S P E C I A L I S S U E 18 - PAG E H O T H AT C H M E GA -T E S T
F I R S T F O R N E W S A N D R E V I E W S E V E RY W E E K autocar.co.uk
23 August 2017
5 9 2 B H P, 19 0 M P H
NEW M5 EVERY DETAIL Why BMW’s V8 super-saloon had to go 4WD
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Eight small cars, one big winner
CIVIC T YPE R VS M140I
FOCUS RS VS GOLF R
308 GTI VS LEON CUPRA
RS3 VS A45 AMG
New BMW Z4 R Roadster unveiled
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44.8 (6.3) – 76.3 (3.7); combined 37.7 (7.5) – 74.3 (3.8); CO2 emissions 180 – 38g/km. Information correct at time of print.
THIS WEEK
Issue 6269 | Volume 293 | No 8 ‘Should I put my 100,000-mile, 2006 Astra on the dyno?’
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NEWS BMW M5 Next-gen super-saloon gets 592bhp BMW Concept Z4 New roadster previewed Ariel P40 All-electric AWD supercar breaks cover Volkswagen T-Roc ‘Emotion’ key for new SUV Mercedes-Maybach 6 Luxury cabrio previewed Analysis Why steel still has a future in car making
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TESTED Aston Martin V8 Vantage AMR Run-out special
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Range Rover Velar D240 HSE Four-pot oil-burner 30 Jaguar F-Type 2.0I Convertible Four-pot petrol Smart Forfour Electric Drive ROAD TEST
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FEATURES Hot hatch mega-test Affordable driver’s cars fight A day at a rolling road We see what the dyno saw Sin R1 550 Outlandish Bulgarian supercar driven
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WHICH HOT HATCH SETS OUR TESTERS’ PULSES RACING? 34
OUR CARS Mercedes-Benz E-Class Estate Our new fleet car Alfa Romeo Quadrifoglio Its pace is intoxicating Audi S5 Cabriolet Unravelling the driving modes
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EVERY WEEK 25 32 Your views Why a ‘race car for the road’ isn’t really 68 Matt Prior Do gangsters need car buying advice? 90 Steve Cropley An unfortunate animal incident
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DEALS James Ruppert Clocking hell: don’t be a victim
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RADICAL NEW BMW M5: AWD AND 592BHP 8
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NAUGHTY BUT NICE: ORIGINAL SIN SAMPLED 56
TWO FLIGHT CASES AND A BURLY STASI ❞ OFFICERMATTWON'T FIT IN A 911'S BOOT PRIOR TURNS HIS HAND TO MOVIE REVIEWING 90
Used buying guide Maserati Quattroportes for £12k 76 Used car intelligence A new way to sell your car 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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COMMENT
Ariel’s P40 EV has 1180bhp and covers 0-100mph in 3.8sec
The original car magazine, published since 1895 ‘in the interests of the mechanically propelled road carriage’ EDITORIAL Tel +44 (0)20 8267 5900 Email autocar@haymarket.com Editor Mark Tisshaw Editorial director, Automotive Jim Holder Editor-in-chief Steve Cropley Executive editor Matt Burt Editor-at-large Matt Prior Digital editor James Attwood Road test editor Matt Saunders News editor Rachel Burgess Senior staff writer Sam Sheehan Staff writer Jimi Beckwith Used car editor Alex Robbins Used car deputy editor Mark Pearson Used car writer Max Adams Digital reviews editor Hemal Mistry Chief sub-editor Sami Shah Production assistant Kris Culmer Group art editor Stephen Hopkins Art editor Sarah Özgül Chief photographer Stan Papior Photographer Luc Lacey Videographer Mitch McCabe SEO manager Jon Cook SEO executive Oliver Hayman Picture editor Ben Summerell-Youde Editorial assistant Sam Jenkins EDITORIAL CONTRIBUTORS European editor Greg Kable Used car correspondent James Ruppert Senior contributing writer Andrew Frankel Contributing writer Dan Prosser Senior contributing editor Richard Bremner Contributing editor Mike Duff Special correspondents Nic Cackett, Mauro Calo, Jesse Crosse, Hilton Holloway, Peter Liddiard, Julian Rendell, Richard Webber Special contributors John Bradshaw, Claire Evans, James Holloway, John Howell, Steve Huntingford, Darren Moss, Allan Muir, Will Nightingale, Doug Revolta, Alan Taylor-Jones, Rory White, Will Williams, Neil Winn MEDIA ENQUIRIES Tel +44 (0)20 8541 3434 Contact Robert Etheridge (robert@performancecomms.com) SUBSCRIPTIONS Tel 0344 848 8816 Overseas +44 (0)1604 251450 Email help@autocar.themagazineshop.com Head of subscriptions Karen McCarthy Direct marketing executive Maria Fernandez SYNDICATION ENQUIRIES Tel +44 (0)1962 867705 Contact Simon Fox (syndication@autocar.co.uk) LICENSING ENQUIRIES Tel +44 (0)20 8267 5024 Contact Isla Friend (isla.friend@haymarket.com) BACK ISSUES Tel 0344 848 8816 Email help@autocar.themagazineshop.com ADVERTISING Classified +44 (0)20 8267 5733 Display +44 (0)20 8267 5574 Production +44 (0)20 8267 5814 Fax +44 (0)20 8267 5312 Key account director Richard Potton Agency group head Andrew Barclay Agency account manager Adrianna Haynes PRODUCTION Tel +44 (0)20 8267 5219 Production manager Anthony Davis Senior production controller Roxy Agius NEWSTRADE MARKETING Head of newstrade marketing Richard Jefferies Newstrade marketing manager Nikki Packer MANAGEMENT Managing director Rachael Prasher Business director Darren Pitt Brand manager Charlene Harry © 2017, 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.
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WHY ARIEL’S ELECTRIC SUPERCAR PROJECT IS PART OF OUR FUTURE GOVERNMENTS AROUND THE world have started making grand pronouncements about the future of motoring, along with legislation designed to push to a postcombustion future. Such plans are contained in wordy policy documents stuffed full of complex charts and phrases such as ‘mobility solutions’. They probably won’t make much mention of 1180bhp supercars that can reach 100mph in 3.8sec. But that’s the vision of the future being set out by Ariel with its bold P40 project (see p14). The UK firm aims to build “tomorrow’s supercar today” – and is doing so with a healthy infusion of government funding. TROUBLE FINDING Why are two UK government initiatives helping fund the development AUTOCAR? If you struggle to find a copy of Autocar in of a car most of us will never drive? Because it’s through such projects your local retailer or area, please send an email to Nicola. that the technology to make EVs truly mainstream will develop. That Packer@flgroup.co.uk who will investigate has always been the case in the car industry, from the days when Henry the problem for you. Ford personally made land speed record bids (on a frozen lake!). And here’s the bit we can all enjoy: projects such as the P40 will Autocar ensure that the cars of the future will still be fast and thrilling. NEW M5 is a member of the organising So don’t panic: the future will be far more fun than those policy committee of Car Of The Year caroftheyear.org documents currently being written about it. S P E C I A L I S S U E 18 - PAG E H
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I E W S E V E RY W E E K 23 August 2017
592 B H P, 190 M P H
Eight small cars, one big winner
EVERY DETAIL Why BMW’s V8 super-saloon had to go 4WD
+
CIVIC T YPE R VS M140I
308 GTI VS LEON CUPRA
FOCUS RS VS GOLF R
RS3 VS A45 AMG
New BMW Z4 roadster unveiled
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ROAD TEST: FORFOUR EV
KEEP ON ROLLING
A BULGARIAN SIN-SATION?
We subject Smart’s all-electric four-door to our full road test, p60
You won’t just find supercars on the UK’s rolling roads. See why on p54
We sent Dan Prosser to Bulgaria to try out the new Sin supercar, p56
23 AUGUST 2017 AUTOCAR.CO.UK 7
N E WS G O T A S T O RY ?
Email our news editor rachel.burgess@haymarket.com
OFFICIAL PICTURES
New BMW M5 unleashed with 592bhp and 4WD New £90k super-saloon goes on sale in February; 0-62mph in 3.4sec and 190mph
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MW is billing its all-new M5, which adopts four-wheel drive for the first time, as the most powerful and quickest M5 yet. The sixth-generation M5 will run a heavily revised 592bhp version of its predecessor’s twin-turbocharged 4.4-litre V8 engine in combination with a standard M xDrive four-wheel-drive system to deliver a claimed 0-62mph
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time of 3.4sec and a 190mph top speed. The new M5 will go on sale in the UK priced from £89,640 in February next year, following its public unveiling at the Gamescom video game show in Cologne, Germany, this week. Based on the latest 5 Series, the M5 represents a decisive break from its predecessor, which first went on sale in 2011. Among the key innovations
brought to the performance four-door is a new platform. The CLAR (cluster architecture) structure, as it is known, endows the new M5 with a considerably more rigid, yet lighter, body than its predecessor’s. BMW’s M division claims it contributes to even more engaging driving traits than the outgoing F10generation model, despite the adoption of four-wheel drive
in place of the M5’s traditional rear-wheel drive. M division boss Frank van Meel said: “Thanks to M xDrive, the new BMW M5 offers true rear-wheel-drive-like driving traits as well as significantly enhanced directional stability and controllability right up to the limits of performance, even when driving in adverse conditions such as in the wet or snow.”
Revealed as part of Electronic Art’s Need For Speed: Payback, a video game in which it stars, the new M5 is visually differentiated from standard 5 Series models by a range of customary BMW M division styling cues. These give it a muscular and familiar appearance. Dimensionally, BMW’s new performance saloon is bigger than any other M5 before it.
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Weight-saving initiatives include an aluminium bonnet and a carbonfibre roof ❞
T H E M 5 S T O R Y, F R O M D AY O N E 1985 Model code: E28 The dawn of the super-saloon came with the launch of the first M5 at the Amsterdam motor show in 1984. The car was powered by a 282bhp 3.5-litre straight six derived from the one used in BMW’s M1. At the time, the E28 was the fastest production saloon in the world.
1989 E34 The E34-generation M5 featured a heavily evolved version of the E28’s 3.5-litre inline six. The unit, named S38, had 311bhp, which enabled the car to cover 0-60mph in 6.3sec, although this time dropped to 5.9sec from 1992, when a bored-out, 335bhp version of the engine was introduced. 1998 E39 The E39 marked the biggest leap in progress for an M5, both in terms of performance and usability. It employed a 4.9-litre V8 engine with 394bhp and could reach 60mph in 4.8sec. A car phone, satellite navigation and parking sensors formed part of its extensive tech list.
2005 E60 The hottest E60 had a 5.0-litre V10 engine which adopted technical inspiration from the one found in BMW Sauber’s F1 cars. This 500bhp engine was revered for both its high-rev performance and scintillating tone. The model was capable of hitting 62mph in 4.7sec and topped out at 204mph. Length grows by 55mm to 4965mm, width is up by 12mm to 1903mm and height has increased by 16mm to 1473mm. However, despite these increases and the adoption of four-wheel drive, BMW M has managed to reduce the kerb weight by 25kg over the fifthgeneration model, at 1855kg. Weight-saving initiatives employed on the new M5 include an aluminium bonnet, carbonfibre roof, a bootmounted lithium ion battery
and what is described as “a lightweight exhaust system”. One of the keys to the M5’s enduring success through the years has been its practical four-door layout and comparatively roomy interior. The new model continues this by offering seating for up to five people and a nominal 530 litres of luggage capacity. Inside, there is a new multi-function steering wheel, M-specific digital instruments and electrically adjustable seats.
Mounted longitudinally up front, the engine used by the new M5 is a development of its forebear’s twin-turbo 4.4-litre V8. The direct-injection petrol unit receives new turbos, a revised intercooler, increased fuel-injection pressure of 350 bar and a new highcapacity oil pump. Power is increased by 40bhp over the standard version of the previous M5, at 592bhp, and it is delivered some 400rpm lower than before, ◊
2011 F10 The outgoing M5’s use of a 4.4-litre V8 with two turbochargers ensured it offset its smaller capacity with 553bhp. It took 4.4sec to cover 0-62mph and 502lb ft meant on-road pace was a world ahead of its predecessors’. The F10M is likely to be the last pure rear-wheel-drive M5.
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It has a new multifunction wheel and M-brand instruments
As standard, it runs on 19in wheels but 20in rims will be optional ∆ at 5600rpm. This endows the new model with a powerto-weight ratio of 319bhp per tonne, which is 24bhp per tonne more than its predecessor. Torque is also up, by 51lb ft. A stout 553lb ft is developed over a wide, 3800rpm range between 1800rpm and 5600rpm. Additionally, the driver can choose between three modes — Efficient, Sport and Sport Plus — via a Drive Performance button. The increased engine performance allows the new M5 to match the output of the 30th anniversary M5 launched in 2014, albeit with an added 37lb ft. To put this into perspective, the MercedesAMG E63 S 4Matic’s twin-turbo 4.0-litre V8 powerplant kicks out 603bhp and the same 553lb ft, and the Audi RS6
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Plus’s twin-turbo 4.0-litre V8 engine delivers 597bhp and 516lb ft. Although BMW is talking up the fuel economy of the M5’s revised engine, its combined cycle average of 26.9mpg and CO2 rating of 241g/km fail to better the claimed 28.5mpg and 232g/km of the old model. The intensity of the exhaust note is controlled by a flap within the exhaust system and influenced by the different driving modes. An M Sound Control button allows the driver to reduce noise levels when desired. The M5’s boosted reserves are channelled through a new eight-speed torque-converter automatic gearbox with remote steering-wheel-mounted shift paddles. A so-called Drivelogic software package provides it with three different driving
Electrically adjustable sports seats signal its performance intent
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The new M5 has 319bhp per tonne. A stout 553lb ft is developed between 1800rpm and 5600rpm ❞ modes as well as a full-manual mode for sequential shifting via a rocker switch located on the centre console. The ZF-engineered unit, which is combined with a 3.15:1 final drive ratio, replaces the Getrag-produced seven-speed dual-clutch unit used by the fifth-generation M5. An even more significant departure for the M5, though, is the adoption of four-wheel drive — a first for the M5. Dubbed M xDrive, the hardware of the four-wheel-drive system is based around that used
in standard 5 Series xDrive models and BMW M’s existing Active M differential. However, a sophisticated software system with proprietary code developed in-house by BMW M is claimed to ensure drive is sent to the front wheels only when the rear wheels are unable to transmit any more power to the road and additional traction is required. The inclusion of M xDrive has allowed BMW M to offer a variety of different driving modes, the most aggressive of which, M Dynamic, permits
pure rear-wheel drive in a process designed for track use. BMW M’s decision to eschew traditional rear-wheel drive for the new M5 comes just over a year after Mercedes-AMG announced that the E63 would be offered exclusively with its own 4Matic four-wheel drive set-up. It also brings the M5 into line with the RS6, which has featured quattro four-wheel drive since its inception in 2002. The added traction delivered by the new M xDrive fourwheel-drive system is reflected in the M5’s official 0-62mph time, which betters that of its rear-wheel-drive predecessor by a full 1.0sec, at just 3.4sec. This is the same time quoted by Mercedes-AMG for the E63 S 4Matic and beats the RS6 by 0.5sec. BMW M also claims a 0-124mph time of 11.1sec.
NEWS
New M5 is bigger but lighter than before and 4WD is a first The nominal top speed of the new M5 is pegged at 155mph, although customers can have that raised to 190mph by specifying an option called the Driver’s Package. The increase in straight-line performance helps to distance the new M5 from the recently introduced M550i xDrive, whose 456bhp version of BMW’s turbocharged 4.4-litre V8 engine propels it to 62mph from rest in 4.0sec and to a top speed of 155mph. Underpinning BMW M’s latest model is a heavily modified version of the standard 5 Series’ doublewishbone front and five-link rear suspension, featuring bespoke components described as being “unique to the M5”. Among the more significant changes is the adoption of an additional brace
and aluminium transverse struts at the rear to increase the stiffness of the suspension linkages. New wheel location has increased the wheelbase by 7mm over the M550i xDrive’s, at 2982mm, making it 18mm longer than the fifth-generation M5’s. Meanwhile, the front track has been increased by 26mm, at 1626mm, and the rear track is reduced by 2mm to 1595mm. The tuning of the M5’s suspension has taken place predominantly at BMW’s Miramas test track in France and the Nürburgring in Germany. The new M5 will feature standard-fit 19in wheels shod with 275/40 front and 285/40 rear tyres or optional 20in rims with 275/35 front and 285/35 rear rubber. GREG KABLE
HOW THE BMW M5 MAKES FOUR-WHEEL DRIVE COUNT M AT T S A U N D E R S
The new BMW M5’s fourwheel-drive system does exactly what a drivetrain like this ought to do to any modern performance car: it broadens the car’s overall dynamic ability and makes its driver appeal more multifaceted without blunting its cutting edge. The driveline is also clever enough to leave the car’s rear-wheel-drive handling purity intact when you want it to be, having a ‘2WD’ mode that totally disconnects the car’s front driveshafts. But during a fairly short track drive I had in a prototype earlier this year, the M5’s
handling was at its dynamic best when the car was driven in ‘4WD Sport’ mode, where it blended throttle adjustability with traction and stability very effectively indeed. That speaks volumes about M division’s tuning of the car’s driveline and electronic stability control systems — and also about the processing power of the latter, which also sets the new M5 apart. An electronic ‘chassis brain’, positioned just behind the nearside front wheel on the underside of the car, keeps tabs on the state and function of the stability control system,
four-wheel-drive system and torque vectoring active rear differential. It can overrule the controller of each, according to what it thinks the driver is trying to achieve with the car. It has something called ‘feed-forwards logic’, all the rage in electronic stability control circles, which allows it to recognise patterns and trends in the various live data feeds available to it and thereby govern the car’s handling more proactively than reactively. In short, this is stability and traction control in a whole new dimension — and, boy, can you tell.
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Buttresses will be replaced by rollover hoops on final car
OFFICIAL PICTURES
Bold new BMW Z4 roadster revealed in concept form
Rear-wheel-drive two-seater boasts fresh styling, revised engines and a new soft-top
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MW has revealed the Concept Z4, a preview of the German firm’s thirdgeneration roadster, at the Pebble Beach Concours d’Elegance in California. Boasting a fresh look, new underpinnings and a revised range of engines, the two-seat soft-top has been developed in a joint engineering program with the new Toyota Supra, which will be offered exclusively in coupé guise. The appearance of the Concept Z4 comes more than six months before BMW plans to unveil the production version at the Geneva motor show in 2018. UK sales will get underway by mid-next year.
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While some of the more flamboyant design features will be toned down, the overall styling and detailing of the concept is claimed to be very close to the production car. Design boss Adrian van Hooydonk said the car “expresses the new BMW design language from all perspectives and in all details.” The Concept Z4 is bigger than the current model, with a longer wheelbase and wider tracks. BMW rethought the proportions in a bid to provide it with a more focused look: “A shorter bonnet and crisp overhangs ensure the driver sits closer to the centre of the car than in previous BMW
roadsters,” said van Hooydonk. The approach signals BMW’s determination to shift the Z4 further upmarket. During the car’s development, BMW board members considered renaming it. However, the German car maker’s naming system groups even numbers among its coupés and cabriolets, so the long-mooted Z5 badge was never seriously considered. A BMW source said: “We would have had to call it the Z6. And while there has been a move upmarket, it’s not quite big enough to warrant that name. In the end, we settled on retaining the Z4 name.” The Concept Z4 features another interpretation of
BMW’s signature kidney grille, seen recently on the Concept X2 and Concept 8 Series. In place of the customary vertical bars, the insides of the kidney grille feature a new mesh that van Hooydonk said was inspired by the functional treatment used on early BMW roadsters, including the iconic 328 Mille Miglia. The long bonnet, meanwhile, retains the clamshell design of previous Z4 models. On the concept, it features two vents. However, these are unlikely to make production, according to Autocar’s sources. Certain licence has also been taken with the concept’s windscreen, which does
without the sturdy surround of the production version, and the two metallic domes conceived to act as rollover protection will be replaced by more conventional rollover hoops on the production roadster. Although BMW is yet to officially confirm it, the new Z4 eschews the folding hard-top of today’s model for a traditional fabric hood. Already sighted on prototype versions of the two-seater, the hood folds and stows underneath a dedicated tonneau cover at the rear of the cabin. BMW has provided a clear glimpse of the look and layout of the new Z4’s interior. The production car
NEWS HOW DIFFERENT WILL THE SUPRA BE? The appearance of BMW’s Concept Z4 also serves to stir interest in its sister car, the upcoming Toyota Supra. To be offered exclusively as a coupé to distance it from the BMW, the Japanese twodoor will resurrect the Supra model name in 2018 after a 16-year absence. The decision by BMW and Toyota to develop the Z4 and Supra in a common project comes after dwindling coupé and roadster sales in many key markets. The resulting cost savings is claimed to make each model profitable at much lower volumes than if they were developed and produced independently. First alluded to by a pair of Toyota FT-1 concepts designed at the Japanese car maker’s Calty Design and Research studio in
California, the Supra uses the same platform, inner body structure and suspension as the Z4. It also receives BMWengineered powerplants in combination with an eightspeed ZF-sourced automatic gearbox. In a departure from the BMW, however, no manual gearbox will be offered on the new Toyota. Internal documents reveal a trio of Supra models is planned from the outset of sales, including the 20i, 30i and 40i. As with the Z4, the former two are expected to receive a turbocharged 2.0-litre four-cylinder with 181bhp and 248bhp respectively and the latter will likely run BMW’s classic turbocharged 3.0-litre in-line six-cylinder, tuned to develop around 340bhp.
SPY SHOT
T O Y O TA S U P R A
New Supra has been testing with production-spec bodywork
will have a flowing dashboard and relatively wide centre console resembling those of the concept. Features such as the digital instrument panel and head-up display included in the show car will also make their way on to the new roadster. However, the brushed aluminium and carbonfibre trims will be replaced by more cost-effective composite plastic materials. Accommodation is said to have improved thanks to
the car’s increased overall dimensions. Boot capacity is also claimed to top the 310 litres of the outgoing Z4. The new Z4 is underpinned by BMW’s CLAR (cluster architecture) platform. It is already used by the 2, 5 and 7 Series and is also set to be adopted by the upcoming 8 Series and the successor to today’s 3 Series. The CLAR platform is allied to a multimaterial body structure, featuring a combination of
high-strength steel, aluminium and magnesium. Insiders suggest the new roadster will tip the scales at under 1400kg in its most basic form, despite the increase in dimensions. An internal BMW document seen by Autocar revealed the new Z4 will be offered with a choice of two petrol engines from the start of sales. The first is a turbocharged 2.0-litre four-cylinder engine expected to develop around 181bhp in the Z4 sDrive20i and 248bhp in
Flowing dashboard and wide centre console will be retained for the production car
the Z4 sDrive30i. The second engine powers the Z4 M40i and is the latest incarnation of BMW’s B58 turbocharged 3.0-litre in-line six-cylinder engine. It is rumoured to develop the same 355bhp as it does in the X4 M40i. A full-blown M version of the roadster, running the BMW performance car division’s 425bhp twin-turbo 3.0-litre inline six-cylinder, has also been mooted, but it has yet to be officially confirmed by BMW.
Holding true to tradition, the three initial Z4 models retain the rear-wheel-drive layout that has been part of the twoseat roadster’s appeal since its introduction in 2002. Buyers are set to be offered the choice of either a six-speed manual or eight-speed automatic in combination with all engines. Production of the new Z4 and Supra will start at the plant of Austrian manufacturing specialist Magna in early 2018. GREG KABLE
Concept’s bonnet features the clamshell design that is a hallmark of previous Z4s 23 AUGUST 2017 AUTOCAR.CO.UK 13
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riel is poised to unveil what it believes will be the fastest-accelerating and most advanced supercar in history, a 1200bhp, four-wheel-drive electric two-seater with a revolutionary turbine range extender powertrain. Capable of 0-100mph in just 3.8sec, the vehicle is scheduled for production in 2020. The chassis and powertrain of “tomorrow’s supercar today”, as Ariel puts it, is the
result of a three-partner, three-year project supported by the government and will be revealed later this month at the Cenex Low-Carbon Vehicle (LCV) show at Millbrook Proving Ground. Codenamed P40 and built on an aluminium monocoque chassis, the new Ariel is expected to weigh around 1600kg and to be clad with carbonfibre body panels, although the exterior shape is still in development.
The P40 is powered by four separate electric motors, each producing 295bhp. Each is fed from a centrally mounted, 42kWh liquid-cooled battery mounted at the car’s base. As well as the 4x4 model, Ariel is proposing a slightly simpler, slightly slower two-wheel-drive model with a 56kWh battery, itself the subject of a separate, earlier government-backed programme called Amplifii. For both models, the
turbine range extender, which produces a maximum of 35kW, sits atop the two rear motors and can produce sufficient power to maintain a fast road performance once the initial 100-120 miles of electric range is exhausted. The partners say they’re not primarily aiming at track-day enthusiasts, but estimate the car will be good for around 15 minutes of flat-out track driving before needing around 50 minutes of fast-charging.
All-wheel-drive electric Ariel to pack 1180bhp Government-backed four-motor supercar set to showcase the UK’s tech prowess; on sale in 2020 WORLD EXCLUSIVE
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The flagship 4x4’s official maximum power runs to a staggering 1180bhp, with an eye-watering torque peak of 1328lb ft, all of it intelligently deployed by advanced electronic traction control and torque vectoring, and incorporating regenerative braking. Ariel forecasts the new supercar’s 0-60mph and 0-150mph acceleration times to be 2.4sec and 7.8sec respectively, but the firm is restricting the maximum
NEWS speed to 160mph “because noone needs to go faster”. Ariel boss Simon Saunders said: “We’re building tomorrow’s aspirational car using our small-company agility to beat the big companies. We love the Ariels we make now, but we know we have to embrace new technology. If we don’t, in 20 years we’ll be making antiques, and we could even be legislated out of existence.” Saunders’ view of the future
is all the more impressive because he is currently sitting on a 14-month waiting list for his Atom sports car, Nomad off-roader and Ace motorcycle. He plans to keep making and updating these staple Ariel models “for decades to come” but sees electrification as the future. “We built an electric Atom more than 10 years ago,” he said, “but the technology at the time meant it was more expensive and slightly
slower. It wasn’t a business proposition, but it’s different now. And because people expect Ariels to have great acceleration, we’ve got to go for the very top of the market. We’re not interested in some ‘tried and did well’ category.” The new Ariel, whose official name is still to be revealed, is the spectacular result of a three-company co-operative project called Hipercar — an acronym for High-Performance Carbon ◊
T I N Y C O M P A N Y, B I G I D E A S STEVE CROPLEY
If you ever need convincing that the UK’s small-volume car makers make a massive, magnificent contribution to this country’s progress, take a look at Ariel’s P40 project, which, according to an unbreakable timetable, will put a revolutionary production supercar on our roads by 2020. It will be nothing like a McLaren, Aston, Ferrari or Lamborghini. Indeed, up to 160mph it will also be a hell of a lot quicker. Buoyed by the courage of its founder, the support of its key partners and a government funding scheme of breathtaking vision, Ariel is bidding to
lead a deserving group of UK tech firms from their position as promising experimenters to the promised land of permanent industrial success. Shareholder-led giants can be bold, of course (witness Jaguar’s I-Pace), but they rarely act as quickly or selflessly as this. Ariel, if its gambles come off, may finish up with a part-funded world-beater, and the UK will have new global leaders — not in size, but know-how — in battery, range extender and electric motor technology. There’s never been another era like this. Strap yourself in and enjoy the ride.
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A consortium of UK firms helped Ariel to develop the P40 23 AUGUST 2017 AUTOCAR.CO.UK 15
∆ Reduction — and backed by
AT O M W O N ’ T B E F O R G O T T E N , S AY S A R I E L’ S B O S S ARIEL FOUNDER SIMON Saunders has stressed that the company’s original car, the Atom, must remain its backbone, both as a strongselling product and a guide to the character and design styles of future models. “Whatever we do we must protect the Atom,” said Saunders. “Hopefully it will last as long as the Lotus/ Caterham Seven.” The Honda-powered Atom will develop, of course. In 10 years it could well be a hybrid, especially if that brings a performance advantage, because that’s what motivates Ariel buyers. Saunders is pretty sure that if Honda was to make to make a hybrid Civic Type R (perhaps with an electrified front axle), from which a drivetrain for a future Atom could be derived, it’s
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probable Ariel would follow. However, he has no evidence it will happen. “Two things I know,” he said. “First, the Atom remains our bread and butter. Second, the car is not going all-electric in the foreseeable future.”
The Atom will remain at the centre of all that Ariel does
The future for Ariel is shaped around a company making 300 or so examples per year of what will soon be four models – the Ariel, Nomad, P40 and the Ace motorbike – and selling them from a new factory, still in the company’s Somerset home.
a £2 million grant from Innovate UK, the government technology agency. The objective, now reached, was to design and deliver a credible mechanical package to the LCV show using pioneering technology from three small and ambitious British companies. Ariel developed the overall concept, including the body, chassis and suspension, Delta Motorsport worked on the battery, range extender and electronics, and Equipmake developed the electric motors, gearboxes and electronics. “We want the project to be a poster boy for new technology,” said Saunders. “It’s risky, because the car is packed with new stuff that needs to be proven, but we want it to be seen as tomorrow’s supercar. “The performance will be quite astonishing. “Technology is moving so fast today that if you
do anything, the length of development means you risk being left behind. But we decided that doing nothing was even worse, and we’ve minimised the risk by acting fast, and producing a design flexible enough for future development. “Our mission is to be braver and quicker to react than bigger manufacturers. Enterprises like this project have the potential to build a virtuous circle. It’s good for us, good for our partners and really good for the country.” The plan now is to progress P40 to a production-ready state, which will also bring Equipmake’s motors and Delta’s revolutionary turbine range extender to the point of production. As a result, P40 is cast in the vital role of test bed, technology demonstrator and first user of UK tech, rather than simply a £200,000-plus option for well-heeled lovers of high-performance cars. The two-seater P40 is about
NEWS the same size and height as a Lotus Evora but with far larger wheels, tyres and brakes to cope with its huge power and torque — the rear tyres are 325/30 Pirellis running on 21in wheels. The car sits a couple of inches higher than most mid-engined models mainly due to the 150mmthick battery on its underside and in a central cockpit spine. The need for battery space also gives the P40 a slightly longer wheelbase than other pure two-seaters. Here, comparisons with the Lotus stop. The P40’s body architecture is distinctly cab-rearward, mainly because the car doesn’t actually have
an engine, so to a large extent its creators can put things where they like. The chassis is a folded aluminium sheet, riveted and bonded to form a monocoque tub. Extruded aluminium subframes bolt to the front and rear of the tub in order to carry the suspension and most of the mechanicals. The suspension is independent and all-new, with its racebred double-unequal-length wishbones milled from billet. The brakes are AP Racing grooved and ventilated discs with six-piston calipers in front and four-pots behind. In the flagship 4x4, each wheel has a compact, discshaped Equipmake motor,
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The P40 doesn’t have an engine, so to a large extent its creators can put things where they like ❞
with integral epicyclic gearbox and its own inverter mounted above, sited inboard to drive it individually via a short axle. Above the rear motors and inverters sits the compact range extender turbine, which drives a 35kW generator at 120,000rpm when required. The body design is still being developed, but our sketches accurately show a lot of aerodynamic addenda to build stability and downforce while keeping drag under control. Aero work has so far focused on providing an air supply for the range extender turbine and the multiple fans and coolant pumps needed by the battery, inverters, electric motors and brakes. Inside, Saunders is going for a style he calls “plush Le Mans car”. Decor will be durable and businesslike; there won’t be much in the way of leather and burr walnut. Equipment such as adjustable seats and air conditioning will be offered, and customers will choose
from a wide variety of colours and textures. With the new car in production, Ariel expects to make “300 cars or fewer” every year. The company plans to build on an already unique brand of personal service, selling directly to customers and tailoring cars for them very closely at a new Somerset factory the company will open before P40’s launch. Saunders particularly admires the Italian supercar
firm Pagani, which doesn’t have the manpower for lots of external promotion but makes a fuss of its customers. “Britain doesn’t have a Pagani,” said Saunders. “I reckon it is our role model.” The production-ready car will be finished in 2019. At that stage grant assistance will stop but work will continue. Saunders wants to be selling P40s from his new factory in Somerset in 2020. STEVE CROPLEY
Each wheel is driven by a 295bhp motor; peak torque is 1328lb ft 23 AUGUST 2017 AUTOCAR.CO.UK 17
Frank Welsch (on left, above) highlights T-Roc’s new-look nose
T-Roc to ramp up VW emotion Nissan Juke rival brings rakish new look to Volkswagen’s growing range of SUVs
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he Volkswagen T-Roc is “not like a normal SUV”, according to Frank Welsch, VW’s head of R&D, speaking to Autocar ahead of the car’s official unveiling this week. The T-Roc is VW’s new small SUV. It will sit beneath the Tiguan in the range but is intended to offer “more emotion” than other VWs, Welsch said as he drove us around VW’s vast Wolfsburg HQ in a late-prototype car. In its design, it’s more rakish than any other VW SUV, with a newlook front end, thick aluminium
side panels to break up the visual bulk, and wheels up to 20in diameter. On sale in December from around £19,000, the T-Roc will be similar in size – around 4.2m long – to the Nissan Juke, which, along with the Mini Countryman and Vauxhall Mokka X, VW expects the T-Roc to rival. However, for price and practicality, despite its modest length, there’s as strong an argument that it’s a Nissan Qashqai rival, too. “All our cars are successful because of luggage room, and room for
passengers,” said Welsch, “and this car has even more room than you’ll find in a Golf”. As you’d expect, there’s more shoulder and head room than in a Golf, but the boot is bigger, too, at 440 litres to the Golf’s 385 litres. The T-Roc is similar in length to a Golf, and very similar underneath to Audi’s Q2, which is no surprise because it has been conceived on VW’s modular MQB platform. The T-Roc has a shorter front and longer rear overhang than a Golf and it rides around 8cm higher, but from the centre of
H O P E S R I S E F O R A 3 0 0 B H P T- R O C R There’s an ever-increasing chance of a fast T-Roc underpinned with Golf R mechanicals, as Autocar first reported in May. “I have one for testing because I like this idea,” said VW R&D boss Frank Welsch. “This could go well in the UK.” UK consumers frequently buy the top-spec model and the 306bhp four-wheeldrive Golf R is an unusually popular variant in the UK. A T-Roc R’s future is “not decided yet,” said Welsch, but he’s increasingly
confident. “It’s working here, and given all the feedback we get on the car, I’m sure there are lots of customers who would like this combination,”
he said. “We have a 187bhp T-Roc, which is more than the competitors offer, and we’ll see if lots of people take that, and then it’s time to decide.”
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its front wheels to the cabin, it’s essentially the same as a Golf underneath, just taller, owing to a raised axle line. There’ll be six engine options at launch, three petrols and three diesels, one of each in 114bhp, 147bhp and 187bhp forms. Two and four-wheel drive will both be options, with manual and DSG dual-clutch automatic offered as well. All T-Rocs get multi-link suspension so there’s no torsion-beam derivative. “We have SUV genes in here, so we can do more than a Golf does. You sit higher. The wheels are bigger. Lots of things are different, so we put multi-link in here,” said Welsch. Although Welsch said the recent Arteon brought a new expression to VW’s exterior styling, the T-Roc “inside and out has more emotion than you would normally expect from a Volkswagen”. VW executives were keen to pull the covers over the interior of our prototype when our cameras appeared but a finished version that we saw in a studio, and that will be on autocar.co.uk later this week, had lively — by VW standards — coloured trim and neat ambient lighting. The new design flair doesn’t necessarily equate to the way
FORD GT SPECIAL TAPS LE MANS WIN
LEARNERS ON MOTORWAYS FROM 2018
Ford has paid homage to its 1967 Le Mans-winning GT40 with a new special edition of the modern GT. The ’67 Heritage Edition’s colour scheme apes that of the race car. It retains the 647bhp 3.5-litre V6 of the regular GT. It will cost more than £420k.
Learner drivers will be able to have lessons on motorways with an approved driving instructor in a dual-control car from 2018. However, it will not be included as part of the driving test because some regions do not have access to motorways.
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the T-Roc drives. “We have a clear idea of how a Volkswagen should be,” said Welsch, “and this is what we’ve tried to reach here. We’ve also made this car more quiet, from wind noise and road noise and so on. People like more and more comfort.” Because it’s based on the MQB platform, the T-Roc will be available with VW’s full gamut of infotainment and safety tech. “This is a 100% online car,” said Welsch. With the addition of a smaller SUV, based on the T-Cross Breeze concept, arriving to sit beneath the T-Roc, and with two versions of the Tiguan, and a new Touareg arriving late this year, VW’s SUV range will soon encompass five models, of ever increasing popularity. “Everywhere, in all markets — China, America, Africa — this is a very stable trend,” said Welsch, “and this is why we say that what could be next is not all boxy SUVs but more crossover concepts and coupélike concepts like the T-Roc.” VW is late to introduce so many SUVs, but Welsch is pragmatic. “I don’t know why we are late,” he said. “With the Touran we were late, the Sharan we were late. I cannot explain why, but here we are. I’m happy to have this car now.” MATT PRIOR
Two more Aston Zagatos added
NEWS
Vanquish-based Speedster and Shooting Brake join the coupé and Volante specials
A
ston Martin has revealed striking new Vanquish Zagato Speedster and Shooting Brake models that complete a line-up of four Vanquish special editions created by the car maker and Italian design house, Zagato. The two existing models are the Vanquish Zagato coupé, launched in 2016, and the Volante, revealed last year. The Speedster was revealed this week at Pebble Beach. Only a sketch of the Shooting Brake has been seen so far but a physical model will be shown at a later date. The cars are the latest in a partnership between Aston and Zagato that started in 1960 with the DB4 GT Zagato (see separate story, right). The four Zagato models will
total 325 cars, with production split between 99 coupés, 99 Volantes, 28 Speedsters and 99 Shooting Brakes. All models apart from the Shooting Brake are already sold out. All four models are based on the Vanquish S and use Aston’s naturally aspirated 5.0-litre V12 engine, which produces 592bhp, 27bhp more than the standard Vanquish. The V12 is mated to an eight-speed automatic transmission. Aided by adaptive damping, fine-tuned for each model, the Zagatos promise “exceptional driving pleasure that is every bit as stimulating and memorable as their design,” according to Aston. The Zagato coupé can sprint from zero to 62mph in 3.5sec
OFFICIAL PICTURES
THE ORIGINAL ASTON Z AG ATO
Two-seat Shooting Brake will cost about £650,000; 99 will be made and the Volante takes 3.9sec. Additional weight in both the Speedster’s convertible system and Shooting Brake’s design means this time will extend slightly on these models. Top speed will be about 197mph. The most noticeable design elements on the Speedster are the ‘speed humps’ behind the seats, which represent Zagato’s ‘double-bubble’ roof, a feature originally added to the Italian firm’s racing cars in the 1950s to allow space for racing helmets. As with the other Aston Martin Vanquish Zagato models, the Speedster’s body panels are made from carbonfibre and feature Vulcan-inspired tail-lights inspired by those on the Aston Martin Vulcan hypercar and 3D
Zagato ‘Z’ motifs in the front grille and rear vent meshes. The Shooting Brake remains a two-seater despite its estate-like appearance. However, Aston said it has been conceived as “an individual and exceptionally practical GT”. The extended roof also features the ‘double-bubble’ surface with glass inlays to allow light into the cabin. A powered tailgate opens onto a “luxuriously trimmed” rear cabin area complete with tailored luggage. The coupé and Volante Zagatos are each priced at around £500,000. The Shooting Brake is expected to cost £650,000. The more exclusive Speedster will be the most expensive and is set to cost under £1 million.
