28 M O S T F U N U S E D CA R S F R O M £8 0 0

SCOOP
IMAGE

New Audi
F I R S T F O R N E W S A N D R E V I E W S E V E RY W E E K
Est. 1895 | autocar.co.uk | 14 November 2018
Quattro
M E R C ’ S S E C R E T 20 19 P L A N S

MERC’S NEW
BABY C-CLASS DRIVEN
N E W T E S L A
9 NEW CARS Radical CLA leads Merc’s biggest year
And yes, AMG’s
plotting a 404bhp
fire-breather 14 – 21 November 2018 £3.80

IMAGE

ALL- N E W A S T O N D B X : F I R S T P I C S
14 November 2018 | Audi A6 Avant

YO U WAT C H I N G , N E W D E F E N D E R? 24 H O U R S , 15 C O U N T R I E S , 1 B E N T L E Y N E W A6 E S TAT E : R OA D T E S T
New Jimny fights Land Cruiser We set a world record (kind of) Why it’s a hi-tech throwback
 Issue 6332 | Volume 298 | No 7
THIS WEEK
‘The cabin swirls with wind and you get a face full of dust’

54
NEWS IMAGE
Mercedes CLA New model to pack 400bhp punch 6
BMW M8 It’s gunning for the Bentley Continental GT 11
Aston SUV It’s official: DBX name, 2019 launch 12
Mitsubishi Outlander PHEV Not scared of grant cut 15
Dacia dusted Renault-badged change on the cards 17
PSA boost Record profits reported for French group 18

TESTED
BAC Mono Extreme? In every possible way… 22
Tesla Model 3 Performance New EV pacesetter 27
Jaguar XE Pre-facelift updates for 2.0T R-Sport 29
Audi A6 Avant 40 TDI S Line S Tronic ROAD TEST 32
COVER
STORY
FEATURES
Continental drift Bentley 24-hour epic road trip 40
Jimny vs Land Cruiser Off-road scales of fun 50
MERCEDES-BENZ REVEALS PLAN FOR A NEW CLA AND SHOOTING BRAKE 6
F-Type rally car Jaguar’s latest nod to its past 54
Past masters Buying old Best Driver’s Car winners 56

OUR CARS
Ford Fiesta We say a sad goodbye to the ST-Line 66
BMW 7 Series Solid proof it’s easy on the eye-liner 69
Kia Ceed Comparing the standard with the top-spec 71

EVERY WEEK
Steve Cropley New Focus pleasure, traffic rage pain 21
Subscribe Join our exclusive club, get some goodies 30 BEST BUYS FOR BEST DRIVER’S CARS 56 HOW MANY COUNTRIES IN 24 HOURS? 40
Your views Is McLaren pulling a Speedtail fast one? 64
Matt Prior Isn’t only hindsight that should be 20/20 90 ` THE STRIKING MONO IS CHATEAUBRIAND
DEALS TO THE RACER’S BURGER-VAN PATTY a
James Ruppert How far can a £500 car take you? 72 RICHARD LANE MAKES A MEAL OF BAC’S DELICIOUSLY EXQUISITE SINGLE-SEAT MONO. SERVE HOT 22
Used buying guide Aston Martin’s Rapide revelation 74
Spied in the classifieds Buy them before we do 76
Road test results Autocar’s data archive 79
New cars A-Z Key car stats, from Abarth to Zenos 82

ASTON’S FOUR-DOOR RAPIDE VALUE 74 SUZUKI’S LITTLE WONDER VS TOYOTA’S BIG BEAST 50
14 NOVEMBER 2018 AUTOCAR.CO.UK 3
 The original car magazine, published
COMMENT
since 1895 ‘in the interests of the
mechanically propelled road carriage’

EDITORIAL
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EDITORIAL CONTRIBUTORS
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GOVERNMENT NEEDS TO PLAY ITS
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N E WS G O T A S T O RY ?
Email our news editor
lawrence.allan@haymarket.com

`
Joining the CLA, CLA Shooting
Brake and GLB will be the revised
GLC and GLC Coupé, plus new GLS
a

M
ercedes-Benz has

Sleek new CLA to

confirmed for the first
time that it will launch
successors to the CLA
and CLA Shooting Brake, as
well as an eighth compact
model, the GLB SUV, in 2019.
The new models were detailed

pack over 400bhp

within an official so-called
product roadmap graphic .
The graphic appeared in a
presentation announcing the
marque’s 2018 sales to the end
of September and it pinpoints
six to-be-revealed Mercedes
passenger car models.
New CLA and CLA Shooting Brake will get 400bhp-plus flagships Joining the CLA, CLA
Shooting Brake and the GLB
and help swell Mercedes’ compact car line-up to eight models will be facelifted versions of the

6 AUTOCAR.CO.UK 14 NOVEMBER 2018


GLC and GLC Coupé as well as
the third-generation GLS, itself
due to appear at this month’s
Los Angeles motor show.
The exact timing of the
CLA and CLA Shooting Brake
unveiling is yet to be revealed.
However, Autocar understands
the CLA is likely to make
an appearance at the 2019
Consumer Electronics Show
in Las Vegas in January and
the CLA Shooting Brake is
expected to take pride of place
on Merccedes’ stand at the
Geneva motor show in March.
Details of the four-door
CLA, which is planned to be
produced at Mercedes’ factory
in Hungary, remain scarce.
But prototype test cars reveal
that it has a distinctly more
sporting appearance than
the recently unveiled A-Class
Saloon. The pair will sit below
the C-Class in Mercedes’
growing saloon range.
The CLA will feature a more
tapered look to its front
end, a more heavily angled
windscreen, greater curvature
to its roofline, a shallower
glasshouse with frameless
door windows and a more
shapely rear end.
The new look is a further
evolution of Mercedes’ so-
called ‘sensual purity’ design ◊
IMAGE
WHY MERC SEES A MARKET FOR EIGHT SALOON MODELS
L AW R E N C E A L L A N
Mercedes’ proliferation of its
model range shows us two
things: there is seemingly no
niche not worth tapping into
these days; and the saloon
car is far from dead.
Despite the growing
popularity of SUVs, Mercedes
still sees enough demand
to offer no fewer than eight
three-box models in its
future range. China is a big
factor in this. The world’s
largest market has favoured
saloons for years, with
SUVs only recently gaining
popularity. It’s why the
A-Class Saloon, in particular
the long-wheelbase version,
has been added to Mercedes’
compact car line-up.
In Europe, car makers are
rebranding the saloon rather
than let it fall out of fashion.
Mercedes effectively started
the ‘four-door coupé’ trend
Future model line-up
was revealed during
a sales presentation
with the first CLS, and the
CLA is a byproduct of that.
Although it may seem
confusing that the CLA and
A-Class Saloon target a
similar segment, the same
applies to BMW’s 3 Series
Saloon and 4 Series Gran
Coupé. The 4 Series range
outsold the 3 Series towards
the end of the outgoing car’s
life, which shows why brands
are going down this road.
14 NOVEMBER 2018 AUTOCAR.CO.UK 7

New CLA Shooting Brake will have a longer wheelbase than today’s but prioritise style over load space
∆ lineage, with smoother and
fuller forms set to replace the
taut surfacing treatment and
heavily etched swage lines of
the first-generation CLA. The
design-led focus is what will
distinguish the CLA from the
A-Class saloon, similar to how
the larger CLS sits alongside
the E-Class.
At this stage, it is not known
if the new model will manage
to match the outstanding
aerodynamic efficiency of
the first-generation CLA,
which remains the most
aerodynamically efficient
car to have been placed into
larger-scale production, with a
drag co-efficient of just 0.22 in
CLA180 BlueEfficiency guise.
If the test prototypes are any
guide, the 2019-model-year
CLA will be quite a bit larger
than its predecessor, with a
longer wheelbase that’s set to
provide more length to the rear
door apertures to ease entry
to the rear along with improved
rear leg room.
The interior will share a
great deal with the latest
A-Class. It will have a near-
identical dashboard design
and Mercedes’ latest MBUX
S PY S H OT
MERCEDES-BENZ CL A SHOOTING BR AKE
Disguised prototypes are testing in preparation for a likely show debut in the first quarter of 2019
8 AUTOCAR.CO.UK 14 NOVEMBER 2018
interface, with two screens
mounted on the dashboard top
to display driving information,
media and navigation functions.
Recently seen prototypes
also point the way to the look
of the second-generation
CLA Shooting Brake. Like its
predecessor, it is expected
to receive a heavily stylised
appearance, with a sloping
roofline and heavily angled
tailgate set to prioritise styling
ahead of ultimate load-carrying
capacity.
The new CLA and CLA
Shooting Brake will be the
fifth and sixth models to use
Mercedes’ MFA2 platform,
following on from the five-door
A-Class, A-Class Saloon,
long-wheelbase A-Class Saloon
and recently unveiled B-Class.
The MFA2 platform supports
front- and four-wheel drive
and can accommodate either a
torsion beam or multi-link rear
suspension.
The CLA and CLA Shooting
Brake form part of a future
eight-model compact car
line-up that will also include
Mercedes’ new rival to the
BMW X1 and Audi Q3, the GLB
SUV, which, the roadmap hints,
Audi and BMW poised to
AUDI IS PREPARING to A5 Sportback, although that
counter the new Mercedes- branding has previously been
Benz CLA with its very used for the five-door
own style-led coupé: a new A3 hatchback.
five-door A3 liftback model. As well as rivalling the
The most powerful version, new Mercedes CLA, the
which is set to make more upcoming Audi liftback will
than 400bhp, is described face competition from a
by Audi officials as a spiritual future BMW 2 Series Gran
successor to the original Coupé in what is shaping
Sport Quattro. up as a potentially lucrative
The secret new Audi was market segment for the three
granted production approval German car makers.
by former Audi chairman The word from Audi’s
Rupert Stadler earlier this Ingolstadt headquarters
year and forms part of a future in Germany suggests that
four-model A3 line-up. When it the new A3 model has been
reaches the UK in 2020, it will drafted into the line-up as
will be unveiled during the be sold alongside successors a possible replacement for
second half of 2019, as well as a to today’s five-door the TT, sales of which have
successor to the GLA, set to be hatchback, two-door cabriolet plummeted in recent years
launched in 2020. and four-door saloon A3s. as buyers have abandoned
Power for the new CLA Sources told Autocar the compact two-door models
pair will come from a range of new five-door A3 coupé could in search of more versatile
four-cylinder petrol and diesel use the Sportback name to offerings. However, this is
engines, including a powered- draw a link between it and the denied by highly placed Audi
up version of Mercedes’ latest
M260 petrol unit in new four- Audi experimented
wheel-drive CLA35 4Matic and with a five-door TT
CLA35 4Matic Shooting Brake with a 2014 concept
models from AMG.
A more highly tuned
version of the M260 engine
with 404bhp will be used for
range-topping CLA45 and
CLA45 Shooting Brake models,
according to Mercedes-AMG
officials. Those variants will,
like the upcoming A45, use
an eight-speed dual-clutch
gearbox and a newly developed
all-wheel drive system that
features an electronically
controlled ‘drift mode’.
Other new Mercedes models
confirmed for sale in 2019
include the fourth-generation
GLE, the third-generation
B-Class and the first model
from Mercedes’ EQ electric car
division, the EQC – all of which
have already been revealed.
LAWRENCE ALLAN

take fight to new CLA with stylish compact coupés
sources in Ingolstadt, who
suggest the future of the TT
coupé and roadster remains
open for the time being.
Further details about the
new A3 model are scarce at
this early stage, but insiders
have told Autocar that the
A3 liftback measures more
than 4400mm in length. By
comparison, the existing A5
Sportback is 4730mm long.
More affordable versions
of the new Audi are set to
run either a 1.4-litre petrol
or 2.0-litre diesel engine
in combination with a 48V
electric system to provide
them with mild-hybrid
properties.
However, Autocar has been
told that plans have already
been drawn up for a more
powerful 2.0-litre model in
the form of the S3 liftback.
Set to rival the Mercedes-AMG
BMW’s 2 Series Gran Coupé will battle the new A3 liftback and CLA and be topped by an M2 version
CLA35, the four-wheel-drive
S3 liftback is expected to offer
more than 300bhp.
The most powerful of Audi’s
new five-door models will be
an exciting RS3 liftback that’s
planned for launch in 2021.
Fitted with a revised version
of the 2.5-litre five-cylinder
petrol engine that powers
existing RS3 models, with a
particulate filter among the
other changes, it will go up
against the new Mercedes-
AMG CLA45 wielding more
than 400bhp.
The RS3 liftback is set to make
over 400bhp and be a spiritual
successor to the Sport Quattro
In a move that’s intended to
link the new liftback with the
iconic short-wheelbase Sport
Quattro launched in 1983,
the RS3 liftback is claimed to
receive a number of traditional
styling touches, including air
vents within the leading edge
`
a
NEWS
of the bonnet, flared wheel
arches and a pronounced
spoiler within the trailing
edge of an angled liftback-
style tailgate.
Together with the range-
topping S3 and RS3 models,
Audi is also planning to
provide its upcoming liftback
with a newly configured
plug-in petrol-electric hybrid
drivetrain, which will offer an
electric-only range of up to 31
miles, as part of an extended
range of new electrified A3
E-tron models.
Word on the Ingolstadt
rumour mill also suggests
that a pure-electric version
of the new five-door liftback,
based on the Volkswagen
Group’s new MEB electric
vehicle platform, could also
appear as a future Audi rival
to the Tesla Model 3.
GREG KABLE
RS3 version of the
new liftback will use
a 2.5-litre five-pot
14 NOVEMBER 2018 AUTOCAR.CO.UK 9
 



     

    
 
  

      
     

          
 
            
      
   


            


M8 is wider and shorter than
its M5 technological sibling
OFFICIAL PICTURES
M8 on track for 2019 launch
BMW’s range-topping 8 Series coupé will arrive next year with more than 600bhp
L
ightly disguised
prototypes of the BMW
M8 performance flagship
have hit the race track as
engineers set about fine-tuning
the super-coupé’s dynamics.   Coupé is confirmed for launch
The new four-wheel-drive
model has now entered a final
phase development ahead
of a planned public debut at
the Frankfurt motor show in
September next year. It is set
to rival the likes of the Bentley
Continental GT and be priced at
around £120,000 in the UK.
The M8 will crown the newly
resurrected 8 Series line-up
and be sold with the choice of
three bodystyles. The first to
reach UK showrooms will be
the M8 Coupé, pictured here
testing at the Estoril circuit in
W E R I D E I N T H E N E W M 8 – A N D C O M E AWAY I M P R E S S E D
Certain laws of physics
suggest you should never
describe a car approaching
two tonnes as being truly
agile. But within minutes of
our arrival at Portugal’s Estoril
circuit for a passenger ride in a
prototype M8 Coupé, BMW M
development boss Dirk Häcker
sets about doing just that.
As we stand in the wind-
swept pit lane, Häcker takes
little time in suggesting
the team is “absolutely
convinced” the M8 is far and
away a more driver-oriented
proposition than its indirect
predecessor, the M6.
Häcker, who has presided
over the engineering of all
Portugal earlier this month.
It will be followed by the M8
Convertible, which is set for
launch during the second half
of 2019. A four-door M8 Gran
during the first half of 2020.
The M8 is powered by the
same V8 petrol engine as the
M5 and, as with its four-door
sibling, the longitudinally
mounted twin-turbocharged
4.4-litre unit is destined to be
offered in two states of tune.
In standard M8 guise, the
90deg V8 engine will be tuned
to deliver more than 600bhp,
according to the development
boss of BMW’s M performance
division, Dirk Häcker.
Although it has not yet been
confirmed, a more powerful
recent M models, indicates a
lot of effort has been focused
on making the M8 Coupé even
more responsive and sharper
than the M5, with which it
shares its mechanicals.
He says: “Even with four-
wheel drive, we’ve been able
to programme it to deliver
traditional rear-wheel-drive
traits when the driver wishes.”
As the prototype arrives in
a blaze of exhaust noise, it is
clear some of the uniqueness
Häcker talks about is down
to its exterior design, certain
elements of which take their
cue from the M8 GTE race car.
Before I open the long
frameless passenger side door
M8 Competition version is also
planned, offering up to 650bhp
through various tweaks to its
induction system.
BMW has not divulged any
official performance figures,
but Häcker suggests the M8
will significantly undercut
the current flagship M850i
xDrive’s claimed 0-62mph
time of 3.7sec. Combined
fuel economy is put at
26.4mpg at this stage in the
development process.
In a move mirroring that of
the latest M5 and the M850i
xDrive, the M8 receives an
eight-speed torque-converter
automatic gearbox as standard
as well as a variable four-
wheel-drive system and an
electronically controlled M
and climb in, I’m told the ride
height is lower than that of the
M850i. This, acknowledges
Häcker, gives the M8 Coupé a
centre of gravity that is 24mm
lower than the M5’s.
What follows over the
next three laps of the former
differential at the rear. An
‘M Dynamic’ setting allows the
driver to activate a rear-wheel
drive mode too.
Similarly, the suspension is
a development of the double-
wishbone and multi-link system
used by the M5. However, the
M8 has a shorter wheelbase
and wider tracks than its
saloon sibling. Additional body
stiffening has increased its
rigidity over the M850i.
Häcker has confirmed that
the new two-door M8 receives
its own specific suspension
tuning, including revised
settings for the springs,
dampers, bushes and roll bars.
“It corners very flat and
with very little movement. You
sit a lot lower than in the M5,
Formula 1 circuit is a mostly
sideways display of what that
reduction in the centre of
gravity means.
There has never been any
doubt about the accelerative
qualities of the M8 Coupé,
with more than 600bhp and
Prototype’s dynamics
showed great promise
NEWS
Under that disguised
bonnet is a twin-
turbo 4.4-litre V8
so it feels quite a bit different
to drive,” said the BMW M
development boss.
Häcker has also confirmed
that the new M8’s centre of
gravity is significantly lower
than the M5’s and it has a
perfect 50:50 fore-aft weight
distribution, in part through
the adoption of a lighter lithium
ion battery.
Despite the focus on
dynamics, BMW M is confident
the M8 will also successfully
fulfil the role of long-distance
GT. “It’s quite firm in Sport,
but the inclusion of adaptive
damping control means we
can offer customers greater
compliance with a Comfort
mode as well,” Häcker said.
GREG KABLE
four-wheel drive. No, the real
question hanging over the M8
Coupé up until now has been
its ability to match this speed
with handling that enthusiasts
will cherish. However, after
witnessing its outstanding
body control, ability to change
direction with all the deft
precision of a much smaller
and lighter car and the ease
with which it can be coaxed in
lurid oversteer, it is clear this
is not just another high-priced
GT seeking to be regarded as
a sports car. The M8 Coupé –
and feel free to take this with
a grain of salt at this stage –
is a true sports car in its
own right. GK
14 NOVEMBER 2018 AUTOCAR.CO.UK 11
 DBX set for bestselling status
Aston confirms name of all-new SUV with credible off-road ability; on sale next year

OFFICIAL PICTURES
to quickly become Aston’s time giving hints of the final with an extra pair of doors.

A
ston Martin has
confirmed that its first-
ever SUV model will be
called DBX and launch
before the end of next year.
The DBX was first previewed
as a concept car in 2015
but had been tipped to take
another name for production,
with Varekai one of the
rumoured possibilities. Unlike
the concept, the production
DBX will feature a more
conventional five-door
layout rather than a sleeker
three-door design.
The DBX is arguably the
most important model in
Aston Martin’s history and the
next phase of the company’s
turnaround plan under boss
Andy Palmer. While every
Aston produced under Palmer
to date as part of his ‘Second bestselling model. production car’s design. Sharp body creases and a
Century’ plan has been a Aston has released images There’s little left of the DBX pronounced shoulder line help
replacement for an existing of the DBX undergoing testing concept in the camouflaged reduce the overall visual bulk
model (DB11, Vantage and on the gravel stages of the test mule, although the sleek on what is the most high-sided
DBS Superleggera), the DBX Wales Rally GB, for the first silhouette does remain, albeit Aston yet produced, while a
breaks new ground by having
no direct predecessor. The DBX will undergo
As well as being the first off-road testing in
Aston SUV, it is also the first the UK and abroad
Aston to be produced in a new
purpose-built factory in St
Athan, Wales (see separate
story, right). During its life
cycle, it will introduce hybrid
technology to Aston, and
it will also play a key role in
trying to attract female buyers
to the Aston Martin brand.
Additionally, given the broad
appeal and rise in popularity
of SUVs, the DBX is expected

MUSK MAKES WAY FOR NEW CHAIR
Tesla has appointed a new chair of its board of
directors, replacing Elon Musk after he was
forced to step down following a charge of
securities fraud. Robyn Denholm, the new chair,
moves from an Australian telecoms company.
NEW 3 DUE FOR LOS ANGELES REVEAL
Mazda has confirmed it will unveil its new 3, in
both hatchback and Fastback saloon forms, at
this month’s Los Angeles show. The model sits
on an all-new platform and will be powered by the
brand’s new compression-ignition petrol engine.

12 AUTOCAR.CO.UK 14 NOVEMBER 2018

 NEWS

Efficiency key at St Athan plant

ASTON MARTIN IS setting up
its new SUV and electric car
plant in Wales with a production
line running at twice the speed
of its Gaydon HQ factory,
as it searches for greater
manufacturing efficiency.
Workers at the new St Athan
plant will have half the time to
Aston’s SUV will share fit components compared with
its architecture with those at Gaydon, where the
forthcoming Lagondas Vantage, Rapide, DB11 and DBS
Superleggera are built.
The assembly stations at
St Athan are planned around
a 20-minute ‘Takt’ time –
the industry standard for
organising production lines –
compared with Gaydon’s
39 minutes.
“St Athan will be more
efficient because it’s a new
plant being set up with
the benefit of 15 years of
experience of operations at
Gaydon,” said Aston Martin.
The Welsh plant will make
7000 cars per year, the same
number as Gaydon but on one
instead of two lines.
St Athan consists of three
converted RAF hangars – the
first a body-in-white plant, the
second a paint shop and the
third a final assembly hall.
The factory will launch pilot
production of the new DBX next
spring, with a series of models
known internally as PT2 (for
Production Trial 2).
This week, Aston Martin
revealed pictures of the first
DBX prototypes (see main
story, left), hand-built to PT1
standard but not yet using
production tooling. The first
customer DBX will roll out
late next year.
At the same time, a low-
volume ‘skunk works’ plant
will build the first of a limited
run of 155 luxury-BEV Rapide
E models, each costing
£250,000.
Based on the Rapide four-
door and powered by an 800V,
65kWh battery pack and two
rear-mounted motors with a
total of 602bhp, the Rapide E
will be built in a former
warplane paint facility on the
St Athan site. Once the limited
run is complete, the unit will be
converted to a pilot production
plant where Aston engineers
can trial new production
methods for future models.
In 2021, Aston will add the
first of its new Lagonda models
to the St Athan production
line. An electrically powered
SUV will relaunch the Lagonda
brand, followed by a three-
box four-door luxury saloon
expected around 2022/23.

An electric Lagonda
saloon will be built at
St Athan in 2022/23

new integrated grille design and off-road in the UK.

performs a similar role at the The DBX is built on an Aston EMISSIONS-FRIENDLY INLINE SIX TO OUST AMG V8 AT ASTON
front of the car.
Aston Martin is already
Martin architecture that will
be closely related to that set
Aston Martin will develop its own straight-six powerplant to
talking up the DBX’s all-
terrain capabilities, which
to be used by the Lagonda
saloon and SUV that Aston also
replace the current Mercedes-AMG-sourced V8, according
are revealed in these official has in the pipeline and which to sources at the firm. The six-cylinder engine is likely to
testing images with the will be built alongside the DBX
company’s chief engineer Matt in Wales from 2021. Whereas become hybridised by the time it reaches production,
Becker at the wheel. The DBX
is the first Aston Martin to go
the Lagonda models will be
electrically driven, however,
boosting both the engine’s efficiency and its power output.
through a new dedicated test the DBX will start life with It is thought that the twin-
programme, to ensure it can petrol power, before getting
produce the kind of dynamic Mercedes-sourced hybrid turbo AMG unit, found
on-road performance on which
Aston has always made its
technology early in the next
decade. Aston Martin’s own
in the DB11 and Vantage,
name, allied to some credibility V12 and Mercedes-AMG’s V8 was brought into Aston
off-road. Testing is also due engines will both find their way
to take place in the Arctic, the into the DBX, with Mercedes as a short-term solution
deserts of the Middle East, on
German autobahns and at the
also donating the car’s
electrical architecture.
to help it meet stricter
Nürburgring, as well as both on MARK TISSHAW emissions regulations.
LAND ROVER OUTLINES NEW EVOQUE STRUGGLING TOLEDO TAKEN OFF SALE
The second-generation Evoque will be revealed in Seat has axed the Toledo from its UK line-up,
London on 22 November. Land Rover will preview attributing the move to declining sales of the
the design in the build-up to its unveiling, with model in a “shrinking segment” of the market.
full-scale wire-frame outline models on display Last year, Seat sold 6726 Toledos in Europe,
at various locations across the capital. compared with 144,951 Leons and 74,962 Atecas.

14 NOVEMBER 2018 AUTOCAR.CO.UK 13

          


    
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No fears for Outlander PHEV
Mitsubishi UK boss says axed grants won’t harm sales of plug-in SUV
T
he Mitsubishi Outlander
PHEV can continue
to thrive despite the
Government’s “counter-
intuitive” decision to axe grants
for hybrid cars, according to
Mitsubishi UK boss Rob Lindley.
The Outlander PHEV is the
Japanese firm’s bestselling car
in the UK and has dominated
the plug-in hybrid sales market,
with its success partly driven by
a now-removed £2500 grant,
along with tax breaks.
Mitsubishi spoke out when
the Government removed
grants for plug-in hybrid
models despite a pledge to
make all new cars electrified by
2040. Lindley reiterated that
removing the grant was a “poor
Revised L200 embraces ‘lifestyle’ buyers
MITSUBISHI HAS REVEALED
the facelifted version of its
fourth-generation L200
pick-up, to which it has made
more than 2400 changes.
The revamp comes just
three years into the model’s
life cycle, with company
COO Trevor Mann saying the
“significant” revisions were
designed to “reinforce what
this car should be”.
The L200 is Mitsubishi’s
second-bestselling vehicle in
the UK. Nearly 10,000 were
sold last year, just below the
Outlander PHEV. The model
decision” that was “counter-
intuitive to government policy”
encouraging green cars. While
he added that it was still too
early to say what impact the
removal of the grant would
have on sales, he said he
wasn’t concerned about it
harming demand for the model,
particularly given the rapid
growth of electrified cars and
the decline of diesel.
Lindley added: “If you’re
a diesel SUV driver thinking
about what your next car is
going to be, even without the
grant the Outlander PHEV
will be in your consideration
if you want an SUV with a
reasonable level of efficiency,
because you’ll struggle to find
is increasingly popular with
private ‘lifestyle’ buyers,
which is reflected in the new,
more rugged styling.
The four-wheel-drive pick-
up’s 2.4-litre diesel engine is
expected to remain the sole
power system, albeit with
a new six-speed automatic
gearbox replacing the five-
speed manual.
The L200 will be offered
in both Club and Double Cab
forms. Prices are expected
to increase slightly: the
currently entry-level Double
Cab L200 costs £20,605.
another diesel SUV.”
Lindley said he wasn’t
concerned by the increase
in rival plug-in hybrid SUVs,
noting that the Outlander
PHEV was currently the only
such model on the market
emitting less than 50g/km of
CO2 , meaning it qualifies for a
reduced rate of tax.
Q A SHARP RISE in demand for
hybrid and electric cars helped
to stabilise the UK’s new car
market following a tumultuous
few months, according to the
latest data from the Society
of Motor Manufacturers and
Traders. In total, 153,599 new
cars were registered in the
UK in October, a year-on-year
OFFICIAL PICTURE
The L200 pick-up is Mitsubishi UK’s second-bestselling model
The plug-in hybrid
Outlander is Mitsubishi
UK’s bestseller
decline of 2.9%. Demand for
diesel cars continued to fall
sharply, with a 21.3% year-on-
year drop. That was partially
offset by a 7.1% rise in petrol
cars and a 30.7% increase in
registrations of alternatively
fuelled vehicles. That included
an 86.9% year-on-year
increase in electric car sales,
along with rises of 31% for
hybrid models and 19.1% for
plug-in hybrids.
The sharp increase in
demand for electrified vehicles
is likely to be linked to the
Government’s announcement
in October that it would the
reduce subsidies available for
such cars from this month.
JAMES ATTWOOD
NEWS
CONFIDENTIAL
GOSSIP | RUMOURS | TRENDS
THE VOLKSWAGEN Group
will launch an all-new
engine range to supplant
all of its core units by 2020
– including like-for-like
replacements for diesels.
Skoda boss Christian
Strube said there was a big
push to further reduce CO2
emissions. In the meantime,
every petrol engine will
have a particulate filter
fitted even before the next-
generation units arrive.
MERCEDES BOSS DIETER
Zetsche says car companies
should only fear the
changing industry outlook
if they don’t embrace the
opportunities it presents.
“There are challenges, risks
and disruption, but I see
opportunity,” he said. “I can
offer things that just a couple
of years ago could have been
seen as science fiction. I
view it as a transformational
time, not threatening one.”
KEEPING VOLVO’S range
easy to understand is
important to UK managing
director Jon Wakefield. “I
sometimes wonder that
others have gone for a niche
of this, a version of that,”
he said. “For the consumer,
that must be quite vexing.
We’ve got a really easily
understood range of cars
now, and that allows us to
capture quite a sizeable
chunk of the market.”
DACIA HAS NO current
plans to follow the industry
trend towards larger SUVs,
according to UK brand boss
Louise O’Sullivan. The
higher price of large SUVs
would not fit within Dacia’s
target, said O’Sullivan, and
the decline of larger car
segments (O’Sullivan used
to work at Renault on the
Espace) would not provide a
significant enough business
case for the budget brand.
14 NOVEMBER 2018 AUTOCAR.CO.UK 15
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Dacia set to drop Renault badge
Design boss calls for complementary ‘sensual’ Renault and ‘Germanic’ Dacia brands
R
enault’s design boss,
Laurens van den Acker,
says the firm will phase
out the use of Renault-
badged Dacia models in certain
markets – a move that he says
will free up the Romanian
brand’s cars to take on more
individual designs.
Dacia models such as
the Duster, Logan, Sandero
Stepway and Dokker are sold
as Renaults in markets such as
Russia, Mexico, South Africa
and India.
Maybach to top new GLS range
MERCEDES-BENZ IS planning
to expand its luxury Maybach
line with a range-topping
version of the GLS – and the
first prototypes are being
tested on German roads.
The third generation of
S PY S H OT
M E R C E D E S - M AY B A C H G L S
“My goal is to have a unique
global Renault line-up,” said
van den Acker. “Cars that are
Renault derivatives of Dacias,
I want that to stop.
“I can’t argue with the
business sense to do it, because
Renaults were expensive for
some markets and Dacias were
relatively modern cars that
were reliable and affordable,
so we rebadged them. It helped
us gain a foot in those markets.
But now we start to sell more
cars in markets such as Russia,
Mercedes’ largest SUV is
set to make its debut at this
month’s Los Angeles motor
show, but the Maybach
version is likely to be shown
at a later date.
The upmarket model is
we will start to differentiate.”
The Russian-market Kaptur
– which looks similar to the
Captur SUV but is a larger car
built on a Duster platform – was
the first Renault developed
specially for emerging markets,
followed by the recently
unveiled Arkana crossover.
The one Renault-badged
Dacia that will remain is the
Duster because it is one of the
firm’s bestselling cars in most
markets, said van den Acker.
The second-generation Duster
marked out by its unique
vertical grille slats, chrome
exterior detailing, distinct
badging and unique wheels.
The biggest changes will
be to its interior, however,
where the Maybach is likely to
replace a seven-seat layout
with five or even six captain’s
chairs for a roomier and more
luxurious layout.
It is expected to be powered
by the AMG-developed twin-
turbo 4.0-litre V8 engine,
while a plug-in hybrid version
is also under discussion.
Tipped to be priced above
£120,000 when sales begin
next year, the Mercedes-
Maybach GLS is part of the
sub-brand’s crucial expansion
to compete with ultra-luxury
versions of the Range Rover
and the Bentley Bentayga.
Duster is one model
to retain the Renault
logo in some markets
is currently being introduced
around the world.
Van den Acker added that
phasing out Renault-badged
Dacia models will further
liberate the design of future
Dacias. He said that the “next-
generation Dacia is going to
be great”, adding: “We’ll try to
be clever. I’m pushing Renault
to be very Latin and sensual,
and Dacia to be Germanic and
robust. This strategy is working
great for us.”
JAMES ATTWOOD
MERC ROLLS OUT E-CLASS DIESEL-HYBRID
Mercedes is taking orders for a new
diesel plug-in hybrid E-Class saloon
and estate. The E 300 de, priced
from £47,700, is powered by a 191bhp
2.0-litre diesel engine and a 120bhp
electric motor, promising 0-62mph in
5.9sec and up to 166mpg combined.
The 13.5kWh battery gives it an electric
range of up to 34 miles, with CO2
emissions of 41g/km for the saloon.
14 NOVEMBER 2018 AUTOCAR.CO.UK 17
NEWS
IT’S AN INSIDE
J O B AT R E N A U LT
The next generation of
Renault design, which will
be seen on the new Clio
and Captur next year, will
feature “revolutionary”
interior styling.
The firm’s design chief,
Laurens van den Acker,
said criticism of current
Renault interiors has
prompted his team to
focus on that area for
future models.
Van den Acker said that
the Clio and Captur would
feature “evolutionary”
exterior design, but
added: “Interior-wise, we
try to make the difference.
“That’s really where
we’ve been criticised in the
last few years, and we’re
trying to create a very
coherent concept. The
current exterior design
we’ve introduced has been
very successful. So we
want to keep evolving the
exterior, but we want to
revolutionise interiors.”
A N A LY S I S
How Tavares transformed PSA
Headed by Carlos Tavares, the PSA Group has gone from near oblivion to success
P
SA chairman Carlos
Tavares recently
confirmed a 40% year-
on-year revenue growth
and record profitability for
the group, which passed
Volkswagen Group in
September to become
Europe’s biggest car maker.
Tavares has transformed
PSA’s Peugeot, Citroën and DS
brands (plus newly acquired
Vauxhall-Opel) from a dire
financial situation into what is
now one of the most profitable
car-making groups in the world.
Back in 2012, PSA was close
to bankruptcy after years
of mounting losses, with the
group reporting a €5 billion loss
(£4.36bn at today’s exchange
rate) that year. Part of this was
18 AUTOCAR.CO.UK 14 NOVEMBER 2018
due to the group’s Eurocentric
focus: the European new car
market was still suffering
from the 2008 financial crash.
With high wage costs and far
slimmer profit margins in
Europe than elsewhere in the
world, PSA’s cash flow went
from bad to worse.
Drastic changes were
already being made before
Tavares’ appointment in early
2014. Peugeot announced
sweeping cost-cutting
plans, slashing 8000 jobs
and closing its factory in
Aulnay, Paris, after more
than 40 years of building
cars there. The firm looked to
the French government and
China’s Dongfeng Motor for a
multibillion-euro rescue deal.
Dongfeng and the French
government bought 14% of
PSA each, with the Peugeot
family giving up control of the
company it had been running
for eight generations. There
was even talk of General
Motors taking overall control of
the ailing business.
The Dongfeng rescue deal
was the first step in the right
direction. It gave PSA the
foothold in the Asian market
it so desperately needed, as
well as providing a vital cash
injection. Then came Tavares,
who joined as CEO and board
chairman after leaving his job
as COO of Renault.
Tavares immediately put in
place a strategy called ‘Back in
the Race’, which set targets for
what was needed to make PSA
competitive again. These goals
included a streamlined product
line-up, expansion in global
markets and a wide range of
cost and efficiency savings
across the group’s brands.
At the time, Tavares said
he would measure success
against the firm’s cash flow
and operating margins. He
smashed those targets in 2015,
with PSA posting an operating
margin of 5% (against a 2%
goal) and profits of £950
million, the firm’s first year in
the black since 2010.
Increasing productivity in
PSA’s factories from 65%
in 2012 to 90% in 2016 and
dramatically lowering the
firm’s break-even point were
two further achievements,
helped by better than expected
market growth globally. It
meant all objectives in the
Back in the Race plan had
been achieved a full two years
ahead of schedule.
The next phase of Tavares’
turnaround was dubbed ‘Push
to Pass’. The first aim was an
increased focus in profitability
– with PSA’s 5% margins
already the envy of many
mainstream manufacturers –
and further cost reductions.
A continued revitalisation of
Citroën, massive investment
in DS as a separate premium
brand and plans to give
Peugeot a more defined
character were outlined. A new
focus on building SUVs, the key
 NEWS
PAINTING THE PICTURE BY NUMBERS S PY S H OT
New Kia Soul will
be launched in the
Annual Operating Total annual KIA SOUL UK in late 2019
revenue (€) margin (€) sales
2013 53.9bn -1.52bn 2.82m
2014 54.4bn 124m 2.93m
2015 54.6bn 1.98bn 2.97m
2016 54bn 2.61bn 3.15m
2017 65.3bn 3.09bn 3.63m
2018* Up 40% Up 48% Up 38%
*Based on year-on-year figures from the first half of 2018

Peugeot 3008 – and

5008 – helped boost
sales and profit

New UK Soul tipped as EV only

KIA IS PREPARING to launch
its new Soul at this month’s
Los Angeles motor show
and introduce the compact
crossover to the UK in late
2019. Markets such as the
US will be offered a range of
petrol engines, but sources
suggest the UK-bound Soul
will be electric only.
The new Soul EV’s
powertrain will be borrowed
from the recently launched
Kia e-Niro, but the Soul is
expected to feature only
the smaller 39kWh battery,
rather than the 64kWh
version offered in the UK’s
e-Niro. That will mean a range
of around 200 miles rather
than the 300 miles of its
larger sibling, but the Soul
could be cheaper to buy as a
result. It will make the same
134bhp as the e-Niro, though.
The new Soul’s styling
will take an evolutionary
approach, although sources
at Kia claim the interior will
take a major leap forward
in terms of technology to
help it appeal to its younger
customer base.
The focus will be on
improving smartphone
integration and driver
assistance technology, with
artificial intelligence cited
as one of the features used
in the new car. There will be
more standard kit and it is
expected to be roomier.

NEW THREE-DOOR DEFENDER BREAKS COVER

Buying Vauxhall-Opel has given PSA greater economies of scale
growth sector, was paramount
to all of this. Electrification also
became a priority, with PSA
behind the curve on that front.
In 2017, several key models
were launched, in particular the
hugely popular Peugeot 3008
and 5008 SUVs. A new Citroën
C3 supermini gave the brand
a huge sales boost and DS
launched its first bespoke
(ie non-Citroën-based) model,
the 7 Crossback. At the end of
the year, PSA posted record
sales volume, operating margin
and revenue.
“PSA is clearly focusing on
high-end, higher prices and
more profitable segments, and
this is having a positive impact
on growth and margins,” said
Felipe Munoz, automotive
analyst at data firm JATO.
Then came PSA’s shock
acquisition of Vauxhall-Opel
from GM, which highlighted
the dramatic turnaround from
the time when GM had been
lined up to save PSA. GM’s
European arm hadn’t turned a
After spy shots of the five-door 110 version of the new
Land Rover Defender emerged, we’ve had our first
sighting of the shorter, three-door 90 bodystyle in more
profit for almost two decades,
but Tavares boldly claimed the
production-ready bodywork.
brands would shake off their Rumours suggest the reborn rugged 4x4 is also set to be
loss-making history and become
“a true European champion”. offered in even larger 130 guise – the number indicating the
Many were sceptical but
again Tavares performed the
car’s wheelbase length in inches.
unthinkable. An ambitious cost- Land Rover has confirmed that more Defender prototypes
saving plan helped Vauxhall-
Opel make a €502m (£438m) will be seen in the near future undergoing cold and hot
profit in the first half of 2018,
while the deal boosted PSA’s
weather testing. Sources suggest the finished car will be
revenue by 40% and turned
it into the biggest-selling car
revealed next
S PY S H OT
group in Europe after VW. autumn before LAND ROVER DEFENDER 90
“It is making use of more
efficiencies thanks to the deliveries begin
acquisition of Opel-Vauxhall,
which is having a positive effect
in early 2020.
on costs,” Munoz said. Insiders reckon
Big challenges lie ahead –
Munoz points out that PSA is prices could start
“losing ground” in the volatile
Chinese market – but given what
from just under
Tavares has overcome so far, £50,000, rising
there’s little doubt that, with
margins and revenue at a very to over £70,000
positive level, it’s another storm
that Tavares can weather.
for flagship
LAWRENCE ALLAN versions.
14 NOVEMBER 2018 AUTOCAR.CO.UK 19
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Steve Cropley
Ford’s latest Focus
punches well above
its price dynamically
MONDAY
A new Ford Focus is always a big deal to me, so
it was pure joy to be packed off home by the tyre
smokers behind the wheel of the new ST-Line
Plus, featuring a 180bhp version of the new
1.5-litre turbo petrol triple. What an uplifting
car! It is fast, refined and grippy and steers
beautifully. It looks great, rides low, has a proper
independent rear suspension (some Focuses
have lesser torsion beam systems) and handles
better than many a pricier rival. Great to see Ford
continuing to live up to what it started in 1997.
I’ve had doubts about some of the ‘something-
line’ models many people sell nowadays, because
they’re often pale shadows of the full-fat models
on whose big names they trade. Not this Focus,
though. Its crowning glory is a near-perfect taut
but supple ride. In someone else’s review, I read
that “you hardly think about the ST-Line’s ride,
which is a very good sign”. Couldn’t put it better.
TUESDAY
Occasionally, we invite car bosses into the
Autocar HQ to tell us some home truths. The
latest was Hyundai UK’s president and CEO,
Tony Whitehorn, a brilliant speaker, who in
2011 was the first non-Korean to take charge
of this global giant’s key export markets. He
has nearly quadrupled sales and sees more
expansion ahead.
Whitehorn was satisfyingly scathing about the
Government’s recent inexplicable decision to cut
subsidies for electric cars and hybrids, given that
to be ‘on plan’ for our low-carbon future, annual
sales of these cars must rise from the current 2%
of the market to 40% by 2025. And contrary to
what many people think, battery prices won’t
MY WEEK IN CARS
`
I seemed to be cut up or
hooted far more than usual
a
for ‘precious metal’ varieties will keep boosting
materials prices until cheaper, smaller batteries
start arriving beyond the mid-2020s.
Still, life’s not bad for Hyundai, Whitehorn
told us. Demand for its electric models (along
with those of other makes) is due to rise
“exponentially” despite those subsidy cuts.
And his is one of the few OEMs that can also sell
you a hydrogen car, too. Staying ahead of the
curve seems to be the Hyundai way.
WEDNESDAY
Deeply unsatisfying 22-mile return journey
from my eyrie in central London to work in
Twickenham. Seemed to be crowded, cut up or
even hooted far more than usual. Depressed to
AND ANOTHER THING…
Aston’s new St Athan plant is close to completion, as
a new set of company-issued pix shows. I especially
rate this image,
featuring evidence
of exuberant driving
a few months ago
by Aston racer
Darren Turner to
commemorate the
original acquisition
NEWS
Ricky Lane is sitting
comfortably and maybe
even sitting pretty
realise this was probably because on the way out
I was in a plainly labelled e-Golf (lots of drivers
presume it’ll be slow and fight to pass) and on
the way back I had the left-handed, German-
registered Focus ST-Line Plus (presumably
driven by a foreigner). Depressing to have it
so convincingly proved that the much-loved
principle ‘do as you would be done by’ doesn’t
apply to many in motoring.
THURSDAY
Have you noticed how much better people tend to
look at the wheel of modern cars compared with
classics? This thought came to me a week or two
ago when I first saw this fine pic (above) of our
Ricky Lane driving the very last Morgan Aero
GT. Looked as if it fitted him down to the smallest
dimension. Contrast that with the people you see
driving their weekend Jag E-Types, cars they’ve
laboured all their lives to afford and in which
they’d hope to cut the finest of figures but who
are awkward and ill positioned in the car. Like as
not, their right shoulder is higher than their left,
because it just won’t fit comfortably in the car.
First-world problem, maybe, but it’s there. Things
always improve in life, I believe, and driving
positions are just one example.
GET IN TOUCH
fall for quite a while. Fast-accelerating demand of the site.  steve.cropley@haymarket.com @StvCr

14 NOVEMBER 2018 AUTOCAR.CO.UK 21

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 6.11.18, CAMBRIDGESHIRE ON SALE NOW PRICE £167,940

BAC MONO
BAC adds some token practical concessions to its revised
single-seater, but the driving experience remains undiluted
S
uperlatives are wheeled out
for the latest supercars, but
the rapier-like creation before
you offers an experience so
different from the norm that it’s
hard to know where to start. A
coffee might have been nice, but
after watching the Mono roll off its
transport, the caffeine hit seems
unnecessary. This car’s footprint is
small – it sits within that of a Fiesta
ST – but everywhere you look
are aggressive, intricate details
that give it an inflated, combative
presence. It’s a skeletonised watch
with numerous complications, all
designed to help achieve or deploy
a Veyron-matching power-to-
weight ratio of 525bhp per tonne.
In the case of the ever-evolving
Mono, to which Liverpool-based
Briggs Automotive Company
has made constant updates and
revisions ever since it started
the ball rolling in 2012 and now
constructs nearly 40 a year,
those complications are mouth-
watering. First you notice the
entirely exposed rear suspension,
which, like so much about this
‘A-to-A’ offering, is pure track-car,
with a pushrod-activated double-
wishbone design and two-way
remote-reservoir dampers from
Sachs ensconced within race-
spec Eibach springs. At the front,
the same set-up remains artfully
exposed through tightly cropped
apertures in the carbonfibre body
panels, but then everything affixed
to this carbon-steel spaceframe,
which is now slightly wider and
wrapped in slimmer body panels
for a sliver of extra room in the
cockpit, is impossibly neat. The
dazzling new Dymag wheels are
carbonfibre too. Or at least the
17in rim is, with an alloy billet
centre section. They save 2.5kg at
each corner and were a world first,
says BAC. They’re also a £12,000
extra – an ultra-lightweight forged
OZ Racing piece is standard.
Composite brakes, as fitted to this
car, save a further 20kg, and cost
another £12,000. This isn’t the
last time you’ll raise a pecuniary
eyebrow, but what an entrance.
So you slide in, eager to discover
everything, but even here there
is process. Many owners have
the fixed-position carbonfibre
Tillett seat (it’s the pedal-box that
slides) made to measure, and so ◊
∆ removing the quick-release
steering wheel (also moulded to the
hands), placing it atop a useful deck
of all-weather ‘suede’ in front of a
trivial windscreen and sinking deep
into cockpit will be a case of hand
meets glove. BAC has widened the
carbonfibre safety cell by 56mm since
the early days but it’s still snug. Not so
much as to require bodywork cutouts
for the driver’s arcing knuckles, à
la Adrian Newey’s Red Bull F1 cars,
but cosy enough to make accessing
the otherwise useful zippered side-
pockets a contorting experience. And
ideally you’ll have somebody on hand
to encase your strangely low, reclined
torso in the tight Willans five-point
harness. And I do mean tight.
By now your heart will really be
beating. Not only is the ambience
unfamiliar but so are the details. Set
within the fastidiously aligned matt-
carbonfibre panels are dials for brake
bias and a five-stage traction control
system. There is also a button for a
plumbed-in fire extinguisher and
one to prime the fuel pump and other
electrical systems. The 290mm wheel
itself is relatively straightforward
and achingly pretty. Just like a
Ferrari, it houses all the controls a
road-car might need. Jutting into the
edges of your vision are wheel arches
sheltering custom-compound 205/40
Kumho tyres. Let’s just hope they’ll
be up to the job on a wet, leaf-strewn
day in Cambridgeshire…
`
While the Mono is a toy, you
need to respect both the
machine and the conditions
a
BAC is phenomenal in its adjustability through corners
24 AUTOCAR.CO.UK 14 NOVEMBER 2018
Getting in and out means the steering wheel must come off, the Mono is that snug
If you’ve remembered to remove
your helmet from the narrow 80-litre
front boot, now’s the time to don it.
Then open the AP Racing clutch, fire
the engine via a starter button dead
ahead, hold down the Kermit-green
neutral button with your left hand
and pull the right-hand paddle to
engage first. With a firm but linear
clutch action, the featherweight
Mono then eases into motion with
all the drama and inertia of a crisp
packet blown off the pavement.
Loud? Very. Intimidating? Hardly,
but also unequivocally distinct from
anything else with licence plates.
As the 2.5-litre Ford Duratec
warms, you have the chance to
grasp the more prosaic elements of
the driving experience. Over-the-
shoulder visibility would be superb
if only the harness would permit
such an act. T-junctions are therefore
tricky. The tiny side mirrors, held out
on stalks, are useful at a trundle, but
the car’s ferocious, high-frequency
vibrations, which also find their
way unfiltered into your sternum,
render them largely decorative as
the pace quickens. Using them is
like trying to sip a cup of tea while
running. This car’s competition DNA
is also detectable in the unassisted
steering’s 1.7-turns lock to lock, and
so five-point turns are the norm. Also
important is to dip the clutch when
changing gear at lower engine speeds
(don’t fret, flat upshifts will ensue),
just to give the Hewland-sourced
six-speed sequential a bit of help. It is,
after all, pneumatically operated and
lifted straight from a Formula 3 car,
for which the body and suspension
take-up points are still visible.
There is nothing at all prosaic
about the way a BAC Mono goes
down a road once your confidence
and familiarity have reached a
certain level. In fairness, this doesn’t
take long, because the precision shot
through the controls and the car’s
resulting range of responses gives
you the unmistakable impression of
a device that’s geared 1:1. You call, it
responds. It’s noisy, and there is wind
buffeting, but even next to something
as pure as a 911 GT3 RS, the Mono
feels astonishingly lean and alert,
which seems a ridiculous comment
to make but one that is undeniably
true. Very quickly you appreciate
the wonderfully articulate way in
which the conversation between that
305bhp motor and such an exact
suspension set-up plays out. As the
driver, you play the puppeteer – a
sensation amplified by the airborne
feeling imparted by sitting so close to
the road and in full bathtub repose.
Mind you, on a day like this the
Mono certainly isn’t a car in which
to go blithely chasing the throttle
and an 8000rpm redline. Grip levels
are high but the chassis’ inherent
stiffness means the front can
struggle for purchase in the wet;
failure to rev-match on the way into
slower corners can also have the

TESTER’S NOTE
It shouldn’t surprise
us that such a unique
product ends up
around the world, but
BAC says four of its
cars have ended up as
far afield as Mexico,
where their owners
use them on the road.
Bravo. RL
While it’s blisteringly effective on the road, the Mono can only be properly appreciated on a circuit
lightning-quick gearbox initiate a
brutal clutch-kick that spits the rear
axle sideways. Much of the car’s mass
is inboard so any weight transfer is
incisive – and just waiting to catch
you out. Such a tight steering rack
also demands accuracy with throttle
inputs when you’re pressing on. This
is a task made simpler and more
enjoyable without the corrupting
effects of turbocharging, but the
point is that while the Mono is a toy,
you need to respect both the machine
and the conditions.
Outright performance is top
drawer, at 2.7sec to 60mph and
170mph flat out, although the Mono
never feels quite as quick as the latest
Atom. Granted, that’s like saying
Van Halen never quite matched up to
Page. Both cars are blisteringly fast –
The Mono mixes focused functionality with exquisite detailing
enough to leave you literally gasping
– but if the Ariel’s handling is
also the more expressive on
the road, then the single-seater’s
method is that much more intense.
Pedals, paddles, steering: each is
beautifully positioned and weighted.
It means the economy of movement
achievable at speed is not only
absorbing but also an utter joy,
and can flatter the driver with the
impression – false or otherwise –
that you’re really working a formula
car. On a dry circuit, away from
the corrupting influence of ruts,
cambers, mud smears, your slack-
jawed fellow motorists and the need
to keep things reasonably sensible,
the Mono must be sublime. It’s
something we’ll look to confirm with
a full road test and track telemetry
FIRST DRIVES
next year. On this evidence, though,
no hypercar’s lap time looks safe.
The BAC Mono costs £167,940
before options, but because the
conception is so extraordinary you’ll
struggle to find a less expensive
alternative. A second-hand Formula
Ford qualifies but you’re limited to
track days. And while both are single-
seaters, in terms of finish the striking
Mono is chateaubriand to the racer’s
burger-van patty. A Caterham 620R
or the Ariel give nothing away in
performance but don’t mentally
teleport you onto a formula grid every
time you climb aboard. A Ducati
Panigale? That’s the thrill level we’re
taking about, but this is Autocar not
Autobike. Best start saving.
RICHARD LANE
@_rlane_
BAC MONO 2.5 2018
No-expense-spared, beautifully
realised single-seater offers
something profoundly different
AAAAB
Price  £167,940
Engine 4 cyls in line, 2488cc, petrol
Power 305bhp at 7800rpm
Torque 227bhp at 6000rpm
Gearbox 6-spd sequential
Dry weight 580kg
0-60mph 2.7sec
Top speed 170mph
Economy na
CO2, tax band na
RIVALS Ariel Atom 4, Lotus 3-Eleven
14 NOVEMBER 2018 AUTOCAR.CO.UK 25

TESTER’S NOTE
You’d get used to the
minimalist interior
and touchscreen
interface pretty
quickly, but the
Performance’s cabin
offers little obvious
difference over that
of the much cheaper
base car. The seats
are also short on
lateral support. MD
TESLA MODEL 3 PERFORMANCE
Electric motor upgrade creates quickest, if not the most affordable, Model 3 yet
T
his is the proof that the more
traditional part of the motor
industry has some serious
catching up to do if it wants its
new EVs to be able to match Tesla.
The Performance is the range-
topping version of the Model 3, for
now at least, based on the existing
Dual Motor model and using the
Long Range Battery pack. The
difference is a punchier rear motor,
which increases the peak output to
444bhp, which Tesla says is good for
a 3.3sec 0-60mph time.
Our test car, driven in the US, was
fitted with the Performance Upgrade
pack (initially a £3800 option but
now to be fitted as standard, at least
in the US), including 20in wheels,
Michelin Pilot Sport 4 tyres, lowered
suspension and a 155mph top speed
against 145mph for the regular
Performance.
We drove the Model 3 Performance
just after the Dodge Challenger
Hellcat Redeye and can report that
the acceleration of the Tesla is only
fractionally less impressive than that
of the supercharged 800hp muscle
car. But while the Dodge does its
thing to a furious soundtrack,
Tesla’s minimalist, button-free take on interior design won’t be to all tastes
TESTED 31.10.2018, USA ON SALE NOW PRICE $64,000 (USA)
the 3 delivers organ-sloshing
longitudinal g-forces without drama
or apparent effort. The chassis can
digest even stamped-throttle starts
without squeaking or slithering and
with no more noise than the whine of
the electric motors.
Full-bore starts are huge fun – you
won’t experience it for the first time
without muttering expletives – but
are far from the Performance’s only
trick. The quality of engineering in
the 3’s powertrain and chassis runs
deeper than the brand’s detractors
would have you believe, and the
Performance is as impressive being
driven gently as it is giving it all.
The Model 3’s throttle response
is instantaneous and the lack of a
gearbox means there’s no delay in
the drivetrain: every input has an
immediate effect, with acceleration
arriving as quickly as your toe can
move. A conventional car capable
of matching the Performance’s
0-60mph time would never keep up
on real-world acceleration.
On Michigan backroads the Model
3 stayed impressively flat under
hard cornering, although tighter
sequences do make its considerable
1850kg mass feel obvious. Yet it
always feels a measure more agile
than the Model S when changing
direction quickly, with some active
torque management helping it to turn
and hold a line effectively, if with
little sense of driver involvement.
The only thing that seemed to
unsettle it was the combination of a
big bump and a loaded-up bend, with
a brief moment of indiscipline as the
wheels unloaded. It was certainly the
first time I’ve encountered power-on
oversteer in a Tesla.
The rest of the Model 3 remains
true to Tesla’s established values.
Step straight from a similarly sized
upmarket model and the interior
will feel minimalistic to the point
of empty, and it takes a while to get
used to the delegation of almost
all functions – including opening
the glovebox – to the vast central
touchscreen. The more traditionally
minded would likely appreciate a
few more conventional buttons, not
least for the heating and ventilation
functions. But this is Tesla’s way
and, in the manner of the deliberate
distinction once made between Apple
and Windows operating systems,
FIRST DRIVES
customers seem to like it.
It’s hard to write about any Tesla
without falling into the seemingly
unbridgeable chasm that separates
the company’s lovers from its haters
and which expects all reviews to
share the same binary separation.
The Model 3 has yet to deliver on
Elon Musk’s promise of genuine
affordability and the promise of
$35,000 (£26,750) lead-in pricing;
as the most expensive variant of what
was meant to be the brand’s cheapest
car, the Performance might seem to
be heading in the wrong direction.
But it is also a timely reminder
that, as long-established OEMs
prepare their pure electric models,
the world currently contains only
one upmarket EV maker with a
proven track record of selling cars in
significant numbers.
Any rival hoping to beat the Model
3 will have to be very good indeed.
MIKE DUFF
TESLA MODEL 3 PERFORMANCE
Model 3 range-topper can’t match
the brawnier Model S’s straight-line
pace but is far more exciting to drive
AAAAB
Price  $64,000 (£50,000)
Engine  Dual DC electric motors
Power  444bhp
Torque 471lb ft
Gearbox Single-speed, direct drive
Kerb weight 1850kg
0-60mph 3.3sec
Top speed 155mph (limited)
Economy 116mpg equivalent (US)
CO2, tax band 0g/km, 13%
RIVALS BMW M3, Jaguar I-Pace 
14 NOVEMBER 2018 AUTOCAR.CO.UK 27

 3 

 1



  
 
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TESTED 5.11.18, WORCESTERSHIRE ON SALE NOW PRICE £34,565
JAGUAR XE 20T R-SPORT
Pre-facelift updates aim to keep the XE in contention
Y
ou’ll be familiar with Jaguar’s
first junior sports saloon, seen
here in 2019-model-year guise
and tested with the entry-level
petrol engine. In fact, this is the only
petrol engine now available in an
XE, the old 3.0 V6 since killed off by
stringent new emissions regulations.
It means there’s no 375bhp XE S for
those who want to just about keep
touch with a BMW M3 and do it
without the animalistic looks,
and that’s a shame.
We’re now limited to a downsized
four-pot option offered in three states
of tune. That means 197bhp, 247bhp
or a range-topping ‘30t’ with 296bhp.
The last of those also features in the
new four-wheel-drive XE 300 Sport,
intended to cast across the range a
much-needed halo effect. A drop in
demand for diesel, meanwhile, may
have resulted in Jaguar trimming
Touch Pro infotainment, with a 10.0in screen, is now standard on all XEs
production at a key plant to three
days a week, but it still accounts for
half the XE line-up. There are three
versions of the 2.0-litre Ingenium
diesel, ranging from 161bhp to a
twin-turbocharged 237bhp.
Other changes for 2019 are
subtle. All XEs now get Jaguar’s
10.0in Touch Pro infotainment – a
£1610 option before – plus metal
treadplates, chrome switches for
the seats and a frameless rear-
view mirror.
This chassis has double-wishbone
front and integral-link rear
suspension. The XE doesn’t turn
as flatly as some rivals, or develop
quite as much grip, yet it’s perhaps
the most satisfying to put through a
corner because it never relinquishes
an overt rear-driven balance. The roll
rate is well-judged too.
R-Sport models come with passive
dampers but the set-up is sweet
enough to make you wonder why
you’d pick the adaptive option.
Rarely does the XE crash but there’s
also precious little float unless
you’re carrying considerable speed.
The manner in which it’ll becalm
a B-road is remarkable, and Jaguar
also seems to have diminished
the effects of road roar and engine
chatter with its improvements to
sound insulation.
And yet there are familiar
weaknesses. A combined 39.8mpg
compares poorly even with more
powerful rivals, the power delivery
lacks soul and there’s a small but
noticeable deficit of perceived quality
within. If the facelift can remedy
these, the XE package will be as
covetable as its handling dynamics.
RICHARD LANE
@_rlane_
JAGUAR XE 20T 200PS R-SPORT
XE is due an update, but even this
entry-level petrol model gives the
driver so much to appreciate
AAAAC
Price  £34,565
Engine  4 cyls, 1998cc,
turbo, petrol  telemetry with a trio of cameras, and
Power  197bhp at 5500rpm  a smattering of carbon for an overall
Torque  236lb ft at 1200-4500rpm  weight saving of 24kg. At £28,360,
Gearbox  8-spd automatic
Kerb weight  1540kg  that’s unlikely to concern those
0-62mph  7.6sec  who desire the most single-minded
Top speed 143mph  720S experience. RL
Fuel economy  39.8mpg (combined)  AAAAA
CO2, tax band 162g/km , 33%
RIVALS  Alfa Romeo Giulia 2.0T
Super, BMW 320i M Sport
FIRST DRIVES
KIA PICANTO 1.0 T-GDI
GT-LINE S
Price £14,720 On sale Now
What’s new? Kia has added a new 99bhp
turbocharged petrol engine to its smallest
model, making it almost a warm mini-hatch
THINK THAT EVEN superminis
are getting too big, but don’t want to
sacrifice performance and kit? Step
this way. Kia has squeezed its three-
cylinder turbo petrol into the Picanto,
which brings a healthy 126lb ft of
torque for a punchy mid-range.
It’s not quite VW Up GTI brisk, but
it’s more than quick enough given
its size, and usefully more refined at
motorway speeds. It’s also composed,
comfortable and quite good fun to
drive. You may baulk at the near-£15k
list price of this top-spec city car but,
with a kit list an Up buyer could only
dream of, it is just about justified. LA
AAAAC
McLAREN 720S
TRACK PACK
Price £253,060 On sale Now
What’s new? Mechanically, very little, as this
collection of existing options seeks only to make
the 720S a touch sweeter to drive on circuit
MCLAREN’S ROAD CAR division
is letting its racing roots show in
2018, having given us the crushingly
quick Senna, the deft brilliance of
the 600LT and now this Track Pack
option for the 720S.
The 710bhp 4.0-litre V8
powertrain is left untouched, with
changes limited to a titanium
harness bar, a sports exhaust, a pair
of superbly supportive carbon bucket
seats and a set of ultra-lightweight
forged alloy wheels. There’s also track
the package is questionable value, but
R E AD MOR E ONLINE
autocar.co.uk
14 NOVEMBER 2018 AUTOCAR.CO.UK 29
 IGNITING YOUR
PASSION FOR
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 ROAD TEST No 5397
AUDI A6 AVANT
This different take on a top-end estate focuses on refinement and tech appeal
MODEL TESTED 40 TDI S LINE S TRONIC
Price £44,100 Power 201bhp Torque 295lb ft 0-60mph 8.4sec 30-70mph in fourth 9.5sec
Fuel economy 39.0mpg CO2 emissions 129g/km 70-0mph 51.9m
PHOTOGRAPHY OLGUN KORDAL

32 AUTOCAR.CO.UK 14 NOVEMBER 2018


he object of our attention
T this week might be the
best estate car in the
world. The Audi A6 Avant
is certainly acclaimed as such by its
owners and, being an Audi Avant
executive load-lugger, is picking
up from a line of predecessors that
have, almost without exception, sold
particularly strongly in this country.
So what can the latest version of the
biggest Avant in the showroom do for
the station wagon breed?
The A6 entered its fifth model
generation earlier this year,
appearing first in saloon form. But,
as any keen follower of Audi’s bigger
ROAD TEST
saloons will tell you, it’s actually WE LIKE
misleading to think of this car as
the fifth generation of anything;
the original A6 of 1994 was simply
Impressively refined diesel engine z Strong touring
a facelifted version of the ‘C3’ – or economy z Effortless long-distance cruiser
third-generation – Audi 100. WE DON’T LIKE
The 100’s roots go all the way
back to the late-1960s, and it’s in Lacks driver appeal z Awkward ergonomics of
recognition of this lineage (and
to rather snub the influence of the infotainment system z Limited engine
the ’90s-era model nomenclature
rebranding) that the latest-
range – for now
generation A6 is known as the ‘C8’ in
Audi circles. ‘Avant’ bodystyles have
been offered on the A6/100 line since
the ‘C2’ 100 of 1977, although over
the years they’ve been quite different
cars: liftback saloons at one point and
full-on seven-seater estates the next.
Having arguably done more to
damage the reputation of diesel
engine technology than any other car
maker these past few years, and at a
time when others are dropping oil-
burners altogether, it’s interesting to
note that Audi has launched the latest z Subtle roof spoiler acts as a tidy z LED tail-lights are divided by a
A6 with a choice of two engines, both extension of the roofline, while also chromed detail strip that runs the
of which are diesel. As marketing injecting a touch of sporting flair to the width of the A6 Avant’s rear end.
strategies go, that’s certainly ironic; A6 Avant’s rear design. One of the more obvious design
in another segment of the car market, changes for the new model.
it might even be mistaken for hubris.
And so, for now at least, you can have
an A6 Avant powered by either a
2.0-litre, four-cylinder, 201bhp ‘40
TDI’ or a 3.0-litre V6, 282bhp ‘50
TDI’ (our test car was the former),
and with quite a dizzying array of
choice of drivetrain, suspension and
steering specification.
DESIGN AND ENGINEERING
AAAAC
Audi’s designers seem to have z Subtle badging just below the z Fake exhaust outlets feature at
something of a penchant for striking A-pillar marks this car out as an S Line the base of the rear bumper. While
a balance between muscular model. Its comes with lowered sports they look effective from a distance,
athleticism and refined, handsome suspension as standard, among closer inspection reveals they’re
good looks when it comes to penning other features. totally covered.
a car. With the possible exception
of the Jaguar XF Sportbrake, this
latest A6 Avant could just be the
best-looking estate – premium or
otherwise – currently on the market.
However, despite the A6’s evident
good looks, there’s no shaking the
feeling that those same designers
are becoming increasingly reliant on
the same tried-and-tested formula
to ensure aesthetic success. As
with the A7 and A8, the A6 bears
the same enlarged hexagonal grille z Hexagonal theme continues with the z Audi’s new naming system –
that dominates the vast majority of faux inlets at the lower end of the front represented on our A6 by the 40
front-end real estate, emphasising bumper. These are also home to the TDI badge – is still a bit cryptic to
its width and lending the Bavarian front parking sensors. us. Hopefully time will make this
wagon a purposeful, planted stance. system clearer.
That said, on the Avant that grille
isn’t quite as narrow or expansive
as it is on the A7 – perhaps so that
the practical estate doesn’t infringe
on the fastback’s positioning as the
more aggressive, sporting offering in
Audi’s larger executive car range. ◊

z 19in alloys are standard on S Line
models, although our test car came with
optional 20in wheels at a cost of £1550.
The A6 succeeded the 100 in Audi’s range
z That cutaway near the grille is the
main distinguishing feature of the A6’s
headlight design when compared with
that of the A7 and A8.
14 NOVEMBER 2018 AUTOCAR.CO.UK 33
z Physical buttons and switches are few and far z Steering wheel is relatively free from buttons, z The quality of the Virtual Cockpit’s graphics are
between in the A6’s cabin, but those that are present making those that are there easy to identify and use. excellent. Satellite imaging courtesy of Google makes
are all smartly integrated and pleasing to the touch. They primarily control the Virtual Cockpit display. for a particularly impressive display.

