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THIS WEEK

‘Choose any motoring subject and we have an object that represents it’

56

Issue 6523 | Volume 313 | No 3

NEWS

Audi A3 Electric-only Mk5 due 2027, topped by RS3 6 TVR update New investment and plans for three EVs 10 Alpine A110 All-new sports car to be EV halo model 12 Red Bull hypercar Top engineer Newey on his RB17 14 Dacia’s UK success Brand boss on growing its sales 16 UK-EU trade war risk What it means for car industry 18 Car subscriptions Cazoo is the latest to can the idea 20

COMMENT

GOV’T MUST PRIORITISE TRANSPORT ISSUES ELECTRIC MUSTANG BUILT WITH F1 KNOW-HOW 52

TESTED

Jaguar C-Type Continuation Le Mans icon remade 28 Kia Niro Plug-in Hybrid New-gen PHEV hits target 32 Lightyear 0 Solar-powered car from Dutch start-up 34 Nissan Qashqai e-Power Crucial and unusual hybrid 36 BMW Alpina B3 More muscle for facelifted saloon 37 Vauxhall Grandland 1.2 Turbo 130 Best-seller rated 37 Range Rover D350 HSE ROAD TEST 38

FEATURES

Toyota Aygo X Rugged city crossover vs Fosse Way 46 The Romans empire Secrets of supercar specialist 50 Charge Cars Electric Mustang Bullitt-era car reborn 52 Beaulieu motor museum We go behind the scenes 56

ALL-NEW RANGE ROVER D350 ROAD TESTED 38

OUR CARS

Ford Puma ST Final verdict on go-faster crossover 64 Volkswagen ID 4 GTX When tech proves unhelpful 66 Ford Mustang Mach-E Can we live with how it rides? 67

EVERY WEEK

Jesse Crosse What MQB has done for the VW Group 15 Matt Prior A Ram in the UK: that’s about the size of it 17 Jim Holder Is Saudi money just what Aston needs? 21 Steve Cropley A Discovery steps up; podcast idea 23 Subscribe Save money and get exclusive benefits 24 Damien Smith Why British GP was F1 at its best 26 Your Views McLaren 720S tops 35mpg; X5; dealers 60 On this day 1947: Italian coachbuilders; new circuit 63 Slideshow Cabrios that took the path less travelled 82

JAGUAR’S C-TYPE CONTINUATION DRIVEN 28

THE AIR INTAKE WILL STAY DRY BUT I’M WORRIED ABOUT WATER POURING IN UNDER THE DOORS❞ ❝

DEALS

As good as new How to bag a luxury BMW X7 for less 68 James Ruppert Cars that fail their first MOT test 69 Cult hero Mk3 Toyota MR2: who needs the MX-5? 70 New cars A-Z Key car stats, from Abarth to Zenos 72 Road test index Track down that road test here 81 Autocar, ISSN number 1355-8293 (USPS 25185), is published weekly by Haymarket Media Group, Bridge House, 69 London Road, Twickenham TW1 3SP, United Kingdom. The US annual subscription price is $199.78. Airfreight and mailing in the USA by agent named WN Shipping USA, 156-15, 146th Avenue, 2nd Floor, Jamaica, NY 11434, USA. Periodicals postage paid at Jamaica NY 11431. US Postmaster: Send address changes to Autocar, WN Shipping USA, 156-15, 146th Avenue, 2nd Floor, Jamaica, NY 11434, USA. Subscription records are maintained at Haymarket Media Group, Bridge House, 69 London Road, Twickenham TW1 3SP, United Kingdom. Air Business Ltd is acting as our mailing agent.

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COVER STORY

MATT PRIOR TAKES THE TOYOTA AYGO X THROUGH A FORD WHILE GREEN-LANING 46

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THE QUEEN’S speech in May included

a transport bill intended, among other things, to improve the provision of badly needed charging points for electric cars.

A delay to this bill with the current turmoil in Westminster could push it dangerously close to the timing of a general election, which threatens to send what’s contained within it back to square one. The roll-out of the charging network cannot afford any slowdown, given the government has mandated that new cars must be EVs from 2030.

Delays cannot be allowed to happen.

More challenges remain. Hybrids can be sold alongside EVs from 2030-2035 but we’re still waiting to hear what the government will class as a hybrid.

Fuel duty and prices remain sky-high, pricing many off the roads. New cars remain in short supply, which has sent prices of used cars sky-high, putting a further squeeze on personal finances.

Plenty of headaches for the current (at the time of writing!) transport secretary Grant Shapps, then, but few would bet against this portfolio ending up in new hands very soon, and with it new priorities and policies emerging.

The road to 2030 means that transport policy needs to be at the top of all agendas in government, not just the transport secretary’s.

Mark Tisshaw Editor mark.tisshaw@haymarket.com @mtisshaw

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Autocar is a member of the organising committee of Car Of The Year caroftheyear.org

AUDI A3’S ELECTRIC FUTURE INCLUDES RS3 6

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Super-hot RS3 to top electric Audi A3 range New platform, advanced tech, fast charging, 435-mile range: arrives in UK in 2027 6 AUTOCAR.CO.UK 13 JULY 2022

Platform for new A3 makes debut under ID 4 saloon

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W H AT AUDI NEEDS TO DO P I E R S WA R D

Despite a lot of the recent fast Audi headline-grabbers all being about the upper echelons of its range, it’s the little ones that stick in the memory. They’re the ones that have zinged and generally been a little less like a sledgehammer when finesse is called for on today’s roads.

Audi has form here, with a lineage of small fast cars since the first Audi Quattro. It’s all about accessible power. On the recent launch of the RS3, I had 30 minutes on a

mountain pass. We never went over 55mph but it was a pinch-me moment, with the balance and usability making it a near-perfect companion.

It’ll be interesting to see whether Audi’s EVs can maintain the sense of the car being your mate rather than your master. Audis are best when they’re not simple point-and-squirt machines, a common characteristic of EVs, so the engineers will need to bear that in mind for the next generation.

❝

The new SSP platform will support single-motor rear-wheel drive and dual-motor four-wheel drive ❞

T

he next Audi A3 is set to become an electric-only model with a maximum range of more than 400 miles and the choice of either standard rear- or optional four-wheel drive, sources at the car maker have revealed.

The decision means the popular hatchback and saloon will abandon petrol, diesel, plug-in hybrid and natural gas power to go up against the Volkswagen ID 3 with a raft of battery and powertrain options and next-generation technology.

Scheduled for UK launch in 2027, the fifth-generation A3 will be based on the Volkswagen Group’s new

skateboard-style SSP (Scalable Systems Platform) electric architecture – the same structure that is set to make its debut on the upcoming Volkswagen ID 4 saloon currently being developed under the internal working title Project Trinity. It will also underpin an Audi sibling model known as Apollon.

The move comes after Audi rejected a proposal to develop a new entry-level electric model on the existing MEB platform, which is used by the Q4 E-tron and closely related ID 4 and Skoda Enyaq iV. The switch to electric power means standard versions of the A3 will abandon front-wheel

drive for the first time since the model’s introduction in 1996, though the most potent models are tipped to adopt a twin-motor, four-wheel-drive set-up reminiscent of the

Combustion A3s will bow out with current model

current Audi Sport-fettled A3 variants: the S3 and RS3.

These are comfortably the best-selling cars in Ingolstadt’s performance line-up, with 753 RS3s and 442 S3s sold last

month in the UK alone.

An electric RS3 will be the entry point into the newly electrified performance line-up, being sold alongside rapid and outlandishly styled sporting variants of the upcoming electric A4 and A6 successors. Audi Sport’s transition to an electrified portfolio has kicked off with range-topping variants of the E-tron SUV and E-tron GT saloon, and it is expected to ultimately match the diversity and scope of its current performance range, which comprises highly strung variants of most Audi models.

Instant-torque electric power will see the ‘RS3 ◊

13 JULY 2022 AUTOCAR.CO.UK 7

∆ E-tron’ outpace the current five-cylinder petrol car in a straight line – so expect a sub-3.8sec 0-62mph time, and the innovative torquevectoring functionality fitted to Audi’s existing fast EVs will no doubt trickle down to upcoming entrants to mimic the combustion car’s dynamic agility. It could also be the first of a breed, with rivals BMW, Mercedes-Benz and Volkswagen yet to unwrap electrification plans for their own hottest hatchbacks.

The A3 line’s electrification aligns with recent comments

by Audi CEO Markus Duesmann that all new Audi models will be exclusively electric from 2026.

Speaking to German magazine Wirtschaftswoche, Duesmann explained how this switch will be underpinned.

“In our current ICE portfolio, we are using three different architectures, and our BEV [battery-electric vehicle] offer is already based on two different architectures: the MEB and PPE [Premium Platform Electric]. In the second half of this decade, we will introduce the SSP to form one strong mechatronic platform,” said Duesmann, who is also R&D boss of the Volkswagen Group.

Among the advantages offered by the new SSP architecture over today’s MEB structure are a lower floor height and greater modularity for increased differentiation between models.

The SSP platform is also designed to support a new 800V electric architecture.

This will offer significantly faster charging times than the 400V system of existing MEB-based models and enable speeds of up to 270kW, which is good for an 80-mile top-up in 10 minutes. Duesmann said the SSP architecture will use what he calls a “unified cell format” and offer a range of up to 435 miles. Although the SSP platform is being developed to accept solid-state batteries, they are not planned to be offered with the next A3.

Autocar has been told that the next A3 has been conceived as a five-door hatchback and four-door saloon, both with incremental increases in dimensions. Those privy to early design proposals say Audi designers have taken full advantage of the packaging solutions offered by the dedicated SSP platform, providing the A3 with altered proportions, including shorter overhangs, a shorter bonnet line, a longer cabin and larger wheelhouses.

GREG KABLE

8 AUTOCAR.CO.UK 13 JULY 2022

AUDI’S EV ONSLAUGHT: WHAT’S COMING WHEN 2023 E-TRON Audi’s first series-production EV will remain on sale as the wider line-up goes EV-only but it will get a series of hefty updates to keep it competitive against newer rivals like the BMW iX and Mercedes EQE SUV. Due on sale in 2023, the facelifted E-tron line-up will bring a huge increase in range – reportedly more than 373 miles per charge – courtesy of upgraded electronics, more efficient motors and a new-generation battery.

ROOM FOR A LITTLE ONE? With the next-generation A3 primed to serve as the entry point into Audi’s new-era electric car line-up, and the current A1 and Q2 confirmed to bow out at the end of their life cycles, the firm looks to be following a similar path to Mercedes: abandoning low-margin entry models in favour of larger, more profitable ones.

Indeed, Audi has not followed sibling brands Volkswagen, Skoda and Seat in previewing a compact MEB-based urban EV for launch in 2025, which raises questions about the fate of 2019’s AI:ME concept: a striking vision of what an autonomous, urban-oriented Audi EV could look like.

Styling cues showcased on that concept have been carried through to subsequent studies – as has its emphasis on self-driving functionality – but as each brand in the VW Group strives to carve out a defined, bespoke identity in the electric era, Audi will look to strengthen its premium

AI:ME concept will influence the all-new A3

image by moving away from more accessible propositions.

That weakens the prospect of any production version of the AI:ME, although the chances are that its defining characteristics will still influence the next-generation A3, despite that car using the new SSP platform, instead of the concept’s MEB.

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NEWS

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2024 A4 E-TRON

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Audi will go after the indomitable Tesla Model 3 – and its increasingly popular rivals, the Polestar 2 and BMW i4 – with an electric version of the next-generation A4. To be sold alongside an array of familiar combustion and hybrid options, the A4 E-tron will share its Q6 sibling’s PPE platform but will be styled similarly to its combustion counterpart.

Expect a four-wheel-drive RS-badged range-topper, too.

2024 A6 E-TRON Closely previewed in concept form – as both a Sportback saloon and an Avant estate – the dramatically styled A6 E-tron won’t immediately replace the current A6 but will serve as a long-legged and promisingly potent zero-emissions equivalent. Audi’s betting big on the continued popularity of the estate car in certain markets, whereas its Mercedes rival has hinted that it could leave the segment entirely.

2024 Q6 E-TRON The electric equivalent of Audi’s best-selling Q5 crossover will be based on the new PPE EV platform that Audi is developing with Porsche and, as such, will be a close technical relation to the upcoming Porsche Macan EV. The flat floor and lack of an engine will make for a much more spacious cabin than that of the Q5 and the new-generation architecture will make it competitive in terms of range, charge times and performance.

2024 A8 E-TRON Described as a “private jet for the road”, this sleek BMW i7 rival – previewed by 2021’s radical Grandsphere concept – will major on autonomous functionality and connectivity. As such, the cabin will be a minimalistic and airy ‘lounge-style’ environment with a drastic reduction in the number of buttons and screens. It will be more of a GT than the current A8, so expect greater focus on straight-line speed and cornering dynamics.

13 JULY 2022 AUTOCAR.CO.UK 9

TVR revival back on the cards Griffith production finally looks close to starting and three new EVs are in the offing

A

recent invite received

by Autocar to a preview of TVR’s electrified future unveilings suggests the firm is getting back on track with its revival plan, which has been beset by significant setbacks since it revealed its debut model, the Griffith, in September 2017.

It follows an announcement from the beleaguered TVR marque that it will launch an electric version of its delayed Griffith sports coupé in 2024 and has partnered the Formula E race series in a bid to promote its new EV aspirations. These are the latest in a series of ambitious pledges made by the revived British marque since it revealed the Griffith in 2017, each of which has raised questions about the viability of the project, given it has yet to start producing the Griffith.

Here is a summary of what we currently know about TVR and the key things we need to learn from the preview event later this month.

WHAT WE KNOW I The Griffith is five years old

Even before it begins rolling down the production line, the car that will spearhead TVR’s bold new era is as old as the Ferrari Portofino, Volvo XC40 and current BMW M5 – all of which have long since been through extensive mid-life facelifts. Interestingly, the Griffith was revealed at the same time as the longdelayed Mercedes-AMG One, although that car is now finally on its way to customers.

So the Griffith’s design, cabin and technology are no longer as cutting-edge as was presented at launch, which means established rivals

should – on paper at least – edge it for technological functionality, efficiency and outright performance. Plus, it would be one of just four cars on sale still using a naturally aspirated V8, alongside the Lexus LC500, Lexus RC F and Ford Mustang. The last of which uses the same 5.0-litre Coyote unit but is tipped to go hybrid in 2024. With an ICE ban looming in the UK – and most likely in the EU – the shelf life of a non-electrified sports car is vastly diminished.

to start building the Griffith came earlier this year, when it announced “a multimillionpound investment” from South American partner firm Ensorcia – which describes itself as a “group of companies that are dedicated to the development of net-zero carbon technology and environmentally sustainable production and processing of battery metals in South America”. Neither TVR nor Ensorcia put a number on the investment but said it

will go towards preparing the production line for the V8 Griffith, readying an electrified version of the coupé and repaying a £2 million loan from the Welsh government, which it will settle on 30 September, though any interest accrued post-January 2022 will be repaid in instalments quarterly.

WHAT WE NEED TO KNOW I Where is the money

coming from?

Ensorcia’s investment is said to be enough to set TVR on a path to production and repay its most significant debts, but it is unclear if the sports car firm

I Production is not

yet under way The last official update about TVR’s factory in Ebbw Vale, Wales, came in December 2020 and promised that work was soon to begin on an extensive renovation programme for the existing buildings with a view to getting a Griffith production line up and running. (The originally intended production start date was 2019.)

Ultimately, TVR plans to employ 200 people at the factory and says “significant progress” has been made.

Autocar has learned TVR anticipates signing a lease deal in the coming weeks, now that the shell of the building is ready for the installation of tooling and equipment.

Delays initially stemmed from the Welsh government’s 3% stake in the sports car firm, which, under EU rules, necessitated a lengthy tendering process for the sourcing of a construction contractor.

I TVR has a new

financial backer The most concrete indication that TVR is almost in a position

VW AMAROK GROWS AND HARNESSES MORE TECH

New double-cab Amarok arrives later this year

10 AUTOCAR.CO.UK 13 JULY 2022

The second-generation Volkswagen Amarok – twinned with Ford’s Ranger – is larger and more advanced than the model it replaces. Due in the UK this year, the new pick-up will be launched with three engines in seven power outputs, topped by a 247bhp turbo 3.0-litre V6 diesel, and a choice of manual and automatic gearboxes. A four-door double-cab arrives first, with a two-door workhorse planned for 2023.

NEWS has managed to gather the £25m in required investment it was attempting to source by listing bonds on the Dublin stock exchange as long ago as summer 2020 – although it says this has been “successful in raising initial funds”.

The latest records show that TVR finished the financial year ending June 2021 with £8000 in cash (down from £32,000 in 2020) and £12.1 million of liabilities and borrowings payable within 12 months (up from £10.8 million in 2020). It says it has

❝

If all goes to plan, the Griffith will be a halo car for a line-up of more mainstream, utility-led models ❞ taken deposits against orders placed but not how many it has taken – nor what the order bank represents financially or whether it has managed to retain the bulk of orders throughout the Griffith’s long gestation period.

“Further investment is required,” it says, “to deliver the pre-existing order book, which is expected to realise the forecasts and financial projections.”

It adds that “discussions are ongoing with a number of prospective equity investors”.

I How will TVR electrify?

TVR has promised a trio of new EVs to follow the Griffith – one will be based on the debut coupé – but has given no details of how it plans to power them, what they will look like or when we can expect them.

The partnership with Ensorcia is described as a valuable asset in TVR’s electrification

drive, given it claims to be a specialist in “green lithium mining and processing” with a patented brine extraction process that minimises water wastage. In June 2021, the South American firm said it had secured the right to use its extraction processes to mine lithium at a 5000-acre site in the Atacama region of Chile and another 22,000-acre site near the Bolivian border.

However, there is no sign that this work has begun and TVR is currently the firm’s only listed automotive partner.

I What are TVR’s ambitions?

TVR would be one of a flurry of brands aiming for comfortable and sustainable sales volumes almost straight away. However, its targeted workforce of 200

people and the limited market appeal of its first model (twoseat sports cars are becoming increasingly unviable for even well-established makers) suggest that ramp-up will not come quickly. Now the brand is promising to reveal details of the cars that will follow the model it has waited five years to make.

So it seems likely that if all goes to plan, the Griffith (in V8 and electrified forms) will ultimately serve as a halo car for a line-up comprising more mainstream and utilityfocused cars. A comparable structure is the similarly revived French sporting firm Alpine, which – crucially – has been supported in its ramp-up phase by parent firm Renault.

FELIX PAGE

TVR said it wasn’t overly affected by the pandemic because – without a physical base – it was able to work remotely with stakeholders on vehicle and business development plans. Plus, the sole roadregistered Griffith allows it to “gather feedback without any significant restrictions”.

Griffith, first revealed in 2017, has yet to enter production

REVEALED: THE PHAETON VW CANNED

Latest VW pickup has a more tech-led feel

The never-released successor to the Volkswagen Phaeton has been revealed to mark 20 years since the company launched its BMW 7 Series rival. Pulled before launch in 2016 in favour of EVs, the Phaeton ‘D2’ would have used the Volkswagen Group’s MLB platform and featured a lounge-like, tech-heavy cabin.

13 JULY 2022 AUTOCAR.CO.UK 11

❝

Our ambition is to keep the characteristics and the DNA of the A110 intact and differentiated from others ❞

A110 still vital to Alpine in EV era

Sports car will go electric for next generation; have halo effect on hot hatch and SUV

T

he next-generation Alpine A110 will continue to play a crucial role in the French performance brand’s lineup, even as it branches out into more mainstream segments and considerably ramps up its production volumes.

The fan-favourite twoseat coupé – which received a minor update earlier this year – will make the switch to an electric powertrain for its third generation, lining it up as a rival to similarly conceived sports cars from Lotus, Porsche and Toyota.

By the time the new A110 arrives, most likely in 2026, Alpine’s line-up will also include an electric crossover and an electric hot hatchback.

While those more volumefriendly models will be crucial to Alpine increasing its global footprint, company CEO Laurent Rossi is adamant that the A110 will continue to play a core role as a halo car and as an embodiment of the brand’s sporting credentials.

“Alpine is going to be sports cars, no matter what. That’s the central value proposition,”

said Rossi. “It’s ‘born from racing, made by racers for racers at heart’. You need to have at least one sports car to justify that, otherwise it’s a false claim. There will always

Rossi: Alpine will remain a sports brand

be at least one sports car, and that’s like an undertone.”

Alpine has so far said little about what to expect of the reinvented A110. Rossi did suggest, however, that it could be a near-bespoke proposition, far removed technically from the Renault-based GT X-Over crossover and 5 hot hatchback alongside which it will be sold.

“We hope to preserve the A110 DNA, and it might be quite different from the rest of the cars, despite platformsharing,” said Rossi. “There’s nothing more similar than

NEW RANGE ROVER SPORT COSTS £80K

SPIED: AVENTADOR HYBRID SUCCESSOR

Land Rover has announced pricing for the all-new Range Rover Sport, starting at £80,320 for the entry-level D300 diesel and climbing to £116,190 for the snarling V8 P530. The yet hotter SVR and an electric variant are due in the next two years.

Lamborghini is readying a replacement for the Aventador supercar as the brand’s first plug-in hybrid. Despite it having an electrified powertrain, most of its grunt will come from a large-capacity V12. It is expected to be unveiled later this year.

12 AUTOCAR.CO.UK 13 JULY 2022

two electric cars nowadays: same platforms, same electric power, distributed to all wheels if you’re lucky, and it’s pretty much a matter of fine-tuning the output of the motors.

“But you will still retain advantages in terms of chassis dynamics and agility if you use aluminium versus steel. Our ambition is to keep the characteristics and the DNA of the A110 intact and differentiated from others as a competitive advantage.”

The next A110 is in line to share elements of its chassis

Alpine is going straight from combustion engines to EVs, so is its experience developing hybrids for Formula 1 wasted? “No, not at all,” said Rossi.

“The principle is the same between hybrid and fully electric at the end of the day, because in fact it’s the battery management system that’s critical.

In a modern hybrid, you have the combustion engine that’s pushed to the limit, and the difference is made on the battery.”

NEWS ALPINE OPEN TO HYDROGEN COMBUSTION Alpine is also “very actively” exploring the use of hydrogen as a means of safeguarding the future of the internal combustion engine.

It recently collaborated with the European Institute of Design in Turin to create the radical A4810 concept, an outlandish vision of what a hydrogen-powered hypercar could look like in 2035, and now it has emerged that this could be closer to reality than was first thought.

Rossi told Autocar: “It’s only normal that we look at parallel paths – and I say parallel on purpose.

The idea is we want to find alternatives that aren’t necessarily incompatible with electrification, because

electrification is, whether we like it or not, the future of automotive for at least 6070% of the automotive parc.”

Rossi said that in terms of future-proofing low-volume, “high-output” sports cars, “sustainable fuels could

be the solution”.

He revealed that Alpine aims to trial hydrogencombustion technology in a race car and may even create a bespoke prototype “that could take the Nürburgring record or things like that”.

A4810 is said to be “light yet powerful and agile”

Alpine is souping up Renault’s reborn 5 supermini

Due in 2026, Mk3 A110 will ditch combustion with Lotus’s upcoming Type 135 electric sports car.

Talks between the two firms are centred on “the characteristics of the cars that we want to produce and the commonality of the solutions that we will apply to produce those cars”, revealed Rossi.

“Lotus and us share the same preoccupation, which is trying to make light, agile sports cars while obviously adding weight and electrifying,” he explained.

“So it’s only normal that we think about those challenges together, at least upstream.

We will see if we partner up, but obviously we share the same problems and the same opportunities.”

Rossi added that a final decision on a Dieppe-Hethel partnership will need to be

made in around six months’ time, in line with the two firms’ planned launch timelines for their respective sports EVs. “By the end of this year, we need to know which platform and technological solutions we will use to produce our cars and so will they,” he said. “So we will decide whether or not the path forward is together.”

Whatever shape it ultimately takes, the next-generation A110 (and its stablemates) will remain true to the purity and driver appeal established by the current car.

Rossi said: “You won’t find in an Alpine necessarily the latest and greatest autonomous features, automatic parking etc. But you will always have sporty sensations and sporty technology, even in the SUV.” FELIX PAGE

GT X-Over will share hardware with Renault Mégane E-Tech Electric

RENAULT AUSTRAL HYBRIDS UK-BOUND

BMW PRIMES NEW X3 FOR 2024

Renault’s Kadjar replacement is coming to the UK next year, the French firm has confirmed.

Named the Austral, the SUV will be launched with mild-hybrid and full-hybrid powertrains.

Deliveries are earmarked to begin in mid-2023.

The BMW X3 is set to enter its fourth generation in 2024, gaining new powertrains (including various hybrid ones), refreshed styling and a completely overhauled interior. The mid-size SUV is expected to start at around £50,000.

13 JULY 2022 AUTOCAR.CO.UK 13

Newey on his Red Bull hypercar RB17 was conceived to offer F1 performance for two in comfort, explains engineer

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R

ed Bull Advanced Technologies recently unwrapped plans for an ultra-exclusive, 1250bhp track hypercar using Formula 1derived aerodynamics and powertrain technology.

It’s the brainchild of Red Bull’s legendary F1 engineer, Adrian Newey, who is using the endeavour as an opportunity to improve on the formula of his previous hypercar effort, the Aston Martin Valkyrie.

Here, he gives us the full back story of the RB17’s conception, explains why it’s totally unique and outlines what it has to do.

You’re an F1 engineer, yet the RB17 is aimed at a non-racing niche. Is there a personal connection?

“I’ve sketched road cars since I was at university. My first and foremost passion is racing, but I’ve always had an interest in road cars, which [in 2010] morphed into the X1 for the PlayStation. From there, we entered into a partnership with Aston Martin to develop the Valkyrie, which was designed first and foremost as a road car.

“It was a very fruitful partnership, but by definition we had to agree on common ground. [The RB17] is conceived purely as a Red Bull car, where we’re clearly our own masters, and it’s conceived first and foremost as a track car.

“To follow on from the Valkyrie and be involved in something that’s the next step, but as a two-seat

Newey designed X1 of 2010 as digital no-rules F1 car

14 AUTOCAR.CO.UK 13 JULY 2022

[track] car, is really exciting.

I love the concept of the car and trying to get the overall package together. It’s a similar challenge yet a very different challenge to [designing] a single-seat F1 car.”

What’s the market niche?

“We’ve had lots of interest over the years from people who said: ‘What’s it like to drive an F1 car?’ The reality at the moment is there’s nothing as quick as an F1 car. It started me thinking: ‘How about we develop a two-seat car that’s capable of F1 performance levels but that somebody can develop and drive themselves and, if they wish, take a passenger or a [driving] coach?”

At which stage of development is the RB17 currently?

“The initial drawing went into CFD and started to be evaluated for basic packaging in the early months of 2021, and we’ve evolved the car from there. We haven’t had to rush the initial package shape or aerodynamic shape.

“We’re now at the point where we are fixed on the architecture and are continuing to develop it both mechanically and aerodynamically.

“We’ve taken our time to get the architecture right.”

❝

There has always been a rule book in the past, and that’s what is exciting about this project ❞ F1 cars have open wheels and open cockpits, so why does the RB17 have a closed cabin?

“Accommodating two people forces you into a wider chassis, which creates packaging challenges: you’ve lost width for the aerodynamic shape that you then have to recover.

“Closed wheels and a roof enhance the aerodynamics, and although they cost a small amount of weight, they make safety easier to package.

“The X1 was designed as the ultimate no-rules F1 car, and that was [also] closed.”

What modifications will RB17 require for road legality and how easy will such a conversion be?

“That’s not for us to comment on. We’ve designed it as a track car, and what people choose to do with it once they buy it is up to them.”

You’ve spent much of your life working under the constraints

of F1 rules. When did you last follow your instincts?

“The Valkyrie was done by Red Bull and myself, then we teamed with Aston Martin and suddenly there was another group having input – no bad thing, but another input. There has always been a rule book [in the past], and that’s what is

NEWS

UNDER THE SKIN JESSE CROSSE

MQB AT 10: WHY ENGINEERS LOVE SHARED VEHICLE ARCHITECTURES

Newey joined Red Bull in 2006, has designed five title winners since

Autocar’s take on the RB17 is based on an official sketch exciting about this project.

“The challenge really became: how can we manage to design a car that has circa F1 levels of performance but is comfortable, has two seats and is a track car? That’s really where the design specification started to evolve from.

“I’ve thrown most of the things that I’ve learned over the years and from F1 into it.”

Did it need a project like this to keep you at Red Bull and in F1?

“No, I didn’t need it, but for me it’s exciting to do different things. I would still be here even if we hadn’t got this project. This is probably the

easiest way of answering that question, but it’s an extra dimension, an extra interest.”

What are your overarching principles when you embark on something new?

“The first thing is to ensure that it’s a holistic package. So often you see cars that look as though the front-end designer hasn’t spoken to the rear-end designer. It’s trying to ensure that everything has a singular focus. You’ve obviously got the practicalities to keep in mind, but it’s about trying to come up with a concept that’s fluid and flexible as you develop it.”

DIETER RENCKEN

Newey and Red Bull developed Valkyrie with Aston Martin

LAST MONTH, THE Volkswagen Group celebrated the 10th anniversary of its kit of parts for building cars more efficiently.

Modularer Querbaukasten (MQB), which translates as Modular Transverse Matrix, wasn’t the first platform-led approach taken by a manufacturer, but it marked the beginning of a trend. Now it has become a regular occurrence for new platforms to emerge with the coming of the BEV. In most cases, ‘architecture’ is probably a better descriptor than ‘platform’, and there is a subtle difference. Strictly speaking, a platform shares multiple body underframes, chassis and powertrain systems with different bodystyles, while an architecture shares the same component design, strategy and manufacturing process. So an architecture can spawn more than one platform, such as for saloons and SUVs. The benefits are obvious, because although standardisation of components like body panels doesn’t make all the cars the same size or give them the same character, it does make the manufacture of individual common parts and their assembly more economical and better suited to automated assembly without creating completely new production lines.

This is what MQB did for Volkswagen and likewise the D7a aluminium intensive architecture on which Jaguar Land Rover based the XE, XF, F-Pace and Velar. In manufacturing cars or any other complex machinery, radical mechanical changes involve shaking out bugs in the same way as a new version of software, so being able to assemble cars using a toolkit of tried and tested major components isn’t a cop-out but rather the smart and elegant way forward.

In theory, it should also avoid using up engineering resources from becoming tasksaturated, so teams can focus on new ideas rather than fi xing problems in old ones.

In the Volkswagen Group’s case, cars can be structurally improved in areas most customers don’t see and aren’t interested in. For instance, how many owners care (or even know) that the engine in their MQB car is tilted to the rear by 12deg, just like in every other car in the range, or

The VW Group has made more than 32 million vehicles using the MQB architecture since its 2012 arrival.

that the intake side is always at the front and the exhaust at the rear? They don’t, but they might appreciate the fact that the flexibility of the architecture allowed more focus on ring-fencing its individual character and recognise that a 50kg reduction in weight from its pre-MQB ancestor will contribute to fuel saving.

As EVs relentlessly march forth, the experience gained in the past decade with new modular lightweight architectures combining both aluminium alloys and lightweight high-strength steels is paying dividends.

The Volkswagen Group has put all of its learnings from MQB into its modular electric drive matrix, MEB, which will do for its EVs what MQB did for its ICE cars.

EV architectures are designed to take efficient packaging of the electric drivetrain to the maximum, squeeze the most out of the interior space and offset as much of the battery’s extra weight as possible. Without taking this approach, it’s hard to imagine making EVs as efficient as they need to be.

AMMONIA TO REPLACE DIESEL Mahle is researching the use of ammonia as a diesel replacement in heavy vehicles. This can be ignited in a combustion chamber like diesel, and Mahle has adapted its innovative jet-ignition system to do just that in a singlecylinder engine. In the near term, it plans to convert diesel engines to dual-fuel-injecting ammonia as the main source of power.

13 JULY 2022 AUTOCAR.CO.UK 15

Dacia plots continued growth Brand director sets out the vision for its line-up, sales approach and EV timetable

D

acia UK is on course in 2022 to surpass 2021’s record market share with a newly expanded line-up, a new brand identity and a steadfast commitment to affordability in the face of price hikes in all sectors.

Leading the charge is brand director Luke Broad, who heads up the year-old Dacia UK Business Unit, established in line with Renault Group CEO Luca de Meo’s ploy to give each group brand more independence. Here, he tells Autocar how Dacia is adapting to the new motoring status quo without losing sight of its core values.

Do you anticipate higher turnover as a result of today’s economic situation?

“I don’t think so. People’s pockets are squeezed and they have a budget – some budgets are higher than others – but what I would say is that we’re probably on more people’s

consideration list than we were previously. When I speak to customers myself, they say: ‘I’d not really considered Dacia but I’ve gone to my local showroom, I sat in one and I’m really surprised about the quality of materials and what I get for my money.’”

How is your retail network adapting to new demographics?

“We launched Dacia Buy Online in 2018 but we are now working on really supercharging that functionality, because for us it’s very manual. You have to manage all the orders manually, and it’s not fully optimised as it’s not all linked into all of our systems.

“But from a customer perspective, it means everything will be done live. It’s all integrated into our dealer systems – so imagine you start to configure a vehicle online, you get a finance quotation, you’re happy with the price, you

DACIA UK SALES FROM LAUNCH TO NOW Global issues have reduced sales volume in recent years but expectations are for it to rise again

selaS

35K 30K 25K 20K 15K 10K 5K 0

2013 2014 2015 2016 2017 2018 2019 2020 2021

16 AUTOCAR.CO.UK 13 JULY 2022

go to a dealership and you don’t have to start from scratch.”

Does Dacia suit a digital model?

“We don’t have a million optional extras like you see with some other brands. A lot of customers face the paralysis of choice: you go into a Subway to order a sandwich and you’re there for half an hour trying to work out what bread you want, what cheese, do you want it toasted, do you want lettuce and tomatoes…? Whereas with us, it’s a really simple line-up with three versions and two optional extras (even that, we’re looking at) so it does lend itself quite well to online retailing.”

But does Dacia’s simple line-up also limit its appeal?

“Given the coverage of the segments we have today, I think we punch well above our weight. We started our C-segment offensive with the Jogger, and the Bigster

is coming in 2025, which will be the start of ‘a new Dacia’ – but, no, I don’t think it counts against us. Of course, as brand director, I want all the models covering all the segments with all the powertrains to capture as many customers as possible. But it is a fine balancing act with making sure we stay true to our brand values.”

Does the looming 2030 combustion ban intimidate you – and are you suffering for having no hybrids?

“We will go electric, but we will do it at the last minute when the customers are ready and the market is ready. We’re part of the Renault Group so we have the technology on the shelf, ready to go, and the longer we wait, the more affordable it becomes for us and our customers. You’ll see it in a two-stage approach: we will begin to hybridise at the end of this year/start of next with the

Brand director Luke Broad: “We punch well above our weight” Jogger, and inevitably with the rest of the range following in due course.”

How will you maintain low pricing with electrified cars?

“As more people get on board with the electric vehicle trend – including the Renault Group – the cost of those materials, the engineering, the research and design will come down.

The reason we’ve not launched [an EV] now is that it just wouldn’t make any sense because it wouldn’t be the price of a Dacia any more. It doesn’t work for us today. But in five, six, seven or eight years – certainly before 2030 – we will make sure that it works.”

FELIX PAGE

Jogger took Dacia into a bigger class and will be joined by the Bigster

Matt Prior NEWS

THE

NOTEBOOK

TESTER’S NOTES

FOUR’S TO BE RECKONED WITH The Lotus Emira is one of the most important cars ever to leave Hethel – and not just because it’s the final one to use a combustion motor. But with the V6-engined car soon to be on its way to customers, excitement is building for the AMGengined four-cylinder entry-level model that will arrive in 2023. “It’s a very different character to the V6 and I don’t think people will be disappointed,” MD Matt Windle told Autocar, adding that the AMG inline four is “the best engine out there” (not to mention the most powerful in production) and is expected to ultimately make up the bulk of sales.

BORN IN THE DARKNESS Cupra has not had an easy ride since it launched as a stand-alone brand in 2018. First Covid, then the semiconductor shortage and now the war in Ukraine and global inflation surging.

But as it embarks on a rapidfire and wide-reaching electrification strategy, CEO Wayne Griffiths is bullish: “We are facing one crisis after another: Covid-19, the lack of semiconductors, Russia’s attack on Ukraine – all of these challenges have made us stronger, more efficient, more robust and more resilient. I believe if it hadn’t been so difficult, then maybe we wouldn’t have got so far as we have today. What doesn’t kill you makes you stronger.”

Any bigger and the Range Rover would be too big for the UK fter three days, perhaps it doesn’t look as big as it did on day one. But the sheer size of the Ram pick-up truck outside my house (full feature soon) is really something to behold.

I know American pick-ups like this aren’t meant for us – although, to my mild surprise, I find there is an officially appointed dealer here. They’re meant for a country 40 times the size of the UK. But still.

Its body width (2.2m, 88in) is as large as the wheelbase of an early Land Rover.

Its door mirrors are at head height. And while it is all but six metres long, the vehicle I’m testing, based on the Ram 1500, is merely the entry-sized pick-up in Ram’s range. Further up the line-up, the Ram 3500 is some 6.6m long.

I realise this is ostensibly a commercial vehicle but Americans, like us, frequently buy pick-ups as personal cars. And into a market like that, then, rolls the new Range Rover, road tested

A

Ram pick-up is right-sized – for America

❝

The Ram pick-up provided a stark reminder that big, loud cars still excite quite a lot of people ❞ on p38. Which is where Land Rover, one suspects, faces a constant dilemma.

Americans like big luxurious SUVs. The Jeep Grand Wagoneer is 5.75m long and 2.12m wide across the body.

The Lincoln Navigator is 5.3m long (in its shortest form) and 2.02m wide.

Plus mirrors.

Range Rover sells a lot of cars there, but unlike American manufacturers, it needs to sell a lot of cars here and throughout the rest of Europe, too.

Yesterday, I was surprised by how many people loved a Ram as I drove it around – a stark reminder that in the real world (away from social media where somebody will tell you off for lighting a log fire in winter), big, loud cars still excite quite a lot of people.

Still, I suspect you could count the number of Rams that arrive in the UK each year on your fingers.

Range Rovers, though, sell in big numbers in places like Cotswold villages, whose streets are, I can officially testify, not particularly easily navigable by 2.2m-wide, 6m-long pick-ups with diabolical visibility.

The latest Range Rover is over 5m long at least (5.3m in long-wheelbase form) and both it and Land Rover’s new Defender just tip past 2m wide with their mirrors folded. This is not

insignificant, especially given doors are long and thick, as you’ll know if you’ve tried getting out of one in most conventional car parks.

Without spoiling the road test, it’s worth remembering Land Rover does mirrors and visible body sides (and precise steering) better than most manufacturers do. But when selling cars that are this big for the UK and other European markets, that’s really a necessity rather than a feature. Without those, a Range Rover or Defender would just feel too big for here. And my feeling is that, for me, they’re on the cusp: much bigger and they would be.

North America’s cars, like ours, have continually grown and grown with no apparent let-up. But they have the space, and we do not. I’d hope, then, that the current size of the largest European cars is big enough to satisfy markets like the US. But as I parked the Ram in a quiet spot of a motorway services and noticed it occupied not just the space I’d put it in but a reasonable proportion of three adjacent spaces, too, I wondered if it might not be.

GET IN TOUCH

✉ matt.prior@haymarket.com @matty_prior 13 JULY 2022 AUTOCAR.CO.UK 17

Is the car industry about to be caught in a UK-EU trade war?

Unresolved Brexit issues threaten to spark a conflict that could hit the car industry

A

fter two years of lockdowns, a global semiconductor shortage, the war in Ukraine, soaring commodity prices and a looming recession, you would be forgiven for thinking that the UK car industry has quite enough on its plate.

But in the past few months, a new problem has appeared on the horizon: the risk of a trade war between the EU and the UK as Brexit flares up again.

And the car industry, probably correctly, fears that it could be on the front line if the worst comes to the worst.

Although there have been rumblings of a dispute centred on the Northern Ireland Protocol since last year, it was BBC economics editor Faisal Islam who uncovered the deep concern of the car industry.

Islam revealed that Volkswagen Group boss Herbert Diess had been in discussions with the British ambassador in Berlin.

He quoted Diess as saying: “There’s a lot of

18 AUTOCAR.CO.UK 13 JULY 2022

communication going on. And there’s also a dependency. We have a British brand, Bentley, which is doing extremely well.

Also, the UK is our biggest export market in Europe for the premium brands for VW and Audi. So I think there will be, let’s say, a mutual interest now to keep [trade] open.

“We will try to calm down the situation between France and the UK as much as possible, because I believe that only Putin and our enemies will be happy with yet another disagreement between such close partners as the UK and the EU.” Clearly, the possibility of adding tariffs to certain manufactured goods being exported from the UK, and then the possibility of the UK retaliating in kind, is now high on the automotive industry’s agenda, even though no other brand bosses have yet gone public with their concerns.

So what exactly might happen to the car industry if negotiations break up without

agreement? In recent years, former US president Donald Trump took part in a trade war with France and Germany, partly because the World Trade Organization gave the US and France permission to extend new tariffs on each other as the result of the long-running dispute between aircraft firms Airbus and Boeing.

Manufactured goods going to the US that incurred higher customs duties of between 10% and 25% included aircraft components and even whisky, cheeses and olives.

There is also something called carousel retaliation, whereby these tariffs are changed to different products every six months.

TOUGH S TA NCE ‘ NOT IN EU ’S IN T ER ES T ’ Autocar has spoken to one leading economist who said it was no surprise the automotive industry would be on the front line of a trade war, adding that the Brexit deal was “crafted almost entirely around the [UK] car industry”.

He suggested that if, in extremis, the EU could massively impact the UK car industry by blocking component exports, they would “be cutting off their nose to spite their face”,

adding: “My best guess is the EU won’t retaliate through the motor industry over the Northern Ireland Protocol.

It’s disproportionate and would win it little sympathy.”

However, he hinted that the French government might be most vociferous in the potential dispute, echoing Volkswagen Group boss Herbert Diess telling the BBC that his firm “will try to calm down the situation between France and the UK as much as possible”.

There is general agreement that any kind of automotive tariffs – along with fishingrelated products – would be on the front line of any UK-EU trade dispute.

One of the problems for EUbased car makers is that the UK is a very significant market for EU vehicles, especially German-branded cars – hence Diess’s concerns.

According to the Society of Motor Manufacturers and Traders (SMMT), UK factories made more than 895,000 cars in 2021. Of these, 82% (around 734,000 cars) were exported in total – and 388,000 were exported to the EU. The full-year SMMT figures for 2020 estimated that the value of UK vehicle exports was £27 billion, the most valuable single grouping of exports, ahead of powergenerating machinery and pharmaceuticals. So any extra tariffs on UK car exports would be a significant issue.

On the other hand, the EU is more exposed to the UK new

BUSINESS

BYD electrified car sales soar by 315%

VW Group trades cars both ways and wants a negotiated solution

£16.4bn

Value of goods exported to the EU from the UK in April 2022 Source: ONS

School noted a clause in the automotive section of the deal that could prove very tricky for the UK car industry.

The EU had insisted that UK-made electric vehicles had to have at least 55% EU/UK-sourced parts content by 2027 to allow them to be imported tariff-free to the EU. If the UK government seeks to renegotiate the Northern Ireland Protocol, who could rule out, for instance, the EU opening a dispute under rules of origin for automotive components? Indeed, the EU refused to allow the UK to use components from Japan and Turkey as part of the automotive Brexit deal.

With the UK now free to do its own trade deals around the globe, the EU is likely to be unsettled by UK makers using automotive parts sourced from low-cost countries outside the EU. Such a move would probably be viewed as unfair competition for UK-made cars that are sent to the EU. It’s an incredibly complex area, and we are some way from a breakdown in relations and tit-for-tat trade dispute, but clearly the reverberations of Brexit will be playing out for some time to come, and the car industry is in the thick of it.

HILTON HOLLOWAY

56%

Proportion of Bentleys sold to China and the US, the brand’s biggest markets

car market than the UK is to the EU. In 2019, the last full year before the global pandemic, the UK imported just over 2.0m vehicles, of which around 1.56m originated in the EU. But in 2020, car imports to the UK slumped to around 1.4m.

Diess’s concern can be seen clearly: the rich pickings of the UK market have already been hit by the lockdown and chip shortages. The Volkswagen Group doesn’t want to see a further fall in UK sales as part of a trade war.

So does the UK have the upper hand in any automotive trade dispute? The figures make it clear that the EU has more to lose than the UK, but it’s not that simple.

In an article published shortly after the EU-UK Brexit deal was signed, David Bailey of the Birmingham Business

❝

Figures say the EU has more to lose than the UK, but it’s not that simple ❞

CHINESE COMPANY BYD posted a 314.9% year-onyear increase in electrified vehicle sales in June in its mission to surpass Tesla.

The manufacturer – which is based in Shenzhen and backed by US billionaire business magnate Warren Buffett – sold 641,000 hybrid, plug-in hybrid and electric cars worldwide from January to June, 134,036 of those in June.

Tesla sold 564,000 EVs during the same period.

BYD sold 600,000 electrified vehicles in 2021 and is chasing an ambitious self-imposed target of 1.5 million for this year.

Its American rival has meanwhile been set back by shipping issues, battery shortages and Covid-related shutdowns in China.

Earlier this month, Tesla boss Elon Musk described its new factories as “gigantic money furnaces” that were “losing billions of dollars”.

This is just the latest landmark for BYD, which last

month passed Volkswagen to become the world’s thirdlargest car maker based on market capitalisation.

Its market cap was rated at $128.8 billion (£106bn), compared with the German giant at $117.5bn (£96.9bn).

BYD permanently ended production of all pure-ICE models back in April, with the final model leaving production in March.

Its focus now is EVs, with plans for both electric cars and trucks, plus it has plans to expand its PHEV production. It also has a vested interest in electric buses and forklift trucks.

BYD has plans to supply batteries to EV makers like Tesla too, already holding an 11.1% share of the global EV battery market from January to March this year.

It recently overtook Korea’s LG to become the world’s second-largest EV battery manufacturer, the Financial Times has reported, putting it behind compatriot CATL.

Song small SUV, available as PHEV or EV, is BYD’s best-seller

W H Y H AS TA L K OF A T R A DE WA R F L A R ED UP ?

Any dispute would be triggered by a failure to agree on changes to the post-Brexit Northern Ireland Protocol (NIP), which the UK government says isn’t working out as planned.

The EU is very keen to keep goods that aren’t made to EU regulations out of the Republic of Ireland, so it has been conducting extensive checks on everything arriving

in Northern Ireland.

The UK government argues that the checks are over-zealous and affecting

the UK’s own internal market. Movement of some goods from the UK is being unnecessarily hampered, which in turn, the UK government claims, is a breach of the 1998 Belfast (Good Friday) Agreement.

The stakes are clearly high, and any trade flare-up could well reflect that.

QUIETEST JUNE FOR REGISTRATIONS SINCE 1996 The number of new cars registered in the UK last month was the lowest in June since 1996, as supply shortages continued to hamper the car industry. Data from the Society of Motor Manufacturers and Traders showed that 140,958 cars were registered, down 45,180 (24.3%) on June 2021.

The only segment to record growth was battery-electric cars, it being up 2895 (14.6%) from 19,842 to 22,737.

13 JULY 2022 AUTOCAR.CO.UK 19

Any Volvo car can now be purchased, financed, leased or subscribed to

Cautionary tale for car companies taking a punt on subscriptions Cazoo dissolving its subscription service shows just how hard it is to get this right

A

s June approached its end, a notice appeared on the website of Cazoo: “We’re no longer offering Cazoo cars for subscription.”

It marked the end of a dream within the online car retailer to reshape car usage. However, it doesn’t necessarily mean the idea of flexible ‘ownership’ is dead, just that the companies offering it need to work out how to long-term finance what is a very capital-intensive business.

Cazoo’s reason for dissolving the subscription business after putting more than £150 million into growing it was “the highly cash-consumptive nature of this business model”, it said when announcing that it would be curtailing investments and cutting jobs to save cash.

Companies wanting to make subscriptions work must get a grip on the finances first, said Arndt Ellinghorst, a director at data analysis firm Quantco.

He explained: “You can’t just say ‘I do mobility as a service’.

Who owns the car? Where is the car coming from? And

20 AUTOCAR.CO.UK 13 JULY 2022

how do you make money? You have hundreds or thousands of £30,000-£40,000 assets on your balance sheet that need to be refinanced and you need to manage the residual value risk. So it’s not trivial.”

The flexibility that makes this form of leasing attractive for customers unwilling to be tied into long-term agreements also increases the burden on the provider to ensure that each car is continually earning and not dragging down the rest of the business.

Even Volvo, one of the car makers that have persisted with

In the first quarter of 2022, Volvo claimed a total of 20,600 subscription customers in the six markets where it offers Care by Volvo, including the UK. That’s up from 7600 in the same period last year.

The subscription and extra leasing generated only 1.3% of Volvo’s revenue in the first quarter but is clearly growing.

“It’s logical that many consumers would prefer not to own the asset,” said Ellinghorst.

He attributed the Volkswagen Group’s stated intention to buy Europcar via a consortium to Share of Volvo’s this very same UK subscriptions push to satisfy that are on a threeyear deal

subscriptions after others have bailed, said in its 2021 annual report that it was “working with partners to explore external funding solutions” to offer subscriptions “while offloading the financing of the cars from Volvo Cars’ balance sheet”.

While acknowledging that financing subscriptions can be problematic, Volvo isn’t questioning the desire from a large segment of its customer base for this kind of leasing.

“Most customers don’t want to invest in their own car,” it said in the report.

75%

3%

Never before have there been so many ways to obtain a car

Percentage of prospective buyers looking to get their next car via subscription Source: What Car?

customer desires not to get tied down to car ownership.

“I’m sure that’s why,” he said. “Because the future will move to a more flexible mobility as a service.”

Volvo sibling brand Lynk&Co has made subscription a central plank of its move into Europe.

Its international CEO, Alain Visser, told Autocar recently that, having been given a choice, around 90-95% of retail customers chose to subscribe to its 01 plug-in hybrid SUV rather than buy.

For €550 (£474) per month, customers can bail out of their agreement with just a month’s notice and can (theoretically, at least) exchange their car for a new model within 12 months.

This flexibility also works for the Geely brand in that it can pass on rising costs directly to customers mid-subscription.

From 1 September, existing customers will be charged the new-customer rate of €550 rather than their current €500 (£430) a month – a 10% rise.

This didn’t go down well with

BUSINESS

Jim Holder

Lynk&Co cars can be had on subscription in Europe, unlike in China

I N S I D E I N F O R M AT I O N

Shoring up Aston is proving tricky even for a man like Stroll

some, who presumably hadn’t read the small print and weren’t used to their monthly car fees being increased mid-contract.

That customers are charged for such flexibility is clearly laid out in the price list for Hyundai’s Mocean scheme.

