scandals are evidence enough of that. But there are things the motor industry does rather well. It’s extremely adept at selling you stuff. It takes objects that are the second most expensive thing you’ll ever own, after a house, and it makes them not just desirable but also affordable. It’s remarkable, really. Cars are expensive things. But car makers put them within reach, and then market the hell out of them to make you want one. A lot of people could learn from the way they do it. I’d like to think I’m immune to marketing, as do you, I suspect, but it’d be foolish to think that marketing doesn’t work. In some way, we’re all influenced by the messages we’re sold. And car makers sell them brilliantly. If you buy this car, it’ll make you more attractive, it’ll be



Trump’s message was clear and it seemed to work



A car maker won’t tell you what a moron you are if you buy a car made by someone else perfect for your active lifestyle – because you look like a young, go-getting sort – and it’ll probably save you money, it’ll be fun to drive and it’ll be reliable. And so on. What you’ll not find is a car maker telling you what a moron you are if you buy a car made by someone else. Which, after two elections of note this year – won, apparently unexpectedly, by Brexit and Donald Trump respectively – is a lesson politics and the social media sphere might like to learn. Mercedes-Benz doesn’t tell you that you’re an idiot for choosing a BMW, see. In the same way that McDonald’s resists the urge to tell you not to be so stupid as to consider Burger King and Coca-Cola doesn’t call you a loser for thinking about a Pepsi, MercedesBenz just tells you what you’d like about a Mercedes-Benz. The EU Remain campaign’s ‘Project Fear’ and the Democratic Party campaign’s ‘Love Trumps Hate’ didn’t get that. They just lavished even more attention on their opponents. In parenting books, they advise you not to say “Don’t paint on the walls” to a child because it contains the phrase ‘paint on the walls’. So why stick the name of your chief rival in a campaign that should be all about you?

Kia GT preview

Get an early glimpse of Kia’s first coupé model ahead of its official unveiling


Why tell people to look at that bus? If you visit the Ford Focus review page at on the Autocar website – as I am doing now – Skoda is asking you to “test drive an award-winning Skoda”, VW is inviting you to “take a look at a Golf R-Line Edition” and Nissan is offering to give you a £1650 deposit contribution on a Juke. None is suggesting you’re a moron for looking at a Focus. Leave and Trump won because they were clear about the message they sent. Regardless of how accurate those messages turned out to be, the message was straight: “You vote for me, you get this.” Only very occasionally do car makers veer from this path and have a wee pop at each other in adverts. But that they usually don’t is not a reflection of how nice they are, or that they have some kind of unwritten respect for each other. No. They won’t tell you you’re a racist, a bigot or an idiot for considering an alternative, partly because they know it isn’t true but, more important, because they know that doesn’t work. Perhaps one day politicians will realise it, too.

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Fuel consumption in mpg (l/100km) Urban 49.6 (5.7) Extra Urban 70.6 (4.0) Combined 61.4 (4.6) Co2 107g/km

Fuel consumption in mpg (l/100km) Urban 60.1 (4.7) Extra Urban 72.4 (3.9) Combined 67.3 (4.2) Co2 109g/km

Fuel consumption in mpg (l/100km) Urban 37.2 (7.6) Extra Urban 55.4 (5.1) Combined 47.1 (6.0) Co2 138g/km

Fuel consumption in mpg (l/100km) Urban 51.4 (5.5) Extra Urban 60.1 (4.7) Combined 56.5 (5.0) Co2 129g/km

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Pictures are for illustration purposes only. Emissions figures are from the latest manufacturer literature available. Prices correct at time of going to press.

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