M U LT I M E D I A S YS T E M
++++C
Our test car was equipped with
the £1495 Technology Pack,
which includes Audi’s MMI
Navigation Plus infotainment
system. It’s the same unit
that featured in the A7 we
tested a few months ago, and
comprises of a primary 10.1in
upper screen with a smaller
8.7in screen below.
The top touchscreen can
be used to access the vast
majority of the infotainment
system’s features – such as
the sat-nav, vehicle settings
and telephone – while the
lower screen is primarily used
to control the HVAC settings.
It is a graphically rich and
visually appealing system but,
as we experienced in the A7,
comes up short in a few areas.
Ergonomically, it’s a touch
awkward and can be tricky
to use on the go owing to the
fairly considerable amount of
pressure you need to apply to
the screen to get a response.
The haptic and acoustic
feedback are welcome, though.

34 AUTOCAR.CO.UK 14 NOVEMBER 2018


Side-on, it cuts a rather elegant
shape too. The gently tapered
roofline flows into a rather
aggressively sloping bootline,
although Audi claims that
extending the A6’s footprint (it now
measures 4.94m long) ensured that
interior practicality hasn’t been
compromised. Meanwhile, the
blistered wheel arches – smartly
filled by optional 20in wheels on our
test car – are an inconspicuous nod
to the original Quattro. At the back,
the most eye-catching new feature is
a decorative trim piece that links the
redesigned tail-light clusters. Overall,
the A6 Avant works as an effective
and attractive piece of design, if one
that also smacks of conservatism.
The entry-level 40 TDI motor
develops a modest 201bhp between
3750rpm and 4200rpm, while its
295lb ft of torque is developed from
as low as 1750rpm. Drive is sent to
the front wheels via a seven-speed
dual-clutch ’box. Between 34mph
and 99mph, the engine can tick over
at idling speeds when coasting in
a bid to improve economy, thanks
to the presence of a mild-hybrid
drivetrain. A belt alternator starter
connected to the crankshaft draws up
to 5kW of power under deceleration,
which is then stored in a 12V battery
at the rear of the car and used to
restore power to the engine when
HOW BIG IS IT?
0.28
x 1680 litres
ma
m
90m
10
Kerb weight: 1710kg
920mm
VISIBILITY
Forward visibility is good, although
the angle of the rear window does
marginally affect the view out the back.
circle: 12.1m
Turning
1630mm
1617mm
1886mm
2110mm
ROAD TEST
you come back on the throttle.
Suspension is by way of a five-link
arrangement front and rear, with
steel springs and adaptive dampers
featuring on our car as an option.
Lowered sports suspension is
available, as are air springs.
INTERIOR
AAAAB
From the driver’s seat, you might
mistake the A6 Avant for any other
large Audi on sale. More so than its
exterior, the A6’s cabin is practically
a carbon copy of that in the A7 and, to
an extent, that of the Q8 SUV as well.
The design of the dash is identical,
with gloss black and brushed
aluminium surfacing used liberally,
while the dual-screen infotainment
system is housed in the same place,
and crowned by air vents of the same
design as those in the rakish saloon.
However, this copy-paste approach
to interior design does mean that all z Driving position is spot on, with plenty of adjustability in the steering column and
of the things we so liked about the seat. Infotainment can be awkward to use, mind.
A7’s cabin are present and correct in
the A6. It majors in material appeal,
perceived quality and technological
sophistication and, thanks to its
estate car body shape, now places
an even greater focus on practicality
too. The sharply styled tailgate lifts
to reveal a 565-litre boot, which is
accessed via a suitably wide aperture
(we measured it at 1030mm at ◊
m max
980m
Typical leg room
1030m
565-
1494mm
720mm
m
0m
72
2924mm 1095mm
4939mm
z There’s 720mm of leg room back here, so adult passengers will be able to sit in
HEADLIGHTS comfort. Head room (measured at 980mm) is good too.
Audi Matrix LED headlights are fitted as
standard to S Line models, and include
automatic high beam function. Sport
models get regular LEDs.
60mm
Width 1030- 1240mm
190mm
Length 1150-1930mm
Height 420-720mm
Centre
W H E E L A N D P E DA L
ALIGNMENT
Centrally mounted steering column
means there’s no need to twist your
back slightly. Pedals are sensibly z Boot has useful storage bins in the side – handy for those smaller items that
positioned too. might otherwise slide about while on the move.
14 NOVEMBER 2018 AUTOCAR.CO.UK 35
∆ its narrowest point). There’s no
awkward sill over which heavy items
will need to be lifted, which is handy,
although the angle of the bootline
may prevent taller items from being
loaded easily. The 40:20:40 split-
folding rear seats collapse to liberate
an additional 1115 litres of space for a
total capacity of 1680 litres. By way of
comparison, BMW’s 5 Series Touring
offers 570 litres of seats-up bootspace
and 1700 litres when the rear seats
are folded flat.
Space in the second row is good
– two adults will be able to sit in
comfort over long distances without
any complaints about a serious lack
of leg or head room.
PERFORMANCE
AAAAC
There are very few promises made
about ‘class-leading performance’
or ‘outstanding dynamism’ in the
promotional literature for this car.
Instead, it’s aerodynamic efficiency,
aeroacoustic refinement and fuel
efficiency that get the big build-up,
just as they might have for an Audi
executive-class debutant 30 years
‘Secure’ and ‘stable’ are the words we
would use to describe the A6 Avant’s
approach to tackling Millbrook’s
Hill Route long before anything like
‘engaging’ or ‘exciting’ spring to mind –
although that’s by no means intended
as a criticism.
The car displayed impressively tight
lateral body control through the bends,
while a pleasing amount of front-end
grip could be relied on here too.
There was little in the way of
feedback from the steering, but quick
gearing made the big Audi feel much
more agile than its near-five-metre
footprint would suggest.
Thanks to the accessible slug of
low-end torque, the car was able to
power its way up the Hill Route’s more
severe inclines with little in
the way of delay.
AC C E L E R AT I O N
Audi A6 Avant 40 TDI S Line S Tronic (13deg C, damp)
Standing quarter mile 16.8sec at 87.1mph, standing km 30.1sec at 112.2mph, 30-70mph 7.5sec, 30-70mph in fourth 9.5sec
30mph 40mph 50mph
3.5s 4.8s 6.4s
0 10s
Vauxhall Insignia Sports Tourer 2.0 Biturbo D Blue Injection GSi Nav (2018, 7deg C, damp)
Standing quarter mile 16.6sec at 86.7mph, standing km 30.2sec at 108.4mph, 30-70mph 7.7sec, 30-70mph in fourth 8.2sec
30mph 40mph 50mph
3.3s 4.7s 6.3s
0 10s
B R A K I N G 60-0mph: 3.07sec
Audi A6 Avant 40 TDI S Line S Tronic (13deg C, damp)
30mph-0
9.4m
0 10m
Vauxhall Insignia Sports Tourer 2.0 Biturbo D Blue Injection GSi Nav (2018, 7deg C, damp)
30mph-0
7.9m
0 10m
36 AUTOCAR.CO.UK 14 NOVEMBER 2018
ago – before the company became
so preoccupied with proving it could
make saloons as sharp-handling as
those of any of its closest rivals.
And out on the road, the A6 Avant
40 TDI keeps the throwback vibes
coming. By the standards of modern
four-pot diesel executives, this is a
particularly refined car – at least
until you really put its 2.0-litre motor
to some serious work.
That engine is quiet and well-
mannered at idle and at low revs,
responding smartly and with plenty
of torque at step-off, and whisking
the big A6 into motion with little
apparent effort. The car’s dual-
clutch transmission manages the
engagement of its gears with
enough smoothness to easily satisfy
someone used to the silken-edged
shifts of a torque converter ’box,
but also with impressive speed.
The only time we became aware of
even the slightest clumsiness in the
transmission’s operation was during
our standing-start performance tests
when, under a wide open throttle,
it forced drive through to the A6’s
solitary driven front axle a little too
T R AC K N O T E S
z T2 was the only place
where the front end grip was
really stretched. Entering
it too quickly did see the T4
front end push on into easily
curable understeer.
T6
T7
FINISH
60mph 70mph 80mph
8.4s 10.9s 13.8s
60mph 70mph 80mph
8.4s 11.0s 14.2s
50mph-0
25.8m
20m
50mph-0
21.4m
20m
abruptly to make for the optimum efficiency to ram home its premium
0-60mph time, triggering the car’s credentials. On refinement, part of
electronic traction control even that bargain is certainly upheld.
on dry Tarmac. As for the rest of it, it’s hard not
The 295lb ft of torque is pretty to be impressed by the smart and
plainly ‘enough to be going with’ in seamless way in which the car’s
this car, then – although it doesn’t gearbox and mild-hybrid ancillaries
quite give the A6 really assertive roll- disconnect the crankshaft, and even
on acceleration. The car needs 7.5sec stop it altogether at times, to boost
to sprint from 30 to 70mph. A modern the A6’s fuel economy when touring.
six-cylinder diesel BMW executive of You have to use Efficiency driving
similar size will typically need less mode to witness all of that working
than six seconds for the same sprint; to best effect: but when you do, this
the six-cylinder A7 Sportback 50 TDI near-five-metre, 200-horsepower
we tested earlier this year needed Bavarian carry-all will return
just 5.3sec; and a humble Vauxhall 50.1mpg on a mixed touring route.
Insignia GSi Sports Tourer is hot on
RIDE AND HANDLING
the Audi’s heels at 7.7sec. The A6’s
engine works fairly strongly through AAABC
the meat of the rev range but doesn’t A snapshot is all we’ve got to go on
spin with much freedom or ferocity here when describing the A6 Avant’s
at the upper end, and doesn’t have potential to be smooth and slick to
the sort of breadth of operating range drive, to soothe away the miles, to
that begs to be explored with a flick of carry a heavy load and still handle
the shift lever into manual mode. securely, and to keep you interested
It’s the kind of performance that, in the driving experience as it’s
while more than adequate in a car doing so. There are, as has become
like this, still puts the onus on A6’s the norm with modern executive
mechanical refinement, technological cars, myriad A6 driving experiences
sophistication and operating you might end up buying, with four
z The steep ascent after T5 didn’t phase the A6
in the slightest – the engine’s abundant torque T2
ensured it made tidy progress up the slope.
T3
T1
z Fast directional change after T1 failed
to seriously upset the Audi’s balance.
Weight transfer was progressive while
body roll was tidily contained.
T5
START
90mph 100mph 110mph
18.0s 22.6s 28.4s
20s
90mph 100mph 110mph
18.2s 23.1s 31.8s
20s 30s
70mph-0
51.9m
30m 40m 50m
70mph-0
41.8m
30m 40m

` This is every inch the old-school big Audi done for the current age a
different suspension configurations
on the table for a kick-off; with front-
wheel drive and two different quattro
four-wheel-drive configurations
on top; with two different steering
configurations to choose from; and,
on certain models, an electronic
Sport locking rear differential
also available.
Our car was from what we might
think of as the middle of the A6’s
dynamic spectrum: it had adaptively
damped steel coil suspension,
front-wheel drive and standard
‘progressive’ (or passive variable
ratio) steering. And the way it
behaved – on motorways, A-roads,
B-roads and city streets alike –
seemed plucked studiously and
entirely out of Audi’s time-honoured
playbook. There were one or two
surprises buried deeper within the
car’s dynamic make-up, but nothing
to make your eyes widen or your jaw
muscles spontaneously relax. This
is every inch the old-school big Audi
done for the current age.
The A6’s steering has that isolated
feel and monotone weight common
to so many of its range-mates; you
might dislike it for that sense of
artificial connection to the road, or
you might approve of it for the way
it filters out misleading influences.
It certainly does a pretty poor job
of communicating how hard the
car’s steered axle is working, though.
So, if anything, you tend to ‘under-
drive’ the A6 – and then, when push
comes to shove, you’re surprised
when you find there’s bite to spare
under that front end, and untapped
grip and body control you might
have been using.
The car’s adaptively damped ride
ROAD TEST
has plenty of versatility, permitting
a nicely serene gait in Comfort mode
that is relaxing without feeling
overly ‘soft’ in an old-fashioned,
long-wave sense. That ride firms up
enough in Dynamic mode to make for
decent body control, good steering
response (particularly off-centre)
and dependable high-speed grip and
stability. But you’d never say you felt
impressed or engaged by the A6;
more so just reassured.
BUYING AND OWNING
AAAAC
The path to A6 Avant ownership
begins with you being willing to part
with at least £40,740 – which will
get you the entry-level 40 TDI Sport
model. That said, ‘entry-level’ may
not be the best term to describe it,
as there’s still plenty of equipment
included as standard. Audi’s dual-
screen MMI infotainment system
is thrown in at this price point, as
are 18in wheels, LED front and rear
lights, ambient interior lighting
and heated front seats, among other
features. Upgrading to the S Line
specification of our test car adds
£3360, and brings lowered sports
suspension, 19in wheels, sports seats
and Matrix LED headlights.
As far as depreciation is concerned,
there’s precious little daylight
separating this Audi A6 Avant
from four-wheel-drive versions of
the BMW 520d Touring M Sport
and Mercedes-Benz E220d AMG-
Line. Our experts predict that,
over the course of three years and
36,000 miles, both the Audi and
the Mercedes will hold 45% of their
initial asking price, while the BMW z Audi’s new A6 Avant premium estate is a refined cruiser suited to those who
will pip them both at 46%. ◊ prefer to be serenely isolated from the road rather than immersively in tune with it
14 NOVEMBER 2018 AUTOCAR.CO.UK 37
 DATA L O G
AU D I A6 AVA N T 4 0 T D I
S LINE S TRONIC
On-the-road price £44,100
Price as tested £52,640
Value after 3yrs/36k miles £19,600
Contract hire pcm £651.76
Cost per mile 34.9p
Insurance/typical quote 38E/£969

EQUIPMENT CHECKLIST 63
19in alloys litres
Sport suspension
Audi Matrix LED headlights
LED daytime running lights
S Line styling
Electric and heated wing mirrors
Leather and Alcantara upholstery
Stainless steel pedals
MMI Navigation with MMI Touch
Dual touchscreens
Sat-nav, DAB, Bluetooth, USB T E C H N I C A L L AYO U T
Electrically adjustable front Where 50 TDI models make use of a six-cylinder engine and quattro four-wheel
sports seats drive, our 40 TDI is powered by a longways-mounted diesel four-pot, which sends its
Glacier White paint £685 drive to the front wheels via a seven-speed automatic ’box. Suspension is by way of
Storage pack £100 five-link arrangements front and rear, while adaptive dampers are available as an
Privacy glass £475 option. A 12V mild-hybrid system is also present on 40 TDI models.
Extended LED interior lighting pack £275
Suspension with damping control £1150 ENGINE C H A S S I S & B O DY
20in alloys £1550 Installation Front, longitudinal, Construction Steel and aluminium
Technology Pack £1495 front-wheel drive monocoque
Type 4 cyls, 1968cc, Weight 1710kg
Options in bold fitted to test car turbocharged, diesel Drag coefficient 0.28
= Standard Made of Aluminium block and head Wheels 8.5Jx20in
na = not available Bore/stroke 81.0mm/95.5mm Tyres 255/40 ZR 20 101Y,
Compression ratio 16.2:1 Pirelli P Zero
R A N G E AT A G L A N C E Valve gear 4 per cyl Spare Mobility kit
ENGINES POWER FROM Power 201bhp at 3750-4200rpm
40 TDI 201bhp £40,740 Torque 295lb ft at 1750-3500rpm TRANSMISSION
50 TDI 282bhp £49,525 Redline 4750rpm Type 7-spd automatic
Power to weight 118bhp per tonne Ratios/mph per 1000rpm
Torque to weight 173lb ft per tonne 1st 3.19/6.2 2nd 2.19/9.0 3rd 1.52/13.0
TRANSMISSIONS Specific output 102bhp per litre 4th 1.06/18.6 5th 0.74/26.7
7-spd automatic 6th 0.51/38.8 7th 0.39/51.0
Final drive ratio 4.234:1

ECONOMY SUSPENSION BRAKES SAFET Y

TEST Track 25.5mpg Front Multi-link, adaptive dampers, anti-roll bar Front 318mm ventilated discs ESC, ABS, EBD, brake booster,
Touring 50.1mpg Rear Multi-link, adaptive dampers, anti-roll bar Rear 300mm ventilated discs hydraulic brake assist
Average 39.0mpg Anti-lock Standard, with brake assist Euro NCAP crash rating 5 stars
STEERING (A6 40 TDI Sportline saloon, LHD, 2018)
CLAIMED Urban 53.3mpg Type Electromechanical, CABIN NOISE Adult occupant 93%, child occupant 85%,
Extra-urban 60.1mpg rack and pinion Idle 43dB Max rpm in 4th gear 70dB pedestrian 81%, safety assist 76%
Combined 57.6mpg Turns lock to lock 2.25 30mph 59dB 50mph 61dB 70mph 65dB
Turning circle 12.1m E M I S S I O N S & TA X
Tank size 63 litres CO2 emissions 129g/km
Test range 540 miles

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 MAX SPEEDS IN GEAR R E S I D UA L S

MPH TIME (sec) mph 2nd 3rd 4th 5th 6th 50
BMW 520d Touring xDrive M Sport
0-30 3.5 20-40 2.5 3.4 - - - 29mph 4750rpm
0-40 4.8 30-50 - 3.2 4.6 - -
1
40
0-50 6.4 40-60 - 3.7 4.7 7.0 - 2 43mph 4750rpm Audi A6 Avant 40 TDI
0-60 8.4 50-70 - - 4.9 6.8 14.7 S Line S Tronic
Value (£1000s)

30
0-70 10.9 60-80 - - 5.6 7.4 12.4 3 62mph 4750rpm
0-80 13.8 70-90 - - - 8.0 13.3
0-90 18.0 80-100 - - - 8.8 - 4 88mph 4750rpm 20
0-100 22.6 90-110 - - - 10.7 - Mercedes-Benz E220 d
0-110 28.4 100-120 - - - - - 5 127mph 4750rpm 10
Estate 4Matic AMG Line

0-120 - 110-130 - - - - -
0-130 - 120-140 - - - - - 6 149mph 3844rpm
0
0-140 - 130-150 - - - - - New 1 year 2 years 3 years 4 years
0-150 - 140-160 - - - - -
7 149mph* 2921rpm z Little separates the Audi from its
* claimed
0-160 - immediate rivals here. All perform well,
RPM in 7th at 70/80mph = 1372/1568 although the BMW is the strongest.
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 A6 Avant
40 TDI S Line, contact Audi UK, Yeomans Drive, Blakelands, Milton Keynes, MK14 5AN (0800 699 888, audi.co.uk). Cost-per-mile figures R OA D T E S T N o 5397
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). Read all of our road tests autocar.co.uk
38 AUTOCAR.CO.UK 14 NOVEMBER 2018
 ROAD TEST

VERDICT
TESTERS’

AUDI A6 AVANT N O T E S 
MATT

High-tech throwback is a timely reminder of what Audi does best SAUNDERS

Interesting to
note how closely
AAAAC matched the car is to a
BMW 5 Series Touring,
n so many ways, this fifth-generation Audi A6 seems to represent an interesting Jaguar XF Sportbrake
and Volvo V90 on boot

I shift in thinking for its maker. A deliberate decision, perhaps, to put the
handbrake on its attempts to play ‘anything you can do’ with BMW in Munich
volume. A Mercedes
E-Class estate still trumps
the lot, but that’s never
stopped the A6 Avant
and Mercedes-Benz in Stuttgart, and to head back towards the approach that made its finding homes before.
cars so revered, in their way, a quarter-century ago. SIMON DAVIS
Mechanical refinement and cabin isolation. Aerodynamic eiciency. Technological I think this A6
Avant is the
sophistication everywhere you look. Readily apparent perceived quality. A design that most successful
application of Audi’s new
puts the painstaking technical precision of the car’s assembly on a pedestal. These are the design language. To my
eyes, it’s much more
qualities that best distinguish the new A6 Avant, just as you might have said about the big attractive than an A7 or
Audi executive saloons and wagons of the late 1980s and early 1990s. A8, but then I am a sucker
for an estate. The RS6 will
They don’t make this an executive wagon that will appeal to the keen driver particularly, be something else.

but certainly do give it a sense of authenticity as an Audi that might make a difference for S P E C A DV I C E
long-time fans of German cars. That might be what Audi needs above all else right now. If you decide to go for
an S Line model, you’d
R OA D T E S T R I VA L S be wise to opt for the
adaptive suspension in
place of the standard
1 2 3 4 5 sports set-up. The A6
will be far more
comfortable for it.

BMW 520D TOURING
M SPORT
£43,025
Simply the most well-rounded
and complete premium estate
car money can buy.
AAAAB
JAGUAR XF SPORTBRAKE
240PS R-SPORT AWD
£46,210
Offers the sweetest handling of
this group, but could do with a
touch more refinement.
AAAAC
V E R D I C T S O N E V E RY N E W C A R , P 82
MERCEDES-BENZ E220 D
ESTATE AMG LINE
£40,060
Plush, comfortable and
economical – though not the
most exciting steer to drive.
AAAAC
AUDI A6 AVANT 40 TDI
S LINE S TRONIC
£44,100
Majors on refinement and
technological appeal, but an
uninspiring drive is a let-down.
AAAAC
VOLVO V90 D4 R-DESIGN
£40,760
Handsome Swede is roomy and
luxurious inside, but sports
suspension hampers ride and
diesel engine is gruff.
AAABC
JOBS FOR
T H E FAC E L I F T
z Keep developing that
new-gen infotainment
system for more intuitive
ease of use.
z Dial in a little more
steering feedback.
z Broaden out the engine
range, if you haven’t done
as much by then.

14 NOVEMBER 2018 AUTOCAR.CO.UK 39

 C O N T I N E N TA L B R E A K FA S T
Can the new Bentley Continental GT really eat a continent for
breakfast? Andrew Frankel gives it a go on an epic 24-hour drive
PHOTOGRAPHY JED LEICESTER

40 AUTOCAR.CO.UK 14 NOVEMBER 2018

BENTLEY CONTINENTAL GT EPIC DRIVE

14 NOVEMBER 2018 AUTOCAR.CO.UK 41

 t’s an odd question, but one

I
I’ve pondered since the Bentley
Continental R appeared in
1991. Just how continental is a
Continental? Really? What would
happen if you took a Continental and didn’t just
go for a cruise on the Continent but set it a test so
tough that it would either prove itself absolutely
against the sternest measure we could devise, or
be exposed as a Continental in name alone?
That was the thought that brought me to a
Luxembourg hotel where I met former Bentley
engineer and now PR man Mike Sayer, and Matt
Marriott and Lee Taylor, two of the company’s
finest car drivers and fettlers. The plan was short
in description long in execution. Which was to
get up very early the following morning and
drive a new Continental GT to as many countries
on the continent of Europe as we could reach in
24 hours. Sounds simple, doesn’t it? It did to us,
too, at least until it all started to go rather wrong.
But that’s all to come. The good news was
that we weren’t all going to cuddle up in the GT.
Instead, Matt and Lee would follow Mike and I
in a V8 Bentayga. They’d driven both cars from
Crewe, stopping on the way to buy the worst
walkie-talkies I’ve ever used. So we had even
more reason to stick close together.
But we had done our planning. We’d start at
5.00am local time (I tried not to think about
it being 4.00am in my head) and plot a crafty
course running south-east across Europe. We
had no idea where we’d reach but had booked
refundable flights back from Thessaloniki,
not as a realistic objective as such, but more of

`
I knew we’d never get to
Greece. But I didn’t think One problem
we’d miss our target with time-related
attempts is they rarely

by over 1000 miles end anywhere convenient.

When we were done, we
still had three more hours

a
an aiming point. That’s Thessaloniki, Greece.
of driving to get to
Vienna airport.

If I’m honest now, I knew in my heart that

I’d never catch that plane, that we’d never get
to Thessaloniki. But I didn’t think we’d miss
our target by over 1000 miles. Yes, that’s one
thousand miles. But we did. Here’s how.
We met bleary of eye in reception at 4.45am. I’d
not slept well because I never do when I absolutely
have to, but the boys seemed commendably
cheerful. Our first trick was to leave Luxembourg
before starting. Our hotel was chosen not for
its gastronomy, but its proximity to the Belgian
border. So as soon as we were in Belgium, we
turned around and pointed the cars back
towards Luxembourg.
Then we abandoned our start time: we were
ready to go at 4.57am, so that’s when we went.
When you have a challenge like this, it rarely pays
to hang around thinking about it. Ten seconds
later, we were back in Luxembourg and two
countries already completed. How many more
would we manage? Not many if my first significant
act as driver was any guide: within seven minutes
of the start, we were travelling at great speed along
a Luxembourg dual carriageway, spirits dampened
only by the knowledge that we were travelling in
entirely the wrong direction.
Happily, the error didn’t cost much time and at
5.11am we entered France. But I already felt ◊ During its entire 24-hour marathon, the Continental GT was parked up with its engine off for less than 30 minutes
42 AUTOCAR.CO.UK 14 NOVEMBER 2018
 BENTLEY CONTINENTAL GT EPIC DRIVE

There were many of these – and each ate some of the time allowance

W H E R E D I D N ’ T W E G O? 15 C O U N T R I E S I N A DAY: H O W W E D I D I T POLAND
BRUSSELS Cologne
Could we have reached more countries? PRAGUE
Probably. Were we to try again, we’d take a
slightly longer but quicker motorway route across
BELGIUM Frankfurt
CZECH REPUBLIC
Austria and Italy, putting time in our pocket we
GERMANY SLOVAKIA
could have spent reaching Romania. And had LUXEMBOURG
Bentley’s insurance allowed it, we might have
been able to add Serbia to the list. Reims Stuttgart VIENNA BRATISLAVA
I’m not sure why Serbia is off limits. I’ve BUDAPEST
Nancy Munich
driven there on a previous record attempt and
not had the slightest sniff of a problem. Then AUSTRIA
again, Switzerland was on the list of places we FRANCE LIECHTENSTEIN HUNGARY
couldn’t go, too – although I’m happy to say we Zurich
only realised that once we were well clear of the Dijon
country. Kosovo was there for the taking but SLOVENIA
that really would have been a risk, partly from a SWITZERLAND LJUBLJANA ZAGREB
security point of view, but mainly because we’d ITALY CROATIA
been told you could lose hours just getting in and Our journey across Europe started in Belgium and
PETER LIDDIARD

even more getting back out again.
So I think 17 countries might be possible. Or do
you know of a smarter route that results in even
more? We’d love to hear of it if you do.
swept east via Luxembourg, France, Germany,
Venice
Liechtenstein, Switzerland, Austria, Italy, BOSNIA AND
Slovenia, Croatia, Bosnia, Hungary, Slovakia and HERZEGOVINA
the Czech Republic before ending in Poland.
SARAJEVO

14 NOVEMBER 2018 AUTOCAR.CO.UK 43

 It was a welcome
relief to be on clear
roads free of trucks

OUR SUPPORT CAR

I’ve done enough of these stunts to know that it’s
all about the back-up crew. You absolutely can’t do
without one, because even if they’re never actually
needed, as in this case, just the knowledge that they
are there, shadowing your every move, is vital. But
I’ve also done one where a support crew struggled
to stay awake and instantly the enormous asset
they represent becomes an even bigger liability.
With Matt and Lee, we never had that problem.
They had our backs from Belgium to Poland, never
lost sight of us and were always there with the
banter at the stops. And although I never travelled
in it, their Bentayga seemed pretty fit for purpose,
too, at least once the boys had ripped out its
rear seats and made a purpose-built platform to
securely carry all their tools, tyres and Monster
energy drinks. It seemed odd to use a near-
£140,000 Bentley as a tender car, but once you saw
it in all its finery and witnessed how it performed
during the attempt, you’d have to concede that
there probably were few that were finer.

44 AUTOCAR.CO.UK 14 NOVEMBER 2018


Don’t be fooled by
this: Liechtenstein
had congested roads
Conti
did 26.1mpg,
at least on its trip
computer. Not bad
for a 2.25-tonne car
with a 626bhp 6.0-litre
twin-turbo W12 motor
being driven pretty
rapidly.
BENTLEY CONTINENTAL GT EPIC DRIVE
∆ exhausted. This attempt came towards the end
of perhaps the busiest working month of my life,
involving a grand total of two nights in my own
bed. I’ve always prided myself as a long-distance
driver and have in the past driven from Africa
to England non-stop, save ferry crossings, but I
feared our weakest link was the one now squinting
into the blackness and behind the wheel of the
Continental GT.
But Mike was good company and kept me
focused. I’ve often wondered previously if these
drives are best done alone or in company. Drive
solo and you can indulge in all those natural but
inherently antisocial behaviours we’d never
exhibit in public and you can keep awake by
listening to what my children refer to as Dad Rock
at whatever ear-bleeding volume the Bentley’s
exceptional Naim sound system can manage. If
the choice is solitude or a moaning, unprofessional
pain in the backside, I’ll take Dad Rock every day.
There’s a safety aspect, too, and I don’t just mean
some of the countries we were due to visit. More
germane is that it’s actually quite difficult to keep
focused on a drive like this, and you need to know
everyone is up to the challenge. There are four
people driving two cars non-stop and a second’s
inattention by any one of them in a 24-hour period
could bring the whole exercise to a shattering,
unscheduled conclusion. As we hit Strasbourg just
in time for the morning rush hour, if anyone was
going to let the side down, I felt it most likely to be me.
But at 7.02am, we crossed the Rhine, entered
Germany and, soon after, hit an empty autobahn.
In one majestic wallop from its W12 motor, the
`
In one majestic wallop
from its W12 motor,
the Continental GT
was doing 150mph
a
Conti was doing 150mph, the bigger surprise being
that the Bentayga had not fallen that far behind.
Quick car, that SUV. And that shot of speed was to
me like intravenous espresso.
We were in Switzerland 90 minutes later, and
on the outskirts of Zurich by 9.00am, dead on time.
So I guess it was Liechtenstein where it started
to go wrong. We didn’t have much time in the tiny
principality, but its roads were small and choked.
At 10.40am and now in Austria, our average fell
below the critical 100km/h (62mph) we would
need to maintain if we were to make it to Greece.
We stopped for the first time at 11.40am and
swapped drivers. I won’t dwell on the journey
through Austria, over the Brenner pass and across
northern Italy, other than to say that if our plan
looked sketchy before, now it seemed impossible.
Roads we knew should be clear were so full of
crawling trucks that even with 626bhp under
Mike’s foot, overtaking was futile.
It was at 2.15pm that I finally made the
admission: “We’re not going to make it.” To give
some idea of the tatters in which our plan now lay,
the Bentley’s nav estimated we’d be four hours late
to the Greek border. Which meant we’d not even
make Macedonia in 24 hours, which meant the
attempt would end in the middle of Albania, with
many hours of driving still ahead of us to reach
anywhere from where we might get home. ◊
14 NOVEMBER 2018 AUTOCAR.CO.UK 45
 Bored and dejected, I started to leaf through a
paper European road map I’d brought as a last-
minute afterthought. Which is the only reason an
alternative presented itself. I looked at it, did some
man maths and then looked again. The solution
was unexpected yet staring me in the face. I didn’t
trust it and nor did Mike. But the difference is that
I can barely hold a map the right way up, whereas
Mike is a veritable Livingstone when it comes to
navigation. I needed to get back in that driver’s seat.
I was behind the wheel at 3.45pm, but it took
Mike half an hour of plotting waypoints before we
could be sure. But the facts were these: Macedonia
and Greece were gone, so could be forgotten; but
if we also sacrificed Albania and Montenegro,
and turned north after Bosnia and Herzegovina,
we could reach Hungary, Slovakia and the Czech
Republic, too. We’d lose two countries to gain
three, and all but eliminate our security concerns.
Given our original route and the cars we were in,
safety had been an issue. Yes, our Plan B was less
intrepid, but to four tired blokes over 600 miles
into a journey but not yet halfway, there wasn’t
a choice to make.
We reached small but gorgeous Slovenia at
4.30pm, a team with weights lifted from our
minds. As we hit halfway and for the first time in
12 hours, I was no longer tired. I was raring to go.
We left Slovenia just after 6.00pm, then lost time
to a broken toll machine on the Croatian border,
while we considered that we were already about
to enter our 10th country of the day. So far, the
Bentley had been staggeringly good, its ride and
refinement world class, its power so abundant
that there was always more to come. Dislikes?

`
We were about to enter
our 10th country. So far,
the Bentley had been
staggeringly good
a
The cluttered centre console. That’s about it.
We turned south at 8.00pm, put Mike behind the
wheel and prepared for huge queues into Bosnia.
I’d done this before and, even in normal cars, it is
a time-consuming, slightly nervy business. But
our little convoy was waved through with nothing
more than a stamp in the passport. We paused
long enough to see buildings still plastered in
bullet holes and remembered how recently war
had visited this place. Even a generation later, it GT’s torque, traction and body control allowed smooth progress here
felt unlike anywhere else through which we would
pass, a country trying to move on and up, but still
saddled by the weight of too recent history.
We were delayed on the way out, but only
because the guards had a thing for Bentleys. We
could leave only on condition we did our best Lewis
Hamilton impression on departure, resulting in a
rather rapid re-entry into Croatia. We had reached
our furthest point. We were homeward bound.
Over the next few hours, Mike drove quickly and
I failed to sleep. We hit the Hungarian border at
10.00pm and found a country of perfect motorways
and zero traffic. Forty minutes later, we stopped for
long enough to fuel the cars, grab some sandwiches
and note that 1000 miles had passed under our
wheels. A further 40 minutes later, at 11.20pm,
I was back at the wheel, to remain there to the end.
Exactly 20 hours in, we crossed into Slovakia.
The border was completely unmanned, so I ◊ Large petrol tank and 26mpg put decent miles between the fuel stops
46 AUTOCAR.CO.UK 14 NOVEMBER 2018
BENTLEY CONTINENTAL GT EPIC DRIVE
Exquisite interior
melted the miles but
not the chocolate

New countries
always mean new
types of Haribo. ‘Polka’
have always been my
faves (France) but now I’ve
found ‘Color-Rado’. Sadly
I now can’t remember in
which bloody country.
Hungary, maybe.

14 NOVEMBER 2018 AUTOCAR.CO.UK 47

 Seat
massagers
are a good stress-
reliever, but not in the
same street as the Conti’s
computer-controlled
headlights, which you just
leave on full beam all the
time without dazzling
anyone.

WA S I T A R E C O R D?

We approached Guinness World Records to

sanction this attempt but were turned down flat.
I understand why. I’ve been vague about the
speeds we did in every country other than
Germany, but I will say we were aware that we
did not have the time to be hauled over the coals
by the law, so drove as fast as we thought we
could while attracting zero attention. But clearly
Guinness can’t sanction any record attempt that
may even briefly and inadvertently break the law.
We asked how they’d feel if we never broke a
limit and they placed a tracker or observer in the
car to make sure of it. They still said no, because
to recognise an entirely legally acquired record
might be to encourage others to attempt to break
it with rather less regard for the law. So we’re not
sure if we broke or set a record, but I’ve never
heard of any other team visiting more countries in
a non-stop run in one car using no other method
of transport within a 24-hour period. So until we
hear otherwise, we’re claiming it.
Bright moonlight can sometimes be an aid in the long, dark hours but the Conti’s superb headlights made it redundant
48 AUTOCAR.CO.UK 14 NOVEMBER 2018
 BENTLEY CONTINENTAL GT EPIC DRIVE
∆ barely lifted. It was a shame we’d be seeing
these countries in the dark (the impossibility
of photographing the attempt in real time meant
almost all the exterior images you see here were
taken on the way home), but sadly there was
no other way.
And now Mike raised a finger. “I’ve got an idea.”
Simply put, we’d made such good time since
Bosnia that if we took a slightly different route, we
could enter the Czech Republic at a different point,
a point where Slovakia also borders Poland. That’s
Poland. The risk was that if we didn’t get there in
time, we’d lose the Czech Republic, too, but having
already taken one safer option today, it felt right
to give it a go. Mike reprogrammed the navigation
one last time. I got my clog down.
We made our last stop, God knows where in
Slovakia, at 2.45am with 100 miles left to run and
just over two hours to get there. That’s not even
50mph. Easy, huh? Well, no, as it turns out. First
we left the motorway and then, from nowhere,
the fog descended.
Even the Continental had no answer to that.
The temperature fell below zero, and now
tiredness returned. Actually, call that crawl-in-a-
hole exhaustion. I’d have liked Mike to drive but
didn’t think it fair to ask. We plodded on, groping
through the darkness and mire, wondering where
the hell the Czech Republic had gone.
After seemingly forever, it turned up. Mercifully,
there was no border check but nor was there time
to stop. We wheeled the cars around and entered
Slovakia one minute after leaving it.
It was 11 miles to Poland, but even after nearly

`
We crossed into
Slovakia. The border was
completely unmanned,
so I barely lifted
Freezing fog descended to make the final two hours a real nail-biter
a
24 hours, it was not clear we’d make it. Then the fog
took pity and lifted slightly. At 4.53am, 23 hours
and 56 minutes after leaving Belgium, the
Temperature Bentleys powered into Poland. In that
range we saw time, we’d spent just 29 minutes with the
spanned 27deg C engines off and covered 1377 miles at
on the outskirts of an average of 58mph. In four minutes
Ljubljana, Slovenia to less than 24 hours and despite the fog
-1.5deg C just before we in eastern Europe and traffic in the
crossed the border south, we’d reached 15 countries.
into Poland. As for the question that inspired this
journey, the Bentley’s answer was clear.
For its pace, ride, refinement, ability to keep
you relaxed, the sense of safety, clarity of
information it conveyed and the feeling of
well-being from spending time in a car this
well engineered, it proved itself worthy of its
vaunted title, time and again.
I’ll save the last words for, of all things, the
seats. I sat in that Bentley for an entire day and
emerged without the smallest ache, and there can
be no better measure of a car called Continental.
To me, that is incredible. But as incredible as
starting a journey in Belgium and ending it in
Poland less than 24 hours later having visited
Luxembourg, France, Germany, Liechtenstein,
Switzerland, Austria, Italy, Slovenia, Croatia,
Bosnia, Hungary, Slovakia and the Czech
Continental GT imparts the grandeur, permanence and impregnability of a castle, only its build quality is rather better Republic on the way? Not even close. L
14 NOVEMBER 2018 AUTOCAR.CO.UK 49
SIZE DOESN’T MATTER
Scale is a matter of perspective when it comes to the new Suzuki Jimny
versus the hulking Toyota Land Cruiser. Matt Prior gets his wheels wet
to discover why the difference between little and large is so small
PHOTOGRAPHY OLGUN KORDAL

he one and only small, lightweight export model, it’s tinier still), and that was the

T
four-wheel drive is how Suzuki
pitches the new Jimny – which
sounds fair. At 3.6 metres long it’s
shorter even than its predecessor,
and at 1135kg it weighs about as much as a
heavily laden tool chest.
So to test its off-road chops, here I am, having
it scamper up hills in a disused quarry.
And it’s very good: a mountain goat or a spring
gazelle among a herd of beasts of burden, one
of which – a Toyota Land Cruiser – is dutifully
following in its tyre tracks.
The latest fourth-generation Jimny is tiny
in relation to the Land Cruiser. It remains a
kei-class car in Japan (which means, without
the flared wheel arches and bumpers of this
idea in the first place. The Jimny was conceived
as a practical, rugged vehicle that looked ‘Jeepy’,
and in 1970 was the first four-wheel-drive vehicle
to meet the miniature kei-class regulations.
Weirdly, its generations get longer: the first
car remained on sale for 11 years; the second SJ,
the one people really knew as a ‘Suzuki Jeep’ and
which gained a reputation for falling over, was
on sale for 17 years; and the last for 20.
This latest version is shorter than its
predecessor but to my eyes looks bigger,
perhaps due to more chiselled edging, giving
it a more Defender/Jeep/G-Class/original
SJ-like appearance.
But it feels no bigger inside. The Jimny is
unashamedly compact, and though it can fit ◊

50 AUTOCAR.CO.UK 14 NOVEMBER 2018

 JIMNY VS LAND CRUISER COMPARISON

31, 22, 26deg

Approach, breakover and
departure angles on the Land
Cruiser. Although its body is
sited higher, the minimum
ground clearance (205mm)
is 5mm lower than
the Suzuki’s.

14 NOVEMBER 2018 AUTOCAR.CO.UK 51

 ∆ occupants in the rear, if you fold
down the thin rear seat backs to
create a flat plastic load floor, from
the front seat you can reach deep
into the load bay – which I reckon
would take a hay bale or a couple
of spaniels. With the rear chairs
upright, there’s barely a sliver of
boot, but the Jimny never was a
family car.
It has resisted the move to
accepting the mechanical layout
of one, too. Where other small
off-roaders have adopted a
monocoque, the Jimny retains
a separate chassis with live
axles sprung off it, both front Prior: larger than two spaniels
and rear. Where most cars get a
turbocharged engine, the Jimny’s
naturally aspirated four-cylinder unit is a 1.5 of just
100bhp at 6000rpm and 95lb ft at 4000rpm – high
revs for a 4x4, which is why the low-range transfer
gearbox is proving a considerable help as it springs
in and out of steep troughs with precious little
chance of grounding its extremities.
The approach angle is 37deg, breakover 28deg
and departure angle 49deg. Is that good? Don’t
just look to the Land Cruiser, but also to the latest
Jeep Wrangler – probably the most impressive
unmodified 4x4 I’ve driven. That betters the
Jimny’s approach angle (44deg), but can’t match
breakover (27.8deg) or departure (37deg).
Those aren’t the only important numbers, of
course, because off-roading is more nuanced than
that. In cars with a live axle, draw a line between
the wheel centres, and a bit below that you’ll find
the car’s lowest point to the ground. That the Jimny
rides on 195/80 tyres and 15in wheels leaves its
ground clearance at 210mm, while a Jeep can have
up to 300mm. So on rutted tracks or rock crawling,
there are cars that will go further. But then the
Jimny’s 1645mm width and 9.8m turning circle
will see it squeeze through gaps other off-roaders
cannot, while its kerb weight has it skipping over
mud patches that suck heavier cars in.
Conversely, though, some cars get big
turbocharged diesel engines and locking
differentials. The Jimny’s open differentials
have torque vectoring via braking, which only
artificially replicate lockers, and
then not always successfully.
They sometimes leave a
wheel spinning helplessly

3000kg
Towing limit of the Land
for grip. Usually, but not

Cruiser. More than HERE’S ONE THEY MADE EARLIER

double the Jimny’s
1300kg. So you think the new Jimny looks cool, do you? Well, let me tell
you, it’s been cool for longer than I’ve been alive.
This is my Suzuki. It’s actually an SJ410, grandfather to the
new Jimny and built by Santana in Spain. And it’s just the best.
From the first LJ10 of 1970, to the Samurai of the 1980s and
this brand new Jimny, Suzuki has been building lightweight off-
roaders with the formula of a small, naturally aspirated motor,
a separate ladder-frame chassis and a low-ratio transfer box.
In the last-gen Jimny, I drove up mountains in Malawi and
through disused quarries in the Midlands, and my 1989 SJ410
will hopscotch across snow-ridden green lanes when most
modern motors daren’t leave the house.
That’s why Jimnys
have forever been
cool: because they
offer unrivalled
mobility. They’ll go
places that all sorts
couldn’t at a price the
world, not just the
West, can afford.
Now that’s cool. MM
Dependable Land Cruiser is more complete, but Jimny offers value most car makers struggle to match
52 AUTOCAR.CO.UK 14 NOVEMBER 2018
 JIMNY VS LAND CRUISER COMPARISON

Land Cruiser and Jimny tackle the same terrain from entirely different starting points

`
The Jimny is a mountain
goat among a herd of
beasts of burden Lack of weight can stop plugging in thick mud, while styling offers plenty of character

a Suzuki Jimny
Picks up where last Jimny
left off, only chunkier outside
Toyota Land Cruiser 3dr Utility
If you want to go to extreme
places in some comfort, the
and more habitable inside Land Cruiser is the choice
RATING AAAAC AAAAC
Price £16,000 (est) £33,955
Engine 4 cyls, 1462cc, petrol 4 cyls, 2755cc, turbocharged, diesel
Power 100bhp at 6000rpm 175bhp at 3400rpm
Torque 95lb ft at 4000rpm 310lb ft at 1400-2600rpm
Gearbox 5-spd manual 6-spd manual
Kerb weight 1135kg 2055kg
Top speed 90mph 108mph
0-62mph 13sec (est) 12.1sec (est)
Economy 35.8mpg 37.6mpg
CO2, tax band 154g/km (WLTP) 199g/km (NEDC, WLTP not yet available)

fit…
Ground clearance is good, but he’ll never
always, the answer is to back up and try again
with a bit more speed, and allow the lack of inertia
to do the job.
Would the Jimny benefit from a turbocharged
engine? Certainly on the road, where it’s dreadfully
buzzy, and off-road it’s easy to stall if you’re trying
to creep forward without over-working the clutch.
But if a turbo and cooling adds 20kg, perhaps
necessitating a beefing of the clutch, it’d be easy to
get trapped in a cycle of making things heavier to
cope with something else you’ve just added weight
to, and end up with a 4x4 that isn’t a Jimny at all.
A couple of months ago, it was reported that
Suzuki was the most profitable car company, per
unit, in the world: an examination of the Jimny’s
underskin shows you why. You tap at it and
wonder how thin the sheet metal is, you can see
where they’ve stopped painting it, and what’s left
uncovered by vanity plastic in the engine bay. The
absence of a turbo saves cost, as does only having
five speeds on the fairly sweet gearbox, and if a less
than brilliant 35.8mpg and 154g/km of CO2 is the
result, you can see how Suzuki makes money on
cheap, tiny cars while other car makers cannot.
The Land Cruiser is not a tiny car, but in ethos
it’s not that unlike the Jimny – it puts off-road
provenance before on-road refinement, although
not to quite the same extent as the Suzuki, which as
well as being breathless, is a bouncy and tiresome
car on asphalt. But a car like the Land Cruiser,
which is the choice of most of Africa, should deal
with a Rutland quarry, right?
Actually, yes. There’s no Goliath-slaying here.
With a 700mm wade depth, twice that of the
Jimny’s but a kerb weight, list price and towing
limit that hover around that ratio too, the Land
Cruiser is the kind of old-school body-on-frame
off-roader that you’d rely on to take you anywhere
you want to go, and then bring you back again.
It too has low-ratio gears and one live axle
(the rear, which, curiously, hangs 5mm lower
than the Suzuki’s) but also a limited-slip centre
differential (high-end models get air springs
and a limited-slip rear diff too). But this three-door
model is itself surprisingly agile, owing to a small
(10.4m) turning circle.
There are one or two occasions where the Jimny
will fit between trees that the Land Cruiser will
not, though you’d bludgeon the Toyota through if
you had to, and there are occasions when you’d take
the Jimny’s 1135kg over the Toyota’s 2055kg. But
mostly the Toyota will go further, more easily, in
more relaxed style, than the Suzuki – particularly
when crawling over rocks, or wading. Yes, there
are times, mostly size-based, when the Suzuki will
go where the Land Cruiser won’t, but by and large
the Toyota feels, and is, the more capable, more
competent, and certainly more relaxed, off-roader.
And it feels constructed from more solids and
feels twice as refined on the road – though given
the price difference, this is unsurprising.
In truth, comparisons do not proffer a slight
on either: they come at doing broadly the same
thing from two very different ends. To pick a victor
would be like deciding whether an Ariel Atom or a
Ferrari 488 is the better sports car. The fact is that
they’re both great at their primary jobs – which, to
my eyes, makes them two of the most honest and
likeable vehicles on sale today. L

14 NOVEMBER 2018 AUTOCAR.CO.UK 53

STAR OF STAGE
AND A SCREAM
An F-Type built for rallying?
Why not! Dan Prosser holds on
for dear life as Jaguar tips a nod
to its special sporting heritage
o matter how much
N
you know about
Jaguar’s rallying
heritage, the sight
of an F-Type
convertible with a lamp pod on
its nose and a knobbly gravel tyre
tucked under each wheel arch can
only ever be incongruous. But then
incongruous rally cars are the most
interesting, aren’t they?
Jaguar’s rallying heritage is all
ancient history now, but there was
a time when its cars were truly a
force to be reckoned with. Early in
the 1950s, British rally driver Ian
Appleyard campaigned an XK120
with no little success, winning the
RAC Rally and the prestigious Alpine
Rally on two occasions apiece.
It was in the off-white NUB 120 that
Appleyard and his co-driver and wife
Pat – who also happened to be the
54 AUTOCAR.CO.UK 14 NOVEMBER 2018
daughter of a certain Sir William
Lyons and is still with us to
this day – netted each of those
victories in the Alps.
This is the year the XK120
celebrates its 70th anniversary,
and that was reason enough,
reckoned Jaguar, to build a
rallying version of its nearest
present-day descendant as a sort
of dust-kicking tribute. Just like
Ian Appleyard’s car, the recreation is
a drop-top in white with lots of neat
refinements that make it not merely
a sports car but a true rally car.
It has been developed mostly
in-house but with assistance from
a well known rally specialist, and
it’s built to FIA standards. It is not
homologated by the FIA, however,
mostly because the whole process is a
spectacularly tedious and expensive
one, which sadly means the F-Type
rally car will never compete.
We mustn’t view this as Jaguar’s
triumphant return to another arm
of motorsport it once excelled at,
then, although there is a good chance
we’ll see the F-Type running in
public as a course car.
What exactly does it take to turn
a two-seat roadster into something
that can be thrashed along a gravel
rally stage? Lots of underbody
protection, for one thing, and
gravel tyres on 16in wheels
for another. The car now sits
40mm higher on new springs
and trick Exe-TC dampers
(ask Sébastien Loeb what he
thinks of Exe-TC and he’ll go
misty-eyed; each of his nine
World Rally Championship
titles was won on its dampers).
The hood mechanism has
been ripped out, but any weight
saved has gone straight back in with
the roll-cage. There are competition
brakes, carbonfibre door skins
from the F-Type GT4 racing car,
competition seats and harnesses,
an intercom and even a hydraulic
handbrake. The suspension arms are
stock, although you would swear the
enormous upright was designed from
day one to cope with the combined
rigours of a tortuous forestry road
and merciless three-figure speeds.
 F-TYPE RALLY CAR FIRST RIDE

`
An open-top rally car is
unusual, not least because
the cabin swirls with dust
a F-Type familiarity
mixes with rally kit
and safety gear

The donor car is a base-model

F-Type with the four-cylinder turbo U N L I K E LY
engine, chosen simply because it’s R A L LY C A R S
the most recent version. Rear-wheel
drive, it uses the same eight-speed
auto as the road car, although the
limited-slip differential from the V6
model has been dropped in to replace
the stock open differential. Every
one of the showroom car’s electronic
driver aids has been disabled.
Until I’m allowed behind the wheel
myself I can’t tell you what an F-Type CITRO E N DS
rally car is like to drive, although I Having twice won the Monte Carlo
can tell you what it’s like to be driven Rally, the most famous of them all,
in. Welsh rally driver Jade Paveley the Citroën DS proved to be not
(left) was at the helm for my ride only an unlikely rally car but
around the Walter’s Arena forest rally a successful one, too.
complex. An open-top gravel rally car
is an unusual thing, not least because
the cabin swirls with wind and you
get a face full of dust at every turn.
But in every other respect, the F-Type
felt like… well, what it was supposed
to: a bona fide rally car.
Weighing During our run, it generated far
the same as more grip than you would believe
the road car, the possible on a loose surface, thanks to FE R R AR I 308
F-Type makes for a those gravel tyres. It even had good Built by factory-supported
somewhat chunky traction, despite upwards of 300bhp privateer outfit Michelotto in
rally machine at being split between two wheels only. the 1970s and ’80s, Group 4 and
1545kg. I thought the car would just want Group B-spec Ferrari 308s were
to swap ends, but from where I was competitive on asphalt rallies and
sitting it felt as though it took a occasionally competed on gravel,
boot-full to make it slide. too – as seen here.
It was the performance of the
suspension that really blew me
away, however. The combination of
body control and bump compliance,
particularly given the rough and
rocky surface beneath us, was
astonishing. Why doesn’t every
car have a set of Exe-TCs? What
the F-Type doesn’t have is the vast
suspension travel of a top-spec rally M E RCE D ES - B E NZ 450S LC
car, so it thumps heavily over the The elegant 450SLC looked more
bigger ruts and ridges that a modern like a lover than a fighter… but it
World Rally Car would glide across. was competitive on endurance
So how enthusiastic should we events. Hannu Mikkola pedalled
be about a rally car that will never one to second on the super-tough
compete? I know the answer, but I’m Safari Rally in 1979.
afraid I just can’t help myself. L

14 NOVEMBER 2018 AUTOCAR.CO.UK 55

EVERY Ferrari 550 Maranello
WON
BBDC IN

1997 &

ONE’S A
1998
One we found for sale 1997 550 Maranello, 38,000 miles, £89,995
A few years after the Ferrari 550 Maranello proved its genius beyond all doubt
by winning BBDC for the second year running, used values slipped below
£50,000. If you bought a 550 in 2005 and held on to it until now, you’ll have
come close to doubling your money: right-hand-drive cars that haven’t been to
the moon and back are fetching £90,000.

WINNER
The 550 will always be held in the highest regard, not only because it is so
good to drive but also because it was and remains to this day so much better
than the 575 that replaced it. Like any ageing Ferrari, a 550 can present a new
owner with some horrendous bills, so it’s very important that any potential
purchase has been thoroughly inspected by a Ferrari specialist. If engaging
first, third or fifth gears is a pain, for instance, you’ll be looking at a gearbox
rebuild and possibly a five-figure bill.

– FROM
£800 UP
The past winners of our annual Britain’s
Best Driver’s Car contest cost anything
from £800 to £340k today. Tempted?
Dan Prosser runs through them all

hen the arrow-headed history of Britain’s Best Driver’s Car.

W
McLaren 600LT
outpointed both the
Ferrari 488 Pista
and the Porsche 911
GT3 RS to be crowned Britain’s Best
Driver’s Car 2018, it became the
28th car to be awarded that honour
(see 7 November issue). Apart from
being the first time that Woking’s
favourite car manufacturer has
picked up our highest accolade, it
was also the first time since 2012
that the award has been delivered to
somewhere other than Maranello or
Stuttgart. In fact, this year marked
only the 14th time that a Ferrari or
a Porsche has failed to win in the
All you need to do today to put
this year’s best-handling car on
your driveway is to walk into a
McLaren dealership and agree to
hand over £185,500. You would
be well advised to move quickly,
however, because the 600LT will
apparently sell out very soon. One or
two previous winners of the BBDC
contest are more expensive still, but
the vast majority of cars that have
prevailed in our annual handling
challenge are significantly more
affordable. In one particular case,
it is actually possible to buy a former
BBDC champion for less than the
cost of a new smartphone…
Audi R8
One we found for sale 2008 R8,
70,000 miles, £35,250
What does it say about the three
giants of the German automotive
industry that Audi, BMW and
Mercedes-Benz count only one
BBDC title between them? Perhaps
that particular statistic actually
tells us more about the original
Audi R8 and what a landmark
sports car it really was. Seemingly
from out of nowhere, Audi delivered
the first credible alternative to
the once untouchable Porsche 911
in a generation, unhitching itself
– if only for a moment – from its
growing reputation for uninspiring
performance cars that hailed from
the tree stump school of automotive
design: heavy, lifeless and wooden.
The original V8-powered R8
wasn’t only surprising. It was also

56 AUTOCAR.CO.UK 14 NOVEMBER 2018


Honda NSX
One we found for sale 1995 NSX,
66,000 miles, £34,000
Only two cars in the history of BBDC
have successfully defended their
crowns the following year. The
Ferrari 550 Maranello (left) won
the contest in 1997 and remained
undefeated in 1998, but it was the
Honda NSX that first pulled off that
WON
BBDC IN
1991 &
1992
genuinely brilliant to drive by any
measure. It would have been due
the same breathless praise from this
title’s road testers had it worn any
other badge. Its ride was supple but
well controlled, its steering sharp
and intuitive, its chassis balance
satisfyingly neutral, and even
playful under power, despite four-
wheel drive.
“This car is sensational,” noted
feat, in 1991 and 1992. The mid-
engined NSX was aimed squarely at
the Ferrari 348, so while Honda was
building a junior supercar that was
so brilliant to drive that it won this
magazine’s handling shootout two
years running, Maranello was lazily
churning out the car that, to this day,
is reckoned to be one of its very worst.
former Autocar staffer Chris Harris
during 2007’s Britain’s Best Driver’s
Car. “It has balance to spare. It’s
supple, and yet on a circuit it’s well
controlled and it doesn’t roll about
all over the place. It’s an extremely
special vehicle.” For those reasons
and more, the R8 was voted ahead of
such stiff opposition as the Porsche
911 GT3 RS (997) and V8 BMW M3.
At £35,000 for a car with a
Today, NSX values start at around
£35,000 (whereas, believe it or not,
you’ll need to pay £10,000 on top
of that to pick up the dynamically
inferior 348). Servicing isn’t too
expensive and the NSX is as tough
as you’d expect any Honda to be,
although replacement parts are
very pricey.
WON
BBDC IN
2003
WON
BBDC IN
2007
BBDC IN
reasonable number of miles, the R8
is a steal at the minute. Running
costs, though, are still very much
of the £80,000 junior supercar
order. You should reckon on a
clutch lasting 20,000 miles or so
and costing £3500 to replace, for
instance. By and large, the V8
engines are bulletproof, although
a small number of cars did suffer
bottom-end bearing failure.
BBDC WINNERS WISE BUYS
WON
BBDC IN
2008
N I S S A N G T- R (R3 5)
One we found for sale 2009 GT-R,
67,000 miles, £31,995
As divisive as any performance car
before or since, the GT-R hit the UK
in 2008 amid a maelstrom of debate.
There was no questioning its frantic
cross-country pace, though. About
£32,000 buys a very early model now.
M A Z DA M X- 5 (N B)
One we found for sale 2003 MX-5,
60,000 miles, £1999
Not remembered quite as fondly as
the original, but as a former BBDC
champion, the second-generation
MX-5 is still a very fine car. With
prices starting at £800, you could
spend more on your next iPhone.
WON
BBDC IN
1999
FERRARI 360 MODENA
One we found for sale 2000 360
Modena, 28,000 miles, £62,950
Normally aspirated Ferraris with
manual gearboxes are sure to become
ever more sought after as the years
roll on, which means the right 360
Modena will almost certainly edge
up in value. Pay £60,000 but leave a
chunk aside for running costs.
WON
2011
P O R S C H E C AY M A N R
One we found for sale 2011 Cayman R,
64,000 miles, £35,950
With a little more power, less weight
and a touch more focus than the 2006
BBDC winner (the Cayman S), it was
perhaps inevitable that the Cayman R
would itself nick a BBDC crown.
Used cars start at £36,000 today and
values are holding firm.
14 NOVEMBER 2018 AUTOCAR.CO.UK 57
 Lamborghini Murciélago
One we found for sale 2002 Murciélago, 45,000 miles, £139,995
“Yes, it is enormous, and that does restrict your pace on narrow B-roads,” said our testers
of the gargantuan V12 Lamborghini when it was new, “but this is a beguiling mix of
raw involvement – through steering feel, charismatic engine and chassis balance – and
effectiveness, through superb traction, awesome body control and modern technology.”
The Murciélago didn’t only win BBDC in 2002 because of its dizzying sense of occasion,
then. It won because it was fantastic to drive and better, in our judgment, than the Pagani
WON BBDC IN 2004 Zonda, the original Ford Focus RS, the Porsche Boxster, the Porsche 911 and the facelifted
NOBLE M400 Honda NSX, which were all present on that day 16 years ago.
One we found for sale The challenge today is finding a right-hand-drive Murciélago with a manual gearbox.
2005 M400, When you do, you’ll find it comes attached to a £140,000 price tag. Running costs?
49,000 miles, £52,000 It’s probably best not to ask.

WON
BBDC IN

2002

WON BBDC IN 2005

PORSCH E 911
C A R R E R A S (9 9 7)
One we found for sale
2005 911 Carrera S,
88,000 miles, £19,950

Toyota GT86
One we found for sale 2013 GT86, 84,000 miles, £8800
Among the most affordable BBDC champions, the Toyota GT86 will be remembered as a
landmark performance car. At a time when many other sports cars were getting heavier
WO N B B D C I N 2013 and ever more powerful in the blinkered pursuit of speed, Toyota – and Subaru with its
PORSCH E 911 BRZ version – went in the opposite direction altogether and built a very light, compact and
G T 3 (9 9 1 .1) modestly powerful car and equipped it, not at all by accident, with low-grip tyres. The result
One we found for sale was the best-handling car of 2012.
2014 911 GT3, Values have fallen rather a long way since then. Priced at £25,000 new, the very earliest
14,000 miles, £99,995 cars can now be found for less than £9000. The even better news is that these cars are
extremely tough. Some owners report difficulty engaging second gear and the earliest
examples did have timing issues (which will have long since been rectified) but otherwise
there’s nothing else to be concerned about.