The biggest monthly bill for a 2020 Hyundai i10, for example, is £439 to give you the ability to bail out with three months’ notice. Commit to a full 24 months, however, and that bill goes down to £259 a month.

It’s the same with Care by Volvo: get an XC40 Recharge from £799 per month with a three-month notice period or take the same car for three years at £669 per month.

What you get as part of your subscription depends on the provider. Volvo, for example, doesn’t offer insurance, whereas EV specialist Onto does. Onto gives customers 750 free miles per month; Cazoo used to allow 1000.

The trick to making subscriptions work is quickly getting cars out earning again as they are returned. The ideal scenario is customers paying for full flexibility but holding onto the car – which almost all Lynk&Co subscribers are doing.

Care by Volvo cars “that are returned after shorter subscription periods fit perfectly in [Volvo car-sharing division] M’s fleet”, the firm wrote in its report, which it tied into its recycling and carbon-reduction goals.

Bundling in other services helps, too. If the customer knows roughly what their insurance and servicing costs are, the inflated fee for flexibility that they might never use looks expensive.

But EV-specific subscription companies like Onto and Elmo add free charging into the mix, while ride-hailing subscription provider Splend offers customers free privatehire car insurance, making life easier for Uber drivers.

Subscriptions can also unlock revenue from overthe-air-activated features on the car. For example, you might charge more

❝

Most Volvo customers don’t want to invest in their own car ❞ T H A N K S B U T N O T H A N K S , S AY S C H I N A You would be forgiven for thinking that, due to the popularity of subscription within Lynk&Co and Volvo, both owned by Geely, it’s a popular way of paying for a car in China. Actually, it’s not, Lynk&Co international CEO Alain Visser revealed.

“When we tested the business model in 2016, we were quite amused by the fact that our target audience were offended by it,” he said.

“In Europe, people are a bit fed up with the car buying process, dealerships and price negotiations. In China, it’s new and cool. When we asked them ‘what about

paying €500 monthly?’, they said: ‘What? You think we can’t afford it? We can pay the €40,000, you know.’

So we said: ‘Okay, let’s not do something that customers really don’t want.”

AT ASTON MARTIN, high interest rates are nothing new. Today, the firm carries a net debt burden of around £1 billion. As an example, it famously made headlines in 2019 when it had to borrow £120 million back at an interest rate of 12%, such was its precarious position.

As a result, a debt rating agency labelled its shares as a “junk” investment.

Since then, Lawrence Stroll and his band of highnet-worth investors have come in and (arguably, and from a very low base) shored up the firm, if not entirely its finances. Even so, the pandemic, global situation and ongoing internal dramas, from personnel movements to development delays and more, have done little to help their cause.

To that list you might add Aston’s sponsorship of a Formula 1 team, which is an entirely separate (but also largely Stroll-owned) entity, to the tune of £21m a year, despite Stroll claiming that the association has helped his racing squad sign “hundreds of millions of dollars of sponsorship”. It doesn’t help that the results arising from the seemingly back-to-front relationship are to date far from stellar.

Despite bullish earnings calls each quarter, in which Stroll often makes sweeping statements about the health of the firm to often sceptical analysts, the truth is that the debt burden is becoming increasingly problematic, swallowing vast tranches of money and eating away

any hopes of profit. As such, Aston’s share price continues bumping along near an all-time low.

Little wonder, then, that action is coming, according to an Autocar exclusive story published online, which sent that share price tumbling another 18% one day earlier this month (the market jitters seemingly at odds with the fact that it’s exactly the sort of action required).

Stroll is said to be courting a Saudi Arabian investment fund for £200m in return for a significant shareholding and potentially a board spot.

Aston didn’t comment, but its response via a statement to the stock exchange, plus subsequent reports in the financial press, back us up.

The markets may have seen this news as a sign of a business in trouble, but in reality it might be the only sensible way forward.

It’s what will happen next that has everyone on tenterhooks. While £200m will go some way to funding new car development and servicing that debt, it’s a drop in the ocean of what’s required, especially if Aston wants to go its own way on platform and powertrain development as the era of electrification begins.

Given its roster of highnet-worth owners, it seems inconceivable that Aston is really staring down the barrel of an eighth bankruptcy. But if anyone thought its rollercoaster ride would abate under this leadership, they couldn’t have been more wrong.

Autocar Business is our industry-focused brand, delving deeper into the business of the automotive world. Sign up for our regular bulletin at autocar.co.uk/business-signup.

13 JULY 2022 AUTOCAR.CO.UK 21

GETTY IMAGES

25%

Proportion of UK Volvo orders placed through Care

by Volvo

per month for a car with a full suite of advanced driver assistance systems or turn it off if the customer didn’t want to pay the extra for it.

“By moving from a cyclical business to a subscriptionbased model, we increase the potential to obtain recurring revenues from software sales and services,” said Volvo.

The firm admitted that it was being pushed by “digital disruptors” into offering more flexible access to cars, making reference in its company report to Cazoo along with others.

Whether these disruptors will continue to push at the traditional manufacturers’ sales model depends on their ability to raise the finance to fund what is an expensive business.

As Cazoo has shown, if the funding taps get turned off at the crucial moment, you have to go back to basics.

NICK GIBBS

COMMENT

Steve Cropley MY WEEK IN CARS

Discovery D300 doesn’t deserve to be in Defender’s shadow

2016 Mk2 Phaeton prototype couldn’t convince VW execs

SATURDAY, SUNDAY

I’ve just spent a first uncomplicated weekend behind the wheel of my new long-termer, a Land Rover Discovery D300, whose arrival I had been looking forward to for many weeks.

Major news about this machine will in future appear in another part of the magazine, but I just have to tell you that now, as a result of these two days of driving, I’m already fretting about the closeness of its departure date in September.

Lots of nonsense is talked about the latest Discovery, mainly because the ultra-versatile, ultra-cool and remarkably refined new Defender has come along and eaten its lunch. And there’s no doubt that Land Rover will have to position the next-generation model more carefully if it’s to thrive. JLR CEO Thierry Bolloré confirmed as much in a recent chat at Goodwood. But if you meet a Discovery 5 without prejudice and are the sort of person who naturally enjoys what big, quiet, comfortable, soft-riding SUVs have to offer, a few hundred miles in a D300 will add up to a fine treat. Especially since in normal driving, it returns 40mpg.

TUESDAY

Depressing interlude in central London. Creeping along on my usually unstoppable BMW electric scooter, I encountered a proper old-school snarlup: traffic channelled into a single file so that an enormous crowd of yellow-clad police officers could identify and pinch untaxed vehicles. Fair enough, thought I: people should obey the law.

The bad bit, in the same week the Metropolitan Police was put into “special measures”, was the weird belligerence of the officers, who bellowed and strutted about in a thoroughly threatening way. It was as if the transgressors (around 10% of us, not including me) had delivered each of them a personal affront.

❝

We didn’t believe him and we were right ❞ Does it not occur to these people that they’re empowered by a society of fundamentally mildmannered and law-abiding people who wouldn’t want to be represented in this way?

WEDNESDAY

Volkswagen’s odd decision to reveal the secondgeneration Phaeton luxury limousine that it never put into production (see p11) was apparently motivated by some German hack’s discovery of the project, six years too late. Interesting car, mind. When the first Phaeton was launched back in 2002, it was a technological tour de force. VW Group boss Ferdinand Piëch claimed (on a winter test in Finland with hacks present) that it was the best engineering project of his life – and that included the Porsche 917 for which he became famous. We didn’t believe him and we were right.

AND ANOTHER THING… I was passing Ariel at Crewkerne, so I dropped in for a cuppa and was rewarded with a glance at their ‘projects’ bay, maintained for the distant day when team members can take a break from making Atoms and Nomads. In front is a 1000cc Square Four bike, at the rear an ultra-rare 1920s Ariel car.

THURSDAY

Market research is far from being my speciality, but here’s a stab. People within our organisation reckon the content of this column and that of Matt Prior just a few pages away could be happily combined into a podcast voiced by the pair of us.

If we created such a verbal document, would you have the time and inclination to listen? Answers would be gladly received via email.

FRIDAY

I was driving along, happily listening to the radio, when one of those “Did you own a diesel car made after 2007?” adverts came on and torpedoed my good mood. There’s an epidemic of these: invitations for diesel owners to join class actions aimed at screwing money from car makers whose defeat devices produced false readings during official exhaust-pollution evaluations.

I’m not saying for a second that cheating manufacturers should go unpunished. But I deeply disapprove of car owners who join these movements even though (as our test procedures and market intelligence show) the vast majority of them haven’t been inconvenienced and their cars’ resale values haven’t been affected. I reserve special scorn for the legal types orchestrating the whole thing. It’s like trousering a wallet you find in the street because there’s ‘free money’ inside.

GET IN TOUCH

✉ steve.cropley@haymarket.com

@stvcr

13 JULY 2022 AUTOCAR.CO.UK 23

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M OTO R S P O RT 26 AUTOCAR.CO.UK XX MONTH 2016

Damien Smith R AC I N G L I N E S

Zhou’s halo saved him as roll hoop was obliterated

THRILLS, SPILLS AND BELLYACHES Silverstone delivered a typical British GP classic, just as expected rust Silverstone.

Just as we had hoped for and predicted, the British Grand Prix delivered another thriller as the circuit provided a perfect canvas for a race that included a bit of everything.

Most prominent was the happy outcome from the horrific crash at the start, as Zhou Guanyu’s inverted Alfa Romeo tore through the gravel trap at Abbey, flipped again and ended up wedged between the tyre wall and the debris fence.

A lucky escape? Certainly, not just for the Chinese rookie but also the photographers, marshals and spectators in the grandstand who were in the direct line of fire.

There was more than luck at play, though. That Zhou escaped to be pronounced fit to race in Austria just a few days later is a testament to both car and circuit safety in modern F1. As he said, the halo cockpit protection bars saved his life, while

T

the debris fence did exactly what it was designed to.

I must admit that when the halo was introduced in 2018, I was among many to groan, due to its weight and ugliness. But as usual, it’s amazing how quickly we adapt to change. It hasn’t diluted the essence of single-seater racing cars, and as Zhou is just the latest in a growing list of drivers who owe their lives to its existence, any lingering reticence is irrelevant. For once, let’s put aside the rosetinted specs: not everything was better in the old days.

JUST LIKE FORMULA FORD

Once the race did get going, it was packed with incident

and intrigue. The final nine laps after the safety car intervention showed Silverstone at its best as one of the best tracks on the planet for pure motor racing. Who needs a fake marina to justify a place on the F1 schedule when drivers can go at it as if they were still in Formula Ford? The dogfights were straight out of the Walter Hayes Trophy, the circuit’s popular endof-season Formula Ford carnival, rather than what we usually see in grands prix.

Of course, there’s room for improvement at the old airfield. As my family found, two hours to escape from the car park to the A43 was a sorry and all too familiar story. But what a day we had

❝

It’s among the best venues F1 visits anywhere in the world. It almost makes me proud to be British ❞

had. Silverstone’s current deal with F1, which has made the race viable for the circuit for the first time in decades, is up in 2024. But let’s forego the usual months of wrangling and fear stories about the British GP’s future – and don’t hold the climate protesters incident against the circuit either.

It was fortunate that the race had been red-flagged when track invaders put their own lives and others at futile risk and mildly surprising that they made it onto the Wellington Straight at all, considering that the stunt was expected. But such activists are determined, and policing a site as big as Silverstone is far tougher than, say, a football stadium.

So let’s not get distracted: F1 should just extend the deal now and be done with it.

Silverstone is more than F1’s spiritual home, it’s also among the best venues that the series travels to anywhere in the world. It almost makes me proud to be British.

MOTORSPORT THE WRONG FERRARI

You would need a heart of flint not to be cheered by Carlos Sainz Jr’s first F1 win at the 150th try. The Spaniard is a lovely chap and a credit to both his famous father and Ferrari. But he shouldn’t have won if his team is serious about winning the world championship this year.

We all hate team orders – of course we do. But there’s a reason why banning them (as the FIA once did due to Ferrari’s blatant use of them) just doesn’t work in racing.

Allowing Sainz and Charles Leclerc to race freely at Silverstone was refreshing, especially given past history, but it was also daft. Leclerc is the only hope in stopping Max Verstappen from taking the title, and on a day when the Red Bull was struggling with floor damage, here was a chance to push back into contention. Instead, Ferrari delayed easing Leclerc past Sainz when he was quicker, then prioritised Sainz for a stop when the safety car came out because he was on older rubber. Left out on used hards, Leclerc was a sitting duck and slumped to fourth when he should have won.

Imagine the tantrum if Red Bull were to do that to Verstappen. Leclerc’s loyalty and patience in public does him credit, but he must have been raging – and I hope that he gave boss Mattia Binotto hell behind the scenes.

Leclerc has made mistakes this year, but Ferrari lets him down much more. To have any hope of launching a fightback in the second half of the season, he needs its full attention, just as Michael Schumacher had from Ross Brawn’s team 20 years ago.

Winning in F1 isn’t always pretty or fair, especially if you’re the ‘other guy’ in the team – but like it or not, that’s the reality. At Silverstone, Ferrari failed Leclerc – again.

TOP STEP

Formula 2 at Silverstone Sargeant, a 21-year-old Floridian, is chasing the F2 title in his debut year

GOOD WEEK JAM I E CHADWI CK Four wins out of four in the W Series this year and six on the bounce if you count the last two races of 2021.

At Silverstone, Chadwick rubbed in what we already knew: she’s the class act of the all-female Formula 3 series.

TOP STEP

BAD WEEK CYAN R ACI N G When team orders go bad.

Santiago Urrutia and Yann Ehrlacher took a World Touring Car Cup one-two for the Lynk&Co works team in Vila Real, but only after they switched places under team direction. Cue stony faces and a tense press conference.

SHUTE TO THE SUMMIT

It was good to catch up with Britain’s three-time Pikes Peak hillclimb winner Robin Shute this week.

Bad weather prevented a record bid on the 12.42mile course up the 14,115ft Colorado mountain, but Shute was still a comfortable winner in his Hondapowered Wolf sports racer, in the 100th running of an event that dates back to 1916.

I say comfortable… “The fog was so thick at the top that I couldn’t actually see my dashboard,” said Shute. “I was following the white lines on the side of the road. I knew roughly where I was, but I’m not yet able to do it with my eyes closed, unfortunately.”

It’s best not to with sheer drops at almost every corner.

The records can wait for the 101st running next year.

ANOTHER LANDMARK AT Silverstone, this time on the support bill: Logan Sargeant became the first American to win in the FIA Formula 2 Championship with a strong feature race display for Carlin.

The Williams junior beat Théo Pourchaire (who drives for the ART team that ran Lewis Hamilton at this level) and team-mate Liam Lawson.

It capped a decent week for Lawson, too, who was named

as Red Bull’s Formula 1 reserve after Jüri Vips was sacked for using racist language online – in the same week when Bernie Ecclestone made his wellpublicised idiotic comments and those Nelson Piquet made last year came to light. Thanks for your contributions, all…

Surprisingly, the Hitech F2 team has chosen to retain Vips, who finished sixth in the feature race at Silverstone.

The race on Sunday morning

also included a lucky escape for Roy Nissany, another who owes his life to the halo. He edged Dennis Hauger off onto the grass on the approach to the Vale left-hander, the reigning Formula 3 champion then launching off a sausage kerb and landing on what would have been Nissany’s head.

The Israeli was handed a five-place grid drop for the next round in Austria – but he knew it could have been a lot worse.

He gave the Carlin team a home win at Silverstone

M O T O R S P O R T G R E AT S

Sainz (left) deserved first win, but Leclerc should be prioritised

Carlos Sainz Jr claimed his first F1 win in a Ferrari at Silverstone, and 64 years ago Peter Collins claimed his last. The debonair Brit rose to prominence in the early 1950s racing Cooper 500s, then graduated to HWM with Stirling Moss and Lance Macklin.

Aston Martin spotted his potential and signed him for its sports car team, with which he won the 1952 Goodwood Nine Hours and 1953 Tourist Trophy. Alongside Moss, he also won the 1955 Targa Florio for Mercedes-Benz. But it’s his time at Ferrari that enshrined him in racing lore. He joined in 1956, partnering Juan Manuel Fangio, and after wins in Belgium and France had an outside chance of a first title – only to gallantly hand over his car at Monza so the Argentine could claim a fourth. Teamed with his ‘Mon Ami Mate’ Mike Hawthorn, Collins continued to grow into a front-line force, scoring his third and final win at Silverstone in 1958. In the next race, on the fearsome Nürburgring, Collins clipped a bank and somersaulted into a field. He died in hospital from head injuries, aged 26.

13 JULY 2022 AUTOCAR.CO.UK 27

GETTY IMAGES

PETER COLLINS

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 22.6.22, WARWICKSHIRE ON SALE NOW PRICE £1,800,000

JAGUAR C-TYPE CONTINUATION

Are you a millionaire who as a youngster idolised Stirling Moss?

Now you can live the dream, thanks to Jaguar’s Classic team

28 AUTOCAR.CO.UK 13 JULY 2022

T

he secret behind this car’s glory emerges the instant that you slow it down. Press the shiny black metal middle pedal and the Jaguar decelerates with surprising strength. Until you’re used to it, you almost certainly overbrake, so effective are its discs and their Dunlop hydraulic calipers.

It was this mighty ability to shed speed that helped the C-Type win the 1953 Le Mans 24 Hours. Not that this was its first victory in the famous race: it had won in 1951, at the first attempt, then running with drum brakes against less threatening opposition.

Why are we telling you about events that occurred 70-odd years ago? Because Jaguar has for the first time allowed us a drive in its so-called C-Type Continuation, a forensic 21st-century recreation of the special-bodied competition version (hence ‘C’) of the XK120.

The trigger for this new build of an old car was the 70th anniversary of that first Le Mans victory, although this recreated C-Type is far from the first Jaguar Continuation model – the XKSS,

D-Type, Lightweight E-Type and standard E-Type all having been produced in tiny quantities.

In the C-Type’s case, the run is of 16 cars, and if you have a loose £1.8 million, you can have one of the final eight cars. It’s an absurd price on one level, of course, but less so if you consider that one of the original 53 cars will cost you upwards of £3m.

When you learn of the work that went into the recreation of this car, you begin to realise how a seven-digit price tag develops. The 3.4-litre XK block was retooled, the engine taking nine months to build. The complex disc brake system, developed out of early1950s aviation technology, was reverse-engineered. The utilitarian silver Hardura floor covering was remanufactured, while rather more challenging was the recreation of an authentic 1950s arc welding process enabling the chassis to be constructed exactly as originally.

Intensive detail work such as this followed three-dimensional mapping of the car in digital form from original blueprints and the measurement of original cars. ◊

13 JULY 2022 AUTOCAR.CO.UK 29

The 1953 Le Mans-winning iteration of the C-Type was chosen for recreation, this version featuring the then revolutionary disc brakes and triple Weber carburation for a 215bhp output. That’s plenty more than the 160bhp of the original 1948 XK120.

The straight six also serves 220lb ft of torque at 4250rpm, rather than the standard car’s 193lb ft at 2500rpm.

The C-Type’s designers were equally keen to reduce weight via an all-new aluminium chassis and lighter, more compact and more aerodynamic aluminium panels to clothe it. So whereas the 1948 XK120 weighed 1143kg, the 1951 C-Type came in at 1016kg. The Continuation is a little heavier, at 1063kg, some of this due to the safety equipment that the FIA mandates for it to race today.

Our C-Type will spear 60mph in 6.6sec and run out to a decidedly breezy 149mph. Achieving such acceleration will test your skills with a non-synchromesh gearbox, but even if your shifts are occasionally accompanied by the wince-triggering gnash of tussling gear wheels, this car still feels excitingly quick.

The exhaust roars and occasionally pops explosively, air rushes past you and the twin-cam six delivers its considerable urge against a rising crescendo of combustive activity.

Yet you can easily detect the XK engine’s innately silken character, an occasional pick-up stumble

Cockpit unsurprisingly isn’t the comfiest, your position somewhat cramped and awkward reminding you it’s carburettor-fed.

All of which is a happy distraction from the fact that this is a car in which drivers must fold themselves around the controls, rather than a car that has been built around a pair of comfortably reclined occupants.

The seat is too close to the pedals, the pedals erupt from the toeboard at unhelpful angles and there’s not a whole lot of width. But then this is a racer with other priorities.

TESTER’S NOTE The Continuation’s aluminium bodywork is slightly thicker than the original C-Type’s to make it more dent-proof. RB

Roll bar can be removed if you’re only going slowly or feeling foolhardy 30 AUTOCAR.CO.UK 13 JULY 2022

One of them is excellent stability at speed, a sensation that would have felt remarkable back in 1951, when the average family saloon would have struggled with the straight and narrow at a mere 45mph.

Such stability and those remarkably effective brakes shouldn’t fool you into thinking you can headbutt a corner into easy defeat, however. What seems a disproportionate amount of

slowing is required from 120mph if you’re to avoid a trajectory variance somewhere between embarrassing and catastrophic.

There seem to be two ways through a bend. One is to pull your pace down to a relatively unambitious entry speed, only applying power when the curve’s end is in sight and without applying so much that the tail starts to dance. The other is to go in a little quicker, enough to get the Jag to the

FIRST DRIVES

❝ You get it to the edge of an elegant, drifting slither before oozing through the bend in a single, graceful arc

❞

Acceleration is impressive, deceleration yet more so edge of an elegant, drifting slither on its Dunlop Racing rubber before oozing through the bend in a single, graceful arc. That’s the theory, at least – your reporter’s 1950s-racing skill set is as absent as this car’s roof.

Mastering such a technique would nevertheless be a whole lot easier than it is in the XK120, the C-Type’s rack-and-pinion steering far superior to the recirculating-ball variety of the standard car, which feels like you’re pushing ineffectually against a very heavy item of furniture. It’s much lighter in the C-Type, allowing for a less nautically dimensioned wheel and the possibility of wielding it with far greater aplomb.

Mastering such skills is one of the many appeals of owning this car.

Another is the slightly odd sensation of sitting in something that’s so obviously old in its conception yet feels entirely new. Even aboard an expensively restored old car, you’re likely to find components that hint at its age. Not so here, where every old-fashioned-looking item is new and consistently so. That extends to the physical experience, too: this car feels taut, tight, strong and rattle-free, just as a new one should.

Not everything is brand new, mind you. There are a few new old-stock items that enthusiastic Jaguar Classic staff unearthed from eBay in their own time. The rear-view mirror is an authentic early-1950s Lucas item and the Rexine that covers the dashboard (Rexine being a vinyl-like material

from the days before vinyl) was unravelled from an original roll.

Other pleasures would involve opening the huge clamshell bonnet to admire the polished sculpture that is a twin-cam XK engine and using an internet configurator to specify a 1953 car.

There’s not much to be configured (forget heated seats or irritating electronic driver aids), but you can choose from 12 exterior colours and seven interior colours, then agonise over whether to have roundels painted onto the bonnet and flanks and/or a growler badge affixed to the nose. Happily, this is a pleasure available to all of us.

We may well conclude that this new old Jaguar is a very expensive

REVOLUTIONARY I N M A N Y WAY S The XK120C was nominally a competition version of Jaguar’s glamorous 1948 sports car, the ‘C’ denoting ‘Competition’. In fact, the C-Type, as it’s better known, was closer to a limited-edition homologation special, the two sharing an engine and two seats but otherwise differing greatly.

It would be newly recruited aerodynamicist Malcolm Sayer’s first Jaguar project (and might have been his only one, had the car not been so successful), his task to determine the general layout and design the frame and bodywork.

The chassis was a lightweight tubular structure whose main strength was in a passenger cell reinforced with sheet steel, while the body was shaped using logarithms and mathematical formulas to determine its optimal aerodynamic form. Thanks to this coupled with a reduced frontal area, the C-Type was able to lap MIRA’s then new banked test track 12% faster than the standard XK120.

Sayer’s competition recipe would prove influential, some of his much-copied innovations including fared-in headlights, ducted radiators and that tubular and sheet steel chassis frame construction.

toy, especially given that it can be driven only on tracks and private roads. These days, however, cars costing seven-digit sums are no longer uncommon, either new or old. As a historical track-day tool or better still a period racer, this car is a joy, as is merely looking at it, admiring its quality and marvelling at the fact that that which appears to be 70 years old is in fact new.

RICHARD BREMNER

JAGUAR C-TYPE CONTINUATION Stunning recreation shows just how advanced the C-Type was in 1953, albeit at an astronomical price

AAAAC Price Engine Power Torque Gearbox Kerb weight 0-60mph Top speed Economy CO2, tax band RIVALS

Everything looks period-correct, but it’s almost entirely new

£1,800,000 6 cyls in line, 3442cc, petrol 215bhp at 5250rpm 220lb ft at 4250rpm 4-spd manual, RWD 1063kg 6.6sec 149mph na na Alvis Graber Cabriolet, Caton Healey, Morgan Plus Six

13 JULY 2022 AUTOCAR.CO.UK 31

❝

This is a car that you can find satisfaction in driving, especially in EV mode

❞

TESTED 27.6.22, FR ANKFURT, GERMANY ON SALE JULY

KIA NIRO PLUG-IN HYBRID New PHEV offers more EV range, bolder looks and new tech, but will that be enough? t’s brave of Kia to have made such a drastic departure from the previous generation with this new Kia Niro. After all, despite being the blandest-looking car you could imagine, that now-defunct model was a runaway success.

Mostly driven by demand for the long-range EV version, it whipped up such a fervour among those seeking a family EV that it’s a wonder we didn’t see Bonhams running Korean hatchback events.

The good news is that the new Niro has all the hallmarks of continuing to be an aspirational model for those people after a practical yet well-priced electrified family hatchback.

Based on the company’s new K2 platform, the Niro is offered with the same powertrain line-up as before: a full hybrid, a plug-in hybrid and a full EV, the first two complete with a naturally aspirated 1.6 GDI petrol engine. We have already driven pre-production versions of the hybrid and EV, so here we are focusing on the plug-in hybrid.

32 AUTOCAR.CO.UK 13 JULY 2022

The significant powertrain news here is that the battery is bigger. Up from 8.9kWh to 11.1kWh, it brings a useful jump in the WLTP combined range of up to 36 miles. An 83bhp electric motor works with the 1.6 petrol engine for a total output of 180bhp, which streams through the six-speed dual-clutch automatic gearbox to the front wheels. A Type 2 socket on the flank of the car will suck up enough electricity for a flatto-full battery in about two and a half hours from a standard home wallbox.

It’s a predictably pleasant and refined way to get about, the new Niro PHEV. There’s very little whine from the motor as you set off, which you can do with greater urgency than you might expect given the moderately slovenly 0-62mph time of 9.6sec.

There’s quite a noticeable thrum as the petrol engine kicks in, but vibration is kept to a minimum and the engine stays quiet so long as you don’t rev it too hard. Which you’re not terribly inclined to do, because the engine sounds coarse

and noisy without delivering much recompense in acceleration, and even without the fun deterrent that this underwhelming 1.6-litre four-pot undoubtedly is, this simply isn’t a car that encourages spirited driving.

Nor does it need to. Sure, it’s got a Sport mode that brings heavier

steering, wakes the petrol engine and turns the steering wheelmounted paddles (which you more commonly use to toggle through the brake regen modes) into gearshift paddles. But even with that in action, the steering still feels very anodyne – nicely weighted and

Plug-in hybrid is good for about 30 real-world miles under electric-only propulsion

FIRST DRIVES SMART MONEY IS ON A LOW-SPEC NIRO EV TESTER’S NOTE All of the Kia Niro models now have reverse provided by the electric motor only, which saves 2.3kg in gearbox cogs. VP

PHEV majors on comfort and is at its best when driven at a modest pace

The electric Kia Niro EV (no longer the e-Niro) was always the strongest of the line-up and that remains the case. We sampled it on 17in wheels, which help it to sponge up the worst of scruffy town roads while still delivering a decent turnin when you want to enjoy a good road. The steering seems to have become even more disconnectedfeeling than before, peculiarly, but it’s still easy to know how much traction you’ve got to play with.

The new Niro EV is much roomier inside, too, and the 20-litre ‘frunk’ makes for ideal cable storage. The new EV6inspired interior feels really classy and has all the tech functions and phone integration you want.

The full hybrid and PHEV remain slightly middling options in the family car class, but when it comes to long-range EVs, the Niro EV remains one of the absolute best. Just stick to the lower 2 or 3 trims. Top-spec 4 is into Hyundai Ioniq 5 price territory and costlier than a well-equipped and even longer-range Skoda Enyaq iV, so that £40k price makes the Niro EV much trickier to justify despite its generous equipment.

EV6-style interior includes an integrated dual-screen dashboard display predictable for everyday driving, but never engaging.

The Niro PHEV is comfortable and relaxed, though, which is far more relevant to its likely use. Our high-spec test car came on 18in alloy wheels that bring a slightly chatty ride around town, but it’s never intrusive enough to bother you, and it settles nicely at higher speeds.

Ultimately, the Niro PHEV is at its best when you’re at a steady gait, enjoying the confident, easy-going progress. It is not a car you buy for its dynamic effervescence, certainly, but it is one that you can find satisfaction in driving – especially when you’re experiencing the hushed, seamless ebb and flow of EV mode. Hopefully, that will be more often than not, as we saw a real-world range of around 30 miles over a varied route that included a stint of motorway driving.

There has been a big improvement inside the Niro PHEV, too, where you get many of the styling cues and tech features from the Kia EV6, including the twin screens set into a single display (featuring a smaller, 8.0in touchscreen on the basic 2-trim model and a 10.0in affair on all the others). An array of touch-sensitive shortcut buttons allow you to switch between either air-con controls or infotainment shortcuts, which is a neat trick.

More than that, the new Niro has grown in most dimensions over its predecessor. It now measures 4.42m long, and also has slimmer, EV6-style front seats, leaving a truly impressive

amount of rear passenger space that’s right up there with bigger SUV alternatives like the Ford Kuga.

The PHEV does lose the underfloor boot space of the other Niro models, but its 348 litres of luggage capacity (compared with 451 in the full hybrid and 475 in the EV) takes the form of a nice, squared-off boot that will take a chunky buggy or a sizeable dog with relative ease. It will now tow up to 1300kg as well.

The bigger problem might be that the Niro is no longer quite the bargain it once was. For the price of the mid-spec 3 (which gets keyless entry and heated seats so is likely to be a popular one for retail buyers), you could have a high-spec Skoda Octavia Estate iV, which has a much better boot and costs less. Monthly PCP costs do look good on the Niro, though, with Kia expecting the Niro PHEV to start at around £360 per month with a 10% deposit, so it promises to be really competitive on that crucial front.

The Niro is not without competition, then, and it remains at its best in EV form – which Kia expects to account for well over 50%

of sales, whereas the PHEV may be as little as 5%. Even so, as compact SUV plug-in hybrids go, this one remains one of the best on balance of comfort, tech, cost and efficiency.

VICKY PARROTT

KIA NIRO PLUG-IN HYBRID 4 Resolutely fit for purpose, and better than ever for technology and comfort, but not inspiring to drive

AAAAC Price Engine

£39,025 4 cyls, 1598cc, petrol, plus electric motor Power 180bhp at 5700rpm Torque 195lb ft at 4400rpm Gearbox 6-spd dual-clutch automatic, FWD Kerb weight 1610kg 0-62mph 9.6sec Top speed 104mph Battery 11.1kWh (usable) Economy 235-294mpg Electric range 36 miles CO2, tax band 19-23g/km, 12% RIVALS Hyundai Kona, Skoda Octavia iV

13 JULY 2022 AUTOCAR.CO.UK 33

TESTER’S NOTE The only other solar EV on the horizon is the Sion, a supermini from German start-up Sono. It’s planned to enter production in late 2023 and be 10 times cheaper than the Lightyear 0. JG

TESTED 22.6.22, TUDEL A, SPAIN ON SALE L ATE 2022

LIGHTYEAR 0 Dutch start-up aims to create a buzz around solar EVs with this outlandish prototype

Y

ou might well consider it pointless to fit a handful of solar cells onto an electric car with an enormous battery – but let me introduce you to the Lightyear 0.

Lightyear was set up by a Solar Car Challenge team from the Eindhoven University of Technology, and the 0 is the culmination of its first decade of research and development.

It’s not mainstream, to be clear.

Only 964 examples will be made (for there are 964 trillion kilometres in a light year) and they will cost an eyepopping ¤250,000 (£215,230) each.

To say that the 0 looks like nothing else on the road would be an understatement. From various angles, it looks like either a squashed and lengthened Toyota Prius or a literal spaceship. It’s not ugly per se, but it helps a great deal if you can appreciate function over form.

Aerodynamics rule the day: the drag coefficient is claimed to be lower than 0.19. Between the covered wheels, the active grille shutters and the absurdly long (5083mm) body,

34 AUTOCAR.CO.UK 13 JULY 2022

just about everything on the exterior has been fashioned to make air slide smoothly. Cameras take the place of side mirrors, with screens inside showing what’s beside you. There’s a digital rear-view mirror, too, since the cabin’s rear is covered in solar cells.

For a prototype, this car is remarkably well put together.

There are no significant rattles and the interior is mostly finished.

It feels Scandinavian inside, the Polestar 2 being the closest analogue. The low and wide dash is

covered in a textured cloth, with two screens affixed – one for the digital instruments and the other for infotainment. Neither has finalised software yet, instead showing engineering-specific numbers concerning current energy

Almost the entire upper surface is solar panel; three adults will fit in the rear, despite that sloping roof

FIRST DRIVES

❝ There are enough solar cells to generate up to 44 miles’ worth of electricity per day

❞

Ultra-aerodynamic design is something between 1930s streamliner and spaceship

Interior follows Polestar with minimalist design and environmentally friendly materials consumption and energy generation.

Watching it collect energy from the sun is fascinating. Under ideal conditions, the car’s 728 solar cells can generate just over 1kW of power.

The highest I saw was around 0.65kW, although it was climbing concurrently with the sun over the course of the day – apropos the summer solstice in Spain.

The car’s 60kWh battery can and should be charged by plugging into residential or commercial chargers, the solar cells meant to supplement rather than supply your energy.

The driving experience is more noteworthy for what it isn’t than what it is. The steering is heavy and sluggish, the brake feel isn’t quite right and I’m not allowed to exceed 62mph. All of the systems remain in active development, though, and Lightyear’s engineers assure me that all will be improved by the time customer deliveries begin.

The 0 is far from spry, but it will have sufficient get-up-and-go for most drivers. There’s no crazy launch mode and it’s definitely not meant for the drag strip. Instead, every part of it

has been built to maximise efficiency.

The 0 achieves an astounding energy consumption figure of 6.47 miles per kWh – one of the best so far among EVs. Lightyear expects that will be good enough for a range of 388 miles on the WLTP test cycle, plus it quotes a range of 348 miles at motorway speed (68mph). I’ve spoken with countless car makers and never before had one willingly tell me an EV’s realistic range at motorway speed, so kudos to Lightyear for that.

The 0’s astounding efficiency comes from many places: the aerodynamic efficiency for one but also the extremely narrow tyres and the unique electric motor design.

Rather than use inboard motors, like all makers of road-going EVs have done to date, Lightyear has co-developed an in-wheel motor with Slovakian supplier TK. Along with a thin disc for friction braking, one of these is entirely enclosed within each of the car’s narrow wheels.

Each motor assembly does increase unsprung weight by 37kg, but this is partially offset by the narrowness

of the wheel (so there’s less tyre and rim) and the lack of a transmission, driveline, differential and suchlike.

The whole car weighs 1575kg at the kerb, so between that and the slippery aero, there’s not a terribly large amount of car to haul around.

I can’t predict whether Lightyear will be around long enough to follow up the 0 with the planned 2. If the 0 is the proof-of-concept-put-onsale Tesla Roadster of solar cars, the 2 is the Tesla Model 3. Due in 2024 or 2025, it will supposedly be priced from just ¤30,000 (£25,810).

Lightyear has been on a hiring spree lately and appears to be going full-speed ahead on development, but bringing a car to market is a very expensive proposition, and scoring a large investment as an EV start-up is a lot harder than it was just a year or two ago.

But I hope Lightyear does endure.

I arrived as a solar sceptic, but now, while still not quite a true believer, I can see potential in the technology.

By combining enough solar cells to generate as much as 44 miles’ worth of electricity per day with a

wildly efficient design, Lightyear has given us another potential direction for our electrified future.

Young minds bring fresh ideas, and the world of EVs looks more interesting with Lightyear in it.

JORDAN GOLSON

LIGHTYEAR 0 It’s difficult to tell whether the rest of the industry is missing something or Lightyear is Price Engine

€250,000 Four permanent magnet radial-flux motors Power 188bhp Torque 1269lb ft Gearbox na Kerb weight 1575kg 0-62mph 10.0sec Top speed 99mph Battery 60kWh (usable) Range, economy 388 miles (WLTP, est), 6.47mpkWh CO2, tax band 0g/km, 2% RIVALS Lucid Air, Mercedes-Benz EQS, Tesla Model S

13 JULY 2022 AUTOCAR.CO.UK 35

TESTER’S NOTE In e-Pedal mode, the Qashqai will slow itself at a rate of 0.2g – strong enough to activate the brake lights – right down to a creeping speed, which makes urban driving much less taxing. FP

TESTED 28.6.22, STOCKHOLM, SWEDEN ON SALE NOW

NISSAN QASHQAI E-POWER Popular crossover gains a frugal hybrid powertrain that is unique in the market

P

robably the easiest way to describe the new Nissan Qashqai e-Power – if not the most accurate – is as an electric car that you fill up with petrol.

As a series hybrid, it differs from a mild, parallel or plug-in hybrid in that the combustion engine’s role in the process of propulsion is limited to generating energy for a frontmounted 188bhp electric motor, which drives the front axle directly.

It’s the only such system currently on the market, but in principle it works a bit like the old BMW i3 Range Extender or the LEVC TX taxi, giving an electric driving experience while alleviating range anxiety.

Nissan says this is a “bridging technology” that will help facilitate an all-out shift to electrification by familiarising customers with the EV driving experience without asking them to adjust their driving habits.

Notably, the Qashqai e-Power arrives alongside Nissan’s second bespoke EV – the Ariya SUV – as part of a multi-pronged approach

to achieving a 50% electrified sales mix globally by 2030.

If not for a faint thrum emanating from the front end under load, the e-Power drivetrain would do a great impression of a pure-electric system.

Take-up is smooth and brisk, acceleration is pleasingly linear and, when you turn on e-Pedal mode, the braking regeneration is extremely strong. There’s no gearbox here, so there’s no hesitation on kickdown or lurching between ratios. All in, it’s a really nicely rounded set-up and one that starts to make more sense the longer you spend at the wheel.

The engine only really makes itself known when you’re pushing on, and while Nissan claims to have tuned the variable-compression engine to better match your speed (a response to criticism of the jarring rubber-band effect of a CVT), it’s still a fairly monotonous and uninspiring melody. Best be light with your right foot and let it tick away quietly.

Certainly, this feels like the bestresolved and least compromised

powertrain that you can have in the Qashqai, as it stands, doing away with both the frustrating manual and droning CVT available with the standard 1.3-litre turbo petrol engine while promising enhanced fuel economy and reduced emissions.

It’s not a particularly quick or engaging powertrain by any stretch of the imagination, but it has been tuned to work best in urban and suburban environments (where target buyers supposedly spend three-quarters of their time) and indeed makes a lot of sense at low speeds.

Elsewhere, the latest addition to the Qashqai range remains true to the safe, predictable and rational formula of the existing variants, being comfortable, quiet and highly manoeuvrable.

And inside, the new-generation infotainment system, which will soon be rolled out to all Qashqais, brings welcome improvements in clarity and functionality.

Nissan estimates that the e-Power will ultimately account for 40% of

all Qashqai sales, making it one of the most important additions to the firm’s line-up in recent memory.

First impressions of the finished car suggest that’s a credible and realistic ambition, if not even slightly pessimistic: it’s easy to imagine any prospective Qashqai customer being sold the benefits of this powertrain.

Where it might fall down is on the basis of its premium over the standard Qashqai, as prices range from £32,950 for entry-level Acenta Premium trim to £40,980 for the Tekna+ range-topper. But it’s still broadly cheaper than comparable plug-in hybrids, so if the figures stack up for the type of driving you do, it could be a very welcome innovation.

FELIX PAGE

@felix_page_

NISSAN QASHQAI E-POWER ACENTA PREMIUM Unusual hybrid powertrain will make a lot of sense to a lot of buyers of this commendable family crossover

AAAAC

It’s even more easy-going than the regular petrols; infotainment is notably improved 36 AUTOCAR.CO.UK 13 JULY 2022

Price £32,950 Engine 3 cyls, 1498cc, petrol, plus electric motor Power 188bhp Torque 243lb ft Gearbox 1-spd reduction gear, FWD Kerb weight 1612kg 0-62mph 8.5sec Top speed 105mph Economy 53.3mpg CO2, tax band 119-123g/km, 28-29% RIVALS Honda HR-V, Toyota C-HR

FIRST DRIVES TESTED 22.6.22, BILSTER BERG, GERMANY ON SALE OCTOBER

BMW ALPINA B3

Majestic performance saloon is given a bit more grunt along with a facelift n line with BMW facelifting the 3 Series saloon, Alpina has revised its B3 fast variant.

Chief among the changes are increases in its turbocharged 3.0-litre straight-six’s output of 32bhp, taking it to 488bhp, and 22lb ft, taking it to 538lb ft.

The mild-hybrid unit gets 28mpg on the combined cycle while emitting 229g/km of CO2 – the same as before.

The saloon will be £76,900-ish, the Touring wagon around £1000 more.

There are minor detail changes to the exterior design, mostly to bring improved aerodynamics, but it’s all pretty slight.

Ditto the software inside: one of the more notable things, Alpina says, is that when there’s a picture of the car on the infotainment, it’s now an Alpina (and in the right colour), not just the base BMW equivalent.

Which is a niche but cool touch.

The interior remains lovely, with Alpina’s leather and aluminium adding tactility and luxury to a welllaid-out and already classy cockpit.

The driving position is good and the infotainment system retains a

Ride is suppler than BMW M3’s

BMW ALPINA B3 Subtle changes make it more potent but keep the mix of sportiness and refinement at a peachy level

dial as well as a touchscreen.

Our test was short and (unlike the car pictured above) on a circuit, with no back-to-back with an existing model, so it’s hard to know the benefit of the power increase that reduces the 0-62mph time to 3.6sec.

What I can tell you is that it feels pretty urgent, with a sharp throttle response and nice feedback from the eight-speed automatic gearbox.

In its most aggressive driving mode, Sport+, it produces quick but small body movements, then settles

nicely into a cornering stance that absorbs any little bumps there are.

The balance is excellent. There’s a stabilising understeer, more notable in longer fast corners; then once you get back onto the power, it’s willing to change direction on the throttle or trim its line with a lift of your foot.

We need to try it on public roads before awarding a rating, but the B3 was a five-star car when we road tested it in 2020 and there is no reason to think this isn’t one too.

Price £76,900 (est) Engine 6 cyls in line, 2993cc, twinturbo, petrol, plus 48V ISG Power 488bhp at 5000-7000rpm Torque 538lb ft at 2500-4000rpm Gearbox 8-spd automatic, 4WD Kerb weight 1865kg 0-62mph 3.6sec Top speed 190mph Economy 28.0mpg CO2, tax band 229g/km, 37% RIVALS Audi RS5 Sportback, Alfa Romeo Giulia Quadrifoglio

MATT PRIOR

TESTED 1.7.22, LINCOLNSHIRE ON SALE NOW

VAUXHALL GRANDLAND 1.2 TURBO 130

PHEV was the focus at facelift time, but this petrol is far and away the best-seller

P

lug-in hybrids and EVs may be grabbing all the headlines at the moment, but ICE still dominates sales. Just look at the Vauxhall Grandland: 80% sold are petrol or diesel, 72% of those the former.

There’s just a single petrol offering these days: the 1.2-litre turbo triple with 128bhp and 169lb ft, the latter from a usefully low 1750rpm.

The interior design could be more adventurous, but this Vauxhall offers

decent value for money at the lower end (£26,270 for the Design versus £25,505 for the base Nissan Qashqai).

In Ultimate trim, as tested here, it gets punchier. The car gains adaptive LED headlights (and mighty effective they are, too), 19in alloys, a 10in infotainment touchscreen and other bits to justify the extra spend.

But middling GS Line is the trim to get, because it gives you most of what you would want for £3500 less.

The 1.2-litre engine is available on all the trims. Like many modern triples, it’s remarkably smooth. It’s characterful and never gets intrusive or annoying at normal speeds. Sure, it grumbles loudly past 4500rpm, but this is a family SUV, not a hot hatch.

Besides, there are six gears, so just leave it in a higher one and let the torque do the talking. Yes, the long top ratio can leave you a bit short of oomph on back roads, but the engine is flexible enough to cope.

Where the Grandland comes unstuck is in its ride quality. While it’s perfectly comfy on smooth roads, it all feels a bit disconnected when loaded up over expansion joints and cross-axle lumps, as if the various elements (seat, tyres, springs) can’t get themselves organised together.

It’s a pity, because the rest of the handling is acceptable: it’s numb, but it turns in well and just gets on with things with minimal fuss.

The 1.6 Hybrid-e offers all the benefits of plug-in technology, but if your mileage and budget are lower (by £5645), the 1.2 Turbo is decent, so long as you don’t mind the ride.

Digital dials and 10in touchscreen

VAUXHALL GRANDLAND 1.2 TURBO 130 ULTIMATE Decent petrol powertrain can’t hide the disappointing quirks in the Grandland’s ride quality

AAABC Price £32,480 Engine 3 cyls, 1199cc, turbo, petrol Power 128bhp at 5500rpm Torque 169lb ft at 1750rpm Gearbox 6-spd manual, FWD Kerb weight 1431kg 0-62mph 10.4sec Top speed 122mph Economy 44.8-45.6mpg CO2, tax band 139-141g/km, 32-33% RIVALS Kia Sportage, Nissan Qashqai, Skoda Karoq

PIERS WARD

13 JULY 2022 AUTOCAR.CO.UK 37

ROAD TEST

PHOTOGRAPHY LUC LACEY

No 5582

Range Rover

Is the Mk5 Range Rover better than not only all its peers, but all its predecessors too?

M O D E L T E S T E D D35 0 H S E Price £108,775

Power 345bhp

38 AUTOCAR.CO.UK 13 JULY 2022

Torque 516lb ft

0-60mph 6.3sec

30-70mph in fourth 8.3sec

Fuel economy 32.1mpg

CO2 emissions 207g/km

70-0mph 66.2m

ROAD TEST he Range Rover is back in its fifth-generation guise and if there was ever a car that didn’t feel like it needed reinventing, we think you’re looking at it.

For more than 50 years, the Range Rover has simply done what it does: combine the best off-road ability with a plushness – a theme Land Rover pretty much claims it invented. It has, traditionally, been a car you can take anywhere: from checking the fences in the bottom field in the morning, to the market, to a school pick-up, then out for an opera, all in a day.

The questions are whether that is something it still needs to do today and, if so, just how much car does it take to do it? Land Rover sells cars in 130 countries and they all have different ways of doing things – and different amounts of space in which to do it. We’re already aware that the latest Range Rover is a big car, more than five metres long and two metres wide across the body even in its more modest forms, which is what we have here.

It’s the uppermost diesel, a D350, which means it has 350 metric horsepower, or 345 of the Queen’s nags – ample by most standards but still in the lower half of the new Range Rover’s line-up.

But thus equipped in HSE form and with a few choice options, it’s a £124,245 car by the time you get it on the road in the UK. And one can go much further: this is a regular-wheelbase Range Rover but there’s a long one too, and a raft of petrol engines that make a lot more oomph again, before you even get into more bespoke Special Vehicle Operations territory. That makes the Range Rover not just a high-end SUV but one that wants to be a luxury car, too. We are about to test all those credentials and more in the toughest test in the business.

T

DESIGN AND ENGINEERING

AAAAC

We like  Exceptional refinement and isolation  Still unparalleled off-road ability  Pleasingly finished cabin

We don’t like  Today’s Range Rover is a pretty expensive piece of kit  This modest D350 tipped our scales at more than 2.6 tonnes  It takes an awful lot of stopping

The Range Rover rides on a new 80%-aluminium platform called MLA-Flex, although logically it does share as many components as possible with other Land Rovers.

It’s equipped for partial and full electrification, as well as internal combustion: most ICE cars, like our test D350, will have at least mild hybridisation, but a few ‘dirty’ markets choose to do without.

A full battery-electric Range Rover arrives in 2024.

In addition to the aluminium, there are strengthening steel rings circling around the entire body at the C- and D-pillars, at the lower body beneath the A-pillars and around the edges of the front door apertures.

Static torsional rigidity is up by 50% over the previous-generation car, at 33kN per degree.

Suspension is by air springs – with no coil option – which can raise the car over its standard height by 135mm for off-roading, or lower by 50mm to ease entry and egress. At

Range at a glance ENGINES

POWER

D300 SWB SE 296bhp D350 SWB SE 345bhp D350 LWB SE 345bhp P400 SWB SE 394bhp P400 LWB SE 394bhp P440e SWB SE 434bhp P440e LWB Autobiography 434bhp P510e SWB Aut’y 503bhp P530 SWB Aut’y 523bhp P530 LWB Aut’y 523bhp

FROM

£99,375 £102,475 £107,675 £102,975 £108,175 £108,385 £130,235 £131,355 £137,820 £139,820

T R A N S M I S S I O N S 8-spd automatic

 We prefer the functionality of conventional door handles. Pop-outs like these don’t always stay as you want them (in instead of out, for example).

They do look sleek, though, and will help reduce drag (by a tiny amount).

The Range Rover is offered with a standard and a long wheelbase, though not all engines are available in the long-wheelbase version.

Engines are all straight sixes, apart from the BMW V8-powered P530.

The P440e and P510e are plug-in hybrids, and an EV is due in 2024.

the front are double wishbones, with a five-link set-up at the rear.

As standard, there are also 48V active anti-roll bars, whose software looks at the sat-nav so they can prime themselves for upcoming corners.

There’s more as standard, too.

Active all-wheel steering can pitch the rear wheels to oppose the fronts at up to 7.3deg at low speeds to give the standard-wheelbase car an 11.37-metre turning circle – the same as most small family cars – while there’s also torque vectoring via braking to aid turn-in, and an electronically controlled limited-slip rear differential.

We will deal a bit more with its off-road credentials in the designated section, but the car is fitted with Land Rover’s adjustable drivetrain, traction, stability and suspension control system called Terrain Response II. This is a big car. It was before but it’s even more so now, at 5052mm long in standard-wheelbase form, with a 2997mm wheelbase, to which the long-wheelbase version adds 200mm. Big, but still less than both a Bentley Bentayga (5141mm) and a BMW X7 (5151mm).

The latest Range Rover is also a wide car, at 2047mm with its mirrors folded and 2225mm with them out, but previous Land Rovers have mitigated this slightly by offering significantly better visibility than their competitors.

The engine line-up is broad ◊

Mk1 production run spanned over 25 years

 The split tailgate, a Range Rover trademark, leaves enough overhang from the top section that if you’re perched on the lower part, as Land Rover thinks is customary, it would shelter you from the worst of the rain (or, if you’re lucky, the sun).