Aston Martin’s relationship with Zagato started in 1960 with the DB4 GT Zagato. It was essentially a lighter, improved DB4 GT and just 20 were made. It used a 3.7-litre straight six, could accelerate from zero to 60mph in 6.1sec and had a top speed of 154mph. It was frequently seen on racing circuits and its first competitive outing was at Goodwood in 1961, driven by Stirling Moss. The DB4 GT’s subsequent popularity resulted in customer demand for high-quality replicas.
DB4 GT Zagato, in 1960, covered 0-60mph in 6.1sec
Zagato Speedster features two humps on its rear deck
MERC-AMG GLC63 PRICES REVEALED
SUV TO LAUNCH CHERY’S EUROPE BRAND
The new Mercedes-AMG GLC63 is priced from £68,920 and the GLC63 Coupé from £71,410. A £6750 premium for the hotter S models buys 20in alloy wheels, upgraded seats, an AMG track app and an electronic rear-axle differential lock.
Chinese car maker Chery will launch a new brand for Europe in the coming years. The first model, a compact SUV, will make its debut at the Frankfurt motor show in pre-production form. Chery said it will “target open-minded, younger customers”.
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Maybach unveils new cabrio Concept shows how Merc’s brand could make a Phantom Drophead Coupé rival
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ercedes-Benz’s efforts to re-energise its Maybach subbrand on the back of strong sales for the Mercedes-Maybach S-Class took a further twist last week with the unveiling of an open-top version of the
Mercedes-Maybach 6 concept car. Called the 6 Cabriolet, the new concept car creates a blueprint for a high-end opentop model to challenge the likes of the Rolls-Royce Phantom Drophead Coupé. Revealed at the Pebble Beach Concours d’Elegance in
Two-seat cabin has pointers to future Maybach-badged models
Monterey, US, the MercedesMaybach 6 Cabriolet builds on the original coupé concept shown at the same event last year by adding open-top appeal and a plush new two-seat cabin with new touchscreen controls. The new concept is not the first time Mercedes has attempted to add some of the upmarket cachet associated with its Maybach brand to an open-top car. At last year’s Los Angeles motor show, it unveiled the limited-volume MercedesMaybach S-Class Cabriolet, of which just 300 examples have been produced. The new Maybach concept is 5700mm long, 2100mm wide and 1340mm tall. That makes it 671mm longer, 201mm wider and 71mm lower than the soon-to-be-facelifted S-Class Convertible.
The 6 Cabriolet’s dramatic styling and elaborate details are claimed to give hints to how Mercedes will progress the look of Maybach-branded versions of existing Mercedes models in future years. The intention is to provide them with a more individual and distinct appearance. “The Mercedes-Maybach 6 Cabriolet is the embodiment of our design strategy,” said Mercedes design boss Gorden Wagener. “Breathtaking proportions combined with a luxurious, haute couture interior help to create the ultimate experience.” The 6 Cabriolet has been conceived to run a pureelectric driveline that delivers a sturdy 740bhp using four compact electric motors. The motors are designed to act
independently on each wheel to theoretically provide the plush open-top model with four-wheel-drive capability. Computer simulations point to a 0-62mph time of less than 4.0sec and a top speed governed to 155mph. Electrical energy used to run the electric motors is sourced from a lithium ion battery, which is mounted within the vehicle’s floorpan. It is envisaged to provide the big two-seater with a zeroemissions range of more than 311 miles on the existing European test cycle. A quick-charge function, running at up to 350kW, is designed to provide the 6 Cabriolet with an additional range of up to 62 miles after five minutes of charging. GREG KABLE
Fux is in the pink over his personalised McLaren 720S A ONE-OFF MCLAREN 720S has been created for car collector Michael Fux, who built a multi-million-pound business empire around the sale of memory-foam mattresses after arriving in the US from Cuba penniless aged 15. Fux has around 130 luxury and supercars, many of which are finished in bespoke and often garish colour schemes. These include 25 Ferraris, 12 Porsches, 11 Aston Martins and six Rolls-Royces. His collection also features an orange McLaren 12C, a purple 12C Spider and a green P1. Fux is famed in the US for his
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philanthropy, which includes raising money for charities by displaying his cars. His 720S was created by the Woking firm’s bespoke McLaren Special Operations (MSO) division and features a fuchsia-coloured paint finish and white leather interior. The exterior colour has been named Fux Fuchsia and was originally created by RollsRoyce for him, before being redeveloped by MSO. Details include fuchsia colouring on the wheels, inside the doors, as a pinstripe on the steering wheel and on the rear-view mirror. Elsewhere
inside, white dominates. The exhaust and window surrounds are finished in grey and there are carbonfibre highlights on the car. The car was presented to Fux by McLaren boss Mike Flewitt at the Pebble Beach Concours d’Elegance. No price was revealed, although it is likely to have been about £100,000 more than the £218,020 charged for the 720S in Luxury spec. MSO revenue grew by 143% last year, underlining the booming demand among highend buyers to finish their cars with bespoke flourishes.
MSO finished Fux’s 720S in fuschia
NEWS ID Buzz seats eight and has a 300-mile range
CONFIDENTIAL GOSSIP | RUMOURS | T R ENDS
THE NEXT-GENERATION Renault Clio, due next year, will not get an electric version, Renault’s UK boss, Vincent Tourette, has confirmed. Instead, Renault’s zero-emissions focus remains on the electric Zoe, which is the “best and only answer” in major cities. Tourette also said Renault has no immediate plans to offer any hybrid models.
VW’s retro EV gets approval
SEAT’S CUPRA MODELS will continue to be a mix of front and four-wheel drive in the future, with R&D boss Matthias Rabe saying there is no set format for a Cupra. The Leon Cupra hatch is front-wheel drive, but the estate version is four-wheel drive. “All-wheel drive isn’t always necessary,” he said, and the choice will be made “depending on the way the car is used”. Next year’s Ateca Cupra will be fourwheel drive.
Microbus-inspired EV has been given the green light for production
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olkswagen will put the ID Buzz concept — an all-electric Microbusinspired MPV capable of autonomous driving — into production. The model is due to go on sale in 2022. The ID Buzz was first displayed at the Detroit motor show in January and VW has decided to launch a production version in Europe, the US and China following the strong and positive public reaction to it. The decision was confirmed at the Pebble Beach Concours d’Elegance last weekend. The styling of the ID Buzz evokes the legendary Volkswagen Type 2, first launched in 1949. However, the vehicle is built around the latest technology on Volkswagen’s new all-electric architecture. The all-wheel-drive concept version is powered by two electric motors — one in the nose section, the other by
the rear axle — giving a total output of 369bhp and allowing a range of close to 300 miles. To maximise interior space, the batteries are built into the floor, which leaves space for up to eight people. The concept features technology such as a touchsensitive steering wheel and an augmented-reality head-up display, with cameras taking the place of rear-view mirrors. Although Volkswagen hasn’t confirmed whether this tech will make it to production versions, the firm has said the ID Buzz will be capable of autonomous driving. The ID Buzz concept is fitted with VW’s ID Pilot autonomous driving system. The ID Buzz is part of Volkswagen’s ‘Together Strategy 2025’ plan, which involves the firm investing £7.5 billion into developing more than 30 battery-powered models by 2025.
LOOK BACK TO SHAPE THE FUTURE J A M E S AT T W O O D
The ID Buzz is both a vision of the past and the future. VW has long sought to put a new take on the Microbus into production — the ID Buzz is the third to be shown in public in recent years — but it has taken an all-electric, autonomous-ready machine primed for the future for VW to finally realise that vision. It’s also a genius move. The ID Buzz will draw on the incredible love for the cult
Microbus to build a following, making it a fun, lovable face of the future. And it will help sell a car that might otherwise be a challenge to build excitement over. After all, take away that retro styling and you’re left with a big, spacious, boxy electric MPV. And, let’s face it, MPVs are a tough sell right now. But as autonomous tech and car sharing turn a driver’s focus from looking out of cars to relaxing in them, maximising interior space and comfort will become more of a priority than a high-riding driving position. In other words, MPVs could be the shape of the future — even ones styled on the past.
JAGUAR’S CHIEF exterior designer, Adam Hatton, says his team has already begun thinking about designs for cars that won’t make production until around 2030. “We’re thinking about glassless cars that use clear paint panels, ditching door handles and mirrors, as well as automation,” he said. CITROEN’S SO-CALLED Progressive Hydraulic Cushions, a new suspension system that promises superior comfort and ride, will eventually be used by Citroën’s two sister brands, too, according to PSA boss Carlos Tavares. It will be launched on the Citroën C5 Aircross SUV, he said and the focus will be on Citroën models but, longer term, it will also be applied to Peugeot and DS models.
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NEWS
Chassis and body structures are likely to remain steel-based for mass-market EVs
The type of electrical steel used inside electric motors can be varied to tune performance
Special steels are being developed for battery protection to be resistant to fires and blasts
Cylindrical battery cells, often used in EV batteries by the thousand, have plated steel casings
A N A LY S I S
The steel empire is striking back Report by Tata says mass-market EVs present new opportunities for the steel industry
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ightweight carbonfibre and aluminium had been expected to underpin the predicted boom in electrified vehicles over the next two decades, but industrial giant Tata Steel says such cars will continue to be made mostly from steel. Tata recently published a report predicting that demand for steel by European car makers will grow by 4.2 million tonnes between 2015 and 2050. Some 1.6 million tonnes of the metal will be needed for batteries and electric motors. “We are not expecting a mass migration to non-ferrous materials for body structures as many people believe, partly because of the high cost,” said Tata Steel marketing manager, Chris Wooffindin. So far, extensive use of carbonfibre has been limited to supercars or premium EVs such as the BMW i3 and i8, or a few parts in more conventional premium cars such as the BMW 7 Series and new Audi A8. Wooffindin says migrating the use of carbonfibre down to mass-market small cars is not practical. “People won’t pay for it,” he said. “If you add the cost of composite materials to
that of an EV powertrain, it’s just not affordable.” There’s also a question mark over the sustainability of composite materials like carbonfibre. “Carbonfibre cannot be easily recycled. Steel is infinitely recyclable and can be upcycled,” said Wooffindin. “For example, a steel tin can could be transformed into an advanced high-strength steel in later use.” Aluminium is also recyclable and the high-strength aluminium alloy called RC5754, used extensively in the Jaguar XE, is made almost entirely from recycled aluminium. As for EVs, Nissan’s bestselling Leaf is predominantly steel, and although Tesla has championed the use of aluminium in its cars, the structure of the new highvolume Model 3 is steel-based. Tata expects a range of steel grades will form the basis of most EV body structures as they do in most cars today. The emphasis on structural research is switching from occupant protection structures to battery cell protection. “EVs have big, heavy, potentially dangerous batteries. We are developing steels which have
good fire or blast protection properties,” said Wooffindin. Tata expects the uptake of different types of steel to grow for both motors and batteries. Tailoring grades of ‘electrical steel’ can help tune the performance of motors and commonly used cylindrical battery cells have plated steel casings. One battery can contain several thousand cells.
The infrastructure for EVs, such as roadside charging systems and electrical transformers, will also increase the need for steel, but this is not included in Tata’s projected figures to date. “If the government wants to get to zero emissions by 2050, as it has stated, it will have to make a huge infrastructure investment,” said Wooffindin.
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Tata predicts that demand for steel by European car makers will grow by 4.2 million tonnes by 2050 ❞
Aluminium is used by a number of car manufacturers, such as Mercedes, Audi and Jaguar Land Rover, for either all-aluminium or aluminiumintensive body structures but, as with carbonfibre, its use in the automotive industry so far has been restricted to premium cars. A spokesman for trade association Composites UK said: “I think our automotive members would say the issue is just being able to produce enough parts in general for high-volume manufacturing. Cost is also involved because composite is always more expensive for any application.” JESSE CROSSE
Steel industry looks set to be vital to the new generation of EVs
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£ 2 MILLIO0 N Over
APPR OVED
NEWS
Steve Cropley MY WEEK IN CARS
Brooklands has new old scoreboard
Oh deer: unpleasant interface with local fauna damaged the S5
SUNDAY AM
Horrible crunch. Set off from home near Cirencester on a mission to keep enjoying the Audi S5 Cabriolet (see p73) by driving to the annual Reunion at Brooklands, a round trip of four hours. Two minutes in I hit a deer that jumped out of the forest. I was only doing about 45mph, but there was a sickening impact that killed the animal and did a lot of damage to the S5’s plastic parts. The car was driveable but the airbag light was on so I headed home to ring Audi’s breakdown service. The AA folk on the end of the phone were exemplary. A calm bloke called Sam took the relevant particulars, consulted an on-site expert about the airbag light, advised me not to drive the car and made arrangements to collect it by covered trailer, all within 90 minutes. Such horrible events shake you up. Calm help is what you need, and these guys showed they knew it.
SUNDAY PM
Made it to Brooklands (in our Mazda MX-5, taking extra care on tree-lined roads) just in time to see the old circuit’s newly recreated race scoreboard unveiled by museum director Allan Winn, architect of so many good things at the old track. A friendly call from my breakdown friends made clear that the S5 repair would take three weeks, but it would return to us – a major relief.
MONDAY
My first drive in the much-admired Range Rover Velar, an opportunity for which I’d been gagging. It’s a terrific car in all conventional ways: well
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more challenging than wet grass. Even in refined 4x4s you can feel the difficulty their suspensions have keeping big, heavy hoops under control. If Land Rover wants to make low vehicles, maybe it should try a saloon…
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Hope you’re as amazed as I am by the new electric Ariel supercar with turbine range extender (see p14). We’ve been tracking its development for months but the shock of its spec still feels new. Ariel boss Simon Saunders, fast becoming a global hero of cutting-edge car creation, acknowledges the high risk of launching a model so packed with ground-breaking tech. Only a thriving existing business makes it possible. However, what I especially respect is the way the UK government’s business development arms – in this case Innovate UK and the Advanced Propulsion Centre – are sharing the risk in a way British officialdom would never had done in the past and rarely does elsewhere in Europe. Makes you kinda proud.
Simon Saunders is fast becoming a global hero of cutting-edge car creation built, quiet and comfortable, with truly beautiful styling inside and out. Impressive powertrain, too: who’d have thought a decade ago that a 237bhp, 2.0-litre four-pot diesel could be so docile? The perennial downside for all instigators of car progress is that we ‘bank’ their efforts and keep demanding more. Shocked to find, though, that while respecting the Velar, I didn’t desire it. The lack of height and the consequent absence of a ‘command’ driving position seemed crucial. It was even disappointing stepping out at the end, not down. The lack of such must-haves led me to question the Velar’s need for such big wheels and tyres, given that few owners will drive on anything
AND ANOTHER THING… The new Velar poses next to an S-Class at my local airfield, displaying its height — or lack of — against the Merc ritzmobile and confirming my earlier observation (see above). This removes much of an SUV’s raison d’être, I reckon, but perhaps that’s just me…
TUESDAY
FRIDAY
Family event required four of us to travel across England, from Gloucestershire to Suffolk, leaving at bleary o’clock and returning late. We were lucky to have a Volvo S90 D4 to drive. The car’s cabin was plenty big enough for two 6ft 3in sons in the back. This was a lowish-spec, 188bhp fourcylinder model from a segment I hardly know, but it was well-equipped and effortless. Not for the first time I found myself thinking that if you don’t actually know what enticements are offered on a modern options list, you probably won’t miss ’em.
GET IN TOUCH
steve.cropley@haymarket.com
@StvCr
23 AUGUST 2017 AUTOCAR.CO.UK 25
F I R ST D R I V E S N E W C A R S T E ST E D A N D R AT E D
TESTED EXMOOR, 16.8.17 ON SALE NOW PRICE £97,995
ASTON MARTIN V8 VANTAGE AMR The Vantage prepares to bow out of production with a limited-edition sign-off model
26 AUTOCAR.CO.UK 23 AUGUST 2017
H
ow do you send off a loyal and much-loved servant of 13 years? In the case of Aston Martin and the Vantage, you give it more power than it’s ever had before and secure what will go down as its crowning glory: victory at Le Mans. Having first been introduced way back in 2005, the Vantage will finally be retired this year, making way for an new model that’ll arrive next year. Far from fading away with a whimper, though, the car’s final year on sale has arguably been its most memorable yet. That GTE Pro class victory at La Sarthe in June came at the sixth time of trying and followed one of the 24-hour race’s most thrilling last-lap duels in living memory, while a limited run of 100 V12 Vantage AMRs have
had their power outputs lifted to a whisker shy of 600bhp. Earlier this year Aston Martin launched its new AMR performance brand, taking inspiration from the Aston Martin Racing competition squad, and the departing Vantage is the first car to carry the new moniker. Eventually, every model in the range will offer an AMR version. The Vantage AMR will be limited to 300 units, with 200 based on the V8 model and 100 on the V12. They’ll be split across coupé and convertible bodystyles, all offering a choice of manual or paddleshift transmissions. Mechanically they’re identical to the mainstream models, except that the V12 version has received some minor engine tweaks to lift power by 30bhp to 595bhp. There ◊
23 AUGUST 2017 AUTOCAR.CO.UK 27
TESTER’S NOTE The Sport mode teases a few more decibels from the exhaust and switches the throttle to a sharper map. Best left on at all times. DP
Brash exterior highlights — including the brake calipers — won’t be to all tastes, but the Vantage remains a very pretty car ∆ have been no weight-saving regimes or retuned chassis settings. Instead, the Vantage AMR offers a number of bespoke paint schemes with contrasting body stripes and, in the case of this Stirling Green car, day-glo brake calipers. This car also carries enamel badges in Union Flag colours as well as bespoke five-spoke wheels. The eye-catching interior trim is also specific to the AMR. The V8 Vantage AMR carries a £3000 premium over the base model, lifting the price to £97,995. The 4735cc naturally aspirated engine produces 430bhp at a relatively heady 7300rpm and 361lb ft at 5000rpm. The 1610kg coupé sprints to 62mph in 4.8sec – there are four-wheel-drive hot hatches that get there faster these days – and tops out at 190mph. The tense, muscle-bound Vantage shape is so familiar now that it’s easy to overlook just how pretty it still is. The lime green elements do sit at odds with the car’s understated beauty, though, and they’re bound to divide opinion. If you don’t care for the bright stripe and show-off calipers, you’re unlikely to be sold on the cabin, where lime green piping flows down the dashboard and accents the seats. The switchgear, incidentally, is now much better and easier to use than the fiddly controls that were fitted to early Vantages, although the clumps of buttons do
28 AUTOCAR.CO.UK 23 AUGUST 2017
❝ At higher speeds the Vantage is delicate and responsive. It’s quite a transformation
❞
look a little like the controls you’d find on a mid-range microwave oven. At least the latest infotainment system is now intuitive and easy to navigate while the seating position is just about spot on. Having said that, the optional fixed-back bucket seats
are more supportive than this car’s conventional two-part chairs. Everything about the Vantage AMR’s start-up procedure and lowspeed nature reveals that it’s a hefty, burly sort of thing, as though it’s intent on giving you a good workout.
Hydraulically assisted steering offers feel unmatched by the latest electric racks
You have to press the oblong key surprisingly hard into its slot in the dash in order to fire the engine, and the clutch and gearshift have a certain weight to them. The fly-off handbrake that nestles between the driver’s seat and door takes a bit of muscle to operate and the steering is heavy. You’re reminded the Vantage is very much the sports car in Aston’s line-up, not the effortless GT. Accordingly, the Vantage comes into its own with a little pace. Whereas the low-speed ride is tight and fidgety, it relaxes markedly as the passive dampers come into their range over 50mph or so. There’s plenty of wheel travel and movement in the body, too, so the car actually flows along the road quite serenely rather than skipping and hopping. The steering relaxes with speed, too; it feels quite light and vague at first, but you soon tune into the steady stream of messages that pour back from the front tyres as the wheel fidgets and tugs at your finger tips. No matter how good electrically assisted racks may have become in recent years, they’ll never match a hydraulic system like this for purity of feel and feedback. Given that Aston Martin’s chassis engineers have had more than a decade to master the Vantage’s ride and handling, it should come as no surprise to learn that the car is simply
FIRST DRIVES HOW ASTON GETS THE BASICS RIGHT The Vantage AMR doesn’t have a downsized turbo engine, adaptive chassis components or active aero. The paddleshift gearbox isn’t even a dual-clutch. In many ways the Vantage is decidedly old school, but even so, its technical specification is just about perfect. The bonded body is aluminium, for instance, and the suspension is by double wishbones all round. The gearbox is mounted at the rear for perfect weight distribution, while drive is sent rearwards through an alloy torque tube and carbonfibre propshaft. There’s also a mechanical limited-slip diff, and if you peer beneath the bonnet, you’ll see how far back in the chassis the alloy V8 is mounted. The Vantage isn’t a tech-fest like many of its rivals. Instead, it gets the fundamentals absolutely right with proven technologies — which is why it’s so enjoyable to drive.
AMR’s yellow theme continues inside; switchgear is as good as the Vantage has ever had brilliant to fling across a moorland road. It’s poised and agile, front axle clawing huge amounts of grip from the asphalt on the way into a bend. The rear end takes a fraction of a second to find its set in a corner, but when it does so, the car feels perfectly balanced. Even when it’s loaded up in a bend, the chassis has enough in reserve to brush away a mid-corner bump or sudden depression with a single damper stroke. The whole car is just extremely well resolved. Whereas at low speeds the Vantage is hefty and demanding, at higher speeds it’s
delicate and responsive. It’s quite a transformation. What this car never feels, however, is spectacularly fast. With 430bhp there’s enough performance to get the car clipping along very nicely indeed, but the 4.3-litre V8 never delivers a breathtaking whack in the back under acceleration, partly because of the relatively long gearing. There also isn’t the power or torque to unstick the rear tyres at will. If you crave straight-line performance and thumping power, you’ll want the V12. The V8 Vantage, however, has always been the sweeter and more precise
of the two versions in handling terms. It may not be a thundering powerhouse, but the eight-pot engine is wonderfully characterful while the soundtrack is evocative without being excessively loud or overwrought. The six-speed manual gearbox is the perfect partner for it, too, with a tight and mechanical gate that requires a deliberate hand. The V8 Vantage AMR is an engaging and rewarding sports car in the traditional sense. You have to work hard to get meaningful performance out of it – Porsche 911s and Mercedes-AMG GTs do all the
work for you in comparison – but the rewards speak for themselves. However, it does seem a shame to us that the car is introducing the new AMR brand is really little more than a sticker set and some garish interior trim away from being exactly the same as the standard model. The AMR tag should denote Aston Martin’s fastest and most focused road cars. That might well become the case as further models are rolled out in coming months and years, but for now AMR doesn’t appear to stand for very much at all. DAN PROSSER
ASTON MARTIN V8 VANTAGE AMR Characterful and evocative send-off, but it’s a shame the AMR overhaul doesn’t go further still
AAAAC
The 4.8-litre V8’s output remains at 430bhp; restrained Union Flag badges are at odds with the day-glo accents
Price £97,995 Engine V8, 4735cc, petrol Power 430bhp at 7300rpm Torque 361lb ft at 5000rpm Gearbox 6-spd manual Kerb weight 1610kg 0-62mph 4.8sec Top speed 190mph Economy 20.5mpg (combined) CO2/tax band 321g/km, 37% RIVALS Porsche 911 Carrera S, Mercedes-AMG GT
23 AUGUST 2017 AUTOCAR.CO.UK 29
TESTER’S NOTE Don’t buy a ‘middlesized’ Velar thinking you’re getting a compact SUV. It’s only 47mm (two inches) shorter than a Range Rover Sport, and you sit quite a bit lower. SC
TESTED 15.8.17, SURREY ON SALE NOW PRICE £64,160
RANGE ROVER VELAR D240 New mid-range Range Rover arrives in price-leading four-pot diesel guise
T
he burning question for us, when the new four cylinder Velar D240 arrived, was to discover how well the model worked when powered by JLR’s own-brand 237bhp, twinturbocharged 2.0-litre four-cylinder Ingenium diesel engine. Several weeks ago in these pages, the 296bhp Ford of Dagenham-built V6 Velar was pronounced beautiful, refined and capable – and bordering on the overpriced. That V6 diesel model is expensive. Opting for the four-pot engine would slice £4000 off the V6’s £68k price, but what would that mean for performance and smoothness? And a top-end SUV isn’t usually powered by an engine as pedestrian as a 2.0-litre diesel, so would this D240 go well enough to allow us to forget that fact? We already had experience. We tried this engine in the new Land Rover Discovery a few months ago and found it extremely refined. But when my colleagues drove it in a Jaguar F-Pace (which uses nearidentical all-aluminium body/chassis
architecture to that of the Velar) they were less impressed – even if experience has taught us that two models differently using the same components can be quite separate in character. So it proved. Initially, we were keen to make a steel-versus-air suspension judgement, too. Lower-spec fourcylinder Velars come with steel springs as standard, but that idea died when our test car arrived riding on air. It costs just £1140 to put air springs under a Velar, which in a £60k-£70k deal isn’t a lot. Few canny buyers would deny themselves the better levelling, better roll control, adjustable loading height, better ground clearance and greater wading depth – plus a better ride quality – for less than 2% of the £64,160 HSE’s on-road price. ‘On-road’ looks like a key phrase for the Velar, at least in the HSE guise that is turning out to be the most popular. Like all Land Rovers it has already displayed class-leading off-road ability, but the biggest clue
to an on-road life for most HSEs is that they ride on standard 21in wheels. Those who will use their four-cylinder Velars off-road would be wise to start £10,000 lower with an S model that comes with rock-andsand friendly five-spoke 19-inchers. Once moving, you have to concentrate to hear the 237bhp engine at all, let alone identify that it is a four-cylinder, even when listening hard at start-up. JLR took initial criticism for its engines’ lack of refinement and has responded in the perfect way. In the D240 the engine is nearly inaudible, even when revving near its 5000rpm redline. The twin turbos ensure the midrange performance is sufficiently strong for the driver to forget the details of the powertrain, and there are enough ratios both to cover gaps in mid-range performance and to provide ultra long-legged cruising on motorways. Combined fuel economy is a ridiculous-sounding 49.7mpg, and those stretched-out upper ratios are why. Mind you, response to
sudden accelerator inputs between 30 and 70mph can be distinctly sedate (the engine management needs ‘thinking time’), but you can minimize that by running the transmission in S (for Sport). The hesitant step-off that seems to afflict all Land Rovers is here in spades, though, and really needs to be better addressed, for safety when pulling away from roundabouts. Still, the Velar’s core strengths – a beautiful shape, cabin quality that sets new standards, very good handling and a composed ride (with air springs, at least) – are all confirmed in this D240. For a signpost showing what JLR can do, and where it is going, you could hardly choose a more appropriate car. STEVE CROPLEY
@StvCr
RANGE ROVER VELAR D240 HSE Four-pot version of middleweight Rangie brings better economy and shaves £4k off the (still hefty) price
AAAAC Price Engine Power Torque Gearbox Kerb weight 0-60mph Top speed Economy CO2/tax band RIVALS
Four-pot diesel has enough grunt to shift the Velar’s mass; it’s efforts are almost inaudible from the cabin 30 AUTOCAR.CO.UK 23 AUGUST 2017
£64,160 4 cyls in line, 1998cc, diesel 237bhp at 4000rpm 369lb ft at 1500rpm 8-spd automatic 1841kg 6.8sec 135mph 49.7mpg (combined) 154g/km, 32% Porsche Macan, BMW X6 xDrive30d M Sport
FIRST DRIVES TESTED 15.8.17, SNOWDONIA ON SALE SEPTEMBER PRICE £59,085
JAGUAR F-TYPE 2.0I CONVERTIBLE Drop-top Jaguar joins the four-cylinder revolution
JAGUAR XE 2.0D 240 AWD Price £38,375 On sale Now What’s new? All-wheel-drive version of exec saloon gets range-topping 237bhp diesel
T
he arrival of a four-cylinder F-Type marks not only an ideological shift for Jaguar but also an acknowledgement that – for all its admirable qualities – the F has always been expensive when compared to some obvious rivals. Which is where the convertible version, which we’ve now driven in the UK, suffers a disadvantage compared to its coupé sister. The 2.0-litre tin-top slips under £50,000 in the unoptioned form nobody will actually choose to buy, but the roadster still carries a chunky £5485 supplement. That leaves it in a lonely part of the market where it still costs £10k more than the similarly powerful four-pot Boxster despite Porsche’s recent price increases. A drive in north Wales, on some of the same roads used by Jaguar’s
development team, proved the new entry-level F-Type does cope well with British asphalt. The engine can’t match the experience provided by the V6 or V8, but its relative lack of firepower makes it easier to drive hard and considerably less intimidating as the limits approach. While the brawnier F-Types are fast and thrilling, they really struggle to find traction in less than perfect conditions. The 2.0 isn’t short of torque, with 295lb ft available from just 1500rpm, but it feels secure even when leant on hard. Even with the stability control switched to its more permissive Sport mode or even de-energised, it moves around without the occasional snappiness of the more powerful cars. The other obvious difference is thanks to the weight saving of the
new Ingenium four-pot, which is 52kg lighter than the V6, with almost all of that mass saved from the front end. The 2.0 feels more agile in slower corners and more willing to turn in, yet equally planted in the faster stuff. Passive dampers are standard, and although these work with softer springs to give a pliant ride, there’s also a small amount of float over rougher surfaces. The soft-top makes the engine’s lack of aural character more obvious. A rorty exhaust note and some ECU-ordered pops and bangs on a lifted throttle can’t mask what’s clearly a four-pot soundtrack, which still seems incongruous in a Jaguar sportscar. That being the biggest criticism indicates how convincing the rest of the car is. MIKE DUFF
JAGUAR F-TYPE CONVERTIBLE 2.0I R-DYNAMIC Pricey and short on aural character but otherwise an agile and exploitable addition to the line-up
AAAAC Price Engine
The 2.0-litre four-pot Ingenium petrol engine makes 296bhp
£59,085 4 cyls, 1997cc, turbocharged, petrol Power 296bhp at 5500rpm Torque 295lb ft at 1500-4500rpm Gearbox 8-spd automatic Kerb weight 1545kg 0-62mph 5.7sec Top speed 155mph Economy 39.2mpg CO2/tax band 163g/km, 31% RIVALS Porsche 718 Boxster, Mercedes-AMG SLC43
JAGUAR HAS REFRESHED the diesel offerings in its XE executive saloon with the introduction of the new Ingenium diesel engines that were first seen in sister firm Land Rover’s Range Rover Evoque and Discovery Sport models. The range-topping 2.0-litre twinturbo is fitted to the all-wheel-drive version of the XE, and its 237bhp gives a bit of extra shove to further help offset the extra weight of the drivetrain. While there is a noticeable delay in power delivery at low speeds, the engine performs sweetly and effortlessly at cruising speeds, while the class-leading chassis makes for an engaging ride. With a claimed 54.4mpg combined, the XE is now a more compelling option for those after a four-wheel-drive saloon. JA
AAAAC
TOYOTA GT86 INITIAL D Price £30,000 (approx) On sale Now What’s new? Wider wheels (but the same tyres) and adjustable dampers equal more sideways
YOU CAN, IF you like, ignore the livery: it’s off an old Japanese manga cartoon called Initial D. But don’t ignore what the star of the show did: deliver tofu, sideways, in a Toyota Corolla AE86. Of course. This GT86, then, has been fitted with a fancy electrically adjustable damping kit, costing around £1800 fitted, with 16-stage adjustable shockers whose front stiffness can differ from the back, to make it more sideways. It’s not an official mod but it works, to an extent: soften the front, stiffen the rear and this GT86 lets go more easily, while semi-firm front and back retains most of the standard car’s appeal. What would really make it drift properly, though, is another 100bhp. MP
AAAAB R E AD MOR E ONLINE
autocar.co.uk 23 AUGUST 2017 AUTOCAR.CO.UK 31
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NOTQUITEA CLASSIC
T
Maserati 3200G Richard Bremner
e some money on the horses. Chanc e. But none of You can have a flutter dum outcom highly a bet on a referen on shares. Take of buying a used, the sustained gamble tantrums can replicate these approach car whose random e. You e strung performance massiv extra expens experience with tion for occasionally the Southern Rail M5, with its reputa sod-it could try a V10 BMW . Experience the will-it, won’t-it, pment engine develo t chewing its own very own produc embark on your Or . RX-8s of Mazda reliable. starting problems ting to turn a TVR programme by attemp the same ati 3200 GT, nor Maser used a tive of preven allure has the glamorous repairs/maintenance/ you’ll But none of these r thoughts of what ing your mind with for them and whethe capacity for occupy money you can spare first place. next, how much the jobs you must do these musings in y that prompted journe the te comple
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A LETT TTER ER FROM THEEEDI EDITTOR OR rs still more buying one appea nchised now 15 years old, ng, there are non-fra st of these cars is Since the younge old car with a followi to be believed, a much are that like almost every Maserati forums perilous. Except this somele prices and if the All of which makes specialists with sensib of these cars than official dealers. tanding unders r ess. deepe ati more of a temptr what unloved Maser es to you 5.1sec scorch p V8 that will deliver too, the rbo, 32-valve, 365bh s sumptuous luxury sleeving As does a twin-tu fuel pump. There’ h workout for the for a day, rich hides 62mph and a 174mp leather to supply a Moroccan souk of classy, blueh . You face a sextet ceiling the nt carpet. 3200 flaunting enoug even luxuria and sometimes sink your feet into most of the cabin ornate clock and to do it. the time from an pretty pleasant place faced dials, check the AA, this is a for wait must ted light Even if you stripes of variega taillights, these curving across the financial those boomerang a buyer And then there are has tempted many its only oddity and a flourish that tto Giugiaro’s work, unique to the GT Italian body was Giorge . The rest is sheer subtly voluptuous adults. from certain angles line. The 3200’s house a couple of curiously turret-like about turns just that will cabin a roofline the rear half of its class, and as a bonus, Who can push.
y-wire and the early drive-b figures say it’s fast, ur if you aren’t drive? Well. The about like an amate the So what about the have you surging if it’s a six-speeder, iastic turbos will resistant gearchange n that throttle and enthus also wrestle a slightly pedals and a troubled driving positio delicate. You must prefer the sited ed by unhelpfully is why some buyers heavy task further burden can’t mask. Which occurs if you get electric seat motors Further wrestling even a quartet of the rear wheels, its paucity of ratios. elming despite overwh auto, torque easily four-speed the thrill. the V8’s fast-boosting - plenty to do. But that’s part of with the throttle, it off or you, if you turn giving the ESP – trident, is that 0k car bearing a radiator, want a sexy sub-£1 thrill, if you really exhaust back-boxes, A different kind of , as can the throttle body, for sensible money failures such as sorted routine be the of can most g lights too. The biggest over-eager warnin sively rustproof, impres is starter motor and ting this 3200 promp The for cambelts. haft end-float, the frequent need possibility of cranks -end rebuild the is – bottom A dly gs. admitte ingly within its bearin risk – and it’s big, to shuffle damag the car. of nent value compo total to the deep-buried along with a bill close be is the consequence, might road manners quite a classic. Flighty you can why this Maser isn’t this desirable, that That’s one reason r car this exotic, to think of anothe another. But it’s hard £10k. under for hook
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Autocar is the world’s oldes t motoring public has never stopp ation, but that ed us from innov traditions at the ating or rema ining wedded expense of future to ‘firsts’ we can progress, as claim will testify the amount of , not least our test in 1928. invention of the road We like to do things differently, our subscribers and that includ es not treating as something other a mere transaction and wanti than a few quid ng off or a free gift. to give them S this email So mail is the first of a series of quality off our changes we’re print making to inves Well, it’s the secon product we remain so proud t in the future of and want to d change, as and the upgra see you’ll contin g ded paper hopefully notice quality itself in d the improveme ue to thrive. sale l on 5th Autocar in our nt we made to th July. most recent issue , which went on A All our reade aders rs benefit from that, e each weekk.. Once but a fortnight, Steve only subscribers are going goi to get an ffill yyou in on Cropley, n the state of email like this the nation at Autoc Matt Prior and myself will rrunnings, g thoug take houghts and ar, taking you feelings of our behind the scene it in turns great title. s of the W We’ll be altern ernat ating ing who once a fortni with Richard Bremner and his new colum ght will be telling n ‘Not quite a g greatness in his you the story classic’ own style. Altho of some som cars that m missed Richa didn’t quite achie hard rd is as a colum ugh still a regular writer in ve Autocar, we know nist. So he’s back sshare why the he Maserati 3200 how for subscribers GT isn’t quite assu assure you it’s , and next week a classic. I’ve t’s a good read. will had a sneak peak, and I can
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1 8 - PA G E S P E C I
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BRITAIN’S BEST AFFORDABLE DRIVER’S CAR
CONTENTS Audi RS3 Sportback vs Mercedes-AMG A45
36
Ford Focus RS vs Volkswagen Golf R
40
BMW M140i vs Honda Civic Type R
42
Peugeot 308 GTi vs Seat Leon Cupra
46
The final
48
34 AUTOCAR.CO.UK 23 AUGUST 2017
INTRODUCTION HOT HATCH MEGA-TEST Eight hot hatches line up to contest the annual showdown previously been won by, among others, the Ford Fiesta ST200 and Mazda MX-5. Over 18 pages, on road and track, they go head to head in a bid to prove they’re the best car sensible money can buy PHOTOGRAPHY STAN PAPIOR AND LUC LACEY
2
5
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1
4
THE JUDGES 1 MATT PRIOR, editor at large Has the experience, gravitas and facial hair of a tester who’s been there and done it all before. Would appreciate it if you’d nip along to autocar.co.uk and watch the videos he lovingly made between the many cups of coffee and Twixes. 2 MATT SAUNDERS, road test editor Booked the track, booked the digs, bought the lunch, set the lap times and survived almost entirely unscathed. Also the man with the job of writing the final showdown section of this test and ensuring everybody else filed their copy on time. Pity him. 3 DAN PROSSER, contributing writer Showed up on time, drove well and acted with professionalism. Apart from that, fitted in a treat on his Junior Handling Day debut. Claimed growing up near Llandow circuit gave him no lap time advantage. Hmm. 4 NIC CACKETT, special correspondent Arrived just in time to go to the pub at the end of day one, hardly drove at all and acted the fool whenever possible but our rate of snack consumption wouldn’t have been the same without him. Also managed not to fall off the track — unlike the road test editor. 5 MAURO CALO, special correspondent Autocar’s long-time stunt driving specialist turned video presenter and ‘bantz’ provider. Made sure we were all scrupulously fair to the powerful, driftable, rear-driven BMW. Responsible for the most loonatic driving evident in most of the photos.
or several reasons, this year’s Britain’s Best Affordable Driver’s Car competition had to be done a little differently from previous ones. In past years, the test we simply know as Junior Handling Day (to save us from giving it its not-so-punchy full title around the office) has been fought out between the best new driver’s cars available below a given price threshold. The test’s mission is always to identify
F
the most entertaining new driver’s car that not a lot of money can buy. Historically, the price limit has been set at £25,000 and £30,000 – and we’ve given the gong to the Toyota GT86, Ford Fiesta ST200, Mazda MX-5 and others. But this year, the new cars on offer farther up the price scale were too compelling to ignore. So we’ve elected to worry less about list price and to focus much more closely on the cost that defines what most of us can and can’t
afford to drive: monthly outlay on a typical PCP deal. Meanwhile, the arrival of a brand-new Honda Civic Type R, an equally new Audi RS3 Sportback and nothing new of note with a driven rear axle and a sub£50k price made it plain that 2017 should be the year we focus on the affordable performance car’s leading vehicle type: the hot hatchback. Although we’ve included cars here that are much more expensive than those from previous years, we haven’t included anything you
couldn’t make yours for a typical trade-in and monthly outlay of around £100 a week. Most of the cars about which you’re shortly to read will cost considerably less than that and among them are some of the greatest affordable driver’s cars of the past few years as well as this year’s debutants, tested on road and track. We hope the ensuing pages are as much fun to read as they were in the making and that their recommendations inspire you.
