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THIS WEEK Issue 6305 | Volume 296 | No 5 ‘It’s immaculate yet overwhelming; a concept made real’

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NEWS New Porsche 911 Full details on 2019 eighth-gen 911 Beijing motor show The star cars, news and gossip Geely Icon Big things await Volvo XC40-based SUV VW at Pikes Peak Why 671bhp racer affects ID EVs Pagani’s electric vision By its founding father

8 12 14 16 18

TESTED Porsche 911 GT3 RS Exquisite finale for 991 gen BMW i8 Roadster Open-top hybrid struts its stuff Porsche 718 Cayman GTS 361bhp coupé reviewed Bentley Continental GT W12 ROAD TEST

24 31 33 34

FEATURES McLaren Senna Flat out in track-inspired hypercar Go configure How to spec your McLaren Senna Jaguar XE SV Project 8 Riding around Goodwood Five-star used cars Road test champs from £8k BMW 8 Series We drive an M850i prototype

42 48 50 54 60

M C LAREN SENNA: THE ‘ULTIMATE ROAD-LEGAL TRACK CAR’ DRIVEN 42

OUR CARS BMW M5 Super-saloon starts its three-month test Skoda Octavia vRS Why it’s just like a smartphone Toyota Prius Plug-in Family gives it a city workout

66 69 71

EVERY WEEK Steve Cropley X-Class, students, Lutz and a cabbie Become a half-price hero Subscribe and save 50% Your views Forget sport mode. Select party mode Matt Prior Getting creative on your commute

21 22 64 90

FIRST DRIVE: BMW i8 ROADSTER IMPRESSES 31

ROAD TEST: NEW BENTLEY CONTINENTAL GT 34

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YOU SIMPLY AREN'T AWARE THAT THE a BMW M850i DRIVES BOTH AXLES DAN PROSSER ON THE HOT 8 SERIES THAT FEELS LIKE A REAR-DRIVE CAR WITH INFINITE TRACTION 60

DEALS James Ruppert Aston, Tesla for sale? Here? Really? 72 Used buying guide How to bag a Jeep Wrangler Spied in the Classifieds What’s caught our eye? Road test results Autocar’s data archive New cars A-Z Key stats, from Abarth to Zenos

JEEP WRANGLER FROM £5000 74

74 76 79 82

COVER STORY

NEW PORSCHE 911: EVERYTHING YOU NEED TO KNOW 8 2 MAY 2018 AUTOCAR.CO.UK 5


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COMMENT The original car magazine, published since 1895 â&#x20AC;&#x2DC;in the interests of the mechanically propelled road carriageâ&#x20AC;&#x2122; EDITORIAL Tel +44 (0)20 8267 5900 Email autocar@haymarket.com Editor Mark Tisshaw Editorial director, Automotive Jim Holder Editor-in-chief Steve Cropley Executive editor Matt Burt Editor-at-large Matt Prior Digital editor James Attwood Road test editor Matt Saunders Road testers Simon Davis, Richard Lane Online reviews editor Tom Morgan News editor Rachel Burgess Senior staff writer Sam Sheehan Staff writer Jimi Beckwith Used cars editor Alex Robbins Used cars deputy editor Mark Pearson Used cars reporter Max Adams Chief sub-editor Sami Shah Group art editor Stephen Hopkins Art editor Sarah Ă&#x2013;zgĂźl Junior designer Rebecca Stevens Chief photographer Stan Papior Photographer Luc Lacey Videographer Mitch McCabe Video apprentice Oli Kosbab SEO manager Jon Cook SEO executive Oliver Hayman Social media manager Louis Shaw Picture editor Ben Summerell-Youde Editorial assistant Sam Jenkins

THE CHINESE ARE ADVANCING FAST AND GEELY IS LEADING THE CHARGE

EDITORIAL CONTRIBUTORS European editor Greg Kable Used car correspondent James Ruppert Senior contributing writer Andrew Frankel Contributing writer Dan Prosser Senior contributing editor Richard Bremner Contributing editor Mike Duff Senior consulting editor Tom Evans Special correspondents Mauro Calo, Jesse Crosse, John Evans, Hilton Holloway, Peter Liddiard, Julian Rendell, Richard Webber Special contributors Matt Bird, John Bradshaw, Nic Cackett, Kris Culmer, Ben Davies, Claire Evans, John Howell, Steve Huntingford, Maria Iu, Darren Moss, Allan Muir, Will Nightingale, Doug Revolta, Alan Taylor-Jones, Rory White, Will Williams, Neil Winn MEDIA ENQUIRIES Tel +44 (0)20 8541 3434 Contact Robert Etheridge (robert@performancecomms.com) SUBSCRIPTIONS Tel 0344 848 8816 Overseas +44 (0)1604 251450 Email help@autocar.themagazineshop.com Head of subscriptions Karen McCarthy Direct marketing executive Maria Fernandez SYNDICATION ENQUIRIES Tel +44 (0)1962 867705 Contact Simon Fox (syndication@autocar.co.uk) LICENSING ENQUIRIES Tel +44 (0)20 8267 5024 Contact Isla Friend (isla.friend@haymarket.com) BACK ISSUES Tel 0344 848 8816 Email help@autocar.themagazineshop.com ADVERTISING Classified +44 (0)20 8267 5733 Display +44 (0)20 8267 5574 Production +44 (0)20 8267 5814 Fax +44 (0)20 8267 5312 Key account director Richard Potton Agency group head Andrew Barclay Agency account manager Olivia Horner New business executive Helen Brown PRODUCTION Tel +44 (0)20 8267 5219 Production manager Anthony Davis Production controller Lee Brister

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NEWSTRADE MARKETING Head of newstrade marketing Richard Jefferies Newstrade marketing manager Nikki Packer MANAGEMENT Managing director Rachael Prasher Marketing director Darren Pitt Print and events marketing manager Charlene Harry Š 2018, Haymarket Media Group Ltd. Autocar, Motor, Autocar & Motor are registered trademarks. Circulation enquiries: Frontline Ltd, 1st Floor, Stuart House, St Johnâ&#x20AC;&#x2122;s Street, Peterborough PE1 5DD (01733 555161). Repro by Haymarket Pre-Press. Printed by William Gibbons, Wolverhampton. Registered as a newspaper with the Royal Mail. Member of the ABC. ISSN 1355-8293.

TAKE THE CARS and stands from the Beijing motor show last week, remove their badges, put them in the Detroit show halls and youâ&#x20AC;&#x2122;d struggle to tell the diference between the average, everyman Chinese car and its US equivalent. Thatâ&#x20AC;&#x2122;s how much progress has been made in the Chinese car industry, a celebration of which we experienced in Beijing. Yes, there is still the odd unwelcome copycat design, but the average Chinese car now bears no relation to the stereotype. They are not necessarily yet suited to European tastes, but that is also true of many US cars. One car in particular stood out at Beijing: the Geely Icon. Itâ&#x20AC;&#x2122;s a closeto-production on-trend concept with a distinctive design of true global appeal. True, it has a head start on most other Chinese cars in being based on the excellent Volvo XC40, but it still has to be produced at a price point to appeal to the Chinese mass market. It will, within the year. And for the ďŹ rst time for a Chinese car, you can add â&#x20AC;&#x2DC;beyondâ&#x20AC;&#x2122; to where its appeal would reach, Europe included. Geely has worked

  

wonders with Volvo, is launching a new Chinese brand called Lynk&Co aimed at Europe and now could be the ďŹ rst existing Chinese brand to go truly global. Some achievement.

              

 

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No part of this magazine may be reproduced, stored in a retrieval system or transmitted in any form except by permission. The publisher makes every effort to ensure contents are correct but cannot accept responsibility for errors or omissions. Unsolicited material is submitted to Autocar entirely at the ownerâ&#x20AC;&#x2122;s risk; the publisher accepts no responsibility for loss or damage. With regret, competitions and promotional offers, unless otherwise stated, are not available to readers outside the UK and Eire. North America: Autocar, ISSN number 135589X, is published weekly by Haymarket Media Group, Bridge House, 69 London Road, Twickenham TW1 3SP, United Kingdom. Air freight and mailing in the USA by agent named Air Business Ltd, c/o Worldnet Shipping Inc, 156-15, 146th Avenue, 2nd Floor, Jamaica, NY 11434, USA. Periodicals postage paid at Jamaica, NY 11431. Subscription records are maintained at Haymarket Media Group, Bridge House, 69 London Road, Twickenham TW1 3SP. Air Business Ltd is acting as our mailing agent.

Autocar is published by Haymarket Automotive, Bridge House, 69 London Road, Twickenham, Middlesex, TW1 3SP, UK haymarketgroup.com Tel +44 (0)20 8267 5900 Autocar magazine is also published in China, Greece, India, Indonesia, Japan, Korea, Malaysia, Philippines and Thailand. Autocar is a member of the Independent Press Standards Organisation (IPSO). We abide by the Editorsâ&#x20AC;&#x2122; Code of Practice and are committed to upholding the highest standards of journalism. If you think we havenâ&#x20AC;&#x2122;t met those standards and want to make a complaint, contact autocar@haymarket.com. For more information, contact IPSO on 0300 123 2220 or visit www.ipso.co.uk

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EIGHT OUT OF EIGHT

REMEMBER THE NAME

BMWâ&#x20AC;&#x2122;s new range-topper is shaping McLaren Senna is proving worthy of its extraordinary badge, p42 up to be a very fine car indeed, p60

GONE ON A HIGH The 991-gen Porsche 911 checks out with perhaps the breedâ&#x20AC;&#x2122;s finest, p24

2 MAY 2018 AUTOCAR.CO.UK 7


N E WS G O T A S T O RY ?

Email our news editor rachel.burgess@haymarket.com

IMAGE

More power, more tech for ‘most advanced’ 911 yet Eighth-generation Porsche 911 here next year with 390bhp in base Carrera form orsche is less than six months away from the launch of its fastest and most technologically advanced 911 yet. The new eighth-generation model, which uses the internal codename 992, is set to make its public premiere at the Los Angeles motor show in November before going on sale in the UK early next year in initial rear-wheel-drive Carrera and Carrera S guises.

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8 AUTOCAR.CO.UK 2 MAY 2018

Further new 911 models will follow throughout 2019, including an advanced new four-wheel-drive Turbo, which insiders at Porsche’s Stuttgart headquarters suggest will make as much as 600bhp in range-topping S form, giving it the same output as the limitededition 911 Turbo S Exclusive launched last year. The 20bhp increase in output over the current 911 Turbo S is said to combine with

developments to the fourwheel-drive transmission and improved aerodynamics to give the new model a 0-62mph time of less than 2.9sec and a top speed beyond the 205mph of its predecessor. The new 911, which is claimed to offer a significant advance in structural engineering, introduces a newly developed platform that has been conceived to provide the basis for the third-generation Audi

R8 and the successor to the Lamborghini Huracán. There have been conflicts between the three companies concerning the mounting of the fuel tank, which sits up front in the 911 but at the rear of the cabin in the R8 and Huracán. However, it is understood that the new platform consists of a series of interchangeable modules in an overall matrix that will allow the three Volkswagen Group models

to share a number of key components and enjoy greater economies of scale. In a development aimed at keeping the kerb weight close to the 1430kg of the manual version of today’s 911 Carrera, the new model also adopts an inner structure possessing a greater percentage of aluminium than that of its predecessor, most notably within the side sections.


CAN THE 911 FEEL ALIVE AGAIN? ANDREW FRANKEL

If I’m looking for just one area for the 992 to progress, it is in the ease of access to the still unique 911 driving experience. The current car has an abundance of 911 spirit because it still has those three attributes that have always made the 911 unique among its peers: the shortest wheelbase in the class, a flat six engine and its location behind the rear wheels. The problem it is that it’s so focused on providing the ride and refinement owners now demand that you have to push quite hard to find the magic – and in a 911 that means going fast. So I want the new car to feel even more alive

at lower effort levels, the way 911s used to. This won’t be easy because it’s hard to augment feel and a sense of agility without degrading comfort by a degree or three, and Porsche won’t rate that a sacrifice worth making. Indeed, for all those who want a 911 in the traditional sense, there are many more who don’t want a traditional 911 experience at all, merely the ability to project the image of being a 911 driver to family, friends and colleagues. Then again, Porsche engineers are wizards, and if the new car is lighter and stiffer than the one it replaces, I’m confident Porsche can produce a new 911 that’s just as easy to live with but even better to drive, no matter how hard you’re trying.

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The 911’s new structure is claimed to bring greater levels of static stiffness and dynamic rigidity a S PY S H OT

PORSCHE 992 911

Although not made up exclusively of aluminium, the structure uses a new generation of hot-formed high-strength steel employed in varying thicknesses, a process known as tailored blanks, within the floorpan for increased strength. The structure, which has been developed in partnership with Bertrandt, a company Porsche has used for the development of all its recent models, is also claimed to bring greater levels of static stiffness

and dynamic rigidity than those of today’s 911 models. Despite the developments to its platform and body structure, added equipment levels and incremental increases in dimensions mean the new 911 is unlikely to benefit from a significant reduction in kerb weight. Also unclear at this stage is whether Porsche will equip standard versions with the lithium ion battery that, up until now, has been reserved for track-focused 911 models in

place of a more traditional and heavier lead-acid battery. The styling of the new 911 is little changed. The new model was initially previewed in a series of photographs depicting a disguised prototype of the 2018-model-year 911 issued in February. It follows an evolutionary path with a continuation of the customary look that has characterised the Porsche model through the years, albeit with some subtle modifications over its direct predecessor. ◊

2 MAY 2018 AUTOCAR.CO.UK 9


992 911 will share basic structure with next R8 and Huracán successor

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The Carrera’s power is said to increase to 390bhp. The Carrera S is likely to make up to 450bhp a

DEFINING 911s

Included is a redesigned front end featuring a new-look bumper with altered air duct channelling, revised headlights that sit more upright and sport a new take on the four-element LED graphics adopted on all Porsche models, and reshaped front wings. Further back, new door handles sit more flush with the bodywork and the rear haunches are more pronounced. The rear also adopts the full-width taillight design of other recently launched Porsche models.

The new 911 also adopts a number of active aerodynamic features, including louvres within the front air ducts and a new rear spoiler claimed to provide improved downforce. Dimensionally, the new Porsche is said to have grown. Official figures remain under wraps, but sources suggest that its length is up by around 20mm and overall width has increased to accommodate a rear track of 1850mm. Changes to the interior are perhaps more comprehensive than those made to the exterior,

1963 901 As the successor to the 356, the 911 was popular with enthusiasts from the start. The prototype was unveiled at the Frankfurt show in 1963 as the 901 but was renamed the 911 for its 1964 launch.

10 AUTOCAR.CO.UK 2 MAY 2018

1973 911 Carrera RS 2.7 Porsche’s homologation 911 for Group 4 racing proved hugely popular. Just 500 were initially built but they all sold straight away, so Porsche extended the production run to 1580.

with a new digital instrument panel, touch-operated switchgear and Porsche’s latest touchscreen infotainment system all featuring in a cabin that is claimed to be roomier than ever before. The platform of the new 911 is said to position the engine more inboard than in any previous generation for improved weight distribution. Along with passive mounts on lower-end models, Porsche will continue to equip the more powerful models with dynamic mounts to help suppress movement of the

1975 930 Turbo Porsche introduced the first turbocharged 911 with a 3.0-litre flat six boosted to produce 260bhp. The car sported a ‘whale tail’ rear spoiler and wider arches to cover its larger tyres.

engine’s mass under load for more neutral handling. The existing turbocharged 3.0-litre horizontally opposed six-cylinder engine will be retained for the Carrera and Carrera S. It adopts a number of changes to improve performance while reducing CO2 emissions, including altered turbocharger geometry and a new particulate filter. In the Carrera, power output is said to increase by around 20bhp to 390bhp. With added turbo boost and other minor tweaks, the Carrera S is likely

1987 Carrera Clubsport 3.2 The Carrera Clubsport was a stripped-down, higherrevving 911. Oddly, in spite of Porsche’s meticulous weightsaving regime, the Carrera CS retained electric door mirrors and headlight washers.

to make up to 450bhp, some 30bhp more than today’s model. Both units are said to have undergone a weight optimising process, although the reductions are described as ‘incremental’. Early rumours suggesting the new 911 may use a poweredup version of the 2.5-litre horizontally opposed fourcylinder engine used by the Boxster and Cayman have been denied by Porsche, quashing any idea of a return of the 912 – the original four-cylinder 1.6-litre 911 produced between

1994 993 Carrera Even though 911 production still continues 20 years later, the 993 is hailed by purists as the last true 911. It was the final model to be powered by the long-standing aircooled engine.


NEWS

Cayenne coupé arrives next year to rival X6 and GLE Coupé PORSCHE BOSS OLIVER Blume has granted a production green light to a new coupé derivative of the third-generation Cayenne. The new model, conceived to rival the BMW X6 and Mercedes-Benz GLE Coupé, is intended to broaden the scope of the Cayenne line-up. UK sales are planned to begin during the fourth quarter of next year, according to engineering sources close to the German car maker. First hinted at by Blume in

an interview with Autocar last year, the five-door Cayenne coupé will be based heavily on its more practical Cayenne sibling, alongside which it will be assembled at Porsche’s factory in Leipzig, Germany. The new Porsche model receives the same front-end styling as the third-generation Cayenne, albeit with a unique front bumper design. But in a move mirroring that of its key rivals, it adopts a newly styled liftback-style tailgate, altered rear side windows and a new

tail-light design that is aimed at providing the Cayenne coupé with a sporting profile similar to that of the secondgeneration Panamera. Porsche intends to position the Cayenne coupé as a performance model, with both a 440bhp version of its twin-turbocharged 2.9-litre V6 and a 550bhp version of its twin-turbocharged 4.0-litre V8 petrol engines set to be offered from launch. No diesel-engined versions of the new model are planned.

speed dual-clutch automatic gearbox, the latter said to boast new developments aimed at improving its already rapid gear-shifting ability while increasing efficiency through its improved stop-start, coasting and brake energy recuperation functions. Also set to be included on the new 911 are the carbide-steel brakes that first appeared on the new third-generation Cayenne SUV. Before the 992-series 911 arrives, however, Porsche is planning one last flourish for

the existing 991 in the form of a new Speedster model. Set to be offered in limited numbers, the soft-top is based on the 911 Cabriolet, with a unique windscreen and roof assembly aimed at providing it with clear visual links to previous Speedster models. Power for the 2018model-year 911 Speedster is rumoured to come from the same 414bhp turbocharged 3.0-litre horizontally opposed six-cylinder engine used by the 911 Carrera S. GREG KABLE

Cayenne coupé will use V6 and V8 petrol engines

1965 and 1969 and resurrected between 1975 and 1976 with a 2.0-litre powerplant at the height of the oil crisis. Indications are that the eighth-generation 911 could be the first to be launched without a single naturally aspirated engine in the line-up. Officials won’t comment on whether the next GT3 will switch to forced induction, but sources within Porsche’s Motorsport department confirm studies are being carried out on an evolution of the next 911 Turbo’s twin-turbocharged 3.8-litre

flat six engine conceived for motorsport activities. What is certain is that the new 911 has been engineered to run a petrol-electric plug-in hybrid powertrain. Although not expected to be offered until closer to a planned facelift for the upcoming 992 in 2022, the new system will combine the Carrera’s turbocharged 3.0-litre six-cylinder engine with an electric motor for a predicted combined output close to 500bhp. The new plug-in hybrid powertrain is said to use a

lithium ion battery with cell technology more advanced than that used by plug-in hybrid variants of the secondgeneration Panamera and a capacity of around 11kWh. And what of the rumours of a pure-electric version of the next 911? “Two years ago I’d have said no way,” said August Achleitner, project leader for the 911. “Today I wouldn’t categorically rule it out.” As with the existing 911, the new model will be offered with the choice of either a seven-speed manual or seven-

IMAGE

1996 GT1 The extreme GT1 was a homologation 911 for sports car and endurance racing, with 25 ‘Strassenversion’ (meaning ‘street version’) examples produced. The race version won at Le Mans in 1998.

1997 996 Carrera Porsche’s switch to watercooled engines saw an almost complete overhaul of the 911 with the 996 generation. It was the most radically changed incarnation since the dawn of the 911 in 1963.

2010 GT2 RS We said: “Legalised insanity from those wacky folk in Porsche’s Motorsport department, or, to put it another way, the maddest production car ever to wear the shield of Stuttgart on its nose.”

2015 991.2 Carrera The current iteration of 911 is the largest and, like for like, the heaviest, but it’s also the fastest and most capable generation, partly thanks to the introduction of turbocharging.

2019 992 Carrera The next-generation 911 will take things a step further. Among other things it will be the first 911 with a hybrid powertrain, which is set to inject even more pace into its performance.

2 MAY 2018 AUTOCAR.CO.UK 11


Merc-Maybach GLS is likely to get the new tech first

Mercedes-Maybach Vision Luxury is an electric SUV concept

Maybach targets new luxury tech Merc sub-brand plans camera-influenced suspension and a chauffeur drive mode pcoming MercedesMaybach models will have “next-level” suspension systems that will be an advanced version of Mercedes’ existing Magic Body Control set-up, according to Maybach chief engineer Jürgen Weissinger. He said one of the key elements is a new camera

U

system, “so we have better information from rough roads so that drivers can slide over the road”. A new drive programme aimed at chauffeurs is also being introduced for the next generation of Maybach models. “We’re making a special drive programme, which means

the gearchanges don’t happen too often so that the chauffeur can drive in a very comfortable, luxury way. This works without gearshifts and with maximum torque,” said Weissinger. These features are first expected to appear on the forthcoming Maybach GLS, which is due to be unveiled at

the Los Angeles motor show in November. Meanwhile, the Vision Ultimate Luxury concept shown at Beijing could make production if it gets a good response, said Weissinger. Talking about the concept’s electric motor set-up, Weissinger said Maybach is discussing how it could bring

MG TO ADD NEW FLAGSHIP SUV IN UK The X-Motion will become MG’s third SUV in the UK when it arrives next year. Shown in concept form in Beijing, the model takes design cues from last year’s E-Motion electric sports car concept. The X-Motion will sit above the ZS and GS in MG’s SUV line-up and get a 2.0-litre petrol engine. Electrified variants are also expected. AUDI STRETCHES Q5 – FOR CHINA ONLY

FORD ESCORT IS ALIVE AND WELL

Audi’s first long-wheelbase SUV, the Q5 L, is claimed to have 110mm more leg room for rear passengers. It is a China-only model, catering for the country’s unique demand for models with more space for rear occupants.

Ford has shown a new China-only Escort, a midsized saloon to be sold alongside the new Focus. The Mk1 Focus replaced the Escort in most global markets when it was launched in 1998, but the model name was reintroduced in China in 2014.

12 AUTOCAR.CO.UK 2 MAY 2018

electric power into its models in the next five to 10 years. He cited founders Karl and Wilhelm Maybach and their 1923 half-automatic gearbox as proof that the brand stands for innovative, high-tech cars. He said: “We have to look at electric-powered cars. But we have the 12-cylinder and it’s a very luxury, smooth motor. People want it. But if you speak to innovative Maybach customers, they are also interested in what the future looks like. We have to check out how to bring high-tech electric cars into that future.” However, while some rivals, such as Lagonda, are focusing on electric models, Weissinger sees hybrids as a “long bridge” technology for Maybach. “You could have a 12-cylinder with a special gearbox with an electric motor on it,” he said. “There’s lots of possibilities to make the right combination between a big engine and [electric] motor.” RACHEL BURGESS


BEIJING MOTOR SHOW

Lynk&Co range to be SUV rich and electrified

HYBRID ONLY FOR LEXUS ES THE LEXUS ES will only be sold with a hybrid powertrain when it goes on sale in the UK in January 2019. The powertrain includes a new 215bhp 2.5-litre four-cylinder petrol engine. Claimed fuel economy is 60.1mpg. Lexus will pit the ES against the BMW 5 Series. It is an indirect replacement for the GS, which will be withdrawn from sale this month. Lexus sold only 428 GS models in the UK in 2017. The ES is tasked with dramatically increasing sales and has been engineered to be far more driver-focused than its predecessors.

LYNK&CO HAS CONFIRMED that its first European vehicle, the 01 SUV, will launch as a plug-in hybrid. It will spearhead a range of five models for Europe that will be offered as only plug-in hybrid (PHEV), hybrid and electric variants. The brand, owned by Chinese firm Geely, will launch the 01 PHEV in Europe in 2020. A pure electric variant will follow by the end of 2020, said Lynk&Co boss Alain Visser. The 01 will be followed by the more compact, recently revealed 02. Although a 03 saloon concept has already been shown, it is most likely to be sold in China only, where such models remain popular. Visser said it is likely five Lynk&Co models will eventually be sold in Europe and it will be an “SUV-orientated brand”. However, Lynk&Co will offer up to 10 vehicles in China, so Europe will be able “to pick and choose” which models it wants and won’t be limited to just SUVs. Geely design boss Peter Horbury confirmed to Autocar that the design for the 04 is finished and work for the 05, 06, 07 and 08 is under way. The plug-in hybrid

technology will be shared with Geely-owned Volvo, which revealed its XC40 PHEV at Beijing alongside the Lynk&Co 01 PHEV. This had been expected, after last month’s announcement that the 01 will be produced at Volvo’s factory in Ghent, Belgium – also home to the XC40. Talking at the Beijing motor show, Visser said: “Our

European strategy has always been based on new technology powertrains. There will be no diesel, no manual and no ICE [internal combustion engine]Lynk&Co derivatives in Europe. “When we commence production in 2019, and sales starting from 2020 in Amsterdam, Barcelona, Berlin, Brussels and London,

our range will be all about new energy.” ■ Volvo announced at the Beijing motor show that it is aiming for 50% of its sales by 2025 to be pure electric models. This builds on Volvo’s confirmation last year that all of its models launched from 2019 will be mild-hybrid, plug-in hybrid or electric.

Lynk&Co 01 will be a plug-in hybrid and on sale in Europe in 2020

LOTUS SU V W ILL STA R T NE W PUSH UPM A R K E T The forthcoming Lotus SUV will position the Norfolk-based brand as more of a luxury car maker than previously. Peter Horbury, design boss of Geely, which acquired Lotus last year, said: “The question is where Lotus can be positioned in the market, where it is today and where the competition might be. China is a huge market for luxury, more expensive cars, so that’s a possibility. “SUVs were never on the agenda at Porsche until someone dared to suggest to the board it might be a good idea. Where would they be today if they hadn’t?” Horbury, who previously headed Ford and Volvo design, was coy about details of the

upcoming SUV but said: “It’s never going to be as light as an Evora. But I’m sure if you’re calling it a Lotus, it has be the lightest it can be of that genre.” The design of the SUV will be a primary focus for Geely’s upcoming new design centre in Coventry. All Lotus design remains under the watch of Lotus chief designer Russell Carr, who reports to Horbury. While Carr remains focused on sports cars at Lotus’s home in Hethel, Norfolk, the Coventry design studio will facilitate the brand’s forthcoming SUV as well as other Lotus models. Horbury said: “It’s an ambitious plan [for Lotus]. Russell is stretched doing the sports cars he is creating

with his team in Hethel, and so this new design centre allows Lotus to use Geely resources.” Lotus design is good at differentiating itself from rivals, according to Horbury: “We’ve looked at the design signatures of Lotus and I think they’re very good at keeping Lotus separated from other

brands. Simple things like the visor look of the windows is terrific.” He added: “The ambitions for Lotus are greater than before Geely came along. There is the possibility of building a whole group of vehicles which carry the Lotus name into areas that Lotus hasn’t been before.”

Lotus’s SUV will be designed at a new Geely facility in Coventry

JAGUAR XJ SPECIAL MARKS 50 YEARS

SKODA SWELLS SUV RANKS WITH KAMIQ

The special-edition Jaguar XJ50 marks the car’s 50th anniversary, ahead of an all-new, electric XJ next year. Features include 20in alloy wheels, a black front grille and embossed XJ50 logo. Priced from £74,280, it is £13,970 more than a basic XJ.

The Skoda Kamiq sits between the Karoq and Kodiaq SUVs and will be one of four SUVs offered in China by next year, when the Kodiaq GT coupé will also arrive. Skoda has no plans to sell the Kamiq in Europe.

2 MAY 2018 AUTOCAR.CO.UK 13


BEIJING MOTOR SHOW

Geely eyes own-brand Euro sales Production version of Icon concept could open door for Geely-badged cars in Europe eely has a long-term ambition to sell cars under its own brand name in Europe, with a production version of its Icon concept from the Beijing motor show a possible first step. The Icon concept, which is based on the Volvo XC40’s CMA architecture, should make production within 12 months. With minimal changes expected, it will be the most sophisticated and technically advanced Geely model yet. That sophistication also opens it up to wider export appeal. The Chinese car maker, which owns Volvo and with the Swedish company has set up

G

the Chinese marque Lynk&Co that will export to Europe and North America, exports to South America, Russia and the Middle East with Geelybranded models but has yet to enter a western market. “We’re not stuck to China with the Geely brand,” said Geely Group design boss Peter Horbury. “It’s becoming known and respected outside this country. I don’t know what the future holds. As the development of the platform continues, and Geelys become more common underneath with Lynk&Cos, that might be the time we can spread it a bit.” MARK TISSHAW

BEST CHINESE CARS

HONQI GT CONCEPT

Honqi makes the state limousines that are China’s most luxurious cars. Its designs have never strayed too far from those of China’s first-ever passenger car, yet the GT Concept previews a possible new look for the future. The big coupé is dominated by its grille, and there are red flourishes throughout.

QOROS 5G Qoros was the Chinese car maker expected to crack Europe first with its range of saloons and SUVs. But it has run into financial difficulty and was believed to be on the rocks – until it sprang a surprise in Beijing with the 5G concept, an electric coupé with wireless charging and genuine production chances.

USSV G.PAT TON The name of George Patton, the American WW2 general, has been evoked for Californiabased US Speciality Vehicles’ Hummer-style off-roader. Badged the G.Patton in China, its tagline is: ‘Lead, follow, or get out of the way.’

14 AUTOCAR.CO.UK 2 MAY 2018

The Icon shares its CMA architecture with the Volvo XC40

DONGFENG PI

Dongfeng produced one of the most handsome Chinese concepts yet seen. Spec of the four-seater Pi electric coupé is limited, but it has an electric range of up to 310 miles, or 620 miles in range-extended mode. Production chances are slim, with the car instead intended as a technology and design showcase.

BYD E-SEED BYD hired ex-Audi design boss Wolfgang Egger to transform its styling. The result is the e-Seed, which was one of the less innovative concept cars at the Beijing show. It was revealed alongside two crucial production cars for BYD: the Qin saloon and Tang SUV, both of which Egger has also influenced.

COS 1 Changan is the latest maker to launch a subbrand with the aim of selling in Europe. The 1, a mid-size SUV with a 1.5-litre engine, will launch in China first and is targeting the marketleading Haval and Wey SUVs from Great Wall.


A hint at VW’s electric future Learnings from 671bhp Pikes Peak racer will carry over to firm’s upcoming ID range olkswagen’s motorsport boss Sven Smeets says that lessons from its 671bhp ID R Pikes Peak hill climb challenger will benefit the range of ID electric cars it will start rolling out in 2020. The machine has been built in an attempt to break the electric car record at the Pikes Peak International Hill Climb in Colorado, which takes place on 24 June. The ID R is based on a heavily modified monocoque

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of a Norma prototype, which Romain Dumas – who will drive the ID R – has used to claim victory in the event for the past three years. It features two electric motors, which combine to offer permanent four-wheel drive and 470lb ft of torque. With the car weighing less than 1100kg (including driver), VW cites a 0-62mph time of 2.25sec and a top speed of 149mph. The car features bespoke lithium ion batteries, placed

under the floor to keep the weight low. The team has yet to decide exactly what capacity of battery will be fitted. The Pikes Peak course is 12.42 miles long, and Smeets says the team’s biggest challenge will be balancing the demand for more power – requiring larger batteries – with the extra weight that entails. The ID R will make extensive use of regenerative braking, with VW calculating as much as 20% of the power it uses on

the run will be recaptured. “The batteries in the ID R are more advanced [than the ID road car batteries] because the demands on them are higher, but we’re working closely with engineers from Braunschweig [VW’s EV battery plant] on their development,” said Smeets. “The role of weight and performance is very different for the ID R than an electric road car. We don’t need enough power to do 300 miles, just

12.42. But the compromise is similar in balancing weight and power. Using the ID R, we can also learn about how to optimise the positions of the batteries and related components.” Elevation is another consideration on the 156-turn Pikes Peak hill climb: the start line is 9390ft above sea level, with the course rising 4720ft at an average gradient of 7.2% to the finish line at 14,110ft. Although battery cars don’t

Q&A ROMAIN DUMAS, ID R PIKES PEAK DRIVER

Balancing weight and power is a test for both road and racing car 16 AUTOCAR.CO.UK 2 MAY 2018

What’s the appeal of driving an EV at Pikes Peak? “I’ve never been excited by Formula E. But at Pikes Peak, electric is the best concept in terms of performance: you don’t lose power [at altitude] and it’s a nineminute race. Sure, you have a disadvantage in the weight, but for me electric is the best choice: it’s not a compromise.”

How will driving an electric car differ? “It’s similar to the [hybrid] Audi I drove at Le Mans, in terms of generating energy under braking. We had a restriction of fuel per lap, so we were playing with energy, Dumas: looking at when three-time best to use it. It winner will be similar in this event.”

How tough is the course to drive? “I compare it to the Nordschleife. But there we can drive 100%. At Pikes Peak, you cannot: if you go off, you can fall for hundreds of metres. For me, hill-climb drivers are the most crazy and talented in the world.”


NEWS PIKES PEAK BY NUMBERS

12.42 miles 156 43% Length of the hill climb

Number of turns

Power lost by a combustion-engined car at 14,110ft, due to altitude

83.24mph Average speed of Rhys Millen’s electric hill record (8min 57.118sec)

Peugeot plots ‘radical’ concept PEUGEOT IS PLANNING a dramatic new concept car that previews a potential new range-topping model. While details of the concept car are scarce, CEO JeanPhilippe Imparato confirmed to Autocar that the Paris motor show in September would play host to “something very outstanding and radical”. The concept is likely to be electric. This would be in line with Peugeot’s plans for every new model from 2019 to have an electrified version, according to Imparato. He said the firm would not be launching stand-alone electric vehicles, nor dropping diesel. Instead, an electrified version

would be one of the options available in any given model range, alongside traditional petrol engines and, in most line-ups, diesel. “One hundred per cent of new launches will have electrified versions from 2019,” said Imparato. “You will buy your Peugeot and choose the engine for your need. It will not be the same in every country and city, and we must cope with that. “So we put in place a modular platform, and you will choose diesel if you want to, petrol if it’s for you. Each launch will have three powertrains: diesel, petrol and electrified.”

Imparato said that whether they were pure electric vehicles or plug-in hybrids would depend on the model. Plug-ins would be more likely for larger models, such as the 3008 and 508, with a pure electric option expected for the likes of the next-generation 208. The next 208 will be launched in 2019, and Imparato said it was “a killer” in its execution. “That’s all I’ll say. You’ll see it next year,” he added. As well as bolstering its electrified offerings, Imparato said Peugeot will continue to push and promote its range of GTi models, of which the 208 will remain one.

CONFIDENTIAL GOSSIP | RUMOURS | TRENDS

THE CAR INDUSTRY views Israel as a technology hub in the making, according to Skoda’s head of corporate development and digitalisation, Andre Wehner. Moreover, the country is viewed as the world leader in cyber security tech – one of the most important emerging areas in autonomous car development. THE HONDA CLARITY FCV fuel cell model is “quite a number of years away” from being offered in Britain, according to UK boss David Hodgetts. The current car is sold in only low volumes in a limited number of California dealerships. “The rare metals make it almost impossible to do commercially,” said Hodgetts, adding: “We’re working on it.”

Peugeot will continue backing its GTi models, such as the 208 (above)

lose power at altitude like combustion-engined cars, keeping the battery packs cool in the thinner air is a major challenge – and another area that, Smeets said, will inform the ID road cars. With testing at Pikes Peak itself strictly limited, the ID R will do much of its pre-event preparation in Europe, beginning at the Pôle Mécanique circuit in Alès, France. Dumas developed his event-winning Norma at the venue, allowing VW to quickly develop a baseline. The electric car record at Pikes Peak is 8min 57.118sec, set by Rhys Millen in a Drive eO PP100 in 2016. That car featured six electric motors and offered peak power of 1596bhp. The ID R lacks that headline output, but VW engineers believe their car has a better balance of weight and power. The outright Pikes Peak course record is 8min 13.878sec, set by Sébastien Loeb in the Peugeot 208 T16 Pikes Peak in 2013. JAMES ATTWOOD

New Focus ST gets 250bhp 2.3 FORD IS DEVELOPING its most engaging Focus ST yet with the proven 2.3-litre Ecoboost engine, making the future model its last non-electrified highperformance Focus. Replacing the old ST’s 2.0-litre, the 2.3 unit will have close links to the aluminium four-pot used by the 345bhp Focus RS but be adapted for life in the front-wheel-drive ST to offer around 250bhp. Since the next RS is due to kick-start hybrid power for Ford’s hot models from 2020, the upcoming ST will serve as the final chapter in pure combustion power for Focus hot hatches when it arrives in early 2019. Ford is understood to have chosen the 2.3-litre powerplant, rather than a more powerful version of the 1.5-litre three-cylinder

featured in the new Fiesta ST, because the smaller engine would have to be run close to its reliable limit in this guise. The Focus ST will compete against the Renault Mégane RS and Peugeot 308 GTi, which come with 276bhp and 266bhp respectively.

The engine is due to come mated exclusively to a six-speed manual gearbox, meaning the Powershift automatic offered with the current ST will be dropped. A 400bhp, mild-hybrid powerplant will be offered in the next-generation Focus RS.

S PY S H OT

FORD FOCUS ST

Focus ST is stepping up from a 2.0-litre engine to 2.3 litres

SIXTY PER CENT of A-Class buyers are firsttime Mercedes customers, and 70% of them stay with the model when replacing their car, according to the firm. It also revealed that, between 2011 and 2017, A-Class buyers were 10 years younger than the brand’s average. In China, one in three buyers is under 30 and half are women. Two-fifths of European buyers are women. ALL NEW CITROENS launched after 2020 will be offered with an electrified version. Company boss Linda Jackson said the firm will start to offer electric models within existing ranges rather than as standalones such as the C-Zero in the future: “We will move to having ranges offering electric, diesel, petrol and plug-in versions.”

2 MAY 2018 AUTOCAR.CO.UK 17


‘I imagine a Pagani supercar that is fully electric’ Horacio Pagani reveals his plans to keep the underdog punching above its weight he fastest thing about many supercar start-ups is the speed at which they fold, some producing nothing more than broken promises during the brief period between foundation and demise. Not so Pagani. The Italian manufacturer remains a tiny player when compared with Ferrari and Lamborghini, but it has proved to be in it for the long haul. Next year marks the 20th anniversary of the company’s first car, the Zonda, and its second, the Huayra, is still going strong in £2.3 million Roadster guise. But the company is far from complacent, with boss Horacio Pagani telling Autocar that he is seriously considering an electrically powered future for the brand. Horacio Pagani has always been a pioneer. He left his native Argentina to work for Lamborghini in the 1980s, rising to become head of the company’s composites department. He was the brains

T

behind the radical Countach Evoluzione concept of 1987, a forward-looking one-off that swapped metal construction for lightweight materials including carbonfibre – this before McLaren began working on the original F1. He went on to found his own consultancy before beginning his eponymous supercar company in 1992. Although my interview is conducted through an interpreter, there’s no doubting the intensity of his feelings for both his cars and his company. Pagani is both profitable and stable, producing between 35 and 40 cars a year, with its boss saying he doesn’t want the company to expand beyond that. “My concept for the company in 10 years would be to guarantee the quality of the cars that we are building in the same volume,” Pagani says. “We are a small, family-owned group. We do not belong to a big corporation or a large automotive group where you

`

We are looking for an extremely light weight that will be a benchmark for electric cars a

lose your freedom. We are able to do things in a swift way.” Although the company has no plans to stop producing internal combustion models, it has already begun parallel development on an EV. “There is electric car research already ongoing,” Pagani confirms. “Everyone is developing something in this direction. That is not something you can just pretend not to see. “The management is already organising the company to have a division specifically for electric cars. By the end of 2018, the idea is to have a section where electric cars can be developed and tested. “The technologies and safety standards you need are completely different from any combustion engine car production – we’re talking about 800V – so all of the training and the technicians will have to be up to the standards to work on such a vehicle.” The company’s long-running technical agreement with Mercedes means that any Pagani EV will use Daimler powertrain technology. “Of course, Mercedes has the technology available,” Pagani says, pointing also to its future involvement in Formula E. One thing it definitely won’t be is a hybrid. While Pagani

Pagani Rinascimento: the restoration of rare Zondas (136 were made) is a key part of the business 18 AUTOCAR.CO.UK 2 MAY 2018

The Huayra shed 80kg in its transition from coupé to roadster himself is a huge fan of the Porsche 918 Spyder, proudly showing a picture of his personal car as seen from his office window at the factory, he doesn’t think a mixed drivetrain would work for one of his company’s products. “I imagine a car that is fully electric,” he said. “I love the design and the style of the 918, but it will only allow you to drive around 25km in full-electric mode. When the battery runs out, you are still carrying the batteries around with your combustion engine. That’s about 300kg of weight – useless weight.” Although the Huayra Roadster delivers 754bhp, the company has already switched its engineering emphasis onto increasing performance by saving weight rather than adding firepower. On the company’s numbers, the Roadster weighs 80kg less than the Huayra coupé it replaced; it’s something the boss reckons will help when it comes to dealing with the heft of battery packs. “We’re not really challenging the crazy horsepower. It is more about lightweight vehicles with extremely good drivability,” he says. “Transfer this to an electric vehicle and you can imagine what we are looking for: an extremely light weight that will probably be a benchmark for electric cars in the future.” The critical thing is to ensure any electric Pagani continues to deliver the sort of emotional appeal that has drawn wealthy buyers to the

HELP ME, ZONDA While production of the Zonda has finished, there was still one displayed on the company’s stand at the Geneva motor show, 19 years after the first made its debut here. However, the company’s involvement with the total run of 136 Zondas of various types continues, as early cars are now increasingly being sent back for factory-grade restorations or upgrades on the back of soaring values. An early Zonda would have been a fine investment, having risen from £300,000 to well over £1m.

Zonda is due to celebrate 20

years

brand. “For us, it is a challenge but also a goal,” Pagani says, also admitting that he has asked his development team whether it would be possible to offer an EV in conjunction with a manual gearbox. “That was the first question when I went to the design and engineering team,” he says. “Everybody replied that you don’t need that on an electrical car, but I don’t have an answer right now…” MIKE DUFF


NEWS

Horacio Pagani is a pioneer in the field of lightweight supercars 2 MAY 2018 AUTOCAR.CO.UK 19


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NEWS

Steve Cropley MY WEEK IN CARS

X-Class is good fun but its rear overhang can make parking tricky

FRIDAY, SATURDAY, SUNDAY My new Mercedes X-Class 250d has arrived, and all’s right with the world. I’ve been sweating on the arrival of this big (5.3m-long) four-door pickup for weeks, never having ‘owned’ anything of the kind before. That’s what led me to amass 650 frivolous miles this weekend, a joy and a relief in equal measure because I enjoyed every one. The X-Class is closely related to Nissan’s Navara but gets a new interior (influenced by the A-Class hatch), a Merc seven-speed auto and other mods that include a very different look and a tweaked independent rear end. Early impressions are of a flat ride that gets jittery over ruts and amazing mechanical refinement. It’s long-legged, not quick and less cumbersome than you might expect because the wheelbase isn’t very long. The rear overhang is, however, so parking can be problematic. Still, it’s always fun, as I hoped.

MONDAY They might be a species in decline, but you’ve got to admire London’s black-cabbies, who have this eerie way of juggling speed and driving effort to make near-perfect progress through traffic. Started my 11-mile London commute at 7am today behind one. The driver was drifting along the way they do, accelerating and cruising just a bit too slowly for someone behind with stuff on his mind. I went past, but couldn’t make it stick. This driver spotted gaps so cleverly, changed lanes so adroitly and timed traffic lights so perfectly that I just couldn’t stay ahead. Passed him half a dozen times, yet when we parted, he was a defiant eight car lengths ahead, still wearing that sphinx-like

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I went past the cabbie, but couldn’t make it stick a cabbie expression that shows he’s aware of driving better than you, but not letting on. Infuriating, but you’ve got to admire it.

Oxford Brookes University will race in Formula Student voluntary competition and prospective employers see involvement in FS as a big positive on a CV. Has there ever been a more virtuous circle?

TUESDAY

WEDNESDAY

To Oxford Brookes University, to see construction of this year’s Formula Student (FS) single-seat race car – whose fortunes we’ll follow this summer. FS, enthusiastically backed by the UK’s Institution of Mechanical Engineers, requires students to design, build, develop and campaign a tiny, single-seat racing car against dozens of tough global competitors. Professional racers say even they would find the one-chance FS competition tough, past students say they learned about engineering from this

Sad to see former industry guru Bob Lutz, late of BMW, Ford, GM and Chrysler, declaring loudly that it’s time to “kiss the good times goodbye” and suggesting we’re facing an era when “everyone will have five years to get their car off the road or sell it for scrap”. For his entire life, Lutz has been a free-speaking role model for car lovers so it’s sad to see him so completely disillusioned. There’s huge change and great uncertainty ahead, for sure, but if we’ve learned one thing recently, it’s that no one knows what life will be like in five years, let alone 10. Despite premature reports of our demise, there are plenty of us car lovers around to create demands and make differences, plus supporting hordes of car consumers who, even if they don’t own a silly car for weekends, want to keep enjoying motoring. Lutz, I’m afraid, demonstrates that there are times when experience isn’t worth very much at all.

AND ANOTHER THING… Still concerned about motoring’s importance? Latest figures from ACEA, the car makers’ talking shop, show Europe’s auto sector raised a grand total of £360 billion in tax last year – more than the entire EU budget…

GET IN TOUCH

steve.cropley@haymarket.com

@StvCr

2 MAY 2018 AUTOCAR.CO.UK 21


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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 25.4.18, GERMANY ON SALE NOW PRICE £141,346

PORSCHE 911 GT3 RS This could be the best 911 of its generation: 513bhp of normally aspirated, screaming flat six to shift a lightened car on honed, race-bred underpinnings


TESTER’S NOTE The first PDK systems were on the clunky side. Today, shifts happen so quickly that the whole show might as well be a pure sequential ’box. MP

Driver’s environment is excellent, including the position of the steering wheel, seat and pedals etails, details, details. Yes, there’s a new Porsche 911 GT3 RS and that means there are lots of them. This is how GT Porsches go. Is there a more consistent, more progressively evolutionary range of sports cars? GT comes, GT goes, probably a 3, maybe a 2, sometimes an RS, another GT arrives. All towards the latter end of a particular 911’s model cycle. All with minor but significant upgrades over the last. And, usually, redefining just how lovely you thought a driver’s Porsche could be. The latest evolution comes in the form of the ultimate naturally aspirated ‘991.2’ generation of the 911, if you like these codes (and they seem to be the only way to keep up, sometimes), which will remain on sale until this generation of the 911 goes out of production next year. So, of the 991 type of 911, there was the first-generation GT3 and GT3 RS, then second-generation GT3, then turbocharged GT2 RS, and now GT3

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RS, the 911 with “the closest link to motorsport we have ever had”, says GT boss Andreas Preuninger. That’s saying something, given the first ever GT3 RS, the 996 (do keep up), was created solely because Porsche needed to homologate two suspension uprights for its race cars. The engineers thought they might sell 700 and ended up shifting a couple of thousand. So these days, marketing people as much as engineers drive the GT models forward. This generation of the GT3 RS, priced from £141,346, is not limited, per se, in volume, but there won’t be enough for everyone. They can only make so many alongside the regular 911s people also buy. Impending emissions regulations will also limit the numbers that can be registered in the EU – 1000 by this September, more next year, while Porsche works out supply deals and then seems generally surprised how many people want these specials. Magnesium wheels, for example, mean that until 2019 you won’t be

able to specify a ‘Weissach package’ GT3 RS, which sheds 28kg on top of an already lightweight build, because the magnesium wheels – of exactly the same size and design apart from the inscription on them – are all needed for GT2 RS models, on which everybody is specifying the Weissach option, again to Porsche’s surprise. But I’m getting slightly ahead of myself. Easily done with a car like this: you start talking about one thing, and get lost into the web of details that takes you to. For example: the NACA ducts on the bonnet. Just two small inlets. They suck air inwards and force it down to the brakes, but from there, we can talk brakes or drag or downforce. Brake-wise: you can get standard steel discs or upgrade to carbon-ceramics, which are lighter but considerably more expensive; so if you’re spending loads of time on track, it’s worth keeping the steels, perhaps counter-intuitively. Drag? Those NACA ducts shove cool air into the wheel arch, but high-pressure

ALMOST AS MUCH DOWNFORCE AS A CUP RACER

Downforce-inducing features abound but the big rear wing is the most prominent 26 AUTOCAR.CO.UK 2 MAY 2018

The work being done on road car aerodynamics, by ducting air over, under and through body panels, is at new levels these days. And the GT3 RS is no exception: it makes almost as much downforce – 480kg at the car’s top speed – as a Cup race car but has more aerodynamic efficiency; as in a lower coefficient of drag. Take the rear wing: its new, angled uprights close in as they approach the rear of the wing, narrowing the area that air passing over and under it has to operate in, thereby increasing its speed and the wing’s efficiency. There are two angles to it: a regular

one and a higher-downforce setting. But if you raise the angle of the wing for more downforce, you should also remove a panel beside each front wheel arch, which is the work of a few moments with a wrench, because this makes air flow to the underbody to increase downforce, balancing out the increase in rear downforce. Trouble is, the car’s homologated fuel consumption has been measured in the ‘low’ downforce setting. So, strictly speaking, you shouldn’t do it on the road – where, to be frank, speeds are such that downforce isn’t really an issue anyway.


FIRST DRIVES

` If something’s happening, it’s usually to one pair of wheels or the other, not both together

a

air in the wheel arch is a bunch of air you don’t want, so the wheel spokes are designed like rotors to fan air outwards, sucking it out of the arches. That reduces not just drag but also lift, as does the fact that, thanks to those bonnet ducts, vents in the front bumper that would have been used for brake cooling can instead direct fast-moving air to the underbody, and fast-moving air is good because it creates a low-pressure area, which aids the creation of downforce. The wider sills create a larger underfloor area for the same purpose, as does a rear diffuser. And so it goes on: every detail leads to a hundred other things, all of which offer tiny percentage improvements in performance and handling, and

added together, they represent a step change over the models they complement or replace. It’s hard to know where to begin and end. In short, though? The GT3 RS is a 4.0-litre, naturally aspirated 911 whose 513bhp engine is a lot like the 911 Cup race car’s. There is rosejointed suspension like a GT2 RS (and Cup car), spring rates close to the 911 Cup’s and almost as much downforce as a Cup car (see separate story, left). To convert from road car to race car is closer here than in anything this side of a Caterham. (Bar a Citroën C1, perhaps.) My first mobile experience of the GT3 RS, though, comes as a passenger to Walter Röhrl – the world’s fastest septuagenarian and

a man who has been helping develop GT 911s for years – around the Nürburgring GP circuit. He’s such a dab hand that he looks like he could be driving to the shops, were it not for the fact that the engine is wailing to the 9000rpm limiter, the angles are sometimes unusual and I feel queasy. There’s this sharp left-right bend, after which, on a long straight, Röhrl says “the turn-in is just so… ah” and removes his hands from the wheel and rubs his fingers together in what I take to be a visualisation of words that should be banned by Autocar’s style guide for being too cringeworthy: grainy, nuggety, deftly pointed. GT Porsches are unique among cars with roofs in the way they let you feel the integrity of their

engineering, which manifests itself in a bloke who won the Monte Carlo Rally in a Lancia 037 going slightly gooey at the knees. To the knees of those of us who haven’t won the World Rally Championship (twice) and their class at Le Mans, I suspect the GT3 RS will do the same. The driving position and environment are pure fast Porsche: lots of Alcantara if you want it (GT Porsches are unaffected by the factory’s apparent shortage, being higher up the priority list than some hatchbacks), superbly supportive fixed-back seats and a steering wheel that reaches far and is, praise be, round. There are only two pedals, well spaced, what with a dual-clutch PDK gearbox being standard, and, ◊

2 MAY 2018 AUTOCAR.CO.UK 27


GT3 RS looks purposeful and feels it from behind the wheel, where its finely honed engineering becomes obvious ∆ my goodness – what’s this? – a key to start it with. You turn it: it begins. Who’d have thought? The engine is zingy, revvy, and responsive as only a naturally aspirated unit can be. It does things at low revs like make the car accelerate modestly, I’m sure, but my initial drive is only a few laps and they’d like me to keep up with a GT2 RS driven by somebody who knows what they’re doing more than I do, so I have to use the lot. And don’t turn the stability control off, they say. Which is fine because, halfway through, it starts raining. In the dry, though, the GT3 RS is extraordinary. The rose-jointed suspension feeds road feel back to the steering wheel remorselessly, yet – as in the GT2 RS – without evident kickback or corruption over kerbs and whatever poor surfaces you can find on a grand prix circuit. It’s absurdly agile too. This is a 1430kg car, around 40kg lighter than a GT2

RS as standard, albeit a bit more if you get a Clubsport pack, which adds a half cage, although if you then specify the Weissach package, that becomes titanium, so this weight issue becomes slightly tricky to keep up with. But I suspect it’s where Porsche has reduced weight as much as how that gives the GT3 RS its basics: there are carbonfibre elements in the suspension, the roof is magnesium as standard, carbonfibre with the Weissach pack, the front wings are carbonfibre and the bumpers front and rear are both light. Porsche has reduced mass at the top of the car and at its extremes. The rest of the brilliance is down to the tuning: there are 275-width front tyres on 20in rims, and active rear steer, so that this rear-engined car “feels almost mid-engined”, says Röhrl. The most notable difference between a GT3 and a GT3 RS is typically the more extreme car’s

willingness to turn and its resistance to initial understeer. That trait is ever present here. Mid-corner, then, the balance is terrific, albeit sharp. You can unsettle the rear end as you turn, and you can unsettle it under power too – and so quick is the engine response (and aggressive the Pilot Sport Cup 2 tyres) that in the damp you can do that before you’ve even thought about it, although you’ll find a fair degree of understeer first. This is not a car that tends to let go all of a piece, evenly balanced at either axle, with all of its weight in the middle, like a Ferrari, or with a lump of weight over both ends, like an Aston Martin or the BMW M4 GTS – a car of whose easily manipulated handling I’m particularly fond. If something is happening in a GT3 RS, it’s usually to one pair of wheels or the other, rather than both together, and it can happen to either end at any given point in a corner.