 And if you think sitting on the lower tailgate at an event is a cliché and nobody actually does it, Land Rover takes it seriously enough that it even puts a small flat cupholder at each edge of the ledge.

 Third-gen Range Rover was the first to feature a strong vertical line in the body (though the Mk1 had upright door handles). It breaks up the vast bodywork and adds height to accentuate the 4x4 feel.

13 JULY 2022 AUTOCAR.CO.UK 39

Weights and measures 0.30

76 0

0

110

7251841 litres

mm

ma

Kerb weight: 2430kg 2997mm

860mm

1870mm

x

mm

950m m

1000m m ma

x

DIMENSIONS

1195mm

5052mm

 This vast and well-finished front cabin is most easily accessed if the car has dropped itself into an entry/egress mode.

PA R K I N G Typical parking space width (2400mm) Typical garage height

Typical leg room 760mm

 Rear passengers are nicely looked after with plenty of space, plus their own HVAC and seat adjustment controls.

2225mm (with mirrors) 3900mm

W H E E L A N D P E DA L ALI G N M E NT Wheel is centred to the middle of the driver’s seat and the fat brake pedal is centred to the middle of that, too. The throttle is the perfect position to the right. But given the space it takes up, there would be no excuse for not getting them in the right places.

140mm

Width 1120-1270mm Height 470-630mm Length 1110-2060mm

H E AD LI G HTS Exceptionally bright but seemingly without dazzling other drivers.

∆ now and will only get more so.

The numbers here reference metric horsepower: there are mild-hybrid petrols badged P360 and P400; a V8 petrol, the P530; mild-hybrid diesels called D250, D300 and D350 (tested here); and two petrol-electric plug-in hybrids, the P440e and P510e. The P360 and D250 are not UK-bound.

All of them are mated to an eightspeed torque-converter automatic gearbox made by ZF, with a lowrange transfer box for more serious off-roading. It drives all four wheels, except on the road at between 12mph and 100mph if it’s above 3deg C, in which case the car slips itself into 2WD, said to reduce CO2 emissions by up to 4g/km.

Those emissions are otherwise still

40 AUTOCAR.CO.UK 13 JULY 2022

Centre

pretty hefty. With a drag coefficient of 0.30, the Range Rover would be quite slippery through the air if there weren’t so much of it (in addition to the width, its height runs to 1870mm), so the D350 records 35.7mpg on the combined cycle and 207g/km of CO2.

INTERIOR

AAAAB There are hints to a theme started by the L322 Range Rover of 2002 inside the latest car: a large horizontal slab of dashboard is bisected with vertical elements in marine/yachtinspired fashion. It’s less obvious these days, partly owing to the new 13.1in touchscreen floating in the middle of the dash, but the idea’s still the same: to give a classy, classical,

 The best kind of boot. Big and accommodating but with clips, adjustable stowage options and a roof over your head.

slightly detached overview of what’s going on. You sit back and relax and the controls come to you. It’s not an immersive driver-focused cockpit like a sports car’s.

Which all suits rather nicely. The seats are large and flat but hugely adjustable and the driving position is tall, upright and dead straight, allied to a big steering wheel and pedals.

Today’s gear selector is a wide, fat one not unlike a throttle on a powerboat.

Next to it, appropriately, the terrain response control knob can be pushed discreetly into the transmission tunnel. Then there are covers for the various cubbies and cupholders, to basically shut out non-essentials.

It’s a bit of a shame, then, that the aluminium-effect panel they sit on

is easily capable of reflecting light into your eyeballs and that there’s no control knob, save for the volume, to make infotainment controls easier.

The digital instrument pack is clear and the steering wheel buttons – a haptic panel rather than individual physical ones though they are – are not easily mis-pressed.

Perceived material quality and fit and finish are up to the price, even though these days that means £100,000-plus.

Space is plentiful in the back and while a long-wheelbase Range Rover can be had with seven seats, most will come with five. Some can even be specified, if you talk to Special Vehicle Operations, with four and various electric tables or chillers.

Probably more useful is that the ◊

ROAD TEST

 HVAC controls remain proper buttons, or close to.

Pull or push the rotary controller to get to fan speed or seat heating and cooling. A neat, functional idea.

 Large glass sunroof will inevitably have added a little weight to our test car’s total, and must nick a little head room, but this isn’t a car that’s short of either.

 Floating touchscreen is high resolution. For all of the complications they bring, you need some kind of screen in a car that has such an array of external cameras.

Multimedia system

AAAAC

Want to know what menus are selectable from Land Rover’s Pivi Pro system? We will be close to running out of words for this section, but wheel information, navigation, accounts, seats, climate, eco information, valet mode, off-road information, low-traction launch, Android Auto or Apple CarPlay, media, cameras, vehicle dimensions, voice control, towing and trailers, cabin lighting, park assist, air quality, vents…

It’s all rather too much. Could the physical terrain response knob on the dash, which is likely to be used very little, be replaced with a rotary controller to navigate this stuff?

At a standstill, the functionality and usability of the interface and its menus are pretty clear, and the screen responds quickly to prods.

There is voice control with Amazon Alexa in some markets, and the navigation has shortcuts and location via What3Words.

The Meridian stereo, meanwhile, sounds great.

13 JULY 2022 AUTOCAR.CO.UK 41

❝ There’s no louder

background noise at 60mph than there is at 30mph

❞

∆ tailgate still splits as it opens – with the lower part providing a useful ledge on which to put picnics or sit and change boots or swing your legs, and cover provided by the top part. The rear seats split and fold electrically and the boot floor divider can even be set up as a backrest for reclining occupants.

PERFORMANCE

AAAAC We will come onto how hushed the Ingenium six-cylinder diesel engine is later on, but it’s worth noting that the performance its 345bhp and 516lb ft deliver will in normal driving often come with you barely knowing it’s switched on.

Even when you ask a lot of this powertrain – and a fully fuelled weight of 2667kg as tested means you might need to – it’s smooth and unobtrusive. From rest, two-up and fully gassed, it went from 0-60mph

in 6.3sec – a little off the claim but a number that still means it’s a rapid and capable machine. A smoothly responsive one, too, with easily selectable gear ratios if you opt to use the gearshift paddles yourself, and a long throttle travel with predictable kickdown if you opt to let the gearbox software do it for you.

In more relaxed driving, this is one of those cars where it’s usually unnoticeable which gear it’s adopting, and while there’s only so much the best software and hardware in the world can do about the fuel consumption of a car of this size, it does its best, adopting as a high gear as sensible without labouring the engine or harming the refinement. At a 70mph cruise, an eighth gear ratio that means the engine is spinning over at just 1550rpm keeps it particularly unobtrusive.

Braking was less impressive.

Unfortunately, the test track never quite managed to dry out during our day at Millbrook, so the car had to deal with some damp patches.

Even so, a 60-0mph time of 3.67sec and a 70-0mph distance of 66.2m are poor. The last time we tested a 2.5-plus-tonne car in the damp, it was only 7deg C outside, yet the BMW iX needed 3.42sec and 57.8m over the same benchmarks. Our Range Rover was on all-season tyres, the BMW on road rubber, which goes some way to explaining the discrepancy.

H A N D L I N G A N D S TA B I L I T Y

AAAAC The idea of threading a two-plusmetre-wide and five-plus-metre-long car down some of central England’s most winding lanes is not a prospect many drivers would relish. In short, big cars – and double-cab pick-ups are about this big; perhaps a little longer and narrower – can be a pain.

But while there’s no escaping the overall girth of a Range Rover, it is easier to gauge its extremities than in, say, most large Q-flavoured Audis or a G-something Mercedes. The glasshouse is larger than on most big-SUV rivals, which prefer a more road-focused, coupé-ish design stance and a lower driving position.

This has the effect of making it harder to see the bonnet edges and also down the flanks of the car – a doddle in the broad mirrors of the Range Rover.

This is a car that has to sell the world over, so it still feels overgenerously proportioned for the UK, but poor visibility could have made it worse.

That ability to place it on the road extends to how accurate and responsive its controls and steering are. If you want to place it on the third cat’s eye you can see, you’ll do it; if you want to clip the very inside of a bend to give room for oncoming traffic, you can.

 Precise steering and good visibility make it easier to place on narrow roads than other big cars. It helps that there are no distractions from the engine bay or road surface.

42 AUTOCAR.CO.UK 13 JULY 2022

ROAD TEST Off-road notes Those who find that a Range Rover won’t go far enough off road for them will be a lot braver than most owners. Land Rover is like a supercar manufacturer when it comes to off-roading: it knows some owners won’t use the capability but its reputation depends on it being there.

All of the usual numbers, then, are right up there with class-leading ones.

With its air suspension raised fully, at 295mm, it even has 4mm more ground clearance than Land Rover’s own Defender, and 55mm over the Mercedes-Benz G-Class. Approach, ramp/breakover and departure angles are all competitive with those two models too, while the Range Rover’s wade depth is a full 900mm.

Just as good, though, is a raft of on-board tech to make using that ability easy, while the rear steer adds a healthy dose of agility on tight track turns. What won’t help it, as in other areas, is a kerb weight pushing two and three-quarter tonnes.

This control is combined with more agility than you might expect given the weight, too. Those anti-roll bars and the air springs mean the Range Rover, if never truly athletic, resists roll and changes direction ably. And around town – or in and out of tight field entrances – the active rear steer makes a big difference to its abilities and a driver’s confidence.

C O M F O R T A N D I S O L AT I O N

AAAAA Isolation is what the new Range Rover delivers in spades. Partially that will be down to the noisecancelling effects of the anti-noise it plays through its headrests but also, one suspects, as a result of the sheer hard work that has gone into the physical isolation of the cabin.

At idle, this straight-six diesel Range Rover barely puts any more noise than is ambient into the cabin, and take the at-speed figures under

29.0º

27.7º

34.7º

Ground clearance: 295mm

Wade depth: 900mm advisement that it was damp undertyre, which will raise them slightly.

In the dry, one of our testers – who records voice notes while driving to refer to later – was surprised to hear himself say “I’m now doing 60mph”, given there was no louder background noise than at 30mph.

We would be surprised if there’s a more isolated car on sale this side of a Rolls-Royce, and if the good people in Sussex ever overcome their reluctance to lend us a Cullinan for this exact purpose, perhaps we will find out.

Road surface bumps and lumps are brushed aside with ease. Jaguar Land Rover doesn’t get all aspects of vehicle development equally right, but with the leisurely accuracy and linear response of its controls, and the deftness it gives its cars’ chassis, this is one area where few if any other car makers – especially of big cars like this – quite nail it.

A Bentley Bentayga is less cosseting, we’re confident.

Run over surface imperfections or cat’s eyes or expansion joints in the Range Rover and you will hear, but not feel, even on 22in rims, a muffled thud from somewhere in the distance. And yet it doesn’t combine this with uncontrolled float or pitch or wallow. Pleasingly contained body movements are a significant part of a car’s dynamic comfort, and the Range Rover, in this specification at least, gets it absolutely right and proper.

levels to pick from, there are 37 base models to start with before you begin optioning – and one of those is available ‘from’ £178,220.

Our take is that the Range Rover is best in a more modest (though the word modest is relative) specification like this one, around £100,000 before options.

Scarcity should do residual values a favour in the shorter term. One benefit of the ongoing semiconductor shortage for car owners is that new car supply remains limited, though you can imagine Land Rover will prioritise its most profitable models.

Fuel consumption hovered in the low-30s during our testing. The track test figure of 16.2mpg is more of an anomaly than it would be in most cars because in even spirited road driving it’s rather more than that, and while it wouldn’t go beyond 36mpg on a cruise, our average of 32.1mpg is easily achievable. ◊

BUYING AND OWNING

AAAAC Consider freeing up a bit of time in your diary if you’re thinking of choosing a Range Rover because this is the sort of car you can spend quite a long time with on Land Rover’s configurator. With eight powertrains and two lengths and various trim

AC C E L E R AT I O N Range Rover D350 HSE (14deg C, damp) Standing quarter mile 14.9sec at 94.5mph, standing km 27.1sec at 120.8mph, 30-70mph 6.0sec, 30-70mph in fourth 8.3sec 30mph

2.2s

40

3.4s

50mph

60mph

70mph

4.6s

6.3s

8.2s

80mph

10.6s

0

100mph

90mph

110mph

17.0s

13.4s

120mph

21.3s

10s

26.6s

20s

Mercedes-Benz GLS 400d AMG Line Premium 4Matic (2020, 6deg C, dry) Standing quarter mile 15.0sec at 93.9mph, standing km 27.4sec at 118.7mph, 30-70mph 6.0sec, 30-70mph in fourth 6.9sec 30mph

2.4s

40

3.5s

50mph

60mph

70mph

4.8s

6.5s

8.5s

80mph

10.9s

0

90mph

13.9s

100mph

110mph

17.5s

120mph

22.0s

10s

28.5s

20s

B R A K I N G 60-0mph: 3.67sec Range Rover D350 HSE (14deg C, damp) 30mph-0

50mph-0

12.5m 0

10m

70mph-0

33.5m 20m

30m

66.2m 40m

50m

60m

Mercedes-Benz GLS 400d AMG Line Premium 4Matic (2020, 6deg C, dry) 30mph-0

50mph-0

8.6m 0

70mph-0

23.5m 10m

20m

45.5m 30m

40m

13 JULY 2022 AUTOCAR.CO.UK 43

Data log R A N G E R OV E R D35 0 H S E On-the-road price Price as tested Value after 3yrs/36k miles Contract hire pcm Cost per mile Insurance

£108,775 £124,245 £64,150 £1202 na 50/£1195

80 litres

e-LSD

TYPICAL PCP QUOTE 3 years/36,000 miles, 15% deposit £1675 With a deposit of £18,670, our D350 HSE test car would cost £1675 per month on a PCP deal from Land Rover Financial Services. A £62,761 balloon payment secures the car at the end of the term, equating to an APR of 6.9%.

EQUIPMENT CHECKLIST Matrix LED headlights 13.1in Pivi Pro touchscreen with wireless phone mirroring Soft-close doors Batumi Gold paint 22in alloy wheels Black brake calipers Sliding panoramic roof Privacy glass Laminated front and rear side glass Electrically deployable towbar Advanced tow assist SV Bespoke extended leather Natural Black Birch veneer SV Bespoke carpet mats Meridian Signature Sound System Illuminated treadplates Versatile load space floor Auto-folding load space cover Four-zone climate control Electric rear side window sunblinds Domestic plug socket Options in bold fitted to test car = Standard na = not available

£865 £1500 £305 £545 £475 £275 £1095 £385 £1500 £770 £215 £4435 £655 £650 £150 £980 £550 £120

T E C H N I C A L L AYO U T

The Range Rover pioneers the new MLA-Flex body architecture, which is made up of 80% aluminium but with steel in key areas for crash protection and sound deadening. It is slightly heavier than the old generation, with our test car tipping the scales at 2667kg, distributed equally over the axles. Suspension is by double wishbones at the front and a five-link set-up at the rear, with air suspension and 48V active anti-roll bars at both ends. The rear axle provides up to 7deg of steering.

ENGINE

ECONOMY

Installation

TEST MPG

Track Touring Average

16.2mpg 35.9mpg 32.1mpg

CLAIMED

Combined

35.7mpg

Tank size Test range

80 litres 565 miles

Front, longitudinal, four-wheel drive Type 6 cyls in line, 2997cc, turbocharged, diesel, plus 48V ISG Made of Aluminium block and head Bore/stroke 83mm/92.3mm Compression ratio 15.5:1 Valve gear 4 per cyl Power 345bhp at 4000rpm Torque 516lb ft at 1500-3000rpm Redline 4700rpm Power to weight 142bhp per tonne Torque to weight 212lb ft per tonne Specific output 115bhp per litre

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

207g/km £757/£1514

C H A S S I S & B O DY

TRANSMISSION

BRAKES

SAFET Y

Construction

Type 8-spd automatic Ratios/mph per 1000rpm 1st 5.50/5.2 2nd 3.52/8.2 3rd 2.20/13.1 4th 1.72/16.8 5th 1.32/21.9 6th 1.00/28.8 7th 0.82/35.0 8th 0.64/45.1 Final drive ratio 3.31:1

Front 380mm ventilated discs Rear 355mm ventilated discs Anti-lock Standard Handbrake type Automatic Handbrake location Right of steering wheel

Emergency braking, blindspot assist, lane keep assist, rear collision monitor, rear cross-traffic alert Euro NCAP crash rating Not tested

SUSPENSION

STEERING Type Electromechanical, rack and pinion Turns lock to lock 2.8 Turning circle 11.37m

Idle 37dBA Max rpm in 5th gear 70dBA 30mph 52dBA 50mph 55dBA 70mph 61dBA

Spare

Front Double wishbones, air springs, active anti-roll bar Rear Multi-link, air springs, active anti-roll bar

AC C E L E R AT I O N

AC C E L E R AT I O N I N G E A R

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

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

TIME (sec) 2.2 3.4 4.6 6.3 8.2 10.6 13.4 17.0 21.3 26.6 – – – –

2nd 2.4 – – – – – – – – – – – –

3rd 3.6 2.7 3.1 – – – – – – – – – –

4th – 3.7 3.4 4.6 – – – – – – – – –

5th – 4.2 4.3 4.4 4.6 5.2 7.2 – – – – – –

6th – – 5.6 5.9 6.3 6.7 7.3 8.1 – – – – –

7th – – 7.4 7.2 7.7 8.4 9.3 10.2 – – – – –

8th – – – 11.2 10.9 11.7 – – – – – – –

THE SMALL PRINT Power-to-weight and torque-to-weight figures are calculated using manufacturer’s claimed kerb weight. © 2022, Haymarket Media Group Ltd. Test results may not be reproduced without editor’s written permission. For information on the Range Rover, contact Land Rover Customer Relations, Abbey Road, Whitley, Coventry CV3 4LF (0370 500 0500, landrover.co.uk). Costper-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).

44 AUTOCAR.CO.UK 13 JULY 2022

MAX SPEEDS IN GEAR

1 2 3 4 5 6 7 8

25mph 4700rpm 39mph 4700rpm 62mph 4700rpm 79mph 4700rpm 103mph 4700rpm 136mph 4700rpm 145mph 4138rpm 145mph* 3218rpm * claimed

RPM in 8th at 70/80mph = 1553/1775

CABIN NOISE

R E S I D UA L S 200

Bentley Bentayga Hybrid 150 Value (£1000s)

Weight/as tested Drag coefficient Wheels Tyres

Steel and aluminium monocoque 2430kg/2667kg 0.30 9.5Jx22in 285/45 R22 104 Y M+S, Pirelli Scorpion Zero All Season LR None (repair kit)

Range Rover D350 HSE 100

50

BMW X7 xDrive40d M Sport with Ultimate Pack 0 New

1 year

2 years

3 years

4 years

 CAP predicts the Range Rover will depreciate less over four years than its rivals, despite its diesel engine.

R OA D T E S T N o 5 5 82

Read all of our road tests autocar.co.uk

ROAD TEST Testers’ notes MATT PRIOR I barely noticed the rev counter. The Range Rover is so muted it just pops itself into a mid-range you’ll barely hear and thrums in the middle distance.

ILLYA VERPRAET There’s no escaping the vastness of the new Range Rover.

In a way, the feeling of imperiousness it gives you is pleasing, but over the long term, having to constantly check you’re not going to take the side off would erode the feeling of luxury for me.

Spec advice

VERDICT

AAAAB

A fantastically well-isolated luxury car and fully paid-up capable 4x4 ith a model line-up as broad as the Range Rover’s, there’s bound to be some variation between how good we think the best and least good model in the range is, and we suspect that this short-wheelbase model, on 22in rather than 23in wheels and with a sensible-ish drivetrain, is near to as good as it currently gets.

In cabin isolation and ride composure, it’s unrivalled by anything in this class and, we would wager, a few classes either side of it. It feels easily good enough inside for the price Land Rover is asking and its on- and off-road capabilities are outstanding.

We have lingering concerns about the weight: at a quarter of a tonne lighter, the Range Rover would still be a heavy car. But when you throw the amount of technology at a luxury car as Land Rover has to make it go so far off road, there is something of an inevitability about the fact that it will come in at the top end of the market. And in making the Range Rover for markets where cars of this size are required, that it’s as usable and approachable in the UK is some kind of feat in itself.

W

R OA D TEST R I VA L S Verdicts on every new car, p72 Price Power, torque 0-62mph, top speed CO2, economy

1

RANGE ROVER D350 HSE The Range Rover is unrivalled in cabin isolation and ride composure, capable on and off road, and with an expensive-feeling cabin.

AAAAB £108,775 345bhp, 516lb ft 6.1sec, 145mph 207g/km, 35.7mpg

2

BENTLEY BENTAYGA HYBRID More dynamic than the Range Rover, and with the option of electric running. More expensive too, but not quite as cosseting.

AAAAC £155,555 443bhp, 516lb ft 5.2sec, 158mph 82g/km, 83.1mpg

3

BMW X7 xDRIVE40D M SPORT Does a very creditable impression of the Range Rover but lacks the off-road credibility and interior ambience and isolation.

AAAAC £86,295 335bhp, 531lb ft 6.1sec, 151mph 207g/km, 35.8mpg

4

MERCEDES-BENZ GLS 400D 4MATIC NIGHT EDITION EXECUTIVE Not quite the S-Class of SUVs due to a fidgety ride and a cabin that lacks a sense of occasion.

AAABC £94,050 326bhp, 516lb ft 6.3sec, 148mph 230g/km, 32.2mpg

Cheaper is probably better. All Range Rovers will feel luxurious because the standard kit list is high, but the less you spend, the lighter it will be, which is probably a virtue worth having.

Jobs for the facelift  Find some weight to take out somewhere.  Add a control wheel for the infotainment system onto the centre console.  And maybe make that more satin so that it doesn’t reflect the sun into your eyes.

5

TOYOTA LAND CRUISER INVINCIBLE If you want to maintain some luxury but need to traverse a desert, there are no alternatives.

AAACC £61,310 201bhp, 369lb ft 9.9sec, 108mph 250g/km, 29.4mpg

13 JULY 2022 AUTOCAR.CO.UK 45

CROS S E X A M IN AT ION Is the new Toyota Aygo X just a city car dressed up as a rugged crossover, or does its raised ride height and chunky plastic bodywork hint at a proper little off-roader? Matt Prior takes it off the beaten track to find out PHOTOGRAPHY LUC LACEY he McMurtry Spéirling hurtled up the Goodwood hillclimb last month in a fantastically short amount of time – less than any other car in Festival of Speed history.

Thousands of race cars have made that ascent, all designed with purity and speed in mind and therefore not wasteful in the slightest, yet among them the Spéirling still stands small.

At just 3.2 metres long and 1.5 metres wide, its footprint is little bigger than an original Mini’s. So as its groundeffect turbine kicked metaphorical sand into the collective faces of the bigger cars around it, it scored one for the little guy.

And so to the Toyota Aygo X. Is it here to repeat the feat in its chosen field? We will see. It replaces Toyota’s Aygo, which belongs to a class that Toyota is keen to keep alive even while Citroën and Peugeot, which used to produce cars the same as the Aygo in all but name and badging, have given up on the idea.

The problem is that it’s incredibly hard to make money from small cars, and every time another expensiveto-meet emissions or NCAP safety regulation strolls in, the harder it gets. So the Yaris-platformed Aygo X is not only a little taller and a little more rugged than most city cars but also not just a little more expensive.

It starts at £14,805 and in this Limited Edition form costs £19,650.

So don’t just think of it as a city car.

Think of it as the hottest crossover in town (Toyota’s words) or as a compact lifestyle SUV (my words).

Probably to its credit, Toyota has resisted the urge to photograph people doing lifestyle-ish things in the Aygo X, given that it’s so small. As for a sofa advert, it’s probably better not to photograph tall people with it, lest it looks its size. It’s 23cm longer than the old Aygo, but it’s still minuscule by most new car standards.

But that won’t stop Team Autocar.

I have a day with the Aygo X to find just how active and adventurous you

46 AUTOCAR.CO.UK 13 JULY 2022

Prior decided a dry run wasn’t necessary

can be in a vehicle that occupies only 60% of the road space taken up by a new Land Rover Defender 130. Is it capable enough to sock one over on a 2500kg 4x4 when, at 940kg fully fuelled, it weighs less than 40% of that? Can it, say, do a Spéirling to the SUV establishment?

Task one: looking the part. Now, I will grant you that cladding a city car with plastic and lifting it to increase its machismo is like carving a frown onto a jelly baby. But there’s a stance here, a wheel in each corner, tidy body sculpting and an eager ◊

TOYOTA AYGO X OFF-ROAD ADVENTURE

39% The weight of our fully fuelled Aygo X (940kg) as a proportion of this week’s road test subject, a 2430kg Range Rover.

13 JULY 2022 AUTOCAR.CO.UK 47

462 miles The Aygo X has only a 35-litre fuel tank, but at 60mpg, that will get you from Glasgow to London with plenty to spare.

❝ I have no qualms about punting the Aygo X down a green lane.

I fret a little more about a ford ❞ F O U R - W H E E L - D R I V E T O N K A T OYS

SUZU KI I G N I S ALLG R I P Want actual four-wheel drive from a cheap new car? There’s no 4x4 Fiat Panda or Dacia Duster any more, so try the Suzuki Ignis Allgrip.

Priced from £18,249, it’s bigger yet cheaper than this Aygo X.

48 AUTOCAR.CO.UK 13 JULY 2022

SUZU KI J I M NY For cheap used 4x4 fun, only about £2500 will get you into a Suzuki Jimny from 2005-2010.

This car isn’t, it’s fair to say, as capable as the Aygo X on the road, but it’s great off it.

TOYOTA G R YAR I S The Yaris Cross 4x4 isn’t offered in the UK, which means your cheapest way into a four-wheel-drive Toyota is the £31,170 GR Yaris. Not quite the same thing, it’s true, but it’s very good on the road.

∆ nose-down attitude with even a little muscle at the back. I like it.

It’s so compact that 18in wheels (wearing 175/60 tyres) fill the arches with more oomph than 22in rims on a ‘proper’ SUV. Unlike those, you will have to search hard to find listings for the Aygo X’s rough-road credentials.

No departure or approach angles or wade depths are listed.

But any crossover will easily drive so far into the rough that most bystanders will think it’s having an accident, so I have no qualms about punting the Aygo X down a green lane, especially on a relatively dry day, where its lack of four-wheel drive and its efficiencyfocused tyres won’t be problematic.

I fret a little more about the ford

TOYOTA AYGO X OFF-ROAD XXXXXXX ADVENTURE XXXXXX

Interior has a sense of fun and doesn’t feel low-rent

TOYOTA AYGO X 1.0 VVT-i LIMITED EDITION Price Engine Power Torque Gearbox Kerb weight 0-62mph Top speed Economy CO2, tax band

part way along this section of the Fosse Way. I ping open the Aygo X’s bonnet to see where the air intake is.

It’s high and will remain dry, and I’m as worried about water pouring in through the bottom of the doors or running out of traction. But this is a thoroughfare that has been used for almost 2000 years, and in that time somebody will have got wetter and more stuck than I possibly could.

They would laugh at my expression of concern, so bravely – so, so bravely – onwards I press.

It’s actually shallower than it looks in here. You could go much, much deeper. Stick a set of knobbly tyres on your Aygo X and it would never run out of grip, either.

And be honest: how much more

£19,650 3 cyls, 998cc, petrol 71bhp at 6000rpm 64lb ft at 4400rpm 5-spd manual, FWD 940kg 15.6sec 98mph 57.7mpg 110g/km, 25%

rugged do you need? On a set of winter tyres, I think this would make a brilliant snow resort car.

Granted, little cars by definition don’t have a lot of space inside. But I think there’s enough in the front of the Aygo X, and it has all the information and entertainment that you can realistically use while driving. There are heated seats for the winter, too, and a rather lovely canvas hood, Citroën 2CV-style, for the summer.

But things are tighter in the back.

Reader, there’s no seven-seat option.

But I can sit behind my own driving position easily (not that I’d volunteer to be there during a transcontinental driving holiday), and while the boot is small and the hatch smaller still, the rear seats split and fold.

Dog? Check. Bike?

Check. Bucket and spade? D’oh One bike with its front wheel removed fits in easily. With all the wheels off, you could get several bikes in. And an old fitted double bed sheet stretches perfectly over the edge of the seatbacks to stop them getting scratched. I suspect that wasn’t in the design brief, but there you go.

I’m convinced that this car is as lifestyle-compatible as most drivers would need. And on the road? It rides firmly, capably and quietly, resists pitch and roll well and feels agile and athletic.

And, well, look, the accelerative urge of a 71bhp 1.0-litre engine isn’t something best combined with the aerodynamic effects of a surfboard on the roof, it’s true. Nor even is the car’s own air-con. But while a 15.6sec

0-62mph dash is sluggish, this level of performance provides plentiful opportunities to enjoy the crispness of the five-speed gearbox every time you engage fourth on a motorway incline. And an easy 60mpg, even more if you try, never gets old.

Because the less money you spend on fuel, the more you have to spend on the fun stuff, right? The lifestyle.

The trappings and activities that are expected to come with owning the kind of off-roader that Toyota doesn’t actually claim the Aygo X is but which it pretends to be with remarkable deftness.

Are there bigger, more sensible, more practical cars out there for your £20k? Sure. But more fun? Not many.

Score another for the little guy. L

13 JULY 2022 AUTOCAR.CO.UK 49

Paul Jaconelli is pictured here with sons Ben, Tom and Max. Head buyer and marketing director Tom runs Romans with Paul, while Ben and Max own and oversee e-bikes retailer Fully Charged.

An entrepreneurial streak runs through the Jaconelli family

Not built in a day Romans International is one of the most respected high-end UK car dealers and, as Jim Holder finds out, quite the family affair PHOTOGRAPHY MAX EDLESTON he day after I left school, I had a job cleaning cars. My dad wanted “ to teach me the value of a pound, but I also learned about the value of doing a job with pride and passion.”

If that mantra needs justifying, the Bentleys, Bugattis and Ferraris that flank Paul Jaconelli, now 72 and owner of the Romans International emporium in the Surrey town of Banstead, do a pretty good job of it. If you will excuse the pun, the teenaged car washer came, saw and continues to conquer the world of supercar and luxury car sales.

“After washing the cars for a few years, I started trading them when I was 18,” recalls Jaconelli. “I would buy what I could afford, clean it up and then put it back in the paper and sell it on. I wasn’t an overnight success; I was working at the BBC as a scenery technician to top up my salary.

“I enjoyed it and made some money, but it was very gradual growth. I didn’t have the money to have more than three or four cars for sale at a time initially, but eventually I got my first premises – in Wimbledon, under a driving test centre – and grew from there.”

Success kept coming. Jaconelli opened premises in nearby Sutton and then Epsom, but even then he couldn’t have dreamed being where he is today.

His big break came when he was offered the chance to run neighbouring car business HF Edwards, a Fiat dealership.

T

50 AUTOCAR.CO.UK 13 JULY 2022

I ended up taking A-level maths at the age of 40.

I never had the opportunity to do it at school, so I thought I would show them that I could!”

Continuing this theme of embracing every opportunity, Jaconelli pounced when a business that he had long admired, Romans of Woking, closed down.

“I’m Italian, so I guess that appealed, and I had admired the business too,” he recalls. “That was 30 years ago. They had spent a lot of money building their brand, and it was ill health that prompted the closure, nothing else. I went to the receivers and have never looked back.”

Today, Romans is regarded as one of the premier independent supercar dealers in the country, remarkable not just for its stock but also for its early adoption of video and social media, as well as a source of valuations that are used across the industry.

Jaconelli gives much of the credit for this to his son Tom, who was quick to realise the potential of digital innovations and has a forensic eye for pricing.

An Italian with a large family running a business called Romans… Is this the birth of an empire? Sure enough, the rest of the Jaconellis got involved too, although they have also forged their own success elsewhere (see separate story, right). As such, business is booming, even in these challenging times.

A217 ling along “Last year was our best ever and this year is Site draws longing gazes from those craw

“It had been established in 1938 and was run by a chap called Stanley Pickard,” he recalls. “We got on, we had lunch together, but then he got ill and I was asked if I wanted to buy the business. I had to be honest: there was no way I could afford it. But he turned round and asked if I would run it for him and pay it off that way. We became Fiat’s biggest dealer in Europe, winning the Dealer of the Year title three times. From that point on, I started to believe that I could make a success of it.”

Underlining the drive that has underpinned his career, Jaconelli credits his move into high-end car dealing to a fear that he wouldn’t be able to give his children the education he felt he had missed out on.

“I know it sounds crazy, but I was determined to give them chances I didn’t have, to the extent that

ROMANS INTERNATIONAL INSIGHT

❝ In this game, there are always egos and chancers.

I don’t want either ❞ shaping up to be better again,” says the boss. “At one point in the pandemic, there was an element of people not being able to spend their money on holidays, so they were buying cars. That helped us, as has the fact that the very top-end cars have become fantastic investments.

“But the key is treating customers properly.

In this game, there are always egos and there are always chancers. I don’t want either; I want to treat my customers correctly, because I’ve learned a customer you look after will be a customer for life.

“I want to sell cars that are accurately described and priced, because then your customers will learn to believe in you. I’m not interested in high-mileage or damaged cars or ones that have no service history. It has taken my life to build this business, and I tell everyone who works here that it can take two minutes to lose it.”

As well as building the business, Jaconelli’s family has grown, and he now has two younger daughters, aged six and eight, to consider. He wants all of them to have the choice of working in the business – but only if they’re willing to do so under his watchful eye.

“Retire? I wouldn’t know what to do with myself,” laughs Jaconelli. “I did take some advice once, and they asked me what I would do with my days. I like sailing, I like golf, but they wouldn’t give me a sense of purpose. I can’t imagine not getting up and coming to the showroom. I can’t bring myself to let go.” L

E - B I K E S F O R T H E N E X T G E N E R AT I O N If a love of cars runs in the Jaconelli family, so too does entrepreneurship.

Initially, Ben Jaconelli joined his father in the business, showing a flair for sales. And then one day he gave it all up to set up for himself selling e-bikes.

He says: “I started selling a few M55 electric bikes through the showroom around 2011. They were £28,000 and awesome to ride. I sensed there was an opportunity for e-bikes to be a real tool for getting about the city, and with Bosch launching its first e-bike system that year, I knew I was in the right place at the right time.”

It was a roll of the dice, though, as he walked away from high-margin commissions on Bugatti Veyrons and Ferrari 458s to sell a product that was then little known and among cyclists under-loved.

He spent the next two years building his contacts and experience before launching the Fully Charged retail brand in 2014. At the core of his offering was a dedication to working with independent, high-end

brands (“at least at the Audi end of the car scale and often Porsche or Bentley”) and building a team focused on customer experience – something he learned from his dad.

“It was my own money and hard work,” he says. “In year one, we made £50,000, but the curve was always encouraging. We were organically achieving year-on-year growth of at least double, and that has continued to this day.”

Today, the business turns over nearly £10 million a year and Jaconelli has brought his younger brother Max into the business, in charge of e-commerce.

“Ben was pretty up front with me about what a rocky road it was going to be, so I went to university and did a two-year business enterprise course,” he says. “It was the perfect grounding for me and meant I arrived with the right skills at the right time.

“The conversion rate of someone who walks into one of our shops to purchasing a bike is incredible.

My job is to replicate that online. Watch this space.”

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THOROUGHLY MODERN MUSTANG 52 AUTOCAR.CO.UK 13 JULY 2022

ELECTRIC MUSTANG INSIGHT

The Charge Cars team includ es Gostling, Mark Roberts, Ste (from left to right) Steve Mills, Laura pans Mihejevs and Matas Sim onavicius

ritain is almost certainly the only country where Charge Cars could create its striking Electric Mustang, an electromod of the iconic 1967 Ford Mustang fastback.

In fact, calling it an electromod is a bit of an understatement, for the Electric Mustang is a forensic re-engineering, design-sharpening, luxuriating and electrification of the car made famous by the 1968 Steve McQueen film Bullitt.

In Charge guise, the muscle car features an extensively upgraded steel monocoque imported from the US; body panels and an interior fashioned from carbonfibre in the UK; a state-of-the art quad-motor battery-electric powertrain built in Britain; and completely new running gear and suspension, also British-designed and supplied.

The Electric Mustang has been developed to European Union small-series legislation, which has meant crash-testing and compliance with lighting and vision regulations.

“Everything we’ve done is always the best way. It has been expensive, but we’ve been very thorough,” says chief creative officer Mark Roberts.

Bringing all the diverse strands of regulations, design, engineering and componentry requires skills that the modern British car industry can muster, not just for software and hardware but also the people, led by Roberts, whose 30-year career at McLaren stretches back to the groundbreaking F1 supercar of 1992.

Many of Charge’s staff are ex-McLaren, while some have served in race teams, both Formula 1 and the World Endurance Championship, and others at British specialist sports car manufacturers.

Roberts is the point man for this team of 85 people and CEO Vadim Shagaleev, a Russian entrepreneur who founded a music streaming business and now finds himself heading up a specialist British car maker through his links to compatriot Denis Sverdlov, better known as the founder and CEO of the Arrival Group.

Charge lives under the umbrella of Kinetic Group, founded by Sverdlov and two other Russian investors, whose main UK business is the $1 billion Arrival Group, the electric van and bus start-up, quoted on the Nasdaq and poised to deliver its first vehicles this year from a factory in Oxfordshire.

A 1960s muscle car may seem a million miles away from a parcel-delivery van, but the two projects are interlinked by shared battery cells, motors and engineering control, plus a common desire for breakthroughs in BEV technology.

There’s also a close link between the Electric Mustang and the Arrival Car, an autonomous taxi in development with Uber for ride-hailing operations using the same technology base.

“The hardware and software is very similar to Arrival, but Charge Cars is a very different company with its own targets and deliverables,” ◊

B

It may look like a 1967 Ford, but Charge Cars’ Electric Mustang is anything but.

Julian Rendell visits its Middlesex HQ

13 JULY 2022 AUTOCAR.CO.UK 53

∆ says Roberts. “In effect, we’re testing some of the technology for them – and in some areas, we’re ahead in development.”

The cool monochromatic interior of Charge’s headquarters, an industrial unit in the Middlesex town of West Drayton, accessed off the not-at-allglamorous A408, is more stylishly designed than Arrival’s industrially efficient complex in Bicester, also reflected by the site’s role as supplier of the Electric Mustang’s battery packs and motors.

Power comes from four motors, grouped in pairs at the centre of the front and rear axles and linked via conventional driveshafts, one for each wheel.

The battery packs use the same cell chemistry as in the Arrival Van, tubular 2170 cells from LG Chem, packaged into Arrival’s unique 204 cells per module carbonfibre units in a hexagonal shape.

The Electric Mustang has 17 modules in total, nine packaged into a floor-mounted unit and eight into what was the rear-seat area, adding up to a fairly modest but very usable capacity of 63kWh for a claimed range of 200 miles. Charging can be done at a rate of up to 22kW on AC or 50kW on DC. These battery packs weigh a reasonable 305kg, including individual cooling systems with a heatsink plate and plumbed-in water/glycol cooling, each packaged into a bespoke carbonfibre case.

Of course, you can’t build a multimillion-pound business around an iconic design registered to Ford without that firm’s consent. Charge pays a “significant” licence fee; it’s barred from using the Ford trademark but can deploy the Mustang name. Each car will carry an authentication plate indicating the Ford licence agreement.

Matching the design theme of the factory, Charge’s marketing show car looks stunning in its glossy black paint finish. The detail with which the 1967 Mustang body has been updated is astonishing (see box, right) and has come at considerable engineering and componentry cost.

“We’ve re-engineered the body from the ground up,” says Roberts. “It might look like a 1967 car at first glance, but every panel is different, the glass is unique and we have flush glazing, pop-out door handles and bespoke switches inside. We call it a ground-up new car.”

Roberts reckons that none of these bespoke panels would fit an original ’67, especially the rear slam panel. That’s totally remade in carbonfibre using patterns developed from 3D scans of the original and then redesigned to give a smoother, more sophisticated look that also accommodates new rear lights. The same technique has resulted in unique composite closures and front wings.

The bonnet, for example, is two-piece bonded, carbon prepreg. It weighs in at 8kg, which is 14kg lighter than the steel original.

The same attention to detail gives the front end a unique look, where the chromed-steel headlight shrouds that give the original much of its design character are replaced with curvaceous carbonfibre ones housing annular LED headlights.

Tuning the dynamics is very important, too.

❝ It has been expensive, but we’ve been very thorough. We call it a ground-up new car

❞ 54 AUTOCAR.CO.UK 13 JULY 2022

Design and quality of recreated interior impress Rendell

ELECTRIC MUSTANG INSIGHT HOW THE ELECTRIC M U S TA N G I S M A D E  The core of Charge Cars’ Electric Mustang is a re-engineered steel bodyshell assembled in Tulsa, Oklahoma, by a specialist company that uses Ford’s original tooling.  Bodyshells from this supplier are typically used for restorations and restomods, but Charge has designed its own version of the body with many subtle modifications.

It is built on specially commissioned jigs to correct the dimensional variations inherent in a 55-yearold design.

Rear seats have been swapped out for battery packs “We’re not going for the ultimate Nürburgring time,” says chief technical officer Matas Simonavicius. “That wouldn’t be the character of a muscle car. We want more fun in the drive, more everyday-usable dynamics.”

A unique feature of the Mustang’s dynamic behaviour will be torque vectoring administered by individual control of each motor, which theoretically can actually be reversed. For this reason, the production area at West Drayton incorporates a test cell with a four-wheel dynamometer for setting up and fine-tuning drive characteristics.

The weight distribution is unusually balanced for a muscle car too, at 42:58 front to rear. This is thanks to the centrally mounted main battery pack, which concentrates weight at the centre of the car, rather than at the front axle, as might be expected with a hefty Detroit V8.

Charge’s rear sub-frame and motor assembly weighs 298kg, a little heavier than the front sub-assembly, and when added to the weight of the aft-positioned secondary battery pack, it biases the weight rearwards.

Although production is still in the ramp-up phase towards the 2023 Job One, Charge has, like every car maker, an advanced model programme and is eyeing up its next EV. “We’re talking almost daily about Project 2,” says Roberts. “It could be a another ground-up car or we could do our own design. As you can imagine in a car-mad company like this, there are a lot of ideas.”

In industrial terms, the battery-electric technology and motors would be carried over, probably in a new and improved generation, but what form the body should take is still hotly debated.

A convertible would work, although Roberts rules out a “small open-top car” – like a classic British roadster – as not compatible with the sizeable battery pack needed for a decent range.

 All of the main closures – doors, bonnet and boot – have been redesigned and surfaced by Charge in composite, as have other key panels, like the front wings, bumper panels and splitter.  After arrival in the UK and inspection at Charge’s base in West Drayton, the bodyshells are sent to a supplier in northern England for acid dipping and e-coating in preparation for painting at a specialist

paint shop opposite the main plant.  Final assembly is done by small teams of workers, who take a painted bodyshell to completion at a single workstation, including fitting all the glazing.  The Charge factory’s capacity is eight cars in build at any one time, with maximum output of two cars per week.  The battery packs and motors are supplied by the Arrival factory in Bicester, the dual-motor units being built up into sub-frame sub-assemblies at West Drayton.  The suspension has bespoke wishbones and spring/damper units. The brakes are also bespoke.  According to Charge production boss Steve Mills, the trickiest part of assembly is the interior, due to the numerous components and exacting standard of fit and finish needed.  The initial customer cars are scheduled for delivery in the first or second quarter of next year.

Intriguingly, he says there are certain designs “beyond a certain age” that could be used without the need for a licensing deal.

There are also thoughts about longer range, bigger-battery versions of the Mustang, plus higher-performance and limited-edition models.

Performance is already strong, mind you, with 536bhp and a mighty 1121lb ft good for a limited top speed of 155mph and a 0-60sec time of 3.9sec.

So who will buy Charge’s creation? Much of the interest, perhaps unsurprisingly, has come from the US, where there’s a devoted following for the Mustang and buyers are more than likely to already own at least one petrol-engined example. There’s also demand from the UK, Europe and Asia.

Some collectors are keen and have already paid in full, says Roberts, stumping up the £350,000 plus taxes in one go. Others have secured build slots with a £50,000 deposit.

Of course, some of the cars have already been ordered in Highland Green, the colour of Frank Bullitt’s screen star.

Maybe that sums up the romance of Charge’s electrification of this 1960s classic: show off your wealth and concern for the environment at the same time as your enthusiasm for classic American metal. It could well be a winning combination. L

13 JULY 2022 AUTOCAR.CO.UK 55

BEAULIEU UNBOXED

Many of you will already have enjoyed browsing the National Motor Museum, but there are plenty more gems hidden away at the Hampshire estate. John Evans seeks them out PHOTOGRAPHY WILL WILLIAMS 56 AUTOCAR.CO.UK 13 JULY 2022

BEAULIEU BEHIND THE SCENES

The National Motor Museum is home to more than 280 cars

Museum curator Gail Stewart-Bye knows Beaulieu inside out

You can browse virtually any car brochure here ike an iceberg, the National Motor Museum at Beaulieu is much bigger than it appears. Beyond the generously stocked exhibition halls is the less familiar National Motor Museum Trust Collections Centre, a repository of valuable motoring objects, books, films and photos designated by Arts Council England as of outstanding national and international significance.

Elsewhere, tucked away behind the main museum, is the workshop where the cars are maintained.

To fully appreciate the importance of the National Motor Museum to the nation, both are worth visiting.

L

That’s easy at the Collections Centre, which hosts group and individual visits by appointment.

Visits to the workshop are harder to arrange, but if you have a doddery old motor, they will happily fix it (hourly rates are extremely competitive and the mechanics are genuine experts) while you sneak admiring glances at the oily lathes, enamelling oven and sundry classics in mid-fettle.

In fact, there’s no better time to visit these less familiar corners of Beaulieu than now, the museum’s 50th anniversary.

The National Motor Museum was opened on 4 July 1972 by its founder, Baron Edward Montagu of Beaulieu.

As passionate about motoring as his

father John, the driving force behind the 1903 Motor Car Act that raised the speed limit to 20mph and the first Brit to enter a continental motor race, Edward first began displaying cars in the hallway of the family home in the grounds of Beaulieu in 1952.

In 1956, he opened the Montagu Motor Museum to house what had become a much larger collection.

In the 1960s, it drew more than 10 million visitors, prompting Edward to start a charitable trust to protect both the cars and the mountain of books, photos and artefacts that had been accumulated. This stirred the interest of industry and individuals and ultimately led to the creation of the National Motor Museum.

While celebrating the past, the museum team is focused on securing the future by revealing more of the treasures in the Collections Centre.

“It’s vital the public see more of what we have,” says Jon Murden, CEO of the National Motor Museum Trust, whose personal collection of classic cars includes a 1957 Hillman Minx, a 1977 MG Midget and a 1978 Austin Allegro. “Our plan is to improve the Collections Centre’s physical structure to make better use of its spaces, to improve public engagement and thereby attract the funding we need for the future.”

On the day that I visit, Beaulieu is looking its best, with the sun beating down on the well-tended lawns, the ◊

13 JULY 2022 AUTOCAR.CO.UK 57

B E AU L I E U

BY N U M B E R S

1.9 million 300 metres 5000 1000 1000 14,000 70,000 Number of items in the Collections Centre

Total length of the archive shelving

Number of model cars

Number of prints, posters and paintings

Number of car badges

Number of books

Number of car sales brochures

The attraction of❝ everything here is the social context. Motoring impacts every part of our lives

❞ ∆ vintage bus doing a good trade and a steady stream of visitors heading for the museum. So it’s a surprise to be ushered into the Collections Centre and, apart from my hosts, find myself alone.

It being an appointment-only place explains that but, as I’m about to discover, those visitors eagerly beating a path are missing another treat.

With collections director Andrea Bishop leading the way, the first stop on my tour is the Objects Store. It’s home to at least 50,000 motoring items of every conceivable type, including road signs, travel trunks, scarves, 800 costumes (including petrol attendant and chauffeur uniforms), engines, pedal cars, petrol cans… Amazingly, in one corner and

58 AUTOCAR.CO.UK 13 JULY 2022

still in their original wooden crates are the tyres from Bluebird, which broke the land speed record in 1964.

Among all of this, the occasional curio catches my eye, including a magnificently over-engineered car vacuum cleaner that looks like a missile and an early road sign with oversized reflectors that the weak headlights of the time could pick out.

“You can choose any motoring subject and we have an object that represents it,” says Gail Stewart-Bye, who looks after it all. “For me, the attraction of everything here is its social context. Motoring impacts every part of our lives, and it’s represented in some shape or form.”

Guided tours are welcome and individuals with specific research requests can be accommodated, but

the plan is to make more of what’s here visible to more visitors. Recruiting extra volunteers and repurposing space in the centre (and there’s lots of it) will help.

I’ve only scratched the surface, but now Bishop spirits me away to the photo collection: 1.4 million negatives, slides and prints spanning the dawn of motoring to the present day.

Research and enquiries officer Patrick Collins has extracted some albums and images from the drawers and hanging files. One particularly splendid album is dedicated to the Automobile Club’s 1000-mile trial of 1900, the aim of which was to promote motoring to the public.

The album itself has been expertly

BEAULIEU BEHIND THE SCENES I N T H E B E AU L I E U W O R K S H O P Helping to keep the nation’s most important cars and motorcycles on the road isn’t an exaggeration where the workshop at the National Motor Museum is concerned. The dedicated mechanics and engineers – led

by Doug Hill, chief engineer with more than 45 years’ service, who is ably supported by colleague Ian Stanfield, senior engineer with 44 years under his belt – are responsible for ensuring the museum’s 285 historic vehicles are in good running order.

One of their most notable recent achievements has been restoring the famous 1920 Sunbeam 350HP land speed record car to rude health.

Rebuilding its complex 18.3-litre V12 engine took the team several years.

The car’s most recent appearance was at Brooklands on the 100th anniversary of its first land speed record of 133.75mph, achieved at the

Enquiries officer Patrick Collins (left) presents his documents conserved and the photos inside are as fresh as the day they were taken.

Collins is especially fond of the Goldie Gardner collection, which he shows me next. The war hero was a serial record-breaker in his Magic Midget, and his personal collection of competition photos is held here.

Blueprints are also held. Collins shows me one for the Irving-Napier Golden Arrow, Sir Henry Segrave’s land speed record car of 1929. Drawn on linen, it’s in immaculate condition.

Next, he proffers an early concept drawing of the Lotus Europa by Ron Hickman, car designer and inventor of the Black & Decker Workmate.

On it, Hickman had written that it would be powered by a Ford V8. In fact, it went into production with the 1.5-litre engine from the Renault 16.

same location. It’s present during my visit, being readied for a run at the Goodwood Festival of Speed.

Stanfield is also keen to show me the two 22.4-litre engines from another record-breaker, Sir Henry Segrave’s 1927 Sunbeam 1000HP, on display in the museum. They are each sitting in the workshop. When they first arrived, they were seized solid, but without workshop records, the team had to be careful during dismantling not to disturb the ignition

timing – a frequent problem.