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Audi RS3 V E R S U S Mercedes-AMG A45 get the sense that these two can’t quite leave each other alone, like two playground rivals who bitch and scrap but secretly rather love each other, only dare not admit it. Mercedes-AMG’s first foray into transverse-engined, front-biased drivery gave us the A45 AMG. It squeezed 2.0 litres and 355bhp, via only four cylinders, into a package that still felt decisively AMG-ish and special. And it arrived being quite fast, a bit front-wheel drive and very German in a segment where someone else was already making a good living out of being quite fast, a bit
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four-wheel drive and very German. So when Audi brought out the RS3, pulling the hair of the AMG as it went by, obviously it had seven horsepower more than the Mercedes from its five cylinders. Naturally, then, AMG tied Audi’s shoelaces together, revised the A45 and gave it 376bhp. And now, one of the reasons we’ve assembled this test in the first place, is because Audi has revised the RS3 yet again, been rude about AMG’s mum, daubed its phone number on the toilet wall (you won’t get what it promises if you call it) and gifted its own offering 394bhp. Yes, dear reader, the world has now given us the 400-metric-
horsepower hot hatchback, because simply having a little more power than a Lamborghini Countach LP400 is never enough for a five-door hatch. It needs to have a lot more. Don’t you agree? Well, even if you don’t, here we are, in an Audi RS3. It has a nice interior, does the Audi. Which is no surprise; they always do, don’t they? Solid, austere, functional, with highlights pulled from the big book of hot hatchback clichés: aluminium bits here and there, some Alcantara on the flat-bottomed steering wheel, figure-hugging seats, you know the score. Of course you know the score. It’s an exercise in corporate box-
ticking. There’s probably a checklist. Mercedes-AMG uses a similar one, only with a more upright seating and driving position, more Alcantara on the wheel and more metalised plastics on the diddy gearlever (you’ll end up using the gearbox paddles in both quite naturally). There’s an interesting material on the dash – a ‘technical grain’, I suspect they’d call it, but it’s like carbonfibre-meets-sail makers’ fabric. Elsewhere, things are notable for their predictability. So far, then, so expected. But what’s this? You can have an Audi RS3 on adaptive suspension but this particular example doesn’t have it. Interesting, but not, I suspect, a bad
RS3 VS A45 HOT HATCH MEGA-TEST The AMG is the more adjustable car to drive on track
S ECO N D O PI N I O N Audi has made some useful improvements to the balance of the RS3 by taking some weight out of the nose and revising how the four-wheel drive system works. The car feels a touch sharper as a result, but frustratingly it still reverts to understeer at the limit in dry conditions. DP
Alcantara trim and spangly highlights abound in the A45
thing. A well sorted passive damper is a thing of wonder. So, too, is a 2.5-litre five-cylinder engine. The world should have more of these; one day it’ll have none. In the meantime, this one makes its near-400bhp in surprisingly relaxed fashion. Because it has a turbo, there’s a wholesome 354lb ft that joins you from only 1700rpm and hangs around until 5850rpm, at which point peak power arrives and stays on side until 7000rpm. Obviously it’s quicker if you have 354lb ft in second gear rather than in third, but the short of it is that the Audi’s wheels are getting a big old wallop of twisting force either way. That means it’s fast. I still remember the first time a Ferrari we figured dipped below four seconds in a 0-60mph sprint. We had to warm the tyres but cool the clutch, and then, after we’d tested it, technicians would plug in a laptop and see how worn the clutch was. Today, Officer Saunders engages launch, steps off the brake and finds the RS3 will hit 60mph in 3.9sec all day long. We are, be in no doubt, in the company of a hell of a quick road car. It’s faster than the A45, I don’t doubt. The headline figure isn’t so different – the AMG’s 376bhp peak is on offer at 6000rpm. You have to wait until 2250rpm for the full 350lb ft to arrive, but that’s the nature of the beast. The AMG gets by with a 2.0-litre four-pot, so it’s ◊
RS3’s mixes Audi’s solidity with key hot hatch signifiers 23 AUGUST 2017 AUTOCAR.CO.UK 37
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RS3 VS A45 HOT HATCH MEGA-TEST ∆ natural that it has to work harder – and therefore you have to work it harder – to get comparable figures. But there are flipsides to that, too. A 2.5-litre engine, despite Audi’s latest round of changes meaning a move to an aluminium block that makes it 26kg lighter than before, ought to be heavier in the nose than the AMG’s 2.0-litre lump, which is also down on cylinders and capacity by 20%. And so it feels. Don’t think I’m down on the Audi, in the ‘oh, it feels like a fast Audi’ way, though. There is an evident and ever improving edge of dynamism to the smallest RS model. When Quattro GmbH (now Audi Sport) first released the RS3, the people there talked of how the four-wheel-drive system would get ready to push torque to the rear on corner entry, so your exit had a more controlled, less understeer-focused line. Taking extra weight out of the nose has only improved that stance further, so on a circuit the RS3 has shattering grip levels and more traction than its engine can overcome the vast majority of the time. If it’s damp
The A45 is more fun and more special more of the time and you set it up right, it’ll slide with almost neutral lock applied, a foursquare drift of mild understeer. But it’s urgently fast. On the road it’s the same, only you’re less likely (obviously) to get near its limits, because they’re simply so vast. The passive dampers, though, don’t do too much to dispel
the idea that fast Audis have wooden chassis: the ride is fine on good roads but too firm on bad ones. Cabin refinement, though, is exceptional. It’s on the road where an AMG A45 shows it has the better moves. Its suspension breathes more easily and it responds to wheel inputs more
keenly. The stats say there isn’t much in it when it comes to kerb weight, but the AMG – as well it might – feels more agile and more willing. Albeit with more noise, more crackle, more overrun pops, less overall refinement. On the road the AMG, too, has unimpeachable limits but on a circuit displays a touch more adjustability than the Audi – although neither is anything like as lively as, say, a Ford Focus RS. The numbers say the Audi is faster around a track, but the AMG is the more engaging car. And on the road it’s the more fun car, too. It feels that bit more special. Which is what it takes to swing the result the Mercedes’ way. Were this a test of everyday cars, the Audi’s cabin solidity, ambience and refinement might seal it. But this is, after all, a test of driver’s cars, and while the Audi might be preferable for most Monday to Friday, only one would do on a Sunday morning. MP
Mercedes-AMG A45 Audi RS3 Sportback
❝ The numbers say the Audi is faster, but the AMG is the more engaging car ❞
Feels like a junior AMG should: agile and engaging, with a poppy, zingy engine RATING AAAAC Price £41,875 Engine 4 cyls, 1991cc, turbocharged, petrol 376bhp at 6000rpm Power 350lb ft at 2250-5000rpm Torque 7-spd dual-clutch auto Gearbox Kerb weight 1555kg 4.2sec (claimed) 0-62mph 155mph Top speed 40.9mpg (combined) Economy CO2/tax band 162g/km, 31%
The better everyday car, but this test is about more than that, so the AMG steals a march on it AAAAC £44,300 5 cyls, 2480cc, turbocharged, petrol 394bhp at 5850-7000rpm 354lb ft at 1700-5850rpm 7-spd dual-clutch auto 1585kg 4.1sec (claimed) 155mph 34.0mpg (combined) 189g/km, 36%
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On track, the Golf R struggles to keep in touch with the RS
Volkswagen Golf R V E R S U S Ford Focus RS n previous years, the courteous Volkswagen Golf R and rambunctious Ford Focus RS would have been almost certainly destined to joust it out in the final reckoning of this event – and even with the premium-level strength of the competition assembled, there were short odds of the winner emerging from this first-round shoot-out. Why? Well, both have done a remarkably good job of preserving their lofty reputations. The VW is fresh from the light makeover that has finally afforded it a metric output beyond 300bhp, while the RS has been the recipient of Mountune’s attention and now boasts 370bhp in its uprated FPM375 guise. The two have been thrown together so often in the past 24 months that it’s almost tempting to see them as peas in the same sub-£35k, allwheel-drive pod. In reality, though, they could hardly be more different. Much of their dissimilarity is about lineage: the R is unashamedly plush and soft to the touch, because its multi-purpose urbaneness is meant to represent the peak of middle-class Golf-dom. The RS, meanwhile, with its democratisation of rear-driven sports car driftability, is Ford at its blue collar best, unrepentant about its silly vaunted driving position or the stock nature of many of its fixtures and fittings. Previously, the Golf has emerged triumphant from comparisons because, in the broadest possible sense, it is more accomplished. Certainly nothing about the £899 Mountune kit – a familiar mashup of revised software code and breathed-on components – fitted to this Focus RS is about to change that. The latest R barely needs 10 minutes of driving on the B-roads
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around Llandow to reconfirm that you’d drive it not only happily home but also for the rest of your life in benign contentment. Equipped with the optional (but wholly essential) adaptive dampers, its supple ride, supremely biddable power delivery and trademark precision make a compelling case against almost any real-world performance rival, let alone the occasionally chafing knifeedge dynamism of the granular and cheerily raucous Ford. Leave behind the Welsh roads and enter the business end of a pit lane, however, and the rebalancing of the scales is more striking than ever. Unequivocally it is to VW’s credit that the R’s road-biased submissiveness doesn’t cause it to tumble from a handling cliff on a circuit. Just as the car’s drive modes extend to an optimistic Race setting, so its talent stretches all the way to the edge of its almighty mechanical grip. The remarkable neutrality of the 4Motion system, usually only hinted at on the road, is immediately brought to the foreground at Llandow, and while the R remains nose-led in a way that’s plainly inclined towards stability, it doesn’t unduly prejudice any given opportunity to adjust the car’s line with mid-corner throttle-off antics. Throw in the seven-speed DSG dual-clutch automatic ’box that delivers a 4.6sec 0-62mph time and it all smacks of R-branded peachiness.
S EC O N D O P I N I O N Ah, trusty Golf R. Ever present, ever predictable, like the light that comes on when the fridge door opens. And, some might argue, in this company, almost as exciting. Drama be damned; if what you want is a car that is highly entertaining yet practical, comfortable, ergonomically sound and able to blend into any company, the Golf R is the one. MP
neutral Ford is brash and adjustable; VW is more
Upgraded RS retains mostly standard Focus cabin fittings
GOLF R VS FOCUS RS HOT HATCH MEGA-TEST
❝ The Golf R makes a compelling case against almost any rival ❞
Volkswagen Golf R Rapid and refined. The non-denominational premium hot hatch AAAAB RATING £32,710 Price 4 cyls, 1984cc, Engine turbocharged, petrol 306bhp at 5500-6500rpm Power 280lb ft at 2000-5400rpm Torque 7-spd dual-clutch auto Gearbox 1483kg Kerb weight 4.6sec (claimed) 0-62mph 155mph Top speed 37.7mpg (combined) Economy CO2/tax band 160g/km, 31%
Golf R sells interior plushness alongside potent performance
It’s only moments later you’re abruptly reminded that Ford had the Focus RS custom-built to turn what might reductively be called hot hatch chopsticks into a full-blown concerto. Setting aside the misnomer that is Drift mode (no, it won’t – not really), the car still does things with its crazybrave back axle that no five-door family hatch has ever endeavoured to do without the power going there exclusively. And while it would be overstating the case to call the FPM375’s additional power the key in the RS’s lock, there’s no questioning the 376lb ft of dump valve-subsidised potency available from 2000rpm, nor its tantalising extra proficiency at making the car pivot on cue. Of course it is the higher output
Ford Focus RS FPM375 Working class hero gains a new thuggish edge. Fast and raucous if not refined AAAAC £32,265 4 cyls, 2261cc, turbocharged, petrol 370bhp at 6000rpm 376lb ft at 2000rpm 6-spd manual 1547kg 4.5sec (claimed) 165mph 36.7mpg (combined) 175g/km, 34%
that helps make the Focus a full second quicker around Llandow than the Golf, but it’s the often very real sense that you’re wrestling now with a properly hairy beast that best describes the difference between the two on track. Which ultimately returns us to a familiar debate: do you want your hot hatch to be snarling, slideable, working class cult hero or supreme purveyor of buttoned-down speed, sewn-up comfort and sought-after classlessness? Had the final round remained on track – or, better still, transferred to the high altar of a rallycross stage – the VW would be a dot in the Ford’s mirror. But once again, as real-world Wales beckons, it’s the Golf by a princely nose. NC
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BMW M140i V E R S U S Honda Civic Type R n paper, this doesn’t look like much of a contest at all. The BMW M140i is so inherently right as a performance car – sixcylinder engine, rear-wheel drive, balanced weight distribution – that you forget it has such workaday origins. The Honda Civic Type R, on the other hand, is based on a car whose fundamentals are clearly and inherently wrong from a performance perspective: drive goes to the front wheels, the engine bay won’t take a six-cylinder motor and the weight is all over the front axle. Honda has had to work extremely hard to engineer a sporty car out of the Civic.
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But sometimes, hard work and a good attitude can get the better of a god-given gift. The dedicated, focused athlete will have his day over the complacent natural talent. So have Honda’s engineers honed and shaped and refined the Civic so comprehensively that it’s actually better to drive than the M140i? It seems like one hell of a tall order. The BMW continues to get it right, even when you cast the spec sheet aside. The seating position is lowslung and the steering wheel reaches far out from the dashboard. The 3.0-litre turbo engine is responsive, smooth and crisp. With 335bhp, it makes the M140i feel fast in a bigcar way, not just fast for a compact hatchback. This test car’s eight-speed
automatic transmission isn’t as involving as a manual ’box (at least you have the option) and you do need to anticipate a brief hesitation every time you pull a paddle for an up or downshift, but it does help you to wring every last drop from the powerful and torquey motor. On both road and track, the reardriven balance promises so much at first, but the moment you start to work the car a little harder, it seems to run out of ideas. For one thing, the steering doesn’t give you an intuitive sense of connection to the front axle, so you find yourself guessing and hoping rather than knowing inherently how it’s going to respond. And for another, the chassis never seems to settle into the road surface. The ride is busy
in anything other than the softest damper mode, but still the car feels like it’s sitting up on stilts. It tips and tilts and leans this way and that like a table with a wonky leg, never falling over but always feeling like it might do. The woolly steering and slightly sloppy body control mean you never feel completely at one with the M140i, so you palm it along rather than really grabbing it. The lack of a limited-slip differential is a problem, too, especially on a damp circuit. The problem is you just don’t know what it’s going to do when you get back on the power: it might drive out to the exit of the corner neatly and predictably, or it might snap into sudden oversteer; it could spin up
M140i VS CIVIC TYPE R HOT HATCH MEGA-TEST
SECOND OPINION I liked the previous Civic Type R without ever really thinking it a serious contender for best-in-class honours. The new version, though, feels like a monumental step forward. That its breadth of ability — most notably, its faculty for tangibly changing character between drive modes — now rivals the Golf R’s all-game versatility was very much the day’s big surprise. NC
Civic lets you take lots of speed into and out of corners
M140i starts to unravel when you pick up the pace
the unloaded wheel hopelessly or it might settle into a neat and graceful powerslide. For all its inherent rightness, the M140i gets less and less satisfying the harder you push it. The opposite is true of the Type R. It feels good from the outset, and with no strange foibles to get your head around, you find yourself driving it quickly and skilfully right away. That’s a very strong indicator of a well-sorted performance car. And as you build your pace and dig deeper and deeper, the car seems to get better sorted and more capable still. Of the two cars, it’s much happier being driven on and around the limit. Against the odds, it actually feels like the more natural performance car. The overwrought styling and ◊
Driving position is better than that of previous hot Civics 23 AUGUST 2017 AUTOCAR.CO.UK 43
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44 AUTOCAR.CO.UK 23 AUGUST 2017
M140i VS CIVIC TYPE R HOT HATCH MEGA-TEST
Calo inspects the BMW’s rub
ber for wear
∆ unexceptional cabin are difficult to overlook, especially at this money. The seating position is much better now, though, with a seat that drops much lower than before, and the seats themselves are as supportive as any you’ll find without a fixed back. The engine is still somewhat laggy – you can count Mississippis as you wait for the boost to arrive – but once it starts pulling, it does so with real urgency. And the manual gearshift is as good as they come. It is still frustrating that Honda won’t allow you to configure the car how you’d like it, because what you really want is the sharper throttle map combined with the softest damper setting. Instead, you drive everywhere on the road in Comfort mode rather than Sport or +R because that’s when the ride quality is at its best. It feels plush and compliant, flowing down a road
at speed almost like a Porsche GT car, and the body is always so well controlled. As the car absorbs the worst of the road surface, it keeps its Continental tyres pressed deeply into it, so they find more grip than you’d ever imagine. On track, that means the Type R is sensationally fast. Only two (much more powerful) cars went quicker around Llandow than the Honda. It’s also fun and exciting, though, with some adjustability in the chassis, a differential that drags you through corners and brakes that barely seem to wilt. At times, though, you are aware of its size, particularly on narrow roads and also in very tight, very slow, second-gear sections of race track, where you find yourself hauling it from one apex to another. Even so, it is the best Civic Type R to date and the first one that you don’t have to make excuses for… aside from the divisive styling and very average cabin. What’s really remarkable about the front-wheeldrive, four-cylinder hatchback, though, is that it’s actually better and more entertaining to drive quickly than the six-cylinder, rear-driven M140i. It’s a victory for the Type R, and a victory for hard work and dedication over complacent virtuosity. DP
BMW is on its game with materials, build and ergonomics here
Civic Type R’s cabin doesn’t quite make the £33,000 grade
Honda Civic Type R
❝ The Type R is sensationally fast on track. It's also fun ❞
BMW M140i
The best Civic Type R to Looks so right on paper, but its on-the-limit date and perhaps the dynamics never deliver best front-driven hot on the promise hatch on sale AAAAC RATING AAAAB £31,875 Price £32,995 Engine 4 cyls, 1996cc, turbo, petrol 6 cyls, 2998cc, turbo, petrol 335bhp at 5500rpm Power 316bhp at 6500rpm Torque 295lb ft at 2500-4500rpm 369lb ft at 1500-4500rpm 8-spd auto Gearbox 6-spd manual 1505kg Kerb weight 1380kg 4.6sec (claimed) 0-62mph 5.7sec (claimed) 155mph Top speed 169mph 39.8mpg (combined) Economy 36.7mpg (combined) 163g/km, 29% CO2/tax band 176g/km, 34%
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Pirellis limit the Seat on track; 308’s Michelins prefer a dry surface
Peugeot 308 GTi V E R S U S Seat Leon Cupra ampant axle tramp, slack body control, an engine that wilts at the top end and seats that give no meaningful support. Lots of today’s hot hatches are so well executed they feel more like upright sports cars than repurposed hatchbacks, but – evidently – not all of them. The Seat Leon Cupra 300 and Peugeot 308 GTi 270 both play supporting roles in the hot hatch sector, while the likes of the Ford Focus RS and Honda Civic Type R hog all the limelight. The Cupra brand is now well established in its own right, though, and the recently rejuvenated Peugeot Sport subdivision has been given licence to build focused, high-specification performance cars rather than the lazily engineered warm hatchbacks that the French marque had found itself producing. No matter how many times you’ve driven the 308 GTi in the past, it always takes time to adapt to its unusually small steering wheel. That’s a shame, because it means the first impression is a less than positive one. You drive it as you would any other front-driven hot hatch at first, but the tiny helm makes the car feel nervous and unsettled. Soon, though, you learn to calm your steering inputs and it doesn’t seem like such a hindrance any more. The Peugeot’s engine is about as good as four-cylinder turbo units get. Response is decent, power throughout the mid-range is very strong and the top end is lively and energetic. The differential, meanwhile, can be a little grabby, but it gets the power to the road effectively and tightens your line in bends. The body is tautly controlled and the natural chassis balance is actually quite pointy, which means
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the GTi has a tenacious front end and lots of adjustability. Down at road level the Peugeot feels very good indeed, but it’s let down by a handful of things that should be simpler to get right. For example, the gearshift is rubbery, the steering is a little vague and the seats don’t hold you in position, all of which means you have to work unnaturally hard in order to tap into the brilliance of the engine and chassis. The hot hatch formula used to be a simple one: drop in a potent engine and fit stiffer springs. Today that approach just doesn’t cut it and most modern hot hatches feel as though they’ve had care and expertise heaped upon them. The Leon Cupra sits somewhere in the middle. It isn’t necessarily a half-baked hot hatch, but it never transcends its humdrum roots to feel like a brilliantly wellexecuted performance car. The way the front axle leaps up and down under load is perhaps the surest sign that the Seat isn’t a world-class hot hatch. By way of contrast, the Peugeot gets its power down much more cleanly. And whereas really effective hot hatchbacks seem to hunker down onto the road when driven quickly, the Cupra always floats above it. On a dry track, the Leon is so limited by its Pirelli P Zeroes that you simply don’t feel inclined to continue for lap after lap. All that happens is the car pushes into understeer on turn-in, then scrabbles for traction at the exit. The 308’s Michelin Pilot Super Sports feel much better on a circuit – although they are compromised on a damp surface. The Peugeot gets the nod over the Seat, then, but allowing it to progress into the final shootout, where it’ll go up against the very best hot hatches currently on sale, feels like throwing a lamb to the lions. DP
S EC O N D O P I N I O N This was the first time I’ve driven a 308 GTi in anger on a track, and I was pleased to find a few hidden depths. The way the soft-ish suspension rides kerbs is to be admired, and there’s much better handling agility and adjustability than the muted steering leads to you expect. MS
The Leon Cupra feels detached from the road when pushing on
308 GTI VS LEON CUPRA HOT HATCH MEGA-TEST
❝ The GTi has a tenacious front end and lots of adjustability ❞
Peugeot 308 GTi
Seat Leon Cupra
Fine chassis and engine Fast, but much less satisfying at the limit let down by poor than the competition steering and seats AAABC RATING AAAAC £29,840 Price £29,405 4 cyls, 1984cc, Engine 4 cyls, 1598cc, turbocharged, petrol turbocharged, petrol 296bhp at 5500-6200rpm 266bhp at 6000rpm Power 258lb ft at 1800-5500 243lb ft at 1900rpm Torque 6-spd manual 6-spd manual Gearbox 1395kg Kerb weight 1205kg 5.8sec (claimed) 6.0sec (claimed) 0-62mph 155mph 155mph Top speed 40.9mpg (combined) 47.0mpg (combined) Economy 158g/km, 28% CO2/tax band 139g/km, 26%
It takes time to get used to the 308’s small steering wheel
The Leon’s cabin remains wedded to its everyday roots 23 AUGUST 2017 AUTOCAR.CO.UK 47
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THE FINAL HOT-HATCH MEGA TEST
FI NAL S H OW D O
WN
Winner takes all
ime for the big showdown: the ultimate four-way hot hatchback slugfest. This is McGregor versus Mayweather – with Jet Li and ‘Stone Cold’ Steve Austin throwing boots, fists, random exploding objects and folding chairs from the wrong side of the ropes. Front-wheeldrivers line up against four-wheeldrivers; new vogue dual-clutch paddle-shift auto ’boxes against the tactile involvement of a manual; and two of the longest-established purveyors of the affordable performance hatchback against a couple with less pedigree, but no shortage of ambition. This is more of a cup final than an end-of-season top-four play-off. The cars contesting it – the Honda Civic Type R, Mercedes-AMG A45, Peugeot 308 GTi and Volkswagen Golf R – have only had to beat their
nearest rival to qualify. And although it’s interesting to wonder exactly how our line-up would be different if our judges had simply nominated their four highest-rated driver’s cars to go forwards, doing that would likely have made a final redundant. We’d already know who liked what, and how much. And there’s nothing like a bit of suspense, is there? And so, having mixed road and track testing throughout this year’s Britain’s Best Affordable Driver’s Car thus far, it’s time to head out onto the mountain roads of south Wales in the company of cars that have all won once already and earned the right to be considered afresh. And they’ll all get a proper chance at success, too. Lining up a 266bhp, £29,000 Peugeot against a 376bhp, £42,000 Mercedes-AMG and expecting a fair fight may seem naïve, but this isn’t a normal comparison. Our verdict will be all
about real-world driver appeal – and it’ll be balanced against a value-formoney judgement, as the verdict of any test with the word ‘affordable’ in its title must. Our old friend the law of diminishing marginal returns should actually make life toughest for the pricier cars in the running. Since you’ve already read about these cars once, there shouldn’t be much introducing left for me to do – except to remind you that a couple of these finalists that you think you know well have been updated or tweaked since the last time we wrote about them at length. The Peugeot has been in receipt of an exterior styling overhaul that has added a flash of colour and a slightly more aggressive glare to the front end, as well as a few new cabin appointments. For the Golf R, VW has laid on an extra 10bhp of power, 15lb ft of torque and an extra intermediate ratio for the car’s ◊
23 AUGUST 2017 AUTOCAR.CO.UK 49
USED ONES: EVEN M O R E A F F O R DA B L E Can’t stomach the new hot hatch bills? A used version of one of our four finalists could be the solution.
PEUG EOT 308 GTI From £16,000 It might sound a little tame in this company, but a used 308 GTi is worth considering simply for the value it offers. Go for the cheaper 250bhp derivative as you get only a slim acceleration advantage with the pricier 270bhp version. It’s generously equipped inside, too.
VO LKSWAG E N G O LF R From £19,000 The Golf R’s popularity as an allencompassing super-hatch means there are lots of reasonably priced used ones, which is really its trump card here. Optional sat-nav is rare, but with that fast-acting all-wheel drive, it is one of the most usable and quickest hot hatches.
H O N DA CIVI C T YPE R From £23,000 Striking? Certainly. Fast? You bet. Despite its 306bhp turbo engine, the FK2 Civic retained front-wheel drive, just like the FK8 in our main test. Its ride has all the delicacy of a brick to the face but the combination of that turbo punch and VTEC mean all is soon forgiven.
M E RCE D ES A45 AM G From £26,000 Shockingly expensive new, it still commands a premium over rivals as a used buy, but less so — and with all that power and four-wheel drive, it continues to dominate in the traffic light grand prix. In fact, given that it packs supercar performance into a five-door body, you might call it a bit of a bargain.
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∆ optional dual-clutch gearbox. The A45 appears in the same form in which it saw off the Audi TT RS and Ford Focus RS in a group test in late 2016 – although it looks even angrier than it did back then thanks to the various sharp-edged aerofoils of AMG’s aerodynamics package. And finally, there’s the Civic Type R, almost every nut, bolt and inch of which is interesting and new to the hot hatchback fold. I’d go so far as to say that the Honda is distractingly, disproportionately interesting. Whether you’re fascinated or repelled by the way it looks, you soon realise, after a long drive, that your reaction to those looks could end up being the least important factor in deciding how you feel about it. When I marched triumphantly back into what passes for a circuit office at the Llandow track and announced to everyone inside that the Audi RS3 Sportback I’d just driven had set the quickest lap time of the test (not to
mention that it had become the only car on test proven capable of 100mph from rest in less than 10sec) precisely nobody cared. Everybody expected the RS3 to be monstrously quick. And, at the time, everyone was engaged in animated, stunned, road Fast laps over, Saunders gets set for the enthusiastic conversation about a Type R they simply hadn’t dared hope could be this good. And so it’s with the Honda wind this way and that around the that we embark upon this final Rhondda Valley, it feels wide as the comparison: a car that was so stone walls around you suddenly much more adhesive, balanced, close in. You may also notice your communicative and absorbing on the outside front wheel thumping along circuit than anyone was expecting, the catseyes in the middle of the road and that continues in a similar vein more often than you’d like. And if, on the road, while also encountering like me, you instinctively like small some new obstacles and revealing a hot hatches and rank compactness as few fresh limitations. one of the things that brings people This new Civic is a big car. It back to this breed of performance has the grip, handling response car who have the means to buy faster and body control of a considerably and more exotic road cars, well, that smaller one and so disguises its size might trouble you a bit. very effectively on track. But on At least, it might trouble you for a the narrow, serpentine roads that bit, eventually. To begin with, you’ll
THE FINAL HOT-HATCH MEGA TEST
❝ On narrow, serpentine roads, the Civic Type R feels wide ❞
Final features two front-drive and two all-wheel-drive cars
Golf R’s ride has a sophistication that the Civic can’t match
be too busy working out how Honda’s engineers have distilled so much oldfashioned precision and tactility into these controls. How they can have made a modern turbocharged engine feel so dramatic and yet authentic with it, in the era of the dreaded ‘exhaust sound modulator’. And how the hot Civic can generally have come on so far as a road car in just one model generation. Pressed into the pit of your palm like the cool metallic handle of a carving knife, the Type R’s gearlever is lovely to the touch. It snicks positively through its gate in a short, taut, perfectly weighted action that is so singularly special as to make the shift quality of the 308 GTi’s sixspeed manual ’box seem limp, baggy and uninviting. Drive the Peugeot in isolation, of course, and you probably wouldn’t have much cause to complain about its gearbox. By the standards of most modern cars, it’s fine. It just takes a manual shift as supremely sweet as the Honda’s
to make you appreciate what you’ve been missing: that added dimension of driver control and mechanical engagement that a paddle-shift hot hatchback can never give you. And then there’s what happens when you’ve selected a fairly low gear in the Civic, the road ahead opens up a little and you reach for the carpet with the accelerator pedal. Although the Honda’s four-cylinder engine is the second most potent in our final four, what it gives up to the Mercedes-AMG would be enough to power a small supermini – and its lead over the VW on power is only paper thin. But you soon realise two key truths about the Honda: that it’s quite a lot quicker on the road than the stated engine outputs and performance claims lead you to believe; and that it also has more pace than you’ll ever really need, or be able to enjoy, on the road for very long. Not masses more – and certainly not the eye-widening surfeit of grunt of the A45, which is thrilling and ◊
The 308 is a good car to drive and it has price on its side
Two driven axles give the Golf and the A45 strong traction 23 AUGUST 2017 AUTOCAR.CO.UK 51
❝ Most roads are gobbled up in a blur of vigour and excitement in the Civic ❞
pervading, immaculately metered accuracy of the rest of the car’s controls make that stick out a bit. But once that instant of “I’ll have the foie gras, a pork pie and an Irn Bru” latency tency is overcome, the car lunges nges hard at the horizon and nd keeps working hard at ∆ worrying in almost equal measure. crank speeds where other fourBut there’s no doubt that whereas cylinder turbos wouldn’t. The the Mercedes-AMG goes farther surges of force the engine serves than it needs to in that respect and up on a planted throttle at 3500rpm the 308 GTi not quite far enough and 5000rpm are addictive, and (although the 308 has a particularly unless you’re on wet or very bumpy zesty way about it), both the Golf R roads, there’s plenty of traction and the Civic Type R hit the bullseye available under that pair of 20in where hot hatchback performance front wheels and extra-wide is concerned. These are both 245-section tyres. A wiggle of accessibly fast cars – but the Civic’s wheel fight occasionally presents engine has more genuine charisma if the surface under those tyres than the Golf’s. changes when you’re using full There’s a moment’s hesitation power, but it’s certainly not torque as you feed in the power in the steer and, as a constituent part of a Honda; enough, certainly, that if properly absorbing, physical driving you find turbo lag a particularly experience, it’s far from unwelcome. irksome phenomenon in a driver’s The weighty, direct wheel of car, this one may not be for you. the Honda is one you hold with Which isn’t to say the Civic is both hands. It’s heavier and more some kind of 1980s throwback; direct than any of the others and just that there are modern driver’s it offers greater feedback, too. By cars that respond more crisply to comparison, the Golf R’s steering the position of your right foot. The could be managed with a couple of
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digits for most of the time. The A45’s is a little heavier and more satisfying, and the Peugeot’s is a slightly overassisted, side-plate-sized object of criticism that we’ve run up against before. A hot hatchback’s steering should put you into such an intimate conversation with the front contact patches that you can almost feel the sidewalls flex and squidge with your fingertips. The Type R’s steering is excellent; both the A45’s and the Golf’s are very good; but the 308’s is poor, allowing you almost no feel at all for what’s a much better-balanced chassis than you might think. Ride sophistication is of almost equal importance in a great hot hatchback, I reckon, because on country roads, you have at least as many ruts and bumps to negotiate as bends. In this respect, the Honda is not quite our class hero. Nothing comparable rides an uneven B-road with the mastery of an adaptively damped Golf R, which has the compliance and chassis dexterity to smooth surface ridges away and filter out nasty imperfections quite brilliantly. But the body control, handling precision and sense of connectedness
that ride compromise leaves the Golf with are all farther off the standards set by the Honda than what separates the Honda from the Golf on ride. Select Comfort mode on the Civic’s drive selector and there’s a suppleness here that the previous Type R never even approached. On a really testing surface, it can feel as though Honda has yet to find the perfect tune for the car’s suspension: it is, perhaps, just a little bit too soft in Comfort, becoming ever so slightly wooden at times in Sport. But most roads are gobbled up in a blur of speed, grip, vigour and excitement in the Civic. Most corners are simply greater opportunities for line-enlivening, attitude-adjusting, smile-widening fun than is on offer in everyday circumstances in any of the other cars here. At the end of three days on road and track, our judges were unanimous: the Golf might have been objectively ‘better’ in the broadest sense, the A45 faster, the 308 GTi cheaper – but the Civic Type R had shown itself to be the champion driver’s car of them all. The most improved hot hatchback of 2017 is also the best. MS L
THE FINAL HOT-HATCH MEGA TEST A45 has a rapacious appetite for speed; Civic keeps it honest
Dan is told the keeptouching-it-to-winit contest was fake
W H AT ’ S Q U I C K E S T ?
H O T H AT C H R I VA L S T E S T E D F O R A C C E L E R AT I O N A N D L A P T I M E
Our satellite-verified performance numbers of these cars, carried out at Llandow circuit in South Wales, shine a spotlight in many of the places you expect them to. They confirm that if you want to give your hot hatchback a fighting chance at outand-out performance dominance in 2017, it has to be four-wheeldrive. The only car with one driven axle capable of 60mph from rest in less than 5.0sec was the BMW M140i — and the only front-driver capable of dipping under 6.0sec was the Honda Civic Type R. Oddly, launch control software was fitted to the four-wheel-drive Audi RS3 Sportback,
Mercedes-AMG A45, Ford Focus RS and VW Golf R and none of the others — when really the cars with only one driven axle would have benefited from it much more. Half of our cars simply ran out of room to post a 0-100mph time, which is why the chart looks incomplete. The most credit for a fast lap time goes to the Honda, which matched the considerably more powerful Ford despite a notable power disadvantage. The performance of the Seat Leon, meanwhile, was hampered by a slipping clutch apparent from the first lap of testing. A healthy Cupra ought to have out-accelerated the Peugeot at least.
Pit lane
4
W H AT ’ S FA S T E S T AT O U R S PE E D TR APS?
Start
Paddock
Bus Stop
5
1
Runway Straight Devil’s Elbow
Glue Pot
1
2
LLANDOW CIRCUIT
M140i 66.9mph A45 66.8mph Focus RS 66.4mph
Hangway Straight
2
3 1 Audi RS3 Sportback 2 Mercedes-AMG A45 3 Ford Focus RS FPM375 = Honda Civic Type R 5 BMW M140i auto 6 VW Golf R DSG 7 Peugeot 308 GTi 8 Seat Leon Cupra 300
0-30mph 1.6sec 1.8sec 1.8sec 2.6sec 2.2sec 1.9sec 2.7sec 2.8sec
0-60mph 3.9sec 4.3sec 4.9sec 5.9sec 4.8sec 4.6sec 6.2sec 6.5sec
Focus RS 43.0mph Golf R 41.2mph 308 GTi 40.9mph
0-100mph 9.7sec 10.7sec 11.2sec 11.4sec -
Lap time 48.0sec 48.2sec 48.5sec 48.5sec 48.7sec 49.5sec 50.3sec 50.6sec (slipping clutch)
3 Focus RS 54.8mph RS3 54.8mph Civic 53.9mph
4 M140i RS3 A45
106.6mph 106.5mph 105.9mph
5 Civic Leon A45
35.1mph 33.4mph 33.2mph
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Crowd watches to see if the Focus RS can make 400hp
You gotta roll with it
What’ll it do, mister? John Evans spends a morning at a rolling road to see how much power cars really make PHOTOGRAPHY WILL WILLIAMS aturday morning, 8.30: traditionally a time for sleeping off Friday night’s end-ofweek drinks or getting into town early before all of the parking spaces have gone. Not for Alex Brown. This particular Saturday morning, the patent attorney has taken his two toddlers for a treat to Surrey Rolling Road (SRR), a dynamometer facility in Farnborough, ostensibly to give his wife a break but really to discover how much power his 65,000-mile E92-generation BMW M3 is making at the tyres. “I took it for a couple of runs
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Charlie Wright (left) tells our man how SRR’s set-up works 54 AUTOCAR.CO.UK 23 AUGUST 2017
around the Nürburgring and it felt a little ‘off’ coming out of the corners,” he tells me. “So I’ve brought it to SRR, not because I think it’s down on power but because I think the fuelling might be out. On the previous occasions I was here with my old Porsche Boxster and E46 M3, I discovered just that. Charlie diagnosed faulty air mass sensors, which I then had replaced: problems fixed.” The ‘Charlie’ in question is Charlie Wright, owner of SRR. He is also the guy who sets up the rolling road system, does the power runs and breaks the news to customers regarding their cars’ power outputs. But enough of him; what’s Alex’s M3 making and what is its fuelling uelling like? We stand clear as Charlie’s assistant reverses Alex’s car onto the rolling road oad and straps it down. It’s t’s a 4WD Dyno Dynamics Rolling Road, a brakedtype ype dynamometer capable of handling up to 1200bhp, with an electro-magnetic retarder and a load cell for torque measurement. Algorithms in the software allow for transmission losses and ambient air pressure and temperature.
❝
Charlie puts the Jaguar XFR through its paces. The result: 580hp, compared with 500hp from the factory
❞
All secure, Charlie switches on the large fan ahead of the car. The fan provides the engine with sufficient air. He climbs aboard the M3 and goes through the power run. Alex’s eyes are trained on the display screen in the viewing area as his car’s power and torque lines rise and fall. The noise of the fan and bellowing engine add to the tension. Very soon, peak power pings onto the screen: 382.2hp. Alex seems happy with that. Charlie climbs out of the BMW and comes over. “M3s are pretty random,” he says. “The E92 version is usually anywhere between 380 and 400hp. It’s the fuelling that’s important, and yours looks good. No problems.” Alex hands over £40 (it’s SRR’s so-called ‘£40 Saturday’) and makes to leave. But rather than bundling his children into the M3 and driving
home to rejoin his wife on this sunny morning, he parks up and returns to enjoy the atmosphere, as more drivers arrive to test their cars. It’s a routine I see played out all morning, except by David, a customer who has eyes only for his 2013-reg Volkswagen Golf 1.2 TSI Bluemotion. It seems a curious motor to bring, I suggest. “The engine blew up recently and I had it repaired under warranty,” he says. “It’s the 105hp version but the power’s down and I’ve a suspicion the dealer may have fitted the 85hp version instead. After Dieselgate, anything’s possible…” Let’s find out. The Golf is put through its power run: 116.7hp. “It’s reassuring but I’m a little disappointed,” says David. “I was convinced there was a problem.” Can’t please everyone. Next up, Jamie Harris with his Jaguar XFR.