Intake feeds air to the 513bhp, 347lb ft 4.0-litre flat six. Fixed-back seats are wonderfully supportive. Steel disc brakes are standard, carbon-ceramics optional 28 AUTOCAR.CO.UK 2 MAY 2018


FIRST DRIVES

` No coupé from another manufacturer runs a GT3 RS remotely close

a

All the more surprising, then, that when the fast laps finish and they let me go out to drive some cornering passes for our videographer, when I can turn everything off, the GT3 RS is easily controlled at its limit, thanks to, well, a highly tuned combination of everything: impossibly wellcontrolled body movements (you can firm up the dampers if you want); active engine mounts that lock while cornering; a rear steer system that knows to stay well out of things when it detects slip; steering that tells you absolutely everything; a good degree of steering lock; a gearshift that changes in an instant; and a throttle that’s so minutely, linearly responsive that I swear, if there was an engine output meter on the dashboard, you could flex your toes to deliver a single

extra horsepower. Melded together, all of this is intoxicatingly brilliant. If you want to know, then, which modern driver’s cars deliver more interaction, more mechanical feel and greater responsiveness than a GT3 RS, we’ll end up talking about Caterhams, Radicals and other lightweight specials. No coupé from another manufacturer runs a GT3 RS remotely close. How good is it compared with its closest competitors: Porsche’s own GT cars? It has been a long while since I drove a previous-generation GT3 RS so I’m only faintly remembering that the new car is not just more responsive but also more rewarding and more talkative than that. But, for me, not even a GT2 RS can match this new GT3 RS: and that is, bluntly,

this car but with even more power thanks to a heavily turbocharged engine. While I don’t think the GT3 communicates any better than a GT2, the messages it does transmit are superior: you can feel that it’s lighter, more willing to turn, easier and more satisfying to ease onto the throttle and keep it pinned. It’s why this car is only a few seconds slower than a GT2 RS around the Nürburgring Nordschleife despite being almost 200bhp down. Yes, power is wonderful. But lightness is better. And in the form of the GT3 RS, it goes into creating – little by little, detail by detail – what might just be the best driver’s car currently on sale. MATT PRIOR

PORSCHE 911 GT3 RS Incremental changes bring even more intoxication to the brilliant GT Porsche series

AAAAA £141,346 6 cyls, 3996cc, petrol 513bhp at 8250rpm 347lb ft at 6000rpm 7-spd dual-clutch automatic Kerb weight 1430kg 0-62mph 3.2sec Top speed 194mph Economy 22.1mpg CO2, tax band 291g/km, 37% RIVALS BMW M4 GTS, Radical RXC Price Engine  Power  Torque Gearbox

@matty_prior 2 MAY 2018 AUTOCAR.CO.UK 29


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FIRST DRIVES

TESTER’S NOTE Instead of the coupé’s ‘+2’ rear seats, there’s 92 litres of oddment storage within three cubbyholes in the rear bulkhead. But the boot shrinks to 88 litres. GK

TESTED 16.4.18, MALLORCA ON SALE NOW PRICE £124,730

BMW i8 ROADSTER Plug-in hybrid sports car sheds its roof and rear seats but gains much elsewhere e’ve waited a long time for the BMW i8 Roadster. It was first previewed as the i8 Concept Spyder in 2012 but finally the plug-in open-top hybrid is on its way to the UK. It’s still decidedly contemporary, though. Even three years after the launch of the i8 Coupé, few cars at any price make such a powerful visual and technical statement as the new open-top BMW. If anything, the i8’s futuristic lines are further enhanced by the loss of its fixed roof, most notably around the rear, with its two large buttresses. The large fabric roof opens automatically in 15sec at speeds of up to 31mph and stows behind the twoseat cabin between the rear bulkhead and mid/rear-mounted petrol engine. To accommodate the new soft-top, BMW has modified the windscreen, providing it with a strengthened carbonfibre frame. The rear window, which doubles as a wind deflector, is also altered and can be closed or opened independently of the roof. In combination with further strengthening measures within

W

the carbonfibre-reinforced plastic and aluminium structure and new frameless scissor-action doors, the car’s weight has risen to 1595kg, 60kg more than the facelifted i8 Coupé. UK deliveries of both new i8 models are due to start shortly. Inside, the dashboard design has been lightly updated for the i8 Roadster and facelifted i8 Coupé, with the latest iDrive system offering touch control on a free-standing 8.8in monitor and rotary control via a dial on the centre console. There are also new seats, an optional head-up display and a range of new trims. Key among the changes to the i8’s powertrain is an increase in output from the front-mounted electric motor, which delivers 12bhp more than in the earlier i8 Coupé, at 141bhp, and the same 184lb ft as before through a two-speed gearbox to the front wheels. Combined with an unchanged 228bhp delivered by the turbocharged 1.5-litre threecylinder petrol engine to the rear wheels via a six-speed auto, this provides an overall 369bhp.

Meanwhile, the energy capacity of the lithium ion battery has risen from 7.1kWh to 11.6kWh. BMW quotes a pure-electric range for the i8 Roadster of 33 miles – 10 more than it claimed for the earlier i8 Coupé. Around town in eDrive Eco mode, progress is whisper quiet and quite urgent as the upgraded electric motor provides drive exclusively to the front wheels. Combine the electric and petrol motors in Hybrid Drive Sport mode and the new BMW offers brutish four-wheel-drive acceleration off the line and great long-distance touring ability. There is excellent flexibility and, with sufficient revs, a stirring engine note too. Despite changes to the suspension bushings and a new vertical strut, there remains some road roar on less than smooth surfaces. However, secondary vibrations through the body structure are far better damped than with the original i8 Coupé. Further improvements have been focused on the steering, which remains quite light by sports car standards, but now has added weight

Driving position is excellent, cabin quality high and the buttressed rear attention-grabbing

off centre. Overall, it endows the i8 Roadster with a more responsive feel than the older i8 Coupé. There’s a multifaceted appeal to the i8 Roadster that you don’t find in any obvious open-top rival. You can cover large distances with effortless progress and great economy. It may have been a long wait, but the i8 Roadster does not disappoint. The changes to both the powertrain and chassis not only endow it with sharper performance but also more endearing driving qualities than the earlier i8 Coupé. With the adoption of these changes, the fixed-roof version also promises to take a step up the sports car pecking order. GREG KABLE

@gregkable

BMW i8 ROADSTER Latest changes make the i8 even more enticing and it’s arguably more visually appealing in open-top guise

AAAAC £124,730 3 cyls, 1499cc, turbo, petrol, plus electric motor Power 369bhp (combined) Torque 236lb ft at 3700rpm (petrol), 184lb ft (electric) Gearbox 6-spd auto (petrol), 2-spd auto (electric) Kerb weight 1670kg 0-62mph 4.6sec Top speed 155mph (governed) Economy 141.3mpg (combined) CO2, tax band 46g/km, 13% RIVAL Porsche 911 Carrera 4S GTS Cabriolet Price  Engine 

2 MAY 2018 AUTOCAR.CO.UK 31


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FIRST DRIVES TESTED 23.4.18, HAMPSHIRE ON SALE NOW PRICE £59,886

PORSCHE 718 CAYMAN GTS More power and kit for Stuttgart’s mid-engined mini supercar LYNK&CO 02 Price tbc On sale 2020 What’s new? All-new compact SUV-coupé is based heavily on the Volvo XC40

efore we discuss the process of driving this tactile midengined Porsche, you need to establish how you feel about a four-cylinder sports car that costs £76,000. Granted, that is some way in excess of the £59,886 base price for this Cayman GTS, and chiefly down to its superbly crisp composite brakes (£5117), the perhaps overly firm caress of its optional bucket seats (£2316), a fashionably ordinary exterior hue known as Crayon (£1658) and crystal-clear LED headlights that adapt their gaze for oncoming traffic (£1397), but for many, that kind of money should still bequeath at least half a dozen pistons. Not that this 2.5-litre boxer engine has ever lacked raw performance. Here, a new intake duct and revised turbo raise its output to 361bhp – 14bhp over the £51,850 Cayman S.

B

Its 317lb ft represents a negligible increase, but that it arrives at 1900rpm and only starts to fade at 5000rpm gives the GTS the breadth to take apart almost any stretch of road you care to fire it down, not to mention vast day-to-day usability. Then there is this car’s chassis, which is world-class. All GTS models get PASM adaptive dampers that drop the ride height 10mm, although our car Sports suspension doubles that. Given the 20in wheels on which it sits, that might give cause for concern, but on British roads you’d never suspect the presence of pruned springs. The car’s jive is characterised by the near immediacy with which the body’s vertical movements remain in step with the road and the sympathy of the interchange from bump to rebound. The steering also deserves special

mention: it will feel breathtakingly precise to the uninitiated, and with such an unflappable platform from which to operate lends the driving experience a purity uncommon even for mid-engined machines. Also standard here are Porsche’s Sport Chrono Package and a mechanical limited-slip differential, as well as some black exterior trim and redesigned bumpers. If Porsche’s intention was to present this as some sort of baby supercar, it’s a job well done, although with such crushing technical competency, some might note an absence of joie de vivre. Is the Cayman GTS a five-star car? It may very well be, even allowing for an engine that isn’t as distinctive as we would like. But that’s a verdict we’ll derive from a full road test. RICHARD LANE

@_rlane_

PORSCHE 718 CAYMAN GTS UK A bit more convincing still than the superb Cayman S. Expensive but not bad value given the options included

AAAAB £59,886 4 cyls, 2497cc, turbocharged, petrol Power 361bhp at 6500rpm Torque 317lb ft at 1900-5000rpm Gearbox 6-spd automatic Kerb weight 1375kg 0-62mph 4.6sec Top speed 177mph Economy 31.4mpg (combined) CO2, tax band 205g/km, 36% RIVALS Alpina A110, BMW M2, Jaguar F-Type 2.0 Price  Engine 

The GTS gets the Porsche Sport Chrono package as standard

NEW MID-MARKET manufacturer Lynk&Co, created by Chinese car maker and Volvo owner Geely, will launch the 02 in Europe in 2020 as a plug-in hybrid, with hybrid and pure-electric variants to follow. The PHEV will use the same 177bhp 1.5-litre petrol engine and 75bhp electric motor as the Volvo XC40 equivalent, which goes on sale later this year. Early indications for the 02 are promising, with functional interior, comfort-biased ride and light but not too vague steering. There’s a big addendum, though: we drove a China-spec car using a straight 1.5 petrol unit on smooth and straight Chinese roads. A star rating will be forthcoming when we get our hands on one in Europe. RB

VAUXHALL GRANDLAND X ULTIMATE Price £34,040 On sale Now What’s new? Range-topping version of the crossover gains a 2.0-litre diesel engine

OUR FIRST IMPRESSION of the Grandland X was of a crossover that did little to stand out, so we doubt many were pondering what the ‘ultimate’ version of one would be. Yet here it is, a range-topper that amounts to Vauxhall ticking all the option boxes for you, thus ensuring plenty of tech in the pleasant-butplain cabin. The key addition is a 2.0-litre diesel engine with 175bhp and 295lb ft, sent via an eight-speed automatic ’box. It’s well suited to the Grandland, adding a welcome note of dynamism to its performance. A more compelling proposition, then, but it comes at extra cost – and with a 2.0 TDI Seat Ateca around £2000 cheaper, that’s not enough to lift it out of the pack. JA

AAABC R E AD MOR E ONLINE

autocar.co.uk 2 MAY 2018 AUTOCAR.CO.UK 33


ROAD TEST No 5369

BENTLEY CONTINENTAL GT Super-GT packs Bentley-grade lavishness in a sportier than ever, all-new package MODEL TESTED W12 FIRST EDITION

PHOTOGRAPHY LUC LACEY

Price £191,500

34 AUTOCAR.CO.UK 2 MAY 2018

Power 626bhp Torque 664lb ft 0-60mph 3.6sec 30-70mph in fourth 5.0sec Fuel economy 20.3mpg CO2 emissions 278g/km 70-0mph 43.7m


ROAD TEST s it fair to define the Bentley Continental GT as a modern-day icon? On the basis that rivals chiefly built in Maranello and Gaydon have persistently kept it from the top rung of Autocar’s road test rankings for super-GT cars, you could convincingly argue that it is not. Then again, few other machines at the pricier end of the spectrum have had such an overwhelmingly positive impact on their maker’s fortunes, and certainly not when that maker possesses the history, cachet and general pomp of Crewe’s famous automotive export.

I

Bentley was acquired by Volkswagen AG in 1998 but it wasn’t until 2003 that the Continental GT appeared with a 6.0-litre W12 engine at the head of a sumptuously appointed four-wheel-drive chassis. In the 15 years since, the car’s blend of opulence, performance and character has remained all but unrivalled, with the result that more than 65,000 have been sold worldwide. For an idea of how sensational a figure that is, consider that last year only 186 examples of the super-luxury Mulsanne saloon were sold in Europe. In replacing the mainstay of its range, it would seem that Bentley has sensibly erred on the side of caution. The cab-rearward stance remains, as does the basic layout, but they belie the fact that this car will transform what the marque offers its customers. There is substantial potential for some degree of autonomous driving, for instance, and a plug-in hybrid powertrain will at some point find a home in this Continental GT. However, for us – and, we suspect, you – the appeal of this new model is far simpler to isolate. If a flat-footed chassis shared with the ill-fated VW Phaeton saloon hamstrung the old Continental GT, it is the fact that this fresh generation uses a platform common to only its VW Group sibling Porsche that gives us greatest hope. Indeed, interiors to match Rolls-Royce’s and performance to worry Ferrari are almost to be expected of this car, but it’s the prospect of a truly engaging drive that has the potential to transform the Continental GT into a world-beater.

DESIGN AND ENGINEERING

AAAAC Bentley spokespeople are quick to correct you if you ask exactly what the Porsche-developed MSB platform has allowed the company to do differently with this new Continental GT. That’s because the MSB was a group-wide project with which key Bentley people were involved at the earliest stages, so it’s probably no fairer to say that the Continental is built on Porsche underpinnings than the Panamera is made on Bentley ones. Semantics aside, the new platform has allowed the two-door GT to grow slightly in every dimension but most notably between the axles, where more than 100mm has been added to the wheelbase. The car’s monocoque is built from a mix of aluminium and high-strength steel and is dressed in superformed aluminium bodywork, except for at the rear, where a composite plastic bootlid features. Under the bonnet, you’ll find ◊

WE LIKE

Opulent interior Relatively strong residuals Towering performance z Touring refinement z

z

WE DON’T LIKE

Struggles to mask its weight at times z Engine isn’t quite as aurally thrilling as other 12-cylinder rivals z Brakes fade quickly if abused

z New GT keeps the broad chrome band that runs the length of the body and wraps around the rear bumper. Expect more hardcore derivatives to ditch brightwork for stealthy black instead.

z Our test car has 21in wheels, which come as standard in one of two styles. There’s a 22in alternative that’s forged and so comparatively lightweight, and a hand-finished ‘twisted polished’ option.

z Exhaust outlets for the W12’s respiratory tract are substantial affairs and use a perforated sleeve that adds aesthetic interest and, Bentley claims, reduces exhaust temperatures.

z GT’s new headlights are a delight to behold up close. They use LED matrix tech, but the real party piece is the cutcrystal effect of the internal surfaces.

z The option of chroming the lower part of the grille is sure to divide opinion. Our car has it, but many owners will stick with black, which tones down the Conti’s massive on-road presence just a touch.

z Telling a GT’s cylinder count won’t be a problem as the number – 12 for now, but be to joined by eight and possibly even a six in the future – can be found on the wing vent. It can be deleted, though.

z Tail-lights are significantly different from before and, as chromed-ringed ellipses, they echo the shape of the exhaust tips sitting directly below them.

z Nose sits lower than before, but the sharp ‘power line’ flowing from the headlights is still readily apparent and tapers towards muscular rear haunches.

Previous Conti GT sold 65k units globally 2 MAY 2018 AUTOCAR.CO.UK 35


z Do you fancy diamond-shaped knurling on your Continental GT’s ‘Bulls-eye’ vents and clock bezels? Then you’ll have to part with an extra £1470.

z See those small, embroidered diamonds? Bentley says 712 stitches go into making each shape. We have not counted them, so we’ll have to take Bentley’s word.

M U LT I M E D I A S YS T E M

++++B Press the ignition switch and the veneer in the middle of the dashboard rotates to reveal a 12.3in retina-quality MMI display, which, its maker says, is the largest touchscreen yet fitted to a Bentley. From here, drivers can access sat-nav, DAB radio, vehicle settings and smartphone connectivity services. It’s an elegant system to behold, with crisp, clear graphics, and the switch between menus is made in a fluid, responsive manner.

36 AUTOCAR.CO.UK 2 MAY 2018

Traditional analogue dials in the instrument binnacle have been replaced by a multifunctional digital display capable of showing mapping information, live video feed from the infrared night-vision camera and more. Our test car also had the range-topping Naim for Bentley premium audio system. At £6500, it’s a pricey option but, given its rich, sonorous sound quality, it’s certainly worth considering.

z Analogue thermometer, compass and chronometer dials are on one side of the rotating display. When the ignition is off, it turns again to reveal a wood panel.


ROAD TEST ∆ Bentley’s familiar 6.0-litre W12 engine, recently re-engineered with new cylinder heads to allow both direct and indirect fuel injection and cylinder-shutdown variabledisplacement running. It provides 626bhp and 664lb ft – a 44bhp improvement on the car’s direct predecessor and quite a lot more torque than even the outgoing GT Speed produced. But critically, the new platform and transmission allow that engine to be carried 135mm further aft than it used to be relative to the front axle line. By Bentley’s own figures, fore-aft weight distribution improves from 58/42 to 55/45. We measured it at 54/46. Downstream of the engine there is wholesale change too. Out goes the old GT’s torque-converter gearbox and Torsen-centre-differential-based driveline and in comes an eight-speed dual-clutch gearbox with a dual-mass flywheel and a drive system that sends torque primarily to the rear axle but can divert just under half of it to the front axle when necessary. Suspension is via the same three-chamber air suspension the Panamera uses, and Bentley’s chassis engineers claim it gives the car a ride and handling configurability that can be ‘“S-Class-like” at one moment and “911-like” the next. Bentley’s 48V active anti-roll bars also feature.

The overall weight saving for the car? By Bentley’s figures, it’s 80kg. Not much in light of all that change, perhaps, because there’s quite a lot of new technology that has gone into the cabin; but it speaks volumes about what Bentley thinks its customers really want in their cars. We weighed the car at 2295kg overall – still almost 400kg more than the Aston Martin DB11 V12 we weighed in 2016. So can any GT coupé with sporting ambitions afford that kind of penalty?

INTERIOR

AAAAA This is where the Continental GT’s identity as a luxury product, distinct even from many of its closest rivals, is forged. Bentley’s cockpit is a sensory treat of various layers and courses. The mood it plays to is one of classic wood-panelled, chrome-trimmed, deep-piled, leather-bound opulence, so if you prefer avant-garde design to the look and feel of a vintage drawing room, it may not be for you. Just don’t underestimate the car’s ability to wear away the reservations of even the staunchest progressive, with its sheer sumptuousness and appealing material authenticity. A fully digital and configurable instrument panel replaces the last car’s analogue clocks ahead of the ◊

z Two-tone leather-upholstered seats adjust electronically and place you fairly high up in the cabin. They’re also plenty supportive and oh-so-comfortable.

HOW BIG IS IT?

990m

0m

m

358 litres

62

m

0m

111

x ma

Typical leg room 620mm

Kerb weight: 2244kg 2851mm

898mm

1405mm

890m

m

m max

0.29

1100mm

4850mm

VISIBILITY

HEADLIGHTS

Very good. The seat is more raised than in some coupés, giving you a good view forwards, and pillarless construction makes the over-shoulder view clear.

Auto LED matrix headlights give a huge amount of forward visibility. An infrared camera feed in the instrument cluster also provides night-vision capabilities.

z Sloping roofline and 2+2 configuration mean rear head and leg room are tight. Adults will likely find they’re not the best place to spend an extended period of time.

circle: 11.5m Turning

60mm

Height 500mm

1672mm

190mm

Width 800-1380mm Length 850mm Centre

1664mm

1954mm 2190mm

W H E E L A N D P E DA L ALIGNMENT Faultless pedal placement. Steering column is well placed but could do with just a little more reach adjustment for longer-legged drivers.

z The 358-litre boot is narrow in places. There’s room for one bag of golf clubs, but fitting two might be a squeeze. Weekend luggage shouldn’t be a problem, though.

2 MAY 2018 AUTOCAR.CO.UK 37


∆ driver and it operates very much like Audi’s Virtual Cockpit set-up. You can make it display analogue dials at full scale with centrally inset infotainment information or navigation mapping, or you can have that inset secondary display at larger scale in place of the car’s rev counter and water temperature gauge. To the left of the instrument panel is Bentley’s new 12.3in touchscreen multimedia set-up, which has impressive graphical sophistication and good usability. But if you simply prefer to travel without the distraction of a modern luxury car’s on-board technology, you can rotate the infotainment screen out of sight entirely and replace it with a veneered panel of analogue instruments. Making you comfortable ought to be high on any Bentley’s list of priorities and the Continental does that supremely well. The 20-way bullhide leather front seats (heated and cooled, with massagers) are set slightly higher than the norm for a sporting coupé but are that way, you suspect, by design, giving you good all-round visibility – and they’re

sufficiently cushioned and cosseting that you can spend hours in them without noticing the time pass. Rear space remains tight for larger adults but fine for teenagers and kids in child seats – which is what you expect of a 2+2 – and boot space is big enough for a couple of large cases and a couple of smaller holdalls. But it’s the richness of Bentley’s materials that really set the Continental apart: those polished metal interior trims and gorgeous wood veneers. The ‘diamondknurled’ finish on the switchgear is a particular tactile highlight.

willing to play second fiddle to Aston Martin, Mercedes-AMG or any other maker of big GT coupés in any comparison of bald acceleration. And, for the time being, it needn’t. On a slightly moist track, driving from all four corners and perfectly governed by its launch control system, the Continental GT needed just 3.6sec to hit 60mph from rest and less than 3sec to go from 30mph to 70mph through the gears. It was quicker in both respects than the DB11 V12 we benchmarked in 2016, quicker than the Continental GT3-R tested the year before and within a tenth or two of the last Porsche 911 GT3 RS we figured, a car that’s 749kg lighter than the Bentley as tested. The car’s acceleration never feels violent or savage, though, and remains more impressive for the kind of huge and assured mid-range torque that makes 2.3 tonnes of bulk seem inconsequential under power. Even so, this accelerator pedal is one you squeeze rather than snap open, partly to avoid unleashing greater force from that engine than you really need, but also because there’s still a

PERFORMANCE

AAAAB Cars in this class put the ‘super’ in super-GT in various and interesting ways and the Continental GT has relied principally on refined, longstriding luxury to do that thus far. But when you feel the new car’s turn of speed – and hear the new-found edge to the bark of its W12 engine – you’ll begin to understand that change is afoot in how this car defines itself. No longer, you suspect, is Bentley

softness to the powertrain’s pedal response that rewards smooth input. At high range, the engine revs more freely than it used to but still has a hint of laziness about its delivery above 4500rpm, the transmission upshifting automatically at 6200rpm even in manual mode. Be smooth, though, and the powerplant gives you supreme smoothness back, which is entirely the point. The double-glazed Continental GT has first-rate cabin sealing (registering at a 50mph cruise 6dB less cabin noise than that of a DB11 V12) and a transmission so suave that you won’t miss the car’s old torque-converter ‘slushmatic’. All up, this powertrain has a broader spread of abilities than any W12 Continental GT before it and typically long, fine cruising legs, but it’s still not as likely to hit exciting high notes as some of its rivals.

RIDE AND HANDLING

AAAAC The car devours millpond-flat dual-carriageway in Comfort mode, but with the gentle and cushioned ride to which Bentley regulars will

T R AC K N O T E S T3

The Continental’s key strengths and weakness in its limit handling are very neatly summed up by the lap time comparisons (see right). Despite weighing nearly 400kg more than an Aston Martin DB11 V12, the car is less than 2sec slower around the dry handling circuit but more than 5sec faster around the shorter wet track. In slippery conditions, the car finds huge traction and grip and is balanced and composed. In the dry, though, with greater speed and lateral forces, that poise begins to fade and the car understeers – albeit predictably and manageably – at cornering speeds at which rivals probably wouldn’t. The car’s handling adjustability is clear, though. In second- and third-gear corners, the drivetrain allows you to neutralise the car’s attitude with power or to develop a slide instigated on a trailing throttle. And you couldn’t do either with the last GT.

z Understeer dominates the limit handling through most corners.

D RY C I R C U I T Bentley Continental GT W12 First Edition 1min 14.6sec Aston Martin DB11 V12 (2016) 1min 12.9sec

T6 T2 T5

T7

T1 T4

Start/finish

z Car’s mass is trickiest to manage at high-speed T4 and slowing for hairpin.

T5

z Apex speeds are high through longer T5 and T7.

WET CIRCUIT Bentley Continental GT W12 First Edition 1min 7.5sec Aston Martin DB11 V12 (2016) 1min 12.6sec

T6 T7

T3 T4

T2

T1

T8

Start/finish

z The four-wheel-drive system enables remarkable traction and stability out of T2.

AC C E L E R AT I O N Bentley Continental GT W12 First Edition (12deg C, dry) Standing quarter mile 11.8sec at 122.8mph, standing km 21.2sec at 158.9mph, 30-70mph 2.9sec, 30-70mph in fourth 5.0sec 30mph

1.6s

40

50

60

70

2.2 2.8 3.6s

4.5s

80mph

90mph

100mph

110mph

120mph

130mph

140mph

150mph

160mph

5.5s

6.7s

8.1s

9.6s

11.2s

13.3s

15.6s

18.2s

21.6s

0

10s

20s

Aston Martin DB11 V12 (22deg C, dry, 2016) Standing quarter mile 12.2sec at 123.1mph, standing km 21.6sec at 157.6mph, 30-70mph 3.0sec, 30-70mph in fourth 5.3sec 30mph

40

1.9s 2.5

50

3.2

60

4.0

70mph

80mph

90mph

100mph

110mph

120mph

130mph

140mph

150mph

160mph

4.9s

6.0s

7.1s

8.4s

9.8s

11.6s

13.7s

16.1s

19.0s

22.5s

0

10s

20s

BRAKING

60-0mph: 2.77sec Bentley Continental GT W12 First Edition (12deg C, dry) 30mph-0

50mph-0

8.3m 0

70mph-0

22.7m 10m

20m

43.7m 30m

40m

Aston Martin DB11 V12 (22deg C, dry, 2016) 30mph-0

50mph-0

8.3m 0

38 AUTOCAR.CO.UK 2 MAY 2018

70mph-0

22.8m 10m

20m

43.6m 30m

40m


ROAD TEST

` Change is afoot in how the Continental GT defines itself a

be well used. It can devour B-roads in the same mode and fashion, and without ever coming close to running out of body control, but it doesn’t feel much more meaningfully athletic or ‘sporting’ than its predecessor thusly configured. The Continental GT also has a ‘Bentley’ driving mode. It’s the one the car defaults to, and it’s the one most testers said they’d use for most journeys – with one or two preferring an à la carte Custom setting, mixing in either the softer suspension settings of Comfort or its weightier Sport steering settings, or both. There is certainly a step up for the car, evidenced in terms of handling agility and body control, once you select that Bentley mode. The greatest success of the adaptive suspension and active roll control systems is to so cleverly juggle and cradle the Continental GT’s body, and to put its various contact patches to work, that you’re hardly aware of the car’s mass, until you begin to approach the limit of grip at least. There’s just enough heft in the controls and enough momentary pause about its initial steering response to make you aware that you’re driving a big car; a bigger– feeling one, certainly, than most GT coupés. But, on the road at least, the car’s grip level is high, its poise plain and its stability unflappable. On the track, once you can approach the limit of adhesion, the car’s dynamic limitations become clearer (see Track Notes, left); as does the fact that, technically upheaved or otherwise, the GT still doesn’t quite have the outright handling balance of a DB11.

Back on the road, and in its firmer driving modes and admittedly only over sharper lumps and bumps, there’s just a hint of abruptness to the secondary ride. You could tune that out by reverting to Comfort mode, of course. But it just goes to show that, where the ride and handling refinements of 2.3-tonne, 207mph Bentleys are concerned, even platform technology engineered with Porsche’s help doesn’t get you a free lunch.

BUYING AND OWNING

AAAAB With a base price of £159,100, the Continental GT is £1200 more expensive than the Aston Martin DB11, whereas a standard MercedesAMG S65 Coupé will set you back a staggering £186,900. Of course, in the world of super-GTs, those entrylevel prices – if you can really call them that – are to be taken with a pinch of salt. After all, the sky really is the limit as far as personalisation is concerned. The car you see here has £49,905 worth of options, including a £6500 Naim audio system, a £4500 coat of Sequin Blue paint and the £34,800 First Edition specification, which adds a rotating display on the dashboard, mood lighting and the Mulliner Driving specification, which includes 22in wheels (although these weren’t fitted during testing), jewel-finish oil and fuel filler caps, walnut veneers and more besides. As for depreciation, the Bentley is predicted to retain 56% of its value after 36 months, next to 52% for the Aston and 37% for the Mercedes. It also outdoes the Rolls-Royce Wraith, which is forecast to retain 46%. ◊

z New Continental GT disguises its 2.3-tonne bulk well, both on straights and in corners, and provides a level of driver involvement far superior to its predecessor’s

2 MAY 2018 AUTOCAR.CO.UK 39


DATA L O G B E N T L E Y C O N T I N E N TA L G T W 12 F I R S T E D I T I O N £191,500 £209,005 £111,400 na na 50/£1195 90 litres

EQUIPMENT CHECKLIST

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

nco £945 £480 £750 £6500 £1470 £280

R A N G E AT A G L A N C E ENGINES 6.0 W12 TSI

POWER 626bhp

FROM £159,100

TRANSMISSIONS 8-spd dual-clutch automatic

Volkswagen Group’s MSB platform is adopted by the Continental GT after being blooded under the Porsche Panamera. It delivers a more rearward engine location than the last GT had. Test car’s weight was distributed 54/46 front to rear on the scales. 4WD system moves to a clutch-based one (rather than via a centre differential as before) and transmission from torque-converter automatic to dual-clutch auto.

ENGINE

POWER & TORQUE

Installation

Front, longitudinal, four-wheel drive Type W12, 5950cc, twin-turbo, petrol Made of Aluminium block and head Bore/stroke 84.0mm/89.5mm Compression ratio 10.5:1 Valve gear 4 per cyl Power 626bhp at 6000rpm Torque 664lb ft at 1350-4500rpm Redline 6200rpm Power to weight 279bhp per tonne Torque to weight 296lb ft per tonne Specific output 105bhp per litre

800

600

600

500

500

400

400

300

300

TRANSMISSION

200

200

Type 8-spd dual-clutch automatic Ratios/mph per 1000rpm 1st 5.97/4.7 2nd 3.24/8.6 3rd 2.08/13.3 4th 1.42/19.6 5th 1.05/26.4 6th 0.84/33.1 7th 0.68/40.8 8th 0.53/52.4 Final drive ratio 3.15:1

100

100

Engine (rpm) 2000 4000 6000

0

8000

Spare

BRAKES

SAFET Y

Front Rear Anti-lock

ABS, DSC, HBA, EBD, Crash Mitigation, Lane Keeping Assist Euro NCAP crash rating Not tested

CLAIMED

Urban 16.0mpg Extra-urban 31.7mpg Combined 23.2mpg

STEERING

Tank size Test range

Turns lock to lock Turning circle

Type

Electromechanical, rack and pinion 2.5 11.5m

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 0-170

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

2nd 1.4 1.2 -

3rd 2.2 1.7 1.6 1.7 1.9 -

4th 2.6 2.4 2.4 2.4 2.5 2.5 2.8 3.3 -

5th 4.3 3.4 3.3 3.3 3.3 3.3 3.6 3.8 3.9 4.3 4.9 5.9

6th 5.5 4.2 4.2 4.3 4.4 4.5 4.8 5.1 5.4 5.9 -

7th 6.6 5.6 5.4 5.7 6.0 6.4 6.8 7.4 -

8th 8.9 8.1 7.7 7.9 8.5 9.2 10.2 -

THE SMALL PRINT Power-to-weight and torque-to-weight figures are calculated using manufacturer’s claimed kerb weight. © 2018, Haymarket Media Group Ltd. Test results may not be reproduced without editor’s written permission. For information on the Continental GT, contact Bentley Motors Customer Services, Pyms Lane, Crewe, Cheshire, CW1 3PL (01273 653653, bentleymotors.com ). 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).

40 AUTOCAR.CO.UK 2 MAY 2018

700

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

Track Touring Average

TIME (sec) 1.6 2.2 2.8 3.6 4.5 5.5 6.7 8.1 9.6 11.2 13.3 15.6 18.2 21.6 25.7

626bhp at 6000rpm

Steel/aluminium monocoque 2244kg/2295kg 0.29 10Jx21in (f), 11Jx21in (r) 265/40 ZR21 105Y (f), 305/35 ZR21 103Y (r), Pirelli P Zero PNCS Mobility kit

SUSPENSION

TEST

90 litres 402 miles

Weight Drag coefficient Wheels Tyres

800

664lb ft at 1350-4500rpm

700

0

6.7mpg 26.4mpg 20.3mpg

Construction

900

0

ECONOMY

C H A S S I S & B O DY

900

Power output (bhp)

£4500

Torque (lb ft)

12.3in touchscreen infotainment with Apple CarPlay, CD/DVD, DAB, Bluetooth and wi-fi streaming 20-way adjustable front seats with heating, cooling, massage functions 21in alloy wheels LED matrix headlights First Edition specification (including Mulliner Driving spec, Touring spec, City spec, mood lighting, Bentley Rotating Display, contrast stitching, deep pile overmats) Extended paint, Sequin Blue Portland and Beluga leather, with Liquid Amber and Grand Black veneer Bright chromed lower bumper grille Heated windscreen Heated two-tone steering wheel Naim premium audio system Diamond knurling specification Inductive phone charger Options in bold fitted to test car = Standard na = not available

420mm ventilated discs 380mm ventilated discs Standard, with brake assist

CABIN NOISE

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

Idle 43dB Max rpm in 3rd gear 75dB 30mph 57dB 50mph 62dB 70mph 66dB

CO2 emissions Tax at 20/40% pcm

MAX SPEEDS IN GEAR

R E S I D UA L S

278g/km na

300

1 2 3 4 5 6 7 8

29mph 6200rpm 53mph 6200rpm 83mph 6200rpm 121mph 6200rpm 164mph 6200rpm 205mph 6200rpm 207mph 5070rpm 207mph* 3951rpm * claimed

RPM in 8th at 70/80mph = 1336/1527

Rolls-Royce Wraith Bentley Continental GT W12 First Edition

200 Value (£1000s)

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

100

Aston Martin DB11 V12 0 New

1 year

2 years

3 years

4 years

z GT values are strong enough to make one worth more than a Rolls-Royce Wraith after four years of ownership.

R OA D T E S T N o 53 69

Read all of our road tests autocar.co.uk


ROAD TEST

VERDICT TESTERS’ N O T E S

BENTLEY CONTINENTAL GT Superb luxury GT has added dynamism but not enough to top the class

AAAAB he sporting realignment of the Continental GT has got of to a fine start with this new 12-cylinder, launch-edition coupé. It retains all of the tactile material lavishness, top-level luxury and first-order touring refinement we’ve come to expect from its maker, but it probably halves the gap that existed between its predecessor and the best-handling cars in the super-GT niche on driver appeal. The car’s towering real-world performance and all-surface stability will be big draws for customers who use their cars on a daily basis, but they come partnered with much better body control and cornering poise than existing GT owners will be used to. But for one or two details, it’s hard to imagine how Crewe could have better delivered on this car’s dynamic brief. Granted, a couple of rival super-GTs nail that compromise of handling agility and involvement and touring comfort ever so slightly better. But given the weight of opulent luxury it has to bear, the Continental GT has just come a remarkably long way as a driver’s car. We’ll be watching how much further it may yet come with interest.

T

R OA D T E S T R I VA L S

1

ASTON MARTIN DB11 V12 £157,900 Merges intoxicating V12 performance with supreme touring ability. Has supple handling too. AAAAB

2

3

BENTLEY CONTINENTAL GT W12 FIRST EDITION £191,500 Conti GT places luxury ahead of outright dynamism, but it’s thrilling nonetheless. AAAAB

ROLLS-ROYCE WRAITH £250,000 Extravagant Wraith is the most powerful Rolls-Royce on sale. It’s dynamically rewarding as well. AAAAB

4

FERRARI 812 SUPERFAST £253,000 Ferocious, focused and devastatingly quick 812 sits at the sharper end of our super-GT rankings. AAAAB

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

5

MCLAREN 570 GT £157,000 Mid-engined McLaren is surprisingly long-legged and comfortable given its supersports car underpinnings. AAAAC

MATT SAUNDERS I suspect the significance of the new GT’s underpinnings has yet to fully emerge. A lighter, revvier V8 version with just the right rolling chassis spec could still be my idea of luxury super-GT perfection. SIMON DAVIS The manner in which this 2.3-tonne behemoth takes off will never cease to amaze me. There’s a huge amount of traction off the line, and that initial surge of acceleration is mighty.

S P E C A DV I C E At this price, £6500 is a drop in the ocean. We’d recommend splashing it on the Naim for Bentley premium audio system. It really is that good.

JOBS FOR T H E FAC E L I F T z Partner the carbonceramic brakes that’ll inevitably come with the Speed version with a really light forged rim, and tune that little bit of unwanted bite out of the secondary ride. z Keep refining the dual-clutch automatic. z Experiment with modern synthetic cabin materials that look and feel rich but save weight.

2 MAY 2018 AUTOCAR.CO.UK 41


Only 500 McLaren Sennas are set to be built

Greased lightening The Senna, Wokingâ&#x20AC;&#x2122;s new Ultimate Series model, packs a 789bhp punch and weighs considerably less than the mighty P1 hypercar. Matt Prior takes it for a spin

42 AUTOCAR.CO.UK 2 MAY 2018


McLAREN SENNA DRIVE

overhear somebody talking to my instructor/passenger/ babysitter as I strap myself into the McLaren Senna. But “remind him he’s got less…” is all I catch as I do up the harness buckle before somebody plugs in an intercom. Presumably the rest of the sentence was “time”, because I’m meant to have a 15-minute slot driving the Senna but know the time it takes to attach many, many video cameras to its innards and outards will reduce my allotted minutes. And then the doors slam down and my minder, Josh Cook – a works Vauxhall driver in the BTCC, because McLaren doesn’t hire any old plodder – tells me what has actually been said. “They say to remind you you’ve got less tyre temperature, because the car has been in the pit lane for a while,” he says. Right. I see. Josh, isn’t this a road car? And we’re worrying about tyre temperatures? Some road car. “We wanted to create the ultimate road-legal track car,” says Andy Palmer (no, the other one), McLaren’s Ultimate Series director. “It’ll pioneer technology that we can bring down to the Super and Sports Series cars.” So although there will be 500 McLaren Sennas, fully homologated as a series production car for worldwide sale (this one is still, technically, a prototype), it happens to make 789bhp, or 800hp, and an accompanying 800kg of downforce at 155mph. Hence the rear wing. And the rest of the looks. It won’t take long to reach 155mph, either. McLaren is usually accurate with its acceleration quotes: it says 0-60mph will take 2.7sec, 0-124mph 6.8sec and 0-186mph just 17.5sec. The top speed is 211mph. The cost is £750,000. Another, perhaps even more significant, number is the 1198kg the Senna weighs (before fluids). The previous Ultimate Series McLaren, the P1, weighed 1395kg in similar trim, owing to its hybrid tech. The current 720S weighs 1283kg dry. This car, visibly larger than a 720S because of its aerodynamic addenda, uses a chassis developed from that car. The Senna’s carbonfibre ‘Monocage III’ passenger cell, the strongest yet used in a McLaren road car, has been both strengthened and lightened, particularly around the rear bulkhead, where additional material eats into rear visibility. Or it would if you could see much past the wing. And besides, Josh wants the centre mirror and leaves me with the door mirrors, which give a reasonable view. Visibility generally, in fact, is good, for a car like this. You can even specify glass ◊

I

2 MAY 2018 AUTOCAR.CO.UK 43


∆ panels in the doors. They add a bit of weight but, well, you can never see too much. Bear in mind, too, that this is a pretty intimidating car. There are the statistics, such as 660bhp per tonne, there’s the appearance of it, there’s BTCC ace Josh Cook rides shotgun with Prior the fact that they’ve insisted I wear full race pyjamas, a HANS device and an intercom, and once into the six-point harness The Senna’s interior is less I can’t reach the door to pull it shut. flamboyant than the Vulcan’s or So far, then, it feels like getting into the McLaren P1’s. It’s all naked a customer race car, by which I mean carbonfibre, naturally, but with not a rough-and-ready used racer. fewer outlandish curves. It’s more It’s immaculate yet overwhelming; a straightforward, racier. concept made real. Not unlike, say, an But there are very ‘McLaren’ Aston Martin Vulcan, a project born touches. Because McLaren fits from a similar ethos: ‘We put our all sensible steering wheels to all of into it, and you buy it to enjoy it.’ its cars, this one gets the same.

The Senna is road legal but it’s built primarily for use on the track 44 AUTOCAR.CO.UK 2 MAY 2018

The 720S’s digital instrument binnacle, which can be upright with a big, clear layout, or lowered for a minimal one (as in the 720S; I prefer it raised), is replicated, and so too are the basics of the driving position, albeit in a massively sculpted seat. The brake pedal is central so you can pick which foot to use, and the steering wheel is hugely adjustable. If you can’t find a comfortable, purposeful driving position here, I doubt you’ll find one anywhere. For all of the intimidation you might feel on the outside, for all that it looks like no other McLaren, it at least feels like one. It does when you’re rolling too. There are different drive modes as on other McLarens, for chassis and

powertrain. But what I’ve had to do for a very short stint on the track is ignore the road stuff and pop the car into Race mode, which lowers the Senna by 50mm and, thanks to underfloor wizardry, is responsible for creating 60% of the car’s total downforce. There are active aero elements front and rear, including a 20deg variance in rear wing angle. This is the kind of approach that begets walloping lap times: add a little power, forget hybridisation, take out a load of weight and add aero. It’s why the Lamborghini Huracán Performante laps faster than any of the famed hypercar trio: LaFerrari, Porsche 918 and McLaren’s own P1. A McLaren 675 LT would be as quick around the same circuit as a P1, for example. And here, now, the Senna


McLAREN SENNA DRIVE

eclipses that. By a distance. It has, as standard, a new compound and design of Pirelli Trofeo tyres (you can get more ordinary Pirellis as a no-cost option), which mean it can pull around 0.3g (10mph or so) more than a 720S in high-speed corners and 0.2g (5mph) in lower speed ones. A P1 is, typically, ‘merely’ around 0.2g and 0.1g quicker than a 720S respectively. And then there are the Senna’s going and stopping credentials. That power is up by 9% over the 720S doesn’t sound like a lot, but to try it is to whack into the soft rev limiter repeatedly. It’s weird. There are cars with half of the Senna’s 789bhp where you’d hesitate to extend your throttle foot. But there’s such a smoothness and reassurance at ◊

TROFEO R These Pirelli tyres are developed for the Senna. They’re intended for dry tracks but homologated for road use to get there. Sizes are 245/35 19 front and 315/30 20s at the rear.

` This is the kind of approach that begets walloping lap times a

A deficit of mass plays to the Senna’s advantage at all times 2 MAY 2018 AUTOCAR.CO.UK 45


800 There are equal amounts of power (in metric hp), torque (in Nm) and peak downforce (in kg).

∆ work here that it’s easy. McLaren has, as it does, employed a 4.0-litre, twin-turbocharged V8 to drive the back wheels through a dualclutch automatic gearbox, and it knows its way around this unit (or these different units, it would say, because of the internal differences) to the extent that using it is as straightforward as in a 570S, only turned up to warp speed. It’s nothing like, say, a similarly powered Ferrari F12tdf or Aston Vulcan in that respect. You want to use 789bhp? Just have it. Oh, there’s the soft limiter. Click a paddle and help yourself to another 789bhp. If there’s a more approachable car with this level of power, I haven’t driven it, so the engine isn’t what is shocking about the Senna (although

McLAREN SENNA Price Engine Power  Torque  Gearbox Dry weight 0-60mph  Top speed 

The brakes are incredible; aero is mightily effective

S E N N A’ S S U S P E N S I O N S E C R E T S McLaren’s suspension system is no less fiendishly complicated on the Senna than it is on its other road cars. It has hydraulic springs, with two chambers on each corner: one for heave (front-rear), the other for roll (side-to-side), with an accumulator between them, to accommodate fluid as it moves. With one side or end pressuring another, the Senna stays flat and resists dive and roll, the latter without anti-roll bars. It’s what gives its road cars exceptional ride quality. So while there’s a coil spring on

46 AUTOCAR.CO.UK 2 MAY 2018

each corner of the Senna, it’s very small and just there to maintain a static ride height. There are oil-filled dampers on each corner, too, and as you flick through the road-biased driving modes it’s these that stiffen, thanks to a reduction in the size of the flow valve. Putting the car into its Race mode, though, is what reduces the ride height by 50mm and finally has an effect on the hydraulic spring rates: the heave spring rate doubles, with the roll spring rate increasing 2.5 times.

Senna’s suspension has hydraulic rather than conventional springs

£750,000 V8, 3999cc, twin-turbo, petrol 789bhp at 7250rpm 590lb ft at 3000rpm 7-spd dual-clutch automatic 1198kg 2.7sec 211mph


McLAREN SENNA DRIVE

there are two things I’ll come to that are). Nor is it the hydraulically assisted steering, which is responsive yet smooth, deadly accurate and feelsome, and perhaps the best power steering set-up in existence today. And neither is it the low-speed cornering, during which the Senna feels to the 720S like a Lotus 2-Eleven does to an Elise. The intrinsic character is there, the incisive turn, the accuracy with which it can be placed, the resistance to roll and yet the compliance over bumps, but it’s all amplified on account of the weight reduction. You feel that so very, very much – much more than the power. If you were given the choice of more power or less weight, one corner would be enough for you to pick the weight loss, every time.

But all of this comes in a faintly reassuring character that you can feel in every McLaren from the 540C upwards. So is this – the same character of chassis, of transmission, of engine, of Andy Palmer (right) calls the Senna a pione handling – a problem? One er ex-chief exec of a rival supercar maker once said he thought it might be: “I couldn’t sell the same kind of sausage,” he said, “and reassuring and stable – yet still charge twice as much for one that wildly exciting – that you will drive was only 10% longer than another.” it faster and faster and feel like you He hasn’t since left to become a want to drive it faster and faster butcher, but I knew what he meant. again. Like a GT 911, it feels like it But the Senna steers around this has the integrity to be thrashed day accusation in two ways. One is its after day while you learn more about faintly astonishing corner speeds, it and yourself. The second thing is and specifically the fabulous highthe way it stops. It’s a bit of a cliché to speed stability. It is so absurdly talk about the way track or race cars

brake – single-seaters are the bomb in this respect – but I’ve never known anything with more than one seat that brakes like the Senna. McLaren reckons it can stop from 124mph in 100 metres – 16m less than a P1. But that doesn’t really mean anything until you learn that you can stand, as hard as you possibly can, on the brake pedal, from high speed, and it sheds speed like it has driven into a vat of treacle. Ultimately it’s those two things – and they are addictive, significant things – that take the Senna from being another, faster McLaren and turn it into another kind of McLaren. One that might just become the world’s fastest production road car. L

` I’ve never known anything with more than one seat that brakes like the Senna a

2 MAY 2018 AUTOCAR.CO.UK 47


Spec savours Having just read our track test of the McLaren Senna, you’ll want one. But what spec to choose? Rachel Burgess savours the prospect at McLaren’s customisation suite PHOTOGRAPHY LUC LACEY

alking into McLaren’s customisation suite is, I expect, a little like entering the Batcave. Housed on McLaren’s high-tech campus in Woking, the room is accessed by a flourish of the hand. There are no buttons or handles to get in, just high-gloss white walls all around. Open sesame, and you find yourself in a simplistic room with high-gloss white furniture full of car options, a large screen to showcase how your customised car looks in CGI and, the pièce de résistance, a real-life Senna, McLaren’s latest hypercar. Named after Ayrton Senna, the car was revealed at the Geneva motor show in March and the first of 500 customer cars will be delivered in July. So McLaren is well under way entertaining the first round of Senna buyers, showing them endless options: paints, carbonfibre, seats, seatbelt harnesses and push-to-drink systems complete with carbonfibre

W

48 AUTOCAR.CO.UK 2 MAY 2018

bottle (yes, really). The ultimate goal (other than money-making) is to ensure no two Sennas are the same. “We’ve seen 150 clients so far and each typically spends a couple of hours with us,” says Jamie Weir, McLaren Special Operations bespoke sales manager responsible for helping people customise their Ultimate Series hypercars. “Most clients come here for their session, but for global Senna customers, we’ve already travelled to Japan, Switzerland, the US and more. “They know all about the technical aspects of the car already. This is more about sitting in the car, getting an idea of the proportions.” It’s not just existing McLaren owners who get a chance to buy a Senna, either. “It’s a good way of pulling people in,” says Weir. “It’s 70% existing customers and 30% new.” We’re here to specify our own Senna, although sadly it won’t become a reality. The possibilities are overwhelming, which is why

McLaren has created five key themes for the Senna to help people along their way. There are also five livery options, but really the sky’s the limit. The most popular options are the lower and upper glass panels on the door (£5000), a Bowers & Wilkins sound system (£5500) – without it, there are no speakers in the car – and the telemetry pack (£3600). There are plenty of no-cost options, too, as you’d hope in a £750,000 car: for example, a touring seat that gives you an extra 45mm of hip room, three different wheel finishes and an exhaust heat shield. You can also lose the air-con to save weight. “No customer has done that yet. We advise them not to,” says Weir. The most expensive option? The £170,000 carbonfibre finish for the entire body. A carbonfibre finish is standard on parts of the car, including the wing, front splitter, rear bumper and side skirts, but if you want it all over, it’s a different ball game. “A customer from Geneva wants a

visible carbonfibre stripe around the car, so we need to do the entire car in carbonfibre finish, then do the paint job, leaving the stripe,” says Weir. “That’s £170,000 for carbonfibre, then £40,000 for the paint job. It’s 300-400 hours of work.” A bright green catches my eye in the box of paint swatches, which amass to at least 100 paint options, although realistically you can have whatever you want. “We were once sent a pink hairdryer from China to match,” says Weir. It turns out my chosen green was matched from Ayrton Senna’s helmet and, for that reason, has become a popular choice. Weir says: “A lot of people are quite keen to have a connection to Ayrton with the car.” So what would the man behind the car’s design choose? McLaren design boss Rob Melville says: “I really like Pure White. The car is very stripped back, with strong graphical elements, and I think the white helps accentuate that. It’s a real race-car colour.” L


MCLAREN SENNA SPEC ADVICE THREE MORE BESPOKE ARMS B E N T L E Y, F E R R A R I A N D R O L L S - R OYC E A L S O H AV E C U S T O M I S AT I O N D E P T S

Melville talks Senna detail with Burgess

RO LLS–ROYCE

This can be some customers’ first chance to size it up

The firm claims that every model that leaves Goodwood is unique. Last year, it showed its one-off Sweptail, built for an anonymous patron and reported to cost £10m.

FE RR ARI Its Tailor-Made service means a trip to Maranello to meet your personal designer, who’ll help you spec your car. Or be lucky and get one of three one-off models made per year.

McLaren’s Weir helps owners spec their new hypercar

W H AT W E C H O S E

` That’s £170k for the carbonfibre and £40k for the paint job a

B E NTLE Y Mulliner by Bentley is the firm’s customisation arm. Its duties arch from details such as embroidered family crests to coachbuilt limousines for HRH The Queen.

Laurel Green exterior paint £9500 Black Alcantara interior with Laurel Green perforation to driver £9500 and passenger seats Black Alacantara steering wheel with Laurel Green race band £2519 Gearshift paddles with symbols £1333 in Laurel Green Extended carbonfibre door sill with ‘McLaren’ logo painted in £1600 Solar Yellow Solar Yellow vinyl detailing to front splitter, side skirts and rear diffuser £3333 Bespoke ‘Autocar’ headrest stitch £3000 in Laurel Green Bespoke key in Laurel Green with silver McLaren logo £1500 TOTAL (incl base car) £782,285

The Autocar Senna: all we need is £782k

These swatches are influenced by Ayrton Senna’s race helmet 2 MAY 2018 AUTOCAR.CO.UK 49


L A I C E P S FORCES

nd corners w ith a s p o st s, e o g E X r No other Jag ua ct 8, a 300 -run je ro P p h b 0 0 6 e th the ferocit y of ve even a BM W a le to id sa ’s at th l £150,000 specia e h itches a ride n a L rd a h ic R . d a e M4 GTS for d oodwood Motor Circuit is steaming, but the Revival is still a fair few months out so this has nothing to do with the general atmosphere. Rather, the problem with which David Pook is deftly contending concerns the haze of evaporating rainwater partially cloaking a patchwork of standing water, bone-dry islets and every shade of unpredictability in between. He’s making corrections little and large, and he’s making them in areas of this frighteningly quick circuit not

G

only where you might expect the need to arise but also where you absolutely would not. The time for discourse about the car’s limited suitability for daily driving, its frankly outrageous exhaust blare – which met homologation requirements with 1dB to spare – and his desire to capture, at least in part, some of what made the E46-generation BMW M3 CSL so utterly compelling as a road-racing crossbreed has well and truly passed. Pook is at the wheel of a prototype Jaguar XE SV Project 8, a car for which he has led the dynamic

development during its fleeting 18-month gestation. Only 300 will ever exist, despite the attempts of company coin-counters to squeeze a few more examples out of Special Vehicle Engineering. It’s a significantly more ambitious endeavour than Project 7, the extroverted speedster based on an F-Type, although both cars fall under the ‘crazy ideas with commercial opportunities’ mantra championed by SVO managing director John Edwards. Today, it has been described variously as a statement

car, the ultimate expression of what performance means to the marque, and a nailed-on future classic. It is also the fastest road-legal four-door saloon around the Nürburgring. As we once again peel into Madgwick – a fast right-hander that brings the pit straight to an end with either one or two apices, depending on which historic racer you’re talking to – it’s hard not to drolly conclude that if this 600bhp saloon bites and we end up in the tyre wall, Pook truly will have only himself to blame. Having moved through the car’s


JAGUAR XE SV PROJECT 8 RIDE

primary driving modes, which keep the dampers in a softer, road-biased setting but sequentially heighten the driveline’s rear torque bias, we’re now in Track, which ups the ante on both parameters. Bends are a waiting game today, but the Project 8 is devouring the bits in between. Passenger rides do, of course, provide only limited insight into a car, especially when it is wearing semi-slick tyres (Michelin Pilot Sport Cup 2s – the only option Jaguar will offer) and it is so damnably wet. Four compromised laps merely confirm

that the Project 8 is firm but not murderously so and as quick in a straight line as anything the more affordable side of a McLaren 720S. This, then, is really a chance to catch up with the development team and listen to the changes they’ve made as this exciting undertaking nears signoff. It’s a stepping stone between last year’s Goodwood Festival of Speed, where this least compromising of all the road cars in Jaguar’s long history broke cover, and our first opportunity to drive the thing, which will come in Spain in late May. It’s

there we’ll discover whether Jaguar has achieved its aim of building an extraordinarily quick car that doesn’t require the synaptic prowess of a racing driver to unlock its true pace. “It’s about feeling that the car is always with you,” says Pook back in the pit lane, adding that the Project 8 is set up to operate on track without generating any fear factor. So what exactly is a Project 8, beyond an exceedingly loud, expensive and fabulously extroverted labour of love for the SVO team based at Oxford Road in

Coventry? It starts life as the shell of an XE, which gives SVO a relatively good base to work from in terms of aerodynamics, rigidity and weight distribution. Jaguar Land Rover’s 5.0-litre supercharged V8 is then installed along with the four-wheeldrive system from the F-Type SVR. The silhouette is subsequently put on a course of anabolic steroids to house tracks respectively 24mm and 73mm wider at the front and rear than those of an XE S. Only the doors and roof are carried over. Aerodynamics are a fundamental ◊


Lane joins SVO’s David Pook, his chauffeur for today ∆ attribute, as you can tell from the gaping cut-outs aft of each colossal wheel arch, the carbonfibre bargeboards and a bonnet vent that has been painstakingly positioned to align perfectly with the region of greatest front-end lift. The carbonfibre front splitter, rear wing and ride height can also be manually adjusted for track days and the brakes use vast carbon-ceramic discs. Jaguar claims this is also the first production car to use incredibly stiff and durable ceramic wheel bearings. All in, more than three-quarters of the ‘major engineering’ has changed from an XE S, and yet the turning circle remains modest enough to avoid town-centre embarrassment and the boot capacity is just five litres smaller than the standard car’s. The cost, by the way, is £149,995, which is rather a lot for a family

four-door but reasonable value if you view this as a saloon that radiates the same uncompromised engineering mandate familiar to employees of Porsche’s fabled GT division. That’s right: from a philosophical and technical standpoint, at least, Jaguar is benchmarking the Porsche 911 GT3. Previously, it was BMW M4 GTS, although Pook and his colleagues believe that when it comes to performance and drivability, their efforts surpassed those of their Bavarian peers long ago in the development process. In this rarefied strata of the automotive world, that really is fighting talk. Since the Festival of Speed, development has cantered ahead with incremental improvements in almost every imaginable area, and at an expedited rate that simply wouldn’t be possible without such

a small, agile team, whose core numbers just a dozen or so personnel. It’s a world away from Jaguar’s mainline models and has resulted in SVO surpassing – “smashing”, says Edwards over the pit-lane clatter of wheel nuts being torqued – every internal SVO MD Edwards (left) talks about Proje ct 8 performance target initially set for the Project 8. That said, raw numbers are almost secondary for the team, who are particularly cars starts in June, when SVO will proud of the manner in which this begin turning them out at a rate of car now changes direction (see around 20 each week. It’s stirring, separate story, below) and, echoing intensely focused, smash-andPook’s sentiments, the potential it grab engineering and leaves us has to elevate its driver to superstar wondering what form Project 9 status. We’ll soon see for ourselves, in may potentially take. Edwards won’t Spain, but nothing here at Goodwood be drawn on this occasion but takes gives cause for suspicion. the opportunity to remind us they With a third of build slots already don’t call Oxford Road the Dream spoken for, production of customer Factory for nothing. L

T H E C H A S E F O R N E X T- L E V E L AG I L I T Y

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Confidence-inspiring weight and crisp precision have been highlights of the XE package since the car’s introduction in 2015, but the Project 8 will operate in a different universe of response and agility. The two cars share the same rack and ratio, but there are changes to the suspension of the Project 8. At the front, the uprights, twin-coil springs, dampers, lower suspension bushes and anti-roll bars are all new and bespoke to the car, much of which is to motorsport

specification, and the rubber bushes have been exchanged for ball joints. Furthermore, this car’s 2deg of negative camber on the front tyres is four times what you’ll find on an XE S, and double what even the F-Type SVR boasts, and the sub-frames are also solidly mounted. Then there are the engine mounts, which were uprated late in the day – at considerable inconvenience – to ensure that big 5.0-litre V8 steps in perfect time with the front axle through jinking direction changes.