That’s why only one engine, the front one, has been dismantled and refurbished. Once they have reassembled it, Stanfield will feel more confident about starting on the other.

No day is the same. From working on the Sunbeam engines one moment, the team might find themselves stripping down Graham Hill’s 1967 Lotus 49, fettling a steam car or completing a rare 1939 BSA M24 Gold Star bike.

Between times, they are maintaining the monorail and the vintage bus.

“There’s very little that we can’t do, although modern electrics are a bit of a mystery,” admits Stanfield.

Alongside museum cars, the workshop accepts private jobs. One is on the ramp. The owner of the 1914 Hudson just wants it to be reliable and a bit more up to date. He has chosen the right chaps for the job.

Ian Stanfield can fix anything short of a touchscreen

“Protecting these valuable items in an environmentally controlled space is our goal, but it will require a huge investment,” says Bishop. “We do what’s necessary and have excellent conservancy skills, but it’s vital that the collection is properly preserved.”

Our last stop is the Centre’s Motoring Reference Library, which is home to more than 300,000 books, handbooks, magazines, periodicals and sales brochures. It was founded in 1961, and the nucleus of it is John’s personal collection. This includes his magazine, The Car Illustrated, which he launched in 1902 as a kind of Tatler for well-heeled early adopters of the car.

Some covers were designed by his friend Charles Sykes, who designed the Spirit of Ecstasy for Rolls-Royce.

All of the library’s items are carefully curated by Carina Taylor and her team of nine volunteers.

“Everything is publicly available,” she explains. “We’re not a lending library, but everything can be viewed in the reading room.”

Her favourites are the thousands of brochures. Ironically, in this digital age, she’s finding it harder to collect material from new model launches.

“So much of it is in digital form,” she says. “We’re exploring ways to capture and present it more easily.”

All too soon, it’s time to leave – but not before I take a last glimpse of a complete BMC A-series engine from a Mini, displayed in a glass box. I wonder if they would notice if I took it. A glance from Bishop assures me that they would. L

GET IN TOUCH The motoring treasures seen at the National Motor Museum are the tip of a very large iceberg.

To discover the rest, the on-site Collections Centre can be visited by appointment, Monday to Friday.

Visit nationalmotormuseum.org. uk or telephone 01590 614650 to arrange a guided tour.

The Motoring Reference Library’s reading room is open to those who make an appointment from Tuesday to Friday. If you have a specific enquiry, try the trust’s Motoring Research Service. For both, visit nationalmotormuseum. org.uk or telephone 01590 614652.

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YO U R V I E WS WRITE TO

autocar@haymarket.com Ask Hevra

LETTER OF THE WEEK

There could be a way for Dominic Waller to repair his Zoe for a lot less than the £5000 that his Renault dealer has quoted (15 June).

A few months ago, I was browsing through YouTube and came across the Hybrid and Electric Vehicle Repair Alliance (Hevra), which has helped EV drivers who have been told they need a new battery when all that was required was a part of a power-electrics module.

I made a note of it in case I go electric, although I’m inclined to follow McLaren in waiting for solidstate batteries to make an appearance and possibly render all existing EVs obsolete and of little value.

Mazda needed ’box fix after 35k miles

Mike Kenney London

Profit and loss

I sympathise with Dominic Waller, who faces a repair bill that could write off his 35,000-mile car.

I’ve been involved in the motor trade for many years. The complexity of modern cars with huge levels of sensitive equipment inevitably leads to unreliability.

The killer is that the expensive and often unique kit required to repair it is made pricier due to the profits demanded by the manufacturer.

I don’t have data, but I’m convinced manufacturers make more money from parts over the life of a car than they do when originally selling it.

Relatively common component failures often result in repair estimates into the thousands.

I suspect that some manufacturers would actually like these cars to be written off so that there’s space in the market for new cars to fill.

Moreover, the greenwashing bull on the website of BMW, for example, doesn’t comment on reuse of parts removed after dismantlement.

Many expensive electronically controlled components are coded to a car and can’t be recoded for reuse.

This behaviour is putting the brakes on Bangernomics.

Kevin Bird Via email

Could some of these have been saved?

60 AUTOCAR.CO.UK 13 JULY 2022

Hypermiling a supercar

WIN

Letter of the week wins this ValetPRO exterior protection and maintenance kit worth £48

Into my eighth decade, I find myself the very fortunate owner of a McLaren 720S. Conscious that it’s almost impossible to enjoy its performance on public roads, I’ve been doing many track days since I bought the car 21 months ago. At Goodwood a couple of weeks ago, I was lucky to get more than 5mpg on track, so when coming home, I thought I would see what was possible on the road and was impressed to see an average of 31mpg when I parked up 120 miles later.

This week, I had a couple of days at Trac Môn, Anglesey, and wondered if I could possibly improve on that. When I stopped for lunch at Weedon Bec in Northamptonshire 200 miles later, the trip computer showed 35.3mpg.

This Ricardo 4.0-litre V8 is an amazing engine, isn’t it? In a perverse way, it seems I’ve found a way of exploiting the McLaren’s performance on the road!

PS. Apologies to other drivers on the M6 on a recent Wednesday morning who couldn’t understand why someone with a McLaren would be cruising with the HGVs… Andy Shepherd Via email

Ford probe

I was interested to read the letter from Terence Larkin (1 June) on the subject of dealers’ communication regarding new car lead times.

When Ford released the updated Fiesta, I decided to order one, using the dealer that I’ve been going to for several years and has always provided excellent service.

I realise that the global shortage of semiconductors is having a bad effect on deliveries. However, despite my order being placed three months ago, Ford still seems to have no idea when I shall get the car, and the dealer remains in the dark.

I would have thought that such a large company as Ford would be more organised and be better able to manage its resources. It would seem that it doesn’t want to sell new cars.

I’ve no idea when I might get my new car, but I live in hope.

Graham Soal Maidenhead, Berkshire

Ford has severely restricted production of the Fiesta and Focus in recent times, prioritising more profitable cars for its limited supply of semiconductors – KC

Thrown out of gear

In 2016, I traded in my Mazda for my current Mazda 2. I have a service plan

with my local dealership and any work has been completed there.

When my car was five years and seven months old, it started to make a clicking noise on the front passenger side, so I took it to my dealership.

After their investigation, I was given a bill of £1842 (money I’ve had to borrow from my dad) for replacing the synchromeshes in gears one and two, which I was told were worn.

This confused me, so I discussed it with some mechanics who my dad knows, and they were confused too.

In all my years of driving, I’ve never had any gearbox or clutch problems, and I fail to understand how a gearbox can need repairing after just five years and 35,000 miles.

Mazda refused to help financially, saying its limit for a goodwill gesture is five years and 100,000 miles.

I’m disgusted by Mazda. I’ll never again recommend or drive its cars.

Nicki Griffiths Via email

Mazda said: “All Mazda cars come with a three-year warranty. After this period, customers are able to purchase an extended warranty for additional peace of mind. If a car is more than three years old with no active extended warranty in place, there isn’t any financial assistance applicable. In this case, the car was also outside of the application of goodwill matrix.”

LETTERS

Sticky situation

One of the door handles on my 2010 BMW X5 recently became sticky, like chewing gum. I felt it had to be a manufacturing fault, but BMW wanted £400 to replace it. I typed ‘BMW X5 sticky handle’ into Google and was amazed by what came up: hundreds of people are replacing these sticky handles. China has jumped onto this, churning out vast numbers of aftermarket replacement handles (for £9 rather than £400).

I pointed this out to BMW Customer Service, but they said it’s just due to wear and so they wouldn’t contribute to a replacement. I asked for this response in writing, to which they agreed, but I never got anything.

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 2 0 J U LY

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F E AT U R E

John Greenaway Via email

Reassurance sought

Autocar has rightly brought many of the issues surrounding the 2030 ban on new ICE vehicle sales to the fore.

There has been less coverage of the post-2030 continuation of filling stations dispensing reliable supplies of petrol and diesel. Millions of ICE cars will continue to be bought, sold and used for many years following the cut-off, and with the major oil firms already investing big in alternative fuelling, have they taken steps to reassure us of continuing supplies?

Will they now confirm that petrol and diesel will be readily available on an ongoing basis from sufficient numbers of filling stations that are within reasonable distances, given the vast numbers of ICE vehicle owners who will still rely on them to provide fuel at affordable cost?

This would give the reassurance needed for them and importantly the many enthusiasts who keep classic cars in excellent condition for us all to enjoy into the future.

If operating petrol and diesel filling stations becomes uneconomic, what firm and future-proof answers do the oil companies have to offer?

Francis Samuels East Renfrewshire

The oil giants are now talking about going green and installing chargers, but they also still invest in fossil fuels.

It’s difficult to imagine they will stop selling them until forced to do so – KC

Ferrari Roma road trip Stunning V8 coupé is the latest in a long line of searing GTs from Maranello. We put it to the test on a 1000-mile European tour FIRST DRIVE

The original car magazine, published since 1895 ‘in the interests of the mechanically propelled road carriage’

F E AT U R E

EDITORIAL CONTRIBUTORS European editor Greg Kable Business correspondent Nick Gibbs Used car correspondent James Ruppert Senior contributing writer Andrew Frankel Senior contributing editor Richard Bremner Contributing editor Mike Duff Motorsport editor Damien Smith Senior consulting editor Tom Evans Special correspondents James Attwood, Mauro Calo, Jesse Crosse, James Disdale, John Evans, Colin Goodwin, Hilton Holloway, Simon Hucknall, Julian Rendell, Richard Webber Special contributors John Bradshaw, Alastair Clements, Kiall Garrett, Giles Harper, Peter Liddiard, Allan Muir, Sam Phillips, Will Williams, Oliver Young MEDIA ENQUIRIES Tel +44 (0)20 8541 3434 Contact Martin Saarinen (martin@performancecomms.com) SUBSCRIPTIONS Tel 0344 848 8816 Overseas +44 (0)1604 251450 Email subscriptions.team@haymarket.com

Porsche 911 Sport Classic

Lost in time

City-centre dealers Retro looks and Turbo were once a haven innards add up to one for car spotters, but truly covetable 911 where are they now?

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Graham’s dealer doesn’t know when his Fiesta will be built

Porsche Cayenne Turbo GT

Cupra Born

Super-SUV sceptic? A 631bhp V8 and a GT chassis might sway you

Can feisty electric hot hatch bring a little flair to our daily commute?

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CONTENTS SUBJECT TO CHANGE

MANAGEMENT Managing director Rachael Prasher Marketing director Darren Pitt Publishing and events executive Lydia Banton

Date: 11.Aug 2021 09:23:42

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ON THIS47DAY IN 19

Italian carrozzerie get going again AS ITALY STROVE to get back on its feet after the war, we visited its biggest car makers – Alfa Romeo, Fiat and Lancia – and were pleased to find them doing well. What of its coachbuilders, though? We headed to Farina and Pinin Farina in Turin and Touring in Milan to find out.

“Pinin Farina has a modern factory laid out on a miniature production line basis,” we said. “At

one end, prototype bodies are built up in wood from full-size drawings and from which jigs are then set up for production in small series.

“The next process is body welding, riveting and general assembly on the chassis supplied by manufacturers, the trimming of upholstery coming last.

“The body frames are usually built up from light steel pressings

of varying sections. Aluminium body panels are then laid over this.

“A very similar method of steel frame and aluminium body panels is used by the other Farina firm.

“Touring, however, lays special emphasis on saving weight. The frame is all-metal, but it’s entirely built up from welded tubes of quite small section, easily lifted with one hand but complex in pattern.

“In general, design is often experimental. I doubt any of these firms have used the wind tunnel.

Streamlining is done by eye.”

The Farina firms built 30-50 cars a month, from 1500-2000 pre-war.

We concluded: “Italy is controlled by us and the US through supply of materials. Nonetheless, in matters of style, she’s well worth watching.”

KRIS CULMER

MOTORSPORT

Playboy’s convertible

Cambridgeshire airfield attracts 15,000 for day of racing What links Goodwood, Silverstone, Snetterton and Thruxton? Each started as a wartime RAF airfield. Others were used but didn’t become permanent, most notably Gransden Lodge, which held the first post-war race on 15 June 1946.

A year on, this five-turn track near Cambridge heard racing’s roar once more.

The first race, for unblown sports cars, was a trifle messy, as several came a cropper – and then the winning Delahaye was disqualified for lacking an entry.

The following race for 500cc cars was a fiasco, as by the end of the second lap only two cars were left – and soon there was just a Cooper left to cruise home.

The two five-lap all-comer handicaps that came next were much more like it: first, the three fighting fiercely up top were caught unawares by an Emeryson; and then there was a “great tussle” between an HRG and a Riley.

The big race of the day, though, was the 20-lap Gransden Trophy – £100 reward – with 20 starters.

“The pack rounded the hairpin in a scrapping, fighting mass” while an Alfa Romeo monoposto shot into a lead that it would hold throughout, the only drama thereafter being the runner-up Bugatti needing handpumping to cough past the flag.

Bren Gun Carriers for sport When raw materials were in limited supply and new cars were very hard to come by (sounds familiar), where would one find a suitable engine for powering a sporting special? Well, there was plenty of surplus military equipment left after the war, among it Bren Gun Carriers – small armoured vehicles with 3.9-litre Ford V8s. The only problem? How to get rid of the three-tonne hulk you were left with.

Microcars were all the rage in Europe in the post-war period, but can you believe there was also an American one? Playboy was founded by a Packard dealer who saw a gap in the market, but the convertible’s 25bhp four-pot and mere 3.9-metre length evidently didn’t appeal, even at just $985 (£10,500 today), as Playboy made only 97 before going under.

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O U R CA RS F E AT U R E D T H I S W E E K

AUDI Q4 E-TRON

FORD MUSTANG MACH-E

FORD PUMA ST

MERCEDES-BENZ S-CLASS

SKODA KODIAQ

VOLKSWAGEN ID 4 GTX

FORD PUMA ST Our performance-flavoured crossover departs with its head held high – and not just because of the elevated ride height FINAL REPORT

MILEAGE 3270

WHY WE R AN IT To learn if a sporty crossover can ever be as rewarding to own as a hot hatch

here was a brief moment, about two weeks before I said goodbye to the Puma ST, when I thought I’d finally worked out its purpose in life.

It was a grey Saturday morning and I had a couple of hours to kill (and petrol was running at a relatively piddling £1.78 per litre) so I’d taken the scenic route from my parents’ place in Kent to mine in London. It was a bit of a last blast for the Puma – Sport mode on, music off, serious driving face applied – and, as it turns out, a pretty revelatory one.

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Before getting back on the motorway, I pulled over and took a reflective walk around our lairy, rally-inspired, high-riding hot hatch.

I could feel the warmth from the brakes as I walked past each wheel, there was a faint smell of rubber and hot metal in the air, and away from the noise of the city, all I could hear was a pleasing pinging as the engine cooled itself back into shape.

Had I closed my eyes, I could have convinced myself I was standing next to any number of purpose-built sports cars after a shakedown. But I wasn’t, and had a boot full of clothes and shoes, a flask full of coffee in the centre console and 34mpg-plus showing on the readout – despite driving exuberantly. This, then, could be the last word in affordable,

Its pace and dynamics deliver on the promise made by its styling usable performance: engaging without being exhausting, practical without being boring and attractive without drawing too much attention.

Yes, I thought, I’ve cracked it. After all, with sporting options so limited at this circa-£30,000 price point, the lure of a decent load space, usable second row of seats and promising efficiency is simply too great to be ignored. And while I wouldn’t call the Puma ST rapid, it’s certainly deserving of all its performanceoriented design accoutrements, and it steers pretty sweetly, too.

Settled, then? Not quite. Because the question of the Puma ST’s desirability can be levelled at anything with sporting pretensions

that sits this high off the ground and accommodates five occupants: think Hyundai Kona N, Volkswagen T-Roc R, BMW X2 M35i and the like.

The truth is that – for all these cars’ individual strengths and undeniable appeal – there is always a smaller, lower-slung and betterestablished equivalent in each marque’s line-up that does the whole ‘everyday hooligan’ thing a touch more effectively. And in no case is that sibling rivalry more prevalent than with the Puma ST. Because, as we found when we put the two small fast Fords up against each other, the closely related Fiesta ST is in many respects the more

L OV E I T

TEST DATA

Gold wheels, and racing stripes, added to its visual presence

FORD PUMA ST GOLD EDITION MILEAGE 450 3270 PRICES List price new £32,595 List price now £32,540 Price as tested £33,195 OPTIONS Driver Assistance Pack £600 FUEL CONSUMPTION AND RANGE Claimed economy 42.8mpg Fuel tank 45 litres Test average 37.2mpg Test best 39.4mpg Test worst 32.6mpg Real-world range 368 miles TECH HIGHLIGHTS 0-62mph 6.7sec Top speed 137mph 3 cyls, 1497cc, turbo, petrol Engine Max power 197bhp at 6000rpm Max torque 236lb ft at 2500-3500rpm Gearbox 6-spd manual Boot 456 litres Wheels 19in, alloy Tyres 225/40 R19 Kerb weight 1283kg SERVICE AND RUNNING COSTS Contract hire rate £418.51 pcm CO2 155g/km Service costs None Other costs None Fuel costs £565.72 Running costs inc fuel £565.72 Cost per mile 20 pence Faults None DEPRECIATION At start At end

ST duel: Fiesta had the edge for driver appeal

Page found it a fun car to drive quickly, easy to drive slowly

STAGE PRESENCE I wasn’t sure at first, but I quickly learned to love the Gold Edition’s lairy looks.

FRUITY TONES Exhaust note is just naughty enough to sound convincing without inviting glares.

40

£32,540

It was a bit of a last blast for the Puma ST and, as it turns out, a pretty revelatory one ❞ SECOND OPINION I’ve enjoyed many a mile in the Fiesta ST, with its sublime handling but also firm ride, and plenty of road noise that, for me, has limited its appeal for doing longer journeys. So I expected similar from the Puma ST on a return drive to Manchester but was pleasantly surprised by how grown-up and long-legged it felt.

Less hot hatch, more GT. MT

enjoyable of the pair to punt down a clear stretch of winding Tarmac.

There are utility issues to consider: the smaller car’s capacity for load lugging and family conveyance is vastly reduced, for example, and that stretch of Tarmac had better be smooth for the sake of your coccyx, but you’d have to imagine anyone swayed by these black marks could be persuaded to sacrifice a bit of dynamic appeal and visual rowdiness and swap into a standard Fiesta or Puma – still agreeable driver’s cars, both.

Which prompts the question: who buys a Puma ST? Well, judging by

the number of times I’ve nodded and waved at fellow ‘owners’ over the past few months, a fair few people. Which shouldn’t come as a surprise. Jacking up a popular car and stretching the wheelbase seems a recipe almost guaranteed to succeed these days.

And that applies to hot hatchbacks as well, because if you can go roughly as fast in a straight line, get your knee down in corners and install the dog and the kids comfortably in the back, who’s to deny the enhanced appeal?

By this point, I’d been standing in this lay-by, attempting to resolve the Puma’s existential crisis for several minutes, when a current-shape Mazda MX-5 pulled in behind me so the owner could put the roof back up before driving towards a rapidly darkening sky. “Typical, isn’t it?” he shouted over. “First time I’ve had it out all year and we’re due a monsoon…”

Interesting, I think. There’s a car that’s similarly priced, roughly as potent and – on paper – just as quick, but crucially, it had been sitting in a garage or driveway for months while the owner awaited a glimmer of sun, and now he was going to drive straight home and lock it back up.

It’s not as if he could get much from

Value (£1000s)

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30

£16,000

20 10 0 New

1 year

2 years

3 years

4 years

PREVIOUS REPORTS 30 Mar, 6 Apr, 13 Apr, 20 Apr, 27 Apr, 18 May, 8 Jun, 15 Jun, 29 Jun

Homebase or Costco in that boot, and only a truly committed driver would take the rear-driven MX-5 to ten-tenths on greasy, wet roads.

So there was my epiphany handed to me on a plate: the Puma ST excels by virtue of its duality. Sure, you can let loose when the mood takes you – and have a barrel of laughs doing so – but when rain stops play or your parents need a wardrobe emptied, it’ll be on hand to dependably, frugally and comfortably get the job done. Fundamentally, it’s a formula that’s existed since Volkswagen – or Simca, depending on who you ask – invented the hot hatchback, only here it’s just that bit less compromised and more grown-up.

Or it would be, had we not specified the racing stripes and gold wheels.

But then where’s the fun in that?

FELIX PAGE

OWN ONE? SHARE YOUR EXPERIENCE felix.page@haymarket.com

CHEAP THRILLS Eco mode got a workout as the fuel crisis bit, highlighting the ST’s frugal side.

L OAT H E I T

SCREENING PROCESS Lethargic and simplistic touchscreen continues to be one of the Puma’s weaknesses.

LOOSEN UP Super-sharp steering and stiff springs could grate at the end of a long day.

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VOLKSWAGEN ID 4 GTX Rise of the robots? This car certainly seems to have a mind of its own at times MILEAGE 2133 WHY WE ’ R E RU N N I N G IT To see if the performance version of Volkswagen’s all-electric SUV lives up to the firm’s grand touring aspirations

here are some things about our Volkswagen ID 4 GTX that really make me think it’s alive.

For example, when I unlock it, its LED matrix headlights move around creepily like giant eyeballs.

And when I get out of it, it emits the trademark Volkswagen noise that almost makes it seem like the car is saying goodbye to its driver.

One way that technology has been used to good effect is when the built-in sat-nav works together with the interior ID Light function to point me in the right direction when I approach a junction.

It isn’t all perfect, though. As much as I would be all for a car version of Disney’s Baymax in real life, some

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LOVE IT ACCE LE R ATI O N With 295bhp, the GTX is fantastic at overtaking on the motorway, and acceleration from a standstill is instant but not jolting.

LOATHE IT R AD I O H E ADACH E It can be a pain to select the station I want to listen to as navigating the touchscreen isn’t straightforward.

The steering wheel’s touchpads aren’t much cop, either.

66 AUTOCAR.CO.UK 13 JULY 2022

ID 4 is closely related to ID 3. We know which we’d rather be parking of the ID 4’s systems are irritating at best. Of course, I’m talking about the advanced driver assistance systems (ADAS), which include lane keeping assistance, automatic emergency braking, swerve support and adaptive cruise control.

In fairness, the ACC is mostly very good, save for one strange quirk that I encounter frequently, but only ever on the M3 just before Thorpe Park.

The car will recognise that a bend is coming up ahead and then slow itself down to 50mph. This particular bend is nothing more than a slight curve in the motorway over a mile or so, for which you barely even need to turn the steering wheel. The drivers behind me must have been just as confused as I was when the ID 4 assertively reduced its speed from 70mph to 53mph without warning.

Another ADAS blemish is that it annoyingly doesn’t include blindspot monitoring on the car’s mirrors as standard, which it really should do at this price. The omission means it can

be difficult to see if any vehicles are overtaking (or undertaking) me on the motorway, given the length of the car and the A-pillar hampering visibility.

My main gripe, though, is with the lane keeping assistance. It may be effective on motorways, but on smaller roads you almost have to wrestle with it. Country roads are a particular chore, as the ID 4 will twitch and jerk, often confused as to whether I’m driving too close to the side of the road or too close to the centre of the lane.

The constant bonging and the “stay in the middle of the lane” and “take control of the steering wheel” messages appearing on the dashboard are frustrating when I’m not doing much wrong.

I wouldn’t quite call it a robot uprising, but it’s often curseinducing, especially when I have to yank the wheel to get back on the correct side of the road.

I am keen on the ID 4’s parking

assistance at least. This is quite assistance, a big car, and it certainly feels it when I’m driving down a tight country road or squirrelling multi-stor car park. around a multi-storey The reversing camera (included standard is clear and as standard) the automatic emergency braking saved my bacon in one particularly tight space.

All of this should be made much easier when I find time to fully test the Park Assist Plus system, which is also fitted at no extra cost. This uses data collected from the ‘swarm’ of similarly equipped cars out there to search for vacant spaces nearby and will then automatically slot you into one by controlling the steering, acceleration and braking. It can also help out if you muck up your reversing manoeuvre.

Some automated systems in modern cars are great, but others clearly need more fine-tuning.

Volkswagen plans to roll out its first self-driving technology in 2025, and will no doubt be busy perfecting these systems and far more advanced ones in the years ahead.

JACK WARRICK

TEST DATA VO LKSWAG E N I D 4 GT X Price £50,540 Price as tested £51,225 Faults None Expenses None Range 265 miles Economy 3.4mpkWh Last seen 6.7.22

OWN ONE? SHARE YOUR EXPERIENCE jack.warrick@haymarket.com

OUR CARS

FORD MUSTANG MACH-E Are you sitting comfortably? We’re most definitely not Audi Q4 E-tron Sportback MILEAGE 6512

LAST SEEN 29.6.22

Last time, I told you our Q4 was back with Audi, being looked at to see if its electrical issues (infotainment shutting down, speedo not working and safety systems showing faults) could be resolved. They couldn’t be replicated, nor could causes be found, and reader correspondence suggests this isn’t an isolated issue.

In the meantime, I’ve tried a Q4 in 50 spec – more on which next time. MT

“Hey, Siri. Give me directions to a chiropractor” MILEAGE 12,087 WHY WE ’ R E RU N N I N G IT To see if an SUV is worthy of the name and if it augurs well for Ford’s future

et me just get this out of the way so I can write about other things until I have to say goodbye: the Ford Mustang Mach-E’s ride is verging on terrible, to the point that it makes the car unpleasant to live with.

For a while, I thought it was the wrong side of that critical line, but with experience and by adjusting the settings, I’ve found a happier place.

The problem stems from a brittle set-up that I suspect was engineered in an effort to make a big SUV live up to the Mustang name. I’m not sure a Ford in my lifetime has been sold with so little suspension sophistication.

And while the firmness does lend it a pseudo-sporty edge, I soon get fed up with my head playing Buckaroo on a motorway run or dealing with the constant undamped pitter-patter of

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driving down an uneven road.

Part of the answer is selecting the Whisper driving mode. The suspension doesn’t adjust on the standard Mach-E (it does on the GT, which warrants its own entry in the book of terrible Ford set-ups), but this setting dampens the sharpness of the steering and throttle, and the result is that when the car bounces and thuds, your resultant movements don’t exaggerate the impacts.

I suspect, too, that familiarity will ease the issue. It may be a completely unscientific theory, but I do believe

LOVE IT L ARG E PR I NT The giant touchscreen looks like a gimmick, but its scale and font sizes suit my middle-aged eyes.

LOATHE IT GET A GRIP Swapping door handles for push buttons seems like a solution to a problem that didn’t exist.

that over time you subconsciously start compensating for a car’s quirks, bracing your body a bit more against wobbles, and changing your seating and steering position. I’ve done a few thousand miles in the Mach-E now, and the roads that once left me wondering what had gone wrong are now traversed in relative anonymity.

Rightly or wrongly, I can at least say that I’ve come to terms with this undoubted shortcoming, which is how I would explain why there appear to be many, presumably happy, Mach-E drivers on our roads.

The pity is that Ford went this way in the first place. Yes, it would have left it open to accusations of being like everyone else if it had copied the generally softer, lazier weightings of most of the opposition, but these traits suit the laid-back karma of driving an EV. The Kia EV6 and Hyundai Ioniq 5 have nailed it, their supremacy so clear that they are providing a halo effect for all future electrified products from the Korean brands.

In contrast, good though the Mach-E may be, these shortfalls mean questions about Ford’s electrified future remain.

JIM HOLDER

TEST DATA FO R D M USTAN G MACH - E STAN DAR D R AN G E RWD Price £42,530 Price as tested £42,530 Faults None Expenses None Range 185 miles Economy 2.1mpkWh Last seen 6.7.22

Tight handling compromises ride comfort; we see benefits of screen

OWN ONE? SHARE YOUR EXPERIENCE jim.holder@haymarket.com

Skoda Kodiaq MILEAGE 12,379

LAST SEEN 29.6.22

Four-wheel-drive Kodiaqs like mine get an off-road mode, which relaxes the ABS and stability control, primes the torque vectoring by braking to mimic a locking differential, activates the hill descent control and shows some auxiliary gauges in the infotainment. I rarely do more than park on a grassy verge, but it’s nice to know that tech is there. LL

Mercedes-Benz S-Class MILEAGE 5998

LAST SEEN 6.7.22

There are few drawbacks to living with a big Benz, but multi-storey car parks are one. My nemesis this time came in the Gatwick short-termer.

People worry about threading wide cars around these places, but in fact long ones are worse, as one now badly kerbed wheel attests.

It was, of course, entirely my fault, and I’m furious with myself. AF

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What to buy, where to buy it and how much to pay

USED CARS

AS GOOD AS NEW

BMW X7

Munich’s biggest and brashest is also one of its best – if you can afford it. Oliver Young reports

OUR TOP SPEC o big or go home is the X7’s mantra. The largest and most luxurious car that BMW makes, this gargantuan SUV is unapologetic in its identity. You certainly won’t blend in, then, but you will be cruising inside a plush paradise.

Allowing you to cruise is an engine range mainly comprising 3.0-litre petrol and diesel straight sixes.

Initially, there were 30d, 40i and quad-turbocharged M50d variants with 261bhp, 335bhp and 394bhp.

The diesels were replaced a few years after the X7’s 2019 release by the 40d with 335bhp. Meanwhile, the M50i took over from the M50d as the most powerful X7.

It has considerably more poke than its diesel predecessor, what with its 4.4-litre V8 putting out a

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BUYER BEWARE

Cabin is sublime, infotainment spot on 68 AUTOCAR.CO.UK 5 JANUARY 2022

M S PO RT hefty 523bhp. This Besides styling Virtually all used examples are affords a 0-60mph changes, the engine in this trim, although that’s no time of 4.7sec (it range has been bad thing. All X7s are generously does weigh in at revised, giving the equipped, M Sport adding sporty 2480kg, after all).

40i and 40d added touches and upgraded brakes.

The M50i power. The M50i has You can get it with any didn’t get the mild also been succeeded engine bar the M50d hybridisation that the by the M60i, which and M50i.

40i and 40d received in retains the 4.4-litre V8 2021 (not that it would turn but now with that 48V into a Toyota Prius if it did) and mild-hybrid system. so drinks like there’s no tomorrow, You should know which engine averaging 22.1mpg officially. That’s you want by now, so what about the the price of performance right there. trim level? Fortunately, there are On the other hand, the diesels only a few you need to ponder, and are fairly efficient (for such a luxothose are the base trim, M Sport barge of an SUV). The 40d averages and full M, which adds a limited36.2mpg, while the 30d that came slip differential on the rear axle before achieves 33.6mpg. to increase cornering traction.

It’s worth noting the recent 2022 Every X7 has air suspension, facelift, too, although few of those four-zone climate control and heated cars have hit the used market. seats both front and rear.

D R I V E R - A N D PA S S E N G E R S I D E H E A D A I R B AG S This recall cites the possibility of both the driver-side and passenger-side head airbags having been twisted during installation, meaning the airbags will need to be checked and if necessary reworked. Contact a BMW dealer if you believe your X7 is involved in this recall.

B AT T E RY C A B L E S O N T H E 4 8 V S TA R T E R - G E N E R AT O R A total of 388 examples are said to have had their battery cables on the 48V starter-generator not secured properly during production. Visit a dealer and a BMW technician will check the screw connection of the 48V positive/negative battery cables on the starter-generator and resolve the issue if necessary.

USED CARS

James Ruppert KICKING TYRES

Sandero hasn’t done well at first MOT, but we’d still take a punt round this time of the year, I participate in one of those Freedom of Information request investigations, focusing on data from MOT testing centres around the UK. The stats reveal which models failed their first MOT test (so long as more than 2000 cars were tested).

These are then arranged into lists of those that are the least and the most likely to damage your wallet. Let’s concentrate on the relegation end, because these could quite possibly be the used cars that you should avoid.

In at number 10 this year is the darling of Billy Basic buyers, the Dacia Sandero. Out of 11,135 tested, 21.1% failed. You can, though, go and get a tidy 900cc TCe Laureate from 2013 with 98,000 miles and nine months of MOT remaining for just £3395. The tiddly engine will do a solid 55mpg, and because it’s at an AA-approved dealer, push for a fresh ticket. Inevitably, it’s white, but significantly it has a full history.

Next up is the funky Vauxhall Adam. Who could possibly neglect one of these cuties? Well, 976 failed first time, at a rate of 21.3%. Never mind, because an immaculate 2015 1.4 Slam with 82,000 miles is yours for £5489, being well equipped and having five caring previous owners.

At number eight is the Ford C-Max, just beating the Volkswagen Tiguan.

This SUV can rack up the miles; I saw a facelifted 2011 2.0 TDI Sport with 126,000 of them on sale for £4490.

Another Volkswagen comes next: the Passat, a regular high-mileage hero. It was easy to find a 2013 1.6 TDI Bluemotion saloon with two previous owners and 195,000 miles, rightly described as “stunning”.

Decent value at £2490, I reckon.

In fifth comes the Renault Clio. A long-MOT 2002 1.2 Expression with 100,000 miles is £650, proving that bangers with decent tickets still exist.

A

Although the X7 feels its size (it’s more than 16 feet long and six feet wide) on the road, you can get all-wheel steering if you find an example fitted with the Executive Drive Pro option package. This will especially help in town centres, although the X7 feels most at home when out on the open road.

The standard air suspension does a fine job of soaking up whatever the road throws at it, and it even gives the sumptuous Audi Q7 a run for its money on the motorway.

Overall, then, the X7 is pleasant and relaxing to drive.

This is aided by an interior that you will never want to leave. Every surface you look at or touch exudes quality and craftsmanship, lending the cabin a truly upmarket ambience.

Infotainment is something of an X7 speciality, thanks to BMW’s excellent iDrive system. It can be operated through an extremely responsive 12.3in touchscreen, the intuitive rotary dial controller or even a voice-control system.

At the time of its release, the X7 began at £72,155. Second-hand prices now start from around £61,000 and rise to £68,000 for the M50d and £80,000 for the M50i.

Nearly new 40i and 40d examples can surpass £80,000 and even go beyond £90,000.

NE ED TO KN OW The X7 matches the Audi Q7 and Mercedes-Benz GLS in getting a third row of seating as standard, and it’s seriously roomy – far more so than that of the Q7 or the Land Rover Discovery. Even two sixfooters will fit comfortably enough.

Boot space is 326 litres with seven seats, 750 litres with the third row folded and 2120 litres with the second row also flat.

In What Car?’s latest Reliability Survey, BMW ranked 13th out of 30 brands with a strong 94.7% rating.

30d The most affordable OUR PICK diesel won’t drain your wallet at the pumps (like the petrols can) and it has enough punch to satisfy. In fact, 0-60mph takes a respectable 7.0sec and it will go on to a top speed of 147mph.

M50i Why not double down on the X7’s mantra and get it with the biggest, most powerful engine? Just be aware that you will need deep pockets to buy and run one of these V8 monsters.

WILD CAR D

❝

The trouble here is owners neglecting the small details, like regular maintenance ❞

The defining vehicle type at the bottom end of the chart is the people shifter, so what the bottom 10 tells us is that good old-fashioned MPVs are the hardest-working vehicles in Britain. Whether it’s taxi business or simply moving families around, a Volkswagen Touran (fourth), a Volkswagen Sharan (third), a Vauxhall Zafira (second) or a Ford Galaxy (first) is probably doing it.

Are these inherently unreliable?

Actually, the trouble here is owners neglecting the small details, like regular maintenance.

Next week, I will look at the 10 best third-birthday MOT models.

READER’S CORNER The beauty of Bangernomics is you can spend the money that you save on your everyday car on something fun. Richard tells me he has “gone a bit Lotus 6”. Actually, he has bought a rather wonderful Tiger recreation, which he describes “as back to basics at its best”.

13 JULY 2022 AUTOCAR.CO.UK 69

CU LT H E RO

TOYOTA MR2 (Mk3)

ANYTHING THE MX-5 CAN DO…

The MR2 deserves more credit in the cheap roadster market, says Mark Pearson f you’re after a bit of inexpensive fun and you’re looking for an open-top, two-seat sports car of decent swervability and reasonable affordability, your thoughts might immediately gravitate towards a used Mazda MX-5 of some sort, but may I introduce you instead to the third-generation Toyota MR2?

This little jewel ran from 2000 to 2006 and can now be bought for peanuts, and while it shares much in common with the iconic Mazda, such as the wind-in-the-hair pleasure and the promise of at least decent longterm reliability, it differs by having its engine mounted amidships, just as its two predecessors did.

I

70 AUTOCAR.CO.UK 13 JULY 2022

Oh yes, those predecessors. You see, it was in 1985 when Toyota first offered an MR2, a mid-engined, twoseat, rear-wheel-drive, T-bar-roofed bundle of fun, heavily influenced by the delightful Fiat X1/9. In 1990, it was replaced by the Mk2, which was larger, more rounded in its styling, heavier and, certainly in its earlier versions, a little less sharp to drive.

The Mk3 was a very different beast from the first two iterations, though.

It was smaller and lighter and, for

the first time, fully convertible, with a roof that was wonderfully quick and easy to lower or erect from the cabin. It weighed just 975kg, which was lighter than the original, and powered by a revvy, all-alloy, dual-overheadcam 138bhp 1.8-litre four-cylinder engine of crisp and responsive manners. Think performance in the order of 0-62mph in 7.9sec.

But the MR2 is about more than mere straight-line figures. It’s great

❝

Its handling is nimble, adjustable and a mid-engined blast, with sharp turn-in ❞

fun to drive, for starters, with light and quick power steering that makes parking easy and bends taken quickly a tactile delight.

Its handling is nimble, adjustable and a mid-engined blast: turn-in is sharp, the brakes are strong and there’s plenty of grip from its relatively slender tyres.

The rest of the car is equally delightful. It’s surprisingly comfortable, with a low-slung driving position and excellent allround visibility. The gearchange (a five-speed manual was standard on the earlier cars, while later, post2002 ones added a six-speeder and even the option of a trick sequential automatic) has a short throw and is slick in its operation.

USED CARS E H OW TO G ET O N IN YOU R GARAG E

An owner’s view

Plasticky and ’90s it may look, but it rarely goes wrong

CHEE- CHIU LEE “I loved my MR2 and still think it’s a fantastic car. To drive, it was like a mini Porsche 911. Like all sporty Toyotas and very like the Celica, it seemed to pivot around your hips.

I upgraded mine to the lower TRD suspension, which improved the handling and ride, although it could scrape its bottom if I was carrying a heavy passenger. Its straight-line pace was ideal for me to enjoy it without risking my licence. It was really frugal, too. I found it better on Yokohama tyres than Bridgestones.”

Buyer beware…

■ ENGINE The biggest issue is the pre-catalyser in the exhaust manifold perishing and the possibility of the ensuing debris entering the engine. Early signs are the lambda sensor warning light and any changes in the oil consumption.

Facelifted cars got revised piston rings, but the problem still occurs.

You can have safe and legal fun on a country road

■ E XHAUST The pre-cat may have been removed or a de-cat exhaust manifold fitted, but as long as the main catalyser is in place, it should pass the MOT test.

■ STEERING The front steering knuckle (where the column joins the rack) wears, causing a notchy action and less self-centring.

The power steering’s brush pack fails.

The rear track adjusting bolts can seize and snap, taking pricey Toyotaonly adjusting arms with them.

■ BRAKES The rear calipers and cables seize.

Cables are a five-hour job to replace, as the fuel tank has to come out.

WHAT WE SAID THEN 29 MARCH 2000

“This is an admittedly impractical but fine-handling two-seater. To drive, it’s terrific. The 138bhp 1.8-litre engine whizzes away merrily through all five of its gears, with the slick shift just adding to the sense of fun. It’s all topped off with excellent handling courtesy of the mid-engined layout. The only thing to watch out for is that it can catch out the unwary in the wet.

And as you’d expect from a car engineered so well, the hood is a masterpiece.”

All told, this is a bargain-bucket roadster that has a good reputation for reliability and will still put a huge smile on your face.

I think it looks great, too, like a sort of mini Porsche Spyder 550, even if others have derided it as a bit too push-me-pull-you. Whatever, it’s a real driver’s car, with near-perfect weight distribution, a Torsen

It’s fine for two people, but they need to pack light limited-slip differential and fuel economy of around 38mpg.

Downsides? It isn’t the most practical thing, with its tiny front boot full of spacesaver tyre and weeny, hard-to-get-to storage area behind the seats. There’s simply nowhere to stash your stuff. You could cram a few things into the spare wheel under the bonnet and some odds and ends in the cabin cubbies, but that’s your lot.

What goes wrong? Well, these are old cars now, so condition is king. Check out what our experts are saying on it and shop carefully, but what’s without doubt is that if you find a good one, you will be getting about the maximum bang for your buck that you can.

■ CHASSIS It’s generally quite sound, but the rear subframe rots, often going undetected behind a plastic cover.

Also worth knowing

With the bodywork, the positive thing to note is that the exterior panels bolt directly to the main shell, meaning they are relatively trouble-free to fix if damaged.

The hood has a simple unclip-andpush-back mechanism. It’s strong and durable, but check around the rear window, as they can crack if the hood hasn’t been folded down correctly. A wind blocker can be pulled up from behind the seats.

Be sure to check the drains for the hood, which exit through the side air vents, as these can get clogged up.

It’s worth clearing them every year.

In 2004, Toyota improved the body rigidity by adding crossmembers under the front. New braces for the rear bumper came in, as did new rear struts and floor-to-sill areas.

Improvements to the floorpan and tunnel further stiffened the body.

At the same time, Toyota changed the spring and damper rates to finetune the ride and handling and upped the rear wheel sizes from 15in to 16in.

How much to spend

£1600 - £1999 Early cars in mixed conditions. Some potentially decent buys, but be ready to spend to get them up to scratch. £2 0 0 0 - £3 9 9 9 Lots of better cars here, mostly tidy earlier models but also some facelifted ones with high mileages. £4000 - £4999 Lots of facelifted cars, mostly in good nick. Some strongly priced older ones. £5 0 0 0 A N D A B O V E Pre- and post-facelift cars with average mileage and good service history and in excellent condition.

■ SUSPENSION The dampers can fail, but because the car is so light, the springs disguise this. The bushes wear; replace them with polyurethane parts.

■ INTERIOR If it’s wet behind the seats, check that the drains at the hood’s rear are clear.

Ensure any hard top has a fitting kit.

■ WHEELS The aluminium is known to pit and corrode more easily than other alloys.

This not only makes the wheels look scruffy but also weakens them.

If they look corroded, budget for a refurbishment or a replacement set.

One we found

T OYO TA M R 2 , 2 0 03 , 72 , 0 0 0 M I L E S , £2 9 9 5 A lovely example with a relatively low mileage and a service history, sold by a reputable specialist with six months’ MOT. It has a black leather interior, untarnished metallic silver paint and options including air-con, a 10-CD autochanger and a bodykit.

13 JULY 2022 AUTOCAR.CO.UK 71

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For full reviews of every car listed here, visit our website, autocar.co.uk ECONOMY EXPLAINED Between the various figures produced on the old-style NEDC, transitional NEDC Correlated and new-style WLTP laboratory emissions and fuel economy tests, it has become tricky to compare manufacturers’ claimed efficiency on the latest new cars. When you see a fuel economy and CO2 figure reference elsewhere, it’s often without explanation.

So, to provide as fair and clear a basis for comparison as possible, you’ll only ever read WLTP combined fuel economy and CO2 figures in Autocar’s first drive reviews, features and comparison tests – and on these data pages.

Those are the aggregated results of four lab tests carried out across as many different cruising speed ranges – although they’re sometimes expressed as a range rather than as one specific figure to show the different results recorded by the heaviest and lightest available examples of the car in question (depending on optional equipment).

In road tests, you’ll also see our own independently produced real-world fuel economy test results for comparison with the lab test claims. We produce an average, track and touring figure for each car we test, as often as possible on a brim-to-brim test basis.

While ‘average’ represents the overall economy returned by a new car over a full road test and ‘track’ is relevant only to intensive performance testing (the length and conditions of which can vary slightly), ‘touring’ gives the best guide of the kind of economy you might see from a car at a steady 70mph motorway cruise.

We do real-world efficiency and range testing on electric cars, too, expressing the former in terms of miles per kilowatt hour, as manufacturers do increasingly widely by convention.

S TA R R AT I N G S E X P L A I N E D

CCCCC Inherently dangerous/unsafe. Tragically,

irredeemably flawed.

BCCCC Appalling. Massively significant failings.

ACCCC Very poor. Fails to meet any accepted

class boundaries.

ABCCC Poor. Within acceptable class AACCC AABCC AAACC AAABC AAAAC AAAAB AAAAA

boundaries in a few areas. Still not recommendable.

Off the pace. Below average in nearly all areas.

Acceptable. About average in key areas, but disappoints.

Competent. Above average in some areas, average in others. Outstanding in none.

Good. Competitive in key areas.

Very good. Very competitive in key areas, competitive in secondary respects.

Excellent. Near class-leading in key areas and in some ways outstanding.

Brilliant, unsurpassed. All but flawless.

Po

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(bh

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Stelvio 5dr SUV £45,249–£74,999

(M

C

(g/ O2

km

)

AAAAB

ABARTH

2.2 Turbo Diesel 190 2.2 Turbo Diesel 210 Q4 AWD 2.0 Turbo 200 Q4 AWD 2.0 Turbo 280 Q4 AWD 2.9 BiTurbo Quadrifoglio

187 207 197 276 503

130 134 134 143 197

7.6 6.6 7.2 5.7 3.8

45.6 42.8 30.1 30.4 24.6

ALPINA

B3/D3 4dr saloon/5dr estate £55,900–£67,950

1.0 30 TFSI 1.5 35 TFSI 2.0 40 TFSI quattro 2.0 S3 quattro 2.0 RS3 quattro 2.0 30 TDI 2.0 35 TDI AAAAA 2.0 40 TDI quattro

3.0 BiTurbo 3.0 D3S

462 355

186-188 3.8-3.9 168-170 4.6-4.8

25.9 37.2

247 199

177

140

A L FA R O M E O

Giulia 4dr saloon £38,599–£70,299

36.2-36.7 171

the AMG S-Classes. LxWxH 5250x1902x1491 Kerb weight 2060kg 4.4 V8 BiTurbo

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mp

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2 0/6

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AAAAC

130 144 154 155 155 130 142 155

599

205

4.2

24.4

264

10.6 8.7 7.0 4.8 3.8 10.1 8.5 6.8

50.4-51.4 47.9-50.4 39.2-40.9 35.3-36.2 31.4-31.7 62.8-64.2 58.9-67.3 48.7-51.4

124-128 127-134 157-165 178-181 202-205 114-119 111-127 145-152

AAAAC

High quality and competent but leaves the dynamic finesse to its rivals. LxWxH 4726x1842x1427 Kerb weight 1320kg 8.6 7.3 5.6 9.5 8.9 7.4 4.8

40.9-46.3 40.9-44.8 34.9-35.3 50.4-55.4 50.4-55.4 50.4-54.3 40.4-40.9

140-157 143-187 181-184 133-146 133-146 137-148 181-183

Huge power and impressive luxury credentials, but can’t justify the mundane to drive. LxWxH 4673x1846x1371 Kerb weight 1390kg hefty price jump. LxWxH 5151x2218x1797 Kerb weight 2655kg 2.0 35 TFSI 148 140 8.9 41.5-45.6 141-154 4.4 V8 BiTurbo

2.0 40 TFSI 187 150 7.2 2.0 45 TFSI quattro 242 155 4.8 ALPINE 2.9 V6 TFSI RS5 quattro 448 174 3.9 A110 2dr coupé £49,905–£59,995 AAAAA 2.0 35 TDI 163 162 8.2 A much, much greater car and achievement than the sum of its 2.0 40 TDI quattro 187 146 7.4 parts suggests. LxWxH 4180x1980x1252 Kerb weight 1080kg 3.0 V6 S5 TDI quattro 339 155 4.6 1.8 Turbo 248 155 4.5 39.2 162 1.8 Turbo S 288 162 4.4 38.7 163 A5 Sportback 5dr coupé £39,885–£90,675 621

180

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23.5

274

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A7 Sportback 5dr coupé £51,895–£119,335

(g/

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CO 2

AAABC

Easy on the eye and to live with, but let down by stolid dynamics.

LxWxH 4969x1908x1422 Kerb weight 1880kg 2.0 45 TFSI quattro 2.0 50 TFSIe quattro 3.0 55 TFSI quattro 4.0 RS7 quattro 2.0 40 TDI 2.0 40 TDI quattro 2.0 45 TDI quattro 3.0 50 TDI quattro 3.0 S7 TDI quattro

242 299 335 596 201 201 242 282 344

155 155 155 174 152 155 155 155 155

6.2 6.3 5.3 3.6 8.3 7.0 6.4 5.6 5.1

35.3-36.2 177-183 134.5-141.2 46-47 32.1-34.0 189-199 22.2-23.0 280-287 47.9-49.6 150-156 45.6-47.1 158-163 40.9-43.5 171-180 38.2-39.8 186-193 35.3-35.8 205-208

A8 4dr saloon £74,985–£114,190

AAAAC

Technical tour de force benefits from Audi’s knack of making very good limousines. LxWxH 5172x1945x1473 Kerb weight 1920kg 3.0 55 TFSI quattro 3.0 55 TFSI quattro LWB 3.0 60 TFSIe quattro 3.0 50 TDI quattro 3.0 50 TDI quattro LWB

335 335 449 282 282

155 155 155 155 155

5.6 5.7 4.9 5.9 5.9

28.2-29.4 217-228 28.2-29.1 219-228 100.9-113.0 57-64 38.7-40.9 180-192 38.2-40.4 182-193

E-tron 5dr SUV £61,275–£102,875 AAAAB AAAAC A rounded, uber-luxurious addition to the premium EV niche.

Classy and demure estate lacks the dynamic sparkle of rivals.