DYNAMOMETER TESTS INSIGHT HOW DOES A ROLLING R OA D W O R K? A dynamometer, or dyno, measures torque, force or power. There are various types of dyno but here we’re concerned with what’s called a chassis dyno that uses a roller in contact with the car’s driven wheels. There are different types of measurement systems but the most popular is the brake type, which uses an eddy current retarder to brake the roller and hold the car’s engine at a steady state of revs, or load. A load cell then measures the torque at the wheels and displays it in the form of a graph, either as torque or, since (torque multiplied by rpm) divided by 5252 = horsepower, in hp at the wheels. The dyno uses correction factors and algorithms to estimate transmission and tyre losses to give an estimated bhp figure at the flywheel. It also takes into account variations in atmospheric conditions.
“It feels really quick,” he tells me. “I want to know what it’s putting out.” Charlie puts the big saloon through its paces. The result: 580hp, compared with 510hp from the factory. “It’s definitely been remapped,” says Charlie. “Most standard Rs produce about 530hp.” Jamie says: “It’s got a standard supercharger pulley and exhaust. It’s an ex-Jaguar headquarters car. Maybe that explains it…” Next up, my favourite car of the morning: a Ford Mondeo 2.5 T, finished in understated green. Owner Matthew Grattan, an IT engineer, has fitted an upgraded intercooler, a group A open-cone filter and a 3.0in turbo-back exhaust to the rare five-cylinder motor. With that lot, he claims it made 243.5hp but he’s since had a JWR Stage 3 remap done. He’s hoping to see 300hp. It’s his lucky day. The power run shows it’s putting out 304.8hp at 5500rpm and 390lb ft at 3200rpm. “I’m happy with that!” says a delighted Matthew. It’s high fives all round as, this time, a Ford Focus RS Mk2 with a Revo Stage 4 conversion for a claimed 400hp is strapped to the roller. Robin, its owner, lets me join Charlie for the ride. The car’s power-draining ancillaries switched off, Charlie
begins the run. I put all thoughts of the mighty RS escaping its leash out of my mind as the five-pot motor soars to 381.9hp peak power. “It made 405hp last time,” says Robin. “I’m a bit disappointed.” Not so, Kevin, a 50-year-old panel beater, whose 2007-reg Volvo V50 T5 R is up next, the large crowd keen to see what this rarity can make. In standard trim, its five-cylinder engine should be producing 227hp, but this one has been remapped and
fitted with a larger intercooler, a panel filter and a 3.0in downpipe. “He’s the fastest person at the antiques fair,” jokes Charlie as he settles into the driver’s chair and fires up the engine. Smiles are quickly replaced by slack jaws as 268.8hp pings onto the display screen. “I’m pleased with that,” says Kevin, chuckling. “The T5’s a bit of a sleeper,” says Charlie, nodding. “Bit like its owners.” And so the morning rolls on
(remapped Golf R 391.7hp, Nissan Skyline R33 GTR 375.4hp, remapped BMW 320d xDrive 236.8hp and 370lb ft…). The biggest surprise of the morning? The absence of reversebaseball-cap drifters; instead, a procession of sensible blokes with proper motors, just curious to know what their cars are putting down. Should I put my 100,000-mile, 2006-reg Vauxhall Astra SXi Sport hatch on the dynamometer? Wouldn’t want to embarrass them, frankly. L
TT is reversed into position; fan (above left) gives engine air 23 AUGUST 2017 AUTOCAR.CO.UK 55
NEW KID ON THE BLOC
Thus far, the former communist state of Bulgaria has made little impact on the automotive world. Dan Prosser meets a man who wants to change all that with his 542bhp supercar 56 AUTOCAR.CO.UK 23 AUGUST 2017
BULGARIA’S FIRST SUPERCAR DRIVE ulgaria does not have a proud automotive heritage. In fact, there aren’t many countries on this continent that could be accused of having a more dire motoring history. The former communist state has been home to a handful of car factories over the years, mostly foreign-owned and almost always churning out miserable tin boxes and joyless utilitarian workhorses. Thanks to the enthusiasm and dedication of one man, however, Bulgaria now has a supercar company of its very own. Sin Cars, based in Ruse near to the Romanian border, is the brainchild of Rosen Daskalov. The company’s first road car, the R1 550, is a mid-engined, V8-powered arrowhead of a car that produces more power than a Porsche 911 GT3 RS. And the R1 550 isn’t even the really quick one. Forty-something Daskalov strides around the Sin Cars factory like a man with too much to do and too little time to do it. His phone never stops ringing. He thinks and talks fast, but when he gets on to describing his cars or telling tales of racing them, there’s a child-like enthusiasm and a boyish laugh. The facade of his sprawling facility in the north of Bulgaria is ultra-slick and modern – the factory doubles up as an official BMW service centre – but in the back, where the R1s are built, the place is rough and ready. “My father raced cars and as a child I raced karts for the Bulgarian national team,” says Daskalov. “I’ve spent my whole life in garages surrounded by cars.” He stopped competing when he left home to study engineering at university, and then went on to set up a workshop. His spare parts operation grew into a successful business, but having worked hard for many years to build his own little empire, Daskalov realised he missed racing. “I bought a kart in Germany the next day and started to race again,” he says. His passion had been reignited. Before long Daskalov found he ◊
B
The bespoke seats offer a near-perfect seating position
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Sin intends to build up to 30 examples of the R1 each year
COUNTING THE COST OF SIN SIN BOSS ROSEN Daskalov talks with disarming openness about how much money he’s invested into his car company and how much he’s worth. His Rolls-Royce Ghost sits outside and carries stickers that read ‘Sin Cars Shuttle’. “I’m not doing this to make profit,” he says. “I’ve already made my money – the parts business makes more than £900,000 a year. “To reach this point has cost me £7.3m. Most of that has gone on testing. Initially I wanted to build an affordable car, around
∆ had an urge to establish a sports car company of his own and, in 2012, Sin Cars was formed. The company was initially based in the UK, but a number of false starts and a parting of ways from a British business partner meant it would be several years before a car was delivered to a customer. Now based in Bulgaria, Sin Cars has built some 20 R1s, the company has a busy GT4 racing programme and it’s gearing up to produce as many as 30 cars each year. There are more powerful derivatives in the pipeline and other new models on the horizon, too. The R1 is based on a custom steel spaceframe chassis, constructed on site, with a heavily reworked Corvette LS7 crate engine mounted midships. The gearbox is a six-speed Graziano manual (although buyers can also specify a sequential ’box), while the in-board suspension features adjustable Ohlins dampers. The car uses a limited-slip differential, the brakes are supplied by AP Racing and the carbonfibre bodywork is all handmade at the factory. Daskalov styled the R1 himself. The 7-litre V8 isn’t simply lowered into the chassis untouched. Sin Cars replaces the pistons and bearings with higher spec items, adds drysump lubrication, a bespoke exhaust
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£55,000, with maybe £9000 profit on each car sold, but then I started making calculations… “The engine, for example, costs £10,000 before we modify it. The gearbox is more than £9000 and the wiring loom alone is £7000. For outside parts we pay £91,000 in total. Each car costs us around £136,500 to build. “Labour is very cheap here in Bulgaria, which is why the company is based here now. I pay £730 a month – that would buy just a week in the UK.”
and Motec management. The result is 542bhp, 472lb ft, 0-62mph in 3.5sec and 186mph flat out. Dry, the R1 weighs 1300kg. For buyers who want yet more performance, the supercharged R1 650 should tick the right boxes. Even with an asking price that equates to about £217,330, Daskalov says he has enough serious enquiries to see him through five years of production. He’s busy appointing dealers across the world and UK distributor Clayton Kingman is negotiating with sales outlets right now. The R1 is aimed at people who reckon Ferrari 488 GTBs are predictable, commonplace and just a little bit dull. The Bulgarian car’s exclusivity and extrovert styling are its key selling points. Beneath a blazing Eastern European sun, the R1 certainly has presence. The snug cabin is neatly trimmed in soft leather and the bespoke seats give a near-perfect, low-slung, reclined seating position. The switchgear, though, feels somewhat low-rent. After turning over a few times on the starter motor the big engine fires Work on the Sin R1 road car into throaty, rumbling began in 2012 life. On the move the
Carbonfibre air intake feeds the V8 unit
BULGARIA’S FIRST SUPERCAR DRIVE SIN R1 550 Aggressive and tricky at the limit, but Bulgaria’s first supercar is as engaging as they come RATING AAABC Price £217,330 (est) Engine V8, 7000cc, petrol Power 542bhp at 6300rpm Torque 472lb ft Gearbox 6-spd manual Kerb weight 1400kg (estimated) Top speed 186mph 0-62mph 3.5sec Economy na CO2/tax band na RIVALS Ferrari 488 GTB, McLaren 570S
car’s thundering V8 soundtrack is as authentic and as evocative as they come. The clutch pedal is quite weighty but the throttle very light, so it’s easy to pull away with an unnecessary burst of revs. The electrically assisted steering is very light, too, which means the R1 is no effort at all to manoeuvre (there are weightier steering modes). The opengated manual gearbox, meanwhile, requires a deliberate hand. With inconsistent springing between
❝ The key selling points are exclusivity and extrovert styling ❞
planes it’s disconcertingly easy to snag a gear other than the one you were aiming for. Daskalov prefers a softer chassis set-up, even for a track-focused car like the R1. Rather than jolting over bumps and staying flat in bends, the car feels relatively plush and it dips and leans in corners. The Michelin Pilot Sport Cup 2 tyres generate massive grip and traction, and the car’s balance is so aggressive that there’s almost no understeer in the chassis whatsoever. In fact, you can agitate the rear end just by turning in too aggressively. A more neutral balance with a smidgen of understeer and a stable rear end would make it easier to find the car’s limits with more confidence but, as it is, the R1 will carry as much speed into a bend as your nerves will permit. The R1 is thrilling and engaging. The manual transmission feels like a wonderful throwback and the brawny, thumping engine, which delivers massive straight line performance in third and fourth gears, is more characterful than a modern turbo unit could ever be. The Sin R1 is an imperfect but likeable supercar. And at long last, there’s a chapter in the story of Bulgaria and the automobile that you’ll actually want to read. L
OTHER BEASTS FROM THE EAST
Arrinera Hussarya Poland’s Arrinera Hussarya is a circa-£140,000 supercar powered by a supercharged GM LS3 engine. A GT4-racing version preceded the road-going car. Arrinera also plans a more exclusive Hussarya 33 model.
Tushek Renovatio T500 The £273,000 Renovatio T500 is a 444bhp, V8-engined supercar from Slovenia. It might not be the last word in sophisticated design or explosive pace, but we found it refreshingly different when we drove it.
Rimac Concept One Croatian hypercar maker Rimac’s Concept 0ne is an electric-powered, £676,000 hypercar with a 221mph top speed and 0-62mph acceleration in 2.6sec. The car was first revealed at the Frankfurt motor show in 2011.
Marussia B1 Better known as a backmarker in Formula 1, Marussia had its eyes set on supercar production. Almost 3000 B1s were planned, but only a handful were built before the road car company closed its doors in 2014.
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ROAD TEST No 5334
SMART FORFOUR Has Smart’s use of an electric powertrain brought us the perfect urban EV? MODEL TESTED ELECTRIC DRIVE PRIME PREMIUM
PHOTOGRAPHY WILL WILLIAMS
Price £16,915 Power 80bhp Torque 118lb ft 0-60mph 13.2sec 30-70mph in fourth na Fuel economy 323Wh/mile CO2 emissions 0g/km 70-0mph 48.3m
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he Government’s announcement of its timescale for the phasing out of new cars powered solely by normal combustion engines is likely to have changed a few people’s outlook on the electric vehicle. Until now, you might have considered EVs to be interesting if immature alternatives to ‘normal’ cars, entirely pointless irrelevances doomed to obscurity, or something in between. But now, with one eye on that 2040 deadline, you are unlikely to consider them unimportant. It’s a good time, then, to update ourselves on the pace of progress in
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the EV market – and to see how well a current electric powertrain can be deployed in a car serving a brief different from that of a typical fivedoor family hatchback, big-selling supermini, fast luxury saloon or SUV. The Smart Forfour Electric Drive is plainly intended to broaden the reach of the EV rather than necessarily transform its sales success – perhaps finally to be that perfect vehicular urbanite which zero-emissions technology always seemed fated to provide. Although it’s actually a fourth-generation electric Smart car, this is the first four-seat Smart EV and comes to market as part of a three-pronged assault alongside Electric Drive versions of the Smart Fortwo Coupé and Fortwo Cabriolet. Smart’s unswerving focus on urban mobility remains a defining strength for the brand, and it has been using electric powertrains to make its cars even better suited to city motoring since 2007. But this is the first time we’ve run the road test ruler over one of them – or, indeed, any version of the current Forfour. If a modern zero-emissions powertrain can already make for a better modern Smart car, it might not be too far away from the maturity needed for it to make all kinds of small cars better than their pistonengined equivalents. Time to find out just how big an ‘if ’ that is.
WE LIKE
ROAD TEST
Decent packaging from compact dimensions Affordable sub-£17k showroom price Swift, super-smooth in-town acceleration WE DON’T LIKE
Meagre battery range Limited and slow recharging options Clunky, compromised ride and handling
Halogen headlights come as standard. There’s no xenon or full-LED upgrade, perhaps because, if you spend your life in the city, Smart thinks you don’t need powerful headlights.
Yes, these are bonnet release catches — even though the engine is at the other end. Washer bottle, battery and other bits and bobs are hidden inside — but fitting the bonnet lid back on is fiddly.
Honeycomb radiator grille is unique to the Forfour Electric Drive equipped with the Design package. It’s quite stark against a white canvas, but less so if you have the panel in black, the other choice.
Design-package cars have body panels and wheels in white or black with the safety cell and door mirrors in Electric Green. There are seven other colours for the body and six for the safety cell.
Charging port is at the rear — our favoured place — but will admit only a Type 2 seven-pin socket for a maximum rate of 7kW. Three-phase AC fast charging will be added to the range later.
This side air intake isn’t styling garnish on a piston-engined Smart: it’s how the engine gets its cold air. On this electric version, it simply supplies cooling to the motor and power electronics.
This model has 15in alloys of mixed width, with skinny 165-section tyres up front. These optional 16s increase the rubber footprint at both axles.
These standard reflector-style rear lights can be upgraded to what Smart calls ‘semi-LED’ units as part of the £595 Premium Plus package.
DESIGN AND ENGINEERING
AAABC Daimler’s joint venture with Renault has split its Smart brand’s production base once again, the two-seat Fortwo Coupé and Cabriolet being built at its long-time factory in Hambach, Germany, but its four-seat Forfour being made in Renault’s Novo Mesto plant in Slovenia alongside the related Renault Twingo. Unlike its direct predecessor, though, the Forfour is ostensibly a stretched Fortwo. At just under 3.5m in length, it’s small even by city car standards – just as you’d hope a Smart would be – and because its front wheels are unencumbered by having an engine stuck in between them, it also has a 9.1m turning circle, which is a good 10% tighter than the average supermini’s. Where piston-engined Forfours are concerned, customers can choose between 70bhp 1.0-litre normally aspirated, 89bhp turbocharged 0.9-litre and 108bhp 0.9-litre turbo petrol engines – all of them cradled underneath the boot floor and driving the rear wheels. In this Electric Drive version, the space the petrol engine would otherwise ◊
Smart’s first EV was the two-seat model
23 AUGUST 2017 AUTOCAR.CO.UK 61
Sliding temperature control is one of the cabin’s few imaginative, upmarket flourishes. Hitting your desired setting first time can be tricky, but at least it looks nice.
Front passenger seat has a stretchy Velcro strap that is ideal for keeping your shopping bags from hitting the cabin floor under braking.
M U LT I M E D I A S YS T E M
AACCC Like the Renault Twingo, the Smart Forfour uses a Renault-sourced infotainment system that pre-dates the French maker’s latest portraitorientated R-Link 2 systems. It’s a 7.0in landscape-orientated touchscreen system with TomTombranded navigation, Bluetooth and MirrorLink smartphone compatibility but none of the other Apple or Android mirroring standards. The system’s responsiveness and general intuitive usability have come in for criticism on these pages before. Tasks that are commonly required
62 AUTOCAR.CO.UK 23 AUGUST 2017
and simple to achieve on other systems — such as turning off auto zoom or changing map orientation on the navigation system — require penetrating through several menu levels and some annoying scrolling. Mapping detail and resolution are poor and routes can take quite some time to plot, although you can input addresses via voice control. The audio system quality is only okay, and the omission of DAB radio as standard means you often resort to the car’s AM radio, the reception quality of which is also quite poor.
This exposed electrical harness, clearly visible in the passenger footwell, is an example of how perceived quality in the car could be improved.
ROAD TEST ∆ occupy is taken by an 80bhp, 118lb ft AC synchronous electric motor, which drives the rear wheels through reduction gearing. The motor draws its power from a lithium ion drive battery housed under the cabin floor, with 17.6kWh of storage in all. That’s slightly less than you get in a Volkswagen e-Up and quite a lot less than you get in the base-level Renault Zoe. Range is claimed to be 95 miles on the notoriously unreliable NEDC driving cycle test – not exactly stellar by EV standards. Then again, if any kind of electric car can carry off a limited battery range, it’ll be an urban specialist like a Smart. Suspension – overhauled significantly for the launch of the current Fortwo and Forfour – is via front MacPherson struts and a rigid rear axle that is similar in concept to a torsion beam set-up but tailored to suit the Smart’s particular packaging and its need to accommodate rear-wheel drive. Coil springs are standard. As standard, the car comes on 15in alloy wheels of mixed rim widths, although our test car came on optional, wider 16s. The published kerb weight for the Forfour Electric Drive is 1200kg on the nose, making the car 225kg heavier than the equivalent 1.0-litre Forfour but marginally lighter than the e-Up. It is still unquestionably
a very heavy city car, then, but not exceptionally so.
INTERIOR
AAABC The location of the original Smart car’s engine, immediately over the rear wheels, allowed a cabin big enough for two adults and a surprisingly usable boot to sit atop a wheelbase of well under 1.9m. Add another 800mm of wheelbase length and a second row of seats to that and you get a much more usable fourseater than many would imagine – albeit one still deliberately pitched on the compact size of the most compact new car class in Europe. Most larger adults will find adequate space for a comfortable driving position, although it’s necessarily a fairly perched one. The steering column is fixed, but there’s a generous amount of head room up front and a driver’s seat that adjusts vertically as well as longitudinally and for backrest angle. Some drivers will find the analogue speedometer is obscured by the steering wheel if they sit as high as they’d ideally like to, so the lowest, most straight-legged sitting position possible is usually the best one to adopt. And although that kind of driving position must have a knock-on effect on available second-row passenger ◊
Driver’s seat has base-height adjustment, so although the column’s fixed and the wheel rim obscures the speedo at times, you’ll likely find a position that suits you.
mm
ax
0
109
185975 litres
67 0
m mm
1554mm
1000m m
0.32
870m m
max
HOW BIG IS IT?
Typical leg room 670mm Kerb weight: 1200kg 2494mm
528mm
473mm
3495mm
VISIBILITY Tall, upright glasshouse is very easy to see out of, although over-the-shoulder and rear visibility aren’t as good as you might think. irc Turning c le: 9.1m
HEADLIGHTS
Individual rear seats have cushions that flip over to make a more convenient carrying space. High floor makes life a bit uncomfortable, but leg room is decent.
Halogens and LED daytime running lights are standard. We had no opportunity to test the headlights.
80mm
1467mm
125mm
Width 850-1060mm
Centre
W H E E L A N D P E DA L ALIGNMENT 1429mm
1665mm
Pedal box doesn’t feel as tight as you might expect and the brake and accelerator have plenty of space to breathe. Absence of a footrest for your left peg is slightly annoying.
Height 330-630mm Length 580-1330mm
The 50/50 split-folding seatbacks go completely flat and there’s no loading lip to speak of. Outright boot space is a bit shallow but competitive on length and width.
23 AUGUST 2017 AUTOCAR.CO.UK 63
∆ space in a car this small, what it leaves is actually a pair of pleasingly full-sized individual back seats. The seat cushions are short and the cabin floor high (which leaves your thighs floating slightly awkwardly in midair when you’re sitting back there) but there’s just about enough space for modest-sized adults and growing teenagers on short trips. Head room back there is a bit mean by class standards, but the Forfour actually offers more typical rear leg room than a Vauxhall Viva. Smart’s apparent standard on material finish and perceived quality is less commendable. You might imagine a premium-priced city car would impress on this, but the Forfour’s classier features (heater controls, stylised air vents) are easily outnumbered by the number of areas where the interior looks and feels cheap. Too many of the cabin plastics are hard and plain, an exposed wiring harness is visible in the passenger footwell and screwheads are on show here and there – all of which promotes a more low-rent ambience than is befitting.
PERFORMANCE
AAACC The Forfour Electric Drive’s powertrain gives it relatively strong and typically smooth performance where it really needs it. It doesn’t match bigger and more expensive battery cars for outright torque or easy acceleration, and among the rivals offering markedly more instant pulling power is the e-Up. Still, there is a decent turn of speed here, more than you’ll find in some city cars, up to the kind of pace that you’d imagine city cars will see only rarely. The 13.2sec the Forfour needs to hit 60mph from rest is almost 4.5sec less than was required by the related 1.0-litre Twingo we tested in 2014, and the electric Smart beats its petrol-powered cousin by a similar margin from 30-70mph. The 1.0-litre Viva is narrowly quicker than the Smart over both measures, though. That’s hardly a surprise, because, from the Forfour’s driver’s seat and beyond about 50mph at least, you wouldn’t say the car felt swift. When straining along a motorway slip
road or pulling out to overtake above 60mph, the Smart is quite plainly slow and feels almost vulnerably so at times. Up to 40mph, though, it is quite punchy – quicker than that petrol-powered 1.0 Viva – and feels fleet and responsive enough to outsprint most city traffic. Coasting and regenerative braking could be handled better. The Forfour features a radar-guided battery energy regeneration system. In normal operating mode, it should coast when you lift the accelerator pedal and the road ahead of you is clear, but when there’s traffic ahead, it should automatically regenerate down to the prevailing speed of the car in front. In practice, the system doesn’t work brilliantly and can make the Smart’s off-throttle behaviour unpredictable. Select Eco mode and the radar trickery is disabled, allegedly giving you maximum battery regeneration as soon as you lift but also leaving the brake pedal inconsistent in its feel and its progressiveness. All things considered, the business of interacting with an electric
powertrain, and of getting the best efficiency out of it, isn’t made as easy in this car as it is in other EVs.
RIDE AND HANDLING
AACCC Smart cars stack a tall, upright cabin on top of a chassis that’s short in the wheelbase, narrow in its track widths and necessarily quite crude in places – hence some obvious compromises in the way these cars have gone down the road for the past two decades. Even here, with the longer wheelbase of the four-seater and a handy lowering of the centre of gravity brought about by the battery positioning, you can’t miss the dynamic quirks and shortcomings. The steering is unusually lowgeared and light at the rim. It’s that way as a gesture to make the car easy to manoeuvre around junctions and into tight spaces – but the Forfour doesn’t always feel that way because of the amount of arm twirling needed to make your way around a multistorey car park or in and out of a parking space. That 9.1m turning circle is certainly handy at parking
T R AC K N O T E S A battery that empties its charge at an alarming rate is just one more reason you’d be unlikely to drive a Forfour quickly by choice. Grip and handling in extremis are just about good enough to count as competent, though, and the car relies on a well-tuned stability control system that is always on and keeps a lid on throttle-on understeer without feeling like it’s intervening much. You can carve a fairly fast line through a corner and still make the apex, at least on the optional 16in rims of our test car, which can be imagined to have better grip levels than standard. Come back onto the accelerator on the way out and the traction and stability controls are very proactive, so it’s easy to drive up to the car’s dynamic limits — as meek as they may be. Deliberately unload the rear axle mid-corner with weight transfer and the stability control chimes in more abruptly but ultimately does its job.
Picking up the apex of T4 means doing a lot with the steering, although body roll isn’t that pronounced. ESP prevents throttle-on understeer on the exit.
T2
T4 T3 T6 T1
Rear suspension doesn’t deal with transmission bumps around T1 at all well, allowing the rear tyres to skip and stability to be affected. Vertical body movement isn’t quite as well reined in as lateral roll through compressions after T4 and before T7. There’s plenty of pitch and squat here.
T7
T5
FINISH
START
AC C E L E R AT I O N Smart Forfour Electric Drive (19deg C, dry) Standing quarter mile 19.4sec at 70.8mph, standing km 36.3sec at 82.6mph, 30-70mph 14.5sec, 30-70mph in fourth na 30mph
40mph
50mph
60mph
70mph
80mph
4.3s
6.3s
9.2s
13.2s
18.8s
26.9s
0
10s
20s
Vauxhall Viva 1.0 SE (2015, 12deg C, dry) Standing quarter mile 19.4sec at 71.8mph, standing km 35.8sec at 88.6mph, 30-70mph 14.1sec, 30-70mph in fourth 24.6sec 30mph
40mph
50mph
60mph
70mph
80mph
4.3s
6.4s
8.9s
13.0s
18.4s
24.6s
0
10s
20s
B R A K I N G 60-0mph: 2.86sec Smart Forfour Electric Drive (19deg C, dry) 30mph-0
50mph-0
70mph-0
8.9m
24.9m
48.3m
0
10m
20m
30m
40m
Vauxhall Viva 1.0 SE (2015, 12deg C, dry) 30mph-0
50mph-0
70mph-0
9.0m
24.8m
48.6m
0
64 AUTOCAR.CO.UK 23 AUGUST 2017
10m
20m
30m
40m
ROAD TEST
❝ Up to 40mph, it feels fleet enough to outsprint most city traffic ❞
time but doesn’t seem a massive improvement on what most city cars need when it comes to it. If anything, the car feels slightly less wieldy than the class average. At higher speeds, meanwhile, you begin to feel the effect of the Smart’s rearward weight distribution: the stability-biased geometry settings of its chassis and the unsprung mass and coarseness of that rear axle. While the extra weight of the Forfour Electric Drive’s battery does seem to add a note of calm to the car’s ride compared with that of other Forfours we’ve tested, it remains restless and unsettled over larger intrusions and noisy and abrupt over smaller, sharper ones. Handling response is below par, too, with grip balanced in such a way as to keep the weight-bearing rear wheels from ever being overloaded with grip. Lateral body control is actually a good deal better than you’d expect it to be, and the car’s electronic stability control is tuned for subtle, almost imperceptible intrusions as the car starts to understeer – which it does only when you begin to push quite hard. And yet you can’t help but conclude that the Forfour’s hold on the tarmac is notably more slight than that of most city cars – although its stability is never really in question.
BUYING AND OWNING
AACCC On the face of it, the Forfour Electric Drive does seem to add to the choice available at the most affordable end
of the electric car market – and its sub-£17,000 asking price (after the £4500 government ULEV grant) is worthy of some recognition. But that showroom price plays against residual values that are still very poor for battery cars across the board and continue to make a mockery of the idea of an affordable EV for most buyers. Smart’s own introductory PCP deal on the car puts it at £269 a month over three years after a £2000 deposit, and although there’s no battery lease to worry about here, you could still get into a facelifted e-Golf for the same outlay. A 41kWh Zoe is cheaper, even accounting for £59 a month to lease the battery. Our testing shone a harsh light on the Smart’s 95-mile claimed battery range. The best range we could produce was 68 miles by employing a gentle touring driving style. That’s poor by current EV class standards, and dropping to about 50 miles when you’re not so careful could be hard to tolerate even for drivers who never stray beyond the city limits. Smart’s initial lack of provision for fast charging of this car is also disappointing. Our Forfour test car could charge at 7kW AC only and would have needed 90 minutes on a typical 32-amp motorway services charger to be taken from empty to full. Smart is planning to introduce three-phase AC charging as an option later this year, but the infrastructure necessary to make that work on a longer trip must be expected to be sparse at best. ◊
Lateral body movements are fairly well contained and the car remains stable in corners, often thanks to electronic intervention, but keen drivers have little to enjoy.
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DATA L O G SMART FORFOUR ELECTRIC DRIVE PRIME PREMIUM On-the-road price Price as tested Value after 3yrs/36k miles Contract hire pcm Cost per mile Insurance/typical quote
£16,915* £18,005* £5850 £400 45 pence 11E/£417
17.6kWh
EQUIPMENT CHECKLIST Halogen headlights, LED DRLs Two charging cables (three-pin, Mennekes Type 2) Black leather upholstery 7.0in infotainment with MirrorLink smartphone mirroring, Bluetooth, USB and aux in, Smart control app Panoramic roof Heated front seats Parking sensors, rear Cruise control Electric Drive Design package (including two-tone paintwork, 16in painted alloy wheels) Winter package (including heated steering wheel, enhanced interior insulation, heated rear seats) Options in bold fitted to test car = Standard
T E C H N I C A L L AYO U T
£495
R A N G E AT A G L A N C E ENGINES 1.0 Pure 0.9T Passion Electric Drive 0.9T Brabus
POWER 70bhp 89bhp 80bhp 108bhp
FROM £10,490 £12,460 £16,915* £17,080
ENGINE
C H A S S I S & B O DY
Installation
Construction Weight/as tested Drag coefficient Wheels
AC synchronous, 3-phase electric motor, rear-mounted Drive battery Lithium ion, 17.6kWh Total system power 80bhp Total system torque 118lb ft Power to weight 66bhp per tonne Torque to weight 98lb ft per tonne
Tyres
Spare
Steel monocoque 1200kg/na 0.32 6.0Jx16in (f), 6.5Jx16in (r) 185/50 R16 (f), 205/45 R16 (r), Continental ContiEcoContact5 Mobility kit
TRANSMISSIONS
TRANSMISSION
Single-speed automatic
Type Direct drive reduction gearing Final drive ratio 9.34:1
*Prices quoted include £4500 ULEV government discount
ECONOMY TEST
Track Touring Average
CLAIMED
Combined 211Wh/mile Claimed range 95 miles
471Wh/mile 260Wh/mile 323Wh/mile
Battery size 17.6kWh Test range 54 miles
25
Volkswagen e-Up
20
Smart Forfour Electric Drive
15
Renault Zoe 10 5 0 New
1 year
2 years
3 years
4 years
Painful, no matter how you look at it, but the Smart edges out the VW e-Up and comfortably beats Renault’s Zoe.
BRAKES
SAFET Y
Front MacPherson struts, coil springs, anti-roll bar Rear Rigid axle, coil springs
Front Rear Anti-lock
STEERING
CABIN NOISE
ABS, ESP, Active Brake Assist, Collision Warning with autonomous braking Euro NCAP crash rating 4 stars (2014, 1.0) Adult occupant 78%, child occupant 77%, pedestrian 65%, safety assist 56%
Type Electromechanical, rack and pinion Turns lock to lock 3.7 Turning circle 9.1m
Idle na Max rpm 76dB 30mph 62dB 50mph 68dB 70mph 70dB
E M I S S I O N S & TA X
ACCELERATION IN GEAR
MPH 0-30 0-40 0-50 0-60 0-70 0-80 0-90 0-100 0-110 0-120 0-130 0-140 0-150 0-160
MPH 20-40 30-50 40-60 50-70 60-80 70-90 80-100 90-110 100-120 110-130 120-140 130-150 140-160
259mm ventilated discs 229mm solid drums Standard, with brake assist
CO2 emissions Tax at 20/40% pcm
0g/km £32/£64
TIME (sec) 3.6 5.0 7.2 10.6 15.9 -
THE SMALL PRINT Power-to-weight and torque-to-weight figures are calculated using manufacturer’s claimed kerb weight. © 2017, Haymarket Media Group Ltd. Test results may not be reproduced without editor’s written permission. For information on the Forfour, contact Smart Customer Services, Delaware Drive, Tongwell, Milton Keynes, MK15 8BA (0333 222 0600, uk.smart.com). Cost-per-mile figures calculated over three years/36,000 miles, including depreciation and maintenance but not insurance; Lex Autolease (0800 389 3690). Insurance quote covers 35-year-old professional male with clean licence and full no-claims bonus living in Swindon; quote from Liverpool Victoria (0800 066 5161, lv.com). Contract hire figure based on a three-year lease/36,000-mile contract including maintenance; Wessex Fleet Solutions (01722 322888).
66 AUTOCAR.CO.UK 23 AUGUST 2017
30
SUSPENSION
AC C E L E R AT I O N TIME (sec) 4.3 6.3 9.2 13.2 18.8 26.9 -
R E S I D UA L S
Value (£1000s)
£595
Smart’s mechanical platform, developed with alliance partner Renault and shared with the current Twingo, allows for a cabin-forwards profile, a rear-mounted engine and rear-wheel drive. Lithium ion drive battery is carried where the fuel tank would otherwise be, under the cabin floor. Suspension is independent up front and via a rigid axle, similar in concept to a torsion beam, at the rear.
R OA D T E S T N o 533 4
Read all of our road tests autocar.co.uk
ROAD TEST
VERDICT
SMART FORFOUR ELECTRIC DRIVE
TESTERS’ NOTES
Underwhelming electric makeover fails to improve a troubled city car
AABCC he electric car’s cause has been advanced a long way over the past few years by some innovative, desirable and genuinely usable cars, such as the BMW i3, Volkswagen e-Golf and latest Renault Zoe. But regrettably, the Forfour Electric Drive isn’t a car to rank alongside those trailblazers. Its ambitions and capacities are clearly limited by its size and price; but even taking clear account of that, this car is a world away from the perfect downsized urban EV we’d hoped it might be. The reasons for this are many – and lots of them aren’t particular to the electrically propelled version of the Forfour. The car’s ride and handling are plainly flawed even by city car standards, while its cabin is quite spacious but isn’t finished or equipped to a standard commensurate with its price, and its performance, although respectable, lacks the energetic thrust we’ve come to expect from the modern electric breed. Combine all that with less than convincing cost-of-ownership and usability arguments and you end up struggling to find a really good reason to recommend this car.
T
*Prices quoted include £4500 ULEV government discount
R OA D T E S T R I VA L S
1
RENAULT ZOE i-EXPRESSION NAV £19,845* Cost-effective route to owning an EV. Usable, affordable, with 160 miles of real-world range. AAAAC
2
3
NISSAN LEAF VISIA 24KWH £21,680* It’s on the eve of replacement but still beats most rivals for range, space, value and fast-charge access. AAABC
VOLKSWAGEN e-UP £20,780* Volkswagen doesn’t give you much car for your money — but it does give more pace and range than Smart. AAACC
4
SMART FORFOUR ELECTRIC DRIVE PRIME PREMIUM £16,915* Price might appeal to some, but limited range and mannered drive are hard to recommend. AABCC
V E R D I C T S O N E V E RY N E W C A R , P 82
5
PEUGEOT iON £15,995* Based on an eight-year-old Mitsubishi but still cheaper and broadly as good as the Smart. It also fast-charges. AABCC
MATT SAUNDERS Every time you unlock the car, the ECU automatically terminates any charging session that’s going on — annoying when you’re only halfway through a 45-minute packagepriced charge and the provider stings you for £3 every time you connect. NIC CACKETT Our test car’s two Readyspace rear seats had cushions that flip over so you can carry bikes and the like, with a removable storage box in between. I didn’t like the storage box much, but I could see a use for the seats.
S P E C A DV I C E Ignore the Design and Winter packages, but have the £595 Premium Plus package (centre armrest, reversing camera etc) and add DAB radio (£195) and Smart’s alarm upgrade (£150).
JOBS FOR T H E FAC E L I F T Lift the perceived quality of the interior by a couple of notches. Keep refining the ride and handling. More torque and battery range are needed. Fit a pragmatic fast-charging solution.
23 AUGUST 2017 AUTOCAR.CO.UK 67
YO U R V I E WS WRITE TO
autocar@haymarket.com Handcart departing, next stop hell
LETTER OF THE WEEK
I read often that the National Grid is close to capacity. So what happens when millions of us plug our electric cars into the National Grid? Meltdown is the answer. Diesel lorries and buses are a bigger problem than cars in the UK when it comes to pollution, and electrification of many railway lines has just been shelved to pay for HS2, which will benefit 0.01% of us while destroying countless homes, wildlife areas and places of interest. Twenty minutes quicker from London to Birmingham? Arrange your meeting 20 minutes later or get out of bed half an hour sooner.
Are cars like this too wide for the UK? IMAGE
Across the Sahara by Velar
Ian Neal Via email
Gerry can — or can he?
Gerry McGovern’s design for the Range Rover Velar is flawless – drop-dead gorgeous from every angle. But can this be the same design boss who signed off the new Land Rover Discovery, with its hippo-proportioned rear end, eyejarring, off-centre numberplate and awkward top-heavy stance? I loved my Disco 4, but couldn’t give the new one house room. Nick Dawson Marlow, Bucks
My perfect car
In the past five years I have struggled to find the right balance that Matt Prior seems to refer to in his summary of the magic ingredient missing in the Range Rover Velar (First Drives, 26 July) This much is evident from my last few purchases: Audi R8 (used) to Porsche Cayenne (used) to Porsche Macan S (new) to Mercedes-Benz SL500 (used) and then back to a Macan GTS (new). I like practical, powerful and well-built cars. Then I drove 200 miles in the Macan GTS to take a test drive in a used car that, within minutes, made me laugh out loud on overrun. This car makes the Macan GTS seem like an SUV around corners, leaves it for dead everywhere else, is beautifully
Horses for courses
Jim Holder stated McLaren will use its Formula 1 know-how to take a lead in active aerodynamics with the P15 hypercar (News, 26 July). Maybe, but I’m sure Jim is already aware that rag active aero is currently banned in F1, bar the drag ystem (DRS). F1 aerodynamicists focu focus reduction system more on maximising downforce while minimising drag using static(ish) elements. F1 cars, unlike their road-going cousins, generate the majority of their downforce (60%) via the floor (venturi effect) and rear diffuser (Bernoulli’s principle) – both ‘passive’ elements. The same is true for closed-wheel formulae with the use of front splitters (Bernoulli, again) rather than F1-style front wings. Road cars, by contrast, rely much more on the use of wings to create downforce partly due to their increased ride height – too high for a meaningful venturi influence. It’s why any talk of ‘a race car for the road’ is pure fantasy, unless you only drive on circuits that is… Mike Spencer Via email
built and roomier and, to my eye at least, looks great. I made in a heartbeat a straight swap of my Macan GTS for the twoyear-old car now on my driveway, which I feel at last ticks all of my boxes. It’s an Audi RS6. So how about another group test of new versus used fast SUVs against fast estates? Let’s see, when compared back to back, if the kings of the performance SUV world are still wearing their clothes. Phil Hawkins Reigate, Surrey
They’re wide of the mark
Audi’s RS6 is the do-it-all car for Phil 68 AUTOCAR.CO.UK 23 AUGUST 2017
WIN
Letter of the week wins this ValetPRO exterior protection and maintenance kit worth £58.95
I live only 30 miles from the centre of London, in the Surrey Hills. Most of the local roads I use are not very wide and will remain so. Consequently,
I live in fear of meeting drivers of large cars who don’t know, or can’t manage, the width of their vehicles. Neither of our family cars (Subaru estate, Audi hatchback) is wider than 1.8m, for good reason, but both have plenty of room in them for their purpose, so I despair at the increasing and unnecessary width of new cars, especially SUVs, such as all Range Rovers, which are nearly 2m wide. You include the width of cars in your full road tests and occasionally mention it in the text if excessive, but you should also include this number in your brief tests and first drives, and perhaps criticise manufacturers for this relentless trend to make each new car wider than its predecessor. Andrew Armstrong Via email
I see Land Rover has found a ‘Velar’ label to put on YVB 163H, one of the original Velar prototypes from 19671970 (First Drives, 26 July). It was seen a few years ago at Eastnor as a Range Rover and has been spruced up internally for recent events. When I bought MA3 – short for Management Assessment vehicle 3 – off the company in 1973, the logbook showed it as a Velar, registered YVB 173H. The same year found it pounding the Mauritanian Empty Quarter’s most evil sand dunes recceing for the 1975 Joint Service West East Sahara Expedition. The roof panel was removed to accommodate a sun compass. Additional navigation used astro fixes (there was no GPS in those days). It towed 12 cans of fuel in a 0.75-ton ex-army trailer. In 1978, it took me on an extremely hairy solo south-north Sahara crossing from Timbuktu to Reggan, entertaining me en route from Dakar with a fatigue-failed track rod, electric fuel pump failure, dodgy handbrake and leaking clutch master cylinder. This was one of three Sahara jaunts it survived (just!), two of which were solo. It was a superb dual-purpose vehicle. Matt Saunders’ comment about the
Tom’s Velar, bought in 1973, crossed the Sahara three times
LETTERS Velar’s body roll highlights the early Range Rover’s absence of anti-roll bars, which gave it outstanding axle articulation, traction and off-road ability. Its very lightweight and gutsy V8 gave it an exceptional power to-weight ratio for scampering up dunes – so long as it didn’t have a trailer on the back!