JAGUAR XE SV PROJECT 8 RIDE

HEADLIGHTS SVO has moved the headlight units forward 14mm to accommodate the vast proportions of the wheel and tyre package, which is the same as you’ll find on the biggest-hitting F-Type, the SVR.

REAR WING It’s adjustable and generates next to no drag in its high-speed setting. With its rake adjusted for cornering, it contributes to the Project 8’s total downforce of 122kg at 186mph.

FRONT SPLITTER It can be a struggle to design in adequate cooling for a supercar. Not so for the Project 8, a portion of whose lozenge-shaped intake perforations have had to be blanked off.

EXHAUST Project 8 has a ‘variable active’ titanium exhaust system that’s notably rorty during upshifts of the eight-speed gearbox.

WHEEL HOUSINGS Substantial carbonfibre bargeboards help separate the flows of air beneath the car and along its flanks.

WHEELS These ones are lightweight forged items. An optional wheel drops the drag coefficient enough for the car to hit 200mph.

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STAR QUALITY AAAAA >93% “Brilliant, unsurpassed. All but flawless” Since the start of 2008, 524 new cars have been subjected to our gruelling, industry-leading road test. Over those 10 years our testers have deemed just 22 worthy of a five-star verdict. Put another way, just 4.2% of the cars we’ve tested in the past decade won a five-star rating. The Autocar Five-Star Club is an exclusive one indeed. Over the next few pages we’ll show how to put a five-star car on your driveway. A number of those 22 cars are fantastically expensive – in more than one case you’ll be forking out in excess of £1 million – but the cheapest can be bought for just £8000, so you won’t need to rob a bank to nab yourself a flawless car. Words Dan Prosser 54 AUTOCAR.CO.UK 2 MAY 2018

Ariel Nomad Tested on 24.6.15 IT MIGHT NOT have four-zone climate control, adaptive LED headlights or a suite of level three autonomy functions, but the Ariel Nomad is worthy of a five-star verdict nonetheless. You see, a five-star rating doesn’t necessarily indicate a perfect car. No vehicle that cheerfully slings mud in its occupants’ faces, as the Nomad does, could ever be

described as perfect. Instead, what a five-star score signifies is a car that is so roundly accomplished at the task for which it was designed that we could find no good reason to mark it down. It’s called fitness for purpose. The Nomad is built for joy, pure and simple. Those chunky off-road tyres and the long-travel suspension hint at muddy fields and rocky forest tracks.

Toyota GT86 Tested on 4.7.12 ONLY THE BMW 320d Sport is more affordable than Toyota’s lightweight coupé in this list today, although the BMW can hardly be described as a sports car. With the GT86, Toyota demonstrated that even a real-world performance car can be so expertly judged, so precisely fit for purpose, that it can merit a five-star rating. “The Toyota GT86 is a gem,” we wrote in our road test, “and we adore it.” Several years have passed since the ’86 was first launched, which means values are creeping steadily downwards. For now, prices start at £12,000. For ‘the affordable performance car we’ve all been waiting for’, that really is a bargain.


FIVE-STAR CARS AUTOCAR AWARDS

And yes, the Nomad is in its element on the rough stuff, but Ariel’s second model is actually every bit as fun on the road, or even a race track. “Plenty of our testers would pick a Nomad to play with on a circuit before they’d consider a dozen high-profile sports cars and supercars,” we wrote in our road test. It’s almost three years since the Nomad was launched, priced £33,000.

Toyota GT86 T E S T E R ’S N IO Our first ever R E F L E C T experience of the GT86 was on a German airfield in a disguised car in the company of its chief engineer, Tetsuya Tada. He showed us graphs, sketches and diagrams, mostly pertaining to weight reduction and moments of inertia. Then they sent us out to sample a bunch of corners. At that moment we knew it would be a special kind of sports car. Matt Prior

It’s still so sought-after that you’ll have to search high and low to find a used one today. In fact, we could find only one, listed on Ariel’s website. It’s a 2016 car that’s covered 2200 miles, and it’s for sale at £54,995. Evidently, you’ll save money by ordering a new car and sitting out the 14-month waiting list. Oh, and it might be prudent to factor in the cost of a few hectares of farmland.

Ariel Nomad T E S T E R ’S N Every now R E F L E C T IO and again we experience something that’s completely new and know that things have just been redefined. Driving along a West Country road, watching a Nomad’s wheels bob up and down and yet feeling no deviation to the body is exactly one of those. The dampers were very trick, I know, but I’d never experienced suspension control like it. Matt Prior

Ferrari 488 GTB Tested on 25.5.16 THE FERRARI 488 GTB doesn’t match the Speciale for outright thrills (that’ll be a job for the forthcoming 488 Pista), but with 661bhp it is significantly faster. The 488 lists at £183,000, but demand is so strong that even two-year-old cars with a few thousand miles behind them are still fetching £200,000 on the second-hand market.

Mercedes S-Class Tested on 16.10.13 WE MAY HAVE had one or two reservations about the Mercedes S-Class but, as we wrote at the time, none of them had anything to do with performance or fitness for purpose. The five-star verdict applied across the range, but today it’s the S400 Hybrid that offers the best value. To secure one for yourself, you’ll pay around £34,000 – half its original value.

Ferrari 458 Speciale Tested on 20.8.14

McLaren 720S Tested on 24.5.17 BY TOPPLING THE mighty Ferrari 488 GTB, McLaren’s 720S shot to the top of the supercar class and became the third Woking wonder to clinch a five-star rating. “The McLaren has now taken the crown,” we wrote a year ago, “and lauds it over the 488, Ford GT, Lamborghini Aventador S and Huracán LP610-4.” Today, pre-owned cars start at £230,000.

THE FERRARI 458 Italia may have been a benchmark car that set new standards for the supercar sector, but the very instant the intoxicating 458 Speciale arrived, the Italia seemed about as desirable as food poisoning. The problem was that the harder, faster Speciale wrapped its fingers around your adrenal gland and squeezed so hard that it immediately became the only 458 you ever wanted to drive. So special was the Speciale, in fact, that it actually caused our road testers to wonder if “Maranello will turn out anything quite like it ever again”. What was a £250,000 car four years ago is today closer to £300,000. That’s how desirable the Speciale has become.

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BMW 320d Sport Tested on 22.2.12 OUR OWN DEFINITION states that a five-star rating can be won by a car that is ‘brilliant, unsurpassed. All but flawless’. In 2012 that’s exactly what we thought of the BMW 320d Sport, despite one or two shortcomings. Six years later, the 320d costs from £8000 or so. The vast majority are EfficientDynamics models, so you’ll trawl through dozens of those before finding a Sport. Persevere, though, and there’s a good selection of wellcared for, if slightly leggy, examples under £10k. The ‘N47’ diesel engine was prone to timing chain problems, so check the car’s history to be sure the chain has been replaced.

Rolls-Royce Phantom Tested on 4.4.18 OUR MOST RECENT recipient of a five-star road test verdict, the new Rolls-Royce Phantom, is, in the words of our testers, “the best car in the world”. It starts at £360,000, but if it follows the trajectory of its predecessor it’ll shed a big chunk of its value in the coming years so start saving now if you’re tempted.

Range Rover Sport SVR Tested on 15.4.15 By earning a perfect five-star rating the Range Rover Sport SVR – the very first model from Special Vehicle Operations – proved that Jaguar Land Rover’s newly formed department had hit the ground running. Having cost £96,000 when new, the earliest cars are valued at £68,000 today.

Bentley Bentayga Diesel

Porsche Cayman (981)

Tested on 5.4.17

Tested on 24.4.13

IT’S BEEN ONLY 12 months since the Bentayga Diesel earned its fivestar rating in our road test, so you won’t save a huge amount on the £135,800 asking price for a new car. We did, however, find an early example with 4000 miles behind it on sale for £127,950.

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FIVE-STAR CARS AUTOCAR AWARDS T E S T E R ’S N Range Rover R E F L E C T IO Sport SVR Typically fivestar cars are so exceptional that full marks are awarded with little debate. Not here. This 545bhp R-R Sport was thought too expensive, brash and unnecessary by one tester. His objections, though, were based on taste, not fitness for purpose. By that measure this SUV earned its perfect score. Nic Cackett

McLaren P1 Tested on 7.15.14

WHEN McLAREN FIRST launched the P1, the boldly stated aim was for this hybrid hypercar to be the best driver’s car in the world. Talk about setting yourself up for a fall. Will history remember the P1 as the best driver’s car of its era? It’ll make the short list, no doubt, but the trouble for the P1 – not to mention McLaren’s somewhat cocksure ambition for it – was that it arrived at more or less the same time as the Porsche 918 Spyder and LaFerrari, a pair of similarly powerful, similarly expensive

do,” we wrote. Given its limited build numbers – just 375 were sold – and unqualified hero status, it’s no wonder the P1 fetches somewhat more than its £866,000 original price today. In fact, you’ll need to spend around twice that to get your name on a V5. There is one unanswered question that surrounds the P1 as it enters its adolescence, however: will the deterioration of its batteries over time – and, perhaps, the need to replace them at enormous cost – prevent values from soaring any higher?

Porsche Panamera 4S Diesel Tested on 1.2.17

Jaguar XFR THE ORIGINAL CAYMAN, launched in 2005, was hard to fault, but its slightly limp styling was just as hard to overlook: this mid-engined coupé was no stunner to behold. The secondgen 981 model, which arrived eight years later, was every bit as brilliant to drive but had the appearance of a junior supercar. It had purpose in its haunches and muscle in its flanks. “It may not be the quickest sports car on your list, but for those who care less about how fast they go than how they go fast, the Cayman makes for an utterly dominant class champion,” we noted in awarding the Cayman its five stars. That score applied to both the entry-level 2.7-litre version and the 3.4-litre S, so you didn’t have to stretch to the more expensive model to enjoy the Cayman at its best. That remains true now. The S is faster but no more rewarding to drive. Prices for a 2.7 start at £29,000 today, compared with £36,000 for the 3.4. There are no serious problems reported, so look for signs of abuse, poor maintenance or accident damage. Diligent owners only fit Porscheapproved tyres, denoted by N1, N2, N3 etc on the sidewall.

hypercars that were almost certainly built with the same objective in mind. Independent tests found the P1 to be the fastest of the trailblazing trio on a circuit, but that hardly equates to being the world’s best driver’s car. We may have stopped short of endorsing McLaren’s claim – although we didn’t rule it out completely – but the P1 did blow our testers away with its enormous performance, high-quality finish and remarkable agility. “If we had 100 cars, there would be many days when only a P1 would

Tested on 27.5.09 BACK IN 2009 the Jaguar XFR brought to the super-saloon sector a level of performance, dynamic ability and long-distance comfort that we hadn’t witnessed before. Almost a decade later it’s been surpassed in every area, but the XFR is one of the best-value cars in this entire list: today, you can pick one up for £12,000.

Porsche 918 Spyder Tested on 22.10.14 OF THE THREE hybrid hypercars launched in parallel five years ago, the Porsche 918 Spyder is the most affordable today. Affordable is, of course, entirely relative: you’ll still need £1.2 million. The 918 earned its five stars thanks to staggering straight-line pace and massive – yet accessible – circuit performance.

“Still not exactly beautiful” is how we described the new Porsche Panamera. In just about every other respect, though, it was beyond criticism. Our preference was for the 4S Diesel, which has since been cut from the lineup. Used examples can be found from £73,000, though.

T E S T E R ’S N R E F L E C T IO

Porsche Panamera 4S Diesel It’s a great shame that Porsche has dropped the Panamera 4S Diesel. It was a bit of a landmark performance diesel in my book, and even on a drizzly day at the test track that much was obvious. What wasn’t so obvious was how fast it might be in circumstances other than those you might call our ‘reference’ acceleration conditions (two occupants, full fuel tank, averaged in two directions). At Millbrook the car averaged ‘only’ 4.1sec from rest to 60mph, but Andrew Frankel took it to Bruntingthorpe airfield a few days later and, in drier conditions, with only one person aboard and admittedly on a surface not quite as level as Millbrook’s mile straight, averaged 3.7sec to 60mph and 9.5sec to 100mph. That’s remarkable. Matt Saunders

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Ferrari 458 Italia Tested on 18.8.10

Porsche 911 GT3 RS (991) Tested on 19.8.15 IT MAY HAVE ripped up the GT3 RS blueprint with all the recklessness of a common vandal spray-painting over a Banksy original, but, somehow, the 991-generation 911 GT3 RS got away with it. Out went the manual gearbox in favour of a dual-clutch automatic and gone was the Mezger engine. Even the steering junked hydraulics in favour of electric assistance. The ride and handling magic, however, remained very much intact. “The GT3 RS is truly outstanding and deserves our categorical praise,” we wrote. Today you won’t pick one up for less than £190,000.

“A LANDMARK CAR,” was how we described the Ferrari 458 Italia eight years ago. We took issue with the absence of a manual transmission and the rather punchy asking price – at £178,000 it cost £50,000 more than the F430 it replaced – but otherwise we had only praise for Maranello’s latest V8 berlinetta. “It can hold its own in handling terms with some of the best cars

we’ve driven,” we wrote, “notably the Lotus Evora and Noble M600, while its performance is at a level that matches, and in many cases beats, hyper-expensive and hyper-exclusive supercars from not long ago.” The 458 Italia sparked today’s supercar power race. Rated at 562bhp, the 458 outgunned its predecessor by almost 80bhp, and from there the exponential leaps in peak power just

Porsche Cayman GT4 Tested on 23.9.15 THE CAYMAN GT4 is the car that Porsche once said it would never build. But when it did eventually arrive, in 2015, it won accolades across the globe. There are a handful of factors that will ultimately stop it from being as revered as any 911 GT3 you care to mention, however. For one thing, its 911 Carrera-sourced 3.8-litre engine was sweet but no match for a GT3’s motor. The hardcore Cayman was built in relatively large numbers, too, and – most significant of all – it simply isn’t a 911. Values are holding firm at £80,000, though – roughly what the GT4 cost when new.

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Porsche 911 GT3 RS (997) Tested on 12.5.10 SOME SAY THE second-generation 997 GT3 RS is the best of the lot. It was the last of the breed to feature a manual gearbox, hydraulic steering and the buzzsaw-like Mezger flat six: three reasons why they’re so in demand to this day. Eight years on from its launch, the GT3 RS still fetches £160,000.

kept on coming (see the turbocharged 488 GTB, with 661bhp, and more recently, the 710bhp McLaren 720S). The 458 has held its value remarkably well. Here in the UK there are left-hand drive cars offered for less than £120,000, but if you want a righthooker you’re looking at £140,000. The 458 seems to be one of the most reliable Ferraris yet built (explaining, in part, the strong residuals) with no

Porsche 911 T E S T E R ’S N R E F L E C T IO GT3 RS (997) Surely no one would or could reasonably argue that the 911 wasn’t the greatest sports car of all and of all 911s this RS was the greatest of the lot. I drove one in Scotland last year and still could not think of a single thing I’d change. Engine, steering, gearbox, chassis... It really did have it all. Andrew Frankel


FIVE-STAR CARS AUTOCAR AWARDS R ’S

major problems being reported. No mid-engined supercar is cheap to run – four tyres will cost £1000 – but the 458 was sold from new with a number of transferable maintenance packages. Annual servicing may still be covered by the seven-year Ferrari Genuine Maintenance programme. Owners can pay to extend the warranty each year until the car is 12 years old, too, so many 458s still have warranty cover.

TESTE N Ferrari 458 Italia R E F L E C T IO Among those I’ve spoken to who’ve driven both, I am in a minority of one who preferred the Italia to the Speciale. It was 95% as good to drive, which meant it was bloody brilliant, but quiet and comfortable enough to want to use all the time. It’s also the best-looking Ferrari of modern times. Andrew Frankel

McLaren 570S Tested on 30.3.16 IT MIGHT GIVE up more than 300bhp, an electric motor and a stack of batteries to the P1, but the McLaren 570S really does deliver a good chunk of the hypercar’s driving experience. The basic carbonfibre tub is shared between the two cars, of course, and so is the 3.8-litre twin-turbocharged V8 engine’s architecture. The 570S feels monstrously quick in its own right, too, and it steers with all the precision of the P1. That’s extremely good news for those of us who’ll never be able to afford a hypercar. The 570S is hardly swapping hands for small change, but with early cars trading for £130,000, you’ll pick one up for a tenth of the price of a P1.

Ford Focus RS Tested on 4.5.16 The third-generation Ford Focus RS isn’t without its fair share of shortcomings. The engine is no better than average, the lowspeed ride is tight and the driver’s seat is set far too high, but these were all things we were happy to overlook. Simply put, we reckoned the RS was “the most fun you can currently have in a hot hatchback”. Values have hardly slipped in the year and a half the car has been on sale – you’ll still pay £26,000 for a 15,000-miler – and that’s despite many owners reporting head gasket failures. Ford has responded by offering a free repair for any car built between August 2015 and July 2017.

Morgan 3 Wheeler Tested on 6.6.12 Like the Ariel Nomad, the Morgan 3 Wheeler proves that an imperfect car can earn a perfect rating. You’ll take stones to the forehead and get bugs in your teeth but you’ll never stop grinning. The 3 Wheeler cost a little over £30,000 new; now six-year-old cars start at £28,000.

E S T E R ’S

T N Morgan 3 Wheeler R E F L E C T IO My favourite drive in a 3 Wheeler came some years after we’d road tested it, driving to the Welsh coast for a Christmassy feature, in freezing conditions. It was dark, uncomfortable, dirty, smelly and cold. And yet it was wonderful. Some cars don’t stand up to scrutiny in later years; the 3 Wheeler will, I suspect, for ever. Matt Prior 2 MAY 2018 AUTOCAR.CO.UK 59


WORTH THE EIGHT After almost two decades away, the BMW 8 Series is back – and on sale later this year. Dan Prosser drives a prototype M850i in Wales and says the long wait has been worth it

60 AUTOCAR.CO.UK 2 MAY 2018

` It’s every bit as accelerative as its 523bhp output suggests, but it’s also nimble and athletic a


BMW 8 SERIES DRIVE hen the new BMW 8 Series goes into production towards the end of this year, there’ll be a version that will be thumped along by a powerful twin-turbocharged V8 engine. The 4.4-litre motor will develop much more than 500bhp and it’ll drive all four wheels. What you need to know about the car is that it’s every bit as accelerative as that horsepower figure suggests, but it’s also nimble and athletic. Far from being a wallowy old bus, it is actually a lot of fun to drive. What’s most remarkable about the pre-production 8 Series I drove for a few hours on the best roads in North Wales, though, is that it won’t even be the fastest model. That honour will belong to the full-fat M8. We don’t yet know when the M8 will arrive or exactly how much power it’ll have, but you can bet your house on it being even faster and even more potent than the 592bhp M5. It will sit right at the head of BMW’s model line-up, like a navy’s flagship. The camowrapped M850i xDrive Coupé you see here? It’s just the warm-up act. “This is as close as we’ve ever got to a full M car with an M Performance model,” says 8 Series line director Markus Flasch. I won’t disagree. Do his colleagues across the way at the M division worry that it’s encroaching on their territory? “Maybe,” Flasch shrugs. “They will just have to up their game too!” In the latter stages of 8 Series development, BMW has deployed a team of powertrain and chassis engineers, plus a small fleet of 8 Series development cars, to the UK. Over the course of a week or so, those engineers will pound around North Wales to make sure the chassis tuning and the engine and gearbox calibration actually work on our roads. “The UK is an important market for the 8 Series,” says vehicle dynamics engineer Jos van As. “Your roads are often very narrow, sometimes only a bit wider than the car. That means you need the steering to be really precise. The roads are also bumpy and very undulating, so we need to make sure the chassis Vehicle can deal with them.” dynamics Dutchman van As is engineer Jos van ultimately responsible for As explains where the way the M850i drives. the M850i has been Encouragingly, his ◊

W

pitched in the luxury sports car sector.

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INTEGRAL ACTIVE STEERING Rear-wheel steering reduces the turning circle at very low speeds and makes the car more stable at very high speeds. This means BMW can dial more agility into the chassis at medium speeds.

Interior is shrouded but the dynamics are on show and impress ∆ car-guy credentials are as impeccable as they come. Having rallied an Autobianchi Abarth while at university, he now owns an Ariel Atom, which he has fiddled with to improve its ride and handling. He also drives an E30-generation 325e and he laughs like a schoolboy when he describes the car’s tailhappy handling. The new 8 Series, he says, is a sports car and a grand tourer in one. It should slot into the sizeable gap between the Porsche 911 and the Mercedes-AMG S63 Coupé, a niche that has been curiously unoccupied for several years. It’s important to note, though, that the 8 Series isn’t merely a 7 Series with a rakish two-door bodyshell. Its multilink rear suspension actually has more in common with the smaller 5 Series and it sits on coil rather than air springs. The new model is shorter than the outgoing 6 Series, both in terms of overall length and wheelbase. It is slightly wider, though, and it sits much further up the sports car food chain. Van As doesn’t want you to think of it as a direct replacement for the 6 Series. What should we make of his claim that the M850i is both a sports car and a GT, though? We’re so used to marketing departments trotting out

BMW’s Markus Flasch: 8 Series line director

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exactly that sort of unlikely declaration that we’re immune to it now. However, when it comes not from a clean-cut office type in a slimfit suit and pointy shoes but from a straight-talking engineer in a zip-up raincoat, it might just be time to sit up and take notice. The M850i is so loaded up with intelligent control systems and cutting-edge chassis technologies that it could well be the cleverest car BMW has produced. It has adaptive dampers, of course, but also rearwheel steering, an electronically controlled limited-slip differential in the rear axle and a four-wheel-drive system that can intuit exactly where power is needed and divert it there in double-quick time. It’s also available with active anti-roll bars – the only one of the various bits of chassis technology that won’t be standard fit – which can tweak the roll resistance at either end of the car in real time to make it more agile, or more stable. It’s all about reducing the compromise between long-distance comfort and back-road agility. Only with these various control systems can BMW possibly build a car that’s cosseting and refined one moment, then sharp and responsive the next. It isn’t enough just to bolt on lots of sophisticated hardware, though. More than anything else, the M850i is an exercise in integration; in making sure all of the systems complement one another and work together towards the same goal. It’s the seamlessness of this integration of which van As and his team are most proud. In fact, the new 8 Series is a matter of enormous pride to BMW’s engineers. This is Flasch, van As and

XDRIVE The M850i’s four-wheel-drive system favours the rear axle most of the time, sending drive forwards only when the rear tyres start to reach the limit of grip. The M850i feels like a rear-wheel-drive car with limitless traction.

DYNAMIC DAMPER CONTROL As well as offering three suspension settings, the adaptive dampers work in real time to respond to the road surface and body movements to give the best balance of control and compliance.

` It is more broadly capable than both the Porsche 911 and Mercedes-AMG S63 Coupé a


BMW 8 SERIES DRIVE ACTIVE ROLL STABILISATION Active anti-roll bars are often used to decouple the wheels on a given axle to improve ride quality when driving in a straight line. Here, BMW uses them to adjust the car’s handling balance.

ACTIVE LSD Like a full-spec M car, the M850i uses an electronically controlled limited-slip diff to juggle torque between the rear wheels. It can switch from fully open to fully closed, depending on the circumstances.

DYNAMIC STABILITY CONTROL With so much other tech, traction and stability control step in only rarely. When they’re set to Sport or Sport+, BMW says the M850i “exhibits agility and a pronounced rear-end focus”.

The UK’s

the rest of their colleagues showing the world exactly what they’re capable of. Having driven a development car as quickly as I dared along the spectacular B4501, I can tell you they are capable of remarkable things. There is still a little fine-tuning and refinement work to be done, but the M850i already feels expertly judged. The ride quality is very good, even over rough patches of road, striking a fine balance between pliancy and composure. There is actually enough control and

roads are often precision in Comfort is unnecessarily narrower, bumpier and suspension mode sharp right now and more undulating than that you can whip the electronically Continental roads, posing the M850i along a assisted steering is a specific challenge for winding Snowdonia perhaps not the most chassis engineers. road at huge speed and intuitive right away, have fun doing it, but by but it does at least allow switching into Sport+, you you to position the car get tighter control and sharper on the road precisely where responses. The firmest damper mode you want it. The four-wheel-drive has been tuned to work on the road system, however, is a triumph. At as well as the racetrack, so it isn’t road speeds, you simply aren’t aware hopelessly stiff. that the M850i drives both axles. The very top of the brake pedal It feels like a rear-driven car with

infinite traction. The 523bhp V8, meanwhile, is enormously strong and it sounds purposeful without being obnoxiously loud. There is no doubt a 911 is sharper and more engaging still and the S63 Coupé is even more luxurious. I am certain the M850i is more broadly capable than both, though. If BMW’s M division doesn’t pull out all the stops with the M8 – if it doesn’t produce a car of once-in-a-generation quality – it is in very real danger of being beaten at its own game. L

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YO U R V I E WS WRITE TO

autocar@haymarket.com Used and abused

LETTER OF THE WEEK

Alex Winter described how he bought an unsuitable car, wanted to trade it in after a month and was hit by a near £20k loss (Your Views, 14 March). This is a prime example of how the trade looks after its used car customers. Some years ago, when looking for the highly amusing Clio Sport, I approached a Renault main dealer and asked the salesman if he would let me know when one was traded in during the next six months. I had no car trade to in and would pay cash. He said no, because all trade-ins went to auction. These are then typically bought by dealers who operate from a barn on a farm, where they have no means of servicing or looking after cars. I have been to them.

Range Rover PHEV is 64g/km, on paper

I Mattin Via email

Benz on bends Surely we have the technology today that allows indicators to automatically operate when a vehicle begins to turn beyond a certain angle. Perhaps it is one for the next Mercedes-Benz S-Class model, which is famous for introducing new ideas. Stephen Ward Via email

Things that make you go mmmm The sound that comes to mind when I survey the Aston Martin Vantage is ‘mmmm’. First, the looks. The profile view is great and so is the rear, but the front, to my eyes, is a mess, and not befitting of the iconic Aston ‘statement grille’. In fact, it could be related to a 2008 Ford Focus RS Mk2’s front bumper. Disappointing on that score. More pertinent – to me at least – are the negatives that Matt Prior didn’t avoid in his narrative (First Drive, 11 April). Prior is a very balanced writer, as well as being a serious driver, but nearly every time he mentions the Vantage’s characteristics, the Porsche 911 seems to have the edge by comparison.

Paul wants new Focus ST to top 250bhp 64 AUTOCAR.CO.UK 2 MAY 2018

Get from A to B to Zzz

WIN Letter of the week wins this ValetPRO exterior protection and maintenance kit worth £48

Reading the article on Clearmotion’s suspension technology and Steve Cropley’s column on autonomous cars (Autocar, 11 April), one cannot help thinking that in the future cars will become multimodal transport. I for one would welcome a car with ‘office mode’ with a nice smooth ride and 5G access in a brightly lit environment. Or how about relaxation mode with massaging seats and mood lighting? Or sleep mode for longer drives where you can have relaxing background sounds and perhaps the suspension adjusted to a gentle rocking mode? Party mode with flashing lights and bass tube, anyone? The opportunities for full-on spirited driving in maximum attack mode are becoming increasingly limited so perhaps we need to look at how future cars can better fit our lifestyles. Dr Ma jid Kazmi Via email

The only conclusion for me is to keep my hand in my pocket and wait for the launch of the 992-generation 911 – which, by reference to previous model advances, should eclipse the 991, and possibly therefore the new Vantage. Philip Lunn Tunbridge Wells

the one in the Jaguar F-Type and that produces 163g/km. It is absolutely farcical that a car of this nature can qualify for a first-year vehicle excise duty of £25. Perhaps they should extend the WLTP cycle time used for testing a vehicle so that it has to run on after the EV part is no longer relevant.

The 64g/km question

John Williams Ruthin, North Wales

Could somebody please explain how the Range Rover PHEV can be awarded a CO2 emissions figure of 64g/km when the EV part lasts for only 31 miles and cannot be recharged during a journey without stopping to plug it in? On a trip of more than 31 miles, it is using a 294bhp engine similar to

I was interested to read about the fuel economy Richard Bremner is getting from your Ssangyong Rexton long-term test car (Our Cars, 11 April). I run a Range Rover Autobiography hybrid. Purchased new in September 2015, it was Range

Right on the money

Rover’s first attempt at a hybrid and isn’t a plug-in. It has now covered 28,000 miles and averages 33mpg locally. On a long run to the Cotswolds and back (230 miles return), I achieve 36-38mpg at motorway speeds, which I find impressive for such a large vehicle. I have owned a large number of vehicles over the years but I have to say the Range Rover is the best all-round transport of all of them. Chris Burrow Hertfordshire

The big band theory I wonder if Peter Norton took up your recommendation for his five-piece band (Readers’ Questions, 4 April). I play drums in a four-piece band and we use individual transport to get to gigs, but here’s a breakdown of the gear we use, and we’re not exactly ‘stadium showpiece’ efforts. My modest DW drum kit consists of bass, floor tom, rack toms, snare and a spare, cymbals and three cases of hardware. This fills the back of my Vauxhall Frontera SWB with the back seats removed. The bass player has a Fender bass plus amplifier; the rhythm guitar/vocalist has an acoustic guitar plus a solid electric instrument plus amplifier; the lead

The Vantage’s front end is a blight on the landscape, says Philip


LETTERS guitar man usually carries two guitars, a main amp, a spare to cover failures and a nice case for his foot switches and effects. In addition to this, we carry the PA amplifier, two PA speakers, two foldback speakers, two bags of cables, a small case for microphones and miscellaneous stands. Add four bodies, let alone five, and somehow I don’t think your Berlingo would be up to the task.

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 9 M AY

DRIVEN

Jack Cooper Via email

Power to the people I appreciate that full details of the next-generation Ford Focus ST are not fully confirmed yet but I can’t help being disappointed that the new model may only have 250bhp (see page 17). I’ve owned two Focus STs since 2013 (both petrol) and expected the new one to raise the game. To release a new model with only the same power as the 2012 version doesn’t feel like progress when hot hatches from Hyundai, Seat and others offer at least 270-300bhp. Ford, you can do better than that. Paul Dove Via email

New Ford Fiesta ST

Hail and F-Pace

Mark Durston Sweet Shapwick, Somerset

Our favourite pocket rocket is back, complete with a three-cylinder turbocharged engine. Matt Saunders rates it C O M PA R I S O N

F E AT U R E

BMW M5 vs Alpina B5

Prodrive: what happened next

Who makes the best BMW supersaloon? Andrew Frankel referees

From Le Mans-winning Astons to hybrid Ford Transit vans

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Porsche Cayman GTS

Mercedes G-Class

Land Rover Discovery

BMW M2 Competition rival runs the road test gauntlet

Our verdict on the off-road icon completely reinvented for 2018

Our time with the fifth-gen Disco is up. Matt Prior gives his final thoughts

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CONTENTS SUBJECT TO CHANGE

I have been a great admirer of Jaguar’s progress over the past few years, but I feel distressed by the company’s current TV advertisement. It features one lady snugly ensconced in her Jaguar F-Pace in pouring rain, probably at a school or village fête, selling a less fortunate lady (exposed to the pouring rain) a cup cake. The lady in the rain is obviously seeking shelter, but rather than offering shelter, the F-Pace lady politely asks her to move away from the window as an uncomfortable draft is entering her snug environment. She then raises the window, once more ensconced. What am I missing? What is this ‘edge’ Jaguar is endeavouring to convey that it assumes its customers seek?


O U R CA RS F E AT U R E D T H I S W E E K

AUDI TT

BMW M5

HYUNDAI i30 N

SKODA KODIAQ

SKODA OCTAVIA vRS

TOYOTA PRIUS

BMW M5 We rate the new M5 as best in class. Will we think the same after three months with it? FIRST REPORT WHY WE ’ R E RU N N I N G IT To ascertain if so much power and fourwheel drive are assets or unnecessary excess. And, well, because it’s an M5…

can’t remember a car that has been busier on its arrival on the Autocar long-term test fleet than the new BMW M5. With decent reason, I suppose: it’s a new M5. They are rare, and we want to see, as quickly as possible, just how good they are. From the moment it was collected from north Wales, the M5 was being used in a group test alongside a Mercedes-AMG E63 S and a Cadillac CTS-V. It won. Then it was videoed

I

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alongside an E63 with two different testers – me included. It won again. (Albeit with a lot of love for the AMG, I’ll be honest.) Since then, we’ve videoed it alongside an Alpina B5, we’ve penned in a day when it’s free to be photographed alongside the B5 for a written feature and, just two weeks ago on these pages, it was subjected to a full Autocar road test. Four and a half stars, my lovely. Four minor demerits; otherwise spot on. Some of the highlights, then? The 592bhp four-wheel-drive 4.4-litre V8 saloon hits 60mph from rest in 3.3sec. Then there’s the 7.5sec it takes to reach 100mph, a standing quarter mile in 11.5sec at 125.1mph and a standing kilometre in 20.8sec at 159.1mph. Even over a standing kilometre, then, the M5 is no more

than seven-tenths behind a Ferrari 458 Speciale. It’s that fast. Comfortable, too, though, for the most part. Our road test noted a slightly jittery ride on occasion and, mostly, I’m inclined to agree. If terrific body control is the trade-off, though, and presumably there has to be some kind of compromise in a 1940kg car that has to be an executive saloon and yet is also trying to be a sport car with supercar power, then I suppose that’s the rub. What I can tell you is that I can’t think of another car that, when it comes to trying to be both engaging/sporty, and yet also luxurious/comfy, is so complete in its dynamic make-up. Inside, it’s everything a 5 Series is too. It’ll seat five in great comfort plus has a 530-litre boot behind

them, with a can of foam beneath the boot floor in case you get a puncture because the M5 doesn’t have run-flat tyres. Which is one reason why, I suspect, the M has such a bewildering array of dynamic capabilities and why the Alpina B5 – spoiler alert – doesn’t ride night and day better, which is usually one of an Alpina’s great traits. You can slacken off the M5’s suspension, plus its other attributes – powertrain, gearbox, steering weight – to a bewildering degree too. On the centre console by the gearlever – on which itself are three modes for upshift timing – you can select which damper modes, engine response, transmission response and steering weight you want. Or you can select from pre-programmed variants. Or


M5 feels a big car on such narrow roads but it covers ground fast

`

I can’t remember a car that has been busier on its arrival on our fleet than the new M5 a

Twin-turbocharged 4.4-litre V8 engine puts out a mighty 592bhp and 553lb ft

you can pick your own set-up, and programme that into two discreet red levers on the steering wheel. That’s what I’ve done. On the left lever is full comfort on everything.

SECOND OPINION I love this car. I struggled at first to see why a 5 Series needed to be so hardcore but, after 400 miles, I just couldn’t get enough of its near-supercar steering and body control, plus its intoxicating acceleration, given the practical package and effortless delivery. Brilliant! SC

pea under 20 mattresses and 20 feather-beds and I could still feel it at night! Anyway, that’s part of the Comfort pack, which our road test reckoned was a good idea to spec, unlike the Premium pack. I agree: the M5 has a carbonfibre roof to reduce weight and make it lower, so t Prior likes the comfor I’d steer clear of too many and engagement – and options – like the Premium rim el the heated whe pack’s soft-close doors – which add the kilos again. Carbon-ceramic brakes On the right is full angry on also made the list, at £7495, and an M everything, stability control Sports exhaust, at £1100. The brake disengaged, and a transmission package is probably what gives a that’s in rear-wheel-drive mode. slightly over-sensitive pedal at times Sometimes I flit between these and – we’ll see if that improves with select other things, as I get used to miles – and the ’zorst adds a welcome the car. But mostly I realise I’m doing edge to the turbocharged motor, it for experience and novelty. Were it which otherwise resorts to relatively mine, I suspect I’d just rely on those convincing speaker augmentation two particular set-ups. for some of its excitement. There are lots of other things Aural excitement, anyway. It to get used to and get your head relies on deploying 592bhp in great around, too, in part thanks to a raft of unhurried strides to deliver the options that includes one of my other visceral excitement. The engine favourite steering wheel buttons: a is terrific. Less overtly V8ish than heated wheel rim. an AMG it might be, but there’s no I do like a heated steering wheel. arguing with the amount of oomph it And the other day, somebody left a provides, or how it delivers it through

the eight-speed automatic. It’s even capable, if you’re careful, of 28mpg, although 23mpg is more likely, and 7.5mpg is possible on a track. I suppose owners don’t take M5s there that often, although they should, because it’s a great way to find out that BMW’s new supersaloon is unsurpassed in its dynamic abilities. I’m looking forward to exploring those more, as we find many, many more jobs for the M5 to do. MATT PRIOR

TEST DATA BMW M5 Price new £87,940 Price as tested £101,900 Options Premium package (including soft-close doors, massage seats, ceramic finish for controls) £1995, Comfort package (including steering wheel heating, seat heating all round) £1195, M Sports exhaust £1100, carbonfibre engine cover £1025, carbon-ceramic brakes £7495, M seatbelts £260, carbonfibre/aluminium-look trim £495, Apple CarPlay £235, online entertainment £160 Economy 23.3mpg Faults None Expenses None

OWN ONE? SHARE YOUR EXPERIENCE matt.prior@haymarket.com 2 MAY 2018 AUTOCAR.CO.UK 67


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$335 29('


OUR CARS

SKODA OCTAVIA vRS We’ve yet to find a scenario that fazes this automotive equivalent of a smartphone MILEAGE 6851 WHY WE ’ R E RU N N I N G IT It’s the first in a two-parter: diesel vRS for three months, petrol vRS for three months. Which makes the better buy?

ou’ve just landed at Gatwick airport on a soggy, misty evening in March. Your flight was delayed by a couple of hours and you still have 140 miles to drive home. You’re moody and irritable. It’s at times like these that all you want from your car is comfort, a level of effortlessness, plenty of fuel range – there are few things more frustrating than having to stop at a fuel station when all you want is to get home – and for the Bluetooth to just work. That’s exactly what the Octavia vRS does so well. As I said in the first report (Autocar, 4 April), it’s an undemanding car. The seats are comfortable and supportive in all the right places, the ride is composed enough, it’ll do around

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LOVE IT E A SY I N FOTAI N M E NT Lots of car infotainment systems are baffling and tricky to navigate, but the Skoda’s is as clear as day. Its screen icons are usefully big too.

LOATHE IT I N S I STE NT WARN I N G When the windscreen washer fluid level is low, the warning chime goes off every few minutes. Very annoying.

Is four-wheel drive worth the money? Infotainment is first rate 450 miles between fuel stops and the infotainment stuff is all pretty much faultless. It also has enough accelerative punch to nip through traffic in town and overtake slower vehicles out on the open road, and it’ll return 40-something miles per gallon almost regardless of how hard you drive it. Now, there are lots of cars at this price point that do all of the above. The list of cars that do all of the above and also make you grin when you start giving the tyres some pain on a B-road, though, is an awful lot shorter. The vRS, I suppose, is all about breadth of ability. Let’s be real, though: it’s no Volkswagen Golf R on a country road. It feels heavier, less agile and slower. The damping isn’t as brilliantly resolved and the steering not quite as sharp. What’s important, though, is that its chassis has enough substance about it that it doesn’t collapse huffily

into a mess of understeer and comedy body roll on a twisty road. It holds itself together, which means you can have fun punting it along. You can also cover ground at a decent pace. I don’t think that particular set of attributes will ever make you really fall for a car. That sort of car is like a good smartphone: you respect it because it makes your life easier. I’ve been wondering if this car’s four-wheel-drive system is actually worthwhile. You’ll pay a £1490 premium over the front-wheel-drive model for it. Sometimes, I think the 4x4 vRS really is the better car, like when pulling out onto a fast-flowing, wet roundabout. The two-wheeldrive car would either trigger its traction control and not go very far, or light up its front wheels and miss the gap in the traffic altogether. This model, though, leaps forward without any fuss or hesitation, so you need only a narrow gap in the flow of

cars to get yourself moving again. That, of course, is a very specific scenario. The rest of the time, I’m simply not aware the car is fourwheel drive. Several weeks ago, however, when the vRS had only recently arrived with me and the not-so-fearsome Beast from the East was due to cover much of the UK in a blanket of snow, I cancelled all prior arrangements and instead used the Skoda to get from Bristol to Heathrow airport. The flight was an extremely important one that I absolutely couldn’t miss (two weeks in the sun, you see). As it happened, the snow didn’t actually arrive until the day after I flew, but the sense of security meant the journey was much less fraught than it might have been. Of course, that sense of security might well have been a false one because the vRS was not on winter tyres. But it made me think: a four-wheel-drive Octavia vRS with winter rubber would be pretty much perfect for the UK in our colder months. It would be sure-footed on a wet or cold road, and it would cope with a decent snow dump too. DAN PROSSER

TEST DATA S KO DA OC TAVIA 2 .0 TD I 18 4 PS V RS 4X4 DSG Price £28,200 Price as tested £33,205 Faults None Expenses None Economy 43.5mpg Last seen 18.4.18

OWN ONE? SHARE YOUR EXPERIENCE autocar@haymarket.com 2 MAY 2018 AUTOCAR.CO.UK 69


70 AUTOCAR.CO.UK 02 MAY 2018


OUR CARS

Skoda Kodiaq MILEAGE 10,231

TOYOTA PRIUS PLUG-IN Three weeks’ hard graft as a family car in a city: how did it cope? MILEAGE 11,130 WHY WE ’ R E RU N N I N G IT Is it a logical next step towards full electrification or an expensive distraction? Few cars intrigue more

hile driving an electrified car requires some significant changes to your motoring life – getting out and wrestling with a whacking great cable as you plug it in being the most significant – there are also many more subtle aspects that creep up on you. I reckon all of them are positives, as three weeks and more than 1000 miles in the Prius reiterated recently. There’s the way, for instance, that chasing good economy scores suddenly becomes an unconscious goal. In the case of our plug-in hybrid, that principally meant keeping the mpg figure as high as possible, as well as gaming the car’s own scores that it awards for your acceleration, braking and general progress. In time, that turned into more conscious efforts to do better, be it flicking between electric and engine modes for maximum efficiency at different points of a journey (electric in town, engine on the motorway, essentially). The inevitable outcome is a more relaxed, less stressful

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LOVE IT TO M O R ROW ’ S WO R LD Proof that our motoring futures are going to be as interesting as ever.

LOATHE IT CLOCK WO RK A month on from BST, I still can’t work out how to change the clock.

Hand luggage only, yet it’s still a squeeze driving experience: there’s the silence in electric mode, plus the knock-on benefits of trying to go about your way as smoothly and delicately as possible. To my utter surprise, one weekend, that manifested itself into a trip to Hyde Park for my son and myself. Normally, I’d do anything to avoid driving into central London. It’s a 12-mile trip that feels like it has been a success if it takes an hour. But this time, I didn’t object: I went with the flow – there and back on pure electric, enjoying the conversation, enjoying the travel. The only pity was that the car parking in Mayfair swiftly eradicated any financial savings we’d made on fuel, and more. But while down in the dungeons of the underground car park, surrounded by an array of pioneering classics that would put many a museum to shame, it did strike me that the Prius is likely as groundbreaking as many of them, if unlikely to be remembered by history as fondly. Unlike its neighbours, its beauty is (quite definitely) not on the outside, but rather in its hybrid technology. Given that most journeys are less than 100 miles, for most people, most of the time, this is a genuine 100mpg-plus car.

Likewise, anyone I gave a lift too was wowed, not just by the technology but also by the interior, and especially the dashboard layout. That came as quite a shock as, to my eyes, it’s all a bit busy and at the upper end of the plasticky materials parts pool. But everyday motorists were beguiled by the sweeping dash and its array of readouts, sucked in, I suspect, by the emotions of travelling on electricity. It’s not without faults, though. Later that same week, a family holiday necessitated a trip to Gatwick four-up, with luggage. EasyJet being EasyJet and me being tight, we were restricted to hand luggage only, but still our bags more than filled the boot, its space greatly reduced by the batteries that lie beneath. No doubt batteries will reduce in size in time but, for now, this compromise almost certainly wipes out its credentials as a family car. That’s a shame because – for all that critics will rightly point at the asking price, which starts from an eye-watering £29,195 (but remember the potential tax, fuel and Congestion Charge savings) – this is a very fine car indeed. More than that, though, living with it has proven to me beyond doubt that plug-in tech works.

LAST SEEN 18.4.18

When there’s a family event among the Autocar team, it’s the Kodiaq they turn to. For no-nonsense family transport – and especially with seven seats – no car on our fleet comes close to it. Most recently, that meant a trip to a bowling alley for consulting editor Tom Evans and his daughter’s birthday party posse. Whichever of the three rows they were seated in, all noted they travelled in comfort. JH

Audi TT RS MILEAGE 7855

LAST SEEN 18.4.18

Previously, Audi’s lane assist function was useless. The TT we ran a few years ago would pogo endlessly between white lines, if it recognised them at all. Now, though, it’ll steer our TT almost faultlessly with no input from you whatsoever. But only for 12sec. Then it’ll insist you get back to work. Which does make you wonder what the point is… NC

Hyundai i30 N

JIM HOLDER

TEST DATA T OYO TA P R I U S P L U G - I N BUSINESS EDITION PLUS Price £33,195 (less £2500 government grant) Price as tested £33,990 (£31,490 with grant) Faults None Expenses None Economy 89.8mpg Last seen 18.4.18

OWN ONE? SHARE YOUR EXPERIENCE jim.holder@haymarket.com

MILEAGE 3455

LAST SEEN 18.4.18

As someone with minor OCD, there are two quirks on the i30 N I struggle with. When the headlight stalk control is set to ‘auto’, it isn’t quite flush. And the digital and analogue speedometers don’t tally: there’s, give or take, 4mph between them. Small details, though. Overall, the i30 N continues to be a usable, well-rounded and enjoyable car. RB

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What to buy, where to buy it and how much to pay

USED CARS W H A T WS TE ALMO T B O U G HE E K T H IS W

M E RCE D ES - B E NZ CL600 This V12-powered coupé was once the preserve of the insanely rich but is now the same money as a new city car. However, there will be big bills if anything goes wrong. Check the lights in the instrument cluster still work, watch out for coil packs and make sure the air suspension maintains the normal ride height overnight.

James Ruppert THE HIGH PRIEST OF BANGERNOMICS

Aston Vantage from 2014 with 12,000 miles was £58,950

SUPERMARKET SWEEP Car supermarkets are dull, right? Wrong. Aston, anyone? ar supermarkets. I’ve been on an awful lot of their windswept, cold, dank and often unforgiving expanses of concrete and despair. Never mind, because some now have half-decent showrooms tacked onto them. More important, you can uncover rather interesting buys. The supermarket downsides are that the prices are not usually negotiable and they add one of those rather annoying admin fees, which bumps the price up. Test drives could be a bit of an issue in the old days and they can still be a tad sticky because there are just not enough staff about to cope. But otherwise, take a look around at what’s on offer from these clearing houses. You might just come across exotica as I did and, yes, it was local enough to me to take a closer look. It was not the largest supermarket in the world but it did have an Aston Martin Vantage. It was a 2014 model with 12,000 miles and was up for a not unreasonable £58,950. Oh, plus their admin fee of £149, for the pleasure of buying from them. There is a threemonth/3000-mile guarantee in the price and you might want to get an independent one after that. So that was a good start to my hunt. I stayed within the group locator and – what do you know? – a Tesla popped up. A 2015 Model S with 15,000 miles under its batterypowered wheels. The asking price was £48,999, plus £149, of course. I think that premium electric car

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prices are in a bit of a bubble, so I wouldn’t commit that much, but I am sure someone will because it is barely run-in. Then I went to Leeds and found an Audi A1 that I did not know existed. That’s the thing about car supermarkets: you usually get long rows of identical models that are often quite depressing. So a 2011 A1 1.6 TDI Competition brings something to the party – namely, lots of scale-model rally-car graphics. The

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A 2015 Tesla Model S popped up. The asking price was £48,999 a

price was £9299, with 47,500 miles covered, and no apparent admin fee. Other unusual baggage included an Infiniti or two. A couple of 2016 Q70 2.2d Sport Navs were £19,299 with just over 28,000 miles. A neat option on this group’s website is that you can see the car inspection documents, which is handy – although for the model I was looking at, they still needed to be uploaded, as did some detail snaps to accompany the main picture. When it comes to the less exotic, I wasn’t sure the last time I had seen a Renault Laguna estate, but they had a 2011 one for a whopping £6500. This supermarket seemed to be insourcing stock from related dealers, but it wasn’t at all clear and that’s why you must always visit the supermarket and not rely on the web, however depressing it may be.

Car supermarket had an Audi A1 1.6 TDI Competition


TA L E S F R O M R U P P E R T ’ S GA R AG E

READERS’ QUESTIONS

My neighbour is looking to offload his Saab 9-3 2.0 T Aero Convertible. I’m sorely tempted, but does the demise of the brand mean sourcing parts will be a nightmare? QUESTION

MILE AGE 81,500

VOLKSWAGEN POLO Farewell, then, to the toy car, which never let us down. It ate a few tyres but otherwise cost us nothing apart from the usual consumables and MOT tests. Here is the bottom line: it cost us £5000 four years ago from a dealer. We sold it for £3000, which means it cost us £500 a year. That is pretty spectacular value. Yes, we could have bought something for a grand and then spent a fortune keeping it on the straight and narrow. This was much better. It will be hard to replace, but we have. Details to follow very soon.

Jason Foulds, Ipswich It shouldn’t do. Parts production was restarted at the Saab factory ANSWER in 2013 and a range of 74,000 genuine parts is now available. There are plenty of non-genuine parts suppliers catering for Saabs, too, so unless you’re seeking something particularly niche, you shouldn’t have any trouble. AR

BA N G E R PE D I A

How much would QUESTION a Volkswagen Phaeton cost me to run? Is it like repairing a Bentley? Michael Robinson, Kendal

C is for Civic Civic buyers are nice, responsible people who know a reliable, well-built car when they choose one, even if the styling is a little bland. It’s a no-brainer buy, because it will never, ever let you down. Build quality is generally superb and reliability pretty

SEND YOUR USED CAR TALES TO

much unquestioned by the vast majority of owners. All round, it’s a very safe set of wheels to buy and run. There is a lot to be said for owning a car that won’t cause you any hassle. Interestingly, the Civic can also deliver just a little bit more than basic transportation.

It isn’t quite as costly as running a Bentley, but it still won’t be cheap. ANSWER Fuel consumption is high and some parts costs are eye-watering, plus there are long labour times and complex electronics, so keeping one running is a wallet-bruising business. AR

james@bangernomics.com AND READERS' QUESTIONS TO autocar@haymarket.com 2 MAY 2018 AUTOCAR.CO.UK 73


W H Y YO U N E E D A U S E D

HOT Get the 2.5- or 4.0-litre engine up to running temperature and check for oil leaks

JEEP WRANGLER I N YO U R L I FE

A DIAMOND IN THE ROUGH A Jeep Wrangler has the sparkling off-road ability to match its old-school looks and hardcore reputation. John Evans explains how to pick a good one from £5000 up here’s an all-new Wrangler coming to these shores next year. It looks a lot like the old one but, even more important, like the one before that. It’s a good time, then, to consider this most ancient version, the well-regarded Wrangler TJ, from 1996 to 2006. In fact, Autocar ran one – a Sahara 4.0 – as a long-term test car and, its lazy power delivery and bouncy ride notwithstanding, what fun we had. Today, prices start at £5000. As ever, when you’re talking about motors as old as 22 years, condition is everything, which is why you’ll find there’s little relationship between price and vehicle age. That said, be wary of ‘Defender inflation’ – the tendency for sellers

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74 AUTOCAR.CO.UK 2 MAY 2018

to ask a bit more, since what else is there? Unless you know your quality Wrangler aftermarket kit from Far Eastern rubbish, favour an original and unmolested example over the many modified ones out there too. The majority of Wranglers are 174bhp 4.0-litre models, most of them in ‘upmarket’ Sahara trim, with a sprinkling of cheaper Sport versions for good measure. The 4.0-litre is a straight six petrol unit with few issues, so long as it has been looked after. It suits the Wrangler, especially off road. Because it has to work harder, the 122bhp 2.5-litre four-cylinder petrol engine can be more troublesome. Check for bottom-end noises and a leaky water pump. (The water pump is an issue on both engines.) One thing

in the 2.5’s favour is its better fuel economy. If you have no plans to go off road, it could be the one to choose. Worried about high mileage? In the US, Wranglers rack up a quarter of a million without breaking a sweat. The model has selectable fourwheel drive, with a choice of high and low ratios. The transfer ’box can seize up if four-wheel drive isn’t regularly selected, so ensure it engages smoothly. Check for noisy diffs and worn universal joints causing shunting too. The standard gearbox is a five-speed manual (the 4.0-litre got an uprated unit in 2000) but there’s also a rare fourspeed automatic. It needs the correct transmission fluid so feel for lumpy changes and excessive slipping. The Wrangler is an old-school

body-on-frame mud-plugger so the first thing you want to see is a long MOT suggesting the ladder chassis is in robust health, although expect surface corrosion on this and the Dana 44 rear axle. The galvanised body sits on coil springs. They might be a bit saggy but that’s no problem if you plan some off-roading adventures since you’ll want to fit a lifting kit anyway. Out of the box, the steering was hardly crisp, but if it’s seriously vague, suspect worn ball joints. The Sport had a soft-top and the Sahara a removable hard-top. Check both fit snugly, and look for signs of damp on the seats and floor. All good? Then have a go. It may not be the latest JL but a well-bought TJ will put just as wide a smile on your face, for a fraction of the price.