LxWxH 4725x1842x1434 Kerb weight 1370kg

2.0 35 TFSI 148 136 8.9 39.8-44.8 143-162 B8 Gran Coupé 4dr saloon £135,285 AAAAC 2.0 40 TFSI 187 148 7.5 39.8-43.5 147-162 Superbly rounded, but lacking some of the dynamism implied by its 2.0 45 TFSI quattro 242 155 6.0 33.6-34.4 187-191 looks. LxWxH 5090x1930x1430 Kerb weight 2140kg 3.0 V6 TFSI RS4 Avant 448 155 4.1 28.1-28.2 220-226 4.4 V8 BiTurbo 621 201 3.4 25.4 270 2.0 30 TDI 132 131 9.8 49.6-54.3 137-150 2.0 35 TDI 148 132 9.2 49.6-54.3 137-150 XD3 5dr SUV £68,400 AAAAC 2.0 40 TDI quattro 187 143-144 7.6-7.9 47.9-52.3 141-154 3.0 50 TDI Allroad quattro 282 155 5.3 38.2 194 Pleasant BMW SUV impressively enhanced with the usual Alpina toolkit. LxWxH 4732x1897x2015 Kerb weight 2015kg 3.0 S4 TDI quattro 342 155 4.9 39.2-39.8 186-189 3.0 BiTurbo 330 158 4.9 31.4 173 A5 2dr coupé £39,885–£90,675 AAAAC XB7 5dr SUV £134,300 AAAAC Refreshed coupé gets a sharper look and a refreshed interior. Still 41.5-47.1 34.9-38.8 29.1 51.4-55.4 50.4-54.3 39.2-40.4

141-154 180-184 220 133-144 135-146 184-188

LxWxH 4901x1935x1629 Kerb weight 2490kg 50 quattro 71kWh 55 quattro 95kWh S quattro 95kWh

308 403 503

118 124 130

6.8 5.4 4.5

190 237 223

E-tron Sportback 5dr SUV £63,075–£104,675

0 0 0 AAAAB

Quick and classy EV builds on the solid foundations of its more upright sibling. LxWxH 4901x1935x1616 Kerb weight 2480kg 50 quattro 71kWH 55 quattro 95kWh S quattro 95kWh

308 403 503

118 124 130

6.8 5.7 4.5

192 242 224

E-tron GT 4dr saloon £81,915–£135,355

0 0 0 AAAAB

Combines striking looks with a high-class interior and never feels short of pace. LxWxH 4989x2158x1396 Kerb weight 2276kg quattro 93kWh RS quattro 93kWh

528 646

152 155

4.1 3.3

296 283

Q2 5dr SUV £24,870–£47,400

0 0 AAAAC

Audi’s smallest SUV is a decent stepping stone from the A3 to the Q range. LxWxH 4191x1794x1508 Kerb weight 1205kg

1.0 30 TFSI 114 122 10.3 44.8-47.1 135-143 1.5 35 TFSI 148 131 8.5 42.2-44.8 142-151 AAAAC 2.0 40 TFSI quattro 187 141 6.5 34.0-34.9 184-187 Refined, good-looking four-door coupé is sadly short on charm and 2.0 SQ2 TFSI 298 155 4.8 32.8-33.2 192-195 ARIEL finesse. LxWxH 4733x1843x1386 Kerb weight 1425kg 2.0 30 TDI 114 125 9.9 58.9-60.1 124-129 Atom 0dr open £40,669 AAAAB 2.0 35 TFSI 148 139 9.1 40.9-44.8 144-158 2.0 35 TDI quattro 148 131 8.1 45.6-47.9 155-163 Simple, purist concept remains but everything else has changed… 2.0 40 TFSI 187 150 7.5 40.9-44.8 143-158 for the better. LxWxH 3520x1880x1122 Kerb weight 595kg 2.0 45 TFSI quattro 242 155 5.8 34.4-35.3 183-187 Q3 5dr SUV £31,265–£63,850 AAABC 2.0 turbo 320 162 2.8 NA NA 2.9 V6 TFSI RS5 quattro 448 174 3.9 28.5-28.8 222-224 Typically refined and competent but feels more like an A3 than an 2.0 35 TDI 148 135 9.1 50.4-54.3 135-147 Audi SUV. LxWxH 4388x1831x1608 Kerb weight 1385kg Nomad 0dr open £37,549 AAAAA 2.0 40 TDI quattro 187 146 7.6 49.6-54.3 137-149 1.5 35 TFSI 148 128-131 9.2-9.6 38.7-42.2 153-166 Well inside the top 10 list of our favourite cars. A revelation and a 3.0 S5 TDI quattro 345 155 4.9 39.8-40.4 183-187 2.0 40 TFSI quattro 187 136 7.4 31.0-32.5 197-207 riot to drive. LxWxH 3215x1850x1425 Kerb weight 670kg 2.0 45 TFSI quattro 243 147 5.8 31.0-31.7 201-205 2.4 K24 i-VTEC 235 125 3.4 NA NA A5 Cabriolet 2dr open £44,010–£65,625 AAAAC 2.0 45 TFSIe 242 130 7.3 141.2 44-45 More practical than smaller options. Lower-powered, steel-sprung 2.5 RS Q3 quattro 396 155 4.5 27.7-28.8 222-230 ASTON MARTIN trim is best. LxWxH 4673x1846x1383 Kerb weight 1600kg 2.0 35 TDI 148 128 9.2 47.9-49.6 150-154 Vantage 2dr coupé/2dr open £117,150–£152,900 AAAAB 2.0 35 TFSI 150 136 9.8 38.7-40.4 160-165 2.0 35 TDI quattro 148 131 9.3 39.2-40.9 182-188 The faster, cleverer, more hardcore entry-level Aston tops its 2.0 40 TFSI 187 150 7.9 38.7-40.4 160-165 2.0 40 TDI quattro 188 137 8.0 37.7-40.4 84-195 class. LxWxH 4465x1942x1273 Kerb weight 1630kg 2.0 45 TFSI quattro 242 155 6.5 32.8-33.2 192-196 4.0 V8 503 190-195 3.6-3.8 25.7 276 2.0 40 TDI quattro 187 145 8.0 47.1-48.7 152-157 Q3 Sportback 5dr SUV £34,065–£65,000 AAABC 4.0 V8 F1 Edition 527 195 3.6 24.3 264 A more sporting take on the compact SUV, with similarly stable A6 4dr saloon £39,950–£80,365 AAAAC handling. LxWxH 4500x1856x1567 Kerb weight 1460kg DB11 2dr coupé/2dr open £152,865–£168,500 AAAAA Supremely well constructed but a bit soulless to drive. A smart 1.5 35 TFSI 148 126 9.6 39.2-41.5 154-163 office on wheels. LxWxH 4939x1886x1457 Kerb weight 1645kg The stunning replacement for the already seductive DB9 is tyre2.0 40 TFSI quattro 188 136 7.4 30.7-32.1 199-208 shreddingly good. LxWxH 4739x2060x1279 Kerb weight 1875kg 2.0 40 TFSI 201 152 7.3 37.7-39.2 163-171 2.0 45 TFSI quattro 243 146 5.8 32.5-32.8 195-197 4.0 V8 503 187 4.0 25.1 254 2.0 45 TFSI quattro 242 155 6.0 35.3-37.2 172-182 2.0 45 TFSIe 242 130 7.3 141.2 44-45 5.2 V12 AMR 630 208 3.7 21.1 303 2.0 50 TFSIe quattro 299 155 6.2 217.3 31 2.5 RS Q3 quattro 396 155 4.5 27.7-28.5 223-231 3.0 55 TFSI quattro 335 155 5.1 32.8-34.9 184-196 2.0 35 TDI 148 126 9.3 48.7-51.4 14552 DBS 2dr coupé/open £241,100–£259,900 AAAAA 2.0 40 TDI 201 152 8.1 47.9-51.4 145-155 2.0 35 TDI quattro 148 126 9.3 40.4-44.8 166-183 Effortlessly fast, intoxicating to drive: the big Aston is better than 2.0 40 TDI quattro 201 153 7.6 45.6-47.9 155-163 2.0 40 TDI quattro 188 134 8.3 38.2-39.8 185-195 ever. LxWxH 4712x2146x1280 Kerb weight 1693kg 3.0 50 TDI quattro 282 155 5.5 38.7-40.4 183-191 5.2 V12 715 211 3.7 20.9 306 3.0 S6 TDI quattro 344 155 5.0 36.2 203-205 Q4 E-tron 5dr SUV £42,540–£66,860 AAABC

DBX 5dr SUV £160,300–£190,000

AAAAB

550 697

181 193

4.5 3.3

A3 Sportback 5dr hatch £25,010–£61,080

19.8 19.9

323 323

AAAAC

Bolder design and improved dynamics make the A3 stand out more than ever. LxWxH 4343x1816x1425 Kerb weight 1220kg

AAAAB 1.0 30 TFSI Handsome and special dynamically but lacks finesse and comes 1.5 35 TFSI as an auto only. LxWxH 4643x1860x1436 Kerb weight 1429kg 2.0 40 TFSI quattro 2.0 Turbo Petrol 200 197 146 6.6 36.2 176-184 2.0 40 TFSIe 2.0 Turbo Petrol 280 276 149 5.7 33.6 195 2.0 45 TFSIe 2.9 BiTurbo Quadrifoglio 503 191 3.9 28.5 230 2,0 S3 quattro 2.0 RS3 quattro 2.0 30 TDI 2.0 35 TDI 2.0 40 TDI quattro

72 AUTOCAR.CO.UK 13 JULY 2022

108 148 188 308 394 116 148 198

2.0 35 TFSI 148 139 B5/D5 4dr saloon/5dr estate £65,350–£97,500 AAAAC 2.0 40 TFSI 187 155 Is it the best alternative to an M5? Yes, at least from a practicality 2.0 45 TFSI quattro 242 155 viewpoint. LxWxH 4956x1868x1466 Kerb weight 2015kg 3.0 30 TDI 132 133 4.4 V8 BiTurbo 599 200-205 3.5-3.7 23.5 272 2.0 35 TDI 148 136 3.0 D5S 347 171 4.8 42.2 199 2.0 40 TDI quattro 187 146 3.0 S4 TDI 342 155 B7 4dr saloon £125,985 AAAAC A 7 Series with a power boost gives BMW a worthy challenger to A4 Avant 5dr estate £35,355–£85,690

AAABC 4.0 V8 4.0 V8 DBX 707

6.7

To

p ps

A4 4dr saloon £33,995–£59,180

Practical, pleasant and efficient – if not quite a superior premium AAAAC product. LxWxH 4588x2108x1632 Kerb weight 1890kg A capable and high-tech throwback that’s a timely reminder of 35 125k 168 99 9.0 201 0 what Audi does best. LxWxH 4939x1886x1467 Kerb weight 1710kg 40 150kW 201 99 8.5 307 0

A6 Avant 5dr estate £42,050–£115,680

2.0 40 TFSI 2.0 45 TFSI quattro 2.0 50 TFSIe quattro AU D I 1.4 T-jet 145 143 130 7.8 38.7-39.2 162-164 3.0 55 TFSI quattro 1.4 T-jet 165 162 135 7.3 37.7-38.2 161-166 A1 Sportback 5dr hatch £19,805–£32,895 AAABC 4.0 RS6 quattro 1.4 T-jet 180 Competizione 177 140 6.9 36.7 171 Quite pricey, but a rounded car with plenty of rational appeal.

2.0 40 TDI LxWxH 4029x1746x1418 Kerb weight 1105kg 1.4 T-jet 180 Essesse 177 140 6.7 36.7 171 2.0 40 TDI quattro 1.0 25 TFSI 94 118 10.8 48.7-50.4 128-133 3.0 50 TDI quattro 695 3dr hatch/2dr open £31,305 AAABC 1.0 30 TFSI 114 126 9.5 46.3-51.4 124-139 3.0 S6 TDI quattro A convincing track-day 500 with decent dynamic ability, but overly 1.5 35 TFSI 148 137 7.7 44.1-44.8 142-145 1.4 T-jet 180 Essesse

p)

A3 Saloon 4dr saloon £26,975–£62,080

159 168 206-209 208 261

Buchloe’s take on 3 Series makes a case for being all the car you could ever need. LxWxH 4620x1811x1430 Kerb weight 1865kg

The Fiat 500’s Abarth makeover makes it a true pocket rocket.

LxWxH 3657x1627x1485 Kerb weight 1070kg

firm ride spoils it. LxWxH 3657x1627x1485 Kerb weight 1045kg

(bh

Alfa’s first SUV is a solid effort. Choosing the petrol version gives it Undercuts the case to own an A4. Upmarket interior and good to charisma. LxWxH 4687x1903x1671 Kerb weight 1604kg drive. LxWxH 4495x1984x1425 Kerb weight 1225kg

Doesn’t try to be the biggest, fastest SUV, and may be all the more appealing for it. LxWxH 5039x1998x1680 Kerb weight 2245kg

595 3dr hatch/2dr open £18,295–£29,745

Po

r we

108 148 188 201 242 308 398 113 148 198

127 139 150 141 144 155 155 128 142 151

10.6 8.7 6.9 7.6 6.8 4.8 3.8 10.1 8.3-8.5 6.8

48.7-51.4 46.3-50.4 38.7-40.4 235.4 235.4 34.4-34.9 31.0-31.4 61.4-64.2 56.5-62.8 47.9-50.4

125-132 128-138 159-166 29 29 183-186 205-207 115-122 112-130 148-155

201 242 299 335 596 201 201 282 344

149 155 155 155 174 149 150 155 155

7.5 6.2 6.3 5.3 3.6 8.3 7.8 5.7 5.1

36.2-38.2 34-36.2 217.3 31.7-34.0 21.9-22.6 45.6-49.6 44.1-46.3 38.2-39.8 35.3

168-178 177-189 31 189-201 283-294 150-162 159-167 187-195 209

50 quattro 220kW

296

111

6.2

298

Q4 E-tron Sportback 5dr SUV £44,040–£68,360

0 AAABC

Fastback variant of Audi’s mainstream electric SUV is agile and terrifically refined. LxWxH 4588x2108x1614 Kerb weight 1895kg 35 125kW 40 150kW 50 quattro 220kW

168 201 296

99 99 111

9.0 8.5 6.2

Q5 5dr SUV £45,445–£74,070

211 318 302

0 0 0 AAAAC

Appealing combination of Audi allure, affordable SUV practicality and attractiveness. LxWxH 4663x1893x1659 Kerb weight 1720kg 2.0 45 TFSI quattro 2.0 50 TFSIe quattro 2.0 55 TFSIe quattro 2.0 40 TDI quattro 3.0 SQ5 TDI quattro

242 249 363 187 344

147 148 148 136 155

6.4 6.1 5.3 8.1 5.1

Q5 Sportback 5dr SUV £47,895–£76,520

31.0-33.6 128.4 108.6 41.5-44.8 32.8-34.4

191-206 49 56 165-179 216-224

AAABC

Reduced accommodation and practicality, but still a refined and solid steer. LxWxH 4689x1893x1660 Kerb weight 2010-2150kg 2.0 45 TFSI quattro 2.0 50 TFSIe quattro 2.0 55 TFSIe quattro 2.0 40 TDI quattro 3.0 SQ5 TDI quattro

263 297 364 201 336

149 148 148 137 155

6.1 6.1 5.3 7.6 5.1

31.7-33.6 192-202 176.6-188.3 36-38 156.9-166.2 41-42 42.2-44.8 166-176 33.2-34.4 216-222

N E W CAR PR I CES P

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2 Series Active Tourer 5dr hatch £30,265–£36,390

P

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154 201 148

137 150 137

8.1 7.0 8.8

3 Series 4dr saloon £33,250–£78,425

Striking and effective coupé-SUV range-topper leaves us wanting more. LxWxH 4986x1995x1705 Kerb weight 2145kg 3.0 V6 55 TFSI quattro 3.0 V6 55 TFSIe quattro 3.0 V6 60 TFSIe quattro 4.0 SQ8 quattro 4.0 V8 RS Q8 quattro 3.0 V6 50 TDI quattro

335 381 462 503 592 282

155 149 149 155 155 152

5.9 5.8 5.4 4.1 3.8 6.3

25.9-26.4 94.2 94.2-97.4 31.0-31.7 20.2-20.5 32.8-33.2

TT 2dr coupé £34,460–£68,245

243-248 67-68 66-68 234-239 314-318 222-226

AAAAC

Still serves up plenty of pace, style and usability for the money. It’s better to drive, too. LxWxH 4191x1966x1376 Kerb weight 1365kg 2.0 40 TFSI 2.0 45 TFSI 2.0 45 TFSI quattro 2.0 50 TFSI quattro TTS 2.5 TT RS quattro

194 242 242 302 395

155 155 155 155 155

6.6 5.8-5.9 5.2 4.5 3.7

40.4-41.5 38.7-39.2 34.9-35.8 34.9-35.3 30.7

TT Roadster 2dr open £36,210–£69,995

154-158 162-167 180-184 180-183 208-210

AAAAC

Plenty of pace and driver reward, along with prestige and designicon style. LxWxH 4191x1966x1355 Kerb weight 1455kg 2.0 40 TFSI 2.0 45 TFSI 2.0 45 TFSI quattro 2.0 50 TFSI quattro TTS 2.5 TT RS quattro

194 242 242 302 395

155 155 155 155 155

6.9 6.0-6.1 5.5 4.8 3.9

39.2-40.4 37.2-38.2 33.6-34.4 34.0-34.4 29.7-30.1

R8 2dr coupé £129,785–£165,890

159-163 168-172 185-190 185-188 214-215

AAAAC

Usable but no less involving or dramatic for it. V10 is deliciously brutal. LxWxH 4426x1940x1240 Kerb weight 1590kg 5.2 V10 RWD 538 5.2 V10 quattro 567 5.2 V10 Performance q’tro 610

201 201 205

3.7 3.4 3.1

22.2 21.9 21.7

R8 Spyder 2dr open £138,475–£174,580

288 294 295-296 AAAAC

Taking the roof off the R8 enhances the drama tenfold.

LxWxH 4426x1940x1245 Kerb weight 1680kg 5.2 V10 RWD 538 5.2 V10 quattro 567 5.2 V10 Performance q’tro 610

200 200 204

3.8 3.5 3.2

20.9 20.5 20.3

307 313 315

BAC

Mono 0dr open £165,125

AAAAB

An F-22 Raptor for the road, only significantly better built.

LxWxH 3952x1836x1110 Kerb weight 580kg 2.5 VVT

305

170

2.8

NA

NA

BENTLEY

Continental GT 2dr coupé £168,500–£212,200

AAAAC

Refined and improved in every area, making the Conti a superb grand tourer. LxWxH 4850x1966x1405 Kerb weight 2244kg 4.0 V8 6.0 W12 Speed

542 626

198 207

3.9 3.6

23.9 20.8

Continental GTC 2dr open £185,100–£233,200

268 308 AAAAB

Immensely capable and refined open-top cruiser with effortless performance. LxWxH 4850x2187x1399 Kerb weight 2414kg

4.0 V8 6.0 W12 Speed

542 626

198 207

4.0 3.7

23.3 20.2

Flying Spur 4dr saloon £162,500–£215,500

275 336 AAAAB

New from the ground up, with the looks and technology of a class winner. LxWxH 5316x1879x1483 Kerb weight 2437kg 4.0 V8 6.0 W12

548 632

198 207

4.1 3.8

22.2 19.1

Bentayga 5dr SUV £155,660–£189,165

288 337 AAAAB

Crewe’s first attempt at an SUV remains ahead of most luxury rivals. LxWxH 5140x1998x1742 Kerb weight 2505kg 3.0 V6 Hybrid 4.0 V8

448 542

158 171

5.5 4.5

83.1 21.7

82 302

152 181 181 254 288 288 369 503 503 148 187 187 263 263 338

138 146 142 155 143 143 155 155 155 132 146 144 155 155 155

47.1-47.9 135-137 45.6-46.3 138-140 57.6-58.9 127-129

44.1 145-146 44.1 144-146 41.5-42.2 153-154 40.9-42.8 150-156 188.3-201.8 37-38 TBC TBC 34.9 185 28.8 223 28.2 228 52.6-62.8 117-129 56.5-60.1 124-131 54.3-56.5 130-136 47.1-49.6 150-156 47.1 157-158 46.3 160

6.2 V8

M135i xDrive 116d 118d 120d 120d xDrive

302 114 148 187 187

155 TBC 134 144 TBC

2 Series 2dr coupé £34,980–£45,795

4.8 10.1-10.3 8.4-8.5 7.3 7.0

36.2 60.1-62.8 58.9-60.1 55.4-57.6 52.3-53.3

177 119-123 123-127 129-133 139-142

pe

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) y e) km o m ang (g/ o n MPG/r CO 2 (

AAAAC

475

185

3.5

23.3

C3 5dr hatchback £14,630–£21,225

277 AAABC

Funky, fresh look gives a lease of life, shame that underneath isn’t the same. LxWxH 3996x1749x1474 Kerb weight 976kg 1.2 PureTech 82 1.2 PureTech 110 1.5 BlueHDi 100

X1 5dr SUV £30,555–£41,660

AAAAC

Pick of the premium bunch but a tad unrefined and has ordinary handling. LxWxH 4439x1821x1598 Kerb weight 1395kg sDrive18i sDrive20i xDrive20i xDrive25e sDrive18d xDrive18d xDrive20d

138 189 189 218 148 148 187

127 138 TBC 120 126 126 136

9.7 7.4 7.7 6.9 9.3-9.4 9.3-9.4 7.8

42.8 149-150 40.9 156-157 38.2-38.7 166-167 134.5-148.7 50-51 55.4 133-134 50.4-51.4 145-146 49.6 148-149

79 107 96

107 117 115

12.8 9.3 10.6

51.3 52.3 67.0

C3 Aircross 5dr hatchback £17,845–£23,195

130-131 129-131 117-118 AAABC

Funky-looking C3 gets a jacked-up, rugged SUV look.

LxWxH 4155x1765x1637 Kerb weight 1088kg 1.2 PureTech 110 1.2 PureTech 130 1.5 BlueHDi 100

107 127 96

115 124 109

11.3 10.4 12.8

51.5 47.3 62.7

C4 5dr hatchback £21,940–£34,995

141-143 150 126-128 AAACC

Interesting to look at but soft and unrewarding to drive. Electric ë-C4 is better. LxWxH 4355x1800x1525 Kerb weight 1247kg

1.2 PureTech 99 114 11.3 54.8 116 X2 5dr SUV £32,495–£47,700 AAAAC 1.2 PureTech 130 128 130 8.9-9.4 50.2-54.7 117-127 AAAAB Proves crossovers aren’t always worse than the hatchbacks on 1.2 PureTech 155 153 129 8.5 48.8 131 Towering everyday appeal. Arguably the best all-rounder sensible which they’re based. LxWxH 4360x1824x1526 Kerb weight 1460kg 1.5 BlueHDi 108 120 10.9 68.7-69.1 114-115 money can buy. LxWxH 4620x1811x1430 Kerb weight 1565kg sDrive18i 138 127 9.6 42.8-43.5 148-150 1.5 BlueHDi 130 129 128 9.5 64.5-64.9 114-115 318i 152 137 8.7 42.2 152-153 sDrive20i 189 141 7.7 40.9-41.5 154-156 ë-C4 50kWh 134 93 9.7 227 0 320i 181 143 7.5 42.2 152-153 xDrive20i 189 TBC 7.6 38.7-39.2 164-166 330i 254 155 5.9 39.2-40.9 156-163 xDrive25e 220 121 6.8 156.9 40-41 C5 Aircross 5dr SUV £25,360–£37,580 AAABC 330e 292 143 5.9 176.6-201.8 32-37 M35i 302 155 4.9 34.4 187 Smooth-riding SUV has an easy-going nature, but not the most 330e xDrive 292 140 5.9 156.9-176.6 37-42 sDrive18d 148 129 9.3-9.8 55.4 132-134 dynamic. LxWxH 4500x1859x1670 Kerb weight 1530kg M340i xDrive 371 155 4.5 33.6 191 xDrive18d 148 128 9.2 50.4-51.4 144-146 1.2 PureTech 130 128 117 10.5 44.2 149-151 318d 148 133 8.8 57.6-58.9 126-127 xDrive20d 185 137 7.7 49.6-50.4 147-149 1.6 PureTech 225 PHEV 223 140 8.7 184.0 50 320d 188 142 7.1-7.9 54.3-57.6 115-121 1.5 BlueHDI 130 129 117 10.4 57.3 138-139 320d xDrive 188 142 7.4 51.4-54.3 136-143 X3 5dr SUV £44,205–£86,425 AAAAC 330d 263 140 5.6 45.6-47.1 158-163 Continues where the last one left off. Dynamically good and more C5 X 5dr SUV £26,490–£38,670 AAAAC 330d xDrive 261 155 5.4 43.5-44.8 166-171 luxurious inside. LxWxH 4708x1891x1676 Kerb weight 1750kg An unconventional take on the conventional that brings comfort to M340d xDrive 340 155 4.8 44.8 165 xDrive20i 181 134 8.3 35.3-35.8 179-181 the fore. LxWxH 4805x1865x1485 Kerb weight 1418kg xDrive30e 288 130 6.1 134.5 51-54 1.2 PureTech 130 128 130 10.4 48.6 136 4 Series 2dr coupé £40,465–£79,755 AAAAC xDrive M40i 355 155 4.8 31.4 204 1.6 PureTech 180 181 143 8.1 43.9 147 A rounded, engaging and potent coupé let down only by its looks. X3M Competition 503 155 4.1 24.8 261 1.6 PureTech 225 PHEV 223 145 7.8 186-236 30-34 LxWxH 4768x2081x1390 Kerb weight 1590kg xDrive20d 187 132 8.0 47.1-47.9 154-156 420i 181 149 7.5 42.2-44.1 146-151 xDrive30d 261 149 5.8 45.6 161-163 E-Berlingo 5dr MPV £30,995–£32,995 AAACC 430i 254 155 5.8 40.4-42.2 153-159 xDrive M40d 321 155 4.9 43.5 171 New electric version of venerable people carrier is suddenly the M440i xDrive 369 155 4.5 36.7 175 only one available. LxWxH 4403x1921x1849 Kerb weight 2440kg M4 Competition 503 155 3.9 28.8 228 X4 5dr SUV £49,965–£88,185 AAABC 50kWh 136 84 9.0 182 0 M4 xDrive Competiton 503 155 3.5 28.2 227 Downsized X6 is respectable enough if not lovable, but the X3 is a CUPRA 420d 187 143 7.1 58.9-61.4 121-126 better option. LxWxH 4671x1881x1624 Kerb weight 1735kg 420d xDrive 187 148 7.4 55.4-57.6 129-135 xDrive M40i 336 155 4.9 31.7 203 Born 5dr hatch £33,735–£37,375 AAABC X4M Competiton 503 155 4.1 24.8 259 Electric hot hatch shows promise and annoyance in equal 4 Series Convertible 2dr open £45,800–£83,335 AAAAC xDrive20d 187 131 8.0 47.1-47.9 161-165 measure. LxWxH 4322x1809x1540 Kerb weight 1736kg Fabric-roofed grand tourer has just as much talent as its coupé xDrive30d 254 145 5.8 45.6-46.3 159-163 58kWh 201 99 7.3 262-263 0 sibling. LxWxH 4768x2081x1384 Kerb weight 1715kg xDrive M40d 322 155 4.9 43.5 169 420i 181 147 8.2 40.4-41.5 154-159 Leon 5dr hatch £32,560–£37,830 AAABC 430i 242 155 6.2 38.7-40.4 160-165 X5 5dr SUV £63,490–£115,350 AAAAC PHEV makes for a confused take on the hot hatch. ICE versions are M440i xDrive 371 155 4.9 35.3 182 More capable, convenient, refined and classy SUV that’s a more more enjoyable. LxWxH 4398x1799x1467 Kerb weight 1596kg M4 xDrive Competition 503 155 3.7 27.7 231 satisfying drive. LxWxH 4922x2004x1745 Kerb weight 2110kg 1.4 eHybrid 241 140 6.7 217.3 30-32 420d 188 147 7.6 55.4-57.6 129-134 xDrive40i 335 155 5.5 27.7-28.2 227-231 2.0 TSI 242 155 6.4 39.2 162-163 430d 282 155 5.8 50.4-52.3 141-146 xDrive45e 282 155 5.6 188.3-235.4 31 2.0 TSI 300 298 155 5.7 37.2 171-172 xDrive M50i 523 155 4.3 27.3 276 4 Series Gran Coupé 4dr coupé £41,650–£55,695 AAAAC X5M Competition 623 155 3.8 22.1 304 Leon Estate 5dr hatch £36,870–£41,675 AAAAC The same impressive package we love from the 3 Series, with xDrive30d 261 130 6.8 41.5-42.2 175-179 More practical version of the most potent Leon blows as hot and added style. LxWxH 4783x2073x1442 Kerb weight 1825kg xDrive40d 340 152 5.5 38.7-39.2 192-196 cold as the hatch. LxWxH 4657x1799x1463 Kerb weight TBC 420i 181 146 7.9 41.5 154 1.4 eHybrid 241 140 7 201.8 31-34 430i 242 155 6.2 39.8 160-161 X6 5dr SUV £65,190–£118,050 AAABC 2.0 TSI 310 306 155 4.9 32.8-34.4 186 M440i xDrive 371 155 4.7 35.3 182 The world’s first off-road coupé, but appearances make it difficult 420d 188 146 7.3 56.5 130 to love. LxWxH 4909x1989x1702 Kerb weight 2065kg Ateca 5dr hatch £40,105–£45,480 AAABC 420d xDrive 188 145 7.6 53.3 138 xDrive40i 338 155 5.5 28.0-28.5 225-230 First model from Seat’s stand-alone performance brand has decent xDrive M50i 523 155 4.3 23.5 272 pace and precision. LxWxH 4376x1841x1615 Kerb weight 1615kg 5 Series 4dr saloon £40,125–£104,380 AAAAB X6 M Competition 623 155 3.8 22.4 287 2.0 TSI 300 296 153 5.2 32.5 197 The perfect compromise between the comfy E-Class and dynamic xDrive30d 254 143 6.7 42.2-42.8 172-176 XF, and then some. LxWxH 4936x2126x1479 Kerb weight 1530kg xDrive40d 340 154 5.5 38.7-39.8 187-191 Formentor 5dr SUV £28,895–£44,225 AAAAC 520i 181 146 7.8 44.8-45.6 142-145 Bespoke SUV delivers a well-rounded, sure-footed and rewarding 530e 288 146 5.9 117.7-128.4 32-43 X7 5dr SUV £80,495–£97,670 AAAAC drive. LxWxH 4450x1839x1511 Kerb weight 1569kg 530e xDrive 288 146 5.9 134-166 38-48 BMW’s largest SUV yet crowns the line-up, but faces strong 1.5 TSI 150 148 127 8.9 43.5-44.8 143-148 545e xDrive 394 155 3.8 128-134 49-51 competition. LxWxH 5151x2000x1805 Kerb weight 2395kg 2.0 TSI 190 188 137 7.1 36.2-37.7 171-176 M550i xDrive 528 155 3.8 25.9 247 xDrive40i 338 155 6.1 28.7 249-250 1.4 eHybrid 204 201 127 7.8 201.8-235 33-37 M5 Competition 616 155 3.3 25.4 252 xDrive M50i 523 155 4.7 22.1 283-291 1.4 eHybrid 245 242 130 7.0 176.6-188 33-35 520d 187 147 7.5 57.6-58.9 126-129 xDrive40d 340 152 6.1 36.2 203-204 2.0 TSI 310 310 155 4.9 32.8-33.2 193-194 520d xDrive 187 144 7.6 54.3-55.4 132-135 DACIA 530d xDrive 261 155 5.4 51.4-52.3 143-145 i3 5dr hatch £33,805–£34,805 AAAAB Our favourite high-end small car happens to be an EV, and it could Sandero 5dr hatch £11,245–£12,845 AAAAC 5 Series Touring 5dr estate £42,710–£57,930 AAAAB change motoring. LxWxH 3999x1775x1578 Kerb weight 1245kg Still as cheap, remarkably likeable and usable as most recent The excellent 5 Series made in more practical form. The 520d is 120Ah 167 93 7.3 181 0 superminis. LxWxH 4088x1848x1499 Kerb weight 1130kg still the best. LxWxH 4942x2126x1498 Kerb weight 1630kg 120Ah S 180 99 6.9 175 0 1.0 TCe 90 111 11.7 53.3 120 520i 181 139 8.2 40.4-42.2 152-160 1.0 TCe Bi-Fuel 99 114 11.6 52.3 123 530e 292 140 6.1 156.9-176.6 35-40 iX3 5dr SUV £60,970–£63,970 AAAAC 530e xDrive 292 140 6.1 134.5-156.9 42-47 All-electric SUV is brisk, agile, versatile and competitive with its Sandero Stepway 5dr hatch £12,745–£15,145 AAABC 540i xDrive 335 155 5.1 34.9-35.8 179-185 closest rivals. LxWxH 4584x1852x1640 Kerb weight 2185kg A more expensive and slightly more rugged cheap car – but still 520d 187 147 7.8 52.3-55.4 134-142 80kWh 282 112 6.8 286 0 limited. LxWxH 4099x1848x1535 Kerb weight 1040kg 520d xDrive 187 144 7.9 49.6-52.3 140-148 1.0 TCe 88 107 12 50.4 127 530d xDrive 261 155 5.6 46.3-47.9 160 i4 4dr saloon £51,905–£63,905 AAAAC 1.0 TCe 100 Bi-Fuel 99 109 11.9 48.7 130-131

3 Series Touring 5dr estate £35,085–£53,385

7 Series 4dr saloon £76,405–£92,260

Duster 5dr SUV £14,495–£20,545

730d xDrive 740d xDrive

1.0 TCe 90 1.3 TCe 130 1.3 TCe 150 1.0 TCe 100 Bi-Fuel 1.5 dCi 115 1.5 dCi 115 4x4

261 315

155 155

5.8 5.2

8 Series 2dr coupé/2dr open £74,665–£133,450

47.1-47.9 155-158 46.3-47.1 158-159 AAAAC

Has dynamism to spare but not quite the breadth of ability of the best sporting GTs. LxWxH 4843x1902x1341 Kerb weight 1830kg

xDrive 40 xDrive 50 M60

326 523 623

Z4 2dr coupé £39,545–£51,295

124 124 155

6.1 4.6 3.8

256 375 346

0 0 0

AAAAC

A value champion. If cheap family transport is what you require, the Duster delivers. LxWxH 4341x2052x1633 Kerb weight 1189kg 89 128 148 99 113 113

103 120 125 106 113 108

13.5 10.6 9.7 14.4 10.3 12.1

46.3 45.6 44.8 TBC 57.7 51.4

139 141 143 146 128 143

Jogger 5dr MPV £14,995–£17,395 AAAAB AAAAC A real reason for families to flock to Dacia dealers. Basic to drive

Better to drive than ever but makes a better open-top cruiser than a true sports car. LxWxH 4689x1942x1293 Kerb weight 1485kg

AAAAB 840i 335 155 5.0 33.2-33.6 193-194 M850i xDrive 523 155 3.7 24.8-25.2 255-260 sDrive20i 195 155 6.6 39.8-40.4 160-161 M8 Competition 623 155 3.2-3.3 25.2-25.4 252-254 sDrive30i 255 155 5.4 39.8 161-162 220i 184 147 7.5 44.1 145 840d xDrive 316 155 4.9 40.4 183-184 sDrive M40i 338 155 4.6 35.8 181 M240i xDrive 374 155 4.3 34.4 186 C AT E R H A M 220d 188 147 6.9 60.1 122 8 Series Gran Coupé 4dr saloon £72,615–£123,950 AAAAC Four-door grand tourer offers greater practicality than its two-door Seven 2dr open £22,990–£53,885 AAAAB 2 Series Gran Coupé 4dr saloon £27,890–£39,315 AAACC siblings. LxWxH 5072x1932x1397 Kerb weight 1800kg The 360 is the sweet spot, giving the Seven just the right hit of Blends 1 Series platform with rakish looks, but lacks the coupé’s 840i 335 155 5.2 33.2 194 performance. LxWxH 3100x1575x1090 Kerb weight 490kg driver appeal. LxWxH 4526x1800x1420 Kerb weight 1350kg M850i xDrive 523 155 3.9 24.6 260 660cc Suzuki 170 84 105 6.9 58.4 109 218i 138 134 8.7 46.3-47.1 136-138 M8 Competition 623 155 3.2 25.4 254 2.0 Duratec 360 180 130 4.8 NA NA 220i 178 148 7.1 46.3-47.1 136-139 840d xDrive 316 155 5.1 39.8 187 2.0 Duratec 420 210 136 3.8 NA NA M235i xDrive 302 155 4.9 37.2 172 2.0 Supercharged 620S 310 145 3.4 NA NA 218d 148 138 8.6 58.9-60.1 123-125 2.0 Supercharged 620R 310 155 2.8 NA NA 220d 188 148 7.5 56.5-57.6 129-131

Takes everything positive about its predecessor and refines it further. LxWxH 4537x2068x1390 Kerb weight 1490kg

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CITROEN

Fast, refined and with lots of traditional appeal to convert AAAAC sceptics. LxWxH 4783x1852x1448 Kerb weight 2215kg Rules on in-car entertainment and diesel sophistication; otherwise eDrive40 338 118 5.7 352-365 0 1 Series 5dr hatch £26,450–£38,440 AAAAB too bland. LxWxH 5098x1902x1478 Kerb weight 1755kg M50 542 140 3.9 318 0 May not drive like a traditional BMW but delivers on upmarket hatch 740i 338 155 5.5 34-35.8 180-190 values. LxWxH 4319x1799x1434 Kerb weight 1365kg 750i xDrive 527 155 4.0 26.4 243-245 iX 5dr SUV £69,905–£111,906 AAAAC 118i 138 132 8.5 46.3-47.1 130-134 745e 283 155 5.1-5.2 104.6-141.2 46 Comfort conscious yet strong and athletic. A bold new flagship for 128ti 261 155 6.1 40.9 157 730d 261 155 6.1 49.6-51.4 144-148 BMW’s EV family. LxWxH 4953x2230x1696 Kerb weight 2510kg BMW

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Mid-engined chassis brings handling smarts the ’Vette has never known the likes of. LxWxH 4634x1935x1235 Kerb weight 1655kg

AAAAA 8.4 7.1 7.6 5.8 5.9 5.9 4.4 3.9 3.5 8.3-8.4 6.8-7.1 6.9 5.5 5.1 4.6

hp

Corvette 2dr coupé/2dr open £77,200–£89,410

Latest 3 Series has a growth spurt, but size is no obstacle for an engaging drive. LxWxH 4709x1827x1442 Kerb weight 1450kg 318i 320i 320i xDrive 330i Q7 5dr SUV £59,745–£99,720 AAAAC 330e Unengaging to drive and light on feel, but the cabin is both huge 330e xDrive and classy. LxWxH 5052x1968x1740 Kerb weight 2060kg M340i xDrive 3.0 V6 55 TFSI quattro 338 155 5.9 25.4-27.4 233-253 M3 Competition 3.0 V6 55 TFSIe quattro 376 149 5.9 108.6-113 56-58 M3 xDrive Competition 3.0 V6 60 TFSIe quattro 462 149 5.4 97.4-100.9 65-66 318d 4.0 SQ7 quattro 435 155 4.1 29.4-30.1 245-251 320d 3.0 V6 45 TDI quattro 228 142 7.3 32.1-34.0 217-230 320d xDrive 3.0 V6 50 TDI quattro 282 152 6.3 32.1-34.0 217-230 330d 330d xDrive Q8 5dr SUV £69,165–£124,685 AAAAC M340d xDrive

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AAAAC

Proves there’s still a place for the MPV in this SUV-led world.

LxWxH 4354x1800x1555 Kerb weight 1545kg 220i 223i 218d

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but very versatile. LxWxH 4547x1848x1632 Kerb weight 1205kg 1.0 TCe

107

114

11.2

49.6

130-131

DS

3 Crossback 5dr SUV £23,520–£40,800

AAABC

First foray into compact SUVs comfortably competes with more established rivals. LxWxH 4118x1802x1534 Kerb weight 1205kg 1.2 PureTech 100 1.2 PureTech 130 1.2 PureTech 155 1.5 BlueHDI 100 50kWh E-Tense

98 128 153 98 132

112 124 129 112 93

10.9 9.2 8.2 11.4 8.7

80.4 47.1 46.6-52.0 62.7 191-206

127 141 127-143 123 0

13 JULY 2022 AUTOCAR.CO.UK 73

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Almost as good to drive as the hatch, but a Skoda Octavia will carry more. LxWxH 4669x1825x1481 Kerb weight 1485kg 1.0 Ecoboost 125 1.0 Ecoboost MHEV 155 2.3T Ecoboost 280 ST 1.5 EcoBlue 120 1.5 EcoBlue 150 2.0 EcoBlue 190 ST

123 152 276 118 148 188

120-123 127-130 155 118-120 127-129 137

10.3-10.6 9.4-9.7 5.8-6.0 10.3-11.1 8.7-9.3 7.7

55.4 55.4 35.3 62.8 60.1 50.4

S-Max 5dr MPV £37,780–£43,040

98-116 116 183 119 125 148 AAAAC

Better to drive and better looking than most but not quite the class leader it was. LxWxH 4976x1916x1655 Kerb weight 1645kg 2.5 FHEV 190

4 5dr hatch £26,350–£43,100

188

115

9.8

44.1

147

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HR-V 5dr SUV £27,960–£32,660

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AAABC

Fine ergonomics and big on superficial charm, but ultimately leaves us cold. LxWxH 4340x1790x1582 Kerb weight 1380kg 1.5 eHEV

P

106

10.7

2.0 i-MMD hybrid

52.3

181

112

9.2

38.2

162

NSX 2dr coupé £150,090

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Outstandingly broad-batted dynamically, plus a pleasant cabin.

LxWxH 4954x1880x1457 Kerb weight 1545kg

CR-V 5dr SUV £31,470–£40,420

LxWxH 4605x1820x1685 Kerb weight 1515kg

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XF 4dr saloon £33,975–£44,800

122 2.0 P250 2.0 P300 AWD AAAAC 2.0 D200 Tardis-like SUV stalwart has lots of space for five and a big boot.

2.0 D200 AWD 131

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246 296 198 198

155 155 146 143

6.9 6.1 7.6 7.8

33.0-34.9 31.2-32.8 52.8-56.5 48.9-51.3

XF Sportbrake 5dr estate £37,190–£46,650

183-193 194-204 131-140 128-137

AAAAB

Superb XF is now available in the more practical Sportbrake form.

AAAAB It’s a win-win. LxWxH 4955x1880x1494 Kerb weight 1660kg Honda’s supercar given a modern reboot, and it’s some piece of 2.0 P250 246 150 7.1 32-33.7 189-199 engineering. LxWxH 4487x1939x1204 Kerb weight 1725kg 2.0 P300 AWD 296 155 6.2 29.9-31.2 204-213 3.5 V6 hybrid 573 191 2.9 26.4 242 2.0 D200 198 143 7.8 50.7-53.7 138-146 2.0 D200 AWD 198 143 8.0 47.0-49.1 151-157

HYU N DAI Lavish, high-riding hatchback gets serious about chasing premium Galaxy 5dr MPV £39,940 AAABC German rivals. LxWxH 4400x2061x1470 Kerb weight 1352kg Huge seven-seat MPV. Easy to place on the road but not cheap to i10 5dr hatch £13,420–£16,795 AAAAC F-Type 2dr coupé £56,035–£100,030 AAAAB 1.2 PureTech 130 128 130 9.3 41.4-48.6 132 buy. LxWxH 4848x1916x1747 Kerb weight 1708kg The smallest Hyundai matures and regains leadership of the city A full-blooded assault on Porsche’s backyard, with noise, power 1.6 PureTech 180 177 143 8.0 43.9 145 2.5 FHEV 190 188 115 10.0 43.5 148 car class. LxWxH 4035x1734x1474 Kerb weight 933kg and beauty. LxWxH 4482x1923x1311 Kerb weight 1525kg

1.6 PureTech 225 1.6 E-Tense 225 1.5 BlueHDI 130

223 223 128

146 145 129

7.9 7.7 10.9

43.7 146 176-232 27-35 51.4-61.2 121-144

7 Crossback 5dr SUV £33,125–£54,550

Facelifted version of the pumped-up Fiesta is okay, but developing- 1.2 MPi world roots show. LxWxH 4096x1765x1653 Kerb weight 1280kg

AAABC 1.0T Ecoboost 125

DS’s first premium SUV certainly has the right price tag, equipment 1.0T Ecoboost 140 and appeal. LxWxH 4570x1895x1620 Kerb weight 1420kg 1.2 PureTech 130 1.6 PureTech 180 1.6 E-Tense 225 1.6 E-Tense 4x4 300 1.5 BlueHDi 130

129 178 223 295 TBC

122 137 140 149 121

10.2 8.3 8.9 5.9 11.7

42.2-46.0 143-152 42.2 152 157-176 36-41 176.6-201.8 32-40 54.1-55.3 143

9 5dr saloon £40,605–£57,200

AAAAC

New flagship is a refreshing alternative to the usual German executives. LxWxH 4934x2079x1460 Kerb weight 1540kg 1.6 PureTech 225 1.6 E-Tense 225 1.6 E-Tense 4x4

223 223 356

146 149 155

8.1 8.3 5.6

40.9 176-256 176-256

155 33-35 41-43

FERRARI

Portofino 2dr open £166,295

AAAAC

The entry-level Ferrari has the power, the looks and the touring ability. LxWxH 4586x1938x1318 Kerb weight 1664kg 3.9T V8

1.0 MPi AAACC 1.0 T-GDi

Ecosport 5dr SUV £21,800–£23,000 123 138

111 115

11.0-11.6 47.1 10.2 47.1

Puma 5dr SUV £23,145–£32,595

135 136

1.0T Ecoboost MHEV 125 1.0T Ecoboost MHEV 155 1.5 Ecoboost ST

123 153 198

119 124 137

9.8 8.9 6.7

199

3.0T V6

819

205

44.1

F8 Tributo 2dr coupé/open £203,476

149 AAAAA

The last hurrah for the pure internal combustion V8-powered mid-engined Ferrari. LxWxH 4611x1979x1206 Kerb weight 1435kg

53.3 52.3 51.4

114-120 123 124 AAAAC

117 117 115 142

10.4 10.4 10.2 6.7

47.9-49.6 54.3-55.4 53.3 40.4

120 115-118 120 158

1.5T Ecoboost 150 2.5 FHEV 2.5 PHEV

148 198 223

121 122 125

9.7 9.1 9.2

41.5-42.8 151 51.4 125 201.8 32

Mustang Mach-E 4dr crossover £42,530–£66,280

What’s not to like? LxWxH 4784x1916x1381 Kerb weight 1653kg 444 453

155 163

4.8 4.6

23.5-23.9 268-274 22.8 260

6.1 34.0 188 11.0-11.2 58.9-60.1 121-122

charm. LxWxH 4455x1795x1425 Kerb weight 1287kg 1.5 T-GDi 157 2.0 T-GDi 275 N Performance 272

130 155

8.6 6.1

49.6-52.3 141-151 34.0 188

Ioniq 5dr hatch £24,395–£34,050

AAABC

First attempt at electrification for the masses is a good effort.

LxWxH 4470x1820x1450 Kerb weight 1370kg 139 139 132

115 110 110

155 177 186

5.7 4.6 3.7

29.9 215 26.0-26.8 239-246 26.4 243 AAAAB

Costs serious money, but you get a serious car with a likeable wild side. LxWxH 4482x1923x1308 Kerb weight 1545kg 2.0 P300 5.0 P450 5.0 P575

296 444 518

155 177 186

5.7 4.6 3.7

29.6 217 26.0-26.6 241-247 26.4 243

nevertheless. LxWxH 4411x1984x1649 Kerb weight 1775kg 2.0 P250 2.0 P300 1.5 P300e 2.0 D165 2.0 D165 AWD 2.0 D200 AWD

10.8-11.1 61.4-62.8 102 10.8 256.8 26 10.6 194 0

Ioniq 5 5dr hatch £37,420–£47,890

245 295 305 163 163 201

143 151 134 128 124 131

6.6 5.9 6.5 10.0 9.8 8.4

29.8 28.3 143.1 43.4-45.4 42.9-43.4 42.9-43.0

F-Pace 5dr SUV £41,180–£78,165

215 226 44 163 171-172 170-173

AAAAC

Credible first SUV effort is as refined and dynamic as a Jaguar should be. LxWxH 4731x2071x1666 Kerb weight 1690kg

2.0 P250 AWD 3.0 P400 AWD AAABC 2.0 P400e AWD Another solid car. Good value and practical but lacks excitement. 5.0 V8 SVR 550 AWD LxWxH 4585x1795x1465 Kerb weight 1245kg 2.0 D165 AWD 1.0 T-GDi 120 118 117 11.4 47.9-49.6 130-139 2.0 D200 AWD 1.6 CRDi 136 134 123 10.9 56.5-57.6 126-127 3.0 D300 AWD

The GT is back as a race car for the road. Compelling if not perfect. Electric LxWxH 4808x1928x1692 Kerb weight 1912kg

296 444 518

F-Type Convertible 2dr open £64,685–£105,225

i30 Tourer 5dr estate £22,010–£26,460

1.6 Hybrid 141 AAAAC 1.6 Plug-in Hybrid 141

GT 2dr coupé £420,000

155 118

i30 Fastback 4dr saloon £25,960–£34,795 AAABC AAAAC Combines good looks with sensible practicalities and dynamic

Likeable, practical high-rise EV has only a badge in common with its coupé namesake. LxWxH 4712x1881x1597 Kerb weight 1993kg

5.0 V8 5.0 V8 Mach-1

2.0 T-GDi 275 N Performance 272 1.6 CRDi 115 113

2.0 P300 5.0 P450 5.0 P575

E-Pace 5dr SUV £41,515–£51,260 AAABC AAABC Misses the mark for keen drivers, but is still a desirable SUV

As good as we’ve come to expect from Hyundai, but not one inch Kuga 5dr SUV £27,895–£39,305 AAAAC better. LxWxH 4340x1795x1455 Kerb weight 1194kg All-new version of popular SUV mixes dynamism with practicality 1.0 T-GDi 120 118 118 11.1 45.6 121-122 and refinement. LxWxH 4614x1883x1678 Kerb weight 1698kg 1.5 T-GDi 157 130 8.6 42.2-46.3 142

3.5

2.9

14.6 10.5 12.6

Steady gains for a versatile runabout that, N version aside, still lacks personality. LxWxH 4035x1734x1474 Kerb weight 980kg

AAAAC 1.0 T-GDi 100 98 1.0 T-GDi 48V MHD 100 98 1.0 T-GDi 48V MHD 120 118 50.4 127 1.6 T-GDi N 201 50.4 127 41.5 155 i30 5dr hatch £21,260–£24,045

Roma 2dr coupé £175,000

Latest in a line of fabulous Ferraris gains EV ability but loses nothing in return. LxWxH 4656x1974x1301 Kerb weight 1470kg

97 115 106

i20 5dr hatch £16,500–£25,220

Compact crossover finally has a class leader capable of appealing to petrolheads. LxWxH 4186x1805x1554 Kerb weight 1280kg

14.7-28.0 230-436 68kWh Standard RWD 265 111 6.1 273 0 68kWh Standard AWD 265 111 5.6 248 0 AAAAB 88kWh Extended RWD 290 111 6.2 379 0 Gorgeous coupé is a proper grand tourer with a focus on usability. 88kWh Extended AWD 346 111 5.1 335 0 LxWxH 4656x1974x1301 Kerb weight 1570kg 88kWh GT AWD 487 124 4.4 310 0 3.9T V8 612 199 3.4 14.7-28.0 230-436 Mustang 2dr coupé/open £45,995–£56,995 AAAAC 296 GTB 2dr coupé £241,550 AAAAA American muscle built for the UK, in coupé and convertible forms.