G R E AT R E A S O N S T O B U Y
NEXT WEEK’S ISSUE O N S A L E 3 0 AU G U S T
Tom Sheppard Hitchin, Herts
FIVE- CAR TEST
Electric’s higher hire charge
So Renault charges 11 pence per mile to rent its Zoe electric car battery (or more if you do not use all your miles). Then you have to pay to recharge it. Over the past 34,805 miles, my Mini First has averaged 47.24mpg. That equates to an average cost per mile of 11.29 pence since the car was new in 2013. David Pickard Via email
More on driving, less on gizmos
I doubtless fit the grumpy old man label but why do so many of your reviews focus so much on the dreaded ‘infotainment’? For example, your Nissan Micra review (Our Cars, 26 July ) says nothing about what the car is like to drive or live with but describes at length its radio etc? I buy the magazine because of the title. If I want to know about ‘audio packs’, I can buy What Hi-Fi?. David Staveley Via email
The updates on our long-term fleet are intended to cover many different facets of a car over several reports, David. So although the Micra’s driving capability wasn’t covered off in this report, rest assured it will be in a future one – MB
Signing off in style: five heroes, one epic road trip
One last blast in great cars that are soon to depart: Vauxhall VXR8, Bentley Conti GT, Aston Vantage, Fiesta ST and Mégane RS R OA D T E S T
I NTERVI EW
Range Rover Velar
Ginetta’s Lawrence Tomlinson
No economy drive
The Fiat 500 in your drive around the North Coast 500 (‘500 by 500’, 26 July) achieved only 38.9mpg as opposed to the 60.1mpg official figure. I may be wrong, but I’m guessing you didn’t get that average on the roads you used while hitting 6100rpm on occasions. But as long as fun was had, that’ll do nicely. Simon Grice Sheffield
The verdict you’ve been waiting for: how the new Velar stacks up
The man behind an extraordinary road and race empire in Yorkshire
EVERY WEEK FIRST DRIVE
NEWS
USED BUYING GUIDE
Lexus LC 500
Volkswagen T-Roc
Honda NSX
Premium coupé holds the promise of exciting handling. We rate it
Covers come off crucial Nissan Qashqai rival. We tell you all you need to know
How to buy the original Honda supercar for Civic Type R money
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O U R CA RS F E AT U R E D T H I S W E E K
ALFA ROMEO GIULIA
AUDI S5 CABRIOLET
HONDA CIVIC
MERCEDES E-CLASS ESTATE
RENAULT SCENIC
SUZUKI IGNIS
FIRST REPORT
MERCEDES E-CLASS ESTATE
It could be all the estate car you’ll ever want — or it could be overkill. Let’s see which WHY WE ’ R E RU N N I N G IT To find out how well this high-tech exec blends luxury and sporting traits in a practical body
he four-wheel-drive system binds mildly on full lock. The car’s sat-nav system disappears and only uses your phone’s navigation if you’re using Apple CarPlay. And that, friends, is the sum total of things I so far don’t like about the Mercedes-Benz E220d 4Matic AMG Line Estate. This is unusual. Oh, sure, there are things I’ve excused in other longterm test cars. Things that you think “well, that’s a bit annoying, but I can see why they’ve done it, and it doesn’t bother me that much”, and you let it go. But in the E-Class? Well, it’s just
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polished to the extent that there are very few blemishes. Unusual, then, but it probably shouldn’t be a surprise. The latest E-Class is pretty new to the executive car class and joined it at a time when said class has never been more competitive. Even the Audi A6 Avant, grey of beard though it is, is still likeable for its dim but solid interior. The latest-generation Volvo V90 is more likeable still – predominantly for its un-dim and still solid interior – plus there’s a new BMW 5 Series, too. The quantities that these cars sell in – much larger than cars in the luxury class above them – mean their makers tend to throw the whole lot at them. I doubt there’s a class of car in the world where more is at stake. For this E-Class, then, Mercedes reverted to tradition. The E has been
at times – at most times – solid, dependable, comfortable. Kinda like you’d want your house to be: just there, where it was, when you left it, not tiring to sit in, so that it’s as easy to get out of it as it was to get into it several hours previously. The new E does that. Oh, yeah, does the new E ever do that. The seats: big, supportive, comfortable. The driving position: big, adjustable, with an easyreaching wheel. This car has (as an option) electric chairs, and you can tell who some of the buyers will be from the fact that I can push a button to adjust the front passenger seat from my driving position; to give, say, a paying rear passenger more leg room. It has infotainment, too. It has infotainment coming out of its ears.
The all-singing, all-dancing displays for this are also optional – there are a lot of options for it to feel über-swish, unfortunately – but if you spec them, this feels every inch a junior S-Class. The controls are sensible. There’s no touchscreen, which is fine, and there are two large control pads on the transmission tunnel. Usually, that would take up precious space that you’d want for cupholders and such, but the E-Class’s gearlever is on a column stalk, thus allowing the turnable, pressable knob, plus the multi-function pad above it – you can write on it, or you can press it – the space they need to work. And if you’re looking at that pad and thinking that you might press it inadvertently if you rest your wrist on it, you’re having the same thoughts that Mercedes’ engineers did. If you push it with
All four wheels are driven by a 191bhp 2.0-litre diesel engine
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In the right spec, this generation of E-Class feels every inch a junior S-Class ❞
Our car’s tech-laden spec includes a 360deg camera for an additional £395
SECOND OPINION As a videographer, I’m always getting my ear twisted by the road testers about carrying too much kit. For a recent shoot in Snowdonia, I packed cameras, tripods, sliders, a jib… you get the point. Anyway, I didn’t even need to fold the E220d’s rear seats. Maybe I should buy a drone. MM
its own navigation system and only opens Apple Maps, which I don’t use. Perhaps there’s a way around it, but the internet suggests not. Still, small gripe. Oh, yes, that other one. This Mercedes is a E220d 4Matic, which means it has a 191bhp 2.0-litre diesel that drives all four wheels (with a 45:55 front-to-rear power split) through a nine-speed automatic gearbox. Truth be told, most of the It’s a comfortable and time, you wouldn’t know it easy car in which to was four-wheel drive at all. drive long distances It just drives smoothly and elegantly and with the your wrist, nothing happens. Two kind of soft ride that an E-Class fingers, three, four, a clenched fist: should have. nothing happens. But press on it with And if you weren’t paying one diddy finger, when you want attention, you wouldn’t notice the to do something, and it responds. binding of the four-wheel-drive Perhaps witchcraft is at work. system on full lock, which is only Anyway, here lies one of my gripes. particularly prevalent on gravel The system pairs, straight away, with anyway. But, then, the four-wheelmy phone. Apple CarPlay begins and drive system does help me pull out of gives me my music immediately. But my driveway, and onto a busy road, should I want to use the nav, too – because traction is brilliant. Swings and there’s every chance I will – the and roundabouts. Plus I’d feel more Mercedes, inexplicably, locks out comfortable trying to pull things that
weigh near the E’s 2100kg towing limit on grass with four-wheel drive. With the options listed below, this E-Class weighs in at £52,820. It’s in AMG Line trim. Mercedes offers SE, too. An AMG Line is ostensibly more sporting but actually sportif in no way whatsoever. And that’s absolutely fine by me. This, so far, is proving a ridiculously easy car to live with. MATT PRIOR
TEST DATA M E R C E D E S - B E N Z E 22 0 D 4 M AT I C A M G L I N E E S TAT E Price £42,855 Price as tested £52,820 Options Premium package (keyless go, electric/memory seats, sunroof, Burmester stereo, LED lights) £3895, Driving Assistance package (blindspot, lane keep, brake and lane change assist, adaptive cruise, pre-safe plus), automatic climate control £750, 360deg camera £395, 12.3in monitor £1495, widescreen instruments £495, privacy glass £345, metallic paint £895 Economy 49.5mpg Faults None Expenses None
OWN ONE? SHARE YOUR EXPERIENCE matthew.prior@haymarket.com 23 AUGUST 2017 AUTOCAR.CO.UK 71
ALFA ROMEO GIULIA QV
It’s a firework with a short fuse but can also behave with restraint — driver permitting MILEAGE 8905 WHY WE ’ R E RU N N I N G IT To find out if Alfa has regained its mojo with this BMW M3-bashing super-saloon
he Giulia QV is so rapid, and so laughably easy to drive quickly, that I have to keep telling myself to calm down (spoken in a comedy Scouse accent, thanks to Harry Enfield and Friends) and not behave like a complete berk. Far be it from me to blame the car for being too fast, but if I don’t continue to show selfrestraint, my driving licence is going to be taken away from me. Although the Giulia isn’t a particularly highly strung car, being perfectly capable of settling into a relaxed, composed cruise when required, you can always tell that it’s raring to explode into action. The urgency with which it responds to a prod of the accelerator – akin to a dam bursting – suggests the QV’s 191mph top speed isn’t just a hypothetical figure. Slower-moving cars can be dispatched in an instant,
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LOVE IT S HAR P STE E R I N G The Giulia changes direction like a gazelle with a cheetah on its tail, yet it never feels nervous. Steering weight is ideal, too: not too heavy.
LOATHE IT G ROU N D CLE AR AN CE The carbonfibre active front splitter is low enough to the ground that expensive-sounding scrapes are frequent over speed bumps.
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Display and polarised shades do not mix; bike-buying recce (right) but then you glance down at the big digital speedometer between the dials (the conventional one isn’t easy to read) and have to rein yourself in pronto – and that’s harder to do. When accelerating hard, it’s all too easy to snag the 7300rpm rev limiter if the gearbox is in manual mode. I sometimes wish the Giulia’s twinturbo V6 had a more Ferrari-like cutoff of 8500rpm or 9000rpm. It gets to the red zone so swiftly that it makes the rev band seem frustratingly narrow at times, even though it isn’t. The solution, of course, is to flick the gear selector back to auto mode if you want to accelerate from a low to a high speed, in which case the surge is smooth and unrelenting. My other excuse for continually wanting to explore the Giulia’s limits is that its engaging handling inspires great confidence. Stroking the Giulia along a twisty road is never anything less than a treat, but there’s always the temptation to push harder to make the experience even more exciting.
Having been given a check-over by Alfa Romeo following the issues we reported in the previous update (2 August), the Giulia now seems to be behaving perfectly. The fault with the engine going into limp-home mode was traced to the turbo overboost valves, which were replaced under warranty on both banks of the V6. The alarm’s ultrasonic sensors were also replaced and the sensitivity was turned down, seemingly bringing an end to the continual ‘break-in attempt detected’ messages. On the first weekend after we got it back, the QV ferried me comfortably from London out to Oxfordshire while I entertained the notion of buying a new motorbike, its adaptive dampers dealing really well with the bumpy country roads, then down to West Sussex via some of my favourite B-roads (calm down, calm down) to a country pub for Sunday lunch. I couldn’t think of many cars in which I’d rather be doing either trip. The following weekend, editor
Mark Tisshaw went to Brands Hatch (main picture, above) in the Giulia to watch some superbike racing and came back saying he thought it was the most well-rounded and specialfeeling car he’d driven since the McLaren 570S. He and his fiancée also praised the optional Sparco front seats for their exceptional blend of sportiness and comfort. There are a couple of small areas of criticism, though. On the satnav, there’s no ‘north up’ option for the map orientation, so the map spins wildly to stay pointing in the direction of travel. That’s okay if you’re being guided by the reasonably effective and easy-to-use sat-nav, but it can be distracting and disorienting if you’re not. Meanwhile, the letterbox-shaped infotainment screen can be tricky to see properly if you’re wearing polarised sunglasses, because parts of it are covered by dark, bruise-like blotches, unlike anything I’ve seen before. Nevertheless, I’m having a blast with the Giulia and growing more and more attached to it. I just hope I remain attached to my licence as well.
ALLAN MUIR
TEST DATA A L FA R O M E O G I U L I A Q UAD R I FOG LI O Price £61,300 Price as tested £73,805 Economy 25.7mpg Faults Engine limp mode activated, overly sensitive alarm Expenses None Last seen 2.8.17
OWN ONE? SHARE YOUR EXPERIENCE allan.muir@haymarket.com
OUR CARS
AUDI S5 CABRIOLET Even a capable all-rounder like this benefits from fine-tuning Honda Civic MILEAGE 2895
LAST SEEN 9.8.17
It’s a pleasure to drive, this Civic. The driving position is spot on and there’s lots of room for tall drivers. Rear passengers get plenty of leg room, too, but the swoopy profile restricts head room for anyone over six-foot. That’s not a problem for my daughters, for whom, after several months in a Vauxhall Astra equipped with OnStar, the only thing lacking is an in-car Wi-Fi hotspot. MP
MILEAGE 6235 WHY WE ’ R E RU N N I N G IT To see if the fast A5 is as fun to drive every day as it is handsome and plush
t has taken a while, but I’ve finally got to grips with the configurable driving controls essential to full enjoyment of any Audi S5, and especially the cabrio, which is unusually satisfying at both extremes of its performance. Often in the cabrio, in the same half day, you’ll first need to cruise a motorway, top up to cut wind rush and other people’s tyre noise while the engine pulls fuel-saving low revs in eighth gear. If you’re lucky, your journey will take you to a place where you can glide quietly along country roads with the top down, enjoying rural sights, smells and vistas before maybe finishing the day with a sprint on favourite roads – for which you need full access to the 3.0-litre turbo V6’s 349bhp, via a transmission now configured so that it both sharpens throttle responses and isn’t nearly as keen on finding eighth gear for delivering maximum economy. The transmission part is easy:
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LOVE IT V6, FOU R - WH E E L- D R IVE , E I G HT- S PE E D POWE RTR AI N There’s nothing this car can’t do: it’ll dawdle, forge, waft or sprint — and it’s averaging more than 30mpg.
LOATHE IT O P TI O N PR I CES Given the S5 Cabriolet’s hefty, £50k starting price, some of its optional gadgetry is priced well beyond the pale.
Drive Select button is awkward but useful pull the lever backwards and you’ll get Sport, which will either let you change manually on the shift paddles or give you an auto regime that ensures that the engine is nearly always operating between maximum torque and maximum power, with the smooth bark from the S5’s impressively purposeful quad exhausts curling up to your ears across the car’s rear deck. But it’s how you use the Drive Select control, awkwardly located a stretch away on a little panel just above the centre console, that makes an even bigger difference. Press it, and you’ll be offered a chance to select Comfort, Auto or Dynamic settings for the engine and gearbox, the suspension (magnetic shocks), the electric power steering, the rear diff (which tames wheelspin and dispenses torque vectoring) and the engine sound. You’ll soon tire of changing these settings all the time, especially since the switch stays live for only four seconds, which is too short a time if (like me) you are not especially dextrous. The solution is to decide your own settings for these five functions and then freeze them under the Individual selection. If you care about such minutiae
– and you will once you get to know the car – it takes time to reach an ideal. Mine is engine set to Dynamic, suspension to Auto (which assesses road surface action and makes its own decision), steering to Dynamic, diff to Auto and engine sound to Dynamic. My result is a sporty but fairly subdued engine, a quickened throttle response, firm steering that suits the system’s quick gearing and a diff that does as much as it can to keep me on line when powering energetically out of corners. So far, I’m really pleased with the car, which couldn’t be better summer transport. Interestingly, Mr Editor Tisshaw, who has also done quite a few miles in this car, prefers Normal for steering and powertrain, saying that the car feels rather snatchy and ‘digital’ with the settings I prefer. He’s fresh from an M-Sport BMW 3 Series that, he reckons, followed a driver’s desires more naturally. I’m not arguing: the main thing is that the Audi can accommodate us both. Those who meet the S5 for the first time wonder if it needs to be so big, ignoring the fact that you can buy an S3 cabrio if compactness is your priority. But I’m enjoying our car’s character as a generously proportioned (fast or slow) cruiser. Hope the summer lasts.
STEVE CROPLEY
TEST DATA AU D I S5 CAB R I O LE T Price £51,835 Price as tested £60,880 Economy 31.3mpg Faults None Expenses None Last seen 26.7.17
OWN ONE? SHARE YOUR EXPERIENCE steve.cropley@haymarket.com
Renault Scenic MILEAGE 11,078
LAST SEEN 2.8.17
The other day, I borrowed the type of motorised hedge cutter that’s on a long, extendable pole. Two things impressed me about the Scenic: firstly, the hedge cutter fitted in its boot so easily; and secondly, dropping the rear seats is a doddle thanks to the electric release buttons by the tailgate. That feature is usually the preserve of premium SUVs. JH
Suzuki Ignis MILEAGE 7925
LAST SEEN 2.8.17
The Ignis seems a sensitive little thing. The impact detection system flashes and beeps at me when there’s no need. And the automatic headlights come on under almost every motorway bridge, then turn off again after just a few seconds, so it looks like I’m flashing repeatedly at the car in front. The urge to turn both systems off is strong. AR
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USED CARS W I T H JA M E S R U P P E RT, T H E H I G H P R I E ST O F BA N G E R N O M I C S
Today, one in 16 used cars has a mileage discrepancy, says HPI
CLOCK THIS: HOW TO BEAT FRAUDSTERS Some sellers tamper with mileage but James Ruppert easily avoids clocked cars
he issue of clocking never seems to go away. In case you don’t know, that’s car sellers, certainly not just dealers, who get creative with the history and odometer reading. However, the data-checking people at HPI say that it is a growing matter of concern for dealers. Apparently, a quarter of the UK dealers who were asked expressed concern that clocking and mileage discrepancies had worsened in the past 12 months and are affecting their businesses. HPI established that the number of cars showing mileage discrepancies rose to one in 16, a jump of 25% on 2014’s figure of one in 20 cars. Lowering the mileage enables unscrupulous sellers to add value to a car. HPI calculates that this costs car buyers and honest dealers as much as £800m annually. I could drone on about telltale
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signs of clocking, but instead, let’s make the whole problem go away. We can do this very simply by buying cars that are 10 years old and either deeply unfashionable, with starship mileage readings, or with a cast-iron service history. So I went straight to the classifieds to find some examples. Exhibit A was right there in front of me in the shape of a 2002 Mitsubishi Space Star 1.9 DI-D Equippe. A compact person-carrier from the old days, it had 180,000 miles and was being sold as a going concern for just £299. Well, I wouldn’t hesitate and that mileage has to be genuine, plus it is a Mitsubishi, so it will work. The key is to find a model that you would trust at a mega-mileage and you won’t be disappointed. Operating at the sub-prime ‘£999 or less’ level, a 2005 Honda Accord 2.2i CTDi Executive saloon swung into view
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with 215,000 miles on the clock. You really couldn’t tell. Next up, another manual saloon – maybe there is a pattern emerging here – this time, a Volvo. I have a huge amount of time for the S60, especially in SE trim with the D5 engine. This had 211,000 miles on it and was a part-exchange that was being sold as seen with no warranty. I think it will all be fine. Then there are the one-owner motors, where absolutely everything is traceable. How about a 138,000-
mile Mercedes-Benz E240 in Avantgarde spec for £595? The one I found was an automatic, had a bulletproof petrol engine and, from what I could see, no significant rust. The best news was a full Mercedes service history. It seemed like the perfect one-family-owned motor. I couldn’t stop finding examples where mileage is merely just a number. I know these are cheapies, but they are proof of the inherent durability of fairly recent used cars.
Mitsubishi Space Star, 180k miles, 2002: just £299
TA L E S F R O M R U P P E R T ’ S GA R AG E
WHAT I SPIED IN THE CLASSIFIEDS
LOW-MILE EXEC FOR £16,500
Loaded Infiniti Q50 seeks first home
ER ECTED 1976
THE GARAGE Never mind the motors: what we have this week is a possible upgrade to the garage that might benefit my fleet. It is a long story, but I’ve got a dehumidifier. It dates from the early 2000s and hasn’t been used for a while, as you might tell from the picture. It weighs a tonne and I need to connect it up. In the past I have never bothered to protect my cars with gadgets that take moisture out of the air or those vacuum bag things. I’ve never really seen the point. So my dilemma now is whether to get it working or sell it to free up garage space. READER’S RIDE
I’m not really sure that this 2016 motor qualifies as a used car, but it isn’t really a new one, either. It is an Infiniti Q50, which isn’t currently bothering the sales charts. Consequently, there are a few still around with delivery miles. This 2.2 CDi SE has 293 miles and is priced at £16,498. It comes with loads of equipment, of course, including all that connectivity we crave.
PICK UP A £14,250 PICK-UP
Get on trend and take it to D-Max Nice to see Isuzu back in the commercial game after the excellent Trooper was allowed to fade away. These D-Max models are bang on trend and a touch more exclusive than the rest of the double-cabs. This 2012 D-Max Yukon is being sold as the five-year warranty is about to expire, but it seems to have done a gentle 24,000 miles. It has Bluetooth and is up for £14,250.
UNHINGED TRIKE FOR £7000
How to catch a Scorpion and survive
Mercedes-Benz E320 CDi Francis Ranson responded to the recent appeal for high-mileage motors with his 2006 Mercedes E320 CDi. “I bought it in April 2006 with 1500 miles on the clock and it has now surpassed 177,000 miles,” he says. “The only major expense, apart from servicing, consists of five new springs and front brake discs. It still has the original exhaust system and battery. “The car is a very highly specified Avantgarde model
and had every conceivable extra. It returns 40mpg on long runs and is supremely comfortable. Every previous car I’ve owned has been traded-in after three years but this one is so amazing I’ve hung on to it.”
SEND YOUR USED CAR TALES TO
james@bangernomics.com
Is it a bird, a plane, a car or a motorcycle? Well, actually, for road fund licence purposes it is a trike. This is a Grinnall Scorpion, a model that is as completely bonkers as it looks. It’s a 1998 example and the mileage is a surprisingly high 23,000 for a plaything, but apparently 4000 of those were added in the past year, which is good to know. The seller is asking £6950.
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W H Y YO U N E E D A U S E D
MASERATI QUATTROPORTE I N YO U R L I FE
6000 miles
A Maserati Quattroporte’s service interval
MORE SOUL THAN MOTOWN For a used car with real soul and an inspiring V8 soundtrack, forget Munich and look to Modena. John Evans has the gen on how to pick a tidy Maserati Quattroporte sed car buying guides that suggest you look past the usual sporty German fare to alternative stuff, usually Italian, are clearly spending your money and not theirs. After all, why would you lavish your hardearned on a 2006-reg Maserati Quattroporte Sport GT 4.2 instead of on a proven and dynamically superior same-age BMW M5? Character, that’s why – and, no, not the kind that means many hours spent at the roadside. True, early Quattroportes are a trifle temperamental but the engines are, save for the odd oil leak from the top, tough and reliable. The body doesn’t rust, either, and although the boot’s soft-close mechanism can play up, the complex electronics behind the
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fancy Skyhook adaptive suspension on some cars is trouble-free. So, yes, character. The kind that comes from a sporty rear-wheel-drive layout with a near-perfect weight balance. From a deliciously throaty V8 making, in 4.2-litre guise, 394bhp at 7000rpm (0-62mph in 5.2sec). And from elegant but muscular styling that still turns heads long after an M5 has ceased to. This is the Mk5 Quattroporte that arrived in 2004, when it cost from £70,000. It’s powered by the aforementioned 4.2 V8 linked to a sixspeed automatic with paddle shifts, called the DuoSelect. Connected to the rear wheels through a transaxle, it works brilliantly in manual mode but is jerky and slow as an automatic. The following year, the Executive
GT and Sport GT models arrived, the Exec featuring wood and leather and the Sport 20in wheels, a quickeracting ’box and a fruitier exhaust. In 2007, Maserati finally offered the Quattroporte with a proper ZF auto. It was a re-engineering job that did away with the transaxle, moved the gearbox closer to the engine and gave the V8 a wet sump in place of the old dry one. The whole plot, suspension included, got a makeover, too, making these cars well worth their premium over earlier versions. Not that the DuoSelect threw in the towel, because it clung on in the Sport GT, now a much more focused beast – lower, stiffer and with more powerful brakes. Meanwhile, the rare and luxurious Collezione Cento edition featured a pair of 10.4in touchscreens
in the front seatbacks and – before this kind of thing became frowned upon – internet browsing via a keypad in the centre armrest. In 2008, just as everybody thought Maserati had put away the Quattroporte drawing board, the model was refreshed once more with a new grille, lights and wing mirrors and, inside, a redesigned centre console. Not only that, but an all-new GT S version was launched. Power came from a 4.7-litre V8 that produced 433bhp, enough to launch the car from zero to 62mph in a shade under five seconds. The last Mk5s hit Maserati showrooms in 2013. With prices for good, standard 4.2 cars starting from around £12,000, character has seldom looked so tempting.
USED CARS H O W T O G E T O N E I N YO U R GA R AG E
An expert’s view
M AT T H E W S AG E , G I A L L O “I drive a 2005 4.2 Executive GT DuoSelect with 80,000 miles — and love it. It cost me £5000, but needed the equivalent of £7000 of work. Look after a Quattroporte and it’s sublime. Neglect it and it’ll be a money pit. New, they cost more than £70,000, so they have the parts and labour costs to suit. Brakes, suspension parts… they’re all expensive. That’s the bad. The good is all that character. A Quattroporte has soul and there aren’t a lot of cars you can say that about.”
Buyer beware
ENGINE Check the servicing has been done every 6000 miles. Look for oil seeping past the cam cover gaskets and front crankshaft oil seal. Look under the engine, too. Rough running could be due to a faulty airflow meter. TRANSMISSION On DuoSelect cars, rising revs, stalling and gear selection problems indicate trouble ahead. The clutch can last as little as 12k miles, especially on pre2006 cars (it hates stop-start crawls), and is around £1500 to fix. Check the hydraulic gear selectors’ condition. S T E E R I N G A N D S U S PE N S I O N Skyhook electronics are okay. It’s the mechanical stuff on both systems that fails, such as roll-bar droplinks, broken springs and collapsing dampers. Especially on pre-2005 cars, check for steering rack leaks (expensive) and excessive play around the straight-ahead. Look at the condition of the steering pump (a weak spot). Check for uneven tyre wear and, on the test drive, steering and handling finesse. Four-wheel alignment can be easily disturbed.
Inspect leather for wear; ensure the glovebox is secure
❝
The deliciously throaty V8 makes, in 4.2-litre guise, 394bhp at 7000rpm ❞
B O DY Generally rust-free but keep an eye out for unrepaired stone chips. Check the condition of the bonnet latch (it can fail) and ensure the powered wing mirrors fold. Gorgeous alloy wheels are easily kerbed. Check the 2006 recall about doors opening spontaneously was carried out – exterior door handles should have been replaced. Make sure the boot’s soft-close function works.
INTERIOR Leather wears easily. Ensure the glovebox closes. Check the windows operate smoothly and headlights work.
Also worth knowing
There are two steel covers under a Quattroporte, about 10in x 10in and located either side of the car, inboard of the front jacking points. They cover a section of the brake pipeline channel. They rust badly and quickly but are cheap to replace.
How much to spend
L E S S T H A N £ 12 , 0 0 0 Early cars. As low as £6000 for runners. £ 12 , 0 0 0 - £ 13 , 9 9 5 Clean, early (up to 2006 and 100k miles) Executive and Sport cars. £14 ,000 - £16,995 Up to 2007-reg with around 70k miles, including some launch cars with 35k. £ 17, 0 0 0 - £ 1 8 , 4 9 5 Cleanest launch-to-2007 cars with low mileages. £ 1 8 , 5 0 0 - £2 1 , 9 9 5 Clean and loaded cars from 2007 to 2009 with 50k miles. £22 , 0 0 0 A N D A B O V E More of the above, with a 2008 4.7 GT S around £26k. Best late-plate specials nudge £35k.
One we found
M A S E R AT I Q U AT T R O P O R T E 4 . 2 D U O S E L E C T, 2 0 0 6/0 6 , 5 5 K M I L E S , £ 12 , 9 5 0 Full Maserati service history up to 43k miles and two indie services thereafter. Even so, check clutch change history. Has the Comfort pack, so has massage seats front and rear. It also has Bose sound, if that V8 growl isn’t enough.
23 AUGUST 2017 AUTOCAR.CO.UK 77
Thanks to Matthew Sage (giallo.co.uk)
Prices for good 4.2 models start from around £12k
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USED CAR ADVICE
USED CARS
TRADING PLACES A new website allows you to compare car-buying companies but, as Alex Robbins finds out, the prices being offered are often still low-ball Do your research online before you accept an offer
ould you entrust your car to a car-buying company? Given the profusion of annoying TV and radio adverts from such companies, it would seem that the answer for a lot of sellers is, increasingly, ‘yes’. The premise of companies like these is simple. Tap in your car’s registration number online, whereupon you’re given a valuation. Then take your car along to a depot, where it’s checked over, checked in, and you get a cheque. The company then sells your car on to a trader, possibly via an auction house, before it finally makes its way to its new owner. As we’ve already established when we looked at these companies earlier this year (‘Deal or no deal?’, 22 March), they can be a quick source of cash for your car but, of course, the pay-off is that you’ll have to accept less cash than you’d get selling privately, or even as a trade-in. Indeed, their business model hinges on the fact that you’ll be willing to let your car go for less for the sake of a quick, hassle-free sale – and their success has proven that they’re often right. Now, this growth in the industry has led to it sprouting a comparison website. It’s called Motorway and its
W
stated aim is to offer “transparency and choice”. Sadly, the results Motorway throws up don’t yet include We Buy Any Car, the industry leader, whose latest advertising wheeze is to emphasise the speed and ease it offers. The adverts even admit that you could get more cash for your car by selling elsewhere – although, of course, they play down exactly how much more. So does Motorway make selling to a car-buying company a more viable option? We’ve been busy comparing values on three fictional cars to find out. First up, a 2013 BMW 318d SE, with 34,000 miles on the clock and a full history, for which we reckon you could get around £10,500 by selling privately. The trade-in price,
Private sale: top price but more hassle
according to the valuations engine of our sister site whatcar.com, would be £10,350. By comparison, We Buy Any Car offered £9565 on the same car, while the best result returned by Motorway beat that with £9732. What about lower down the market? A nice, tidy Ford Focus 1.8 Zetec, say: 2011 on a 60-plate, with 34,000 miles and, again, a fully stamped book. A private sale should net you around £3750 and the whatcar.com tradein price is £3250. We Buy Any Car will actually beat this, with £3500, although Motorway’s comparison came back with a best of just £3099. Fancy something a little more sporting? Let’s try a 2010, 59-plate Porsche Boxster 2.9, with an appealing and fully historied 29,000 miles. We reckon you’ll get at least £18,000 for one of these privately and the whatcar.com trade-in price is £17,407. We Buy Any Car isn’t too far below this, at £17,305, but Motorway’s best offer is £15,895. Selling privately is still the best way to get the most cash for your car, then. But if you can’t be bothered with that, the prices being quoted by these car-buying companies are sometimes close enough to the
Our Boxster 2.9: £18k private sale, £16k on Motorway trade-in value to warrant further investigation. In two of our three examples, though, Motorway couldn’t live with the prices being offered by We Buy Any Car. However, it’s worth bearing in mind that some companies charge hefty fees buried in the small print. Motorway, to its credit, shows fees clearly on all of its quotes. But there’s no guarantee that the companies it features won’t take chunks out of your quoted price when you actually turn up with the car, on the basis that there’s more damage to your car than they were expecting, which is something many car-buying companies are notorious for doing. So go into such a sale with your eyes open. Factor in those fees – and if you turn up to your appointment and find you’re being haggled down to a price you’re not happy with, don’t be afraid to walk away.