USED CARS H O W T O G E T O N E I N YO U R GA R AG E

Wrangler cabins stand use well but check for abuse

Buyer beware… DID YOU KNOW? The first Jeeps to be sold to private individuals were known as CJs – short for Civilian Jeep.

It’s highly capable. The 4.0 is better if you plan off-roading

Q E N G I N E The 4.0-litre is prone to water pump issues so check for leaks. While you’re there, look for oil leaks from the engine’s rear main seal and crankcase vents on top of the valve cover. Pre2000 4.0-litre engines can suffer a cracked exhaust manifold. The 2.5 has quite a small oil capacity. Under sudden heavy braking, it can suck air into the sump, leading to big-end and con-rod failure. Distributor bearings can wear on both engines. Inspect the radiator seams for leaks and the condition of the plastic tank caps. Q T R A N S M I S S I O N The Belleville spring washer that tensions the clutch plates in the rear diff can crack, making the diff noisy. Check by turning the car on full lock and feeling for a judder. The diff fluid needs to be original equipment with a special additive that prevents the plates drying and grinding. Early fivespeed ’boxes can suffer synchro issues.

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The 4.0-litre six-pot has few issues, so long as it has been looked after. It suits the Wrangler

aren’t as well rust-proofed as official UK cars and their chassis can rot.

Also worth knowing The Wrangler death wobble. This well-known condition describes the alarming behaviour of the TJ’s front axle when the suspension is all out of shape. Poor alignment, unbalanced tyres, worn ball joints, a loose anti-roll bar – each or all can cause the axle to wobble violently as you drive. It’s worse if the car has been raised.

How much to spend £5 0 0 0 - £6 9 9 5 Up to 2000-reg Sahara 4.0 hard- and soft-tops with about 100k miles, some with full service histories, and mostly manuals; others tatty, trading on image. £70 0 0 - £79 95 Lower-mileage pre-2000 Sahara 4.0 manuals, plus early-2000s 4.0 Sports. £8000 - £8995 More 2001-reg Sahara and Sport 4.0s plus the occasional 2.5, all with around 70k miles. £9 0 0 0 - £ 1 0 , 4 9 5 Tidy late-1990s and mid-2000s 4.0 manuals and autos with 50k-70k miles. £10,500 AN D ABOVE Low-mileage early to mid-2000s Sahara 4.0s.

Q S U S P E N S I O N Coil springs can sag. It’s cheaper to fit new radius arms than replace their worn bushes. Check for play in the ball joints at the end of the Panhard rods.

One we found

Q B O DY With the exception of the separate, bolt-on front wings, the galvanised body is generally rust-free. The chassis should show only surface corrosion and nothing worse, although the rear portion of the frame can suffer, as can the rear axle. Some parallel imports

J E E P W R A N G L E R SA H A R A 4 .O 1 9 9 8 /S , 1 0 8 K M I L E S , £6 4 9 5 This Wrangler has full service history. Its interior is unmarked and it is described as “outstanding for its age”, but since it’s 20 years old, that could mean anything. It’s totally original, so no risk of unseen bodgery, but check the clutch because it has a tow hook.

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Thanks to Chris Bashall (surreyoff-road.com)

An expert’s view CHRIS BASHALL , SURREY O F F - R OA D S P E C I A L I S T S “Assuming both vehicles are in standard trim, a Land Rover 90 will beat a Wrangler TJ off road. The Jeep’s ground clearance just isn’t great enough and you can easily wallop the fuel tank. However, raise it a couple of inches with a good lifting kit such as ARB’s Old Man Emu and fit 31in tyres, and they’re more evenly matched. Being smaller and more agile, a well-prepared TJ will beat the later Wrangler JK as well. If you’re looking at a modified one, check it’s quality kit and that it has been fitted properly.”


BUY THEM BEFORE WE DO

POCKETSIZED SMILE MAKER

Suzuki Swift Sport £10,000 he saucy Suzuki Swift Sport is an entertaining little rascal that we’ve always had a soft spot for. It has belligerently bucked the turbocharged, small-capacity engine trend and proudly flown the flag for natural aspiration. But the next Swift Sport will be getting a turbo. Shame. The sensible stuff first. The boot is small and the rear seats are best suited to young children, but then

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this isn’t a very big car. It’s a wellequipped one, though, with all the mod cons such as climate control, satnav, cruise control and a DAB radio. None of this makes it go faster, but it’s welcome in a sensible commuter car. When you do escape the urban sprawl, there’s a naturally aspirated 1.6-litre petrol motor that thrives on revs and it’s paired with a slick six-speed manual gearbox to enable you to keep it near the redline. The

ENDURING CONTINENT CRUSHER

WILD CARD

BMW 635CSi

Swift Sport has a firm ride, but then the word ‘Sport’ is emblazoned on the back so you were warned about this. It never becomes uncomfortable, mind, and it does help to keep body roll in control. The tyres stick tenaciously to the road surface, meaning that you’ll need a good yank of the handbrake to really get the tail to step out of line. In other words, you can enjoy throwing the car around without fear of it biting back.

ALL-YEARROUND SUN CATCHER

£12,960

Saab 900 Turbo Convertible £4296

A cheap BMW 6 Series is a rare thing these days, yet we managed to find this one being sold by a private individual for less than £13k. It has the big engine for lolloping across continents and the desirable automatic transmission, along with plenty of evidence of a sympathetic restoration.

If there is a convertible that’s ideally suited to Britain’s changeable weather, it’s the Saab 900. Built to deal with the very worst of Swedish winter, the 900 Convertible will have no trouble coping with a light rain shower. And the hood’s electric so you can quickly get your top off when the sun makes an appearance.

Volkswagen Caravelle

Peugeot 104

£39,500

£1995

This striking Volkswagen Caravelle looks like a strawberry creme on wheels thanks to its two-tone paint scheme. Everyone should be able to look – and feel – cool because there’s three-zone climate control, and indoor picnics for when the heavens open shouldn’t be an issue with its fold-out table inside.

Talking of sun, it’ll be out soon (if you haven’t been enjoying it already), so there’ll be another Festival of the Unexceptional and this Peugeot 104 is an ideal candidate. It needs some ‘light’ recommissioning to put it back on the road, but with only 45,000 miles on the clock and a tidy interior, it could be a winner.

PERFECT FESTIVAL GOER

For more like this, visit pistonheads.com/classifieds/used-cars

76 AUTOCAR.CO.UK 2 MAY 2018

All in, there is a lot to like about the Swift Sport. This one, plucked from PistonHeads, has covered fewer than 13,000 miles so far and therefore has plenty of life left in it. You’ll be able to thrash it with abandon without fear of it breaking, all courtesy of Suzuki’s well-deserved reputation for reliability. So if you’re interested in a small and fun little hot hatch, buy one now and revel in that naturally aspirated goodness.


USED CARS AU C T I O N WAT C H

CLASH OF THE CLASSIFIEDS U S E D C A R D E S K D O E S B AT T L E BRIEF

Fuel prices seem to be creeping up again, so could you two find me the fastest car you can for under £12k that can still achieve 40mpg?

RENAULT CARAVELLE You may have read about the James Hull collection auction in our 28 March issue, but this 1968 Renault Caravelle stood out as one of the few cars at the sale from a foreign manufacturer. Produced between 1958 and 1969, the Caravelle was a rear-engined two-seat convertible to rival the Volkswagen Karmann Ghia. The listing for this late model made no mention of the removable hard-top it would have had as standard but it did say it needed fettling to make it roadworthy; the £5400 it went for is rather strong money for something without an MOT and missing ultra-rare bits.

GET IT WHILE YOU CAN

Audi A5 3.0 TDI quattro £8795 There’s no poncing about with a dreary dolled-up executive saloon here. This A5 Coupé is a ferociously popular car that’s great to look at, fantastic to sit in, brilliant to drive (and 4WD, so no nasty surprises in the wet, and it’ll work on mud and snow, unlike the BMW), unceasingly reliable and fine value. It’s fast – 0-62mph in 5.9sec in my manual version – and, at 42.4mpg on the combined cycle, economical. And my full-service-history, two-owner car is well under budget. MARK PEARSON

BMW 335d Coupé £11,495 That Audi’s good but wouldn’t you rather the driver involvement of a BMW, Max? And not just any BMW: this 335d is in supercomfortable SE trim, with £6k of options. The cream leather interior’s the height of luxury and it’s an auto. Rear drive is, of course, where it’s at, and it has done 30k miles fewer than Mark’s car, backed by a full history. Plus there’s a claimed 42.8mpg and 0-60mph in 5.9sec. It’s a deeply tempting buy. ALEX ROBBINS VERDICT

Ford Focus 1.0 Ecoboost Titanium Price new £24,405. Price now £15,400 The new Ford Focus has just been announced, which means you can find some great deals on the existing one. We like the 1.0-litre Ecoboost petrol model for its blend of economy, decent performance and refinement. We also rate the tidy handling and superbly judged ride. Plus, Titanium spec gets you the bigger, 8.0in infotainment system. The boot might be a little on the small side, but we can forgive that for the near-£9000 saving off this almost new example, which has an automatic transmission, that we found on PistonHeads.

These two are so closely matched that I’ve had to award it on price. Because of how cheap it is, the Audi has to be this week’s winner. MAX ADAMS 2 MAY 2018 AUTOCAR.CO.UK 77


        

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A L FA R O M E O Giulia 4dr saloon AAAAB Quadrifoglio 190 4.5 9.2 3.2 10.3 2.57 503 443 38.7 34/49 Stelvio 5dr SUV AAABC 2.2D 210 Milano 134 6.8 20.6 7.0 7.3 3.01 207 347 41.3 38/50 4C 2dr coupé/convertible AAACC Spider 160 5.1 12.4 4.0 5.8 2.97 237 258 29.6 32/44

1580 29.3.17 1659

3.1.18

940

27.1.16

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

27/35

1610 29.8.13

ARIEL Atom 0dr open AAAAB V8 170 3.0 5.7 1.9 3.7 2.55 475 268 16.4 21/37 Nomad 0dr open AAAAA Nomad 125 4.5 12.7 3.9 7.7 3.10 235 221 26.7 —/—

650

10.8.11

735

24.6.15

ASTON MARTIN V8 Vantage 2dr coupé AAAAC GT8 190 4.6 10.4 3.6 6.1 2.6 440 361 25.3 19/29 DB11 2dr coupé AAAAB Launch Edition 200 4.0 8.4 3.0 10.1 2.6 600 516 46.2 24/34 Rapide 4dr saloon AAAAC Rapide S 190 5.3 11.3 4.3 8.3 3.03 550 457 33.6 19/23

1530 12.10.16 1910

21.9.16

1990 20.3.13

AU D I A1 3dr hatch AAAAC 1.4 TFSI Sport 126 8.4 22.4 8.9 12.8 2.2 S1 155 5.9 14.4 5.2 5.4 2.6 A3 3dr/5dr hatch AAAAC 2.0 TDI Sport 134 8.9 25.9 11.4 10.8 2.7 S’back e-tron 138 7.9 20.9 6.6 8.5 3.0 RS3 Saloon 155 4.0 9.9 3.5 9.0 2.7 A4 4dr saloon/5dr estate AAAAC 2.0 TDI S line 147 8.4 22.2 7.3 11.2 3.1 RS4 Avant 155 4.0 9.6 3.5 11.0 3.0 A5 2dr coupé/convertible AAABC S5 155 4.9 11.7 4.4 9.7 3.0 A5 Sportback 4dr saloon AAABC 2.0 TFSI S line 155 5.7 15.1 5.3 17.2 2.5 A6 4dr saloon/5dr estate AAAAC 3.0 TDI SE 155 7.2 20.3 6.4 3.9 2.9 RS6 Avant 155 3.7 8.7 3.1 12.8 2.4 A7 Sportback 4dr saloon AAAAC 3.0 V6 TDI 155 6.7 18.7 6.5 *4.0 2.8 TT 2dr coupé/convertible AAAAC 2.0 TFSI S-line 155 6.6 14.5 5.0 6.5 2.5 RS 155 3.6 8.4 3.0 7.8 2.7 Q2 5dr SUV AAABC 1.4 TFSI Sport 132 8.1 23.9 8.2 9.8 2.7 Q3 5dr SUV AAABC 2.0 TDI SE 132 8.3 25.5 8.1 *11.5 2.7 RS 155 5.0 12.6 4.5 8.3 2.8 Q5 5dr SUV AAAAC 2.0 TDI S line 135 8.3 26.4 8.5 14.7 3.1 SQ5 quattro 155 5.5 13.7 5.0 11.1 2.6 Q7 5dr SUV AAAAC 3.0 TDI S line 145 6.2 17.6 6.2 *3.8 — SQ7 4.0 TDI 155 5.1 12.6 4.4 7.0 2.9 R8 2dr coupé AAAAC V10 Plus 205 3.1 6.7 2.6 5.7 2.8

1165 10.11.10 1390 28.5.14

148 236 30 48/59 201 258 30.7 45/49 394 354 33.7 29/35

1355 26.9.12 1540 31.12.14 1515 6.9.17

Veyron 2dr coupé AAAAB Super Sport 268 2.6 5.0 1.7

187 295 37.1 45/50 444 443 38.4 24/37

1940 4.11.15 1790 14.2.18

Seven 2dr roadster AAAAC 160 100 8.4 — 8.7 7.6 4.8 80 79 16.7 620S 145 3.8 9.2 3.2 5.7 2.7 310 219 21.2

349 369 40.5 26/33

1615

11.1.17

249 273 42.2 30/41

1535

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

1805 19.10.11 2010 3.7.13

241 369 42.9 31/40

1940

227 273 30.1 394 354 35.1

1305 26.11.14 1440 7.12.16

29/35 27/37

148 184 29.4 45/56

1265

8.3.17

9.2.11

9.11.16

175 280 35.8 33/46 306 310 32.4 32.4

1710 1655

16.11.11 1.1.14

187 295 42.0 37/43 349 369 45.2 26/32

1770 15.3.17 1870 21.6.17

268 443 47.6 32/36 429 664 47.6 24/38

2245 12.8.15 2330 26.10.16

602 413 26.8 15/23

1555 30.12.15

626 664 52.4 20/26

2244 2.5.18

616 590 44.5 18/26

2475

7.8.13

505 752 44.8 18/21

2745

21.9.11

600 664 48.2 20/25 429 664 48.7 29/39

2440 18.5.16 2499 5.4.17

BMW 1 Series 3dr/5dr hatch AAABC 116d ED Plus 124 10.2 30.0 10.0 17.3 — 114 2 Series 3dr coupé/convertible AAAAB 220d SE 143 7.8 20.9 7.3 8.8 2.9 181 220d C’vble 140 8.5 24.7 8.4 9.0 2.1 187 M235i 155 6.3 14.7 5.7 5.4 2.7 322 M2 155 4.4 10.3 3.6 6.2 2.6 365 2 Series Active Tourer 5dr MPV AAAAC 218d Luxury 129 8.9 26.5 8.7 12.1 3.0 148

199 37.7 54/60

1395 27.5.15

280 295 332 343

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

1450 19.3.14 1610 1.4.15 1530 23.4.14 1595 15.6.16

243 40.4 42/56

1450 24.12.14

39.6 34.5 28.1 33.7

41/57 43/54 40/47

TEST DATE

1535 22.2.12 1735 21.11.12 1660 4.10.17

28/37 29/36

1585 18.9.13 1585 9.7.14

40/52 22/28

1635 31.5.17 1855 18.4.18

40/54

1880

8.11.17

40/49

1795

11.11.15

294wh/m 1385 21.2.18 50/40

1560

43/49

1625 14.10.15

37/49

1825

17.9.14

1895 27.8.14

28/34 21/26

2265 13.11.13 2350 13.5.15

1995

2.3.11

C AT E R H A M 39/45 25/29

490 20.11.13 610 9.3.16

CHEVROLET Camaro 2dr coupé AAAAC 6.2 V8 155 5.6 12.4 4.5 12.2 2.7 426 419 43.3 23/29 Corvette 2dr coupé AAAAC Stingray 181 4.4 9.4 3.3 11.7 2.3 460 465 48.4 22/33

TEST DATE

Weight (kg)

Mpg test/touring

Mph/1000rpm

Torque (lb ft)

Power (bhp)

Braking 60-0mph

50-70mph

30-70mph

i10 5dr hatch AAABC 1.0 SE 96 14.7 — 16.2 19.9 i20 5dr hatch AAAAC 1.4 SE 114 12.2 42.4 12.1 17.3 i30 5dr hatch/estate AAABC i30 N 155 6.4 14.8 5.6 6.1 1.4 Premium SE 129 9.5 28.9 9.7 10.9 i40 5dr estate AAABC 1.7 CRDi 118 12.2 41.4 12.5 12.3 Santa Fe 5dr SUV AAAAC 2.2 CRDi 118 9.0 27.6 9.2 *5.5

27

109 151

27.5 35/39

187 36.1

47/62

47/62

148 273 34.7 44/52

1175 20.6.12 1539 8.10.14

1050 28.12.16 1159

7.3.18

1225

16.7.14

1430 27.11.13

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

79

20.3 32/38

941

27.2.13

DS 3 5dr hatch AAABC BlueHDi 120 118 9.9 32.2 9.4 11.1 3.1 118 4 Crossback 5dr hatch AAACC BlueHDi 120 117 12.0 48.8 12.3 18.0 2.9 118 5 5dr hatch AAABC 2.0 HDi 160 134 9.1 26.5 8.7 11.0 2.9 161

210 36.4 59/67

1150 23.3.16

221 36.7 49/50

1290

251 40.1

1660 18.4.12

42/55

6.1.16

FERRARI

1343 28.1.15 1599 4.5.16

258 39.5 44/46

1725 26.8.15

236 26.7 40/45

1785

6.8.14

258 38

1597

14.1.15

53/56

391 35.1

19/25

1720 24.2.16

151

39/48

1384

251 31.6

34/39

1707 13.3.13

332 37

36/39

1949 27.7.16

28

3.9.14

2.7 180 177 26.6 39/49

1357

2.8 316 295 25.4 29/43

1380 25.10.17

2.5 148 258 32.4 36/45

1806 24.10.12

2.9 174

221 na

221 34.4 56/57

118

51/72** 1872

2.7 573 476 35.8 25/32

1324

19.4.17

12.7.17 16.9.15

1725 5.10.16

2.9 65

70

20.0 44/51

925

29.1.14

3.0 99

99

21.8

1060

7.1.14

43/54

3.1 271 260 27.4 31/43 2.7 138 178 28.1 39/49

1478 27.12.17 1423 13.9.17

2.9 114

1555

7.9.11

1940

19.9.12

192 29.4 44/51

2.7 194 311

37.5 36/43

INFINITI 1436 17.2.16 1750

5.2.14

1896 25.2.15

JAG UAR F-Type 2dr convertible/3dr coupé AAAAB V8 S Convertible 186 4.0 9.4 3.4 8.0 2.8 488 460 V6 S Coupé 171 4.9 12.1 4.2 12.7 2.7 375 339 2.0 Coupé R-Dy 155 5.8 14.7 5.1 9.5 2.8 296 295 XF 4dr saloon AAAAB R-Sport 2.0 136 9.4 26.1 9.0 16.1 2.9 178 317 XE 4dr saloon AAAAB R-Sport 2.0 147 7.6 19.0 6.9 13.3 2.7 197 206 XJ 4dr saloon AAAAC 3.0d LWB 155 6.3 16.5 6.6 *3.6 2.7 271 443 E-Pace 5dr SUV AAABC D180 AWD SE 127 9.9 30.9 10.5 14 3.6 178 317 F-Pace 5dr SUV AAAAC 2.0d AWD 129 9.2 30.9 9.7 7.4 — 178 317

46.8 19/29 36.2 24/33 33.2 31/44

1655 12.6.13 1594 11.6.14 1640 22.11.17

44.1

1595 2.12.15

47/56

33.8 30/49

1530

1.7.15

43.5 28/36

1960

9.6.10

45.8 36/49

1843

11.4.18

41.3

1775

11.5.16

37/40

Renegade 5dr 4x4 AAABC 2.0 M’jet 4x4 L’d 113 10.8 37.6 11.2 10.0 3.5 138 258 34.0 41/53 Cherokee 5dr 4x4 AABCC 2.0 140 4x4 Ltd 117 12.3 43.4 13.0 13.8 2.7 138 258 34.7 39/43

1502 28.10.15 1846 24.6.14

KIA Stinger 4dr saloon AAABC 2.0 T-GDI GT-L S 149 7.4 18.2 6.4 Rio 5dr hatch AAABC 1.0 T-GDI 3 Eco 115 10.0 37.0 10.5 Niro 5dr SUV AAABC 1.6 GDI DCT 2 101 9.7 30.0 9.5 Sportage 5dr SUV AAABC 1.7 CRDi ISG 2 109 12.1 46.4 13.1 Sorento 5dr 4x4 AAABC 2.2 CRDi KX-4 128 9.3 28.6 9.4

10.9 2.9 244 260 36.7 32/43

1717 25.4.18

12.3 3.2 99

1228

127 27.1

40/50

12.8 3.5 139 108/125 31.9 49/50 16.8 3.3 114 *5.7 —

1.3.17

1500 31.8.16

207 34.4 50/51

1500

2.3.16

197 325 35.2 35/39

1953

8.4.15

LAMBORGHINI Huracán 2dr coupé AAAAB Performante 201 2.9 5.9 2.0 4.9 3.0 630 442 24.5 17/22

1382 11.10.17

L AN D ROVE R

488 GTB 2dr coupé AAAAA 488 GTB 205 3.0 5.9 2.0 3.7 2.43 661 561 28.9 —/— F12 2dr coupé AAAAB F12 Berlinetta 211 3.0 6.5 2.3 5.4 2.2 731 509 29.7 13/18

1525 25.5.16 1630

6.11.13

F I AT Panda 5dr hatch AAAAB 1.2 Easy 102 14.6 — 15.3 19.9 3.0 68 4x4 Twinair 103 14.6 — 15.8 16.0 3.0 84 500 3dr hatch AAAAC Abarth 595 130 7.5 20.1 6.4 7.0 2.8 158 500 Twinair 108 11.7 — 13 15.3 3.3 84 Tipo 5dr hatch AABCC 1.6 M’jet Lounge 124 9.6 31.6 9.8 8.7 2.9 118 124 Spider 2dr roadster AAABC Lusso Plus 134 7.3 20.9 7.1 7.2 2.8 138 Abarth 124 Spider 2dr roadster AAAAC 124 Spider 144 6.8 18.6 6.5 6.5 2.8 168

199 33.1 59/63 325 27.3 28/37

JEEP

109 151

99

2.1.13 9.8.17

Q30 5dr hatch AAABC 1.6t Premium 124 9.4 26.4 9.1 15.5 2.85 120 148 31.6 35/39 Q50 4dr saloon AABCC 2.2 Premium 143 8.7 25.0 8.7 5.1* 3.0 168 295 42.5 49/59 Q70 4dr saloon AABCC 2.2 Pre’m Tech 137 9.6 28.6 9.6 15.8 3.2 168 295 40.8 39/45

CITROEN C3 5dr hatch AAABC P’tech 110 Flair 117 9.6 36.6 9.4 10.5 2.6 C3 Aircross 5dr hatch AAABC P’tech 110 Flair 115 11.5 36.4 10.7 12.3 3.5 C4 Cactus 5dr hatch AAACC 1.6 BlueHDi 100 114 11.8 41.2 11.7 7.2 2.9 C4 Grand Picasso 5dr MPV AAAAC 2.0 BlueHDi 130 10.1 30.1 9.6 12.5 2.9

1345 1147

HYU N DAI

2275 11.6.08

B U G AT T I 5.9 2.6 1183 1106 40.6 12/18

Civic 5dr hatch AAAAC 1.5 i-VTEC Turbo 126 7.8 19.3 7.0 8.7 Civic Type R 5dr hatch AAAAB 2.0 Type R GT 169 5.7 12.5 4.4 6.1 CR-V 5dr SUV AAABC 2.2 i-DTEC EX 118 9.7 31.3 9.9 5.9 Clarity FCV AAAAC Clarity FCV 104 9.0 29.2 8.3 *5.3 HR-V 5dr SUV AAABC 1.6 i-DTEC SE 119 10.5 34.9 10.4 11.2 NSX 2dr coupé AAAAB NSX 191 3.3 7.3 2.6 4.3

17.1.18

34/45

26/31

147 23.6 35/41 125 29.3 42/52

H O N DA Weight (kg)

Mpg test/touring

Mph/1000rpm

Torque (lb ft)

Power (bhp)

Braking 60-0mph

50-70mph

30-70mph

0-100mph

0-60mph

Top speed

3 Series 4dr saloon/5dr estate/5dr hatch AAAAB 320d Sport 146 7.7 20.9 7.6 9.7 2.6 181 280 36.2 330d Touring 155 5.5 14.2 5.1 8.8 2.6 255 413 45.2 330e M Sport 140 6.3 15.7 5.7 6.9 2.9 249 310 40.8 4 Series 2dr coupé AAAAC 435i M Sport 155 5.5 13.2 5.2 6.3 2.7 302 295 28.2 M4 155 4.1 8.8 3.2 6.1 2.4 425 406 34.0 5 Series 4dr saloon/5dr estate AAAAB 520d M Sport 146 7.4 21.3 7.4 14.3 2.7 188 295 42.2 M5 155 3.3 7.5 2.7 8.9 3.1 591 553 41.1 6 Series GT 5dr hatch AAABC 630d xDrv M Spt 155 5.9 15.7 5.4 7.6 2.8 261 457 50.2 7 Series 4dr saloon AAAAC 730Ld 153 6.4 17.1 6.0 8.2 3.1 261 457 50.2 i3 5dr hatch AAAAC 1.3S Range Ext 99 7.7 — 6.6 *4.0 3.0 181 199 — i8 2dr coupé AAAAB i8 155 4.5 10.6 3.7 3.3 2.8 357 420 33.3 X1 5dr SUV AAAAC xDrive20d xLine 136 8.2 24.2 8.0 11.8 2.8 187 295 35.1 X3 5dr SUV AAAAC xDrive20d M Spt 132 8.3 26.6 8.6 17.5 3.3 188 295 41.2 X4 5dr SUV AAABC xDrive30d 145 5.9 16.9 5.8 11.1 2.6 255 416 43.7 X5 5dr SUV AAAAC xDrive M50d 155 5.7 15.3 5.2 9.5 2.9 376 546 40.5 M 155 4.2 9.8 3.5 10.2 2.8 567 553 42.3 X6 5dr SUV AAAAC xDrive35d 147 7.3 21.2 7.1 *4.1 2.6 282 428 34.0

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

BENTLEY Continental GT 2dr coupé AAAAB W12 First Edition 207 3.6 8.1 2.9 8.9 2.8 Flying Spur 4dr saloon AAABC W12 200 4.5 10.4 3.6 8.4 3.0 Mulsanne 4dr saloon AAAAC 6.75 V8 184 5.7 13.7 4.8 *2.8 2.6 Bentayga 5dr SUV AAAAA W12 187 4.9 11.6 4.4 8.7 3.0 Diesel 168 5.2 12.6 4.6 7.6 2.9

FORD B-Max 5dr MPV AAAAB 1.0T Ecoboost 117 11.6 39.0 11.1 11.0 2.8 118 Fiesta 3/5dr hatch AAAAC 1.0T Ecoboost 122 9.6 28.1 9.6 13.2 3.2 123 Focus 5dr hatch AAAAC 1.5 TDCi Zetec 121 10.9 36.3 10.9 10.3 3.35 118 RS 165 5.3 13.9 5.3 6.9 3.5 345 S-Max 5dr MPV AAAAC 2.0 TDCi T’ium 123 10.5 32.0 10.4 13.9 2.5 148 Grand Tourneo Connect 5dr MPV AAAAC 1.6 TDCi T’ium 103 13.2 — 13.9 19.1 2.9 114 Mondeo 4dr saloon/5dr/estate AAAAC 2.0 TDCi 130 10.0 28.8 9.4 12.7 3.1 148 Mustang 2dr coupé AAAAC 5.0 V8 GT F’back 155 5.2 11.6 4.2 9.4 2.7 410 Ecosport 5dr SUV AABCC 1.5 TDCi 99 14.3 — 15.2 14.4 2.7 89 Kuga 5dr SUV AAAAC 2.0 TDCi 122 10.9 44.2 11.8 7.4 2.6 161 Edge 5dr SUV AAABC 2.0 TDCi 131 9.7 27.6 9.2 5.6* 2.6 207

» 50 -70 M PH Recorded in top gear (*kickdown with an automatic) and demonstrates flexibility » FU E L ECO N O MY Prior to 7.1.15, figures are touring (recorded over a set road route) and test average. From 7.1.15 on, figures are average and extra-urban, to the What Car?/True MPG standard. **denotes mpkg (miles per kilogram) for hydrogen-powered fuel cell vehicles » B R AKI N G 60 - 0 M PH Recorded on a high-grip surface at a test track » M PH/1000 R PM Figure is the speed achieved in top gear Make and model

TEST DATE

Weight (kg)

Mpg test/touring

Mph/1000rpm

Torque (lb ft)

Power (bhp)

Braking 60-0mph

50-70mph

30-70mph

0-100mph

0-60mph

Top speed

Make and model

No one produces as thorough a judgement on a new car as Autocar. As well as acceleration, braking, fuel economy and noise tests, we carry out benchmark limit-handling tests, setting lap times if appropriate. But we don’t just drive at the track, essential as it is for finding the limits of performance; we also drive on a wide range of roads. Where we have tested more than one model in a range, the rating is for the range overall; where a model within the range meets our coveted five-star standard, it is highlighted in yellow. » 30 -70 M PH Indicates overtaking ability through the gears

0-100mph

Facts, figures, from the best road tests

0-60mph

Make and model

ROAD TEST RESULTS

Top speed

ROAD TEST RESULTS

75 22.2 39/49 107 20.8 37/44

1020 25.4.12 1050 17.4.13

170 23.9 34/39 107 22.9 35/39

1035 26.2.14 1070 24.11.10

236 35.0 49/62

1295

177 24.9 34/38

1050 28.9.16

184 25.2 35/45

1060 22.3.17

2.11.16

Discovery Sport 5dr SUV AAAAB TD6 HSE Luxury 130 8.7 27.7 8.7 8.9 3.4 254 Range Rover 5dr SUV AAAAB 4.4 SDV8 135 7.0 19.0 6.7 *3.8 2.9 334 Range Rover Evoque 5dr SUV AAAAC 2.2 DS4 121 8.4 30.8 9.5 *5.7 3.1 187 Range Rover Velar 5dr SUV AAABC D240 HSE 135 9.3 27.4 9.0 15.7 3.8 237 Range Rover Sport 5dr SUV AAAAB 3.0 TDV6 130 7.8 22.5 7.5 12.2 3.1 255 SVR 162 4.4 10.3 3.8 12.6 2.6 542

443 37.1

26/34

2230 12.4.17

516 41.8

25/35

2625 12.12.12

310 37.3 30/36

1815

369 41.8

33/48

2089 30.8.17

13.7.11

442 43.1 502 41.8

33/42 22/19

2115 2.10.13 2335 15.4.15

LEXUS LC 2dr coupé AAAAC LC500 Sport+ 168 5.2 11.3 4.2 12.0 3.1 471 398 60.6 27/39 GS 4dr saloon AAABC GS250 144 9.2 26.0 9.0 16.2 2.9 207 187 34.4 26/32

1970 18.10.17 1695

1.8.12

2 MAY 2018 AUTOCAR.CO.UK 79


920

29.6.16

1430 30.3.11 1176

3.4.13

M A S E R AT I Ghibli 4dr saloon AAABC Diesel 155 6.5 17.2 6.0 5.1 2.7 271 443 43.3 31/40 Levante 5dr SUV AAACC Diesel 143 6.8 19.9 6.9 4.3 3.4 271 443 46 26/42

1835 12.3.14 2205 30.11.16

MAZDA 2 5dr hatch AAAAC 1.5 Sky’v-G SE 114 10.4 38.0 7.0 20.2 3 5dr hatch AAAAC 2.2 SE-L 130 9.0 26.6 9.1 9.9 6 4dr saloon/5dr estate AAAAC 2.2 Sport Nav 139 7.9 21.2 7.1 7.9 MX-5 2dr roadster AAAAB 1.5 SE-L Nav 127 8.4 24.8 7.9 14.7 CX-3 5dr SUV AAABC 1.5D SE-L Nav 110 10.3 34.7 10.3 10.3 CX-5 5dr SUV AAAAC 2.2D Sport Nav 127 9.4 26.3 9.1 10.4

3.1 89

109 27.9 51/55

2.7 173 309 35 3.3 129 111

44/56

24.5 46/49

104 199 34.8 59/60

3.0 148 280 37.0 43/53

McLAREN 570S 2dr coupé AAAAA 3.8 V8 204 3.1 6.4 2.2 10.2 2.6 562 443 36.5 23/37 720S 2dr coupé AAAAA 4.0 V8 212 2.9 5.6 2.0 7.7 2.4 710 568 35.4 19/24 P1 2dr coupé AAAAA P1 217 2.8 5.2 2.2 6.0 2.3 903 664 36.0 19.6/—

MERCEDES-AMG C63 4dr saloon AAAAB C63 155 4.4 9.7 3.4 C63 S C’vertible 155 4.6 10.2 3.4 GT 2dr coupé AAAAC S 193 3.6 7.8 2.8 R 198 3.6 7.3 2.7 SLC 2dr convertible AAABC SLC43 155 5.5 12.3 4.2

7.5 2.7 469 479 38.1 19/25 7.1 2.7 503 516 35.6 21/27 5.5 2.5 503 479 34.7 20/29 4.6 2.4 577 516 30.7 19/23 12.7 3.0 362 384 40.4 27/33

MERCEDES-BENZ

1440 30.3.16

1150 25.12.13 1395 20.7.16

MINI 189 221 26.4 35/54 207 221 26.5 31/47

1235 2.4.14 1235 6.12.17

148 243 34.9 51/52

1320 25.11.15

134 162 31.0

1280

46/53

148 243 36.2 42/48 221 284 30.1 42/50

6.4.16

1480 22.2.17 1735 26.7.17

MITSUBISHI 2.8 148 221 29.6 49/57

1490

3.0 161

1455 14.3.18

184 30.9 34/45

3.07 147 265 34.7 38/45 3.0 200 245 — 44/38

21.7.10

1675 27.3.13 1810 16.4.14

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

1230 22.8.12 520

6.6.12

NISSAN Micra 5dr hatch AAAAC 0.9 N-Connecta 109 12.1 44.7 11.7 15.6 2.8 89

80 AUTOCAR.CO.UK 2 MAY 2018

103 24.3 45/57

1068 26.4.17

TEST DATE

Weight (kg)

Mpg test/touring

Mph/1000rpm

Torque (lb ft)

Power (bhp)

Braking 60-0mph

50-70mph

30-70mph

0-100mph

0-60mph

Top speed

Make and model

1230 3.11.10 1295 22.5.13

TEST DATE

12.7 3.0 115 117 19.5 36/46 7.2 2.5 197 184 23.8 31/39

Weight (kg)

1307 12.11.14

Torque (lb ft)

13.1 2.9 108 192 35.7 50/57

Power (bhp)

Mpg test/touring

Braking 60-0mph

1036 9.10.13

S S A N GYO N G

7.3 2.8 107 207 8.76

320Wh/m 1545 27.4.11

12.9 2.9 109 192 35.0 49/56

1365 19.2.14

11.2 3.0 128 236 32.8 42/48

1550 13.8.14

5.3 2.7 562 470 28.0 22/31

1752 16.11.16

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

1305 14.10.09

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

221 33.2 45/58

XV 5dr SUV AAACC 2.0i SE L’tronic 120 10.1 27.7 9.0 Levorg 5dr estate AAACC GT 1.6i L’tronic 130 8.4 24.6 7.9 Forester 5dr SUV AAACC 2.0d XC 118 9.9 36.5 10.5 WRX 4dr saloon AAACC STi Type UK 159 5.4 13.3 5.1

27.0 3.4 154 145 41.5

31/39

1451 28.2.18

21.0 2.6 168 184 31.9

34/36

1537

13.1.16

11.0 2.9 145 258 33.0 41/49

1540

5.6.13

9.4 2.8 296 300 27.6 23/31

1534 25.6.14

SUZUKI Swift 5dr hatch AAABC 1.0 SZ5 121 10.5 33.0 10.3 11.8 Celerio 5dr hatch AAABC 1.0 SZ4 96 12.9 — 14.3 25.0 Baleno 5dr hatch AAABC 1.0T B’jet SZ5 124 9.8 29.5 9.7 11.2 SX4 S-Cross 5dr SUV AAABC 1.6 DDiS SZ4 111 10.0 32.6 10.1 8.9 Vitara 5dr SUV AAABC 1.6 SZ5 112 9.5 29.8 9.5 15.5

2.9 110

125 26.3 45/56

3.0 67

66

2.9 110

125 26.3 50/55

950

2.57 118

236 35.1

57/67

1290 30.10.13

115

24.3 49/47

1075 29.4.15

22.4 54/57

1080 1160

18.7.12 11.2.15

13.9 3.0 114

199 38.5 48/59

1395

15.1.14

5.8 2.57 161

255 32.3 32/46

11.8 3.2 114

199 32.7 49/59

13.2 3.2 118

221 34.6 42/53

Model S 4dr saloon AAAAB P90D 155 5.2 9.1 3.0 1.9 2.9 525 713 8.5 19.6.13 Model X 5dr SUV AAAAC 90D 155 4.7 13.1 2.8 2.5 2.7 416 487 8.5 1300 18.1.17

11.5 2.7 148 273 37.6 51/60

118

835 25.3.15 3.8.16

TESLA 420Wh/m 2200 20.4.16 611Wh/m 2508 15.2.17

T OYO TA

1490

1340

1.11.17 Yaris 3dr hatchback AAABC GRMN 143 6.4 15.4 5.4 GT86 2dr coupé AAAAA 2.0 manual 140 7.4 18.8 6.8 23.9.15 Prius 5dr hatch AAAAC Business E’tion 112 11.1 32.0 10.7 8.6.16 Mirai 4dr saloon AAAAC 111 10.1 36.5 10.2 10.8.16 Mirai C-HR 5dr SUV AAAAC 19.8.15 Excel 1.8 Hybrid 106 11.6 43.5 11.9

1335 1430

2.4 493 339 24.2 20/28

1495

2.9 414 369 36.4 27/31

1535 20.1.16

9.8 2.9 209 184 27.7 27/39

1135 28.3.18

10.6 2.6 197 151

23.5 30/45

1235

*6.4 3.1 121

1400 16.3.16

1740 22.10.14

53/63

4.7.12

*6.5 3.3 152 247 22.5 44/62** 1400 27.4.16 *7.3 2.7 121

49/60

1420

21.8

4.1.17

VA U X H A L L

Adam 3dr hatch AAACC 1.2 Jam Ecoflex 103 14.3 — 15.3 20.8 2.8 68 85 Viva 5dr hatch AAABC 106 13.0 — 14.1 19.0 — 74 70 3.0 416 627 50.7 32/43 2050 1.2.17 1.0 SE A/C Corsa 3/5dr hatch AAABC 2.4 394 406 35.7 22/31 2000 4.6.14 1.4T SRi VX-Line 115 11.7 45.1 12.1 15.3 2.9 99 148 VXR 143 7.2 18.3 6.4 7.8 2.4 202 181 RADICAL Crossland X 5dr SUV AAACC SR3 SL 2dr roadster AAAAC 1.2T 130 Elite 128 9.8 31.4 10.3 8.9 2.9 128 170 SR3 SL 161 3.4 8.4 3.7 4.8 2.7 245 265 24.9 14/765 30.11.11 Astra 5dr hatch/estate AAAAC 1.6 CDTi 136 SRi 127 8.8 25.7 8.8 8.6 2.6 134 236 R E N A U LT ST CDTi B’tbo SRi137 8.4 22.2 7.7 8.1 2.6 158 258 Twingo 5dr hatch AAABC Insignia Grand Sport 5dr hatch AAAAC Dynamique 94 17.6 — 19.1 29.4 2.9 69 67 20.8 42/52 865 29.10.14 2.0D SRi VX-Line140 8.7 23.8 7.9 8.9 2.7 168 295 Zoe 5dr hatch AAABC Zafira Tourer 5dr MPV AAABC Dynamique 84 12.3 — 13.9 9.1 2.9 87 162 7.8 250Wh/m 1468 31.7.13 2.0 CDTi 165 129 10.4 36.8 10.2 14.3 3.2 163 258 Clio 5dr hatch AAAAC Mokka 5dr SUV AAABC 0.9 TCE 113 13.4 — 13.9 19.1 2.8 89 100 23.8 38/47 1009 6.3.13 1.4T 118 10.0 30.6 9.4 13.7 3.0 138 148 RS 200 Turbo 143 7.4 20.9 6.9 9.1 2.8 197 177 20.8 32/37 1204 23.10.13 VXR8 4dr saloon AAAAC GTS-R 155 4.8 9.6 3.3 6.6 3.1 587 546 Mégane 3dr hatch AAAAB 26/33 1297 5.11.14 275 Trophy-R 158 6.4 14.0 5.0 6.4 3.1 271 266 27 V O L K S WA G E N New Mégane 5dr hatch AAACC 1.5 dCi Dyn. S Nav 116 11.1 35.2 11.1 13.2 2.8 108 192 33.9 47.2 1387 17.8.16 Up 3/5dr hatch AAAAC 1.0 High Up 106 13.8 — 14.7 18.6 2.8 74 70 Grand Scenic 5dr MPV AAABC dCi 130 Dyn. S Nav 118 11.4 35.8 11.3 10.2 3.4 129 236 32.1 47/61 1601 25.1.17 GTI 1.0 TSI 115 122 8.5 25.7 7.8 7.6 2.8 114 147 Polo 5dr hatch AAAAB Kad jar 5dr SUV AAAAC dCi 115 Dyn. S Nav 113 14.5 — 14.6 17.2 2.3 108 192 35.0 52/69 1380 21.10.15 1.0 TSI 95 SE 116 10.7 34.4 11.1 12.1 2.8 94 129 Koleos 5dr SUV AAACC Golf 3/5dr hatch AAAAB dCi 175 4WD Sig. 126 9.8 31.3 10.1 14.3 2.9 175 280 — 34/38 1747 20.8.17 GTI Perf. DSG 155 6.5 16.4 5.9 8.9 2.8 227 258 2.0 TDI 134 9.6 27.6 8.6 11.7 2.9 148 236 R O L L S - R OYC E GTE 138 7.7 18.2 6.1 7.7 2.5 201 258 Phantom 4dr saloon AAAAA 1.5 TSI R-line 134 8.8 22.7 8.1 9.9 2.1 148 184 Phantom 155 5.5 11.8 4.4 *2.5 2.8 563 664 51.2 8/28 2560 4.4.18 T-Roc 5dr SUV AAAAB Ghost 4dr saloon AAAAC 2.0 TSI SEL 4Mn 134 6.7 20.2 6.5 13.3 3.2 187 236 Ghost 155 4.9 10.6 3.9 *2.3 2.6 563 575 46.0 18/23 2450 7.7.10 Arteon 5dr hatch AAABC Wraith 2dr coupé AAAAB 2.0 BITDI 240 152 6.5 17.7 6.2 8.9 3.3 237 369 Wraith 155 4.6 10.0 4.5 *2.1 2.9 624 590 45.9 15/27 2435 21.5.14 Passat 4dr saloon/5dr estate AAAAC 2.0 TDI 190 GT 144 8.7 23.6 8.1 13.1 3.2 187 295 Dawn 2dr convertible AAAAC Dawn 155 5.2 11.6 4.2 *2.4 2.9 563 575 47.7 19/25 2560 1.6.16 GTE 140 7.6 19.0 6.1 7.8 3.3 215 295 Touran 5dr MPV AAAAC S E AT 2.0 TDI 150 SE 128 9.9 29.3 9.7 13.6 3.2 148 251 Ibiza 5dr hatch AAAAB Tiguan 5dr SUV AAAAB SE Tech’y 1.0 TSI 113 10.0 34.1 10.0 10.1 3.0 94 129 27.2 45/56 1047 19.7.17 2.0 TDI 150 SE 127 10.4 33 9.6 12.4 3.2 148 251 Leon 3/5dr hatch AAAAC Caravelle 5dr MPV AAAAC SC 2.0 TDI FR 142 8.0 22.1 7.5 9.6 2.9 181 280 35.6 47/54 1350 4.9.13 2.0 BITDI Exec. 126 11.6 36.1 11.7 10.2 3.2 201 332 Cupra SC 280 155 5.9 13.6 4.4 7.1 2.7 276 258 27.2 28/36 1441 26.3.14 V O LV O Alhambra 5dr MPV AAAAC 2.0 TDI 170 DSG 127 10.5 38.3 11.2 *7.0 3.0 168 258 30.5 35/40 1935 1.12.10 V40 5dr hatch AAABC Arona 5dr SUV AAAAC D3 SE Lux 130 8.9 26.6 8.7 10.2 2.8 148 258 SE Tech’y 1.0 TSI 107 10.5 — 10.6 11.9 3.1 94 129 26.2 37/41 1165 15.11.17 XC40 5dr SUV AAAAB Ateca 5dr SUV AAAAB D4 AWD First Ed. 130 8.5 24.8 8.5 13.7 3.0 188 295 1.6 TDI SE 114 10.5 35.6 9.3 14.0 2.9 114 184 36.4 50/62 1300 19.10.16 S60 4dr saloon AAAAC D4 SE Nav 143 7.6 20.4 6.9 9.2 3.0 179 295 SMART S90 4dr saloon AAAAC Forfour Electric Drive 5dr hatch AABCC D4 Momentum 140 8.2 22.1 7.9 11.1 2.6 187 295 Prime Premium 81 13.2 — 14.5 10.6 2.8 80 118 — 260Wh/m 1200 23.8.17 V60 5dr estate AAABC Polestar 155 5.3 13.1 4.6 9.0 2.6 345 369 S KO DA XC60 5dr SUV AAABC Fabia 5dr hatch AAAAC D4 AWD R-Des’n 127 8.9 26.2 8.8 14.2 2.8 188 295 1.2 TSI 90 SE-L 113 12.6 46 12.5 15.0 3.4 89 118 26.1 45/49 1109 21.1.15 XC90 5dr SUV AAAAC D5 Momentum 137 8.3 23.9 8.3 *5.0 — 222 347 New Octavia 4dr saloon/5dr estate AAAAC vRS 245 Estate 155 6.9 16.2 5.8 7.3 2.9 242 273 29.8 33/39 1392 16.8.17 WESTFIELD Rapid 4dr saloon AAABC 1.2 TSI 114 11.3 45.5 11.5 14.2 2.9 84 118 26.1 40/47 1175 5.12.12 Sport 0dr roadster AAAAC Sport 250 142 3.6 11.1 6.4 4.0 2.7 252 270 Superb 5dr hatch/estate AAAAB 2.0 TDI SE 135 8.8 24.9 8.2 11.2 2.8 148 251 37.2 47/54 1505 9.9.15 ZENOS Kodiaq 5dr SUV AAAAC 2.0 TDI Edition 121 9.5 34.7 10.1 12.2 2.8 148 251 33.5 37/48 1751 23.11.16 E10 0dr roadster AAAAB S 140 4.3 11.2 4.1 5.3 2.9 250 295 28/44

17.5.17

1180

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

2.3 874 944 41.2

925

1680 25.5.11

PORSCHE 2.5 380 310 25.5 28/—

1425 14.9.16

SUBARU

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

Old Cayman 2dr coupé AAAAA 1420 24.5.17 GT4 183 4.6 10.0 3.5 6.0 718 2dr coupé/roadster AAAAB — 7.5.14 Boxster 171 5.4 12.2 4.3 5.2 Cayman S 177 4.8 10.5 3.9 4.8 911 2dr coupé AAAAB GT3 RS 193 3.4 7.8 2.8 6.9 1715 3.6.15 New 911 2dr coupé AAAAB 190 4.5 9.4 3.4 7.3 1850 8.2.17 Carrera S 918 Spyder 2dr coupé AAAAA 1715 29.7.15 4.6 V8 214 2.6 5.3 1.9 2.2 1555 10.5.17 Panamera 4dr saloon AAAAA 4S Diesel 177 4.1 10.3 3.8 — 1595 6.7.16 Macan 5dr SUV AAAAB Turbo 165 4.7 11.8 4.3 7.9

MG 3 5dr hatch AAABC 1.5 3Form Sp’t 108 11.4 41.5 11.6 19.6 2.8 105 101 22.2 37/41 GS 5dr SUV AAACC 1.5 TGI Excite 118 8.9 25.5 8.3 12.4 2.8 164 184 29.3 29/38

ASX 5dr SUV AAABC 1.8 DiD 3 124 10.0 28.8 10.1 8.6 Eclipse Cross 5dr SUV AAACC 1.5 First Ed 2WD 127 9.0 26.5 8.3 13.8 Outlander 5dr SUV AAABC 2.2 DiD GX5 118 10.2 32.9 10.1 11.1 PHEV GX4hs 106 10.0 30.5 9.5 6.2

42/54

81

NOBLE

1050 22.4.15 208 3/5dr hatch AAACC 1.2 VTI Active 109 14.2 — 14.5 1470 4.12.13 GTi 30th 143 6.5 16.1 5.8 308 3/5dr hatch AAAAC 1480 23.1.13 1.6 e-HDi 115 118 10.1 32.6 10.4 508 SW estate AAAAC 1050 2.9.15 2.0 HDi 163 138 9.6 28.6 9.7 2008 5dr SUV AAABC 1275 22.7.15 1.6 e-HDi 117 10.7 37.8 11.5 3008 5dr SUV AAABC 1594 28.6.17 1.6 Bl’HDi GT L’e 117 12.0 44.3 12.1 5008 5dr MPV AAABC 2.0 Bl’HDi GT L’e 129 10.8 28.8 9.7

A-Class 5dr hatch AAABC A200 CDI Sport 130 8.9 28.3 9.0 10.1 2.5 134 221 37.1 48/58 1475 7.11.12 A45 AMG 168 4.2 11.5 4.3 4.5 2.8 355 322 38.1 27/37 1555 14.8.13 B-Class 5dr MPV AAABC B200 CDI Sport 130 9.4 28.8 9.6 11.9 2.7 134 221 37.8 20/52 1495 29.2.12 C-Class 4dr saloon/5dr estate AAAAC C220 Bluetec 145 8.1 22.9 8.1 11.7 2.8 168 295 42.4 41/51 1700 23.7.14 CLA 4dr saloon/5dr estate AAABC 220 CDI Sport 143 8.3 23.1 8.0 4.8 2.9 168 258 37.3 44/54 1525 26.6.13 200 CDI S’t S’Brk 134 10.1 29.7 9.6 11.9 3.4 134 221 33.5 53/59 1555 18.11.15 E-Class 4dr saloon/5dr estate/2dr convertible/2dr coupé AAAAC E400 Coupé 155 5.6 13.4 4.9 14.8 2.9 328 354 46.7 30/39 1845 14.6.17 CLS 4dr saloon/5dr estate AAAAC 350 CDI S’Brake 155 7.0 18.5 6.4 *3.8 2.9 261 457 39.6 36/43 1980 9.1.13 S-Class 4dr saloon/2dr coupé AAAAA S350 Bluetec 155 7.3 19.0 6.8 *3.9 2.7 255 457 45.6 34/44 1975 16.10.13 S63 AMG Coupé 155 4.5 9.6 3.4 6.8 2.7 577 664 42.8 22/25 2070 3.12.14 GLA 5dr SUV AAABC GLA220 CDI SE 134 8.1 23.8 7.8 4.7 2.65 168 258 36.4 40/48 1535 14.5.14 GLC 5dr SUV AAAAC GLC250d 143 7.8 23.5 7.8 15.7 3.2 201 369 46.9 39/43 1845 10.2.16 GL 5dr SUV AAAAC GL350 AMG Sp’t 137 8.3 24.8 8.2 5.0* 2.6 255 457 37.7 28/33 2455 24.7.13 SL 2dr convertible AAAAC SL500 155 4.3 9.9 3.6 6.5 2.7 429 516 39.6 10/24 1815 8.8.12

Mini 3dr hatch AAAAB Cooper S 146 6.9 17.1 5.9 6.7 2.5 C’per S Wks 210 146 7.2 16.4 6.0 6.5 3.0 Clubman 5dr hatch AAABC Cooper D 132 8.6 25.9 8.2 10.0 2.9 Convertible 2dr convertible AAAAB Cooper 129 9.2 25.4 8.8 12.4 2.7 Countryman 5dr hatch AAABC Cooper D 129 9.0 26.4 8.4 11.5 2.8 Plug-in Hybrid 123 6.7 24.4 6.2 5.5 3.5

21.8

20.3 2.9 79

PEUGEOT

3.0 148 280 29.7 46/60

Mph/1000rpm

LOTUS Elise 2dr roadster AAABC Cup 250 154 4.7 11.9 4.5 7.2 2.5 243 184 24.7 27/32 Evora 2dr coupé AAAAC Evora S 2+0 172 4.5 11.3 4.0 6.8 2.4 345 295 34.8 21/26 Exige S 2dr coupé AAAAB Exige S 170 4.1 9.6 3.7 5.5 2.5 345 295 27 21/30

Note 5dr hatch AAAAC 1.2 Acenta Pr’m 106 12.6 — 13.4 Pulsar 5dr hatch AAACC 1.5 dCi N-tec 118 10.9 35.5 10.8 Juke 5dr SUV AAABC Acenta 1.6 111 10.3 41.6 9.9 Nismo 1.6 134 6.9 17.2 6.0 Leaf 5dr hatch AAABC Leaf 91 10.9 — 11.4 Qashqai 5dr SUV AAAAB 1.5 dCi 2WD 113 10.8 39.2 11.1 X-Trail 5dr SUV AAABC 1.6 dCi 2WD 117 11.2 39.7 11.7 GT-R 2dr coupé AAAAB Recaro 196 3.4 7.8 2.7

50-70mph

1765 18.2.15

30-70mph

24/28

0-100mph

1.10.14

0-60mph

1905

Top speed

TEST DATE

32/38

Make and model

Weight (kg)

NX 5dr SUV AAACC 300h 112 9.7 30.4 9.1 *5.6 2.7 194 na — RC F 2dr coupé AAACC RC F 168 4.8 10.7 3.9 12.9 2.9 471 391 39

Mpg test/touring

Mph/1000rpm

Torque (lb ft)

Power (bhp)