591

67 99 84

246 394 398 548 163 197 296

135 155 149 178 121 130 143

7.3 5.4 5.3 4.0 9.9 8.0 6.4

30.4 28.8 112.5 23.1 45.4 45.4 38.1

I-Pace 5dr SUV £65,620–£76,920

214-220 222-230 51-55 275 165-171 165-171 195-202 AAAAB

Fast, refined and the first of its kind from a European manufacturer. LxWxH 4682x1895x1558 Kerb weight 2133kg EV400

398

124

4.5

292

0

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Compass 5dr SUV £29,895–£40,895

AAACC

AAAAC Wants to be a catch-all crossover but is beaten by more roadWon’t upend the electric SUV segment, but a compelling option in a focused rivals. LxWxH 4394x2033x1629 Kerb weight 1430kg 812 Superfast 2dr coupé/open £263,098–£446,970 AAAAA Ranger 4dr pick-up £24,369–£47,889 AAAAC developing class. LxWxH 4635x1890x1605 Kerb weight 1145kg 1.3 128 119 10.3 39.2-42.2 153 More powerful than the F12, but with better road manners making Capable pick-up becomes off-road monster in Raptor spec but 58kWh 170 115 8.5 240 0 1.5 48V MHEV 128 120 10.0 47.1-50.4 133-140 it the star of the range. LxWxH 4657x1971x1276 Kerb weight loses VAT incentives. LxWxH 5277x1977x1703 Kerb weight 1866kg 73kWh 217 115 7.4 300 0 1.3 4xe PHEV 238 124 7.3 141-156 44-47 1630kg 2.0 EcoBlue 130 128 106 13.5 42.8 173 73kWh AWD 305 115 5.2 268 0 3.9T V8 Tributo

710

211

2.9

21.9

6.5 V12 6.5 V12 Competizione

777 819

211 211

2.9 2.9

11.2-20.0 320 13.9 385

SF90 Stradale 2dr coupé/open £379,000–£425,000

292

3.5 V6 Ecoboost

650

216

3.0

TBC

2.0 EcoBlue 170 2.0 EcoBlue 213 3.2 Duratorq TDCI 200

158 210 197

109 106 109

11.8 10.5 10.6

40.4-43.5 184-207 30.7 201-233 32.1-36.2 221-231

TBC

AAAAA

Renegade 5dr SUV £25,310–£36,250 AAABC AAAAC Middling compact crossover with chunky looks but no obvious

Bayon 5dr crossover £20,520–£24,770

Much better at meeting your motoring needs than kindling your affections. LxWxH 4180x1775x1500 Kerb weight 1233kg

GENESIS Plug-in hybrid doesn’t do things conventionally. A 986bhp technical 1.0 T-GDi 48V MHEV 98 113 10.7 53.3 120-121 masterpiece. LxWxH 4710x1972x1186 Kerb weight 1570kg G70 4dr saloon £33,400–£40,480 AAABC 1.0 T-GDi 48V MHEV 120 118 115 10.4 53.3 121 4.0T V8 986 211 2.5 46.3 154 Likeable left-field choice has style but struggles to threaten the establishment. LxWxH 4685x1850x1400 Kerb weight 1675kg Kona 5dr crossover £21,615–£37,200 AAAAC F I AT 2.0T 197 197 139 9.1 35.4 181 Hyundai’s first crossover is the perfect blend of practicality, value 500 3dr hatch/2dr open £14,005–£33,835 AAABC 2.0T 245 245 149 6.1 35.4 181 and style. LxWxH 4165x1800x1550 Kerb weight 1233kg Super-desirable, cute city car. Pleasant, if not involving to drive – 2.2D 200 200 143 7.4 44.5 166 1.0 T-GDi 120 118 112 12.0 44.1-44.8 142-147 and better as an EV. LxWxH 3571x1627x1488 Kerb weight 865kg 1.6 GDi Hybrid 134 119 10.2 52.3 114-123

1.0 Mild Hybrid Electric 24kWh Electric 42kWh

69 95 118

104 84 93

13.8 9.5 9.0

53.3 118 199

119-121 0 0

G70 Shooting Brake 5dr estate £35,250–£41,880

AAAAC 2.0 T-GDI N

Best-looking Genesis yet is also the best to drive, despite slightly Electric 39kWh flat four-pot engines. LxWxH 4685x1850x1400 Kerb weight 1717kg Electric 64kWh

2.0T 197 AAACC 2.0T 245 A costly option but has some style to fill out some of its missing 2.2D 200

500L 5dr MPV £18,525–£21,825

197 245 198

135 146 140

9.3 6.4 7.7

32.5-34.0 193-204 32.5-34.0 193-204 41.8 175

Nexo 5dr SUV £69,495

278 134 201

149 96 104

5.5 9.6 7.6

32.8 180 280

194 0 0

charm. LxWxH 4236x1805x1667 Kerb weight 1346kg 1.0 GSE T3 120 1.3 GSE T4 150 1.3 Turbo 4xe 1.3 Turbo 4xe Trailhawk

118 148 188 238

115 122 113 124

11.2 9.4 7.5 7.1

38.2 151 38.2-39.8 151 122.8-134.5 42-49 117.7-128.4 51-53

Wrangler 2dr/4dr SUV £51,600–£56,600

AAAAC

Heavy-duty off-roader goes anywhere but lacks on-road manners.

LxWxH 4223x1873x1840 Kerb weight 1827kg 2.0 GME

265

110

7.3-7.6

25.4-26.4 248-254

KIA

Picanto 5dr hatch £11,450–£16,250

AAAAC

A pleasingly well-rounded and charming value offering, but not in

AAABC all of its guises. LxWxH 3595x1595x1485 Kerb weight 977kg Impressive effort that heads in the right direction for fuel cell cars. 1.0 66 100 16.6 53.3 119 substance. LxWxH TBC Kerb weight 1245kg LxWxH 4670x2060x1640 Kerb weight 1814kg 1.0 T-GDi 99 112 9.9 48.7 120 1.4 95hp 93 103-111 13.4 38.7-39.8 166-170 GV70 5dr SUV £39,450–£44,370 AAAAC 95kW fuel cell 161 130 9.6 42.0mpkg 0 Wilfully different from the posh SUV competition and none the Rio 5dr hatch £14,110–£20,600 AAABC 500X 5dr hatch £20,885–£27,585 AAABC worse for it. LxWxH 4715x1910x1630 Kerb weight 2010kg Tucson 5dr SUV £29,110–£42,030 AAAAC More comfortable and more grown-up in fourth-gen form, but not Familiar styling works rather well as a crossover. Drives okay, too. 2.5T 301 149 6.1 29.7 216 Shows Hyundai can do both style and substance. A family SUV any more fun. LxWxH 4065x1993x1450 Kerb weight 1143kg LxWxH 4248x1796x1600 Kerb weight 1295kg 2.2D 207 133 7.9 40.0 185 that’s easy to like. LxWxH 4500x1865x1653 Kerb weight 1425kg 1.2 DPi 83 108 12.7 52.3 120-122 1.0 120hp 118 117 10.9 42.2-45.6 142-153 1.6 T-GDi 150 148 117 10.3 40.9 156 1.0 T-GDi 99 115 10.0 53.3 120 1.3 148 129 9.6 44.1§ 145 G80 4dr saloon £37,460–£48,150 AAAAC 1.6 T-GDi 48V MHEV 150 148 117 9.6 43.5 144-151 1.0 T-GDi 48V 118 118 9.8 51.4 118-125 A luxury car for those who’ve had their fill of the typical premium 1.6 T-GDi 48V MHEV 180 178 125 9.0 39.8 162 Panda 5dr hatch £13,655–£19,055 AAABC options. LxWxH 4995x1925x1465 Kerb weight 1930kg 1.6 TGDi Hybrid 228 120 8.0 50.4 127 Ceed 5dr hatch £20,105–£27,585 AAAAC Hasn’t kept pace with its rivals, but sells robust, practical charm 2.5T 301 155 6.0 31.0 205 1.6 TGDi Plug-in hybrid 263 119 8.6 201.8 31 Third-generation hatchback can now compete for class honours. better than most. LxWxH 3653x1643x1551 Kerb weight 940kg 2.2D 207 147 8.0 44.8 164 LxWxH 4310x1800x1447 Kerb weight 1315kg 0.9 Twinair 85 83 103-110 11.2-12.1 37.2 166-168 Santa Fe 5dr SUV £40,685–£49,160 AAABC 1.0 T-GDi 118 116 116 10.9 47.9-50.4 122-126 1.0 Mild Hybrid 69 96 14.7 50.4-52.3 126-132 GV80 5dr SUV £56,715–£62,415 AAABC Superficial charm and an expansive cabin but not much polish to 1.5 T-GDi 158 156 128-130 8.6-8.9 43.5-46.3 129-135 Rich, spacious and comfortable but not a world-class luxury car the powertrain. LxWxH 4785x1900x1710 Kerb weight 2005kg 1.6 T-GDi 201 198 142 7.5 38.2 153 Tipo 5dr hatch £19,595–£21,595 AAABC just yet. LxWxH 4945x1975x1715 Kerb weight 2145kg 1.6 TGDi Hybrid 228 116 8.9-9.1 42.2 145-168 1.6 CRDi 48V 134 124 9.8 57.6 118-120 A ’90s reboot that has been on a diet. Decent to drive and ample 2.5T 301 147 7.7 26.2 240 1.6 TGDi Plug-in hybrid 262 116 8.8 173.7 37 interior space. LxWxH 4368x1792x1495 Kerb weight 1195kg 3.0D 278 143 7.5 33.2 220 Ceed Sportswagon 5dr estate £20,805–£25,210 AAAAC JAG UAR 1.0 100hp 98 119 11.8 51.4 125 All of the above, but with cavernous, more practical load space.

G I N E T TA 1.0 Cross 98 114 12.2 49.6 130 XE 4dr saloon £30,210–£40,180 AAAAB LxWxH 4600x1800x1465 Kerb weight 1389kg G40 Club Car 2dr coupé £35,000 (+champ pack) AAABC Tops the pile thanks to outstanding driver appeal. Poised and 1.0 T-GDi 118 116 118 10.9 47.1 121-127 FORD A balanced, affordable and fine-looking track-day car. Some of the engaging but refined. LxWxH 4678x1850x1416 Kerb weight 1450kg 1.5 T-GDi 158 156 128-130 8.6-8.9 43.5-46.3 131 Fiesta 3dr/5dr hatch £17,070–£26,140 AAAAB finish isn’t quite up to snuff. LxWxH TBC Kerb weight 840kg 2.0 P300 AWD 296 155 5.9 30.8-32.4 197-207 1.6 CRDi 48V 134 124 10.0 57.6 121-126 Dynamically superb and continues the Fiesta legacy. No longer the 1.8 Zetec 135 125 TBC NA NA 2.0 D200 198 146 7.3 54.0-57.7 128-137 class leader, though. LxWxH 4040x1735x1476 Kerb weight 1113kg Proceed 5dr hatch £25,480–£29,180 AAABC H O N DA 1.1 75 73 103 14.5 53.3 121 Alluring and interesting, but not quite as special to drive as it looks.

1.0 Ecoboost 100 98 112 10.8 53.3 120 E 5dr hatch £34,365–£36,865 AAABC LxWxH 4605x1800x1422 Kerb weight 1405kg 1.0 Ecoboost MHEV 125 123 126 9.4 56.5 96-121 Eminently likeable, with good dynamics but a limited range and 1.5 T-GDi 158 156 128-130 8.6-8.9 43.5-46.3 131-136 1.0 Ecoboost MHEV 155 153 136 8.9 55.4 104-123 ambitious price. LxWxH 3894x1752x1512 Kerb weight 1520kg 1.6 T-GDi 201 198 140 7.2 39.3 163 1.5T Ecoboost 200 ST 197 144 6.5 42.8 149 36kWh 136 90 9.0 137 0 36kWh Advance 154 90 8.3 136 0 Xceed 5dr hatch £21,255–£35,105 AAABC Focus 5dr hatch £22,965–£34,385 AAAAB Crossover-styled hatch that drives well, but lacks practicality and Better to drive and look at than before, and impressively good Jazz 5dr hatch £19,910–£25,325 AAAAC polish. LxWxH 4395x1826x1483 Kerb weight 1332kg value. LxWxH 4378x1825x1471 Kerb weight 1369kg Not the most compact or vivacious but has decent handling and is 1.0 T-GDi 118 116 115 10.9 45.6 140-146 1.0 Ecoboost MHEV 125 123 124 10.0-10.3 55.4 116 cleverly packaged. LxWxH 4044x1694x1526 Kerb weight 1300kg 1.5 T-GDi 158 156 129 8.7 44.8 142-143 1.0 Ecoboost MHEV 155 152 129-131 9.2-9.5 55.4 116 1.5 i-MMD 109 108 9.4-9.9 62.8 102-110 1.6 GDi PHEV 137 99 10.6 217.3 38 2.3T Ecoboost 280 ST 276 155 5.7 34.3 187 1.5 EcoBlue 120 118 117-122 10.0-10.8 62.8 119-127 Civic 5dr hatch £22,590–£40,090 AAAAC EV6 5dr hatch £40,945–£51,945 AAAAC

74 AUTOCAR.CO.UK 13 JULY 2022

A fresh look while remaining practical, refined and upmarket. Lacks some dynamism. LxWxH 4518x1799x1434 Kerb weight 1275kg

Swish, spacious and swift enough to become the pick of the EV crossover bunch. LxWxH 4680x1880x1550 Kerb weight 2090kg

1.0 VTEC Turbo 126 2.0 VTEC Turbo Type R

77.4kWh 77.4kWh AWD

124 315

125-126 10.2-11.2 47.9 169 5.8 33.2

124-141 191-193

226 321

114 116

7.3 5.2

328 300

0 0

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Soul EV 5dr hatch £34,995

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104

7.6

280

Stinger 4dr saloon £43,305

2.0 e-Skyactiv-G 2.0 e-Skyactiv-X 186

360

168

4.7

27.7

233 AAABC

137 137 132 198

101 107 96 104

11.1 10.4 9.5 7.5

58.9 201.8 180 282

110-120 29 0 0

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AAAAC

120 183

122 134

10.4 8.1

50.4 53.3

6 4dr saloon £25,440–£32,820

Versatile and well-equipped family transport in a choice of hybrid and EV flavours. LxWxH 4355x1805x1545 Kerb weight 1500kg 1.6 GDi Hybrid 1.6 GDi Hybrid PHEV 39kWh e-Niro 64kWh e-Niro

)

AAABC

A compelling mix of size, economy and performance. Interior is a let-down. LxWxH 4870x1840x1450 Kerb weight 1465kg

Range Rover 5dr SUV £94,400–£173,200

ES 4dr saloon £37,105–£50,655

X-Bow 0dr open £57,345–£70,717

Eccentric looks and sharp handling but expensive.

LxWxH 3738x1915x1202 Kerb weight 847kg 2.0 R 2.0 GT

290 280

143 143

3.9 4.1

NA NA

LAMBORGHINI

202 201 202

3.3 2.9 3.0

AAAAC 3.5 V6 VVT-i LS 500h

AAAAC

Big, hairy V12 has astonishing visuals and performance. Handling could be sweeter. LxWxH 4797x2030x1136 Kerb weight 1575kg 730 759 778

217 217 221

2.9 2.8 2.8

348

155

5.4

30.7-36.6 175-208

RC 2dr coupé £66,050–£81,550

MX-5 RF 2dr open £26,695–£32,970

AAAAA

Remains perfectly poised and vibrant, even with a folding metal

AAABC roof. LxWxH 3915x1735x1230 Kerb weight 1090kg 330-335 An also-ran, but the V8 RC F packs plenty of character and handles 1.5 Skyactiv-G 132 129 126 8.6 44.1 142 332-338 well enough. LxWxH 4695x1840x1395 Kerb weight 1736kg 2.0 Skyactiv-G 184 181 124-126 7.9-8.7 37.7-40.4 155 331 5.0 V8 RC F 470 168 4.5 23.9 268

20.5 20.3 20.3

Aventador 2dr coupé/open £274,106–£439,801 6.5 V12 S 6.5 V12 SVJ 6.5 Ultimae

limited range. LxWxH 4395x1795x1555 Kerb weight 1645kg

AAABC 35.5kWh 143 87 9.7 124 0 AAAAC Gatecrashes the German-controlled saloon market in a way the GS could never manage. LxWxH 4975x1865x1445 Kerb weight 1680kg MX-5 2dr open £24,755–£30,870 AAAAA 2.5 VVT-i ES 300h 218 112 8.9 53.2 119 Brilliantly packaged, priced and perfectly poised but more vibrant NA than the original. LxWxH 3915x1735x1225 Kerb weight 1050kg NA LS 4dr saloon £78,925–£105,405 AAABC 1.5 Skyactiv-G 132 129 127 8.3 44.1 142 Luxury saloon gets more tech and opulence but is let down by its 2.0 Skyactiv-G 184 181 136 6.5 40.4 153

Junior Lambo mixes usability and drama skilfully, in both coupé and Spyder forms. LxWxH 4459x1924x1165 Kerb weight 1389kg 608 631 631

LEXUS

hybrid powertrain. LxWxH 5235x1900x1460 Kerb weight 2270kg

Huracán 2dr coupé/open £167,180–£262,312 5.2 V10 Evo RWD 5.2 V10 Evo 5.2 V10 STO

Seminal luxury SUV’s new generation covers even more bases than before. LxWxH 5052x2047x1870 Kerb weight 2379kg

15.4 15.8 13.0

499 486 442

LC 2dr coupé/open £83,550–£102,725

AAAAC

Superb-looking coupé shows flickers of what made the LFA great.

LxWxH 4770x1920x1345 Kerb weight 1935kg 5.0 V8 LC 500 3.5 V6 LC 500h

457 354

168 155

4.7 5.0

24.3 34.8

Artura 2dr coupé £185,725

McLAREN

Woking’s electrification era begins here. We have yet to test it.

LxWxH 4539x1976x1193 Kerb weight 1419kg

262 184

3.0 V6 PHEV

185

GT 2dr coupé £165,300

677

205

3.0

51.1

129

720S 2dr coupé/open £221,800–£250,290

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CLA Coupé 4dr saloon £33,345–£61,075

AAAAC

May use A-Class underpinnings, but engineered to be much sportier to drive. LxWxH 4688x1830x1444 Kerb weight 1490kg

124-127 118-121

AAAAB 2.0 Skyactiv-G 143 129 9.9 42.2 152 2.0 Skyactiv-G 163 134 9.4 42.2 152 2.0 Skyactiv-G GT 191 142 8.1 38.2 167 3.0 P400 398 150 5.8-6.1 28.5-29.3 218-225 Stonic 5dr SUV £18,900–£22,950 AAABC 3.0 P440e 438 140 6.0 321.9 20-21 6 Tourer 5dr estate £26,440–£34,160 AAABC Kia’s first crossover is striking and reasonably good considering 3.0 P510e 508 150 5.5 318.4 20-21 Attractively styled and spacious inside, but only average to drive. the value. LxWxH 4140x1760x1520 Kerb weight 1160kg 4.4 P530 V8 527 155 4.6-4.8 24.0-24.2 264-267 LxWxH 4805x1840x1480 Kerb weight 1465kg 1.0 T-GDi 116 115 9.9 46.3-47.1 137 3.0 D300 289 135 6.9 35.8-36.7 204-207 2.0 Skyactiv-G 143 128 10.0 41.5 155 3.0 D350 348 145 6.1-6.3 35.1-36.5 203-211 2.0 Skyactiv-G 163 133 9.4 41.5 155 Sportage 5dr SUV £26,135–£43,740 AAABC 2.0 Skyactiv-G GT 191 139 8.1 37.2 172 Does refinement, handling precision, tech, space and alternative Discovery Sport 5dr SUV £33,095–£53,510 AAAAB style well. LxWxH 4515x1865x1650 Kerb weight 1715kg Seven seats, at home on road and off road, plus new-found CX-30 5dr SUV £23,745–£33,545 AAAAC 1.6T GDi 148 117 9.9 41.5 154 desirability. LxWxH 4597x2069x1727 Kerb weight 1732kg Dynamic qualities, a classy interior and a handsome look set it 1.6T GDi 48V 148 117 9.3 41.5 146 2.0 P250 247 140 8.1 30.1 211 apart from rivals. LxWxH 4395x1795x1540 Kerb weight 1334kg 1.6T GDi 48V DCT AWD 148 117 9.4 40.4 158 2.0 P290 288 144 7.5 29.7 214 2.0 e-Skyactiv-G 120 116 10.6 47.9 134 1.6T GDi HEV 226 120 7.7 49.6 129 1.5 P300e 298 130 6.6 143.4-158.6 40-44 2.0 e-Skyactiv-X 186 183 127 8.3 50.4 127 1.6T GDi HEV AWD 226 120 8.0 44.1 146 2.0 D165 162 112 10.6 41.5 179 1.5T GDi PHEV AWD 261 119 7.9 252 25 2.0 D200 201 117 8.9 41.5 179 CX-5 5dr SUV £28,145–£37,785 AAAAC 1.6 CRDi 113 108 11.7 53.3 138 Offers powerful diesel engines and strong performance, plus a 1.6 CRDi 48V 134 112 11.0 54.3 135 Discovery 5dr SUV £54,530–£73,250 AAAAB welcoming interior. LxWxH 4550x1840x1675 Kerb weight 1575kg The country bumpkin given elocution lessons without losing its 2.0 165 162 125 10.3 38.7 152-154 Sorento 5dr SUV £40,060–£54,195 AAABC rugged capabilities. LxWxH 4956x2073x1888 Kerb weight 2115kg 2.5 194 191 121 9.2 35.3 182 Lacks polish, but its abundant utility appeal and value shine 2.0 P300 296 125 7.3 24.9-25.1 254-256 2.2d 150 148 127 9.9 50.4 151-154 through. LxWxH 4810x1900x1695 Kerb weight 2006kg 3.0 P360 355 130 6.5 26.0-26.4 241-245 2.2d 184 181 129 9.3 42.8 175 1.6 T-GDi HEV 226 119 8.7 40.9 158-166 3.0 D250 246 120 8.1 33.4-33.7 220-222 1.6 T-GDi PHEV 261 119 8.4 176.6 38 3.0 D300 296 130 6.8 33.2-33.5 221-223 MX-30 5dr SUV £28,645–£32,945 AAAAC 2.2 CRDi 199 127 9.1 42.2 176 Classy and affordable all-electric crossover marred only by its KTM

P

1.3 CLA 180 1.3 CLA 200 1.3 CLA 250e 3 saloon 4dr saloon £25,455–£29,555 AAAAC 2.0 CLA 250 Refined and dynamically satisfying in a saloon bodystyle.

2.0 AMG CLA 35 4Matic LxWxH 4460x1795x1440 Kerb weight 1405kg 2.0 AMG CLA 45 S 4Matic+ 2.0 e-Skyactiv-X 186 183 134 8.1 56.5 114-117 2.0 CLA 220d

0 AAABC

Niro 5dr SUV £25,705–£39,695

hp

Pleasing dynamism teamed with good practicality and punchy diesel engines. LxWxH 4460x1795x1435 Kerb weight 1411kg

Sleek coupé-shaped saloon has the appeal and dynamics to rival Europe’s best. LxWxH 4830x1870x1400 Kerb weight 1717kg 3.3 V6 T-GDi

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3 5dr hatch £22,455–£29,555

AAAAC

Electric-only hatch with looks that divide opinion, but competitive range. LxWxH 4220x1825x1605 Kerb weight 1757kg 64kWh

P

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133 161 215 222 302 415 185

134 142 149 155 155 168 152

9.0 8.2 6.8 6.3 4.9 4.0 7.1

47.9 42.8-47.9 282.5 38.7-42.2 34.9-37.2 33.2 53.3-57.7

CLA Shooting Brake 5dr estate £32,695–£60,150

138-140 138-140 23 154-155 177-187 200-202 132

AAABC

The most practical of the A-Class range, but it suffers for its challenging styling. LxWxH 4688x1830x1447 Kerb weight 1430kg 1.3 CLA 180 1.3 CLA 200 2.0 CLA 250 1.3 CLA 250e 2.0 AMG CLA 35 4Matic 2.0 AMG CLA 45 S 4Matic+ 2.0 CLA 220d

133 161 222 215 302 415 185

130 140 155 146 155 168 147

9.2 8.4 6.4 6.9 4.9 4.0 7.2

35.8-40.9 35.3-40.9 37.7-40.9 256.8 36.2 32.8 43.5-48.7

B-Class 5dr hatch £28,450–£39,845

140-141 141-142 157-159 24 183-191 203-205 135-136

AAABC

A slightly odd prospect, but practical and classy nonetheless.

LxWxH 4393x1786x1557 Kerb weight 1395kg 1.3 B180 1.3 B200 1.3 B250e 1.5 B180d 2.0 B200d 2.0 B220d

134 159 215 114 148 187

132 139 146 124 136 145

9.0 8.2 6.8 9.8 8.3 7.2

45.6 46.3 235.4 61.4 57.7 56.5

C-Class 4dr saloon £38,785–£52,125

140-142 140-142 27 137-138 134-144 136-137 AAAAC

Sumptuous interior and impressive tech, but let down by harsh suspension. LxWxH 4751x2033x1437 Kerb weight 1650kg 1.5 C200 2.0 C300 2.0 C300e 2.0 C220d 2.0 C300d

221 278 331 218 283

153 155 152 152 155

7.3 6.0 6.1 7.3 5.7

C-Class Estate 5dr estate £40,420–£53,425

44.1 42.2 256.8 61.4 55.4

146 152-159 14-24 120-127 133-139 AAABC

Impressive and tech-filled inside, albeit in a curiously unsatisfying dynamic package. LxWxH 4755x2033x1494 Kerb weight 1710kg 1.5 C200 2.0 C300 2.0 C300e 2.0 C220d 2.0 C300d

221 278 331 218 283

149 155 151 151 155

7.5 6.0 6.2 7.4 5.8

C-Class Coupé 2dr coupé £40,695–£85,860

38.1-43.4 41.0 403.6 57.7 54.4

149-168 157 15 129 136

AAAAC

Outgoing two-door keeps a nice balance of style, usability and driver reward. LxWxH 4696x1810x1405 Kerb weight 1505kg 1.5 C200 2.0 C300 3.0 V6 AMG C43 4Matic 4.0 V8 AMG C63 S 2.0 C220d 2.0 C300d 4Matic

181 258 385 503 192 241

149 155 155 180 149 155

7.9 6.1 4.7 3.9 7.0 6.0

C-Class Cabriolet 2dr open £44,270–£88,700

37.7-42.2 35.8-39.8 28.0-29.4 25.0-25.5 46.3-52.3 42.8-48.7

155-156 161-175 221-225 250 133-145 151-164

AAAAC

Take all the good bits about the coupé and add the ability to take

AAAAA the roof off. Bingo. LxWxH 4686x1810x1409 Kerb weight 1645kg NX 5dr SUV £38,250–£57,700 AAAAC The start of an era for McLaren and what a way to begin it is.

1.5 C200 181 146 7.9 36.2-40.4 167-168 Urus 5dr SUV £177,297–£197,150 AAAAC PHEV option and welcome cabin overhaul sustain the allure of the LxWxH 4543x2059x1196 Kerb weight 1419kg 2.0 C300 258 155 6.3 34.0-37.7 173-184 Lambo’s second SUV is more alluring and aims to use the V8’s firm’s best-seller. LxWxH 4660x1865x1640 Kerb weight 1990kg 4.0 V8 710 212 2.9 23.2 276 3.0 V6 AMG C43 4Matic 385 155 4.8 27.4-28.5 229-231 power better. LxWxH 5112x2016x1638 Kerb weight 2200kg 2.5 NX 350h 242 124 7.7 44.1 145 4.0 V8 AMG C63 S 503 174 4.1 24.4-24.8 258 4.0 V8 631 189 3.6 22.2 325 2.5 NX 450h+ PHEV 306 124 6.3 256-313 20-26 765LT 2dr coupé £312,800 AAAAB 2.0 C220d 191 145 7.5 44.8-49.6 141-153 Longtail treatment puts a deliciously sharp edge on the 720S. 2.0 C300d 242 155 6.3 42.2-47.1 153-167 L AN D ROVE R RX 5dr SUV £53,865–£64,515 AAABC LxWxH 4600x2161x1159 Kerb weight 1419kg Defender 90 5dr SUV £58,875–£106,090 AAAAB Low flexibility, but hybrid powertrain makes a degree of economic 4.0 V8 755 205 2.8 23.0 280 CLS Coupé 4dr saloon £68,535–£78,740 AAAAC

Breadth of capability matches that of the five-door, with even more kerb appeal. LxWxH 4583x2008x1974 Kerb weight 2190kg 3.0 P400 5.0 P525 3.0 D250 3.0 D300

398 518 246 296

119 119 117 119

6.0 5.2 8.0 6.7

25.6 19.3-19.5 32.8 32.7

256 327-330 226-227 226

sense. LxWxH 4890x1895x1690 Kerb weight 2100kg 3.5 V6 RX 450h

308

124

7.7

34.4

Retains the sleek coupé style and has more tech – without losing

AAAAB its allure. LxWxH 4996x1896x1436 Kerb weight 1935kg 3.0 V6 AMG CLS 53 4Matic+ 429 155 4.5 29.7 3.0 CLS 400d 4Matic 325 155 5.0 38.7

Woking’s most user-friendly car to date is still a McLaren first and UX 5dr SUV £25,950–£43,615 AAABC foremost. LxWxH 4683x2095x1213 Kerb weight 1339kg Refreshingly different premium SUV is a credible, if not class4.0 V8 612 204 3.2 23.7 270 leading, alternative. LxWxH 4495x1840x1520 Kerb weight 1620kg

2.0 UX 250h AAAAB 2.0 UX 250h E4 Promises, and delivers, unrivalled off-road performance with UX 300e 150kWh

Defender 110 5dr SUV £58,595–£108,790

181 181 201

110 110 100

8.5 8.7 7.5

50.4 47.0 TBC

126 136 TBC

216 191

E-Class 4dr saloon £40,385–£100,765 AAAAC AAAAA A wee bit pricey, and less sporting than its rivals, but still comfy

Senna 2dr coupé £750,000

and luxurious. LxWxH 4923x1852x1468 Kerb weight 1680kg

Astounding circuit performance made superbly accessible.

LxWxH 4744x2155x1229 Kerb weight 1309kg

2.0 E200 194 149 7.4 38.2 165-166 2.0 E300e 315 155 5.8 188.3 41 3.0 E450 363 155 5.0 31.7 204 MERCEDES-BENZ Emira 2dr coupé £72,415–£78,380 3.0 AMG E53 4Matic+ 429 155 4.5 30.4 212-215 Charged with replacing the entire outgoing Lotus range. We’ve yet A-Class 5dr hatch £24,100–£57,885 AAAAC 4.0 V8 AMG E63 S 4Matic+ 603 155 3.4 22.8-23.7 277 to test it. LxWxH 4413x1895x1226 Kerb weight 1405kg A little bit of luxury in a desirable, hatchback-sized package.

2.0 E220d 191 146 7.4 53.3 139-157 2.0 360 360 176 4.2 TBC 195 LxWxH 4419x1992x1440 Kerb weight 1445kg 2.0 E300d 261 155 6.3 47.9 153-167 3.0 400 400 180 4.3 29.1 243 1.3 A180 134 134 9.2 47.9 134-138 2.0 E300de 302 149 5.9 217.3 39 Range Rover Evoque 5dr SUV £32,590–£56,625 AAAAC 1.3 A200 161 140 8.2 47.9 135-145 2.9 E400d 4Matic 325 155 5.1 42.2 176-188 M A S E R AT I Refined, luxurious baby Range Rover has matured for its second 2.0 A250 221 155 6.2 41.5 155-165 generation. LxWxH 4371x1996x1649 Kerb weight 1891kg Ghibli 4dr saloon £66,525–£107,420 AAACC 2.0 A250e 215 146 6.6 256.8 25 E-Class Estate 5dr estate £42,725–£102,765 AAAAC 2.0 P200 198 134 8.0 31.7 201 Maser’s compact exec has the allure but lacks power and is poorly 2.0 AMG A35 4Matic 302 155 4.7 33.6-35.8 184-193 Far more practical than its rivals, but pricier and less sporty than 2.0 P250 248 143 7.0 31.6 201 finished in places. LxWxH 4971x1945x1461 Kerb weight 1810kg 2.0 AMG A45 S 4Matic+ 415 168 3.9 33.6 204-207 those closest to it. LxWxH 4933x1852x1475 Kerb weight 1780kg 2.0 P300 298 150 6.3 31.3 203 2.0 Hybrid 325 158 5.7 33.2 192 1.5 A180d 114 126 10.0 62.8 127-130 2.0 E200 197 144 7.7 31.0-35.3 173-174 1.5 P300e 298 132 6.4 166.2-193.5 33-38 3.0 V6 345 166 5.5 25.2 254 2.0 A200d 148 137 8.1 58.9 129-139 3.0 V6 AMG E53 4Matic+ 429 155 4.6 29.7 216-219 2.0 D165 163 120 10.1 43.4-45.9 160-171 3.0 V6 S 424 178 4.9 25.0 254 4.0 V8 AMG E63 S 4Matic+ 603 180 3.5 22.6-23.3 282 2.0 D200 201 120 8.5 43.8 169 3.8 V8 572 203 4.3 23.0 279 A-Class Saloon 4dr saloon £28,170–£46,495 AAABC 2.0 E220d 191 142 7.8 50.4 148-161 Larger, more grown-up A-Class adds premium touch to smallest 2.0 E300d 242 155 6.6 40.4-46.3 156-159 Range Rover Velar 5dr SUV £51,265–£71,315 AAAAC Quattroporte 4dr saloon £89,605–£130,140 AAACC Merc saloon. LxWxH 4549x1796x1446 Kerb weight 1465kg 2.0 E300de 302 146 6.0 188.3 41 The most car-like Landie ever doesn’t disappoint. Expensive, Now a full-sized executive limo, with some added flair. Off the pace 1.3 A180 134 134 8.9 42.8-48.7 133-137 2.9 E400d 4Matic 325 155 5.3 40.9 181-192 though. LxWxH 4804x1930x1685 Kerb weight 1829kg in several key areas. LxWxH 5262x1948x1481 Kerb weight 1860kg 1.3 A200 161 143 8.3 48.7 133-137 2.0 P250 248 135 7.5 27.8-29.2 217-229 3.0 V6 345 168 5.5 25.0 257 2.0 A250 221 155 6.3 42.2 154-156 E-Class Coupé 2dr coupé £47,240–£71,440 AAAAC 3.0 P400 394 155 5.5 27.3-28.0 227-230 3.0 V6 S 424 179 5.0 24.8 257 2.0 A250e 215 149 6.7 256.8 25 Big, laid-back four-seat tourer. Borrows looks from the ravishing 2.0 P400e 398 149 5.4 TBC TBC 3.8 V8 572 203 4.5 23.2 277 2.0 AMG A35 4Matic 302 155 4.8 32.9-36.7 177-187 S-Class Coupé. LxWxH 4846x1860x1431 Kerb weight 1685kg 2.0 D200 201 130 8.2 41.6 168-178 1.5 A180d 114 128 10.2 56.5-64.2 126-129 2.0 E300 237 155 6.4 31.0 180-182 3.0 D300 MHEV 296 143 6.5 36.1-37.2 199-205 Levante 4dr SUV £69,800–£127,260 AAACC 2.0 A200d 148 141 8.2 58.9 127-131 3.0 E450 4Matic 362 155 5.0 29.1-31.4 201 Italian flair and good looks in abundance, but diesel not as 3.0 AMG E53 4Matic+ 429 155 4.4 30.1-31.4 212-215 Range Rover Sport 5dr SUV £64,685–£114,985 AAAAB sonorous as petrols. LxWxH 5003x1968x1679 Kerb weight 2109kg 2.0 E220d 189 145 7.6 43.5-50.4 154-155 Bigger and better; a cut-price Range Rover rather than a jumped-up 3.0 V6 339 156 6.0 22.6 283 3.0 E300d 4Matic 242 155 6.4 42.2-47.9 166-167 Discovery. LxWxH 4850x2073x1780 Kerb weight 2111kg 3.0 V6 S 424 164 5.2 22.4 286 2.9 E400d 4Matic 325 155 5.3 TBC 189 2.0 P300 298 125 7.3 26.1 245 3.8 V8 GTS 526 180 4.3 17.9 357 2.0 P400e PHEV 401 137 6.7 75.3-86.9 69 3.8 V8 Trofeo 572 186 4.1 17.8 359 E-Class Cabriolet 2dr open £51,735–£74,990 AAAAC 3.0 P400 398 140 6.2 27.4 234 Refined and sophisticated four-seater in the same mould as the 5.0 V8 P575 SVR 572 176 4.5 19.6 331 MC20 2dr coupé £189,520 AAAAB S-Class Cabriolet. LxWxH 4846x1860x1429 Kerb weight 1780kg 2.0 D250 248 130 8.5 33.1-33.3 224-239 A triumphant return to the supercar ranks: fast and thriling, yet 2.0 E300 237 155 6.6 30.0 189-190 3.0 D300 298 130 7.3 34.1 220-247 approachable. LxWxH 4669x1981x1693 Kerb weight 1475kg 3.0 E450 4Matic 362 155 5.8 28.8-30.7 208 3.0 D350 348 140 6.9 29.8 249 3.0 V6 621 203 2.9 24.6 262 3.0 AMG E53 4Matic 429 155 4.5 29.7-30.7 217-219 2.0 E220d 189 147 7.8 42.8-48.7 162-163 MAZDA 2.0 E300d 242 155 6.6 40.9-46.3 172 2 5dr hatch £16,575–£20,945 AAAAC 2.9 E400d 4Matic 325 155 5.4 TBC 193

on-road niceties. LxWxH 5018x2008x1967 Kerb weight 2209kg 3.0 P400 2.0 P400e 5.0 P525 3.0 D250 3.0 D300

398 398 518 246 296

119 119 119 117 119

6.1 5.6 5.2 8.3 7.0

24.6-24.7 85.6 19.1 32.2 32.2

4.0 V8

LOTUS

260-261 77 334 230 230

789

208

2.8

22.7

280

Grown up, well made and drives with charm and vigour; engines aren’t brilliant. LxWxH 4060x1695x1515 Kerb weight 1141kg 1.5 Skyactiv-G 75 1.5 e-Skyactiv-G 1.5 e-Skyactiv-G 115

74 88 113

106 114 124

12.1 9.8 9.1

49.6 60.1 56.5

121 107 113

13 JULY 2022 AUTOCAR.CO.UK 75

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GLS 5dr SUV £85,630–£174,020

C

(g/ O2

km

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AAABC

The replacement for the massive GL can still seat seven in comfort. LxWxH 5216x2030x1823 Kerb weight 2415kg 3.0 GLS 400d 4Matic 4.0 GLS 600 Maybach 4.0 AMG GLS63

hp

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GT-R 2dr coupé £88,365–£184,065

C

(g/ O2

km

)

AAAAC

Monstrously fast Nissan has been tweaked and sharpened. Still a blunt object, though. LxWxH 4710x1895x1370 Kerb weight 1725kg

327 549 625

148 155 174

6.3 4.9 4.2

32.8 21.4 23.7

227 304 273

Bristling with technology, luxury and performance. Sets new class standards. LxWxH 5125x1899x1493 Kerb weight 1990kg

Neatly tuned and nice sporty styling. Breaks the mould for budget superminis. LxWxH 4018x1729x1507 Kerb weight 1125kg

3.0 S500 3.0 S580e 3.0 S580 Maybach 6.0 V12 S680 Maybach 2.9 S350d 2.9 S400d

1.5 VTi-Tech

155 155 144 155 155 155

r (b

4.9 5.2 4.8 4.5 6.4 5.4

29.7-35.3 353.1 26.2 19.8 39.8-42.8 38.2-38.7

181-201 19 253-265 325 173-190 192-196

3.8 V6 3.8 V6 Nismo

P

108

10.9

42.3

196 196

2.9 2.8

20.2 19.7

316 325

58.9 53.0 51.9 194-217 70

124 124-126 128 0 109-110

LxWxH 3475x1615x1460 Kerb weight 1065kg

1.2 PureTech 75 1.2 PureTech 100 1.2 PureTech 130 5 SW EV 5dr estate £29,445–£31,945 AAABC 50kWh e-208 Segment-first electric estate could be all the real-world EV you 1.5 BlueHDi 100 104

562 592

152

72 98 128 136 99

106 117 129 93 117

14.9 9.9 8.7 8.1 10.2

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AMG GT 2dr coupé/open £108,390–£377,120

AAAAC

Million-dollar looks and a railgun V8, but extremely firm chassis affects its usability. LxWxH 4544x1939x1287 Kerb weight 1615kg 4.0 V8 GT 4.0 V8 GT R 4.0 V8 GT Black Series

ZS 5dr SUV £16,495–£33,995

Much improved on previous MGs, but still lacks the sophistication of its closest rivals. LxWxH 4314x1809x1611 Kerb weight 1190kg

21.9-22.1 289-290 1.5 VTi-Tech 22.1 289 1.0T GDi 22.1 292 45kWh EV 73kWh EV AMG GT 4-Door Coupé 4dr saloon £141,855–£146,855 AAAAB 522 577 718

AAACC

193-194 3.7-3.8 198 3.6 202 3.2

104 109 143 156

109 112 87 108

10.9 12.4 8.5 8.4

41.5 38.6 163 273

155 166 0 0

MINI

Four-door, four-wheel-drive GT is confusing to contemplate but impressive to drive. LxWxH 5054x1953x1447 Kerb weight 2100kg 630

196

AAACC

A competent but entirely average electric SUV. For the money, we expect better. LxWxH 4463x1834x1624 Kerb weight 1965kg 67kWh 250 67kWh 300 4Matic 67kWh 350 4Matic

Electric 3dr hatch £28,500–£35,050

AAAAC

99 99 99

8.5 7.7 6.0

255-264 0 260-268 0 268 0

33kWh

180

93

7.3

80kWh 400 4Matic

408

112

5.1

244-255 0

2008 5dr SUV £22,300–£38,415

144

2.9 GLE 450 4Matic 362 2.0 GLE 300d 4Matic 242 2.9 GLE 350d 4Matic 268 2.0 GLE 350de 4Matic 317 2.9 GLE 400d 4Matic 328 3.0 V6 AMG GLE 53 4Matic+ 432 4.0 V8 AMG GLE 63 S 4Matic+ 603

155 140 143 130 152 155 155

5.7 7.2 6.6 6.8 5.7 5.3 3.8

32.5 39.2 36.2 256.8 35.3 26.7 TBC

driver involvement. LxWxH 4379x1801x1295 Kerb weight 1335kg

AAAAC 2.0 2.0 T 2.5 S 4.0 GTS 4.0 GT4 4.0 GT4 RS AAABC

Better looks, better value and better range from this second-gen GLE 5dr SUV £67,260–£118,595 AAAAC electric hatch. LxWxH 4387x1768x1520 Kerb weight 1245kg The ML replacement isn’t inspiring to drive but does come with a 40kWh 147 90 7.9 168 0 classy interior. LxWxH 4819x2141x1796 Kerb weight 2165kg 62kWh 214 98 6.9-7.3 239 0 229 198-207 206-214 29 220 246-248 281

Juke 5dr hatch £19,200–£25,700

Second-generation crossover is impressive in some respects, but outstanding in few. LxWxH 4135x1765x1565 Kerb weight 1605kg 1.0 DiG-T 114

114

112

10.7

Qashqai 5dr SUV £24,555–£38,855

47.9

134-139 AAAAC

Ticks the important family car boxes, but ICE powertrain lacks GLE Coupé 5dr SUV £73,915–£127,420 AAAAC refinement. LxWxH 4425x2084x1625 Kerb weight 1435kg May not be your idea of a desirable luxury car, but it’s certainly an 1.3 DiG-T 140 138 122 10.2 44.3 143-144 effective one. LxWxH 4946x2014x1716 Kerb weight 2295kg 1.3 DiG-T 158 156 123 9.9 41.5-44.4 145 3.0 AMG GLE 53 4Matic 4.0 AMG GLE 63 S 4Matic 2.0 GLE 350de 4Matic 2.9 GLE 400d 4Matic

432 603 320 327

155 174 130 149

5.3 3.8 6.9 5.7

25.7 TBC 313.9 33.6

244 280 23-24 219

X-Trail 5dr SUV £30,925

Shortfalls on refinement and drivability, plus a slight lack of the original’s character. LxWxH 4640x1820x1710 Kerb weight 1505kg 1.3 DiG-T 160

76 AUTOCAR.CO.UK 13 JULY 2022

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123

11.5

37.8-38.5 166-173

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(g/

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(

AAAAB

380 380 444 444 473 473 380 444 473 503 572 641

182 180 191 190 193 193 179 189 193 199 199 205

4.0 4.0 3.7 3.4 3.4 3.3 4.4 3.8 3.4 3.4 2.8 2.7

27.4 26.9 27.4 26.9 24.8-26.4 24.8-26.6 26.9 26.4 24.8-27.1 21.7-21.9 23.5 23.5

233 238 234 239 244-258 240-259 239 244 236-258 283-304 271 271

AAAAC

4.4 4.4 4.4 3.6 3.6 3.5 2.9 2.8

27.2 26.9 27.4 26.6 26.9 25.0 23.3 23.3

236 238 233 241 239 244 275 275 AAAAA

Panamera Sport Turismo 5dr estate £77,895–£145,000 AAAAB The Panamera in a more practical form, and now it’s a good-looking beast. LxWxH 5049x1937x1428 Kerb weight 1880kg 2.9 V6 4 2.9 V6 4S 2.9 V6 4 E-Hybrid 2.9 V6 4S E-Hybrid 4.0 V8 GTS 4.0 V8 Turbo S 4.0 V8 Turbo S E-Hybrid

290 296 339 396 414 493

170 170 177 182 188 196

4.9-5.1 4.9-5.3 4.4-4.6 4.5 4.4 3.4

32.8 35.5 29.1 25.9 25.7 21.4

197 198 228 247 251 299

325 434 456 552 473 621 690

163 180 174 182 181 196 196

5.3 4.3 4.4 3.7 3.9 3.1 3.2

26.4 26.4 78.5-85.6 78.5-85.6 22.8 21.7 94.2-97.4

Taycan 4dr saloon £72,905–£139,335

242 242 60 60 280 295 65-69

AAAAB

First all-electric Porsche shows the rest of the world how it should be done. LxWxH 4963x1966x1381 Kerb weight 2305kg

AAAAC 79kWh

Convertible 2dr open £22,105–£31,015

Leaf 5dr hatch £28,495–£34,945

2m

Fewer compromises than ever, if rewarding only at full attack.

LxWxH 4519x1852x1297 Kerb weight 1585kg

93kWh 4S 93kWh GTS 93kWh Turbo 93kWh Turbo S

405 527 472 563 590 670 751

143 155 143 155 155 161 161

5.4 4.0 5.4 4.0 3.7 3.2 2.8

220-268 252 253-301 287 273 280 256

0 0 0 0 0 0 0

Taycan Cross Turismo 5dr estate £81,555–£140,415 AAAAB Melds together two vehicle types, and somehow hangs together, brilliantly. LxWxH 4974x2144x1409 Kerb weight 2320kg 93kWh 4 93kWh 4S 93kWh GTS 93kWh Turbo 93kWh Turbo S

472 563 590 670 751

137 149 155 155 155

5.1 4.1 3.7 3.3 2.9

242-283 241-281 273 245-281 241-260

0 0 0 0 0

Taycan Sport Turismo 5dr estate £73,650–£141,259 AAAAB Less rugged than the Cross Turismo, but no less capable.