WON BBDC IN 1989

PORSCH E 944 S2
One we found for sale WON
BBDC IN
1990 944 S2,
144,000 miles, £10,995
2012

WON BBDC IN 2015

FERRARI 488 GTB

One we found for sale
2016 488 GTB,
2900 miles, £184,900

58 AUTOCAR.CO.UK 14 NOVEMBER 2018


Lotus Elise (S1)
One we found for sale 1998 Elise,
82,000 miles, £11,995
Lotus has won BBDC four times,
which means the Norfolk-based
firm is the third most successful car
maker in the history of the contest.
The second of those victories came in
1996 when the original Elise was still
box fresh and busy winning admirers
across the globe.
When Autocar’s Andrew Frankel
got back behind the wheel of an S1
WON
BBDC IN
1993
PORSCHE 968 CLUB SPORT
One we found for sale 1993 968 Club
Sport, 130,000 miles, £24,950
With better balance than a tightrope
walker, the 968 Club Sport is still
reckoned to be one of the finest-
handling performance cars of all
time. Prices are already on the rise
and you’ll be looking at £25,000 as a
starting point.
Elise in 2016 to celebrate its 20th
anniversary, he became smitten all
over again. “The car is so supple, so
good at shrugging off the challenge
of crests, cambers and surface
changes, that it makes you want to
drive until the tank has run dry,” he
said, before going on to conclude that
“history will place it among the finest
sports cars this or any other country
has ever produced.”
These cars are rare and desirable
WON
BBDC IN
2001
L O T U S E L I S E (S 2)
One we found for sale 2002 Elise,
62,000 miles, £13,000
A little heavier than the original,
the second-generation Elise still
offers one of the most stripped-back
driving experiences going. As with its
older brother, prices start at around
£12,000, with the desirable 111S
costing from £14,000.
enough today that they will hold their
value, or perhaps even creep up over
time. You will find cars for sale at
£12,000 or so and you’ll soon realise
that for the same outlay you could
bag a later, more modern-looking
Elise S2. However, those looking
for the purest and most unfiltered
driving experience should disregard
the newer model and stick to the S1.
The all-aluminium K-series engine
has a reputation for blowing head
WON
BBDC IN
2014
FERRARI 458 SPECIALE
One we found for sale 2014 458
Speciale, 5000 miles, £254,950
Razor sharp like a racing car one
moment, then playful and chuckable
the next. The 458 Speciale scooped
not just ours but every magazine’s
end-of-year award in 2014 and used
values reflect its high regard: you’ll
pay upwards of £250,000.
BBDC WINNERS WISE BUYS
gaskets like they’re made of Shredded
Wheat, but the latest gaskets should
be much more durable. The Elise
is about nothing if not the purity of
its steering and the brilliance of its
chassis, which is why wheel geometry
should be checked every two or
three years and suspension bushes
replaced every five or six. You needn’t
worry about rust, of course, although
it’s worth being aware that damaged
body panels can be pricey to replace.
WON
BBDC IN
1996
WON
BBDC IN
2010
PORSCH E 911 GT3 RS
(9 97. 2)
One we found for sale 2010 911 GT3 RS,
22,000 miles, £165,000
The later model with the 3.8-litre
Mezger engine is said by many to
be the best Porsche Motorsport car
of all time. As safe a place to keep
your £160,000 as a bank vault, but
infinitely more fun.
14 NOVEMBER 2018 AUTOCAR.CO.UK 59
 Porsche 911 Turbo (996)
One we found for sale 2000 911 Turbo,
69,000 miles, £34,995
To date, the Porsche 911 has seven BBDC crowns to
its name – comfortably more than any other single
model – but on only one occasion has the winning
911 used a turbocharged engine rather than a
normally aspirated one. Nowadays, if a 911 is
going to be nominated for our BBDC award, it will
invariably be a Porsche Motorsport model. Back
in 2000, though, when the 996-generation Turbo
scooped the prize, the original 911 GT3 was only
12 months old and it was yet to build the enormous
reputation it has today. The Turbo, therefore, was
still the daddy of the 911 range.
All the attributes that characterise today’s 911
Turbo and distinguish it from the GT3 apply to
this earlier version. With 420bhp from a twin-
turbocharged flat six, it has massive overtaking
punch, its engine rich in torque through the mid-
range rather than thriving on high crankshaft
speeds. Its four-wheel drive system also gives it
an all-weather usability that no GT3 will ever

WON
BBDC IN

2000

Lotus Evora WON

BBDC IN
One we found for sale 2010 Evora,
37,000 miles, £28,500 2009
Lotus hasn’t won BBDC since the Evora bested
the likes of the Audi R8 V10 and the Porsche 911
GT3 (997) in 2009. In many ways, this contest
and Lotus’s ride and handling gurus are made for
one another. Describing the then-new Evora, our
testers said it “flows with a stupendous fluency to
both its primary and secondary ride along good
or bad roads. There is roll, more so than you’d find
in some rivals, but its rate is restrained and the
way it turns and settles is never anything less than
exceptionally well controlled.”
The better part of a decade on from the Evora’s
BBDC glory, used cars can be found for less than
£30,000. The car’s uninspiring cockpit and stringy
gearshift hardly to seem to matter at that sort of
money. The 3.5-litre Toyota-sourced V6 engine
– somewhat unstressed at 276bhp – is close to
indestructible.

60 AUTOCAR.CO.UK 14 NOVEMBER 2018

 BBDC WINNERS WISE BUYS
match, and far from being stripped out and
heavy going in everyday use, the 996 Turbo is WON
no more demanding to live with than a base- BBDC IN
model 911 Carrera.
If there is a frustration with the 996 Turbo, it 2006
relates not to the way it drives or even the way it
looks, but to its rising value. Only a few years ago,
even very tidy cars could be bought for £25,000,
but that budget will barely afford the leggiest car
out there these days. To pick up an immaculate
996 Turbo today with, crucially, a manual
gearbox, you’ll be paying more like £35,000. WON BBDC IN 2016
Whereas contemporary 911 Carreras are PORSCH E 911 R
known for their potentially troublesome engines, One we found for sale
the Turbo thankfully isn’t because it uses a 2016 911 R, 1300 miles,
3.6-litre version of the much celebrated and far £340,000
more durable Mezger engine.

Porsche Cayman S
One we found for sale 2007 Cayman S, 73,000 miles, £12,700
On all but a handful of occasions, BBDC has been won by a car with a fixed
roof. The vast majority of winners have powered their rear wheels using only
normally aspirated engines that are, most commonly, mounted midships. It’s W O N B B D C I N 2 0 17
hardly any surprise, therefore, that the car that adheres as closely to that basic PORSCH E 911 GT3
technical formula as any other, the Porsche Cayman, has won the title on two (9 9 1 . 2)
occasions. The Cayman S bagged the first of those two crowns in 2006 (the One we found for sale
Cayman R took the second five years later), and with used values starting at 2017 911 GT3,
around £12,000 today, it is deliciously affordable. 6000 miles, £139,000
Plenty has been written about bore scoring issues, leaky rear main oil seals
and intermediate shaft bearing failure, but those issues have become so well
known that it’s easy to find a used car that has either had the remedial work
done already or been given a clean bill of health by a specialist.

WON BBDC IN 2018

M c L A R E N 6 0 0 LT
WON
BBDC IN One we found for sale
2018 600LT, no miles,
1990 £185,500

WO N B B DC I N 1995

LOTUS ESPRIT S4S

Mazda MX-5 (NA) One we found for sale

1995 Esprit S4S,
75,000 miles, £31,595

One we found for sale 1996 MX-5,
47,000 miles, £2250
When writing about this contest on the
occasion of its 25th anniversary, in 2014,
Andrew Frankel noted: “It is the classless
nature of BBDC that continues to form a
large part of both its enduring appeal and
its importance. You still can’t look at the
badge, the power figure and the price and
work out the winner.” The Toyota GT86’s
victory in 2012 proved as much, but the
inclusive tone was set as far back as 1990,
only the second year the competition
had been held, when the dinky Mazda
MX-5 saw off heavy hitters such as the
BMW M5, the Ford Sierra Cosworth 4x4
and the Porsche 944.
Mazda won that contest not by
reinventing the sports car but by
uninventing it. Nothing about it was
new; not its compact dimensions, nor its
minimal weight, its double-wishbone
suspension, that well-balanced chassis
or its crisp steering. Mazda simply
repurposed the sports car fundamentals
of old, repackaging them in a modern and
delicately handsome body. The current-
day MX-5 does exactly the same thing (as
does the new Alpine A110, for that matter).
It wasn’t so long ago that these very
early cars could be picked up for
three-figure sums, but as clean and
well-cared for examples – particularly
those that haven’t been clumsily
modified – become increasingly rare,
values are on the rise. Nonetheless, it is
still possible to find such a car for not
much more than £2000.
You needn’t be too concerned about
mileage – an MX-5 engine can still be at WON BBDC IN 1994
its best after 100,000 miles – just so long PORSCH E 911
as the car has been looked after properly. C A R R E R A (9 93)
Rust can be an issue, though, and you One we found for sale
should look very closely at the rear arches, 1996 911 Carrera,
the sills and the base of the A-pillars. L 89,000 miles, £43,000

14 NOVEMBER 2018 AUTOCAR.CO.UK 61

 YO U R V I E WS
Motion emotion
There’s a lot of noise and excitement
in the car world at the moment
regarding ‘retro’ design (for example,
the Peugeot e-Legend based on the
504 coupé), but I want to challenge
the definition of ‘retro’. It’s not.
It’s just simple, clean design being
badged as ‘retro’ to spark emotion.
When will car designers realise
that in a market crowded by lookalike
boxes, clean, simple design stands
out and stirs the human soul? Look
at the forthcoming Honda Urban EV,
for example, and you will understand
why people are getting excited
about its arrival.
Stephen Ward
Via email
Aero worship
At first glance, the McLaren
Speedtail could be a reincarnation
of the Jaguar XJ220. Did Jaguar get
it so right all those years ago or are
both the XJ220 and the McLaren
simply a result of the inevitability
of aerodynamics?
Chris Thomas
St Neots, Cambridgeshire
Penning dreadful
Thank goodness for Matt Prior.
I was beginning to feel like the small
boy in the tale of The Emperor’s New
Clothes, with nobody appearing
to notice that so many cars on
the market today are ugly – an
understatement in some cases.
Incidentally, I feel the
largest so-called SUV in every
manufacturer’s range (think F-Pace,
Q8, X6) should come in a new
classification: ‘Monstrosity’.
Peter Taylor
Ilton, Somerset
Greek chic
Just got back from a week’s holiday
in Corfu, where I spotted the vehicle
pictured below at a Suzuki dealer.
Having toured most of the island,
it was the best car there.
I think your magazine is having
some effect on me as I am now
working out how to convince the wife
that it’s her next car, to replace her
The best car in Corfu, reckons Mark
64 AUTOCAR.CO.UK 14 NOVEMBER 2018
WRITE TO
autocar@haymarket.com
Cullinan: what Rolls customers craved
LETTER OF THE WEEK
2040 motorist can rely on a real-
world range of 750 miles, they’ll only
need to charge their car for 10 hours
per year. How do the sums look then?
Terence Larkin
Via email
Master of the Rolls
How refreshing to read an article
about the Rolls-Royce Cullinan that
actually features the vehicle and no
comment about the perceived social
status of potential owners.
A 300mph ‘Tail blazer WIN Matt Prior, in his excellent First
Letter of the week Drives feature (31 October), correctly
Is McLaren trying to pull a fast one? Are we wins this ValetPRO identifies that Rolls-Royce is only
looking at the first 300mph car? The Speedtail exterior protection doing what all good and successful
is clearly a fantastically low-drag device, what and maintenance kit companies do, which is giving the
with its ‘langheck’ rear end, faired in front worth £48 customer what they want. I don’t
wheels and distortable control surfaces. Bear like Marmite but I wouldn’t criticise
in mind that the McLaren F1 would do 240mph anyone who does and so it should be
(rev limiter disabled) with just 627bhp, so it’s with cars.
likely the Speedtail would achieve its quoted Philip Taylor
250mph on this power level alone. Northwich, Cheshire
Provided the aerodynamic drag is
groundbreakingly low and the frontal area Wanted: the next Brockbank
is similar or less than the legendary F1, then, I’d like, somewhat belatedly, to thank
with over 1000bhp on tap, five miles per minute Andrew Frankel and everyone at the
might be just possible. magazine for your very interesting
Carl Severest article on road tests in the 10 October
Little Staughton, Bedfordshire issue of Autocar.
I’ve had a driving licence now for
Duster (purchased following your anything relating to the motoring
recommendation). industry), I understand Matt’s
It will sit well next to my Ariel scepticism, but I think his sums need
Nomad. Yes, you guessed it… adjusting. We won’t need 31 million
Mark Lightfoot charging points any more than we
Derbyshire need 31 million petrol pumps today.
First, the Government’s plan does
Sorry, wrong number not exclude hybrids and the non-plug-
Mindful of the Government’s in variety don’t need a charger. More
‘Road to Zero’ plan, which seeks to importantly, in your 24 October issue,
eliminate conventional petrol and Steve Cropley shared his experiences
diesel cars by 2040, Matt Prior has of the Hyundai Kona Electric and its
written more than once about the “honest range of 270 miles”. No one
impossible challenge of building a will be surprised if a 2040 electric car
huge charging network to satisfy has a real-world range of three times
future demand for electric cars. that, or to discover that it can be fully
Matt suggests that a UK car park recharged in rather less than an hour
of 31 million cars will require at least (indeed, given the regular advances
31 million charging points, so to in this area, my estimates may be
reach that number by 2040, we need conservative).
to start building more than 4000 The Government’s most recently Alex can’t wait to
charging points per day – starting published National Travel Survey drive a Demon. Just
yesterday. Given the Government’s tells us the average car owner drives nine years to go…
track record (especially with 7390 miles per annum. If an average
 LETTERS
69 years and have been a reader of
Motor and Autocar for even longer. G R E AT R E A S O N S T O B U Y
I had to convince myself that I wasn’t

NEXT WEEK’S ISSUE

actually around for the 1927 test of
an Austin Seven, but I do remember
driving a couple in the 1950s and how
entertaining they were.
In the 1940s, the family business
had a Fordson van (I think of post- O N S A L E 2 1 N OV E M B E R
war vintage), which had the centre
positioning of the accelerator. As
the article says, it was already very R OA D T E S T
much an anachronism. I do still very
clearly recall sitting in the driver’s
seat watching it making for a car
park pillar while I wondered why I
couldn’t get the brake to respond!
As a rather sad ‘geek’, before the
word was even invented, I kept a log
of all the cars I drove for about six
years after I had my first licence.
I reached about 200 before I stopped
recording and one of the tiny regrets
of my motoring life is that I didn’t
continue. I wonder what the total
would be by now? I never came across
another central accelerator pedal.
I also have another small regret
that your magazine no longer
publishes a cartoon. I recently
came across one by Brockbank and
realise that I still miss him.
May I wish you all the best for
another century or so – fortunately
there are still some places in the UK
Aston Martin DBS Superleggera
where driving remains a pleasure. Our first impressions of Aston’s super-GT resulted in a five-star rating.
Norman Gerald
Via email Can it build on that early promise in the toughest test in the business?
Watch out, Matt Saunders F E AT U R E C O M PA R I S O N
My son loves car magazines and after
reading many articles and statistics,
he wrote this review:
“The Dodge Challenger SRT
Demon is the ultimate, it’s slower
than a Nissan GTR in top speed
but with killer acceleration is faster
at 2.3sec. WOW! Rivals Chevrolet
Camaro ZL1 1LE and Chevrolet
Corvette ZR1. Rated 9/10. I think it’s
the ultimate family muscle car. By
Alex Thornber, aged 8.”
I hope you find this review useful
and consider him for future reviews!
Rosemary Thornber
Via email
What’s happened to TVR? Alpine vs McLaren
Colin Goodwin checks on the The A110, this year’s most exciting
progress of the reborn marque sports car, takes on the 570S
EVERY WEEK

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14 NOVEMBER 2018 AUTOCAR.CO.UK 65

BMW 7 SERIES
FORD FIESTA
The nation’s biggest-selling car leaves
the Autocar fleet with its head held high –
and ours downcast at its departure
FINAL REPORT MILEAGE 10,492
WHY WE R AN IT
To determine whether the country’s
best-selling new car is as worthy of that
title as its brilliant predecessor was
hen we first said hello
W to our shiny new Ford
Fiesta ST-Line in May, we
did so with trepidation.
This was a stylish, sporty hatchback
with a respectable 138bhp, but it
cost £19,495 when our car’s options
were accounted for, making it £200
pricier than an entry-level ST. Before
even getting out of the starting
blocks, it faced a bit of a struggle
to justify treading on the toes of its
more focused cousin. Not to mention
elbowing its way into the premium
end of the hatchback realm. Was our
66 AUTOCAR.CO.UK 14 NOVEMBER 2018
O U R CA RS F E AT U R E D T H I S W E E K
FORD FIESTA KIA CEED
car an example of a Fiesta that’s too
expensive for its own good?
Things got off to a good start. Now
as much as then, the latest-generation
Fiesta’s smart cabin design and
premium-feeling interior surfaces
really reward forking out on higher-
spec trim. In particular, the ST-Line’s
soft perforated leather steering wheel
and well-bolstered seats feel like
they’ve come from a car in the class
above and the optional (£350) 8.0in
touchscreen, complete with Apple
CarPlay, is as intuitive and reactive
as any in this class.
The latest Fiesta platform is also
more practical than before. Okay, so
there are a few minor issues – such
as the high lip on the boot floor that
prevents flat loading and those snug
seats being potentially too close for
comfort for larger drivers – but the
MERCEDES S-CLASS NISSAN LEAF
Sheehan enjoyed the
chassis and engine in
almost equal measure
Fiesta is unquestionably easy to live
with. Key pros in our experience
include the decent leg room in the
back, even with the three-door access
of our car, and the excellent B&O
premium sound system (part of that
£350 infotainment package), which,
to these ears, is the best in this class.
Even if you’re not impressed
by the car’s more premium cabin
(although we’re yet to find someone
who dislikes it), catch a glimpse
of the Fiesta’s reflection in a shop
window and you’re more likely to be
convinced. Dressed in sporty ST-Line
bodywork with a set of optional
(£600) 18in wheels, our car has not
stopped looking the business. So
much so that it has turned heads as
TOYOTA LAND CRUISER
effectively at the end of our tenure as
it did at the start, even though in that
period the new Fiesta has gone from
rarity to commonplace on UK roads.
For an ST-Line owner, it provides
a welcome, albeit illegitimate, ST
experience. Not sure ST drivers
would feel so positive, mind.
With so much to love, the Fiesta
had us smitten in the first few
hundred miles. That was until we
gauged how much fuel it was using.
The 1.0-litre Ecoboost unit, even in
punchiest 138bhp form, is claimed
to enable 57.6mpg combined and
47.1mpg in town. But the urban
figure was closer to 30mpg to begin
with, meaning this little triple had
 Owner of this Fiesta TEST DATA
gave the new ST-Line L OV E I T
version a thumbs-up F O R D F I E S TA 1 . 0 T
E C O B O O S T 1 4 0 P S S T- L I N E
TEST STARTED 13.4.18
Mileage at start 195
Mileage at end 10,492
PRICES
List price new £17,945
List price now £17,965
Price as tested £19,495
Dealer value now £12,990
Private value now £11,900
Trade value now £11,980
OPTIONS
DESIGN
New Fiesta drew a mixed reaction
ST-Line 18in alloy wheels £600, rear privacy
when it arrived, but the ST-Line’s
glass £250, rear parking sensors £200, B&O Play
premium 10-speaker audio system £350, Shadow
additions help it grow into its skin.
Black contrast roof and mirrors £150
ST-Line bodykit FUEL CONSUMPTION AND RANGE
and optional wheels Claimed economy 62.8mpg
always looked good Fuel tank 42 litres
Test average 40.3mpg
Test best 44.5mpg
Test worst 32.9mpg
Real-world range 372 miles
TECH HIGHLIGHTS
0-62mph 9.0sec
Top speed 125mph
Engine 3 cyls, 998cc, ENTERTAINMENT
turbo, petrol This is quite possibly the most fun
Max power 138bhp at 6000rpm 1.0-litre car on sale because the
Max torque 133lb ft at 1500rpm engine is as eager as the chassis.
Transmission 6-spd manual
Boot 292 litres
Wheels 18in, alloy
Tyres 205/40 R18
Kerb weight 1144kg
XR2 is a reminder SERVICE AND RUNNING COSTS
that sporty Fiestas Contract hire rate £182.63
have a long history CO2 112g/km
Service costs None

` Other costs
Fuel costs
None
£1269.50
Like the whole Fiesta range, this car is Running costs inc fuel £1269.50
Cost per mile 12 pence INTERIOR
lovable, usable and very easy to live with Depreciation £5965
Cost per mile inc dep’n 70 pence
It’d be hard to call it plush, but
functional, pleasing to the eye
a Faults None
PREVIOUS REPORTS
and comfortable? Yes.

SECOND OPINION
Every time I had the chance
to drive the Fiesta, I’d
take the long route home.
It manages to be engaging and
dynamic without any detrimental
impact to the ride and is proof that a
downsized turbo triple is all you need
to have fun at road-legal speeds. If I
had to pay the insurance premiums,
I’d even give the ST-Line serious
thought over a full-fat ST: to me,
there’s no greater example of how a
supermini fulfils its brief. TM
a drinking habit comparable with a
luxury saloon’s. Economy thankfully
improved, with the daily commute
more consistently returning 40mpg,
but it plateaued there and average
motorway economy never rose
beyond the mid-40s.
This, we concluded, was because
the 1.0-litre runs on the boil at about
70mph, with the six-speed gearbox’s
final ratio leaving it spinning at
2750rpm, right in the meat of its peak
torque range. The motor feels more
eager than a triple should at these
speeds, but the downside is it’s also
thirstier, plus there’s no standard
cruise control in the ST-Line to help
out. For a motorway cruiser, the 1.5
TDCi diesel remains the option of
choice – but you knew that already.
What does come as a surprise – a
pleasant one– is the 1.0’s enthusiasm
to rev. With peak torque arriving
from 1500rpm, you might expect it
to run out of puff pretty quickly. But
maximum power is at 6000rpm, so
you’re rewarded with pleasing thrust
when you let the rev counter needle
rotate towards the redline.
It’s even easier to enjoy that
powertrain because the latest Fiesta
has a fine chassis that’s able to
entertain as well as it can deal with
city bumps. But the ST-Line gets
slightly firmer damping rates, which
you can feel from the get-go and
provide the car with enhanced agility,
although there’s an equal reduction
in ride comfort as the pay-off. We
never tired of the ride, although it’s
true that for most, a standard-spec
Fiesta chassis would be more than up
to the job. Only when you really get
on it does the ST-Line’s set-up bring
worthwhile improvements, such as
quicker steering response and better
body control.
Which brings us to the earlier
question. Does the ST-Line justify the
DEPRECIATION IS CALCULATED FROM TAKING THE TRADE-IN VALUE FROM THE ORIGINAL LIST PRICE MINUS OPTIONS
16 May, 22 June, 18 July, 12 September
L OAT H E I T
cost? Yes and no. The base Fiesta is
such a good platform that dishing out
for the extras would only make sense
if you really care about the sporty bits
they bring. We’d hedge that for most,
a mid-spec Ecoboost with 99bhp and
standard suspension would more
than suffice. Little wonder ST-Line
accounts for just 20% of sales. At the
top end of Fiestadom, a Titanium
is the better all-rounder. Plus, with FUEL ECONOMY
ST prices so close, if you’re lucky No matter how hard we tried, we
enough to have cheap insurance, couldn’t consistently escape mpg in
the hottest model will surely be too the mid-40s, even on a run.
tempting. However, for those with
higher premiums seeking to stand
out from the (very large) Fiesta crowd
and be presented with occasional,
genuine driver kicks, the ST-Line
does make sense. Like the whole
Fiesta range, it’s lovable, usable and
very easy to live with – and a marked
improvement over the previous-
generation model. Mark my words:
ours will be sorely missed.
SAM SHEEHAN PRICE
High baseline of the standard Fiesta
means only those desperate for
OWN ONE? SHARE YOUR EXPERIENCE grunt should get the priciest ST-Line.
sam.sheehan@haymarket.com

14 NOVEMBER 2018 AUTOCAR.CO.UK 67

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68 AUTOCAR.CO.UK 14 NOVEMBER 2018


Now the honeymoon period is over, it’s time to answer some searching questions
MILEAGE 8222
WHY WE ’ R E RU N N I N G IT
To see if, after decades trying, BMW has
finally found the formula required to
create a truly world-class luxury car
t is the only car in which
“
I it is possible to apply
liquid eye-liner.” As
measures of a car’s ride
quality go, it was a somewhat left-
field contribution, but this prescient
observation from my 16-year-old
daughter was no less valid for that.
For I guess the single biggest
question mark that has been hanging
over this BMW 740Ld as the months
have passed is whether it really
does have what it takes to cut it as
a true luxury car. It seemed on first
acquaintance to buck the trend of all
those also-ran 7 Series that preceded
it, but could that initial feeling of
well-being it imparted be maintained
once the novelty had worn off and
familiarity set in?
In the main the answer is yes. But
sometimes its looks and interior
architecture make the 740Ld feel
like a long-wheelbase 5 Series, and
LOVE IT
FOU R - WH E E L STE E R I N G
Makes the car both more stable
and more agile, according to the
prevailing need.
LOATHE IT
U PSCALE D CAB I N
Interior looks like that of an
ultra-plush 5 Series, rather than
a breed apart.
BMW 7 SERIES
Wheelbase allows good space; rear
steer makes it feel nimbly shorter
although the Five is also at or near
the top of its class game, there are
times when I wish the Seven was
more obviously differentiated than it
is, given the considerable additional
outlay. But then I drive it, feel that
ride quality and the hushed cabin
ambience at a motorway cruise, note
that it is also the only car in which the
aforementioned daughter reckons she
can fall asleep in, and it seems very
comfortable in its super-luxury shoes.
So it has an ace ride and is very
quiet. But how much BMW still lurks
within those imposing walls? The
thing with previous-generation 7
Series is that while they’ve not been
a patch on the likes of the Mercedes
S-Class for lowering your stress
levels, wafting you around and
making every journey seem shorter
than it is, so too have they always
been quite special to drive. And for
those who liked to have a bit of a
pedal once in a while but needed a big
car more for its space more than the
last crumb of comfort it had to offer,
it made some kind of sense. It was a
niche crowd, sure, but one I imagine
BMW would not choose to forsake.
This Seven is different. Although
similar in weight to its predecessor,
because its additional feature content
and standard four-wheel drive is
offset by its lighter, carbon-intensive
structure, and identical in wheelbase,
it takes another view of the open
road. While its parent was firmer,
quicker to react to the steering
and most demonstrably sporting
in nature, this car appears to have
abandoned this territory. At least
on first acquaintance. It lollops along
in a straight line, and if you just
ease your way through some curves,
you may conclude that there’s little
more of interest to discover here.
But you’d be wrong.
Or at least you’d be wrong in this
car. It’s fitted with both Integral
Active Steering and something called
Executive Drive Pro. The former is
OUR CARS
essentially four-wheel steering, the
latter active roll bar control to go with
the already electronically controlled
dampers. So, and in short, when you
want to have fun, the car knows and
does its best to oblige. The rear steer
effectively shortens the wheelbase,
making it feel more like a 5 Series,
while the computer-controlled roll
bars actually anticipate corners using
info from the nav and cameras, so
it doesn’t have to react to steering
inputs: the system is already primed
and ready. The result? A big barge
that nevertheless corners flat, fast
and with commendable accuracy.
Only the steering lets the side down a
little. There could and should be more
feel to the helm than it has.
But one question still remains to
be answered: is it actually as good
or perhaps even better to live with
than an S-Class. In short, can it claim
one of the most coveted scalps in the
entire automotive field? Happily,
editor-in-chief Steve Cropley has just
such a car at his disposal and he’s
as keen to try the BMW as I am to
sample the Benz. So we’re going to
swap for a bit and report back.
ANDREW FRANKEL
TEST DATA
B MW 740 LD
M S PO RT XD R IVE
Price £83,255 Price as tested £105,875
Faults iDrive occasionally squabbles with
Napster app Expenses None
Economy 45.3mpg Last seen 7.11.18
OWN ONE? SHARE YOUR EXPERIENCE
autocar@haymarket.com
14 NOVEMBER 2018 AUTOCAR.CO.UK 69
a
2YHU


-),,)/
$335 .
29('

KIA CEED
Is our top-spec car really £8k better than the entry-level one?
MILEAGE 2420
WHY WE ’ R E RU N N I N G IT
To see if the new, Europe-designed
Ceed is a true Volkswagen Golf rival or
still a bit of a family hatchback also-ran
eally? £27,000? You can
R
“ get an [insert supposedly
more premium rival
here] for that!” It’s a
phrase I’ve heard more than once
when people ask about the top-spec
Kia Ceed I’m running. It’s a fair point
when you think that £27k will very
nearly get you into a base Audi A4.
My stock advice is that more
modest trim levels better balance
necessary equipment and list price.
But it’s not a view shared by buyers.
Manufacturers are increasingly
finding that the higher trim levels are
the most popular choice, particularly
when packaged into a PCP deal.
As luck would have it, we had an
entry-level Ceed in for a separate test,
so I leapt at the chance to get them
together and see if my First Edition
spec could justify its £8000 premium.
First off, let’s look at appearance,
inside and out. The Ceed isn’t the
most attention-grabbing hatch, but
it majors on classy understatement.
The entry-level car obviously retains
the same basic shape, but a few key
design elements are missing.
For example, it has the same LED
LOVE IT
U PMAR KE T FE E L I N S I D E
First Edition spec brings a cabin
that looks premium enough to take
on the German establishment.
LOATHE IT
N O I S ES O FF
The firm edge to the ride is
exacerbating an annoying clicking
noise behind the roof headlining.
Our car has LED headlights, not halogens
running lights as the top-spec car
but ditches the full LED headlights
in favour of less premium-looking
halogen bulbs. The door mirrors,
as well as losing their auto-folding
mechanism, ditch the LED indicators
and puddle lights of the range-topper.
The wheels are an inch smaller, too,
and there’s no privacy glass.
Nothing dramatic, then, but the
changes are enough to give the
Ceed less kerb appeal, to my eyes.
But it’s the interiors that most set
the two trims apart – not just the
way they look but also the way they
feel. Soft leather upholstery, padded
door inserts and glossy plastics are
replaced by a notably less tactile and
more austere environment. Little
details make all the difference here,
too, such as the cool white LED
interior lighting of my car swapped
for dull yellow bulbs.
Of course, my Ceed has far more
standard kit, but the base Ceed
isn’t totally spartan. There’s still
a touchscreen (albeit with an inch
lopped off the display and no sat-
nav), cruise control, DAB and a
rear-view camera, but the seats have
manual adjustment and the air-con
isn’t automatic. For reliable, simple
transport, it’s utterly fit for purpose.
The differences on the road
are perhaps more surprising.
OUR CARS
MERCECES-BENZ A-CLASS
MILEAGE 3222 LAST SEEN 31.10.18
In less than a month since it joined
us, the A-Class has racked up a vast
number of miles – a sign of how well
it fits into daily life. Yet much debate
has started in the office among those
who’ve driven it: ride quality (mixed),
fuel economy (highly regarded),
suitability of the transmission (not
popular), interior quality (a high
point), and size (Golf-like ‘just right’).
Much to explore further… MT
It’s the cheaper Ceed that’s
more comfortable overall, with
the extra inch of tyre sidewall
allowing for greater bump
absorption at lower speeds and
less road noise.
Whether you prefer the
reasonably slick manual shift or
the largely smooth seven-speed
automatic is personal taste, but
the greater degree of control
(coupled with the lack of paddle
Nissan Leaf
shifters for the auto ’box) sways MILEAGE 3835 LAST SEEN 31.10.18
me towards the manual option. On the morning after daylight
The First Edition’s four-cylinder saving ended, I assumed I’d have to
motor doesn’t have the all-round manually adjust the Leaf’s clock.
refinement advantage over the base After fiddling with settings menus, I
1.0-litre three pot you might expect, realised the clock had an auto-adjust
either. Sure, at lower revs, the four- mode. Only then did I actually bother
pot is arguably less intrusive and to look at the clock – and, of course,
smoother, but the reverse is true at it was already set to the new, correct
high revs, where the 1.4-litre engine time. That’s one benefit of having a
becomes coarse. ‘connected’ car, I guess. AM
Of course, the 1.4-litre offers more
power and, crucially, more low-down
torque, feeling more muscular in
the process. The 1.0-litre needs to be
worked a fair bit harder in the same
situations, meaning that it was only
around 5mpg more economical over
the same journey.
Overall, although I prefer the
added luxury and performance of
my top-spec Ceed, it would have to
be seriously tempting on a monthly
payment basis for me to justify the
40% price jump. Toyota Land Cruiser
LAWRENCE ALLAN
MILEAGE 7132 LAST SEEN 31.10.18
TEST DATA You can’t switch the Land Cruiser’s
K I A C E E D 1 . 4 T- G D I automatic headlights out of auto
FIRST EDITION mode, save for leaving them on, and
Price £26,850 Price as tested £26,850 they’re hypersensitive. On autumn
Faults Roof rattle Expenses None roads with long shadows, the lights
Economy 41.7mpg Last seen 31.10.18 repeatedly flick between on and off,
a few seconds apart, and I wonder
if it irritates whoever I’m following.
The amazing thing about eyes is they
OWN ONE? SHARE YOUR EXPERIENCE know when it’s getting dark. MP
lawrence.allan@haymarket.com
14 NOVEMBER 2018 AUTOCAR.CO.UK 71
USED CARS What to buy, where to buy it and how much to pay Old Puntos might
need a bit of TLC to
James Ruppert
THE HIGH PRIEST OF BANGERNOMICS

keep them going

BANG ON THE MONEY

A modest investment can reap considerable rewards
ere’s some interesting £500 isn’t an outrageous amount blow me, it sailed through with no

H reader feedback from

Gary, who enjoyed the
piece on cockroach cars:
“I was never a fan of Bangernomics
(a bit of a snob) until my 20-year-old
Punto went bang last year.”
If I can interject right there,
surely keeping a Punto alive at that
age is fairly impressive in itself. I
always thought it was nice to drive, a
popular first car with free insurance
incentives. Head gaskets could go
and a decade-old one a friend had
of money to spend. Indeed, a quick
check of classifieds soon turned up
a 2009 1.6 Life with 126,000 miles.
That’s fairly nippy and may not
have the SXi bits, but I would junk
the plastic wheel trims and revel
in the basic honesty of it all. The
big question is though, are Astras
reliable? Well, Gary can help us there.
“When the time came for an MOT,
` noise, and the cost was almost what
advisories,” he says. “So now I had to
keep it for another year.
“A year later it sailed through its
next MOT, and now I had to make
a decision: do I keep it or trade?
I decide to keep it, my £500
investment looking really good now.
The third year it went through again,
but I was warned it would need work
for the next one. Then the thrust
bearing went and it made a horrible
the car was worth, so I traded it.”

W H A T WS TE
recently needed a lot of persuasion
to keep going because bits kept
Fully operational Sadly no picture, so it doesn’t make
reader’s ride, but have £500 and you
ALMO T
B O U G HE E K
breaking. I think early ones without
the grille will have a following, but
Fiat Puntos from can certainly travel, often for three
trouble-free years. If you are proud of
THIS W try and find one that works. I saw a
few from the early 2000s that had
2004 start at £400 your motor, whatever it cost, send me
a picture and a few words and we will
issues and no MOT, but below £200.
If you can stomach the stick-on
a celebrate its wonderfulness.

moustache-like grille of the facelift Vauxhall Astras

cars then there are loads to choose are cheap, spacious,
from. Fully operational ones from plentiful and practical
2004 seem to start at £400, but
M ITSU B I S H I - WI LLYS J E E P I’d prefer a prettier Grande Punto
All this talk of the new Jeep from 2006 for very similar money,
Wrangler got us thinking about especially with an off-centre stripe.
the original Willys Jeep of Anyway, let’s get back to Gary.
1941. First we got the hots for a “Needing a car quickly, I took a
fully restored, ex-Korean War punt on a 53-plate Vauxhall Astra
example up for £16,995. And SXi for £500 and with a year’s MOT,”
then we did a bit more digging he says. “The car was beautiful not
and found this Mitsubishi-built only to look at but also to drive.
model from 1993 with a 2.7 It went like a rocket.”
diesel and just 53,000 miles. Gary liked it, then. Astras really
Yours, or ours, for £8295. are great workhorse motors, both
spacious and really practical, and
 TA L E S F R O M R U P P E R T ’ S GA R AG E
READERS’ QUESTIONS

I’ve driven the North

QUESTION Coast 500 and really
enjoyed it, but now I
fancy a fresh challenge. What
do you recommend?
Paul Scott, Dartington, Devon
MILE AGE 102,4 45
It’s only a quarter of the distance

MINI COOPER but we suggest you try Northern

ANSWER Ireland’s 120-mile Causeway
Coastal Route. Like the NC500
It was suggested to me by several ‘experts’ that fixing the it boasts incredible roads,
breathtaking views and some memorable
Cooper by changing its head gasket would take just a couple of stopping points, including the Giant’s Causeway.
The route starts in Belfast. JE
minutes’ spannering. I suspected that the problem was rather
more serious, so dropped the car off at my local garage, which What should I
has bigger spanners. Well, this isn’t going to be a quick fix: what QUESTION consider when
we’ve got is a full-on blocked-oil-and-waterway, crammed-full- looking at PCP deals?
Karen Lawson, via email
of-crud scenario. Even the radiator is pretty unwell. Quite why
this has happened seems to be a complete mystery. Clearly Check the annual mileage limit
and the excess mileage rate, and
some bits of something broke off and started getting hot. ANSWER ask if there’s a servicing offer.
This is going to be costly and time consuming. Depreciation is key to a PCP’s
cost, so don't be distracted by list
prices – you might be able to fund a better car
than you first thought. JE

BANGE RPE DIA

What sporty mid-

QUESTION size estate would
you recommend
for £20,000?
Gordon Harris, Bicester, Oxfordshire

You’ll get a 2016/16 Volkswagen

J is for Justy
The original Subaru Justy was certainly unique, and
for those that only needed a tiny four-wheel-drive
supermini, there it was. So if you live up a muddy lane
and only visit the corner shop it’s pretty much perfect.
It isn't hard to justify a Justy. Not much money buys
a petrol four-wheel drive car that delivers 40mpg and
takes up little road space, so you won't provoke the
anti-4x4 lobby. It’s trendy, too – in some markets it was
actually badged as the Trendy. You might just find a
1996 1.3 GX with minor issues for £500 to go.
Golf R automatic with 10,000 miles
ANSWER for your money, or a 2017/17 Seat
Leon Cupra 300 auto with 30,000
miles. Or save some cash and plump
for our pick: a 2016/66 Skoda Octavia vRS with
20,000 miles, all for £18,000. JE

SEND YOUR USED CAR TALES TO  james@bangernomics.com AND READERS' QUESTIONS TO  autocar@haymarket.com
14 NOVEMBER 2018 AUTOCAR.CO.UK 73

£125,000
How much a 2018
ex-demo Rapide S
will cost you
BRINGING UP THE REAR
Aston Martin’s take on the family saloon wasn’t a huge sales success, but it
has matured into a fine second-hand buy. John Evans finds out more
mid the gaggle of mid-
A noughties V8 Vantages
and DB9s for similar
money, a 2010-reg Rapide
for £37,000 stands out. The pristine,
light silver car has done 59,000 miles
and has a full Aston Martin service
history. It’s got the desirable black
leather and rear DVD screens, too,
and has had just one previous owner.
It’s a great example of the value
available in the shape of Aston’s
understated and, let’s face it, not
especially popular Rapide. Former
Aston salesman Stefan Jordan recalls
trying to sell the first ones: “The
price was £164,000 but when Aston
saw what a struggle we were having,
it ‘supported’ sales with an under-
the-table price cut to £135,000.”
It also, he says, stopped describing
74 AUTOCAR.CO.UK 14 NOVEMBER 2018
W H Y YO U N E E D A U S E D
ASTON MARTIN
RAPIDE I N YO U R L I F E
the four-door Rapide as a family car,
instead marketed it as a sports car
with two rear seats.
“That was much better,” says
Jordan. “It helped generate greater
interest in the car, but it was never
going to be the brand’s biggest seller.”
Prospective buyers who imagine
artisans painstakingly constructing
their car are in for a shock. The first
Rapides (from launch in 2010 to
2012) were built at the Magna Steyr
plant in Graz, Austria. Fortunately,
they did a good job, as did their
UK colleagues when production
transferred to Gaydon in 2012.
In fact, the Rapide has an enviable
reputation for reliability. The service
people we spoke to couldn’t find fault
with its 5.9-litre V12, describing it as
‘bombproof’ and free of the gremlins
that plagued early DB9s.
Standard equipment included a
six-speed automatic gearbox with
sport mode, adaptive dampers and,
of course, four doors. The rears don’t
open very wide, making it difficult to
climb in, but it’s worth the effort just
to slot into those richly upholstered
bucket seats, one elbow resting on the
deep transmission tunnel, the other
on the door armrest.
Stefan Jordan reckons he ferried
his 6ft 2in frame and three big
colleagues home from a customer
demonstration experience in
Germany, and they all emerged fresh
as a daisy. He is a salesman, though…
The rear seats fold down as
standard, helping to turn the Rapide
into a useful load carrier, although
don’t expect room for more than
a couple of largish bags. If you’re
tempted by a Rapide Lux of 2010,
make sure it has its bespoke Aston
luggage set, which fits a treat.
In 2012 the V12’s power was
upped from 470bhp to 549bhp and
the model renamed Rapide S. At the
same time the body was stiffened,
the suspension revised and the
cabin refreshed, and it gained a
larger grille. In short, it was much
improved, if just as noisy as before.
In 2015 it gained the excellent
eight-speed ZF Touchtronic III
gearbox and a pair of more powerful
Bosch ECUs, plus a hike in power
to 552bhp. Prices start at around
£73,000 for Aston Martin-approved
used examples. But you don’t need
to pay that, as those tempting,
sub-£40,000 launch cars prove.
 USED CARS
H O W T O G E T O N E I N YO U R GA R AG E

Early V12s made

470bhp; 2015
cars got 552bhp

An expert’s view
S T E FA N J O R D A N ,
FISHER PERFORMANCE
“As a former Aston Martin salesman,
I sold Rapides. They were hard work at
first but once we started pitching them
as a sports car with rear seats, things
became easier. They’re a cracking car
but overlooked and understated. It’s a
squeeze getting into the back but once
you’re there, there’s no finer place to
be – except behind the wheel. My used
pick would be a 2011 or 12-reg Rapide
with 40,000 miles, in Quantum Silver
with Obsidian Black leather, optional
rear entertainment and cooled seats
(both of which were £2500 extras). If
I wanted a Rapide S, I’d take an early
eight-speed over a late six-speed.”
Buyer beware…
Q E N G I N E
The V12 is reliable and most are
serviced on the button by main
dealers. If a specialist has touched
it, check they’re respected, but a full
Aston history is really what you want
to see, for future resale if nothing else.
Q S E R V I C I N G
Intervals are every 10,000 miles; main
dealers charge £800 or so. At 70,000
miles the spark plugs are changed,
costing an additional £800. Air filters
are £280 every 20,000 miles.
The wiring looms for the windows can
play up due to water ingress, so check
the glass rises and falls smoothly.
Also worth knowing
Premium tyres are always a good sign
that a car has been well maintained
regardless of expense. In the Rapide’s
case it goes further still, though,
because not only should they be
Bridgestone Potenzas but also
Bridgestone Potenza Aston Martin
rated. They have a stiffer sidewall.
How much to spend
£3 6 , 0 0 0 - £3 9, 9 9 5
Clean, early 2010-reg cars, most with
full Aston Martin histories and around
60,000 miles, and all in good colours.
£ 4 0 , 0 0 0 - £ 4 9, 9 9 5
Good spread of 2011-reg Rapides, most
with around 40,000 miles and with
good specifications.
£5 0 , 0 0 0 - £5 0 , 9 9 5
Lower mileage (around 20,000) 2010-
11 Rapides in prefect condition.
£6 0 , 0 0 0 - £6 9, 9 9 5
The first, 2013-reg Rapide S examples,
rising to Aston approved used 2014s at
the upper end.
£70 , 0 0 0 - £9 0 , 0 0 0

Thanks to Mike Beighton and Stefan Jordan, Fisher Performance (fisherperformance.co.uk)

Q T R A N S M I S S I O N
ZF six-speed and later eight-speed
gearboxes are tough, but run through
the usual checks feeling for hesitant
or jerky changes and that the various
modes make discernible differences.
First 2015-registered eight-speed
Rapide S cars starting at around
£73,000, plus plenty more 2016-reg
examples around £85,000.

Q B R A K E S A N D S U S P E N S I O N
The Rapide is heavy so the Brembo
brakes are likely to have taken a
hammering. Check the front discs
for lipping. They are around £600 a
set, with pads. Check the adaptive
dampers for leaks, the car sits level
Cabin finish is top- and the suspension modes work. One we found
ASTON MARTIN RAPIDE,
notch and there’s
room for four adults Q B O DY W O R K 2 0 1 1 / 1 1 , 62 , 0 0 0 M I L E S ,
Only a flawless finish will do. Galvanic £43, 490
corrosion (where steel and alloy meet) This dealer car in desirable Meteor
` is rare but not unknown. Silver comes with ventilated black
The Rapide has an enviable reputation for Q I N T E R I O R
leather seats, a B&O sound system
and a full Aston Martin service history.
reliability. The V12 is ‘bombproof’ It goes without saying you should
check that every last switch works.
At less than 25% of its new price,
it looks like something of a steal.
a
14 NOVEMBER 2018 AUTOCAR.CO.UK 75

Tesla Model S 85 £34,950
t the time of writing the
A cheapest approved used
Tesla Model S is £46,200.
The P85+ was registered
in 2014 and has done 44,500 miles.
Being a 2014 car it has free power
for life plus all the updates Tesla has
released since it was registered.
Approved used Teslas come with
a choice of warranties: four years or
50,000 miles’ cover, or, on cars more
than four years old or with more
POTENT
POCKET
ROCKET
WILD CARD
76 AUTOCAR.CO.UK 14 NOVEMBER 2018
BUY THEM
BEFORE WE DO
than 50,000 miles on the odometer,
two years/100,000 miles’ cover.
These warranties are in addition to
the standard eight-years, unlimited
mileage warranty offered on the car’s
battery and powertrain from new.
But what are the chances of a Tesla
needing such generous cover? Pretty
strong, actually, thanks to the Model
S’s high-mileage suitability and
Tesla’s supercharger network. We
tracked down a 2014-reg Model S 85
Suzuki Swift Sport
£7000
Old-shape Ford Fiesta ST2s are
great cars but still a little pricey,
with dealers asking around £9750
for a 2015-reg example with 40,000
miles. That makes another dealer’s
2015-reg Suzuki Swift Sport with
50,000 miles look like a bit of a steal
at £7000. Not the same by some
margin, of course, but still terrific fun.
Ford Mustang
£29,495
We’ve seen 2016-reg Mustang 5.0
GTs with around 45,000 miles and full
Ford service histories from £27,000,
so £2500 more for this 14,000-mile
example doesn’t look so bad. That
price means it costs around £10,000
less than new, which isn’t to be sniffed
at. Even a 2017-reg ex-demo car will
cost around £39,000.
For more like this, visit pistonheads.com/classifieds/used-cars
with 105,000 miles on the clock. The
independent dealer is asking £34,950
for the RAC-approved car which,
he says, has the optional Tech pack,
full service history and a six-month
RAC warranty. Meanwhile,in the US,
everyone is agog at the news of one
Model S doing over 420,000 miles.
And why shouldn’t Teslas clock
up such mileages? After all, there’s
little to go wrong and certainly no oil
changes and cambelt tensioners to
HIDDEN
CITROEN
GEM
NICELY
MATURED
COUPE
SWIF T
ELECTRIC
SALOON
worry about. Even brake pads have
an easy time of it thanks to the car’s
regenerative braking system.
CAP HPI says these characteristics
translate into lower servicing costs
for electric vehicles in general. For
example, over three years and 60,000
miles, servicing costs for an EV
are 23% less than for an equivalent
petrol vehicle. Sounds like that high-
mileage EV could be just the bargain
you’ve been looking for.
Citroën Saxo VTR
£4995
It doesn’t feel like so long ago that we
were squirting around in the warm
Saxo. This one is a 2003-reg example
with full history, including a recent
cambelt change, and just 29,000
miles. It’s had just the one owner,
too – a lady now in her 80s. She says
it was always garaged, while her
husband’s Merc had to sit outside.
Hyundai Coupé SIII
£2950
Apart from a sluggish engine (not
ideal in a coupé with sporting
ambitions) and high list price, we
couldn’t find much wrong with the
SIII. Aftermarket upgrades will fix the
power deficit, while the used market
has addressed the price. Just £2950
looks good for this heavily specced
2008-reg car with 50,000 miles.
 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

Chaps, find me a Euro 6-friendly

car for less than £7000.

PORSCHE 924S Vauxhall Astra 1.6 CDTi £7000

Tatty examples of Porsche’s everyman motor start
at around £3000, but this cheaper barn find looks
far more interesting. Complete with bird muck and
cobwebs, this 1986 924S sold at auction for £1350,
a price that included the 1980s must-have, the in-car
phone. Being the S version it has a proper Porsche
The buyer of a Euro 6 diesel is obviously going to be concerned
about the details, so I give you a 2015 Vauxhall Astra 1.6 CDTi:
the ultimate box-ticking used car purchase. You want value?
It’s only £7000 and has covered just 49,000 miles. You want
equipment? It’s got alloys, air-con and cruise control. You want
cheap running costs? How about 70mpg and free road tax. All
right, it’s not exactly one for those with an exciting lifestyle, but
with a boot that’s bigger than that of the larger Insignia estate,
you can at least fit a more exciting lifestyle in it. MAX ADAMS

2.5-litre engine making 163bhp. It was last MOT’d two

years ago and would only take light work to get it up
and running. Throw on a set of original tele-dial alloys
(we saw a set of four for £300 on eBay) and someone’s
bagged themselves a baby Porsche for peanuts.

Peugeot 208 BlueHDi £6800

A Euro 6 car for this money? You must be joking! Among the
few available, this delightful low-mileage Peugeot 208 from
2016 stands proud. It’s desirable, comfortable, easy to drive and
plenty fast enough, as well as remarkably refined. The killer stat
is the claimed combined fuel consumption of 80.7mpg, which
GET IT basically means you’d never have to fill it up. It’s got five doors
and even a small steering wheel, so in that latter respect (if none
WHILE other) it really is just like a Formula 1 car.

YOU CAN
MARK PEARSON

VERDICT

Both offer good economy

Lexus RC 300h F Sport Price new £41,645. Price now £36,679 and entry to London without
With orders now being taken for the facelifted RC, time’s running out to hook a deal on a
run-out model. How about £5000 off a new F Sport, with even racier styling and premium
navigation? You’ll pay considerably more for the facelifted car. Or better still hunt down a
paying next year’s ULEZ,
2018/18 model with 3000 miles like the one we found, which could be yours for £30,740.
Okay, a BMW 4 Series coupé is more fun to drive and a Mercedes-Benz C-Class coupé is
but I’ll take the Astra for its
more comfortable, but if it’s standout looks you desire, the RC ticks the box. practicality. JOHN EVANS
14 NOVEMBER 2018 AUTOCAR.CO.UK 77
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78 AUTOCAR.CO.UK 14 NOVEMBER 2018

 ROAD TEST RESULTS

ROAD TEST RESULTS

Braking 60-0mph

Mpg test/touring
Make and model

Mph/1000rpm
Torque (lb ft)
Power (bhp)

Weight (kg)
30-70mph

50-70mph

TEST DATE
0-100mph
Top speed

0-60mph
Facts, figures, from the best road tests Fiesta 3/5dr hatch AAAAC
1.0T Ecoboost 122 9.6 28.1 9.6 13.2 3.2 123 125 29.3 42/52 1147 9.8.17
Fiesta ST 3/5dr hatch AAAAB
No one produces as thorough a judgement on a new » 50 -70 M PH Recorded in top gear (*kickdown ST-3 1.5 T Ecb’st 144 6.6 16.2 5.7 6.4 2.7 197 214 26.0 38/48 1187 15.8.18
car as Autocar. As well as acceleration, braking, fuel with an automatic) and demonstrates flexibility Focus 5dr hatch AAAAC
1.5 TDCi Zetec 121 10.9 36.3 10.9 10.3 3.35 118 199 33.1 59/63 1343 28.1.15
economy and noise tests, we carry out benchmark » FU E L ECO N O MY Prior to 7.1.15, figures are RS 165 5.3 13.9 5.3 6.9 3.5 345 325 27.3 28/37 1599 4.5.16
limit-handling tests, setting lap times if appropriate. touring (recorded over a set road route) and S-Max 5dr MPV AAAAC
2.0 TDCi T’ium 123 10.5 32.0 10.4 13.9 2.5 148 258 39.5 44/46 1725 26.8.15
But we don’t just drive at the track, essential as it is for test average. From 7.1.15 on, figures are average Grand Tourneo Connect 5dr MPV AAAAC
finding the limits of performance; we also drive on a and extra-urban, to the What Car?/True MPG 1.6 TDCi T’ium 103 13.2 — 13.9 19.1 2.9 114 236 26.7 40/45 1785 6.8.14
Mondeo 4dr saloon/5dr/estate AAAAC
wide range of roads. Where we have tested more than standard. **denotes mpkg (miles per kilogram) for 2.0 TDCi 130 10.0 28.8 9.4 12.7 3.1 148 258 38 53/56 1597 14.1.15
one model in a range, the rating is for the range overall; hydrogen-powered fuel cell vehicles Mustang 2dr coupé AAAAC
5.0 V8 GT F’back 155 5.2 11.6 4.2 9.4 2.7 410 391 35.1 19/25 1720 24.2.16
where a model within the range meets our coveted » B R AKI N G 60 - 0 M PH Recorded on a high-grip Ecosport 5dr SUV AABCC
five-star standard, it is highlighted in yellow. surface at a test track 1.5 TDCi 99 14.3 — 15.2 14.4 2.7 89 151 28 39/48 1384 3.9.14
Kuga 5dr SUV AAAAC
» 30 -70 M PH Indicates overtaking ability » M PH/1000 R PM Figure is the speed achieved 2.0 TDCi 122 10.9 44.2 11.8 7.4 2.6 161 251 31.6 34/39 1707 13.3.13
through the gears in top gear Edge 5dr SUV AAABC
2.0 TDCi 131 9.7 27.6 9.2 5.6* 2.6 207 332 37 36/39 1949 27.7.16
H O N DA

Braking 60-0mph
Braking 60-0mph

Mpg test/touring
Mpg test/touring

Make and model

Make and model

Mph/1000rpm
Mph/1000rpm

Civic 5dr hatch AAAAC

Torque (lb ft)

Torque (lb ft)

Power (bhp)
Power (bhp)

1.5 i-VTEC Turbo 126 7.8 19.3 7.0 8.7 2.7 180 177 26.6 39/49 1357 19.4.17

Weight (kg)
Weight (kg)

30-70mph

50-70mph

TEST DATE
30-70mph

50-70mph

TEST DATE

0-100mph
0-100mph

Top speed
Top speed

0-60mph
0-60mph

Civic Type R 5dr hatch AAAAB

2.0 Type R GT 169 5.7 12.5 4.4 6.1 2.8 316 295 25.4 29/43 1380 25.10.17
Clarity FCV AAAAC
Clarity FCV 104 9.0 29.2 8.3 *5.3 2.9 174 221 na 51/72** 1872 12.7.17
A L FA R O M E O 330d Touring 155 5.5 14.2 5.1 8.8 2.6 255 413 45.2 43/54 1735 21.11.12 CR-V 5dr SUV AAABC
Giulia 4dr saloon AAAAB 330e M Sport 140 6.3 15.7 5.7 6.9 2.9 249 310 40.8 40/47 1660 4.10.17 1.5T EX CVT AWD 124 9.2 26.1 8.4 *5.2 3.3 190 179 39.5 32/38 1669 7.11.18
Quadrifoglio 190 4.5 9.2 3.2 10.3 2.57 503 443 38.7 34/49 1580 29.3.17 4 Series 2dr coupé AAAAC HR-V 5dr SUV AAABC
Stelvio 5dr SUV AAABC 435i M Sport 155 5.5 13.2 5.2 6.3 2.7 302 295 28.2 28/37 1585 18.9.13 1.6 i-DTEC SE 119 10.5 34.9 10.4 11.2 — 118 221 34.4 56/57 1324 16.9.15
2.2D 210 Milano 134 6.8 20.6 7.0 7.3 3.01 207 347 41.3 38/50 1659 3.1.18 M4 155 4.1 8.8 3.2 6.1 2.4 425 406 34.0 29/36 1585 9.7.14 NSX 2dr coupé AAAAB
4C 2dr coupé/convertible AAACC 5 Series 4dr saloon/5dr estate AAAAB NSX 191 3.3 7.3 2.6 4.3 2.7 573 476 35.8 25/32 1725 5.10.16
Spider 160 5.1 12.4 4.0 5.8 2.97 237 258 29.6 32/44 940 27.1.16 520d M Sport 146 7.4 21.3 7.4 14.3 2.7 188 295 42.2 40/52 1635 31.5.17
M5 155 3.3 7.5 2.7 8.9 3.1 591 553 41.1 22/28 1855 18.4.18 HYU N DAI
ALPINA 6 Series GT 5dr hatch AAABC i10 5dr hatch AAABC
B3 Biturbo 4dr saloon AAAAB 630d xDrv M Spt 155 5.9 15.7 5.4 7.6 2.8 261 457 50.2 40/54 1880 8.11.17 1.0 SE 96 14.7 — 16.2 19.9 2.9 65 70 20.0 44/51 925 29.1.14
B3 Biturbo 155 4.7 10.3 3.8 6.8 2.9 404 443 41.5 27/35 1610 29.8.13 7 Series 4dr saloon AAAAC i20 5dr hatch AAAAC
730Ld 153 6.4 17.1 6.0 8.2 3.1 261 457 50.2 40/49 1795 11.11.15 1.4 SE 114 12.2 42.4 12.1 17.3 3.0 99 99 21.8 43/54 1060 7.1.14
ALPINE i3 5dr hatch AAAAC i30 5dr hatch/estate AAABC
A110 AAAAA 1.3S Range Ext 99 7.7 — 6.6 *4.0 3.0 181 199 — 294wh/m 1385 21.2.18 i30 N 155 6.4 14.8 5.6 6.1 3.1 271 260 27.4 31/43 1478 27.12.17
Premiere Edit’n 155 4.7 10.8 3.8 6.5 2.6 248 230 28.1 28/46 1103 16.5.18 i8 2dr coupé AAAAB 1.4 Premium SE 129 9.5 28.9 9.7 10.9 2.7 138 178 28.1 39/49 1423 13.9.17
i8 155 4.5 10.6 3.7 3.3 2.8 357 420 33.3 50/40 1560 17.9.14 i40 5dr estate AAABC
ARIEL X1 5dr SUV AAAAC 1.7 CRDi 118 12.2 41.4 12.5 12.3 2.9 114 192 29.4 44/51 1555 7.9.11
Atom 0dr open AAAAB xDrive20d xLine 136 8.2 24.2 8.0 11.8 2.8 187 295 35.1 43/49 1625 14.10.15 Kona Electric 5dr SUV AAAAC
V8 170 3.0 5.7 1.9 3.7 2.55 475 268 16.4 21/37 650 10.8.11 X3 5dr SUV AAAAC 64kWh Pr’m SE 104 6.7 17.4 5.8 *3.5 3.1 201 291 — 270Wh/m 1734 31.10.18
Nomad 0dr open AAAAA xDrive20d M Spt 132 8.3 26.6 8.6 17.5 3.3 188 295 41.2 37/49 1825 17.1.18 Santa Fe 5dr SUV AAAAC
Nomad 125 4.5 12.7 3.9 7.7 3.10 235 221 26.7 —/— 735 24.6.15 X4 5dr SUV AAABC 2.2 CRDi 118 9.0 27.6 9.2 *5.5 2.7 194 311 37.5 36/43 1940 19.9.12
xDrive30d 145 5.9 16.9 5.8 11.1 2.6 255 416 43.7 34/45 1895 27.8.14
ASTON MARTIN X5 5dr SUV AAAAC INFINITI
Vantage 2dr coupé AAAAB xDrive M50d 155 5.7 15.3 5.2 9.5 2.9 376 546 40.5 28/34 2265 13.11.13 Q30 5dr hatch AAABC
V8 195 3.7 8.3 3.0 10.5 2.7 503 505 42.6 18/25 1720 23.5.18 M 155 4.2 9.8 3.5 10.2 2.8 567 553 42.3 21/26 2350 13.5.15 1.6t Premium 124 9.4 26.4 9.1 15.5 2.85 120 148 31.6 35/39 1436 17.2.16
DB11 2dr coupé AAAAB X6 5dr SUV AAAAC Q50 4dr saloon AABCC
Launch Edition 200 4.0 8.4 3.0 10.1 2.6 600 516 46.2 24/34 1910 21.9.16 xDrive35d 147 7.3 21.2 7.1 *4.1 2.6 282 428 34.0 26/31 2275 11.6.08 2.2 Premium 143 8.7 25.0 8.7 5.1* 3.0 168 295 42.5 49/59 1750 5.2.14
Rapide 4dr saloon AAAAC Q70 4dr saloon AABCC
Rapide S 190 5.3 11.3 4.3 8.3 3.03 550 457 33.6 19/23 1990 20.3.13 C AT E R H A M 2.2 Pre’m Tech 137 9.6 28.6 9.6 15.8 3.2 168 295 40.8 39/45 1896 25.2.15
Seven 2dr roadster AAAAC
AU D I 160 100 8.4 — 8.7 7.6 4.8 80 79 16.7 39/45 490 20.11.13 JAG UAR
A3 3dr/5dr hatch AAAAC 620S 145 3.8 9.2 3.2 5.7 2.7 310 219 21.2 25/29 610 9.3.16 F-Type 2dr convertible/3dr coupé AAAAB
2.0 TDI Sport 134 8.9 25.9 11.4 10.8 2.7 148 236 30 48/59 1355 26.9.12 V8 S Convertible 186 4.0 9.4 3.4 8.0 2.8 488 460 46.8 19/29 1655 12.6.13
S’back e-tron 138 7.9 20.9 6.6 8.5 3.0 201 258 30.7 45/49 1540 31.12.14 CHEVROLET V6 S Coupé 171 4.9 12.1 4.2 12.7 2.7 375 339 36.2 24/33 1594 11.6.14
RS3 Saloon 155 4.0 9.9 3.5 9.0 2.7 394 354 33.7 29/35 1515 6.9.17 Camaro 2dr coupé AAAAC 2.0 Coupé R-Dy 155 5.8 14.7 5.1 9.5 2.8 296 295 33.2 31/44 1640 22.11.17
A4 4dr saloon/5dr estate AAAAC 6.2 V8 155 5.6 12.4 4.5 12.2 2.7 426 419 43.3 23/29 1175 20.6.12 XF 4dr saloon AAAAB
2.0 TDI S line 147 8.4 22.2 7.3 11.2 3.1 187 295 37.1 45/50 1940 4.11.15 Corvette 2dr coupé AAAAC R-Sport 2.0 136 9.4 26.1 9.0 16.1 2.9 178 317 44.1 47/56 1595 2.12.15
RS4 Avant 155 4.0 9.6 3.5 11.0 3.0 444 443 38.4 24/37 1790 14.2.18 Stingray 181 4.4 9.4 3.3 11.7 2.3 460 465 48.4 22/33 1539 8.10.14 XE 4dr saloon AAAAB
A5 2dr coupé/convertible AAABC R-Sport 2.0 147 7.6 19.0 6.9 13.3 2.7 197 206 33.8 30/49 1530 1.7.15
S5 155 4.9 11.7 4.4 9.7 3.0 349 369 40.5 26/33 1615 11.1.17 CITROEN XJ 4dr saloon AAAAC
A5 Sportback 4dr saloon AAABC C3 5dr hatch AAABC 3.0d LWB 155 6.3 16.5 6.6 *3.6 2.7 271 443 43.5 28/36 1960 9.6.10
2.0 TFSI S line 155 5.7 15.1 5.3 17.2 2.5 249 273 42.2 30/41 1535 8.3.17 P’tech 110 Flair 117 9.6 36.6 9.4 10.5 2.6 109 151 27 47/62 1050 28.12.16 E-Pace 5dr SUV AAABC
A6 4dr saloon/5dr estate AAAAC C3 Aircross 5dr hatch AAABC D180 AWD SE 127 9.9 30.9 10.5 14 3.6 178 317 45.8 36/49 1843 11.4.18
3.0 TDI SE 155 7.2 20.3 6.4 3.9 2.9 201 295 39.9 34/46 1805 19.10.11 P’tech 110 Flair 115 11.5 36.4 10.7 12.3 3.5 109 151 27.5 35/39 1159 7.3.18 F-Pace 5dr SUV AAAAC
40 TDI S l’e Avant 149 8.4 22.6 7.5 – 3.1 201 295 51.0 39/50 1710 14.11.18 C4 Cactus 5dr hatch AAACC 2.0d AWD 129 9.2 30.9 9.7 7.4 — 178 317 41.3 37/40 1775 11.5.16
RS6 Avant 155 3.7 8.7 3.1 12.8 2.4 552 516 40.0 20/28 2010 3.7.13 1.6 BlueHDi 100 114 11.8 41.2 11.7 7.2 2.9 99 187 36.1 47/62 1225 16.7.14 I-Pace 5dr SUV AAAAB
A7 Sportback 5dr hatch AAABC C4 Grand Picasso 5dr MPV AAAAC EV400 S 124 4.5 11.0 3.5 2.0 2.8 394 — — 545Wh/m 2133 12.9.18
50 TDI Sport 155 5.8 14.9 5.3 – 2.8 282 457 49.0 29/53 1880 11.7.18 2.0 BlueHDi 130 10.1 30.1 9.6 12.5 2.9 148 273 34.7 44/52 1430 27.11.13
TT 2dr coupé/convertible AAAAC JEEP
2.0 TFSI S line 155 6.6 14.5 5.0 6.5 2.5 227 273 30.1 29/35 1305 26.11.14 DACIA Compass 5dr 4x4 AAACC
RS 155 3.6 8.4 3.0 7.8 2.7 394 354 35.1 27/37 1440 7.12.16 Sandero 5dr hatch AAACC 2.0 M’jet 4x4 L’d 118 11.0 39.0 11.4 10.9 2.8 138 258 34.2 38/45 1540 3.10.18
Q2 5dr SUV AAABC 1.2 75 Access 97 15.3 — 17.6 23.0 3.0 74 79 20.3 32/38 941 27.2.13 Renegade 5dr 4x4 AAABC
1.4 TFSI Sport 132 8.1 23.9 8.2 9.8 2.7 148 184 29.4 45/56 1265 9.11.16 Duster 5dr hatch AAAAC 2.0 M’jet 4x4 L’d 113 10.8 37.6 11.2 10.0 3.5 138 258 34.0 41/53 1502 28.10.15
Q5 5dr SUV AAAAC SCe 115 Comfort 107 13.1 — 12.5 23.9 2.9 113 115 24.0 37/42 1179 22.8.18 Cherokee 5dr 4x4 AABCC
2.0 TDI S line 135 8.3 26.4 8.5 14.7 3.1 187 295 42.0 37/43 1770 15.3.17 2.0 140 4x4 Ltd 117 12.3 43.4 13.0 13.8 2.7 138 258 34.7 39/43 1846 24.6.14
SQ5 quattro 155 5.5 13.7 5.0 11.1 2.6 349 369 45.2 26/32 1870 21.6.17 DS
Q7 5dr SUV AAAAC 3 5dr hatch AAABC KIA
3.0 TDI S line 145 6.2 17.6 6.2 *3.8 — 268 443 47.6 32/36 2245 12.8.15 BlueHDi 120 118 9.9 32.2 9.4 11.1 3.1 118 210 36.4 59/67 1150 23.3.16 Stinger 4dr saloon AAABC
SQ7 4.0 TDI 155 5.1 12.6 4.4 7.0 2.9 429 664 47.6 24/38 2330 26.10.16 4 Crossback 5dr hatch AAACC 2.0 T-GDI GT-L S 149 7.4 18.2 6.4 10.9 2.9 244 260 36.7 32/43 1717 25.4.18
Q8 5dr SUV AAAAC BlueHDi 120 117 12.0 48.8 12.3 18.0 2.9 118 221 36.7 49/50 1290 6.1.16 Rio 5dr hatch AAABC
50 TDI S Line 152 6.9 19.1 6.6 10.1 2.8 282 443 44.9 29/40 2285 26.9.18 7 Crossback 5dr SUV AAABC 1.0 T-GDI 3 Eco 115 10.0 37.0 10.5 12.3 3.2 99 127 27.1 40/50 1228 1.3.17
R8 2dr coupé AAAAC Puretech 225 141 8.6 20.2 7.0 15.1 2.9 221 221 34.0 35/45 1425 19.9.18 Ceed 5dr hatch AAABC
V10 Plus 205 3.1 6.7 2.6 5.7 2.8 602 413 26.8 15/23 1555 30.12.15 1.6 CRDi 115 2 119 9.9 30.8 9.6 15.3 2.9 113 207 41.4 50/70 1388 29.8.18
FERRARI Niro 5dr SUV AAABC
BENTLEY 488 GTB 2dr coupé AAAAA 1.6 GDI DCT 2 101 9.7 30.0 9.5 12.8 3.5 139 108/125 31.9 49/50 1500 31.8.16
Continental GT 2dr coupé AAAAB 488 GTB 205 3.0 5.9 2.0 3.7 2.43 661 561 28.9 —/— 1525 25.5.16 Sportage 5dr SUV AAABC
W12 First Edition 207 3.6 8.1 2.9 8.9 2.8 626 664 52.4 20/26 2244 2.5.18 812 Superfast 2dr coupé AAAAC 1.7 CRDi ISG 2 109 12.1 46.4 13.1 16.8 3.3 114 207 34.4 50/51 1500 2.3.16
Flying Spur 4dr saloon AAABC F12 Berlinetta 211 3.1 6.2 2.2 4.9 2.6 789 530 30.0 —/24 1630 25.7.18 Sorento 5dr 4x4 AAABC
W12 200 4.5 10.4 3.6 8.4 3.0 616 590 44.5 18/26 2475 7.8.13 2.2 CRDi KX-4 128 9.3 28.6 9.4 *5.7 — 197 325 35.2 35/39 1953 8.4.15
Mulsanne 4dr saloon AAAAC F I AT
6.75 V8 184 5.7 13.7 4.8 *2.8 2.6 505 752 44.8 18/21 2745 21.9.11 Panda 5dr hatch AAAAB LAMBORGHINI
Bentayga 5dr SUV AAAAA 1.2 Easy 102 14.6 — 15.3 19.9 3.0 68 75 22.2 39/49 1020 25.4.12 Huracán 2dr coupé AAAAB
W12 187 4.9 11.6 4.4 8.7 3.0 600 664 48.2 20/25 2440 18.5.16 4x4 Twinair 103 14.6 — 15.8 16.0 3.0 84 107 20.8 37/44 1050 17.4.13 Performante 201 2.9 5.9 2.0 4.9 3.0 630 442 24.5 17/22 1382 11.10.17
Diesel 168 5.2 12.6 4.6 7.6 2.9 429 664 48.7 29/39 2499 5.4.17 500 3dr hatch AAAAC
Abarth 595 130 7.5 20.1 6.4 7.0 2.8 158 170 23.9 34/39 1035 26.2.14 L AN D ROVE R
BMW 500 Twinair 108 11.7 — 13 15.3 3.3 84 107 22.9 35/39 1070 24.11.10 Discovery Sport 5dr SUV AAAAB
1 Series 3dr/5dr hatch AAABC Tipo 5dr hatch AABCC TD6 HSE Luxury 130 8.7 27.7 8.7 8.9 3.4 254 443 37.1 26/34 2230 12.4.17
116d ED Plus 124 10.2 30.0 10.0 17.3 — 114 199 37.7 54/60 1395 27.5.15 1.6 M’jet Lounge 124 9.6 31.6 9.8 8.7 2.9 118 236 35.0 49/62 1295 2.11.16 Range Rover 5dr SUV AAAAB
2 Series 3dr coupé/convertible AAAAB 124 Spider 2dr roadster AAABC 4.4 SDV8 135 7.0 19.0 6.7 *3.8 2.9 334 516 41.8 25/35 2625 12.12.12
220d SE 143 7.8 20.9 7.3 8.8 2.9 181 280 39.6 46/62 1450 19.3.14 Lusso Plus 134 7.3 20.9 7.1 7.2 2.8 138 177 24.9 34/38 1050 28.9.16 Range Rover Evoque 5dr SUV AAAAC
220d C’vble 140 8.5 24.7 8.4 9.0 2.1 187 295 34.5 50/53 1610 1.4.15 Abarth 124 Spider 2dr roadster AAAAC 2.2 DS4 121 8.4 30.8 9.5 *5.7 3.1 187 310 37.3 30/36 1815 13.7.11
M2 155 4.4 10.3 3.6 6.2 2.6 365 343 33.7 31/37 1595 15.6.16 124 Spider 144 6.8 18.6 6.5 6.5 2.8 168 184 25.2 35/45 1060 22.3.17 Range Rover Velar 5dr SUV AAABC
2 Series Active Tourer 5dr MPV AAAAC D240 HSE 135 9.3 27.4 9.0 15.7 3.8 237 369 41.8 33/48 2089 30.8.17
218d Luxury 129 8.9 26.5 8.7 12.1 3.0 148 243 40.4 42/56 1450 24.12.14 FORD Range Rover Sport 5dr SUV AAAAB
3 Series 4dr saloon/5dr estate/5dr hatch AAAAB B-Max 5dr MPV AAAAB 3.0 TDV6 130 7.8 22.5 7.5 12.2 3.1 255 442 43.1 33/42 2115 2.10.13
320d Sport 146 7.7 20.9 7.6 9.7 2.6 181 280 36.2 41/57 1535 22.2.12 1.0T Ecoboost 117 11.6 39.0 11.1 11.0 2.8 118 147 23.6 35/41 1345 2.1.13 SVR 162 4.4 10.3 3.8 12.6 2.6 542 502 41.8 22/19 2335 15.4.15