23 AUGUST 2017 AUTOCAR.CO.UK 79
A L FA R O M E O Giulia 4dr saloon AAAAB Quadrifoglio 190 4.5 9.2 3.2 10.3 2.57 503 443 38.7 34/49 4C 2dr coupé/convertible AAACC Spider 160 5.1 12.4 4.0 5.8 2.97 237 258 29.6 32/44
1580 29.3.17 940
27.1.16
ALPINA B3 Biturbo 4dr saloon AAAAB B3 Biturbo 155 4.7 10.3 3.8 6.8 2.9 404 443 41.5
27/35
1610 29.8.13
ARIEL Atom 0dr open AAAAB V8 170 3.0 5.7 1.9 3.7 2.55 475 268 16.4 21/37 Nomad 0dr open AAAAA Nomad 125 4.5 12.7 3.9 7.7 3.10 235 221 26.7 —/—
650
10.8.11
735
24.6.15
ASTON MARTIN V8 Vantage 2dr coupé AAAAC GT8 190 4.6 10.4 3.6 6.1 2.6 440 361 25.3 19/29 DB11 2dr coupé AAAAB Launch Edition 200 4.0 8.4 3.0 10.1 2.6 600 516 46.2 24/34 Rapide 4dr saloon AAAAC Rapide S 190 5.3 11.3 4.3 8.3 3.03 550 457 33.6 19/23
1530 12.10.16 1910
21.9.16
1990 20.3.13
AU D I A1 3dr hatch AAAAC 1.4 TFSI Sport 126 8.4 22.4 8.9 12.8 2.2 S1 155 5.9 14.4 5.2 5.4 2.6 A3 3dr/5dr hatch AAAAC 2.0 TDI Sport 134 8.9 25.9 11.4 10.8 2.7 S’back e-tron 138 7.9 20.9 6.6 8.5 3.0 RS3 S’Back 155 4.1 10.3 3.7 7.7 2.8 A4 4dr saloon AAAAC 2.0 TDI S line 147 8.4 22.2 7.3 11.2 3.1 A5 2dr coupé/convertible AAABC S5 155 4.9 11.7 4.4 9.7 3.0 A5 Sportback 4dr saloon AAABC 2.0 TFSI S line 155 5.7 15.1 5.3 17.2 2.5 A6 4dr saloon/5dr estate AAAAC 3.0 TDI SE 155 7.2 20.3 6.4 3.9 2.9 RS6 Avant 155 3.7 8.7 3.1 12.8 2.4 A7 Sportback 4dr saloon AAAAC 3.0 V6 TDI 155 6.7 18.7 6.5 *4.0 2.8 TT 2dr coupé/convertible AAAAC 2.0 TFSI S-line 155 6.6 14.5 5.0 6.5 2.5 RS 155 3.6 8.4 3.0 7.8 2.7 Q2 5dr SUV AAABC 1.4 TFSI Sport 132 8.1 23.9 8.2 9.8 2.7 Q3 5dr SUV AAABC 2.0 TDI SE 132 8.3 25.5 8.1 *11.5 2.7 RS 155 5.0 12.6 4.5 8.3 2.8 Q5 5dr SUV AAAAC 2.0 TDI S line 135 8.3 26.4 8.5 14.7 3.1 SQ5 Quattro 155 5.5 13.7 5.0 11.1 2.6 Q7 5dr SUV AAAAC 3.0 TDI S line 145 6.2 17.6 6.2 *3.8 — SQ7 4.0 TDI 155 5.1 12.6 4.4 7.0 2.9 R8 2dr coupé AAAAC V10 Plus 205 3.1 6.7 2.6 5.7 2.8
1585 18.9.13 1585 9.7.14
40/52
1635 31.5.17
27/33 19/28
1925 23.5.12 1975 29.12.11
33/45
1840
2.11.11
40/49
1795
11.11.15
294wh/m 1390 22.1.14 50/40
1560
43/49
1625 14.10.15
37/43
1825
34/45
1895 27.8.14
28/34 21/26
2265 13.11.13 2350 13.5.15
26/31
2275 11.6.08
148 236 30 48/59 201 258 30.7 45/49 362 343 34.2 26/37
1355 26.9.12 1540 31.12.14 1595 10.6.15
Veyron 2dr coupé AAAAB Super Sport 268 2.6 5.0 1.7
187 295 37.1
45/50
1940
4.11.15
349 369 40.5 26/33
1615
11.1.17 8.3.17
Seven 2dr roadster AAAAC CSR 260 143 4.1 9.8 3.1 4.4 3.3 260 200 22.8 24/26 160 100 8.4 — 8.7 7.6 4.8 80 79 16.7 39/45 620S 145 3.8 9.2 3.2 5.7 2.7 310 219 21.2 25/29
1535
1805 19.10.11 2010 3.7.13
241 369 42.9 31/40
1940
227 273 30.1 394 354 35.1
1305 26.11.14 1440 7.12.16
29/35 27/37
9.2.11
148 184 29.4 45/56
1265
9.11.16
175 280 35.8 33/46 306 310 32.4 32.4
1710 1655
16.11.11 1.1.14
187 295 42.0 37/43 349 369 45.2 26/32
1770 15.3.17 1870 21.6.17
268 443 47.6 32/36 429 664 47.6 24/38
2245 12.8.15 2330 26.10.16
602 413 26.8 15/23
1555 30.12.15
BENTLEY Continental GT 2dr coupé/convertible AAAAC GTC V8 187 4.5 10.8 3.9 *2.7 2.8 500 487 27.4 GT 198 4.6 10.9 4.2 *2.4 2.5 567 516 34.9 Flying Spur 4dr saloon AAABC W12 200 4.5 10.4 3.6 8.4 3.0 616 590 44.5 Mulsanne 4dr saloon AAAAC 6.75 V8 184 5.7 13.7 4.8 *2.8 2.6 505 752 44.8 Bentayga 5dr SUV AAAAA W12 187 4.9 11.6 4.4 8.7 3.0 600 664 48.2 Diesel 168 5.2 12.6 4.6 7.6 2.9 429 664 48.7
18/27 7/15
2470 2375
4.4.12 1.6.11
18/26
2475
7.8.13
18/21
2745
21.9.11
20/25 29/39
2440 18.5.16 2499 5.4.17
BMW 1 Series 3dr/5dr hatch AAABC 116d ED Plus 124 10.2 30.0 10.0 17.3 — 114 199 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
80 AUTOCAR.CO.UK 23 AUGUST 2017
TEST DATE
28/37 29/36
1165 10.11.10 1390 28.5.14
249 273 42.2 30/41
Weight (kg)
Mpg test/touring
Mph/1000rpm
Torque (lb/ft)
Power (bhp)
Braking 60-0mph
30-70mph
50-70mph
0-60mph
0-100mph
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 New 5 Series 4dr saloon/5dr estate AAAAB 520d M Sport 146 7.4 21.3 7.4 14.3 2.7 188 295 42.2 Old 5 Series 4dr saloon/5dr GT/5dr estate AAAAC 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
120 148 30.2 34/43 228 273 25.6 30/39
201 295 39.9 34/46 552 516 40.0 20/28
17.9.14
12.1.11
B U G AT T I 5.9 2.6 1183 1106 40.6 12/18
1995
2.3.11
C AT E R H A M 570 11.10.05 490 20.11.13 610 9.3.16
CHEVROLET Camaro 2dr coupé AAAAC 6.2 V8 155 5.6 12.4 4.5 12.2 2.7 426 419 43.3 23/29 Corvette 2dr coupé AAAAC Stingray 181 4.4 9.4 3.3 11.7 2.3 460 465 48.4 22/33
1175 20.6.12 1539 8.10.14
CITROEN C3 5dr hatch AAABC P’tech 110 Flair 117 9.6 36.6 9.4 10.5 2.6 108 C4 5dr hatch AAACC 2.0 HDi Excl. 129 8.5 25.2 7.9 9.2 3.15 148 C4 Cactus 5dr hatch AAACC 1.6 BlueHDi 100 114 11.8 41.2 11.7 7.2 2.9 99 C4 Grand Picasso 5dr MPV AAAAC 2.0 BlueHDi 130 10.1 30.1 9.6 12.5 2.9 148
151
27
47/62
1050 28.12.16
251 34.2 43/49
1470
5.1.11
187 36.1
1225
16.7.14
47/62
273 34.7 44/52
1430 27.11.13
DACIA Sandero 5dr hatch AAACC 1.2 75 Access 97 15.3 — 17.6 23.0 3.0 74
79
20.3 32/38
941
27.2.13
DS 3 5dr hatch AAABC BlueHDi 120 118 9.9 32.2 9.4 11.1 3.1 118 4 Crossback 5dr hatch AAACC BlueHDi 120 117 12.0 48.8 12.3 18.0 2.9 118 5 5dr hatch AAABC 2.0 HDi 160 134 9.1 26.5 8.7 11.0 2.9 161
210 36.4 59/67
1150 23.3.16
221 36.7 49/50
1290
251 40.1
1660 18.4.12
42/55
6.1.16
FERRARI 488 GTB 2dr coupé AAAAA 488 GTB 205 3.0 5.9 2.0 3.7 2.43 661 561 28.9 —/— F12 2dr coupé AAAAB F12 Berlinetta 211 3.0 6.5 2.3 5.4 2.2 731 509 29.7 13/18
1525 25.5.16 1630
6.11.13
F I AT 54/60
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
42/56
1450 24.12.14
41/57 43/54 50/57
1535 22.2.12 1735 21.11.12 1615 17.7.13
Weight (kg)
2.1.13
1147
9.8.17 15.5.13
TEST DATE
Mpg test/touring
1345
29.3 42/52
Mph/1000rpm
Torque (lb/ft)
Power (bhp)
Braking 60-0mph
50-70mph
30-70mph
0-100mph
23.6 35/41
FORD
» 50 -70 M PH Recorded in top gear (*kickdown with an automatic) and demonstrates flexibility » FU E L ECO N O MY Prior to 7.1.15, figures are touring (recorded over a set road route) and test average. From 7.1.15 on, figures are average and extra-urban, to the What Car?/True MPG standard. **denotes mpkg (miles per kilogram) for hydrogen-powered fuel cell vehicles. » B R AKI N G 60 - 0 M PH Recorded on a high-grip surface at a test track » M PH/1000 R PM Figure is the speed achieved in top gear Make and Model
TEST DATE
Weight (kg)
Mpg test/touring
Mph/1000rpm
Torque (lb/ft)
Braking 60-0mph
Power (bhp)
30-70mph
50-70mph
0-60mph
0-100mph
Top speed
Make and Model
No one produces as thorough a judgement on a new car as Autocar. As well as acceleration, braking, fuel economy and noise tests, we carry out benchmark limit-handling tests, setting lap times if appropriate. But we don’t just drive at the track, essential as it is for finding the limits of performance; we also drive on a wide range of roads. Where we have tested more than one model in a range, the rating is for the range overall; where a model within the range meets our coveted fivestar standard, it is highlighted in yellow. » 30 -70 M PH Indicates overtaking ability through the gears
0-60mph
Facts, figures, from the best road tests
Top speed
Make and Model
ROAD TEST RESULTS
Panda 5dr hatch AAAAB 1.2 Easy 102 14.6 — 15.3 19.9 3.0 68 4x4 TwinAir 103 14.6 — 15.8 16.0 3.0 84 500 3dr hatch AAAAC Abarth 595 130 7.5 20.1 6.4 7.0 2.8 158 500 Twinair 108 11.7 — 13 15.3 3.3 84 Tipo 5dr hatch AABCC 1.6 M’jet Lounge 124 9.6 31.6 9.8 8.7 2.9 118 124 Spider 2dr roadster AAABC Lusso Plus 134 7.3 20.9 7.1 7.2 2.8 138 Abarth 124 Spider 2dr roadster AAAAC 124 Spider 144 6.8 18.6 6.5 6.5 2.8 168
75 22.2 39/49 107 20.8 37/44
1020 25.4.12 1050 17.4.13
170 23.9 34/39 107 22.9 35/39
1035 26.2.14 1070 24.11.10
236 35.0 49/62
1295
177 24.9 34/38
1050 28.9.16
184 25.2 35/45
1060 22.3.17
2.11.16
B-Max 5dr MPV AAAAB 1.0T Ecoboost 117 11.6 39.0 11.1 11.0 2.8 118 147 New Fiesta 3/5dr hatch AAAAC 1.0T Ecoboost 122 9.6 28.1 9.6 13.2 3.2 123 125 Fiesta 3/5dr hatch AAAAC ST-2 137 7.0 17.0 6.0 7.1 2.6 180 177 Focus 5dr hatch AAAAC 1.5 TDCi Zetec 121 10.9 36.3 10.9 10.3 3.35 118 199 RS 165 5.3 13.9 5.3 6.9 3.5 345 325 Grand C-Max 5dr MPV AAAAB 2.0 TDCi T’ium 124 9.2 28.6 8.8 11.1 2.8 138 236 S-Max 5dr MPV AAAAC 2.0 TDCi T’im 123 10.5 32.0 10.4 13.9 2.5 148 258 Grand Tourneo Connect 5dr MPV AAAAC 1.6 TDCi T’ium 103 13.2 — 13.9 19.1 2.9 114 236 Mondeo 4dr saloon/5dr/estate AAAAC 2.0 TDCi 130 10.0 28.8 9.4 12.7 3.1 148 258 Mustang 2dr coupé AAAAC 5.0 V8 GT F’back 155 5.2 11.6 4.2 9.4 2.7 410 391 Ecosport 5dr SUV AABCC 1.5 TDCi 99 14.3 — 15.2 14.4 2.7 89 151 Kuga 5dr SUV AAAAC 2.0 TDCi 122 10.9 44.2 11.8 7.4 2.6 161 251 Edge 5dr SUV AAABC 2.0 TDCi 131 9.7 27.6 9.2 5.6* 2.6 207 332
26.5 32/41
1163
33.1 59/63 27.3 28/37
1343 28.1.15 1599 4.5.16
35.6 37/48
1705 17.11.10
39.5 44/46
1725 26.8.15
26.7 40/45
1785
6.8.14
38
1597
14.1.15
53/56
35.1
19/25
1720 24.2.16
28
39/48
1384
31.6
34/39
1707 13.3.13
37
36/39
1949 27.7.16
3.9.14
H O N DA Civic 5dr hatch AAAAC 1.5 i-VTEC Turbo 126 7.8 19.3 7.0 8.7 2.7 CR-V 5dr SUV AAABC 2.2 i-DTEC EX 118 9.7 31.3 9.9 5.9 2.5 Clarity FCV AAAAC Clarity FCV 104 9.0 29.2 8.3 *5.3 2.9 HR-V 5dr SUV AAABC 1.6 i-DTEC SE 119 10.5 34.9 10.4 11.2 — NSX 2dr coupé AAAAB NSX 191 3.3 7.3 2.6 4.3 2.7
180 177 26.6 39/49
1357
148 258 32.4 36/45
1806 24.10.12
174
221 na
118
221 34.4 56/57
51/72** 1872
573 476 35.8 25/32
1324
19.4.17
12.7.17 16.9.15
1725 5.10.16
HYU N DAI i10 5dr hatch AAABC 1.0 SE 96 14.7 — 16.2 19.9 2.9 i20 5dr hatch AAAAC 1.4 SE 114 12.2 42.4 12.1 17.3 3.0 i30 5dr hatch AAABC 1.6 CRDi Active 115 11.7 38.3 11.5 14.8 2.8 i40 5dr estate AAABC 1.7 CRDi 118 12.2 41.4 12.5 12.3 2.9 Santa Fe 5dr SUV AAAAC 2.2 CRDi 118 9.0 27.6 9.2 *5.5 2.7
65
70
20.0 44/51
925
29.1.14
99
99
21.8
1060
7.1.14
43/54
109 192 22.5 49/60
1360 14.3.12
114
1555
7.9.11
1940
19.9.12
192 29.4 44/51
194 311
37.5 36/43
INFINITI 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
5.2.14
1896 25.2.15
JAG UAR F-Type 2dr convertible/3dr coupé AAAAB V8 S cabrio 186 4.0 9.4 3.4 8.0 2.8 488 460 V6 S coupé 171 4.9 12.1 4.2 12.7 2.7 375 339 XF 4dr saloon AAAAB R-Sport 2.0 136 9.4 26.1 9.0 16.1 2.9 178 318 XE 4dr saloon AAAAB R-Sport 2.0 147 7.6 19.0 6.9 13.3 2.7 197 206 XJ 4dr saloon AAAAC 3.0D LWB 155 6.3 16.5 6.6 *3.6 2.7 271 443 F-Pace 5dr SUV AAAAC 2.0d AWD 129 9.2 30.9 9.7 7.4 — 178 318
46.8 19/29 36.2 24/33
1655 12.6.13 1594 11.6.14
44.1
1595 2.12.15
47/56
33.8 30/49
1530
1.7.15
43.5 28/36
1960
9.6.10
41.3
1775
11.5.16
37/40
JEEP Renegade 5dr 4x4 AAABC 2.0 M’jet 4x4 L’d 113 10.8 37.6 11.2 10.0 3.5 138 258 34.0 41/53 Cherokee 5dr 4x4 AABCC 2.0 140 4x4 Ltd 117 12.3 43.4 13.0 13.8 2.7 138 258 34.7 39/43
1502 28.10.15 1846 24.6.14
KIA Picanto 5dr hatch AAAAC 1.0 1 95 13.8 — 14.9 24.4 3.2 Carens 5dr MPV AAABC 1.7 CRDi 2 112 12.9 51.2 13.9 15.2 2.8 Rio 5dr hatch AAABC 1.0 T-GDI 3 Eco 115 10.0 37.0 10.5 12.3 3.2 Optima 4dr saloon AAACC 2 1.7 CRDi 125 10.5 35.4 10.4 10.6 3.2 Niro 5dr SUV AAABC 1.6 GDI DCT 2 101 9.7 30.0 9.5 12.8 3.5 Sportage 5dr SUV AAABC 1.7 CRDi ISG 2 109 12.1 46.4 13.1 16.8 3.3 Sorento 5dr 4x4 AAABC 2.2 CRDi KX-4 128 9.3 28.6 9.4 *5.7 —
68
70
21.3
33/54
950
3.8.11
114
192 31.7
47/56
1581 29.5.13
99
127 27.1
40/50
1228
1.3.17
134 239 31.9
41/46
1535
8.2.12
139 108/125 31.9 49/50
1500 31.8.16
114
207 34.4 50/51
1500
2.3.16
197 325 35.2 35/39
1953
8.4.15
L AN D ROVE R Discovery Sport 5dr SUV AAAAB TD6 HSE Luxury 130 8.7 27.7 8.7 8.9 3.4 254 Range Rover 5dr SUV AAAAB 4.4 SDV8 135 7.0 19.0 6.7 *3.8 2.9 334 Range Rover Evoque 5dr SUV AAAAC 2.2 DS4 121 8.4 30.8 9.5 *5.7 3.1 187 Range Rover Sport 5dr SUV AAAAB 3.0 TDV6 130 7.8 22.5 7.5 12.2 3.1 255 SVR 162 4.4 10.3 3.8 12.6 2.6 542
443 37.1
26/34
2230 12.4.17
516 41.8
25/35
2625 12.12.12
310 37.3 30/36
1815
442 43.1 502 41.8
33/42 22/19
2115 2.10.13 2335 15.4.15
13.7.11
*4.3 2.7 220 163 —
39/48
1720 21.8.13
*7.0 2.7 134 105/153 —
46/52
LEXUS IS 4dr saloon AAABC IS300h 143 8.1 20.2 7.3 CT200h 5dr hatch AAACC SE-L 112 11.1 37.2 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
1450 23.3.11
16.2 2.9 207 187 34.4 26/32
1695
1.8.12
*5.6 2.7 194 na
1905
1.10.14
—
32/38
LOTUS Elise 2dr roadster AAABC 1.6 127 6.7 21.1 7.1 Cup 250 154 4.7 11.9 4.5 Evora 2dr coupé AAAAC Evora S 2+0 172 4.5 11.3 4.0 Exige S 2dr coupé AAAAB Exige S 170 4.1 9.6 3.7
14.3 2.9 134 118 24.7 39/42 7.2 2.5 243 184 24.7 27/32 6.8 2.4 345 295 34.8 21/26 5.5 2.5 345 295 27
21/30
M A S E R AT I GranCabrio 2dr cabriolet AAABC 4.7 V8 175 5.1 11.9 4.5 11.2 2.4 433 362 32.1 17/22 Ghibli 4dr saloon AAABC Diesel 155 6.5 17.2 6.0 5.1 2.7 271 443 43.3 31/40 Levante 5dr SUV AAACC Diesel 143 6.8 19.9 6.9 4.3 3.4 271 443 46 26/42
89
1835 12.3.14 2205 30.11.16
109 27.9 51/55
148 280 29.7 46/60 173 309 35 129 111
44/56
24.5 46/49
104 199 34.8 59/60 148 280 37.0 43/53
MCLAREN
108 192 35.7 50/57
1307 12.11.14
—
1715 1850
503 479 34.7 20/29 577 516 30.7 19/23
1715 1555
362 384 40.4 27/33
1595
MERCEDES-BENZ
562 470 28.0 22/31
1752 16.11.16
1305 14.10.09
MG 3 5dr hatch AAABC 1.5 3Form Spt 108 11.4 41.5 11.6 19.6 2.8 105 101 22.2 37/41 GS 5dr SUV AAACC 1.5 TGI Excite 118 8.9 25.5 8.3 12.4 2.8 164 184 29.3 29/38
MINI 189 221 26.4 35/54 148 243 34.9 51/52 134 162 31.0
87 21.2 41/45 221 25.6 41/42
1080 1160
18.7.12 11.2.15
199 38.5 48/59
1395
15.1.14
255 32.3 32/46
1680 25.5.11
199 32.7 49/59
1180
19.6.13
221 34.6 42/53
1300
18.1.17
192 28.1
20/48
1547 27.1.10
380 310 25.5 28/—
1340 23.9.15
296 280 25.8 26/36 345 310 25.8 28/29
1335 8.6.16 1430 10.8.16
493 339 24.2 20/28
1495 19.8.15
414 369 36.4 27/31
1535 20.1.16
874 944 41.2
1740 22.10.14
28/44
416 627 50.7 32/43
2050
1.2.17
394 406 35.7 22/31
2000 4.6.14
46/53
148 243 36.2 42/48 221 284 30.1 42/50
1150 25.12.13
1480 22.2.17 1735 26.7.17
MORGAN Plus 8 2dr roadster AAACC 4.8 V8 — 4.9 11.1 4.0 8.3 3.2 390 370 36.0 24/32 3 Wheeler 2dr roadster AAAAA 3 Wheeler 115 8.0 29.9 7.7 5.1 3.56 80 103 21.3 30/-
NISSAN 103 24.3 45/57
765
30.11.11
R E N A U LT Twingo 5dr hatch AAABC Dynamique 94 17.6 — 19.1 29.4 2.9 Zoe 5dr hatch AAABC Dynamique 84 12.3 — 13.9 9.1 2.9 Clio 5dr hatch AAAAC 0.9 TCE 113 13.4 — 13.9 19.1 2.8 RS 200 Turbo 143 7.4 20.9 6.9 9.1 2.8 Mégane 3dr hatch AAAAB 275 Trophy-R 158 6.4 14.0 5.0 6.4 3.1 New Mégane 5dr hatch AAACC 1.5 dCi Dyn S Nav 116 11.1 35.2 11.1 13.2 2.8 Grand Scenic 5dr MPV AAABC dCi 130 Dyn S Nav 118 11.4 35.8 11.3 10.2 3.4 Kad jar 5dr SUV AAAAC dCi 115 Dyn S Nv 113 14.5 — 14.6 17.2 2.3
69
67
87
162 7.8
20.8 42/52
865 29.10.14
250Wh/m 1468
31.7.13
89 100 23.8 38/47 197 177 20.8 32/37
1009 6.3.13 1204 23.10.13
271 266 27
1297
5.11.14
108 192 33.9 47.2
1387
17.8.16
129 236 32.1
1601
25.1.17
26/33
47/61
108 192 35.0 52/69
R O L L S - R OYC E Phantom 4dr saloon AAAAC Phantom 149 6.0 14.7 5.3 *3.0 2.7 2dr Coupé 155 6.1 15.5 5.9 *3.4 2.9 Ghost 4dr saloon AAAAC Ghost 155 4.9 10.6 3.9 *2.3 2.6 Wraith 2dr coupé AAAAB Wraith 155 4.6 10.0 4.5 *2.1 2.9 Dawn 2dr convertible AAAAC Dawn 155 5.2 11.6 4.2 *2.4 2.9
453 531 38.7 8/17 453 531 38.7 7/18 563 575 46.0 18/23 624 590 45.9 15/27 563 575 47.7
19/25
S E AT
Ibiza 5dr hatch AAAAB SE Tech’y 1.0 TSI 113 10.0 34.1 10.0 10.1 3.0 Leon 3/5dr hatch AAAAC SC 2.0 TDI FR 142 8.0 22.1 7.5 9.6 2.9 1235 2.4.14 Cupra SC 280 155 5.9 13.6 4.4 7.1 2.7 Alhambra 5dr MPV AAAAC 1320 25.11.15 2.0 TDI 170 DSG 127 10.5 38.3 11.2 *7.0 3.0 Ateca 5dr SUV AAAAB 1280 6.4.16 1.6 TDI SE 114 10.5 35.6 9.3 14.0 2.9 1395 20.7.16
MITSUBISHI 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
SR3 SL 2dr roadster AAAAC SR3 SL 161 3.4 8.4 3.7 4.8 2.7 245 265 24.9 14/-
94
129 27.2 45/56
181 280 35.6 47/54 276 258 27.2 28/36 168 258 30.5 35/40 114
184 36.4 50/62
SMART Forfour Electric Drive 5dr hatch AABCC Prime Premium 81 13.2 — 14.5 10.6 2.8 80
118
—
1380 21.10.15
Fabia 5dr hatch AAAAC 1.2 TSI 90 SE-L 113 12.6 46 12.5 15.0 3.4 89 118 1675 27.3.13 Old Octavia 4dr saloon/5dr estate AAAAC 121 11.6 43.0 12.5 13.6 2.7 104 184 1810 16.4.14 1.6 TDI SE New Octavia 4dr saloon/5dr estate AAAAC vRS 245 Estate 155 6.9 16.2 5.8 7.3 2.9 242 273 Rapid 4dr saloon AAABC 1230 22.8.12 1.2 TSI 114 11.3 45.5 11.5 14.2 2.9 84 118 Superb 5dr hatch/estate AAAAB 520 6.6.12 2.0 TDI SE 135 8.8 24.9 8.2 11.2 2.8 148 251 Yeti 5dr SUV AAAAC 2.0 TDI 140 119 10.7 39.1 11.2 12.3 2.7 138 236 Kodiaq 5dr SUV AAAAC 1068 26.4.17 2.0 TDI Edition 121 9.5 34.7 10.1 12.2 2.8 148 251 21.7.10
26.1
260Wh/m 1200 23.8.17
45/49
TEST DATE
Weight (kg)
Mpg test/touring
Mph/1000rpm
Torque (lb/ft)
Braking 60-0mph
50-70mph
30-70mph
0-100mph
0-60mph
Power (bhp)
1425 14.9.16
145 258 34.7 39/51
1465 21.3.12
168 184 31.9
34/36
1537
13.1.16
145 258 33.0 41/49
1540
5.6.13
296 300 27.6 23/31
1534 25.6.14
SUZUKI Swift 5dr hatch AAABC 1.0 SZ5 121 10.5 33.0 10.3 11.8 2.9 110 Celerio 5dr hatch AAABC 1.0 SZ4 96 12.9 — 14.3 25.0 3.0 67 Baleno 5dr hatch AAABC 1.0T B’jet SZ5 124 9.8 29.5 9.7 11.2 2.9 110 SX4 S-Cross 5dr SUV AAABC 1.6 DDiS SZ4 111 10.0 32.6 10.1 8.9 2.57 118 Vitara 5dr SUV AAABC 1.6 SZ5 112 9.5 29.8 9.5 15.5 — 118
1109
21.1.15
32.3 46/56
1230 10.4.13
29.8 33/39
1392 16.8.17
26.1
40/47
1175
5.12.12
37.2 47/54
1505
9.9.15
34.5 36/46
1545 7.10.09
33.5 37/48
1751 23.11.16
125 26.3 45/56
925
66
835 25.3.15
22.4 54/57
17.5.17
125 26.3 50/55
950
236 35.1
57/67
1290 30.10.13
24.3 49/47
1075 29.4.15
115
3.8.16
TESLA Model S 4dr saloon AAAAB Performance 130 4.7 11.7 3.7 2.2 2.7 416 443 8.7 P90D 155 5.2 9.1 3.0 1.9 2.9 525 713 8.5 Model X 5dr SUV AAAAC 90D 155 4.7 13.1 2.8 2.5 2.7 416 487 8.5
411Wh/m 2108 11.9.13 420Wh/m 2200 20.4.16 611Wh/m 2508 15.2.17
T OYO TA Aygo 5dr hatchback AAABC 1.0 VVTi 99 13.9 — 15.2 24.1 3.0 Yaris 5dr hatchback AAABC 1.33 TR 114 11.5 43.6 10.9 19.6 2.9 Verso-S 5dr hatchback AAACC 1.3 T Spirit 106 12.1 38.5 11.7 19.2 2.9 GT86 2dr coupé AAAAA 2.0 manual 140 7.4 18.8 6.8 10.6 2.6 Prius 5dr hatch AAAAC Business E’tion 112 11.1 32.0 10.7 *6.4 3.1 Mirai 4dr saloon AAAAC Mirai 111 10.1 36.5 10.2 *6.5 3.3 C-HR 5dr SUV AAAAC Excel 1.8 Hybrid 106 11.6 43.5 11.9 *7.3 2.7
68
70
22.5 49/63
900
98
92
23.7 42/51
1065 28.9.11
98
92
21.7
39/48
1125
9.3.11
197 151
23.5 30/45
1235
4.7.12
121
—
1400 16.3.16
—
53/63
2.7.14
152 247 22.5 44/62** 1400 27.4.16 121
—
—
49/60
1420
4.1.17
85
21.8
39/45
1086
6.2.13
70
20.3 49/55
938
15.7.15
VA U X H A L L Adam 3dr hatch AAACC 1.2 Jam Ecoflex 103 14.3 — 15.3 20.8 2.8 68 Viva 5dr hatch AAABC 1.0 SE A/C 106 13.0 — 14.1 19.0 — 74 Corsa 3/ 5dr hatch AAABC 1.4T SRi VX-Line 115 11.7 45.1 12.1 15.3 2.9 99 VXR 143 7.2 18.3 6.4 7.8 2.4 202 Crossland X 5dr SUV AAACC 1.2T 130 Elite 128 9.8 31.4 10.3 8.9 2.9 128 Astra 5dr hatch/estate AAAAC 1.6 CDTi 136 SRi 127 8.8 25.7 8.8 8.6 2.6 134 ST CDTi B’tbo SRi137 8.4 22.2 7.7 8.1 2.6 158 Insignia Grand Sport 5dr hatch AAAAC 2.0D SRi VX-Line140 8.7 23.8 7.9 8.9 2.7 168 Zafira Tourer 5dr MPV AAABC 2.0 CDTi 165 129 10.4 36.8 10.2 14.3 3.2 163 Mokka 5dr SUV AAABC 1.4T 118 10.0 30.6 9.4 13.7 3.0 138 VXR8 4dr saloon AAAAB GTS 155 4.8 10.2 3.7 7.4 2.5 577
148 34.8 37/42 181 23.8 29/34
1176 19.11.14 1280 6.5.15
170 30.5 40/54
1199
236 33.4 55/58 258 33.7 57/59
1350 30.9.15 1435 13.4.16
295 36.1
1507
39/51
7.6.17
3.5.17
258 37.7 38/46
1805 15.2.12
148 26.1
32/40
1350 28.11.12
546 34.9 18/25
1882 30.4.14
V O L K S WA G E N
Up 3/5dr hatch AAAAC 1.0 High Up 106 13.8 — 14.7 18.6 2.8 74 Polo 3/5dr hatch AAAAC 2485 2.4.03 1.4 TSI BlueGT 130 7.5 22.2 7.1 8.0 2.9 138 2495 27.8.08 Golf 3/5dr hatch AAAAB GTI Perf DSG 155 6.5 16.4 5.9 8.9 2.8 227 2450 7.7.10 GTI Clubsport S 165 6.1 12.7 4.9 5.5 2.5 306 2.0 TDI 134 9.6 27.6 8.6 11.7 2.9 148 2435 21.5.14 R 155 4.8 12.0 4.3 6.5 2.9 296 GTE 138 7.7 18.2 6.1 7.7 2.5 201 2560 1.6.16 R-Line 1.5 TSI 134 8.8 22.7 8.1 9.9 2.1 148 Scirocco 2dr coupé AAAAB 2.0 TSI R 155 6.5 13.7 4.9 5.9 2.7 261 Passat 4dr saloon/5dr estate AAAAC 1047 19.7.17 2.0 TDI 190 GT 144 8.7 23.6 8.1 13.1 3.2 187 GTE 140 7.6 19.0 6.1 7.8 3.3 215 1350 4.9.13 Touran 5dr MPV AAAAC 1441 26.3.14 2.0 TDI 150 SE 128 9.9 29.3 9.7 13.6 3.2 148 Tiguan 5dr SUV AAAAB 1935 1.12.10 2.0 TDI 150 SE 127 10.4 33 9.6 12.4 3.2 148 Touareg 5dr SUV AAAAC 1300 19.10.16 3.0 V6 TDI SE 135 6.9 19.8 6.8 *3.9 2.7 236 Caravelle 5dr MPV AAAAC 2.0 BiTDI Exec 126 11.6 36.1 11.7 10.2 3.2 201
S KO DA 1490
221 33.2 45/58
SUBARU
1230 3.11.10 1295 22.5.13
RADICAL
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 1475 7.11.12 A 45 AMG 168 4.2 11.5 4.3 4.5 2.8 355 322 38.1 27/37 1555 14.8.13 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 1495 29.2.12 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 1700 23.7.14 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 1525 26.6.13 200 CDI S’t S’Brk 134 10.1 29.7 9.6 11.9 3.4 134 221 33.5 53/59 1555 18.11.15 E-Class 4dr saloon/5dr estate/2dr convertible/2dr coupe AAAAC E400 Coupe 155 5.6 13.4 4.9 14.8 2.9 328 354 46.7 30/39 1845 14.6.17 CLS 4dr saloon/5dr estate AAAAC 350 CDI S’Brake 155 7.0 18.5 6.4 *3.8 2.9 261 457 39.6 36/43 1980 9.1.13 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 1975 16.10.13 S63 AMG coupé 155 4.5 9.6 3.4 6.8 2.7 577 664 42.8 22/25 2070 3.12.14 GLA 5dr SUV AAABC 220 CDI SE 134 8.1 23.8 7.8 4.7 2.65 168 258 36.4 40/48 1535 14.5.14 GLC 5dr SUV AAAAC GLC 250d 143 7.8 23.5 7.8 15.7 3.2 201 369 46.9 39/43 1845 10.2.16 M-Class 5dr SUV AAAAC ML 250 130 8.8 28.4 9.3 11.0 2.9 201 368 36.2 38/41 2310 2.5.12 GL 5dr SUV AAAAC GL350 AMG Spt 137 8.3 24.8 8.2 5.0* 2.6 255 457 37.7 28/33 2455 24.7.13 SL 2dr convertible AAAAC SL 500 155 4.3 9.9 3.6 6.5 2.7 429 516 39.6 10/24 1815 8.8.12
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 10.1 2.7 Levorg 5dr estate AAACC 107 207 8.76 320Wh/m 1545 27.4.11 GT 1.6i L’tronic 130 8.4 24.6 7.9 21.0 2.6 Forester 5dr SUV AAACC 109 192 35.0 49/56 1365 19.2.14 2.0d XC 118 9.9 36.5 10.5 11.0 2.9 WRX 4dr saloon AAACC 128 236 32.8 42/48 1550 13.8.14 STi Type UK 159 5.4 13.3 5.1 9.4 2.8 115 117 19.5 36/46 197 184 23.8 31/39
PORSCHE 1420
Top speed
Mpg test/touring
S S A N GYO N G 1036 9.10.13
M600 2dr coupé AAAAB M600 225 3.5 6.8 2.5 4.7 2.45 650 604 29.9 18/25
Old Cayman 2dr coupé AAAAA GT4 183 4.6 10.0 3.5 6.0 2.5 24.5.17 718 2dr coupé/roadster AAAAB Boxster 171 5.4 12.2 4.3 5.2 2.5 7.5.14 Cayman S 177 4.8 10.5 3.9 4.8 2.5 911 2dr coupé AAAAB GT3 RS 193 3.4 7.8 2.8 6.9 2.4 New 911 2dr coupé AAAAB 3.6.15 Carrera S 190 4.5 9.4 3.4 7.3 2.9 8.2.17 918 Spyder 2dr coupé AAAAA 4.6 V8 214 2.6 5.3 1.9 2.2 2.3 29.7.15 Panamera 4dr saloon AAAAA 177 4.1 10.3 3.8 — 3.0 10.5.17 4S Diesel Macan 5dr SUV AAAAB 165 4.7 11.8 4.3 7.9 2.4 6.7.16 Turbo
Make and Model
Mph/1000rpm
TEST DATE
Torque (lb/ft)
42/54
Weight (kg)
Power (bhp)
Braking 60-0mph
50-70mph
30-70mph
0-100mph
0-60mph
21.8
NOBLE
1440 30.3.16
469 479 38.1 19/25 503 516 35.6 21/27
Micra 5dr hatch AAAAC 0.9 N-Connecta 109 12.1 44.7 11.7 15.6 2.8 89
81
208 3/5dr hatch AAACC 1050 22.4.15 1.2 VTI Active 109 14.2 — 14.5 9.1 2.9 81 GTi 30th 143 6.5 16.1 5.8 6.7 2.9 205 1470 4.12.13 308 3/5dr hatch AAAAC 1.6 e-HDi 115 118 10.1 32.6 10.4 13.9 3.0 114 1480 23.1.13 508 SW estate AAAAC 2.0 HDi 163 138 9.6 28.6 9.7 5.8 2.57 161 1050 2.9.15 2008 5dr SUV AAABC 1.6 e-HDi 117 10.7 37.8 11.5 11.8 3.2 114 1275 22.7.15 3008 5dr SUV AAABC 1.6 Bl’HDi GT L’e 117 12.0 44.3 12.1 13.2 3.2 118 1594 28.6.17 5008 5dr MPV AAAAC 1.6 HDi 110 114 13.0 22.0 13.2 9.8 3.1 107
MERCEDES-AMG
Mini 3dr hatch AAAAB Cooper S 146 6.9 17.1 5.9 6.7 2.5 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 Countryman 5dr hatch AAABC Cooper D 129 9.0 26.4 8.4 11.5 2.8 Plug-in Hybrid 123 6.7 24.4 6.2 5.5 3.5
79
PEUGEOT
570S 2dr coupé AAAAA 3.8 V8 204 3.1 6.4 2.2 10.2 2.6 562 443 36.5 23/37 720S 2dr coupé AAAAA 4.0 V8 212 2.9 5.6 2.0 7.7 2.4 710 568 35.4 19/24 P1 2dr coupé AAAAA P1 217 2.8 5.2 2.2 6.0 2.3 903 664 36.0 19.6/— C63 4dr saloon AAAAB C63 155 4.4 9.7 3.4 7.5 2.7 C63 S C’vrtble 155 4.6 10.2 3.4 7.1 2.7 GT 2dr coupé AAAAC S 193 3.6 7.8 2.8 5.5 2.5 R 198 3.6 7.3 2.7 4.6 2.4 SLC 2dr convertible AAABC SLC 43 155 5.5 12.3 4.2 12.7 3.0
Top speed
Note 5dr hatch AAAAC 1765 18.2.15 1.2 Acenta Prm 106 12.6 — 13.4 20.3 2.9 Pulsar 5dr hatch AAACC 1.5 dCi n-tec 118 10.9 35.5 10.8 13.1 2.9 Juke 5dr SUV AAABC 111 10.3 41.6 9.9 12.7 3.0 900 26.5.10 Acenta 1.6 134 6.9 17.2 6.0 7.2 2.5 920 29.6.16 Nismo 1.6 Leaf 5dr hatch AAABC 91 10.9 — 11.4 7.3 2.8 1430 30.3.11 Leaf Qashqai 5dr SUV AAAAB 113 10.8 39.2 11.1 12.9 2.9 1176 3.4.13 1.5 dCi 2WD X-Trail 5dr SUV AAABC 1.6 dCi 2WD 117 11.2 39.7 11.7 11.2 3.0 GT-R 2dr coupé AAAAB 2085 14.7.10 Recaro 196 3.4 7.8 2.7 5.3 2.7
MAZDA 2 5dr hatch AAAAC 1.5 Sky’v-G SE 114 10.4 38.0 7.0 20.2 3.1 3 5dr hatch AAAAC 2.2 SE-L 130 9.0 26.6 9.1 9.9 3.0 6 4dr saloon/5dr estate AAAAC 2.2 Sport Nav 139 7.9 21.2 7.1 7.9 2.7 MX-5 2dr roadster AAAAB 1.5 SE-L Nav 127 8.4 24.8 7.9 14.7 3.3 CX-3 5dr SUV AAABC 1.5D SE-L Nav 110 10.3 34.7 10.3 10.3 — CX-5 5dr SUV AAAAC 2.2D Sport Nav 127 9.4 26.3 9.1 10.4 3.0
Make and Model
TEST DATE
Weight (kg)
Mpg test/touring
Torque (lb/ft)
Power (bhp)
50-70mph
30-70mph
0-100mph
0-60mph
24/28
Top speed
RC F 2dr coupé AAACC RC F 168 4.8 10.7 3.9 12.9 2.9 471 391 39
Make and Model
Mph/1000rpm
Braking 60-0mph
ROAD TEST RESULTS
70
945
7.12.11
184 28.1
20.5 44/59 40/49
1212
13.2.13
258 280 236 280 258 184
32/38 29/36 44/56 34/29 44/45 40/52
1402 10.7.13 1285 24.8.16 1390 16.1.13 1495 9.4.14 1599 20.5.15 1324 2.8.17
258 26.3 28/34
1400 24.2.10
295 37.9 45/52 295 32.3 38/43
1614 1722
4.2.15 7.9.16
251 37.0 54/60
1571
3.2.16
251 40
44/52
1683
3.2.16
406 38.5 32/37
2155
1.9.10
332 22.7 38/45
2386 23.12.15
10.2 2.8 148 258 36.5 46/52
1545 15.8.12
34.4 26.9 37.4 27.1 7.6 28.0
V O LV O 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 AAABC D4 AWD R-Des’n 127 8.9 26.2 8.8 XC90 5dr SUV AAAAC D5 Momentum 137 8.3 23.9 8.3
9.2 3.0 179 295 39.4 46/59
1580
5.3.14
11.1 2.6 187 295 40.1
1717
13.7.16
40/51
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
14.2 2.8 188 295 38.9 40/49
1836
*5.0 —
2009 17.6.15
222 347 33.6 37/39
5.7.17
ZENOS E10 0dr roadster AAAAB S 140 4.3 11.2 4.1
5.3 2.9 250 295 33.9 21/23
725
7.10.15
23 AUGUST 2017 AUTOCAR.CO.UK 81
NEW CARS
A-Z For full reviews of every car listed here, visit our website, autocar.co.uk STAR R ATI NGS E XPL AI N E D CCCCC 0-20% Inherently dangerous/ unsafe. Tragically, irredeemably flawed. BCCCC 21-35% Appalling. Massively significant failings. ACCCC 36-50% Very poor. Fails to meet any accepted class boundaries. ABCCC 51-60% Poor. Within acceptable class boundaries in a few areas. Still not recommendable. AACCC 61-65% Off the pace. Below average in nearly all areas. AABCC 66-70% Acceptable. About average in key areas, but disappoints. AAACC 71-75% Competent. Above average in some areas, average in others. Outstanding in none. AAABC 76-80% Good. Competitive in key areas. AAAAC 81-85% Very good. Very competitive in key areas, competitive in secondary respects. AAAAB 86-92% Excellent. Near class leading in key areas, and in some ways outstanding. AAAAA >93% Brilliant, unsurpassed. All but flawless.