LxWxH 4963x2144x1390 Kerb weight 2250kg 79kWh 79kWh 4S 93kWh 93kWh 4S 93kWh GTS 93kWh Turbo 93kWh Turbo S

405 527 472 563 590 670 751

143 155 143 155 155 155 155

5.4 4.0 5.4 4.0 3.7 3.2 2.8

222-269 222-274 259-306 259-306 263-304 263-305 267-285

Macan 5dr SUV £50,935–£68,065

0 0 0 0 0 0 0

AAAAB

Spookily good handling makes this a sports utility vehicle in the purest sense. LxWxH 4696x1923x1624 Kerb weight 1770kg 2.0 2.0 T 3.0 V6 S 3.0 GTS

263 263 377 438

144 144 161 169

6.4 6.4 4.8 4.5

26.4 26.4 25.4 25.0

Cayenne 5dr SUV £64,750–£132,060

228 224-239 251 255 AAAAB

Refreshed look, improved engines and interior, and a better SUV overall. LxWxH 4926x2194x1673 Kerb weight 2175kg

3.0 V6 3.0 V6 E-Hybrid 2.9 V6 S Refreshed look and better handling makes it an enticing choice.

4.0 V8 GTS EQC 5dr SUV £67,320–£76,210 AAAAB Has its flaws, though. LxWxH 3991x1743x1455 Kerb weight 1490kg 718 Cayman 2dr coupé £49,800–£108,370 AAAAA 4.0 V8 Turbo Brisk, tidy-handling electric SUV has everything needed to do well 1.0 IG-T 92 91 111 11.8 50.4 123-129 Scalpel-blade incisiveness, supreme balance and outstanding 4.0 V8 S E-Hybrid

on UK roads. LxWxH 4762x1884x1624 Kerb weight 2495kg

0/6

911 Cabriolet 2dr open £99,095–£176,750

Won’t break records on range or usability, but has plenty of zip and Compact crossover has most rivals licked, but class is still waiting 79kWh 4S driver appeal. LxWxH 3850x1727x1414 Kerb weight 1440kg for a game-changer. LxWxH 4300x1770x1550 Kerb weight 1205kg 93kWh

0 1.2 PureTech 100 98 115 10.9 52.0 125-127 1.2 PureTech 130 128 122 8.9 50.6 132 AAABC 1.2 PureTech 155 153 129 8.2 46.6 141 A fun open-top car but compromised on practicality and dynamics. 50kWh e-2008 136 93 8.5 191-206 0 GLB 5dr SUV £37,470–£50,855 AAABC LxWxH 3821x1727x1415 Kerb weight 1280kg 1.5 BlueHDi 98 115 11.4 62.7 118-120 Boxy SUV mixes rough-and-tumble styling cues and seven-seat 1.5 Cooper 134 128 8.8 46.3 138-139 versatility. LxWxH 4634x1834x1659 Kerb weight 2085kg 2.0 Cooper S 175 143 7.2 42.2 151 3008 5dr SUV £28,690–£46,745 AAAAC 1.3 GLB 200 160 129 9.1 40.4 160-165 2.0 John Cooper Works 227 150 6.6 39.2 165 Cleverly packaged Peugeot offers just enough SUV DNA to make 2.0 AMG GLB 35 302 155 5.2 32.5 198 the difference. LxWxH 4447x2098x1624 Kerb weight 1250kg 2.0 GLB 200d 148 127 9.0 47.9 149-156 Clubman 5dr hatch £23,505–£36,755 AAAAC 1.2 PureTech 130 126 117 10.5-10.8 37.2 146-149 2.0 GLB 220d 188 135 7.6 47.9 156-158 Cheery and alternative Mini ‘six-door’ takes the brand into new 1.6 Hybrid 223 146 5.9 157-222 29 territory. LxWxH 4253x1800x1441 Kerb weight 1375kg 1.6 Hybrid4 298 149 5.9 166-235 36 EQB 5dr SUV £52,145–£56,645 AAACC 1.5 Cooper 134 128 9.2 47.1 136-137 1.5 BlueHDi 130 126 119 9.5 55.1 137-139 Part-time third row still a rarity in premium electric cars. Otherwise 2.0 Cooper S 175 142 7.3 42.2 152-153 unremarkable. LxWxH 4463x1834x1624 Kerb weight 2030kg 2.0 John Cooper Works All4 302 155 4.9 38.2 169 5008 5dr SUV £31,145–£41,975 AAAAC 67kWh 300 228 99 7.7 257 0 Less MPV, more SUV, and shares its siblings’ good looks. Competent 67kWh 350 292 99 6.0 257 0 Countryman 5dr hatch £25,305–£38,325 AAABC to drive, too. LxWxH 4641x1844x1640 Kerb weight 1511kg Bigger than before, but still more funky than useful. Still not all that 1.2 PureTech 130 126 117 10.4-10.9 46.0 150-153 GLC 5dr SUV £45,145–£94,600 AAAAC pretty, either. LxWxH 4299x2005x1557 Kerb weight 1440kg 1.6 PureTech 180 178 135 8.3 39.6 168-170 Not exactly exciting to drive, but does luxury and refinement 1.5 Cooper 136 124 9.7 44.8 143 1.5 BlueHDi 130 129 119 10.7 57.3 139-142 better than most. LxWxH 4656x1890x1639 Kerb weight 1735kg 1.5 Cooper All4 136 122 10.3 40.9 157-158 2.0 BlueHDi 180 175 131 9.1 47.3 164-166 2.0 GLC 300 4Matic 255 149 6.2 34.4 187-198 1.5 Cooper S E All4 PHEV 217 122 6.8 156.9 41 P O L E S TA R 2.0 GLC 300e 4Matic 320 143 5.7 122.8 53 2.0 Cooper S 192 140 7.5-7.6 42.2-42.8 151-152 3.0 V6 AMG GLC 43 4Matic 388 155 4.9 27.4 233-245 2.0 Cooper S All4 192 138 7.6 40.4 158-159 2 5dr hatch £39,900–£45,900 AAAAC 4.0 V8 AMG GLC 63 S 4Matic+ 502 155 3.8 22.7 294-296 2.0 John Cooper Works All4 302 155 5.1 37.2 174 High-rise saloon takes the EV off in a development direction all of 2.0 GLC 220d 4Matic 191 134 7.9 47.9 154-167 its own. LxWxH 4607x1859x1478 Kerb weight 2048kg MORGAN 2.0 GLC 300d 4Matic 242 144 6.5 42.8 178-179 63kWh Standard Range 221 99 7.4 273 0 2.0 GLC 300de 4Matic 302 143 6.2 148.7 50 Plus Four 2dr open £63,605 AAABC 78kWh Long Range 228 99 7.4 317 0 Morgan’s four-cylinder lifeblood model gets 21st-century 78kWh Long Range AWD 402 127 4.2 298 0 GLC Coupé 5dr SUV £48,020–£96,425 AAAAC underpinnings. LxWxH 3830x1500x1250 Kerb weight 1013kg PORSCHE A coupé-shaped SUV destined to be outrun by the X4 – unless 2.0 255 149 5.1 38.8 165 you’re in an AMG. LxWxH 4732x1890x1602 Kerb weight 1785kg 718 Boxster 2dr open £48,490–£76,905 AAAAB 2.0 GLC 300 4Matic 255 149 6.3 32.8 195-202 Plus Six 2dr open £82,945 AAABC Our idea of drop-top heaven. Exceptional to drive, whether cruising 2.0 GLC 300e 4Matic 320 143 5.7 104.6 52-54 Feels like progress in lots of ways, but not yet the driver’s car it or hurrying. LxWxH 4379x1801x1280 Kerb weight 1335kg 3.0 V6 AMG GLC 43 4Matic 388 155 4.9 27.7 232-242 might be. LxWxH 3890x1756x1220 Kerb weight 1075kg 2.0 290 170 4.9-5.1 32.5 198 4.0 V8 AMG GLC 63 S 4Matic+ 502 155 3.8 22.1 290-291 3.0 335 166 4.2 38.2 180 2.0 T 296 170 4.7-5.3 32.5 199 2.0 GLC 220d 4Matic 191 135 7.9 44.1 167-173 2.5 S 339 177 4.4-4.6 29.1 229 NISSAN 2.0 GLC 300d 4Matic 242 145 6.6 40.9 182-184 4.0 GTS 396 182 4.5 25.9 247 2.0 GLC 300de 4Matic 302 143 6.2 134.5 55 Micra 5dr hatch £16,675–£19,755 AAAAC 4.0 Spyder 414 189 4.4 25.4 251 188 228 292

0-6

AAAAC perfect grand tourer. LxWxH 5049x1937x1423 Kerb weight 1815kg Blends character and practicality, without compromising on the 2.9 V6 325 168 5.6 27.7 232 hatchback’s style. LxWxH 4635x2062x1442 Kerb weight 1345kg 2.9 V6 4 325 167 5.3 27.2 235 1.2 PureTech 130 131 130 9.9 52.1 122 2.9 V6 4S 434 183 4.3 27.4 234 1.6 Hybrid 180 139 7.7 213-281 25-30 2.9 V6 4 E-Hybrid 456 174 4.4 78.5-85.6 60 1.6 Hybrid 225 225 146 7.6 213-266 26-30 2.9 V6 4S E-Hybrid 552 185 3.7 78.5-85.6 60 1.5 BlueHDi 131 129 10.9 65.0 113-114 4.0 V8 GTS 473 186 3.9 23.3 275 4.0 V8 Turbo S 621 196 3.1 22.1 289 508 4dr saloon £29,000–£54,030 AAAAC 4.0 V8 Turbo S E-Hybrid 690 196 3.2 97.4-104.6 62-66

3.2

EQA 5dr SUV £45,656–£54,115

)

Revamped big saloon is an absolute belter, making it almost the

308 SW 5dr estate £25,835–£40,035

3dr Hatch 3dr hatch £17,405–£33,800 AAAAB Stylish and likeable but lacking the polish of more premium rivals.

21.4-22.1 294-298 Three-pot engines and cleverly designed interior make the Mini a LxWxH 4750x1859x1430 Kerb weight 1535kg superb choice. LxWxH 3821x1727x1414 Kerb weight 1190kg 1.2 PureTech 130 131 127 8.1 49.1 129 GLA 5dr SUV £31,915–£66,115 AAABC 1.5 One 101 121 10.1-10.2 49.6 130 1.6 Hybrid 223 155 8.3 166.0-235.0 27-38 Not the most practical crossover but good looking and very decent 1.5 Cooper 134 130 7.8-7.9 48.7-49.6 130-132 1.6 Hybrid PSE 355 155 5.2 141.2 42 to drive. LxWxH 4417x1804x1494 Kerb weight 1395kg 2.0 Cooper S 189 145-146 6.7-6.8 44.1 145 1.5 BlueHDi 130 126 126 10.0 62.0 124 1.6 GLA 180 120 124 8.7-9.0 35.3-40.4 151-155 2.0 John Cooper Works 227 152 6.1-6.3 39.8 160 1.6 GLA 200 152 134 8.1-8.4 34.9-39.8 151-155 508 SW 5dr estate £30,600–£55,830 AAACC 1.3 GLA 250e 135 137 7.1 201.8 31 5dr Hatch 5dr hatch £18,105–£26,200 AAAAB Bodystyle takes the edge off the 508’s style yet doesn’t fully 2.0 GLA 250 4Matic 204 143 6.6 32.5-35.8 172-174 Mini charm in a more usable package, but still not as practical as address practicality. LxWxH 4778x1859x1420 Kerb weight 1430kg 2.0 AMG GLA 35 4Matic 302 155 5.2 32.5 186-198 rivals. LxWxH 3982x1727x1425 Kerb weight 1240kg 1.2 PureTech 130 131 127 8.3 49.1 129 2.0 AMG GLA 45 S 4Matic+ 415 155 4.3 28.8 215-224 1.5 One 101 119 10.6 49.6 130 1.6 Hybrid 223 155 8.3 166.0-235.0 27-38 2.0 GLA 200d 150 127 8.6-8.9 52.3 121 1.5 Cooper 134 129 8.4 48.7-49.6 131-132 1.6 Hybrid PSE 355 155 5.2 141.2 42 2.0 GLA 220d 188 136 7.3 49.6 141-149 2.0 Cooper S 175 146 6.9 44.1-45.6 141-146 1.5 BlueHDi 130 126 129 10.1 62.0 127 4.0 V8 GT63 S 4Matic+

ph

Wider, eighth-generation 911 is still eminently fast, and capable at all speeds. LxWxH 4519x1852x1300 Kerb weight 1565kg

3.0 Carrera 380 180 3.0 Carrera 4 380 180 3.0 Carrera S 444 190 61kWh 154 115 7.7 250 0 308 5dr hatch £24,635–£38,835 AAAAC 3.0 Carrera 4S 444 188 Brings electrification and design flair but retains the old model’s 3.0 Carrera GTS 473 192 EQS 5dr saloon £99,995–£163,990 AAAAB HS 5dr SUV £22,095–£33,095 AAACC dynamic character. LxWxH 4365x1850x1441 Kerb weight 1288kg 3.0 Carrera 4 GTS 473 191 Luxurious in every respect and a tantalising showcase for the Goes big on metal for the money but covers its budget roots with 1.2 PureTech 130 131 130 9.7 52.1 122 3.7 Turbo 572 199 future. LxWxH 5032x1899x1411 Kerb weight 2480kg mixed success. LxWxH 4574x1876x1664 Kerb weight 1489kg 1.6 Hybrid 180 140 7.6 213-281 23-30 3.7 Turbo S 641 205 108kW 450+ 4Matic 325 130 6.2 412-453 0 1.5 T-GDI 162 118 9.9 36.2-37.2 168 1.6 Hybrid 225 225 146 8.0 213-266 24-30 AMG EQS 53 4Matic+ 649 155 3.8 377 0 1.5 T-GDI PHEV 254 118 7.1 155.8 43 1.5 BlueHDi 131 129 10.6 65.4 113-114 Panamera 4dr saloon £72,715–£141,780

need. LxWxH 4544x1729x1509 Kerb weight 1532kg

(m

911 2dr coupé £89,295–£166,950

3.0 Carrera 3.0 Carrera 4 3.0 Carrera S NOBLE 3.0 Carrera 4S G-Class 5dr SUV £108,815–£181,715 AAABC M600 2dr coupé £248,000–£287,600 AAABC 3.0 Carrera GTS Massively expensive and compromised, but with character in Deliciously natural and involving; a bit ergonomically flawed.

3.0 Carrera 4 GTS abundance. LxWxH 4866x1984x1969 Kerb weight 2550kg LxWxH 4360x1910x1120 Kerb weight 1198kg 3.0 Targa 4 3.0 400d 4Matic 325 130 6.4 25.7 281-282 4.4 V8 662 225 3.0 16.8 333 3.0 Targa 4S 4.0 V8 AMG G63 4Matic 578 137 4.5 18.6-18.8 373 3.0 Targa 4 GTS PEUGEOT 4.0 GT3 MG 208 3dr/5dr hatch £18,645–£33,910 AAABC 3.7 Turbo AAAAB 3 5dr hatch £12,845–£14,345 AAABC A big improvement for Peugeot, if not for the supermini class.

3.7 Turbo S

S-Class 4dr saloon £81,650–£206,775 440 510 503 612 286 328

P

e ow

335 456 340 453 542 671

152 157 152 168 178 183

6.2 5.0 6.2 4.8 4.1 3.8

22.6-24.6 76.3-91.1 21.9-23.9 20.0-21.2 20.0-20.9 68.9-74.3

Cayenne Coupé 5dr SUV £69,400–£149,810

259-283 71-83 268-292 301-219 305-319 86-92

AAAAC

Little different to drive from the standard car but certainly has an appeal all of its own. LxWxH 4931x1983x1676 Kerb weight 2030kg 3.0 V6 3.0 V6 E-Hybrid 2.9 V6 S 4.0 V8 GTS 4.0 V8 Turbo 4.0 V8 S E-Hybrid 4.0 V8 GT

335 456 428 453 533 671 632

Rapture 0dr open £110,000

150 157 163 168 178 183 186

6.0 5.1 5.0 4.5 3.9 3.8 3.1

22.6-24.4 76.3-88.3 21.9-23.5 20.2-21.2 20..0-20.9 68.9-74.3 20.0

263-283 73-85 271-292 302-318 307-319 87-92 319

RADICAL

AAABC

Not as well mannered as some lightweights but spectacular in its track-day element. LxWxH 4100x1790x1130 Kerb weight 765kg 2.2 Turbo

360

165

3.1

NA

RXC GT 2dr open £145,000

NA AAABC

Designed for pounding around a track; out of its element on the road. LxWxH 4300x1960x1127 Kerb weight 1125kg 3.5 V6 400 3.5 V6 650

400 650

179 180

2.8 2.7

NA NA

NA NA

N E W CAR PR I CES P

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r (b

hp

)

T

s op

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(

h mp

)

0 0-6

/62

mp

h

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P

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hp

)

T

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(

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mp

h

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84 87

11.4 9.5

233 232

Clio 5dr hatch £19,590–£24,990

1.5 TSI 150 2.0 TSI 190 4x4 2.0 vRS 2.0 TDI 150 2.0 TDI 150 4x4 2.0 TDI 200 4x4

0 0 AAAAC

Plusher, smoother and much more mature. A car of substance as well as style. LxWxH 4047x1728x1440 Kerb weight 1148kg 1.0 TCe 90 1.6 E-Tech Hybrid

88 138

112 112

12.2 9.9

54.4 65.7

Mégane 5dr hatch £29,990–£39,440 153 298

AAABC

109 9.4 162-163 5.4-5.7

235.4 34.9

28 184

Captur 5dr SUV £21,190–£32,690

AAAAC

Jacked-up Clio is among the better downsized options. Stylish and fluent-riding. LxWxH 4122x1778x1566 Kerb weight 1184kg 104 122 106 107

8.7 9.2 10.6 10.1

47.9 48.7 56.5 217.3

Kadjar 5dr SUV £26,185–£27,785

133-134 134-135 113-114 30-33 AAABC

Fine value, practical, decent to drive and good-looking, but the Qashqai is classier. LxWxH 4449x1836x1607 Kerb weight 1306kg 1.3 TCe 140

138

124

9.8

45.6

Arkana 5dr SUV £26,290–£32,190

143-147 AAABC

Showy styling clothes an eminently sensible but unspectacular car. LxWxH 4568x1820x1576 Kerb weight 1435kg 1.3 TCe Mild Hybrid 140 1.6 E-Tech Hybrid 145

138 143

127 107

9.8 10.8

48.7 58.9

132 108

R O L L S - R OYC E

Wraith 2dr coupé £274,300–£314,500

AAAAB

An intimate and involving Rolls. Not as grand as some, but other traits make it great. LxWxH 5285x1947x1507 Kerb weight 2360kg 6.6 V12

155

6.6 V12

563

155

18.5-18.6 347-348

Phantom 4dr saloon £378,700–£450,700

124 130 142 124 130

9.9 8.0 6.2 10.2 7.8

AAABC

Not as desirable or plush as the e-Up but nearly as good to drive.

LxWxH 3557x1643x1474 Kerb weight 1160kg 37kWh electric

Fabia Estate 5dr estate £17,640–£19,090

81

12.3

1.0 TSI 95

94

115

10.9

Scala 5dr hatch £17,870–£25,395 1.0 TSI 95 1.0 TSI 110 1.5 TSI 150

94 108 148

118 123 137

11.0 10.1 8.2

10.9 10.8 9.4 8.7 7.4 7.5 10.2

Leon Estate 5dr estate £22,620–£38,205

51.4-52.3 50.4-51.4 49.6-51.4 48.7 42.2 235.4 64.2-65.7

Good-looking and responsive hatchback-turned-estate.

LxWxH 4549x1816x1454 Kerb weight 1236kg 1.0 TSI 100 1.0 eTSI 1.5 TSI EVO 130 1.5 TSI EVO 150 2.0 TSI EVO 1.4 eHybrid PHEV 2.0 TDI

108 108 128 148 188 201 113

53.3 119-120 51.4-53.3 120-124 50.4-51.4 125-128

124 124 130 135 145 137 124

11.2 10.9 9.7 8.9 7.6 7.5 10.5

h

) y e) km o m ang (g/ o n G/r CO 2 Ec (MP

123-126 124-129 124-128 133 131-154 26-28 113-115

AAAAC

148 188 242 148 148 197

123 TBC 144 123 120 131

9.3 TBC 6.6 9.8 9.6 7.8

37.2-39.2 32.1-32.5 32.5 46.3-47.9 44.8-47.9 41.5-42.5

164-172 196-200 198 154-161 155-165 175-178

79

81

113 148 201 242 242 114 148 197 197

129 143 136 139 155 131 143 154 150

10.5-10.8 8.5 7.7 7.3 6.8 10.3 8.7 7.4 6.8

54.3-56.5 52.3-53.3 235.4 233.5 40.9 68.9 64.2-67.3 56.5 51.4

Octavia Estate 5dr estate £23,250–£38,520

115-117 121-123 21 27 157 109 109-115 130 145

11.6-11.9 81-84

53.3-54.3 50.4-52.3 256.8 217.3 40.4 67.3 62.8-65.7 55.4 50.4

Superb 5dr hatch £27,180–£43,325

118-119 123-126 30 27 159 111 112-118 132 147

AAAAC

Another great Czech value option that’s big on quality and space if not on price. LxWxH 4869x1864x1469 Kerb weight 1340kg 148 188 276 215 148 197 197

137 148 155 138 138 151 148

9.0-9.2 7.7 5.5 7.7 9.1 7.9 7.2

40.4-44.8 142-157 38.2-39.2 162-168 32.2-34.0 188-193 148.7-188.3 33-42 54.3-58.9 125-136 51.4-53.3 140-145 47.9 154

17kWh

79

81

0 AABCC

12.7

84

Tivoli 5dr SUV £14,495–£20,595

0 AAABC

needs refinement. LxWxH 5095x1950x1840 Kerb weight 2155kg 2.2d 181

178

115-121 12.2

argicultural roots. LxWxH 4850x1960x1825 Kerb weight 2102kg 178

XV 5dr SUV £28,360–£33,680

115

11.3-11.9 32.9

205-227

SUBARU

1.6i 2.0i 2.0i e-Boxer

112 154 148

109 120 120

13.9 10.4 10.4

TBC 35.7 35.7

Forester 5dr estate £36,360–£39,360

180 180 180 AAACC

148

117

11.8

34.7

112 124 133 115 126 122

11.4 8.5 7.0 10.9 9.3 8.7

pe

ed

(m

ph

)

0-6

0/6

2m

ph Ec

) y e) km o m ang (g/ o n MPG/r CO 2 (

T OYO TA

AAABC

City car returns from SUV boot camp ready for the ultimate series of speed bumps. LxWxH 3700x1740x1525 Kerb weight 1360kg 1.0 VVT-i

71

98

14.9

57.6

Yaris 5dr hatch £20,210–£24,420

110 AAABC

Stylish interior but ultimately a scaled-down version of bigger Toyotas. LxWxH 3495x1695x1510 Kerb weight 1310kg 114

109

9.7

65.7-68.9 92-98

GR Yaris 5dr hatch £30,020–£33,520 1.6 AWD

AAAAA

253

143

5.5

TBC

Yaris Cross 5dr SUV £23,280–£31,310 1.5 Hybrid 1.5 Hybrid AWD

186 AAABC

114 114

106 106

7.0 7.3

56.5-64.2 100-112 55.4 115

Corolla 5dr hatch £24,855–£30,580

AAAAC

Rebranded hatch has rolling refinement, interior ambience and affable handling. LxWxH 4370x1790x1435 Kerb weight 1340kg 1.8 VVT-i Hybrid 2.0 VVT-i Hybrid

122 180

111 111

10.9 7.9

57.6-62.8 102-112 53.3-57.6 111-120

Corolla Touring Sports 5dr estate £26,125–£32,515 AAAAC More practical estate bodystyle proves just as capable with hybrid power. LxWxH 4650x1790x1435 Kerb weight 1440kg 1.8 VVT-i Hybrid 2.0 VVT-i Hybrid

122 180

111 111

11.1 8.1

56.5-62.8 103-113 53.3-56.5 112-121

Prius 5dr hatch £24,880–£29,540

AAAAC

Better all round compared with its predecessors. Challenging looks, though. LxWxH 4540x1760x1470 Kerb weight 1375kg 1.8 VVT-i Hybrid

120

112

10.6

58.9-67.3 94-109

Prius Plug-in Hybrid 5dr hatch £32,645–£34,745

AAAAC

Plug-in version is clever and appealing. Seems more comfortable in

Acceptable in isolation, but no class leader.

LxWxH 4815x1840x1605 Kerb weight 1612kg 172

130

10.2

33.0

193

SUZUKI

Ignis 5dr hatch £14,749–£18,249 83 83

103 103

12.7 12.8

52.3 48.6

110-112 121 AAABC

Given mature looks, more equipment and a hybrid powertrain, but it’s no class leader. LxWxH 3840x1735x1495 Kerb weight 890kg 1.2 Dualjet 83 12V 1.2 Dualjet 83 12V Allgrip 1.4 Boosterjet 48V Sport

82 82 129

112 106 130

13.1 13.8 9.1

59.7 52.3 50.4

Swace 5dr estate £27,499–£29,299

106 121 125 AAABC

Rebadged Toyota Corolla Touring Sports serves as a useful addition to Suzuki’s line-up. LxWxH 4655x1790x1460 Kerb weight 1420kg 120

112

11.1

64.2

174

109

9.5 10.2

69.4mpkg 0

99

AAAAC

1.8 Hybrid 2.0 Hybrid

119 181

105 112

11.0 8.2

57.7-58.9 109-110 53.3-54.3 119

RAV4 5dr SUV £31,945–£46,150

AAACC

A solid option but ultimately outgunned by Korean competition.

LxWxH 4605x1845x1675 Kerb weight 1605kg 194 194 302

112 112 112

8.4 8.1 6.0

50.4-51.3 126-131 47.9-48.7 131-134 TBC TBC

Land Cruiser 5dr SUV £42,405–£57,680

AAABC

Likeably simple, functional, and worth considering if you need a dual-purpose SUV. LxWxH 4335x1885x1875 Kerb weight 2010kg 201

109

12.7

29.1-31.0 239-250

Highlander 5dr SUV £51,650–£53,630

AAABC

Seven-seater bucks the trend of large hybrid SUVs being of the plug-in variety. LxWxH 4966x1930x1755 Kerb weight 2050kg 244

112

8.3

39.8

GR Supra 2dr coupé £46,010–£54,365

159-160 AAAAC

Brings welcome muscle, fun and variety to the affordable sports car class. LxWxH 4379x1292x1854 Kerb weight 1541kg 2.0i 3.0i

250 335

155 155

5.2 4.3

38.7 34.5

167 188

VA U X H A L L

Corsa 5dr hatch £17,380–£30,910

AAABC

Improved in many ways but lacks the appeal to match its price. EV is more likeable. LxWxH 4060x1765x1433 Kerb weight 1141kg

1.2 75 72 108 AAABC 1.2 100 97 121 50kWh E 132 93 1.5 Turbo D 102 98 117 52.7 128 45.2 140 Astra 5dr hatch £23,805–£35,315

Utterly worthy addition to the class drives better than most.

LxWxH 4175x1775x1610 Kerb weight 1075kg 118 118

9.0

Coupé-shaped crossover certainly turns heads and impresses on the road. LxWxH 4360x1795x1565 Kerb weight 1320kg

2.5 Hybrid

Swift 5dr hatch £15,499–£22,570

AAAAC

A courageous endeavour, and one with the trappings of future acceptability. LxWxH 4975x1885x1470 Kerb weight 1905kg

AAAAC 2.8 D-4D

Cute and rugged-looking 4x4 city car capable of tackling roads bereft of asphalt. LxWxH 3700x1660x1595 Kerb weight 855kg 1.2 Dualjet 12V 1.2 Dualjet 12V Allgrip

Mirai 4dr saloon £49,995–£64,995

2.5 Hybrid AABCC 2.5 Hybrid AWD 2.5 PHEV

Outback 5dr estate £33,995–£39,495 2.5i

185

13.2 9.9 8.1 10.2

53.3 48.7-52.3 209 70.0

125 126-134 0 109-110

AAABC

Eye-catching, refined and polished to drive, but less practical than

SX4 S-Cross 5dr SUV £24,999–£29,799

AAACC its predecessors. LxWxH 4373x1860x1441 Kerb weight 1341kg Latest round of updates help keep it a decent budget offering.

1.2 Turbo 110 108 124 10.2 54.3 119 LxWxH 4300x1785x1593 Kerb weight 1305kg 1.2 Turbo 130 128 134 9.9 54.3 119 Kamiq 5dr SUV £19,470–£27,860 AAABC 1.4 Boosterjet 48V 127 121 10.2 53.2 120 1.6 Hybrid 178 140 9.3 201-256 24-26 AAAAC Skoda’s supermini platform has birthed a practical but predictable 1.4 Boosterjet 48V Allgrip 127 118 10.2 46.3 139 1.5 Turbo D 130 128 130 10.6 64.2 115

49.6-51.4 49.6 49.6-51.4 47.9-48.7 42.2 235.4 64.2-65.7

compact crossover. LxWxH 4241x1793x1553 Kerb weight 1251kg

126-129 130 125-128 132-133 151-152 26-28 114-116

1.0 TSI 95 1.0 TSI 115 1.5 TSI 150

93 112 148

112 120 132

11.1 9.9 8.3

49.6 129 47.1-49.6 130-136 46.3-47.9 133-139

Across 5dr SUV £45,599 2.5 PHEV

Karoq 5dr SUV £25,950–£37,760

AAABC

Rebadged Toyota PHEV plunges Suzuki convincingly into several new segments. LxWxH 4635x1855x1690 Kerb weight 1915kg 182

AAAAC

Yeti replacement may not have its forebear’s quirkiness, but it’s brilliant otherwise. LxWxH 4382x1841x1603 Kerb weight 1265kg 11.1 8.1-8.3 7.3 10.6 9.0 8.8

44.8-47.9 42.8-44.8 33.2 58.9 50.4-52.3 42.8

133-143 143-149 191 126 142-148 172-174

112

6.0

282.4

TESLA

Model S 5dr hatch £91,980–£118,980 670 1020

155 200

Model 3 4dr saloon £42,990–£59,990

3.1 2.0

405 396

44.1-46.3 42.2-43.5 34.9-35.3 54.3-55.4 55.4-58.9 47.1-48.7

139-146 149-152 181-183 135-137 141-166 141-166

82kWh 80x Sportline

263

99

6.9

303

0

82kWh vRS

299

111

6.5

312

0

Model X 5dr SUV £98,980–£110,980

0 0

108 128 178 128

124 130 140 130

10.8 9.9 9.3 10.8

52.3-53.3 49.6-51.4 201-256 62.8-64.2

Insignia 5dr hatch £30,720–£39,900

125-127 127-133 24-31 115-119

AAAAC

The good-looking and tech-filled Insignia makes an attractive proposition. LxWxH 4897x1863x1455 Kerb weight 1714kg

2.0 Turbo 200 AAAAC 1.5 Turbo D 122 2.0 Turbo D 170

197 120 167

146 127 142

7.2 10.7 8.2

Crossland 5dr SUV £18,415–£26,655

37.7 61.4 61.4

171 121 121 AAABC

Still only a mid-pack player in a busy crossover market, but simple and easy to operate. LxWxH 4212x1765x1605 Kerb weight 1245kg

1.2i 83 AAAAB 1.2i Turbo 110 1.2i Turbo 130 1.5 Turbo D 110

A genuine luxury seven-seat electric SUV that also has a large Enyaq Coupe iV 5dr SUV £51,885 AAABC range. LxWxH 5036x2070x1684 Kerb weight 2459kg More style-led EV is the first to wear Skoda’s performance badge. Model X 670 155 3.8 348 0 LxWxH 4653x1882x1660 Kerb weight 2204kg Model X Plaid 1020 163 2.5 340 0

Model Y 5dr SUV £54,990–£64,990

More spacious Astra wagon is as attractive as the hatchback. We have yet to drive it. LxWxH 4642x1860x1480 Kerb weight 1346kg

1.2 Turbo 110 1.2 Turbo 130 1.6 Hybrid AAAAB 1.5 Turbo D

Large range makes it not only a standout EV but also the future of luxury motoring. LxWxH 4978x1963x1445 Kerb weight 2108kg Model S Model S Plaid

Astra Sports Tourer 5dr estate £21,190–£27,460

22

Lowest-price, biggest-volume Tesla yet arrives in the UK after AAAAC wooing the US. LxWxH 4694x1849x1443 Kerb weight 1726kg Practical, rangy, and well priced. Hits a sweet spot in the EV RWD 320 140 5.3 267 0 Ateca 5dr SUV £25,140–£37,205 AAAAB market. LxWxH 4649x1879x1621 Kerb weight 1917kg Long Range 434 145 4.2 360 0 Seat’s first SUV is very good. So good, in fact, it’s a Qashqai beater. 62kWh 60 177 99 8.7 256 0 Performance 522 162 3.1 352 0 LxWxH 4363x1841x1601 Kerb weight 1280kg 82kW 80 201 99 8.5 331 0 108 148 188 114 148 148

T

s op

C-HR 5dr SUV £28,175–£34,305

Solid, spacious and wilfully unsexy. A capable 4x4 nonetheless.

LxWxH 4610x1795x1735 Kerb weight 1488kg

1.4 Boosterjet 48V 127 1.4 Boosterjet 48V Allgrip 127

1.0 TSI 110 108 117 1.5 TSI 150 148 126 Arona 5dr SUV £20,040–£25,865 AAAAC 20 TSI 190 4x4 188 132 Seat’s second SUV doesn’t disappoint, with it taking charge of the 2.0 TDI 116 114 118 class dynamically. LxWxH 4138x1780x1543 Kerb weight 1165kg 2.0 TDI 150 148 127 1.0 TSI 95 93 107 11.2 51.4 124 2.0 TDI 150 4x4 148 121 1.0 TSI 115 113 113 9.8-10.0 47.9-53.3 121-134 1.5 TSI EVO 150 148 127 8.3 44.8-45.6 140-143 Enyaq iV 5dr SUV £34,850–£47,035

1.0 TSI 110 1.5 TSI EVO 150 2.0 TSI 190 2.0 TDI 116 2.0 TDI 150 2.0 TDI 150 4Drive

)

Aygo X 3dr hatch £14,580–£20,505

AAACC Hydrogen FCV

No-nonsense crossover doesn’t quite make enough sense.

LxWxH 4450x1780x1615 Kerb weight 1355kg

AAAAC 1.8 Hybrid

40.9-45.6 141-157 39.8-40.9 162-168 33.2-34.0 188-194 148.7-188.3 33-42 53.3-57.7 129-140 49.6-51.4 140-144 47.9 157

hp

AAABC its skin. LxWxH 4645x1760x1470 Kerb weight 1530kg A vast improvement. Better on the road but without ditching its 1.8 VVT-i Hybrid 120 101 11.1 188.3-217.3 29-35

Vitara 5dr SUV £23,749–£29,299

9.2 7.7 5.3 7.8 9.2 7.9 7.3

28.2-31.8 231-261

Rexton 5dr SUV £37,995–£40,665

1.5 TSI 150 2.0 TSI 190 2.0 TSI 280 4x4 1.4 iV PHEV 2.0 TDI 150 2.0 TDI 200 2.0 TDI 200 4x4

132 143 155 140 133 145 142

r (b

Focused, exhilarating all-wheel-drive hot hatch is the most exciting Toyota in ages. LxWxH 3995x1805x1455 Kerb weight 975kg

S S A N G YO N G

enormous boot. LxWxH 4856x1864x1477 Kerb weight 1365kg 148 188 276 215 148 197 197

e ow

Four doors bring more mainstream practicality, but still hobbled by A credible compact SUV, buoyed by good driving dynamics and low range. LxWxH 3495x1665x1554 Kerb weight 1200kg efficiency. LxWxH 4180x1765x1595 Kerb weight 1175kg

AAAAC 2.0i e-Boxer

Class-leading amount of space and practicality. Comfortable, too.

P

1.5 VVT-i Hybrid AABCC

EQ Forfour 5dr hatch £22,295–£23,445

AAAAC 2.2d 181

Does comfort and practicality like no other. Good, frugal engines too. LxWxH 4689x1829x1470 Kerb weight 1225kg

AAAAC Even more commendable than above, primarily thanks to its

122 119 129 135 144 137 124

mp

AAAAC 1.5 GDI-Turbo 160 119 12.0 37.2 172 1.6 D 2WD 133 112 12.0 45.2 159-164 1.6 D 4WD 133 112 12.0 41.5 178 50.4-52.3 121-126 Musso 5dr SUV £28,128–£37,728 AAACC AAAAC Practical pick-up has a refined engine and direct steering, but ride

Superb Estate 5dr estate £28,460–£44,605

A creditable effort and a notable improvement in form, with plenty of niche appeal. LxWxH 4282x1816x1459 Kerb weight 1202kg 108 108 128 148 188 201 113

/62

dynamics. LxWxH 4450x1870x1629 Kerb weight 1610kg

Octavia 5dr hatch £22,270–£37,290

162

Leon 5dr hatch £21,410–£36,770

155-166 201-207 195-200 144-150 172-178

Undercuts rivals on price and ushers in a sharp new design language for Skoda. LxWxH 4362x1793x1471 Kerb weight 1381kg

Ibiza 5dr hatch £17,165–£21,300

1.0 TSI 110 1.0 eTSI 1.5 TSI EVO 130 1.5 TSI EVO 150 2.0 TSI EVO 190 1.4 eHybrid PHEV 2.0 TDI 150

0 0-6

Outgoing, previous-generation wagon still majors on boot space.

LxWxH 4262x1732x1467 Kerb weight 1182kg

0 1.5 TSI 150 2.0 TSI 190 AAAAB 2.0 TSI 280 4x4 Reinvigorated Ibiza is more mature and takes the class honours 1.4 iV PHEV from the Fiesta. LxWxH 4059x1780x1444 Kerb weight 1091kg 2.0 TDI 150 1.0 MPI 80 79 106 14.6 50.4-52.3 122-128 2.0 TDI 200 1.0 TSI 95 93 113 10.9 52.3 124-125 2.0 TDI 200 4x4 1.0 TSI 110 109 121 10.3 51.4 123-124 81

(

Trails the Duster as the best-value small crossover – but not by

AAAAA LxWxH 4667x1814x1465 Kerb weight 1247kg 1.0 TSI 110 113 125 10.6-10.9 1.5 TSI 150 148 139 8.4 6.75 V12 563 155 5.1-5.2 18.6-18.8 341-344 1.4 TSI iV PHEV 201 136 7.8 1.4 TSI iV vRS PHEV 242 139 7.3 Cullinan 4dr SUV £279,100–£320,500 AAAAC 2.0 TSI vRS 242 155 6.8 Big, bold new 4x4 begins the next era for the brand, with a model 2.0 TDI 116 114 128 10.4 that convinces. LxWxH 5341x2164x1835 Kerb weight 2730kg 2.0 TDI 150 148 139 8.8 6.75 V12 563 155 5.2 17.3-18.1 355-370 2.0 TDI 200 vRS 197 152 7.4 2.0 TDI 200 vRS 4x4 197 147 6.8 S E AT

38.7-41.5 31.0-31.7 32.1-32.8 49.6-52.3 41.5-42.8

S KO DA

Phantom takes opulent luxury to a whole new level.

LxWxH 5762x2018x1646 Kerb weight 2560kg

Mii Electric 5dr hatch £22,800

ed

AAAAC much. LxWxH 4195x1795x1590 Kerb weight 1270kg Strong ergonomics and fine road manners – if you buy one of the 1.2P 128 126 112 10.6 47.9 158 more powerful models. LxWxH 4108x1780x1459 Kerb weight 1119kg 1.5P 163 160 112 tbc 42.8 161-164 1.0 MPI 65 63 106 15.9 55.4-58.9 114 1.6D 136 130 108 tbc 50.4 145 1.0 MPI 80 78 111 15.5 55.4 116 1.0 TSI 93 121 10.6 55.4 115-116 Korando 5dr SUV £20,545–£32,895 AAACC 1.0 TSI 110 109 127 9.7 57.6 113-127 Competitive towing capabilities and generous kit, but still lacks

4.6

4.9-5.0

148 188 242 148 197

Fabia 5dr hatch £15,305–£19,730

Dawn 2dr open £297,700–£337,900

Still hugely special. LxWxH 5399x1948x1550 Kerb weight 2360kg

AAAAC 17kWh

Seat’s largest SUV brings a hint of youthful exuberance to a practical category. LxWxH 4735x1839x1674 Kerb weight 1845kg

18.5-18.6 347-348 1.0 TSI 110 1.5 TSI 150 AAAAB 1.4 TSI iV PHEV Essentially as Wraith, except with a detuned engine and in elegant 1.4 TSI iV vRS PHEV convertible form. LxWxH 5295x1947x1502 Kerb weight 2560kg 2.0 TSI vRS 6.6 V12 563 155 5.0 16.8-17.4 367-380 2.0 TDI 116 2.0 TDI 150 Ghost 4dr saloon £261,100–£303,700 AAAAC 2.0 TDI 200 vRS ‘A ffordable’ Rolls is a more driver-focused car than the Phantom.

2.0 TDI 200 vRS 4x4 624

pe

Pricey, EV-only two-seater has urban appeal but is short on performance. LxWxH 2695x1663x1555 Kerb weight 1085kg

Tarraco 5dr SUV £30,785–£44,090

1.5 TSI EVO 150 2.0 TSI 4Drive 190 AAABC 2.0 TSI 245 Stylish and refined estate car is still bland like the hatch. Smaller 2.0 TDI 150 than its predecessor. LxWxH 4626x1814x1457 Kerb weight 1409kg 2.0 TDI 200 4Drive 1.6 E-Tech PHEV 153 111 9.8 217.3 29-30

89 138 140 156

T

s op

EQ Fortwo 3dr hatch/open £22,225–£27,995

Mégane Sport Tourer 5dr estate £31,490–£33,490

1.0 TCe 90 1.3 TCe 140 1.6 E-Tech Hybrid 1.6 E-Tech PHEV

)

SMART

117 96

Stylish and refined but bland. Trophy-R hot hatch an altogether different prospect. LxWxH 4359x1814x1447 Kerb weight 1340kg 1.6 E-Tech PHEV 1.8 RS 300

hp

Skoda’s first seven-seat SUV is a viable alternative to a traditional MPV. LxWxH 4697x1882x1676 Kerb weight 1430kg

AAABC

A far more practical zero-emission solution. Attractive price, too.

LxWxH 4084x1730x1562 Kerb weight 1470kg 107 132

r (b

)

Kodiaq 5dr SUV £30,415–£46,035

R E N A U LT

Zoe 5dr hatch £29,095–£31,995 50kWh R110 50kWh R135

P

e ow

h mp

81 108 128 107

Mokka 5dr SUV £21,835–£31,995

105 117 128 111

14.0 10.6 9.1 9.9

47.1 47.1 44.1-48.0 61.4

142 140 136-146 120

AAABC

Radically overhauled crossover now comes with the option of

AAAAC battery-electric power. LxWxH 4151x1791x1531 Kerb weight 1750kg A compelling proposition, with respectable dynamics and a long 1.2 100 99 115 10.6 51.4 124 range. LxWxH 4751x2129x1624 Kerb weight 2072kg 1.2 130 128 125 9.1 47.1-50.4 126-137 Long Range 434 133 5.0 315 0 50kWh e 134 93 8.7 201 0 Performance 563 155 3.5 303 0 1.5 Turbo D 110 108 118 10.8 64.2-65.7 114

13 JULY 2022 AUTOCAR.CO.UK 77

N E W CAR PR I CES W H AT ’ S C O M I N G W H E N

P

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r (b

hp

)

T

s op

pe

ed

(m

ph

)

0 0-6

/62

mp

h E

m y g e) n o /ran c o MPG

C

(

Grandland 5dr SUV £25,810–£34,220

(g/ O2

km

)

AAACC

P

e ow

r (b

hp

)

T

s op

pe

ed

(m

ph

)

0 0-6

/62

mp

h E

m y g e) n o /ran c o MPG

C

(

Touran 5dr MPV £30,470–£34,265

(g/ O2

km

)

P

e ow

r (b

hp

)

T

s op

pe

ed

(m

ph

)

0-6

0/6

2m

ph Ec

y e) o m ang o n MPG/r (

(g/

km

)

CO 2

AAAAC

Does well to disguise its 3008 roots but too bland to stand out in a Dull overall, but it’s a capable MPV, well made and hugely refined. congested segment. LxWxH 4477x2098x1609 Kerb weight 1350kg LxWxH 4527x1829x1659 Kerb weight 1436kg 1.2 Turbo 130 1.6 Hybrid 1.5 Turbo D 130

128 223 128

117 140 119

10.9-11.1 45.6 141-147 8.6 192.0-210.0 34 10.2 54.3 136

E-Combo Life 5dr MPV £31,110–£31,710

1.5 TSI EVO 150

148

118

11.4

39.8-40.9 154-162

T-Cross 5dr SUV £21,430–£29,305

AAAAB

Compact crossover delivers a classy, substantial feel on UK roads.

AAABC LxWxH 4108x1760x1584 Kerb weight 1270kg Van-based people carrier is usable, spacious and practical, and 1.0 TSI 95 93 112 11.5 47.9 132-133 now electric-only. LxWxH 4403x1841x1921 Kerb weight 1474kg 1.0 TSI 110 108 117 9.9-10.4 42.8-48.7 132-149 50kWh 132 84 11.7 174 0 1.5 TSI EVO 150 147 124 8.5 46.3-47.1 136-138 V O L K S WA G E N

Up 3dr/5dr hatch £13,545–£24,085

It’s no revolution, but VW’s hallmarks are in abundance.

LxWxH 3600x1428x1504 Kerb weight 926kg

Kia Niro EV On sale September, price £35,590 The electric version of Kia’s Niro compact crossover was a smash hit, being one of the first affordable EVs with a range requiring minimal compromises. The second Niro EV looks to improve on that, sitting on Kia’s latest platform – which has helped make it feel more mature to drive – and using a bigger battery of 64.8kWh for a 286-mile range (up four miles). It can charge at a faster rate of 85kW, too, so a 10-80% fill can take 43 minutes. And the old motor, producing 201bhp and 188lb ft of torque, has been tuned for smoother delivery.

J U LY

Alfa Romeo Giulia Estrema, Stelvio Estrema, Alpina B4 Gran Coupé, D3 S update, BMW 3 Series update, M4 CSL, Bentley Bentayga EWB, Continental GT Mulliner, Bowler CSP 575, Chevrolet Corvette Z06, Citroën Ami, C5 X, Ferrari 296 GTB, Genesis Electrified G80, Electrified GV70, GV60, GMA T50, Jeep Grand Cherokee, Kia Niro, Lamborghini Urus update, Lotus Evija, Mazda 2 Hybrid, McLaren Artura, Mercedes-AMG C63, GT 63 S PHEV 4-Door Coupé, S63 S PHEV, SL 43, SL 55, SL 63, Mercedes-Benz EQT, T-Class, Nissan Ariya, Juke e-Power, Qashqai e-Power, X-Trail, Ora Funky Cat, Porsche Cayenne update, Skoda Enyaq iV Coupé, Subaru Solterra, Toyota bZ4X, GR86, Vauxhall Astra, Astra Sports Tourer, Volkswagen ID 5, ID Buzz, Wey Coffee 01 AU G U S T

Alpine A110 Tour de Corse 75, Cupra Formentor VZ5, Kia Xceed update, Lexus RZ, Mercedes-AMG E63 Final Edition, G63 Edition 55, Morgan Super 3

1.0 65 1.0 115 GTI e-Up

64 113 81

100 119 80

15.6 8.8 12.4

54.3 51.4 159

Polo 5dr hatch £18,285–£26,990

Taigo 5dr SUV £22,450–£28,850 AAABC AAAAC Crossover-coupé-SUV-type thing fills a niche. Likeable enough.

LxWxH 4266x1757x1518 Kerb weight 1407kg

119 125-126 0

78 93 108 204

106 116 121 149

15.4 10.8 9.9 6.5

51.4 48.7-53.3 53.3-54.3 39.8-41.5

Golf 5dr hatch £24,430–£40,900

95 110 150

114 119 132

11.1 10.4 8.3

125 120-127 118-119 155

43.5-46.3 40.9-47.9 36.2 31.7 56.5-60.1 50.4-53.3

XC90 5dr SUV £58,965–£77,875

T-Roc 5dr SUV/open £25,000–£40,445

too. LxWxH 4234x1992x1573 Kerb weight 1270kg 1.0 TSI 110 1.5 TSI EVO 150 2.0 TSI 4Motion 2.0 TSI R 300 4Motion 2.0 TDI 115 2.0 TDI 150

108 148 188 298 113 148

115 127 135 155 116 124

10.8 8.3-9.6 7.2 4.9 10.4 8.8-10.8

133-146 144-158 177-178 201 137-146 140-146

AAAAB

1.4 TSI eHybrid 1.4 TSI GTE 2.0 TSI GTI 2.0 TSI 300 GTI 2.0 TSI 320 R 4Motion 2.0 TDI 115 2.0 TDI 150 2.0 TDI 200 GTD

201 242 242 296 296 113 148 197

137 140 155 155 155 126 139 152

7.4 6.7 6.4 5.6 4.7 10.2 8.8 7.1

235.4 235.4 38.2 38.2 36.2 67.3-68.9 64.2 54.3

21-26 27-28 169 167 177 107-110 116-117 137

Golf Estate 5dr estate £25,740–£43,175

1.4 eHybrid 2.0 TSI 4Motion 2.0 TSI R 2.0 TDI 150 2.0 TDI 150 4Motion 2.0 TDI 200 4Motion

242 188 316 148 148 197

127 133 155 125-127 124-125 134

7.5 7.4 4.9 9.3 9.3 7.5

148-176 33.2-34.0 28.5 47.1-50.4 43.5-45.6 42.8

Tiguan Allspace 5dr SUV £32,705–£44,250

36-44 187-192 225 146-157 163-171 172-177

148 170 204 299

99 99 99 112

10.9 9.0 8.5 6.2

OCTOBER

N OV E M B E R

Audi E-tron update, E-tron Sportback update, BMW i7, iX1, Ferrari SP3 Daytona, Honda Civic Type R, Hyundai Ioniq 5 N, Ineos Grenadier, Kia EV6 GT, Polestar 3 DECEMBER

Aston Martin DB11 update, DBS update, Vantage update, BMW Z4 update, Ferrari Purosangue, Ford Ranger, Honda CR-V, Land Rover Defender 130, Lotus Emira, Mazda MX-30 REx, Mercedes-Benz GLC, Seat Tarraco update, Skoda Enyaq iV vRS, Toyota Prius, Volkswagen Amarok

All dates are approximate and subject to change

E A R LY 2 023

Abarth 595 EV, Aston Martin Valhalla, Audi A4 update, Q6 E-tron, BMW M2 Coupé, M3 CSL, XM, Dacia Spring EV, Ferrari 296 GTS, Fisker Ocean, Ford SUV EV, Honda e:Ny1, Jeep EV, Kia EV9, KTM X-Bow GT2, Land Rover Range Rover Sport, Lotus Eletre, Maserati Granturismo, Granturismo Folgore, Grecale Folgore, Mini Countryman, hatchback, Peugeot 408, Porsche Macan EV, Panamera, Rolls-Royce Spectre, Smart #1, Ssangyong Torres, Volkswagen ‘ID 6’

213 213 317 301

0 0 0 0

Lands blows on rivals with its smart looks, civilised refinement, 2.0 B5 quality and usability. LxWxH 4767x2083x1476 Kerb weight 1367kg 2.0 B6 1.5 TSI EVO 150 1.4 TSI GTE PHEV 2.0 TDI 122 2.0 TDI 150 2.0 TDI 200

148 215 120 148 197

137 138 127 139 147

8.7 7.4 11.3 8.9 7.4

Passat Estate 5dr estate £31,240–£43,770

46.3-47.9 217.3 58.91 58.9-60.1 53.3

139-146 30 125 124-127 138

1.5 TSI EVO 150 1.4 TSI GTE PHEV 2.0 TDI 122 2.0 TDI 150 2.0 TDI 200

148 215 120 148 197

133 138 123 130-132 145

8.9 7.6 11.5 9.1 7.6

2.0 T6 Recharge PHEV 2.0 B4D

44.8-45.6 201.8 57.6 56.5-57.6 52.3

144-151 33 129 128-132 143

Arteon 4dr saloon £37,040–£53,580

161 197 246 297 335 197

112 112 112 112 112 112

9.1 8.0 6.8-6.9 6.0 4.6 7.6

40.9 41.5 37.7-40.4 36.2 362.6 47.0-50.4

V60 Cross Country 5dr estate £46,105–£50,595

155 152 157-170 175 18 146-156

AAAAC

Brings extra ride height, all-wheel drive and off-road body cladding.

LxWxH 4784x1916x1499 Kerb weight 1792kg

AAAAC 2.0 B5P 2.0 B4D

All the Passat’s redeeming features in spacious, practical estate form. LxWxH 4767x2083x1516 Kerb weight 1395kg

AAAAB

Spacious and comfortable, with a characterful, Scandi-cool design.

LxWxH 4761x1916x1427 Kerb weight 1729kg

248 197

112 112

6.9 8.2

35.8 47.9

S90 4dr saloon £60,025–£64,525

180 155 AAAAC

Volvo’s mid-sized exec majors on comfort, style and cruising ability. LxWxH 4963x2019x1443 Kerb weight 1665kg 2.0 T8 Recharge PHEV

384

112

5.1

TBC

V90 5dr estate £42,595–£59,225

TBC AAAAC

AAABC Luxury estate takes on the 5 Series and the E-Class. Comfy and a VW’s flagship saloon is well made and luxurious but rather bland to good cruiser. LxWxH 4936x2019x1475 Kerb weight 1679kg drive. LxWxH 4862x1871x1450 Kerb weight 1505kg 2.0 B4P 197 112 7.9 40.9 158 1.5 TSI 150 2.0 TSI 190 1.4 TSI eHybrid 2.0 TSI R 4Motion 2.0 TDI 150 2.0 TDI 200 2.0 TDI 200 4Motion

148 187 218 316 148 197 197

137 149 138 155 137 147 145

8.9 7.9 7.8 4.9 9.5 7.9 7.4

42.8-44.8 36.2-38.2 217.3 31.0 55.4-58.9 51.4-54.3 46.3

144-151 168-178 30-31 207 126-134 137-145 159

Arteon Shooting Brake 5dr estate £38,230–£54,435 AAABC Hybrid option and estate bodystyle’s extra versatility enhance the Arteon’s appeal. LxWxH 4866x1871x1450 Kerb weight 1529kg 1.5 TSI 150 2.0 TSI 190 1.4 TSI eHybrid 2.0 TSI R 4Motion 2.0 TDI 150 2.0 TDI 200 2.0 TDI 200 4Motion

148 187 218 316 148 197 197

135 145 138 155 135 145 143

8.9 7.9 7.8 4.9 9.4 7.9 7.4

42.2-43.5 35.8-37.2 217.3 31.0 54.3-57.6 50.4-53.3 46.3

145-153 171-179 31-32 207 128-136 139-147 161

2.0 B5P 2.0 B6P 2.0 T6 Recharge PHEV 2.0 B4D

246 297 335 197

112 112 112 112

6.9 6.2 5.9 8.8

36.6-40.4 34.4-36.2 TBC 44.8-49.5

V90 Cross Country 5dr estate £53,590–£59,860

159-175 178-184 TBC 149-164

AAAAC

Volvo’s large comfy estate given a jacked-up, rugged makeover.