14 NOVEMBER 2018 AUTOCAR.CO.UK 79

 ROAD TEST RESULTS

Braking 60-0mph
Braking 60-0mph

Braking 60-0mph

Mpg test/touring
Mpg test/touring

Mpg test/touring

Make and model

Make and model

Make and model

Mph/1000rpm
Mph/1000rpm

Mph/1000rpm

Torque (lb ft)

Torque (lb ft)

Torque (lb ft)

Power (bhp)
Power (bhp)

Power (bhp)

Weight (kg)
Weight (kg)

Weight (kg)

30-70mph

50-70mph

TEST DATE
30-70mph

30-70mph
50-70mph

TEST DATE

50-70mph

TEST DATE

0-100mph
0-100mph

0-100mph

Top speed
Top speed

Top speed

0-60mph
0-60mph

0-60mph
LEXUS MORGAN S S A N GYO N G
LC 2dr coupé AAAAC Plus 8 2dr roadster AAACC Tivoli XLV AAACC
LC500 Sport+ 168 5.2 11.3 4.2 12.0 3.1 471 398 60.6 27/39 1970 18.10.17 4.8 V8 — 4.9 11.1 4.0 8.3 3.2 390 370 36.0 24/32 1230 22.8.12 ELX auto 107 12.0 44.5 12.6 7.9 3.1 113 221 33.2 45/58 1425 14.9.16
NX 5dr SUV AAACC 3 Wheeler 2dr roadster AAAAA
300h 112 9.7 30.4 9.1 *5.6 2.7 194 na — 32/38 1905 1.10.14 3 Wheeler 115 8.0 29.9 7.7 5.1 3.56 80 103 21.3 30/- 520 6.6.12 SUBARU
RC F 2dr coupé AAACC XV 5dr SUV AAACC
RC F 168 4.8 10.7 3.9 12.9 2.9 471 391 39 24/28 1765 18.2.15 NISSAN 2.0i SE L’tronic 120 10.1 27.7 9.0 27.0 3.4 154 145 41.5 31/39 1451 28.2.18
LS 4dr saloon AAACC Micra 5dr hatch AAAAC Levorg 5dr estate AAACC
500h Prem AWD 155 5.9 15.4 5.3 12.4 2.8 295 258 36.9 30/42 2380 6.6.18 0.9 N-Connecta 109 12.1 44.7 11.7 15.6 2.8 89 103 24.3 45/57 1068 26.4.17 GT 1.6i L’tronic 130 8.4 24.6 7.9 21.0 2.6 168 184 31.9 34/36 1537 13.1.16
Note 5dr hatch AAAAC Forester 5dr SUV AAACC
LOTUS 1.2 Acenta Pr’m 106 12.6 — 13.4 20.3 2.9 79 81 21.8 42/54 1036 9.10.13 2.0d XC 118 9.9 36.5 10.5 11.0 2.9 145 258 33.0 41/49 1540 5.6.13
Elise 2dr roadster AAABC Pulsar 5dr hatch AAACC WRX 4dr saloon AAACC
Cup 250 154 4.7 11.9 4.5 7.2 2.5 243 184 24.7 27/32 920 29.6.16 1.5 dCi N-tec 118 10.9 35.5 10.8 13.1 2.9 108 192 35.7 50/57 1307 12.11.14 STi Type UK 159 5.4 13.3 5.1 9.4 2.8 296 300 27.6 23/31 1534 25.6.14
Evora 2dr coupé AAAAC Juke 5dr SUV AAABC
Evora S 2+0 172 4.5 11.3 4.0 6.8 2.4 345 295 34.8 21/26 1430 30.3.11 Acenta 1.6 111 10.3 41.6 9.9 12.7 3.0 115 117 19.5 36/46 1230 3.11.10 SUZUKI
Exige S 2dr coupé AAAAB Nismo 1.6 134 6.9 17.2 6.0 7.2 2.5 197 184 23.8 31/39 1295 22.5.13 Swift 5dr hatch AAABC
Exige S 170 4.1 9.6 3.7 5.5 2.5 345 295 27 21/30 1176 3.4.13 Qashqai 5dr SUV AAAAB 1.0 SZ5 121 10.5 33.0 10.3 11.8 2.9 110 125 26.3 45/56 925 17.5.17
1.5 dCi 2WD 113 10.8 39.2 11.1 12.9 2.9 109 192 35.0 49/56 1365 19.2.14 Celerio 5dr hatch AAABC
M A S E R AT I X-Trail 5dr SUV AAABC 1.0 SZ4 96 12.9 — 14.3 25.0 3.0 67 66 22.4 54/57 835 25.3.15
Ghibli 4dr saloon AAABC 1.6 dCi 2WD 117 11.2 39.7 11.7 11.2 3.0 128 236 32.8 42/48 1550 13.8.14 Baleno 5dr hatch AAABC
Diesel 155 6.5 17.2 6.0 5.1 2.7 271 443 43.3 31/40 1835 12.3.14 GT-R 2dr coupé AAAAB 1.0T B’jet SZ5 124 9.8 29.5 9.7 11.2 2.9 110 125 26.3 50/55 950 3.8.16
Levante 5dr SUV AAACC Recaro 196 3.4 7.8 2.7 5.3 2.7 562 470 28.0 22/31 1752 16.11.16 SX4 S-Cross 5dr SUV AAABC
Diesel 143 6.8 19.9 6.9 4.3 3.4 271 443 46 26/42 2205 30.11.16 1.6 DDiS SZ4 111 10.0 32.6 10.1 8.9 2.57 118 236 35.1 57/67 1290 30.10.13
NOBLE Vitara 5dr SUV AAABC
MAZDA M600 2dr coupé AAAAB 1.6 SZ5 112 9.5 29.8 9.5 15.5 — 118 115 24.3 49/47 1075 29.4.15
2 5dr hatch AAAAC M600 225 3.5 6.8 2.5 4.7 2.45 650 604 29.9 18/25 1305 14.10.09
1.5 Sky’v-G SE 114 10.4 38.0 7.0 20.2 3.1 89 109 27.9 51/55 1050 22.4.15 TESLA
3 5dr hatch AAAAC PEUGEOT Model S 4dr saloon AAAAB
2.2 SE-L 130 9.0 26.6 9.1 9.9 3.0 148 280 29.7 46/60 1470 4.12.13 208 3/5dr hatch AAACC P90D 155 5.2 9.1 3.0 1.9 2.9 525 713 8.5 420Wh/m 2200 20.4.16
6 4dr saloon/5dr estate AAAAC 1.2 VTI Active 109 14.2 — 14.5 9.1 2.9 81 87 21.2 41/45 1080 18.7.12 Model X 5dr SUV AAAAC
2.2 Sport Nav 139 7.9 21.2 7.1 7.9 2.7 173 309 35 44/56 1480 23.1.13 GTi 30th 143 6.5 16.1 5.8 6.7 2.9 205 221 25.6 41/42 1160 11.2.15 90D 155 4.7 13.1 2.8 2.5 2.7 416 487 8.5 611Wh/m 2508 15.2.17
MX-5 2dr roadster AAAAB 308 3/5dr hatch AAAAC
1.5 SE-L Nav 127 8.4 24.8 7.9 14.7 3.3 129 111 24.5 46/49 1050 2.9.15 1.6 e-HDi 115 118 10.1 32.6 10.4 13.9 3.0 114 199 38.5 48/59 1395 15.1.14 T OYO TA
CX-3 5dr SUV AAABC 508 4dr saloon AAAAC Yaris 3dr hatchback AAABC
1.5D SE-L Nav 110 10.3 34.7 10.3 10.3 — 104 199 34.8 59/60 1275 22.7.15 GT Bl’HDi 180 146 8.8 23.4 8.5 10.8 2.6 177 295 43.9 35/52 1535 24.10.18 GRMN 143 6.4 15.4 5.4 9.8 2.9 209 184 27.7 27/39 1135 28.3.18
CX-5 5dr SUV AAAAC 2008 5dr SUV AAABC GT86 2dr coupé AAAAA
2.2D Sport Nav 127 9.4 26.3 9.1 10.4 3.0 148 280 37.0 43/53 1594 28.6.17 1.6 e-HDi 117 10.7 37.8 11.5 11.8 3.2 114 199 32.7 49/59 1180 19.6.13 2.0 manual 140 7.4 18.8 6.8 10.6 2.6 197 151 23.5 30/45 1235 4.7.12
3008 5dr SUV AAABC Prius 5dr hatch AAAAC
McLAREN 1.6 Bl’HDi GT L’e 117 12.0 44.3 12.1 13.2 3.2 118 221 34.6 42/53 1300 18.1.17 Business E’tion 112 11.1 32.0 10.7 *6.4 3.1 121 — — 53/63 1400 16.3.16
570S 2dr coupé AAAAA 5008 5dr MPV AAABC Mirai 4dr saloon AAAAC
3.8 V8 204 3.1 6.4 2.2 10.2 2.6 562 443 36.5 23/37 1440 30.3.16 2.0 Bl’HDi GT L’e 129 10.8 28.8 9.7 11.5 2.7 148 273 37.6 51/60 1490 1.11.17 Mirai 111 10.1 36.5 10.2 *6.5 3.3 152 247 22.5 44/62** 1400 27.4.16
720S 2dr coupé AAAAA C-HR 5dr SUV AAAAC
4.0 V8 212 2.9 5.6 2.0 7.7 2.4 710 568 35.4 19/24 1420 24.5.17 PORSCHE Excel 1.8 Hybrid 106 11.6 43.5 11.9 *7.3 2.7 121 — — 49/60 1420 4.1.17
Senna 2dr coupé AAAAA 718 2dr coupé/roadster AAAAB
4.0 V8 208 3.1 5.5 1.9 8.0 2.4 789 590 35.7 16/25 1345 10.10.18 Boxster 171 5.4 12.2 4.3 5.2 2.5 296 280 25.8 26/36 1335 8.6.16 VA U X H A L L
P1 2dr coupé AAAAA Cayman S 177 4.8 10.5 3.9 4.8 2.5 345 310 25.8 28/29 1430 10.8.16 Adam 3dr hatch AAACC
P1 217 2.8 5.2 2.2 6.0 2.3 903 664 36.0 19.6/— — 7.5.14 Cayman GTS 180 4.8 10.2 3.5 4.7 2.5 361 310 25.8 28/39 1375 9.5.18 1.2 Jam Ecoflex 103 14.3 — 15.3 20.8 2.8 68 85 21.8 39/45 1086 6.2.13
911 GT2 2dr coupé AAAAC Viva 5dr hatch AAABC
MERCEDES-AMG GT2 RS 211 3.0 6.1 2.5 5.6 2.5 691 553 32.1 19/28 1470 18.7.18 1.0 SE A/C 106 13.0 — 14.1 19.0 — 74 70 20.3 49/55 938 15.7.15
C63 4dr saloon AAAAB 911 2dr coupé AAAAB Corsa 3/5dr hatch AAABC
C63 155 4.4 9.7 3.4 7.5 2.7 469 479 38.1 19/25 1715 3.6.15 Carrera S 190 4.5 9.4 3.4 7.3 2.9 414 369 36.4 27/31 1535 20.1.16 1.4T SRi VX-Line 115 11.7 45.1 12.1 15.3 2.9 99 148 34.8 37/42 1176 19.11.14
C63 S C’vertible 155 4.6 10.2 3.4 7.1 2.7 503 516 35.6 21/27 1850 8.2.17 918 Spyder 2dr coupé AAAAA VXR 143 7.2 18.3 6.4 7.8 2.4 202 181 23.8 29/34 1280 6.5.15
CLS53 4dr saloon AAAAC 4.6 V8 214 2.6 5.3 1.9 2.2 2.3 874 944 41.2 28/44 1740 22.10.14 Crossland X 5dr SUV AAACC
CLS53 4Matic+ 155 4.3 10.3 3.7 9.1 2.7 429 384 43.8 31/39 1980 17.10.18 Panamera 4dr saloon AAAAA 1.2T 130 Elite 128 9.8 31.4 10.3 8.9 2.9 128 170 30.5 40/54 1199 7.6.17
GT 2dr coupé AAAAC 4S Diesel 177 4.1 10.3 3.8 — 3.0 416 627 50.7 32/43 2050 1.2.17 Astra 5dr hatch/estate AAAAC
S 193 3.6 7.8 2.8 5.5 2.5 503 479 34.7 20/29 1715 29.7.15 Macan 5dr SUV AAAAB 1.6 CDTi 136 SRi 127 8.8 25.7 8.8 8.6 2.6 134 236 33.4 55/58 1350 30.9.15
R 198 3.6 7.3 2.7 4.6 2.4 577 516 30.7 19/23 1555 10.5.17 Turbo 165 4.7 11.8 4.3 7.9 2.4 394 406 35.7 22/31 2000 4.6.14 ST CDTi B’tbo SRi137 8.4 22.2 7.7 8.1 2.6 158 258 33.7 57/59 1435 13.4.16
SLC 2dr convertible AAABC Cayenne 5dr SUV AAAAC Insignia Grand Sport 4dr saloon AAAAC
SLC43 155 5.5 12.3 4.2 12.7 3.0 362 384 40.4 27/33 1595 6.7.16 Turbo 177 3.9 9.3 3.3 5.3 2.8 542 568 44.7 21/31 2250 5.9.18 2.0D SRi VX-Line140 8.7 23.8 7.9 8.9 2.7 168 295 36.1 39/51 1507 3.5.17
GLC 5dr SUV AAABC Insignia Sports Tourer 5dr estate AAACC
GLC63 S 4Mtic+ 155 3.7 8.9 3.2 15.4 2.8 503 516 43.4 19/26 2020 13.6.18 R E N A U LT GSI 2.0 B’tbo D 144 8.4 23.1 7.7 9.5 2.7 207 354 38.6 36/47 1807 30.5.18
Twingo 5dr hatch AAABC Mokka 5dr SUV AAABC
MERCEDES-BENZ Dynamique 94 17.6 — 19.1 29.4 2.9 69 67 20.8 42/52 865 29.10.14 1.4T 118 10.0 30.6 9.4 13.7 3.0 138 148 26.1 32/40 1350 28.11.12
A-Class 5dr hatch AAAAC Zoe 5dr hatch AAABC VXR8 4dr saloon AAAAC
A200 Sport 139 8.7 22.4 7.9 — 3.2 161 184 33.6 39/57 1379 4.7.18 Dynamique 84 12.3 — 13.9 9.1 2.9 87 162 7.8 250Wh/m 1468 31.7.13 GTS-R 155 4.8 9.6 3.3 6.6 3.1 587 546 34.9 20/27 1858 10.1.18
B-Class 5dr MPV AAABC Clio 5dr hatch AAAAC
B200 CDI Sport 130 9.4 28.8 9.6 11.9 2.7 134 221 37.8 20/52 1495 29.2.12 0.9 TCE 113 13.4 — 13.9 19.1 2.8 89 100 23.8 38/47 1009 6.3.13 V O L K S WA G E N
C-Class 4dr saloon/5dr estate AAAAC RS 200 Turbo 143 7.4 20.9 6.9 9.1 2.8 197 177 20.8 32/37 1204 23.10.13 Up 3/5dr hatch AAAAC
C220 Bluetec 145 8.1 22.9 8.1 11.7 2.8 168 295 42.4 41/51 1700 23.7.14 Mégane 3dr hatch AAAAB 1.0 High Up 106 13.8 — 14.7 18.6 2.8 74 70 20.5 44/59 945 7.12.11
CLA 4dr saloon/5dr estate AAABC 275 Trophy-R 158 6.4 14.0 5.0 6.4 3.1 271 266 27 26/33 1297 5.11.14 GTI 1.0 TSI 115 122 8.5 25.7 7.8 7.6 2.8 114 147 24.7 39/54 1070 21.3.18
220 CDI Sport 143 8.3 23.1 8.0 4.8 2.9 168 258 37.3 44/54 1525 26.6.13 New Mégane 5dr hatch AAACC Polo 5dr hatch AAAAB
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 1.5 dCi Dyn. S Nav 116 11.1 35.2 11.1 13.2 2.8 108 192 33.9 47.2 1387 17.8.16 1.0 TSI 95 SE 116 10.7 34.4 11.1 12.1 2.8 94 129 27.1 43/57 1145 31.1.18
E-Class 4dr saloon/5dr estate/2dr convertible/2dr coupé AAAAC Grand Scenic 5dr MPV AAABC GTI 147 6.7 17.4 5.9 8.6 2.8 197 236 — 37/47 1355 1.8.18
E400 Coupé 155 5.6 13.4 4.9 14.8 2.9 328 354 46.7 30/39 1845 14.6.17 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 Golf 3/5dr hatch AAAAB
S-Class 4dr saloon/2dr coupé AAAAA Kad jar 5dr SUV AAAAC GTI Perf. DSG 155 6.5 16.4 5.9 8.9 2.8 227 258 34.4 32/38 1402 10.7.13
S350 Bluetec 155 7.3 19.0 6.8 *3.9 2.7 255 457 45.6 34/44 1975 16.10.13 dCi 115 Dyn. S Nav 113 14.5 — 14.6 17.2 2.3 108 192 35.0 52/69 1380 21.10.15 GTE 138 7.7 18.2 6.1 7.7 2.5 201 258 7.6 44/45 1599 20.5.15
S63 AMG Coupé 155 4.5 9.6 3.4 6.8 2.7 577 664 42.8 22/25 2070 3.12.14 Koleos 5dr SUV AAACC 1.5 TSI R-line 134 8.8 22.7 8.1 9.9 2.1 148 184 28.0 40/52 1324 2.8.17
GLA 5dr SUV AAABC dCi 175 4WD Sig. 126 9.8 31.3 10.1 14.3 2.9 175 280 — 34/38 1747 20.8.17 T-Roc 5dr SUV AAAAB
GLA220 CDI SE 134 8.1 23.8 7.8 4.7 2.65 168 258 36.4 40/48 1535 14.5.14 2.0 TSI SEL 4Mn 134 6.7 20.2 6.5 13.3 3.2 187 236 35.6 31/37 1495 24.1.18
GLC 5dr SUV AAAAC R O L L S - R OYC E Arteon 5dr hatch AAABC
GLC250d 143 7.8 23.5 7.8 15.7 3.2 201 369 46.9 39/43 1845 10.2.16 Phantom 4dr saloon AAAAA 2.0 BITDI 240 152 6.5 17.7 6.2 8.9 3.3 237 369 37.8 38/56 1828 27.9.17
GL 5dr SUV AAAAC Phantom 155 5.5 11.8 4.4 *2.5 2.8 563 664 51.2 8/28 2560 4.4.18 Passat 4dr saloon/5dr estate 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 Ghost 4dr saloon AAAAC 2.0 TDI 190 GT 144 8.7 23.6 8.1 13.1 3.2 187 295 37.9 45/52 1614 4.2.15
X-Class 4dr pick-up AAABC Ghost 155 4.9 10.6 3.9 *2.3 2.6 563 575 46.0 18/23 2450 7.7.10 GTE 140 7.6 19.0 6.1 7.8 3.3 215 295 32.3 38/43 1722 7.9.16
X250d 4Matic 109 11.2 38.9 11.6 — 3.2 187 332 31.3 27/36 2159 20.6.18 Wraith 2dr coupé AAAAB Touran 5dr MPV AAAAC
SL 2dr convertible AAAAC Wraith 155 4.6 10.0 4.5 *2.1 2.9 624 590 45.9 15/27 2435 21.5.14 2.0 TDI 150 SE 128 9.9 29.3 9.7 13.6 3.2 148 251 37.0 54/60 1571 3.2.16
SL500 155 4.3 9.9 3.6 6.5 2.7 429 516 39.6 10/24 1815 8.8.12 Dawn 2dr convertible AAAAC Tiguan 5dr SUV AAAAB
Dawn 155 5.2 11.6 4.2 *2.4 2.9 563 575 47.7 19/25 2560 1.6.16 2.0 TDI 150 SE 127 10.4 33 9.6 12.4 3.2 148 251 40 44/52 1683 22.6.16
MG Caravelle 5dr MPV AAAAC
3 5dr hatch AAABC S E AT 2.0 BITDI Exec. 126 11.6 36.1 11.7 10.2 3.2 201 332 22.7 38/45 2386 23.12.15
1.5 3Form Sp’t 108 11.4 41.5 11.6 19.6 2.8 105 101 22.2 37/41 1150 25.12.13 Ibiza 5dr hatch AAAAB Touareg 5dr SUV AAABC
GS 5dr SUV AAACC 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 3.0 TDI R-Ln Tch 146 7.2 18.6 6.5 21.5 2.8 282 442 47.6 37/42 2070 8.8.18
1.5 TGI Excite 118 8.9 25.5 8.3 12.4 2.8 164 184 29.3 29/38 1395 20.7.16 Leon 3/5dr hatch 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 V O LV O
MINI Cupra SC 280 155 5.9 13.6 4.4 7.1 2.7 276 258 27.2 28/36 1441 26.3.14 XC40 5dr SUV AAAAB
Mini 3dr hatch AAAAB Alhambra 5dr MPV AAAAC D4 AWD First Ed. 130 8.5 24.8 8.5 13.7 3.0 188 295 39.8 38/44 1735 7.2.18
Cooper S 146 6.9 17.1 5.9 6.7 2.5 189 221 26.4 35/54 1235 2.4.14 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 S60 4dr saloon AAAAC
C’per S Wks 210 146 7.2 16.4 6.0 6.5 3.0 207 221 26.5 31/47 1235 6.12.17 Arona 5dr SUV AAAAC D4 SE Nav 143 7.6 20.4 6.9 9.2 3.0 179 295 39.4 46/59 1580 5.3.14
Clubman 5dr hatch AAABC 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 S90 4dr saloon AAAAC
Cooper D 132 8.6 25.9 8.2 10.0 2.9 148 243 34.9 51/52 1320 25.11.15 Ateca 5dr SUV AAAAB D4 Momentum 140 8.2 22.1 7.9 11.1 2.6 188 295 40.1 40/51 1717 13.7.16
Convertible 2dr convertible AAAAB 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 V60 5dr estate AAAAC
Cooper 129 9.2 25.4 8.8 12.4 2.7 134 162 31.0 46/53 1280 6.4.16 D4 M’tum Pro 137 8.9 23.8 8.2 12.7 2.8 188 295 41.0 35/43 1847 27.6.18
Countryman 5dr hatch AAABC SMART XC60 5dr SUV AAABC
Cooper D 129 9.0 26.4 8.4 11.5 2.8 148 243 36.2 42/48 1480 22.2.17 Forfour Electric Drive 5dr hatch AABCC D4 AWD R-Des’n 127 8.9 26.2 8.8 14.2 2.8 188 295 38.9 40/49 1836 5.7.17
Plug-in Hybrid 123 6.7 24.4 6.2 5.5 3.5 221 284 30.1 42/50 1735 26.7.17 Prime Premium 81 13.2 — 14.5 10.6 2.8 80 118 — 260Wh/m 1200 23.8.17 XC90 5dr SUV AAAAC
D5 Momentum 137 8.3 23.9 8.3 *5.0 — 222 347 33.6 37/39 2009 17.6.15
MITSUBISHI S KO DA
Eclipse Cross 5dr SUV AAACC Fabia 5dr hatch AAAAC WESTFIELD
1.5 First Ed 2WD 127 9.0 26.5 8.3 13.8 3.0 161 184 30.9 34/45 1455 14.3.18 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 Sport 0dr roadster AAAAC
Outlander 5dr SUV AAABC Octavia 4dr saloon/5dr estate AAAAC Sport 250 142 3.6 11.1 6.4 4.0 2.7 252 270 22.7 32/42 665 29.11.17
2.2 DiD GX5 118 10.2 32.9 10.1 11.1 3.07 147 265 34.7 38/45 1675 27.3.13 vRS 245 Estate 155 6.9 16.2 5.8 7.3 2.9 242 273 29.8 33/39 1392 16.8.17
PHEV GX4hs 106 10.0 30.5 9.5 6.2 3.0 200 245 — 44/38 1810 16.4.14 Superb 5dr hatch/estate AAAAB ZENOS
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 E10 0dr roadster AAAAB
Kodiaq 5dr SUV AAAAC S 140 4.3 11.2 4.1 5.3 2.9 250 295 33.9 21/23 725 7.10.15
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

80 AUTOCAR.CO.UK 14 NOVEMBER 2018

 WANTED
FOR CASH
All Ferraris, Porsch
Mercedes, Lamborgh
Rolls Royces
es,
inis,
SILVERSPEED
Dealers in quirky cars and great plates at realistic prices
REWARD I
2 CHARAC

Example lik
Urgent priv
NEED A
TER PLATE
FOR CASH
e M6 or 4A
ate sellers
& Astons
We only sell plates we own. Good old fashion service. Been in the business 25 years. please call!!
!
07961 808069 • alspeed@live.co.uk
1 VDN REN 1 6 TY 5 XH 1 CNH 2 CNH
Premium Selection

£16,995 POA £16,995 £13,995 £13,995 £3,995

( CNH pair £14995)
1 HXA 1 YYG 250m 25 O sold for £518,000* 250 L sold for £130,328*
£7,995 £7,995 £49,995 *info from Dvla sale prices
GREAT VALUE FIRST
SHORT 5 GKY 4 NRX 92VAN 18 VX COLLECTION 80 XYX 88 UXY RFO 447
PLATES £2,995 £2,495 £2,995 (Love X) £1,595 £1,395 (Original period
£3,995 37 DCY plate) £995
3 AKE 8 XEU SPECIAL 444XAA 30 VYP
£5,995 £2,695 COLLECTION 807OX £1,695
£1,595
BARGAIN CLEARANCE
£2,995 SELECTION
8 OXV 7 HXY MUS55A
(Botox) 88 HXE 77 UXY
BARGAINS!

£3,995 £2,695 £14,995

OOX1E £4,995
£1,695
£1,295 600 VUY VJI85
£2,695 41 HU 60 XKY £1,395
4 NYJ 8 VJY YOU63F £4,995 22 VSY £995

£3,495 £2,695 (Yousef) £4,995 80XON £1,695 £1,395

111 UVY 666 VRX AAZ 550
3 OJX 6 UYG 92 VAN (Boxon) £2,695
(Luvie)
30 VYP 88 LXK £995 £995
£3,495 £2,695 £3,495 GAD1X £1,995 £1,595 £1,395

4 LXA 8 KYU YOU1G £2,495 UMA1A 10 YVA 55 AXG 333 UXR KUI166
£3,495 £2,495 £2,995 £1,995 £1,595 £1,395 £995 £495

14 NOVEMBER 2018 AUTOCAR.CO.UK 81

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For full reviews of every car listed here, visit our website, autocar.co.uk
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ABARTH 2.0 Turbo Petrol 280 276 149 5.7 46.3 141 Nomad 0dr open £38,000 AAAAA A4 Avant 5dr estate £32,465–£62,860 AAAAC
595 3dr hatch/2dr open £15,690–£20,890 AAABC 2.2 Turbo Diesel 150 148 137 8.2 67.3 109 Well inside the top 10 list of our favourite cars. A revelation and a Classy and demure estate lacks the dynamic sparkle of rivals.
The Fiat 500’s Abarth makeover makes it a true pocket rocket. 2.2 Turbo Diesel 180 177 143 7.1 67.3 109 riot to drive. LxWxH 3215x1850x1425 Kerb weight 670kg LxWxH 4725x1842x1434 Kerb weight 1370kg
LxWxH 3657x1627x1485 Kerb weight NA 2.9 BiTurbo Quadrifoglio 503 191 3.9 34.4 189 2.4 K24 i-VTEC 235 125 3.4
1.4 TFSI 150 148 NA
130 NA
8.9-9.0 48.7-51.4 126-139
1.4 T-jet 145 143 130 7.8-8.0 47.1-48.7 134-139 2.0 TFSI 190 187 149 7.5 50.4-53.3 121-128
1.4 T-jet 160 Trofeo 157 135 7.3 47.1 139 Stelvio 5dr SUV £34,035–£69,500 AAAAB ASTON MARTIN 2.0 TFSI 252 quattro 248 155 6.0 42.8 149-150
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 Vantage 2dr coupé £120,900 AAAAB 3.0 V6 TFSI S4 quattro 349 155 4.9 37.2 175
1.4 T-jet Competizione 177 140 6.7-6.9 47.1-48.7 134-139 charisma. LxWxH 4687x1903x1671 Kerb weight 1604kg The faster, cleverer, more hardcore entry-level Aston tops its 2.9 V6 TFSI RS4 quattro 443 155 4.1 32.1 199-200
2.2 Turbo D 180 177 130 7.6 60.1 124 class. LxWxH 4465x1942x1273 Kerb weight 1630kg 2.0 TDI 150 ultra 148 130 9.0-9.2 67.3-70.6 104-110
695 3dr hatch/2dr open £23,040–£25,595 AAABC 2.2 Turbo D 180 Q4 AWD 177 130 7.6 58.9 127 4.0 V8 503 195 3.5 26.8 245 2.0 TDI 150 148 132-133 9.0-9.2 64.2-67.3 111-116
A convincing track-day 500 with decent dynamic ability. Overly 2.0 Turbo D 210 Q4 AWD 207 134 6.6 58.9 127 2.0 TDI 190 ultra 187 130 7.9 65.7-68.9 106-112
firm ride spoils it, though. LxWxH 3657x1627x1485 Kerb weight NA 2.0 Turbo 200 Q4 AWD 197 134 7.2 40.4 161 DB11 2dr coupé £147,900–£161,900 AAAAA 2.0 TDI 190 187 143-146 7.9 61.4-65.7 113-121
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 The stunning replacement for the already seductive DB9 is tyre- 2.0 TDI 190 quattro 187 143 7.4 60.1-62.8 116-123
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 shreddingly good. LxWxH 4385x1865x1270 Kerb weight 1760kg 3.0 V6 TDI 218 quattro 215 152 6.4 57.6-60.1 123-129
1.4 T-jet 190 Biposto 187 143 5.9 45.9 145 4.0 V8 503 187 4.0 20.9 230 3.0 V6 TDI 272 quattro 268 155 5.4 52.3-55.4 134-142
4C Spider 2dr open £59,835 AAABC 5.2 V12 AMR 630 208 3.7 24.8 265
124 Spider 2dr open £29,625–£31,935 AAAAB It may be flawed but it’s rewarding to drive, if not the last word in A4 Allroad 5dr estate £41,870–£45,360 AAAAC
Only a mildly upgraded version of the standard car – but what a finesse. LxWxH 3989x1864x1183 Kerb weight 934kg Vanquish 2dr coupé £199,950–£223,995 AAAAC Quality load-hauler gets a rugged makeover to make it even more
revelation it is. LxWxH 4054x1740x1233 Kerb weight 1060kg 1.75 TBi 240 236 160 4.5 40.9-41.5 157-161 Dazzlingly beautiful and expressive big Aston plays the long- capable. LxWxH 4750x1842x1493 Kerb weight 1580kg
1.4 T-jet 170 167 142-144 6.9 42.8-44.1 148-153 legged cruiser well. LxWxH 4692x1912x1294 Kerb weight 1739kg 2.0 TFSI 252 quattro 148 153 6.1 41.5-43.5 148-154
ALPINA 6.0 V12 Vanquish S 595 201 3.5 21.6 302 2.0 TDI 190 quattro 187 136 7.8 55.4-57.6 128-134
A L FA R O M E O B3 S 4dr saloon/5dr touring £62,000–£63,000 AAAAC 6.0 Vanquish S Volante 595 201 3.7 21.6 302 3.0 V6 TDI 218 quattro 215 143 6.6 53.3-55.4 137-143
Mito 3dr hatch £13,845–£21,385 AAACC Previously falling behind in the power stakes, but the recent 3.0 V6 TDI 272 quattro 268 155 5.5 51.4-53.3 139-146
Likeable, good-looking hatch is practical, too, but dynamic flaws facelift rectifies that. LxWxH 4632x1811x1431 Kerb weight 1705kg Rapide S 4dr saloon £149,500–£152,000 AAAAC
make it an also-ran. LxWxH 4063x1720x1446 Kerb weight 1080kg 3.0 BiTurbo 433 188-190 4.3 34.9-35.8 180-185 The Rapide is one of the most elegant four-door sports cars in the A5 2dr coupé £36,140–£64,260 AAAAC
1.4 78hp 76 103 13.0 50.4 130 world. LxWxH 5019x1929x1360 Kerb weight 1990kg Refreshed coupé gets a sharper look and a refreshed interior. Still
0.9 TB Twinair 105 103 114 11.4 67.3 99 B4 S 2dr coupé/open £63,000–£67,000 AAABC 6.0 V12 552 203 4.4 21.9 300 mundane to drive. LxWxH 4673x1846x1371 Kerb weight 1390kg
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
1.4 TFSI 150 148 130 8.9 50.4-53.3 122-127
1.4 TB Multiair 170 167 136 7.3 52.3 124 track than the road. LxWxH 4640x1825x1373 Kerb weight 1690kg
2.0 TFSI 190 187 149 7.2-7.3 47.9-55.4 124-129 AU D I
1.3 JTDM-2 95 93 112 12.5
3.0 BiTurbo 433 189-190 4.2-4.3 34.0-35.8 180-190 A1 Sportback 5dr hatch £16,575–£30,685
83.1 89 AAAAC 2.0 TFSI 252 quattro 248 155 5.8 44.1-45.6 141-144
Sets a new quality benchmark for a premium supermini. LxWxH 3.0 V6 TFSI S5 quattro 349 155 4.7 38.2 170
Giulietta 5dr hatch £19,960–£30,205 AAACC B5 4dr saloon/5dr touring £89,000–£91,000 AAAAC 3973x1746x1422 Kerb weight 1035kg 2.9 V6 TFSI RS5 quattro 443 155 3.9 32.5 197
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 1.0 TSFI 95 93 116 11.1 62.8-67.3 97-103 2.0 TDI 190 ultra 187 130 7.7 67.3-70.6 105-111
lavish enough. LxWxH 4351x1798x1465 Kerb weight 1305kg viewpoint. LxWxH 4956x1868x1466 Kerb weight 2015kg 1.4 TFSI 125 123 127 8.9 54.3-57.6 112-123 2.0 TDI 190 187 148-149 7.7 62.8-67.3 111-118
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 2.0 TFSI S1 quattro 227 155 5.9 39.2-39.8 166-168 2.0 TDI 190 quattro 187 146 7.2 61.4-64.2 114-121
1.4 TB Multiair 150 148 130 8.2 51.4 127 1.6 TDI 116 114 124 9.5 70.6-74.3 99-106 3.0 V6 TDI 218 quattro 215 155 6.2 58.9-61.4 119-127
1.4 TB Multiair 170 167 135 7.6 57.7 114 B6 2dr open £108,571 AAAAC
1.75 TBi 240 236 152 6.0 41.5 157 A ballistic coupé and convertible best suited to pounding the A3 Sportback 5dr hatch £22,765–£45,305 AAAAC A5 Sportback 5dr coupé £33,845–£49,525 AAAAC
1.6 JTDM-2 120 118 121 10.0-10.2 74.3 99 autobahns. LxWxH 4894x1894x1375 Kerb weight 1945kg All the above but with the added convenience of five doors and a Refined, good-looking four-door coupé is sadly short on charm and
2.0 JTDM-2 150 148 130 8.8 67.3 110 4.4 V8 BiTurbo 591 203 4.2 29.4 224 usefully larger boot. LxWxH 4313x1785x1426 Kerb weight 1180kg finesse. LxWxH 4733x1843x1386 Kerb weight 1425kg
2.0 JTDM-2 175 167 136 7.8 65.7 113 1.0 30 TFSI 114 128 9.9 60.1-62.8 104-108 1.4 TFSI 150 148 130 8.9 50.4-52.3 124-130
B7 4dr saloon £115,000 AAAAC 1.5 35 TFSI 148 137 8.2 64.2 114 2.0 TFSI 190 187 149 7.5 50.4 128
Giulia 4dr saloon £32,490–£62,500 AAAAB A 7 Series with a power boost gives BMW a worthy challenger to 2.0 TFSI S3 quattro 305 155 4.6-5.3 39.8-43.5 150-163 2.0 TFSI 252 quattro 248 155 6.0 43.5-44.1 144-148
Handsome and special dynamically but lacks finesse and only the AMG S-Classes. LxWxH 5250x1902x1491 Kerb weight 2060kg 2.5 TFSI RS3 quattro 394 155 4.1 33.6-34.0 189-192 3.0 V6 TFSI S5 quattro 349 155 4.7 37.7 170
comes as an auto. LxWxH 4643x1860x1436 Kerb weight 1429kg 4.4 V8 BiTurbo 599 205 4.2 29.4 222 1.6 30 TDI 114 126 10.4 64.2 114 2.0 TDI 150 148 135-136 8.9-9.0 65.7-67.3 109-114
2.0 Turbo Petrol 200 197 146 6.6 47.1 138 2.0 TDI 190 ultra 187 130 7.9-8.0 65.7-68.9 106-113
D5 S 4dr saloon £62,000 AAAAC A3 Saloon 4dr saloon £24,080–£46,255 AAAAC 2.0 TDI 190 187 146-148 7.9 61.4-67.3 109-119
The excellent 5 Series receives some Alpina tweaking to make it a Undercuts the case to own an A4. Upmarket interior and good to 2.0 TDI 190 quattro 187 146 7.4 60.1-62.8 117-124
S TA R R AT I N G S E X P L A I N E D
brilliant cruiser. LxWxH 4956x1868x1466 Kerb weight 1870kg drive. LxWxH 4458x1796x1416 Kerb weight 1240kg 3.0 V6 TDI 218 quattro 215 152 6.4 58.9-61.4 119-125
3.0 BiTurbo 345 171 4.9 46.3 161 2.0 TFSI 190 quattro 187 150 6.2 47.9-49.6 132-136
CCCCC Inherently dangerous/unsafe. Tragically, 2.0 TFSI S3 quattro 306 155 4.6 43.5 151 A5 Cabriolet 2dr open £43,990–£52,540 AAAAC
ALPINE 2.5 TFSI RS3 quattro 394 155 4.1 33.6-34.0 188-191 More practical than smaller options. Lower-powered, steel-sprung
irredeemably flawed. A110 2dr coupé £46,905-£50,805 AAAAA trim is best. LxWxH 4673x1846x1383 Kerb weight 1600kg
BCCCC Appalling. Massively significant failings. A much, much greater car and achievement than the sum of its A3 Cabriolet 2dr open £30,235–£42,645 AAAAC 2.0 TFSI 190 187 147-148 7.9 46.3-50.4 127-139
ACCCC Very poor. Fails to meet any accepted parts suggest. LxWxH 4180x1980x1252 Kerb weight 1080kg Compact, affordable, usable and refined. Strong performance, too. 2.0 TFSI 252 quattro 248 149 6.3 42.2-42.8 149-152
class boundaries. 1.8 Turbo 252 155 4.5 45.5 141 LxWxH 4423x1793x1409 Kerb weight 1380kg 3.0 V6 TFSI S5 quattro 349 155 5.1 36.2 177
1.5 TFSI 150 148 137 8.9 52.3-56.5 112-119 2.0 TDI 190 187 144 8.3 60.1-62.8 118-124
ABCCC Poor. Within acceptable class ARIEL 2.0 TFSI 190 187 155 7.2-7.3 46.3-48.7 128-131 2.0 TDI 190 quattro 187 144 7.8 57.6-60.1 122-128
boundaries in a few areas. Still not Atom 0dr open £30,572 AAAAB 2.0 TFSI 190 quattro 187 150 6.9 44.8-46.3 132-136 3.0 V6 TDI 218 quattro 215 149 6.8 54.3-57.6 128-137
recommendable. Exhilarating, superbike-fast mentalist is less usable than some but 2.0 TFSI S3 quattro 305 155 4.6-5.3 39.8-43.5 151-163
AACCC Off the pace. Below average in nearly still marvellous. LxWxH 3410x1828x1195 Kerb weight 520kg 1.6 TDI 116 114 125 11.2 64.2-67.3 110-114 A6 4dr saloon £39,325–£58,605 AAAAC
2.0 K20Z i-VTEC 245 145 3.1 NA NA 2.0 TDI 150 148 139 8.7-8.9 60.1-65.7 113-122 Supremely well-constructed but a bit soulless to drive. A smart
all areas. 3.5R 350 NA NA NA NA 2.0 TDI 184 quattro 181 147 7.4 53.3-55.4 134-138 office on wheels. LxWxH 4939x1886x1457 Kerb weight 1645kg
AABCC Acceptable. About average in key areas, 2.0 TDI 40 201 152 8.1 60.1-62.8 117-124
but disappoints. A4 4dr saloon £31,045–£46,725 AAAAC 3.0 V6 TDI 50 282 155 5.5 48.7-50.4 146-150
AAACC Competent. Above average in some High quality and competent but leaves the dynamic finesse to its 4.0 V8 TFSI S6 quattro 443 155 4.4 30.1-30.7 214-218
rivals. LxWxH 4726x1842x1427 Kerb weight 1320kg
areas, average in others. Outstanding 1.4 TFSI 150 148 130 8.5-8.7 50.4-53.3 126-131 A6 Avant 5dr estate £40,740–£92,970 AAAAC
in none. 2.0 TFSI 190 187 149 7.3 52.3-55.4 122-129 A capable stress-buster in standard guise, while the RS6 is simply
AAABC Good. Competitive in key areas. 2.0 TFSI 252 quattro 248 155 5.8 43.5-47.9 116-122 monstrous. LxWxH 4939x1886x1467 Kerb weight 1710kg
3.0 V6 TFSI S4 quattro 349 155 4.7 37.7 170 2.0 TDI 40 201 149 8.3 57.6-60.1 124-129
AAAAC Very good. Very competitive in key 2.0 TDI 150 ultra 148 130 8.7-8.9 68.9-74.3 99-107 3.0 V6 TDI 50 282 155 5.7 47.9-49.1 151-155
areas, competitive in secondary 2.0 TDI 150 148 136-137 8.7-8.9 65.7-70.6 101-111 4.0 V8 TFSI S6 quattro 443 155 4.6 29.4-30.1 219-224
respects. 2.0 TDI 190 ultra 187 130 7.7 67.3-72.4 102-109 4.0 V8 TFSI RS6 quattro 552 155 3.9 29.4 223
AAAAB Excellent. Near class-leading in key 2.0 TDI 190 187 147-149 7.7 62.8-67.3 111-118
areas and in some ways outstanding. 2.0 TDI 190 quattro 187 146 7.2 61.4-64.2 114-121 A6 Allroad 5dr estate £48,785–£59,015 AAAAC
3.0 V6 TDI 218 215 155 6.6 62.8-67.3 109-117 Rugged version of the A6 Avant sports a degree of off-roading
AAAAA Brilliant, unsurpassed. All but flawless. 3.0 V6 TDI 218 quattro 215 155 6.3 58.9-61.4 119-127 ability. LxWxH 4938x1898x1534 Kerb weight 1890kg
3.0 V6 TDI 272 quattro 268 155 5.3 54.3-57.6 129-137 3.0 V6 TDI 218 quattro 215 143 7.1 49.6 149

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 N E W CAR PR I CES
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3.0 V6 TDI 272 quattro 268 155 6.2 50.4 149 BAC 2 Series Gran Tourer 5dr MPV £26,775–£36,615 AAAAB
3.0 BiTDI 320 quattro 315 155 5.5 43.5 172 Mono 0dr open £165,125 AAAAB Brings a proper premium MPV to the table. Third row seats aren’t
An F-22 Raptor for the road, only significantly better built. adult-sized, though. LxWxH 4556x1800x1608 Kerb weight 1475kg
A7 Sportback 5dr coupé £50,725–£58,840 AAABC LxWxH 3952x1836x1110 Kerb weight 580kg 218i 134 127 9.5-9.8 47.1 137
Easy on the eye and to live with, but let down by stolid dynamics. 2.5 VVT 305 170 2.8 220i NA NA 181 137 7.8 44.8-47.9 134-143
LxWxH 4969x1908x1422 Kerb weight 1880kg 216d 335 119 11.8 62.8-64.2 116-117
2.0 40 TDI 201 152 8.3 57.6-60.1 122-127 BENTLEY 218d 148 127 9.6 60.1-61.4 121-125
3.0 45 TDI quattro 227 155 6.5 48.7-50.4 147-150 Continental GT 2dr coupé £156,700 AAAAC 220d 187 138 8.2 61.4 122
3.0 50 TDI quattro 281 155 5.5 48.7-50.4 147-150 Refined and improved in every area, making the Conti a superb 220d xDrive 187 135 8.0 57.6 129
3.0 55 TFSI quattro 335 155 5.3 39.2-40.4 158-163 grand tourer. LxWxH 4850x1966x1405 Kerb weight 2244kg
6.0 W12 626 207 3.6 23.2 278 3 Series 4dr saloon £27,800–£86,425 AAAAB
A8 4dr saloon £69,995–£77,905 AAAAC Decent cabin space and engine range but doesn’t measure up on
Technical tour de force benefits from Audi’s knack of making very Flying Spur 4dr saloon £132,800–£169,800 AAABC handling and finesse. LxWxH 4633x1811x1429 Kerb weight 1425kg
good limousines. LxWxH 5172x1945x1473 Kerb weight 1920kg Undoubtedly luxurious but misses the mark on refinement and 318i 134 130 8.9-9.1 51.4-54.3 122-129
3.0 V6 50 TDI quattro 282 155 5.9 48.7-50.4 145-152 tech sophistication. LxWxH 5299x1984x1488 Kerb weight 2417kg 320i 181 146 7.2-7.3 47.9-51.4 134-138 430d xDrive 254 155 5.3 47.9 155
3.0 V6 55 TFSI quattro 335 155 5.6 36.2-37.7 171-178 320i xDrive
4.0 V8 181 144500 7.5-7.6 41.5-51.4 142-159
183 4.9 25.9 254 435d xDrive 308 155 4.8 45.6 163
3.0 V6 50 TDI quattro LWB 282 155 5.9 48.7-50.4 146-152 330i 4.0 V8 S 248 155 521 5.8-5.9 43.5-48.7 136-151
190 4.6 25.9 254
3.0 V6 55 TFSI qu’tro LWB 335 155 5.7 36.2-37.7 171-178 340i 6.0 W12 321 155616 5.1-5.2 36.7-41.5 159-179
199 4.3 19.2 335 5 Series 4dr saloon £36,275–£96,205 AAAAB
M3 6.0 W12 Speed 425 155 626 4.1-4.3 32.1-34.0 194-204
202 4.2 19.2 335 The perfect compromise between the comfy E-Class and dynamic
Q2 5dr SUV £23,840–£32,840 AAAAC M3 Competition package 444 155 4.0-4.2 32.1-34.0 194-204 XF, and then some. LxWxH 4936x2126x1479 Kerb weight 1530kg
Audi’s smallest SUV is a decent stepping stone from the A3 to the Mulsanne 4dr saloon £229,360–£275,000 AAAAC M3 CS 454 173 3.9 33.2 198 520i 181 146 7.8 50.4-52.3 124-129
Q range. LxWxH 4191x1794x1508 Kerb weight 1205kg If the Rolls Phantom is best from the back seat, the Mulsanne is 316d 114 127 10.8-10.9 60.1-61.4 120-124 530i 248 155 6.2 48.7 132
1.0 TFSI 116 114 122 10.1 53.3-55.4 117-121 best in the front. LxWxH 5575x1926x1521 Kerb weight 2685kg 318d 148 133 8.5-8.7 60.1-61.4 121-123 540i xDrive 335 155 4.8 39.2 164
1.4 TFSI 150 148 131 8.5 48.7-54.3 119-130 6.75 V8 505 184 5.1-5.3 18.8 342 320d 187 146 7.3-7.4 57.6-60.1 124-127 M5 592 155 3.4 26.9 241
2.0 TFSI 190 quattro 187 141 6.5 44.1-44.8 144-146 6.75 V8 Speed 530 190 4.8 18.8 342 320d xDrive 187 144 7.4 54.3-55.4 135-137 M5 Competition 616 155 3.3 26.1 246
1.6 TDI 116 114 122 10.3-10.5 61.4-68.9 109-120 330d 254 155 5.6 51.4 144-146 530e 248 146 6.2 141.2 46
2.0 TDI 150 quattro 148 131 8.1 56.5-58.9 125-131 Bentayga 5dr SUV £135,800–£232,000 AAAAB 330d xDrive 254 155 5.3 48.7 153-154 518d 148 132 8.8 60.1-62.7 116-119
Crewe’s first attempt at a luxury SUV is a solid effort. The Diesel is 335d xDrive 308 155 4.8 45.6 162-164 520d 187 147 7.5 60.1-62.7 119-123
Q3 5dr SUV £28,465–£36,945 AAABC wondrous. LxWxH 5140x1998x1742 Kerb weight 2505kg 520d xDrive 187 144 7.6 56.4-57.6 129-132
Typically refined and competent but feels more like an A3 than an 4.0 V8 542 171 4.4 24.8 260 3 Series Touring 5dr estate £28,800–£46,975 AAAAB 525d 227 155 6.6 56.4-57.6 128-131
Audi SUV. LxWxH 4388x1831x1608 Kerb weight 1385kg 6.0 W12 600 187 4.0 21.6 296 There are more practical estates, but the 3 Series’ dynamism 530d 261 155 5.7 55.3 134
1.4 TFSI 150 148 126 8.9-9.2 45.6-51.4 127-143 4.0 V8 Diesel 429 168 4.6 35.3 210 make it sparkle. LxWxH 4633x1811x1429 Kerb weight 1470kg 530d xDrive 261 155 5.4 51.3 144
2.0 TFSI 180 quattro 177 135 7.6 40.4-42.8 152-161 318i 134 130 9.2-9.3 47.9-51.4 129-137
2.0 TDI 150 148 126 9.6 60.1-62.8 117-124 B M W 320i 181 146 7.5 44.8-48.7 134-147 5 Series Touring 5dr estate £39,005–£54,775 AAAAB
2.0 TDI 150 quattro 148 126 9.3 53.3-57.6 129-140 1 Series 3dr/5dr hatch £22,450–£37,125 AAABC 320i xDrive 181 144 7.7-7.9 38.7-44.8 147-169 The excellent 5 Series made in more practical form. The 520d is
2.0 TDI 184 quattro 181 136 7.9 50.4-54.3 136-146 Strong on performance and economy and as good as it could be. 330i 248 155 5.9-6.0 42.2-46.3 143-157 still the best. LxWxH 4942x2126x1498 Kerb weight 1630kg
LxWxH 4329x1765x1421 Kerb weight 1375kg 340i 321 155 5.1 40.4 164 520i 181 139 8.2 47.8-48.7 132-136
Q5 5dr SUV £41,200–£51,955 AAAAC 118i 134 130 8.5-8.7 52.3-56.5 112-126 316d 114 127 11.3-11.4 58.9-60.1 124-127 530i 248 155 6.5 46.3 139
Appealing combination of Audi allure, affordable SUV practicality 120i 181 139-142 7.1 46.3-48.7 133-140 318d 148 133 8.9-9.0 58.9-60.1 124-127 540i xDrive 335 155 5.1 37.6 172
and attractiveness. LxWxH 4663x1893x1659 Kerb weight 1720kg 125i 220 151 6.1 47.9 134 320d 187 146 7.5-7.7 55.4-58.9 125-135 520d 187 147 7.8 60.1-61.4 121-124
2.0 40 TDI quattro 190 187 135 7.9 53.3-56.5 132-138 M140i 335 155 4.6-4.8 36.2-39.8 163-179 320d xDrive 187 144 7.7 52.3-55.4 136-141 520d xDrive 187 144 7.9 53.2-54.3 137-140
2.0 TFSI 252 quattro 248 147 6.3 39.2-40.4 157-164 116d 114 124 10.5 62.8-67.3 111-118 330d 254 155 5.6 49.6-50.4 148-149 525d 227 152 6.8 54.3-60.1 134-138
3.0 V6 TFSI SQ5 quattro 349 155 5.4 33.2-34.0 189-195 118d 148 131 8.2-8.4 61.4-64.2 115-118 330d xDrive 254 155 5.4 47.1 157-158 530d 261 155 5.8 52.3 141
120d 187 141 7.1-7.2 60.1-62.8 120-124 335d xDrive 308 155 4.9 44.8 165-167 530d xDrive 261 155 5.6 49.5 151
Q7 5dr SUV £51,425–£74,385 AAAAC 120d xDrive 187 138 6.9 54.3-55.4 135-138
Unengaging to drive and light on feel, but the cabin is both huge 125d 220 149 6.4 58.9 126 3 Series Gran Turismo 5dr hatch £33,820–£46,315 AAAAC 6 Series Gran Turismo 5dr hatch £47,930–£58,865 AAABC
and classy. LxWxH 5052x1968x1740 Kerb weight 2060kg Hatchback practicality meets 3 Series dynamic talent. Dull but A large improvement on the 5GT and dynamically sound. Still an
3.0 V6 45 TDI quattro 231 142 7.3 41.5 178 2 Series 2dr coupé £25,060–£51,930 AAAAB decent. LxWxH 4824x1828x1508 Kerb weight 1580kg oddball, though. LxWxH 5007x1894x1392 Kerb weight 1720kg
3.0 V6 50 TDI quattro 282 152 6.3 41.5 178 A proper compact coupé now. Could be better equipped, however. 320i 181 146 8.0-8.1 44.1-47.9 134-146 630i 254 155 6.3 42.8-43.4 148-152
3.0 V6 TDI quattro e-tron 254 143 6.2 148.7-156.9 48-50 LxWxH 4432x1774x1418 Kerb weight 1420kg 320i xDrive 181 144 8.1-8.4 39.8-44.1 146-161 640i xDrive 335 155 5.3 34.4-35.3 183-187
4.0 V8 TDI SQ7 quattro 429 155 4.9 218i 37.2-39.2 190-199 134 130 8.8-8.9 50.4-53.3 124-130 330i 248 155 6.1 45.6 136-141 620d 261 155 6.1 53.2-57.6 127-139
220i 181 143 7.2 47.9 134-136 340i 321 155 5.1 38.7 161-166 630d 261 155 6.1 49.0-49.5 151-154
Q8 5dr SUV £65,040–£83,040 AAAAC 230i 248 155 5.6 47.9 134 320d 187 146 7.8-7.9 56.5 131-136 630d xDrive 261 155 6.0 48.0-48.7 154-156
Striking and effective coupé-SUV range-topper leaves us wanting M240i 335 155 4.6-4.8 36.2-39.8 163-179 320d xDrive 187 144 7.8 53.3 141
more. LxWxH 4986x1995x1705 Kerb weight 2145kg M2 Competition 404 155 4.2-4.4 28.2-30.7 209-227 330d 254 155 5.7 48.7 152 7 Series 4dr saloon £63,040–£138,335 AAAAC
3.0 V6 50 TDI quattro 282 152 6.3 41.5 178 218d 148 132 8.3-8.5 61.4-62.8 119-120 330d xDrive 254 155 5.4 47.1 158 Rules on in-car entertainment and diesel sophistication; otherwise
220d 187 143 7.1-7.2 61.4 121-122 335d xDrive 308 155 4.9 44.1 168 too bland. LxWxH 5098x1902x1478 Kerb weight 1755kg
TT 2dr coupé £29,405–£53,030 AAAAC 220d xDrive 187 140 725d 7.0 227 152 55.4 6.9 135
55.3-56.4 132-133
Still serves up plenty of pace, style and usability for the money. It’s 225d 220 151
AAAAC 730d 6.3 261 60.1
155 6.1 124
51.3-52.3 143-145 4 Series 2dr coupé £34,300–£89,070
better to drive, too. LxWxH 4177x1832x1353 Kerb weight 1210kg A talented GT and a brilliant B-road steer that is very well-equipped. 730d xDrive 261 155 5.8 48.7-49.5 151-152
1.8 TFSI 180 177 149 6.9 47.1 138 2 Series Convertible 2dr open £28,260–£42,190 AAABC LxWxH 4640x1825x1377 Kerb weight 1475kg 740d xDrive 315 155 5.2 46.3-47.0 159-160
2.0 TFSI 230 226 155 5.9-6.0 43.5-46.3 141-150 Better than its 1 Series forebear but lacks truly distinguishing 420i 181 146 7.3-7.5 46.3-48.7 134-141 740e 254 155 5.4 128.4-134.5 49-50
2.0 TFSI 230 quattro 226 155 5.3 42.8 153 premium qualities. LxWxH 4432x1774x1413 Kerb weight 1440kg 420i xDrive 181 144 7.6-7.8 40.9-45.6 144-161 740Le xDrive 254 155 5.3 113.0-117.7 54-56
2.0 TFSI TTS quattro 305 155 4.6-4.9 38.7-40.9 159-168 218i 134 130 9.4-9.6 48.7-50.4 131-139 430i 248 155 5.8-5.9 43.5-48.7 136-151 M760Li V12 xDrive 601 155 3.7 22.0 294
2.5 TFSI TT RS quattro 394 155 3.7 33.6-34.4 187-192 220i 181 143 7.7 46.3 138-140 440i 321 155 5.0-5.2 36.7-41.5 159-179
2.0 TDI 184 ultra 181 149 7.1 60.1 124 230i 248 155 5.9 45.6 142 M4 425 155 4.1-4.3 31.0-34.0 194-204 8 Series 2dr coupé £76,270-£99,525 AAAAC
2.0 TDI 184 quattro 181 145 6.7 52.3 142 M240i 335 155 4.7-4.9 34.0-38.2 169-189 M4 Competition pack 444 155 4.0-4.2 31.0-34.0 194-204 Has dynamism to spare, but not quite the breadth of ability of the
218d 148 132 8.8-9.0 54.3-58.9 127-136 M4 CS 454 155 3.9 33.6 197 best sporting GTs. LxWxH 4843x1902x1341 Kerb weight 1830kg
TT Roadster 2dr open £31,155–£54,780 AAAAC 220d 187 143 7.5-7.6 55.4-58.9 126-135 420d 187 146 7.2-7.4 58.9-60.1 124-125 840d xDrive 316 155 4.9 45.5-46.3 160-164
Plenty of pace and driver reward, along with prestige and design- 225d 220 151 6.5 56.5 130 420d xDrive 187 144 7.3 54.3 136 M850i xDrive 523 155 3.7 28.8-29.1 221-244
icon style. LxWxH 4177x1832x1355 Kerb weight 1300kg 430d 254 155 5.5 51.4 144
1.8 TFSI 180 177 147 7.2 46.3 142 2 Series Active Tourer 5dr hatch £24,910–£36,735 AAAAC 430d xDrive 254 155 5.2 47.9 154 X1 5dr SUV £27,630–£36,300 AAAAC
2.0 TFSI 230 226 155 6.1-6.2 42.2-45.6 144-155 BMW’s FWD hatch is a proper contender but not as practical as 435d xDrive 308 155 4.7 45.6 162 Pick of the premium bunch but a tad unrefined and has ordinary
2.0 TFSI 230 quattro 226 155 5.6 40.9 158 some of its rivals. LxWxH 4342x1800x1555 Kerb weight 1360kg handling. LxWxH 4439x1821x1598 Kerb weight 1395kg
2.0 TFSI TTS quattro 305 155 4.9-5.2 37.7-39.8 163-173 218i 134 127 9.3 48.7 132 4 Series Convertible 2dr open £40,600–£66,845 AAAAC sDrive18i 138 127 9.7 48.7 132-133
2.5 TFSI TT RS quattro 394 155 3.7 33.6-34.4 187-192 220i 181 142 7.4 47.9-50.4 134 A talented gran tourer with the ability to remove the roof. What’s sDrive20i 189 138 7.4 44.1-45.6 141-146
2.0 TDI 184 ultra 181 147 7.3 58.9 129 225xe 248 125 6.7 113 57 not to like? LxWxH 4640x1825x1384 Kerb weight 1700kg sDrive18d 148 126 9.3-9.4 61.4 120-121
2.0 TDI 184 quattro 181 143 7.0 50.4 147 216d 335 121 11.1 65.7 112-113 420i 181 146 8.2-8.4 42.8-45.6 144-153 xDrive18d 148 126 9.3-9.4 56.5-58.9 127-132
218d 148 129 9.0-9.1 62.8 119 430i 248 155 6.3-6.4 40.4-44.8 146-162 xDrive20d 187 136 7.8 58.9 126
R8 2dr coupé £112,520–£141,200 AAAAC 220d 187 141 7.6 64.2 117 440i 321 155 5.4 39.2 167
Usable but no less involving or dramatic for it. V10 is deliciously 220d xDrive 187 138 7.5 60.1 124 M4 425 155 4.4-4.6 29.7-32.5 203-218 X2 5dr SUV £30,040–£38,380 AAAAC
brutal. LxWxH 4426x1940x1240 Kerb weight 1590kg M4 Competition pack 444 155 4.3-4.5 29.7-32.5 203-218 A more stylish version of the X1, but we’ll have to wait and see how
5.2 V10 FSI RWS 532 198 3.7 22.8 283 420d 187 146 8.1-8.2 54.3-56.5 132-138 it fares dynamically. LxWxH 4360x1824x1526 Kerb weight 1460kg
5.2 V10 FSI quattro 532 198 3.5 22.4 287 430d 254 155 5.9 48.7 153 sDrive20i 186 141 7.7 47.9-51.4 126-134
5.2 V10 FSI Plus quattro 601 205 3.2 21.1 306 435d xDrive 308 155 5.2 44.1 169 sDrive18d 148 129 9.3-9.8 60.1-62.8 120-124
xDrive18d 148 128 9.2 54.3-57.6 128-137
R8 Spyder 2dr open £121,210–£149,890 AAAAC 4 Series Gran Coupé 4dr coupé £34,300–£48,985 AAAAC xDrive20d 185 137 7.7 57.6-60.1 124-128
Taking the roof off the R8 enhances the drama tenfold. Essentially a prettier 3 Series. Good, but not better than the
LxWxH 4426x1940x1245 Kerb weight 1680kg regular saloon. LxWxH 4640x1825x1404 Kerb weight 1520kg X3 5dr SUV £39,120–£52,865 AAAAC
5.2 V10 FSI RWS 532 197 3.8 22.4 286 420i 181 146 7.5-7.7 46.3-48.7 134-141 Continues where the last one left off. Dynamically good and more
5.2 V10 FSI quattro 532 197 3.6 22.1 290 420i xDrive 181 144 7.8-8.1 40.9-45.6 144-161 luxurious inside. LxWxH 4708x1891x1676 Kerb weight 1750kg
5.2 V10 FSI Plus quattro 601 204 3.3 20.8 309 430i 248 155 5.9 43.5-48.7 136-151 xDrive20i 181 134 8.3 38.7-39.8 163-166
440i 321 155 5.1 41.5 159 M40i 355 155 4.8 33.6-34.4 188-193
420d 187 146 7.4-7.6 57.6-58.9 126-128 xDrive20d 187 132 8.0 51.4-53.5 140-144
420d xDrive 187 144 7.5 54.3 136 xDrive30d 261 149 5.8 47.1-48.7 154-158
430d 254 155 5.6 51.4 144 M40d 321 155 4.9 43.5-44.1 169-172