ABARTH 595 3dr hatch £15,260-£21,710 Good value hot hatch and great fun to drive AAABC TESTERS’ PICK: 1.4 T-Jet Competizione 595 Convertible 2dr open £17,260£23,710 Open-top hot hatch has a softer ride than the tin-top version AAABC TESTERS’ PICK: 1.4 T-Jet C Competizione Biposto 695 3dr hatch £33,110 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 £26,920-£31,920 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 Spider
A L FA R O M E O Mito 3dr hatch £13,840-£21,380 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 Super Giulietta 5dr hatch £19,715-£29,950 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 £29,550-£61,300 Alfa is taking the fight to the Germans with its good-looking saloon. Lacks the finesse of its rivals and only available as an automatic. However the V6 Quadrifoglio is a compelling car AAAAB TESTERS’ PICK: 2.9 V6 Quadrifoglio 4C 2dr coupé/spider £52,820-£59,820 Flawed, but the best current Alfa by miles. Rewarding to drive, if not the last word in finesse AAABC TESTERS’ PICK: 1.75T Spider
ALPINA B3 S 4dr saloon/5dr estate £62,000- £63,000 Previously it was falling behind on the power stakes, however the S facelift rectifies that AAABC TESTERS’ PICK: B3 S Biturbo
B6 2dr coupé/convertible £96,950-£101,950 A ballistic coupé and convertible, but more at home on the autobahns AAAAC TESTERS’ PICK: B6 Biturbo B7 4dr saloon £115,000 A luxury saloon without a huge amount of power — an S-Class AMG challenger AAAAC TESTERS’ PICK: B7 Biturbo LWB D3 4dr saloon/ 5dr estate £48,000-£50,000 An intoxicating mix of performance and fuel economy AAAAB TESTERS’ PICK: D3 Biturbo Saloon D4 2dr coupé/convertible £52,000-£56,000 Precise dynamics with added Alpina kudos and a great engine AAAAC TESTERS’ PICK: D4 Biturbo Coupé XD3 5dr SUV £56,450 Alpina’s first SUV is a triumph. Hugely fast, capable and desirable AAAAC TESTERS’ PICK: 3.0 XD3
ARIEL Atom 0dr open £30,572 Superbike-fast lightweight mentalist is as exhilarating as they come. Less usable than some but no less marvellous AAAAB TESTERS’ PICK: 2.0 i-VTEC 310 Nomad 0dr open £38,000 Off-road Ariel is well inside the top ten on the list of our favourite cars. A revelation and a riot AAAAA TESTERS’ PICK: 2.4 i-VTEC 235
ASTON MARTIN Vantage Coupé £96,044-£171,249 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 £105,044-£150,744 Drop-top suits the Vantage’s relaxed nature AAAAC TESTERS’ PICK: 5.9 V12 S DB11 2dr coupé £159,955-£169,070 The stunning replacement for the attractive DB9. Simply tyreshreddingly good AAAAA TESTERS’ PICK: 5.2 V12 Vanquish 2dr coupé £198,005-£217,050 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 S
B4 S 2dr coupé/convertible £63,000-£67,000 Less well-mannered than an M4. Better on the road than the track AAAAC TESTERS’ PICK: B4 S Biturbo
Vanquish Volante 2dr open £202,050-£210,005 A dazzling cruiser at heart with infinite head room AAAAC TESTERS’ PICK: 5.9 V12
B5 4dr saloon/5dr estate £89,000- £91,000 Based on the almost flawless new 5 Series, and the B5 will whet the appetite until the M5 arrives AAAAC TESTERS’ PICK: B5 AWD Saloon
Rapide S 4dr saloon £152,749-£155,249 There may not be room in the back for top hats, but the Rapide is the most elegant four-door sports car in the world AAAAC TESTERS’ PICK: 5.9 V12 S
AU D I A1 3dr hatch £15,765-£29,565 Audi’s answer to the Mini. Fun and refined. AAABC TESTERS’ PICK: 1.4 TFSI 150 S Line
A1 Sportback 5dr hatch £16,385-£30,185 Rear doors add convenience to an attractive package AAABC TESTERS’ PICK: 1.4 TFSI 150 S Line
A6 Allroad 5dr estate £47,480-£57,900 Rugged 4x4 A6. Even more pricey AAAAC TESTERS’ PICK: 3.0 TDI 218 quattro
A3 3dr hatch £20,365-£36,305 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, S3
A7 Sportback 5dr hatch £48,045-£94,185 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
A3 Sportback 5dr hatch £20,985-£36,925 All of the above but with five doors and a usefully larger boot AAAAC TESTERS’ PICKS: 2.0 TDI 150 Sport, S3 A3 Saloon 4dr saloon £25,270-£39,220 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 £27,705-£41,655 Compact, affordable, usable and refined, with strong performance and composed handling AAAAC TESTERS’ PICK: 2.0 TDI 150 Sport
A8 4dr saloon £64,820-£100,565 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 Q2 5dr SUV £21,360-£36,620 Another small SUV from Audi, and is a decent stepping stone between the A3 and the SUV range AAAAC TESTERS’ PICK: 1.4 TFSI 150 S Line Q3 5dr SUV £27,610-£37,600 Typically refined and competent but feels more A3 than SUV AAABC TESTERS’ PICK: 2.0 TDI 150 S Line
A4 4dr saloon £27,260-£45,200 High quality and competent; leaves the dynamic finesse to its rivals AAAAC TESTERS’ PICK: 2.0 TFSI 252 Sport quattro
Q5 5dr SUV £39,100-£51,200 Appealing combination of Audi brand allure with affordable SUV practicality, and now even more attractive AAAAC TESTERS’ PICK: 2.0 TDI 190 S Line quattro
A4 Avant 5dr estate £39,680-£43,850 Classy, demure and very tech savvy Audi estate AAAAC TESTERS’ PICK: 2.0 TDI 190 Sport Ultra
Q7 5dr SUV £50,060-£72,895 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
A4 Allroad 5dr estate £38,425-£43,295 The classy and demure estate gets a rugged makeover making it a capable 4x4 A4 AAAAC TESTERS’ PICK: 2.0 TDI 190
TT 2dr coupé £28,500-£43,920 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
A5 Coupé 2dr coupé £31,535-£62,900 Refreshed A5 gets a sharper look and a refreshed interior. Still fairly mundane to drive AAAAC TESTERS’ PICK: 3.0 TDI 286 S Line
TT Roadster 2dr open £30,250-£45,670 Plenty of pace and driver reward, as well as Audi-brand prestige and design-icon style AAAAC TESTERS’ PICK: 2.0 TFSI S Line
A5 Sportback 5dr hatch £32,965-£47,875 Refined , good-looking four-door coupé is short on charm and finesse AAAAC TESTERS’ PICK: 3.0 TDI 286 S Line
R8 2dr coupé/spyder £122,450-£137,450 Usable but no less involving or dramatic for it. V10 is brutal AAAAC TESTERS’ PICK: 5.2 FSI 540 V10
A5 Cabriolet 2dr open £35,235-£51,835 A refresh doesn’t chage a solid formula – more practical than smaller options. Lower-powered, steel-sprung trim is best AAABC TESTERS’ PICK: 2.0 TFSI 190 S Line
Mono 2dr open £135,950 An F-22 Raptor for the road — only better built AAAAB TESTERS’ PICK: Mono 2.3
A6 4dr saloon £33,880-£60,790 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 S Line A6 Avant 5dr estate £35,980-£88,345 A capable stress buster; BiTDI engine is a giant-killer, while the RS6 is monstrous AAAAC TESTERS’ PICK: 3.0 BiTDI 320 S Line quattro
BAC
BENTLEY Continental GT 2dr coupé £142,055-£214,555 Audi-sourced V8 is so good that it completely reinvigorates the Conti. Cabin is as lavish and sumptuous as you’ll find . The Supersports is the ultimate Conti GT AAAAC TESTERS’ PICK: 4.0 V8 S Continental GT Convertible 2dr open £156,155-£235,855 Lavish and sumptuous convertible, allowing you to hear the evocative V8 and W12 all the clearer AAAAC TESTERS’ PICK: 4.0 V8 S
The new Golf. With £1,000 towards your deposit with Solutions PCP.* An utterly irresistible offer.
the end of the agreement there are three options: i) pay the optional final payment and own the vehicle; ii) return the vehicle: subject to excess mileage and fair wear and Representative *Atordered by 1st October 2017 from participating Retailers. Excess mileage up to 4.8p per mile. Indemnities may be required. Offers are not available in conjunction with any other
4.9% APR Official fuel consumption figures for the Volkswagen Golf range in mpg (litres/100km): urban 29.4 (9.6) – 68.9 (4.1); extra urban results. Model shown £20,540 RRP.
NEW CAR PRICES BMW i3
‘A city car of the future, built for today. Flawed — but inspired, too’ M O R E AT AU TO C A R.CO.U K
Mulsanne 4dr saloon £231,415-£289,765 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 £134,555-£171,855 Undoubtedly luxurious and with a lovely interior, but misses the class mark on rolling refinement and tech sophistication AAABC TESTERS’ PICK: V8 S Mulliner Bentayga 4dr SUV £164,755-£229,555 Bentley’s first attempt to crack the luxury SUV market is a solid attempt, but the W12 is very thirsty AAAAC TESTERS’ PICK: 6.0 W12 Bentayga Diesel 4dr SUV £137,055-£146,885 Bentley’s first SUV gets Crewe’s first diesel engine and it is a cracker. It makes the Bentayga nearly flawless AAAAA TESTERS’ PICK: 4.0d V8
BMW 1 Series 3dr hatch £21,420-£32,650 Strong on performance and economy but not as good as it could be AAABC TESTERS’ PICK: M140i 1 Series 5dr hatch £21,950-£33,180 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 £23,530-£48,675 A proper compact coupé now. Could be better equipped AAAAB TESTERS’ PICK: M2 2 Series Convertible 2dr open £27,130-£39,165 Better than 1 Series forebear, but still lacks truly distinguishing premiumbrand qualities AAABC TESTERS’ PICK: M240i 2 Series Active Tourer 5dr MPV £23,880-£34,935 BMW’s front-drive hatch is a proper contender, but not as practical as some of its rivals AAAAC TESTERS’ PICK: 220d Sport 2 Series Gran Tourer 5dr MPV £25,580-£35,250 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 £26,790-£60,905 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
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 £30,880-£43,890 Hatchback practicality meets 3 Series talent. Duller but decent AAAAC TESTERS’ PICK: 320d M Sport 4 Series 2dr coupé £32,580-£121,780 More of a talented GT than brilliant B-road steer. Recent facelift gives the interior a refresh AAAAC TESTERS’ PICKS: 420d M Sport, M4 4 Series Convertible 2dr open £37,630-£64,660 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 £32,525-£46,495 A prettier 3 Series. Very good — but not better AAAAC TESTERS’ PICK: 420d M Sport 5 Series 4dr saloon £36,165-£50,260 The new 5 Series carries on where the old one left off. The perfect compromise between the dynamic XF and comfy E-Class AAAAB TESTERS’ PICKS: 530d M Sport
do elsewhere. A bit unrefined and ordinary-handling AAAAC TESTERS’ PICK: xDrive 20d M Sport
standard. Charming and fierce nonethelessAAABC TESTERS’ PICK: 6.2 V8
X3 5dr SUV £34,455-£46,755 Close to matching the Discovery Sport and F-Pace on practicality and on-road dynamism, with better engines and better equipment levels AAAAC TESTERS’ PICK: xDrive20d M Sport
C-Zero 5dr hatch £15,995 Well-engineered electric city car. Too expensive AAACC TESTERS’ PICK: 49kW
X4 5dr SUV £37,990-£50,335 A downsized X6 is respectable enough, but the cheaper X3 is a better option AAABC TESTERS’ PICK: xDrive20d M Sport X5 5dr SUV £48,140-£94,910 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 £59,060-£97,810 The world’s first off-road coupé, but appearances make it difficult to love AAABC TESTERS’ PICK: X6M i3 5dr hatch £33,070-£36,220 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 £106,310-£114,655 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: BMW i8 1.5
CAD I LL AC
5 Series Touring 5dr estate £38,385-£52,760 The excellent 5 Series made into a more practical form. 520d is the best AAAAB TESTERS’ PICK: 520d M Sport
CT6 4dr saloon £70,485 Sharp-looking big saloon is a replacement for the CTS, but still needs a diesel AACCC TESTERS’ PICK: 3.0TT V6 AWD Platinum
5 Series GT 5dr hatch £38,820-£61,975 Fine cabin but only seats four. Poor ride and steering AAABC TESTERS’ PICK: 520d M Sport
CTS-V 4dr saloon £76,240 Supercharged Chevy V8 serves up 640bhp: eat your heart out, Germany. Handling lacks distinguishing finesse AAAAC TESTERS’ PICK: 6.2 V8
6 Series Coupé 2dr coupé £61,080-£95,580 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 £61,080-£97,980 Back doors prove to be a brilliant visual coup AAAAC TESTERS’ PICK: 640i SE 6 Series Convertible 2dr open £66,980-£100,530 Great engines and interior. More GT than sports car AAABC TESTERS’ PICK: 640i SE 7 Series 4dr saloon £65,300-£135,340 Rules on in-car entertainment and diesel sophistication; otherwise too bland to stand out. The M760Li is a monster AAAAC TESTERS’ PICK: 730d M Sport
3 Series Touring 5dr estate £28,130- X1 5dr SUV £27,990-£37,200 £45,620 Pick of the premium brand bunch, There are more practical estates but doesn’t rule the class as BMWs
Escalade 5dr SUV £82,515-£96,665 Cadillac’s luxury SUV, but it remains large and ungainly AACCC TESTERS’ PICK: 6.2 V8 Premium AWD
C AT E R H A M Seven 2dr open £16,995-£50,490 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
CHEVROLET Corvette 2dr coupé/convertible £63,295-£96,465 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 £32,145-£47,305 An affordable American muscle car, but LHD only and less usable and deft-handling than the class
AUTOCAR TO P FIVES
CIT Y CARS
CITROEN
C1 3dr hatch £8835-£12,265 Slightly better priced than its Toyota sibling but less visually charming AAABC TESTERS’ PICK: 1.2 PureTech 82 Feel C1 5dr hatch £10,895-£13,115 As above but with rear doors AAABC TESTERS’ PICK: 1.2 PureTech 82 Feel
1 Volkswagen Up
From £8995 VW’s city car is no revolution, just a trademarked effort to beat its rivals on finish, refinement and economy. AAAAC
C3 5dr hatch £11,135-£17,625 Funky fresh look gives the C3 a new lease of life, shame its on old running gear underneath AAABC TESTERS’ PICK: 1.2 PureTech 82 Feel C4 5dr hatch £17,270-£21,270 Good looking but lacks the polish of the latest rivals AAACC TESTERS’ PICK: 1.6 BlueHDi 100 Flair C4 Cactus 5dr hatch £13,400-£20,865 Interesting and novel but flawed to drive AAABC TESTERS’ PICK: 1.2 PureTech 82 Flair
2 Hyundai i10 From £9250 The latest i10 prioritises maturity over its former liveliness, but the refined result is still a first-rate city car. AAAAC
C3 Picasso 5dr MPV £17,135-£19,180 Soft-handling, square, quirky. Not up to Citroën’s latest standards on cabin finish or handling AAACC TESTERS’ PICK: 1.6 BlueHDi 100 Edition C4 Picasso 5dr MPV £20,335-£28,360 Plushness and an improved dynamic make for a better car AAAAC TESTERS’ PICK: 1.6 BlueHDi 120 Exclusive S&S Grand C4 Picasso 5dr MPV £22,635-£30,060 Alternative approach to MPV design produces something fresh and unusual, as well as comfy, spacious and quietly upmarket AAAAC TESTERS’ PICK: 1.6 BlueHDi 120 Exclusive S&S Berlingo Multispace 5dr MPV £16,245-£20,505 Likeable, practical van-based MPV AAACC TESTERS’ PICK: 1.6 BlueHDi 100 Feel Edition S&S
DACIA Duster 5dr SUV £9495-£18,395 The value champion of the crossover world. Basic in entry-level trim, but if cheap family transport is what you need, the Duster provides it AAABC TESTERS’ PICK: SCe 115 Ambiance Sandero 5dr hatch £5995-£10,795 A clever budget prospect, but its limitations are unavoidable , even after being given a smart facelift AAACC TESTERS’ PICK: TCe 90 Ambiance Sandero Stepway 5dr hatch £8995-£12,595 More expensive and slightly more rugged— but still limited AAABC TESTERS’ PICK: 0.9 TCe Laureate
3 Suzuki Celerio From £6999 Pleasing to drive, cheap to buy and decent to sit in, the Celerio is a no-nonsense option and very likeable for it. AAABC
4 Fiat Panda From £9245 The Panda may not have quite kept pace with its rivals, but it still sells robust, practical charm better than any. AAABC
5 Vauxhall Viva
From £9175 A derivative and charisma-free take on the modern city car, but not devoid of usability or space. Cabin is decent, too. AAABC
tear, charges may apply; or iii) replace: part exchange the vehicle. With Solutions Personal Contract Plan. Excludes e-Golf and Golf SV. 18s+. Subject to availability and status. T&Cs apply. Offer available when offer and may be varied or withdrawn at any time. Accurate at time of publication. Freepost Volkswagen Financial Services. Standard EU Test figures for comparative purposes and may not reflect real driving
44.8 (6.3) – 76.3 (3.7); combined 37.7 (7.5) – 74.3 (3.8); CO2 emissions 180 – 38g/km. Information correct at time of print.
Logan MCV 5dr estate £7295-£12,095 Lacks its stablemates’ charm but retains their cheapness AAACC TESTERS’ PICK: TCe 90 Ambiance Logan MCV Stepway 5dr estate £11,495-£13,895 Given a rugged makeover but still lacks charm but remains practical AAACC TESTERS’ PICK: TCe 90 SE Summit
DS 3 3dr hatch £14,875-£25,655 Premium-brand philosophy and adventurous aesthetics appeal, but those more focused on dynamics will prefer the latest Mini AAAAC TESTERS’ PICK: 1.6 BlueHDi 100 Prestige S&S 3 Cabriolet 2dr open £19,055-£25,945 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 £20,655-£27,455 Jack of all trades, master of none. Nice styling AAABC TESTERS’ PICK: 1.6 BlueHDi 120 Prestige
Panda 5dr hatch £9405-£18,155 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 £11,795-£13,670 Spacious and characterful supermini. Still heavily dated, though AAACC TESTERS’ PICK: 1.2 Easy+ Qubo 5dr MPV £12,160-£16,005 Fiat’s take on a versatile van-based MPV AAACC TESTERS’ PICK: 1.4 Active Doblo 5dr MPV £14,240-£20,145 Outdated MPV kept afloat by new engines AAACC TESTERS’ PICK: 1.4 95 Easy Air Fullback 4dr pickup £26,683£30,943 Based on the reliable and tough Mitsubishi L200 workhorse and given some Italian flair AAABC TESTERS’ PICK: 2.4 180 4WD LX 124 Spider 2dr open £21,050-27,060 The 124 name revived , although not perfect is fun to drive AAABC TESTERS’ PICK: 1.4 Multiair Lusso Plus
FORD
4 Crossback 5dr hatch £22,905-£30,205 A more rugged form of the DS 4 doesn’t make it any better AAABC TESTERS’ PICK: 1.2 PureTech 130 S&S
Ka+ 5dr hatch £9545-£11,445 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
5 5dr hatch £27,590-£33,740 Design marvel. Shame it doesn’t function so well AAABC TESTERS’ PICK: 1.6 BlueHDi 150 Elegance
Fiesta 3dr hatch £13,995-£23,215 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
FERRARI California 2dr open £156,060 New turbocharged engine brings entry-level Ferrari back to a competitive mark. Heavy but slick and rewarding to drive AAAAC TESTERS’ PICK: 3.9 V8 T
Fiesta 5dr hatch £14,555-£20,800 As above, but even more useful with rear doors AAAAB TESTERS’ PICKS: 1.0T 100 Ecoboost Zetec
488 GTB 2dr coupé £184,844 Calm ride mixed with explosive performance AAAAA TESTERS’ PICK: 4.5 V8
NEW Fiesta 3dr hatch £12,715-£20,575 Updated supermini keeps winning formula, and now with a modern interior AAAAB TESTERS’ PICKS: 1.0T 100 488 Spider 2dr open £203,271 The complete supercar, minus roof. A Ecoboost Zetec world-class head-turner AAAAA TESTERS’ PICK: 4.5 V8 NEW Fiesta 5dr hatch £13,365-£21,225 F12 Berlinetta 2dr coupé £241,963 As above, but even more handsome Thrilling like only a front-engined and with useful rear doors AAAAB TESTERS’ PICKS: 1.0T 100 V12 Ferrari could be. Crushing Ecoboost Zetec performance and unparalleled drama, albeit highly strung AAAAB TESTERS’ PICK: 6.3 V12 tdf Focus 5dr hatch £19,695-£32,265 Still appeals for its ride and handling, GTC4Lusso 2dr coupé £231,310 though not as much as perhaps it V12 Prancing Horse with four-wheel should. Spacious, stylish and welldrive and four-wheel steer plus room priced. AAAAC TESTERS’ PICKS: 1.0T 100 for extra passengers. AAAAC TESTERS’ PICK: 6.3 V12 Ecoboost Style, 1.5 TDCi 120 Zetec
F I AT 500 3dr hatch £11,490-£18,350 Super-desirable, super-cute city car. Pleasant, if not involving, to drive AAABC TESTERS’ PICK: 0.9 Twinair 105 Lounge 500C 2dr open £14,140-£21,000 Roll-top cabriolet is a better drive than the hatch AAAAC TESTERS’ PICK: 0.9 Twinair 105 Lounge 500L 5dr MPV £14,630-£21,275 A costly option but has the style to fill out some of its missing substance AAACC TESTERS’ PICK: 1.3 Multijet Lounge 500L MPW 5dr MPV £19,495-£22,015 Loses some of its charm as it gets bigger, but has seven-seats AAACC TESTERS’ PICK: 1.3 Multijet Lounge 500X 5dr hatch £15,250-£26,470 Familiar styling works rather well as a crossover. Drives okay, too AAABC TESTERS’ PICK: 1.4 Multiair 140 Cross
Focus Estate 5dr estate £20,795-£29,755 Well-mannered and comfortable, but a Skoda Octavia carries more AAAAC TESTERS’ PICKS: 1.0T 100 Ecoboost Style, 1.5 TDCi 120 Zetec Mondeo 5dr hatch/saloon £22,745-£33,595 Does what great Fords always have: massively over-delivers on practicality, value and handling. Cabin low-rent in places, but otherwise excellent AAAAC TESTERS’ PICK: 2.0T Ecoboost 240 Mondeo Estate 5dr estate £24,245-£35,695 A vast and enjoyable estate. Reasonably priced AAAAC TESTERS’ PICK: 2.0 TDCi 180 Titanium B-Max 5dr MPV £16,145-£20,595 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 Powershift C-Max 5dr MPV £19,995-£28,295 As fun to drive and easy to live with five-seat MPV AAAAC TESTERS’ PICK: 1.6T 182 E’boost Titanium X SS
Tipo 5dr hatch/estate £13,485-£20,485 A 90s reboot, but without the flabby and uninspiring nature. The new Tipo is a decent car to drive and has ample Grand C-Max 5dr MPV space inside AAABC TESTERS’ PICK: 0.9 Twinair Lounge £22,195-£29,795 Mid-sized Ford handles well, and
84 AUTOCAR.CO.UK 23 AUGUST 2017
can be had in five- or seven-seat versions. Good value, good to drive AAAAC TESTERS’ PICK: 2.0 TDCi 150 Titanium S-Max 5dr MPV £26,445-£38,395 Better looking and better to drive than most but not quite the classleader its predecessor was AAAAC TESTERS’ PICK: 2.0 TDCi 150 Zetec Galaxy 5dr MPV £27,995-£38,645 Huge seven-seat MPV. Easy to place on the road. Not cheap AAABC TESTERS’ PICK: 2.0 TDCi 180 Titanium Tourneo Connect 5dr MPV £18,445-£21,995 Ford’s van-based MPV is practical and spacious AAABC TESTERS’ PICK: 1.5 TDCi 120 Zetec Grand Tourneo Connect 5dr MPV £20,695-£24,245 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 £33,910-£42,010 A Ford Transit developed to haul people about AAABC TESTERS’ PICK: 2.0 TDCi 130 Zetec L2 Ecosport 5dr hatch £15,645-£19,195 Pumped up Fiesta is okay, but developing-world origins show through AAACC TESTERS’ PICK: 1.0T Ecoboost 125 Zetec Edge 5dr SUV £32,295-£41,795 Mid-sized US-developed SUV joins Ford’s fleet to take on the crossover market AAABC TESTERS’ PICK: 2.0 TDCi 210 Sport AWD Kuga 5dr SUV £21,895-£35,345 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
CR-V 5dr SUV £23,475-£35,280 Tardis-like SUV stalwart has lots of space for five and a big boot. Frugal and easy to drive AAAAC TESTERS’ PICK: 2.0 i-VTEC SE Plus 2WD NSX 2dr coupé £144,755 Honda’s supercar given a modern reboot, and it’s some piece of engineering AAAAB TESTERS’ PICK: 3.5 V6 Twin-Turbo Hybrid
HYU N DAI i10 5dr hatch £9540-£13,760 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 £11,605-£17,610 Appealing budget supermini combines decent performance and equipment with good practicality and low running costs AAAAC TESTERS’ PICK: 1.2 84 Premium SE i20 Coupé 3dr hatch £13,710-£16,110 As above, in sleeker coupé form. Lacking dynamically AAABC TESTERS’ PICK: 1.2 84 Sport i30 5dr hatch £16,995-£24,745 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 £17,535-£23,935 As good as we’ve come to expect and more practical AAABC TESTERS’ PICK: 1.6 CRDi 110 SE Nav i40 4dr saloon £20,335-£28,235 Useful, inoffensive and well-priced. No fireworks here AAABC TESTERS’ PICK: 1.7 CRDi 141 SE Nav i40 Tourer 5dr estate £21,585-£29,585 A practical estate but still rather dull and ordinary AAABC TESTERS’ PICK: 1.7 CRDi 141 SE Nav ix20 5dr hatch £14,895-£18,445 Usable high-roofed hatch is short on flair AAABC TESTERS’ PICK: 1.6 CRDi 115 SE
Ranger 5dr SUV £22,244-£34,424 Ford’s UK pick-up gets a US-style facelift. A rugged beast AAABC TESTERS’ PICK: 2.2 TDCi 160 XL Double Cab
i800 MPV £26,095-£28,545 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
Mustang 2dr coupé/convertible £33,645-£44,895 American muscle built for the UK. What is not to like? AAAAC TESTERS’ PICK: 5.0 V8 Fastback
Tucson 5dr SUV £19,705-£33,050 Classy, roomy cabin and predictable handling. Very competitive AAABC TESTERS’ PICK: 2.0 CRDi 185 SE Nav 4WD
G I N E T TA
Santa Fe 5dr SUV £32,545-£38,995 Another big Korean with lots of space on offer for not a lot of cash. Slick, comfy and likeable, if a bit expensive to own AAABC TESTERS’ PICK: 2.2 CRDi Premium 7st
G40 Club Car 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: G40 Club Car
H O N DA Jazz 5dr hatch £13,955-£18,165 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 NEW Civic 5dr hatch £18,475£32,995 A fresh look for the Civic as it looks to appeal to a global audience. Practical, refined and quietly upmarket, shame it lacks some dynamism AAAAC TESTERS’ PICKS: 1.0 VTEC EX, 2.0 VTEC Type R Civic 5dr hatch £22,075-£24,690 Looking its age alongside its younger sibling, but frugal diesel engine merits attention. Quirky but spacious with it AAAAC TESTERS’ PICKS: 1.6 i-DTEC Sport Civic Tourer 5dr estate £20,545-£23,105 Versatile, comfortable and frugal; only its price marks its scorecard AAAAC TESTERS’ PICK: 1.6 i-DTEC SE Plus Navi HR-V 5dr hatch £19,090-£26,630 Cleverly packaged and comfortable crossover. Bland performance and forgettable, though AAABC TESTERS’ PICK: 1.6 i-DTEC SE Navi
Ioniq Hybrid 5dr hatch £20,585-£26,795 Hyundai’s first attempt at a hybrid car for the masses and its a good attempt, but lags behind the Prius AAABC TESTERS’ PICK: 1.6 Premium Ioniq Electric 5dr hatch £24,995-£26,795 Another first for the Korean firm in this likeable electric car, but falls behind the best in class AAABC TESTERS’ PICK: Premium SE
INFINITI Q30 5dr hatch £20,850-£33,430 Infiniti’s first hatch uses a lot of the Mercedes A-Class blueprint AAABC TESTERS’ PICK: 2.2d Premium Tech Q50 4dr saloon £29,860-£48,820 Credible compact saloon competitor with some novel touches AAACC TESTERS’ PICK: 2.2d Premium Tech Q60 2dr coupé £34,300-£47,235 Good looking coupé, but that is where the positives end. Half-cooked in most place compare to its rivals AACCC TESTERS’ PICK: Q60S 3.0t Sport Q70 4dr saloon £34,260-£48,105 Big Infiniti has a spacious cabin but limited practicality in the broader sense. Daimler diesel engine is quite
coarse and slow AAACC TESTERS’ PICK: 2.2d Premium Tech QX30 5dr hatch £30,195-£34,225 Infiniti’s first hatchback gets a higher-riding, more rugged look AAABC TESTERS’ PICK: 2.2d Premium QX70 5dr SUV £45,140-£56,640 Big, powerful SUV. None of the finesse of the X5 or Land Rovers AAACC TESTERS’ PICK: 3.7 V6 GT Premium
ISUZU D-Max 4dr pick-up £15,749-£31,499 Impressive towing and payload ability; let down by agricultural engines AAACC TESTERS’ PICK: 2.5d 4x4 Utah
JAG UAR XE 4dr saloon £30,245-£48,045 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 380 S XF 4dr saloon £32,490-£51,100 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 XF Sportbrake 4dr estate £34,910-£52,400 Outstanding ride and handling and a rich, pleasant cabin, and now in a more practical form AAAAB TESTERS’ PICK: 3.0 TDV6 300 RWD XJ 4dr saloon £58,745-£100,250 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 £49,900-£110,880 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 £55,385-£116,365 Serious money, but a serious car with a likeable wild side AAAAC TESTERS’ PICK: 5.0 V8 SVR AWD F-Pace 5dr SUV £34,730-£53,365 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
JEEP
Rio 5dr hatch £12,135-£17,585 Looks great and is well-priced but nowhere near its European rivals AAABC TESTERS’ PICK: 1.0 T-GDi 2 Cee’d 5dr hatch £15,365-£24,335 Another looker from Schreyer but dynamically forgettable AAABC TESTERS’ PICK: 1.6 CRDi 134 GT-Line ISG Cee’d Sportwagon 5dr estate £18,525-£25,335 Another looker, this time slightly bigger but also forgettable AAABC TESTERS’ PICK: 1.6 CRDi 134 GT-Line ISG Procee’d 3dr hatch £18,155-£23,835 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 £14,310-£25,495 Looks divide opinion. Better value now, but still hardly the best option AAABC TESTERS’ PICK: 1.6 CRDi 3 Optima 4dr saloon £21,635-£31,495 Looks the part but is well off the European saloon pace AAACC TESTERS’ PICK: 1.7 CRDi 3 ISG Optima Sportwagon 5dr estate £22,455-£30,755 Looks the part but it’s engine and finish are well off the European estate pace AAACC TESTERS’ PICK: 1.7 CRDi 3 ISG Venga 5dr MPV £12,555-£19,130 Versatile interior, but firm ride and high price disappoint AAACC TESTERS’ PICK: 1.6 CRDi 114 3 ISG Carens 5dr MPV £19,300-£28,200 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 £21,635-£27,385 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 £18,795-£32,525 Good ride, handling and usability. Looks good and is decent value AAABC TESTERS’ PICK: 2.0 CRDi 134 GT-Line AWD Sorento 5dr SUV £28,850-£42,045 Kia aims to move upmarket with this smart, nicely appointed sevenseater. Plenty of car for the money AAAAC TESTERS’ PICK: 2.2 CRDi KX-1 ISG
KTM
Renegade 5dr SUV £18,250-£29,810 Middling compact crossover with chunky looks but no obvious charm AAABC TESTERS’ PICK: 1.6 Multijet II Longitude Wrangler 3dr SUV £34,740-£36,205 Heavy-duty off-roader lacks on-road manners AABCC TESTERS’ PICK: 3.6 V6 Rubicon Wrangler 5dr SUV £36,410-£39,810 Heavy-duty and large off-roader is rather cumbersome AABCC TESTERS’ PICK: 3.6 V6 Rubicon Cherokee 5dr SUV £32,685-£42,550 Hamstrung by poor UK spec. Uninspiring, but roomy and practical AABCC TESTERS’ PICK: 2.0d Longitude Plus Grand Cherokee 5dr SUV £47,580-£72,830 The best Jeep. Comfortable and well-equipped AAABC TESTERS’ PICK: 3.0 V6 CRD Overland
KIA Picanto 5dr hatch £9450-£13,950 Nice drive and cabin, but overshadowed now by rivals AAACC TESTERS’ PICK: 1.25 Picanto 2
X-Bow 0dr £57,345-£70,717 Eccentric looks, sharp handling Expensive AAAAC TESTERS’ PICK: 2.0 TFSI RR
LAMBORGHINI Hurácan 2dr coupé/spyder £157,455-£209,980 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 £264,915-£366,195 Big, hairy V12 Lambo has astonishing visuals and performance. Handling could be sweeter; oddly, roadster beats coupé in that respect AAAAC TESTERS’ PICK: Aventador S
L AN D ROVE R Range Rover Evoque Coupé 3dr SUV £33,150-£55,300 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 £30,760-£55,300 As above, but slightly more practical with two extra doors AAAAC TESTERS’ PICK: 2.0 eD4 SE Tech 2WD
S E AT AT EC A
‘Goes straight onto our most-wanted list. Handsome, practical and pleasant’ M O R E AT AU TO C A R.CO.U K
NEW CAR PRICES VO L KSWAG E N G O L F R
‘Blends sophistication with immense driver appeal’ M O R E AT AU TO C A R.CO.U K
Range Rover Evoque Convertible 2dr open SUV £45,250-£55,585 Loses its roof but retains its ability to stray from the asphalt AAABC TESTERS’ PICK: 2.0 TD4 HSE Dyn Convertible Discovery Sport 5dr SUV £28,355-£51,070 Seven seats, lots of space, fine on-road handling and Land Rover’s usual off-road ability — plus new found desirability AAAAB TESTERS’ PICK: 2.0 TD4 SE Discovery 5dr SUV £43,995-£65,695 Revamped and refreshed in every way, with the new Discovery still able to do everything that its predecessor could, and better it in some ways AAAAB TESTERS’ PICK: 3.0 TDV6 HSE Range Rover Velar 5dr SUV £44,830-£72,630 Dubbed the most car-like vehicle yet built by Land Rover, this SUV goes up against the Porsche Macan. It looks to have all the right ingredients AAAAB TESTERS’ PICKS: Velar HSE P380 Range Rover Sport 5dr SUV £60,015-£97,780 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 £76,795-£167,280 Whether outside the Dorchester or atop Ben Nevis, the Rangie envelops you in a lavish, invincible sense of occasion AAAAB TESTERS’ PICK: 5.0 V8 Autobiography
LEXUS CT 5dr hatch £22,585-£30,105 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
the interior quality doesn’t match the price AAAAC TESTERS’ PICK: 3.5 V6 410 Sport
M A S E R AT I
MERCEDES-BENZ A-Class 5dr hatch £20,715-£48,660 We’re warming to the A-class, but the sportier trim levels should be avoided. Desirable and attractive but lacking a distinguishing drive AAABC TESTERS’ PICKS: A 200 d SE, A 45 AMG 4MATIC
GranTurismo 2dr coupé £83,790-£120,365 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 £99,850-£126,555 Fantastic looks and soundtrack, average chassis AAACC TESTERS’ PICK: 4.7 V8 Sport Quattroporte 4dr saloon £70,825-£116,795 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 £56,250 Italian flair and good looks applied to an SUV body AAACC TESTERS’ PICK: 3.0D V6
MAZDA
Evora 2dr coupé £75,775-£86,775 The ride and handling put nearly everything else in its shade. Shame
V-Class 5dr MPV £47,235-£57,195 Expensively appointed mini bus — with matching price tag . The Marco Polo is a home away from home AAABC TESTERS’ PICK: V220 d Sport
GLC 5dr SUV £36,425-£49,005 Not exactly exciting to drive, but does luxury and refinement better than anything else in the class AAAAC TESTERS’ PICK: GLC250d AMG Line
GLE 5dr SUV £51,290-£96,995 The ML replacement isn’t inspiring to drive but it has a classy interior AAAAC TESTERS’ PICK: GLE250d AMG Line
3 Fastback 4dr saloon £20,095-£23,495 Refined and dynamically satisfying in saloon body style AAAAC TESTERS’ PICK: 2.0 120 Sport Nav
C-Class Cabriolet 2dr open £36,945£73,770 Nice balance of style, usability and driver reward AAABC TESTERS’ PICKS: C 220 d Sport, C 63 AMG
CX-5 5dr SUV £23,495-£31,295 Offers powerful diesel engines and strong performance mixed with low emissions. Crisp handling AAABC TESTERS’ PICK: 2.2D 150 Sport Nav MX-5 2dr open £18,795-£29,295 Brilliantly packaged, priced and even more vibrant and perfectly poised to drive than the original. The RF is a stunning looking car AAAAA TESTERS’ PICK: 2.0i Sport Nav
McLAREN 540C 2dr coupé £126,055 The affordable end of McLaren’s spectrum AAAAC TESTERS’ PICK: 3.8 V8 570S 2dr coupé £145,305 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
CLS 4dr saloon £47,995-£88,675 Original added-desirability fourdoor. Almost as refined to drive as it is to behold. Shooting Brake is a car of rare elegance AAAAC TESTERS’ PICK: CLS 63 AMG S CLS Shooting Brake 5dr estate £49,485-£89,175 Handsome and practical estate AAAAC TESTERS’ PICK: CLS63 S AMG E-Class 4dr saloon £35,205-£106,780 A wee bit pricey, and less sporting than key rivals. Four-pot diesels a bit sluggish AAAAC TESTERS’ PICKS: E350 d SE, E63 S AMG E-Class Estate 5dr estate £37,205-£108,780 Far more practical than its rivals but it is pricier and less sporting AAAAC TESTERS’ PICKS: E350 d AMG Line E-Class All Terrain 5dr estate £58,880 A rugged version of the practical estate, which is also lavishly appointed AAAAC TESTERS’ PICKS: E350 d 4Matic E-Class Coupé 2dr coupé £40,180-£51,415 Big, laid-back, genuine four-seat tourer. It also borrows its looks from the ravishing S-Class Coupé AAAAC TESTERS’ PICK: E400 AMG Line E-Class Cabriolet 2dr open £44,675-£55,910 Refined and sophisticated four-seat cabriolet very much in the same mould as the S-Class Cabriolet AAAAC TESTERS’ PICK: E400 AMG Line
C O M PAC T E X E C S
1 Jaguar XE
From £27,000 Jaguar has made the XE a class leader in the old-fashioned way: a steadfast focus on the driver makes it irresistible. AAAAB
GLA 5dr SUV £26,220-£53,405 Not the most practical crossover but good looking and very decent to drive AAABC TESTERS’ PICK: GLA200 AMG Line
C-Class Coupé 2dr coupé £32,325-£70,385 Nice balance of style, usability and driver reward AAAAC TESTERS’ PICKS: C200 d Sport, C63 AMG
CX-3 5dr SUV £18,495-£25,195 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
Exige 2dr coupé £59,375-£72,575 Sharp, uncompromising track car. Unforgiving on the road AAAAB TESTERS’ PICK: 3.5 V6 Sport 380
C-Class 4dr saloon £29,035-£69,125 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
S-Class Cabriolet 2dr open £112,905-£195,920 As above, with the option to open it up to the elements AAAAC TESTERS’ PICK: S63 AMG
3 5dr hatch £17,995-£24,695 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