LxWxH 4936x2019x1543 Kerb weight 1826kg 2.0 B5P AWD 2.0 B6P AWD 2.0 B5D AWD

250 310 228

140 140 140

7.4 6.3 7.5

32.5 32.5 40.9

XC40 5dr SUV £26,485–£58,050

196 196 181 AAAAC

Volvo’s take on the crossover aims to rival BMW, Mercedes and Audi. LxWxH 4425x1910x1658 Kerb weight 1626kg 1.5 T2 1.5 T3 1.5 T4 Recharge 1.5 T5 Recharge PHEV 2.0 B4P 2.0 B5P 69kWh Recharge 78kWh Recharge

126 160 208 258 197 246 228 402

112 112 112 112 112 112 99 112

10.9 9.3-9.6 8.5 7.3 8.4 6.9 7.4 4.9

40.4 38.7-40.4 113-135 117.7-141.1 36.7-39.2 36.7 261 249

C40 Recharge 5dr SUV £44,800–£58,900

158 158-166 47-57 45-55 162-176 174-176 0 0

AAABC

Kit will appeal to many but twin-motor potency isn’t a natural fit for relaxed dynamics. LxWxH 4431x1910x1582 Kerb weight 2185kg 69kWh Recharge 78kWh Recharge

Honda is readying its first electric SUV 78 AUTOCAR.CO.UK 13 JULY 2022

6.9 5.9 5.5 8.3

36.7-38.1 282.1 282.1 44.8-45.5

168-176 23-64 25-64 161-166

AAAAC

2.0 B5P 2.0 B6P 2.0 T8 Recharge PHEV 2.0 B5D

246 296 384 232

112 112 112 112

7.7 6.7 5.8 7.6

32.4 90.7 217 41.5

198 210 28-76 178

2.0 DOHC Turbo 2.3 DOHC Turbo RR

285 385

152 158

3.7 2.7

NA NA

NA NA

WESTFIELD

Sport 2dr coupé £19,950–£35,800

231 402

99 112

7.4 4.9

269 273

0 0

AAAAC

Sport Turbo is very quick and fun but not a patch on the Caterhams. LxWxH TBC Kerb weight TBC

AAAAC 1.6 Sigma

V60 5dr estate £35,240–£52,830

2.0 B3 AAAAC 2.0 B4

Passat 4dr saloon £28,205–£40,820

Alpina B3 update, BMW iX M60, M3 Touring, X1, Honda Civic, Lamborghini Aventador replacement, Maserati MC20 Cielo, Mercedes-AMG One, Mercedes-Benz EQE, Renault Austral

112 112 112 112

Clever packaging, smart styling, good to drive: Volvo’s closest thing to a class leader. LxWxH 4950x2008x1776 Kerb weight 1961kg

Has all the Tiguan’s sensibility and refinement, now with the bonus 1.6 Sigma

AAAAC of seven seats. LxWxH 4486x1839x1654 Kerb weight 1490kg Wagon puts on a growth spurt and adopts the eighth-generation 1.5 TSI EVO 150 148 123 9.5-10.0 37.2-39.2 164-176 hatchback’s tech. LxWxH 4633x1789x1497 Kerb weight 1295kg 2.0 TSI 4Motion 188 132 7.7 32.5 193 1.0 TSI 110 108 126 10.5 51.4 124 2.0 TDI 150 148 126 9.7 44.8-47.1 164-165 1.5 TSI 130 128 133 9.4 52.4 123 2.0 TDI 150 4Motion 148 123-124 9.8 41.5 177-179 1.5 TSI 150 148 139 8.7 49.6 128 2.0 TDI 200 4Motion 197 132 TBC 40.4-41.5 176-184 2.0 TSI R 4Motion 316 155 4.9 35.8 178 2.0 TDI 115 113 126 10.5 64.2 114 Touareg 5dr SUV £53,090–£74,855 AAAAC 2.0 TDI 150 148 139 9.1 61.4 121 Hints of ritziness and sportiness don’t impinge on this functional luxury SUV’s appeal. LxWxH 4878x2193x1717 Kerb weight 1995kg 2.0 TDI 4Motion Alltrack 198 142 7.1 50.4 147 3.0 V6 TSI 340 335 155 5.9 25.2-25.7 249-252 ID 3 5dr hatch £32,200–£40,550 AAAAC 3.0 V6 R 4Motion PHEV 462 155 5.1 97.4 66-68 A very mature electric car whose substance of engineering is 3.0 V6 TDI 231 228 135 7.5 33.6-34.4 214-219 central to its appeal. LxWxH 4261x1809x1568 Kerb weight 1730kg 3.0 V6 TDI 286 282 148 6.1 33.6-34.9 213-219 107kW 58kWh 143 99 9.6 263 0 V O LV O 150kW 58kWh 201 99 7.3 261 0 150kW 77kWh 201 99 7.9 336 0 S60 4dr saloon £42,500–£53,730 AAAAC

109kW 52kWh 125kW 52kWh 150kW 77kWh 220kW GTX

Alfa Romeo Tonale, Hyundai Ioniq 6, Kia Niro EV, Maserati Grecale, Mazda CX-60, Renault Mégane E-Tech Electric, Toyota Corolla Cross

246 335 384 194

New strengths and familiar ones carry it back to the class lead, but Tiguan 5dr SUV £28,585–£47,210 AAAAC VUHL only marginally. LxWxH 4284x1789x1492 Kerb weight 1231kg An improvement on the previous model and will continue to sell by the bucketload. LxWxH 4486x1839x1654 Kerb weight 1490kg 1.0 TSI 110 108 126 10.2 53.3 121 05 0dr open £59,995–£89,995 AAAAC 1.5 TSI EVO 130 128 130 9.1 51.4-53.3 121-124 1.5 TSI EVO 130 128 119 10.2 44.1-44.8 143-146 Mexican track-day special has a pleasingly pragmatic and forgiving 1.5 TSI EVO 150 148 139 8.9 50.4-51.4 124-128 1.5 TSI EVO 150 148 126 9.2-9.3 38.2-42.2 143-168 chassis. LxWxH 3718x1876x1120 Kerb weight 725kg

Fresh-faced saloon now sits comfortably among the ranks of its AAAAC German peers. LxWxH 4761x1916x1437 Kerb weight 1616kg Impressively refined and versatile SUV marks VW out as a maker of 2.0 B5P 246 112 6.7 41.5 153 fine electric cars. LxWxH 4584x1852x1640 Kerb weight 1890kg 2.0 T8 Recharge PHEV 384 112 4.6 122.8-176.5 42

SEPTEMBER

AAABC

Looks like a small XC90 and carries on where the old one left off. A good, capable cruiser. LxWxH 4688x1999x1658 Kerb weight 1781kg

ID 4 5dr SUV £34,995–£56,380

M3 finally comes as estate; has 503bhp

XC60 5dr SUV £45,110–£64,480

51.4 124 51.4-52.3 124-125 47.9 138

2.0 B5P 2.0 T6 Recharge PHEV AAAAC 2.0 T8 Recharge PHEV AAAAC VW’s junior SUV is beguiling and sophisticated. It drives rather well, 2.0 B4D

A thorough going-over makes it more mature, but the Polo is still a bit boring. LxWxH 4053x1946x1461 Kerb weight 1105kg 1.0 80 1.0 TSI 95 1.0 TSI 110 2.0 TSI GTI

1.0 TSI 95 1.0 TSI 110 1.5 TSI 150

2.0 Duratec 2.0 Ecoboost

135 155 200 252

TBC TBC TBC TBC

TBC TBC TBC TBC

NA NA NA NA

Mega 2dr coupé £16,950

NA NA NA NA AAABC

Mega engine makes it rapid, but isn’t as fun as Caterham’s R range.

And you have to build it yourself. LxWxH TBC Kerb weight TBC 2.0 VTEC S2000

240

TBC

TBC

NA

NA

ZENOS

E10 0dr coupé £26,995–£39,995

AAAAB

The latest in a long line of mid-engined British marvels. Expect a dedicated following. LxWxH 3800x1870x1130 Kerb weight 700kg 2.0 Ecoboost S 2.3 Ecoboost R

250 350

145 155

4.0 3.0

NA NA

NA NA

Reason 51

100 reasons, ns, one chip, infinite impact.

With this many reasons to choose Vayyar, there’s no good reason not to. vayyar.com/auto/100-reasons-why

ED! URGENTLY WANT T ERESTING SHOR

Dealers in quirky cars and great plates at realistic prices

6AE

440A

DVLA AUCTION FEB 22 sold 313M @£39k!!)

£29,995 £27,995

£59,995

G70

14 O

ch8

£99,995 (GTO!)

286 R

10XWE

£7995

£1995

30 VYP £1995

£1995

80 VXP

£1995

£1995

FUN PLATES

80 XYX

650 AA

£1995

44 OAY

88 LXK

£4995

£1995

£1995

5 DPE

44 XAM

88 YHB

£5995

£2495

£1995

3 VJY

88 HXE

spy 17

£3,995

650 AA 17SDM £8,995

max4r £8495

£5,995

M4X VW £3995

mus55a

£2995

INTERESTING PLATES

YOU63F

aam11f

(YOUSEF) £6995 £5995

£7995

(MUSSA) £16995

NICE INITIALS

NAME PLATES

(NADIA) £3995

NAD74A

1998 AM

gul74m

£5995 £4,500

51lla £6995

AAZ 500 F8 AYL HOO600H £995

£995

£2995

J1DRX KUI 166 RO51GAY £1295

£69995 £59995 for the set! Will look amazing on your prized possessions!!!!

£9,995

UDD1P

FLASH SALE all bargain plates now half price and less of listed price shown. Example AAZ 550 list at £995 you now Pay £495!!

thd1 thd2 thd3

£9,995

£3,995

£24,995

60 XKY

G1VME

BARGAIN PLATES

AMAZING OPORTUNITY

s1lag AU70CAR

THD1

£29,995

NYK 2

£34,995 £19,995

£24,995

140 C

GREAT VALUE

2 RHT

INTERESTING PLATES

1 00C

1 XOX

£99,995

GREAT SHORT PLATES

£8995 (NICK!)

Email Silverspeedlondon@gmail.com

£19,995 £15,995 £19,995 £17,995

£POA

£17,995 £15,995

•

NUMBER 1 PLATES– ULTIMATE INVESTMENTS 1 VTv 1 VDN

PREMIUM RANGE 818M

if you have a unusual car email or call for cash offer!!!!

We only sell plates we own. Good old fashion service. Been in the business 25 years.

Tel 07961 808069

£34,995 £24,995

INTERESTING CARS WANTED TOO.

SILVERSPEED

INT NUMBER PLATES s short dateless registration cash paid and not selling on your behalf

£495

£695

S12MAA SW19MEW £1495

£995

mad111x

V1JCE

333 UXX

£3995

£1495

£1495

£1695 (Merc)

RAD1D

YOU1G

444 XAA

666 VRX

£2995

£7995 (Radio)

givme

ROL15S

£3995

£5995 (Rolls)

£2995

£1995

£1695

447LBF

747 OYE

3 AND 3’S ALWAYS GREAT VALUE AND TAKE OFF THE AGE OF YOUR CAR

£1495

(Pilot) £2695

RFO 447

777 UEX

£1495

£1495

999 EKK

h00600H

OCT4V

£5995

£2995

£3995

2093 fs

MAA2A

vex50

333 OXU

500 OYS

£2995

(Mazza!) £4995

£4995

£1495

£1695 (Merc)

Brand new very rare possibly the only Automatic on the market latest Audi A3 1.5 tfsi Technik 2022/22 Auto silver black trim parking camera sat Nav Bluetooth folding mirrors 400 miles amazing to find one £26,995

£3995 £3495

BMW X3 2014 (free private registration!)

2.0D SE XDrive 4x4 Auto one owner only 28k miles 1 owner BMW FSH stunning £15,995

Available immediately the lastest Audi Etron Gt Carbon Vosprung brand new drive away £112,750!!!!!

SAVING ON LIST! IMMEDIATE DELIVERY!

Save over £2,500 on new list price

600 VUY

Independent Company Providing Private Plates To Public & Trade TEL: 01257 474746 MOB: 07904 311357 Email: karen@registrationmarks .co .uk EXCLUSIVE NUMBERS 6 AE . . . . . . £50,000 6 AG . . . . . . £65,000 II0 AK . . . . . £14,000 550 B . . . . . £25,000 B4 RRY . . . £65,000 BW I3 . . . . . £32,000 I60 C . . . . . £26,000 DBH 5 . . . . £16,000 DEC III . . . . £35,000 I0I E . . . . . . £19,500 I3 FO . . . . . £10,000 9 G . . . . . . £285,000 9 GS . . . . . . £95,000 33 GX . . . . . £13,000 320 H . . . . . £23,000 56 J . . . . . . £70,500 I2I J . . . . . . £28,000 27 KP . . . . . £32,000 I2I LC . . . . . £20,000 282 LC . . . . £18,000 8I8 M . . . . . £23,000 2I2 MH . . . . £14,500 4 NN . . . . . . £88,000 5 NKS . . . . £10,500 3 OO . . . . £165,000 I0 OU . . . . . £17,000 222 P . . . . . £25,000 4 RR . . . . . . £75,000 RRX I . . . . . £55,000 I RXX . . . . . £33,000 I33 S . . . . . . £28,000 I02 SH . . . . £15,500 80I T . . . . . . £23,000 2 VOL . . . . . £11,000 I VVL . . . . . £17,000 530 W . . . . . £11,000 I0 WWW . . . £15,000 X 300 . . . . . £35,000 XS 7 . . . . . . £60,000

A 29 A . . . . . . . . £80,000 A I66 . . . . . . . . £35,000 A 363 . . . . . . . £33,000 200 A . . . . . . . £35,000 AB 787 . . . . . . £17,000 AJ 9 . . . . . . . £150,000 AJ 52 . . . . . . . £33,000 ALX 2S . . . . . . . £8,500 ALXES . . . . . . . . . . . .

AM 256 . . . . . . £18,000 P90 AML . . . . . . £3,500 A6 ARC . . . . . . £3,000 I02 AS . . . . . . . £12,000 333 AS . . . . . . £17,500 AXT 8N . . . . . . . £4,900 AXTEN B 200 B . . . . . . . £30,000 B4 DGE . . . . . £10,500 350 BD . . . . . . . £7,500 T800 BEL . . . . . . £550 I0 BG . . . . . . . £19,000 2I BG . . . . . . . £15,000 333 BH . . . . . . £12,000 T8 BJK . . . . . . . . £650 I55 BM . . . . . . . £7,500 6 BMH . . . . . . £15,000 84I BUW . . . . . . £1,200 MIII CCX . . . . . . £1,300 C CC64 CCC . . . . . £900 CDS 2 . . . . . . . £18,000 CDS I2 . . . . . . £11,000 2 CFG . . . . . . . . £8,800 CLS II . . . . . . . £10,500 III CLS . . . . . . . £8,500 I975 CS . . . . . . . £6,500 CSE 289 . . . . . . £2,500 CWF IK . . . . . . . £3,800

80 AUTOCAR.CO.UK 13 JULY 2022

D DA17 REN . . . . £4,800 DARREN DBH 5 . . . . . . . £16,000 VII DBV . . . . . . . . £850 DBII OME . . . . . £4,000 F20 DMB . . . . . £1,500 900 DN . . . . . . . £7,500 X6 DNP . . . . . . . . £750 98 DS . . . . . . . £18,000 DS 7938 . . . . . . £2,300 A9 DSD . . . . . . . £950 DW 2I . . . . . . . £35,000 E EB 935 . . . . . . . £4,800 EEI9 EEE . . . . . £3,000 EE20 EEE . . . . . £1,500 88 EJ . . . . . . . £14,500 ETM 800 . . . . . . £2,200 EIO TTT . . . . . . £2,825 206 ELY . . . . . . £1,800 EMW 520 . . . . . £2,000 2 ESJ . . . . . . . . £8,500 EYO I . . . . . . . £22,000 F LA55 FAT . . . . . £4,500 2II FBB . . . . . . . £1,500 862 FDT . . . . . . £1,800 FDZ 483 . . . . . . . £900 WIII FEX . . . . . . £3,500 FFF 293 . . . . . . £2,800 FFI9 FFF . . . . . . £3,500 FJ I0 . . . . . . . . £30,000 FP 23 . . . . . . . . £8,500 850 FXK . . . . . . £1,500 I7 G . . . . . . . . £125,000 G 999 G . . . . . . . £35,000 4 GAK . . . . . . . . £8,000 GBG 5 . . . . . . . £7,500 M9 GEF . . . . . . £1,300 GIL 2 . . . . . . . . £27,000 GJH 8W . . . . . . £2,800 IIII GK . . . . . . . £12,000

227 GMO . . . . . £2,000 SI0 GMX . . . . . . . £300 2I2 GR . . . . . . . £7,500 GRX I . . . . . . . £25,000 GTC I00P . . . . . £3,500 X2 GTD . . . . . . . £1,300 GUI 90 . . . . . . . £3,600 H 5I85 H . . . . . . . . £3,600 HAZ 650 . . . . . . £1,200 I HEJ . . . . . . . . £23,000 HGA III . . . . . . . £5,500 HNP 308 . . . . . . £3,300 HNS II . . . . . . . . £7,500 J RI00 JAG . . . . . £5,500 JAM IR . . . . . . £10,800 JAY 993 . . . . . . £5,500 JB 9 . . . . . . . £120,000 2 JCK . . . . . . . £19,500 JACK . . . . . . . . . . . . .

I3 JER . . . . . . . . £6,000 624 JGC . . . . . . £1,495 7 JLJ . . . . . . . . £8,500 900 JJ . . . . . . . £10,000 JJI9 JJJ . . . . . . £2,500 JLT 93 . . . . . . . £9,800 526 JML . . . . . . £6,800 J18 HNS . . . . . £15,000 45 JT . . . . . . . £21,000 888 JT . . . . . . £14,000 J2 JXE . . . . . . . . £500 K 466 K . . . . . . . £15,000 777 KA . . . . . . £20,000 KCT 96I . . . . . . £2,000 DI KDJ . . . . . . . £1,200 KER 557Y . . . . . £2,000 F488 KEV . . . . . £2,500 323 KMT . . . . . . £4,500 998 KPO . . . . . . £2,800

55 KXA . . . . . . . £4,500 II KXO . . . . . . . . £3,500 KXS 4 . . . . . . . . £5,000 L 956 LAC . . . . . . £6,000 I LBO . . . . . . . £14,500 S9 LCW . . . . . . . £900 LEE 782 . . . . . . £3,500 L7 LGX . . . . . . . . £800 I98I LM . . . . . . . £6,500 LOT 22 . . . . . . £35,000 550 LP . . . . . . . £6,000 LLR 946 . . . . . . £1,300 222 LR . . . . . . . £7,800 LWO I . . . . . . . £15,000 LYN 8IM . . . . . . £4,000 LYN 554Y . . . . . £4,500 M 49 M . . . . . . . . £75,000 V6 MAX . . . . . . £8,500 MBA 80 . . . . . . £5,800 X33 MCO . . . . . . £450 60 MG . . . . . . . £25,000 MGL 644 . . . . . . £1,700 X7 MHB . . . . . . . £950 R00 MJA . . . . . . £650 727 MJS . . . . . . £8,000 35 MU . . . . . . . . £8,250 MXI 52 . . . . . . . £1,500 N 28 NAT . . . . . . . £8,800 S330 NCK . . . . . £700 NDL 222 . . . . . . £1,950 NED 5N . . . . . . £2,500 438 NEV . . . . . . £3,300 L77 NGL . . . . . . . £500 R6 NOW . . . . . . £2,000 NN60 NNN . . . . . £850 PIII NYA . . . . . . £2,000 I2 NX . . . . . . . . . £9,000 77 NXG . . . . . . . £2,000

0 2 OBO . . . . . . £10,000 55 OFB . . . . . . . £4,500 I6 OLD . . . . . . £45,000 I GOLD . . . . . . . . . . . .

L8 OOO . . . . . . £3,500 OOO IX . . . . . . £12,800 OUT IT . . . . . . . £8,500 OXS I . . . . . . . £22,000 P PHC 9 . . . . . . . . £8,000 I PJX . . . . . . . . £19,500 PIL 200I . . . . . . . £950 PJS I0 . . . . . . . . £9,800 I PJX . . . . . . . . £19,500 EI0 PLA . . . . . . . £900 507 PMY . . . . . . £2,800 X6 PPD . . . . . . . . £600 I996 PS . . . . . . . £4,800 PUR 4I5 . . . . . . £3,000 WT03 PUT . . . . . £850 R R 3 . . . . . . . . £485,000 R80 RAK . . . . . £1,200 RAW 777 . . . . . £8,500 B3 RCC . . . . . . £1,000 CI7 RDS . . . . . . £2,300 REJ 3 . . . . . . . £10,800 550 RG . . . . . . . £9,000 RGC 943 . . . . . . £1,800 I8 RMS . . . . . . £12,500 ROB 32T . . . . £18,000 ROBERT . . . . . . . . . .

72 ROD . . . . . . . £4,500 T22 RPB . . . . . . . £400 I965 RR . . . . . £18,000 RR20 RRR . . . . £2,800 G9 RSR . . . . . . £1,300

33 RWJ . . . . . . . £6,500 500 RXR . . . . . . £3,800 S MII SBB . . . . . . . £700 SBJ I56 . . . . . . . £3,400 SC55 LET . . . . . £5,500 SCARLET . . . . . . . . . .

SC20 LND . . . . £1,200 SCOTLAND . . . . . . . .

T8 SCS . . . . . . . £1,500 3500 SE . . . . . £11,000 I3 SLK . . . . . . . £5,500 SMJ 6 . . . . . . . £15,000 50 UND . . . . . £100,000 SOUND . . . . . . . . . . . .

V6 SOP . . . . . . . £2,500 SOP 853 . . . . . . £3,200 SPD 346 . . . . . . £3,500 I5 STK . . . . . . . £3,500 S2 SXA . . . . . . . . £750 X20 SXY . . . . . . . £750 T TAR 4IS . . . . . £12,000 TED IB . . . . . . £12,000 TKJ 46 . . . . . . . £3,500 888TM . . . . . . £10,800 TRI3 MPH . . . . . £7,500 TRIUMPH . . . . . . . . . .

2 TSF . . . . . . . . £7,500 TSY 397 . . . . . . £1,300 TUB 8Y . . . . . . £16,000 U XI0 UUU . . . . . . . £700 X20 UUU . . . . . . £700 V VFW 2 . . . . . . . . £7,800 P2I VGB . . . . . . £1,200 VIA 92 . . . . . . . . £5,000 VOL IE . . . . . . . £4,500 935 VPD . . . . . . £1,500 G6 VTN . . . . . . . . £500 VVC 2 . . . . . . . £10,000

W 925 W . . . . . . . £10,500 900 WH . . . . . . . £7,500 WHII NGE . . . . . £4,500 HRII WLM . . . . . £9,800 400 WM . . . . . . £7,500 WON 2G . . . . . . £4,000 I6 WR . . . . . . . £15,000 II0 WR . . . . . . . . £7,500 S88 WRC . . . . . £1,300 WSV 441 . . . . . . £950 CI0 WTS . . . . . . £1,500 WWK 92 . . . . . . £5,600 I0 WWW . . . . . £15,000 X X 28 . . . . . . . . £55,000 34 X . . . . . . . . £40,500 I000 X . . . . . . . £35,000 I XBC . . . . . . . £25,000 I XD . . . . . . . . . £95,000 II XGH . . . . . . . . £8,500 I00 XS . . . . . . . . £7,500 I XXG . . . . . . . £25,000 XOO I . . . . . . . £32,000 XXX IG . . . . . . £10,800 XXX IP . . . . . . . £9,800 XXI9 XXX . . . . . £4,000 Y YAP 46I . . . . . . . £1,800 2 YML . . . . . . . . £5,500 YRV I . . . . . . . £15,500 308 YTB . . . . . . £2,000 XI0 YYY . . . . . . . £750

REDUCED REGMARKS ANN 7S . . . £8,000 II0 BH . . . . . £5,900 650 GH . . . . . SOLD 880 GM . . . . . SOLD 550 LH . . . . £5,800 I02 SG . . . . £8,000 I02 SH . . . . . £9,800

ROAD TEST ROAD TEST

INDEX To

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ed

Po

w

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0-6

2

h mp

To

e rqu

fro

m

m fro

CO 2

The best new cars rated as only Autocar knows how A road test in any other magazine might well be a short, subjective summary of a new car produced under almost any circumstances, but the Autocar road test is different. Specific, rigorous and detailed, it’s the closest examination we can give of any new model.

It appears over at least eight pages and is close to 50 man-hours in the making every week.

Most of what the road test process entails is designed to be strictly repeatable and fair. We benchmark standing-start and in-gear acceleration at a purpose-built test facility every week. We carry out both subjective and objective handling tests on both road and track, on the latter up to and beyond the limit of grip, so as to fully assess stability, drivability and limit handling appeal. And while benchmark lap times are sometimes taken, they’re never an end in themselves.

We record and publish stopping distances, too, as well as taking cabin noise measurements at various cruising speeds and benchmarking either indicated or brim-to-brim fuel economy. We independently measure leg room, head room, boot space and certain key exterior vehicle dimensions, and we also weigh every car we test.

Just as every new car is different, however, the road test has developed to be versatile enough, week by week, so as to best assess and reflect the suitability of each test subject to its intended purpose. It now includes modular sections describing in detail the limit handling of a new car, or its semi-autonomous assisted driving technologies or its off-road capability.

All of this goes to bringing you the most thorough, relevant and fair test of a new car we can produce.

The scores reproduced here are the ones we gave the cars at the time so they don’t necessarily represent what those same cars might score today were they rejudged using current class standards. But you can dig deeper into their attributes by using the magazine publication dates listed here to look up an old test in your own collection or on The Motoring Archive (themotoringarchive.com), or you can order a back issue by phoning 0344 848 8816.

Matt Saunders, road test editor

A5 S5 AAABC 11.1.17 A5 Sportback 2.0 TFSI S line AAABC 8.3.17 22.3.17 A6 40 TDI S line Avant AAAAC 14.11.18 5.1.22 50 TFSIe S Line Quattro AAAAC A L FA R O M E O RS6 Avant Carbon Black AAAAC 11.3.20 Giulia Quadrifoglio AAAAB 29.3.17 A7 Sportback 50 TDI Sport AAABC 11.7.18 3.1.18 A8 L 60 TFSIe Sport quattro AAABC 17.6.20 Stelvio 2.2D 210 Milano AAABC 9.1.19 TT RS AAAAC 7.12.16 Quadrifoglio AAAAC 26.6.19 E-tron 55 quattro AAAAB ALPINA 2.6.21 S quattro AAABC B3 Touring AAAAA 4.11.20 Q2 1.4 TFSI Sport AAAAC 9.11.16 22.9.21 SQ2 quattro AAAAC 20.3.19 B8 Gran Coupé AAAAC 7.7.21 Q4 E-tron 40 Sport AAABC ALPINE 15.3.17 Q5 2.0 TDI S line AAAAC A110 Premiere Edition AAAAA 16.5.18 SQ5 quattro AAABC 21.6.17 9.3.22 Q7 SQ7 4.0 TDI AAAAC 26.10.16 Légende GT AAAAB 26.9.18 Q8 50 TDI S Line AAAAC ARIEL 30.12.15 R8 V10 Plus AAAAC Atom 4 AAAAA 9.10.19 Nomad AAAAA 24.6.15 B E N T L E Y Continental GT W12 Coupé AAAAB 2.5.18 ASTON MARTIN 22.12.21 Speed Coupé AAAAC Vantage V8 AAAAB 23.5.18 Flying Spur W12 AAAAB 15.7.20 1.9.21 Bentayga W12 AAAAB 18.5.16 F1 Edition Coupé AAAAC DBS Superleggera AAAAA 21.11.18 28.10.20 B M W DBX AAAAB 1 Series 118i M Sport AAAAC 30.10.19 AUDI 1.6.22 2 Series 220i Coupé AAAAC A1 Sportback 35 TFSI S line AAABC 2.10.19 M2 CS M-DCT AAAAB 19.8.20 18.11.20 218i Gran Coupé M Sport AAACC 8.4.20 A3 Sportback S3 AAABC 18.9.19 3 Series 320d M Sport AAAAA A4 S4 TDI AAAAC 15.5.19 14.2.18 330d xDrive M Sport AAAAB 15.1.20 RS4 Avant AAAAC

ABARTH

124 Spider AAAAC

330e M Sport AAAAB 1.7.20 6.1.21 4 Series M440i xDrive AAAAC 21.4.21 M4 Competition AAAAB 31.5.17 5 Series 520d M Sport AAAAB 20.10.21 545e M Sport AAAAC 18.4.18 M5 AAAAB M5 CS AAAAA 14.7.21 6 Series GT 630d xDrv M Spt AAABC18.11.17 16.1.19 8 Series 840d xDrive AAABC M8 Competition Convertible AAABC5.2.20 3.6.20 M8 Competition Coupé AAABC 21.2.18 i3 1.3S Range Extender AAAAC 19.1.22 i4 M50 AAAAC 2.3.22 iX xDrive50 M Sport AAAAB 25.9.19 X2 M35i AAABC 17.1.18 X3 xDrive20d M Sport AAAAC 13.11.19 X4 M Competition AAACC 2.1.19 X5 xDrive30d M Sport AAAAC X7 xDrive M50i M Perf’nce AAAAC 9.9.20

C AT E R H A M Seven 620S AAAAC

CHEVROLET Corvette LT3 Coupé AAAAC

Rio 1.0 T-GDI 3 Eco AAABC 1.3.17 29.8.18 Ceed 1.6 CRDi 115 2 AAABC 27.2.19 Proceed 1.4 T-GDi AAABC 20.11.19 Xceed 1.4 T-GDi AAABC 31.8.16 Niro 1.6 GDI DCT 2 AAABC 1.5.19 e-Niro First Edition AAAAB EV6 77.4kWh GT-Line RWD AAAAB 12.1.22 15.6.22 Sportage 1.6 HEV 2WD AAABC Sorento 1.6 HEV G-TDi 2 AAABC 20.1.21

LAMBORGHINI Huracán Performante AAAAB Evo RWD Coupé AAAAB Aventador SVJ AAAAC Urus AAAAC

11.10.17 20.5.20 19.6.19 3.7.19

LAND ROVER

Defender 110 P400 X AAAAB 13.5.20 Discovery Sport D180 AWD AAAAC 8.1.20 Range Rover Evoque P300e AAAAB 10.2.21 9.3.16 Range Rover Velar D240 AAABC 30.8.17 Range Rover Sport 3.0 TDV6 AAAAB 2.10.13 SVR AAAAA 15.4.15 22.6.22 Range Rover D350 HSE AAAAB 13.7.22

CITROEN

LEXUS

C3 Aircross Puretech 110 AAABC 7.3.18 LC 500 Sport+ AAAAC 18.10.17 26.5.21 NX 350h Prem’m Plus Pack AAAAC 16.3.22 C4 Puretech 130 Auto AAACC 18.2.15 C5 Aircross BlueHDi 180 AAABC 13.2.19 RC F AAACC 6.2.19 ES 300h Takumi AAABC CUPRA 6.6.18 LS 500h Premier AWD AAACC Born 204 58kWh V3 AAABC 6.7.22 8.9.21 L O T U S Leon 310 VZ3 Estate AAAAC 23.1.19 Elise Cup 250 AAABC 29.6.16 Ateca 2.0 TSI 4Drive AAABC 3.2.21 Exige Sport 390 Final Edit’n AAAAB 21.7.21 Formentor 2.0 TSI VZ2 AAAAB

DACIA

M A S E R AT I

Sandero Stepway TCe 90 AAAAC 28.4.21 Ghibli Diesel AAABC Duster SCe 115 Comfort AAAAC 22.8.18 Quattroporte Trofeo AACCC Jogger 1.0 TCe 110 Comfort AAAAB 20.4.22 Levante Diesel AAACC S Granlusso AAABC

DALLARA

Stradale AAAAB

16.10.19

MAZDA

2 1.5 Skyactiv-G SE AAAAC 3 2.0 Skyactiv-X AAAAC 3 Crossback Puretech 155 AAACC 10.7.19 MX-5 1.5 SE-L Nav AAAAB 29.6.22 MX-30 145PS AAABC 4 E-Tense 225 AAABC 7 Crossback Puretech 225 AAABC 19.9.18 CX-5 2.2D Sport Nav AAAAC 2.2.22 9 E-Tense 225 AAABC

DS

22.4.15 6.11.19 2.9.15 10.3.21 28.6.17

McLAREN

FERRARI 488 GTB AAAAA 488 Pista AAAAB 812 Superfast AAAAC SF90 Stradale AAAAC

12.3.14 4.8.21 30.11.16 8.5.19

25.5.16 7.8.19 25.7.18 3.11.21

F I AT Panda 4x4 Twinair AAAAB 500 Abarth 595 AAAAC Icon 42kWh AAAAC

570S 3.8 V8 AAAAA 600LT Spider 3.8 V8 AAAAB 620R 3.8 V8 AAAAC GT 4.0 V8 AAABC 720S 4.0 V8 AAAAA Senna 4.0 V8 AAAAA P1 AAAAA

30.3.16 22.5.19 23.12.20 27.1.21 24.5.17 10.10.18 7.5.14

17.4.13 26.2.14 M E R C E D E S - A M G 26.1.22 A-Class A45 S 4Matic+ Plus AAAAB 4.3.20 3.6.15 C-Class C63 AAAAB FORD 24.4.19 C63 S Coupé AAAAB Fiesta 1.0T Ecoboost AAAAC 9.8.17 CLS 53 4Matic+ AAAAC 17.10.18 15.8.18 EQS 53 4Matic+ AAAAC 8.6.22 ST-3 1.5 T Ecoboost AAAAB 20.2.19 GT R AAAAB 10.5.17 Focus 1.5 Ecoboost 182 AAAAB 11.9.19 GT 4-Door Coupé 63 4Matic+ AAAAB ST AAAAC 14.1.15 13.3.19 Mondeo 2.0 TDCi AAAAC 6.7.16 Mustang 5.0 V8 GT F’back AAAAC 24.2.16 SLC 43 AAABC 5.12.18 GLC 63 S 4Matic+ AAABC 13.6.18 Bullitt AAAAC 14.10.20 Mustang Mach-E Extended Range RWD GLE 53 4Matic+ AAABC AAAAC 23.6.21 27.4.22 M E R C E D E S - B E N Z GT AWD AAACC 25.3.20 A-Class A200 Sport AAAAC 4.7.18 Puma 1.0T 125 MHEV AAAAB 24.3.21 A250e AMG Line Premium AAACC 5.8.20 ST AAAAC 3.4.19 Kuga 2.5 PHEV ST-Line AAABC 24.6.20 B-Class B180 Sport AAAAC 28.8.19 CLA 250 AAACC 21.8.19 Ranger Raptor AAAAC C-Class C300e AMG Line AAAAB 4.5.22 GENESIS 14.6.17 E-Class E400 Coupé AAAAC G70 2.2 CRDi Luxury Line AAABC 10.11.21 E300 Cabriolet AAABC 6.10.21 6.4.22 GV80 3.0D Luxury 5-Seater AAABC 15.9.21 S-Class S580e L AAAAB 17.11.21 EQA 250 AAACC HONDA 18.5.22 EQB 300 4Matic AAABC E Advance AAABC 26.8.20 GLB 220d 4Matic AAABC 16.9.20 10.2.16 Jazz 1.5 i-MMD Hybrid EX AAABC 7.10.20 GLC 250d AAAAC 19.4.17 G-Class G350d AMG Line AAAAC 17.7.19 Civic 1.5 i-VTEC Turbo AAAAC 25.10.17 GLS 400d AAABC 12.2.20 2.0 Type R GT AAAAB 12.7.17 X-Class X250d 4Matic AAABC 20.6.18 Clarity FCV AAAAC 24.11.21 HR-V e:HEV AAABC 7.11.18 M G CR-V 1.5T EX CVT AWD AAABC 3 1.5 3Form Sport AAABC 25.12.13 HYUNDAI 25.11.20 5 SW EV Exclusive AAABC i10 1.2 MPi Premium AAAAC 15.4.20 ZS EV Exclusive AAACC 4.12.19 24.2.21 i20 1.0 T-GDI 100 48V AAABC 25.8.21 M I N I N AAAAB 27.12.17 Mini Cooper S AAAAB 2.4.14 i30 N AAABC 13.9.17 Cooper S Works 210 AAAAB 6.12.17 1.4 Premium SE AAABC 31.10.18 Clubman Cooper D AAABC 25.11.15 Kona Electric 64kWh AAAAC 6.3.19 Convertible Cooper S Sport Automatic Santa Fe 2.2 CRDi AAABC 17.3.21 AAAAC 19.5.21 Tucson 1.6 T-GDi Hybrid AAAAC 12.6.19 Countryman Cooper D AAABC 22.2.17 Nexo AAABC 26.7.17 Plug-in Hybrid AAABC

JAGUAR

F-Type V8 S Convertible AAAAC 2.0 R-Dynamic Coupé AAAAC P575 R AWD Coupé AAAAC XF 2.0 R-Sport AAAAB 300 R-S Sportbrake AAABC XE 2.0 R-Sport AAAAB E-Pace D180 AWD SE AAABC F-Pace 2.0d AWD AAAAC P400e R-Dynamic HSE AAAAC SVR AAAAB I-Pace EV400 S AAAAB

12.6.13 22.11.17 29.4.20 2.12.15 17.4.19 1.7.15 11.4.18 11.5.16 1.12.21 24.7.19 12.9.18

MITSUBISHI Eclipse Cross 1.5 2WD AAACC Outlander PHEV GX4hs AAABC

MORGAN Plus Four AAABC 3 Wheeler AAAAA

Stinger 2.0 T-GDI GT-L S AAABC

12.8.20 6.6.12

NISSAN

Micra 0.9 N-Connecta AAAAC DIG-T 117 N-Sport AAACC Juke 1.0 DIG-T 117 AAABC JEEP Qashqai 1.3 DIG-T 158 AAAAC Compass 2.0 M’jet 4x4 L’d AAACC 3.10.18 GT-R Recaro AAAAB 4xe S AAACC 16.2.22 Renegade 4xe Trailhawk AAACC 30.6.21 N O B L E Wrangler 2.2 M’Jet-II Ov’d AAAAC 10.4.19 M600 AAAAB

KIA

14.3.18 16.4.14

26.4.17 27.3.19 29.1.20 28.7.21 16.11.16 14.10.09

PEUGEOT 25.4.18 208 e-208 Allure Premium AAAAC 6.5.20

308 1.2T Puretech 130 GT AAAAC 508 GT BlueHDi 180 AAAAC Hybrid 225 Allure SW AAAAC PSE Hybrid4 SW AAAAC 2008 e-2008 GT Line AAABC 3008 1.6 BlueHDi GT Line AAABC 5008 2.0 BlueHDi GT Line AAABC

25.5.22 24.10.18 8.7.20 5.5.21 30.9.20 18.1.17 1.11.17

P O L E S TA R 1 AAAAC

PORSCHE 718 Boxster AAAAB Spyder AAAAB Cayman S AAAAB Cayman GTS AAAAB 911 GT2 RS AAAAC Carrera S AAAAB GT3 PDK AAAAB Cayenne Turbo AAAAC Turbo S E-Hybrid AAABC Taycan Turbo S AAAAA

R E N A U LT Clio TCe 100 Iconic AAAAB Mégane 1.5 dCi Dyn. S Nav AAACC E-Tech Plug-in Hybrid 160 AAACC RS Trophy-R AAAAC Grand Scénic dCi 130 Nav AAABC Kadjar dCi 115 Dyn. S Nav AAAAC Arkana E-Tech Hybrid 145 AAABC Captur 1.3 TCe 130 EDC AAABC

T OYO TA

VOLKSWAG EN 4.4.18 13.1.21 21.5.14 1.6.16 19.2.20

S E AT Ibiza SE Technology 1.0 TSI AAAAB 19.7.17 2.12.20 Leon eHybrid FR AAABC Arona SE Technology 1.0 TSI AAAAC 15.11.17 19.10.16 Ateca 1.6 TDI SE AAAAB

SMART Forfour Electric Drive AABCC

TESLA Model 3 Standard Range Plus AAAAC4.9.19 20.4.16 Model S P90D AAAAB Model Y Long Range AWD AAAAC 23.3.22 15.2.17 Model X 90D AAAAC

21.10.20 Aygo X Limited Edition AAABC 11.5.22 Yaris 1.5 Hybrid Design AAAAC 23.9.20 GR Yaris Circuit Pack AAAAA 3.3.21 8.6.16 Corolla 2.0 Hybrid ST AAAAC 5.6.19 1.4.20 GT86 2.0 manual AAAAA 4.7.12 10.8.16 Prius Business Edition AAAAC 16.3.16 9.5.18 Mirai Design Premium AAAAC 16.6.21 18.7.18 C-HR Excel 1.8 Hybrid AAAAC 4.1.17 29.5.19 GR Supra Pro AAAAC 14.8.19 11.8.21 5.9.18 VA U X H A L L 27.5.20 Corsa 1.2T 100 auto AAABC 22.1.20 29.7.20 Crossland X 1.2T 130 Elite AAACC 7.6.17 30.9.15 Astra 1.6 CDTi 136 SRi AAAAC 13.4.16 ST CDTi Biturbo SRi 137 AAAAC 27.11.19 Combo Life 1.5 TD 100 Energy AAABC27.12.18 17.8.16 Insignia Grand Sport 2.0D SRi VX-Line 29.9.21 AAAAC 3.5.17 23.10.19 Insignia Sports Tourer 2.0 Biturbo D GSI 25.1.17 AAACC 30.5.18 21.10.15 Mokka 1.2 Turbo 130 auto AAABC 12.5.21 13.10.21 Grandland X Hybrid4 AAACC 22.4.20 18.3.20 VXR8 GTS-R AAAAC 10.1.18

R O L L S - R OYC E Phantom AAAAA Ghost AAAAB Wraith AAAAB Dawn AAAAC Cullinan Black Badge AAAAC

Across 2.5 PHEV E-Four CVT AAAAB 7.4.21

23.8.17

SKODA

Up GTI 1.0 TSI 115 AAAAC 21.3.18 31.1.18 Polo 1.0 TSI 95 SE AAAAB 1.8.18 GTI AAAAC Golf 1.5 eTSI 150 Style DSG AAAAB 22.7.20 14.4.21 R AAAAC ID 3 Pro Performance Life AAAAC 31.3.21 27.10.21 ID 4 GTX Max AAABC T-Roc 2.0 TSI SEL 4Motion AAAAB 24.1.18 Cabriolet 1.5 TSI Evo DSG AABCC 10.6.20 27.9.17 Arteon 2.0 BiTDI 240 AAABC 9.6.21 eHybrid Shooting Brake AAABC 4.2.15 Passat 2.0 TDI 190 GT AAAAC 7.9.16 GTE AAAAC 3.2.16 Touran 2.0 TDI 150 SE AAAAC 22.6.16 Tiguan 2.0 TDI 150 SE AAAAB Caravelle 2.0 BiTDI Exec. AAAAC 23.12.15 Touareg 3.0 TDI R-Line Tech AAABC 8.8.18 2.1.20 Grand California 600 AAABC Transporter Kombi SWB AAACC 30.3.22

Fabia 1.0 TSI 95PS AAAAB 9.2.22 31.7.19 Scala 1.5 TSI 150 DSG AAABC Octavia 2.0 TDI 150 SE L First Edition 2.9.20 DSG Estate AAAAC 17.2.21 V O LV O 2.0 TDI vRS AAAAC Superb 1.4 TSI iV 218 SE L AAAAC 26.2.20 C40 Recharge Twin Ult’ate AAABC 13.4.22 Karoq 2.0 TDI 150 Scout AAABC 30.1.19 XC40 D4 AWD First Edition AAAAB 7.2.18 18.8.21 S60 T8 Polestar En’d AAABC 24.12.19 Enyaq iV 80 AAAAC 23.11.16 V60 D4 Momentum Pro AAAAC 27.6.18 Kodiaq 2.0 TDI Edition AAAAC 5.7.17 2.0 TSI 245PS vRS 4x4 AAABC 23.2.22 XC60 D4 AWD R-Design AAABC 13.7.16 S90 D4 Momentum AAAAC S S A N G YO N G V90 T6 Recharge R-Design AAAAB 11.11.20 Tivoli XLV ELX auto AAACC 14.9.16 XC90 D5 Momentum AAAAC 17.6.15

SUBARU XV 2.0i SE Lineartronic AAACC

WESTFIELD 28.2.18 Sport 250 AAAAC

SUZUKI Swift 1.0 SZ5 AAABC

29.11.17

ZENOS 17.5.17 E10 S AAAAB

7.10.15

GREATEST ROAD TESTS OF ALL TIME

CHRYSLER PT CRUISER LIMITED TESTED 26.7.00

Chrysler’s hot-rod-inspired hatch was a cult hit in its early days and can be had for less than a grand today. But was it any good?

The PT Cruiser was built on a new platform but took its 2.0-litre four-pot petrol engine and fivespeed manual gearbox from the Neon, albeit with the respective addition of a twin-cam head and closer ratios. Suspension was by front MacPherson struts and a rear torsion beam.

A kerb weight of 1428kg left the Cruiser trailing rivals for acceleration, while a lofty torque peak and lack of highrev refinement compounded the problem. But a top speed of 118mph and 30-70mph in 10.4sec were respectable and the gearshift was nippy. High grip, relatively flat cornering and accurate steering impressed, but the Cruiser’s ride wasn’t as forgiving as that of MPV rivals.

Cabin design continued the hot-rod theme, with a cue-ball gearknob and body-coloured

dash panels, but fell down on ugly, crude switchgear. Space was good for four adults only, while the split rear bench folded, tumbled forward and could be removed altogether to extend the respectable boot.

FOR Styling, value, boot and passenger space AGAINST Coarse engine, average ride quality FACTFILE

Price £17,195 Engine 4 cyls in line, 1996cc, petrol Power 140bhp at 5700rpm Torque 139lb ft at 4150rpm 0-60mph 10.3sec 0-100mph 34.2sec Standing quarter mile 17.9sec, 79.9mph Top speed 118mph Economy 27.1mpg WHAT HAPPENED NEXT?

A Mercedes-sourced 119bhp 2.2-litre diesel joined the range in 2002, although the planned sharing of the new Mini’s 1.6 petrol engine never materialised.

The most powerful variant was a 141bhp 2.4-litre petrol four-pot.

A 2.4-litre four-seat cabrio was offered from 2005, initially in left-hand drive only. A facelift came in 2006 but the PT was dropped two years later.

13 JULY 2022 AUTOCAR.CO.UK 81

SLIDESHOW The convertibles that dared to be different ummer is here, so surely it’s time to take the roof down? Convertibles tend to slot into one of two categories: two-seat sports car or four-seater for all the family. The Mazda MX-5, Porsche 911 Cabriolet, Mercedes-Benz E-Class Cabriolet – that kind of thing. But what of the convertibles that break the mould?

Here, then, are seven drop-tops that departed from the usual script – to varying degrees of success.

S

Volkswagen T-Roc Cabriolet 2020 The T-Roc Cabriolet is the only new Volkswagen convertible that you can buy today, which seems extraordinary given the size of the brand’s portfolio. It’s also the only convertible SUV on sale. The topless versions of the Golf and Beetle bit the dust as Volkswagen sought to capitalise on the market’s love affair with medium-sized crossovers by taking a can opener to the nation’s favourite bodystyle. T-Roc Cabriolet sales began in the UK in 2020, and we can’t say we were very enthusiastic about it when we drove it. Still, it accounted for 28% of T-Roc sales in Germany for a period in 2021, you see a fair few around and Volkswagen has just facelifted it, so the interest certainly seems to be there.

Smart Crossblade 2002

Suzuki X-90 1995

Nissan Murano CrossCabriolet 2011

Some cars make more sense in Saint-Tropez than they do in St Ives. Cruising a sun-drenched marina in the automotive equivalent of a roller skate while your superyacht is being refuelled with diesel and gin is an appealing prospect. Mixing with HGVs on a rainy A14 in a left-hooker without a roof, windscreen or doors is considerably less desirable. Fun fact: pop star Robbie Williams bought Crossblade number eight (out of 2000), presumably to let it entertain him.

If the soft-top versions of Suzuki’s Jimny and Vitara off-roaders are too mainstream for you, how about something truly left-field? Nobody quite knew what Suzuki was thinking when it launched the two-seat X-90, but in many ways it was ahead of the curve. In four-wheel-drive guise, it was actually pretty good at tackling the rough stuff, while the removable roof panels meant that you could try to convince yourself that you were driving a Porsche 911 Targa.

Nissan probably thought it was really onto something here: launch a convertible SUV in the US market, one that loves big, high-riding vehicles and where the sun shines reliably in plenty of parts of it. Us Brits were offered only the five-door hard-top, and that didn’t sell well. Nor did the drop-top: its extreme weight (2016kg) gave it ungainly handling and a terrific thirst, which didn’t endear it to the American press or public.

Nissan Micra C+C Pink 2005

Range Rover Evoque Convertible 2016

Citroën C3 Pluriel 2003

Nissan put the Micra C+C Pink into limited production following a successful ‘touch, look, check’ tour in support of the Breakthrough Breast Cancer charity. The manufacturer said it was inundated with requests for the car, so it pressed ahead with 100 production versions, priced at £14,495. The convertible Micra’s C-View glass folding roof, made by Karmann, was pretty neat and could be opened in 22 seconds.

In theory, this was a great and straight-forward idea: remove the roof of a hot-selling, fashionable SUV of which there was conveniently a coupé version and blag the electric roof system from your sibling brand’s convertible. Unfortunately, the Evoque Convertible didn’t prove to be a great steer, had even less utility and was seriously expensive, starting at close to £50,000, so it survived for only about two years.

Citroën claimed the C3 Pluriel was a car for all seasons, as it could be configured in hatch, fulllength sunroof, open-top and even pick-up form.

Sadly, changing from one style to another often involved work that even a scaffolder would shy away from. Then there was the issue of where to stow the roof spars: there was nowhere for them to go. Owners also needed to pay great attention to the weather forecasts. Oh, and it leaked, too.

82 AUTOCAR.CO.UK 13 JULY 2022

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