Braking 60-0mph

50-70mph

30-70mph

0-100mph

0-60mph

Top speed

Make and model

ROAD TEST RESULTS

39/45

1086

6.2.13

20.3 49/55

938

15.7.15

34.8 37/42 23.8 29/34

1176 19.11.14 1280 6.5.15

30.5 40/54

1199

33.4 55/58 33.7 57/59

1350 30.9.15 1435 13.4.16

36.1

1507

39/51

7.6.17

3.5.17

37.7 38/46

1805 15.2.12

26.1

1350 28.11.12

32/40

34.9 20/27

1858

10.1.18

20.5 44/59 24.7 39/54

945 7.12.11 1070 21.3.18

27.1

43/57

1145

34.4 37.4 7.6 28.0

32/38 44/56 44/45 40/52

1402 10.7.13 1390 16.1.13 1599 20.5.15 1324 2.8.17

31.1.18

35.6 31/37

1495 24.1.18

37.8 38/56

1828 27.9.17

37.9 45/52 32.3 38/43

1614 1722

4.2.15 7.9.16

37.0 54/60

1571

3.2.16

40

44/52

1683 22.6.16

22.7 38/45

2386 23.12.15

36.5 46/52

1545 15.8.12

39.8 38/44

1735

7.2.18

39.4 46/59

1580

5.3.14

40.1

1717

13.7.16

40/51

34.8 26/32

1834 15.10.14

38.9 40/49

1836

33.6 37/39

2009 17.6.15

22.7 32/42

665 29.11.17

33.9 21/23

725

5.7.17

7.10.15


Es

.co.uk A AAA 605J £550 685 AAL £1,500 ABM 417 £2,995 125 AC £9,995 M2 ACD £1,600 5202 AD £2,250 J8 ADB £1,495 G7 ADF £750 J5 AFB £1,250 2460 AG £2,595 AH 2251 £3,450 206 AHP £1,800 15 AJB £12,995 M2 AJD £1,800 N18 AJK £450 N6 AJM £2,750 AJN 297 £2,400 J5 AKB £995 H1 ALJ £1,250 S7 ALM £1,250 1155 AM £5,995 APV 656 £1,100 ARW 942 £2,700 623 AT £4,450 X3 AWR £995 B BB 69 £17,500 69 BB £14,950 444 BB £5,500 1996 BD £2,595 750 BG £3,925 56 BJ £7,500 300 BJ £4,325 BJ 8159 £2,950 1975 BL £2,450 170 BM £4,450 BMC 88S £1,250 1 BML £29,950 BNM 5 £5,600 72 BPA £1,750 BR 17 £15,500 487 BRW £2,250 800 BT £4,195 227 BTE £795 150 BW £4,850 C 8 CAS £11,495 A8 CBK £750 83 CC £14,950 CDB 2T £1,450 3000 CF £3,650 303 CG £3,795 CKS 567 £2,450 76 CL £13,200 CMR 740 £2,250 222 CP £6,250 A8 CPH £1,250 CS 5298 £3,995 CSB 604 £2,950 8 CT £32,500 313 CT £4,725 CTC 4L £1,750 629 CUP £1,300 R22 CUT £450 D 52 D £32,500 2112 D £3,250 130 DA £3,925 DAM 992 £2,995 300 DE £4,850 8371 DF £1,350 DFM 2 £12,500 DFW 99 £3,450 DG 8362 £2,450 DGJ 3X £1,250 DIW 970 £1,750 440 DJ £3,650 90 DJG £4,195 DJM 879 £3,750 25 DJT £4,325 457 DK £3,450 71 DL £11,250 678 DL £3,375 DLD 4R £1,450 E7 DLL £350 M5 DLT £1,250 940 DOB £2,950 S1 DPM £1,450

X5 DPS 555 DR DS 7945 DSK 660 775 DT 56 DTC D7 DVB

£1,450 £6,395 £1,695 £995 £3,795 £3,600 £2,450

E 1996 EC £2,450 3000 EJ £3,125 EP 4441 £2,450 350 ER £3,375 16 ES £10,950 8 EW £32,500 IIII EW £6,895 F 337 FAM £1,450 FG 4014 £1,800 FKS 954 £1,250 FL 59 £5,595 FSV 414 £750 FSV 574 £750 R3 FTM £495 G 154 GBM £1,500 222 GD £4,725 1970 GD £2,850 A1 GEB £1,600 555 GJ £3,650 T77 GJB £850 GJK 459 £1,800 GK 497 £4,100 J8 GLN £750 N1 GML £1,750 S5 GML £995 GO 109 £2,950 GOF 340 £1,850 GP 2181 £2,950 GPA 91 £3,450 587 GPK £1,100 GPN 490 £1,800 333 GR £4,450 GR 4344 £2,950 GS 5255 £3,500 GT 1724 £3,500 322 GW £4,450 GW III £16,500 A6 GWB £995 H IIII HB £9,200 A8 HFH £350 2 HFX £3,600 888 HG £5,375 888 HJ £3,925 8124 HM £2,450 56 HMK £1,800 HT 7257 £2,100 J JA 9253 £3,100 980 JBB £2,250 R1 JBF £995 P5 JBG £495 JCH 296 £3,500 JCL 12A £995 X3 JCP £1,250 B50 JCS £750 P1 JDK £1,450 750 JET £4,995 J3 JFP £750 T3 JFW £850 JGG 27 £3,600 JGL 701 £1,995 8235 JH £2,995 244 JI £3,250 H7 JJP £1,250 750 JJS £4,100 A5 JKB £1,250 C1 JKL £995 9 JL £43,995 JL 939 £7,500 A7 JML £1,750 JMP 707 £3,600 JMR 349 £3,500 850 JN £3,375 420 JP £6,550 537 JPB £2,995 99 JRG £5,595 S9 JSH £1,850 JSL 396 £2,950

Car Related A6 60 BRA £2,995 AM 4 £110,000 BMW 300D £1,450 BMW 364L £1,150 C19 OGT £1,250 DB10 UFO £750 V6 DGE £4,500 F40 DRH £3,500 GT 1724 £3,500 X5 GUV £850

F70 FER H4 JAG T20 JAG JII EEP JND 911 L6 XES LON 63R LON635T MHH 328 MI ULE

£21,950 £1,800 £1,250 £3,450 £3,500 £995 £1,495 £1,495 £2,500 £7,500

T15 NEW £1,250 OOO 360X £3,250 P 25 POR £750 M5 ROL £1,450 RS 156 £8,500 RSL 911C £4,995 SUV 10F £1,300 V1 TGE £3,600 VEY 20N £99,500 J20 XFR £450

Name Related AI3 BEY AI3 EYS AM14NDR AN63LLA E587 ANN BRI3 ARA N8 BEN OG12 BEN H7 BES BOB 1D 76 BOB BL17CKS BR 17 C 82 UCE 190 BRY D2 BRY CAL144M C42 ROL CAS 5IY CRO 550X DAY 1D DEI3 EYS DE12ECK DES 4N A9 DEV DOI3 SUN DOL 1 OU11CAN E113 EEN E11 SAS ROI3 FOX K8 FOX FR17NNK FR5I EDY G 8II ACK 200 GER GIL 1895 8 GOW BOI3 GOW DEI3 GOW ROI3 GOW GR5I EGS A6 HEL HO66 EYS

£25,950 £3,600 £2,850 £5,600 £750 £1,695 £3,995 £450 £1,195 £7,250 £11,250 £2,850 £15,500 £995 £2,950 £2,250 £2,950 £5,400 £2,995 £1,250 £25,950 £1,250 £3,995 £1,995 £2,800 £1,495 £69,500 £3,600 £4,500 £18,000 £6,995 £2,450 £1,299 £750 £1,250 £1,995 £1,100 £6,750 £2,995 £2,995 £2,995 £650 £1,995 £2,500

HO66 STU HU5I GHS HU63HES J17RED JI AYK L70 JEF A999 JEM JI ESY JG51CCA JEZ 878 JIL 8503 J I NGA JOE 256W C6 JON JON 440W B1 JOR JI OSH JDI5 HUA KAT IH KEV 635N L99 RGE DEI3 LAW ROI3 LAW V5 LEE L6 LEN J11 LEN LEN 717 LEV 5Y L6 XES LPA 73L MAC 99P MAG 9V MA16 KEM M14 NOR M42 TYN MA12TYS SMA271N MAX 5Y MAX 31L MEL 1R ME61NDA N21ALL NII6 OLA K9 OLY

£2,500 £650 £7,500 £2,500 £1,995 £850 £895 £25,000 £1,250 £1,195 £700 £5,750 £1,300 £4,400 £1,695 £1,800 £75,000 £995 £14,250 £1,450 £1,250 £6,995 £6,995 £4,400 £2,250 £995 £2,500 £3,500 £995 £3,500 £2,250 £2,400 £1,250 £2,495 £14,250 £4,995 £2,995 £45,000 £1,995 £6,250 £4,250 £3,600 £8,995 £2,350

PAM 37Y PAT IIM T18 PAT P13 PAT PAU 7L PAU 14 P 60 CKS P222SON P3I RCY P MA 55Y RIL 67 R6 BBY ROI3 SCN ROI3 SUN ROB 77S ROS 55J ROS 555R ROX 7 G 761 ROY ROY 571W T6 SAL J22 SAR S777ARA SIII MCN S1 NDV S MA 55Y SOO 400K ST66 VEY S10 EVN STU 6S STU 189V HA52 SUE A6 TOB 708 Y TOB 8E TOD 555S L66 TOM UNW 3N VAR 9Y V6 RDY VIII CYS WYN 40D

£1,400 £2,850 £1,495 £1,800 £14,500 £28,500 £3,500 £1,100 £4,400 £1,995 £4,995 £4,500 £1,695 £1,695 £3,995 £2,850 £2,250 £1,750 £2,495 £999 £2,800 £1,250 £1,350 £1,750 £3,600 £1,995 £750 £1,695 £1,400 £7,500 £1,250 £995 £995 £49,500 £16,500 £1,250 £1,695 £2,500 £7,500 £2,750 £1,250 £1,250

SPECIALS KE65 ALE £2,500 1 ANY £29,950 1 AWC £27,500 BBC 1 £250,000 1 BBT £13,200 BML 1 £35,000 C1 AGE £3,250 CCU 1 £11,500 CPT 1 £35,000 DI 11 £59,950 21 F £95,000 DYS 1S £6,500

1000’s more

FRZ 1 GUII TAR G1 HED KA12ATE 1 KD KO5I HER L36 WAX M46KEM MA65 FAN MA65 NFC NA65 HED 888 O

£26,500 £45,000 £2,350 £5,500 £275,000 £2,500 £3,995 £7,500 £2,500 £1,495 £2,500 £32,500

GG06OGO £995 OIG 610 £1,250 ONII ONS £5,995 OOO 100 £55,000 PR17 WNS £2,850 PUT 7S £3,600 RO 1 £145,000 SN17CKS £2,850 HA 52 SUE £995 WII FES £2,450 X7 £315,000 YAP 1 £24,500

www.ne-numbers.co.uk

G12 JSM £995 A2 JTH £1,450 JTK 1D £1,750 X3 JTM £1,250 P9 JWF £750 K1 JWK £995 P9 JWM £995 JWV 386 £995 JY 9 £POA K 88 KE £7,995 97 KG £7,995 222 KJ £3,995 1000 KL £3,995 KLR 604 £1,800 4895 KP £1,495 A1 KRV £995 KTR 13 £2,950 L 897 LAC £1,500 LBK 830 £1,300 6 LD £29,950 78 LE £6,895 5 LF £55,000 LRP 558 £1,500 LSP 6P £1,150 540 LTB £1,300 LW * WANTED M C8 MAM £1,450 7 MBA £5,995 MBA 913 £1,595 36 MBF £2,950 82 MC £18,950 MCS 144 £2,800 MD 7865 £3,450 MDM 704G £250 MEW 909 £2,850 900 MF £6,600 MGL 464 £1,250 MHH 328 £2,500 MJB 41 £17,500 E9 MJB £2,450 P9 MJD £1,995 II MJF £7,995 7 MKS £6,995 ML 2813 £2,450 II MLD £11,495 MLW 3B £1,750 MOR 577 £2,450 854 MS £6,550 X5 MST £1,150 N2 MTD £750 150 MW £9,995 5731 MW £3,250 S7 MWG £995 N 5 NAM £5,995 T15 NEW £1,250 500 NJ £4,995 H2 NJT £995 97 NP £9,995 NP 9202 £2,450 NSV 555 £1,300 52 NT £6,500 NY 1064 £2,450 O 555 OH £5,250 OK 310 £3,450 OMJ 152 £1,500 101 OR £6,395 P K1 PBC £1,150 J6 PBR £750 T9 PCB £750 PCB 205 £2,800 1949 PD £2,450 7 PGT £3,900 6952 PH £2,150 PHM 39 £2,850 PIA 223 £1,360 PJD 4C £2,500 P25 PJR £500 PJS 97 £6,195 R2 PJS £2,750 P25 PJS £750 95 PL £8,500 PM 1678 £4,100 95 PN £4,975

t.1 98

7

PPH 97 £2,450 PR 213 £5,350 1990 PR £3,995 3000 PS £5,595 P3 PSH £1,250 388 PTC £1,550 PW 2294 £3,450 X3 PWC £995 R 10 RAG £3,900 RAS 934 £1,800 RAW 883 £2,950 1955 RB £3,250 7 RCH £11,250 3333 RD £4,195 88 RE £6,395 REA 18D £1,250 700 RF £4,850 RFM 121 £1,995 190 RFM £1,500 RG 66 £19,950 9 RGD £3,900 4 RGT £4,100 RH 8185 £2,995 D22 RJP £495 312 RK £3,375 RL 70 £15,950 5570 RM £3,125 H2 RMB £1,250 114 RP £5,250 RPM 445 £2,200 RS 156 £8,500 RT II9 £9,750 1000 RT £4,725 RTL 6J £995 9 RWP £11,500 S 32 SA £16,500 7 SAP £11,250 SBG 3 £7,500 SBK 55 £2,850 7 SCB £9,200 SCB 841 £3,500 G20 SCB £750 222 SD £8,375 G1 SDL £995 A7 SGA £750 79 SL £15,400 555 SL £7,150 7 SLC £11,250 A7 SMC £2,500 31 SO £7,500 STS 459 £1,800 B2 SWS £995 T 550 TB £4,975 8337 TD £1,695 J6 TDC £650 555 TH £7,775 TIG 1321 £450 TJG 295 £1,800 TL 8872 £2,850 TMG 5D £1,450 900 TP £4,725 A3 TPS £995 4615 TR £1,750 TS 9762 £4,995 X3 TSG £750 TT 5659 £2,450 1990 TT £3,125 U/V/W/X 9 VP £24,000 96 VP £8,995 VV * WANTED WAT 818 £2,450 1000 WD £3,125 V8 WGB £850 WM 589 £4,600 929 WML £1,500 566 WMT £1,300 WP 4597 £2,200 555 WR £3,925 7 WV £19,800 YB 5549 £1,150

Some + VAT

02 MAY 2018 AUTOCAR.CO.UK 81


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2.0 Turbo Petrol 280 276 149 5.7 46.3 141 AAABC 2.2 Turbo Diesel 150 148 137 8.2 67.3 109 2.2 Turbo Diesel 180 177 143 7.1 67.3 109 2.9 BiTurbo Quadrifoglio 503 191 3.9 34.4 189 1.4 T-jet 145 143 130 7.8-8.0 47.1-48.7 134-139 1.4 T-jet 160 Trofeo 157 135 7.3 47.1 139 AAAAB Stelvio 5dr SUV £33,990–£69,500 1.4 T-jet 165 Turismo 162 135 7.3-7.4 47.1-48.7 134-139 Alfa’s first SUV is a solid effort. Choosing the petrol version gives it 1.4 T-jet Competizione 177 140 6.7-6.9 47.1-48.7 134-139 charisma. LxWxH 4687x1903x1671 Kerb weight 1604kg 2.2 Turbo D 180 177 130 7.6 60.1 124 695 3dr hatch/2dr open £20,360–£26,210 AAABC 2.2 Turbo D 180 Q4 AWD 177 130 7.6 58.9 127 A convincing track-day 500 with decent dynamic ability. Overly 2.0 Turbo D 210 Q4 AWD 207 134 6.6 58.9 127 firm ride spoils it, though. LxWxH 3657x1627x1485 Kerb weight NA 2.0 Turbo 200 Q4 AWD 197 134 7.2 40.4 161 1.4 T-jet XSR Yamaha 162 135 7.3-7.4 47.1-48.7 134-139 2.0 Turbo 280 Q4 AWD 276 143 5.7 40.4 161 1.4 T-jet 180 Rivale 177 140 6.7-6.9 47.1-48.7 134-139 2.9 BiTurbo Quadrifoglio 503 197 3.8 31.4 210 1.4 T-jet 190 Biposto 187 143 5.9 45.9 145 4C 2dr coupé/spider £52,820–£59,820 AAABC 124 Spider 2dr open £29,620–£31,920 AAAAB It may be flawed but it’s rewarding to drive, if not the last word in

595 3dr hatch/2dr open £15,260–£21,960

The Fiat 500’s Abarth makeover makes it a true pocket rocket. LxWxH 3657x1627x1485 Kerb weight NA

Only a mildly upgraded version of the standard car – but what a revelation it is. LxWxH 4054x1740x1233 Kerb weight 1060kg 1.4 T-jet 170

167

142-144 6.9

finesse. LxWxH 3989x1864x1183 Kerb weight 934kg 1.75 TBi 240

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The stunning replacement for the already seductive DB9 is tyreshreddingly good. LxWxH 4385x1865x1270 Kerb weight 1760kg 4.0 V8 5.2 V12

503 600

187 200

4.0 3.9

20.9 17.0

A1 3dr hatch £15,565–£29,590

AAABC

AAAAC 1.0 TFSI 95 93 116 11.1 62.8-67.3 97-103 Mito 3dr hatch £13,840–£21,380 AAACC Previously falling behind in the power stakes, but the recent 1.4 TFSI 125 123 127 8.9 54.3-57.6 112-123 facelift rectifies that. LxWxH 4632x1811x1431 Kerb weight 1705kg 1.4 TFSI 150 Likeable, good-looking hatch is practical, too, but dynamic flaws 148 134 7.9 56.5-58.9 111-117 make it an also-ran. LxWxH 4063x1720x1446 Kerb weight 1080kg 3.0 BiTurbo 433 188-190 4.3 34.9-35.8 180-185 2.0 TFSI S1 quattro 227 155 5.9 39.2-39.8 166-168 1.4 78hp 76 103 13.0 50.4 130 1.6 TDI 116 114 124 9.5 70.6-74.3 99-106 0.9 TB Twinair 105 103 114 11.4 67.3 99 B4 S 2dr coupé/open £63,277–£68,403 AAABC 1.4 TB Multiair 140 138 130 8.1 52.3 124 A retuned version of the 4 Series that feels more at home on the A1 Sportback 5dr hatch £16,185–£30,210 AAABC track than the road. LxWxH 4640x1825x1373 Kerb weight 1690kg Rear doors add convenience to an already attractive package. 1.4 TB Multiair 170 167 136 7.3 52.3 124 1.3 JTDM-2 95 93 112 12.5 83.1 89 3.0 BiTurbo 433 189-190 4.2-4.3 34.0-35.8 180-190 LxWxH 3973x1746x1422 Kerb weight 1035kg 1.0 TFSI 95 93 116 11.1 62.8-67.3 97-103 Giulietta 5dr hatch £19,715–£29,950 123 127 8.9 54.3-57.6 112-123 AAACC B5 4dr saloon/5dr touring £94,118–£96,891 AAAAC 1.4 TFSI 125 148 134 7.9 56.5-58.9 111-117 Long in the tooth but still seductive, shame it’s not rounded or Is it the best alternative to an M5? Yes, at least from a practicality 1.4 TFSI 150 lavish enough. LxWxH 4351x1798x1465 Kerb weight 1305kg viewpoint. LxWxH 4956x1868x1466 Kerb weight 2015kg 2.0 TFSI S1 quattro 227 155 5.9 39.2-39.8 166-168 114 124 9.5 70.6-74.3 99-106 1.4 TB 120 118 121 9.4 45.6 144 4.4 V8 BiTurbo 599 200-205 3.5-3.7 26.2-26.9 240-247 1.6 TDI 116 1.4 TB Multiair 150 148 130 8.2 51.4 127 1.4 TB Multiair 170 167 135 7.6 57.7 114 B6 2dr open £108,571 AAAAC A3 Sportback 5dr hatch £21,810–£44,755 AAAAC 1.75 TBi 240 236 152 6.0 41.5 157 A ballistic coupé and convertible best suited to pounding the All the above but with the added convenience of five doors and a autobahns. LxWxH 4894x1894x1375 Kerb weight 1945kg usefully larger boot. LxWxH 4313x1785x1426 Kerb weight 1180kg 1.6 JTDM-2 120 118 121 10.0-10.2 74.3 99 2.0 JTDM-2 150 148 130 8.8 67.3 110 4.4 V8 BiTurbo 591 203 4.2 29.4 224 1.0 TFSI 116 114 128 9.9 60.1-62.8 104-108 2.0 JTDM-2 175 167 136 7.8 65.7 113 1.4 TFSI 150 e-tron 148 138 7.6 156.9-166.2 38-40 B7 4dr saloon £122,793 AAAAC 1.5 TFSI 150 148 136 8.2 54.3-58.9 110-118 Giulia 4dr saloon £29,550–£61,595 AAAAB A 7 Series with a power boost gives BMW a worthy challenger to 2.0 TFSI 190 187 151 6.8-6.9 48.7-50.4 129-130 the AMG S-Classes. LxWxH 5250x1902x1491 Kerb weight 2060kg 2.0 TFSI 190 quattro Handsome and special dynamically but lacks finesse and only 187 146 6.2 47.9-48.7 133-134 comes as an auto. LxWxH 4643x1860x1436 Kerb weight 1429kg 4.4 V8 BiTurbo 599 205 4.2 29.4 222 2.0 TFSI S3 quattro 305 155 4.6-5.3 39.8-43.5 150-163 2.0 Turbo Petrol 200 197 146 6.6 47.1 138 2.5 TFSI RS3 quattro 394 155 4.1 33.6-34.0 189-192 D3 4dr saloon/5dr touring £48,824–£53,277 AAAAC 1.6 TDI 116 114 125 10.4 67.3-72.4 103-109 An intoxicating mix of performance and frugality makes the D3 a 2.0 TDI 150 148 135 8.1-8.6 62.8-67.3 109-116 compelling choice. LxWxH 4632x1811x1428 Kerb weight 1660kg 2.0 TDI 150 quattro 148 133 8.3 58.9 126-127 S TA R R AT I N G S E X P L A I N E D 3.0 BiTurbo 345 170-171 4.6 52.3-53.3 139-142 2.0 TDI 184 181 145 7.4 61.4-62.8 118-119 2.0 TDI 184 quattro 181 143 6.8 56.5-57.6 129-130 CCCCC Inherently dangerous/unsafe. Tragically, D4 2dr coupé/open £51,429–£58,403 AAAAC irredeemably flawed. Precise dynamics with added Alpina kudos and a great engine. A3 Saloon 4dr saloon £23,530–£45,705 AAAAC

BCCCC Appalling. Massively significant failings. ACCCC Very poor. Fails to meet any accepted ABCCC AACCC AABCC AAACC AAABC AAAAC AAAAB AAAAA

class boundaries. Poor. Within acceptable class 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.

LxWxH 4640x1825x1382 Kerb weight 1660kg 3.0 BiTurbo

345

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47.9-53.3 139-155

Undercuts the case to own an A4. Upmarket interior and good to drive. LxWxH 4458x1796x1416 Kerb weight 1240kg

1.0 TFSI 116 114 128 9.9 60.1-62.8 106-107 AAAAC 1.5 TFSI 150 148 139 8.2 54.3-56.5 112-119 The excellent 5 Series receives some Alpina tweaking to make it a 2.0 TFSI 190 187 155 6.8-6.9 48.7-50.4 128-131 brilliant cruiser. LxWxH 4956x1868x1466 Kerb weight 1870kg 2.0 TFSI 190 quattro 187 150 6.2 47.9-49.6 132-136 3.0 BiTurbo 345 171 4.9 46.3 161 2.0 TFSI S3 quattro 305 155 4.6-5.3 39.8-43.5 151-163 2.5 TFSI RS3 quattro 394 155 4.1 33.6-34.0 188-191 ARIEL 1.6 TDI 116 114 127 10.4 68.9-70.6 105-108 Atom 0dr open £30,572 AAAAB 2.0 TDI 150 148 139 8.1-8.6 61.4-67.3 110-118 Exhilarating, superbike-fast mentalist is less usable than some but 2.0 TDI 150 quattro 148 136 8.3 57.6-58.9 126-129 still marvellous. LxWxH 3410x1828x1195 Kerb weight 520kg 2.0 TDI 184 181 149 7.4 61.4-62.8 117-120 2.0 K20Z i-VTEC 245 145 3.1 NA NA 2.0 TDI 184 quattro 181 147 6.8 55.4-57.6 129-133 3.5R 350 NA NA NA NA A3 Cabriolet 2dr open £29,685–£42,095 AAAAC Nomad 0dr open £38,000 AAAAA Compact, affordable, usable and refined. Strong performance, too.

D5 S 4dr saloon £73,866

Well inside the top 10 list of our favourite cars. A revelation and a riot to drive. LxWxH 3215x1850x1425 Kerb weight 670kg

LxWxH 4423x1793x1409 Kerb weight 1380kg

1.5 TFSI 150 2.0 TFSI 190 2.0 TFSI 190 quattro ASTON MARTIN 2.0 TFSI S3 quattro Vantage 2dr coupé £120,900 AAAAC 1.6 TDI 116 It looks the part with slick styling but will it be as menacing as 2.0 TDI 150 before? LxWxH 4465x1942x1273 Kerb weight 1530kg 2.0 TDI 150 quattro 4.0 V8 496 195 3.6 NA NA 2.0 TDI 184 2.0 TDI 184 quattro

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148 187 187 305 114 148 148 181 181

137 155 150 155 125 139 136 149 147

8.9 7.2-7.3 6.9 4.6-5.3 11.2 8.7-8.9 8.8 7.9 7.4

52.3-56.5 46.3-48.7 44.8-46.3 39.8-43.5 64.2-67.3 60.1-65.7 56.5-57.6 58.9-60.1 53.3-55.4

112-119 128-131 132-136 151-163 110-114 113-122 129-132 122-125 134-138

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High quality and competent but leaves the dynamic finesse to its rivals. LxWxH 4726x1842x1427 Kerb weight 1320kg

1.4 TFSI 150 148 130 2.0 TFSI 190 187 149 2.0 TFSI 252 quattro 248 155 Vanquish 2dr coupé £199,950–£223,995 AAAAC 3.0 V6 TFSI S4 quattro 349 155 Dazzlingly beautiful and expressive big Aston plays the long2.0 TDI 150 ultra 148 130 legged cruiser well. LxWxH 4692x1912x1294 Kerb weight 1739kg 2.0 TDI 150 148 136-137 6.0 V12 Vanquish S 595 201 3.5 21.6 302 2.0 TDI 190 ultra 187 130 6.0 Vanquish S Volante 595 201 3.7 21.6 302 2.0 TDI 190 187 147-149 2.0 TDI 190 quattro 187 146 Rapide S 4dr saloon £149,500–£152,000 AAAAC 3.0 V6 TDI 218 215 155 The Rapide is one of the most elegant four-door sports cars in the 3.0 V6 TDI 218 quattro 215 155 world. LxWxH 5019x1929x1360 Kerb weight 1990kg 3.0 V6 TDI 272 quattro 268 155 6.0 V12 552 203 4.4 21.9 300 A4 Avant 5dr estate £29,255–£72,175

Audi’s answer to the Mini is fun and refined. LxWxH 3973x1740x1416 Kerb weight 1035kg

ALPINA

B3 S 4dr saloon/5dr touring £61,261–£65,210

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42.8-44.1 148-153

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50.4-53.3 52.3-55.4 43.5-47.9 37.7 68.9-74.3 65.7-70.6 67.3-72.4 62.8-67.3 61.4-64.2 62.8-67.3 58.9-61.4 54.3-57.6

126-131 122-129 116-122 170 99-107 101-111 102-109 111-118 114-121 109-117 119-127 129-137

AAAAC

Classy and demure estate lacks the dynamic sparkle of rivals. LxWxH 4725x1842x1434 Kerb weight 1370kg 1.4 TFSI 150 2.0 TFSI 190 2.0 TFSI 252 quattro 3.0 V6 TFSI S4 quattro 2.9 V6 TFSI RS4 quattro 2.0 TDI 150 ultra 2.0 TDI 150 2.0 TDI 190 ultra 2.0 TDI 190 2.0 TDI 190 quattro 3.0 V6 TDI 218 3.0 V6 TDI 218 quattro 3.0 V6 TDI 272 quattro

148 187 248 349 443 148 148 187 187 187 215 215 268

130 8.9-9.0 149 7.5 155 6.0 155 4.9 155 4.1 130 9.0-9.2 132-133 9.0-9.2 130 7.9 143-146 7.9 143 7.4 152 6.7 152 6.4 155 5.4

A4 Allroad 5dr estate £40,235–£44,715

48.7-51.4 50.4-53.3 42.8 37.2 32.1 67.3-70.6 64.2-67.3 65.7-68.9 61.4-65.7 60.1-62.8 61.4-64.2 57.6-60.1 52.3-55.4

126-139 121-128 149-150 175 199-200 104-110 111-116 106-112 113-121 116-123 114-121 123-129 134-142

AAAAC

Quality load-hauler gets a rugged makeover to make it even more capable. LxWxH 4750x1842x1493 Kerb weight 1580kg 2.0 TFSI 252 quattro 2.0 TDI 190 quattro 3.0 V6 TDI 218 quattro 3.0 V6 TDI 272 quattro

148 187 215 268

153 136 143 155

6.1 7.8 6.6 5.5

A5 2dr coupé £33,845–£76,115

41.5-43.5 55.4-57.6 53.3-55.4 51.4-53.3

148-154 128-134 137-143 139-146

AAAAC

Refreshed coupé gets a sharper look and a refreshed interior. Still mundane to drive. LxWxH 4673x1846x1371 Kerb weight 1390kg 1.4 TFSI 150 2.0 TFSI 190 2.0 TFSI 252 quattro 3.0 V6 TFSI S5 quattro 2.9 V6 TFSI RS5 quattro 2.0 TDI 190 ultra 2.0 TDI 190 2.0 TDI 190 quattro 3.0 V6 TDI 218 quattro

148 187 248 349 443 187 187 187 215

130 8.9 149 7.2-7.3 155 5.8 155 4.7 155 3.9 130 7.7 148-149 7.7 146 7.2 155 6.2

A5 Sportback 5dr coupé £31,945–£48,880

50.4-53.3 47.9-55.4 44.1-45.6 38.2 32.5 67.3-70.6 62.8-67.3 61.4-64.2 58.9-61.4

122-127 124-129 141-144 170 197 105-111 111-118 114-121 119-127

AAAAC

Refined, good-looking four-door coupé is sadly short on charm and finesse. LxWxH 4733x1843x1386 Kerb weight 1425kg 1.4 TFSI 150 2.0 TFSI 252 quattro 3.0 V6 TFSI S5 quattro 2.0 TDI 150 2.0 TDI 190 ultra 2.0 TDI 190 2.0 TDI 190 quattro 3.0 V6 TDI 218 quattro

148 248 349 148 187 187 187 215

130 8.9 155 6.0 155 4.7 135-136 8.9-9.0 130 7.9-8.0 146-148 7.9 146 7.4 152 6.4

A5 Cabriolet 2dr open £38,085–£52,540

50.4-52.3 43.5-44.1 37.7 65.7-67.3 65.7-68.9 61.4-67.3 60.1-62.8 58.9-61.4

124-130 144-148 170 109-114 106-113 109-119 117-124 119-125

AAAAC

More practical than smaller options. Lower-powered, steel-sprung trim is best. LxWxH 4673x1846x1383 Kerb weight 1600kg 2.0 TFSI 190 2.0 TFSI 252 quattro 3.0 V6 TFSI S5 quattro 2.0 TDI 190 2.0 TDI 190 quattro 3.0 V6 TDI 218 quattro

187 248 349 187 187 215

A6 4dr saloon £33,165–£59,605

147-148 149 155 144 144 149

7.9 6.3 5.1 8.3 7.8 6.8

46.3-50.4 42.2-42.8 36.2 60.1-62.8 57.6-60.1 54.3-57.6

127-139 149-152 177 118-124 122-128 128-137

AAAAC

Supremely well-constructed but a bit soulless to drive. A smart office on wheels. LxWxH 4932x1874x1455 Kerb weight 1570kg

What Car? New Car Buying


N E W CAR PR I CES P

1.8 TFSI 190 2.0 TFSI 252 quattro 2.0 TDI 190 ultra 2.0 TDI 190 quattro 3.0 V6 TDI 272 quattro 3.0 BiTDI 320 quattro 4.0 V8 TFSI S6 quattro

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187 248 187 187 268 315 443

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130-138 153-158 109-119 128-133 133-138 159-164 214-218

A capable stress-buster. BiTDI engine is a giant killer; the RS6 is simply monstrous. LxWxH 4943x1874x1461 Kerb weight 1635kg 187 248 187 187 268 315 443 552 596

140 155 140 139 155 155 155 155 155

8.2 6.7 8.5-8.7 7.9 5.7 5.2 4.6 3.9 3.7

47.1-49.6 39.8-40.9 60.1-64.2 54.3-55.4 52.3-53.3 44.1-45.6 29.4-30.1 29.4 29.4

A6 Allroad 5dr estate £48,110–£58,340

134-142 157-163 114-124 132-138 138-144 164-169 219-224 223 223

215 268 315

143 155 155

7.1 6.2 5.5

49.6 50.4 43.5

149 149 172

155 155 155

4.6 3.9 3.7

A8 4dr saloon £69,100–£74,995 282 335 282 335

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532 532 601

198 198 205

3.7 3.5 3.2

29.7 29.7 29.7

220 221 221

155 155 155 155

5.9 5.6 5.9 5.7

22.8 22.4 21.1

283 287 306

BAC

Mono 0dr open £165,125

AAAAB

An F-22 Raptor for the road, only significantly better built. LxWxH 3952x1836x1110 Kerb weight 580kg 305

170

2.8

NA

NA

BENTLEY

Continental GT 2dr coupé £156,700

AAAAC

Refined and improved in every area, making the Conti a superb grand tourer. LxWxH 4850x1966x1405 Kerb weight 2244kg 626

207

3.6

23.2

Q2 5dr SUV £21,6650–£37,235

Flying Spur 4dr saloon £132,800–£169,800

278

145-152 171-178 146-152 171-178

AAAAC

AAABC

Undoubtedly luxurious but misses the mark on refinement and tech sophistication. LxWxH 5299x1984x1488 Kerb weight 2417kg 500 521 616 626

183 190 199 202

4.9 4.6 4.3 4.2

25.9 25.9 19.2 19.2

Mulsanne 4dr saloon £229,360–£275,000

254 254 335 335 AAAAC

If the Rolls Phantom is best from the back seat, the Mulsanne is best in the front. LxWxH 5575x1926x1521 Kerb weight 2685kg 6.75 V8 6.75 V8 Speed

505 530

184 190

5.1-5.3 4.8

18.8 18.8

Bentayga 5dr SUV £135,800–£232,000

342 342 AAAAB

Crewe’s first attempt at a luxury SUV is a solid effort. The Diesel is wondrous. LxWxH 5140x1998x1742 Kerb weight 2505kg

1.0 TFSI 116 1.4 TFSI 150 2.0 TFSI 190 quattro 1.6 TDI 116 2.0 TDI 150 quattro

6.0 W12 4.0 V8 Diesel

122 131 141 122 131

10.1 8.5 6.5 10.3-10.5 8.1

53.3-55.4 48.7-54.3 44.1-44.8 61.4-68.9 56.5-58.9

117-121 119-130 144-146 109-120 125-131

600 429

187 168

4.0 4.6

21.6 35.3

296 210

2.0 TDI 190 quattro 2.0 TFSI 252 quattro 3.0 V6 TFSI SQ5 quattro

187 248 349

135 147 155

7.9 6.3 5.4

53.3-56.5 132-138 39.2-40.4 157-164 33.2-34.0 189-195

AAAAC

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335 148 187 220

155 132 143 151

4.7-4.9 8.8-9.0 7.5-7.6 6.5

34.0-38.2 54.3-58.9 55.4-58.9 56.5

169-189 127-136 126-135 130

134 181 248 335 148 187 187

127 142 125 121 129 141 138

9.3 7.4 6.7 11.1 9.0-9.1 7.6 7.5

48.7 47.9-50.4 113 65.7 62.8 64.2 60.1

132 134 57 112-113 119 117 124

make it sparkle. LxWxH 4633x1811x1429 Kerb weight 1470kg BMW

A proper compact coupé now. Could be better equipped, however. LxWxH 4432x1774x1418 Kerb weight 1420kg 130 143 155 155 155 132 143 140 151

8.8-8.9 7.2 5.6 4.6-4.8 4.3-4.5 8.3-8.5 7.1-7.2 7.0 6.3

2 Series Convertible 2dr open £27,540–£39,615

50.4-53.3 47.9 47.9 36.2-39.8 33.2-35.8 61.4-62.8 61.4 55.4 60.1

124-130 134-136 134 163-179 185-199 119-120 121-122 135 124

AAABC

134 181 181 248 321 114 148 160 187 187 254 254 308

130 146 144 155 155 127 133 143 146 144 155 155 155

9.2-9.3 7.5 7.7-7.9 5.9-6.0 5.1 11.3-11.4 8.9-9.0 8.2-8.3 7.5-7.7 7.7 5.6 5.4 4.9

47.9-51.4 44.8-48.7 38.7-44.8 42.2-46.3 40.4 58.9-60.1 58.9-60.1 57.6-62.8 55.4-58.9 52.3-55.4 49.6-50.4 47.1 44.8

129-137 134-147 147-169 143-157 164 124-127 124-127 119-128 125-135 136-141 148-149 157-158 165-167

640i 650i M6 M6 Competition pack 640d

TT Roadster 2dr open £30,605–£54,230

138 141-150 153 159-168 187-192 124 142

AAAAC

Plenty of pace and driver reward, along with prestige and designicon style. LxWxH 4177x1832x1355 Kerb weight 1300kg 1.8 TFSI 180 2.0 TFSI 230 2.0 TFSI 230 quattro 2.0 TFSI TTS quattro 2.5 TFSI TT RS quattro

177 226 226 305 394

147 155 155 155 155

7.2 6.1-6.2 5.6 4.9-5.2 3.7

46.3 42.2-45.6 40.9 37.7-39.8 33.6-34.4

142 144-155 158 163-173 187-192

218i 220i 230i

134 181 248

130 143 155

9.4-9.6 7.7 5.9

48.7-50.4 131-139 46.3 138-140 45.6 142

155 155 155 155 146 155 155

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40.4-44.8 39.2 29.7-32.5 29.7-32.5 54.3-56.5 48.7 44.1

315 443 552 591 308

155 155 155 155 155

5.5 4.6 4.3 4.0 5.5

146-162 167 203-218 203-218 132-138 153 169

AAAAC

35.8-36.7 31.0 27.4 27.4 48.7-50.4

6 Series Gran Coupé 4dr coupé £62,465–£106,395

179-184 213 239 239 149-153

AAAAC

315 443 552 591 308

155 155 155 155 155

5.4 4.6 4.2 3.9 5.4

36.2-37.7 32.1 27.4 28.5 49.6

178-182 206 231 231 152

Hatchback practicality meets 3 Series dynamic talent. Dull but decent. LxWxH 4824x1828x1508 Kerb weight 1580kg

6 Series Gran Turismo 5dr hatch £47,925–£57,810 AAABC

320i 320i xDrive 330i 340i 320d 320d xDrive 330d 330d xDrive 335d xDrive

630i 640i xDrive 630d 630d xDrive

181 181 248 321 187 187 254 254 308

146 144 155 155 146 144 155 155 155

8.0-8.1 8.1-8.4 6.1 5.1 7.8-7.9 7.8 5.7 5.4 4.9

4 Series 2dr coupé £33,985–£91,055

44.1-47.9 39.8-44.1 45.6 38.7 56.5 53.3 48.7 47.1 44.1

134-146 146-161 136-141 161-166 131-136 141 152 158 168

A large improvement on the 5GT and dynamically sound. Still an oddball, though. LxWxH 5007x1894x1392 Kerb weight 1720kg

181 181 248 321 425 444 453 187 187 254 254 308

146 144 155 155 155 155 155 146 144 155 155 155

46.3-48.7 40.9-45.6 43.5-48.7 36.7-41.5 31.0-34.0 31.0-34.0 33.6 58.9-60.1 54.3 51.4 47.9 45.6

134-141 144-161 136-151 159-179 194-204 194-204 197 124-125 136 144 154 162

155 155 155 155

6.3 5.3 6.1 6.0

42.8-43.4 34.4-35.3 49.0-49.5 48.0-48.7

7 Series 4dr saloon £62,725–£138,265

AAAAC 725d 7.3-7.5 7.6-7.8 5.8-5.9 5.0-5.2 4.1-4.3 4.0-4.2 3.9 7.2-7.4 7.3 5.5 5.2 4.7

254 335 261 261

148-152 183-187 151-154 154-156

AAAAC

Rules on in-car entertainment and diesel sophistication; otherwise too bland. LxWxH 5098x1902x1478 Kerb weight 1755kg

420i 420i xDrive 430i 440i M4 M4 Competition pack M4 CS 420d 420d xDrive 430d 430d xDrive 435d xDrive

47.1 43.5-46.3 42.8 38.7-40.9 33.6-34.4 60.1 52.3

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The 6 Series receives a pair of rear doors and they’re a brilliant visual coup. LxWxH 5007x1894x1392 Kerb weight 1750kg

1.8 TFSI 180 2.0 TFSI 230 2.0 TFSI 230 quattro 2.0 TFSI TTS quattro 2.5 TFSI TT RS quattro 2.0 TDI 184 ultra 2.0 TDI 184 quattro

6.9 5.9-6.0 5.3 4.6-4.9 3.7 7.1 6.7

)

Great engines and interior, but more of a GT than sports car. LxWxH 4894x1894x1365 Kerb weight 1890kg

A talented GT and a brilliant B-road steer that is very well-equipped. 730d LxWxH 4640x1825x1377 Kerb weight 1475kg 730d xDrive

149 155 155 155 155 149 145

hp

4 Series Gran Coupé 4dr coupé £33,985–£48,655

Still serves up plenty of pace, style and usability for the money. It’s Better than its 1 Series forebear but lacks truly distinguishing better to drive, too. LxWxH 4177x1832x1353 Kerb weight 1210kg premium qualities. LxWxH 4432x1774x1413 Kerb weight 1440kg 177 226 226 305 394 181 181

248 321 425 444 187 254 308

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Essentially a prettier 3 Series. Good, but not better than the regular saloon. LxWxH 4640x1825x1404 Kerb weight 1520kg

640i 650i M6 M6 Competition pack AAAAB 3 Series Gran Turismo 5dr hatch £31,420–£44,610 AAAAC 640d

2 Series 2dr coupé £25,010–£48,945 134 181 248 335 365 148 187 187 220

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420i 181 146 7.5-7.7 46.3-48.7 134-141 420i xDrive 181 144 7.8-8.1 40.9-45.6 144-161 430i 248 155 5.9 43.5-48.7 136-151 440i 321 155 5.1 41.5 159 420d 187 146 7.4-7.6 57.6-58.9 126-128 2 Series Gran Tourer 5dr MPV £26,730–£36,610 AAAAB 420d xDrive 187 144 7.5 54.3 136 Brings a proper premium MPV to the table. Third row seats aren’t 430d 254 155 5.6 51.4 144 adult-sized, though. LxWxH 4556x1800x1608 Kerb weight 1475kg 430d xDrive 254 155 5.3 47.9 155 218i 134 127 9.5-9.8 47.1 137 435d xDrive 308 155 4.8 45.6 163 220i 181 137 7.8 44.8-47.9 134-143 216d 335 119 11.8 62.8-64.2 116-117 5 Series 4dr saloon £36,710–£89,645 AAAAB 218d 148 127 9.6 60.1-61.4 121-125 The perfect compromise between the comfy E-Class and dynamic XF, and then some. LxWxH 5493x1868x1479 Kerb weight 1530kg 220d 187 138 8.2 61.4 122 220d xDrive 187 135 8.0 57.6 129 520i 181 146 7.8 50.4-52.3 124-129 530i 248 155 6.2 48.7 132 3 Series 4dr saloon £26,790–£59,600 AAAAB 540i xDrive 335 155 4.8 39.2 164 Decent cabin space and engine range but doesn’t measure up on M5 592 155 3.4 26.9 241 handling and finesse. LxWxH 4633x1811x1429 Kerb weight 1425kg 530e 248 146 6.2 141.2 46 318i 134 130 8.9-9.1 51.4-54.3 122-129 520d 187 147 7.5 60.1-62.7 119-123 320i 181 146 7.2-7.3 47.9-51.4 134-138 520d xDrive 187 144 7.6 56.4-57.6 129-132 320i xDrive 181 144 7.5-7.6 41.5-51.4 142-159 525d 227 155 6.6 56.4-57.6 128-131 330i 248 155 5.8-5.9 43.5-48.7 136-151 530d 261 155 5.7 55.3 134 340i 321 155 5.1-5.2 36.7-41.5 159-179 530d xDrive 261 155 5.4 51.3 144 M3 425 155 4.1-4.3 32.1-34.0 194-204 M3 Competition package 444 155 4.0-4.2 32.1-34.0 194-204 5 Series Touring 5dr estate £39,000–£53,730 AAAAB 330e 248 139 6.1 134.5 45-49 The excellent 5 Series made in more practical form. The 520d is 316d 114 127 10.8-10.9 60.1-61.4 120-124 still the best. LxWxH 4942x1868x1464 Kerb weight 1630kg 318d 148 133 8.5-8.7 60.1-61.4 121-123 520i 181 139 8.2 47.8-48.7 132-136 320d Efficient Dynamics 160 143 7.9-8.0 61.4-65.7 114-122 530i 248 155 6.5 46.3 139 320d 187 146 7.3-7.4 57.6-60.1 124-127 540i xDrive 335 155 5.1 37.6 172 320d xDrive 187 144 7.4 54.3-55.4 135-137 520d 187 147 7.8 60.1-61.4 121-124 330d 254 155 5.6 51.4 144-146 520d xDrive 187 144 7.9 53.2-54.3 137-140 330d xDrive 254 155 5.3 48.7 153-154 525d 227 152 6.8 54.3-60.1 134-138 335d xDrive 308 155 4.8 45.6 162-164 530d 261 155 5.8 52.3 141 530d xDrive 261 155 5.6 49.5 151 3 Series Touring 5dr estate £28,130–£45,620 AAAAB 6 Series Convertible 2dr open £68,465–£109,995 AAABC There are more practical estates, but the 3 Series’ dynamism

1 Series 3dr/5dr hatch £22,400–£37,105

218i 220i Q7 5dr SUV £51,425–£89,905 AAAAC 230i Unengaging to drive and light on feel, but the cabin is both huge M240i and classy. LxWxH 5052x1968x1740 Kerb weight 2060kg M2 3.0 V6 TDI 218 quattro 215 134 7.3 45.6-48.7 150-161 218d 3.0 V6 TDI 272 quattro 268 145 6.5 44.1-47.1 158-168 220d 3.0 V6 TDI quattro e-tron 254 143 6.2 148.7-156.9 48-50 220d xDrive 4.0 V8 TDI SQ7 quattro 429 155 4.9 37.2-39.2 190-199 225d

TT 2dr coupé £28,855–£52,480

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some of its rivals. LxWxH 4342x1800x1555 Kerb weight 1360kg

318i AAABC 320i Strong on performance and economy and as good as it could be. 320i xDrive Q3 5dr SUV £27,915–£37,235 AAABC LxWxH 4329x1765x1421 Kerb weight 1375kg 330i Typically refined and competent but feels more like an A3 than an 118i 134 130 8.5-8.7 52.3-56.5 112-126 340i Audi SUV. LxWxH 4388x1831x1608 Kerb weight 1385kg 120i 181 139-142 7.1 46.3-48.7 133-140 316d 1.4 TFSI 150 148 126 8.9-9.2 45.6-51.4 127-143 125i 220 151 6.1 47.9 134 318d 2.0 TFSI 180 quattro 177 135 7.6 40.4-42.8 152-161 M140i 335 155 4.6-4.8 36.2-39.8 163-179 320d Efficient Dynamics 2.0 TDI 150 148 126 9.6 60.1-62.8 117-124 116d 114 124 10.5 62.8-67.3 111-118 320d 2.0 TDI 150 quattro 148 126 9.3 53.3-57.6 129-140 118d 148 131 8.2-8.4 61.4-64.2 115-118 320d xDrive 2.0 TDI 184 quattro 181 136 7.9 50.4-54.3 136-146 120d 187 141 7.1-7.2 60.1-62.8 120-124 330d 120d xDrive 187 138 6.9 54.3-55.4 135-138 330d xDrive Q5 5dr SUV £39,840–£51,955 AAAAC 125d 220 149 6.4 58.9 126 335d xDrive

Appealing combination of Audi allure, affordable SUV practicality and attractiveness. LxWxH 4663x1893x1659 Kerb weight 1720kg

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430i 440i M4 M4 Competition pack 420d 2 Series Active Tourer 5dr hatch £24,905–£34,885 AAAAC 430d BMW’s FWD hatch is a proper contender but not as practical as 435d xDrive

218i 220i R8 Spyder 2dr open £121,210–£149,890 AAAAC 225xe 216d Taking the roof off the R8 enhances the drama tenfold. LxWxH 4426x1940x1245 Kerb weight 1680kg 218d 220d 5.2 V10 FSI RWS 532 197 3.8 22.4 286 220d xDrive 5.2 V10 FSI quattro 532 197 3.6 22.1 290 5.2 V10 FSI Plus quattro 601 204 3.3 20.8 309

4.0 V8 4.0 V8 S 6.0 W12 AAAAC 6.0 W12 Speed

48.7-50.4 36.2-37.7 48.7-50.4 36.2-37.7

P

M240i 218d 220d AAAAC 225d 129 147

Audi’s smallest SUV is a decent stepping stone from the A3 to the Q range. LxWxH 4191x1794x1508 Kerb weight 1205kg 114 148 187 114 148

)

AAAAC

Technical tour de force benefits from Audi’s knack of making very good limousines. LxWxH 5172x1945x1473 Kerb weight 1920kg 3.0 V6 50 TDI quattro 3.0 V6 55 TFSI quattro 3.0 V6 50 TDI quattro LWB 3.0 V6 55 TFSI qu’tro LWB

hp

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Usable but no less involving or dramatic for it. V10 is deliciously brutal. LxWxH 4426x1940x1240 Kerb weight 1590kg

6.0 W12

A7 5dr coupé £66,725–£94,185

Curiously droopy-looking but otherwise impressive. RS7 is brutally quick, too. LxWxH 4974x1911x1420 Kerb weight 1955kg 4.0 V8 TFSI S7 quattro 443 4.0 V8 TFSI RS7 quattro 552 4.0 TFSI RS7 Performance 596

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R8 2dr coupé £112,520–£141,200

AAAAC 2.5 VVT

Rugged version of the A6 Avant sports a degree of off-roading ability. LxWxH 4938x1898x1534 Kerb weight 1890kg 3.0 V6 TDI 218 quattro 3.0 V6 TDI 272 quattro 3.0 BiTDI 320 quattro

2.0 TDI 184 ultra 2.0 TDI 184 quattro

5.2 V10 FSI RWS 5.2 V10 FSI quattro AAAAC 5.2 V10 FSI Plus quattro

A6 Avant 5dr estate £35,305–£88,385 1.8 TFSI 190 2.0 TFSI 252 quattro 2.0 TDI 190 ultra 2.0 TDI 190 quattro 3.0 V6 TDI 272 quattro 3.0 BiTDI 320 quattro 4.0 V8 TFSI S6 quattro 4.0 V8 TFSI RS6 quattro 4.0 TFSI RS6 Performance

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740d xDrive 740e 740Le xDrive 740Li 750i M760Li V12 xDrive

227 261 261 315 254 254 321 443 601

152 155 155 155 155 155 155 155 155

6.9 6.1 5.8 5.2 5.4 5.3 5.6 4.7 3.7

55.3-56.4 132-133 51.3-52.3 143-145 48.7-49.5 151-152 46.3-47.0 159-160 128.4-134.5 49-50 113.0-117.7 54-56 40.4-41.5 159-164 34.9-35.3 186-189 22.0 294

X1 5dr SUV £27,625- £38,635

AAAAC

Pick of the premium bunch but a tad unrefined and has ordinary handling. LxWxH 4439x1821x1598 Kerb weight 1395kg

sDrive18i xDrive20i sDrive18d 4 Series Convertible 2dr open £39,205–£66,805 AAAAC xDrive18d A talented gran tourer with the ability to remove the roof. What’s xDrive20d not to like? LxWxH 4640x1825x1384 Kerb weight 1700kg xDrive25d 420i 181 146 8.2-8.4 42.8-45.6 144-153

138 189 148 148 187 227

127 138 126 126 136 146

9.7 7.4 9.3-9.4 9.3-9.4 7.8 6.6

48.7 44.1-45.6 61.4 56.5-58.9 58.9 55.4

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132-133 141-146 120-121 127-132 126 133-138


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GTC4Lusso 2dr coupé £200,165–£240,402

AAAAB 1.5T Ecoboost 182PS 179 137-138 8.8 46.3-50.4 128-140 2.0T Ecoboost 250 ST 246 154 6.7 41.5 159 1.5 TDCi 95 93 112 12.2 74.3 99 sDrive20i 186 141 7.7 47.9-51.4 126-134 1.6 BlueHDi 120 3.9T V8 592 198 3.5 24.3 265 1.5 TDCi 105 103 116 12.1 83.1 88 sDrive18d 148 129 9.3-9.8 60.1-62.8 120-124 6.3 V12 670 208 3.4 18.4 350 1.5 TDCi 120 118 119-120 10.7-11.0 74.3 99 xDrive18d 148 128 9.2 54.3-57.6 128-137 C4 5dr hatchback £18,750–£22,730 AAACC 1.6 TDCi 95 93 112 12.5 67.3 109 xDrive20d 185 137 7.7 57.6-60.1 124-128 A good-looking hatchback but lacks the polish and refinement of 812 Superfast 2dr open £262,963 AAAAA 1.6 TDCi 115 113 120 10.8 67.3 109 its latest rivals. LxWxH 4329x1789x1489 Kerb weight 1200kg More powerful than the F12, but with better road manners making it 2.0 TDCi 150 148 129-130 8.9-9.0 64.2-70.6 105-115 the star of the range. LxWxH 4657x1971x1276 Kerb weight 1630kg 2.0 TDCi 185 ST 107 114 10.9 58.9 112 X3 5dr SUV £39,120–£51,705 AAAAC 1.2 PureTech 110 182 135 7.8-8.3 61.4-67.3 110-119 126 122-124 10.8-10.9 55.4-58.9 110-117 Continues where the last one left off. Dynamically good and more 1.2 PureTech 130 6.5 V12 777 211 2.9 18.9 340 luxurious inside. LxWxH 4708x1891x1676 Kerb weight 1750kg 1.6 BlueHDi 100 96 111 11.5 78.5 95 AAAAC Mondeo 5dr hatch £19,450–£30,600 F I AT 116 122 10.6-11.1 72.4-74.3 100-104 xDrive20i 181 134 8.3 38.7-39.8 163-166 1.6 BlueHDi 120 Does what great Fords do, by over-delivering on practicality, M40i 355 155 4.8 33.6-34.4 188-193 500 3dr hatch/2dr open £11,615–£21,115 AAABC handling and value. LxWxH 4871x 1852x1482 Kerb weight 1455kg xDrive20d 187 132 8.0 51.4-53.5 140-144 C4 Cactus 5dr hatchback £16,580–£21,170 AAABC Super desirable, super-cute city car. Pleasant, if not involving to 1.0 SCTi Ecoboost 125 123 124 12.0 55.4 119 drive. LxWxH 3571x1627x1488 Kerb weight 865kg xDrive30d 261 149 5.8 47.1-48.7 154-158 Interesting and novel to look at but flawed to drive. 1.5 SCTi Ecoboost 160 157 133-138 9.1-9.2 44.8-48.7 134-146 LxWxH 4157x1729x1480 Kerb weight 965kg 1.2 69hp 68 99 12.9 60.1-65.7 99-110 2.0 SCTi Ecoboost 240 236 149 7.9 38.7 169 X4 5dr SUV £42,900–£55,315 AAABC 1.2 PureTech 82 79 106-107 12.9-15.0 61.4-65.7 98-107 0.9 Twinair 85 83 107 11.0 67.3-74.3 88-90 1.5 TDCi Duratorq 120 118 119 11.7 78.5 94 Downsized X6 is respectable enough if not loveable, but the X3 is a 1.2 PureTech 110 107 117 9.3-9.7 61.4-65.7 100-105 0.9 Twinair 105 103 117 10.0 67.3 99 2.0 TDCi Duratorq 150 148 132-134 9.3-9.9 61.4-68.9 107-120 better option. LxWxH 4671x1881x1624 Kerb weight 1735kg 1.2 PureTech 130 128 120 8.2 58.9 110 1.3 Multijet 95 93 112 10.7 83.1 89 2.0 TDCi D’torq 150 AWD 148 134 10.3 58.9 124 xDrive20d 187 131 8.0 50.4-52.3 142-146 1.6 BlueHDi 100 96 114 10.6-11.2 78.5-91.1 82-95 2.0 TDCi Duratorq 180 177 139-140 8.3-8.6 61.4-64.2 115-120 xDrive30d 254 145 5.8 46.3-49.6 149-159 500L 5dr MPV £16,195–£21,320 AAACC 2.0 TDCi D’torq 180 AWD 177 140 9.3 54.3 134 xDrive35d 308 153 5.2 47.1 157 C4 Spacetourer 5dr MPV £21,125–£29,190 AAAAC A costly option but has some style to fill out some of its missing 2.0 TDCi Duratorq 210 207 145 7.9 58.9 134 substance. LxWxH NA Kerb weight NA M40d 322 155 4.9 42.8-44.1 170-173 Plushness and an improved dynamic make for a better car. LxWxH 4438x1826x1610 Kerb weight 1280kg 1.4 95 93 103-111 12.8-13.2 45.6-46.3 143-144 Mondeo Estate 5dr estate £20,950–£32,410 AAAAC X5 5dr SUV £49,540–£97,115 AAAAC 1.2 PureTech 110 107 116 11.5 55.4 115 1.4 T-Jet 120 118 114-117 10.2-11.0 42.2 155-157 A vast and enjoyable estate that majors on everything a great Ford Accomplished and luxurious but no longer the standard-setter on 1.2 PureTech 130 126 125-128 10.1 55.4-56.5 115-116 1.3 Multijet 95 93 101-106 13.9-15.5 67.3-72.4 104-109 should. LxWxH 4867x 1852x1501 Kerb weight 1476kg SUV handling. LxWxH 4886x1938x1762 Kerb weight 1995kg 1.6 BlueHDi 100 96 109 12.7 74.3 99 1.6 Multijet 120 118 114-117 10.7-11.5 65.7-67.3 112-114 1.0 SCTi Ecoboost 125 123 121 12.1 54.3 120 sDrive25d 227 136 7.7 52.3 141 1.6 BlueHDi 120 116 117 11.2-11.3 72.4-74.3 100-103 1.5 SCTi Ecoboost 160 157 130-135 9.2-9.3 43.5-47.9 137-152 xDrive25d 227 236 7.7 50.4 148 1.6 BlueHDi 150 145 129-130 9.7-10.1 64.2-68.9 106-115 500L Wagon 5dr MPV £18,495–£22,320 AAACC 2.0 SCTi Ecoboost 240 236 146 8.0 37.7 174 xDrive30d 254 143 6.8 40.3 183 Loses more of its charm as it gets bigger, but it does come as a 1.5 TDCi Duratorq 120 118 116 11.9 74.3 99 xDrive40d 308 146 5.9 40.3 183 Grand C4 Spacetourer 5dr MPV £23,425–£30,890 AAAAC seven-seater. LxWxH NA Kerb weight NA 2.0 TDCi Duratorq 150 148 129-130 9.4-10.0 58.9-67.3 109-123 M50d 375 155 5.3 36.2 205 Alternative MPV offers something fresh, comfy, spacious and 1.4 T-Jet 120 118 117 10.6 40.9 158 2.0 TDCi D’torq 150 AWD 148 130 10.5 57.7 127 quietly upmarket. LxWxH 4602x1826x1638 Kerb weight 1297kg xDrive40e 241 130 6.8 83.1 78 1.3 Multijet 95 93 105-106 14.4-15.7 68.9-72.4 104-107 2.0 TDCi Duratorq 180 177 135-137 8.4-8.7 58.9-62.3 117-123 xDrive50i 442 155 4.9 29.1 226 1.2 PureTech 130 126 125-128 10.8 55.4-56.5 115-116 1.6 Multijet 120 118 117 10.9 67.3 112 2.0 TDCi D’torq 180 AWD 177 137 9.5 53.3 137 X5 M 567 155 4.2 25.4 258 1.6 BlueHDi 100 96 109 13.1 74.3 99 2.0 TDCi Duratorq 210 207 142 8.1 56.5 129 1.6 BlueHDi 120 116 117 11.5-11.7 70.6 105-106 500X 5dr hatch £15,430–£26,650 AAABC X6 5dr SUV £61,105–£100,085 AAABC 1.6 BlueHDi 150 145 129-130 9.8-10.1 64.2-68.9 106-115 Familiar styling works rather well as a crossover. Drives okay, too. Mondeo Saloon 4dr saloon £26,050–£29,000 AAAAC

A more stylish version of the X1, but we’ll have to wait and see how 1.2 PureTech 130 it fares dynamically. LxWxH 4360x1824x1526 Kerb weight 1460kg 1.6 BlueHDi 100

The world’s first off-road coupé, but appearances make it difficult to love. LxWxH 4909x1989x1702 Kerb weight 2065kg

107 127 96 116

115 124 109 114

11.3 10.4 12.8 10.7

56.5 53.3 70.6 68.9

115 119 104 107

Another four-wheel-drive grand tourer Ferrari that is more usable than the FF. LxWxH 4922x1980x1383 Kerb weight 1865kg

LxWxH 4248x1796x1600 Kerb weight NA DACIA

1.6 E-Torq 110 108 112 11.5 44.1-47.1 139-147 AAACC 1.4 Multiair 140 138 118 9.8-9.9 47.1-49.6 133-139 A clever budget prospect but its limitations are unavoidable, even 1.4 Multiair 170 AWD 167 124 8.6 42.2 157 after a smart facelift. LxWxH 4069x1733x1519 Kerb weight 969kg 1.3 Multijet 95 93 107 12.9 68.9 107 1.0 SCe 75 71 98 14.2 54.3 117 1.6 Multijet 120 118 116 10.5 65.7-68.9 109-113 0.9 TCe 90 87 109 11.1 57.6 109 2.0 Multijet 140 AWD 138 118 9.8 51.4 144 1.5 dCi 90 87 107 11.8 80.7 90 i3 5dr hatch £34,075–£40,130 AAAAB Panda 5dr hatch £9405–£18,155 AAABC Our favourite high-end small car happens to be an EV, and it could Sandero Stepway 5dr hatch £9595–£12,195 AAABC Hasn’t kept pace with its rivals, but sells robust, practical charm

xDrive30d xDrive40d M50d xDrive50i X6 M

254 308 375 442 567

143 146 155 155 155

6.7 5.8 5.2 4.8 4.2

40.3 40.3 36.2 29.1 25.4

183 183 205 227 258

change motoring. LxWxH 3999x1775x1578 Kerb weight 1245kg 94Ah 94Ah Range Extender 94Ah S 94Ah S Range Extender

167 167 180 180

93 93 99 99

7.3 8.1 6.9 7.7

NA 470.8 NA 403.5

i8 2dr coupé £112,735

0 13-14 0 14

A more expensive and slightly more rugged cheap car – but still limited. LxWxH 4089x1761x1555 Kerb weight 1040kg 0.9 TCe 90 1.5 dCi 90

87 87

104 104

11.1 11.7

55.4 74.3

Logan MCV 5dr estate £8495–£12,695

115 98 AAACC

AAAAC Lacks its stablemates’ charms but retains their cheapness.