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X4 5dr SUV £42,900–£55,725 AAABC C3 Aircross 5dr hatchback £14,725–£20,060 AAABC FERRARI
1.0T Ecoboost 125 123 119-120 11.0-12.0 51.4-60.1 108-125
Downsized X6 is respectable enough if not loveable, but the X3 is a Funky-looking C3 gets a jacked-up, rugged SUV look. Portofino 2dr open £166,180
AAAAC 1.5T Ecoboost 150 148 129-130 8.9-9.2 46.3-51.4 127-140
better option. LxWxH 4671x1881x1624 Kerb weight 1735kg LxWxH 4155x1765x1637 Kerb weight 1088kg The entry-level Ferrari has the power, the looks and the touring 1.5T Ecoboost 182 179 137-138 8.6-8.9 46.3-51.4 127-140
M40i 336 155 4.9 31.0-31.4 205-206 1.2 PureTech 82 79 103 15.9 55.4 116 ability. LxWxH 4586x1938x1318 Kerb weight 1664kg 2.0T Ecoboost 250 ST 246 154 6.5 41.5 159
xDrive20d 187 131 8.0 50.4-52.3 142-146 1.2 PureTech 110 107 115 11.3 56.5 115 3.9T V8 591 199 3.5 26.4 245 2.3T Ecoboost 350 RS 345 165 4.7 36.7 175
xDrive30d 254 145 5.8 46.3-49.6 149-159 1.2 PureTech 130 127 124 10.4 53.3 119 107Kw Electric Motor 140 84 11.0 NA 0
M40d 322 155 4.9 42.8-44.1 170-173 1.6 BlueHDi 100 96 109 12.8 70.6 104 488 2dr coupé/open £197,418-£219,274 AAAAA 1.5 TDCi 95 93 112 12.0 74.3 99
Calm ride mixed with explosive performance. 1.5 TDCi 120 118 119-120 10.5-10.8 74.3 99
X5 5dr SUV £57,495–£97,115 AAAAC C4 Cactus 5dr hatchback £18,505–£23,535 AAABC LxWxH 4568x1952x1213 Kerb weight 1475kg 2.0 TDCi 150 148 129-130 8.7-8.8 64.2-70.6 105-115
More capable, convenient, refined and classy SUV that’s a more Interesting and novel to look at but flawed to drive. 3.9T V8 650 203-205 3.0 24.7 260 2.0 TDCi 185 ST 182 135 7.7-8.1 61.4-67.3 110-119
satisfying drive. LxWxH 4922x2004x1745 Kerb weight 2110kg LxWxH 4157x1729x1480 Kerb weight 965kg
xDrive40i 335 155 5.5 32.4-33.2 193-197 1.2 PureTech 110 107 117 9.3-9.7 61.4-65.7 100-105 GTC4 Lusso 2dr coupé £200,165–£240,402 AAAAB Focus Estate 5dr estate £19,050–£30,340 AAAAC
xDrive30d 261 130 6.8 45.5-47.0 158-162 1.2 PureTech 130 128 120 8.2 58.9 110 Another four-wheel-drive grand tourer Ferrari that is more usable Well-mannered and comfortable, but a Skoda Octavia will carry
M50d 395 155 5.3 36.2 205 1.6 BlueHDi 100 96 114 10.6-11.2 78.5-91.1 82-95 than the FF. LxWxH 4922x1980x1383 Kerb weight 1865kg more. LxWxH 4560x2010x1469 Kerb weight 1313kg
X5 M 567 155 4.2 25.4 258 1.6 BlueHDi 120 118 125
1.6 Duratec Ti-VCT 105 8.7103 116 12.5 47.170.6 139 102 3.9T V8 592 198 3.5 24.3 265
1.0T Ecoboost 100 98 115 12.7 58.9 109 6.3 V12 670 208 3.4 18.4 350
X6 5dr SUV £61,105–£100,085 AAABC C4 Spacetourer 5dr MPV £22,365–£30,855 AAAAC 1.0T Ecoboost 125 123 119-120 11.2-12.2 51.4-58.9 110-125
The world’s first off-road coupé, but appearances make it difficult Plushness and an improved dynamic make for a better car. 812 Superfast 2dr open £262,963 AAAAA 1.5T Ecoboost 150 148 129-130 8.9-9.2 46.3-50.4 128-140
to love. LxWxH 4909x1989x1702 Kerb weight 2065kg LxWxH 4438x1826x1610 Kerb weight 1280kg More powerful than the F12, but with better road manners making it 1.5T Ecoboost 182PS 179 137-138 8.8 46.3-50.4 128-140
xDrive30d 254 143 6.7 40.3 183 1.2 PureTech 130 126 125-128 10.1 55.4-56.5 115-116 the star of the range. LxWxH 4657x1971x1276 Kerb weight 1630kg 2.0T Ecoboost 250 ST 246 154 6.7 41.5 159
xDrive40d 308 146 5.8 40.3 183 1.6 BlueHDi 130 126 130 10.4 70.6 106 6.5 V12 777 211 2.9 18.9 340 1.5 TDCi 95 93 112 12.2 74.3 99
M50d 375 155 5.2 36.2 205 1.6 BlueHDi 160 158 131 8.9 58.9 128 1.5 TDCi 105 103 116 12.1 83.1 88
X6 M 567 155 4.2 25.4 258 F I AT 1.5 TDCi 120 118 119-120 10.7-11.0 74.3 99
Grand C4 Spacetourer 5dr MPV £24,065–£32,555 AAAAC 500 3dr hatch/2dr open £11,810–£16,640 AAABC 1.6 TDCi 95 93 112 12.5 67.3 109
i3 5dr hatch £35,175–£37,665 AAAAB Alternative MPV offers something fresh, comfy, spacious and Super desirable, super-cute city car. Pleasant, if not involving to 1.6 TDCi 115 113 120 10.8 67.3 109
Our favourite high-end small car happens to be an EV, and it could quietly upmarket. LxWxH 4602x1826x1638 Kerb weight 1297kg drive. LxWxH 3571x1627x1488 Kerb weight 865kg 2.0 TDCi 150 148 129-130 8.9-9.0 64.2-70.6 105-115
change motoring. LxWxH 3999x1775x1578 Kerb weight 1245kg 1.2 PureTech 130 126 125-128 10.8 55.4-56.5 115-116 1.2 69hp 68 99 12.9 60.1-65.7 99-110 2.0 TDCi 185 ST 182 135 7.8-8.3 61.4-67.3 110-119
120Ah 167 93 7.3 NA 0 1.6 BlueHDi 130 126 130 11.3 70.6 105 0.9 Twinair 85 83 107 11.0 67.3-74.3 88-90
120Ah S 180 99 6.9 NA 0 1.6 BlueHDi 160 158 130 9.2 60.1 123 Mondeo 5dr hatch £20,995–£32,095 AAAAC
500L 5dr MPV £17,610–£18,610 AAACC Does what great Fords do, by over-delivering on practicality,
i8 2dr coupé/roadster £112,735-£124,735 AAAAC DACIA A costly option but has some style to fill out some of its missing handling and value. LxWxH 4871x 1852x1482 Kerb weight 1455kg
If BMW’s plug-in hybrid is what the future of the sports car looks Sandero 5dr hatch £6995–£9595 AAACC substance. LxWxH NA Kerb weight NA 1.5 SCTi Ecoboost 165 162 138 9.2 42.8 150
like, we welcome it. LxWxH 4689x1942x1293 Kerb weight 1485kg A clever budget prospect but its limitations are unavoidable, even 1.4 95hp 93 103-111 12.8-13.2 45.6-46.3 143-144 2.0 SCTi Ecoboost 240 236 149 7.9 38.7 169
1.5 eDrive 374 155 4.4-4.6 141.2-158.9 42-46 after a smart facelift. LxWxH 4069x1733x1519 Kerb weight 969kg 2.0 TiVCT hybrid 187 184 116 9.2 71 108
1.0 SCe 75 71 98 14.2 54.3 117 500X 5dr hatch £16,995–£23,195 AAABC 2.0 TDCi Duratorq 150 148 132-134 9.3-9.9 61.4-68.9 107-120
CAD I LL AC 0.9 TCe 90 87 109 11.1 57.6 109 Familiar styling works rather well as a crossover. Drives okay, too. 2.0 TDCi D’torq 150 AWD 148 134 10.3 58.9 124
CT6 4dr saloon £71,625 AACCC LxWxH 4248x1796x1600 Kerb weight NA 2.0 TDCi Duratorq 180 177 139-140 8.3-8.6 61.4-64.2 115-120
Sharp-looking saloon is a replacement for the CTS. Still needs a Sandero Stepway 5dr hatch £9595–£10,595 AAABC 1.6 E-Torq 110 108 112 11.5 44.1-47.1 139-147 2.0 TDCi D’torq 180 AWD 177 140 9.3 54.3 134
diesel option. LxWxH 5184x1880x1472 Kerb weight 1950kg A more expensive and slightly more rugged cheap car – but still 1.0 Firefly Turbo 120hp 118 117 10.9 48.7 133
3.0 V6 AWD 411 155 5.7 28.8 223 limited. LxWxH 4089x1761x1555 Kerb weight 1040kg 1.3 Firefly Turbo 150hp 148 124 9.1 46.3 140 Mondeo Estate 5dr estate £22,795–£33,595 AAAAC
0.9 TCe 90 87 104 11.1 55.4 115 A vast and enjoyable estate that majors on everything a great Ford
CTS-V 4dr saloon £76,675 AAAAC Panda 5dr hatch £9510–£18,300 AAABC should. LxWxH 4867x 1852x1501 Kerb weight 1476kg
Eat your heart out, Germany – but lacks handling finesse of its Logan MCV 5dr estate £8495–£11,095 AAACC Hasn’t kept pace with its rivals, but sells robust, practical charm 1.5 SCTi Ecoboost 165 162 138 9.2 42.8 150
European rivals. LxWxH 5050x1863x1447 Kerb weight 1850kg Lacks its stablemates’ charms but retains their cheapness. better than most. LxWxH 3653x1643x1551 Kerb weight 940kg 2.0 SCTi Ecoboost 240 236 146 8.0 37.7 174
6.2 V8 RWD 640 199 3.7 21.7 298 LxWxH 4501x1733x1552 Kerb weight 980kg 1.2 69hp 68 96-102 14.2-14.5 51.4-55.4 119-129 2.0 TDCi Duratorq 150 148 129-130 9.4-10.0 58.9-67.3 109-123
1.0 SCe 75 71 98 14.7 52.3 120 0.9 Twinair 85 83 103-110 11.2-12.1 57.6-68.9 133-139 2.0 TDCi D’torq 150 AWD 148 130 10.5 57.7 127
Escalade 5dr SUV £82,640–£97,175 AACCC 0.9 TCe 90 87 109 11.1 57.7 109 1.3 Multijet 95 93 104 12.5-12.7 62.8-64.2 117-119 2.0 TDCi Duratorq 180 177 135-137 8.4-8.7 58.9-62.3 117-123
Cadillac’s luxury SUV remains too large and ungainly for the UK. 2.0 TDCi D’torq 180 AWD 177 137 9.5 53.3 137
LxWxH 5179x2061x1896 Kerb weight 2635kg Logan MCV Stepway 5dr estate £12,095 AAACC Tipo 5dr hatch £13,970–£18,320 AAABC
6.2 V8 AWD 420 112 6.7-6.9 22.4 287 Given a rugged makeover but still lacks charm. Extremely A 90s reboot that has been on a diet. Decent to drive and ample Mustang 2dr coupé/open £36,645–£47,145 AAAAC
practical, though. LxWxH 4528x1761x1559 Kerb weight 1090kg interior space. LxWxH 4368x1792x1495 Kerb weight 1195kg American muscle built for the UK. What’s not to like?
C AT E R H A M 1.4 95 93
0.9 TCe 90 115 12.1 87 49.6 132 106 12.4 55.4 115 LxWxH 4784x1916x1381 Kerb weight 1653kg
Seven 2dr open £17,495–£51,990 AAAAB 1.6 E-Torq 110 108 119 11.5 44.8 147 2.3 Ecoboost 312 145 5.8 28.8-35.3 179-225
The 360 is the sweet spot in the revised range, giving the Seven Duster 5dr SUV £9995–£18,695 AAABC 1.4 T-Jet 120 118 124 9.6 47.1 139 5.0 V8 410 155 4.8 12.8-23.5 281-306
just the right hit of performance. LxWxH NA Kerb weight 490kg A value champion. If cheap family transport is what you require, 1.3 Multijet II 95 93 112 12.0 76.3 99
0.6 Suzuki 160 80 100 6.91 57.6 114 the Duster delivers. LxWxH 4315x2000x1625 Kerb weight 1147kg 1.6 Multijet II 120 118 124 9.8-10.2 74.3-76.3 98-99 C-Max 5dr MPV £21,945–£28,445 AAABC
0.6 Suzuki Super Sprint 95 100 6.91 57.6 114 1.6 SCe 115 111 104-105 11.0-12.0 41.5-44.1 145-155 A fun-to-drive and easy-to-live-with five-seat MPV.
1.6 Sigma Ti-VCT 270 135 122 5.0 NA NA 1.5 dCi 115 111 104-105 11.8-12.4 60.1-64.2 115-123 Tipo Station Wagon 5dr estate £14,970–£19,320 AAABC LxWxH 4379x1828x1610 Kerb weight 1391kg
1.6 Sigma Ti-VCT 310 152 127 4.9 NA NA Estate version is more practical, which mixes well with its driving 1.0T Ecoboost 100 98 108 12.6 55.4 127
2.0 Duratec 360 180 130 4.8 NA NA DS characteristics. LxWxH 4571x1792x1514 Kerb weight 1205kg 1.0T Ecoboost 125 123 116 11.4 55.4 129
2.0 Duratec 420 210 136 3.8 NA NA 3 3dr hatch/2dr open £15,640–£24,795 AAAAC 1.4 95 93 115 12.3 49.6 132 1.5 TDCi 120 118 113-114 11.3-12.4 67.3-68.9 105-109
2.0 Supercharged 620S 310 145 3.4 NA NA Premium-brand philosophy and aesthetics appeal, but the 3 lacks 1.6 E-Torq 110 108 119 11.7 44.8 147
2.0 Supercharged 620R 310 155 2.79 NA NA dynamic refinement. LxWxH 3948x1715x1483 Kerb weight 1090kg 1.4 T-Jet 120 118 124 9.8 47.1 139 Grand C-Max 5dr MPV £23,545–£30,095 AAAAC
1.2 PureTech 82 79 108 12.3 61.4 107 1.3 Multijet II 95 93 112 12.3 76.3 99 Mid-sized Ford handles well and can be had in five- or seven-seat
CHEVROLET 1.2 PureTech 110 107 117-118 9.6-10.2 61.4-65.7 100-105 1.6 Multijet II 120 118 124 10.1-10.4 72.4-76.3 98-101 form. Good value, too. LxWxH 4379x1828x1610 Kerb weight 1493kg
Camaro 2dr coupé/convertible £32,625–£45,155 AAABC 1.2 PureTech 130 126 126-127 8.9-9.0 62.8 105 1.0T Ecoboost 100 98 107 13.6 54.3 133
An affordable American muscle car, but LHD only and less usable 1.6 THP 210 202 143 6.5 52.3 125 124 Spider 2dr open £26,905 AAABC 1.0T Ecoboost 125 123 115 12.2 54.3 134
and unrefined. LxWxH 4784x1897 Kerb weight 1539kg 1.6 BlueHDi 100 96 113-117 10.8-11.2 80.7-83.1 87-92 The 124 name has been revived. Although not perfect, it is fun to 1.5 TDCi 120 118 111-112 12.3-13.4 62.8-64.2 131
2.0 Turbo 268 149 5.9-6.1 34.9-35.3 181-184 1.6 BlueHDi 120 116 118 9.3 78.5 94 drive. LxWxH 4054x1740x1233 Kerb weight 1050kg
6.2 V8 446 155-180 4.4-4.8 22.1-25.4 252-290 1.4 Multiair Turbo 140 138 134 7.5-7.6 42.8-44.1 148-153 S-Max 5dr MPV £29,145–£40,195 AAAAC
7 Crossback 5dr SUV £28,635–£43,780 AAABC Better to drive and better looking than most but not quite the class
Corvette 2dr coupé/open £64,135–£98,655 AAAB DS’s first premium SUV certainly has the right price tag, equipment FORD leader it was. LxWxH 4976x1916x1655 Kerb weight 1645kg
LHD only and less usable and less able than rivals, but disarming and appeal. LxWxH 4570x1895x1620 Kerb weight 1420kg Ka+ 5dr hatch £10,800–£14,570 AAABC 2.0 TDCi EcoBlue 120 118 114 13.4 57 129
and inimitable. LxWxH 4492x1872x1239 Kerb weight 1539kg 1.6 PureTech 180 178 137 8.9 47.9 134 The Ka gets two extra doors, and it’s a breath of fresh air for the 2.0 TDCi EcoBlue 150 148 123 10.3 56 139
6.2 V8 459 180 4.1-4.2 22.8-23.0 282-284 1.6 PureTech 225 EAT8 218 141 8.3 57.9 135 range. LxWxH 3929x1910x1524 Kerb weight 1055kg 2.0 TDCi EcoBlue 150 AWD 148 122 10.6 52 149
6.2 V8 Z06 650 196 3.7-3.8 20.0-22.2 291-322 1.5 BlueHDi 130 NA 121 11.7 68.9 107 1.2 Ti-VCT 70 69 99 15.3 56.5 114 2.0 TDCi EcoBlue 190 188 129 9.5 52 134
2.0 BlueHDi 180 EAT8 171 134 9.9 57.6 128 1.2 Ti-VCT 85 83 105 13.3 56.5 114-120 2.0 TDCi EcoBlue 190 AWD 188 128 9.8 48 144
CITROEN 1.5 TDCi 95 93 111 11.4 68.9-76.3 99 2.0 TDCi EcoBlue 240 236 140 8.1 35 180
C-Zero 5dr hatchback £20,520 AAACC
Well-engineered electric city car, but too expensive and lacks the Fiesta 3dr/5dr hatch £13,715–£22,645 AAAAB Galaxy 5dr MPV £31,295–£40,695 AAABC
range of rivals. LxWxH 3475x1475x1600 Kerb weight 1120kg Dynamically superb and continues the Fiesta legacy. No longer the Huge seven-seat MPV. Easy to place on the road but not cheap to
Electric 64 80 15.9 NA 0 class leader, though. LxWxH 4040x1735x1476 Kerb weight 1113kg buy. LxWxH 4848x1916x1747 Kerb weight 1708kg
1.1 Ti-VCT 70 69 99 14.9 64.2 101
C1 3dr hatch/5dr hatch £9450–£14,170 AAABC 1.1 Ti-VCT 85 83 105 14.0 64.2 101
Slightly cheaper than its Toyota sibling but less visually charming. 1.0T Ecoboost 100 98 111-113 10.5-12.2 54.3-65.7 97-118
LxWxH 3455x1615x1460 Kerb weight 855kg 1.0T Ecoboost 125 123 121 9.9 65.7 98
1.0 VTI 72 71 99 12.6 67.3-68.9 93-95 1.0T Ecoboost 140 138 125 9.0 62.8 102
1.5T Ecoboost 200 197 144 6.5 55 114
C3 5dr hatchback £11,900–£18,360 AAABC 1.5 TDCi 85 83 108 12.5 88.3 82
Funky, fresh look gives a lease of life, shame that underneath isn’t 1.5 TDCi 120 118 121 9.0 88.3 89
the same. LxWxH 3996x1749x1474 Kerb weight 976kg
1.2 PureTech 68 66 107 14.0 60.1 108 Focus 5dr hatch £17,930–£39,925 AAAAC
1.2 PureTech 82 79 107 12.8 60.1 109 Appeals for its dynamics, but not as it once did. Spacious, stylish
1.2 PureTech 110 107 117 9.3 61.4 110 and well-priced. LxWxH 4360x2010x1469 Kerb weight 1276kg
1.6 BlueHDi 100 96 115 10.6 76.3 95 1.0T Ecoboost 85 84 110 13.3 57.6 110
1.0T Ecoboost 100 98 115 12.5 61.4-65.7 99-105

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2.0 TDCi EcoBlue 120 118 114 13.6 57 129 i30 5dr hatch £17,125–£28,760 AAABC 2.0 D150 AWD 148 120 9.9-10.1 50.4-54.3 137-147
2.0 TDCi EcoBlue 150 148 123 10.9 57 129 As good as we’ve come to expect from Hyundai, but not one inch 2.0 D180 AWD 177 127-128 8.7-9.4 50.4-54.3 137-147
2.0 TDCi EcoBlue 150 AWD 148 122 12.2 52 139 better. LxWxH 4340x1795x1455 Kerb weight 1194kg 2.0 D240 AWD 236 139 7.0 45.6 162
2.0 TDCi EcoBlue 190 188 131 9.8 57 129
1.0 T-GDi 120 118 118 11.1 56.5 115 2.0 P200 AWD 198 134 7.7 34.4 186
2.0 TDCi EcoBlue 190 AWD 188 128 10.6 49 149
1.4 T-GDi 140 138 127-130 8.9-9.2 51.4-52.3 124-125 2.0 P250 AWD 245 143 6.6 36.7 174
2.0 TDCi EcoBlue 240 238 133 8.7 46.3 158
1.6 CRDi 110 108 118 11.0-11.2 68.9-74.3 99-109 2.0 P300 AWD 295 151 5.9 35.3 181
2.0 T-GDi 250 N 247 155 6.4 40.4 159
EcoSport 5dr SUV £17,295–£23,450 AAACC 2.0 T-GDi 275 N Performance 272 155 6.1 39.8 163 F-Pace 5dr SUV £36,520–£74,835 AAAAC
Facelifted version of the pumped-up Fiesta is okay, but developing- Credible first SUV effort is as refined and dynamic as a Jaguar
world roots show. LxWxH 4096x1765x1653 Kerb weight 1280kg i30 Fastback 4dr saloon £20,435–£25,285 AAABC should be. LxWxH 4746x2070x1667 Kerb weight 1690kg
1.0T Ecoboost 100 98 105 11.9 53 121 Combines good looks with sensible practicalities and dynamic 2.0d 163 160 121 10.2 57.7 129
1.0T Ecoboost 125 123 111 12.7 48.7-54.3 119-134 charm LxWxH 4455x1795x1425 Kerb weight 1287kg 2.0 20d 180 177 129 8.5 55.4 134
1.0T Ecoboost 140 138 116 11.8 54.3 119 1.0 T-GDi 120 118 117 11.5 54.3 125 2.0 20d 180 AWD 177 129 8.7 53.3-54.3 134-139
1.5 TDCi EcoBlue 100 99 99 14.0 68.8 107 1.4 T-GDI 140 138 129 9.2 49.6-50.4 129-134 2.0 25d 240 AWD 236 135 7.2 48.7 153
1.5 TDCi EcoBlue 125 123 112 10.9 62.7 116-119 Q60 2dr coupé £34,300–£47,275 AACCC 3.0 V6 30d 300 AWD 295 150 6.2 47.1 159
i30 Tourer 5dr estate £17,625–£26,125 AAABC Good-looking coupé that is half-baked in most places compared 2.0 25t 250 AWD 246 135 6.8 38.2 170
Kuga 5dr SUV £23,225–£37,135 AAAAB Another solid car. Good value and practical but lacks excitement. with its rivals. LxWxH 2850x2052x1390 Kerb weight 1722kg 2.0 30t 300 AWD 295 145 6.0 37.0 174
Bigger and sharper-looking than before but still retains its taut, LxWxH 4585x1795x1465 Kerb weight 1245kg 2.0t 211PS 208 146 7.3 41.5 156 5.0 V8 SVR 550 AWD 548 176 4.1 23.7 272
responsive handling. LxWxH 4524x1838x1689 Kerb weight 1560kg 1.0 T-GDi 120 118 117 11.4 54.3 120 3.0t V6 405 399 155 5.0 30.1 210
1.5 Ecoboost 120 118 112 12.5 44.8 145 1.4 T-GDi 140 138 126-129 9.2-9.5 51.4 125-129 I-Pace 5dr SUV £63,495–£81,495 AAAAB
1.5 Ecoboost 150 148 121 9.7 44.8 145 1.6 CRDi 110 108 117 11.3 74.3 99 Q70 4dr saloon £34,260–£48,105 AAACC Fast, refined and the first of its kind from a European
1.5 Ecoboost 176 AWD 174 124 10.1 37.7 173 1.6 CRDi 136 134 123 10.9 65.7 112 Big Infiniti is spacious but has limited practicality. Daimler diesel is manufacturer. LxWxH 4682x1895x1558 Kerb weight 2133kg
1.5 TDCi 120 118 106-108 12.4-12.7 58.9-64.2 115-124 coarse and slow. LxWxH 4980x1845x1493 Kerb weight 1826kg EV400 398 124 4.5 N/A 0
1.5 TDCi 150 148 119-121 9.9-10.1 54.3-60.1 122-135 i40 4dr saloon £20,360–£28,280 AAABC 2.2d 170 167 137 8.9 57.6-58.9 124-128
1.5 TDCi 150 AWD 148 118 10.9 54.3 134 Useful, inoffensive and well-priced, but don’t expect any fireworks. 3.7 V6 320 315 155 6.2 26.2 249 JEEP
1.5 TDCi 180 AWD 177 124-126 9.2-10.0 54.3 134-135 LxWxH 4745x1815x1470 Kerb weight 1497kg 3.5 V6 Hybrid 364 359 155 5.3 45.6 145 Compass 5dr SUV £23,355–£34,925 AAACC
1.7 CRDi Blue Drive 115 113 119 12.4 67.3 110 Wants to be a catch-all crossover, but is beaten by more road-
Edge 5dr SUV £35,510–£43,025 AAABC 1.7 CRDi Blue Drive 141 139 126 10.3-10.8 60.1-65.7 114-123 QX70 5dr SUV £45,720–£57,220 AAACC focused rivals. LxWxH 4394x2033x1629 Kerb weight 1430kg
Mid-sized, US-developed SUV joins Ford’s fleet to take on Europe’s A big, powerful SUV but with none of the finesse of the BMW X5 or 1.4 Multiair II 140 138 119 9.9 45.6 143
big SUVs. LxWxH 4808x1928x1692 Kerb weight 1912kg i40 Tourer 5dr estate £21,610–£29,630 AAABC Land Rovers. LxWxH 4865x1640x1680 Kerb weight 2012kg 1.4 Multiair II 170 4WD 167 124 9.5 40.9 160
2.0 TDCi Duratorq 180 177 124 9.9 47.9-48.7 149-152 A practical estate but still rather dull and ordinary. 3.7 V6 320 315 145 6.8 22.4-23.4 282-292 1.6d MultiJet II 120 118 115 11 64.2 117
2.0 TDCi Bi-turbo 210 207 131 9.4 47.9-48.7 149-152 LxWxH 4775x1815x1470 Kerb weight 1514kg 5.0 V8 390 384 149 5.8 20.9 316 2.0d MultiJet II 140 4WD 138 118 10.1 54.3 138
1.7 CRDi Blue Drive 115 113 118 12.6 67.3 110 2.0d MultiJet II 170 4WD 167 122 9.5 49.6 148
GT 2dr coupé £420,000 AAAAC 1.7 CRDi Blue Drive 141 139 124 10.5-11.0 60.1-65.7 114-123 JAGUAR
The GT is back as a race car for the road. Compelling if not perfect. XE 4dr saloon £31,505–£45,640 AAAAB Renegade 5dr SUV £19,200–£30,805 AAABC
LxWxH 4808x1928x1692 Kerb weight 1912kg Ioniq 5dr hatch £21,790–£32,045 AAABC Tops the pile thanks to outstanding driver appeal. Poised and Middling compact crossover with chunky looks but no obvious
3.5 V6 Ecoboost 650 216 3.0 NA NA First attempt at electrification for the masses is a good effort. engaging but refined. LxWxH 4672x1967x1416 Kerb weight 1450kg charm. LxWxH 4236x1805x1667 Kerb weight 1346kg
LxWxH 4470x1820x1450 Kerb weight 1370kg 2.0d 163 160 132 8.2-8.4 68.9-75.0 99-106 1.0 GSE T3 120 118 115 11.2 46.3 138
G I N E T TA 1.6 Hybrid 141 139 115 10.8-11.1 70.6-83.1 79-92 2.0d 180 177 140 7.8 67.3 109-111 1.3 GSE T4 150 148 122 9.4 44.1 144
G40 Club Car 2dr coupé £35,000 (+champ pack) AAABC 1.6 Plug-in Hybrid 141 139 110 10.6 256.8 26 2.0d 180 AWD 177 140 7.9 60.6 123 1.6d MultiJet II 120 118 111 10.2 64.2 115
A balanced, affordable and fine-looking track-day car. Some of the Electric Motor 118 103 10.2 NA 0 2.0d 240 AWD 236 155 6.1 54.4 137 2.0d MultiJet II 140 4WD 138 113 9.5-10.2 48.7-55.4 134-150
finish isn’t quite up to snuff. LxWxH NA Kerb weight 840kg 2.0t 200 197 148 7.1 45.1 144 2.0d MultiJet II 170 4WD 167 122 8.9 47.9 155
1.8 Zetec 135 125 NA NA NA ix20 5dr hatch £15,750–£19,200 AAABC 2.0t 250 246 155 6.3 45.1 144
Usable high-roofed hatch is short on overall flair. 2.0t 300 AWD 295 155 5.5 41.5 157 Cherokee 5dr SUV £34,715–£41,180 AABCC
H O N DA LxWxH 4120x1765x1600 Kerb weight 1267kg Hamstrung by poor UK specification. Uninspiring but practical and
Jazz 5dr hatch £14,360–£18,460 AAAAC 1.6 125 123 112 11.5 43.5 150 XF 4dr saloon £33,835–£48,370 AAAAB roomy. LxWxH 4624x1859x1670 Kerb weight 1738kg
Not the most compact or vivacious but has decent handling and is Outstandingly broad-batted dynamically, plus a pleasant cabin. 2.0d MultiJet 140 FWD 138 116 10.9 53.3 139
cleverly packaged.LxWxH 3995x1694x1550 Kerb weight 1066kg Kona 5dr hatch £16,450–£26,245 AAAAC LxWxH 4954x1987x1457 Kerb weight 1545kg 2.0d MultiJet 140 4WD 138 117 12.0 50.4 147
1.3 DOHC 99 113-118 11.2-12.3 55.4-61.4 106-120 Hyundai’s first crossover is the perfect blend of practicality, value 2.0d 163 160 132 8.7 68.9-70.6 104-109 2.2d MultiJet 185 4WD 182 127 8.8 50.4 149
1.5 DOHC 128 113-118 8.7-10.1 47.9-52.3 124-133 and style LxWxH 4165x1800x1550 Kerb weight 1233kg 2.0d 180 177 136 8.0-8.1 65.7 114 2.2d MultiJet 200 4WD 197 126 8.5-8.7 46.3-50.4 149-159
1.0 T-GDi 120 2WD 118 112 12.0 52.3-54.3 117-125 2.0d 180 AWD 177 136 8.4 57.7 129
Civic 5dr hatch £18,895–£33,525 AAAAC 1.6 T-GDi 177PS 4WD 175 127 7.9 42.2 153 2.0d 240 AWD 236 153 6.5 51.4 144 Grand Cherokee 5dr SUV £49,880 AAABC
A fresh look while remaining practical, refined and upmarket. Lacks 1.6 CRDi 115 2WD 113 114 10.7 67.3 112 3.0d V6 300 295 155 6.2 51.4 144 The best Jeep on sale by some margin. Comfortable and well-
some dynamism. LxWxH 4518x1799x1434 Kerb weight 1275kg 1.6 CRDi 136 2WD 134 119 10.2 64.2 114 2.0t 250 246 152 6.6 41.5 154 equipped. LxWxH 4828x1943x1792 Kerb weight 2266kg
1.0 VTEC Turbo 126PS 124 125-126 10.2-11.2 55.4-60.1 106-117 Electric 39kWh 134 96 9.6 NA 0 2.0t 300 AWD 295 155 5.8 40.0 163 3.0 MultiJet 250 4WD 247 126 8.2 40.4 184
1.5 VTEC Turbo 182PS 179 125-136 8.2-8.5 46.3-48.7 133-139 Electric 64kWh 201 104 7.6 NA 0
1.6 i-DTEC 120PS 118 125 10.1 80.7 93 XF Sportbrake 5dr estate £36,545–£50,570 AAAAB Wrangler 2dr/4dr SUV £44,495–£47,995 AAAAC
2.0 VTEC Turbo Type R 315 169 5.8 36.7 176 Tucson 5dr SUV £22,045–£34,945 AAABC Superb XF is now available in the more practical Sportbrake form. Heavy-duty off-roader goes anywhere, but lacks on-road manners.
Classy, roomy cabin and predictable handling. A very competitive It’s a win-win. LxWxH 4954x1987x1496 Kerb weight 1660kg LxWxH 4223x1873x1840 Kerb weight 1827kg
Civic 4 door 4dr saloon £19,395–£27,120 AAAAC SUV. LxWxH 4475x1850x1650 Kerb weight 1379kg 2.0d 163 160 136 9.3-9.4 62.8 118-119 2.2d MultiJet II 200 4WD 197 114 9.5 37.7 197
Saloon bodystyle gives Civic a more upmarket feel, without hurting 1.6 GDi 132PS 130 113 11.5 44.8 147 2.0d 180 177 138 8.8 61.4 120
its refined drive. LxWxH 4648x1799x1416 Kerb weight 1314kg 1.6 T-GDi 177PS 175 125 9.1 38 165 2.0d 180 AWD 177 136 8.9 56.5 132 KIA
1.0 VTEC Turbo 126PS 124 130 10.7 58.9 110 1.6 CRDi 115PS 113 109 13.7 61 119 2.0d 240 AWD 236 150 6.7 48.7 153 Picanto 5dr hatch £9720–£14,220 AAACC
1.6 i-DTEC 120PS 118 125 9.9 83.1 91 1.6 CRDi 136PS 134 114-116 10.6-12.0 47.1-58.9 127-156 3.0d V6 300 295 155 6.6 49.6 149 Nice drive and cabin, but now overshadowed by rivals.
2.0 CRDi 185PS 182 125 9.5-9.9 43.5-47.9 154-170 2.0t 250 246 150 7.1 41.5 155 LxWxH 3595x1406x1485 Kerb weight 935kg
HR-V 5dr SUV £19,795–£26,805 AAABC 2.0t 300 295 155 6.1 36.2 1.0 MPi178 66 100 13.8 64.2 101
Cleverly packaged and comfortable. Bland performance and Santa Fe 5dr SUV £33,425–£43,295 AAABC 1.0 T-GDi 99 112 10.1 62.7 120
forgettable, though. LxWxH 4294x1772x1605 Kerb weight 1241kg Another big Korean SUV with lots of space for not a lot of cash. XJ 4dr saloon £62,360–£83,105 AAAAC 1.25 MPi 83 100-107 11.6-13.2 52.3-61.4 106-124
1.5 i-VTEC 128 116-119 10.2-11.4 49.6-52.3 125-134 Slick and comfy. LxWxH 4700x1880x1675 Kerb weight 1939kg Mixes dynamism and refinement so well, but not as spacious or
2.2 CRDi Blue Drive 200 197 126 9.0-9.6 42.8-47.1 159-174 cosseting as some. LxWxH 5130x1899x1460 Kerb weight 1835kg Rio 5dr hatch £12,200–£18,010 AAABC
CR-V 5dr SUV £25,595–£35,445 AAAAC 3.0d V6 300 295 155 6.2 49.6 149 Looks great and is well-priced, but nowhere near its European
Tardis-like SUV stalwart has lots of space for five and a big boot. INFINITI rivals. LxWxH 4065x1725x1445 Kerb weight 1155kg
LxWxH 4605x1820x1685 Kerb weight 1515kg Q30 5dr hatch £20,600–£36,435 AAABC F-Type 2dr coupé £51,210–£112,525 AAAAB 1.0 T-GDi 99 99 115 10.3 63 114-115
2.0 i-VTEC 152 113-118 10.0-12.3 36.7-39.2 168-179 Infiniti’s first hatch uses the A-Class blueprint. Great to look at, not A full-blooded assault on Porsche’s backyard, with noise, power 1.0 T-GDi 118 118 118 9.8 60.1 117-124
so good to drive. LxWxH 4425x1805x1495 Kerb weight 1407kg and beauty. LxWxH 4482x1923x1311 Kerb weight 1525kg 1.25 MPi 83 107 12.5 58.8 109
NSX 2dr coupé £144,755 AAAAB 1.6t 122 120 124 9.4 49.6 133 2.0t 300 295 155 5.7 39.2 163 1.4 MPi 98 103-108 11.8-13.4 46.3-56.5 114-140
Honda’s supercar given a modern reboot, and it’s some piece of 1.6t 156 153 134 8.9 48.7 134 3.0s V6 340 335 161 5.3-5.7 28.8-33.6 199-234
engineering. LxWxH 4487x1939x1204 Kerb weight 1725kg 2.0t 211 208 146 7.2 45.6 143 3.0s V6 380 374 171 4.9-5.5 28.8-32.9 203-234
3.5 V6 hybrid 492 191 2.9 28.2 228 2.0t 211 AWD 208 143 7.3 42.2 156 3.0s V6 380 AWD 374 171 5.1 31.7 211
1.5d 109 107 118 11.9-12.0 65.7-72.4 103-111 5.0s V8 550 R AWD 542 186 4.1 25.0 269
HYU N DAI 2.2d 170 167 137 8.3 64.2 115 5.0s V8 575 SVR AWD 567 200 3.7 25.0 269
i10 5dr hatch £9895–£14,425 AAAAC 2.2d 170 AWD 167 134 8.5 57.6 127
Prioritises maturity over fun, resulting in a car that is practical and F-Type Convertible 2dr open £56,695–£118,010 AAAAB
well-priced. LxWxH 3665x1660x1500 Kerb weight 933kg QX30 5dr hatch £28,590–£34,440 AAABC Costs serious money, but you get a serious car with a likeable wild
1.0 DOHC 64 96-97 14.7-14.9 60.1-70.6 93-108 Q30 with a more rugged look, but doesn’t improve on the standard side. LxWxH 4482x1923x1308 Kerb weight 1545kg
1.2 DOHC 84 103-109 12.1-13.8 47.9-57.6 114-139 2.0t 300 car. LxWxH 4425x1815x1530 Kerb weight 1542kg
295 155 5.7 39.2 163
3.0s V6 340 335 161
2.2d 170 AWD 5.3-5.7 28.8-33.6 199-234
167 134 8.5 52.3 143
i20 5dr hatch £13,995–£18,645 AAAAC 3.0s V6 380 374 171 4.9-5.5 28.8-32.9 203-234
Combines decent performance with good practicality and running Q50 4dr saloon £29,860–£48,820 AAACC 3.0s V6 380 AWD 374 171 5.1 31.7 211
costs. LxWxH 4035x1734x1474 Kerb weight 980kg Credible compact saloon competitor with some novel touches. 5.0s V8 550 R AWD 542 186 4.1 25.0 269
1.0 T-GDI 100 98 113-117 10.8-11.4 55.3-58.9 109-117 LxWxH 4790x1820x1445 Kerb weight 1676kg 5.0s V8 575 SVR AWD 567 195 3.7 25.0 269
1.0 T-GDI 120 118 118 10.2 54.3-56.5 114-119 2.2d 170 167 143-144 8.7-8.9 62.8-65.7 114-119
1.2 MPI 75 74 99 13.6 48.7-50.4 129-132 2.0t 211 208 152 7.2 44.8 146 E-Pace 5dr SUV £28,930–£46,040 AAAAC
1.2 MPI 84 83 106 12.8 48.7-53.3 121-132 3.0t V6 405 399 155 5.1 31 206 Jaguar’s second SUV looks enticing, but can it make an impact like
3.5 V6 Hybrid 364 359 155 5.1 45.6 144 the F-Pace’s? LxWxH 4411x1984x1649 Kerb weight 1775kg
3.5 V6 Hybrid 364 AWD 359 155 5.4 41.5 159 2.0 D150 148 124 9.5 60.1 124

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Ceed 5dr hatch £18,295–£26,850 AAAAC M A S E R AT I 720S 2dr coupé £218,020 AAAAA
Third-generation hatchback can now compete for class honours. Ghibli 4dr saloon £52,895–£65,055 AAACC The start of an era for McLaren and what a way to begin it is.
LxWxH 4310x1800x1447 Kerb weight 1315kg Maser’s compact exec has the allure but lacks power and is poorly LxWxH 4543x2059x1196 Kerb weight 1322kg
1.0 T-GDi 118 118 116 10.9 50.4 127 finished in places. LxWxH 4971x1945x1461 Kerb weight 1810kg 4.0 V8 710 212 2.9 26.4 249
1.4 T-GDi 138 138 128-130 8.6-8.9 57.6-58.9 126-129 3.0d V6 271 155 6.3 47.8 158
1.6 CRDi 114 114 118 10.6 72.4-78.5 94-103 3.0 V6 345 166 5.5 31.7 207 MERCEDES-BENZ
A-Class 5dr hatch £23,070–£30,920
AAAAC
Ceed Sportswagon 5dr estate £19,295-£27,500 AAAAC GranTurismo 2dr coupé £92,230-£107,865 AAACC A little bit of luxury in a desirable, hatchback-sized package.
All of the above, but with cavernous, more practical load space. Not short on richness or desirability and well capable of stirring LxWxH 4419x1992x1440 Kerb weight 1445kg
LxWxH 4600x1800x1465 Kerb weight 1389kg the soul. LxWxH 5652x1948x1481 Kerb weight 1873kg 1.3 A180 136 134 9.2 50.5 129
1.0 T-GDi 118 118 118 10.9 54.3 120 4.7 V8 453 185 4.8
1.3 A200 163 140 19.7
8.2 47.1 136 331
1.4 T-GDi 138 138 128-130 8.8-9.1 48.7-50.4 127-132 2.0 A220 190 149 6.9 45.6 141
1.6 CRDi 114 114 119 10.7 68.9 106 GranCabrio 2dr open £106,285–£114,330 AAACC 2.0 A250 224 155 6.2 45.6 141
3.0 V6 D275 271 135 6.7 42.8 175 Fantastic looks and soundtrack but an average chassis overall. 2.0 A250 4Matic 224 155 6.2 43.5 148
Soul 5dr hatch £14,725–£30,495 AAABC 3.0 V6 D300 292 150 6.5 44.1 167 LxWxH 4971x1945x1461 Kerb weight 1973kg 1.5 A180d 116 126 10.5 67.3-68.9 108-111
Looks divide opinion. Better value now but still hardly the best 2.0 P250 243 135 6.7 37.2 173 4.7 V8 453 177-179 4.9-5.0 19.4 337
option. LxWxH 4140x1800x1600 Kerb weight 1275kg 2.0 P300 292 145 6.0 36.2 178 B-Class 5dr hatch £22,320–£31,390 AAABC
1.6 GDi 130 130 115 10.6 43.5 152 Quattroporte 4dr saloon £74,265–£86,675 AAACC A slightly odd prospect, but practical and classy nonetheless.
1.6 T-GDi 201 201 122 7.5 40.9 156 Range Rover Sport 5dr SUV £64,085–£101,145 AAAAB Now a full-sized executive limo, with some added flair. Off the pace LxWxH 4393x1786x1557 Kerb weight 1395kg
1.6 CRDi 134 134 112-113 10.7-10.8 56.5-58.8 127-130 Bigger and better; a cut-price Range Rover rather than a jumped-up in several key areas. LxWxH 5264x1948x1481 Kerb weight 1860kg 1.6 B180 119 124 8.7-9.0 50.4-51.4 127-132
27kWh Electric Drive 109 90 11.0 NA 0 Discovery. LxWxH 4850x2073x1780 Kerb weight 2111kg 3.0d V6 271 155 6.4 35.8 163
1.6 B200 152 137 7.9-8.2 49.6-51.4 127-132
2.0 Si4 296 125 7.0 29.4 218 3.0 V6 339 167 5.1 31.0 212
2.1 B200d 132 130 8.9-9.4 67.3-70.6 104-112
Optima 4dr saloon £21,660–£35,145 AAACC 2.0 P400e PHEV 398 137 6.3 101.0 64 2.1 B220d 171 139 7.6 67.3 108
Looks the part but is well off the pace set by its European rivals. 3.0 SDV6 297 140 6.8 40.4 185 Levante 4dr SUV £58,315–£72,525 AAACC 2.1 B220d 4Matic 171 137 7.9 56.5 130
LxWxH 4855x1860x1465 Kerb weight 1590kg 4.4 SDV8 330 140 6.5 33.6 219 Italian flair and good looks in abundance, but diesel not as
1.6 CRDi 134 134 121-122 10.6-11.2 62.8 117 5.0 V8 495 155 5.0 22.1 298 sonorous as petrols. LxWxH 5003x1968x1679 Kerb weight 2109kg C-Class 4dr saloon £29,040–£69,165 AAAAC
2.0 GDi PHEV 202 119 9.1 201.8 33 5.0 V8 SVR 535 162 4.5 22.1 298 3.0d V6 271 143 6.9 39.2 189 Merc ramps up the richness, but the engines and dynamics aren’t
3.0 V6 339 156 6.0 26.4 249 refined enough. LxWxH 4686x1810x1442 Kerb weight 1450kg
Optima Sportswagon 5dr estate £22,500–£35,145 AAACC Range Rover 5dr SUV £81,900–£177,735 AAAAB 3.0 V6 S 2.0 C200 178 147 424 164
7.2-7.5 52.3-53.3 123-137 5.2 25.9 253
Engine and finish leave it well behind rival European estates. Wherever you are, the Rangie envelops you in a lavish, invincible 2.0 C200 4Matic 178 145 7.4 41.5 153-162
LxWxH 4855x1860x1465 Kerb weight 1620kg sense of occasion. LxWxH 4999x2220x1835 Kerb weight 2249kg MAZDA 2.0 C350e 271 155 5.9 134.5 48-54
1.6 CRDi 134 134 124 9.8-10.7 61.4-64.2 113-120 2.0 P400e PHEV 398 137 6.4 101 64 2 5dr hatch £13,595–£17,395 AAAAC 3.0 V6 AMG C43 4Matic 356 155 4.7 35.3 183
2.0 T-GDi 241 241 144 7.3 30.7 144 3.0 SDV6 275 271 130 7.4 37.2 200 Grown-up, well-made and drives with charm and vigour; engines 4.0 V8 AMG C63 462 155 4.1 34.5 192
2.0 GDi PHEV 202 119 9.1 201.8 33 4.4 SDV8 339 330 135 7.0 30.4 245 aren’t brilliant. LxWxH 4060x1695x1495 Kerb weight 1075kg 4.0 V8 AMG C63 S 495 155 4.0 34.5 192
5.0 V8 525 518 155 5.1 21.2 304 1.5 Skyactiv-G 75 74 106 12.1 60.1 111 1.6 C200d 132 134-135 9.7-10.2 65.7-72.4 101-119
Stinger 4dr saloon £32,435–£40,535 AAABC 5.0 V8 565 557 155 5.1 20.9 307 1.5 Skyactiv-G 90 88 110-114 9.4-12.0 58.9-62.8 111-118 2.1 C220d 165 145-146 7.5-7.7 64.2-70.6 103-124
Sleek coupé-shaped saloon has the appeal and dynamics to rival 1.5 Skyactiv-G 115 113 124 8.7 56.5 127 2.1 C220d 4Matic 165 143 7.5 61.4 122-132
Europe’s best LxWxH 4830x1870x1400 Kerb weight 1717kg Discovery Sport 5dr SUV £30,145–£50,665 AAAAB 2.1 C250d 198 153 6.6 64.2 112-124
2.0 T-GDi 244 149 5.8 35.8 181 Seven seats, at home on-road and off-road, plus new-found 3 5dr hatch £20,595–£24,995 AAAAC 2.1 C250d 4Matic 198 150 6.8 61.4 122-132
3.3 V6 T-GDi 365 168 4.7 28.5 225 desirability. LxWxH 4599x2069x1724 Kerb weight 1732kg Pleasing dynamism teamed with good practicality and punchy 2.1 C300h 198 152 6.4 78.5 94-103
2.2 CRDi 197 143 7.3 48.7 154 2.0 eD4 145 112 10.0 60.1 123 diesel engines. LxWxH 4060x1695x1495 Kerb weight 1351kg
2.0 TD4 E-Capability 145 112 11.0 57.7 129 2.0 Skyactiv-G 120 118 121 8.9 55.4 119 C-Class Estate 5dr estate £30,800–£70,365 AAAAC
Venga 5dr hatch £15,625–£19,520 AAACC 2.0 TD4 174 117 8.4-9.4 53.3 139 2.0 Skyactiv-G 165 162 130 8.2 48.7 135 Decent practicality and fantastic interior. It’s a shame that it’s only
A versatile interior, but firm ride and high price disappoint. 2.0 SD4 234 127 7.1 44.1 169 1.5 Skyactiv-D 105 103 115 11.0 74.3 99 ordinary to drive. LxWxH 4702x1810x1457 Kerb weight 1495kg
LxWxH 4075x1765x1600 Kerb weight 1253kg 2.0 Si4 240 234 124 7.1 35.3 182 2.2 Skyactiv-D 150 148 130 8.1 68.9 107-127 2.0 C200 178 145-146 7.5-7.7 49.6-51.4 128-139
1.6 123 111-115 10.4-11.1 43.4-47.9 139-150 2.0 Si 290 281 135 6.5 33.6 190 2.0 C200 4Matic 178 145 7.3 40.9 155-165
3 Fastback 4dr saloon £20,595–£21,495 AAAAC 2.0 C350e 271 153 6.2 134.5 49-55
Carens 5dr MPV £19,505–£28,445 AAABC Discovery 5dr SUV £47,625–£70,405 AAAAB Refined and dynamically satisfying in a saloon bodystyle. 3.0 V6 AMG C43 4Matic 356 155 4.7 34.9 185
Nicely up to scratch without feeling cheap or austere, but no class The country bumpkin given elocution lessons without losing its LxWxH 4060x1695x1495 Kerb weight 1345kg 4.0 V8 AMG C63 462 155 4.2 33.6 196
leader. LxWxH 4525x1805x1605 Kerb weight 1483kg rugged capabilities. LxWxH 4970x2073x1888 Kerb weight 2115kg 2.0 Skyactiv-G 120 118 123 8.8 55.4 119 4.0 V8 AMG C63 S 495 155 4.1 33.6 195
1.6 GDi 133 115 10.9 45.6 143 2.0 SD4 234 121 8.0 43.5 171 1.6 C200d 132 132-133 10.1-10.6 65.7 109-124
1.7 CRDi 114 114 110 12.7 62.8-67.3 109-118 3.0 V6 Td6 251 130 7.7 39.2 189 6 4dr saloon £23,195–£32,685 AAABC 2.1 C220d 165 142-143 7.6-7.9 64.2-67.3 106-127
1.7 CRDi 139 139 117-120 10.0-10.9 58.9 127 2.0 Si4 295 125 7.3 29.4 222 A compelling mix of size, economy and performance. Interior is a 2.1 C220d 4Matic 165 143 7.5 60.1 124-134
let-down. LxWxH 4870x1840x1450 Kerb weight 1465kg 2.1 C300d 198 148 6.7 74.3 99-106
Niro 5dr SUV £23,490–£30,845 AAABC LEXUS 2.0 Skyactiv-G 145 143 129 9.5 51.4 129
Kia’s first full hybrid is a solid attempt, but it lacks the refinement CT 5dr hatch £23,520–£31,270 AAAAC 2.0 Skyactiv-G 165 162 135 9.1 47.9 135 C-Class Coupé 2dr coupé £36,700–£70,425 AAAAC
of better rivals. LxWxH 4355x1805x1545 Kerb weight 1500kg Hybrid-only hatch has a pokey cabin and mismatched character 2.5 Skyactiv-G 194 191 138 8.1 42.2 153 Nice balance of style, usability and driver reward.
1.6 GDi Hybrid 139 101 11.1 74.3 88 traits. LxWxH 4350x1765x1445 Kerb weight 1465kg 2.2 Skyactiv-D 150 148 130 9.1 68.9 107 LxWxH 4696x1810x1405 Kerb weight 1505kg
1.6 GDi Hybrid PHEV 139 107 10.4 217.3 29 1.8 VVT-i CT200h 134 112 10.3 68.9-78.5 82-94 2.2 Skyactiv-D 184 181 140 7.9 58.6 126 2.0 C200 178 146-147 7.3-7.7 48.7-53.3 123-134
2.0 C300 237 155 6.0 44.8 143-148
Stonic 5dr SUV £16,540–£21,200 AAABC IS 4dr saloon £32,900–£42,395 AAABC 6 Tourer 5dr estate £24,095–£33,585 AAABC 3.0 V6 AMG C43 4Matic 356 155 4.7 35.3 183
Kia’s first crossover is striking and reasonably good considering Sleek compact executive car is well-made and interesting but still Attractively styled but only average to drive. 4.0 V8 AMG C63 462 155 4.0 32.8 200
the value. LxWxH 4140x1760x1520 Kerb weight 1160kg a left-field choice. LxWxH 4680x1810x1430 Kerb weight 1620kg LxWxH 4805x1840x1480 Kerb weight 1465kg 4.0 V8 AMG C63 S 495 155 3.9 32.8 200
1.4 MPI 98 107 12.2 51.4 125 2.5 VVT-i IS300h 220 125 8.3 60.1-67.3 97-107 2.0 Skyactiv-G 145 143 129 9.5 51.4 129 2.1 C220d 165 145 7.5-7.8 64.2-68.9 106-117
1.0 T-GDi 118 115 9.9 56.5 115 2.0 Skyactiv-G 165 162 135 9.1 47.9 135 2.1 C220d 4Matic 165 143 7.6 61.4 122-127
1.6 CRDI 108 112 10.9 67.3 109 GS 4dr saloon £36,125–£73,375 AAABC 2.5 Skyactiv-G 194 191 138 8.1 42.2 153 2.1 C300d 241 155 6.0 57.7 129
Engine range limits its appeal, but refinement and cabin quality 2.2 Skyactiv-D 150 148 130 9.1 68.9 107 2.1 C300d 4Matic 241 155 6.0 54.4 137
Sportage 5dr SUV £20,305–£34,545 AAABC make amends. LxWxH 4880x1840x1455 Kerb weight 1730kg 2.2 Skyactiv-D 184 181 140 7.9 58.6 126
Good ride, handling and usability. Looks good and is decent value. 2.5 VVT-i GS300h 220 118 9.2 56.5-64.2 104-115 C-Class Cabriolet 2dr open £40,519–£73,810 AAAAC
LxWxH 4480x1855x1635 Kerb weight 1454kg 3.5 V6 VVT-i GS450h 340 156 5.9 45.6-46.3 141-145 CX-3 5dr SUV £18,995–£24,995 AAAAC Take all the good bits about the coupé and add the ability to take
1.6 GDi 130 113 11.1 42.2-44.8 147-156 5.0 V8 GS F 470 167 4.6 25.2 260 Another supermini SUV with a sporting bent. Quite pricey but nicely the roof off. Bingo. LxWxH 4686x1810x1409 Kerb weight 1645kg
1.6 T-GDi 174 125-126 8.8-9.2 37.2-37.7 175-177 appointed. LxWxH 4275x1765x1535 Kerb weight 1230kg 2.0 C200 178 145-146 7.8-8.2 46.3-47.1 136-141
1.6 CRDi 114 114 109 11.4 57.6 130 LS 4dr saloon £72,595–£105,595 AAABC 2.0 Skyactiv-G 121 118 119 9.0 45.6 141 2.0 C300 237 155 6.4 42.2 155-155
1.6 CRDi 134 134 112 10.8-11.4 57.6-58.9 126 Luxury saloon gets more tech and opulence but is let down by its 2.0 Skyactiv-G 150 148 124 8.8 40.4 160 3.0 V6 AMG C43 4Matic 356 155 4.8 33.6 194
2.0 CRDi 182 48V 182 125 9.2 44.8-47.9 154-166 hybrid powertrain. LxWxH 5235x1900x1460 Kerb weight 2270kg 1.5 Skyactiv-D 115 103 114 9.9 64.2 114 4.0 V8 AMG C63 462 155 4.2 31.7 208
3.5 V6 VVT-i LS500h 348 155 5.4 43.5 147 4.0 V8 AMG C63 S 495 155 4.1 31.7 208
Sorento 5dr SUV £30,225–£42,925 AAAAC 3.5 V6 VVT-i LS500h AWD 348 155 5.4 39.8 161 CX-5 5dr SUV £24,795–£34,395 AAAAC 2.1 C220d 165 144 8.2-8.3 61.4-62.8 136-138
Kia moves upmarket with a smart, well-priced and nicely appointed Offers powerful diesel engines and strong performance, plus a 2.1 C220d 4Matic 165 140 8.1 56.5 130-134
seven-seater. LxWxH 4780x1890x1685 Kerb weight 1932kg RC 2dr coupé £39,145–£69,995 AAABC welcoming interior. LxWxH 4550x1840x1675 Kerb weight 1575kg 2.1 C300d 241 155 6.3 54.4 138
2.2 CRDi 197 127 9.0-9.6 42.8-49.6 149-170 An also-ran, but the V8 RC F packs plenty of character and handles 2.0 Skyactiv-G 121 118 119 9.0 45.6 141
well enough. LxWxH 4695x1840x1395 Kerb weight 1736kg 2.0 Skyactiv-G 165 162 125 10.3 44.1 146 E-Class 4dr saloon £37,525–£107,620 AAAAC
KTM 2.5 VVT-I RC300h 220 118 8.6 56.5-57.6 113-116 2.2 Skyactiv-D 150 148 112-127 9.4-10.3 48.7-56.5 132-152 A wee bit pricey, and less sporting than its rivals, but still comfy
X-Bow 0dr open £57,345–£70,717 AAAAC 5.0 V8 RC F 470 168 4.5 26.2 251 2.2 Skyactiv-D 184 181 129 9.6 51.4 145 and luxurious. LxWxH 4940x1852x1452 Kerb weight 1680kg
Eccentric looks and sharp handling but expensive. 2.0 E220d 189 149 7.3 72.4 102-112
LxWxH 3738x1915x1202 Kerb weight 847kg LC 2dr coupé £76,595–£91,995 AAAAC MX-5 2dr open £18,995–£25,795 AAAAA 2.0 E220d 4Matic 189 149 7.5 62.8 117-129
2.0 R 290 143 3.9 34.0 189 Superb-looking coupé shows flickers of what made the LFA great. Brilliantly packaged, priced and perfectly poised but more vibrant 3.0 V6 E400d 4Matic 335 155 4.9 47.1 157
2.0 GT 280 143 4.1 34.0 189 LxWxH 4770x1920x1345 Kerb weight 1935kg than the original. LxWxH 3915x1735x1225 Kerb weight 1050kg 3.0 V6 AMG E53 4Matic+ 429 155 4.5 32.5 200
5.0 V8 LC500 470 168 4.4 24.4-24.6 263-267 1.5 Skyactiv-G 132PS 129 127 8.3 47.1 139 4.0 V8 AMG E63 4Matic+ 555 155 3.5 31.0 207
LAMBORGHINI 3.5 V6 LC500h 354 155 4.7 43.5-44.1 145-148 2.0 Skyactiv-G 184 181 136 6.5 40.9 156 4.0 V8 AMG E63 S 4Matic+ 594 155 3.4 31.0 207
Huracán 2dr coupé £162,900–£215,500 AAAAC
Junior Lambo mixes usability and drama skilfully. Performante is NX 5dr SUV £34,940–£44,440 AAACC MX-5 RF 2dr open £22,595–£29,195 AAAAA E-Class Estate 5dr estate £39,525–£109,620 AAAAC
the most rounded. LxWxH 4459x1924x1165 Kerb weight 1389kg Some good ideas, but dramatically off the pace to drive. Remains perfectly poised and vibrant, even with a folding metal Far more practical than its rivals, but pricier and less sporty than
5.2 V10 580-2 562 198-199 3.4-3.6 17.0-19.6 278-283 LxWxH 4630x1845x1645 Kerb weight 1905kg roof. LxWxH 3915x1735x1230 Kerb weight 1090kg those closest to it. LxWxH 4933x1852x1475 Kerb weight 1780kg
5.2 V10 610-4 593 201 3.2-3.4
16.0-17.0 280-285 2.5 VVT-I NX300h 4WD 194 112 9.2 54.3-56.5 116-121 1.5 Skyactiv-G 132PS 129 126 8.6 46.3 142 2.0 E220d 189 146 7.7 67.3 109-120
5.2 V10 Performante 621 201 20.6 314 2.9 2.0 Skyactiv-G 184 181 124-126 7.9-8.7 40.9-44.8 143-157 2.0 E220d 4Matic 189 145 7.8 57.7 126-137
RX 5dr SUV £48,690–£59,690 AAABC 3.0 V6 E400d 4Matic 335 155 5.1 46.4 162
Aventador 2dr coupé £278,000 AAAAC Low flexibility, but hybrid option makes a degree of economic McLAREN 3.0 V6 AMG E53 4Matic+ 429 155 4.5 31.8 203
Big, hairy V12 has astonishing visuals and performance. Handling sense. LxWxH 4890x1895x1690 Kerb weight 2100kg 540C 2dr coupé £126,055 AAAAC 4.0 V8 AMG E63 4Matic+ 555 155 3.6 30.1 214
could be sweeter. LxWxH 4797x2030x1136 Kerb weight 1575kg 3.5 V6 RX450h 308 124 7.7 51.4-54.3 120-127 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
6.5 V12 S 718 217 2.9 16.7 394 to drive. LxWxH 4530x2095x1202 Kerb weight 1495kg
LOTUS 3.8 V8 562 204 3.2 26.6 249 E-Class All-Terrain Edition 5dr estate £59,320 AAAAC
Urus 2dr coupé £159,925 AAAAC Elise 2dr open £37,450–£46,550 AAAAC A rugged version of a practical estate, which is also lavishly
Lambo’s second SUV is more alluring and aims to use the V8’s A delicate, vivid and unfettered drive; if you want a daily driver, 570S 2dr coupé/open £145,305-£164,750 AAAAA appointed. LxWxH 4947x1861x1497 Kerb weight 2010kg
power better. LxWxH 5112x2016x1638 Kerb weight 2200kg shop elsewhere. LxWxH 3824x1719x1117 Kerb weight 830kg Blisteringly fast and exciting supercar-slayer with hugely appealing 3.0 V6 E350d 4Matic 251 155 6.2 41.5 179
4.0 V8 631 189 3.6 22.2 290 1.8 VVT-i 220 217 145 4.2 37.7 173 handling. LxWxH 4530x2095x1202 Kerb weight 1344kg
1.8 VVT-i 246 242 151 3.8 37.7 175 3.8 V8 562 204 3.2 25.5-26.4 249-258 E-Class Coupé 2dr coupé £41,390–£62,835 AAAAC
L AN D ROVE R Big, laid-back four-seat tourer. Borrows looks from the ravishing
Range Rover Evoque 5dr SUV £31,505–£49,815 AAAAC Exige 2dr coupé £56,850–£72,575 AAAAB 570GT 2dr coupé £154,000 AAAAA S-Class Coupé. LxWxH 4846x1860x1431 Kerb weight 1685kg
Dripping with desirability; poised and capable on- and off-road. Sharp, uncompromising track car. Unforgiving on the road. The 570GT retains the lusty, fast appeal of its sister car, even with 2.0 E220d 189 150 7.4 61.4 119
LxWxH 4370x1985x1635 Kerb weight 1679kg LxWxH 4084x1802x1129 Kerb weight 1125kg added practicality. LxWxH 4530x2095x1201 Kerb weight 1495kg 2.0 E220d 4Matic 189 149 7.6 53.3 137
2.0 eD4 145 113 10.6 65.7 113 3.5 V6 VVT-i 350 345 162-170 3.8-3.9 28.0-30.1 219-235 3.8 V8 562 204 3.4 26.6 249 3.0 V6 AMG E53 4Matic+ 429 155 4.4 32.2 203
2.0 TD4 174 121-124 8.5-9.5 55.4-58.9 125-134 3.5 V6 VVT-i 380 374 170-178 3.6-3.7 27.2-29.1 225-242 2.0 E300 237 155 6.4 40.4 160
2.0 Si4 240 234 135 6.9 38.7 165
Evora 2dr coupé £76,225–£86,775 AAAAC E-Class Cabriolet 2dr open £45,865–£67,330 AAAAC
Range Rover Evoque Convertible Dynamically it puts nearly everything else in the shade. Shame Refined and sophisticated four-seater in the same mould as the
2dr SUV £46,450–£53,135 AAABC about the interior. LxWxH 4084x1802x1129 Kerb weight 1395kg S-Class Cabriolet. LxWxH 4846x1860x1429 Kerb weight 1780kg
Loses its roof but retains its ability to stray from the asphalt. 3.5 V6 VVT-i 400 394 174-186 4.2 29.1 225-230 2.0 E220d 192 147 7.7 57.7 126
LxWxH 4370x1980x1609 Kerb weight 2037kg 3.5 V6 VVT-i 410 404 174-190 4.1-4.2 29.1 225-230 2.0 E220d 4Matic 192 145 7.9 52.4 142
2.0 TD4 174 121 9.7 49.6 149 3.5 V6 VVT-i GT430 424 190 3.8 NA NA 3.0 V6 AMG E53 4Matic 429 155 4.5 31.8 204
2.0 E300 237 155 6.6 39.2 167
Range Rover Velar 5dr SUV £45,135–£64,530 AAAAC
Dubbed the most car-like Landie ever and it doesn’t disappoint. S-Class 4dr saloon £74,435–£187,310 AAAAA
Expensive. LxWxH 4803x2032x1665 Kerb weight 1829kg Mercedes has given the S-Class a refresh and an added boost of
2.0 D180 174 125 8.9 52.5 142 tech. LxWxH 5141x1905x1498 Kerb weight 1970kg
2.0 D240 234 135 7.3 48.7 154 3.0 V6 S450 L 389 155 5.1 38.2 169