NX 5dr hatch £31,145-£44,395 Some good ideas but dramatically off the pace to drive AAACC TESTERS’ PICK: 300h F Sport
LOTUS
CLA Shooting Brake 5dr estate £27,080-£49,600 Facelifted and equally appealing AAABC TESTERS’ PICK: CLA 250 AMG 4Matic
S-Class Coupé 2dr coupé £100,985-£188,595 Heavyweight contender. Continentsmothering luxury AAAAC TESTERS’ PICK: S 63 AMG
GLC Coupé 5dr SUV £41,335-£51,895 A SUV with coupé looks. Destined to be outrun by the X4 and only available with a diesel engine AAAAC TESTERS’ PICK: GLC250d AMG
6 Tourer 5dr estate £22,825-£29,495 Attractively styled but average to drive AAABC TESTERS’ PICK: 2.2D 150 Sport Nav
Elise 2dr open £32,975-£48,755 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 Cup 250
CLA 4dr saloon £26,190-£48,750 Facelifted CLA still suffers from divisive styling AAABC TESTERS’ PICK: CLA 200 d Sport
AUTOCAR TO P FIVE
Maybach S-Class 4dr saloon £172,285 The best luxury car gets an opulent makeover to make one of the world’s most exclusive limousines AAAAB TESTERS’ PICK: S600
C-Class Estate 5dr estate £30,235-£70,325 Decent practicality and fantastic interior. Only okay to drive AAAAC TESTERS’ PICKS: C220 d SE, C63 AMG
GS 4dr saloon £36,125-£73,375 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
LC 2dr coupé £76,595 Superb looking coupé shows flickers of what made the LFA great, yet to be driven in the UK AAABC TESTERS’ PICK: LC 500
B-Class 5dr hatch £22,895-£33,670 A slightly odd prospect, but practical and classy AAABC TESTERS’ PICK: B 200 d SE
S-Class 4dr saloon £70,430-£185,985 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
2 5dr hatch £12,695-£16,995 A very grown-up and well-made supermini. Drives with charm and vigour; engines aren’t brilliant AAAAC TESTERS’ PICK: 1.5 90 Sport
6 4dr saloon £19,995-£28,395 A compelling mix of size, economy and performance. Interior a let-down AAABC TESTERS’ PICK: 2.0 165 Sport Nav
RC 2dr coupé £37,145-£69,310 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
650S Spider 2dr open £220,305 More of the same although noisier — and better for it AAAAB TESTERS’ PICK: 3.8 V8
Ghibli 4dr saloon £50,175-£65,875 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
IS 4dr saloon £30,105-£41,875 Sleek junior exec, well made and interesting. Still a left-field choice AAABC TESTERS’ PICK: 300h F Sport
RX 5dr SUV £41,940-£59,645 Low flexibility, but hybrid option makes a degree of economic sense AAABC TESTERS’ PICK: 450h F Sport
650S 2dr coupé £200,055 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
2 BMW 3 Series From £24,300 Still one of the finest all-round prospects currently on sale and almost certainly the best 3 Series yet. Splendid. AAAAB
GLE Coupé 5dr SUV £62,420-£98,885 A SUV with coupé looks. Destined to be outrun by the X6 AAAAC TESTERS’ PICK: GLE 43 AMG G-Class 5dr SUV £92,070-£154,245 Massively expensive and compromised, but with character in abundance AAABC TESTERS’ PICK: G63 AMG GLS 5dr SUV £71,430-£104,850 The impending replacement for the GL-Class AAABC TESTERS’ PICK: GLS350d AMG Line
3 Alfa Romeo Giulia From £29,200 Doesn’t have the breadth of appeal of the Germans, but over-delivers on handling appeal and is spectacular to behold. AAAAC
SLC 2dr open £32,039-£47,645 Another small convertible edition with all the Mercedes charm AAABC TESTERS’ PICK: SLC300 AMG Line SL 2dr open £75,855-£175,890 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 AMG GT 2dr coupé/roadster £98,760-£151,255 Million-dollar looks and a railgun V8, but uncompromisingly firm chassis undermines its every-occasion, anyroad usability AAABC TESTERS’ PICK: 4.0 V8
4 Ford Mondeo From £20,000 Has what great Fords always have: practicality, a keen price and dynamic prowess. It is now very refined and pretty, too. AAAAC
MG 3 5dr hatch £8695-11,695 Neatly tuned and nice sporty style. Breaks the mould of sub-£9000 superminis AAABC TESTERS’ PICK: 1.5 3Form GS 5dr SUV £15,095-£19,595 MG’s first attempt at a small SUV is an attempt to re-establish the brand AAACC TESTERS’ PICK: 1.5 TGi Explore
MINI 3dr hatch £14,620-£25,160 Three-pot engines and cleverly redesigned interior make the Mini a superb choice. Pricey but worth it AAAAB TESTERS’ PICKS: 1.5 Cooper, 2.0 John Cooper Works
5 Audi A4 From £25,900 Trails behind its rivals, and is still ordinary to drive, but certainly a smarter and better way to travel than before. AAAAC 23 AUGUST 2017 AUTOCAR.CO.UK 85
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‘Plush, roomy and a very pleasant thing in which to spend time’ M O R E AT AU TO C A R.CO.U K
5dr hatch £15,250-£22,665 Mini charm in a more usable package, but still not as practical as rivals AAAAB TESTERS’ PICK: 1.5 Cooper Convertible 2dr open £19,265-£28,910 Open-top fun but compromised on practicality and dynamics AAABC TESTERS’ PICK: 1.5 Cooper Clubman 5dr hatchback £20,370-£31,895 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, 2.0 John Cooper Works Countryman 5dr SUV £22,625-£32,590 Big, but still more funky than useful, despite being bigger. It is still not all that pretty AAABC TESTERS’ PICK: 1.5 Cooper
MITSUBISHI Mirage 5dr hatch £11,499-£13,499 Straightforward hatchback. Not for the likes of us AAACC TESTERS’ PICK: 1.2 MiVEC Juro ASX 5dr hatch £15,999-28,349 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
Juke 5dr hatch £14,880-£25,800 High-riding, funky hatch is a compelling package. High CO2 figures AAABC TESTERS’ PICK: 1.6 DIG-T 190 Tekna Qashqai 5dr hatch £19,295-£27,830 The defining modern crossover. Mk2 is better in all areas, with a small facelift giving it an added boost AAAAB TESTERS’ PICK: 1.6 dCi 130 N-Connecta X-Trail 5dr SUV £22,855-£36,045 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 £21,351-£22,091 Van-based multi-seat vehicle is flexible and economical AAABC TESTERS’ PICK: 1.5 dCi Acenta 7st E-NV200 Evalia MPV £28,907-32,249 Battery-powered people-mover is world’s first seven-seat EV MPV AAABC TESTERS’ PICK: 80kW Tekna Rapid Navara NP300 5dr 4x4 £25,120-£33,330 A tough pick-up happy both on the road and off it AAABC TESTERS’ PICK: 2.3 dCi 160 Acenta+ Double Cab
370Z 2dr coupé £29,185-£39,375 Old-school, profoundly mechanical and quite hairy-chested. An Austin Healey 3000 for our age — but meaner AAABC Outlander 5dr SUV £24,999-£43,499 TESTERS’ PICK: 3.7 V6 Nismo Creditable effort from Japan’s SUV specialists offers a lot for the money. GT-R 2dr coupé £82,525-£151,525 The monstrously fast Nissan has Still feels cheap in places: PHEV a been tweaked and sharpened to boon for fleet users AAABC TESTERS’ PICK: 2.0 PHEV GX3h+ close the gap on charismatic rival in £35249 the market AAABC TESTERS’ PICK: 3.8 Track Edition Engineered by Nismo L200 5dr pickup £18,299-£29,879 L200 pick-up is a practical, efficient NOBLE and muscular workhorse AAABC TESTERS’ PICK: 2.5D Series 4 M600 2dr coupé £248,184-£287,630 4Life Single Deliciously natural and involving; a bit ergonomically flawed. MORGAN Outrageous pace and handling 3-Wheeler 0dr open AAABC TESTERS’ PICK: 4.4 V8 Sport £32,395-£35,255 Coupé The eccentric, characterful and deftly brilliant Morgan is a threePEUGEOT wheeled testament to English iOn 5dr hatch £20,495 creativity AAAAA TESTERS’ PICK: 1.9 115 Sport Good electric powertrain, comically expensive AABCC TESTERS’ PICK: 47kW 4/4 2dr open £30,250 Has its appeal, but not as rewarding 108 3dr hatch £8995-£14,060 to drive as it could be AACCC TESTERS’ PICK: 1.6 Sister car to the Aygo — and distant second to most city car rivals AAABC Plus 4 2dr open £35,955-£43,755 TESTERS’ PICK: 1.2 PureTech Needs more chassis finesse, but the Plus 4 charms nonetheless AABCC Allure Top TESTERS’ PICK: 2.0 2 Seater 108 5dr hatch £11,060-£14,460 Roadster 2dr open £49,755-£56,896 Five-door version is less appealing More advanced, but pricey and than its Citroën and Toyota siblings AAABC needs better brakes AACCC TESTERS’ PICK: 3.7 V6 TESTERS’ PICK: 1.2 PureTech Allure Top Plus 8 2dr open £75,549-£78,549 Old V8 charm lives on, but there’s no 208 3dr hatch £15,035-£23,385 ignoring the high price AAACC A big improvement for Peugeot, if TESTERS’ PICK: 4.8 V8 not for the supermini class AAABC TESTERS’ PICK: 1.6 THP GTi NISSAN Prestige Micra 5dr hatch £11,995-£18,765 A refreshed look and better handling 208 5dr hatch £14,465-£19,595 makes the Micra finally an inticing As above, with added five-door proposition. Still has its flaws though practicality AAABC AAAAC TESTERS’ PICK: 1.2 PureTech Allure TESTERS’ PICK: 0.9 DIG-T Premium N-Connecta 308 5dr hatch £17,945-£29,405 Pulsar 5dr hatch £13,275-£21,035 No name change, but the classy allUndeniably fit for purpose, but its round appeal of the latest 308 is allappeal goes no deeper than that new. A bit tight on space but a serious AAABC contender nonetheless AAAAC TESTERS’ PICK: 1.2 DIG-S Acent TESTERS’ PICK: 1.6 THP 270 GTi by PS Leaf 5dr hatch £26,180-£32,290 Comfortable and still the cheapest 308 SW 5dr estate £18,895-£28,415 way into the EV world AAACC Estate body style enjoys the classy TESTERS’ PICK: 24kW Acenta appeal of the hatch AAAAC TESTERS’ PICK: 1.6 BlueHDi 120 Allure 508 4dr saloon £25,045-£32,915 Competent and likeable package,
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although it lacks any real spark AAABC TESTERS’ PICK: 1.6 BlueHDi 120 Allure 508 SW 5dr estate £26,370-£39,360 As good as the saloon, only better looking AAABC TESTERS’ PICK: 1.6 BlueHDi 120 Allure 2008 5dr hatch £16,300-£22,130 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 £22,495-£33,695 Cleverly packaged Peugeot offers just enough SUV DNA to make the difference, and is European Car of the Year AAAAC TESTERS’ PICK: 1.6 BlueHDi 120 Allure 5008 5dr MPV £23,320-£27,190 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 £16,245-£20,565 Likeable, practical van-based MPV AAACC TESTERS’ PICK: 1.6 BlueHDi 100 Active
PORSCHE 718 Boxster 2dr open £44,758-£55,714 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 £42,8978-£53,853 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 £77,891-£186,916 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 £86,732-£156,381 Porsche revamps its big saloon and makes an absolute belter, almost the perfect grand tourer AAAAB TESTERS’ PICK: Carrera S Panamera 5dr hatch £67,898-£146,545 Porsche revamps its big saloon and makes an absolute belter, almost the perfect grand tourer AAAAA TESTERS’ PICK: V8 4S Diesel PDK
solution. Attractive price AAABC TESTERS’ PICK: Dynamique Nav Twingo 5dr hatch £9875-£14,085 Handsome, unusual rear-engined city car — but not the class leader AAACC TESTERS’ PICK: 0.9 TCe 90 Dynamique Energy Clio 5dr hatch £12,225-£22,775 An attractive, stylish and fairly practical proposition that does the French tradition credit. Fluent handling; cabin cheap in places AAAAC TESTERS’ PICK: RS 220 Trophy Captur 5dr hatch £15,355-£22,705 Jacked-up Clio is among the better downsized options. Cabin space and value better than the class norm. Stylish and fluent-riding AAAAC TESTERS’ PICK: 1.5 dCi 110 Signature Nav Mégane 5dr hatch £17,540-£27,740 Stylish and refined but bland. Nothing exceptional AAABC TESTERS’ PICK: 1.2 TCe 115 GT Line Nav Mégane Sport Tourer 5dr estate £18,840-£29,040 Stylish and refined estate but like the hatch, it is bland. Nothing exceptional AAABC TESTERS’ PICK: 1.5 dCi 110 Dynamique S Nav Scenic 5dr MPV £21,605-£30,805 Stylish and riding on 20in wheels as standard, which doesn’t corrupt the ride. Still bland to drive AAABC TESTERS’ PICK: 1.5 dCi 110 Dynamique S Nav Grand Scenic 5dr MPV £23,445-£32,605 Stylish and riding on 20in wheels as standard. Bland to drive and third row seats are tight to use AAABC TESTERS’ PICK: 1.6 dCi 130 Dynamique S Nav Kad jar 5dr SUV £19,485-£29,365 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 Koleos 5dr SUV £27,500-£34,200 A return of the Koleos name sees this SUV top the range AAACC TESTERS’ PICK: 1.6 dCi 175 Signature Nav 4WD
R O L L S - R OYC E Wraith 2dr coupé £244,823-280,223 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 £266,055-£302,655 Essentially as above, but de-tuned and in an elegant convertible form AAAAB TESTERS’ PICK: 6.6 V12
Ibiza 5dr hatch £13,120-£18,255 Sharp-looking five door hatch lacks the verve of the Ford Fiesta AAABC TESTERS’ PICK: 1.2 TSI 110 FR NEW Ibiza 5dr hatch £13,130-£17,310 Seat gives the Ibiza a more mature look and refined the formula. The up coming battle between it and the new Fiesta will be interesting AAAAC TESTERS’ PICK: 1.0 TSI 115 FR Leon SC 3dr hatch £19,340-£31,545 As ever, a Golf in cut-price Spanish clothing — except crisper-looking and better-handling.AAAAC TESTERS’ PICK: 2.0 TSI 300 Cupra Leon 5dr hatch £18,470-£31,805 Ditto above, but here in more conventional five-door form AAAAC TESTERS’ PICK: 2.0 TSI 300 Cupra Leon ST 5dr estate £19,465-£34,485 Good-looking and responsive hatchback-turned-estate AAAAC TESTERS’ PICK: 2.0 TSI 300 Cupra Toledo 5dr hatch £17,830-£21,895 Makes practical sense but leaves no other lasting impression AAACC TESTERS’ PICK: 1.6 TDI 115 Style Alhambra 5dr MPV £25,435-£35,960 A cheaper, plainer and less desirable sister for the VW Sharan. Spacious, versatile and decent to drive AAAAC TESTERS’ PICK: 2.0 TDI 150 SE Ecomotive Ateca 5dr SUV £18,340-£31,260 Seat’s first attempt to take on the SUV market — and it’s good AAAAC TESTERS’ PICK: 1.6 TDI 115 SE Ecomotive
S KO DA Citigo 3dr hatch £8635-£11,240 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 £8985-£11,590 As above, with added rear-door practicality AAABC TESTERS’ PICK: 1.0 60 SE Fabia 5dr hatch £11,295-£18,600 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 £13,195-£19,865 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 £15,345-£19,855 Essentially a Fabia in saloon form, so likeable if slightly dull AAABC TESTERS’ PICK: 1.2 TSI 110 SE
Rapid Spaceback 5dr hatch £14,410-£19,210 Hatchback shape makes most sense of Rapid’s skinny body AAABC Ghost 4dr saloon £227,423-£262,823 TESTERS’ PICK: 1.2 TSI 110 SE Sport ‘Affordable’ Rolls is a more modern, Octavia 5dr hatch £17,195-£28,985 driver-focused car than its bigger brother. Still hugely special. Ride just Almost too big to qualify as a a little bit unsettled at times AAAAC hatchback, the Octavia does comfort TESTERS’ PICK: 6.6 V12 Macan 5dr SUV £45,915-£69,505 and practicality like no other. Good Spookily good handling. A sports engines, too AAAAC TESTERS’ PICKS: 2.0 TDI 150 SE L, Phantom 4dr saloon utility vehicle in the purest sense AAAAB 2.0 TSI 245 vRS £322,175-£375,743 TESTERS’ PICK: 3.6 V6 Turbo PDK BMW built a sublime Rolls-Royce Octavia Estate 5dr estate when it took over in 1998. Still the Cayenne 5dr SUV £53,875-£121,550 £18,395-£30,185 greatest and most aristocratic limo Agile, capable, desirable. V8 diesel Class-leading amount of space money can buy AAAAB TESTERS’ PICK: 6.8 V12 makes the line-up more varied. Not and practicality. Comfortable, too AAAAC as practical as some, but a classy TESTERS’ PICKS: 2.0 TDI 150 SE L, Phantom Coupé 2dr coupé cabin and mostly good fun AAAAC TESTERS’ PICK: 4.2 V8 S Diesel 2.0 TDI 184 vRS 4x4 £351,311 Tiptronic S Luxury in abundance, but in a Superb 4dr saloon £20,050-£35,180 sportier form AAAAC RADICAL TESTERS’ PICK: 6.8 V12 Another commendable Czech value SR3 2dr open £58,200-£66,958 option big on quality and space, small Spectacular on the track; not so Phantom Drophead Coupé on price AAAAC TESTERS’ PICK: 2.0 TSI 220 SE good on the way home AAABC 2dr open £371,687 TESTERS’ PICK: RSX L DSG Extreme luxury with a removable roof AAAAC TESTERS’ PICK: 6.8 V12 RXC 2dr coupé £94,500-£117,500 Superb Estate 5dr estate Designed for pounding around a £21,330-£36,460 S E AT track. Not for the open road AAABC Even more commendable than TESTERS’ PICK: 3.7 V6 Mii 3dr hatch £9795-£11,475 above thanks to huge estate boot AAAAC Not as desirable or plush as the Up, R E N A U LT TESTERS’ PICK: 2.0 TSI 220 SE but nearly as good to drive — and Twizy 2dr hatch £6895-7795 L DSG well-priced with it AAABC TESTERS’ PICK: 1.0 75 FR-Line Zany solution to personal mobility. Suitably irreverent and impractical Yeti 5dr SUV £20,255-£27,195 AAABC Mii 5dr hatch £10,150-£11,830 One of the first to successfully TESTERS’ PICK: EV Dynamique As above, but in more usable fiveminiaturise the crossover formula. door form AAABC Spacious, useful, unpretentious and TESTERS’ PICK: 1.0 75 FR-Line Zoe 5dr hatch £19,845-£26,020 genuinely cheery AAAAC TESTERS’ PICK: 2.0 TDI 110 SE Far more practical zero-emission Panamera Sport Turismo 5dr estate £74,652-£118,828 Porsche has made its Panamera even more practical and its fair to say its a good-looking beast AAAAA TESTERS’ PICK: V8 4S Diesel PDK
Kodiaq 5dr SUV £21,765-£35,360 Skoda’s first SUV venture and its good, a proper alternative to a sevenseat MPV AAAAC TESTERS’ PICK: 2.0 TDI 110 SE
SMART Fortwo 3dr hatch £9,995-£16,395 Pricey two-seater has lots of urban appeal but out of town performance and handling isn’t as rounded as others AAACC TESTERS’ PICK: 0.9 Proxy Fortwo Convertible 2dr open £13,510-£17,190 A similar story in open-top form as for the hatch AAACC TESTERS’ PICK: 0.9 Proxy Forfour 5dr hatch £10,490-£16,170 Four doors gives the Smart more mainstream practicality. Still expensive, though AAACC TESTERS’ PICK: 0.9 Proxy
S S A N GYO N G Tivoli 5dr hatch £13,300-£20,700 Trails the Duster as the best-value small crossover — but not by much AAABC TESTERS’ PICK: 1.6d EX Tivoli XLV 5dr hatch £19,200-£21,700 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 £17,000-£23,500 Good for a Ssangyong, poor by class standards AAACC TESTERS’ PICK: 2.2d EX 2WD Musso 4dr pick-up £16,395-£19,395 Formerly known as the Korando Sports, this rugged-looking pick-up lacks all of the finesse shown by its rivals AABCC TESTERS’ PICK: 2.0d EX 4WD Rexton 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 £19,750-£25,750 Incredibly ungainly but offers huge real estate for the money AAACC TESTERS’ PICK: 2.2d EX
SUBARU Impreza 4dr hatchback £18,995-£20,495 Appealing hatchback, but feels a tad old-fashioned AAACC TESTERS’ PICK: 1.6i-S WRX STI 4dr saloon £31,995 Appealing and behind the times all at once AAABC TESTERS’ PICK: 2.5 STI XV 5dr SUV £22,495-£27,495 No-nonsense crossover doesn’t quite make enough sense AAACC TESTERS’ PICK: 2.0D SE Levorg 5dr estate £29,995 Impressively practical but only available with an auto ’box and one trim AAACC TESTERS’ PICK: 1.6i GT Auto AWD Forester 5dr SUV £26,495-£32,495 Solid, spacious and wilfully unsexy AAACC TESTERS’ PICK: 2.0i XE Outback 5dr estate £32,995-34,995 Acceptable in isolation but no benchmark AABCC TESTERS’ PICK: 2.5i SE Lineartronic BRZ 2dr coupé £26,495-£27,995 The GT-86’s half brother looks just as good in Subaru blue. Cheaper, too AAAAA TESTERS’ PICK: 2.0i SE Lux 6MT
SUZUKI Celerio 5dr hatch £7499-£10,699 Pleasing to drive, cheap to buy and decent to sit in, the Celerio is a no-nonsense option — and very likeable for it AAABC TESTERS’ PICK: 1.0 Dualjet SZ3 Ignis 5dr hatch £10,714 -£14,714 Cute and rugged looking 4x4 city car that is capable enough to tackle the roads when the asphalt runs out AAAAC TESTERS’ PICK: 1.2 Dualjet SZ-T Swift 5dr hatch £11,484-£16,334 Given more mature looks, a tad more equipment and a hybrid powertrain,
NEW CAR PRICES but still no market leader AAABC TESTERS’ PICK: 1.0 Boosterjet SZ-T Baleno 5dr hatch £11,249-£15,599 Suzuki’s family-sized hatchback makes use of clever little engines AAABC TESTERS’ PICK: 1.2 Dualjet SZ5 Jimny 3dr 4x4 £13,484-£15,684 The smallest four-wheel-drive Suzuki is looking dated AAACC TESTERS’ PICK: 1.3 SZ4 Vitara 5dr SUV £14,999-£24,099 Utterly worthy addition to the class; drives better than most AAABC TESTERS’ PICK: 1.4 Boosterjet S Allgrip SX4 S-Cross 5dr SUV £15,999-£24,749 Not a class leader, but a very worthy crossover. Refreshed look gives it a new lease of life AAABC TESTERS’ PICK: 1.6 SZ-T Allgrip
TESLA Model S 5dr hatch £71,435-£136,735 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: P100D AWD Model X 5dr SUV £80,335-£140,535 Genuine 300-mile range doesn’t just make the Model X a standout electric car; it’s a luxury seven seater with falcon doors AAAAB TESTERS’ PICK: 90D AWD
T OYO TA Aygo 3dr hatch £9255-£10,505 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 £9655-£14,895 As above, but with rear doors AAABC TESTERS’ PICK: 1.0 x-pression Yaris 5dr hatch £12,995-£19,845 Stylish interior but ultimately a scaled-down version of bigger Toyotas AAABC TESTERS’ PICK: 1.33 VVT-i Icon £14265 Auris 5dr hatch £16,655-£25,805 Disappointingly average. There are many better rivals AAABC TESTERS’ PICK: 1.2T VVT-i Design Auris Touring Sports 5dr estate £17,755-£26,905 Nothing wrong, but nothing exceptional AAABC TESTERS’ PICK: 1.2T VVT-i Design Prius 5dr hatch £24,115-£28,345 Better all-round compared to its predecessors AAAAC TESTERS’ PICK: 1.8 VVT-i Business Edition Prius Plug-In 5dr hatch £31,695-£33,895 Plug-in hybrid Prius is clever and appealing in its own right AAAAC TESTERS’ PICK: 1.8 VVT-i Excel Prius+ 5dr MPV £27,660-£31,930 Expensive and ugly. Bigger though AAABC TESTERS’ PICK: 1.8 VVT-i Excel Avensis 4dr saloon £19,690-£27,495 Nothing wrong, but nothing exceptional. Good spec AAACC TESTERS’ PICK: 1.8 V-matic Business Edition Avensis Tourer 5dr estate £20,870-£29,300 Good spec but an unexceptional estate otherwise AAACC TESTERS’ PICK: 1.8 V-matic Business Edition Verso 5dr MPV £19,490-£25,450 One of Toyota’s better niche models is unburdened by a hybrid powertrain and offers decent space, a respectable drive and a keen price AAABC TESTERS’ PICK: 1.6 V-matic Icon 7seats Proace Verso 5dr MPV £26,120-£44,510 Provides decent competition to the Vivaro and Transit equivalents AAABC TESTERS’ PICK: 2.0D 180 Family Compact C-HR 5dr SUV £21,065-£28,085 Coupé-shaped crossover aims to
bring the fight to Nissan and the Juke. Thus far its seems to hit the right notes AAACC TESTERS’ PICK: 1.8 Hybrid Excel RAV4 5dr SUV £24,765-£33,975 A solid option, but ultimately outgunned by Korean competition AAACC TESTERS’ PICK: 2.0 D-4D Icon Land Cruiser 5dr 4x4 £37,230-£58,580 A real go-anywhere vehicle. Available with seven-seats AAABC TESTERS’ PICK: 2.8 D-4D Active Hilux 5dr 4x4 £23,090-£36,125 A real go-anywhere vehicle with the added practicality of being a pick-up AAABC TESTERS’ PICK: 2.5 D-4D Active Double Cab GT86 2dr coupé £26,855-£30,270 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 GT86 Pro
VA U X H A L L Viva 5dr hatch £9315-£10,715 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 £12,880-£18,305 Certainly looks the part, but there are better superminis ahead of it AAACC TESTERS’ PICK: 1.4 150 Rocks S Corsa 3dr hatch £10,635-£19,745 Very refined, stylish and practical, but its engines aren’t so good AAABC TESTERS’ PICK: 1.0T 90 Ecoflex SE Corsa 5dr hatch £14,025-£19,935 A more practical version of the Corsa, which is refined and practical AAABC TESTERS’ PICK: 1.0T 90 Ecoflex SE Astra 5dr hatch £16,535-£24,760 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 £17,825-£26,050 More composed and practical than the hatchback AAAAC TESTERS’ PICK: 1.6 CDTi 160 BiTurbo SRi GTC 3dr hatch £21,640-£30,110 Good handling and nice engines but its really starting to feel its age now AAABC TESTERS’ PICK: 1.6i Turbo 200 SRi Insignia Grand Sport 5dr saloon £17,185-£28,410 New saloon has the look and crammed with technology.Jury’s still out for the moment AAAAC TESTERS’ PICK: 2.0 Turbo D 170 SRi Nav Insignia Sports Tourer 5dr estate £18,685-£29,910 New look estate has been designed the to shake up its premium rivals. Jury’s still out but hugely spacious AAAAC TESTERS’ PICK: 2.0 Turbo D 170 SRi Nav Meriva 5dr MPV £14,270-£23,345 Clever Flexdoors make sense for young families. Nice to drive AAABC TESTERS’ PICK: 1.4T 140 Exclusiv Zafira Tourer 5dr MPV £19,530-£30,495 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 SRi Nav Vivaro Combi MPV £24,471-£25,805 Vauxhall people-mover based on its popular van AAACC TESTERS’ PICK: 1.6 BiTurbo CDTi 125 L1H12900 Crossland X 5dr hatch £16,555-£21,380 A new compact and competent SUV ready to take on the Renault Captur. Lacks any real character though AAABC TESTERS’ PICK: 1.4T 140 Design Nav
Mokka X 5dr hatch £20,520-£29,725 Compact and competent but short on persuasive quality just like the Mokka AAABC TESTERS’ PICK: 1.4T 140 Design Nav Cascada 2dr open £26,815-£33,210 A good-looking cabriolet that is a proper four-seater. Gives premium rivals a real run for its money AAABC TESTERS’ PICK: 1.6T 170 Elite VXR8 4dr saloon/2dr pick-up £66,500-£76,200 Charismatic Vauxhall is more brutish and unsophisticated than some. Unbeatable on horsepower-perpound, though AAABC TESTERS’ PICK: 6.2 V8 Maloo LSA
V O L K S WA G E N Up 3dr hatch £9135-£12,210 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 £9535-£25,280 Ditto above, with added five-door convenience AAAAC TESTERS’ PICK: 1.0 60 Look Up Polo 3dr hatch £11,970-£20,835 Usable, refined, easy-going, desirable and very solidly built AAAAC TESTERS’ PICK: 1.0 TSI 110 SE L Polo 5dr hatch £12,600-£21,465 And even more useful with five doors AAAAC TESTERS’ PICK: 1.0 TSI 110 SE L Golf 3dr hatch £17,765-£33,595 A little expensive it may be, but there’s enough quality here to justify the expense. Classiness democratised AAAAB TESTERS’ PICK: 2.0 TSI R 4Motion Golf 5dr hatch £18,420-£34,250 As above but in the five-door form most buyers are likely to opt for AAAAB TESTERS’ PICK: 2.0 TSI R 4Motion Golf Estate 5dr estate £19,470-£35,300 And even more practical in loadlugging body style AAAAB TESTERS’ PICK: 2.0 TSI R DSG Golf SV 5dr MPV £19,905-£28,260 MQB platform gives the Golf proper MPV proportions. Still no C-Max, though AAABC TESTERS’ PICK: 2.0 TDI 150 SE Jetta 4dr saloon £19,740-£25,670 Big boot, pleasant dynamics and good pricing. A bit dull AAABC TESTERS’ PICK: 2.0 TDI 150 SE Beetle 3dr hatch £17,370-£25,940 Huge improvement, but the Golf hiding underneath is a superior car AAABC TESTERS’ PICK: 2.0 TDI 150 Sport Beetle Cabriolet 2dr open £20,380-£29,150 Huge improvement and quite chic in open-top form AAABC TESTERS’ PICK: 2.0 TDI 110 Scirocco 2dr coupé £21,695-£35,330 A complete coupé. Entertaining, practical and stylish AAAAB TESTERS’ PICK: 2.0 TSI 280 R Passat 4dr saloon £23,310-£38,170 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 £24,910-£39,770 Smart-looking and civilised estate AAAAC TESTERS’ PICK: 2.0 TDI 190 SCR GT Touran 5dr MPV £22,955-£32,220 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 £27,355-£37,335 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 £20,825-£27,879 Rugged workhorse AAACC TESTERS’ PICK: 2.0 TDI 150
W H AT ’ S C O M I N G W H E N
Caravelle 5dr MPV £39,049-£51,579 Rugged workhorse built to carry people AAACC TESTERS’ PICK: 2.0 TDI 204 SE SWB California 5dr MPV £40,455-£60,099 Rugged workhorse built to carry people and put them up for the night AAACC TESTERS’ PICK: 2.0 TDI 150 California Ocean Tiguan 5dr SUV £23,250-£39,510 An improvement on the previous generation, but is it a winner? AAAAC TESTERS’ PICK: 2.0 TDI SCR 150 SE Nav Touareg 5dr SUV £45,295-£51,255 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 £32,503-£39,391 Volkswagen quality of build and interior matched to a rugged exterior and now with a V6 diesel AAAAC TESTERS’ PICK: 3.0 V6 TDI 204 Highline
V O LV O V40 5dr hatch £20,715-£34,330 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 £22,545-£35,035 Frugal four-pot diesel has revived the ageing saloon. Understated, mature and laid back, and soon to be replaced AAAAC TESTERS’ PICK: 2.0 D4 SE Lux Nav V60 5dr estate £23,745-£50,785 Mature and appealing cabin, nice looks and smooth drive. Too small AAAAC TESTERS’ PICK: 2.0 D4 Cross Country Lux Nav S90 4dr saloon £33,865-£57,705 The new mid-size executive car ready to take on the Germans. A competent cruiser AAAAC TESTERS’ PICK: D4 Inscription V90 5dr estate £35,865-£59,705 The new luxury Swedish saloon in a more practical estate form AAAAC TESTERS’ PICK: D4 Inscription NEW XC60 5dr SUV £37,205£57,950 It looks like a mini XC90, but don’t be mistaken this small SUV has been designed to take on the Jaguar F-Pace at its own dynamic game AAABC TESTERS’ PICK: D5 R-Design Pro AWD XC90 5dr SUV £48,655-£69,615 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: D5 Inscription AWD
VUHL 05 2dr open £59,500-£89,500 Mexican track day special has a pleasingly pragmatic and forgiving chassis. Turbo engine isn’t the most characterful AAAAC TESTERS’ PICK: RR 2.3 Ecoboost
WESTFIELD Sport 2dr open £20,999-£29,745 Entry-level Westfield. Sport Turbo is very quick and fun but no Caterham AAAAC TESTERS’ PICK: 1.6 Sigma 155 Sport
ZENOS E10 0dr open £26,995-£39,995 The latest in a long line of English mid-engined marvels. Earns its stripes immediately; expect a dedicated following AAAAB TESTERS’ PICK: 2.3 R
S KO DA K A R O Q | D E C E M B E R Yeti replacement is based on the MQB platform that underpins the Seat Ateca and VW Tiguan, and its styling mirrors that of the larger Kodiaq. Engines are 1.0 and 1.5 petrols and 1.6 and 2.0 diesels. The interior retains the flexible rear seating and gains a load of new technology. Price £17,500 (est) AU G UST Audi RS3 Saloon/Sportback, Hyundai i30 Tourer, Kia Niro PHEV (right), Lexus LC, Volvo S90 T8, V90 T8 S E P TE M B E R Alpina B5 and D5 Touring, BMW M4 CS, Citroën E-Berlingo Multispace (below), Fiat 500L update, Ford Ecosport update, Fiesta, Fiesta Active, Honda Civic Type R, Maserati Levante S, Mercedes E-Class Cabrio, X-Class, Peugeot 308, 308 GTi, 308 SW update, Renault Trafic Spaceclass, Skoda Kodiaq Scout, Smart Fortwo ED, Fortwo Cabrio ED, Forfour ED, Volvo XC60 O C TO B E R Aston Martin V8 DB11, Vantage AMR, Audi TT RS, BMW 6 Series GT, Hyundai Kona, Jaguar XF Sportbrake, Kia Stonic, McLaren 570S Spider, Mercedes-Benz S-Class update, Porsche Panamera Sport Turismo, Ssangyong Rexton N OV E M B E R BMW X3 (above), Citroën C3 Aircross Hyundai i30N, Jaguar E-Pace, XJ update, XJR 575, Kia Stinger, Nissan X-Trail, VW Tiguan Allspace D EC E M B E R Aston Martin V8 Vantage, Audi A8, Dallara Stradale, Honda CR-V, Jeep Compass, Kia Sorento, Lotus Evora 400 Roadster, Porsche 911 GT2 RS, Seat Arona, Arona X-Perience, Ateca X-Perience, Skoda Karoq, Toyota Yaris GRMN, VW T-Roc, Touareg, Vauxhall VXR8 GTS-R E A R LY 2018 Aston Martin Vanquish Zagato Volante and Speedster, Audi A7, RS5 Sportback, Bentley Continental, BMW 2 Series Active Tourer update, i3 update, i3S, M5, DS 7 Crossback, Honda Jazz facelift Hyundai i30 Fastback, Jaguar F-Pace SVR, Lamborghini Urus, Land Rover Range Rover PHEV, Range Rover Sport PHEV, Lynk&Co 01, Mercedes-AMG GT facelift, Mitsubishi Shogun Sport, Nissan Leaf, Renault Mégane RS (above), Rolls-Royce Phantom, Subaru XV, Suzuki Swift Sport, Tesla Model 3, Vauxhall Insignia GS GSi, Insignia ST GSi, Grandland X, Volvo XC40, Volkswagen Up GTI M I D 2018 Audi A6, A7, E-tron, Q3, Bentley Bentayga PHEV, BMW 8 Series, i8 update, i8 Roadster, X2, X4, Z4, Citroën C5 Aircross, Dacia Duster, Honda Civic diesel, Jaguar I-Pace, Peugeot 508, Mercedes-Benz A-Class, G-Class update, SL, MG XS, Land Rover Range Rover Velar SVR, Porsche Cayenne, Toyota Supra (above)
Stay up to date with the latest new car launches with Autocar’s online news page: autocar.co.uk
23 AUGUST 2017 AUTOCAR.CO.UK 87
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23 AUGUST 2017 AUTOCAR.CO.UK 89
Matt Prior TESTER’S NOTES
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Video: M3 vs Giulia QV Super-saloon heavyweights from BMW and Alfa Romeo face-off on film
Does a Cadillac Escalade make suitable transport for a mayor or gangster? re you a gangster? It seems unlikely. They don’t subscribe to weekly car magazines, or if they do, they don’t enter into much correspondence with us. Perhaps that is understandable, what with all that gangstering. I suppose their days are preoccupied with issues like shooters and pigs – they go through bone like butter, you know – rather than writing to Autocar. Which is a shame, because I could use a gangster’s opinion. Gangsters need cars, right? If you are one, how do you decide which car to have? Spending frivolously on something inappropriate would be a distinctly ungangsterish thing to do. The other day I watched a film called Atomic Blonde, in which a dodgy spy – dodgy enough to be a gangster of sorts – puts a semiconscious body into the boot of a Porsche 911, alongside two flight cases. That’s clearly not going to work, is it? Two flight cases would
A
Plug life: Mayor Rix is aiming for a PHEV 90 AUTOCAR.CO.UK 23 AUGUST 2017
❝
Long journeys are, apparently, ‘intolerable’. That’s the Dover spirit
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❞ be a challenge enough, without the addition of a burly Stasi officer. So if you’re a gangster and you’re getting your tips from Hollywood, think again. Perhaps even think Haymarket Media Group. I’m not saying our sister mag What Car? is the ideal gangster’s buying guide, but boot capacity gets a prominent position in its specification lists. But I digress from the point in hand, which is a report that the Mayor of Dover, Neil Rix, is unhappy with Dover’s civic car. It’s a Toyota Prius civic car rather than a Honda Civic civic car, disappointingly, but that’s not why Neil doesn’t like it. He doesn’t like it because it’s too small for the Town Sergeant who drives him around, although Rix sometimes drives it himself, and it’s too small for him, too. Other Town Officers (who knew towns had so many titled positions?) will also use the car if it isn’t busy. It can’t be that busy – between them they only cover about 5000 miles a year, at an annual cost of £3500. But sometimes they do long journeys and these are, apparently, intolerable. That’s the Dover spirit. At “above average height”, the Sergeant’s head touches the roof, so there’s “a risk of physical harm” (the ’elf and safety act has been cited).
He must be very above average. Our 6ft 4in road test editor doesn’t find it a problem, but hey ho, Rix wants a new car costing £5000 a year and the council has signed it off. If it’s a ‘prestige’ model, other Town Officers wouldn’t even be allowed to drive it. “Inappropriate”, don’cha know. But Councillor Peter Wallace thinks it’s a waste of money and that Rix just wants “a big gangster car” to tool around in. And, knowing the Prius as I do, I have some sympathy with Wallace’s viewpoint. The Mayor’s proposed choice of replacement vehicles, though, doesn’t seem very gangster at all: a Mitsubishi Outlander PHEV, a Skoda Superb and a Volvo S90. Gangsters, is this your shortlist? The Volvo is moderately acceptable, but a Skoda Superb? Have you no dignity? What happened to a BMW 5 Series or a smokin’ old Jag? Something with style. Something with class. Something in which you’d proudly slam the bootlid down on a bound and gagged grass. And an Outlander PHEV? I ask you. It’s time to admit Britain truly is broken.
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Official fuel consumption figures in mpg (l/100km) for the Ford Focus ST-Line range: urban 33.2-67.3 (8.5-4.2), extra urban 60.1-83.1 (4.7-3.4), combined 46.3-74.3 (6.1-3.8). Official CO2 emissions 140-99g/km.
The mpg figures quoted are sourced from official EU-regulated test results (EU Directive and Regulation 692/2008), are provided for comparability purposes and may not reflect your actual driving experience.