If BMW’s plug-in hybrid is what the future of the sports car looks like, we welcome it. LxWxH 4689x1942x1293 Kerb weight 1485kg 1.5 eDrive

Sandero 5dr hatch £6995–£11,195

374

155

4.4

148.6

42

LxWxH 4501x1733x1552 Kerb weight 980kg 1.0 SCe 75 0.9 TCe 90 1.5 dCi 90

71 87 87

98 109 107

14.7 11.1 11.8

52.3 57.7 80.7

120 109 90

AACCC

Sharp-looking saloon is a replacement for the CTS. Still needs a diesel option. LxWxH 5184x1880x1472 Kerb weight 1950kg 3.0 V6 AWD

411

155

5.7

28.8

CTS-V 4dr saloon £76,550

223 AAAAC

Eat your heart out, Germany – but lacks handling finesse of its European rivals. LxWxH 5050x1863x1447 Kerb weight 1850kg 6.2 V8 RWD

640

199

3.7

21.7

Escalade 5dr SUV £82,515–£97,050

298 AACCC

Cadillac’s luxury SUV remains too large and ungainly for the UK. LxWxH 5179x2061x1896 Kerb weight 2635kg 6.2 V8 AWD

420

112

6.7-6.9

22.4

287

C AT E R H A M

Seven 2dr open £17,495–£51,990

AAAAB

The 360 is the sweet spot in the revised range, giving the Seven just the right hit of performance. LxWxH NA Kerb weight 490kg 0.6 Suzuki 160 0.6 Suzuki Super Sprint 1.6 Sigma Ti-VCT 270 1.6 Sigma Ti-VCT 310 2.0 Duratec 360 2.0 Duratec 420 2.0 Supercharged 620S 2.0 Supercharged 620R

80 95 135 152 180 210 310 310

100 100 122 127 130 136 145 155

6.91 6.91 5.0 4.9 4.8 3.8 3.4 2.79

57.6 57.6 NA NA NA NA NA NA

114 114 NA NA NA NA NA NA

CHEVROLET

Camaro 2dr coupé/convertible £32,540–£45,030

AAABC

An affordable American muscle car, but LHD only and less usable and unrefined. LxWxH 4784x1897 Kerb weight 1539kg 2.0 Turbo 6.2 V8

268 446

149 5.9-6.1 155-180 4.4-4.8

Corvette 2dr coupé/open £64,010–£110,250

34.9-35.3 181-184 22.1-25.4 252-290 AAABC

LHD only and less usable and less able than rivals, but disarming and inimitable. LxWxH 4492x1872x1239 Kerb weight 1539kg 6.2 V8 6.2 V8 Z06

459 650

180 196

4.1-4.2 3.7-3.8

22.8-23.0 282-284 20.0-22.2 291-322

CITROEN

C-Zero 5dr hatchback £20,495

Logan MCV Stepway 5dr estate £12,095–£13,695

9.2

67.3

99 AAAAC

American muscle built for the UK. What’s not to like? LxWxH 4784x1916x1381 Kerb weight 1653kg 2.3 Ecoboost 5.0 V8

312 410

145 155

5.8 4.8

28.8-35.3 179-225 12.8-23.5 281-306

better than most. LxWxH 3653x1643x1551 Kerb weight 940kg

B-Max 5dr MPV £16,145–£20,595

Sliding doors, responsive handling and keen value make this a decent small MPV. LxWxH 4077x1751x1604 Kerb weight 1274kg

68 83 88 93

96-102 103-110 104 104

14.2-14.5 11.2-12.1 12.0 12.5-12.7

51.4-55.4 57.6-68.9 57.6 62.8-64.2

119-129 133-139 114 117-119

1.4 90 88 1.0T Ecoboost 100 98 1.0T Ecoboost 125 123 Punto 5dr hatch £11,895–£13,770 AAACC 1.6 105 103 Spacious and characterful but severely dated and out of its depth 1.5 TDCi 75 72 now. LxWxH 4065x1687x1490 Kerb weight 1030kg 1.5 TDCi 95 93 1.2 69hp 68 97 14.4 53.3 124 1.4 77hp 76 103 13.2 49.6 132 C-Max 5dr MPV £21,945–£28,445

9.5 11.7-11.9 9.9 9.2

AAACC

Tipo 5dr hatch £13,795–£19,795

47.9 68.9-70.6 65.7 62.8

136 104-108 113 117

Appeals for its dynamics, but not as it once did. Spacious, stylish and well-priced. LxWxH 4360x2010x1469 Kerb weight 1276kg

1.6 Duratec Ti-VCT 85 83 106 14.9 47.9 136 1.6 Duratec Ti-VCT 105 103 116 12.3 47.9 136 1.0T Ecoboost 100 98 115 12.5 61.4-65.7 99-105 1.0T Ecoboost 125 123 119-120 11.0-12.0 51.4-60.1 108-125 AAABC 1.5T Ecoboost 150 148 129-130 8.9-9.2 46.3-51.4 127-140 LxWxH 3455x1615x1460 Kerb weight 855kg DS’s first premium SUV certainly has the right price tag, equipment 1.5T Ecoboost 182PS 179 137-138 8.6-8.9 46.3-51.4 127-140 and appeal. LxWxH 4570x1895x1620 Kerb weight 1420kg 1.0 VTI 68 67 99 13.0-15.9 67.3-68.9 95-97 2.0T Ecoboost 250 ST 246 154 6.5 41.5 159 1.2 PureTech 82 79 106 10.9 65.7 99 1.6 THP 225 EAT8 218 141 8.3 57.9 135 2.3T Ecoboost 350 RS 345 165 4.7 36.7 175 1.5 BlueHDi 130 NA 121 11.7 68.9 107 107Kw Electric Motor 140 84 11.0 NA 0 C3 5dr hatchback £11,560–£18,050 AAABC 2.0 BlueHDi 180 EAT8 171 134 9.9 57.6 128 1.5 TDCi 95 93 112 12.0 74.3 99 Funky, fresh look gives a lease of life, shame that underneath isn’t 1.5 TDCi 105 103 116 11.9 83.1 88 FERRARI the same. LxWxH 3996x1749x1474 Kerb weight 976kg 1.5 TDCi 120 118 119-120 10.5-10.8 74.3 99 Portofino 2dr open £166,180 AAAAC 2.0 TDCi 150 1.2 PureTech 68 66 107 14.0 60.1 108 148 129-130 8.7-8.8 64.2-70.6 105-115 The entry-level Ferrari has the power, the looks and the touring 1.2 PureTech 82 79 107 12.8 60.1 109 2.0 TDCi 185 ST 182 135 7.7-8.1 61.4-67.3 110-119 ability. LxWxH 4586x1938x1318 Kerb weight 1664kg 1.2 PureTech 110 107 117 9.3 61.4 110 3.9T V8 591 199 3.5 26.4 245 AAAAC 1.6 BlueHDi 75 72 106 13.7 78.5 93 Focus Estate 5dr estate £22,640–£30,300 Well-mannered and comfortable, but a Skoda Octavia will carry 1.6 BlueHDi 100 96 115 10.6 76.3 95 488 2dr coupé/open £197,418-£219,274 AAAAA more. LxWxH 4560x2010x1469 Kerb weight 1313kg AAABC Calm ride mixed with explosive performance. 1.6 Duratec Ti-VCT 105 103 116 12.5 47.1 139 C3 Aircross 5dr hatchback £14,350–£20,025 LxWxH 4568x1952x1213 Kerb weight 1475kg Funky-looking C3 gets a jacked-up, rugged SUV look. 1.0T Ecoboost 100 98 115 12.7 58.9 109 LxWxH 4155x1765x1637 Kerb weight 1088kg 3.9T V8 650 203-205 3.0 24.7 260 1.0T Ecoboost 125 123 119-120 11.2-12.2 51.4-58.9 110-125 1.2 PureTech 82 79 103 15.9 55.4 116 1.5T Ecoboost 150 148 129-130 8.9-9.2 46.3-50.4 128-140

84 AUTOCAR.CO.UK 2 MAY 2018

116

AAABC 106 109 117 112 98 108

13.8 13.2 10.9 12.1 15.1 13.0

47.1 55.4 57.7 44.1 74.3 74.3

139 119 114 149 98 98 AAABC

A fun-to-drive and easy-to-live-with five-seat MPV.

AAABC LxWxH 4379x1828x1610 Kerb weight 1391kg Given a rugged makeover but still lacks charm. Extremely A 90s reboot that has been on a diet. Decent to drive and ample 1.0T Ecoboost 100 98 108 12.6 55.4 127 practical, though. LxWxH 4528x1761x1559 Kerb weight 1090kg interior space. LxWxH 4368x1792x1495 Kerb weight 1195kg 1.0T Ecoboost 125 123 116 11.4 55.4 129 0.9 TCe 90 87 106 12.4 55.4 115 1.4 95 93 115 12.1 49.6 132 1.6 Ti-VCT 125 123 117 11.5 44.1 149 1.5 dCi 90 87 106 13.0 72.4 100 1.6 E-Torq 110 108 119 11.5 44.8 147 1.5 TDCi 105 103 114 12.1 74.3 99 1.4 T-Jet 120 118 124 9.6 47.1 139 1.5 TDCi 120 118 113-114 11.3-12.4 67.3-68.9 105-109 Duster 5dr SUV £9495–£15,495 AAABC 1.3 Multijet 95 93 112 12.0 76.3 99 2.0 TDCi 150 148 126-127 9.5-10.3 58.9-64.2 114-124 A value champion. If cheap family transport is what you require, 1.6 Multijet 120 118 124 9.8-10.2 74.3-76.3 98-99 the Duster delivers. LxWxH 4315x2000x1625 Kerb weight 1147kg Grand C-Max 5dr MPV £23,545–£30,095 AAAAC 1.6 SCe 115 111 104-105 11.0-12.0 41.5-44.1 145-155 Tipo Station Wagon 5dr estate £14,795–£20,795 AAABC Mid-sized Ford handles well and can be had in five- or seven-seat form. Good value, too. LxWxH 4379x1828x1610 Kerb weight 1493kg 1.2 TCe 125 121 109-110 10.4-11.0 44.1-46.3 138-145 Estate version is more practical, which mixes well with its driving 1.5 dCi 110 105 104-105 11.8-12.4 60.1-64.2 115-123 characteristics. LxWxH 4571x1792x1514 Kerb weight 1205kg 1.0T Ecoboost 100 98 107 13.6 54.3 133 1.4 95 93 115 12.3 49.6 132 1.0T Ecoboost 125 123 115 12.2 54.3 134 DS 1.6 E-Torq 110 108 119 11.7 44.8 147 1.5 TDCi 120 118 111-112 12.3-13.4 62.8-64.2 131 3 3dr hatch/2dr open £15,370–£26,170 AAAAC 1.4 T-Jet 120 118 124 9.8 47.1 139 2.0 TDCi 150 148 124-126 9.8-10.4 56.5-61.4 119-129 Premium-brand philosophy and aesthetics appeal, but the 3 lacks 1.3 Multijet 95 93 112 12.3 76.3 99 dynamic refinement. LxWxH 3948x1715x1483 Kerb weight 1090kg 1.6 Multijet 120 118 124 10.1-10.4 72.4-76.3 98-101 S-Max 5dr MPV £26,450–£38,710 AAAAC 1.2 PureTech 82 79 108 12.3 61.4 107 Better to drive and better looking than most but not quite the class 1.2 PureTech 110 107 117-118 9.6-10.2 61.4-65.7 100-105 124 Spider 2dr open £21,050–£27,060 AAABC leader it was. LxWxH 4976x1916x1655 Kerb weight 1645kg 1.2 PureTech 130 126 126-127 8.9-9.0 62.8 105 The 124 name has been revived. Although not perfect, it is fun to 1.5 SCTi Ecoboost 160 157 124 9.9 43.5 149 drive. LxWxH 4054x1740x1233 Kerb weight 1050kg 1.6 THP 165 158 135 7.6 50.4 129 2.0 SCTi Ecoboost 240 236 140 8.4 35.8 180 1.6 THP 210 202 143 6.5 52.3 125 1.4 Multiair Turbo 140 138 134 7.5-7.6 42.8-44.1 148-153 2.0 TDCi Duratorq 120 118 114 13.4 56.5 129 1.6 BlueHDi 100 96 113-117 10.8-11.2 80.7-83.1 87-92 2.0 TDCi Duratorq 150 148 122-123 10.8 56.5 129-134 FORD 1.6 BlueHDi 120 116 118 9.3 78.5 94 2.0 TDCi D’torq 150 AWD 148 122 12.1 52.3 139 Ka+ 5dr hatch £9800–£12,100 AAABC 2.0 TDCi Duratorq 180 177 129-131 9.5-9.7 56.5 129-134 4 5dr hatch £21,360–£26,630 AAABC The Ka gets two extra doors, and it’s a breath of fresh air for the 2.0 TDCi D’torq 180 AWD 177 128 10.5 48.7 149 range. LxWxH 3929x1910x1524 Kerb weight 1055kg A jack of all trades, master of none. Nice styling, though. 2.0 TDCi 210 Bi-turbo 207 135 8.8 51.4 144 LxWxH 4284x1810x1497 Kerb weight 1255kg 1.2 Ti-VCT 70 69 99 15.3 56.5 114 1.2 PureTech 130 126 123 9.9 56.5-57.6 114-116 1.2 Ti-VCT 85 83 105 13.3 56.5 114-120 Galaxy 5dr MPV £28,000–£38,960 AAABC 1.6 THP 165 158 131 8.7 50.4 130 Huge seven-seat MPV. Easy to place on the road but not cheap to 1.6 BlueHDi 120 116 117-120 10.9-11.4 67.3-74.3 100-111 Fiesta 3dr/5dr hatch £13,695–£22,245 AAAAB buy. LxWxH 4848x1916x1747 Kerb weight 1708kg 1.6 BlueHDi 180 175 127-135 8.6 64.2 115 Dynamically superb and continues the Fiesta legacy. No longer the 1.5 SCTi Ecoboost 160 157 124 10.0 43.5 149 class leader, though. LxWxH 4040x1735x1476 Kerb weight 1113kg 2.0 SCTi Ecoboost 240 236 140 8.6 35.8 180 4 Crossback 5dr hatch £23,660–£30,250 AAABC 1.1 Ti-VCT 70 69 99 14.9 64.2 101 2.0 TDCi Duratorq 120 118 114 13.6 56.5 129 A more rugged version of the DS4 doesn’t make it any better. 1.1 Ti-VCT 85 83 105 14.0 64.2 101 2.0 TDCi Duratorq 150 148 122-123 10.9 54.3-56.5 129-134 LxWxH 4284x1810x1497 Kerb weight 1255kg 1.0T Ecoboost 100 98 111-113 10.5-12.2 54.3-65.7 97-118 2.0 TDCi D’torq 150 AWD 148 122 12.2 52.3 139 1.2 PureTech 130 126 123 9.9 56.5 116 1.0T Ecoboost 125 123 121 9.9 65.7 98 2.0 TDCi Duratorq 180 177 129-131 9.6-9.8 52.3-56.5 129-134 1.6 BlueHDi 120 116 117 10.9-11.4 67.3-72.4 103-111 1.0T Ecoboost 140 138 125 9.0 62.8 102 2.0 TDCi Dtorq 180 AWD 177 128 10.6 48.7 149 1.6 BlueHDi 180 175 127-135 8.6 64.2 115 1.5 TDCi 85 83 108 12.5 88.3 82 2.0 TDCi 210 Bi-turbo 207 135 8.9 51.4 144 1.5 TDCi 120 118 121 9.0 88.3 89 5 5dr hatch £28,485–£34,755 AAABC EcoSport 5dr SUV £17,945–£21,595 AAACC A design marvel. Shame it doesn’t function all that well. Focus 5dr hatch £20,220–£39,925 AAAAC Facelifted version of the pumped-up Fiesta is okay, but developing-

AAACC LxWxH 4530x2128 Kerb weight 1605kg 1.6 THP 165 158 126 1.6 BlueHDi 120 116 117-119 Electric 64 80 15.9 NA 0 2.0 BlueHDi 150 145 127 2.0 BlueHDi 180 175 137 C1 3dr hatch/5dr hatch £9,125–£13,480 AAABC Slightly cheaper than its Toyota sibling but less visually charming. 7 Crossback 5dr SUV £28,095–£43,580

Well-engineered electric city car, but too expensive and lacks the range of rivals. LxWxH 3475x1475x1600 Kerb weight 1120kg

157

Mustang 2dr coupé/open £33,675–£44,965

1.2 69hp 0.9 Twinair 85 0.9 Twinair 90 1.3 Multijet 95

CAD I LL AC

CT6 4dr saloon £71,670

The least practical of the three bodystyles but still as usable as a Mondeo should be. LxWxH 4871x 1852x1482 Kerb weight 1579kg 2.0 iVCT Hybrid 187PS

world roots show. LxWxH 4096x1765x1653 Kerb weight 1280kg 1.0T Ecoboost 125 1.0T Ecoboost 140 1.5 TDCi Duratorq 100 1.5 TDCi Duratorq 125

123 138 99 123

111 116 99 112

12.7 11.8 14.0 10.9

Kuga 5dr SUV £22,595–£36,095

48.7-54.3 54.3 68.8 62.7

119-134 119 107 116-119

AAAAB

Bigger and sharper-looking than before but still retains its taut, responsive handling. LxWxH 4524x1838x1689 Kerb weight 1560kg 1.5 Ecoboost 120 1.5 Ecoboost 150 1.5 Ecoboost 182PS AWD 1.5 TDCi 120 1.5 TDCi 150 1.5 TDCi 150 AWD 1.5 TDCi 180 AWD

118 148 179 118 148 148 177

112 12.5 121 9.7 124 10.1 106-108 12.4-12.7 119-121 9.9-10.1 118 10.9 124-126 9.2-10.0

Edge 5dr SUV £35,510–£43,025

44.8 44.8 37.7 58.9-64.2 54.3-60.1 54.3 54.3

145 145 173 115-124 122-135 134 134-135

AAABC

Mid-sized, US-developed SUV joins Ford’s fleet to take on Europe’s big SUVs. LxWxH 4808x1928x1692 Kerb weight 1912kg 2.0 TDCi Duratorq 180 2.0 TDCi Bi-turbo 210

177 207

124 131

9.9 9.4

47.9-48.7 149-152 47.9-48.7 149-152


N E W CAR PR I CES P

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Kona 5dr hatch £16,450–£26,245

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AAAAC

Hyundai’s first crossover is the perfect blend of practicality, value and style LxWxH 4165x1800x1550 Kerb weight 1233kg 1.0 T-GDi 120 2WD 1.6 T-GDi 177PS 4WD

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GT 2dr coupé £420,000

AAAAC

112 127

12.0 7.9

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F-Type Convertible 2dr open £56,295–£118,165

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216

3.0

NA

NA

197

G I N E T TA

AAABC

A balanced, affordable and fine-looking track-day car. Some of the finish isn’t quite up to snuff. LxWxH NA Kerb weight 840kg

Q30 5dr hatch £20,600–£36,435

52.3-54.3 117-125 42.2 153

155 161 171 171 171 171 186 195

5.7 5.3-5.7 4.9-5.5 5.1 4.8 4.9 4.1 3.7

39.2 28.8-33.6 28.8-32.9 31.7 32.9 31.7 25.0 25.0

AAABC the F-Pace’s? LxWxH 4411x1984x1649 Kerb weight 1775kg 2.0 D150 148 124 9.5 60.1 2.0 D150 AWD 148 120 9.9-10.1 50.4-54.3 42.8-47.1 159-174 2.0 D180 AWD 177 127-128 8.7-9.4 50.4-54.3 2.0 D240 AWD 236 139 7.0 45.6 2.0 P250 AWD 245 143 6.6 36.7 AAABC 2.0 P300 AWD 295 151 5.9 35.3

Infiniti’s first hatch uses the A-Class blueprint. Great to look at, not so good to drive. LxWxH 4425x1805x1495 Kerb weight 1407kg

1.6t 122 1.6t 156 H O N DA 2.0t 211 Jazz 5dr hatch £14,115–£18,215 AAAAC 2.0t 211 AWD Not the most compact or vivacious but has decent handling and is 1.5d 109 cleverly packaged.LxWxH 3995x1694x1550 Kerb weight 1066kg 2.2d 170 1.3 DOHC 99 113-118 11.2-12.3 55.4-61.4 106-120 2.2d 170 AWD 135

125

9.0-9.6

INFINITI

G40 Club Car 2dr coupé £35,000 (+champ pack) 1.8 Zetec

126

NA

NA

NA

120 153 208 208 107 167 167

124 134 146 143 118 137 134

9.4 8.9 7.2 7.3 11.9-12.0 8.3 8.5

49.6 48.7 45.6 42.2 65.7-72.4 64.2 57.6

133 134 143 156 103-111 115 127

some dynamism. LxWxH 4518x1799x1434 Kerb weight 1275kg

car. LxWxH 4425x1815x1530 Kerb weight 1542kg

1.0 VTEC Turbo 129PS 1.5 VTEC Turbo 182PS 2.0 VTEC Turbo Type R

Q50 4dr saloon £29,860–£48,820

125-126 10.2-11.2 55.4-60.1 106-117 125-136 8.2-8.5 46.3-48.7 133-139 169 5.8 36.7 176

2.2d 170 AWD

167

134

8.5

AAAAC LxWxH 4790x1820x1445 Kerb weight 1676kg 2.2d 170 167 143-144 8.7-8.9 2.0t 211 208 152 7.2 1.6 i-DTEC 118 121 10.3 72.4-74.3 99-103 3.0t V6 405 399 155 5.1 1.8 i-VTEC 140 127-130 9.2-11.3 42.8-45.6 146-155 3.5 V6 Hybrid 364 359 155 5.1 3.5 V6 Hybrid 364 AWD 359 155 5.4 HR-V 5dr SUV £19,320–£26,860 AAABC Cleverly packaged and comfortable. Bland performance and Q60 2dr coupé £34,300–£47,275

Outgoing estate is versatile, comfortable and frugal; only its price marks its scorecard. LxWxH 4370x1770x1470 Kerb weight 1382kg

forgettable, though. LxWxH 4294x1772x1605 Kerb weight 1241kg 1.5 i-VTEC 1.6 i-DTEC

128 118

116-119 10.2-11.4 49.6-52.3 125-134 119 10.0-10.5 68.9-70.6 104-108

CR-V 5dr SUV £23,760–£35,565

AAAAC

Tardis-like SUV stalwart has lots of space for five and a big boot. LxWxH 4605x1820x1685 Kerb weight 1515kg 1.6 i-DTEC 2.0 i-VTEC

118 152

52.3

113-125 9.6-11.2 53.3-64.2 115-139 113-118 10.0-12.3 36.7-39.2 168-179

F-Pace 5dr SUV £34,775–£53,405

114-119 146 206 144 159

208 399

146 155

7.3 5.0

AACCC 41.5 30.1

137 155 155

8.9 6.2 5.3

57.6-58.9 124-128 26.2 249 45.6 145

Honda’s supercar given a modern reboot, and it’s some piece of engineering. LxWxH 4487x1939x1204 Kerb weight 1725kg

QX70 5dr SUV £45,720–£57,220

3.5 V6 hybrid

A big, powerful SUV but with none of the finesse of the BMW X5 or Land Rovers. LxWxH 4865x1640x1680 Kerb weight 2012kg

492

191

2.9

28.2

HYU N DAI

228

3.7 V6 320 AAAAC 5.0 V8 390

i10 5dr hatch £9695–£13,915

Prioritises maturity over fun, resulting in a car that is practical and well-priced. LxWxH 3665x1660x1500 Kerb weight 933kg 1.0 DOHC 1.2 DOHC

64 84

96-97 14.7-14.9 60.1-70.6 93-108 103-109 12.1-13.8 47.9-57.6 114-139

1.6 E-torQ 110 1.4 Multiair II 140 1.4 Multiair II 170 4WD 1.6d Multiair II 120 2.0d Multiair II 140 4WD 2.0d Multiair II 170 4WD

315 384

6.8 5.8

22.4-23.4 282-292 20.9 316

121 129 129 135 150 135 145 155

10.2 8.5 8.7 7.2 6.2 6.8 6.0 5.5

57.7 55.4 53.3-54.3 48.7 47.1 38.2 37.0 31.7

JAGUAR

108 138 167 118 138 167

110 112 122 111 113 122

11.8 10.9-11.0 8.8 10.2 9.5-10.2 8.9

129 134 134-139 153 159 170 174 209

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Stinger 4dr saloon £32,025–£41,180

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AAABC

Sleek coupé-shaped saloon has the appeal and dynamics to rival Europe’s best LxWxH 4830x1870x1400 Kerb weight 1717kg 2.0 T-GDi 3.3 V6 T-GDi 2.2 CRDi

244 365 197

149 168 143

5.8 4.7 7.3

35.8 28.5 48.7

Venga 5dr hatch £12,760–£19,905

181 225 154 AAACC

A versatile interior, but firm ride and high price disappoint. LxWxH 4075x1765x1600 Kerb weight 1253kg 89 123 89 114

104 111-115 103 113

12.4 50.4 10.4-11.1 43.4-47.9 13.7 64.2 11.0 64.2

Carens 5dr MPV £19,505–£29,010

130 139-150 115 115

AAABC

Nicely up to scratch without feeling cheap or austere, but no class leader. LxWxH 4525x1805x1605 Kerb weight 1483kg 1.6 GDi 1.7 CRDi 114 1.7 CRDi 139

133 114 139

115 10.9 45.6 143 110 12.7 62.8-67.3 109-118 117-120 10.0-10.9 58.9 127

Niro 5dr SUV £23,140–£31,060

AAABC

Kia’s first full hybrid is a solid attempt, but it lacks the refinement of better rivals. LxWxH 4355x1805x1545 Kerb weight 1500kg 1.6 GDi Hybrid 1.6 GDi Hybrid PHEV

139 139

101 107

11.1 10.4

74.3 217.3

Stonic 5dr SUV £16,300–£21,065

88 29 AAABC

Kia’s first crossover is striking and reasonably good considering the value. LxWxH 4140x1760x1520 Kerb weight 1160kg 1.4 MPI 1.0 T-GDi 1.6 CRDI

98 118 108

107 115 112

12.2 9.9 10.9

51.4 56.5 67.3

125 115 109

LxWxH 4480x1855x1635 Kerb weight 1454kg

47.1 47.1-47.9 40.9 64.2 48.7-55.4 47.9

141 137-140 160 115 134-150 155

AABCC

138 138 182 197 268

116 117 127 126 112

10.9 12.0 8.8 8.5-8.7 8.4

53.3 50.4 50.4 46.3-50.4 29.4

Grand Cherokee 5dr SUV £48,880–£56,420

139 147 149 149-159 223

1.6 GDi 1.6 T-GDi 1.7 CRDi 114 1.7 CRDi 139 2.0 CRDi 134 2.0 CRDi 182

247 461

126 160

8.2 5.0

184 315

Heavy-duty off-roader lacks on-road manners. LxWxH 4223x1873x1840 Kerb weight 1827kg 107 112

11.1 8.8-9.2 11.1 11.1 10.1-11.6 9.2

42.2-44.8 37.2-37.7 61.4 57.6 47.9-54.3 44.8-47.9

147-156 175-177 119 129 139-154 154-166

AAAAC

2.2 CRDi

197

127

9.0-9.6

42.8-49.6 149-170

KTM

X-Bow 0dr open £57,345–£70,717

AAAAC

Eccentric looks and sharp handling but expensive. LxWxH 3738x1915x1202 Kerb weight 847kg 290 280

143 143

3.9 4.1

34.0 34.0

189 189

LAMBORGHINI

Huracán 2dr coupé £162,900–£215,500

AAAAC

Junior Lambo mixes usability and drama skilfully. Performante is AABCC the most rounded. LxWxH 4459x1924x1165 Kerb weight 1389kg

Wrangler 2dr/4dr SUV £36,740–£39,875 197 280

113 125-126 109 115 114 125

Kia moves upmarket with a smart, well-priced and nicely appointed seven-seater. LxWxH 4780x1890x1685 Kerb weight 1932kg

AAABC 2.0 R 2.0 GT

40.4 20.9

130 174 114 139 134 182

Sorento 5dr SUV £29,310–£42,940

The best Jeep on sale by some margin. Comfortable and wellequipped. LxWxH 4828x1943x1792 Kerb weight 2266kg

2.8 CRD 3.6 V6

XE 4dr saloon £30,270–£48,045

160 177 177 236 295 246 295 374

Cherokee 5dr SUV £33,000–£43,180

3.0 V6 CRD AAACC 6.4 V8 Hemi SRT 145 149

AAAAC

Hamstrung by poor UK specification. Uninspiring but practical and roomy. LxWxH 4624x1859x1670 Kerb weight 1738kg

156 210

coarse and slow. LxWxH 4980x1845x1493 Kerb weight 1826kg 167 315 359

124 137-147 137-147 162 174 181

charm. LxWxH 4236x1805x1667 Kerb weight 1346kg

2.0d 140 FWD 2.0d 140 4WD 2.2d 185 4WD Q70 4dr saloon £34,260–£48,105 AAACC 2.2d 200 4WD Big Infiniti is spacious but has limited practicality. Daimler diesel is 3.2 270 4WD

2.2d 170 3.7 V6 320 AAAAB 3.5 V6 Hybrid 364

NSX 2dr coupé £144,755

62.8-65.7 44.8 31 45.6 41.5

Good-looking coupé that is half-baked in most places compared with its rivals. LxWxH 2850x2052x1390 Kerb weight 1722kg 2.0t 211PS 3.0t V6 405

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JEEP 143 Renegade 5dr SUV £18,255–£30,140 AAABC Sportage 5dr SUV £18,810–£33,350 AAABC AAACC Middling compact crossover with chunky looks but no obvious Good ride, handling and usability. Looks good and is decent value.

Credible compact saloon competitor with some novel touches.

Civic Tourer 5dr estate £21,405–£23,660

163 199-234 203-234 211 203 211 269 269

Credible first SUV effort is as refined and dynamic as a Jaguar should be. LxWxH 4746x2070x1667 Kerb weight 1690kg

2.0d 163 2.0 20d 180 2.0 20d 180 AWD 2.0 25d 240 AWD 3.0 V6 30d 300 AWD 2.0 25t 250 AWD Civic 5dr hatch £18,890–£32,995 AAAAC QX30 5dr hatch £28,590–£34,440 AAABC 2.0 30t 300 AWD A fresh look while remaining practical, refined and upmarket. Lacks Q30 with a more rugged look, but doesn’t improve on the standard 3.0 V6 S 380 AWD 127 179 315

)

1.4 1.6 AAAAC 1.4 CRDi Jaguar’s second SUV looks enticing, but can it make an impact like 1.6 CRDi

Santa Fe 5dr SUV £33,425–£39,785 2.2 CRDi Blue Drive 200

km

AAAAB

The GT is back as a race car for the road. Compelling if not perfect. Another big Korean SUV with lots of space for not a lot of cash. LxWxH 4808x1928x1692 Kerb weight 1912kg Slick and comfy. LxWxH 4700x1880x1675 Kerb weight 1939kg 3.5 V6 Ecoboost

C

(g/ O2

Costs serious money, but you get a serious car with a likeable wild side. LxWxH 4482x1923x1308 Kerb weight 1545kg

2.0 i4 300 295 3.0 V6 340 335 3.0 V6 380 374 Tucson 5dr SUV £20,160–£34,230 AAABC 3.0 V6 380 AWD 374 Classy, roomy cabin and predictable handling. A very competitive 3.0 V6 400 394 SUV. LxWxH 4475x1850x1650 Kerb weight 1379kg 3.0 V6 400 AWD 394 1.6 GDi Blue Drive 132 130 113 11.5 44.8 147 5.0 V8 550 R AWD 542 1.7 CRDi Blue Drive 116 114 109-115 11.5-13.7 57.6-61.7 119-129 5.0 V8 575 SVR AWD 567 2.0 CRDi Blue Drive 136 134 114-116 10.6-12.0 47.1-58.9 127-156 2.0 CRDi Blue Drive 185 182 125 9.5-9.9 43.5-47.9 154-170 E-Pace 5dr SUV £28,545–£50,740 118 175

)

h mp

10.6-10.7 31.4-32.1 231-235 8.1-8.9 23.7-25.0 273-276

AAAAB

5.2 V10 580-2 5.2 V10 610-4 5.2 V10 Performante

562 593 621

198-199 3.4-3.6 201 3.2-3.4 201 2.9

17.0-19.6 278-283 16.0-17.0 280-285 20.6 314

Aventador 2dr coupé £278,000

AAAAC

KIA Tops the pile thanks to outstanding driver appeal. Poised and Big, hairy V12 has astonishing visuals and performance. Handling engaging but refined. LxWxH 4672x1967x1416 Kerb weight 1450kg Picanto 5dr hatch £9500–£14,515 AAACC could be sweeter. LxWxH 4797x2030x1136 Kerb weight 1575kg i20 Coupé 3dr hatch £14,015–£16,415 AAABC 2.0d 163 160 132 8.2-8.4 68.9-75.0 99-106 Nice drive and cabin, but now overshadowed by rivals. 6.5 V12 S 718 217 2.9 16.7 394 LxWxH 3595x1406x1485 Kerb weight 935kg Appealing budget supermini in sleek coupé form, but lacks a little 2.0 20d 180 177 140 7.8 67.3 109-111 dynamically. LxWxH 4045x1730x1449 Kerb weight 980kg 2.0 20d 180 AWD 177 140 7.9 60.6 123 1.0 MPI 66 100 13.8 64.2 101 Urus 2dr coupé £NA AAAAC 1.2 84 82 106 12.8 55.4 119 2.0 25d 240 AWD 236 155 6.1 54.4 137 1.25 MPI 83 100-107 11.6-13.2 52.3-61.4 106-124 Lambo’s second SUV is more alluring and aims to use the V8’s power better. LxWxH 5112x2016x1638 Kerb weight 2200kg 1.0 T-GDi 100 98 116 10.8 61.4 107 2.0 20t 200 197 148 7.1 45.1 144

2.0 25t 250 246 155 6.3 45.1 144 AAAAC 2.0 25t 250 AWD 246 155 6.2 42.2 154 2.0 30t 300 AWD 295 155 5.5 41.5 157 3.0 V6 S 380 374 155 5.0 34.9 194 1.2 75 74 99 13.6 55.4 119 1.2 84 82 106 12.8 58.9 112 XF 4dr saloon £32,515–£51,140 AAAAB 1.4 100 98 106 13.2 45.6 143 Outstandingly broad-batted dynamically, plus a pleasant cabin. 1.0 T-GDi 100 98 109-116 10.7-10.9 57.6-64.2 102-117 LxWxH 4954x1987x1457 Kerb weight 1545kg 1.0 T-GDi 120 118 118 10.2 56.5 115 2.0d E-Performance 163 160 132 8.7 68.9-70.6 104-109 2.0 20d 180 177 136 8.0-8.1 65.7 114 i30 5dr hatch £17,000–£28,010 AAABC 2.0 20d 180 AWD 177 136 8.4 57.7 129 As good as we’ve come to expect from Hyundai, but not one inch 2.0 20d 240 236 153 6.5 53.3 139 better. LxWxH 4340x1795x1455 Kerb weight 1194kg 2.0 20d 240 AWD 236 153 6.5 51.4 144 1.0 T-GDi 120 118 118 11.1 56.5 115 3.0 V6 30d 300 295 155 6.2 51.4 144 1.4 T-GDi 140 138 127-130 8.9-9.2 51.4-52.3 124-125 2.0 20t 200 197 146 7.5 41.5 154 1.6 CRDi 110 108 118 11.0-11.2 68.9-74.3 99-109 2.0 25t 250 246 152 6.6 41.5 154 2.0 T-GDi 250 N 247 155 6.4 40.4 159 2.0 25t 250 AWD 246 150 6.6 40.9 159 2.0 T-GDi 275 N Performance 272 155 6.1 39.8 163 2.0 30t 300 AWD 295 155 5.8 40.0 163 3.0 V6 S 380 374 155 5.3 34.4 198 i30 Tourer 5dr estate £17,500–£25,830 AAABC Another solid car. Good value and practical but lacks excitement. XF Sportbrake 5dr estate £34,910–£52,730 AAAAB

i20 5dr hatch £11,910–£17,915

Combines decent performance with good practicality and running costs. LxWxH 4035x1734x1474 Kerb weight 980kg

LxWxH 4585x1795x1465 Kerb weight 1245kg 1.0 T-GDi 120 1.4 T-GDi 140 1.6 CRDi 110 1.6 CRDi 136

118 138 108 134

117 126-129 117 123

11.4 9.2-9.5 11.3 10.9

54.3 51.4 74.3 65.7

120 125-129 99 112

Superb XF is now available in the more practical Sportbrake form. It’s a win-win. LxWxH 4954x1987x1496 Kerb weight 1660kg

2.0d E-Performance 163 2.0 20d 180 2.0 20d 180 AWD 2.0 20d 240 AWD i40 4dr saloon £20,360–£28,280 AAABC 3.0 V6 30d 300 Useful, inoffensive and well-priced, but don’t expect any fireworks. 2.0 25t 250

160 177 177 236 295 246

136 138 136 150 155 150

9.3-9.4 8.8 8.9 6.7 6.6 7.1

62.8 61.4 56.5 48.7 49.6 41.5

118-119 120 132 153 149 155

Rio 5dr hatch £12,000–£18,455

AAABC 4.0 V8

Looks great and is well-priced, but nowhere near its European rivals. LxWxH 4065x1725x1445 Kerb weight 1155kg 1.0 T-GDi 118 1.25 MPi 1.4 MPi 1.4 CRDi 76 1.4 CRDi 89

118 83 98 76 89

118 9.8 107 12.5 103-108 11.8-13.4 102 13.5 108 11.6

60.1 58.8 46.3-56.5 80.7 74.3

98 133 118 201 134

114 118 118 143 117-124

12.3 9.8 10.7 7.3 9.5-10.2

47.1 52.3 57.6 38.2 72.4-78.5

Cee’d Sportswagon 5dr estate £18,550–£25,910 118 134

290

Slightly more practical and easier to live with thanks to those two rear doors. LxWxH 4370x1985x1635 Kerb weight 1679kg

Dripping with desirability; poised and capable on- and off-road. Not practical, though. LxWxH 4370x1980x1605 Kerb weight 1621kg 145 174 234 281

113 121 135 144

10.6 8.5 6.9 6.0

Range Rover Evoque 5dr SUV £30,805–£55,630

2.0 eD4 2.0 TD4 2.0 SD4 2.0 Si4 240 AAABC 2.0 Si4 290

116 11.0 54.3 102-109 121-122 10.1-10.5 67.3-72.4 120

Pro_cee’d 3dr hatch £19,240–£24,075

22.2

138 124 115 170 94-103

Slightly bigger than the hatch but equally forgettable. LxWxH 4505x1780x1485 Kerb weight 1305kg 1.0 T-GDi 1.6 CRDi

3.6

Range Rover Evoque Coupé 3dr SUV £33,175–£55,230 AAAAC

Another looker from Schreyer, but dynamically forgettable. LxWxH 4065x1725x1445 Kerb weight 1254kg 1.4 1.6 GDi 1.0 T-GDi 1.6 T-GDi 1.6 CRDi

189

107 109 114-140 92 98

2.0 eD4 2.0 TD4 2.0 SD4 AAABC 2.0 Si4

Cee’d 5dr hatch £15,3705–£24,575

631

L AN D ROVE R

145 174 234 234 281

113 121-124 135 135 144

10.6 8.5-9.5 6.9 6.9 6.0

67.3 57.7 48.7 37.2

109 129 153 173 AAAAC

65.7 55.4-58.9 48.7 38.7 37.2

113 125-134 153 165 173

Range Rover Evoque Convertible 2dr SUV £45,565–£55,915

AAABC

Loses its roof but retains its ability to stray from the asphalt. LxWxH 4370x1980x1609 Kerb weight 2037kg

AAABC 2.0 TD4 174 121 9.7 49.6 149 2.0 SD4 234 135 7.5 45.6 164 2.0 Si4 234 135 7.6 32.9 201 1.6 GDi 133 118 9.8 52.3 124 1.0 T-GDi 118 118 10.7 57.6 115 Range Rover Velar 5dr SUV £45,145–£72,670 AAAAC LxWxH 4745x1815x1470 Kerb weight 1497kg 1.6 T-GDi 201 143 7.3 38.2 170 Dubbed the most car-like Landie ever and it doesn’t disappoint. 1.7 CRDi Blue Drive 115 113 119 12.4 67.3 110 XJ 4dr saloon £60,310–£93,780 AAAAC 1.6 CRDi 134 117-124 9.5-10.2 72.4-74.3 99-103 Expensive. LxWxH 4803x2032x1665 Kerb weight 1829kg 1.7 CRDi Blue Drive 141 139 126 10.3-10.8 60.1-65.7 114-123 Mixes dynamism and refinement so well, but not as spacious or 2.0 D180 174 125 8.9 52.5 142 cosseting as some. LxWxH 5130x1899x1460 Kerb weight 1835kg Soul 5dr hatch £14,525–£30,495 AAABC 2.0 D240 234 135 7.3 48.7 154 i40 Tourer 5dr estate £21,610–£29,630 AAABC 3.0d V6 300 295 155 6.2 49.6 149 Looks divide opinion. Better value now but still hardly the best 3.0 V6 D300 292 150 6.5 44.1 167 option. LxWxH 4140x1800x1600 Kerb weight 1275kg A practical estate but still rather dull and ordinary. 3.0 V6 340 335 155 5.9 31.0 211 2.0 P250 243 135 6.7 37.2 173 LxWxH 4775x1815x1470 Kerb weight 1514kg 5.0 V8 510 503 155 4.9 25.5 264 1.6 GDi 130 115 10.6 43.5 152 2.0 P300 292 145 6.0 36.2 178 1.7 CRDi Blue Drive 115 113 118 12.6 67.3 110 5.0 V8 R 575 567 186 4.2 25.5 264 1.6 T-GDi 201 122 7.5 40.9 156 3.0 V6 P380 370 155 5.7 30.1 214 1.7 CRDi Blue Drive 141 139 124 10.5-11.0 60.1-65.7 114-123 1.6 CRDi 134 112-113 10.7-10.8 56.5-58.8 127-130 F-Type 2dr coupé £50,810–£112,750 AAAAB 30kWh Electric Drive 109 90 11.0 NA 0 Range Rover Sport 5dr SUV £61,615–£99,680 AAAAB Ioniq 5dr hatch £21,420–£29,645 AAABC A full-blooded assault on Porsche’s backyard, with noise, power Bigger and better; a cut-price Range Rover rather than a jumped-up and beauty. LxWxH 4482x1923x1311 Kerb weight 1525kg First attempt at electrification for the masses is a good effort. Optima 4dr saloon £21,660–£34,560 AAACC Discovery. LxWxH 4850x2073x1780 Kerb weight 2111kg LxWxH 4470x1820x1450 Kerb weight 1370kg 2.0 i4 300 295 155 5.7 39.2 163 Looks the part but is well off the pace set by its European rivals. 2.0 SD4 234 128 8.3 45.6 164 1.6 Hybrid 141 139 115 10.8-11.1 70.6-83.1 79-92 3.0 V6 340 335 161 5.3-5.7 28.8-33.6 199-234 LxWxH 4855x1860x1465 Kerb weight 1590kg 2.0 P400e PHEV 398 137 6.3 101.0 64 1.6 Plug-in Hybrid 141 139 110 10.6 256.8 26 3.0 V6 380 374 171 4.9-5.5 28.8-32.9 203-234 1.7 CRDi 139 121-126 9.7-10.6 64.2-67.3 110-116 3.0 SDV6 297 140 6.8 40.4 185 Electric Motor 118 103 10.2 NA 0 3.0 V6 380 AWD 374 171 5.1 31.7 211 2.0 GDi PHEV 202 119 9.1 176.6 37 4.4 SDV8 330 140 6.5 33.6 219 3.0 V6 400 394 171 4.8 32.9 203 3.0 V6 330 130 6.8 26.9 243 AAABC 3.0 V6 400 AWD ix20 5dr hatch £15,450–£19,040 394 171 4.9 31.7 211 Optima Sportswagon 5dr estate £22,500–£35,710 AAACC 5.0 V8 495 155 5.0 22.1 298 Usable high-roofed hatch is short on overall flair. Engine and finish leave it well behind rival European estates. 5.0 V8 550 R AWD 542 186 4.1 25.0 269 5.0 V8 SVR 535 162 4.5 22.1 298 LxWxH 4120x1765x1600 Kerb weight 1267kg LxWxH 4855x1860x1465 Kerb weight 1620kg 5.0 V8 575 SVR AWD 567 200 3.7 25.0 269 1.4 90 88 104 12.8 50.4 130 1.7 CRDi 139 124 9.8-10.7 61.4-64.2 113-120 1.6 125 123 112 11.5 43.5 150 2.0 GDi PHEV 202 119 9.1 201.8 33 1.6 CRDi 115 113 114 11.4 64.2 115

Slightly smaller and with dynamic looks, but still not a car to remember. LxWxH 4310x1780x1430 Kerb weight 1263kg

2 MAY 2018 AUTOCAR.CO.UK 85


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Levante 4dr SUV £56,690–£70,185

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Wherever you are, the Rangie envelops you in a lavish, invincible sense of occasion. LxWxH 4999x2220x1835 Kerb weight 2249kg

Italian flair and good looks in abundance, but diesel not as 2.1 C220d sonorous as petrols. LxWxH 5003x1968x1679 Kerb weight 2109kg 2.1 C220d 4Matic

2.0 P400e PHEV 3.0 TDV6 258 4.4 SDV8 339 3.0 V6 340 5.0 V8 510 5.0 V8 550

3.0d V6 3.0 V6 3.0 V6 S

398 251 330 330 495 535

137 130 135 130 140-155 140-155

6.4 7.4 6.5 7.1 5.2 5.1

101 40.9 33.6 26.4 22.1 22.1

64 182 219 248 299 299

271 339 424

143 156 164

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39.2 26.4 25.9

189 249 253

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CLA Shooting Brake 5dr estate £27,385–£49,915