86 AUTOCAR.CO.UK 14 NOVEMBER 2018

 N E W CAR PR I CES
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3.0 V6 AMG GLE43 4Matic 379 155 5.7 30.0 215 4/4 2dr open £40,205 AACCC
5.5 V8 AMG GLE63 S 4Matic 568 155 4.2 23.7 278 Has its appeal but not as rewarding to drive as it could be.
LxWxH 4010x1630x1220 Kerb weight 795kg
G-Class 5dr SUV £143,305–£152,670 AAABC 1.6 i4 Sigma 110 115 8.0 44.1 143
Massively expensive and compromised, but with character in
abundance. LxWxH 4764x1867x1954 Kerb weight 2550kg Plus 4 2dr open £44,105 AABCC
4.0 V8 AMG G63 4Matic 577 137 4.5 21.6 299 Needs more chassis finesse, but the Plus 4 still charms
nonetheless. LxWxH 4010x1720x1220 Kerb weight 927kg
GLS 5dr SUV £73,940–£104,085 AAABC 2.0 GDi 154 118 7.5 40.0 164
The replacement for the massive GL can still seat seven in
comfort. LxWxH 5162x1982x1850 Kerb weight 2475kg Roadster 2dr open £55,075 AACCC
3.0 V6 GLS 350d 4Matic 251 138 7.8 37.2 199 More advanced, but pricey and needs better brakes.
5.5 V8 AMG GLS63 4Matic 568 155-168 4.6 23.0 288 LxWxH 4010x1720x1220 Kerb weight 950kg
3.0 V6 S500 L 457 155 4.8 38.2 169 3.7 V6 Cyclone 280 140 5.5
1.2 PureTech 110 28.8 230 107 117 11.6 67.3 99
4.0 V8 AMG S63 594 155 4.3 32.1 199 X-Class 5dr pick-up £32,772–£46,020 AAAAC 1.2 PureTech 130 126 127 9.5-10.0 61.4-62.8 106
6.0 V12 AMG S65 611 155 4.2 23.7 279 Lifts the bar on commercial vehicle comfort while retaining tough Plus 8 2dr open £83,405 AAACC 1.6 PureTech 225 224 146 7.5 50.5 133
6.0 V12 S650 Maybach 611 155 4.7 22.2 289 qualities. LxWxH 5340x2113x1819 Kerb weight 2234kg Old V8 charm lives on, but there’s no ignoring the high price. 1.5 BlueHDI 100 99 111 12.3 75.7 98
2.3 X220 d 163 105 12.9 37.2 200 LxWxH 4010x1751x1220 Kerb weight 1100kg 1.5 BlueHDi 130 126 126 10.0 76.3 111-112
S-Class Coupé 2dr coupé £105,875–£189,685 AAAAC 2.3 X250 d 190 109 11.8 35.8 207 4.4 V8 367 155 4.5 23.0 282 2.0 BlueHDi 180 EAT8 175 139 8.4 61.4 120
More tech and cleaner engines make the opulent luxury tourer 3.0 V6 X350 d 285 127 7.9 31.4 236
more appealing. LxWxH 5027x1912x1414 Kerb weight 2065kg Aero 8 2dr open £88,194 AAABC 508 4dr saloon £25,039–£37,014 AAAAC
4.0 V8 S560 455 155 4.6 34.0 188 MG Morgan’s flagship is a modern take on a classic look, although the Stylish and likeable but lacking the polish of more premium rivals.
4.0 V8 AMG S63 594 155 4.2 31.7 203 3 5dr hatch £9495–£12,795 AAABC old charm remains. LxWxH 4147x1751x1248 Kerb weight 1180kg LxWxH 4750x1859x1430 Kerb weight 1535kg
6.0 V12 AMG S65 611 155 4.1 23.7 279 Neatly tuned and nice sporty styling. Breaks the mould for sub- 4.4 V8 367 170 4.5 23.0 282 1.5 BlueHDi 130 130 129 9.4 74.3-76.3 98-101
£9000 superminis. LxWxH 4018x1729x1507 Kerb weight 1125kg 2.0 BlueHDi 160 160 143 8.1 62.8 118
S-Class Cabriolet 2dr open £117,670–£197,580 AAAAC 1.5 VTI-Tech 104 108 10.4 51.5 124 NISSAN 1.6 PureTech 180 180 143 7.6 52.3 123
As above but with the added allure of a retractable fabric roof. Micra 5dr hatch £12,875–£18,510
AAAAC
LxWxH 5027x1912x1420 Kerb weight 2150kg ZS 5dr SUV £12,495–£17,795 AAACC Refreshed look and better handling makes it an enticing choice. 508 SW 5dr estate £26,685–£35,125 AAABC
4.0 V8 S560 455 155 4.6 31.4 204 Much improved on previous MGs, but still lacks the sophistication Has its flaws, though. LxWxH 3991x1743x1455 Kerb weight 1490kg Outgoing estate just as good as the old saloon, but better looking.
4.0 V8 AMG S63 594 155 4.2 28.8 225 of its closest rivals. LxWxH 4314x1809x1611 Kerb weight 1190kg 1.0 71PS 70 98 16.4 61.4 103 LxWxH 4829x1828x1476 Kerb weight 1430kg
6.0 V12 AMG S65 611 155 4.1 23.5 272 1.5 VTi-Tech 104 109 10.9 49.6 129 0.9 IG-T 90 88 109 12.1 64.2 99 1.6 BlueHDi 120 116 123-124 11.2-11.3 67.3-74.3 100-108
1.0T GDi 109 112 12.4 44.9 144 1.5 dCi 90 88 111 11.9 88.3 85 2.0 BlueHDi 150 145 130 9.1 67.3 110
CLA Coupé 4dr saloon £26,165–£44,830 AAABC 2.0 BlueHDi 180 175 137-140 8.6-8.9 61.4-64.2 114-119
Still suffers from divisive styling, although it adds further appeal to GS 5dr SUV £15,095–£21,095 AAACC Leaf 5dr hatch £26,190–£29,390 AAAAC
the A-Class. LxWxH 4640x1777x1432 Kerb weight 1395kg MG’s first attempt at a small SUV is an attempt to re-establish the Better looks, better value and better range from this second-gen 2008 5dr SUV £17,424–£24,184 AAABC
1.6 CLA180 119 130 8.7-9.0 51.4-52.3 124-128 brand. LxWxH 4500x1800x1665 Kerb weight 1385kg electric hatch LxWxH 4387x1768x1520 Kerb weight 1245kg Efficient and well-mannered but facelift still leaves it short on
1.6 CLA200 154 143 8.2 44.2 147 1.5 TGI 163 112-118 9.6 45.5-46.3 139-141 40kWh 147 89.5 7.9 NA 0 space and style. LxWxH 4159x1829x1556 Kerb weight 1045kg
2.0 CLA220 4Matic 181 149 7.1 38.2 169 1.2 PureTech 82 79 105 13.5 57.6 114
2.0 CLA45 AMG 4Matic 370 155 4.2 40.9 162 MINI
AAABC 1.2 PureTech 110 107 117-119 9.9-10.3 58.9-64.2 103-110 Juke 5dr hatch £15,505–£20,595
2.1 CLA220d 171 144 3dr Hatch 3dr hatch £15,905–£26,090
7.7 67.3 AAAAB High-riding, funky hatch is a compelling package. High CO 2 figures, 1.2 PureTech 130
106 126 124 9.3 58.9 110
2.1 CLA220d 4Matic 171 143 Three-pot engines and cleverly designed interior make the Mini a
7.7 58.9 123 though. LxWxH 4135x1765x1565 Kerb weight 1605kg 1.6 BlueHDi 75 74 103 13.8 76.3 97
superb choice. LxWxH 3821x1727x1414 Kerb weight 1190kg 1.6 112 110 111 12.5 38.7-40.4 161-166 1.6 BlueHDi 100 96 112 11.3 76.3 97
CLA Shooting Brake 5dr estate £28,245–£45,680 AAABC 1.5 One 101 121 10.1-10.2 57.6-58.9 109-114 1.5 dCi 110 108 109 11.2 68.9-70.6 104-107 1.6 BlueHDi 120 116 119 9.6 76.3 96
The most practical of the A-Class range, but it suffers for its 1.5 Cooper 134 130 7.8-7.9 60.1-62.8 105-112
challenging styling. LxWxH 4640x1777x1435 Kerb weight 1430kg 2.0 Cooper S 189 145-146 6.7-6.8 49.6-54.3 122-136 Qashqai 5dr SUV £19,595–£27,095 AAAAB 3008 5dr SUV £24,109–£36,379 AAAAC
1.6 CLA180 119 130 8.8-9.1 48.7-50.4 130-134 2.0 John Cooper Works 227 152 6.1-6.3 44.8-49.6 133-147 The defining modern crossover. The Mk2 is better in all areas, Cleverly packaged Peugeot offers just enough SUV DNA to make
1.6 CLA200 154 140 8.5 42.9 150 hence its popularity. LxWxH 4394x1806x1590 Kerb weight 1331kg the difference. LxWxH 4447x2098x1624 Kerb weight 1250kg
2.0 CLA220 4Matic 181 146 7.2 38.2 168 5dr Hatch 5dr hatch £16,145–£24,285 AAAAB 1.2 DIG-T 140 138 120 11 57.1-62.1 121-130 1.2 PureTech 130 126 117 10.5-10.8 54.3-55.4 117-120
2.0 CLA45 AMG 4Matic 370 155 4.3 40.9 162 Mini charm in a more usable package, but still not as practical as 1.6 DIG-T 160 158 124 8.9 57.1-62.1 121-130 1.6 PureTech 180 178 136 8.0 50.4 128
2.1 CLA220d 171 142 7.8 67.3 108 rivals. LxWxH 3982x1727x1425 Kerb weight 1240kg 1.5 dCi 115 113 112 12.3 72.4-80.7 100-110 1.5 BlueHDi 130 126 119 9.5 70.6 131
2.1 CLA220d 4Matic 171 140 7.8 58.9 126 1.5 One 101 119 10.1-10.5 57.6-58.9 112-116 2.0 BlueHDi 180 175 131 8.9 58.9 124
1.5 Cooper 134 129 8.1-8.2 58.9-60.1 109-114 X-Trail 5dr SUV £29,930–£37,525 AAABC
CLS Coupé 4dr saloon £51,870–£82,165 AAAAC 2.0 Cooper S 189 143-144 6.8-6.9 47.9-52.3 125-139 There aren’t many cheaper ways of owning an SUV. Has a better 5008 5dr SUV £26,259–£38,529 AAAAC
Retains the sleek coupé style and has more tech – without losing range of engines, too. LxWxH 4640x1820x1710 Kerb weight 1505kg Less MPV, more SUV, and shares its siblings’ good looks. Competent
its allure. LxWxH 4996x1896x1436 Kerb weight 1935kg Convertible 2dr open £20,080–£29,430
AAABC 1.6 dCi 130 128 111-116 10.5-11.4 53.3-57.6 129-139 to drive, too. LxWxH 4641x1844x1640 Kerb weight 1511kg
3.0 CLS350 4Matic 313 155 x 39.8 162 A fun open-top car but compromised on practicality and dynamics. 1.6 dCi 130 4WD 128 115 11.0 52.3-53.3 139-143 1.2 PureTech 130 126 117 10.4-10.9 54.3-55.4 117-120
3.0 CLS350d 4Matic 277 155 5.7 48.7 156 LxWxH 3821x1727x1415 Kerb weight 1280kg 1.6 DIG-T 163 160 124 9.7 44.1-45.6 145-149 1.6 PureTech 180 178 135 8.3 49.6 131
3.0 CLS400d 4Matic 330 155 5.0 47.9 156 1.5 Cooper 134 128-129 8.7-8.8 55.4-57.6 114-123 2.0 dCi 177 174 123 9.6 48.7-50.4 148-152 1.5 BlueHDi 130 129 119 10.7 68.9 108
3.0 CLS450 4Matic 356 155 4.8 36.2 184 2.0 Cooper S 189 142-143 7.1-7.2 47.1-50.4 131-142 2.0 dCi 177 4WD 174 121-126 9.4-10.0 46.3-50.4 149-162 2.0 BlueHDi 180 175 131 9.1 58.9 129
3.0 V6 AMG CLS 53 429 155 4.5 32.5 200 2.0 John Cooper Works 167 149 6.5-6.6 43.5-47.9 138-152
370Z 2dr coupé £29,805–£40,305 AAABC PORSCHE
SLC 2dr open £31,849–£46,855 AAABC Clubman 5dr hatch £19,995–£32,195 AAAAC Old-school and profoundly mechanical coupé. The Healey 3000 of 718 Boxster 2dr open £47,935–£64,721 AAAAB
Another small convertible exhibiting all the charm that a Mercedes Cheery and alternative Mini ‘six-door’ takes the brand into new today – but meaner. LxWxH 4265x1845x1315 Kerb weight 1496kg Our idea of drop-top heaven. Exceptional to drive, whether cruising
should. LxWxH 4143x1810x1301 Kerb weight 1435kg territory. LxWxH 4253x1800x1441 Kerb weight 1375kg 3.7 V6 323 155 5.3 26.6-26.9 245-248 or hurrying. LxWxH 4379x1801x1280 Kerb weight 1335kg
1.6 SLC180 152 139-140 7.9-8.1 48.7 132-133 1.5 One 102 115 11.3 48.7 130-131 3.7 V6 Nismo 339 155 5.2 26.6 2.0 248 290 170 4.9-5.1 38.2-40.9 158-168
2.0 SLC200 178 147-149 6.9-7.0 43.5-47.9 137-150 1.5 Cooper 134 127 9.1 55.4 118-123 2.5 S 339 177 4.4-4.6 34.9-38.7 167-184
2.0 SLC300 237 155 5.8 47.1 138 1.5 Cooper D 148 132 8.5-8.6 68.9 109-115 GT-R 2dr coupé £81,995–£151,995 AAAAC 2.5 GTS 355 180 4.3-4.6 31.4-34.4 186-205
3.0 V6 AMG SLC43 356 155 4.7 36.2 178 2.0 Cooper S 189 142 7.1-7.2 45.6-48.7 134-147 Monstrously fast Nissan has been tweaked and sharpened. Still a
2.0 John Cooper Works 227 148 6.3 38.2-41.5 154-168 blunt object, though. LxWxH 4710x1895x1370 Kerb weight 1725kg 718 Cayman 2dr coupé £46,075–£62,860 AAAAA
SL 2dr open £76,390–£116,260 AAAAB 3.8 V6 562 196 NA 23.9 275 Scalpel-blade incisiveness, supreme balance and outstanding
Big, luxurious drop-top is classier than a royal stud farm. Few feel Countryman 5dr hatch £23,385–£33,995 AAABC 3.8 V6 Nismo 591 196 NA 23.9 275 driver involvement. LxWxH 4379x1801x1295 Kerb weight 1335kg
more special. LxWxH 4631x1877x1315 Kerb weight 1735kg Bigger than before, but still more funky than useful. Still not all that 2.0 290 170 4.9-5.1 38.2-40.9 158-168
3.0 V6 SL400 356 155 4.9 36.7 175-179 pretty, either. LxWxH 4299x2005x1557 Kerb weight 1440kg NOBLE 2.5 S 339 177 4.4-4.6 34.9-38.7 167-184
4.7 V8 SL500 442 155 4.3 1.5 Cooper 134 31.4
126 9.6 51.4 205-210
126-130 M600 2dr coupé £248,000–£287,600 AAABC 2.5 GTS 355 180 4.3-4.6 31.4-34.4 186-205
5.5 V8 AMG SL63 568 155-186 4.1 1.5 Cooper D 148 28.8
129 234
8.8-8.9 64.2-65.7 113-120 Deliciously natural and involving; a bit ergonomically flawed.
1.5 Cooper D All4 148 127 8.7-8.8 58.9 126-132 LxWxH NA Kerb weight 1198kg 911 2dr coupé £77,891–£207,506 AAAAB
AMG GT 2dr coupé/open £110,645–£142,945 AAAAC 2.0 Cooper S 189 140 7.4-7.5 45.6-47.1 137-144 4.4 V8 662 225 NA 20.1 333 Still as brilliant and distinctive as any before it. More than worthy
Million-dollar looks and a railgun V8, but extremely firm chassis 2.0 John Cooper Works 227 145 6.5 38.2-40.9 158-169 of its iconic status. LxWxH 4499x1808x1294 Kerb weight 1413kg
affects its usability. LxWxH 4544x1939x1287 Kerb weight 1615kg 1.5 Cooper S E-Hybrid 220 123 6.8 134.5 49-52 3.0 Carrera 359 180-183 4.3-4.6 32.5-38.2 169-201 PEUGEOT
4.0 V8 GT 462 188-189 4.0 30.1-30.4 216-219 AABCC 3.0 Carrera T 359 180-182 4.2-4.5 29.7-33.2 193-215 iOn 5dr hatch £20,495
4.0 V8 GT S 507 193 3.8 30.1 219 M I T S U B I S H I Good electric powertrain; looks extremely old hat against better 3.0 Carrera S 408 188-191 4.0-4.3 31.8-36.7 174-204
4.0 V8 GT C 541 196-197 3.7 24.8-25.0 259 Mirage 5dr hatch £11,075–£13,745 AAACC EV rivals. LxWxH 3474x1475x1608 Kerb weight 1120kg 3.0 Carrera GTS 437 191-193 3.6-4.1 29.7-34.0 188-216
4.0 V8 GT R 568 198 3.6 24.8 259 A straightforward hatchback – but not for the likes of us. 47kW 62 81 15.9 NA 0 3.8 Turbo 524 198 3.0 31.0 212
LxWxH 3795x1665x1505 Kerb weight 845kg 3.8 Turbo S 564 205 2.9 31.0 212
GLA 5dr SUV £23,875–£46,055 AAABC 1.1 Mi-VEC 79 107 11.7-12.8 65.7 99-100 108 3dr/5dr hatch £9504–£13,799 AAABC 4.0 GT3 486 197-198 3.4-3.9 21.9-22.2 288-290
Not the most practical crossover but good looking and very decent Sister car to the Aygo – and a distant second to most city car 4.0 GT3 RS 513 193 3.2 22.0 291
to drive. LxWxH 4417x1804x1494 Kerb weight 1395kg ASX 5dr SUV £19,195–£29,485 AAACC rivals. LxWxH 3475x1615x1460 Kerb weight 840kg 3.8 GT2 RS 680 211 2.8 23.9 269
1.6 GLA200 152 134 8.1-8.4 48.7-50.4 131-138 Decent engines, but otherwise an unexceptional crossover. 1.0 72 71 100 13.0 68.9 93
2.0 GLA250 4Matic 204 143 6.6 43.5 155 LxWxH 4355x1770x1640 Kerb weight 1260kg 1.0 72 2-Tronic 71 100 15.2 67.3 95 911 Cabriolet 2dr open £86,732–£112,552 AAAAB
2.0 GLA45 AMG 4Matic 370 155 4.4 38.2 172 1.6 Mi-VEC 115 114 11.5 47.9-48.7 135-136 Cutting the top off enhances the aural drama. For visual impact
2.1 GLA200d 132 127 9.1-9.5 67.3 108-115 1.6 DI-D 2WD 112 113 11.2 61.4 119 208 3dr/5dr hatch £15,004–£18,404 AAABC choose the Targa. LxWxH 4499x1808x1289 Kerb weight 1500kg
2.1 GLA200d 4Matic 132 124 9.1 58.9 127-130 1.6 DI-D 4WD 112 111 11.5 56.5 132 A big improvement for Peugeot, if not for the supermini class. 3.0 Carrera 359 178-181 4.5-4.8 31.7-37.7 172-206
2.1 GLA220d 4Matic 171 135 7.7 58.9 127-130 2.2 DI-D 4WD 148 118 10.8 48.7 152 LxWxH 3475x1615x1460 Kerb weight 1065kg 3.0 Carrera S 408 187-188 4.2-4.5 31.4-36.2 184-204
1.2 PureTech 82 79 109-111 12.2-14.5 62.8-67.3 97-104 3.0 Carrera GTS 437 190-192 3.7-4.2 29.1-33.6 190-220
GLC 5dr SUV £35,995–£88,809 AAAAC Eclipse Cross 5dr SUV £21,290–£28,480 AAACC 1.2 PureTech 110 107 118 9.8-9.6 62.8-65.7 99-104 3.8 Turbo 524 198 3.1 30.4 216
Not exactly exciting to drive, but does luxury and refinement Stylish, future-looking mid-sized SUV shows where Mitsubishi’s 1.5 BlueHDi 100 102 117 10.7 76.3 102 3.8 Turbo S 564 205 3.0 30.4 216
better than most. LxWxH 4656x1890x1639 Kerb weight 1735kg destiny lies. LxWxH 4695x1810x1710 Kerb weight 1425kg 3.0 Targa 4 359 178-179 4.5-4.7 31.7-35.8 182-206
2.0 GLC 250 4Matic 208 138 7.3 37.7 172 1.5 Mi-VEC 2WD 160 124-127 9.3-10.3 42.2-42.8 151-154 308 5dr hatch £19,644–£29,564 AAAAB 3.0 Targa 4S 408 187-188 4.2-4.4 35.3-31.4 184-204
2.1 GLC 220d 4Matic 168 130 8.3 47.9 156 1.5 Mi-VEC 4WD 160 124 9.8 40.4 159 Classy all-round appeal makes it a serious contender, but rear 3.0 Targa 4 GTS 437 190-191 3.7-4.1 29.1-32.5 196-220
2.1 GLC 250d 4Matic 198 138 7.6 56.5 129 space is a little tight. LxWxH 4253x1804x1457 Kerb weight 1190kg
3.0 V6 AMG GLC43 4Matic 356 155 4.9 34.0 189 Outlander 5dr SUV £28,670–£45,600 AAABC 1.2 PureTech 110 107 117 11.1 70.6 95 Panamera 4dr saloon £67,898–£146,545 AAAAA
4.0 V8 AMG GLC63 4Matic 462 155 4.0 27.4 234 Creditable effort, but still cheap in places: PHEV a boon for fleet 1.2 PureTech 130 126 128-129 9.1-9.6 62.8 104-106 Revamped big saloon is an absolute belter, making it almost the
4.0 V8 AMG GLC63 S 4Matic 495 155 3.8 26.4 244 users. LxWxH 4695x1810x1710 Kerb weight 1565kg 1.6 PureTech 225 224 146 7.4 51 132 perfect grand tourer. LxWxH 5049x1937x1423 Kerb weight 1815kg
2.0 Mi-VEC 4WD 148 118 13.3 37.7 171 1.6 PureTech 260 259 155 6.0 47.1 148 3.0 V6 321 164 5.7 37.7 173
GLC Coupé 5dr SUV £41,020–£91,204 AAAAC 2.2 DI-D 4WD 148 118-124 10.2-11.6 48.7-53.3 139-154 1.6 BlueHDi 100 99 112 12.2 76.3 96 3.0 V6 4 321 162 5.5-5.6 35.8-36.2 177-180
A coupé-shaped SUV destined to be outrun by the X4 – unless 2.0 Mi-VEC PHEV 200 106 11.0 116.1 41 1.5 BlueHDi 130 126 127 9.8 80.7 93 2.9 V6 4S 428 179 4.4-4.5 34.0-34.9 184-189
you’re in an AMG. LxWxH 4732x1890x1602 Kerb weight 1785kg 2.0 BlueHDi 180 EAT8 175 140 8.2 64.2 116 2.9 V6 E-Hybrid 449 172 4.6-4.7 113.0 56
2.0 GLC 250 4Matic 211 138 7.3 37.2 173 Shogun 5dr SUV £33,315–£44,075 AABCC 4.0 V8 4S Diesel 416 177 4.5 42.2 176
2.1 GLC 220d 4Matic 168 130 8.3 46.4 161 Has its appeal. Needs more chassis finesse but still charming. 308 SW 5dr estate £20,594–£28,974 AAAAB 4.0 V8 Turbo 533 190 3.8-3.9 29.7-30.4 212-217
2.1 GLC 250d 4Matic 198 138 7.6 56.5 131-143 LxWxH 4385x1875x1870 Kerb weight 2185kg Estate bodystyle enjoys the classy appeal of the hatchback. 4.0 V8 Turbo S E-Hybrid 660 192 3.4-3.5 97.4 66
3.0 V6 AMG GLC43 4Matic 356 155 4.9 33.6 192 3.2 DI-DC 4WD 187 111 10.4-11.1 30.4-31.4 238-245 LxWxH 4585x1563x1472 Kerb weight 1190kg
4.0 V8 AMG GLC63 4Matic 462 155 4.0 27.4 234 Panamera Sport Turismo 5dr estate £73,071–£139,287 AAAAA
4.0 V8 AMG GLC63 S 4Matic 495 155 3.8 26.4 244 Shogun Sport 5dr SUV £37,775–£39,775 AAACC The Panamera in a more practical form, and now it’s a good-looking
Has a fitness for purpose that could appeal to those who tow or beast. LxWxH 5049x1937x1428 Kerb weight 1880kg
GLE 5dr SUV £65,030–£101,955 AAAAC haul big loads LxWxH 4785x1815x1805 Kerb weight 2100kg 3.0 V6 4 321 160 5.5 36.2 180
The ML replacement isn’t inspiring to drive but does come with a 2.5 DOHC 4WD 179 112 11.0 32.8 227 2.9 V6 4S 428 177 4.4 34.9 189
classy interior. LxWxH 4819x2141x1796 Kerb weight 2165kg 2.9 V6 E-Hybrid 449 170 4.6 108.6 59
3.0 V6 GLE350d 4Matic 251 140 7.1 42.8 192 MORGAN 4.0 V8 4S Diesel 416 175 4.5 42.2 176
3.0 V6 AMG GLE43 4Matic 379 155 5.7 31.7 205 3 Wheeler 0dr open £40,075 AAAAA 4.0 V8 Turbo 533 188 3.8 30.1 217
5.5 V8 AMG GLE63 S 4Matic 568 155 4.2 23.9 276 The eccentric, characterful and brilliant Morgan is a testament to
English creativity. LxWxH 3225x1720x1000 Kerb weight 525kg Macan 5dr SUV £45,915–£86,267 AAAAB
GLE Coupé 5dr SUV £65,030–£102,010 AAAAC 2.0 V-twin 68 68 115 7.0 34.9 187 Spookily good handling makes this a sports utility vehicle in the
Not the prettiest SUV you will ever see, but a decent option against 2.0 V-twin 82 82 115 6.0 30.3 215 purest sense. LxWxH 4692x1923x1624 Kerb weight 1770kg
the BMW X6. LxWxH 4900x2129x1731 Kerb weight 2240kg 2.0 244 142 6.7 39.2 172
3.0 V6 GLE 350d 4Matic 251 140 7.0 39.2 187 3.0 V6 S 330 157 5.4 32.1 212

14 NOVEMBER 2018 AUTOCAR.CO.UK 87

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3.0 V6 GTS 350 159 5.2 31.7 215 Phantom 4dr saloon NA AAAAA BRZ 2dr coupé £27,025–£28,510 AAAAA
3.0 V6 S Diesel 251 142 6.3 46.3 164 Phantom takes opulent luxury to a whole level. The GT86’s half-brother looks great in Subaru blue. Cheaper, too.
3.6 V6 Turbo 388 165 4.8 31.4 216 LxWxH 5762x2018x1646 Kerb weight 2560kg LxWxH 4240x1775x1320 Kerb weight 1242kg
3.6 Turbo P’formance P’kge 428 169 4.4 29.7 224 6.75 TV12 563 155 5.3-5.4 20.3 318-319 2.0i 197 130-140 7.6-8.2 36.2-39.8 164-180
Cayenne 5dr SUV £55,965–£99,291 AAAAB S E AT WRX STI 4dr saloon £32,055 AAABC
Refreshed look, improved engines, interior and a better SUV Mii 5dr hatch £11,690–£12,210 AAABC Appealing and behind the times all at once.
overall. LxWxH 4918x1983x1696 Kerb weight 1985kg Not as desirable or plush as the Up but nearly as good to drive. LxWxH 4595x1795x1475 Kerb weight 1534kg
3.0 V6 330 152 6.2 30.7 213 LxWxH 3557x1643x1474 Kerb weight 929kg 2.5i 295 159 5.2 27.2 242
2.9 V6 S 428 164 5.2 31.4 209 1.0 60 59 99 14.4 64.2 102
4.0 V8 Turbo 533 177 4.1 24.1 272 1.0 75 74 106 13.2 64.2 102 SUZUKI
Celerio 5dr hatch £7999–£9,649 AAABC
RADICAL Ibiza 5dr hatch £15,595–£21,345 AAAAB Pleasing to drive, cheap to buy and decent to sit in. No-nonsense
RXC GT 2dr open NA AAABC Reinvigorated Ibiza is more mature and takes the class honours and likeable for it. LxWxH 3600x1600x1540 Kerb weight 835kg
Designed for pounding around a track; out of its element on the from the Fiesta. LxWxH 4059x1780x1444 Kerb weight 1091kg 1.0 K10C Dualjet 66 96 13.0 78.4 84
road. LxWxH 4300x1960x1127 Kerb weight 1125kg 1.0 TSI 95 93 113 10.9 60.1 106 Superb Estate 5dr estate £23,450–£38,500 AAAAC
3.5 V6 400 400 179 2.8 NA NA 1.0 TSI 115 113 121 9.3 60.1 108 Even more commendable than above, primarily thanks to its Ignis 5dr hatch £11,499–£15,964 AAAAC
3.5 V6 650 650 180 2.7 NA NA 1.5 TSI EVO 150 148 134 7.9 57.6 112 enormous boot. LxWxH 4856x1864x1477 Kerb weight 1365kg Cute and rugged-looking 4x4 city car capable of tackling roads
1.6 TDI 95 93 113 7.5 74.3 99 1.4 TSI 150 148 135 8.4-8.6 44.1-44.8 121-122 bereft of asphalt. LxWxH 3700x1660x1595 Kerb weight 855kg
R E N A U LT Leon 5dr hatch £18,175–£31,205 AAAAC 2.0 TSI 220 217 151 6.9 34.9 148 1.2 Dualjet 87 106 11.8 61.4 104
Twizy 2dr hatch £6690–£7690 AAABC A creditable effort and a notable improvement in form, with plenty 2.0 TSI 280 4X4 276 155 5.6 31.4 164 1.2 Dualjet SHVS 87 106 11.4 65.7 97
Zany solution to personal mobility is suitably irreverent and of niche appeal. LxWxH 4282x1816x1459 Kerb weight 1202kg 1.6 TDI 120 118 127-128 10.6-10.7 56.5-62.8 102-114 1.2 Dualjet SHVS 4x4 87 103 11.1 60.1 106
impractical. LxWxH 2338x1381x1454 Kerb weight 474kg 1.0 TSI 115 113 121 9.8 58.9 109 2.0 TDI 150 148 132-135 8.6-8.8 52.3-56.5 114-117
MB L7e 17 50 NA NA 0 1.5 TSI EVO 130 128 126 9.4 56.5 113 2.0 TDI 150 4x4 148 132 8.8 48.7 125 Swift 5dr hatch £11,999–£17,999 AAABC
1.5 TSI EVO 150 148 134 8.2 55.4 117 2.0 TDI 190 4X4 187 142 7.4 44.8 139 Given mature looks, more equipment and a hybrid powertrain, but
Zoe 5dr hatch £18,420–£27,020 AAABC 2.0 TSI 190 188 142 7.2 45.6 141 it’s no class leader. LxWxH 3840x1735x1495 Kerb weight 890kg
A far more practical zero-emission solution. Attractive price, too. 2.0 TSI Cupra 288 150 6 42.2 152 Karoq 5dr SUV £22,605–£31,175 AAAAC 1.2 Dualjet 87 111 11.9 65.7 98
LxWxH 4084x1730x1562 Kerb weight 1470kg 1.6 TDI 115 113 122 9.8 68.9-70.6 105-109 Yeti replacement may not have its forebear’s quirkiness, but it’s 1.2 Dualjet SHVS 4x4 87 105 12.6 62.7 101
5AGEN2 86 84 13.5 NA 0 2.0 TDI 150 148 134 8.4 64.2 112 brilliant otherwise. LxWxH 4382x1841x1603 Kerb weight 1265kg 1.0 Boosterjet 108 118-121 10.0-10.6 56.5-61.4 104-114
5AGEN3 89 84 13.5 NA 0 1.5 TSI 150 148 126 8.1-8.3 51.4-52.3 123-125 1.4 Boosterjet Sport 138 130 8.1 50.4 125
Leon ST 5dr estate £19,170–£34,995 AAAAC 1.6 TDI 115 113 116 10.4-10.5 61.4-64.2 117-120
Twingo 3dr hatch £10,750–£13,455 AAACC Good-looking and responsive hatchback-turned-estate. 2.0 TDI 150 4x4 148 121 8.4-9.0 54.3-56.5 131-137 Baleno 5dr hatch £12,999–£17,379 AAABC
Handsome, unusual rear-engined city car but not a class leader. LxWxH 4549x1816x1454 Kerb weight 1236kg Suzuki’s family-sized hatchback makes use of clever little engines.
LxWxH 3595x1646x1554 Kerb weight 865kg 1.0 TSI 115 113 122 10.1 58.9 109 Kodiaq 5dr SUV £29,290–£37,590 AAAAC LxWxH 3995x1745x1470 Kerb weight 920kg
1.0 SCe 70 67 94 14.5
1.5 TSI EVO 130 56.5-67.3 95-112 128 129 9.5 56.5 113 Skoda’s first seven-seat SUV is a viable alternative to a traditional 1.0 Boosterjet 108 118-124 11.0-11.4 57.6-62.7 105-115
0.9 TCe 90 87 103 10.8
1.5 TSI EVO 150 58.9-65.7 99-108 148 134 8.2 55.4 117 MPV. LxWxH 4697x1882x1676 Kerb weight 1430kg 1.2 Dualjet SHVS 87 105 12.6 70.6 94
2.0 TSI 190 188 144 7.3
1.4 TSI 150 45.6 141 148 123 9.3 44.8 143
Clio 5dr hatch £13,500–£19,050 AAAAC 2.0 TSI Cupra 288 150 5.2
1.4 TSI 150 4x4 42.2 152 148 120-122 9.5-9.6 39.8-40.9 155-163 Vitara 5dr SUV £16,999–£25,649 AAABC
An attractive,stylish and practical proposition, but cheap in places 1.6 TDI 115 113 122 9.9
2.0 TSI 180 4x4 67.3-68.9 108-112 177 128 7.7 38.2 170 Utterly worthy addition to the class drives better than most.
and feels dated. LxWxH 4062x1732x1448 Kerb weight 1059kg 2.0 TDI 150 148 123 9.8 56.5 131 LxWxH 4175x1775x1610 Kerb weight 1075kg
0.9 TCe 75 75 110 12.3 56.5 114 Arona 5dr SUV £16,905–£25,120 AAAAC 2.0 TDI 150 4x4 148 120-122 9.4-9.6 49.6-52.3 141-149 1.4 Boosterjet 136 124 10.2 51.3-52.3 127-128
0.9 TCe 90 87 112 12.2-13.1 60.1-67.3 94-105 Seat’s second SUV doesn’t disappoint, with it taking charge of the 2.0 TDI 190 4x4 187 130 8.3 49.6 150
1.5 dCi 90 87 109-112 12.0-12.9 80.7-88.3 82-92 class dynamically. LxWxH 4138x1780x1543 Kerb weight 1165kg S-Cross 5dr SUV £17,499–£26,099 AAABC
1.0 TSI 95 93 107 11.2 57.6 111 SMART A worthy crossover if not a class leader. Refreshed looks give a
Mégane 5dr hatch £17,715–£29,195 AAABC 1.0 TSI 115 113 113 9.8-10.0 56.5-57.6 113-114 Fortwo 3dr hatch/open £11,415–£27,135 AAACC lease of life. LxWxH 4300x1785x1585 Kerb weight 1160kg
Stylish and refined but bland. Nothing exceptional. 1.5 TSI EVO 150 148 127 8.3 55.4 115 Pricey two-seater has urban appeal but is short on performance 1.0 Boosterjet 108 106-112 11.0-12.4 54.3-56.4 113-119
LxWxH 4359x1814x1447 Kerb weight 1340kg 1.6 TDI 95 93 107 11.9 70.6 105 and handling. LxWxH 2695x1663x1555 Kerb weight 890kg 1.0 Boosterjet Allgrip 108 109 12.0 53.3 119
1.2 TCe 140 138 127 10.6 48.7-51.4 125-132 1.6 TDI 115 113 NA NA NA 1.0 71 NA 68 94 14.4-15.5 65.7-68.9 93-99 1.4 Boosterjet Allgrip 136 124 10.2 49.5-50.4 127-128
1.5 Blue dCi 115 113 118 11.1 68.9-74.3 101-107 0.9 90 87 96 10.4-11.7 65.7-68.9 96-99
1.8 RS 280 276 158 5.8 39.2 163 Ateca 5dr SUV £21,880–£31,510 AAAAB Electric Drive 79 80 11.5-11.8 NA 0 TESLA
Seat’s first SUV is very good. So good, in fact, it’s a Qashqai beater. Model S 5dr hatch £70,950–£127,750 AAAAB
Mégane Sport Tourer 5dr estate £18,050–£22,410 AAABC LxWxH 4363x1841x1601 Kerb weight 1280kg Forfour 5dr hatch £11,910–£22,285 AAACC Large range makes it not only a standout EV but also the future of
Stylish and refined estate car is still bland like the hatch. Smaller 1.0 EcoTSI 115 113 114 11.0 53.3-54.3 119-120 Four doors give the Smart more mainstream practicality. Still luxury motoring. LxWxH 4978x1963x1445 Kerb weight 2108kg
than its predecessor. LxWxH 4626x1814x1457 Kerb weight 1409kg 1.5 TSI EVO 150 148 123 8.6 49.6 129 expensive, though. LxWxH 3495x1665x1555 Kerb weight 975kg 75D 323 140 4.2 NA 0
1.2 TCe 140 138 127 9.8 48.7-51.4 125-132 2.0 TSI 190 4Drive 187 132 7.9 40.4 159 1.0 71 68 94 15.9-16.9 67.3 96-97 100D 602 155 4.1 NA 0
1.5 Blue dCi 115 113 118 11.1 68.9-74.3 101-107 1.6 TDI 115 113 114 11.5 62.8 118-119 0.9 90 87 102 11.2-11.9 65.7-67.3 98-99 P100D 602 155 2.5 NA 0
2.0 TDI 150 4Drive 148 122 9.0 55.4-56.5 128-129 Electric Drive 79 80 12.7 NA 0
Scenic 5dr MPV £22,010–£30,850 AAABC 2.0 TDI 190 4Drive 187 132 7.5 53.3 135 Model X 5dr SUV £78,000–£134,150 AAAAB
Good-looking MPV riding on 20in wheels, but overall a bland car to S S A N G YO N G
A genuine luxury seven-seat electric SUV which also has a large
drive. LxWxH 4406x1866x1653 Kerb weight 1428kg Alhambra 5dr MPV £28,705–£35,840 AAAAC Tivoli 5dr SUV £13,995–£21,695 AAABC range. LxWxH 5036x2070x1684 Kerb weight 2459kg
1.2 TCe 115 112 115 12.3 48.7 129 This cheaper version of the VW Sharan is spacious, versatile and Trails the Duster as the best-value small crossover – but not by 75D 323 140 4.4 NA 0
1.2 TCe 140 138 121 10.1 52.3 122 good to drive. LxWxH 4854x1904x1730 Kerb weight 1755kg much. LxWxH 4195x1795x1590 Kerb weight 1270kg 100D 602 155 4.7 NA 0
1.5 dCi 110 107 114 12.4 70.6-72.4 100-104 1.4 TSI 150 148 124 9.9 43.5 150 1.6 128 126 99-106 11.0-12.0 39.2-44.1 149-167 P100D 602 155 2.9 NA 0
1.5 dCi 110 Hybrid Assist 107 NA NA 80.7 94 2.0 TDI Ecomotive 150 148 123-124 10.2-10.3 54.3-55.4 130-137 1.6d 115 113 107-109 12.0 51.4-65.7 113-146
1.6 dCi 130 126 118 11.4 62.8 116 1.6d 115 4x4 113 107-109 12.0 47.9-60.1 123-156 T OYO TA
1.6 dCi 160 156 124 10.7 62.8 118 S KO DA Aygo 3dr hatch £9295–£14,595
AAACC
Citigo 3dr hatch £8860–£11,500 AAABC Tivoli XLV 5dr SUV £17,495–£21,645 AAABC Impactful styling does a lot to recommend it, but not as refined nor
Grand Scenic 5dr MPV £23,810–£32,650 AAABC A Czech take on the city car is more fun to drive than its plain-Jane Now grown in size for more practicality but that doesn’t increase as practical as some. LxWxH 3455x1615x1460 Kerb weight 840kg
Good-looking seven-seat MPV is bland to drive and the third row exterior suggests. LxWxH 3597x1641x1478 Kerb weight 854kg the Tivoli’s appeal. LxWxH 4440x1798x1635 Kerb weight 1405kg 1.0 VVT-i 71 99 13.8 68.9 92
seats are tight. LxWxH 4634x1866x1655 Kerb weight 1495kg 1.0 MPI 60 GreenTech 59 100 13.9 57.7 96 1.6 128 126 99-106 11.0-12.0 37.2-39.8 165-176
1.2 TCe 115 112 115 12.3 48.7 129 1.0 MPI 75 GreenTech 74 107 13.1 57.7 96 1.6d 115 113 107-109 12.0 47.9-62.8 117-154 Yaris 5dr hatch £13,320–£26,295 AAABC
1.2 TCe 140 138 118 11.4 52.3 122 1.6d 115 4x4 113 107-109 12.0 44.8-57.6 127-164 Stylish interior but ultimately a scaled-down version of bigger
1.5 dCi 110 107 114 12.4 70.6-72.4 100-104 Fabia 5dr hatch £12,840–£18,435 AAABC Toyotas. LxWxH 3495x1695x1510 Kerb weight 975kg
1.5 dCi 110 Hybrid Assist 107 NA NA 80.7 94 Comfortable, affordable, easy-to-drive and attractive, but no more Korando 5dr SUV £16,995–£24,995 AAACC 1.0 VVT-I 67 96 15.3 65.7 99
1.6 dCi 130 126 118 11.4 62.8 116 so than its rivals. LxWxH 4009x1958x1452 Kerb weight 1151kg Good for a Ssangyong but poor by class standards. 1.5 VVT-I 108 108 11.0-11.2 58.5-60.1 105-112
1.6 dCi 160 156 124 10.7
1.0 MPI 75 62.8 118 73 104 14.9 57.7 LxWxH 4410x1830x1710 Kerb weight 1725kg 1.5 VVT-I Hybrid 71 102 11.8 85.6 82
1.0 TSI 95 94 114 10.8 61.4 106 2.0 146 144 101 12.5 37.7 175 1.8 VVT-I GRMN 206 143 6.3 37.0 170
Captur 5dr SUV £15,300–£21,100 AAAAC 1.0 TSI 110 108 121 9.6 60.1 107 2.2d 178 175 115 9.9 53.3 139-152
Jacked-up Clio is among the better downsized options. Stylish and 1.0 TSI 110 DSG 108 120 10.1 60.1 106 2.2d 178 4x4 175 115 9.9 40.9-48.7 152-179 Auris 5dr hatch £20,520–£27,270 AAABC
fluent-riding. LxWxH 4122x1778x1566 Kerb weight 1184kg Disappointingly average. There are many better rivals out there.
0.9 TCe 90 87 106 13.2 55.4 139 Fabia Estate 5dr estate £13,860–£18,320 AAAAC Musso 5dr SUV £23,933-£33,833 AAACC LxWxH 4330x1760x1475 Kerb weight 1235kg
1.5 dCi 90 87 106 13.1 78.5 95 Far more practical, majoring on boot space while doing what a Practical pick-up has a refined engine and direct steering, but ride 1.2 Turbo VVT-i 112 124 10.1-10.5 58.9-61.4 106-112
good Skoda should. LxWxH 4271x1958x1473 Kerb weight 1182kg needs refinement. LxWxH 5095x1950x1840 Kerb weight 2155kg 1.8 VVT-I Hybrid 134 112 10.9 80.7 79
Kadjar 5dr SUV £20,430–£27,860 AAAAC 1.0 MPI 75 74 105 15.2 47.7 111 2.2d 181 178 115-121 12.2 32.8-35.8 211-226
Fine value, practical, decent to drive and good-looking, but the 1.0 TSI 95 94 115 10.9 61.4 105 Auris Touring Sports 5dr estate £21,260–£27,270 AAABC
Qashqai is classier. LxWxH 4449x1836x1607 Kerb weight 1306kg 1.0 TSI 110 108 122 9.7 60.1 107 Rexton 5dr SUV £28,495–£38,495 AAABC Nothing wrong with this estate, but then there’s nothing
1.2 TCe 140 138 119 10.1-10.7 50.4-51.4 123-126 1.0 TSI 110 DSG 108 121 10.2 58.9 110 A vast improvement. Better on the road but without ditching its exceptional either. LxWxH 4595x1760x1485 Kerb weight 1285kg
1.6 TCe 160 158 127 9.2 47.1 134 argicultural roots. LxWxH 4850x1960x1825 Kerb weight 2102kg 1.2 Turbo VVT-i 112 124 10.4-10.8 58.9 110-112
1.5 dCi 115 112 112-113 11.7-11.9 74.3 99 Rapid Spaceback 5dr hatch £14,550–£18,845 AAABC 2.2d 181 178 115 11.3-11.9 34.0-36.2 204-218 1.8 VVT-I Hybrid 134 112 11.2 80.7 81
With the Rapid’s skinny body, a hatchback shape makes the most
Koleos 5dr SUV £27,495–£31,495 AAABC sense. LxWxH 4304x1706x1459 Kerb weight 1090kg Turismo 5dr MPV £20,995–£27,495 AAACC C-HR 5dr SUV £21,880–£29,170 AAAAC
Koleos name returns and is a vast improvement on before, but no 1.0 TSI 95 93 114 10.6 52.3 103 Incredibly ungainly but offers huge real estate for the money. Coupé-shaped crossover certainly turns heads and impresses on
class leader. LxWxH 4672x2063x1678 Kerb weight 1540kg 1.0 TSI 110 108 123 9.5 51.4 106 LxWxH 5130x1915x1850 Kerb weight 2115kg the road. LxWxH 4360x1795x1565 Kerb weight 1320kg
2.0 dCi 175 169 126 10.7 50.4 148 2.2d 178 175 108-116 NA 36.2-39.2 189-205 1.2 Turbo 112 114-118 10.9-11.1 47.1-47.9 117-118
2.0 dCi 175 4WD X-Tronic 169 125 9.5 47.9 156 Octavia 5dr hatch £17,800–£29,640 AAAAC 1.2 Turbo AWD 112 111 11.4 44.8 128
Does comfort and practicality like no other. Good, frugal engines SUBARU 1.8 VVT-I Hybrid 119 105 11.0 72.4-74.3 92-93
R O L L S - R OYC E too. LxWxH 4670x1814x1461 Kerb weight 1225kg Impreza 5dr hatch £24,310–£25,010 AAACC
Wraith 2dr coupé £224,823–£280,223 AAAAB 1.0 TSI 115 113 126 9.6-9.7 58.9 108-110 Appealing hatchback has been steadily improved but still feels RAV4 5dr SUV £29,295–£35,275 AAACC
An intimate and involving Rolls. Not as grand as some, but other 1.4 TSI 150 148 136 7.8-7.9 54.3-57.7 114-121 old-fashioned. LxWxH 4415x1740x1465 Kerb weight 1374kg A solid option but ultimately outgunned by Korean competition.
traits make it great. LxWxH 5285x1947x1507 Kerb weight 2360kg 2.0 TSI 190 188 147 7.3 47.9 133 1.6i 112 112 12.4 44.1 145 LxWxH 4605x1845x1675 Kerb weight 1605kg
6.6 V12 624 155 4.6 19.8 327 2.0 TSI 245 vRS 241 155 6.4 42.8-44.1 146-150 2.0i 153 127 9.8 42.8 2.0 AWD152 149 114 10.7 43.5 152
1.6 TDI 115 113 126 9.8 68.9-72.4 103-106 2.5 Hybrid 194 112 8.4 57.6 115
Dawn 2dr open £266,055–£302,655 AAAAB 2.0 TDI 150 148 135 8.1 65.7 113 Levorg 5dr estate £30,010 AAACC 2.5 Hybrid AWD 194 112 8.4 55.4 118
Essentially as above, except with a detuned engine and in elegant Impressively practical but only offered with an automatic gearbox
convertible form. LxWxH 5295x1947x1502 Kerb weight 2560kg Octavia Estate 5dr estate £19,000–£32,600 AAAAC and one trim. LxWxH 4690x1780x1490 Kerb weight 1568kg Land Cruiser 5dr SUV £34,690–£54,040 AAABC
6.6 V12 563 155 5.0 19.6 330 Class-leading amount of space and practicality. Comfortable, too. 1.6i 167 130 8.9 39.8 164 A real go-anywhere vehicle. Totally rugged and available with
LxWxH 4667x1814x1465 Kerb weight 1247kg seven seats. LxWxH 4335x1885x1875 Kerb weight 2010kg
Ghost 4dr saloon £227,423–£262,823 AAAAC 1.0 TSI 115 113 124-125 9.8 58.9 108-110 XV 5dr SUV £25,310–£28,510 AAACC 2.8 D-4D 171 109 12.1-12.7 38.2-39.2 190-194
‘A ffordable’ Rolls is a more driver-focused car than the Phantom. 1.5 TSI 150 148 134 7.9-8.0 53.3-56.5 117-124 No-nonsense crossover doesn’t quite make enough sense.
Still hugely special. LxWxH 5399x1948x1550 Kerb weight 2360kg 2.0 TSI 190 188 143 7.4 46.3 139 LxWxH 4450x1780x1615 Kerb weight 1355kg
6.6 V12 563 155 4.9-5.0 19.8-20.0 327-329 2.0 TSI 245 vRS 241 155 6.5 42.8-44.1 146-150 1.6i 112 109 13.9 44.1 145
1.6 TDI 115 113 124-125 9.8-9.9 68.9-72.4 103-106 2.0i 154 120 10.4 40.9 155
2.0 TDI 150 148 132-134 8.2-8.3 58.9-65.7 113-119
2.0 TDI 150 4x4 148 130 8.1 60.1 124 Forester 5dr estate £26,510–£32,035 AAACC
2.0 TDI 150 4x4 Scout 148 129 8.8 56.5 130 Solid, spacious and wilfully unsexy. A capable 4x4 nonetheless.
LxWxH 4610x1795x1735 Kerb weight 1488kg
Superb 5dr hatch £22,130–£37,120 AAAAC 2.0i 150 148 118-119 10.6-11.8 40.9-43.5 150-160
Another great Czech value option that’s big on quality and space if 2.0i 241 237 137 7.5 33.2 197
not on price. LxWxH 4861x1864x1468 Kerb weight 1340kg
1.4 TSI 150 148 137 8.3-8.5 44.8-45.6 119-121 Outback 5dr estate £29,995–£33,010 AABCC
2.0 TSI 220 217 152 6.8 34.9 147 Acceptable in isolation but no class leader.
2.0 TSI 280 4X4 276 155 5.6 31.7 160 LxWxH 4815x1840x1605 Kerb weight 1612kg
1.6 TDI 120 118 128 10.5-10.6 57.7-60.1 110-111 2.5i 172 130 10.2 40.4 161
2.0 TDI 150 148 135-137 8.5-8.6 52.3-56.5 113-116
2.0 TDI 190 4X4 187 143 7.3 44.8 138

88 AUTOCAR.CO.UK 14 NOVEMBER 2018

 N E W CAR PR I CES
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Grandland X 5dr SUV £23,130–£34,280 AAACC Touran 5dr MPV £23,565–£33,275 AAAAC
Does well to disguise its 3008 roots but too bland to stand out in a Dull overall, but it’s a capable MPV, well-made and hugely refined.
congested segment. LxWxH 4477x1811x1630 Kerb weight 1350kg LxWxH 4527x1829x1659 Kerb weight 1436kg
1.2 Turbo 128 117 10.9-11.1 51.4-55.4 117-127 1.2 TSI 110 108 117 11.3 51.4 128
1.5 Turbo D 130 128 116 11.3 54.3 120 1.4 TSI 150 148 130 8.9 49.6 126-133
2.0 Turbo D 177 175 133 x 57.7 128 1.6 TDI 115 113 118 11.4 61.4 112-119
2.0 TDI 150 148 128-129 9.3 61.4 119-122
V O L K S WA G E N 2.0 TDI 190 187 137 8.2 58.9 125
Up 3dr/5dr hatch £9325–£25,640 AAAAC
It’s no revolution, but VW’s hallmarks are in abundance. LxWxH Sharan 5dr MPV £28,070–£38,610 AAAAB
3600x1428x1504 Kerb weight 926kg Full-sized seven-seater offers versatility, space, VW desirability
1.0 60 59 100 14.4 64.2-68.9 96-101 and tidy handling. LxWxH 4854x1904x1720 Kerb weight 1703kg
1.0 75 74 106 13.2-13.5 64.2-68.9 96-103 1.4 TSI 150 148 123-124 9.9 43.5 150-156
1.0 90 88 114 9.9 60.1 108 2.0 TDI 115 113 114 12.6 56.5 130
1.0 115 113 119 8.8 49.6 129 2.0 TDI 150 148 123-124 10.3 55.4-56.5 130-137
GT86 2dr coupé £27,285–£31,795 AAAAB e-Up 81 80 12.4 NA 0 2.0 TDI 184 181 132-136 8.9 53.3 138-141 XC60 5dr SUV £37,770–£59,770 AAABC
Almost the most fun you can have on a limited budget. Splendid. Looks like a small XC90 and carries on where the old one left off. A
LxWxH 4240x1775x1320 Kerb weight 1247kg Polo 5dr hatch £14,235- £23,020 AAAAC T-Roc 5dr SUV £18,955–£33,850 AAAAC good, capable cruiser. LxWxH 4688x1999x1658 Kerb weight 1781kg
2.0i 197 130-140 7.6-8.2 36.2-39.8 164-180 A thorough going-over makes it more mature, but the Polo is still a VW’s junior SUV is beguiling and sophisticated. It drives rather well, 2.0 D4 AWD 185 127 8.4 54.3-55.4 133-136
bit boring. LxWxH 4053x1946x1461 Kerb weight 1105kg too. LxWxH 4234x1992x1573 Kerb weight 1270kg 2.0 D5 PowerPulse AWD 228 137 7.2 51.4 144
Prius 5dr hatch £24,245–£28,350 AAAAC 1.0 65 64 102 15.5 58.9-60.1 108-110 1.0 TSI 115 113 116 10.1 55.4 117 2.0 T5 AWD 247 137 6.8 38.7-39.2 164-167
Better all round compared with its predecessors. Challenging 1.0 75 74 106 14.9 58.9-60.1 108-110 1.5 TSI EVO 150 148 127 8.3 52.3-53.3 120-121 2.0 T8 Twin Engine 310 140 5.3 134.5 49
looks, though. LxWxH 4540x1760x1470 Kerb weight 1375kg 1.0 TSI 95 93 116 10.8 60.1-64.2 101-107 2.0 TSI 190 4Motion 187 134 7.2 41.5 155
1.8 VVT-i Hybrid 120 112 10.6 85.6-94.1 70-76 1.0 TSI 115 113 124 9.5 58.9-60.1 106 1.6 TDI 115 113 116 8.3 64.2 115 XC90 5dr SUV £50,435–£71,370 AAAAC
2.0 TSI GTI 200 197 147 6.7 47.9 134 2.0 TDI 150 4Motion 148 124 8.7 56.5 132 Clever packaging, smart styling, good to drive: Volvo’s closest thing
Prius Plug-in Hybrid 5dr hatch £31,695–£33,895 AAAAC 1.6 TDI 80 79 109 12.9 76.3 99 to a class-leader. LxWxH 4950x2008x1776 Kerb weight 1961kg
Plug-in version is clever and appealing. Seems more comfortable in 1.6 TDI 95 93 115 10.8 74.3 106 Tiguan 5dr SUV £23,485–£40,285 AAAAC 2.0 D5 PowerPulse AWD 228 137 7.8 45.6-47.3 158-162
its skin. LxWxH 4645x1760x1470 Kerb weight 1530kg An improvement on the previous model and will continue to sell by 2.0 T5 AWD 250 134 7.9 34.9-35.8 184-189
1.8 VVT-i Hybrid 120 101 11.1 283.0 22 Golf 3dr/5dr hatch £18,340–£34,910 AAAAB the bucket load. LxWxH 4486x1839x1654 Kerb weight 1490kg 2.0 T6 AWD 310 143 6.5 34.1-35.8 187-192
Does exactly what everyone expects. Still the king of the family 1.4 TSI 125 123 118 10.5 46.3-47.1 137-139 2.0 T8 Twin Engine 310 140 5.6 108.6 59-63
Prius+ 5dr MPV £27,830–£30,175 AAACC car. LXWXH 4258x1790x1492 Kerb weight 1206kg 1.4 TSI 150 148 124-125 9.2 48.7-49.6 130-140
Expensive, old and ugly variant of the Prius, but can carry seven. 1.0 TSI 85 83 112 11.9 58.9 108 2.0 TSI 180 4Motion 177 129 7.7 38.2 170 VUHL
LxWxH 4645x1775x1575 Kerb weight 1500kg 1.0 TSI 110 108 122 9.9 58.9 107-109 2.0 TDI 115 113 115 10.9 60.1 123 05 0dr open £59,995- £89,995 AAAAC
1.8 VVT-i Hybrid 132 103 11.3
1.4 TSI 125 123 127 9.1
64.2-68.9 96-101 54.3 119-120 2.0 TDI 150 148 125-127 9.3 58.9-60.1 123-129 Mexican track-day special has a pleasingly pragmatic and forgiving
1.5 TSI EVO 130 128 130 9.1 59.1 110 2.0 TDI 150 4Motion 148 124-125 9.3 52.3-53.3 139-149 chassis. LxWxH 3718x1876x1120 Kerb weight 725kg
VA U X H A L L 1.5 TSI EVO 150 148 134 8.3 55.4 114-116 2.0 TDI 190 4Motion 187 131 7.9 49.6 149 2.0 DOHC Turbo 285 152 3.7 NA NA
Viva 5dr hatch £10,175–£11,940 AAABC 2.0 TSI 245 GTI Performance 241 154-155 6.2 43.5 144 2.0 BiTDI 240 4Motion 236 142 6.5 44.1 167 2.3 DOHC Turbo RR 385 158 2.7 NA NA
Plenty of space but lacks its rivals’ equipment, joie de vivre and 2.0 TSI 310 4Motion R 305 155 4.6-5.1 37.7 160-180
refinement. LxWxH 3675x1595x1485 Kerb weight 939kg 1.4 TSI GTE 148 138 7.6 166.2 38 Tiguan Allspace 5dr SUV £29,515–£40,615 AAAAC WESTFIELD
1.0i 74 106 13.1-14.0 60.1-62.8 103-106 1.6 TDI 115 113 123 10.2-10.5 67.3-68.9 102-109 Has all the Tiguan’s sensibility and refinement, now with the bonus Sport 2dr coupé £19,950–£35,800 AAAAC
1.0i Rocks 72 106 13.1 55.4 118 2.0 TDI 150 148 133-134 8.6 65.7-67.3 109-117 of seven seats. LxWxH 4486x1839x1654 Kerb weight 1490kg Sport Turbo is very quick and fun but not a patch on the
2.0 TDI 184 GTD 181 143-144 7.4-7.5 61.4-64.2 116-124 1.4 TSI 150 148 123-124 9.5 43.5-46.3 137-148 Caterhams. LxWxH NA Kerb weight NA
Adam 3dr hatch £13,450–£18,875 AAACC 2.0 TSI 180 4Motion 177 129 8.2 36.7 175 1.6 Sigma 135 NA NA NA NA
Certainly looks the part, but there are better superminis ahead of Golf Estate 5dr estate £21,070–£36,125 AAAAB 2.0 TDI 150 148 124-126 9.8 55.4-56.5 131-132 1.6 Sigma 155 NA NA NA NA
it. LxWxH 3698x1720x1484 Kerb weight 1101kg Practical load-lugging estate doesn’t erode the well-rounded Golf 2.0 TDI 150 4Motion 148 123-124 9.9 47.9-49.6 150-153 2.0 Duratec 200 NA NA NA NA
1.2i 70 69 103 14.9 53.3 125 package. LxWxH 4567x1799x1515 Kerb weight 1295kg 2.0 TDI 190 4Motion 187 130 8.6 47.9 153 2.0 Ecoboost 252 NA NA NA NA
1.4i 87 85 109-111 12.5-13.9 52.3-56.5 118-125 1.0 TSI 110 108 122 10.4 57.6 110-112 2.0 BiTDI 240 4Motion 238 142 6.7 43.5 170
1.4i 100 98 115 11.5 52.3 125 1.4 TSI 125 123 127 9.5 53.3 118-123 Mega 2dr coupé £14,999–£15,595 AAABC
1.4i Turbo 150 148 130 8.5 47.9 139 1.5 TSI EVO 130 128 131 9.5 58.1 113 Touareg 5dr SUV £48,995–£58,195 AAAAC Mega engines make it rapid, but not as fun as Caterham’s R range.
1.5 TSI EVO 150 148 135 8.7 55.4 114-116 Hints of ritziness and sportiness don’t impinge on this functional LxWxH NA Kerb weight NA
Corsa 3dr/5dr hatch £11,290–£18,995 AAABC 2.0 TSI 310 4Motion R 305 155 4.8 39.2 164 luxury SUV’s appeal. LxWxH 4878x2193x1717 Kerb weight 1995kg 1.3 Suzuki Hyabusa 177 136 3.0 NA NA
Refined, stylish and practical, but its engines aren’t so good. 1.6 TDI 115 113 124 10.7 68.9 103-106 3.0 V6 TDI 231 228 135 7.5 42.8 173 2.0 VTEC S2000 240 NA NA NA NA
LxWxH 4021x1736x1479 Kerb weight 1141kg 2.0 TDI 150 148 134-135 8.9 65.7 111-114 3.0 V6 TDI 286 282 148 6.1 40.9 173
1.4i 75 74 101 15.5 54.3 120 2.0 TDI 184 GTD 181 143-144 7.8-7.9 60.1 124-125 ZENOS
1.4i 90 88 109 13.2 54.3 120 V O LV O E10 0dr coupé £26,995–£39,995 AAAAB
1.4i Turbo 100 98 115 11.0 55.4 119 Golf Alltrack 5dr estate £32,110 AAAAB V40 5dr hatch £21,410–£28,895 AAAAC The latest in a long line of mid-engined British marvels. Expect a
1.4i Turbo 150 148 129 8.9 49.6 132 And to complete the Golf line-up is a rugged version of the estate. Not perfect, but handsome, well-packaged, pragmatic and likeable. dedicated following. LxWxH 3800x1870x1130 Kerb weight 700kg
LxWxH 4567x1799x1515 Kerb weight 1541kg LxWxH 4370x2041x1470 Kerb weight 1417kg 2.0 Ecoboost S 250 145 4.0 NA NA
Astra 5dr hatch £18,350–£28,340 AAAAC 2.0 TDI 184 4Motion 181 136 7.8
2.0 D2 54.3 137 116 118 10.5 72.4-78.5 94-104 2.3 Ecoboost R 350 155 3.0 NA NA
Good handling and nice engines, but its working-class roots still 2.0 D3 145 130 8.4 68.9-74.3 101-108
show through. LxWxH 4370x1809x1485 Kerb weight 1244kg Golf SV 5dr MPV £20,575–£28,935 AAAAC 2.0 T2 119 118 9.8 50.4 127
1.0i Turbo 105 103 121 10.5 64.2 102 Probably the least appealing member of the Golf family but still 2.0 T3 148 130 8.3 50.4 127
1.4i Turbo 125 123 127 8.6 52.3 124 resolute. LxWxH 4338x2050x1578 Kerb weight 1335kg
1.4i Turbo 150 148 134 7.8 51.4 128 1.0 TSI 85 83 110 13.0 57.6 112 V40 Cross Country 5dr hatch £25,110–£30,060 AAAAC
1.6i Turbo 200 197 146 6.6 45.6 142 1.0 TSI 110 109 119 10.7 56.5 113 Handsome hatchback gets a rugged makeover but loses some of
1.6 CDTi 110 108 124 10.2 85.6 88 1.5 TSI EVO 130 128 126 9.6 55.4 116 its likeable nature. LxWxH 4369x2041x1439 Kerb weight 1428kg W H AT ’ S C O M I N G W H E N
1.6 CDTi 136 134 127 9.0 74.3 99 1.5 TSI EVO 150 148 132 8.8 54.3 118 2.0 D2 116 118 10.6 72.4-74.3 99-104
1.6 CDTi BiTurbo 150 148 137 8.4 56.6 133 1.6 TDI 115 113 119 11.0 67.3-68.9 107-110 2.0 D3 145 118 8.5 68.9-72.4 102-109
2.0 TDI 150 148 130 9.2 61.4 119 2.0 T3 148 130 8.5 50.4 128
Astra Sports Tourer 5dr estate £19,700–£26,890 AAAAC
More composed and practical than the hatchback. Passat 4dr saloon £22,195–£38,750 AAAAC S60 4dr saloon £22,950–£35,460 AAAAC
LxWxH 4702x1809x1510 Kerb weight 1273kg Lands blows on rivals with its smart looks, civilised refinement, Ageing saloon soon to be replaced. Understated, mature and laid-
1.0i Turbo 105 103 121 11.0 62.8 103 quality and usability. LxWxH 4767x2083x1476 Kerb weight 1367kg back. LxWxH 4635x2097x1484 Kerb weight 1512kg
1.4i Turbo 125 123 127 9.0
1.4 TSI 125 51.4 127 123 129 9.7 52.3-53.3 114-126 2.0 T4 185 143 7.2 48.7-50.4 131-134
1.4i Turbo 150 148 134 8.2
1.4 TSI ACT 150 50.4 130 148 137 8.4 56.5-57.6 115-118 2.0 D2 116 121 11.2-11.4 65.7-72.4 102-113
1.6i Turbo 200 197 146 7.2
1.8 TSI 180 45.6 143 177 144 7.7-7.9 47.9 130-136 2.0 D3 145 130-134 9.0 65.7-70.6 105-113
1.6 CDTi 110 108 121 10.7
2.0 TSI 220 78.5 96 217 153 6.7 44.8 146 2.0 D4 185 143 7.6 65.7-72.8 102-113
1.6 CDTi 136 134 127 9.5
1.4 TSI GTE 74.3 101 153 140 7.4 156.9 40
1.6 CDTi BiTurbo 160 157 137 8.4
1.6 TDI 120 68.9 109 118 128-130 10.8 67.3-70.6 95-107 V60 5dr estate £31,810–£36,920 AAAAB
2.0 TDI 150 148 135-137 8.7 65.7-67.3 109-121 Spacious and comfortable, with a characterful, Scandi-cool design.
Insignia Grand Sport 5dr hatch £19,330–£36,965 AAAAC 2.0 TDI 190 187 146-147 7.5-7.9 67.3 109-119 LxWxH 4761x1916x1427 Kerb weight 1729kg
The good-looking and tech-filled Insignia makes an attractive 2.0 BiTDI 240 4Motion 2.0 D3 147 127 236
9.5 149
48.7-55.3 117-122 6.1 49.6 150
proposition. LxWxH 4897x1863x1455 Kerb weight 1714kg 2.0 D3 Auto 147 127 9.5 45.6-51.4 120-126
1.5 Turbo 140 138 130 9.3 47.6 133 Passat Estate 5dr estate £23,795–£40,350 AAAAC 2.0 D4 187 137 7.6 42.1-47.9 117-122 Citroën C5 Aircross
1.5 Turbo 165 162 138 8.4 47.1 136 All the Passat’s redeeming features in spacious, practical estate 2.0 D4 Auto 187 137 7.6 40.4-42.2 119-125 On sale November, price £22,000 (est)
1.6 Turbo 200 198 146 7.2 44.8 145 form. LxWxH 4767x2083x1516 Kerb weight 1395kg 2.0 T5 Auto 246 NA NA NA 150 Citroën’s long-awaited Nissan Qashqai rival is
1.6 Turbo D 110 108 127 10.9 70.6 105 1.4 TSI 125 123 128 9.9 51.4-53.3 117-127
1.6 Turbo D 136 134 126-131 9.9-10.2 55.4-65.7 114-134 1.4 TSI ACT 150 148 135 8.6 54.3-55.4 119-120 S90 4dr saloon £35,620–£58,055 AAAAC destined to hit UK showrooms before the year
2.0 Turbo D 170 167 139-140 8.2-8.4 51.4-54.3 136-145 1.8 TSI 180 177 143 7.9-8.1 46.3 131-137 Volvo’s mid-sized exec majors on comfort, style and cruising is out. Set to finally give the French brand a
2.0 BiTurbo D 210 4x4 207 144 7.4-7.5 40.4-40.9 183-186 2.0 TSI 220 217 152 6.9 44.1 149 ability. LxWxH 4963x2019x1443 Kerb weight 1665kg foothold in the fastest-growing market segment,
1.4 TSI GTE 153 140 7.6 156.9 40 2.0 T4 185 130 8.7 42.2 153 the family SUV uses Citroën’s comfort-focused
Insignia Sports Tourer 5dr estate £20,850–£38,465 AAAAC 1.6 TDI 120 118 127-129 11.0 67.3-74.3 96-110 2.0 T5 248 140 6.8 43 154 Progressive Hydraulic Cushion suspension
The practical version of the Insignia that aims to take the fight to 2.0 TDI 150 148 135 8.9 65.7-67.3 110-124 2.0 D4 185 140 8.2 64.2 116 system. It launches with three- and four-cylinder
premium rivals. LxWxH 4986x1863x1514 Kerb weight 1487kg 2.0 TDI 190 187 145-146 7.9-8.1 65.7 111-120 2.0 D5 PowerPulse AWD 228 145 7.0 58.9 127
1.5 Turbo 140 138 129 9.6 47.1 136 2.0 BiTDI 240 4Motion 236 148 6.3 48.7 152 2.0 T8 Twin Engine AWD 310 155 4.8 141.2 46 petrols and two four-cylinder diesels, and is
1.5 Turbo 165 162 135 8.6 46.3 139 expected to also feature a plug-in hybrid
1.6 Turbo 200 198 144 7.4 44.8 145 Passat Alltrack 5dr estate £36,255 AAAAC V90 5dr estate £37,620–£60,055 AAAAC variant in 2019.
1.6 Turbo D 110 108 125 111.1 61.4 122 A rugged-looking Passat wagon with its distinguishing features luxury estate takes on the 5 Series and the E-Class. Comfy and a
1.6 Turbo D 136 134 127-132 10.1-10.5 54.3-62.8 119-137 left intact. LxWxH 4777x2083x1530 Kerb weight 1674kg good cruiser. LxWxH 4936x2019x1475 Kerb weight 1679kg N OVE M B E R
2.0 Turbo D 170 167 137-139 8.4-8.6 49.6-53.3 139-150 2.0 TDI 190 4Motion 187 142 7.7 54.3 137 2.0 T4 185 130 8.9 40.9 156 Audi A6 Avant, Q3, BMW 8 Series, Citroën C5 Aircross,
2.0 BiTurbo D 210 4x4 207 144 7.4-7.5 39.8-40.4 186-187 2.0 T5 248 140 6.7 41.5 159 Kia Ceed Sportswagon, Sportage hybrid, Maserati Ghibli
Arteon 4dr saloon £31,100–£40,840 AAABC 2.0 D4 185 140 8.5 62.8 119 Ribelle, McLaren Senna, Porsche 718 Boxster Spyder,
Insignia Country Tourer 5dr estate £26,500–£29,425 AAAAC VW’s flagship saloon is well-made and luxurious but rather bland to 2.0 D5 PowerPulse AWD 228 145 7.2 57.6 129 Rolls-Royce Cullinan, Skoda Fabia update, Volvo V60
Spacious estate gets a rugged makeover – and it doesn’t spoil the drive. LxWxH 4862x1871x1450 Kerb weight 1505kg 2.0 T8 Twin Engine AWD 310 155 4.8 141.2 46 Cross Country, V60 R-Design, XC40 T8
fine formula. LxWxH 4986x1863x1514 Kerb weight 1666kg 1.5 TSI EVO 150 148 NA NA NA NA DECEMBER
2.0 Turbo D 170 167 135-137 8.6-8.8 47.1-51.4 145-157 2.0 TSI 190 187 149 7.7 47.1 135 V90 Cross Country 5dr estate £42,520–£57,435 AAAAC Audi A1, A4 facelift, SQ8, TT update, TTS update, BMW X5,
2.0 Turbo D 170 4x4 167 135 9.3 43.5 172 2.0 TSI 280 4Motion 276 155 5.6 38.7 164 Volvo’s large comfy estate given a jacked-up, rugged makeover. Honda CR-V hybrid, Infiniti QX50, Kia Proceed, Lexus RC
2.0 BiTurbo D 210 4x4 207 142 7.7 39.8 188 2.0 TDI 150 148 137 9.1 62.8 116 LxWxH 4936x2019x1543 Kerb weight 1826kg update, Mercedes-Benz GLE, Seat Taracco, Skoda Kodiaq
2.0 TDI 190 187 148 8.0 60.1-61.4 119-122 2.0 D4 AWD 185 130 8.8 54.3 138 vRS, Subaru Forester update, Volkswagen Golf GTI TCR,
Crossland X 5dr SUV £17,110–£23,640 AAABC 2.0 TDI 190 4Motion 187 145 7.8 55.4 134 2.0 D5 PowerPulse AWD 228 140 7.5 53.3 139 Passat update, Volvo XC40 Twin Engine
Vauxhall’s small SUV is competent enough but lacks any real 2.0 BiTDI 240 4Motion 236 152 6.5 47.9 152 2.0 T5 AWD 250 140 7.4 38.2 172 E A R LY 2 0 1 9
character. LxWxH 4212x1765x1605 Kerb weight 1245kg 2.0 T6 AWD 310 140 6.3 36.7 176 Alpina XD3, Ariel Atom, Audi E-Tron, R8 update,
1.2i 83 81 105 14.0 54.3 116 Bentley Flying Spur, BMW 3 Series, 7 Series facelift, X7, Z4,
1.2i 110 108 117 10.6 57.6-58.9 109-111 XC40 5dr SUV £27,660–£37,670 AAAAC DS 7 Crossback E-Tense, Ford Ranger Raptor, Honda
1.2i Turbo 130 128 128 9.1 55.4 116 Volvo’s take on the crossover aims to rival BMW, Mercedes and HR-V facelift, NSX facelift, Hyundai i30 N Fastback,
1.5 Turbo D 102 101 111 9.9 70.6 105 Audi. LxWxH 4425x1910x1658 Kerb weight 1626kg Nexo, Jeep Wrangler, Lamborghini Aventador SV J,
T3 152 124 9.4 44.1-45.6 144-148
Mokka X 5dr SUV £20,035–£31,180 AAABC T4 AWD 185 130 8.5 39.8-40.9 161-165 Land Rover Range Rover Evoque, Range Rover Velar SVR,
Compact and competent but lacks any persuasive qualities. T5 AWD 243 140 6.5 39.2-39.8 162-164 Lexus ES, UX, Mercedes-AMG A35 GT 4-door Coupé,
LxWxH 4275x1780x1658 Kerb weight 1394kg D3 145 124 9.8 55.4-58.9 127-136 Mercedes-Benz A-Class plug-in, A-Class saloon, B-Class,
1.4 Turbo 140 138 119-122 9.3-10.1 43.5-47.1 140-149 D3 AWD 145 124 7.5 51.4-55.4 136-146 C-Class PHEV, MG HS, Peugeot 508 SW, Polestar 1,
1.4 Turbo 140 4x4 138 116 9.3 43.5 152 D4 AWD 185 130 7.9 56.5-57.6 131-133 Renault Alaskan, Kadjar facelift, Suzuki Jimny,
1.6 CDTi 136 134 117-118 9.3-10.3 56.5-68.9 106-132 Vitara facelift, Toyota Camry, Corolla, TVR Griffith,
1.6 CDTi 136 4x4 134 116 9.7 60.1 124 Volkswagen T-Cross, Volvo S60

14 NOVEMBER 2018 AUTOCAR.CO.UK 89

 Matt Prior
Prior’s flirtation
with varifocal
lenses was brief
hen you’re a young lad,
W glasses make you look
studious and add a few
points to your perceived
IQ. For the past few decades, I’ve
rather liked wearing them: they’re
part of the facial furniture to the
extent that without them I look
like a panda with no black fur
around his eyes.
Recently, though, I told my
optician that I’d started raising my
glasses and using the naked eye for
very close work: to read whether he
was serious about the price of frames,
for example.
He asked how old I was, and I
mumbled something about definitely
not yet being middle aged, at which
point he introduced me to a condition
called presbyopia.
Presbyopia is a stiffening of the eye
lens, which makes it harder to shift
focus, or perhaps prevents many from
focusing on close things at all; which
is why people with previously good
vision start needing reading glasses.
Raise your glasses to corrected vision
TESTER’S NOTES
The UK is pretty slack about eye tests for
obtaining and retaining a driving licence
It usually sets in somewhere
around 40-ish and, somewhat
uncheeringly, it’s not muscular, so
unlike other middle-aged conditions,
it can’t be helped by getting more
exercise or buying a Porsche.
It is a problem, whether you’re just
straining to read a text or if your eyes
are a performance component of your
job. Earlier this year, I asked former
Formula 1 and sports car driver
Mark Webber how much slower he’d
be in an F1 car now than when he
was racing F1 full time. He said he’d
probably be one second or more off
the pace, which might have been
modesty, but “it’s the eyes, mate” was
his primary reasoning.
There are no exercises you can do
to prevent or delay presbyopia. It’s a
natural part of ageing and there is
no cure for it. My optician suggested,
though, that varifocal-lensed glasses
are a way around it.
The idea behind varifocals is
simple: at the top of the lens, long-
distance vision is corrected. Near
the bottom of the lens, close vision
is corrected. Your eyes look down to
read, up to see distance. Sorted.
The compromise is that near the
edges, they don’t quite correct either.
The better (read: more expensive) the
E S TA B L I S H E D 1 8 95
Autocar writer organises
the first public car demo
2 November 1895
ON 15 OCTOBER 1895, “quite five
thousand people” were drawn to
a showground in Tunbridge Wells
for the first public display of cars.
The show was organised by town
mayor and Autocar contributor Sir
David Salomons and entrepreneur
Frederick Simms. Their cars were
the first two imported to Britain: a
Panhard-Levassor and a Peugeot,
each with a 3.5hp Daimler engine.
These “mounted a 1-in-40 hill in
excellent form” but Salomons was
“much cheered” and so “dared the
majesty of the law, and came out
upon the excellently laid highway”.
` We concluded: “The experiment
must at once have laid the ghost
of all fear with regard to danger to
pedestrians or fright to horses.”
a FIND OUT MORE AT
@autocarclassic
you want to look at to see things truly
clearly. Which, if you’re pulling out
of a junction when driving, to me felt
anything between quietly irritating M O R E AU T O C A R AT
and slightly dangerous. So I’ve gone
back to my old lenses, given that I
don’t want to feel the remotest bit
unsafe or uncertain when driving.
Nor do you, although we are
not unanimous in this. A survey
by the Association of Optometrists
(AOP) found that only 40% of X
people would willingly stop driving
altogether if they were told their New Suzuki Jimny takes on
vision fell short of the legal standard a tough off-road challenge
even when corrected. Which is quite
alarming. Granted, the AOP has a
stake in the game when it comes to
ensuring people get their eyes tested, youtube.com/autocar
but it’s estimated that 2900 road
casualties are caused every year by
poor vision. autocar.co.uk/facebook
The UK is pretty slack in how
relaxed our eye tests are for both
obtaining and retaining a driving twitter.com/autocar
licence. After reading a numberplate
across a car park while holding a
provisional licence, we won’t ever be autocar_official
routinely asked again. Perhaps we
should be.
SUBSCRIBE
GET IN TOUCH
 matt.prior@haymarket.com
autocar.co.uk/subscribe
lens, the better the edges, but it still For all our latest print and digital
pays to point your nose towards what @matty_prior subscription offers
90 AUTOCAR.CO.UK 14 NOVEMBER 2018
THE ULTIMATE IN
PERFORMANCE UPGRADES
AT DMS AUTOMOTIVE
WE’VE BEEN UNLEASHING
AUTOMOTIVE PERFORMANCE
FOR OVER 20 YEARS

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DMS M2 (EVO SEPT ’15) “MORE POWER DOES MEAN MORE FUN”
DMS 1M (EVO MARCH ‘12) “THERE’S A REAL RIP TO THE WAY THE REVS PILE ON ABOVE 4000RPM”
DMS 997 TURBO 3.8 PDK (EVO JUNE ‘11) “DELIVERY IS ALMOST UNCOMFORTABLY FORCEFUL”
DMS SL65 BLACK SERIES (EVO OCT‘10) “IT FEELS LIKE THE LOVE CHILD OF AN SL65 AND A PORSCHE GT2”
DMS 135i (BMW CAR MAY ‘09) THE STANDARD CAR IS GREAT BUT DMS HAVE SOMEHOW MANAGED TO TAKE IT TO THE NEXT LEVEL”
DMS 997 TURBO 3.6 (EVO SEPT ‘08) “IT’S EPIC, HILARIOUS AND ADDICTIVE IN EVERY GEAR, YET DOCILE WHEN CRUISING”

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M2 » 435BHP (+DE-LIMIT)
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RR 50SC/SVO/SVR STAGE1 » 600+BHP
RR 50SC/SVO/SVR STAGE2 » 650+BHP
2.0/2.2 DIESEL (ALL MODELS) » 220+BHP
RR 4.4 TDV8 » 395 BHP
RR TDV6 3.0D » 305+ BHP
RR SDV6 3.0D » 350+BHP
DEFENDER 2.2 » 180BHP
996 TURBO/GT2 » 600+ BHP
997 TURBO 3.6 » 625+ BHP
997 GT2 RS » 670+ BHP
997 TURBO/S 3.8 INC PDK » 611 BHP
997 GT3 RS » 480 BHP
991.2 GT2 RS » CALL
991 TURBO/S (ALL MODELS) » 750+BHP
991 GT3 3.8 (ALL MODELS) » 490+BHP
991 GT3 RS 4.0 (ALL MODELS) » 525+BHP
997 CARRERA S » 376+ BHP
997 CARRERA PDK » 368 BHP
997 CARRERA S PDK » 400+ BHP
997 CARRERA GTS » 435 BHP
991 CARRERA (ALL MODELS) » 500+BHP
991 CARRERA S (ALL MODELS) » 500+BHP
991 CARRERA GTS (ALL MODELS) » 540+BHP
BOXSTER/CAYMAN 718 GTS » 420+BHP
BOXSTER/CAYMAN 718 S » 420+BHP
BOXSTER/CAYMAN 718 » 380+BHP
BOXSTER/CAYMAN 981 GT4 » 430+BHP
BOXSTER/CAYMAN 981 GTS » 375+BHP
BOXSTER/CAYMAN 981 S » 345+BHP
CAYENNE GTS » 450 BHP
CAYENNE TURBO 4.5 » 565+ BHP
CAYENNE TURBO 4.8 (ALL MODELS)
» 650+ BHP
CAYENNE TURBO S 4.8 (ALL MODELS)
» 650+ BHP
CAYENNE 4.2 DIESEL » 450+ BHP
CAYENNE 3.0 DIESEL » 318+ BHP
MACAN S » 420+BHP
MACAN GTS » 440+BHP
MACAN S DIESEL » 318+BHP
PANAMERA TURBO » 600+ BHP
PANAMERA DIESEL » 305+ BHP
EXOTIC / MISC
FERRARI CALI T » 660BHP
FERRARI F12 » 780+BHP
FERRARI 599 » 647 BHP
FERRARI 488 » 750+BHP
FERRARI 430 » 525 BHP
MCLAREN MP4-12C » 700 BHP
MCLAREN 650S » 720 BHP
MCLAREN 675LT » 750BHP
MCLAREN 570/S » 680+BHP
AVENTADOR » 750+BHP
HURACAN LP610 » 650BHP
GALLARDO LP560 » 600+BHP
BENTLEY 4.0 T V8 » 700BHP
BENTLEY GT/F-SPUR » 680BHP
GT SPEED / SUPERSPORT » 690+BHP
BENTAYGA W12 » 700+BHP
MASERATI GHIBLI 3.0S PETROL » 470 BHP
MASERATI GHIBLI 3.0 PETROL » 400 BHP
MASERATI GHIBLI 3.0 DIESEL » 312 BHP
MASERATI GT/QPORT » 438 BHP
MASERATI GT S / MC » 479+ BHP
/DMSAUTOMOTIVE

WWW.DMSAUTOMOTIVE.COM
UK: 0800 030 5555
UK & WORLDWIDE INT: +44 800 030 5555
INSTALLATION
CENTRES SALES@DMSAUTOMOTIVE
+++&! $)

  

  

     
   
   
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CUPRA UNCOVERED

W E LC O M E
CUPRA MIGHT NOT be a brand
60
Brit abroad: Wayne Griffiths

that you’re too familiar with, but

46
Cupra owners and their cars
that’s about to change. As if the
phenomenal ascent of its parent
company, Seat, over the last five years wasn’t
enough, the fascinating development of newly
announced Cupra promises even more, keeping
the best parts of Seat models and spinning
them in an even more desirable direction.
This supplement celebrates everything Cupra
has achieved so far and looks ahead to what will
develop out of this new chapter. The Cupra
Ateca, the fi rst model to bear the new tribal
emblem, blends the latest developments with
all of the maker’s performance know-how, built
up via 20 years of making Seat cars go faster on
the race track, rally stage and open road.
As key Cupra figures such as design boss
Alejandro Mesonero-Romanos and R&D chief
Matthias Rabe explain in these pages, this is
really just the beginning. There are plans for
16
Cupra’s strategy boss tells all
a full model range and even the tantalising
prospect of a bespoke sports car, all of which
makes Cupra’s future look very bright indeed.
Rachel Burgess Supplement editor

THE TEAM
Supplement editor Rachel Burgess
Art editor Stephen Hopkins Designer Rebecca Stevens Autocar is published by
Executive editor Matt Burt Sub-editor Tim Dickson Haymarket Automotive,
Writers James Attwood, Mike Duff, Bridge House,
Dan Prosser, Mark Tisshaw 69 London Road,
Picture editor Ben Summerell-Youde Twickenham, TW1 3SP
Photographers Olgun Kordal, John Bradshaw, Haymarket.com
Stan Papior, Stuart Price, Jonathan Fleetwood
Prepress manager Darren Jones

This supplement is sponsored content.

It could not have happened without Seat’s financial support.
autocar.co.uk
Telephone: 20
However, Autocar has retained full editorial control. +44 (0) 20 8267 5900 Inside the Martorell factory

4 AUTOCAR.CO.UK
 CONTENTS

6
Head for the hills:
Cupra Ateca driven

32
We drive Cupra’s greatest hits

28
Cupra’s R&D chief talks

52
Electric Cupra laid bare

56 40
Cupra’s origins uncovered How Barcelona inspires
Cupra’s design guru

64 Autocar archive
 

  
 
   
   
 

   



     



      


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CUPRA UNCOVERED

RO U T E M A S T E R
The new Cupra Ateca is a car for all roads and all reasons.
Dan Prosser heads to Barcelona to drive it
PHOTOGRAPHY STUART PRICE

6 AUTOCAR.CO.UK
CUPRA ATECA DRIVE

AUTOCAR.CO.UK 7
CUPRA UNCOVERED

ime isn’t so much against

T
us today as threatening to
become our worst enemy. We
have just a single day with
the brand new Cupra Ateca
and an intimidatingly long list of things to
get done. Thankfully, the location at least is
looking like it’s on our side. Having boarded
the morning’s first flight out of Heathrow we
were in the sky even before the sun, meaning
we touched down in Barcelona not much
after 9am. Even at this time of day – and
towards the end of September, no less – the
temperature is warm enough to make us long
for one of the nearby Mediterranean beaches,
but we have an intriguing new car to explore
and very limited time in which to do so.
In just 12 hours we will complete our
own circuit of Spain’s eastern tip before
returning the Cupra Ateca to central
Barcelona and then retiring to bed. In that
time we must get beneath the skin of the
car and learn everything we can about
this newly independent brand, while also
photographing the Ateca for this article.

THE ROUTE
Sant Llorenc
o de Morunys 2
From Barcelona’s El Prat airport we took the
A-2 autopista north for 20 miles, before picking
up the C-55. After 10 miles we pulled off at the
town of Monistrol de Montserrat and joined
the smaller, tighter BV-1123. Where that road
meets with the BP-1101 you have the choice of
turning left towards the Montserrat mountain
range or continuing north to the Pyrenees, Out
ut
as we did. Following a short squirt on the C-37
we joined the C-25 and then the C-16, which Ba
Back
delivered us to Berga. From there we went east
along the sinuous and achingly pretty BV-4241
until we arrived at the reservoir near Sant 1
Llorenç de Morunys. Most of the photography
you see here was shot on the LV-4241 and the
C-462. The route home was more direct, the
C-55 and C-16 toll roads taking us almost all the
way back to our starting point in Barcelona.

TOP SPOTS
Montserrat
tserrat
a
1 The Montserrat mountain range is so
named because of its unusual teeth-like
peaks. Montserrat translates as ‘serrated
mountain’.

2 Viaduct de la Vall de Lord is a 224-metre- 3 Barcelona

long bridge that spans the turquoise Pantà
de la Llosa del Cavall reservoir. otelel (Finish)
3 At 1480 metres above sea level, the
view from this hairpin across the valley Airport (Start)
Airp
is breathtaking.

8 AUTOCAR.CO.UK

There is plenty to do, then, but with the
busy streets of one of Europe’s coolest and
most beautiful cities only a short drive from
here, plus free-flowing highways that will
lead us in short order to some of the most
breathtaking mountain passes anywhere on
the continent, we do at least have the roads
we need to get the job done. If you really want
to understand a new car you must drive it
in a number of different environments and,
what’s more, you must drive it in context.
And context for the Cupra Ateca means a
THIS CAR WILL BE DRIVEN
N O T O N LY I N T O W N
A N D O N M O T O R WAYS
BUT ALSO ON TWISTING
M O U N TA I N R OA D S
little bit of everything. This, after all, is a car
that will be driven on a daily basis not only
in town and on motorways but also on the
kind of remote, twisting mountain roads that
invite you to take control of the gears yourself.
From Barcelona’s El Prat airport, where the
handsome Magnetic Grey Cupra Ateca is
waiting for us, we can find it all.
Barcelona has the added benefit of being
Cupra’s home city. In fact, as I jump into the
Ateca’s driving seat for the first time and
carefully slip away from the cut and thrust
CUPRA ATECA DRIVE
The Cupra Ateca’s agility
and grip render it quite at
home on twisting roads
of the airport surrounds, I calculate that
this car was designed, engineered and even
manufactured no more than 20 miles away at
Seat’s enormous Martorell facility.
We aren’t heading for Martorell now, but
Barcelona’s Port Olímpic, so named because it
hosted the sailing events for the 1992 Olympic
Games. Parked in the shadow of Frank
Gehry’s iconic El Peix, a 52-metre-long golden
fish sculpture that dominates this part of the
seafront, the Ateca appears sharp-suited and
purposeful. Dozens of bushy-tailed joggers ◊
AUTOCAR.CO.UK 9
CUPRA UNCOVERED
∆ and a number of rather less energetic
tourists break their strides to get a closer look.
On nearby city streets the Ateca is lithe and
wieldy. It feels compact and easy to thread
through traffic that gives no quarter, but
somehow the cabin offers bundles of space.
Meanwhile, its lofty seating position affords
you a commanding view of the road ahead.
Little wonder that mid-sized SUVs have
become so popular. Its taller ride height also
means the Ateca has plenty of wheel travel, so
even the biggest bumps and the most sunken
Despite its overall size, the
Cupra Ateca is spacious
and well appointed inside
10 AUTOCAR.CO.UK
I T D E M O N S T R AT E S
T H AT C U P R A’ S
U N D E R S TA N D I N G O F
PERFORMANCE IS IN
LINE WITH OUR OWN
drain covers that we happen upon around
Port Olímpic present no real challenge to the
car’s suspension. In the city, then, the Ateca
rides with maturity and composure.
The adaptive dampers that will be fitted
as standard to all Cupra Atecas certainly
play their part. Compared to its Seat
stablemate the Cupra sits 20mm closer to
the road, lowering the car’s centre of gravity
and dialling in more agility and handling
precision with it. The dampers and spring
rates are specially tuned, while the 19in
wheels are wrapped in grippy Pirelli P Zero
tyres. On top of that, the car’s intelligent
four-wheel-drive system continuously
analyses a number of factors, such as road
speed, wheel speed, road condition, throttle
position and much more besides, to shuffle
torque between the four wheels, meaning the
Cupra Ateca is as rich in traction and stability
as it is performance.
And it is performance, of course, that
underpins not only this particular car but
also the entire Cupra brand. It is also the
 CUPRA ATECA DRIVE

Compact dimensions and

a commanding view are
ideal for city driving

The Ateca’s 2.0-litre reason we’re leaving the hectic environs of

engine produces Barcelona for the hills to the north of the city,
296bhp and 295lb ft where we’ll be able to dig a little deeper into
the car’s accelerative capability and exercise
its 296bhp more fully. That power – which,
along with 295lb ft of torque, comes courtesy
of a turbocharged 2.0-litre four-cylinder
petrol engine – clearly demonstrates that
Cupra’s understanding of performance is
very much in line with Autocar’s own.
The gearbox is a seven-speed dual-clutch
automatic which offers gearshifts so rapid
in ‘manual’ mode that you would need the
skill and dexterity of a ninja to get anywhere
close with a conventional H-pattern manual
transmission. The powerful engine, quick-
shifting gearbox and four-wheel-drive system
slingshot the Ateca to 62mph in 5.4sec, and
the car will not stop accelerating until it
reaches 152mph.
From Port Olímpic we head north-west
away from the city, picking up the autopista
that runs directly past the Ateca’s birthplace,
the factory at Martorell. Rather than stopping
for a home visit we push on a little farther and
soon enough we turn onto a tighter road. It
meanders through low-lying hills, tracking
Riera de Marganell, a tributary that feeds
into the muddy El Llobregat river, for several
miles. The road’s two lanes are clearly defined
but very narrow and so littered with twists
and turns that I drive no more spiritedly than
I have done all morning. Instead, we sweep
our way through the road’s endless curves
as though we have all the time in the world.
It isn’t long before we reach the end of the
road at a T-junction and find ourselves with
a decision to make. Turning left will take ◊

AUTOCAR.CO.UK 11
CUPRA UNCOVERED

MODES ARE A LA MODE Off-road mode gives extra

control should you venture
Switchable driving modes have become away from the highway
commonplace in modern cars and the Cupra
Ateca has more than most. The default
mode is Comfort, which leaves the adaptive
dampers in their most pliant setting for a fluid
ride. In this mode the steering is light and the
engine all but silent.
The next mode is Sport, which adds a little
edge to the ride and more heft to the steering,
while Cupra mode brings the sharpest
handling, the most direct steering, the fastest
gearshifts, the most vocal exhaust and the
most responsive throttle calibration. There
is also an Individual mode that allows you to
tailor each of those parameters to your own
tastes. Additionally, the Cupra Ateca has a
Snow mode, for very low-grip conditions, and
an Off-road mode, for when the going gets
rough. In that mode the car will manage its
own speed as you descend slopes, leaving you
to concentrate on picking a line through the
mud and rocks.

∆ us towards the jagged peaks of Montserrat
where there are some stunning driving roads.
We’d be upon them in a matter of minutes,
too, but turning left feels like the easy option.
Rolling the dice, and choosing to forget about
the time pressure for a moment, we turn right.
A two-lane freeway carries us 30 miles due
north to the small town of Berga, whereupon
our gamble begins to pay dividends. We are
closer now to the out-of-season ski slopes
of Andorra than the beaches of Barcelona.
Now we’re in the expansive foothills of the
Pyrenees mountain range, so the roads
are wider and more clearly sighted but still
wonderfully and relentlessly twisty. We
settle on a stretch of asphalt close to Pantà
de la Llosa del Cavall, a man-made reservoir
that is dammed at its southern tip. The
dam was constructed 20 years ago and the
enormous reservoir that was formed behind
its 122-metre height required only a single
farmhouse to be evacuated.
From the summit of our chosen road, 1480
metres above sea level, the surrounding valley
is at once rugged and verdant; somehow both
rocky and green. Following the road downhill
through its countless bends and second-
gear switchbacks we find the village of Sant
Llorenç de Morunys, which we drive through
without stopping before catching our first
glimpse of the reservoir. It is so spectacularly
turquoise in the bright sunshine that you
would swear it is filled not with water but
some sort of rum cocktail.
Pantà de la Llosa del Cavall and the
hillsides around it make for a breathtaking
backdrop for the Cupra Ateca. Once
photographer Stuart Price has had his fill I
steal away in the Ateca and begin to drive it
with a touch more enthusiasm. These roads
demand the kind of agility and steering
response that you seldom find in an SUV,
but with the Cupra driving mode engaged the
car immediately becomes taut and nimble.
There is enough outright grip, body control
and roll resistance that you can actually drive
it with the same vim and vigour that you
would a hot hatch. The engine, meanwhile, is
effortlessly strong, and it has sharp throttle
response and a lively top end. Mated to the
rapid-fire dual-clutch transmission, it gives
the Cupra Ateca more performance than a
typical onlooker would ever credit.
Like so many of the more remote roads
in Spain, the one that meanders around the
reservoir is characterised as much by its
beautifully smooth surface as by its flowing
curves. To somebody more accustomed to
Britain’s strangely lumpen and broken
road network, it’s a real treat. It is on this road
that I spot a gap in the crash barrier, then a
rocky track that seems to drop down
to the edge of the reservoir. Tentatively, I ◊
YO U C A N D R I V E
T H E C U P R A AT E C A W I T H
THE SAME VIM AND
V I G O U R T H AT YO U
W O U L D A H O T H AT C H

12 AUTOCAR.CO.UK
CUPRA ATECA DRIVE

Cupra’s bespoke styling

touches give the Ateca
an eye-catching look

Iconic El Peix sculpture

takes a back seat to the
Ateca’s sharp aesthetic

AUTOCAR.CO.UK 13
CUPRA UNCOVERED

SITTING CLOSER TO
T H E R OA D O N I T S 19 I N
W H E E L S , T H E AT E C A
LOOKS PURPOSEFUL
AND HUNKERED - DOWN

∆ point the Ateca’s nose at the track, select

Off-road mode and allow the car to take
control of our speed as we descend the short,
sharp slope towards the water’s edge. Sitting
higher than a conventional hatchback, the
Ateca has good ground clearance, so at no
point does the underside scrape against the
rocks beneath. I continue until the car’s tyres
are just a few inches away from getting wet,
then drink in the arresting view: radiant
blue-green water in the foreground, rocky-
yet-verdant peaks towering above it and
a bright blue sky peering down on everything.
I could spend the rest of the day right here,
but with the sun now on its journey down
towards the horizon and more photography
still to be done, I climb back aboard and rejoin
Stuart. As he snaps away in the soft, golden
light I take a moment to admire not the
scenery around me but the car immediately
in front. Sitting closer to the road on those
19in wheels the Ateca looks purposeful and
hunkered-down. Its quad exhaust pipes and
chunky Brembo brakes hint at the power
that lurks beneath the bonnet, while the
black detailing around the grille is bold and
confident, if not downright sinister. Finished
distinctively in copper, the Cupra badges
front and rear look like jewellery.
Before long the sun drops behind one of
the peaks over to the west and the light fades
to near enough total darkness. With 60 miles
of autopista between us and our hotel back
in Barcelona I have plenty of time to ponder
the Cupra Ateca and, more pertinently still,
Cupra itself. By driving the car in town, on
multi-lane highways and up in the mountains
– by driving it in context, in other words – I
feel as though I’ve peeled away its many
layers and come to know it well, as though
I’ve been its custodian not for 12 hours
but for 12 weeks. Certainly, this is a car
that needs to be driven in a number of
different environments before you can really
appreciate the breadth of its usability.
And what does it tell us about the newly
independent Cupra? That while its cars are
built with performance in mind, they will not
be so uncompromising in its pursuit that to
use one every day would be punishing. The
Ateca tells us, too, that forthcoming Cupras
will have the distinctive, eye-catching styling
and the sense of exclusivity that a more
exacting sort of buyer will expect.
We navigate our way through Barcelona’s
brightly lit streets, still busy despite the late
hour, until we find our hotel. There, we hand
the Ateca back to its keeper and I watch it
drive away. The car may be leaving but Cupra
has well and truly arrived. L

14 AUTOCAR.CO.UK
CUPRA ATECA DRIVE

AUTOCAR.CO.UK 15
CUPRA UNCOVERED
ntonino Labate wanders
A
through the workshop with
the easy, unhurried air of a
man who feels at home. He
gestures towards the five or
six TCR-specification touring car racers in
various states of build in neatly organised
bays, then stops at the wildest-looking car
in the line-up. “This is the e-Racer,” he says.
“It’s a 670bhp pure-electric touring car that
will compete in a dedicated series in 2019.
We built this car because electrification is
extremely important to us.”
When he says ‘us’, Labate is referring to
Cupra. For two decades the name has been
used on the fastest and most dynamic cars in
Seat’s range. During that time the Spanish
manufacturer produced some of the most
thrilling hot hatches you could buy and Cupra
became a byword for high-performance fun.
Now, 22 years since the name first saw the
light of day, Cupra is becoming its own brand.
“It was an easy decision to make,” says
Labate. “We saw within Seat there were a
lot of competencies in terms of motorsport,
technology and high-performance road cars,
and Cupra has become very well known
around the world. That’s why we decided to
make Cupra an independent brand.
“It will enable us to take Cupra to the next
level. For a long time Cupra has been like a
jewel that was not correctly valued. Now we
are putting that right.”
The workshop we’re exploring is nestled
within Seat’s Martorell factory, 20 miles
outside Barcelona. It has long been home to
Seat Sport, the competition department that
masterminded title-winning campaigns
in rallying and racing and has now been
rebranded as Cupra Racing . This is where
those triumphant Ibiza and Leon competition
cars were built, and where they were stripped
and refitted between rounds. The technicians
‘W E WA N T TO
TAL K A B O U T
E XC I T I N G CA RS’
Cupra’s strategy boss knows exactly where the
brand’s focus should be. Dan Prosser meets him
PH O TO G R A PH Y S TA N PA P I O R
16 AUTOCAR.CO.UK
who work here, reckons Labate, are as skilled
and experienced as they come. “We have a
young and very passionate team,” he says.
“In this workshop there isn’t a single person
who does not love racing. For a long time this
workshop was the home of Seat Sport but now
it will become the global heart of Cupra.”
The 54-year-old Italian has a youthful
energy, and in his sharp suit and striking
glasses a definite sense of style. Little wonder
he was chosen to head up the new-look Cupra
as director of strategy, business development
and operations. He is tasked with turning a
well-regarded performance sub-division into
a globally recognised brand. He certainly has
the right background for the job: apart from
being a car guy through and through – “I
may not be a racing driver, but I love sporty
cars” – he also has the necessary professional
experience. Before joining the company at
the start of 2017, Labate was chief operating
officer of Ducati in South America.
Labate may be ideally suited to the role,
then, but why is all this happening now? “In
terms of growth, Seat’s performance is very
good at the moment. There are also no rivals
in the market. Right now, everybody else
wants to talk about autonomous cars, but we
want to talk about exciting cars.”
There would be no new-look Cupra without
there first being a clearly defined gap in the
market. Over the past 100 years or so the
world’s car makers have become so adept at
spotting unoccupied niches and hurriedly
filling them that it’s a wonder any gaps are
left. Nonetheless, Labate is certain Cupra has
its place. “The space that we have found is
between the mass market and the premium
market,” he says. “This is the niche Cupra will
occupy as we move it from a trim level to a
brand.’ As Labate points out, there are many
sub-brands and trim levels throughout the
car industry, from manufacturers far ◊
 ANTONINO LABATE

T H E S PAC E C U P R A
W I L L O C C U PY I S
BETWEEN THE MASS
MARKET AND THE
PREMIUM MARKET

Previously, Labate
was boss of Ducati
in South America

AUTOCAR.CO.UK 17
CUPRA UNCOVERED
Cupra’s team of race
technicians have a wealth
of motorsport experience
∆ and wide, that slot into the void between the
mass and premium markets, but there isn’t a
standalone brand that does exactly that.
“We have a clear strategy to achieve our
objectives,” he continues. “The main aim is
conquest: we want Cupra to bring people into
the Seat family from other car makers. We
also want the new brand to reflect desirability
back onto Seat products and we want it to
generate additional profit for the company.”
Cupra will be built upon four pillars. The
first, says Labate, is the product. Above all
else, Cupra will be a maker of road cars that
are fun to drive and a pleasure to own. The
second pillar is motorsport: racing is so
ingrained in Cupra’s DNA that its very name
is derived from the words ‘cup’ and ‘racing’.
It would be unthinkable, reckons Labate, for
Cupra to not be engaged in motor racing.
The third pillar is the dealerships. There
are plans for 260 of them around the world,
each attached to an existing Seat outlet but
with a dedicated corporate identity plus its
own staff and processes. It’s all about creating
a unique customer experience, which ties in
18 AUTOCAR.CO.UK
The Cupra facility at
Martorell prepares all of
the VW Group’s TCR cars
neatly to the fourth pillar: lifestyle.
“We are creating a completely new world
around the brand,” says Labate. “The idea
is to create a community for Cupra owners.
We will offer lots of exclusive experiences
to our customers, such as track days, where
they can drive their own Cupra on circuit
and experience a Cupra racing car from the
passenger seat. But that is just a small part
of it. To give you an idea of how broad the
lifestyle aspect of Cupra will be, we are also
collaborating with a number of artists who
interpret the excitement of racing in different
ways. We will also offer merchandise, from
jackets and glasses to electric bikes. The idea
is that Cupra buyers will feel like they are part
of something very special.”
Seat’s objective is to double sales of Cupra
road cars to about 50,000 units a year. It’s
early days, but the response so far has been
very encouraging. “We are very happy,”
he says. “The public reaction when we
launched Cupra at the Geneva motor show
in March was very positive and our dealers
are extremely excited.
“Over the next four years we will launch
seven new Cupra models. You can see from
the e-Racer that we believe electrification
will be the future of racing, but also of
performance road cars. We will unveil our
first hybrid model in 2021 and, some time
after that, our first pure-electric road car.”
The first Cupra model will be the high-
performance version of the Ateca SUV,
as driven on page six of this supplement.
Unveiled at the Geneva show back in March, it
is, says Lebate, the perfect model to kickstart
the Cupra era, not least because it’ll sprint to
62mph from rest in just 5.4sec, thanks to its
four-wheel drive powertrain.
“There is no rival for this car which means
it will be unique in the segment,” he says.
“SUVs are extremely popular, so the Ateca
will help bring new customers to the brand.”
As well as kickstarting the Cupra era,
the Ateca will also set out the blueprint for
all Cupra road cars. According to Labate, it
demonstrates the various ways in which a
Cupra model will be differentiated from its
Seat counterpart.

THE DREAM IS TO
B U I L D A D E D I C AT E D
SPORTS CAR, A MODEL
T H AT I S E XC L U S I V E
TO CUPRA
“Cupras will be distinguished by three
main values: uniqueness, sophistication and
performance. Uniqueness, because our cars
will show off higher levels of craftsmanship
and individualisation, which means our
customers will be able to reflect their
personalities in their cars and also upgrade
them over time from a catalogue of parts.
“Next is sophistication: in terms of design,
Cupra models will be striking and distinctive.
This is very important to our customers.
Finally – and this one is very clear – Cupras
ANTONINO LABATE
All-electric e-Racer is
the future of motorsport
and the Cupra brand itself
will be marked out by their performance.
They will make use of motorsport solutions,
such as specific suspension tuning, wider
tracks and powerful engines. They will
perform very well on the race track while also
being useable every day.
“What is most important, though, is
that a Cupra road car will not be born by
the normal process. It is not about numbers
or a business case. Instead, Cupras will be
born out of a passion for racing.”
In Labate, Cupra has found its man. It has a
clear and ambitious strategy, too. But if Cupra
is going to exist as an independent brand,
does it not make sense that it should offer a
purpose-built sports car in addition to models
based upon Seat’s range? Labate breaks into a
beaming smile.
“That is the dream,” he says. “We hope,
in a reasonable period of time, to build a
dedicated sports car, a model that is exclusive
to Cupra. But it is too early to talk about this
now. We need to grow the brand, create the
foundations, and after that we will have
something exciting to show you.” L
Labate says it would be
‘unthinkable’ for Cupra not
to be involved in racing
AUTOCAR.CO.UK 19
CUPRA UNCOVERED

PRO D U C T I O N
VA LU E S
Seat’s vast Martorell facility is a paragon
of cutting-edge automotive production
and the home of the Cupra brand.
Dan Prosser takes a tour
PH O TO G R A PH Y S TA N PA P I O R

20 AUTOCAR.CO.UK
FACTORY TOUR

AUTOCAR.CO.UK 21
CUPRA UNCOVERED

he sun is shining brightly and

T
the air outside is thick with
heat, but the production hall
is cool and temperate. High
up on one of the walls, right
there for all to see, is a digital thermometer.
It reads 22.7deg C. Room temperature. The
production lines slip along in perfectly timed
unison and automated robots carry parts
from one corner of the hall to the other. There
is no ear-splitting screeching and no noisy
clanging; just the gentle background hum of
a busy, expertly choreographed factory.
Seat’s Martorell facility, on the outskirts
of Barcelona, is a vision of a modern and
efficient car plant. It opened in 1993, a
quarter of a century ago, and has evolved with
every passing year to become the paragon
of modernity that it is today. Workers wear
load-bearing exoskeletons that literally
take the strain of physical tasks, while
maintenance workers use tablets equipped
with augmented reality technology to quickly
identify faults along the line. This is what it
takes to keep the Martorell plant running
smoothly, to keep those Leons, Ibizas and
Aronas rolling off the production line at a rate
of one every 30 seconds, all of them built to
exacting standards.
Martorell is so much more than just a
car plant, though. Home to the Spanish
manufacturer’s research and development
centre, design studio and motorsport
workshops, Martorell is Seat itself.
Cupra, the marque’s famous performance Martorell is a blur of
division, is now an independent brand efficient, automated
and it too calls Martorell home. Within the vehcile production
plant’s four-mile perimeter fence those high-
performance hatchbacks and SUVs will be
designed, engineered and manufactured,
before being shipped all over the world.
Martorell was officially opened in
February 1993 by King Juan Carlos I. Within
the production halls, 2400 robots quietly
whir away with the millimetric precision
of a Swiss watch, between them helping to
produce 2300 vehicles every day, or more
than 450,000 each year. This year, Martorell
manufactured its 10 millionth car.
Victor Diaz first strolled through the
Martorell gates and into the factory 22 years
ago. Then he was a young production line
apprentice, but today Diaz works in the
production office, helping to further refine
the processes and conditions for the workers.
During his time with Seat the Martorell
factory has developed beyond recognition.
“I began working here in 1996, in the
assembly workshop,” he recalls. “I worked on
the Cordoba and the Ibiza. I was 20 years old
and it was my first job in industry. I had never Diaz (left) animatedly
been to such a place before and when I walked describes Martorell’s
in I was bowled over by the size of it. There production process
were production lines moving as far as the eye

22 AUTOCAR.CO.UK
 FACTORY TOUR

R O B O T S H AV E E A S E D
THE STRAIN BUT
T H E Y H AV E N ’ T TA K E N
J O B S AWAY F R O M
LOCAL PEOPLE

could see and so much activity. I had never

experienced anything like it before.
“My basic training was to be left on the
production line with an older colleague who
showed me the ropes as we went along. After
a while, I realised I had been left on my own.
“There were no robots then; everything
was done manually. There was lots of heavy
lifting and unergonomic work, whereas today
we have many robots and the work is almost
totally automated.”
As Victor points out, those robots have
eased the strain on workers but they haven’t
taken away jobs from local people. In fact,
Martorell now employs more people than at
any other point in its history. The wellbeing
of its employees is of the utmost importance
to Seat. In fact, the company now has its own
healthcare and rehabilitation centre, staffed
by a team of 56 who are solely responsible for
the welfare of Seat’s workers.
During his early days in the plant Victor
found himself walking enormous distances
throughout the factory during a typical shift.
“I was intrigued,” he remembers, “so I wore
a pedometer one day. After an eight-hour
Factory floor employees working day I had covered six miles.
work in synchronised “Things have changed tremendously since
harmony with robots then, of course. There is very little movement
on the part of the workers. Parts and tools
are carried on automatic trollies and we walk
only a very little. We just pick up the tools and
the parts from the trollies themselves.
“A good example of the way things have
changed is the fitting of a sunroof. Years
ago it was done manually. You had to pick
it up from the container – and it’s a heavy
part – manoeuvre it inside the car, push it up
against the roof, hold it in place with one hand
and screw the many screws in with the other
hand. It was demanding work. Now it’s done
automatically – a robot puts it in place today.
“Training is another thing that has
changed a lot. Before, it was on-the-job
training with an older colleague. Now, before
anybody starts working on the line, they’re
given several days of training and everything
is extremely well explained.”
In his new role Victor is helping to improve
the working environment for Martorell’s
thousands of employees. “If they are better ◊

AUTOCAR.CO.UK 23
CUPRA UNCOVERED

Load-bearing wearable
exoskeletons reduce fatigue
and boost productivity

∆ trained and under less strain they will have

more time to put more parts on more cars,
thus adding value to the brand,” he says.
Working in teams of 12 the factory staff move
from one station to another every two hours,
which keeps them engaged and motivated.
The most poignant moment in the build of
any new car is the marriage of the body with
the running gear, at which point an intricate
collection of 3000 parts becomes one whole
car, soon to be somebody’s pride and joy.
At Martorell the bodies swoop down from
above, hanging from overhead tracks, before
coming to a stop and hovering directly above
the running gear assembly, which includes
the engine and transmission, the suspension
and the brakes. A hydraulic lift raises the
running gear up into the body, the two halves
measuring up perfectly. Then robots fasten
dozens of bolts and screws to marry the two
together. To watch that process unfold is like
seeing a car being born every 30 seconds.
It’s hard to believe it now but there was
a time when that heavy lifting was done
by a team of burly workers; today all of it
throughout Martorell is done by machinery.
Even the batteries are lifted from a trolley
next to the production line and into the cars
by a hand-operated crane; the workers simply
guide the battery into position.
Along the length of the production lines
employees wear exoskeletons, spring-loaded
braces strapped around the abdomen and
up along the arms, around the body or down
the legs, giving support where it’s required
depending on the needs of a particular
work station. Designed by the in-house
biomechanics department, the exoskeletons
can make a 4kg component feel like 1kg.
It’s exactly that sort of innovation, along
with the constant refining of processes,
that has made Martorell one of the most
advanced car plants in Europe. Its evolution
is set to continue, too. Martorell is quickly
becoming a ‘smart factory’ – digitised and
connected. Automated guided vehicles,
exoskeletons and augmented reality are
already used on a minute-by-minute basis,
and in time collaborative robots and 3D
printing will also become commonplace. On
top of the innovative work Seat is doing is
a new scheme, called BreakingFAB, which
invites outside entrepreneurs and start-up
companies to suggest innovations of their A C O N S TA N T R E F I N I N G
own. The intention is to speed up the rate at
which Martorell’s manufacturing processes OF PROCESSES HAS
evolve, keeping it right at the forefront of the
vehicle manufacturing sector.
MADE MARTORELL ONE
In the 25 years since the factory opened O F T H E M O S T A DVA N C E D
in 1993 Martorell has developed beyond
recognition, while its daily output has grown CAR PLANTS IN EUROPE
from 1500 to 2300 cars. You can be certain
the factory’s evolution over the next quarter of
a century will be even greater still. L

24 AUTOCAR.CO.UK
 FACTORY TOUR

S U S TA I N A B LY M A D E
The roofs of Martorell’s manufacturing and to raise employees’ awareness about the
storage halls are covered in solar panels. environment and show them where they can
Between them, the 53,000 photovoltaic place any waste for recycling.
panels cover a surface area of 276,000 “Before 2011 we used to pay outside
square metres, making the facility’s solar contractors to come in and pick up refuse;
field the biggest in the automotive industry. now we do it ourselves. We earn money per
The solar panels generate 17 million kWhs kilogram of waste, which means we earn
of clean, sustainable energy each year and money selling cars and money selling waste.”
reduce C02 emissions by 7000 tonnes. Since the plan was implemented in 2011
It’s all part of Seat’s ‘Ecomotive Factory Martorell’s energy consumption has been
Plan’, a now well-established commitment to reduced by 20%, water usage has fallen
manufacture its cars in an environmentally by 24% and carbon dioxide emissions
friendly way. have been lowered by some 64%. That
“We are very, very concerned means the original target for the
about the environment here at Ecomotive Factory Plan — a
Seat,” says Ramon Casas. 25% improvement in the
“Along with the solar field The factory plant’s environmental
we also have a water impact — have been
recycling plant in the
employs more than comprehensively
factory. In each of the 8000 people and bettered. Now the
workshops there is a covers an area of a 2.8 new target is a 50%
display where we aim improvement by 2025.
million square metres,
equivalent to
400 football
pitches

The factory produces

2300 cars per day — one
every 30 seconds or so

AUTOCAR.CO.UK 25
CUPRA UNCOVERED

As head of Seat’s R&D,

Rabe knows the new
Cupra Ateca inside out

28 AUTOCAR.CO.UK

TECH N ICALLY
S PE A K I N G
Seat’s head of R&D has been in on the Cupra
project since day one, and he’s got the prototype car
on his drive to prove it. Mike Duff meets him
PHOTOGRAPHY JOHN BRADSHAW
very brand needs a good story
E
about its origins. Cupra’s
is parked outside the office
of Seat R&D boss Matthias
Rabe: a white Ateca with FR
badging and a modest bodykit but sitting on
bigger wheels with Brembo calipers showing
through the spokes and a quad exhaust at the
rear. It’s not only Rabe’s daily driver but also
the original prototype that began the project.
“As soon as I saw the Ateca I asked why
not make a Cupra out of it,” he recalls. “There
was lots of debate, lots of discussion but no
solution, so I said ‘let’s build a mule’. It was
one of the first Atecas ever built, it used to be
grey with a foil wrap and we only put the FR
kit on it when that car was shown.”
It worked. The one-off won enough fans
to ensure the sign-off for production and
allow Seat to steal a lead with non-premium
performance SUVs, while the mule remains
Rabe’s connection to the project, being
systematically upgraded to reflect progress.
“I still drive it every day,” he says. “People
don’t expect an Ateca to be so fast. I like that.”
ENGINE
Rabe is open about the fact the Cupra Ateca
has been created via extensive pilfering
from the MQB component set. It’s a hell of
a toy box. Using the same ‘EA888’ 2.0-litre
turbo four-pot engine as the existing Leon
Cupra was always part of the plan. “It is a
great engine and one we already know very
well,” Rabe says. “It would have been hard
to try to launch a car like this using a new
engine or an unknown one.”
The Ateca’s
engine gets bespoke
mapping and drives
through a revised
gearbox, but Rabe
says it didn’t need
more power: “It goes
from 0-124mph in
around 20 seconds.
I think that’s
quick enough.”
MATTHIAS RABE
G E A R B OX A N D
TRANSMISSION
The Cupra Ateca uses the most recent
DQ381 version of Volkswagen’s dual-clutch
automatic gearbox, the same seven-speed
unit that is fitted to the Volkswagen Golf R
and Audi S3. Rabe didn’t think a manual
gearbox would work for a car of this type.
“On an SUV the gear ratios are shorter,
which means that you have to change gears
too often,” he says. “Also there is little
market demand for a manual option.”
Similar logic led to the adoption of the
Haldex all-wheel-drive system, although
Rabe says very brief consideration was
given to offering a two-wheel-drive version.
“If you are going above 40-50mph then,
unless it is wet, you are faster with a front-
driven car because traction is not an issue,”
he says. “But in an SUV nobody wants to
feel wheelspin in a tighter corner.”
The Cupra Ateca does without a
limited-slip front differential, instead
using the Haldex system with the ability
to divert torque rearwards to alter its
handling attitude. “I hate understeering
cars,” Rabe admits. The system works
more aggressively than it does in the
4Drive-equipped Seat Ateca.
“Depending on the slip situation the car
can transfer more than 50% [of its torque]
to the rear,” Rabe says. “You can get a little
oversteer on a dry road but it is limited. On
slippery ground it is great, and on snow it is
fantastic — you don’t even need to turn the
ESP off, you can be driving forwards and
looking out of the side window!” ◊
AUTOCAR.CO.UK 29
CUPRA UNCOVERED
SUSPENSION
Winning standard adaptive damping for the
Cupra Ateca was one of the most significant
engineering victories, says Rabe. The Cupra
sits 2cm lower than the Ateca FR and gets
slightly firmer springs, but the ability to
vary damping rates has allowed the car to
meet apparently contradictory targets in
terms of comfort and handling. “It is a car
that people will use every day,” he says. “It
can’t be too hard or uncomfortable but it
also needs to be agile — that really came out
during testing at the Nürburgring.”
Prototypes did many ’Ring laps but Rabe
says time on the neighbouring roads was
just as important. “We will make a chassis
set-up that we think works well on track but
then we always go and drive it on the roads,”
he says. “The set-up has to work there, too.
In Cupra mode I could accept that the car
gets a little uncomfortable, but it still has
to be safe on the Nürburgring in Comfort
mode. Nowhere else allows that contrast.”
The Cupra Ateca spent as
much time testing on the road
as it did at the Nürburgring
30 AUTOCAR.CO.UK
THE CAR NEEDS TO BE
AG I L E . T H AT R E A L LY
CAME OUT DURING
T E S T I N G AT T H E
NURBURGRING
SOUND
Rabe admits he dislikes active sound
systems so, despite their use in various
MQB-based sister cars, the Cupra Ateca
doesn’t have one. A standard sports
exhaust with quad tailpipes has active
internal acoustic flaps, but there’s no digital
noise enhancement coming into the cabin.
Rabe says this the exhaust been designed
to remain civilised in everyday use — “there
BRAKES AND TYRES is no point having a car that is loud when you
don’t want it to be”
Like an increasing number of mainstream — but more spirited
performance models, the Cupra Ateca will progress. A switch
be offered with a brake upgrade package. to the Cupra driving
Brembo calipers and 18in discs (17s are mode will introduce
standard) come as part of the Performance a far harder-edged
Package. The reason for the distinction, note. The system
says Rabe, is the need to keep the Ateca’s has even been
entry price at a reasonable level. Diamond- tuned to produce
cut 19in alloys are standard, shod with some popping on
245/40 R19 Pirelli or Bridgestone tyres. a lifted throttle.