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AAABC

The most practical of the A-Class range, but it suffers for its

C-Class Estate 5dr estate £30,240–£70,365

AAAAC challenging styling. LxWxH 4640x1777x1435 Kerb weight 1430kg 119 130 8.8-9.1 48.7-50.4 130-134 2 5dr hatch £13,295–£19,095 AAAAC Decent practicality and fantastic interior. It’s a shame that it’s only 1.6 CLA180 ordinary to drive. LxWxH 4702x1810x1457 Kerb weight 1495kg 2.0 CLA250 4Matic 211 149 6.7 40.9 160 Grown-up, well-made and drives with charm and vigour; engines 370 155 4.3 40.9 162 Discovery Sport 5dr SUV £28,400–£49,425 AAAAB aren’t brilliant. LxWxH 4060x1695x1495 Kerb weight 1075kg 2.0 C200 178 145-146 7.5-7.7 49.6-51.4 128-139 2.0 CLA45 AMG 4Matic 132 134 9.2-9.7 65.7-68.9 106-111 Seven seats, at home on-road and off-road, plus new-found 1.5 Skyactiv-G 75 74 106 12.1 60.1 111 2.0 C200 4Matic 178 145 7.3 40.9 155-165 2.1 CLA200d desirability. LxWxH 4599x2069x1724 Kerb weight 1732kg 2.1 CLA220d 171 142 7.8 67.3 108 1.5 Skyactiv-G 90 88 110-114 9.4-12.0 58.9-62.8 111-118 2.0 C350e 271 153 6.2 134.5 49-55 2.1 CLA220d 4Matic 171 140 7.8 58.9 126 2.0 eD4 145 112 10.0 60.1 123 1.5 Skyactiv-G 115 113 124 8.7 56.5 127 3.0 V6 AMG C43 4Matic 356 155 4.7 34.9 185 2.0 TD4 E-Capability 145 112 11.0 57.7 129 4.0 V8 AMG C63 462 155 4.2 33.6 196 CLS Coupé 4dr saloon £57,640–£60,740 2.0 TD4 174 117 8.4-9.4 53.3 139 3 5dr hatch £18,995–£24,795 AAAAC 4.0 V8 AMG C63 S 495 155 4.1 33.6 195 AAAAC 2.0 SD4 234 127 7.1 44.1 169 Pleasing dynamism teamed with good practicality and punchy 1.6 C200d 132 132-133 10.1-10.6 65.7 109-124 Retains the sleek coupé style and has more tech – without losing diesel engines. LxWxH 4060x1695x1495 Kerb weight 1351kg 2.0 Si4 240 234 124 7.1 35.3 182 2.1 C220d 165 142-143 7.6-7.9 64.2-67.3 106-127 its allure. LxWxH 4996x1896x1436 Kerb weight 1935kg 2.0 Si 290 281 135 6.5 33.6 190 2.0 Skyactiv-G 120 118 121 8.9 55.4 119 2.1 C220d 4Matic 165 143 7.5 60.1 124-134 3.0 CLS350d 4Matic 277 155 5.7 48.7 156 2.0 Skyactiv-G 165 162 130 8.2 48.7 135 2.1 C250d 198 150 6.9 62.8 117-130 3.0 CLS400d 4Matic 330 155 5.0 47.9 156 Discovery 5dr SUV £46,335–£68,655 AAAAB 1.5 Skyactiv-D 105 103 115 11.0 74.3 99 2.1 C250d 4Matic 198 150 6.8 60.1 124-134 3.0 CLS450 4Matic 356 155 4.8 36.2 184 The country bumpkin given elocution lessons without losing its 2.2 Skyactiv-D 150 148 130 8.1 68.9 107-127 2.1 C300h 198 148 6.7 74.3 99-106 rugged capabilities. LxWxH 4970x2073x1888 Kerb weight 2115kg SLC 2dr open £32,444–£48,075 AAABC 2.0 SD4 234 121 8.0 43.5 171 3 Fastback 4dr saloon £20,395–£21,295 AAAAC C-Class Coupé 2dr coupé £32,330–£70,425 AAAAC Another small convertible exhibiting all the charm that a Mercedes should. LxWxH 4143x1810x1301 Kerb weight 1435kg 3.0 V6 Td6 251 130 7.7 39.2 189 Refined and dynamically satisfying in a saloon bodystyle. Nice balance of style, usability and driver reward. LxWxH 4060x1695x1495 Kerb weight 1345kg LxWxH 4696x1810x1405 Kerb weight 1505kg 2.0 Si4 295 125 7.3 29.4 222 1.6 SLC180 152 139-140 7.9-8.1 48.7 132-133 3.0 V6 Si6 330 130 6.9 26.0 254 2.0 Skyactiv-G 120 118 123 8.8 55.4 119 2.0 C200 178 146-147 7.3-7.7 48.7-53.3 123-134 2.0 SLC200 178 147-149 6.9-7.0 43.5-47.9 137-150 5.0 V8 SVX 510 100 5.3 NA NA 2.0 C200 4Matic 178 142 7.5 41.5 153-157 2.0 SLC300 237 155 5.8 47.1 138 6 4dr saloon £21,095–£28,695 AAABC 2.0 C300 237 155 6.0 44.8 143-148 3.0 V6 AMG SLC43 356 155 4.7 36.2 178 LEXUS A compelling mix of size, economy and performance. Interior is a 3.0 V6 AMG C43 4Matic 356 155 4.7 35.3 183 CT 5dr hatch £23,495–£31,245 AAAAC let-down. LxWxH 4870x1840x1450 Kerb weight 1465kg 4.0 V8 AMG C63 462 155 4.0 32.8 200 SL 2dr open £76,985–£117,785 AAAAB Hybrid-only hatch has a pokey cabin and mismatched character 2.0 Skyactiv-G 145 143 129 9.5 51.4 129 4.0 V8 AMG C63 S 495 155 3.9 32.8 200 Big, luxurious drop-top is classier than a royal stud farm. Few feel traits. LxWxH 4350x1765x1445 Kerb weight 1465kg 2.0 Skyactiv-G 165 162 135 9.1 47.9 135 2.1 C220d 165 145 7.5-7.8 64.2-68.9 106-117 more special. LxWxH 4631x1877x1315 Kerb weight 1735kg 1.8 VVT-i CT200h 134 112 10.3 68.9-78.5 82-94 2.2 Skyactiv-D 150 148 130 9.1 68.9 107 2.1 C220d 4Matic 165 143 7.6 61.4 122-127 3.0 V6 SL400 356 155 4.9 36.7 175-179 2.2 Skyactiv-D 175 172 139 7.9 62.8 119-127 2.1 C250d 198 153 6.7 64.2 115-120 4.7 V8 SL500 442 155 4.3 31.4 205-210 IS 4dr saloon £32,895–£42,395 AAABC 2.1 C250d 4Matic 198 149 6.9 61.4 122-127 5.5 V8 AMG SL63 568 155-186 4.1 28.8 234 Sleek compact executive car is well-made and interesting but still 6 Tourer 5dr estate £23,095–£29,795 AAABC a left-field choice. LxWxH 4680x1810x1430 Kerb weight 1620kg Attractively styled but only average to drive. C-Class Cabriolet 2dr open £36,950–£73,810 AAAAC AMG GT 2dr coupé/open £100,00–£144,730 AAAAC LxWxH 4805x1840x1480 Kerb weight 1465kg 2.5 VVT-i IS300h 220 125 8.3 60.1-67.3 97-107 Take all the good bits about the coupé and add the ability to take Million-dollar looks and a railgun V8, but extremely firm chassis the roof off. Bingo. LxWxH 4686x1810x1409 Kerb weight 1645kg affects its usability. LxWxH 4544x1939x1287 Kerb weight 1615kg 2.0 Skyactiv-G 145 143 128 9.6 50.4 131 GS 4dr saloon £36,125–£73,375 AAABC 2.0 Skyactiv-G 165 162 133 9.1 47.9 136 2.0 C200 178 145-146 7.8-8.2 46.3-47.1 136-141 4.0 V8 GT 462 188-189 4.0 30.1-30.4 216-219 Engine range limits its appeal, but refinement and cabin quality 2.2 Skyactiv-D 150 148 130 9.3 67.3 110-129 2.0 C300 237 155 6.4 42.2 155-155 4.0 V8 GT S 507 193 3.8 30.1 219 make amends. LxWxH 4880x1840x1455 Kerb weight 1730kg 2.2 Skyactiv-D 175 172 137 8.0 61.4 121-129 3.0 V6 AMG C43 4Matic 356 155 4.8 33.6 194 4.0 V8 GT C 541 196-197 3.7 24.8-25.0 259 2.5 VVT-i GS300h 220 118 9.2 56.5-64.2 104-115 4.0 V8 AMG C63 462 155 4.2 31.7 208 4.0 V8 GT R 568 198 3.6 24.8 259 3.5 V6 VVT-i GS450h 340 156 5.9 45.6-46.3 141-145 CX-3 5dr SUV £18,695–£25,595 AAAAC 4.0 V8 AMG C63 S 495 155 4.1 31.7 208 5.0 V8 GS F 470 167 4.6 25.2 260 Another supermini SUV with a sporting bent. Quite pricey but nicely 2.1 C220d 165 144 8.2-8.3 61.4-62.8 136-138 GLA 5dr SUV £26,525–£53,735 AAABC appointed. LxWxH 4275x1765x1535 Kerb weight 1230kg 2.1 C220d 4Matic 165 140 8.1 56.5 130-134 Not the most practical crossover but good looking and very decent LS 4dr saloon £72,595–£105,595 118 119 9.0 47.9 136-137 2.1 C250d 198 151 7.2 61.4 121-126 to drive. LxWxH 4417x1804x1494 Kerb weight 1395kg AAABC 2.0 Skyactiv-G 120 148 124 8.7 44.1 150 Luxury saloon gets more tech and opulence but is let down by its 2.0 Skyactiv-G 150 1.6 GLA200 152 134 8.1-8.4 48.7-50.4 131-138 hybrid powertrain. LxWxH 5235x1900x1460 Kerb weight 2270kg 1.5 Skyactiv-D 105 103 110 10.1 70.6 105-136 E-Class 4dr saloon £36,030–£107,620 AAAAC 2.0 GLA250 4Matic 204 143 6.6 43.5 155 3.5 V6 VVT-i LS500h 348 155 5.4 43.5 147 A wee bit pricey, and less sporting than its rivals, but still comfy 2.0 GLA45 AMG 4Matic 370 155 4.4 38.2 172 CX-5 5dr SUV £24,095–£33,795 3.5 V6 VVT-i LS500h AWD 348 155 5.4 39.8 161 AAAAC and luxurious. LxWxH 4940x1852x1452 Kerb weight 1680kg 2.1 GLA200d 132 127 9.1-9.5 67.3 108-115 Offers powerful diesel engines and strong performance, plus a 2.0 E200d 145 139 8.4 72.4 102-112 2.1 GLA200d 4Matic 132 124 9.1 58.9 127-130 RC 2dr coupé £39,140–£69,620 AAABC welcoming interior. LxWxH 4550x1840x1675 Kerb weight 1575kg 2.0 E220d 189 149 7.3 72.4 102-112 2.1 GLA220d 4Matic 171 135 7.7 58.9 127-130 An also-ran, but the V8 RC F packs plenty of character and handles 2.0 Skyactiv-G 165 162 125 10.4 44.1 149 2.0 E220d 4Matic 189 149 7.5 62.8 117-129 well enough. LxWxH 4695x1840x1395 Kerb weight 1736kg 2.2 Skyactiv-D 150 148 112-127 9.4-10.3 48.7-56.5 132-152 3.0 V6 E350d 251 155 5.9 48.7 153 GLC 5dr SUV £38,865–£91,284 AAAAC 2.0 VVT-i RC200t 241 143 7.5 38.7 168 2.2 Skyactiv-D 175 172 128-129 9.0-9.5 48.7-52.3 142-152 3.0 V6 E350d 4Matic 251 155 5.9 44.8 167 Not exactly exciting to drive, but does luxury and refinement better than most. LxWxH 4656x1890x1639 Kerb weight 1735kg 2.5 VVT-I RC300h 220 118 8.6 56.5-57.6 113-116 2.0 E350e 277 155 6.2 134.5 49-57 5.0 V8 RC F 470 168 4.5 26.2 251 MX-5 2dr open £18,995–£26,610 AAAAA 3.0 V6 AMG E43 4Matic 389 155 4.6 33.6 192 2.1 GLC 220d 4Matic 165 130 8.3 56.5 129 Brilliantly packaged, priced and perfectly poised but more vibrant 4.0 V8 AMG E63 4Matic+ 555 155 3.5 31.0 207 2.1 GLC 250d 4Matic 198 138 7.6 56.5 129 LC 2dr coupé £76,595–£91,995 AAAAC than the original. LxWxH 3915x1735x1225 Kerb weight 1050kg 4.0 V8 AMG E63 S 4Matic+ 594 155 3.4 31.0 207 3.0 V6 GLC 350d 4Matic 251 148 6.2 47.9 159 Superb-looking coupé shows flickers of what made the LFA great. 1.5 Skyactiv-G 131PS 129 127 8.3 47.1 139 3.0 V6 AMG GLC43 4Matic 356 155 4.9 34.0 189 LxWxH 4770x1920x1345 Kerb weight 1935kg 2.0 Skyactiv-G 160 157 133 7.3 40.9 161 E-Class Estate 5dr estate £38,030–£109,620 AAAAC 4.0 V8 AMG GLC63 4Matic+ 462 155 4.0 27.4 234 5.0 V8 LC500 470 168 4.4 24.4-24.6 263-267 Far more practical than its rivals, but pricier and less sporty than 4.0 V8 AMG GLC63 S 4Matic+ 495 155 3.8 26.4 244 3.5 V6 LC500h 354 155 4.7 43.5-44.1 145-148 MX-5 RF 2dr open £22,495–£27,595 AAAAA those closest to it. LxWxH 4933x1852x1475 Kerb weight 1780kg Remains perfectly poised and vibrant, even with a folding metal 2.0 E200d 145 135 8.7 67.3 109-120 GLC Coupé 5dr SUV £42,050–£93,679 AAAAC NX 5dr SUV £34,895–£44,395 AAACC roof. LxWxH 3915x1735x1230 Kerb weight 1090kg 2.0 E220d 189 146 7.7 67.3 109-120 A coupé-shaped SUV destined to be outrun by the X4 – unless Some good ideas, but dramatically off the pace to drive. 1.5 Skyactiv-G 131PS 129 126 8.6 46.3 142 2.0 E220d 4Matic 189 145 7.8 57.7 126-137 you’re in an AMG. LxWxH 4732x1890x1602 Kerb weight 1785kg LxWxH 4630x1845x1645 Kerb weight 1905kg 2.0 Skyactiv-G 160 157 134 7.4 40.9 161-167 3.0 V6 E350d 251 155 6.0 46.3 162 2.1 GLC 220d 4Matic 165 130 8.3 56.5 131-143 2.5 VVT-I NX300h 4WD 194 112 9.2 54.3-56.5 116-121 3.0 V6 E350d 4Matic 251 155 6.0 42.8 174 2.1 GLC 250d 4Matic 198 138 7.6 56.5 131-143 McLAREN 3.0 V6 AMG E43 4Matic 389 155 4.7 32.8 197 3.0 V6 GLC 350d 4Matic 251 148 6.2 47.1 161-169 RX 5dr SUV £48,645–£59,645 AAABC 540C 2dr coupé £126,055 AAAAC 4.0 V8 AMG E63 4Matic+ 555 155 3.6 30.1 214 3.0 V6 AMG GLC43 4Matic 356 155 4.9 33.6 192 Low flexibility, but hybrid option makes a degree of economic The affordable end of McLaren’s spectrum isn’t any less enthralling 4.0 V8 AMG E63 S 4Matic+ 594 155 3.5 30.1 214 4.0 V8 AMG GLC63 4Matic+ 462 155 4.0 27.4 234 sense. LxWxH 4890x1895x1690 Kerb weight 2100kg to drive. LxWxH 4530x2095x1202 Kerb weight 1495kg 4.0 V8 AMG GLC63 S 4Matic+ 495 155 3.8 26.4 244 2.0 RX200t 234 124 9.2-9.5 34.9-36.2 181-189 3.8 V8 562 204 3.2 26.6 249 E-Class All-Terrain Edition 5dr estate £59,320 AAAAC 3.5 V6 RX450h 308 124 7.7 51.4-54.3 120-127 A rugged version of a practical estate, which is also lavishly GLE 5dr SUV £55,020–£101,955 AAAAC 570S 2dr coupé/open £145,305-£164,750 AAAAA appointed. LxWxH 4947x1861x1497 Kerb weight 2010kg The ML replacement isn’t inspiring to drive but does come with a LOTUS classy interior. LxWxH 4819x2141x1796 Kerb weight 2165kg Blisteringly fast and exciting supercar-slayer with hugely appealing 3.0 V6 E350d 4Matic 251 155 6.2 41.5 179 Elise 2dr open £37,450–£46,550 AAAAC handling. LxWxH 4530x2095x1202 Kerb weight 1344kg 2.1 GLE 250d 4Matic 198 130 8.6 47.9 156 A delicate, vivid and unfettered drive; if you want a daily driver, 3.8 V8 562 204 3.2 25.5-26.4 249-258 E-Class Coupé 2dr coupé £40,225–£51,855 AAAAC 3.0 V6 GLE350d 4Matic 251 140 7.1 42.8 192 shop elsewhere. LxWxH 3824x1719x1117 Kerb weight 830kg Big, laid-back four-seat tourer. Borrows looks from the ravishing 3.0 V6 GLE500e 4Matic 429 152 5.3 76.4 84 1.8 VVT-i 220 217 145 4.2 37.7 173 570GT 2dr coupé £154,000 AAAAA S-Class Coupé. LxWxH 4846x1860x1431 Kerb weight 1685kg 3.0 V6 AMG GLE43 4Matic 379 155 5.7 31.7 205 1.8 VVT-i 246 242 151 3.8 37.7 175 The 570GT retains the lusty, fast appeal of its sister car, even with 2.0 E220d 189 150 7.4 61.4 119 5.5 V8 AMG GLE63 S 4Matic 568 155 4.2 23.9 276 added practicality. LxWxH 4530x2095x1201 Kerb weight 1495kg 2.0 E220d 4Matic 189 149 7.6 53.3 137 Exige 2dr coupé £56,850–£72,575 AAAAB 3.8 V8 562 204 3.4 26.6 249 3.0 V6 E350d 4Matic 251 155 6.0 42.8 174 GLE Coupé 5dr SUV £63,860–£104,145 AAAAC Sharp, uncompromising track car. Unforgiving on the road. 2.0 E300 237 155 6.4 40.4 160 Not the prettiest SUV you will ever see, but a decent option against LxWxH 4084x1802x1129 Kerb weight 1125kg the BMW X6. LxWxH 4900x2129x1731 Kerb weight 2240kg 720S 2dr coupé £218,020 AAAAA 3.0 V6 E400 4Matic 323 155 5.3 33.6 189 3.5 V6 VVT-i 350 345 162-170 3.8-3.9 28.0-30.1 219-235 The start of an era for McLaren and what a way to begin it is. 3.0 V6 GLE 350d 4Matic 251 140 7.0 39.2 187 3.5 V6 VVT-i 380 374 170-178 3.6-3.7 27.2-29.1 225-242 LxWxH 4543x2059x1196 Kerb weight 1322kg E-Class Cabriolet 2dr open £44,720–£56,350 AAAAC 3.0 V6 AMG GLE43 4Matic 379 155 5.7 30.0 215 4.0 V8 710 212 2.9 26.4 249 Refined and sophisticated four-seater in the same mould as the 5.5 V8 AMG GLE63 S 4Matic 568 155 4.2 23.7 278 S-Class Cabriolet. LxWxH 4846x1860x1429 Kerb weight 1780kg Evora 2dr coupé £76,225–£86,775 AAAAC MERCEDES-BENZ Dynamically it puts nearly everything else in the shade. Shame 2.0 E220d 189 147 7.7 57.7 126 G-Class 5dr SUV £92,140–£152,670 AAABC about the interior. LxWxH 4084x1802x1129 Kerb weight 1395kg A-Class 5dr hatch £20,720–£48,690 AAABC 3.0 V6 E350d 4Matic 251 155 6.1 41.5 179 Massively expensive and compromised, but with character in abundance. LxWxH 4764x1867x1954 Kerb weight 2550kg 3.5 V6 VVT-i 400 394 174-186 4.2 29.1 225-230 Desirable and attractive but lacking a distinguishing drive. 2.0 E300 237 155 6.6 39.2 167 3.5 V6 VVT-i 410 404 174-190 4.1-4.2 29.1 225-230 LxWxH 4299x1780x1433 Kerb weight 1370kg 3.0 V6 E400 4Matic 323 155 5.5 32.8 194 3.0 V6 G 350d 4Matic 237 119 8.9 28.5 261 3.5 V6 VVT-i GT430 424 190 3.8 NA NA 1.6 A160 99 118 10.4-10.6 52.3-54.3 121-126 5.5 V8 AMG G63 4Matic 555 130 5.4 20.5 322 1.6 A180 119 118 8.6-8.9 51.4-54.3 121-131 S-Class 4dr saloon £73,020–£187,310 AAAAA M A S E R AT I 1.6 A200 152 139 7.8-8.1 49.6-52.3 126-132 Mercedes has given the S-Class a refresh and an added boost of GLS 5dr SUV £73,090–£106,020 AAABC Ghibli 4dr saloon £51,495–£66,560 AAACC 2.0 A250 211 149 6.3 41.5-44.8 145-158 tech. LxWxH 5141x1905x1498 Kerb weight 1970kg The replacement for the massive GL can still seat seven in comfort. LxWxH 5162x1982x1850 Kerb weight 2475kg Maser’s compact exec has the allure but lacks power and is poorly 2.0 A250 4Matic 211 149 6.3 42.2 156 3.0 V6 S350d 277 155 6.0 52.3 139 finished in places. LxWxH 4971x1945x1461 Kerb weight 1810kg 2.0 A45 AMG 4Matic 370 155 4.2 40.9 162 3.0 V6 S500 444 155 4.8 40.9 157 3.0 V6 GLS 350d 4Matic 251 138 7.8 37.2 199 3.0d V6 271 155 6.3 47.8 158 1.5 A180d 105 118 11.3 76.4-80.7 89-102 4.0 V8 AMG S63 594 155 4.3 32.1 199 5.5 V8 AMG GLS63 4Matic 568 155-168 4.6 23.0 288 3.0 V6 345 166 5.5 31.7 207 2.1 A200d 132 130 8.8-9.3 68.9 99-111 6.0 V12 AMG S65 611 155 4.2 23.7 279 MG 3.0 V6 S 424 177 4.9 29.4 223 2.1 A220d 171 139 7.5 68.9 107 6.0 V12 S650 Maybach 611 155 4.7 22.2 289 3.0 V6 S Q4 424 177 4.7 29.1 226 2.1 A220d 4Matic 171 137 7.5 58.9 124 3 5dr hatch £8695–£11,695 AAABC S-Class Coupé 2dr coupé £103,745–£189,685 AAAAC Neatly tuned and nice sporty styling. Breaks the mould for sub£9000 superminis. LxWxH 4018x1729x1507 Kerb weight 1125kg GranTurismo 2dr coupé £94,355-£109,990 AAACC B-Class 5dr hatch £23,200–£32,310 AAABC More tech and cleaner engines make the opulent luxury tourer more appealing. LxWxH 5027x1912x1414 Kerb weight 2065kg Not short on richness or desirability and well capable of stirring A slightly odd prospect, but practical and classy nonetheless. 1.5 VTI-Tech 104 108 10.4 51.5 124 the soul. LxWxH 5652x1948x1481 Kerb weight 1873kg LxWxH 4393x1786x1557 Kerb weight 1395kg 4.0 V8 S560 455 155 4.6 34.0 188 4.7 V8 453 185 4.8 19.7 331 1.6 B180 119 124 8.7-9.0 50.4-51.4 127-132 4.0 V8 AMG S63 594 155 4.2 31.7 203 1.6 B200 152 137 7.9-8.2 49.6-51.4 127-132 6.0 V12 AMG S65 611 155 4.1 23.7 279 GranCabrio 2dr open £108,410–£116,455 AAACC 1.5 A180d 105 118 11.6 70.6 104-107 Fantastic looks and soundtrack but an average chassis overall. 2.1 A200d 132 130 8.9-9.4 67.3-70.6 104-112 S-Class Cabriolet 2dr open £115,950–£197,580 AAAAC LxWxH 4971x1945x1461 Kerb weight 1973kg 2.1 A220d 171 139 7.6 67.3 108 As above but with the added allure of a retractable fabric roof. LxWxH 5027x1912x1420 Kerb weight 2150kg 4.7 V8 453 177-179 4.9-5.0 19.4 337 2.1 A220d 4Matic 171 137 7.9 56.5 130 4.0 V8 S560 455 155 4.6 31.4 204 AAACC C-Class 4dr saloon £29,040–£69,165 AAAAC 4.0 V8 AMG S63 Quattroporte 4dr saloon £80,260–£118,585 594 155 4.2 28.8 225 Now a full-sized executive limo, with some added flair. Off the pace Merc ramps up the richness, but the engines and dynamics aren’t 6.0 V12 AMG S65 611 155 4.1 23.5 272 MAZDA

in several key areas. LxWxH 5264x1948x1481 Kerb weight 1860kg refined enough. LxWxH 4686x1810x1442 Kerb weight 1450kg 3.0d V6 3.0 V6 3.0 V6 S 3.0 V6 S Q4 3.8 V8 GTS

271 339 424 424 522

155 167 179 179 190

6.4 5.1 5.1 4.8 4.7

86 AUTOCAR.CO.UK 2 MAY 2018

35.8 31.0 29.4 29.1 26.4

163 212 223 226 250

2.0 C200 2.0 C200 4Matic 2.0 C350e 3.0 V6 AMG C43 4Matic 4.0 V8 AMG C63 4.0 V8 AMG C63 S

178 178 271 356 462 495

147 145 155 155 155 155

7.2-7.5 7.4 5.9 4.7 4.1 4.0

52.3-53.3 41.5 134.5 35.3 34.5 34.5

123-137 153-162 48-54 183 192 192

CLA Coupé 4dr saloon £26,495–£49,380

AAABC

Still suffers from divisive styling, although it adds further appeal to the A-Class. LxWxH 4640x1777x1432 Kerb weight 1395kg 1.6 CLA180 2.0 CLA250 2.0 CLA250 4Matic

119 211 211

130 155 155

8.7-9.0 6.4-6.5 6.4

51.4-52.3 124-128 42.2-45.6 143-156 41.5 160


N E W CAR PR I CES Po

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ZS 5dr SUV £12,495–£17,495

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109 112

10.9 12.4

49.6 44.9

GS 5dr SUV £15,095–£21,095

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508 4dr saloon £25,340–£33,210

129 144 AAACC

AAABC

RXC GT 2dr open NA

1.6 BlueHDi 120 2.0 BlueHDi 150 2.0 BlueHDi 180

3.5 V6 400 3.5 V6 650

116 145 175

125-126 11.0 130 8.9 143 8.5

72.4-74.3 99-102 67.3 109 67.3 110

400 650

179 180

2.8 2.7

NA NA

Zany solution to personal mobility is suitably irreverent and impractical. LxWxH 2338x1381x1454 Kerb weight 474kg

1.6 BlueHDi 120 2.0 BlueHDi 150 2.0 BlueHDi 180 2.0 Hdi HY4 ETG

Zoe 5dr hatch £18,420–£27,020

R E N A U LT

MINI

1.5 One 1.5 One D 1.5 Cooper 1.5 Cooper D 2.0 Cooper S 2.0 Cooper SD 2.0 John Cooper Works

101 93 134 114 189 167 227

AAAAB

121 10.1-10.2 118 11.0 130 7.8-7.9 127 9.2 145-146 6.7-6.8 140-141 7.2-7.3 152 6.1-6.3

57.6-58.9 83.1 60.1-62.8 76.3-80.7 49.6-54.3 70.6 44.8-49.6

109-114 89-92 105-112 92-99 122-136 104-109 133-147

Aero 8 2dr open £88,194

116 145 175 197

123-124 130 137-140 132

AAABC 11.2-11.3 67.3-74.3 100-108 9.1 67.3 110 8.6-8.9 61.4-64.2 114-119 8.8 61.4 109

AAABC

2008 5dr SUV £16,500–£22,350

LxWxH 3821x1727x1415 Kerb weight 1280kg 134 114 189 167 167

128-129 125-126 142-143 149 149

8.7-8.8 9.9 7.1-7.2 6.5-6.6 6.5-6.6

55.4-57.6 72.4-74.3 47.1-50.4 43.5-47.9 43.5-47.9

114-123 100-109 131-142 138-152 138-152

Twizy 2dr hatch £6995–£7995 MB L7e

AAABC 5AGEN2 Efficient and well-mannered but facelift still leaves it short on 5AGEN3

4.4 V8

space and style. LxWxH 4159x1829x1556 Kerb weight 1045kg

367

170

4.5

23.0

282

NISSAN

Micra 5dr hatch £12,295–£20,365

High-riding, funky hatch is a compelling package. High CO 2 figures, though. LxWxH 4135x1765x1565 Kerb weight 1605kg

1.6 94 92 104 12.0 47.1 138 1.2 DIG-T 115 113 111 10.8 48.7-49.6 128-132 1.6 117PS Xtronic 115 106 11.5 46.3-47.1 139-142 1.5 dCi 110 108 109 11.2 68.9-70.6 104-107 1.6 DIG-T 190 187 134 8.0 47.1 139 Clubman 5dr hatch £21,040–£32,195 AAAAC 1.6 DIG-T 190 4WD Xtronic 187 124 8.4 43.5 153 Cheery and alternative Mini ‘six-door’ takes the brand into new 1.6 DIG-T Nismo RS 215 137 7.0 39.2 168 territory. LxWxH 4253x1800x1441 Kerb weight 1375kg 1.6 DIG-T Nismo RS Xtronic 211 124 8.0 38.7 172 1.5 Cooper 134 127 9.1 55.4 118-123 1.5 Cooper D 148 132 8.5-8.6 68.9 109-115 Qashqai 5dr SUV £19,295–£32,575 AAAAB 2.0 Cooper S 189 142 7.1-7.2 45.6-48.7 134-147 The defining modern crossover. The Mk2 is better in all areas, 2.0 Cooper S All4 189 142 6.9-7.0 40.9-44.8 146-162 hence its popularity. LxWxH 4394x1806x1590 Kerb weight 1331kg 2.0 Cooper SD 187 139 7.4 62.8-65.7 114-122 1.2 DIG-T 115 113 108-115 10.6-12.9 50.4 129 2.0 Cooper SD All4 187 139 7.2 58.9 126-129 1.6 DIG-T 163PS 160 124 8.9 48.7 134 2.0 John Cooper Works 227 148 6.3 38.2-41.5 154-168 1.5 dCi 110 108 113 11.9 74.3 99 1.6 dCi 130 128 114-118 9.9-11.1 60.1-64.2 116-122 Countryman 5dr hatch £23,340–£33,495 AAABC 1.6 dCi 130 4WD 128 118 10.5 57.6 129

5008 5dr SUV £25,020–£36,460

17

AAABC 50

NA

NA

86 89

84 84

13.5 13.5

NA NA

Twingo 3dr hatch £10,000–£15,520

159 96 116 145 175 175

0 0 AAACC

Handsome, unusual rear-engined city car but not a class leader. LxWxH 3595x1646x1554 Kerb weight 865kg 1.0 SCe 70 0.9 TCe 90 0.9 TCe 110

67 87 105

94 103 113

14.5 10.8 9.6

56.5-67.3 95-112 58.9-65.7 99-108 54.3 115

Clio 5dr hatch £12,450–£23,000

AAAAC

An attractive,stylish and practical proposition, but cheap in places and feels dated. LxWxH 4062x1732x1448 Kerb weight 1059kg 1.2 16V 75 0.9 TCe 90 1.2 TCe 120 1.6 Turbo RS 200 1.6 Turbo RS 220 1.5 dCi 90 1.5 dCi 110

71 87 115 194 214 87 107

103 112 124 143 146 109-112 121

14.5 12.2-13.1 9.0-9.2 6.7 6.6 12.0-12.9 11.2

50.4 60.1-67.3 52.3-53.3 47.9 47.9 80.7-88.3 80.7

127 94-105 118-120 133 135 82-92 90

AAAAC

Less MPV, more SUV, and shares its siblings’ good looks. Competent Mégane 5dr hatch £17,795–£28,035 to drive, too. LxWxH 4641x1844x1640 Kerb weight 1511kg Stylish and refined but bland. Nothing exceptional. 1.2 PureTech 130 126 117 10.4-10.9 54.3-55.4 117-120 LxWxH 4359x1814x1447 Kerb weight 1340kg 1.6 THP 165 EAT6 1.6 BlueHDi 100 1.2 BlueHDi 120 2.0 BlueHDi 150 2.0 BlueHDi 180 EAT6 2.0 BlueHDi 180 EAT8

0 AAABC

A far more practical zero-emission solution. Attractive price, too. LxWxH 4084x1730x1562 Kerb weight 1470kg

Morgan’s flagship is a modern take on a classic look, although the old charm remains. LxWxH 4147x1751x1248 Kerb weight 1180kg

1.2 PureTech 82 79 105 13.5 57.6 114 1.2 PureTech 110 107 117-119 9.9-10.3 58.9-64.2 103-110 AAAAC 1.2 PureTech 130 126 124 9.3 58.9 110 Refreshed look and better handling makes it an enticing choice. 1.6 BlueHDi 75 74 103 13.8 76.3 97 5dr Hatch 5dr hatch £16,600–£23,030 AAAAB Has its flaws, though. LxWxH 3991x1743x1455 Kerb weight 1490kg 1.6 BlueHDi 100 96 112 11.3 76.3 97 Mini charm in a more usable package, but still not as practical as 1.0 71PS 70 98 16.4 61.4 103 1.6 BlueHDi 120 116 119 9.6 76.3 96 rivals. LxWxH 3982x1727x1425 Kerb weight 1240kg 0.9 IG-T 90 88 109 12.1 64.2 99 1.5 One 101 119 10.1-10.5 57.6-58.9 112-116 1.5 dCi 90 88 111 11.9 88.3 85 3008 5dr SUV £22,770–£34,210 AAAAC 1.5 One D 93 116 11.4 80.7 92-94 Cleverly packaged Peugeot offers just enough SUV DNA to make 1.5 Cooper 134 129 8.1-8.2 58.9-60.1 109-114 Pulsar 5dr hatch £13,280–£20,910 AAABC the difference. LxWxH 4447x2098x1624 Kerb weight 1250kg 1.5 Cooper D 114 125-126 9.4-9.5 74.3-78.5 95-102 Undeniably fit for purpose, but its appeal goes no deeper than that. 1.2 PureTech 130 126 117 10.5-10.8 54.3-55.4 117-120 2.0 Cooper S 189 143-144 6.8-6.9 47.9-52.3 125-139 LxWxH 4387x1768x1520 Kerb weight 1245kg 1.6 THP 165 159 128 8.9 48.7 129 2.0 Cooper SD 167 139-140 7.3-7.4 68.9 107-112 1.2 DIG-T 115 113 115-118 10.7-12.7 54.3-56.5 117-121 1.6 BlueHDi 100 96 108 13.1 70.6 103 1.5 dCi 110 108 118 11.5 78.5 94 1.6 BlueHDi 120 116 115-117 11.2-11.6 70.6 104-108 Convertible 2dr open £19,790–£29,430 AAABC 2.0 BlueHDi 150 145 129 9.6 64.2-67.3 114 A fun open-top car but compromised on practicality and dynamics. Juke 5dr hatch £15,085–£26,030 AAABC 2.0 BlueHDi 180 EAT6 175 131 8.9 58.9 124 1.5 Cooper 1.5 Cooper D 2.0 Cooper S 2.0 Cooper SD 2.0 John Cooper Works

)

NA NA

As good as the saloon but better looking. LxWxH 4829x1828x1476 Kerb weight 1430kg

Three-pot engines and cleverly designed interior make the Mini a superb choice. LxWxH 3821x1727x1414 Kerb weight 1190kg

km

AAABC

508 SW 5dr estate £26,685–£35,125

45.5-46.3 139-141

3dr Hatch 3dr hatch £15,900–£26,090

(g/

CO 2

Designed for pounding around a track; out of its element on the road. LxWxH 4300x1960x1127 Kerb weight 1125kg

1.5 TGI

112-118 9.6

)

Competent and likeable enough, but it lacks any real spark. LxWxH 4830x1828x1456 Kerb weight 1410kg

MG’s first attempt at a small SUV is an attempt to re-establish the brand. LxWxH 4500x1800x1665 Kerb weight 1385kg 163

pg

RADICAL

AAACC

Much improved on previous MGs, but still lacks the sophistication of its closest rivals. LxWxH 4314x1809x1611 Kerb weight 1190kg 1.5 VTi-Tech 1.0T GDi

Po

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128 108 113-115 129 131 NA

9.2 13.6 11.4-11.9 9.6 9.1 NA

48.7 68.9 65.7-67.3 61.4 58.9 NA

133 106 108 118 124 NA

1.2 TCe 130 1.6 TCe 205 1.5 dCi 110 1.6 dCi 130 1.6 dCi 165

128 199 107 126 158

122-124 143 116 123 133

10.3-10.6 7.1 11.3-12.3 10.0 8.8

AAABC 50.4-52.3 47.1 72.4-76.4 70.6 61.4

Mégane Sport Tourer 5dr estate £19,095–£29,335

120-125 134 96-101 104 120

AAABC

Stylish and refined estate car is still bland like the hatch. Smaller

PORSCHE

718 Boxster 2dr open £44,758–£64,030

AAAAB than its predecessor. LxWxH 4626x1814x1457 Kerb weight 1409kg Our idea of drop-top heaven. Exceptional to drive, whether cruising 1.2 TCe 130 128 122 11.0-11.7 50.4-52.3 120-125 or hurrying. LxWxH 4379x1801x1280 Kerb weight 1335kg 1.6 TCe 205 199 143 7.4 47.1 134 2.0 290 170 4.9-5.1 38.2-40.9 158-168 1.5 dCi 110 107 116 11.6-12.7 72.4-76.4 96-101 2.5 S 339 177 4.4-4.6 34.9-38.7 167-184 1.6 dCi 130 126 123 10.6 70.6 104 2.5 GTS 355 180 4.3-4.6 31.4-34.4 186-205 1.6 dCi 165 158 133 8.9 61.4 120

Bigger than before, but still more funky than useful. Still not all that pretty, either. LxWxH 4299x2005x1557 Kerb weight 1440kg X-Trail 5dr SUV £25,990–£37,740 AAABC 718 Cayman 2dr coupé £42,897–£62,169 AAAAA Scenic 5dr MPV £22,010–£30,850 AAABC 1.5 Cooper 134 126 9.6 51.4 126-130 There aren’t many cheaper ways of owning an SUV. Has a better Scalpel-blade incisiveness, supreme balance and outstanding Good-looking MPV riding on 20in wheels, but overall a bland car to drive. LxWxH 4406x1866x1653 Kerb weight 1428kg 1.5 Cooper All4 135 122 9.8 46.3-47.1 136-143 range of engines, too. LxWxH 4640x1820x1710 Kerb weight 1505kg driver involvement. LxWxH 4379x1801x1295 Kerb weight 1335kg 1.5 Cooper D 1.5 Cooper D All4 2.0 Cooper S 2.0 Cooper S All4 2.0 Cooper SD 2.0 Cooper SD All4 2.0 John Cooper Works 1.5 Cooper S E-Hybrid

148 148 189 189 187 187 227 220

129 127 140 138 137 136 145 123

8.8-8.9 8.7-8.8 7.4-7.5 7.2-7.3 7.7 7.4 6.5 6.8

64.2-65.7 58.9 45.6-47.1 40.4-44.1 61.4 57.6 38.2-40.9 134.5

113-120 126-132 137-144 146-162 121-125 129-133 158-169 49-52

1.6 dCi 130 1.6 dCi 130 4WD 1.6 DIG-T 163 2.0 dCi 177 2.0 dCi 177 4WD

128 128 160 174 174

111-116 115 124 123 121-126

10.5-11.4 11.0 9.7 9.6 9.4-10.0

53.3-57.6 52.3-53.3 44.1-45.6 48.7-50.4 46.3-50.4

129-139 139-143 145-149 148-152 149-162

370Z 2dr coupé £29,495–£39,995

2.0 2.5 S 2.5 GTS

1.2 TCe 115 1.2 TCe 130 1.5 dCi 110 1.5 dCi 110 Hybrid Assist 911 2dr coupé £77,891–£207,506 AAAAB 1.6 dCi 130 Still as brilliant and distinctive as any before it. More than worthy 1.6 dCi 160 290 339 355

170 177 180

4.9-5.1 4.4-4.6 4.3-4.6

38.2-40.9 158-168 34.9-38.7 167-184 31.4-34.4 186-205

AAABC of its iconic status. LxWxH 4499x1808x1294 Kerb weight 1413kg 3.0 Carrera 359 180-183 4.3-4.6 32.5-38.2 169-201 3.0 Carrera T 359 180-182 4.2-4.5 29.7-33.2 193-215 MITSUBISHI 3.7 V6 323 155 5.3 26.6-26.9 245-248 3.0 Carrera S 408 188-191 4.0-4.3 31.8-36.7 174-204 Mirage 5dr hatch £12,180–£14,180 AAACC 3.7 V6 Nismo 339 155 5.2 26.6 248 3.0 Carrera GTS 437 191-193 3.6-4.1 29.7-34.0 188-216 A straightforward hatchback – but not for the likes of us. 3.8 Turbo 524 198 3.0 31.0 212 LxWxH 3795x1665x1505 Kerb weight 845kg GT-R 2dr coupé £81,995–£151,995 AAAAC 3.8 Turbo S 564 205 2.9 31.0 212 1.1 Mi-VEC 79 107 11.7-12.8 65.7 99-100 Monstrously fast Nissan has been tweaked and sharpened. Still a 4.0 GT3 486 197-198 3.4-3.9 21.9-22.2 288-290 blunt object, though. LxWxH 4710x1895x1370 Kerb weight 1725kg 3.8 GT2 RS 680 211 2.8 23.9 269 ASX 5dr SUV £16,260–£29,235 AAACC 3.8 V6 562 196 NA 23.9 275 Decent engines, but otherwise an unexceptional crossover. 3.8 V6 Nismo 591 196 NA 23.9 275 911 Cabriolet 2dr open £86,732–£156,381 AAAAB

Old-school and profoundly mechanical coupé. The Healey 3000 of today – but meaner. LxWxH 4265x1845x1315 Kerb weight 1496kg

LxWxH 4355x1770x1640 Kerb weight 1260kg 1.6 Mi-VEC 1.6 DI-D 2WD 1.6 DI-D 4WD 2.2 DI-D 4WD

115 112 112 148

114 113 111 118

11.5 11.2 11.5 10.8

47.9-48.7 61.4 56.5 48.7

135-136 119 132 152

Cutting the top off enhances the aural drama. For visual impact choose the Targa. LxWxH 4499x1808x1289 Kerb weight 1500kg

NOBLE

M600 2dr coupé £248,000–£287,600

AAABC 3.0 Carrera 359 178-181 4.5-4.8 31.7-37.7 172-206 Deliciously natural and involving; a bit ergonomically flawed. 3.0 Carrera S 408 187-188 4.2-4.5 31.4-36.2 184-204 LxWxH NA Kerb weight 1198kg 3.0 Carrera GTS 437 190-192 3.7-4.2 29.1-33.6 190-220 4.4 V8 662 225 NA 20.1 333 3.8 Turbo 524 198 3.1 30.4 216 Eclipse Cross 5dr SUV £21,290–£29,765 AAACC 3.8 Turbo S 564 205 3.0 30.4 216 PEUGEOT Stylish, future-looking mid-sized SUV shows where Mitsubishi’s 3.0 Targa 4 359 178-179 4.5-4.7 31.7-35.8 182-206 destiny lies. LxWxH 4695x1810x1710 Kerb weight 1425kg iOn 5dr hatch £20,495 AABCC 3.0 Targa 4S 408 187-188 4.2-4.4 35.3-31.4 184-204 1.5 Mi-VEC 2WD 160 124-127 9.3-10.3 42.2-42.8 151-154 Good electric powertrain; looks extremely old hat against better 3.0 Targa 4 GTS 437 190-191 3.7-4.1 29.1-32.5 196-220 EV rivals. LxWxH 3474x1475x1608 Kerb weight 1120kg 1.5 Mi-VEC 4WD 160 124 9.8 40.4 159 47kW 62 81 15.9 NA 0 Panamera 4dr saloon £67,898–£146,545 AAAAA Outlander 5dr SUV £25,670–£46,055 AAABC Revamped big saloon is an absolute belter, making it almost the Creditable effort, but still cheap in places: PHEV a boon for fleet 108 3dr/5dr hatch £9125–£14,590 AAABC perfect grand tourer. LxWxH 5049x1937x1423 Kerb weight 1815kg users. LxWxH 4695x1810x1710 Kerb weight 1565kg Sister car to the Aygo – and a distant second to most city car 3.0 V6 321 164 5.7 37.7 173 2.2 DI-D 4WD 148 118-124 10.2-11.6 48.7-53.3 139-154 rivals. LxWxH 3475x1615x1460 Kerb weight 840kg 3.0 V6 4 321 162 5.5-5.6 35.8-36.2 177-180 2.0 Mi-VEC PHEV 200 106 11.0 116.1 41 1.0 68 67 99 13.0-15.9 67.3-68.9 95-97 2.9 V6 4S 428 179 4.4-4.5 34.0-34.9 184-189 1.2 PureTech 82 79 106 10.9 65.7 99 2.9 V6 E-Hybrid 449 172 4.6-4.7 113.0 56 Shogun 5dr SUV £33,015–£43,675 AABCC 4.0 V8 4S Diesel 416 177 4.5 42.2 176 Has its appeal. Needs more chassis finesse but still charming. 208 3dr/5dr hatch £14,635–£23,555 AAABC 4.0 V8 Turbo 533 190 3.8-3.9 29.7-30.4 212-217 LxWxH 4385x1875x1870 Kerb weight 2185kg A big improvement for Peugeot, if not for the supermini class. 4.0 V8 Turbo S E-Hybrid 660 192 3.4-3.5 97.4 66 3.2 DI-DC 4WD 187 111 10.4-11.1 30.4-31.4 238-245 LxWxH 3475x1615x1460 Kerb weight 1065kg 1.2 PureTech 68 66 103 13.8 60.1 108 Panamera Sport Turismo 5dr estate £73,071–£139,287 AAAAA MORGAN 1.2 PureTech 82 79 109-111 12.2-14.5 62.8-67.3 97-104 The Panamera in a more practical form, and now it’s a good-looking 3 Wheeler 0dr open £40,075 AAAAA 1.2 PureTech 110 107 118 9.8-9.6 62.8-65.7 99-104 beast. LxWxH 5049x1937x1428 Kerb weight 1880kg The eccentric, characterful and brilliant Morgan is a testament to 1.6 THP 165 159 135 7.4 50.4 129 3.0 V6 4 321 160 5.5 36.2 180 English creativity. LxWxH 3225x1720x1000 Kerb weight 525kg 1.6 THP 208 GTi 202 143 6.5 52.3 125 2.9 V6 4S 428 177 4.4 34.9 189 2.0 V-twin 68 68 115 7.0 34.9 187 2.9 V6 E-Hybrid 449 170 4.6 108.6 59 2.0 V-twin 82 82 115 6.0 30.3 215 308 5dr hatch £18,725–£28,595 AAAAB 4.0 V8 4S Diesel 416 175 4.5 42.2 176 Classy all-round appeal makes it a serious contender, but rear 4.0 V8 Turbo 533 188 3.8 30.1 217 4/4 2dr open £40,205 AACCC space is a little tight. LxWxH 4253x1804x1457 Kerb weight 1190kg Has its appeal but not as rewarding to drive as it could be. 1.2 PureTech 110 107 117 11.1 70.6 95 Macan 5dr SUV £45,915–£86,267 AAAAB LxWxH 4010x1630x1220 Kerb weight 795kg 1.2 PureTech 130 126 128-129 9.1-9.6 62.8 104-106 Spookily good handling makes this a sports utility vehicle in the purest sense. LxWxH 4692x1923x1624 Kerb weight 1770kg 1.6 i4 Sigma 110 115 8.0 44.1 143 1.6 THP 205 199 146 7.5 50.4 130 1.6 THP 270 264 155 6.0 47.1 139 2.0 244 142 6.7 39.2 172 Plus 4 2dr open £44,105 AABCC 1.5 BlueHDi 130 126 127 9.8 80.7 93 3.0 V6 S 330 157 5.4 32.1 212 Needs more chassis finesse, but the Plus 4 still charms 1.6 BlueHDi 100 96 112 12.2 76.3 96 3.0 V6 GTS 350 159 5.2 31.7 215 nonetheless. LxWxH 4010x1720x1220 Kerb weight 927kg 1.6 BlueHDi 120 116 117-118 10.2-10.3 72.4-74.3 98-101 3.0 V6 S Diesel 251 142 6.3 46.3 164 2.0 GDi 154 118 7.5 40.0 164 2.0 BlueHDi 150 145 131-132 8.6-8.9 68.9-72.4 102-108 3.6 V6 Turbo 388 165 4.8 31.4 216 2.0 BlueHDi 180 EAT8 175 140 8.2 64.2 116 3.6 Turbo P’formance P’kge 428 169 4.4 29.7 224 AACCC Roadster 2dr open £55,075 More advanced, but pricey and needs better brakes. AAAAB Cayenne 5dr SUV £55,965–£99,291 AAAAB 308 SW 5dr estate £19,675–£28,285

LxWxH 4010x1720x1220 Kerb weight 950kg 3.7 V6 Cyclone

280

140

5.5

28.8

230

Estate bodystyle enjoys the classy appeal of the hatchback. LxWxH 4585x1563x1472 Kerb weight 1190kg

1.2 PureTech 110 Plus 8 2dr open £83,405 AAACC 1.2 PureTech 130 Old V8 charm lives on, but there’s no ignoring the high price. 1.5 BlueHDi 130 LxWxH 4010x1751x1220 Kerb weight 1100kg 1.6 BlueHDi 120 4.4 V8 367 155 4.5 23.0 282 2.0 BlueHDi 150 2.0 BlueHDi 180 EAT8

107 126 126 116 145 175

117 127 126 121 130 139

11.6 9.5-10.0 10.0 9.9-10.1 8.9-9.2 8.4

67.3 61.4-62.8 76.3 74.3-88.3 65.7-72.4 61.4

99 106 111-112 85-99 102-112 120

Refreshed look, improved engines, interior and a better SUV overall. LxWxH 4918x1983x1696 Kerb weight 1985kg 3.0 V6 2.9 V6 S 4.0 V8 Turbo

330 428 533

152 164 177

6.2 5.2 4.1

30.7 31.4 24.1

112 128 107 107 126 156

115 118 114 NA 118 124

12.3 11.4 12.4 NA 11.4 10.7

48.7 48.7 70.6-72.4 80.7 62.8 62.8

Grand Scenic 5dr MPV £23,810–£32,650

129 129 100-104 94 116 118

AAABC

Good-looking seven-seat MPV is bland to drive and the third row seats are tight. LxWxH 4634x1866x1655 Kerb weight 1495kg 1.2 TCe 115 1.2 TCe 130 1.5 dCi 110 1.5 dCi 110 Hybrid Assist 1.6 dCi 130 1.6 dCi 160

112 128 107 107 126 156

115 118 114 NA 118 124

12.3 11.4 12.4 NA 11.4 10.7

48.7 48.7 70.6-72.4 80.7 62.8 62.8

Captur 5dr SUV £15,620–£24,430

129 129 100-104 94 116 118

AAAAC

Jacked-up Clio is among the better downsized options. Stylish and fluent-riding. LxWxH 4122x1778x1566 Kerb weight 1184kg 0.9 TCe 90 1.2 TCe 120 1.5 dCi 90 1.5 dCi 110

87 115 87 107

106 113-119 106 112

13.2 9.9-10.6 13.1 11.4

55.4 51.4 78.5 76.4

Kadjar 5dr SUV £19,790–£29,860

114 125 95 98 AAAAC

Fine value, practical, decent to drive and good-looking, but the Qashqai is classier. LxWxH 4449x1836x1607 Kerb weight 1306kg 1.2 TCe 130 1.6 TCe 165 1.5 dCi 110 1.6 dCi 130

128 158 107 128

119 127 112-113 118

10.1-10.7 9.2 11.7-11.9 9.9

50.4-51.4 47.1 74.3 65.7

Koleos 5dr SUV £28,045–£37,030

123-126 134 99 113

AAABC

Koleos name returns and is a vast improvement on before, but no class leader. LxWxH 4672x2063x1678 Kerb weight 1540kg 1.6 dCi 130 2.0 dCi 175 2.0 dCi 175 4WD X-Tronic

128 169 169

115 126 125

11.4 10.7 9.5

57.6 50.4 47.9

128 148 156

R O L L S - R OYC E

Wraith 2dr coupé £224,823–£280,223

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

624

155

4.6

19.8

Dawn 2dr open £266,055–£302,655

327 AAAAB

Essentially as above, except with a detuned engine and in elegant convertible form. LxWxH 5295x1947x1502 Kerb weight 2560kg 6.6 V12

563

155

5.0

19.6

Ghost 4dr saloon £227,423–£262,823

330 AAAAC

‘A ffordable’ Rolls is a more driver-focused car than the Phantom. Still hugely special. LxWxH 5399x1948x1550 Kerb weight 2360kg 6.6 V12

563

155

4.9-5.0

19.8-20.0 327-329

Phantom 4dr saloon NA

AAAAA

Phantom takes opulent luxury to a whole level. LxWxH 5762x2018x1646 Kerb weight 2560kg 6.75 TV12

563

155

5.3-5.4

20.3

318-319

213 209 272

2 MAY 2018 AUTOCAR.CO.UK 87


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Not as desirable or plush as the Up but nearly as good to drive. LxWxH 3557x1643x1474 Kerb weight 929kg 59 74

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Tivoli XLV 5dr SUV £17,045–£21,995

S E AT

Mii 5dr hatch £10,560–£11,835 1.0 60 1.0 75

Po

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14.4 13.2

64.2 64.2

Ibiza 5dr hatch £14,255–£19,575

102 102

Leon SC 3dr hatch £20,000–£29,615

112 106 108 112 99 99 AAAAC

1.4 TDI 90 1.6 TDI 115

88 113

115 125

11.3-11.4 62.8-70.6 105-106 9.7 60.1 109

Rapid Spaceback 5dr hatch £14,540–£19,720

With the Rapid’s skinny body, a hatchback shape makes the most sense. LxWxH 4304x1706x1459 Kerb weight 1090kg

1.4 TSI 125 1.4 EcoTSI 150 1.8 TSI 180 2.0 TSI 300 2.0 TDI 150 2.0 TDI 184

1.0 TSI 95 1.0 TSI 110 1.4 TDI 90 1.6 TDI 115

123 148 177 295 148 181

126 8.9 134 7.9 139-140 7.1-7.4 155 5.6-5.7 134 8.3 140-142 7.4

57.6 57.6 47.1-48.7 40.9-42.2 64.2 61.4-62.8

114 115 134-138 153-158 112 118-120

Leon 5dr hatch £17,975–£29,915 113 108 123 148 177 295 113 148 181

114 123 114 123

10.6 9.5 11.2-11.3 9.6

52.3 51.4 62.8-64.2 60.1

103 106 105-106 109

AAAAC

123-126 9.6-10.0 121 9.9 126 9.1 134 8.0 139-140 7.2-7.5 155 5.7-5.8 122 9.8 134 8.4 140-142 7.5

64.2 56.5 54.3 57.6 47.1-48.7 40.9-41.5 68.9-70.6 64.2 61.4-62.8

102 116 120 114-115 134-138 156-158 105-109 112 118-120

1.0 TSI 115 1.4 TSI 150 1.5 TSI ACT 150 2.0 TSI 230 vRS 2.0 TSI 245 vRS 1.6 TDI 115 2.0 TDI 150 2.0 TDI 184 vRS 2.0 TDI 184 4x4 vRS

113 148 148 226 241 113 148 181 181

126 9.6-9.7 136 7.8-7.9 136 7.9-8.0 155 6.5-6.6 155 6.4 126 9.8 135 8.1 143-144 7.6 142 7.3

58.9 54.3-57.7 57.7 42.8-43.5 42.8-44.1 68.9-72.4 65.7 57.7-62.8 55.4

Octavia Estate 5dr estate £18,395–£30,185

108-110 114-121 113-114 149 146-150 103-106 113 119-129 134

Makes practical senses but otherwise leaves no long-lasting impression. LxWxH 4482x1706x1461 Kerb weight 1190kg

not on price. LxWxH 4861x1864x1468 Kerb weight 1340kg

1.4 TSI 125 123 129 9.6 39.8 130 1.4 TSI 150 148 137 8.3-8.5 44.8-45.6 119-121 2.0 TSI 220 217 152 6.8 34.9 147 2.0 TSI 280 4X4 276 155 5.6 31.7 160 Arona 5dr SUV £16,750–£24,260 AAAAC 1.6 TDI 120 118 128 10.5-10.6 57.7-60.1 110-111 Seat’s second SUV doesn’t disappoint, with it taking charge of the 2.0 TDI 150 148 135-137 8.5-8.6 52.3-56.5 113-116 class dynamically. LxWxH 4138x1780x1543 Kerb weight 1165kg 2.0 TDI 150 4x4 148 134 8.7 49.6 124 1.0 TSI 95 93 107 11.2 57.6 111 2.0 TDI 190 187 146 7.4 50.4 123 1.0 TSI 115 113 113 9.8-10.0 56.5-57.6 113-114 2.0 TDI 190 4X4 187 143 7.3 44.8 138 1.5 TSI EVO 150 148 127 8.3 55.4 115 1.6 TDI 95 93 107 11.9 70.6 105 Superb Estate 5dr estate £23,440–£37,625 AAAAC 1.6 TDI 115 113 NA NA NA NA Even more commendable than above, primarily thanks to its 108 113

124 125

9.8 10.0

61.4 67.3

106 109

enormous boot. LxWxH 4856x1864x1477 Kerb weight 1365kg

Ateca 5dr SUV £18,675–£31,905

AAAAB 1.4 TSI 125

Seat’s first SUV is very good. So good, in fact, it’s a Qashqai beater. 1.4 TSI 150 LxWxH 4363x1841x1601 Kerb weight 1280kg 2.0 TSI 220 1.0 TSI Ecomotive 115 1.4 EcoTSI 150 2.0 TSI 190 4Drive 1.6 TDI 115 2.0 TDI 150 4Drive 2.0 TDI 190 4Drive

113 148 187 113 148 187

114 123-125 132 114 122 132

11.0 8.5-8.6 7.9 11.5 9.0 7.5

53.3-54.3 51.4-53.3 40.4 62.8 55.4-56.5 53.3

Alhambra 5dr MPV £25,695–£36,635

119-120 122-125 159 118-119 128-129 135

AAAAC

2.0 TSI 280 4X4 1.6 TDI 120 2.0 TDI 150 2.0 TDI 150 4x4 2.0 TDI 190 2.0 TDI 190 4X4

123 148 217 276 118 148 148 187 187

128 9.7 135 8.4-8.6 151 6.9 155 5.6 127-128 10.6-10.7 132-135 8.6-8.8 132 8.8 145-146 7.5-7.8 142 7.4

39.8 44.1-44.8 34.9 31.4 56.5-62.8 52.3-56.5 48.7 50.4-54.3 44.8

129 121-122 148 164 102-114 114-117 125 115-124 139

Yeti replacement may not have its forebear’s quirkiness, but it’s brilliant otherwise. LxWxH 4382x1841x1603 Kerb weight 1265kg

1.4 TSI 150 2.0 TDI Ecomotive 150 2.0 TDI 184

1.0 TSI 115 1.5 TSI EVO 150 1.6 TDI 115 2.0 TDI 150 4x4

124 9.9 43.5 150 123-124 10.2-10.3 54.3-55.4 130-137 132-134 8.9.9.4 53.3 139-141

113 148 113 148

115-116 126 116 121

10.3-10.4 8.1-8.3 10.4-10.5 8.4-9.0

53.3-54.3 51.4-52.3 61.4-64.2 54.3-56.5

AAABC

Kodiaq 5dr SUV £22,630–£37,450

A Czech take on the city car is more fun to drive than its plain-Jane Skoda’s first seven-seat SUV is a viable alternative to a traditional exterior suggests. LxWxH 3597x1641x1478 Kerb weight 854kg MPV. LxWxH 4697x1882x1676 Kerb weight 1430kg 1.0 MPI 60 1.0 MPI 60 ASG 1.0 MPI 60 GreenTech 1.0 MPI 75 GreenTech 1.0 MPI 75 ASG

59 59 59 74 74

100 100 100 107 107

13.9 16.2 13.9 13.1 14.4

51.4 53.3 57.7 57.7 53.3

Fabia 5dr hatch £10,500–£18,720

1.4 TSI 125 1.4 TSI 150 1.4 TSI 150 4x4 2.0 TSI 180 4x4 2.0 TDI 150 2.0 TDI 150 4x4 AAAAC 2.0 TDI 190 4x4 101 100 96 96 103

Dull design, and no class leader on handling or cabin space, but strong otherwise. LxWxH 3992x1732x1467 Kerb weight 1005kg 1.0 MPI 60 1.0 MPI 75 1.0 TSI 95 1.0 TSI 110 1.4 TDI 75 1.4 TDI 90 1.4 TDI 105

59 74 93 108 74 88 103

99 107 115 122 107 113 120

15.2 14.2 10.3 9.2-9.5 12.7 10.7 9.8

47.9 47.9 54.3 52.3 64.2 64.2 60.1

Fabia Estate 5dr estate £13,275–£19,605

123 148 148 177 148 148 187

118-123 123 120-122 128 123 120-122 130

9.3-10.2 9.3 9.5-9.6 7.7 9.8 9.4-9.6 8.3

44.8-46.3 44.8 39.8-40.9 38.2 56.5 49.6-52.3 49.6

139-143 143 155-163 170 131 141-149 150

Four doors give the Smart more mainstream practicality. Still expensive, though. LxWxH 3495x1665x1555 Kerb weight 975kg

1.0 MPI 75 1.0 TSI 95 1.0 TSI 110 1.4 TDI 75 1.4 TDI 90 1.4 TDI 105

1.0 71 0.9 90 0.9 109 Brabus Electric Drive

109 116 123 109 114 122

14.4 10.3 9.3-9.6 12.7 10.9 9.9

47.9 54.3 52.3 64.2 64.2 60.1

Rapid 4dr saloon £15,475–£20,285

111 101 103-106 104 104-105 112

93 108 123

116 124 129

94 102 96 80

15.9-16.9 11.2-11.9 10.5 12.7

67.3 65.7-67.3 61.4 NA

96-97 98-99 104 0

S S A N G YO N G

Tivoli 5dr SUV £13,495–£21,245

10.6 9.5 8.7

88 AUTOCAR.CO.UK 2 MAY 2018

53.3 51.4 45.6

37.7 175 53.3 139-152 40.9-48.7 152-179

much. LxWxH 4195x1795x1590 Kerb weight 1270kg 103 106 115

1.6 128 1.6d 115 1.6d 115 4x4

126 113 113

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323 602 602

130 155 155

115

AAAAB 4.9 4.7 2.9

NA NA NA

0 0 0

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1.0

67

99

14.2-15.5 74.3-78.5 95-97

Yaris 5dr hatch £13,300–£26,295

Toyotas. LxWxH 3495x1695x1510 Kerb weight 975kg

1.0 1.5 1.5 Hybrid AAACC 1.8 VVT-I GRMN

67 108 71 206

96 108 102 143

15.3 11.0-11.2 11.8 6.3

65.7 58.5-60.1 85.6 37.0

99 105-112 82 170

Incredibly ungainly but offers huge real estate for the money. LxWxH 5130x1915x1850 Kerb weight 2115kg

Auris 5dr hatch £20,160–£25,810

2.2d 178

Disappointingly average. There are many better rivals out there. LxWxH 4330x1760x1475 Kerb weight 1235kg

108-116 NA

Impreza 5dr hatch £24,000–£25,010

36.2-39.2 189-205

1.33 VVT-i AAACC 1.2 Turbo VVT-i 1.4 D-4D 1.6 D-4D 44.1 145 1.8 VVT-I Hybrid 42.8 152

Appealing hatchback has been steadily improved but still feels old-fashioned. LxWxH 4415x1740x1465 Kerb weight 1374kg 1.6i 2.0i

112 153

112 127

12.4 9.8

130

8.9

109 124 112 121 112

12.6 10.1-10.5 12.5 10.5 10.9

51.4 58.9-61.4 80.7 67.3 80.7

128 106-112 92 108 79

exceptional either. LxWxH 4595x1760x1485 Kerb weight 1285kg

1.33 VVT-i 1.2 Turbo VVT-i 1.4 D-4D XV 5dr SUV £5,000–£28,510 AAACC 1.6 D-4D No-nonsense crossover doesn’t quite make enough sense. 1.8 VVT-I Hybrid 167

96 112 87 108 134

AAABC

Auris Touring Sports 5dr estate £21,260–£26,910 AAABC AAACC Nothing wrong with this estate, but then there’s nothing

Levorg 5dr estate £30,010

Impressively practical but only offered with an automatic gearbox and one trim. LxWxH 4690x1780x1490 Kerb weight 1568kg 1.6i

)

Impactful styling does a lot to recommend it, but not as refined nor as practical as some. LxWxH 3455x1615x1460 Kerb weight 840kg

11.3-11.9 34.0-36.2 204-218

Turismo 5dr MPV £19,995–£26,745 175

km

CO 2

AAABC AAABC Stylish interior but ultimately a scaled-down version of bigger

A vast improvement. Better on the road but without ditching its argicultural roots. LxWxH 4850x1960x1825 Kerb weight 2102kg

39.8

164

44.1 40.9

145 155

Forester 5dr estate £26,510–£32,825

96 112 87 108 134

109 124 112 121 112

13.2 10.4-10.8 13.0 10.7 11.2

50.4 58.9 72.4 68.9 80.7

Verso 5dr MPV £22,835–£25,455

130 110-112 100 108 81 AAABC

One of Toyota’s better niche models and one unburdened by a hybrid powertrain. LxWxH 4460x1790x1620 Kerb weight 1430kg

AAACC 1.6 Valvematic 128 114 11.7 42.8 154 1.8 Valvematic 142 114 11.1 42.8 153 1.6 D-4D 108 111 12.7 62.8 119 118-119 10.6-11.8 40.9-43.5 150-160 137 7.5 33.2 197 Avensis 4dr saloon £19,715–£27,540 AAACC 117-118 9.9 46.3-49.6 148-158 Nothing wrong with the mid-sized saloon but hard to recommend

Solid, spacious and wilfully unsexy. A capable 4x4 nonetheless. LxWxH 4610x1795x1735 Kerb weight 1488kg 2.0i 150 2.0i 241 2.0d

148 237 148

over rivals. LxWxH 4750x1810x1480 Kerb weight 1360kg

Outback 5dr estate £33,010–£35,325 Acceptable in isolation but no class leader. LxWxH 4815x1840x1605 Kerb weight 1612kg 2.5i 2.0d

172 148

130 10.2 119-124 9.7-9.9

AABCC 1.6 D-4D 108 115 11.4 62.8-67.3 108-116 2.0 D-4D 138 124 9.5 58.9-62.8 119-124 1.8 Valvematic 142 124 9.4-10.4 43.5-47.9 138-149 40.4 161 46.3-50.4 145-159 Avensis Touring Sports 5dr estate £20,895–£29,345 AAACC

Estate comes with a good spec but is otherwise unexceptional.

BRZ 2dr coupé £26,525–£28,010

AAAAA LxWxH 4820x1810x1480 Kerb weight 1390kg 1.6 D-4D 108 115 11.7 2.0 D-4D 138 124 9.8 36.2-39.8 164-180 1.8 Valvematic 142 124 9.7-10.7

The GT86’s half-brother looks great in Subaru blue. Cheaper, too. LxWxH 4240x1775x1320 Kerb weight 1242kg 2.0i

197

130-140 7.6-8.2

WRX STI 4dr saloon £32.055

AAABC

Appealing and behind the times all at once. LxWxH 4595x1795x1475 Kerb weight 1534kg 2.5i

295

159

5.2

27.2

Celerio 5dr hatch £7999–£11,449

242

66 66

C-HR 5dr SUV £21,600–£28,620 1.2 Turbo 1.2 Turbo AWD 1.8 VVT-I Hybrid

96 96

13.5-16.4 65.7 13.0 78.4

99 84

bereft of asphalt. LxWxH 3700x1660x1595 Kerb weight 855kg 106 106 103

11.8 11.4 11.1

61.4 65.7 60.1

104 97 106

it’s no class leader. LxWxH 3840x1735x1495 Kerb weight 890kg 1.2 Dualjet 1.2 Dualjet SHVS 4x4 1.0 Boosterjet SHVS 1.0 Boosterjet

87 87 108 108

114-118 10.9-11.1 47.1-47.9 117-118 111 11.4 44.8 128 105 11.0 72.4-74.3 92-93

RAV4 5dr SUV £27,495–£34,990

2.0 D-4D 2.0 AWD AAAAC 2.5 Hybrid Cute and rugged-looking 4x4 city car capable of tackling roads 2.5 Hybrid AWD 87 87 87

112 112 119

111 105 121 118-121

11.9 12.6 10.6 10.0-10.6

65.7 62.7 65.7 56.5-61.4

98 101 97 104-114

AAACC

A solid option but ultimately outgunned by Korean competition. LxWxH 4605x1845x1675 Kerb weight 1605kg

Ignis 5dr hatch £11,499–£15,964

1.2 Dualjet 1.2 Dualjet SHVS 1.2 Dualjet SHVS 4x4

AAAAC

AAABC

Pleasing to drive, cheap to buy and decent to sit in. No-nonsense and likeable for it. LxWxH 3600x1600x1540 Kerb weight 835kg 1.0 K10B 1.0 K10C Dualjet

62.8-67.3 109-116 58.9-61.4 120-124 43.5-47.1 139-149

Coupé-shaped crossover certainly turns heads and impresses on the road. LxWxH 4360x1795x1565 Kerb weight 1320kg

SUZUKI

141 149 194 194

121 114 112 112

9.6 10.7 8.4 8.4

60.1 43.5 57.6 55.4

Land Cruiser 5dr SUV £33,435–£52,855

123 152 115 118 AAABC

A real go-anywhere vehicle. Totally rugged and available with seven seats. LxWxH 4335x1885x1875 Kerb weight 2010kg 2.8 D-4D

171

109

12.1-12.7 38.2-39.2 190-194

GT86 2dr coupé £26,885–£30,285

AAAAB

Almost the most fun you can have on a limited budget. Splendid. LxWxH 4240x1775x1320 Kerb weight 1247kg 2.0i

197

130-140 7.6-8.2

36.2-39.8 164-180

Prius 5dr hatch £24,245–£28,350

AAAAC

Better all round compared with its predecessors. Challenging

Baleno 5dr hatch £12,999–£17,379

LxWxH 3995x1745x1470 Kerb weight 920kg 1.0 Boosterjet 1.2 Dualjet SHVS

108 87

118-124 11.0-11.4 57.6-62.7 105-115 105 12.6 70.6 94

Jimny 3dr SUV £12,999–£15,784

Prius Plug-in Hybrid 5dr hatch £29,195–£31,395

AAAAC

Plug-in version is clever and appealing. Seems more comfortable in its skin. LxWxH 4645x1760x1470 Kerb weight 1530kg

AAACC 1.8 VVT-i Hybrid

120

101

11.1

283.0

22

The smallest four-wheel-drive Suzuki is capable off-road but looks dated now. LxWxH 3675x1600x1705 Kerb weight 1090kg

Prius+ 5dr MPV £27,830–£30,175

1.3 M13A

Expensive, old and ugly variant of the Prius, but can carry seven. LxWxH 4645x1775x1575 Kerb weight 1500kg

83

84-87 14.1-17.2 38.7-39.8 162-167

Vitara 5dr SUV £15,999–£25,099

AAABC 1.8 VVT-i Hybrid

lease of life. LxWxH 4300x1785x1585 Kerb weight 1160kg 1.0 Boosterjet 1.0 Boosterjet Allgrip 1.4 Boosterjet Allgrip 1.6 DDiS 1.6 DDiS Allgrip

108 108 136 116 116

106-112 109 124 112 109 TESLA

AAABC

AAABC Trails the Duster as the best-value small crossover – but not by

Essentially a Fabia in saloon form, so likeable, if slightly dull. LxWxH 4483x1706x1461 Kerb weight 1095kg 1.0 TSI 95 1.0 TSI 110 1.4 TSI 125

68 87 105 79

p)

132

AAACC 103

11.3

64.2-68.9 96-101

Utterly worthy addition to the class drives better than most.

SMART

Fortwo 3dr hatch/open £10,000–£27,135

Far more practical, majoring on boot space while doing what a good Skoda should. LxWxH 4257x1732x1488 Kerb weight 1029kg 74 93 108 74 88 103

12.5 9.9 9.9

AAACC LxWxH 4175x1775x1610 Kerb weight 1075kg Pricey two-seater has urban appeal but is short on performance 1.6 M16A 116 112 11.5-12.5 51.3-53.3 123-127 and handling. LxWxH 2695x1663x1555 Kerb weight 890kg 1.6 M16A Allgrip 116 112 12.0-13.0 49.5-50.4 130-131 1.0 71 68 94 14.4-15.5 65.7-68.9 93-99 1.6 DDiS 116 112 11.5 70.6 106 0.9 90 87 96 10.4-11.7 65.7-68.9 96-99 1.6 DDiS Allgrip 116 112 12.4 62.7-67.2 111-118 0.9 109 Brabus 105 102 9.5 61.4-62.8 102-104 1.4 Boosterjet S Allgrip 136 124 10.2 51.3-52.3 127-128 Electric Drive 79 80 11.5-11.8 NA 0 S-Cross 5dr SUV £17,499–£26,249 AAABC AAAAC Forfour 5dr hatch £10,495–£22,285 AAACC A worthy crossover if not a class leader. Refreshed looks give a 110 111 101 103-106 104 104-105 112

(bh

AAABC looks, though. LxWxH 4540x1760x1470 Kerb weight 1375kg AAAAC Suzuki’s family-sized hatchback makes use of clever little engines. 1.8 VVT-i Hybrid 120 112 10.6 85.6-94.1 70-76

S KO DA

Citigo 3dr hatch £8785–£11,740

118-119 123-125 117-120 131-137

Po

r we

Aygo 3dr hatch £9260–£14,900

Swift 5dr hatch £11,999–£17,334 AAABC AAAAC Given mature looks, more equipment and a hybrid powertrain, but

Karoq 5dr SUV £20,880–£32,005

This cheaper version of the VW Sharan is spacious, versatile and good to drive. LxWxH 4854x1904x1730 Kerb weight 1755kg 148 148 181

101 115 115

AAAAC LxWxH 4450x1780x1615 Kerb weight 1355kg 1.6i 112 109 13.9 2.0i 154 120 10.4

AAAAC LxWxH 4667x1814x1465 Kerb weight 1247kg Good-looking and responsive hatchback-turned-estate. 1.0 TSI 115 113 124-125 9.8 58.9 108-110 LxWxH 4549x1816x1454 Kerb weight 1236kg 1.4 TSI 150 148 134 7.9-8.0 53.3-56.5 117-124 1.0 TSI Ecomotive 115 113 126 9.8-10.2 64.2 102 1.5 TSI ACT 150 148 135-136 8.0-8.1 56.5-57.7 114-115 1.2 TSI 110 108 121 10.1 57.6 116 2.0 TSI 230 vRS 226 152-153 6.6-6.8 42.8-43.5 149 1.4 TSI 125 123 126 9.4 54.3 120 2.0 TSI 245 vRS 241 155 6.5 42.8-44.1 146-150 1.4 EcoTSI 150 148 134 8.2 56.5-57.6 114-117 1.6 TDI 115 113 124-125 9.8-9.9 68.9-72.4 103-106 1.8 TSI 180 177 134-138 7.7-7.8 47.1-48.7 134-138 2.0 TDI 150 148 132-134 8.2-8.3 58.9-65.7 113-119 2.0 TSI 300 295 155 4.9-6.0 39.2-40.4 161-164 2.0 TDI 150 4x4 148 130 8.1 60.1 124 1.6 TDI 115 113 122 9.9 67.3-68.9 108-112 2.0 TDI 150 4x4 Scout 148 129 8.8 56.5 130 2.0 TDI 150 148 134 8.6 67.3-68.9 112 2.0 TDI 184 vRS 181 142-143 8.0-8.1 57.7-62.8 119-129 2.0 TDI 150 4Drive 148 129 8.7 58.9 125 2.0 TDI 184 4x4 vRS 181 139 7.4 55.4 134 2.0 TDI 184 181 140-142 7.8 58.9-61.4 121-125 2.0 TDI 184 4x4 Scout 181 136 7.5 55.4 133 2.0 TDI 184 4Drive 181 139 7.1 52.3 139 Superb 5dr hatch £22,120–£36,245 AAAAC Toledo 4dr saloon £16,675–£22,135 AAACC Another great Czech value option that’s big on quality and space if 1.0 TSI 110 1.6 TDI 115

144 175 175

Class-leading amount of space and practicality. Comfortable, too.

Leon ST 5dr estate £18,970–£32,595

)

AAACC

SUBARU

Octavia 5dr hatch £17,195–£28,985

Does comfort and practicality like no other. Good, frugal engines AAAAC too. LxWxH 4670x1814x1461 Kerb weight 1225kg

As above but swaps three-door sleekness for five-door practicality. LxWxH 4282x1816x1459 Kerb weight 1202kg 1.0 TSI Ecomotive 115 1.2 TSI 110 1.4 TSI 125 1.4 EcoTSI 150 1.8 TSI 180 2.0 TSI 300 1.6 TDI 115 2.0 TDI 150 2.0 TDI 184

93 108 88 113

km

99-106 11.0-12.0 37.2-39.8 165-176 107-109 12.0 47.9-62.8 117-154 107-109 12.0 44.8-57.6 127-164

Rexton 5dr SUV £28,495–£38,495

AAABC 2.2d 181

A cut-price Golf with Spanish styling, crisper handling and an alluring coupé shape. LxWxH 4246x1810x1431 Kerb weight 1213kg

C

(g/ O2

75D 100D P100D

126 113 113

2.0 146 2.2d 178 2.2d 178 4x4

57.6 60.1 60.1 57.6 74.3 74.3

)

1.6 128 1.6d 115 1.6d 115 4x4

1.0 MPI 75 1.0 TSI 95 1.0 TSI 115 1.5 TSI EVO 150 1.6 TDI 80 1.6 TDI 95

14.7 10.9 9.3 7.9 8.6 7.5

pg

A genuine luxury seven-seat electric SUV which also has a large range. LxWxH 5036x2070x1684 Kerb weight 2459kg

Good for a Ssangyong but poor by class standards. LxWxH 4410x1830x1710 Kerb weight 1725kg

104 113 121 134 107 113

(m

AAABC

Reinvigorated Ibiza is more mature and takes the class honours from the Fiesta. LxWxH 4059x1780x1444 Kerb weight 1091kg 74 93 113 148 79 93

my

Now grown in size for more practicality but that doesn’t increase the Tivoli’s appeal. LxWxH 4440x1798x1635 Kerb weight 1405kg

Korando 5dr SUV £16,295–£23,995

AAAAB

o on

99-106 11.0-12.0 39.2-44.1 149-167 107-109 12.0 51.4-65.7 113-146 107-109 12.0 47.9-60.1 123-156

Model S 5dr hatch £64,700–£122,200

11.0-12.4 12.0 10.2 12.0 13.0

54.3-56.4 53.3 49.5-50.4 68.8 64.2

113-119 119 127-128 106 114

VA U X H A L L

Viva 5dr hatch £10,050–£11,815

AAABC

Plenty of space but lacks its rivals’ equipment, joie de vivre and refinement. LxWxH 3675x1595x1485 Kerb weight 939kg 1.0i

74

106

13.1-14.0 60.1-62.8 103-106

Adam 3dr hatch £13,300–£20,145

AAACC

Certainly looks the part, but there are better superminis ahead of it. LxWxH 3698x1720x1484 Kerb weight 1101kg 1.2i 70 1.4i 87 1.4i 100 1.0i Turbo 115 1.4i Turbo 150

69 85 98 113 148

103 109-111 115 121 130

14.9 12.5-13.9 11.5 9.9 8.5

53.3 52.3-56.5 52.3 57.6 47.9

Corsa 3dr/5dr hatch £11,050–£20,370

125 118-125 125 112 139

AAABC

Refined, stylish and practical, but its engines aren’t so good.

AAAAB LxWxH 4021x1736x1479 Kerb weight 1141kg Large range makes it not only a standout EV but also the future of 1.4i 75 74 101 15.5 luxury motoring. LxWxH 4978x1963x1445 Kerb weight 2108kg 1.4i 90 88 109 13.2 75D 323 140 4.2 NA 0 1.4i Turbo 100 98 115 11.0 100D 602 155 4.1 NA 0 1.0i Turbo 90 88 112 11.9 P100D 602 155 2.5 NA 0 1.0i Turbo 115 113 121 10.3 1.4i Turbo 150 148 129 8.9 1.6i Turbo VXR 205 202 143 6.5

54.3 54.3 55.4 62.8 58.9 49.6 37.7

120 120 119 104 111 132 174


N E W CAR PR I CES Po

1.3 CDTi 75 1.3 CDTi 95

r we

74 93

(bh

p)

To

p ps

102 113

ee

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0

)

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14.8 11.9

2m

ph Ec

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my

72.4 78.5

Astra 5dr hatch £17,120–£27,440

(m

p

g)

C

(g/ O2

km

)

104 94

Po

r we

(bh

p)

To

p ps

ee

d(

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)

/6 -60

2m

ph Ec

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Polo 5dr hatch £13,860- £22,645

my

(m

p

g)

C

(g/ O2

km

)

Po

AAAAC 2.0 TDI 150 2.0 TDI 190

A thorough going-over makes it more mature, but the Polo is still a bit boring. LxWxH 4053x1946x1461 Kerb weight 1105kg

AAAAC 1.0 65 64 102 15.5 58.9-60.1 108-110 1.0 75 74 106 14.9 58.9-60.1 108-110 1.0 TSI 95 93 116 10.8 60.1-64.2 101-107 102 1.0 TSI 115 113 NA NA NA NA 124 1.5 TSI EVO 150 148 NA NA NA NA 124 2.0 TSI GTI 200 197 NA NA NA NA 128 1.6 TDI 80 79 NA NA NA NA 142 1.6 TDI 95 93 NA NA NA NA 88 99 Golf 3dr/5dr hatch £18,235–£34,805 AAAAB 109 Does exactly what everyone expects. Still the king of the family

r we

(bh

148 187

p)

To

p ps

ee

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)

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2m

128-129 9.3 137 8.2

ph Ec

61.4 58.9

Sharan 5dr MPV £27,905–£38,445

o on

my

(m

p

g)

C

(g/ O2

1.0i Turbo 105 1.4i 100 1.4i Turbo 125 1.4i Turbo 150 1.6i Turbo 200 1.6 CDTi 110 1.6 CDTi 136 1.6 CDTi BiTurbo 160

1.4 TSI 150 2.0 TDI 115 2.0 TDI 150 2.0 TDI 184

10.5 12.6 8.6 7.8 6.6 10.2 9.0 8.1

64.2 52.3 52.3 51.4 45.6 85.6 74.3 68.9

car. LXWXH 4258x1790x1492 Kerb weight 1206kg

Astra Sports Tourer 5dr estate £18,470–£25,990

AAAAC 1.0 TSI 85 83 112 11.9 1.0 TSI 110 108 122 9.9 1.4 TSI 125 123 127 9.1 1.0i Turbo 105 103 121 11.0 62.8 103 1.5 TSI EVO 130 128 NA NA 1.4i 100 98 115 13.1 51.4 127 1.5 TSI EVO 150 148 134 8.3 1.4i Turbo 125 123 127 9.0 51.4 127 2.0 TSI 230 GTI 226 154-155 6.4 1.4i Turbo 150 148 134 8.2 50.4 130 2.0 TSI 245 GTI Performance 241 154-155 6.2 1.6i Turbo 200 197 146 7.2 45.6 143 2.0 TSI 310 4Motion R 305 155 4.6-5.1 1.6 CDTi 110 108 121 10.7 78.5 96 1.4 TSI GTE 148 138 7.6 1.6 CDTi 136 134 127 9.5 74.3 101 1.6 TDI 115 113 123 10.2-10.5 1.6 CDTi BiTurbo 160 157 137 8.4 68.9 109 2.0 TDI 150 148 133-134 8.6 2.0 TDI 184 GTD 181 143-144 7.4-7.5 GTC 3dr hatch £22,335–£30,830 AAABC Sleek-shaped hatchback matched with good handling and decent Golf Estate 5dr estate £21,000–£35,855

More composed and practical than the hatchback. LxWxH 4702x1809x1510 Kerb weight 1273kg

118 138 197 276 108 134

119 125 143 155 113 123

10.1 8.9 7.3 5.9 11.6 9.5

108 107-109 119-120 NA 114-116 145 144 160-180 38 102-109 109-117 116-124

46.3 46.3 42.2 34.9 67.3 65.7

144 144 154 189 111 115

package. LxWxH 4567x1799x1515 Kerb weight 1295kg

1.0 TSI 85 83 112 12.6 58.9 109 1.0 TSI 110 108 122 10.4 57.6 110-112 1.4 TSI 125 123 127 9.5 53.3 118-123 1.5 TSI EVO 130 128 NA NA NA NA 1.5 TSI EVO 150 148 135 8.7 55.4 114-116 2.0 TSI 310 4Motion R 305 155 4.8 39.2 164 Cascada 2dr open £28,010–£34,105 AAAAC 1.6 TDI 90 88 116 12.9 68.9 106 Good-looking proper four-seat convertible that rivals premium 1.6 TDI 115 113 124 10.7 68.9 103-106 versions. LxWxH 4696x1839x1443 Kerb weight 1714kg 2.0 TDI 150 148 134-135 8.9 65.7 111-114 1.4i Turbo 140 138 129 10.2 43.5 149 2.0 TDI 184 GTD 181 143-144 7.8-7.9 60.1 124-125 1.6i Turbo 170 167 146 8.2 40.9 158 1.6i Turbo 200 197 136 9.2 37.2 176 Golf Alltrack 5dr estate £29,555–£31,840 AAAAB 2.0 CDTi 170 167 135 9.6 57.6 129 And to complete the Golf line-up is a rugged version of the estate.

LxWxH 4567x1799x1515 Kerb weight 1541kg

Insignia Grand Sport 5dr hatch £18,780–£33,415

AAAAC 1.8 TSI 180 4Motion 178 NA NA 42.2 156 2.0 TDI 150 4Motion 148 129 8.9 55.4 133 The good-looking and tech-filled Insignia makes an attractive proposition. LxWxH 4897x1863x1455 Kerb weight 1714kg 2.0 TDI 184 4Motion 181 136 7.8 54.3 137 1.5 Turbo 140 138 130 9.3 47.6 133 Golf SV 5dr MPV £20,480–£28,640 1.5 Turbo 165 162 138 8.4 47.1 136 AAAAC 2.0 Turbo 260 4x4 256 155 6.9 32.8 197 Probably the least appealing member of the Golf family but still resolute. LxWxH 4338x2050x1578 Kerb weight 1335kg 1.6 Turbo D 110 108 127 10.9 70.6 105 1.6 Turbo D 136 134 126-131 9.9-10.2 55.4-65.7 114-134 1.0 TSI 85 83 110 13.0 57.6 112 2.0 Turbo D 170 167 139-140 8.2-8.4 51.4-54.3 136-145 1.0 TSI 110 109 119 10.7 56.5 113 2.0 BiTurbo D 210 4x4 207 144 7.4-7.5 40.4-40.9 183-186 1.5 TSI EVO 130 128 126 9.6 55.4 116 1.5 TSI EVO 150 148 132 8.8 54.3 118 Insignia Sports Tourer 5dr estate £20,300–£34,915 AAAAC 1.6 TDI 115 113 119 11.0 67.3-68.9 107-110 The practical version of the Insignia that aims to take the fight to 2.0 TDI 150 148 130 9.2 61.4 119

premium rivals. LxWxH 4986x1863x1514 Kerb weight 1487kg 1.5 Turbo 140 1.5 Turbo 165 2.0 Turbo 260 4x4 1.6 Turbo D 136 2.0 Turbo D 170 2.0 BiTurbo D 210 4x4

138 162 256 134 167 207

129 135 152 127-132 137-139 144

9.6 8.6 7.1 10.1-10.5 8.4-8.6 7.4-7.5

47.1 46.3 32.5 54.3-62.8 49.6-53.3 39.8-40.4

136 139 199 119-137 139-150 186-187

Insignia Country Tourer 5dr estate £25,950–£ 28,875 AAAAC Spacious estate gets a rugged makeover – and it doesn’t spoil the fine formula. LxWxH 4986x1863x1514 Kerb weight 1666kg 2.0 Turbo D 170 2.0 Turbo D 170 4x4 2.0 BiTurbo D 210 4x4

167 167 207

135-137 8.6-8.8 135 9.3 142 7.7

47.1-51.4 145-157 43.5 172 39.8 188

Jetta 4dr saloon £19,740–£25,670

AAABC

123-124 114 123-124 132-136

9.9 12.6 10.3 8.9

43.5 56.5 55.4-56.5 53.3

150-156 130 130-137 138-141

1.4 TSI 125 1.4 TSI 150 2.0 TDI 110 2.0 TDI 150

123 148 108 148

128 137 122 135-137

9.6 8.6 11.0 8.9

53.3 53.3-54.3 68.9 65.7-68.9

Passat 4dr saloon £22,030–£38,585

122 115-122 107-112 108-120

148 177 217 153 118 148 187 236

137 144 153 140 128-130 135-137 146-147 149

8.4 7.7-7.9 6.7 7.4 10.8 8.7 7.5-7.9 6.1

56.5-57.6 47.9 44.8 156.9 67.3-70.6 65.7-67.3 67.3 49.6

115-118 130-136 146 40 95-107 109-121 109-119 150

What’s not to like? This whacking great V8-engined pick-up is a brute to drive. LxWxH 5121x1899x1465 Kerb weight 1825kg

Passat Estate 5dr estate £23,630–£40,185

All the Passat’s redeeming features in spacious, practical estate form. LxWxH 4767x2083x1516 Kerb weight 1395kg

187 148

134 124

7.2 8.7

41.5 56.5

Tiguan 5dr SUV £23,255–£39,840

An improvement on the previous model and will continue to sell by the bucket load. LxWxH 4486x1839x1654 Kerb weight 1490kg 123 148 177 113 148 148 187 236

118 124-125 129 115 125-127 124-125 131 142

10.5 9.2 7.7 10.9 9.3 9.3 7.9 6.5

46.3-47.1 48.7-49.6 38.2 60.1 58.9-60.1 52.3-53.3 49.6 44.1

137-139 130-140 170 123 123-129 139-149 149 167

1.4 TSI 150 2.0 TSI 180 4Motion 2.0 TDI 150 2.0 TDI 150 4Motion 2.0 TDI 190 4Motion 2.0 BiTDI 240 4Motion

148 177 148 148 187 238

123-124 129 124-126 123-124 130 142

9.5 8.2 9.8 9.9 8.6 6.7

43.5-46.3 36.7 55.4-56.5 47.9-49.6 47.9 43.5

137-148 175 131-132 150-153 153 170

1.0 60 1.0 75 1.0 90 e-Up

59 74 88 81

100 106 114 80

14.4 13.2-13.5 9.9 12.4

64.2-68.9 64.2-68.9 60.1 NA

96-101 96-103 108 0

0

6.5 9.8 7.5 7.9

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2m

ph Ec

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my

(m

pg

39.2-39.8 55.4-58.9 51.4-55.4 56.5-57.6

) (g/

km

)

CO 2

162-164 127-136 136-146 131-133

AAABC

185 228 247 310

127 137 137 140

8.4 7.2 6.8 5.3

54.3-55.4 51.4 38.7-39.2 134.5

228 250 310 310

137 134 143 140

7.8 7.9 6.5 5.6

45.6-47.3 34.9-35.8 34.1-35.8 108.6

133-136 144 164-167 49

3.0 V6 TDI 204 3.0 V6 TDI 262

201 258

128 140

8.7 7.3

42.2 41.5

V O LV O

176 180

AAAAC

Mexican track-day special has a pleasingly pragmatic and forgiving chassis. LxWxH 3718x1876x1120 Kerb weight 725kg 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

2.0 Duratec 2.0 Ecoboost

200 252

AAAAC

NA NA

NA NA

NA NA

Mega 2dr coupé £14,999–£15,595

NA NA NA NA

AAABC

Mega engines make it rapid, but not as fun as Caterham’s R range. LxWxH NA Kerb weight NA 177 240

136 NA

3.0 NA

NA NA

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 AAAAC 2.3 Ecoboost R

V40 5dr hatch £21,410–£30,485

158-162 184-189 187-192 59-63

VUHL

05 0dr open £59,995- £89,995

1.3 Suzuki Hyabusa AAAAC 2.0 VTEC S2000

Touareg 5dr SUV £45,970–£51,930

Only five seats but it remains a comfy, capable and obedienthandling SUV. LxWxH 4801x2208x1732 Kerb weight 2185kg

250 350

145 155

4.0 3.0

NA NA

NA NA

Not perfect, but handsome, well-packaged, pragmatic and likeable. LxWxH 4370x2041x1470 Kerb weight 1417kg 2.0 D2 2.0 D3 2.0 D4 2.0 T2 1.5 T2 Auto 2.0 T3 1.5 T3 Auto

116 145 185 119 119 148 148

118 130 143 118 118 130 130

10.5 8.4 7.2-7.4 9.8 9.8 8.3 8.3

72.4-78.5 68.9-74.3 67.3-74.3 50.4 51.4 50.4 51.4

V40 Cross Country 5dr hatch £25,110–£30,695

94-104 101-108 99-109 127 129 127 129

W H AT ’ S C O M I N G W H E N

AAAAC

2.0 D2 2.0 D3 2.0 D4 2.0 T3 1.5 T3 Auto

116 145 185 148 148

118 118 130 130 130

10.6 8.5 7.5-7.7 8.5 8.5

72.4-74.3 68.9-72.4 65.7-70.6 50.4 50.4

99-104 102-109 104-112 128 131

2.0 T4 2.0 D2 2.0 D3 2.0 D4

185 116 145 185

143 121 130-134 143

7.2 11.2-11.4 9.0 7.6

48.7-50.4 65.7-72.4 65.7-70.6 65.7-72.8

V60 5dr estate £24,145–£53,325

131-134 102-113 105-113 102-113

AAAAC

Mature and appealing cabin, nice looks and smooth to drive. Too small, however. LxWxH 4635x2097x1484 Kerb weight 1572kg

V90 Cross Country 5dr estate £42,520–£57,435

It’s no revolution, but VW’s hallmarks are in abundance. LxWxH 3600x1428x1504 Kerb weight 926kg

h)

Sport Turbo is very quick and fun but not a patch on the Tiguan Allspace 5dr SUV £29,375–£40,375 AAAAC Caterhams. LxWxH NA Kerb weight NA Has all the Tiguan’s sensibility and refinement, now with the bonus 1.6 Sigma 135 NA NA NA of seven seats. LxWxH 4486x1839x1654 Kerb weight 1490kg 1.6 Sigma 155 NA NA NA

Volvo’s large comfy estate given a jacked-up, rugged makeover. LxWxH 4936x2019x1543 Kerb weight 1826kg

1.2 TSI 105 Dune 1.4 TSI 150 2.0 TDI 110 2.0 TDI 150 AAAAC 2.0 TDI 150 Dune

117 10.9-11.1 51.4-55.4 117-127 115-117 11.8-12.2 61.4-70.6 104-118

Up 3dr/5dr hatch £9325–£25,640

mp

XC60 5dr SUV £37,770–£59,770

2.0 D5 PowerPulse AWD 2.0 T5 AWD 2.0 T6 AWD AAAAC 2.0 T8 Twin Engine

1.2 Turbo 1.6 Turbo D

VO L K S WAG E N

140 124 124 130

d(

Looks like a small XC90 and carries on where the old one left off. A good, capable cruiser. LxWxH 4688x1999x1658 Kerb weight 1781kg

155 132

Does well to disguise its 3008 roots but too bland to stand out in a car. LxWxH 4288x1825x1488 Kerb weight 1395kg congested segment. LxWxH 4477x1811x1630 Kerb weight 1350kg 1.2 TSI 105 103 111-112 10.9-11.7 51.4-54.3 121-127 128 118

ee

VW’s junior SUV is beguiling and sophisticated. It drives rather well, too. LxWxH 4234x1992x1573 Kerb weight 1270kg XC90 5dr SUV £50,985–£71,370 AAAAC 113 116 10.1 55.4 117 Clever packaging, smart styling, good to drive: Volvo’s closest thing 148 127 8.3 52.3-53.3 120-121 to a class-leader. LxWxH 4950x2008x1776 Kerb weight 1961kg

1.0 TSI 115 1.5 TSI EVO 150 2.0 TSI 190 4Motion 2.0 TDI 150 4Motion

2.0 T4 185 140 7.3 48.7 135-136 AAAAC 2.0 Polestar 356 155 4.8 34.9 186 2.0 D2 116 121 11.5-11.7 65.7-72.4 104-114 2.0 D3 145 130 9.1 65.7-68.9 108-114 Zafira Tourer 5dr MPV £20,215–£31,495 AAABC 1.4 TSI 125 123 128 9.9 51.4-53.3 117-127 2.0 D4 185 140 7.7 64.2-70.6 104-116 Looks upmarket and some clever packaging inside but feels 1.4 TSI ACT 150 148 135 8.6 54.3-55.4 119-120 2.4 D4 AWD 185 127 8.9 49.6 149 mundane overall. LxWxH 4666x1884x1685 Kerb weight 1628kg 1.8 TSI 180 177 143 7.9-8.1 46.3 131-137 2.4 D5 Twin Engine 158 130 6.9 155.2 48 1.4i Turbo 138 124 9.9 44.1 156 2.0 TSI 220 217 152 6.9 44.1 149 2.4 D6 Twin Engine 214 143 6.0 155.2 48 1.6 CDTi 134 120 10.4 60.1-62.8 119-125 1.4 TSI GTE 153 140 7.6 156.9 40 2.0 CDTi 167 129 9.1 54.3-57.7 129-137 1.6 TDI 120 118 127-129 11.0 67.3-74.3 96-110 V60 Cross Country 5dr estate £32,405–£39,080 AAAAC 2.0 TDI 150 148 135 8.9 65.7-67.3 110-124 Mature and smooth-driving estate given a rugged makeover. LxWxH 4635x2097x1545 Kerb weight 1634kg Crossland X 5dr SUV £16,840–£23,835 AAABC 2.0 TDI 190 187 145-146 7.9-8.1 65.7 111-120 Vauxhall’s small SUV is competent enough but lacks any real 2.0 BiTDI 240 4Motion 236 148 6.3 48.7 152 2.0 D3 145 127 9.1 61.4-67.3 111-120 character. LxWxH 4212x1765x1605 Kerb weight 1245kg 2.0 D4 185 130 7.8 61.4-67.3 111-120 1.2i 81 80 105 14.0 54.3 116 Passat Alltrack 5dr estate £36,090 AAAAC 1.2i 110 108 117 10.6 57.6-58.9 109-111 A rugged-looking Passat wagon with its distinguishing features S90 4dr saloon £35,620–£58,055 AAAAC left intact. LxWxH 4777x2083x1530 Kerb weight 1674kg 1.2i Turbo 130 128 128 9.1 55.4 116 Volvo’s mid-sized exec majors on comfort, style and cruising ability. LxWxH 4963x2019x1443 Kerb weight 1665kg 1.6 Turbo D 99 97 112 12.0 76.3-78.5 93-95 2.0 TDI 190 4Motion 187 142 7.7 54.3 137 1.6 Turbo D 120 118 116 9.9 70.6 105 2.0 T4 185 130 8.7 42.2 153 Arteon 4dr saloon £31,100–£40,635 AAABC 2.0 T5 248 140 6.8 43 154 Mokka X 5dr SUV £21,815–£30,960 AAABC VW’s flagship saloon is well-made and luxurious but rather bland to 2.0 D4 185 140 8.2 64.2 116 drive. LxWxH 4862x1871x1450 Kerb weight 1505kg Compact and competent but lacks any persuasive qualities. 2.0 D5 PowerPulse AWD 228 145 7.0 58.9 127 LxWxH 4275x1780x1658 Kerb weight 1394kg 1.5 TSI EVO 150 148 NA NA NA NA 2.0 T8 Twin Engine AWD 310 155 4.8 141.2 46 1.6i 115 113 106 11.8 42.2 155 2.0 TSI 190 187 149 7.7 47.1 135 1.4 Turbo 140 138 119-122 9.3-10.1 43.5-47.1 140-149 2.0 TSI 280 4Motion 276 155 5.6 38.7 164 V90 5dr estate £37,620–£60,055 AAAAC 1.4 Turbo 140 4x4 138 116 9.3 43.5 152 2.0 TDI 150 148 137 9.1 62.8 116 luxury estate takes on the 5 Series and the E-Class. Comfy and a 1.4i Turbo 152PS 4x4 150 120 9.4 43.5 150 2.0 TDI 190 187 148 8.0 60.1-61.4 119-122 good cruiser. LxWxH 4936x2019x1475 Kerb weight 1679kg 1.6 CDTi 110 108 112 11.5 70.6-72.4 103-105 2.0 TDI 190 4Motion 187 145 7.8 55.4 134 2.0 T4 185 130 8.9 40.9 156 1.6 CDTi 136 134 117-118 9.3-10.3 56.5-68.9 106-132 2.0 BiTDI 240 4Motion 236 152 6.5 47.9 152 2.0 T5 248 140 6.7 41.5 159 1.6 CDTi 136 4x4 134 116 9.7 60.1 124 2.0 D4 185 140 8.5 62.8 119 Beetle 3dr hatch/2dr open £17,750–£26,610 AAABC 2.0 D5 PowerPulse AWD 228 145 7.2 57.6 129 Grandland X 5dr SUV £22,890–£34,040 AAACC A huge improvement, but the Golf hiding underneath is the better 2.0 T8 Twin Engine AWD 310 155 4.8 141.2 46 15.3-15.8 363

To

p ps

AAAAC

6.2i V8

4.5

p)

Lands blows on rivals with its smart looks, civilised refinement, S60 4dr saloon £22,950–£35,460 AAAAC quality and usability. LxWxH 4767x2083x1476 Kerb weight 1367kg Ageing saloon soon to be replaced. Understated, mature and laid1.4 TSI 125 123 129 9.7 52.3-53.3 114-126 back. LxWxH 4635x2097x1484 Kerb weight 1512kg

1.4 TSI ACT 150 1.8 TSI 180 AAABC 2.0 TSI 220 Charismatic, brutish and unsophisticated but hugely compelling. It 1.4 TSI GTE will be missed. LxWxH NA Kerb weight 1858kg 1.6 TDI 120 6.2i V8 590 155 4.2 18.0-18.5 363-373 2.0 TDI 150 2.0 TDI 190 VXR8 Maloo 2dr pick-up £66,500 AAABC 2.0 BiTDI 240 4Motion 155

(bh

Big boot, pleasant driving dynamics and well-priced, but overall it’s Handsome hatchback gets a rugged makeover but loses some of dull. LxWxH 4659x2020x1482 Kerb weight 1341kg its likeable nature. LxWxH 4369x2041x1439 Kerb weight 1428kg

VXR8 GTS-R 4dr saloon £74,500–£76,200

549

r we

243 145 145 185

2.0 D4 AWD 2.0 D5 PowerPulse AWD 2.0 T5 AWD AAAAC 2.0 T8 Twin Engine

T-Roc 5dr SUV £18,955–£33,660

1.4 TSI 125 1.4 TSI 150 2.0 TSI 180 4Motion 2.0 TDI 115 2.0 TDI 150 2.0 TDI 150 4Motion AAAAB 2.0 TDI 190 4Motion Practical load-lugging estate doesn’t erode the well-rounded Golf 2.0 BiTDI 240 4Motion

engines. LxWxH 4466x1840x1482 Kerb weight 1459kg 1.4i Turbo 120 1.4i Turbo 140 1.6i Turbo 200 2.0i Turbo 280 1.6 CDTi 110 1.6 CDTi 136

58.9 58.9 54.3 NA 55.4 44.1 43.5 37.7 166.2 67.3-68.9 65.7-67.3 61.4-64.2

148 113 148 181

Po

T5 AWD D3 D3 AWD AAAAB D4 AWD

Full-sized seven-seater offers versatility, space, VW desirability and tidy handling. LxWxH 4854x1904x1720 Kerb weight 1703kg

121 115 127 134 146 124 127 137

)

119-122 125

Good handling and nice engines, but its working-class roots still show through. LxWxH 4370x1809x1485 Kerb weight 1244kg 103 98 123 148 197 108 134 157

km

103 148 108 148 148

109-110 125-126 112-113 123-125 122-124

11.3-12.1 8.7-9.1 11.0-11.7 8.9-9.3 9.2-9.6

50.4-54.3 47.9-49.6 61.4-65.7 57.6-61.4 56.5-62.4

Touran 5dr MPV £23,400–£32,955

122-129 132-136 113-121 119-129 119-130

108 148 113

185 228 250 310

130 140 140 140

8.8 7.5 7.4 6.3

54.3 53.3 38.2 36.7

138 139 172 176

AAAAC

Dull overall, but it’s a capable MPV, well-made and hugely refined. LxWxH 4527x1829x1659 Kerb weight 1436kg 1.2 TSI 110 1.4 TSI 150 1.6 TDI 115

2.0 D4 AWD 2.0 D5 PowerPulse AWD 2.0 T5 AWD 2.0 T6 AWD

AAAAC

117 130 118

11.3 8.9 11.4

51.4 49.6 61.4

128 126-133 112-119

XC40 5dr SUV £27,610–£37,620

AAAAC

Volvo’s take on the crossover aims to rival BMW, Mercedes and Audi. LxWxH 4425x1910x1658 Kerb weight 1626kg T3 T4 AWD

152 185

124 130

9.4 8.5

44.1-45.6 144-148 39.8-40.9 161-165

Alpina XD3 On sale January 2019, price £60,000 (est) Alpina’s interpretation of the BMW’s new X3 is powered by a twin-turbocharged version of BMW’s 3.0-litre, six-cylinder diesel engine that produces 328bhp and 516lb ft. This gives the XD3 a 0-62mph time of 4.7sec. A tweaked version of BMW’s xDrive four-wheel-drive system and an eight-speed ZF Alpina Switch-Tronic automatic gearbox are used. Twelve examples of the XD3 will be brought to the UK per year. M AY

Alpine A110, Aston Martin DB11 Volante, BMW 2 Series Active update, 2 Series Gran Tourer update, M3 CS, M4 Convertible 30 Jahre, Mercedes-Benz A-Class, Mitsubishi Shogun Sport, Suzuki Swift Sport, Volkswagen Polo GTI JUNE

Aston Martin Vantage, Bentley Bentayga PHEV, BMW i8 update, i8 Roadster, Jaguar F-Pace SVR, Mercedes-AMG E53, CLS 53, Mercedes-Maybach S-Class, Renault Zoe R110 J U LY

Audi Q3, A6, A6 Avant, BMW M2 Competition, Dacia Duster, Ford Focus, Hyundai Kona Electric, Jaguar XE SV Project 8, F-Pace SVR, I-Pace, Mercedes-AMG G-Class, Mercedes-Benz C-Class update, Vauxhall Corsa GSi AUGUST

BMW X4, Honda CR-V, Kia Ceed, Maserati Levante Trofeo, Mercedes-Benz CLS, Subaru Outback update SEPTEMBER

Aston Martin Vanquish, BMW X3 M, Honda CR-V, Hyundai i20 update, Isuzu D-Max update, Land Rover Range Rover SV Coupé, Mazda 6 update, Mercedes-AMG GT 4dr Coupé, Mitsubishi Outlander PHEV update, Peugeot 508, Porsche Macan update, Volkswagen Touareg, Volvo V60 L AT E 2 0 1 8

Audi A1, e-tron, Q8, RS5 Sportback, BMW 8 Series, X7, Z4, Brabham BT62, Citroën C5 Aircross, Cupra Ateca, Hyundai i30 N Fastback, Nexo, Santa Fe, Infiniti QX50, Jeep Wrangler, Kia Niro Electric, Land Rover Discovery Sport update, Range Rover Velar SVR, McLaren Senna, MG 3 update, 6, Morgan EV3, Porsche 911 GT3 RS, Rimac C_Two, Seat Tarraco, Skoda Kodiaq vRS, Subaru Forester, TVR Griffith, Volkswagen Passat update, T-Cross, Volvo S60, Wiesmann new model

2 MAY 2018 AUTOCAR.CO.UK 89


Matt Prior

E S TA B L I S H E D 1 8 95

TESTER’S NOTES BMW 5 Series: big and luxurious, but can you park it at the shops?

Wolseley expands into Italy 14 September 1907

’ve recently gone from spending lots of time in a Land Rover Discovery, which has its capability as an excuse for its considerable size, to a BMW 5 Series, which sorta doesn’t. Sure, a BMW 5 Series is now so refined that our sister title What Car? called it its luxury car of the year. That goes some way to explaining the 4966mm length and 2126mm width across its door mirrors, but the M5 also tries to add sportiness to this luxuriance. And sportiness and big cars – at least cars as wide as this – are a hard mix. BMW gets it better than most, but still… Better use of materials and downsized engines mean modern cars are, generally, becoming lighter, but only little by little. What isn’t joining with that, though, is a notable reduction in size. I thought that, in the shape of the old Audi RS6 – the one with the V10 engine and a kerb weight the other side of two tonnes – we’d reached

I

Classic racers are cheap to run if not buy 90 AUTOCAR.CO.UK 2 MAY 2018

`

Cars are, generally, becoming lighter, but there isn’t a notable reduction in size some kind of zenith for performance saloons and estates, from where emissions regulations and fear of conspicuousness would mean we’d quickly withdraw. But the latest BMW M5 is both longer and wider than that car. And it’s this girth that, for me, is becoming a real problem. Parking a 5 Series, a Discovery or any number of big cars in any bay not drawn in the past decade is tight, to the extent that I’ve all but abandoned my nearest shop for a smaller one a little further away I know I can park next to. I’ve long thought that the performance saloon/hatch/wagon comes into its own a class – or perhaps two – below cars of the 5 Series/E-Class/A6’s size, and as time passes, I’m not being convinced otherwise. I know the reasons and the challenges: there’s far more kit than ever to fit in, and in most markets where these cars sell, being big doesn’t matter a jot. But here it’s a real problem. ■ The historic motorsport season has properly kicked off: the Mille Miglia, Monaco Historic GP and Spa Classic all take place in May. Some people think the classic racing car price bubble, which has been reaching ever more stratospheric levels, will

WOLSELEY MOTORS was a British automotive industry giant in the early 1900s. In 1907, the company struck a deal with coachbuilders the Macchi Brothers to build its cars under licence near Milan. As part of the deal, three competition-spec Wolseleys – badged Wolsits, a contraction of Wolseley Italiana – were built at the firm’s Adderley Park factory and driven to Italy to race in the Coppa Florio event. The cars were driven by J Durlacher, AE George and M Wild, but only Wild completed all eight laps of the 23.4-mile course. Durlacher crashed and George retired with gearbox issues. Wild finished 13th, over an hour behind the winning Isotta-Fraschini of Ferdinando Minoia.

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FIND OUT MORE AT

burst. But James Rodgers, manager at Team Dynamics, which preps some of the world’s fastest Lotus Cortinas alongside its BTCC business, doesn’t think so. To run a modern race car – even something semi-modern like a Super Touring car – he says, requires a massive team with laptops and parts and absurd backup. Whereas you can send one mechanic in a trailer with a historic car on the back of it, and run it way more cheaply, even if it’s something exotic. That fact alone will mean that grids will continue to be full of 1950s and 1960s race cars, and values will stay buoyant. ■ I’m writing in the morning before commuting on a boring drive, so had to set an early alarm in order to do the two things one after the other. (Yeah, I know ‘let the train take the strain’ but, going from a village in Oxfordshire to a test track near Nuneaton, a train doubles the time and adds expense.) Some car fans ask who wants an autonomous vehicle. I’d take one, for times like this, then it could give back control when driving is more interesting.

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matt.prior@haymarket.com @matty_prior

@autocarclassic M O R E AU T O C A R AT

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