DY N A M I C M O D E S
The Cupra Ateca’s need to combine
everyday usability with a firmer driving
experience meant considerable effort has
been put into creating its different driving
modes, especially the creation of the new
Cupra setting which is — appropriately
enough — symbolised by a chequered flag
on the rotary selector sited on the centre
tunnel, just behind the gear selector.
Select Cupra mode and it switches the
damping to a firmer, more aggressive
setting, moves the transmission to its Sport
mode, frees off the stability control and
gives the Haldex system a more permissive
rear bias. “It is impressive how much can be
done with software, and we wanted to make
use of that,” Rabe says. “Without making
any changes to the hardware, it is possible
to really change the behaviour and the
feeling of the car.
“For many buyers the Cupra Ateca is
going to be their only car, so it needs to be
able to do everything.”
MATTHIAS RABE
Rabe spills the beans on
Cupra’s future: plug-ins
are coming, he says
FUTURE SHOCKS
I T M U S T H AV E M O R E As R&D boss, Rabe knows what’s coming
over the next few years and he’s happy to
PERFORMANCE BUT IT drop some impressively broad hints.
MUST ALSO LOOK AND FRONT-WHEEL DRIVE
F E E L D I F F E R E N T. T H AT Rabe is a fan of front-wheel drive and
reckons the weight saving gives strong
I S I M P O R TA N T performance advantages, especially on
track. The next-gen Cupra Leon will be
front-wheel drive, although all-wheel drive
will be an option on some variants.
M AT E R I A L S HYBRIDISATION
Plug-in powertrains are coming, and we can
The Cupra Ateca hasn’t received any exotic expect to see them in Cupra models ahead
lightweight materials but it does feature of their Seat equivalents. Rabe thinks ‘split
plenty of carbonfibre (and carbonfibre-look) hybrid’ systems, where one axle is powered
trim, including the boss of the Cupra badges conventionally and the other is turned by an
front and rear and — on the car we drove in electric motor, could work for mainstream
Spain — the steering wheel’s central boss. cars but not for Cupras. “For higher
Rabe says materials distinction is set performance my instinct is to combine the
become one of the principle ways that electric and internal combustion power and
Cupra models will differ from their Seat put it to both axles,” he says.
sisters. “We have to make sure it is a
different car, it is WEIGHT
not just the same Rabe says all the easy savings in terms of
car with a different weight have been made, leaving only the
engine,” he says. expensive prospect of a switch to exotic
“It must have more materials to save significant mass. “We will
performance but it not see much more in the future,” he says.
must also look and “In the volume segment you continue with
feel different. That is steel and high-strength steel, which makes
important. Without very strong structures. But with WLTP
it you don’t have a emissions and small overlap crash testing
separate brand.” it will be difficult to save more weight.”
AUTOCAR.CO.UK 31
CUPRA UNCOVERED

MEET THE
FA M I LY
Four cars are cornerstones of the Cupra’s back story. Dan Prosser drives
each of them to divine the key traits of the sporty Spanish bloodline
PH O TO G R A PH Y S TA N PA P I O R

32 AUTOCAR.CO.UK
HERITAGE DRIVE

AUTOCAR.CO.UK 33
CUPRA UNCOVERED
he Montserrat mountain
T
range that peers down upon
Barcelona is the site of an 11th
century Benedictine abbey
and a vertiginous cable car
that carries tourists from the base of the
mountain range to the ancient monastery
high above. What the guide books don’t tell
you, though, is that roads that snake through
the shadows of those jagged peaks are as
good as any you’ll find in all of Spain.
The two Seat hot hatches that sit before
me now in those same shadows bookend the
Cupra story so far. The ice white 1996 Ibiza
GTI Cupra Sport 16v was the first road car
to wear the ‘Cup Racing’ moniker, while the
silver Leon Cupra 300 beside it, two decades
the Ibiza’s junior, represents the here and
now. For all that separates the two cars –
technical specification, power output, size
and, of course, age – there is one common
thread that connects them as directly and as
manifestly as the thick metal cable that runs
from the base of these mountains to the top.
This is the story of Cupra, told with the help
of four of its most significant and intriguing
road cars. We’ll catch up with the remaining
two cars later in the day when we drop out
of the mountains and head instead towards
the Mediterranean coast, where we’ll find a
location that’s even more spectacular than
this morning’s starting point. For now,
though, we have some of the best roads in
Spain and two or three hours in which to get
acquainted with the car that started it all.
With its white multi-spoke wheels pressed
out towards each corner the Ibiza Cupra
looks pert and compact, and almost small
enough to pick up with one hand. For an
entire generation of rally fans the Ibiza Cupra
will have a certain significance quite apart
from being the first Cupra showroom model.
For them, it will always be known as the road-
going version of the Ibiza Cupra Kit Car that
lit up the world’s rally stages in the 1990s.
To help establish its new performance
sub-division amongst a global audience,
Seat had entered the FIA 2-Litre World Rally
Cup, a support series to the World Rally
Championship. The rules stipulated front-
wheel-drive cars with naturally aspirated
These Ibiza and Leon hot
hatches bookend the Cupra
brand’s story to date
34 AUTOCAR.CO.UK
engines, so these were machines that lacked
the outright power and traction of the
top-spec cars of the time, but in the right
conditions – a dry tarmac road with endless
twists and turns, for instance – were only
marginally slower. On occasion, in fact, the
F2 cars were actually faster.
The sight of those compact, high-revving
F2 machines being flogged on asphalt, gravel
and mud by drivers as fearless as they were
talented soon earned the FIA 2-Litre World
Rally Cup a devoted following of its own. The
Ibiza Cupra Kit Car emerged as the class of
the field. As you can read on page 56, it won
the series for Seat at its first attempt in 1996,
then repeated that success in 1997 and 1998. I T I S D I F F I C U LT T O
It took only a few short years for Cupra to
earn itself a stack of trophies and a dose of I M AG I N E A M O R E
authentic motorsport pedigree, while the
Ibiza Cupra was shown to be a competition-
A P P R O P R I AT E R OA D
proven hot hatch almost from day one. The ON WHICH TO GET TO
motorsport workshop at Seat’s Martorell
plant, which was where those Ibiza Cupra KNOW THIS IBIZA
Kit Cars were built and maintained two
decades ago, is less than 10 miles from
where I’m stood today. I may not have a title-
winning rally car in which to tear along the
Montserrat mountain roads, but the little
Ibiza Cupra hardly seems like a short straw.
Like its rally counterpart it has a naturally
aspirated 2.0-litre engine that thrives on
revs, and it also drives its front wheels while
making a virtue of its tiny footprint and
minimal weight.
It is difficult to imagine a more appropriate
road on which to get to know the Ibiza Cupra.
The surface is marble smooth and the lanes
are wide, which means you can pick the path
of least resistance through the curves without
straying across the central white line. There
are only short straights and almost endless
twists and turns, too, so the car’s relatively
modest 150bhp never seems to hold you back.
What it lacks in outright power the four-
cylinder motor more than makes up for in its
hunger for revs. Keep it spinning between
4000rpm and the redline at 6800rpm
and there’s good straight-line shove. Soon
enough you learn that the conservation
of momentum is absolutely key; keep the
motor on song, use all the grip the front tyres
can muster, don’t scrub off too much speed
with the brakes and you will clip along very
smartly indeed. You know you’ve got the Ibiza
Cupra worked out when you feel the inside
rear wheel hang in its wheel arch bend after
bend, the car three-wheeling itself across the
tarmac in the archetypal hot hatch pose.
The chassis has the sweetest natural
balance, too, and on the way into a corner
you can feel the outside rear corner propping
the rest of the car up, which helps to keep the
front end pinned to a tight line. The Ibiza
Cupra doesn’t zip between corners with the
rampant pace of a modern hot hatch, but
it is enormously entertaining to drive and
rewarding with it.
From our elevated position in the
Montserrat mountains, 1000 metres or so
above sea level, we should be able to see the
town of Sitges on the coast some 26 miles
away. This morning, though, the view is
lost in the haze. Almost immediately due
south from where I’m standing is our next
destination, a haunting old place just outside
Sitges. There, a couple of dozen miles away
 HERITAGE DRIVE

Prosser imagines he’s a

FIA 2-Litre World Rally Cup
driver on a special stage

Maintaining momentum is
the key to extracting the
most from the Ibiza Cupra

and four years further down the line, we’ll

find our next Cupra.
When you first see the banking several
hundred metres off in the distance you would
swear the ground had been ripped up and
folded over by an earthquake. There’s just
no way, you think to yourself, it can possibly
have been designed that way. Autódromo de
Sitges-Terramar is one of the oldest purpose-
built race circuits in the world, having been
constructed in 1923. It’s roughly an oval with
two long straights linked by long, sweeping
banked corners, which to the eye look close to
vertical at the rim. In fact, they’re banked at
60deg – too steep to scale on foot. The circuit
is exactly two kilometres in length.
What’s so unusual about Terramar is that
it seems to be frozen in time. Having held
a grand prix the year it opened, the circuit
quickly met with financial trouble and soon
fell into disrepair. It was used sporadically up
until the 1950s, but it hasn’t been developed
since the day the gates were first flung open.
It has baked in the sun for close to 100 years
and the concrete is crumbling in places, ◊

AUTOCAR.CO.UK 35
CUPRA UNCOVERED
∆ but Terramar is more or less the same now
as it was way back in the Roaring Twenties.
I’ve never seen a place like it. Once upon
a time, right here, brave young men risked
their lives in hopelessly unsafe cars just to
prove they were the fastest. But more recently,
Terramar was a chicken farm. Talk about
faded glory. It was back in 2012 that double
World Rally Champion and homegrown hero
Carlos Sainz set a new lap record for a Red
Bull publicity stunt, clocking a time of 42.6
seconds in a modern GT3 racing car.
Sainz, driving as fast as he dared and
with almost a century of advancements in
motorsport engineering on his side, trimmed
a scant two seconds off the previous lap
record, set by Englishman Louis Zborowski
89 years previously.
On the crumbling start/finish straight, in
the shade of a gnarled tree, we find our next
car. The Leon Cupra 4 arrived in 2000, four
years after the original Ibiza Cupra. At the
time this 201bhp Leon was the most powerful
Seat yet produced, but what really marked
this car out was its six-cylinder engine and
The Cupra 4 packed 4WD
and a 201bhp six pot, but
sadly the UK was denied it
36 AUTOCAR.CO.UK
four-wheel-drive powertrain. It remains
the only Cupra to use anything other than a
four-cylinder motor and one of only a small
handful to drive both axles.
Having been sold only in a limited number
of left-hand-drive markets the Leon Cupra
4 is a lesser-spotted car these days. It looks
very subtle when you first lay eyes on it, but
the longer you stare the more muscular and
purposeful it seems to become. The engine is
a 2.8-litre narrow-angle V6. The two cylinder
banks are so tightly pressed together that
they actually share a cylinder head, meaning
the engine is unusually compact. In fact, it’s
M O R E R E C E N T LY
T E R R A M A R WA S A
C H I C K E N FA R M . TA L K
A B O U T FA D E D G L O RY
a packaging masterstroke: a conventional V6
just wouldn’t fit beneath the Leon’s bonnet.
With plenty of power and traction the
Cupra 4 launches to 62mph in 7.3 seconds
and on to a top speed of 145mph. The
engine is magnificent. Throttle response is
instantaneous, it pulls eagerly through the
mid-range and zings around to the redline,
sounding rorty and red-blooded as it does so.
The seating position is just about spot on, too,
the seat itself being mounted low in the car, its
wingback bolsters clamping you in position.
You need all the lateral support you can
get while driving around Terramar’s pair of
sharply-banked corners. If you enter either of
the bends too slowly you immediately feel the
car gently scudding down the slope, the tyres
unable to find enough purchase to keep you
up there near the rim. You actually have to
steer quite aggressively against the banking
just to keep the car on course. With a little
more speed, however, the car presses itself
against the concrete and holds a high line,
and above 60mph it will actually steer itself
around the curve. ◊
 HERITAGE DRIVE

Ibiza GTI Cupra Sport

16V’s interior evokes an
unmistakably 1990s vibe

JORDI GENE
ON THE TERROR OF
S I T G E S -T E R R A M A R
Terramar is an intimidating circuit for
us mere mortals to drive, but it turns out
the professionals find it unsettling, too.
According to Jordi Gené, a race winner in
the World Touring Car Championship and
Seat brand ambassador, it isn’t just to do Cupra 4’s seat holds its
with the steep banking. driver firmly in position
“This place is frightening to drive quickly
because of the bumps,” he says. “Some of
the bumps are huge. Also, if you go around
the banking really fast the car squats down
and compresses its springs all the way, so
you have no suspension at all. It’s really
hard on the car. “The grand prix drivers who
raced here in the 1920s were crazy. When
the track had just been built it was used for
car, bike and aeroplane racing, all at the
same time. The cars and bikes would race
around the circuit while the plane would fly The 2009 Leon Cupra R
from the track to the church spire in Sitges, was practical and quick
then back again. They were so brave.”

The Leon Cupra 300’s

cabin has MQB solidity

AUTOCAR.CO.UK 37
CUPRA UNCOVERED
The Leon Cupra 4’s
2792cc V6 produces
201bhp and 195lb ft
It takes a leap of faith to carry any
meaningful speed into the banked corners.
You worry that you’ll go in too quickly, pop
out over the top of banking – there’s no guard
rail whatsoever – and fly into the knotty
undergrowth beyond it. That never happens,
of course. You simply sweep into the bend
with no loss of momentum and peer up at
the banking directly ahead of you, the car
heaving up and down on its springs as it
traverses the bumpy, undulating surface.
With the entire world canted over at a
60deg angle, track rushing from the top of
the windscreen to the bottom, you feel less
like you’re arcing around a banked turn and
more like you’re driving headfirst into an
enormous loop-the-loop. The first half-dozen
times you also swear the car is only moments
away from tipping over onto its roof and
careening down the slope. I simply cannot
imagine what it must have been like to race
around here in exposed, top-heavy and open-
wheeled 1920s machinery.
The early 2000s was a time of adventure
for the Cupra brand. Not only did it build
the Leon Cupra 4, mechanically the most
unusual car it would ever create, but it also
swapped rally stages for race tracks. The
factory entered the European Touring Car
Championship in 2003 and the British
Touring Car Championship a year later.
The team won the British series outright
in 2006 and clinched the World Touring
Car Championship in 2008 and 2009 (the
European series was elevated to a global one
a few years previously). Smooth Tarmac may
have replaced rough gravel, but those Cupras
were still winning.
38 AUTOCAR.CO.UK
derived powertrain and chassis technology.
Electronically controlled limited slip diffs,
twin-clutch gearboxes, adaptive dampers,
track-focused tyres and so much more besides
would soon find their way onto the marque’s
fastest and most hardcore models.
It was in 2014 that Seat launched the Leon
Cupra Sub8, the first hot hatch capable of
lapping the Nürburgring Nordschleife in less
than eight minutes. We all sat up and took
notice. Hot hatches weren’t playing any more;
they were getting serious.
And so we move on to the last of our four
Cupras, the 2017 Leon Cupra 300. At the
time it was the most powerful Cupra to date,
but it was also the distillation of everything
the performance division had learned since
1996, the result of competing in international
motorsport and building hot hatches that
had continually evolved for two decades. This
was the outcome; a sensationally quick and
thrilling hot hatch, 21 years in the making.
With 296bhp and, in this particular car,
a quick-fire twin-clutch transmission, the
Cupra 300 can launch from a standstill to
Turbocharged four-pot Leon Cupra 300 is most
in Leon Cupra R packs powerful here, with
261bhp and 258lb ft 296bhp and 280lb ft
From the charming and unusual Leon
Cupra 4 we now take the biggest leap forward
in time, all the way to 2009, and the most
sizeable stride forwards in terms of engine
power and performance, too. The Leon
Cupra R is the first turbocharged car in our
quartet, but at the time of its arrival Seat
had already been turbocharging its high-
performance cars for a full decade. This was
the car, though, that set the company on its
way to building hot hatches that boasted
the performance and handling agility
normally excepted of purpose-built sports
cars. The Cupra R’s 2.0-litre turbo motor was
rated at 261bhp, enough for it to scrabble to
62mph in just 6.2 seconds and push on to
155mph. Make no mistake: the Cupra R was a
profoundly fast car in 2009.
In fact, this was the car that made me
realise just how rapid a really well-sorted hot
hatch could be. I vividly remember driving
one along a swooping Sussex B-road and
thinking I would need to be in something
red, Italian and extremely noisy to travel any
faster. Nine years have passed since then,
but the Cupra R still feels quick to this day.
The motor is sharp and responsive, too, with
none of the lag or hesitancy you would expect
of a decade-old turbo engine. What’s more,
the rest of the car is far from overwhelmed
by that wedge of power. The front axle does a
good job of transmitting it to the road surface
without much wasteful wheelspin, while also
clawing huge grip out of the Tarmac when
you turn into a bend.
The Cupra R was a springboard. From
there, high-performance Seats would
evolve and begin to incorporate motorsport-
 HERITAGE DRIVE

62mph in 5.7 seconds. For a front-wheel-drive Even by today’s standards

machine, that is staggeringly fast. the Ibiza GTI Cupra Sport
Whether on the banking at the Sitges- 16V has plenty of spirit
Terramar race track or the flowing bends
up in the Montserrat mountain range, the
car’s chassis feels beautifully resolved, with
pliancy and fluidity over bumps, but also
stunning levels of iron-fisted body control
and agility. The steering is direct and free of
any slack, the tyres grip so hard you think
they’re going to peel off the wheel rims
and in a straight line, the car feels far more
accelerative even than the numbers suggest.
But as well as all that power, precision and
performance, the Cupra 300 is also a huge
amount of fun to drive. Just as the original
Ibiza GTI Cupra Sport 16v was, in fact. And
therein we find our common thread, the
unbroken strand that runs through all four
Seat models.
Since 1996 it has been the case that Cupras
have been uniformly fun to drive. That, more
than anything else, should be Cupra’s sole
guiding principle today, for the next two
decades and far beyond that, too. L

AS WELL AS ALL THE

POWER, THE LEON
C U P R A 30 0 I S H U G E
FUN TO DRIVE

The Leon Cupra 300 feels

as at home on a mountain
road as it does on a track

AUTOCAR.CO.UK 39
CUPRA UNCOVERED

THE
WA N D E R E R
RETURNED
Seat’s well-travelled design
director now takes inspiration
from Barcelona’s rich cultural
legacy. Mark Tisshaw tours
the Spanish city with him
PHOTOGRAPHY OLGUN KORDAL

40 AUTOCAR.CO.UK
ALEJANDRO MESONERO-ROMANOS

hink of design in Barcelona

T
and you think of Antoni Gaudí.
In the early 20th century the
Spanish architect created some
of the most extraordinary
buildings in the world, let alone Barcelona,
including the famous Sagrada Família
catholic church, which remains unfinished
to this day because so many of Gaudí’s plans
were in his head and died with him.
As an outsider, then, you might expect
Alejandro Mesonero-Romanos, the design
director of Barcelona-based Seat and
therefore one of Spain’s leading practitioners
in the field, to have a Gaudí pocketbook ready
to reference for inspiration.
So when I ask if that is indeed the case,
I don’t get the answer I expect. “To me, he
wasn’t really influential,” he says. “What I
like about Gaudí is that he pushed things so
far with his thinking. Today it’s hard to do
unique work as people are quick to comment
and everything is everywhere in the media.
Gaudí’s work was local then, commissioned
by wealthy individuals in a small city.”
Mesonero-Romanos took up his role
with Seat in 2011 and has overseen the
transformation of the car maker’s range
to become the largest, most coherent and
successful line-up in its history. Today Seat is
anything but a local car maker in a small city.
He hasn’t done things like Gaudí, of course,
but he has displayed some of that individual
thinking at Seat to at last give it a real identity
of its own within the Volkswagen Group.
A generation ago that simply wasn’t the case.
We meet Mesonero-Romanos to take in
the sites of Barcelona that do inspire him.
It’s a hot Friday afternoon in late September
and he is fresh from a meeting with Seat boss
Luca de Meo to discuss planned motor show
launch cars for next year.
Our meeting point is El Nacional, a tapas
restaurant tucked away off the main Passeig
de Gracia and the kind of innocuous-looking
place you’d walk by a thousand times without
twigging what’s behind the entrance. Just
three years ago it was a huge indoor car
park, having been a fabric-dye factory, café-
theatre and car workshop in previous guises
since it was built in 1889, but it has now been
converted into a thriving café-bar-restaurant,
and a beautifully decorated one at that.
It’s a bustling, informal place and
Mesonero-Romanos’s current favourite
weekend haunt. He’ll ride his motorcycle
with his wife from the hills above Barcelona
down into the city, have some lunch and then
go exploring. “Food puts me in a good mood,”
he says. “When you’re happy, you create good
stuff. Happy designers create happy cars. If
you were in the far east of Russia you wouldn’t
come up with the same kind of things…”
Mesonero-Romanos is well travelled. He
has lived the kind of nomadic life in vastly
contrasting cities that builds up your internal
reference points when creating rounded
products with widespread appeal. He grew
up in Madrid, moving to Barcelona to study
when he was 18 and then onto London’s Royal
College of Art (RCA) for further education
in automotive design. Upon graduation, jobs
in Barcelona at Seat and the Volkswagen
Group design studio followed, before a switch
to Renault in Paris. From there he went to
Renault-owned Samsung Motors in Seoul to
take his first design director job. ◊

AUTOCAR.CO.UK 41
CUPRA UNCOVERED

He spent just over two years in Asia before Mesonero-Romanos (left)

the call came to join Seat – just as he was can now add city tour
about to head to Japan to take up a new job. guide to his impressive CV
“I was asked by Walter de Silva [former VW
Group design boss] to take the Seat job.
He knew I liked the brand and I’d worked
with him briefly at Renault in 2000. We
maintained the relationship and I couldn’t
say no. It was an immediate thing,” he says.
More than a decade after leaving
Barcelona, Mesonero-Romanos was back.
Despite spending the first 18 years of his life
in Madrid, it’s Barcelona that has always felt
like home to the 50-year-old.
“People here don’t want to stand out as
much as in Madrid,” he says. “This is good,
as it gives you a chance to create in a fresher,
friendlier place. Barcelona is also more casual
than Madrid. In Madrid, you have to be smart
and elegant; in Barcelona, image is not as
important. You can have a nice life here with
very little – you have the sea, you have the
mountains, the weather is milder. It’s more
relaxed and less stressful.
“Compared with Madrid, and other cities
like Paris and London, Barcelona is also
pretty small. You can ride your motorbike
from the mountains and be by the sea in 15
minutes. The city is smaller so more people W H AT W E D O
know each other.” That soon becomes evident
on our post-lunch walk up Passeig de Gracia, I S BA S E D O N
where Mesonero-Romanos bumps into a
friend who runs a luxury fashion house. EXPERIENCES. THIS
“He is a rich guy, but you wouldn’t know it. I S H O W YO U F E E D
His wife drives a Cupra, too…”
The next stop is one of Gaudí’s best-known C R E AT I V I T Y
buildings, Casa Batlló. The façade of this
townhouse is most notable for its ornate

S E AT S P O R T ’ S
RESPITE
Might Cupra have never happened? Maybe
not, had Seat’s racing arm, Seat Sport,
which has provided so much influence and
inspiration for Cupra, shut its doors as
mooted by then-Seat boss James Muir.
Mesonero-Romanos, R&D boss Matthias
Rabe and Seat Sport boss Jaime Puig
weren’t going to let that happen, though, so
in secret a prototype Leon Cupra TCR racer
was built. A few months later the three held
a last-ditch meeting with Muir to present
a business case to save Seat Sport. They
showed renderings of the Leon but not the
car itself. “Muir said, ‘okay, build a mock-
up’, and asked how long a rough prototype
would take. We said two to three months,
but had the car hidden in a garage…”
Muir left Seat for pastures new in the VW
Group just a month later and Seat Sport
was spared. The first car presented to the
new boss Jurgen Stackmann was the Leon
Cupra TCR, which was swiftly signed off.

Antoni Gaudi’s ornate Casa

Batlló townhouse provides
‘inside out’ inspiration

42 AUTOCAR.CO.UK

Alejandro Mesonero-Romanos
is all smiles: “Happy designers
create happy cars,” he says
ALEJANDRO MESONERO-ROMANOS
exterior mosaic of small ceramic tiles, and its
elaborate waves and structures are designed
to bring the outside of the house in. “You can’t
take literal inspiration, but general: why can’t
you bring the outside of the car in?” muses
Mesonero-Romanos.
Cars touch every part of Mesonero-
Romanos’s life. He moved house recently,
partly to gain a larger garage to fill with
classics. He also declares a love of reading.
“Car books mainly,” he adds, before showing
me a picture album on his iPhone of 573 of his
books, a simple design project he’s working
on. “There are more books than that,” he says.
Motorcycles play a key part in Mesonero-
Romanos’s life, too. He rode his first
motorcross bike aged five in the countryside
by his family home near Madrid. He is the
youngest of seven children and the only one of
his family to have moved away from that city.
“I’ve always had a passion for cars,” he says.
“I wasn’t a great student but I knew I wanted
to do something with cars. I’d been drawing
them since I was 12; I’d draw them in every
book I could, adapting drawings already in
there to cars… It drove my teachers mad
but I thought it was an early Photoshop.
At 18 I decided I wanted to work with cars.
My mother let me study industrial design, a
profession that was not known then.”
The RCA was the second prestigious design
institution at which he studied, having first
attended Barcelona’s Elisava design and
engineering school at 18. While there, he
worked in his spare time designing buses in a
small factory 50 miles from the city.
“After graduating I got a job in a design
studio, doing everything: architecture,
product design, industrial, everything.
I loved it but I wanted to design cars.
Everyone thought I was mad giving up my
job to apply to the RCA. I got a grant from the
British government to go there; it was very
expensive, so thanks very much!”
Mesonero-Romanos lodged in Portland
Road in London’s Notting Hill. His landlady,
Diana, ran an antiques shop and had a house
in Marbella. “She took on Spanish students
to speak Spanish to,” he explains. “She
had a boyfriend, Brian, who had a house in
Cornwall. They lived down there at weekends
so you can imagine the parties we had!”
The RCA has produced a ‘Who’s Who’ of
car designers. Contemporaries and long-
standing friends of Mesonero-Romanos
include Alex Malval, recently head of design
at Citroën and soon to join Daimler, and
Mercedes’ Gorden Wagener.
“London was magical. The school, the
people, the connections you make. The place
breathes passion, history and culture. It was
one of the best periods of my life. I still like to
go back there over Christmas every year.”
It’s clear Mesonero-Romanos looks back
fondly not only on his time in London but also
on his diverse roles in different corners of
the world over the years. Crucially, he’s been
made a better designer for it.
“It’s very important. What we do is
based on experiences. This is how you feed
creativity. When you put people in a dark
room for two years, design is impossible.
The more you move around, the more you
experience. It feeds the library in your brain
and puts you in a position to be open to things.
“You have to be curious in what you see, go
deeper with it. Why are things that way? ◊
AUTOCAR.CO.UK 43
CUPRA UNCOVERED

∆ I tell my designers to move around, take a

Friday afternoon off, get on a bike and just go
around Barcelona on their own and breathe.”
One of the best ways to view the city is from
one of the many rooftops open to the public,
such as the one atop La Pedrera, another
famous Gaudí building. Gaudí was said to
be inspired by an ant nest when creating the
building. The rooftop is the real treasure-
trove, though, an almost child-like creation of
shapes, pillars, statues and little walkways.
“It’s childish, yes, like a dream,” says
Mesonero-Romanos. “But Gaudí projected
it into something so big and so important.
Imagine what others thought of him then.
“In the past it was much easier to do
individual thinking; today, there are too
many limits on us. Look at cars from the US in
the 1950s, the concept cars of the 1970s. Today
we are too pragmatic and too realistic. We
don’t think too much; people don’t think the
future will be any better than the present.” La Pedrera’s dream-like
Mesonero-Romanos is inspired by the rooftop represents a lost
future, though, and believes that the dawn individuality in design
of the electric car “sees the door open
a bit, allowing you to dream more”. He
says modern architecture could do with
dreaming a bit more, too: “When things are
known, people put their money in. Anything
different, people get uncertain and nervous.
Things won’t get through a single financial
review. There are no risks taken.”
Mesonero-Romanos takes a lot from La
Pedrera’s rooftop, touching and interacting
with the various surfaces, paying attention
to the mosaic tile-covered pillars which mix
concave and convex surfaces with sharp lines.
“You should remember these shapes when
you hear from us in the future…” he says,
hinting at the next step in Seat design.
We walk to our next stop, another rooftop:
Casa Fuster, a 1908 building from modernist
architect Domènech i Montaner that is now
the most emblematic of designer hotels.
We have a drink on the roof, something
Mesonero-Romanos frequently does across
Barcelona. “I like the view from above.
Everything looks small: problems, people.
You’re taking a breath up here.”
Everything does seem calmer up here,
a far cry from the relentlessness of one
of Mesonero-Romanos’s former cities of
residence, the South Korean capital Seoul.
“I liked it there,” he says. “Koreans are like
the Mediterraneans of Asia, it’s like Spain
and Italy. There’s a real sharing culture –
everything there is focused on the group,
not on the individual. The team always wins
there, people don’t want to stand out.
“I was in charge of 50 Koreans. I evolved
and gained the skills to lead a team who didn’t
really understand me. When you can’t talk
[the language], you transmit in other ways.”
It was Mesonero-Romanos’s first design

I N T H E PA S T I T WA S
MUCH EASIER TO DO
I N D I V I D UA L T H I N K I N G ;
T O DAY T H E R E A R E T O O
Slick fixed-wheel bicycle is
MANY LIMITS ON US the first product to bear
the Cupra brand name

44 AUTOCAR.CO.UK
 ALEJANDRO MESONERO-ROMANOS

The view over Barcelona’s director job and it taught him the team
rooftops presents a culture that’s so important when working
different perspective on so many design projects, which at Seat
includes occasional short-term projects for
other members of the VW Group.
“You can manage people and have fun,” he
says on how he likes to run his team, which
has increased from 92 to 190 people in his
time at Seat. “When people work together you
need to convince them, not force them. You
challenge with debate, get some of your ideas
through but also concede to others; I can
always be convinced otherwise and have no
problem. Debate brings the level up, always.”
The Barcelona Mesonero-Romanos
returned to from Seoul was a very different
one from when he first arrived. “Barcelona
was a very local place then and not very open.
People had lots of ideas for Barcelona but no
money – then the Olympics happened.”
The 1992 Olympics inspired huge
regeneration to what had been a deprived
place in many areas. Back then the area by the
sea was a no-go zone, whereas now it’s one of
the most visited places in Europe.
Our final stop in this great city is Gràcia,
known as the village, and it contrasts starkly
with the main busy streets just a block
or two over. Narrow streets, packed with
independent shops, all converge on several
small squares that are packed full of families
and children playing, even at 7.30pm.
“I call this ‘de-pollution’,” says Mesonero-
Romanos, eyes wide at just how friendly and
thriving a place Gràcia is. One could easily
get lost here, like in a scene from an idealistic
novel. “I come here to reset – there is no
design here at all, just life, just people. You
erase your brain here and don’t need to be
involved; life is just happening.”
It’s here where we go our separate ways, but
not before Mesonero-Romanos introduces us
to the very first Cupra-branded model. And
it’s not a car, but a fixed-gear bicycle. The
sleek, striking piece of design is a realisation
of everything we’ve discussed: past
experiences used to influence the creation of
something good-looking, well-rounded and
just right for the modern day. L

STYLE CENTRAL
Seat has always sold itself as a Spanish
car company as opposed to one from
near Barcelona or from Catalunya. Yet
it’s embracing its nearest big city (Seat is
actually from Martorell, a small industrial
place about 25 miles to the west) more
and more, including the opening next year
of a new ‘house of Seat’ brand centre right
in Barcelona’s centre. “Luca de Meo wants
to make stronger ties to the brand here,”
says Mesonero-Romanos.
The brand centre won’t be a dealership
selling cars. Instead, it’ll be a place where
people can come and learn more about the
brand, its cars and its associated products.
It’ll also house a small design studio, where
mainly colour and trim designers will mix
with neighbours from all the great fashion
houses. It won’t be the only design studio
in downtown Barcelona, either. Chinese car
companies, including Geely, are setting up
sites here, drawn in by the city’s many and
wide-ranging influences.

AUTOCAR.CO.UK 45
CUPRA UNCOVERED

JON HOLLAND

STUART KELLY

C U PR A A N D T H E
C O M M U N I T Y S PI R I T
Seat’s Cupra-branded models have developed a committed and
passionate following in the UK. Dan Prosser joins the club
PH O TO G R A PH Y J O N AT H A N F L E E T W O O D

46 AUTOCAR.CO.UK

ith Cupras and their owners
W
coming from Reading, Bristol,
Cambridgeshire and the
Midlands, our chosen
meeting point – the A338 in
west Berkshire – is not only conveniently
central but also happens to be one of the best
places in the south of England to test and
photograph performance cars.
Pretty rolling hills and a wide variety
of road surfaces make this pocket of
countryside a regular Autocar haunt, and it
is here that we meet four Seat Cupra owners
one Sunday morning.
The oldest car in our quartet is Karl
Smith’s first-generation Leon 20VT. The
original Leon, first introduced 20 years ago,
is still a handsome thing. Following a quick
once-over at a nearby jet wash, the car’s
paintwork brought back to its best, there’s
no real indication that the basic design of
Karl’s Leon is now two decades old. It looks
fresher than that somehow.
This particular car is a 2002 model with a
KARL SMITH
SCOTT FULTON
CUPRA OWNERS
1.8-litre turbocharged engine that features
an unusual 20-valve head. With three inlet
and two exhaust valves per cylinder this
engine is more efficient than an otherwise
comparable 16-valve motor would be, and
with 177bhp in standard tune it’s certainly
not short on power.
Karl bought the car 18 months ago from a
friend. “It’s the first Seat I’ve had,” he says.
“I liked this model even before my friend
bought it, so I knew I wanted to own one
some day. Other than an induction kit the
car is standard. It’s actually gone up in value
since I bought it, which is nice, but I really
like it because it’s both comfortable and fun
to drive. I’ll definitely have another Seat
Cupra because they’re that bit sportier than
other models in the VW Group empire.”
Stuart Kelly’s first-generation Leon
Cupra R was the immediate successor to
Karl’s car. It uses the same 1.8-litre four-
cylinder engine, albeit with power ramped
up to 222bhp. Stuart’s is a pristine 2004
example. “I’ve owned this car since ◊
AUTOCAR.CO.UK 47
CUPRA UNCOVERED
Lunch provided a chance
to discuss Cupra’s future.
Elbows off the table, Dan
∆ 2006,” he says. “But before that I had a
similar Cupra R as my company car.
“When I changed jobs and handed that one
back I went straight out and bought another
because they’re such good cars. I’ve always
driven hot hatches and the Cupra R had
everything: the looks, a really good engine
and great handling. It also came really well
equipped as standard.
“I can’t get rid of it now. I love the car to bits
and I’m at the stage now where even if I do
buy a new car, I’d still keep this one. I like the
fact that Seat is part of the Volkswagen Group
so you know the quality is there.
“This car is my daily driver, which is one of
the reasons I haven’t modified it, but I do take
it to shows. Even with 100,000 miles on it the
car still looks immaculate.”
From Stuart’s first-generation Leon we
skip forward to a second-generation model.
The Mk2 Leon was introduced in 2005 and
continued Seat’s then recently introduced
design language, which combined flowing
curves with sharp, almost feline details. Jon
Holland’s Leon Cupra R is the most striking
48 AUTOCAR.CO.UK
Scott’s Leon Cupra 300
meets Stuart’s first-
generation Leon Cupra R
car in our group, its already eye-catching
design perfectly accentuated by bold blue
paintwork. Jon’s is the most heavily modified
of the four Cupras, too, with its power output
boosted to 370bhp.
“I started with a remap, which is where
most people start out,” he says, “and later on
I added an aftermarket intercooler, a high-
pressure fuel pump and a turbo-back exhaust
system. I didn’t just want a faster car that I
couldn’t handle, though, so I’ve also uprated
the suspension and brakes. I’ve had it just
I’LL CONVERT IT TO
FOUR-WHEEL DRIVE ,
FIT A BIGGER TURBO
AND GET IT UP TO
400BHP OR SO
N E T A DVA N TAG E
Our four Cupra owners are all members
of the seatcupra.net website, which
describes itself as the UK’s number one
Seat community. It’s free to join and has
10,000 active members, plus many more
visitors, who browse news stories and
road tests, the ‘for sale’ section and, of
course, the vibrant forums.
The site is run day to day by co-owner
Scott Fulton and has been going since
2001. “People use the website for buying
and maintenance advice,” he says.
“There’s a massive knowledge base. We
also hold an annual meet, which is a great
chance for members to get together.”
“There’s so much expertise on there,”
says Karl Smith. “For example, there’s
a forum thread that details exactly
how to replace a clutch, with in-depth
instructions and plenty of photographs.”
Jon Holland is now a forum moderator.
“Even if you ask a question that’s been
asked 100 times somebody will give a
helpful answer,” he says. “That isn’t true
of many forums. It’s also a real safety
net, particularly if you’re modifying your
Cupra like I have.”

Jon’s Mk2 Cupra R looks
innocuous but has been
tuned up to 370bhp
over 18 months now. I like the styling of
the Leon, particularly the curves and the
rounded bodywork, but I also like that most
people have no idea from looking at it how
fast the car actually is.
“I’m at the limit now of how much power I
can put through the front wheels, so the next
modification will be converting it to four-
wheel drive. With that done, I’ll fit a bigger
turbocharger and get it up to 400bhp or so.”
The final car in our foursome is Scott
Fulton’s Leon Cupra 300, a 2017 example and
the only third-generation Leon in the group.
It is also the only car here with a DSG dual-
clutch automatic gearbox. As the owner of the
seatcupra.net website, Scott is as hardcore
a Cupra enthusiast as they come. “I’ve had
this car for a year and a half and before that
I owned a Cupra 280,” he says. “I’ve been
through all the generations, starting with
Seat Ibizas and working my way through the
Four Cupras, 14 years Leons, so this car is actually my seventh Seat.
of development and “I’ve always been a massive fan of the
one enduring appeal brand because it’s a bit different to the norm
and not so common. With Seat you also get a
CUPRA OWNERS
Seat Cupra owners are a
friendly bunch. Find out for
yourself at seatcupra.net
lot of kit for your money, but the big thing is
the Cupra community here in the UK. For all
those reasons I’ve become completely brand-
loyal. I wouldn’t consider anything else.
“This latest Cupra 300 model is sublime to
drive and I love the DSG gearbox. I’ve been
through the whole modifying thing over the
years with my other Cupras, but this car is so
well sorted out and so powerful that it simply
doesn’t need any upgrades.”
Over Sunday lunch at the nearby Queen’s
Arms, Karl, Stuart, Jon and Scott discuss
their shared love of Cupra.
Time and again the same themes crop
up in our conversation. So much so, in fact,
that by the time our main meals have been
cleared away it’s clear to us all not only why
Cupra owners are drawn to the brand but
also exactly what the new-look Cupra brand
will need to arm its forthcoming cars with in
order to keep these owners, and others like
them, on side. Those factors are performance,
driving fun, head-turning styling, ease of
tuning and above all else, individuality. Make
a note, Cupra, your public has spoken. L
AUTOCAR.CO.UK 49
CUPRA UNCOVERED

R AC E R E A DY
The Cupra e-Racer looks similar to the Cupra Leon TCR touring car you’ll
see competing on circuits around the world, but the switch to an electric
powertrain presented a host of challenges. Xavier Serra, the project’s technical
boss, says the brief was to make an EV tin-top that matched or eclipsed a
combustion-engined version in every respect. James Attwood looks at
some of the key design features of the E-Racer, which is set to make
its debut in the planned eTCR electric touring car series in 2020.

52 AUTOCAR.CO.UK
 E-RACER

DRIVETRAIN
The 1:5.6 single-ratio
drivetrain sends all the
power to the rear wheels,
allowing the e-Racer to
hit 0-62mph in 3.2sec
and 125mph in 8.2sec.
It has a top speed of BATTERY
168mph. The e-Racer draws its power
from a large 65kWh battery which
weighs 450kg. That’s about
a third of the total weight of the car,
and a major drawback for racing. To
offset the negatives of that weight,
Serra’s team focused on mounting the
battery as low down as possible
and spreading the
weight throughout
the car.

ELECTRIC MOTORS
The e-Racer is powered by
four rear-mounted electric motors,
which combine to produce 402bhp
of continual power with a peak output
of 670bhp. That’s about 325bhp more
than the Cupra Leon TCR develops
ENERGY from its 2.0-litre turbocharged
RECOVERY petrol engine. The e-Racer’s electric
To boost efficiency motor can spin to 12,000rpm; the
the e-Racer stores conventional Leon racer
and reuses the kinetic redlines at 6500rpm.
energy harvested
from braking and
deceleration.

IT’S BEHIND YOU!

Instead of rear-view mirrors
the e-Racer has cameras,
which are smaller and allow
for better aerodynamics. A
dashboard-mounted screen
displays the view behind,
helping drivers to keep an
eye on their rivals
more easily.

AUTOCAR.CO.UK 53
CUPRA UNCOVERED
Gené will keep racing as
long as he’s fast enough
and is still having fun
R AC E R
D E V E LO PE D
Touring car ace Jordi Gené now lists Cupra road car
development on his CV. James Attwood meets him
hen Seat Sport entered the
W
FIA European Touring Car
Championship in 2003, Jordi
Gené was one of the first drivers
it signed. Fifteen years later,
and with a few detours along the way, Gené
is still a key part of the team, but things are a
little different at the team’s Abrera workshop.
Seat Sport has become Cupra Racing, so
there’s a new logo above the door. What goes
on inside is different too: the squad doesn’t
currently run a works programme but it
builds the new Cupra Leon TCR touring car,
supporting customer teams that run them
in various championships across the world.
Cupra Racing is also developing an electric
version of the car, the e-Racer, which is being
used to showcase a planned EV tin-top series.
So while Gené, now 47, might not be racing
as regularly as he did when he was a key part
of Seat’s European and world touring car
assaults, he’s busier than ever, with his role
now encompassing driving and development
work for the Seat and Cupra brands. His
54 AUTOCAR.CO.UK
experience means that, when the company
wanted a tame racing driver to give an honest
appraisal of the new Cupra Ateca, Gené was
called into action.
What was your reaction when you first
heard about the Cupra Ateca?
“Honestly, I was not a fan of SUVs. I’m a
racing driver, so I’ve always wanted a low car
that’s wide and aggressive. That was until I
drove the Cupra Ateca for the first time: I had
some of the same feelings in it you get in a
low, wide car. Before I’d driven it, I wondered
why the Ateca was going to be the first Cupra
model. Once I drove it I realised why.”
What role did you play in the Cupra
Ateca’s development?
“They called me to get my opinion. With the
Leon Cupra R I was responsible for part of
it, but this was testing the first prototypes
and giving my opinion on how I feel about
it, how the suspension feels. I like to drive
prototypes, any type of prototype, whether
it’s a Mii or a Tarraco, although I usually find
it more enjoyable more to go and drive a Leon
on the Nordschleife. But I thought, ‘well, let’s
go and see what this car produces’. When I did
I was really surprised, and I said ‘wow’.”
How does driving the Cupra Ateca on a
circuit compare to a performance car
such as the Leon Cupra R?
“One of the risks of driving this Ateca on a
track is that you quickly compare it to cars
that are designed to have track functionality.
But it is physics: if the car is higher and a bit
heavier, it’s difficult to perform exactly the
same. But with all the electronics on the car
and the Dynamic Chassis Control suspension,
the work we’ve done in the roll bars and the
four-wheel drive system, all these little things
make the car capable of performing on a race
track surprisingly well.
“What you really notice on a circuit is what
a huge step it is from a regular Ateca. It sits a
bit lower, and thanks to the suspension work
you get a much nicer feeling when you change

direction. You really notice the difference
through a tight chicane.”
Have you had a chance to drive the Cupra
Ateca away from the track?
“I was lucky because the first time I tested it
was in winter and they let me keep the car to
use over Christmas, which is very unusual. I
went on a skiing holiday with my family and
some friends, and each day we took the kids to
ski school for 8am, up in the mountains.
“Several of my friends drive premium
sports cars and they were very surprised
when I’d overtake them in the Ateca. They
were like ‘hey, that’s not just your [racing
driver’s] hands, that was uphill out of a
corner. What have you got in there?’ They
realised the Cupra Ateca was something
special. I really enjoyed that.
You’ve driven for Seat for a long time now.
How are you finding the change to Cupra?
“I’m very old now, although I still feel young!
But yes, I’ve been at Seat for many years. I still
like to race but it’s not going to last forever.
I’ll keep going as long as I have fun and
I’m fast. As soon as one of those two things
stops, that will be it.
“I’m lucky the relationship I have with
Seat has gone on so long and they now like
my opinions when they develop a car. It’s a
relationship growing from sport into other
areas, and that will continue with Cupra.”
Cupra is also developing an electric
TCR racer. What’s that like to drive?
“It’s a new challenge again. When the team
first told me they were developing it, I wasn’t
sure: I’ve driven an electric car on the road,
and it was a bit boring.
“But when I drove the e-Racer I went
‘woah, this is not boring’. There’s lots of
power, lots of torque. There are still some
bad things – it’s very heavy, for example –
but the technology is changing quickly
and there are already some things that
are better than combustion-engined race
cars. It’s a good path to follow.” L
JORDI GENE
Gené’s experience means
his feedback is invaluable
both to Cupra and to Seat
W H E N I D R OV E T H E
E- R AC E R I W E N T
‘ W H OA H , T H I S I S
NOT BORING’
A R AC I N G L I F E
Jordi Gené is best known for his touring car
exploits with Seat and the World Touring Car
Championship races he’s won with the firm,
but he’s had an incredibly varied career.
He reached the verge of F1, signing to
race with the aspiring Bravo team in 1993
until it folded before the start of the season
(his younger brother Marc was a long-time
Ferrari F1 test driver). Gené then rebuilt
his career in tin-tops, first with Opel and
then a works-backed BMW team, before
making the switch to Seat. Although Seat
quit the WTCC at the end of 2009, Gené
has maintained his links to the firm — he
won the 2002 Spanish GT title in a Toledo
GT — but has also raced elsewhere. He spent
a season in Scandinavian touring cars in a
VW Scirocco, took an LMP675 class win at
Le Mans in a Reynard prototype, spent two
seasons racing a Man truck and even spent
a year in the one-make Lada Granta Cup.
AUTOCAR.CO.UK 55
CUPRA UNCOVERED
1973
1995
TRUE
R AC I N G
PE D I G R E E
Cupra, and Seat Sport
before it, has a rich
history of motorsport
success. James Attwood
revists the highlights
upra’s motorsport heritage
C
is quite literally built into its
name: Cup Racing. The badge
was first used for the Ibiza
Cupra, made to celebrate the
Spanish company’s victory in the 1996 FIA
2-Litre World Rally Cup, then a sub-division
of the World Rally Championship.
Cupra has since grown from that one-off
model in to a whole line of performance
cars and on to a brand in its own right. And
motorsport – both on the rally stages and the
race track – has been woven into that history.
Here, then, we present some of Cupra’s
motorsport milestones.
1985 S E AT S PO RT I S FOU N D E D
Seat’s motorsport division succeeded the
firm’s Special Vehicles department, which
ran various rallying projects with the 1430
Especial and 1800 between 1973 and 1983.
Seat Sport’s early efforts centred around a
1.6-litre-engined version of the Ibiza, with
which it competed in various national rally
championships around Europe.
56 AUTOCAR.CO.UK
1996
1997-98 1995 TAKI N G O N TH E WO R LD
Having built up experience, Seat Sport
developed a 2.0-litre version of the Ibiza
GTi 16V, homologated under kit car rules
(allowing it to have a wider track and larger
wheels and brakes than the road car version),
to be entered in the FIA 2-Litre World Rally
Cup, then a support series to the main WRC.
1996 WO RLD CHAM PI O N S
Seat claimed its first world title in the fiercely
competitive 2-Litre World Rally Cup – just
ten points separated Seat, Renault and Skoda
in the final standings. Jesus Puras led the
Ibiza charge, claiming a class victory on Rally
Portugal. The first Ibiza Cupra road car was
produced by way of celebration.
1997- 98 TH E TRI PLE CROWN
Seat continued to thrive – and win – in the
2-Litre World Rally Cup, eventually clinching
three championships in a row. The series
ran for seven years and Seat was the only
manufacturer to claim more than one title. By
1998, however, Seat had bigger ambitions.
 THE HISTORY

1999

1998 CO M PETI N G AGAI N ST

TH E B I G - H IT TE RS
Seat made the step up to the main World
Rally Championship with the Cordoba WRC,
although the car didn’t make its debut until
Rally Finland late in the season.

1999 O N TH E PO D I U M
In its first full season of WRC competition,
Seat Sport secured a pair of podium finishes
with the Cordoba WRC. Toni Gardemeister
was third in New Zealand, with Harri
Rovanperä matching the result in Britain.
There was another podium in 2000 on
the ultra-tough Safari Rally, but Seat Sport
decided to focus its competition efforts
elsewhere after that.

2002 TAKI N G TO TH E TR ACK

Seat Sport shifted its attention to the race
tracks, partly as a way to showcase the new
Leon Cupra R. The Seat Leon Supercopa
one-make series began in Spain in 2002, with
sister championships quickly established
thereafter in other countries.
The British version, the Seat Cupra
Championship, began in 2003 and ran as
part of the British Touring Car Championship
support package. The series helped produce
a number of stars, including future World
Touring Car champion Rob Huff and triple
BTCC title-winner Gordon Shedden.

2003 RE ADY FO R A
TI N -TO P TUSS LE
Seat Sport’s return to works competition
came in the European Touring Car
Championship, with a pair of Toledo Cupra ◊

2002
S E AT C L A I M E D I T S
FIRST WORLD TITLE
I N T H E F I E R C E LY
C O M P E T I T I V E 2- L I T R E
R A L LY W O R L D C U P

1998

AUTOCAR.CO.UK 57
CUPRA UNCOVERED
2003
2004
∆ Super 2000-spec machines for Jordi Gené
and Frank Diefenbacher.
It was a learning season against the
experienced BMW and Alfa Romeo squads,
but Diefenbacher secured Seat’s first podium
in Germany.
2004 TO P O F TH E PO D I U M
Seat’s second year in the ETCC showed real
progress, with new signing Rickard Rydell
securing the firm’s breakthrough first
victory, at Oschersleben in Germany.
The Toledo Cupra also made its BTCC
debut, with Jason Plato taking a stunning win
in the season-opener at Thruxton. Plato and
team-mate Rob Huff would go on to take nine
wins from 30 races.
2005 WO RLD WI N N E RS
The ETCC developed into the World Touring
Car Championship, and Seat Sport continued
its progress. Rickard Rydell claimed the
firm’s first WTCC victory at Silverstone in
the Toledo Cupra, a few races before it was
replaced by the new Mk2 Leon Cupra. Gené
58 AUTOCAR.CO.UK
2006
2007
secured the new car’s first victory – fittingly
on home ground in Spain.
THE LEON CUPRA WON
2006 R ACKI N G U P TH E WI N S
A L L T H R E E R AC E S While Seat Sport took three more WTCC race
wins, the Leon Cupra also made its debut
ON ITS MAIDEN BTCC in the BTCC – and won all three races on its
A P P E A R A N C E AT maiden appearance at Brands Hatch. In total,
Plato and James Thompson took 11 wins from
B R A N D S H AT C H 30 races to secure the manufacturers’ title.
2007 A CHAN G E O F E N G I N E
The new Leon Cupra TDI had its debut
2005 midway through the season, with Gené
scoring its first win in Italy. Meanwhile, the
petrol Leon Cupra took nine more BTCC wins.
2008 WO RLD CHAM PI O N S
The Leon Cupra TDI was a dominant force
in the WTCC, with the driver line-up of
Yvan Muller, Gabriele Tarquini, Gené and
Rydell claiming 11 wins. Muller and Tarquini
finished one-two in the final standings. The
diesel racer also starred in the BTCC, scoring
nine victories.
 THE HISTORY

2009

2015

THE LEON CUPRA TDI

WA S A D O M I N A N T
F O R C E I N T H E 20 0 8
WORLD TOURING CAR
CHAMPIONSHIP

2008 2018

2009 BACK-TO - BACK W TCC G LO RY

It was another one-two in the WTCC points,
although this time Tarquini edged Muller to
clinch the driver’s crown.
Seat Sport withdrew from the WTCC as
a manufacturer after this season, although
Tarquini challenged for the 2010 title in a
Leon Cupra TDI run by the works-supported
Sunred team.

2015 RETU RN TO TI N -TO PS

Having relaunched the Leon Eurocup
in 2014, Seat Sport created the Leon Cup
Racer for the new cost-controlled category,
supporting a number of customer teams in
various national and international series.

2018 CU PR A TAKES
O N TH E WO R LD
Replacing the WTCC for this season, the
World Touring Car Cup adopted TCR rules.
With the launch of Cupra, the sub-brand
took over Seat Sport’s roles, with the Cupra
Leon TCR taking on some of the world’s best
touring car racers. L

AUTOCAR.CO.UK 59
CUPRA UNCOVERED

VICE
V E RS I O N
Seat’s vice president has a clear vision of
where Cupra is heading. Mike Duff steals
a few moments of his time
PHOTOGRAPHY JOHN BRADSHAW

60 AUTOCAR.CO.UK
WAYNE GRIFFITHS

AUTOCAR.CO.UK 61
CUPRA UNCOVERED

eat is enormously proud of its

S
Spanishness, but you’ll find
little of the sort of horizontally
reposed hasta mañana
stereotype that you might
expect to be in evidence at the vast Martorell
plant. Trucks bringing in fresh parts are
queuing out of the gates and acres of freshly
built cars sit in orderly rows waiting for
onward delivery. Inside the towering glass
and steel office block that serves as corporate
HQ and sits at one edge of the plant is the
bustle and sense of purpose that comes from
people trying to fit too much work into too
little time. From the sixth floor, where the
most senior executives hang out, the view
over both the factory and a distant range of
mountains is spectacular, but few seem to get
the chance to enjoy it.
Wayne Griffiths, one of Seat’s biggest
beasts, exemplifies the get-things-done spirit
of the place, with a crushing handshake and
wolfish smile that suggest limited patience
for things that bore him. Our interview is
squeezed between other commitments, one
of the hovering pack of assistants warning
there’s just half an hour before the next Very
Important Meeting. The implicit suggestion
is we don’t have time for small talk.
Yet while there’s lots of ground to cover, the
obvious question demands to be asked first:
how did a Brit end up as vice president of the
Volkswagen Group’s Spanish subsidiary?
“I grew up near Manchester and went to
school there,” says Griffiths, his northern
accent still obvious but muddied by time
spent in many other places. “My dad was a
car dealer and I grew up in the business –
washing cars, repairing cars, all the usual.”
But while the car industry already had Two years on, and with Seat’s sales
its hooks in him, Griffiths’ ambitions ran booming amid an industry downturn – the
higher. He did a degree in business and brand’s volumes are up 20% this year – that
German at Leeds, a course which included a looks to have been a smart play. Griffiths
placement with Audi. He’d also been working admits that the chance to launch Cupra
as a salesman for the family firm during the as a brand was part of the appeal, but why
holidays – something I sense he must have does it need to be a separate entity to the
been pretty good at – giving him a choice Seat mothership? “Look at Audi, Mercedes
to make when his degree finished. “Did I or BMW and they have sporty sub-brands,
want to go back to the family business or do but specialist brands within the brand,” he
my own thing?” Griffiths says. “My father says. “We thought that with Cupra it made
wanted me back but I wanted to see the world, more sense to create a separate brand and
so I decided to go back to Germany.” not leave it below the Seat brand. I often get
It was the right call. Griffiths started asked ‘why not a sub-brand?’ It would help
working for Audi and was soon on the Seat, obviously it would, but it would also be a
executive fast track, rising to become head THE R8 DIDN’T COME limitation. By creating a new brand we could
of sales for the brand in Germany. But when do something new, something others haven’t
his then-boss Luca de Meo announced he F R O M S O M E T H I N G AU D I done until now, with a target group we believe
was moving to become Seat’s president and exists beneath the premium segment.”
offered Griffiths the chance to come with HAD DONE BEFORE . WE Griffiths admits that – as you might expect
him, he didn’t think twice. W I L L N E E D T O L O O K AT – money plays a part as well, with the view
“I’d already been here in 1991 and ’92 and I being that Cupra will be able to play in a
loved the place,” he says, “I spoke Spanish and P R O D U C T S L I K E T H AT different part of the market, something a sub-
had links here – my partner was Spanish – so brand relationship would blur. “With Cupra
when the opportunity came I jumped at it.” we’re looking at cars between £26,000 and

62 AUTOCAR.CO.UK

Griffiths’ automotive
roots extend back to his
father’s car dealership
£44,000,” he says. “Seat ranges from around
£13,000 to £22,000 classically, so we’re going
to be in a totally different segment.”
He also says the separation is vital to
ensure Cupra products get the attention they
will need to succeed. “One of the main reasons
is from an organisational point of view, to get
the full focus on it and not just the ‘if we have
time to do it at the end of the day’ thinking
where you do Cupra once everything else has
been finished,” he explains. “We want Cupra
to be the best it can be. Of course, for that to
work buyers are going to have to agree that
Cupra models offer a substantive difference
over the Seats that, for the most part, will
share the same core architecture.
“The gap is certainly big enough in terms of
power. Look at where a standard Leon stops
and where the Leon Cupra starts: 187bhp and
286bhp. There’s a 99bhp difference between
them. The bigger challenge will be in terms
of design differentiation, the best we can do
in terms of sophistication, uniqueness and
individuality as well as performance.”
To that you can add exclusivity – Griffiths
C U P R A : W H AT ’ S
COMING WHEN
2018 S E AT LEO N CU PR A R ST
As a last hurrah for the current-generation
Leon, Seat confirmed that the R-spec
estate will come to the UK before the end of
this year. Mechanically it is nearly identical
to the Volkswagen Golf R estate.
2019 CU PR A ATECA
The first ‘pure’ Cupra model reaches the UK
early next year, creating the non-premium
performance SUV segment in the process.
2019 CU PR A LEO N
The next-gen Leon will also become a pure
Cupra. We can expect it to stick with front-
wheel drive and, most likely, a development
of the current engine.
IMAGE
2020 CU PR A CUV
Another of the trend of coupé-SUVs, this
road-biased crossover looks set to be the
first model that will be launched as a Cupra
and could also debut a new plug-in hybrid
powertrain.
2020 CU PR A E V
We can expect a Cupra version of Seat’s
first pure-electric vehicle, which will sit on
the VW Group’s MEB platform. Anticipate
better acceleration than that of the
mainstream version, although the overall
range will probably be very similar.
TBC CU PR A I B IZA
Not formally in the plan yet but we’d be
surprised if it didn’t turn up, not least
because there was an opinion-gauging
Cupra Ibiza concept at the Geneva show
this year. The closely related Arona would
be likely to share the same mechanical
package as a Cupra model.
WAYNE GRIFFITHS
admits we can expect to see Cupra versions of
significant new models sold before their Seat
sisters go on sale – and, ultimately, the desire
to offer Cupra-only products.
“I can certainly imagine in the first phase
a car offered exclusively as a Cupra,” he says.
“I think that will happen before a pure Cupra
product. But at some point Cupra will need
a car that is iconic. The R8 didn’t come from
something that Audi had done before, it came
directly from Quattro GmbH. We will need to
look at products like that as well for Cupra.”
There’s no shortage of ambition, then.
Turning Cupra into a separate brand also
gives the chance to create a hierarchy within
its own model line-ups. There have been R
versions of the Leon Cupra, but Griffith says
we can expect more exotic versions of Cupras
to become a regular thing. “It’s something
that’s in the plan, he says. “With all Cupra
models we’re planning a halo model, a
limited-edition version of the Cupra, we’re
looking at that with all the models that come,
and we’ll be able to do that.
The upshot is that there will be many more
Cupra models and much higher volumes as
the family expands. “We have big objectives
for Cupra, we want to get to 10% of Seat sales,
which would mean something like 50,000
cars a year. With the right product portfolio I
think we can achieve that,” he says.
Griffiths is clearly happy that Cupra is
already developing its own buzz. “We noticed
this morning that the fan club has already
seen that we’ve gone online with the Ateca
configurator and started to talk about it,” he
says. “It was great that they picked up on it so
quickly because we haven’t even made any
announcement about it yet. We’ve got people
out there following what we’re doing, there’s a
huge amount of excitement.”
Griffiths talks about Cupra having a tribal
appeal, one that comes not only from existing
owners but also from those who like the idea
of becoming part of a more exclusive club.
“If we’re going to succeed then obviously we
need to conquest new customers, but we also
need to keep that tribe, that fan base,” he says.
“It’s out there and we’re listening to it.”
He is doing his own part, too, showing off a
carbonfibre bracelet carrying Cupra’s slightly
lupine triangular logo. “People ask what it is,”
he says. “Of course, I love to tell them.”
With that, our brief time is up, the
assistants are back and Griffiths is being
ushered towards his next meeting, the
language switching from English to Spanish
as he orders a final pause. Somewhere close
by is another room full of waiting executives,
but Griffiths is still keen to show me one last
thing: pictures of his Jaguar E-Type, a 1966
roadster to match the year of his birth and
proof that, while the brand might be new,
there are proper car guys at the top of it. L
AUTOCAR.CO.UK 63
CUPRA UNCOVERED

CU PR A S
RAT E D
Autocar has been road testing
Cupra-branded models for more than two
decades, while our dedication to driving sporty
Seats goes back as far as 1976.
From the 1200 Sport that marked the
beginning of Seat HQ in Martorell to the
Leon Cupra R launched earlier this year,
Seat’s performance offerings have gone
from strength to strength.
Here are some of the highlights.
1976 1997 2002

AUG UST
We tested the first Cupra-badged Seat,
the Ibiza Cupra Sport 2.0 16V, in March
1997. Five months later we subjected it to
a comparison test against the Peugeot 106
GTI, Nissan Almera GTi, Audi A3 1.8T and
the VW Golf GTI. “If you like your thrills raw,
the Cupra Sport is as bare-to-the-bones as
it gets,” began our description of the Cupra
model. Our testers determined that the
talents of the £14,595 car were best suited
to the track, adding that you need “to be a
pretty committed driving nut” to enjoy the
Ibiza Cupra Sport 2.0 16V. We reckoned a
0-60mph time of 8.0sec was realistic for
the 150bhp hot hatch.

S E P TE M B E R FE B RUARY
While not strictly a Cupra, the Seat 1200 The Leon 20VT, which later became the
Sport, road tested by Autocar in September Leon Cupra, launched in 1999. Three
1976, demonstrated the Spanish car years later, Seat launched the even hotter
maker’s intent to become a sporty brand. version, the first Leon Cupra R, which the
At that time Seats still used Fiat parts, but car maker claimed was “the most powerful
the 1200 Sport was notable because all of front-drive car in its class” at the time. We
its development was carried out at Seat’s said the engine was “hugely flexible”, while
new technical centre at Martorell — the “it really gets into its stride from 3000rpm,
site that is Seat’s base today. Autocar with huge mid-range urge and a hard rasp
described the sports coupé as “excellent from the revised exhaust”. The car’s real
as a driver’s car… with good handling and a trump card, however, was its handling. We
willing engine but mediocre gearchange”. concluded by saying the R “makes a strong
The car wasn’t sold in Britain but our case on comfort against a Civic Type R, on
testers noted at the time that “it might do pace and kit against a Golf GTI and on
well in Britain at the right price”. value against an Impreza WRX”.

64 AUTOCAR.CO.UK
 FROM THE ARCHIVES

2009 2014

MARCH
The third-generation Leon marked a turning point for the Seat brand when the car
launched in 2012. The first Cupra variant of that model impressed, too, outranking
the Volkswagen Golf GTI of the time in Autocar’s road test. Tested in Leon Cupra SC
280 DSG form, Matt Saunders wrote: “In terms of sheer speed, it has nothing to fear
from any rival.” Although it didn’t come out at the top of the hot hatch pile, Saunders
concluded: “There’s much to like about the Cupra 280, not least a great deal of good
old-fashioned bang for your buck of the kind that hot hatch devotees ought to respond
to very positively indeed.”

OC TO B E R
The Mk5 Ibiza Cupra featured in road test
number 4931 in 2009. It produced 178bhp,
taking the output of the VW Group’s then
turbocharged and supercharged 1.4 TSI unit
to “new levels”. A standard seven-speed
dual-clutch automatic transmission and
paddle shifters on the steering wheel were
supermini firsts. Editor-at-large Matt Prior
described the Ibiza Cupra as “a practical,
good-value supermini” with “style and
speed in abundance”. We also liked the
comfortable cabin and supple ride. This
Ibiza Cupra also resurrected the Bocanegra
name as a limited-edition styling pack. T H E T H I R D - G E N E R AT I O N L E O N
The Spanish phrase dates back to the Seat
1200 Sport (see left), which gained the M A R K E D A T U R N I N G P O I N T F O R S E AT
‘blackmouth’ nickname thanks to its black
plastic bumpers.

2018 2018

FE B RUARY   
  






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Autocar scooped plans to launch Cupra as a

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engine and 19in wheels. Contributing editor APRI L

Seat’s most powerful car to date, the
Mike Duff noted that by splitting from Seat, latest Cupra R, was pitched against the
Honda Civic Type R in April this year as we
“Cupra models will be able to stretch further”. considered how well the ultra-rare 306bhp
hot hatch (of 799 produced, only 24 were

 

   


  
 

  
 
   
   
 
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Lane described how “you’re greeted by
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quickened and has a “crisp levity to it”.

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Lane also commended the “absurdly

   

  
talented” four-cylinder engine. “Its peak

 
   
  
      


torque of 280lb ft arrives at only 1800rpm

 


 
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